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Following Friends Follow Unfollow Chat. And as for my background I just think time is a gift that should not be abused Art work is not mine i got it off google all credit goes to the right full owner.

KatieKat April Next Page. Read 2 more replies. Reply to: KatieKat Good. The two-motor advantage : I already identified the incredible maneuverability resulting from having two widely-spaced motors.

Now, consider the economy associated with using only one motor for passagemaking, yet having the two-motor thrust capability when needed - significantly better than running one larger motor more slowly.

A more subtle benefit is reliability through redundancy : if you've ever been in a dicey situation e. Having outboards means having much more storage space at the aft end of each hull, not to mention not having to sleep above a running motor.

If someone is sleeping in the starboard aft cabin during a passage and we have to motor then we simply run the portside engine.

On the Seawind the mounting bracket for the motor is unique in that the motor is bolted to the bracket and when retracting the motor the entire bracket with motor swings up - in contrast to the normal outboard technique of the motor swinging up on its own pivot.

This allows the motor to swing up higher and consequently swing down lower than on a fixed mount and thus provides for deeper propeller immersion while retaining excellent retracted clearance.

There is a separate locking latch to hold the bracket down needed when one goes into reverse. The motors sit low enough that I very rarely have the props ventilate, even in rough conditions.

The secret is to keep weight out of the bows of the boat and to motorsail instead of simply powering with the sails down - the sail stabilizes the boat and both minimize pitching.

It's as simple as that!! Each motor is very well protected by a cowling - really, a nacelle that the motor hides behind. Unfortunately, the bottom of the nacelle is very close to the water and whaps the water when sailing in choppy waters - this can be somewhat annoying on very long passages.

On my personal wish list is a cowling which would retract together with the motor. Neither motor has ever "drowned", no matter how horrible the conditions.

Engine oil changes are simple as I use a manual pump to remove oil through the dipstick hole. Everything else is easily accessible from above and the only problem is inspecting and changing the lower unit oil: that simply waits until boat haulout or a nice beach when the tide runs out.

In the past year I've started using Mobile1 synthetic oil Regarding the issue of gasoline vs. The outboards on the Seawind are external to our living space and fully ventilated.

The stock Seawind has aluminum tanks underneath the main saloon sole. On KatieKat I specified the tanks to be in the large cavities underneath the mast which allows for easier refueling, frees up two wet storage lockers in the main saloon, and eliminates even the slightest whiff of gasoline in the main saloon.

Having endured challenges by cruisers with diesels as to the suitability of our setup, I couldn't help pointing out the often appalling stowage locations of the gasoline tanks for their dinghies!

To summarize, I love my Yammies and even if I had a much larger multihull I would consider these outboards a very viable configuration - I'd stick with the 9.

The Seawind is a production boat and it came with two steering wheels. To my mind, there is a very good reason for this configuration: reliability through redundancy.

If something happens to one rudder, the connecting cable is easily disconnected and the other rudder with its steering wheel gets you home.

In Queensland I had talked with the owner of one Seawind which had limped home using just that technique - a charterer had bent the rudder shaft and jammed the rudder after hitting a breakwater.

The motor controls are by the starboard wheel. This is the first boat I've owned with wheel steering and I personally still prefer tiller steering for racing, as I have never developed a feel for the boat through the wheels.

In 20,nm, never had a problem with that dual-wheel steering system knock on wood. I had specified and have two emergency tillers which I had lugged around with me for all those 20, miles.

I recently took them off the boat as a weight-saving measure, now figuring that the redundant wheel system offers sufficient safety backup.

Well, maybe for you and the dog For example, the difference in size between a Seawind and is dramatic when one places them next to each other on dry land.

Having said that, we are very happily and comfortably cruising on KatieKat, and there are many examples of people cruising and circumnavigating on much smaller and narrower cats.

There was a small Prout in Manly with a singlehander on his third circumnavigation! We do have to constantly restrain ourselves from adding "stuff" even though we still have lots of empty spaces on board.

Even so, it's a losing battle as witnessed by the additions of radar, wind generator, bicycles, and gasp 12v microwave oven.

Books, tools, safety gear, and fluids are the worst culprits I laugh and say the weight of all my safety gear is making my boat unsafe!

One of the main reasons multihulls add watermakers is to save weight. The Seawind's performance doesn't appear to be as sensitive to weight as other cats I've sailed on and we still have a few inches left below our anti-fouling waterline mark.

For the two of us, recognizing its load-carrying limitations, I feel that our modified Seawind is a wonderful coastal cruiser and acceptable ocean passagemaker.

