Fleet 20 selected as the C22NSA Newsletter of the Year
By Dale Mack

The Catalina 22 National Sailing Association holds its annual meeting the day before the National Regatta.  The meeting is commonly rolled into a social gathering complete with food, and a business portion which is typically very short.  New officers are elected, the C22NSA budget is reviewed, and awards are presented.  One of those awards goes to the fleet having the best newsletter/website.  For 2006 the award went to Fleet 20.

It was with great pride I accepted the plaque for Fleet 20.  I continue to enjoy chronicling the adventures of Catalina 22 sailors in the Pacific Northwest.  Through emails to me and participation in local events, the members of Fleet 20 create the backdrop for many of the stories you read.

This marks the 79th edition of the Fleet 20 newsletter I've published.  Begun during my first term as Fleet Captain, the newsletter serves to create a sense of community amongst a group of sailors who don't often get to sail together because our boats are spread across various lakes, bays, sounds, and rivers of Idaho, Oregon, and Washington.

My thanks to everyone for sharing their adventures and letting me retell some of them in the newsletter.  See you on the water.

Beacon Rock Cruise, August 17 - 20
By Dale Mack

Nestled amongst the slopes of the Columbia Gorge is Beacon Rock State Park just downstream of the Bonneville Dam (the last dam on the Columbia River).  Part of the Washington State Park System, Beacon Rock features, wide docks, picnic and camping sits, BBQs, sandy beaches, a launch ramp (popular with the local fishermen), excellent restrooms with hot showers, and potable water.  New in 2005 was the addition of power on the docks, and a marine head pump out station.  One of the added benefits of Beacon Rock is that you can have family and friends meet you there by car.

Reachable in six and half hours motoring upstream from the I-5 bridge, the trip to Beacon Rock can sound intimidating if you haven't cruised that long non-stop before.   Although I've motored straight through in the past, my favorite method now is to split the upriver trip into two parts, and spend the first night  at Parker's Landing (the Port of Camas-Washougal, 3 hrs).  One of the treats about staying at Parker's Landing is going to the floating Puffin Café for dinner.  The marina has fuel, a launch ramp, and lots of guest berthing with power.  The return trip from Beacon Rock takes about 4 hours.

This is an easy three-day weekend cruise, although some in the fleet have done it in a Saturday/Sunday.  I recommend planning to get to Beacon Rock in the early afternoon, because the late afternoon wind blowing East can sometimes generate a considerable swell.

Laura, Sean, and I are the cruise leaders for the Beacon Rock cruise this year.  Please email me at celtic-myst@comcast.net if you'd like to sign-up for the cruise or you want more information.

Notes on Beacon Rock:

• Moorage at the dock $.50/foot per night.
• Bring quarters for the showers (3 minutes for 50 cents).
• Great place for dinghies, kayaks, or small sailboats.
• Running water is available at the top of the ramp.
• There is a one knot current that runs south passed the docks.

• Camp sites, boat ramp, and picnic area available.

• The walk to Beacon Rock is very doable if you want to hike to the top.

Note:  Data collect via GPS on a past trip.

2006 Cruising Schedule

To sign-up for a cruise or get more information contact:

Dale Mack:  celtic-myst@comcast.net

Catalina Rendezvous,  September 15, 16 & 17
By Dale Mack

Are you planning to Attend?  Two months advance notice on an upcoming cruise might seem like a bit much, but I want to encourage folks to consider putting this one on the calendar.  Although still in the planning stage, past rendezvous' have had guest speakers like Gerry Douglas, Sharon Day, and Frank Butler of Catalina Yachts.

Fleet 20 has always been a loose collection of Catalina 22 owners in northern Oregon and southwestern Washington.   Few of us ever get together in one place, because we mostly day sail our boats with family and friends.  I'd like to encourage you to consider attending the 2006 Catalina Rendezvous at McCuddy's Landing on Multnomah Channel and meet some of your fellow Catalina 22 owners.

McCuddy's Landing features excellent docks, power, water, free ice, nice restrooms & shower, and a covered veranda to shelter rendezvous participants from the sun or ,do I dare say it, "the rain".  The cruise through Multnomah Channel is very pretty, and the sail on the Columbia River and Willamette Rivers to and from the event should make for a well rounded weekend cruise.  McCuddy's Landing can also be easily reached by car by taking HWY 30 towards Astoria if coming from Portland and turning right at Johnsons Landing Road.

