Next Meeting - 29th September
Please note and diaries the following dates.
TBA Committee meetings 18h30
- 29th September 2009
- 3rd November 2009
- 1st December 2009
- 12th December Xmas party ????
- 5th January 2010
- 2nd February 2010
- 2nd March 2010
- 30th March 2010
- 4th May 2010
- 1st June 2010
- 29th June 2010
venue to be finalized before the meeting.
| | TBA Monthly meetings
- 24th September 2009
- 29th October 2009
- 26th November 2009
- 28th January 2010
- 25th February 2010
- 25th March 2010
- 29th April 2010
- 27th May 2010
- 24th June 2010
- 29th July 2010 AGM
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"Fire Side Chat"
Possible addition to the Nautical Library
- Yacht Design According to Perry: My Boats and What Shaped Them (Hardcover)
By Robert Perry
http://www.amazon.com/Yacht-Design-According-Perry-Shaped/dp/007146557X
A contribution from Cedric Hunter
Battle Of Trafalgar - 2009 version
Admiral Nelson: Order the signal, Hardy.
Captain Hardy: Aye, aye sir.
Nelson: Hold on, that's not what I dictated to Flags. What's the meaning of this?
Hardy: Sorry sir?
Nelson (reading aloud): England expects every person to do his or her duty, regardless of race, gender, sexual orientation, religious persuasion or disability.' - What gobbledegook is this?
Hardy: Admiralty policy, I'm afraid, sir. We're an equal Opportunities employer now. We had the devil's own job getting ' England ' past the censors, lest it be considered racist.
Nelson: Gadzooks, Hardy, hand me my pipe and tobacco.
Hardy: Sorry sir. All naval vessels have now been designated smoke-free working environments.
Nelson: In that case, break open the rum ration. Let us splice the mainbrace to steel the men before battle.
Hardy: The rum ration has been abolished, Admiral. Its part of the Government's policy on binge drinking.
Nelson: Good heavens, Hardy, I suppose we'd better get on with it ... full speed ahead.
Hardy: I think you'll find that there's a 4 knot speed limit in this stretch of water.
Nelson: Damn it man! We are on the eve of the greatest sea battle in history. We must advance with all dispatch. Report from the crow's nest please.
Hardy: That won't be possible, sir.
Nelson: What?
Hardy: Health and Safety have closed the crow's nest, sir. No harness; and they said that rope ladders don't meet regulations. They won't let anyone up there until a proper scaffolding can be erected.
Nelson: Then get me the ship's carpenter without delay.
Hardy: He's busy knocking up a wheelchair access to the foredeck, Admiral.
Nelson: Wheelchair access? I've never heard anything so absurd.
Hardy: Health and safety again, sir. We have to provide a barrier-free environment for the differently abled.
Nelson: Differently abled? I've only one arm and one eye and I refuse even to hear mention of the word. I didn't rise to the rank of admiral by playing the disability card.
Hardy: Actually, sir, you did. The Royal Navy is under represented in the areas of visual impairment and limb deficiency.
Nelson: Whatever next? Give me full sail. The salt spray beckons.
Hardy: A couple of problems there too, sir. Health and safety won't let the crew up the rigging without hard hats. And they don't want anyone breathing in too much salt - haven't you seen the adverts?
Nelson: I've never heard such infamy. Break out the cannon and tell the men to stand by to engage the enemy.
Hardy: The men are a bit worried about shooting at anyone, Admiral.
Nelson: What? This is mutiny!
Hardy: It's not that, sir. It's just that they're afraid of being charged with murder if they actually kill anyone. There's a couple of legal-aid lawyers on board, watching everyone like hawks.
Nelson: Then how are we to sink the Frenchies and the Spanish?
Hardy: Actually, sir, we're not.
Nelson: We're not?
Hardy: No, sir. The French and the Spanish are our European partners now. according to the Common Fisheries Policy, we shouldn't even be in this stretch of water. We could get hit with a claim for compensation.
Nelson: But you must hate a Frenchman as you hate the devil.
