Thanks to Georges for posting this most interesting update from Larry!

I am very impressed on the cost of less than a dollar a mile for fuel (which included genset--Watermaker operation)!

Was the wing engine just preventive maintance running?  How fast did the wing engine push the boat--and did you try it in head wind and head seas?

No surprise on the ocean currents--can be your friend or enemy--even in a power boat.  Also as the various highs and lows, shift, the currents will shift.  Sometimes they will be just the opposite as shown on the pilot charts.

I have always thought of the clearance proceedure as an interesting exercise to get a feel for the country--but I realize some think that they are a pain.

I assume that a Bond was required for French Polynesia--how was this handled?

We never used water maker water for washing the anchor chain--but it is certainly an item appreciated.  We have never had a problem with air in the lines.  I have always installed a booster pump below the waterline, before the filters.  This always puts a positative pressure on the connections. If Larry does not have a booster pump below the waterline, I would surely recommend it.  I don't think I would use 5200 on the points.  There are better sealants which can be broken if necessary.

I don't know what navigation lights are standard, but I always replaced the standard lights with high quality units and had an extra set aboard.  We kept connections covered with material which would protect the metal parts of the fittings.  If there was water leakage, then silicone the tops, and leave the bottoms open to drain.

Definately stock up on filters and special fittings before leaving US--but in countries as Australia one can usually find items which are standard in the US. Also we had parts brought in by friends with their luggage, for "yacht Locura in Transit"--and faxed copies of the ship's papers and cruising permit to them before hand--and did the same when we visited friends in remote areas.    We also carried complete gasket sets for the engines and transmissions--plus an assortment of O rings, and gasket materials and sealants.

Good to hear about the para-vanes.  Also the ability to use flopper stoppers in rolly anchorages is a real plus.  It makes one think seriously if the active fin stabilizers are the most practical choice--since there is a contrast in experince with Done Dreaming and Gentle Wind--where the hydraulic lines failed.  What is the difference in fuel consumption of active fins vs Paravanes?

We voyaged with two people about 50% of the time--on a motorsailer--which is more work for the watch keeper.  We also had autopilot problems (usually on my wife's watch at 3 am)--we continued to hand steer when necessary, not stopping.  Having a 3 rd or 4th person certainly allows one to get better sleep.

I have never been fan the acrylic storm shutters--and I will be interested to see how Larry feels about them in a couple of years...(hard to keep clean, crazing and scratching with time, prevents opening windows for ventillation)

There should be strong points (U or eye bolts) by every door, and immediate access to jack lines and strong points at working areas--such as places where one would work on the paravanes and foreward anchoring (Paranchor) points.

Enjoy, the wonderful SCUBA diving on the Barrier reef.  We always wore wet suits (with socks, hood and gloves) because of the poisonious sea snakes and various jelly fish.  Also some really nasty salt water crocks!

I would check carefully about considering going back to New Zealand too far South.  The seas in that part of the southern Ocean are nasty even in the "summer"--lots of storms etc...Check Cornell's book--Jan and Feb are prefered months--after a Westerly gail--to have a few days of calmer weather...April or May may be better from Queensland to New Zealand--but still there are some dangers. There is a reason that most folks stop at New Zealand first....On the other hand we have a friend who sailed his 57 foot Wooden Hershoff designed Ketch from Tasmania around the South of South Island New Zealand and up to Tahatti--he was a glutton for punishment!  Incidently the South East Coast of South Island is one of the most beautiful places in the world!

We thank you again and wish you fair seas--please keep up the excellent posts!

Bob Austin

Some additional numbers for fuel consumption and some estimates for drag.

We crossed the Atlantic from Ft Lauderdale to Gibraltar with stops in
Bermuda and Horta, Azores with the following time and fuel numbers:

---  Leg -----------------       --gallons--   --hours--    --genset 

hrs--  --nMiles--  --Knots--  --nM/G--  --comments
Ft Lauderdale to Hamilton      443.9          140.4            1.9
1005            7.2            2.3      partly with the Gulf Stream
Hamilton to Horta                  675.0          288.2            3.2
1844            6.4          2.7      being careful for first 1/2
Horta to Gibraltar                    355.0          168.7              .8
1142            6.8          3.2      3,000 lbs lighter, good winds

The "wing" engine does not have an hour meter but its use was minimal. The
fuel consumption numbers do not include the generator use which averages 1/2
gallon per hour, and it not used much underway. The water maker uses 12DC
and was run about 20% of the time and draws its power from the 130 Amp
alternator.

We encountered both positive and negative currents through out the crossing
and they would change every few hundred miles. They rarely exceeded 1 knot
outside of the Gulf Stream.

This data is for a Nordhavn 46 with paravanes. We estimate that the
paravanes reduce speed about .3 knots and increase fuel consumption about
5%.  The paravanes were in the water 99% of the crossing. This trip was made
in the company of the Nordhavn Atlantic Rally with other boats of the exact
same hull size. We estimated that those equipped with active stabilizers had
a drag of about .6 knots and a fuel increase of about 10%. The fuel and
speed effect numbers are (of coarse) effected by the pitch setting on the
paravanes and the gain setting on the active stabilizers so they are only
averages at best.

Our boat has 3 salon windows on each side that are vertical lift double hung
style windows. The center bar is a heavy stainless steel bar. We have
herculite storm plates on all 6 windows. The window plate mounts on 4 corner
pads that space the plate about 1/2" from the exterior of the hull. The
storm plate is about 1" larger than the window opening. With this
arrangement we left the salon windows at least partially open about 90% of
the crossing. This provided nice ventilation without allowing the ocean to
blow in. It is possible to wash the interior surface of the windows with
soapy water to get off the worst of the dirt but it is not possible to
really wipe them clean.

We had one navigation light failure (stern light) a few days before we
departed Ft. Lauderdale. We found a failed (open) lead wire in the overhead
space above the salon ceiling. We had one nav light bulb failure for the
trip.

John Harris
"World Odd @ Sea"
Nordhavn 4657