Several of us are planning to arrive Friday evening and have dinner together at Mark's on the Channel, the floating restaurant at the marina.  If you want to sign-up for the cruise, or just want more information please contact me at:   celtic-myst@comcast.net

Don't Sail Dead Downwind
How to sail faster on downwind legs
By Dale Mack, C22, Crocus

Improving your performance on the Columbia River in the Portland/Vancouver area means learning how to sail well downwind while going against the river's 2.5 knot current.  While these are often considered the most boring legs, most races locally are decided based on what happens during the the downwind runs.

When sailing a Catalina 22 downwind you need to get the stern out of the water.  This is accomplished by placing crew weight on the bow and having the skipper sit as far forward in the cockpit as possibly.  A hiking sticks helps when steering in this configuration.  On Crocus, you'll find me right against the cabin.  You also need to ease the backstay.  I maintain just enough backstay tension so the boom doesn't get fouled on the backstay during jibes.

Ok, so you've got the weight distribution correct but you are still getting passed downwind.  Assuming your boat isn't dragging an algae beard and your not over steering, then you need to look at your wind  indicator.  Unless you're sailing in heavy air (15+ knots) you don't want the wind coming directly over the stern.  Just as you tack going windward, you need to be jibing when sailing downwind in moderate (10-14 knots) and light air (3-10 knots).

Everyone sailing on the river learns that the boat will be carried downstream faster when the keel and rudder are hit broadside by the current.  Unfortunately for many this knowledge mistakenly makes them think that sailing directly into the current (keel and rudder set parallel to the current) is the fastest method for getting upstream (i.e. downwind with our typically summer Northwest wind).  The straight into the current approach  doesn't work for light to moderate air if the wind is coming directly over the stern.  In light air you need to be sailing about 40 degrees off of direct downwind.  This increased angle will improve the boat's speed and more than make up for the longer distance sailed.  In moderate air the optimum angle starts to narrow and move toward the stern.  For every knot increase in wind speed, you can sail another five degrees closer to directly downwind.

While sailing the wider angles seems counter intuitive because of the effect of the current, Fleet 20 and Catalina 25 Fleet 94 have demonstrated it works in light to moderate air by running boats side by side and trying the wider angles while the other boat sailed directly downwind.  Good Luck!

The Summer Series is in Full Swing
Welcoming New Crews and Boats
By Dale Mack, C22, Crocus

The decision to introduce spinnakers to local Catalina 22 racing has been a good one.  The argument against spinnakers had gone something like this, "...spinnakers will raise of cost of C22 racing and scare off potential racers".  Two pieces of evidence suggested that the argument was wrong.  First Fleet 20 had been struggling for years to put even the minimum number of three boats on the line despite racing without spinnakers.  Secondly, the Ranger 20 fleet, which races with spinnakers, had in the course of four years gone from only one boat racing to seven boats racing in 2006.

While Columbia River C22 spinnaker racing is still in its infancy, we are finding that we like it.  Whether it is a symmetrical or asymmetrical (aka cruising chute) the extra power makes a big difference against the river's 2.5 plus knot current.  What the cruising spinnaker lacks in sail area, it makes up for in reaching ability and sail handling.  Dan Dugan and his crew on Harmony (#14286) have been very impressive with their cruising spinnaker.

Three C22's are racing in the Summer Series

• Dan Dugan, Harmony, #14286
• Dale Mack, Crocus, #8244
• Don Woodhouse, Togarty, #7260

We race on Thursday evenings, and start in the third start along with seven Ranger 20's.  The conditions have ranged from light air to heavy air.  We're all learning a lot and having fun.

It Ain't Over 'Til It's Over
Having your crew laugh at you all the way to the finish
By Dale Mack, C22, Crocus

Karen Maynard and Diane Stanford-Clark.

In the movie spoof of Star Trek, Galaxy Quest, Tim Allen's character's signature line is "Never Give Up, Never Surrender".  On June 29th in the fourth race of the Summer Series, my crew made up of Tim Taylor, Karen Maynard and Diane Stanford-Clark were sailing the boat well as I maneuvered Crocus in for a well timed start in light air.  While the start was well timed my position wasn't and I needed to avoid a leeward Ranger 20.  I unfortunately made the critical mistake of turning downstream to give him room instead of turning upstream and ducking his transom.  My error meant we won't pass the starting mark without being carried into it by the current.  As the other nine boats in the start crossed cleanly, Crocus was two boat lengths downstream of the line fighting to sail upriver.