This photo, taken at Southport, vividly contrasts the size of the Seawind with that of a 50' cruising cat. That's probably a million-dollar boat.

This shot, taken in Noumea, shows the head-on differences. Add to that the heavy-weather headsails and auxiliary forestay, emergency tillers, a very heavy box with many stainless shackles and assorted hardware, not to mention the box with all the nuts and bolts, and let's not forget the toolbox which keeps expanding Haven't yet splurged for the hydraulic rigging cutter, but have a hatchet and two hacksaws with lots of blades Simple: because I added radar.

The existing two watt solar panels are more than sufficient to keep the three batteries charged and take care of the boat's refrigeration and all the usual power consumers.

Nevertheless, for extended passagemaking, if one gets a few days without sun, then continuous use of the radar, autopilot, and navigation lights contributes to a gradual depletion of those batteries.

In normal everyday use, the relatively low-power wind generator is unnecessary, even with radar. It simply gives us another backup and excess capacity - and has now also rationalized our adding a 12v microwave oven sigh.

Don't forget, each of the two outboard motors also has an alternator - to date I have never run the motors simply because I needed to charge the batteries.

Update, July Finally got rid of the microwave oven - it was used mostly for reheating a cup of coffee, anyway.

The Aero4Gen wind generator. It is absolutely silent up to a wind speed of about 20 knots, and after that produces a quiet unobtrusive whoosh in the background unlike some other brands of windgens!

The Aero4Gen wind generator, which I installed in February , served us wonderfully for six years until it stopped producing during our Baja Bash up the coast from Mexico.

The reason the Aero4Gen stopped working was simple: a wire inside its mounting tube had broken, and this had nothing to do with the windgen itself. I think our windgen's greatest contribution was during the ocean passage from New Zealand to Fiji, where at least one of the solar panels was invariably blanketed by the mainsail from the northern sun and the significant overcast during the first part of our passage further diminished the solar panels' effectiveness.

I had rigged a switch to place a short across the output of the windgen and simultaneously open up its connection to the boat 12v to act as a motor brake, which was very handy as it kept us from having to immobilize the spinning blades physically when wanting to stop the output when the batteries were fully charged.

Although I bought a shunt regulator in New Zealand for the windgen to control it's output, I never installed it as in those days we could use all the power we generated.

When the windgen conked out, I took it off completely and have no plans to reinstall it. Overall, I do not consider the windgen to have been a significant source of power during our cruising years, and would only recommend it for cruising higher latitudes.

Additional solar panels such as the two we added for our Mexico trip because of the added watermaker , coupled with a larger battery pack, I consider a far better solution.

A few comments about the windgen - the main problem is that we choose our passages to be downwind, and thus for much of the time the apparent wind is barely enough to get the windgen to put anything out.

Another problem that I hadn't realized with my mounting is the shadowing effect of the windgen on the solar panels despite being mpounted off to the side - the panels' output drops off very disproportionately with respect to the amount of shaded area.

Also, our windgen added some drag and was a significant weight fairly high up off the aft end of the boat - not desirable. The fact that this Aero4Gen was absolutely silent was a blessing compared with other brands of windgens on other boats.

Overall, I'd consider the windgen a nice experiment for us, but wouldn't reinstall it unless we were to sail in high latitudes in areas of significant wind.

Yes, but I remember being pleasantly surprised by the Seawind's light-air performance when we first raced it in the Bay Area. Someone told me that there were three mainsail options available I'll have to ask the factory : oversize with a large roach, standard, and undersize for the charter market.

The boat I initially sailed on in San Francisco had the oversized sail and I felt it was too big. I have the normal mainsail and consider it just fine - in fact, spent most of the time offshore sailing with the sail reefed.

As it is, I consider this boat overpowered as a cruiser - which is very nice in winds under about 18kts when the full sail area can be comfortably carried.

The blade jib balances the boat well and I rarely miss having an overlapping genoa or reacher. If someone wants to play with a large sail, then a huge asymmetrical spinnaker is available as an option plus bowsprit - I raced with it on the boat in SF and we used it even in apparent wind angles that were well ahead of abeam.

I did not want a bowsprit on my boat and instead have three symmetrical chutes on board which I normally simply fly off the bows and usually lower the main.

There is a different mentality when cruising rather than racing or day-sailing: practically speaking when passagemaking, whenever the wind gets down below about five knots, one of the iron gennies motor comes out.

Finally, have to remember that multihull sailing performance is significantly affected by weight, and any boat with a fouled bottom is just an awful dog.