Hardy: I wouldn't let the ship's diversity co-ordinator hear you saying that sir. You'll be up on disciplinary report.
Nelson: You must consider every man an enemy, who speaks ill of your King.
Hardy: Not any more, sir. We must be inclusive in this multicultural age. Now put on your Kevlar vest; it's the rules. It could save your life
Nelson: Don't tell me - health and safety. Whatever happened to rum, sodomy and the lash?
Hardy: As I explained, sir, rum is off the menu! And there's a ban on corporal punishment.
Nelson: What about sodomy?
Hardy: I believe that is now legal, sir.
Nelson: In that case ... Kiss me Hardy!
Breaking News Charles Bradfield - the sinking of Carenza
Herewith the second part ...
Mayday and Rescue:
Sometime between 1700 and 1730
We activated our 406 EPIRB (with GPS) - the lanyard was tied to the pushpit and left floating in the water.
We then used our Satellite phone to call the rescue coordination centre (incidentally this was not as straight forward as expected as the number in our book was no longer active and other numbers were office hours only) - we only had 7 minutes left on the phone. - the phone call established that epirb had been picked up and we gave a brief description of our circumstances and we were asked to establish HF communications. This was achieved by disconnecting the antennae lead from the backstay, and attaching a 10m wire from a our spares box to the end of a fishing rod secured to the pulpit with cable ties. We initially called on 4Meg and then 6Meg We established a very poor contact with Taupo Maritime Radio but were soon helped by a Hobart Shore station who did the Mayday Relay. We were informed that a Hercules Airforce C130 was on its way - to arrive 2130hrs - Also that a French naval warship (La Glorieuse) was 50 nm off and was steaming towards us. We remained on the 6meg frequency and kept in touch with the mayday relay through the Hobart station. At 21:30hrs we made VHF contact with search aircraft (Kiwi Rescue) - They requested a flare to be set off. - A moment of light relief as Matthew heroically set off a flare and wondered why there was nothing but blackness - it was a smoke flare. He rapidly redeemed himself and set off a handheld orange flare - visual contact was made and we put on our riding lights. The aircraft then continued a lone vigil circling our yacht and making occasional radio contact letting us know the progress of the French Naval Vessel. This Vigil was so comforting that the crew that they just sat in the cockpit watching.
A few hours later we made VHF contact with the French vessel - we had already established SSB contact. - once they had a visual on us the aircraft returned to New Zealand. I had a discussion with Captain Numa Durbec about the rescue. The upshot of which was that although stricken our vessel was not in immediate danger and that a night time rescue would endanger the life of my crew and his crew. He would remain circling at a 2 mile distance off our vessel and maintain vigil and we would go below and batten down the hatches in case we rolled during the night. We spent a sleepless night with the odd wave breaking over us listening to rigging groan and the mast hitting against the keel. We remained in our wet weather gear and with life jackets on ready to take action if needed. All this time we kept in VHF contact with warship.
Wed 30/6/09 Position: 31°02'S 173°59'E
At day break when there was sufficient light we made contact again with Captain Durbec and discussed the rescue. The sea had calmed considerably and there was now just a 2m swell. A large Zodiac was lowered from the warship and 4 men with black helmets, two of whom had wetsuits on made their way to Carenza. The two in wetsuits boarded our yacht and assisted me in getting Joy and our 3 youngest children into the Zodiac. They remained on board while the others made their way back to the warship where they climbed up a rescue net hanging over the side of the ship to waiting hands that pulled them over the gunnels. The rib returned and collected the 3 older children. I then collected some personal belongings and bags with cloths that we had hastily packed and loaded them into the rib. As the Rib returned to the warship with our belongings I went below with the two French crew to examine the damage and discuss our options. I requested a that they assist me in freeing the rigging and tow the vessel. They had another discussion with Captain Durbec. In short in discussion with them and myself it was decided that the vessel would not survive a tow and would break up before reaching Auckland and would unnecessarily put crew at risk. So we were going to abandon the vessel. More discussion - the upshot was that Marine Safety Authority request that the vessel be scuttled if it were to be abandoned was made known to me. It was then pointed out that I was the master and skipper and it was my responsibility to do so. They produced a waterproof video camera and had me quickly rehearse the events and had me acknowledge my responsibility to scuttle the vessel. They then videoed me opening the stopcocks and flooding the yacht. They then used an axe and helped me to break open some of the other piping. All equipment that could float was removed from the outside of the yacht and locked in the saloon. The main hatch was closed and locked and then they broke the windows to let the air out. They then returned to the rib leaving me on board for a few moments to say goodbye. This was a heart wrenching moment for me and the first time that I felt the emotions well up inside - my family were all now safely on the warship. I stood at the wheel one last time and then removed our flag and boarded the rib.