In what seemed like an eternity we sailed very wide angles and slowly positioned ourselves to make a run at the line.  Five boat lengths from the line one of the Cruising Class boats yells over to tell us they are racing (i.e. please get out of the way) to wit we answered back "so are we".  Considering at the time we were already four minutes late to our start and they were one minute from theirs, I can understand why they might think we weren't one of the racers.

We slip passed the mark with five feet to spare and aimed the boat to the windward mark.  There was a lot of distance between us and the other nine boats in our start.  Instead of pinching for the mark, I eased Crocus' bow away from the wind to increase the angle and our speed.  Despite the poor start, the plan had been to stay on the Washington side of the river for two reasons.  First the river is deeper there, thus the current moves faster, and secondly the Northwest wind we were experiencing out in the middle of the river was likely to be blowing more from the North as it left the Washington shore which would allow us to sail more directly at the mark when we tacked over to starboard.  This strategy doesn't work in moderate to heavy wind because you are sailing to the corners of the course (a longer distance), but in light air it often works because of the current's assistance.

Half way up the course we could see we were gaining on the leaders.  As expected, everyone parked after rounding the windward mark as they struggled in the diminishing wind to sail upriver.  After rounding, Crocus reached out into the middle of the river where the wind's strength looked to be better and so we could stay in clear air.  We did a bear away set, and then quickly jibed.  By the time we were one hundred yards upstream of the windward mark, Crocus was leading the Catalina 22's and had sailed through half of the Ranger 20 fleet.

Tim Taylor

The mood aboard the boat during the windward leg had been anything but serious.  We all joked and laughed about my no so good start, and enjoyed being mistaken as a non-racer by someone in the Cruising Class.  As our position improved, so did the sarcastic nature of the humor thrown my way.  As we started to overtake the tail-end of the Cal 20 fleet which had started five minutes before our class and actually nine minutes before Crocus crossed the line, Tim comments from his position in bow "...not bad considering we almost started with the Cruising Class".  Tim's comment sent us on another round of humorous comments about my sail prowess or lack there of and my fine showing at the Catalina 22 National Regatta the previous week where I came in last in both the Gold Fleet and the Spinnaker Fleet.

We eventually won the race that night in the dying breeze, but more importantly we kept working on trying to sail the boat well; we never gave up.  The most memorable part of the evening was the humor and the camaraderie.  It was great sailing with Karen, Diane, and Tim.  Thanks Crew!

Looking Back on the 2006 National Regatta
It's Like a Family
By Dale Mack, C22, Crocus

The real reason to tow the boat six hundred miles was to part take in four days of sailing, while in the company of enthusiasts, and experience the camaraderie that comes with such events.  In 1997, my last trip to the Nationals, was a balance of sailing and family vacation.  We didn't sail if the wind was too strong, and it was a couple of times, and we skipped most of the after race story telling as we headed back to camp to give our eight year old son a break after having been cooped up on the boat all day.  As a result, there was an element of the Nationals I never really understood nor knew I missed until this year.  In 1997, seven races was a lot of work, and the event seemed so race oriented.  Yes race oriented, while the Nationals tries to encourage all comers, especially with the introduction of the Silver Fleet, the event draws mostly racers.  This year I raced the Gold Fleet (7 races over 4 days) and the Spinnaker Fleet (4 races over 4 days), and went to every after race activity.  You might think the Nationals is about racing, but it's really about what happens off the race course.  It's not until you are sitting around the tables after the races and listening to all the stories do you start to understand that the Nationals are about family.

As you listen to the stories, you hear the typical recounting of the day's events, but slowly the conversation shifts to past regattas, the retelling of favorite stories and then on to marking the march of time through participant's children.  Gene Ferguson, a past C22 National Champion in both the Gold Fleet and the Spinnaker Fleet and current MainBrace Editor, was recounting a memory of Tom Page of Sacramento (also a past C22 Champion) showing up in Texas for the Nationals with his wife and then six month old son in the eighties, and now that son was crewing for Tom at the 2006 Nationals.  Stories like that abound.