Update 15 August Six years of cruising and I found the stock sails and our symmetrical spinnakers quite sufficient for our needs; however, after our return to San Francisco Bay I started racing KatieKat and immediately wanted more sail area - specifically, a larger headsail.

I've resisted the urge to buy one, but see the discussion below. A bowsprit juts out from the forward beam and is restrained by a wire bridle which attaches to eyes located just above the waterline on the inside of each bow.

There are three reasons why I did not want to install a bowsprit: 1. I do not like the concept of having an eye sticking out from the bow just above the waterline.

If that eye were damaged, its securing hardware is virtually unreachable from inside the boat. The bowsprit bridle interferes with an anchor bridle in a tideway.

Amazing how often the boat rides over the anchor and actually has the anchor line streaming backwards underneath the boat.

Hey, I consciously have a short boat - I can squeeze into some otherwise marginal marina slots and marinas charge me for the honest 10 meters that I take up.

Update July Now, after saying all that, let me offer another perspective: if I were racing or day-sailing instead of cruising, then I'd want a bowsprit demountable and a huge asymmetrical chute and screacher just for fun!

The loops attach to the bow cleats and the thimble is shackled onto the anchor chain. I've found that the bridle keeps the boat from weaving side-to-side when anchored, as was often the case when simply running a single anchor chain off the bow roller.

An added benefit is the absence of anchor chain noise. Whenever I anchor in deeper water then I shackle a thimbled nylon line onto the end of the chain and form a bridle using the polypro line as one leg and the nylon line as the other.

I finally did an in-depth update of this topic which deals with telephone, cellphone, HF, and computer connectivity issues both during coastal cruising as well as offshore.

It's covered in the July webpage. If we're at anchor, we use the SeaCycle pedal-powered catamaran as our dinghy to get us to shore.

It's wonderful, but I haven't tried putting the bicycles on it yet. When at a marina, we've been hoofing it a lot, but now have the bicycles as well.

These full-size folding mountain bikes old used DaHon are really getting a workout! Public transportation in Australia is excellent compared to what we have in the San Francisco Bay Area , with ferry, bus, and train service plentiful.

Taxis are extremely cheap when compared to the US, but we've only used them a couple of times when we had monster grocery loads just before a passage.

Kathy coming back loaded down from a shopping trip - some malls even provide docks! Heavily-used bikes on a shoreside trail by Surfers Paradise on the Gold Coast.

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Following Friends Follow Unfollow Chat. It was established by a former jet pilot who was killed during the World War.

Located in the heart of the town, there's no doubt that beauty truly resides in the Katikati Bird Gardens. This spot features tranquil and breathtaking gardens situated on the edge of the Tauranga inner harbour.

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One of the best places to find colourful paintings is the Haiku Pathway which makes paying a visit to Katikati, a worthwhile experience. This is a beach reserve where long pleasant walks are encouraged; you can walk through the excellent wooden tracks bordering the shores or walk north to the end of the headland.

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Now, compare this setup to just about any other boat monohull or multihull and try to imagine yourself being on watch View forward as seen by the person on watch.

The apparent blind spot between the windows is easily negated by simply leaning from side to side. The newly-added battery monitoring panel gives a complete status of the onboard power situation.

These photos were taken as we were ending our last passage from New Caledonia to Australia and demonstrate the usability of all the boat toys.

Sorry for the mess. All the tabletop instruments sit on wooden bases with rubber non-skid glued under them and which can be interlocked together.

They don't move! As soon as we end the passage, all this instrumentation and gadgetry and wiring gets put away within a few minutes and we revert to liveaboard mode.

If we're just going out for a daysail with friends, I set up the instruments differently: no need for the radar or HF or lamp or computers and they're left stowed below.

If needed, the autopilot remote is the only thing that might sit on the table, with its wire unobtrusively coming straight down from the overhead.

Basically, the table is completely clear for sitting around and entertaining. I've very consciously setup all the instrumentation with this flexibility in mind.

I don't recall rain or waves significantly obscuring visibility for long so there's no need for the windshield wiper I had once contemplated before buying the boat.

In a colder climate window fogging on the inside will undoubtedly be a problem. When we went for our midwinter cruise in Tasmania I rigged an oscillating fan on the forward edge of the table which worked out quite well.

This oscillating fan shown here soon after I turned it on which I simply clamped to the table was sufficient at keeping the windows clear during our Tasmania winter cruise.

The alternative romantic notion of clinging to the wheel outside fully exposed to the elements and being in touch with nature while steering the boat through stormy seas over the bounding main is one best reserved for novels or scary heavy-weather sailing books.