The exact location of the sinking of Carenza is 31°02,4'S 173°59,6'E
Once reunited with my family in the officers mess on La Glorieuse, I then went to the bridge to witness the sinking of Carenza - which actually took a surprising amount of time and made me realise just how bad things must be before your yacht actually sinks.
Once underway back to Auckland we were given fresh towels, shampoo, soap and fresh naval overalls that the crew were wearing and given access the officers and captain's showers.
The time on the French Naval warship was a fantastic experience and were treated really well. Some of the ratings were moved and we were given two cabins one with 6 berths and one with 2 for our exclusive use. We ate with the officers and were given free run of the vessel I even did one of the 4 hour early morning watches on the bridge as we approached Auckland.
We arrived back in Auckland amid intense media interest - we were not to know of an incident a few days prior which resulted in the French President making a personal public apology to our Prime Minister. We had friends and family on the quay to greet us plus a huge contingent of press, TV stations, and radio stations. This resulted in interviews from the time of our arrival till night fall, including live breakfast TV the next morning. All good however for Franco-Kiwi relations.
We will ever remain profoundly grateful for the efforts of the French Navy, Our own Airforce and Rescue Coordination Centre and countless friends, family and strangers who said prayers on our behalf. By the grace of God we are back in New Zealand having had a profoundly wonderful adventure for 2 months and all safe and sound. We will miss our wonderful yacht that has been our home for this time and protected us from the elements till the very last.
Charles Bradfield
"From the Crow's Nest"
(Editors' Bit)
The Tides Of Fate eventually took me to good places and I am now on my return leg to Cape Town.
Malawi hasn't changed that much in the last 30 years : 9 expats were deported this month for supposedly selling tobacco and cotton at less than government set prices. My friends boss was given full (orchestrated) media coverage at 09h30 and he and his family were on the 3pm flight out....
Fortunately - I didn't go for the politics and was left in peace. The roads were excellent although a few potholes hadn't been fixed yet. Ahh yes , the sailing...
My trip coincided with the annual Senga Bay Stansfield Regatta (to which I invited myself) , and due to scarcity of crew was issued a lovely Dart catamaran to race with. I don't normally race and was not very competitive - notwithstanding I had 5 minutes of lessons before I was declared skipper and given a 15 year old youth with 1 previous sail experience. We did better than I expected - not coming last and I managed to not severely damage the craft when landing at full speed struggling to lift the rudders.
The regatta was at Senga Bay close to Salima and Lilongwe. The hosts were the Stansfield trust family and I was treated royally - classic old colonial style hospitality. There were 6 cats competing, and the weather was declared the best for years - no races were ended due to no wind (although some chaps did retire early due to very light winds) and on one occasion the breeze was at last 15 knots.
My wife joined me the next week-end and we did more sailing on a hobie 16 around Cape MacClear.
I will be looking for a suitable similar craft for my family when I return to CT.
I was out-of-comms for 2 weeks so missed the committee's deliberations to share with you.
Hence the no news-letter..
Subsequently , only the schedule of meetings has been forwarded to me and I have no other knowledge to share with you.
I hope this newsletter reminds you that the TBA is still in existence.
Kris Steyn (editor)
(Still enjoying the warmth in the north)
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