I've come to understand that like most of life the Nationals is what you make of it.  If you're there to just sail then those are the memories you will take away.  On the other hand, if you follow the examples occurring all around you, you find that the Nationals are about people and renewing old acquaintances.  For four days there was this incredible sense of community.  One evening as I walked back from the showers, you had one group of sailors from a couple of boats playing cards while a couple of campsites away several crews sang songs as one member of the group played a guitar.

How Did You Do?

Compared to better prepared boats, more experienced crews, and some of the crispest sails you'll ever see, Crocus' performance was not very good in the Gold Fleet.  But, when you compare our performance against our original objectives, Crocus and her crew did great.  Dave Stellers, Chris Brown, and myself wanted to increase our knowledge about sailing a Catalina 22, experience some smooth tacks, develop our downwind wing an wing jibing ability, have some good starts, deliver some great mark rounds, and gel as a crew.  In the Spinnaker Fleet we wanted to leave the regatta feeling like we knew something about flying a kite.

Crocus' crew, Chris Brown and Dave Stellers, both C22 owners.

Our progress as a crew was faster than my progress as a tactician.  We lost more distance to other boats more often because I sailed too close to the laylines instead of staying in the middle of the race course.  For those unfamiliar with the term layline, image the windward mark being the peak and the right and left slopes from the peak being the laylines.  The angle of the laylines would represent your port or starboard tack that would take you all the way to the mark in one tack.  The reason you stay in the middle is that the laylines keep changing as the wind shifts about.

If you look at the final standings, you might argue that Crocus' last place finish doesn't represent improvement, but I guess Dave, Chris, and I were using a different measure.  Like everyone else new to sailing Scott's Flat Lake, we got use to the variable conditions, shifting winds, and moving dead spots.  We also learned how to dial the boat in a little better so that we could point higher with more speed.

It's a Clinic

My racing experience on the Columbia Race had left me with the impression that racers tended to be pretty tight lipped about sharing local knowledge, rigging tips, and explanations about how to sail the boat better (particularly in one-design).  While I've always passed along what I've learned, I'm surprised how guarded others are.

Attending the Nationals was like going to a four day sailing clinic and getting pointers from some of the best.  For example, in the morning prior to the second day of racing, I ask Pete Harper (the eventual Spinnaker Fleet Champion) for some advice on spinnaker take downs since we were still struggling to transition cleanly back to windward sailing.  Pete listened to my description of how Crocus launched and dropped the chute and then he proceeded to describe the most elegantly simple approach.  With Pete's method we would essentially launch and douse the spinnaker from the cabin hatch and leave all the lines connected.  In this month's Technical Tips, I  cover using a Turtle Bag to launch from the bow pulpit and launching from the hatch.

After the racing on Monday, Tuesday, and Wednesday, we'd all gathered at the covered GCYC BBQ area for appetizers, to read the results, view the photos taken that day, and swap stories.  One of the really cool things were the impromptu technical clinics that would fire up.  I still remember Tuesday evenings'.  Pete Harper (Hummingbird) and the crew member for David Hayslip (Enterprise) start answering questions about headsail trim, forestay tension, and what signs to look for.  The information was priceless, and was a great example of the free exchange of information regardless of who was listening (Hummingbird and Enterprise were in the hunt for the National Championship). 

How Was It?

It was HOT.  My Cetol coated crib boards, which I refinished in January, actually glued themselves together at the seams and I had to use a screwdriver to pry them apart.    With temperatures in the high nineties and hundreds, us Northwest boys were melting.

The race course placed the committee boat in the center of the lake, with a windward mark and an offset, and a leeward gate (two marks you had to go between and then you could round either mark).  The racing used up most of the lake's usable surface.

Scott's Flat Lake is eleven miles outside of Grass Valley.  You climb a very steep hill for about three miles (I'm guessing better and a 6% grade) and then spend the next four miles on a very narrow and winding road as to descend to the lake.

Most out of town participants camped amongst the pines within easy walking distance of the marina and the parking lot where the boats were dry stored at the end of each day.  A tractor was available to launch boats.  One nice thing about the dry storage was that it was easy to walk around and snap pictures of the boats.

Sunday was a practice race.  All the top contenders did not cross the finish line; something to do with bad luck.  That evening the C22NSA held a brief business meeting and handed out various awards followed by a dinner.