Been there - done that, thank you, but no thanks. Summarizing, I guess I have to say that having the visibility and all this stuff and information at my sheltered fingertips results in a general peace-of-mind that greatly contributes to my onboard comfort.

Sorry to be belaboring this point, but it didn't happen by accident and was one of the major reasons that I chose the Seawind and subsequently customized the instrumentation setup.

Quite frankly, in the 16,nm we've now sailed, this only crossed my mind once and then, only fleetingly : when we left Fiji and had some very large beam seas and winds for a few hours with significant waves crashing onto the boat.

At no time has our cruising cat even slightly experienced a situation which I felt pushed it anywhere even remotely close to a capsize situation - don't forget, from my catamaran racing days I'm VERY familiar with what the limits of stability feel like, since when racing a beach cat one purposely flies a hull!

The absence of a raising daggerboard concerned me before I bought the boat because in a large beam sea one would want to raise it to allow the boat to slip sideways if whapped.

My impression to date is that the Seawind's fin keel is too shallow to trip the boat in that situation. Pitchpoling is also not an issue - the forward hull shape I believe helps significantly, I don't carry much of a mainsail when running in heavy conditions, and, ultimately, can deploy a drogue to slow down.

Understanding the weather, sailing conservatively and especially reefing early , and having a wide, strong, and reliable sailing platform buries this concern to the point where it simply is not an issue.

Believe me, I sleep very well during passages! Some subsequent correspondence has led me to believe that I didn't make myself clear: when passagemaking, I very consciously sacrifice boatspeed for comfort both physical and mental.

In the open ocean, with changing winds in the high-teens and 20's, it's not unusual for us to reach along at night with just the jib up, with boatspeed still in the 6-knot range - there simply is no apprehension that a squall which we missed seeing might unexpectedly whap us and result in a fire drill.

Of course we could go faster, but when cruising - who cares? In those conditions, usually accompanied by confused seas, the physical comfort of reducing the bouncing by slowing down and the mental peace-of-mind knowing that we simply ain't gonna tip over just makes it nice.

Mind you, this is such a completely different approach to sailing than if we were racing - after a lifetime of sailing to maximize boatspeed, it took me a long time to get over that mental hurdle and learn to relax!

I have received many queries about this topic, many questioning the suitability of outboards and gasoline on a cruising boat.

My Seawind has two Yamaha 9. In a nutshell, I love them dearly! I personally like diesels, but in my opinion for this boat both inboard and outboard diesels would simply be too heavy and too noisy.

The following is a discussion of this topic based on my biased assessment after six years and 20,nm and accumulating almost hours on each engine.

Before I start the discussion of their merits, let me tell you how I use these outboards: Maneuvering around marinas and anchorages, I use both motors - usually at idle speed.

Two-engine maneuverability has to be experienced to be appreciated: I can spin the boat in place, stop it exactly where I want it, and can even drive it sideways up to the dock if there's a current.

Whenever the wind drops and we need to motorsail, I normally use only one engine and cruise at around 4. If there is a time urgency and we are beating very hard on the wind in large waves or confused seas, I will motorsail to gain both speed and pointing ability to windward.

The significance here is that the motor keeps the boat moving continuously instead of it being slowed or stopped by waves - both this and the resulting uninterrupted lift by the fin keels results in an appreciable improvement in average VMG to windward.

I use only one motor at fairly low revs. Whereas it would make sense for that one motor to be the leeward one for better prop immersion , I've found that running the windward one works better as it nicely assists keeping the boat moving in the headers by helping it fall off.

Maximum speed with both engines wide-open is 7. I almost never run the engines wide-open and usually only do so briefly in reverse when I'm digging-in the anchor.

This photo shows the engine in its down position. Some of the sound insulation additions I made are shown glued to the cover and aft housing wall.

The green bungie is used to keep the motor release latch retracted while passagemaking so the motor can tilt up if it hits anything and it keeps the latch from rattling.

The engine controls on this starboard side are also visible. Here are my reasons for liking these motors - 1. Thrust - these Yamahas are the HiThrust models which means they have large three-bladed propellers and a gear ratio.

These are true "pushers", and their thrust in reverse also extremely good. Remember, I normally only use one engine when motoring. Low noise level - certainly compared to some of the diesels I've experienced on monohulls, but not as low in the main saloon as on some of the newer modern multihulls.

When motoring for many hours on end the drone does get a little bothersome and I'm in the process of adding some sound insulation to the motor enclosures.

Simply disassembling the carburettor with the engine in place on the boat and cleaning it solved this. World-wide parts availability.

I can easily remove these motors if serious service is required I've never had to do this - knock on wood.

The two-motor advantage : I already identified the incredible maneuverability resulting from having two widely-spaced motors. Now, consider the economy associated with using only one motor for passagemaking, yet having the two-motor thrust capability when needed - significantly better than running one larger motor more slowly.

A more subtle benefit is reliability through redundancy : if you've ever been in a dicey situation e. Having outboards means having much more storage space at the aft end of each hull, not to mention not having to sleep above a running motor.

If someone is sleeping in the starboard aft cabin during a passage and we have to motor then we simply run the portside engine. On the Seawind the mounting bracket for the motor is unique in that the motor is bolted to the bracket and when retracting the motor the entire bracket with motor swings up - in contrast to the normal outboard technique of the motor swinging up on its own pivot.

This allows the motor to swing up higher and consequently swing down lower than on a fixed mount and thus provides for deeper propeller immersion while retaining excellent retracted clearance.

There is a separate locking latch to hold the bracket down needed when one goes into reverse. The motors sit low enough that I very rarely have the props ventilate, even in rough conditions.

The secret is to keep weight out of the bows of the boat and to motorsail instead of simply powering with the sails down - the sail stabilizes the boat and both minimize pitching.

It's as simple as that!! Each motor is very well protected by a cowling - really, a nacelle that the motor hides behind. Unfortunately, the bottom of the nacelle is very close to the water and whaps the water when sailing in choppy waters - this can be somewhat annoying on very long passages.

On my personal wish list is a cowling which would retract together with the motor. Neither motor has ever "drowned", no matter how horrible the conditions.

Engine oil changes are simple as I use a manual pump to remove oil through the dipstick hole. Everything else is easily accessible from above and the only problem is inspecting and changing the lower unit oil: that simply waits until boat haulout or a nice beach when the tide runs out.

In the past year I've started using Mobile1 synthetic oil Regarding the issue of gasoline vs. The outboards on the Seawind are external to our living space and fully ventilated.

The stock Seawind has aluminum tanks underneath the main saloon sole. On KatieKat I specified the tanks to be in the large cavities underneath the mast which allows for easier refueling, frees up two wet storage lockers in the main saloon, and eliminates even the slightest whiff of gasoline in the main saloon.

Having endured challenges by cruisers with diesels as to the suitability of our setup, I couldn't help pointing out the often appalling stowage locations of the gasoline tanks for their dinghies!

To summarize, I love my Yammies and even if I had a much larger multihull I would consider these outboards a very viable configuration - I'd stick with the 9.

The Seawind is a production boat and it came with two steering wheels. To my mind, there is a very good reason for this configuration: reliability through redundancy.

If something happens to one rudder, the connecting cable is easily disconnected and the other rudder with its steering wheel gets you home.

In Queensland I had talked with the owner of one Seawind which had limped home using just that technique - a charterer had bent the rudder shaft and jammed the rudder after hitting a breakwater.

The motor controls are by the starboard wheel. This is the first boat I've owned with wheel steering and I personally still prefer tiller steering for racing, as I have never developed a feel for the boat through the wheels.

In 20,nm, never had a problem with that dual-wheel steering system knock on wood. I had specified and have two emergency tillers which I had lugged around with me for all those 20, miles.

I recently took them off the boat as a weight-saving measure, now figuring that the redundant wheel system offers sufficient safety backup.

Well, maybe for you and the dog For example, the difference in size between a Seawind and is dramatic when one places them next to each other on dry land.

Having said that, we are very happily and comfortably cruising on KatieKat, and there are many examples of people cruising and circumnavigating on much smaller and narrower cats.

There was a small Prout in Manly with a singlehander on his third circumnavigation! We do have to constantly restrain ourselves from adding "stuff" even though we still have lots of empty spaces on board.

Even so, it's a losing battle as witnessed by the additions of radar, wind generator, bicycles, and gasp 12v microwave oven. Books, tools, safety gear, and fluids are the worst culprits I laugh and say the weight of all my safety gear is making my boat unsafe!

One of the main reasons multihulls add watermakers is to save weight. The Seawind's performance doesn't appear to be as sensitive to weight as other cats I've sailed on and we still have a few inches left below our anti-fouling waterline mark.

For the two of us, recognizing its load-carrying limitations, I feel that our modified Seawind is a wonderful coastal cruiser and acceptable ocean passagemaker.

This photo, taken at Southport, vividly contrasts the size of the Seawind with that of a 50' cruising cat.

That's probably a million-dollar boat.

Posted by Tojall

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