On Thursday the awards ceremony was held in Nevada City in a wonderfully air conditioned space.  The crew of Crocus were joined by Dave's wife Robin who had had the pleasure of watching the day's racing from the photo boat after flying in late Wednesday evening.

I'm glad I went to the Nationals.  While much of regatta was sailed in light air, there were moments of great sailing.  The people were wonderful and incredibly helpful.  Rumor has it that the 2009 Nationals might be on San Francisco Bay.  Sign me up.  I'm ready to go.

Symmetrical Spinnaker Launch and Take Down
By Dale Mack, Crocus, #8244

When I first started flying a spinnaker on Crocus, I used to launch it from a turtle bag mounted to the bow pulpit.  Prior to the second spinnaker race of the 2006 C22 National Regatta, I was chatting with Pete Harper, the eventual Spinnaker National Champion, about how I was launching and dousing the spinnaker and the troubles I and the crew were having with transitioning back into a windward sailing configuration.  With a smile on his face and a slight chuckle in his voice, Pete politely told me what I was doing was better suited to a bigger boat, and that for the Catalina 22 I needed to strive for simplicity.  Pete then proceeded to walk me step by step through launching and dousing the spinnaker from the cabin instead of the bow.  The remaining three spinnaker races of the regatta saw the crew of Crocus progressively get better with each race using Pete's method.  Today I'm a cabin launch and douse fan.  For this article I'll explain the turtle launch method and the cabin launch and douse method .

Using a Turtle to Launch the Spinnaker

Packing the Turtle.  The first thing you have to do is pack the spinnaker in the bag.  To do this sit on the turtle's lid with the opening in front of you.  Find the starboard clew and sit on it with your right side.  Follow the foot of the sail across your lap and find the portside clew of the sail and sit on it with your left side.  Follow the left side of the sail up to the head and then place the head out in front of you.  By following the foot and one of the side with your hands you'll find and be able to remove any twists in the sail.  Next gather up the foot of the sail and stuff it into the bag while still sitting on the clews.  Now start simultaneously folding into the bag the two leeches, red on the left and green on the right (or whatever the leech tape colors are on your sail), in accordion folds until you reach the head, you can be assured that the spinnaker will be packed properly and will emerge without getting twisted.  Fold over each clew that you isolated previously, and the the head last.  In other words, all three corners should be on top of one another in the bag.

The Spinnaker Pole.  The mast track on Crocus runs to the deck so the pole can be left attached when sailing windward.  The forward end of the pole rests between the forestay the the bow pulpit.  The pole is attached to the track ring with the jaws facing up so the guy can lift free when jibing or preparing to drop the spinnaker.  The topping lift is attached to the pole's top bridle and the line is run back to the pole's mast jaw and placed in the jaw.  This is done to pull the line next to the mast so it is out of the way for windward sailing.  The downhaul is attached to the pole's bottom bridle and the line is left slack.  The genoa sheets should be on top of the spinnaker gear so you can tack freely.

Running the Sheets and the Halyard.  Since much of the my racing has Crocus rounding the windward mark on a starboard tack, we typically plan for a bear away set which means the spinnaker pole will go out on the starboard side.  The port sheet should lie outside of everything (stanchions and genoa sheets) and be connected to the port aft end of the bow pulpit.   The starboard sheet (known as the guy when it is connected to the pole) should also lie outside of everything on the starboard side,  and run forward to the spinnaker pole where it should be placed into the jaw.  My spinnaker sheets have polyethylene shackle guards that keep the sheets from pulling out of the pole's jaws when the sheets aren't attached to the spinnaker.  The spinnaker halyard is secured loosely to the forward end of the bow pulpit so as to not counteract the backstay adjuster.

Launching the Spinnaker.  For this example, we will be assuming a starboard tack rounding of the windward mark.

• The Hook Up.  The foredeck crew, on the last port tack, will hook the turtle to the pulpit, and hook up the sheet and guy along with the halyard to the spinnaker.  The spinnaker halyard is eased a bit to avoid having the genoa fetching up against the halyard and pull the spinnaker out of the turtle when you tack over to starboard for the mark rounding.
• Pole  Up.  Once you tack over to starboard, the foredeck crew releases the topping lift line out from under the spinnaker pole pin and raises the pole at the mast.  The cockpit crew then pulls the slack out of the topping lift while the foredeck crew holds the pole level.  With the pole up, the cockpit crew pulls the slack out of the downhaul. 
• The Hoist.  Be ready to hoist after rounding the mark.  Ease the main and the genoa as you round the mark to maintain proper sail trim.  Except in heavy air, pre-pull the guy to the pole to discourage twists as the spinnaker is hoisted.  Pre-pull the sheet to remove some of the slack.  This process pulls the foot of the sail out of the bag. Upon the command "hoist", the cockpit crew rapidly hoists the spinnaker while the skipper steers with his or her knees while handling the spinnaker sheets.  If you get a twist, try easing the halyard to see if it will clear itself, and then re-tension the halyard.  Pull on the guy to bring the pole perpendicular to the wind.  The cockpit crew drops the genoa and then takes the spinnaker sheet from the skipper.  The foredeck crew stores the genoa in the pulpit and then moves to the cockpit and takes over the spinnaker guy.

Launching the Spinnaker from the Cabin

Build a Bottom Cleaning Scrub Brush
By Dale Mack, Crocus, #8244

Having three boats on the Columbia River, I've had a chance to form an opinion based on experience about whether bottom paint deters fresh water marine growth.  In August 1998 Laura and I put Harmony (#14286) in for a week so we could participate in the  SYSCO One-Design Regatta.  At the time Harmony had no bottom paint and still sported the shiny factory gelcoat.  A week later the bottom came out of the water with a light coating of brown marine growth.  Even after washing, the gelcoat was never as white as it had been.  My C30, Celtic Myst, was painted in 2002 and again in 2005 with Pettit Trinidad SR.  My experience has been that the slime resistant aspects of the "SR" versions of the paint last about six months.  I base the six months on the observation that my C22 Crocus looks no worse than Celtic Myst, and Crocus' paint is not slime resistant.

Having come to the conclusion that the paint isn't really buying me any protection in fresh water, I've stopped repainting the bottom on Crocus.  In fact, I'm slowly removing the bottom paint back to gelcoat.  If I repaint in the future it will be VC17 which goes on easy and requires no sanding.

The idea to skip painting grew out of my personal experience with bottom paint and watching the J/24 sailors scrubbing their boats' bottoms before each race.  Even with bottom paint I've been scrubbing the bottom of both Crocus and Celtic Myst to remove the growth the paint wasn't preventing.  One comment from the paint's data sheet stated:

Maintenance

Lightly scrub the bottom with a soft brush to remove anything from the antifouling paint surface. Scrubbing is particularly important with boats that are idle for extended periods of time.  The coating is most effective when the boat is used periodically.

The data sheet never defined "extended", and my experience with the paint is that "slime resistant" doesn't mean slime free, it just means the growth is slowed.

Cleaning the bottom of Crocus takes 15-20 minutes tops.  The pole is an eight foot long piece of 1" OD aluminum tubing that has been bent.  A one end of the tubing, a hole has been drilled through both sides to accommodate the locking pin of a standard boat scrub brush attachment.  The aluminum tube near the end has also be flatten a little to better fit the diameter of the scrub brush attachment point so the two pieces lock securely together.

The process of cleaning the bottom takes a lot less effort if the brush holds itself against the hull instead of me trying to stand at the end of an eight foot pole and force it up against the hull.  While the scrub brush has some buoyancy, adding some closed cell foam near the brush does a great job.  I cut up an old camping pad I had, but you could also use pipe insulation foam sold at the hardware store.

Although the photos show a pretty aggressive brush, what I did was cover it with a synthetic lambs wool sleeve.  What this did was soften everything so that cleaning the bottom was a lot like going over it with something just slightly more aggressive than a terry cloth towel.

Catalina Newsletters of the Northwest
By Dale Mack

Checkout these links to Northwest Catalina newsletters and local racing:

Columbia River All Catalina Association (CRACA) www.ColumbiaRiverCatalina.org Sail Portland www.sailpdx.com Oregon Women's Sailing Association www.owsa.net

Catalina Assoc. of Tacoma and South Sound (CATSS) home.earthlink.net/~catss/CATSS Web Page.htm Catalina Association of Puget Sound (CAPS) www.capsfleet1.com/News Letters.htm Small Yacht Sailing club of Oregon (SYSCO) www.sailpdx.com/sysco.htm

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The Fleet 20 newsletter is published online once a month.  Articles are the opinions of the
authors and don't necessarily represent the consensus of Fleet 20.