Ramón Carlín – winner of the first Whitbread Race – has died.

9 May
Ramón Carlín after winning the first Whitbread Round the World Race

Ramón Carlín died. That probably does not mean much if you are a new sailor just getting into the sport, but if you have been around the block a bit you will know the name. Carlín, a Mexican national, was the skipper of Sayula, the boat that won the first Whitbread Round the World race back in 1973/74. It was an upset victory by any measure. Carlín and his young amateur crew beat two of the best known skippers at the time; the legendary Eric Tabarly and British sailor Chay Blyth and his team of British paratroopers. For him it must have been a sweet victory. Prior to the race Carlín and his crew were mocked in the English media who portrayed them as lazy Mexicans with big sombreros who were completely unprepared for the challenge that lay ahead.

Newspaper cartoon depicting the crew as lazy Mexicans
Carlín himself was just a weekend sailor with very little offshore experience. He had  started out as a door-to-door salesman pushing washing machines but turned things around starting a business that manufactured washing machines and other white goods and along the way amassed a fortune. Pushing fifty he was looking for new challenges and on a visit to see his son (whom he had sent to live in England after his son wanted to marry to his 14 year-old girlfriend) Carlín noticed an ad in a magazine for a sailing race around the world. He thought that, and doesn’t everyone, that a sailboat race around the world would be a good opportunity to teach his son some discipline and real life experience.

He bought a Swan 65, a state-of-the-art racing boat at that time, and assembled a crew that included not only his son but his wife and other family members. Among his crew was a Brit by the name of Butch Dalrymple-Smith a budding naval architect, and Keith Lawrence, a sailmaker from Southern California. Dalrymple-Smith went on to become one of the best and most recognized yacht designers in the world and Lawrence founded Watts Sails and turned it into a successful sailmaking business.

Carlín named his yacht Sayula after the town where his wife was born and they showed up on the start line in England back in the day when many thought it impossible to have a boat race that went all the way around the world. He was up against not only Blyth and Tabarly, who was sailing a boat specially designed by the French government, but also by a team from the British navy that had been training for a year. There were 17 yacht in all and to the other competitors and the press a boat from Mexico seemed out of place on the start line.

Carlín was a quiet leader preferring to let those who could navigate the best do the navigating and those who could drive the best do the driving. When one of the crew was ill Carlín took their watch and when clothes were wet Carlín would pick them up and dry them. “The winning difference was my boat and that crew,” Carlín recounted later. “We had no time to train. My plan was to get to know the crew and teach them how to manage the boat during the first leg, but all of them turned out to be very good.” Sayula returned to England victorious and Carlín returned to Mexico to a presidential reception in Acapulco and went on to become Mexico’s most famous yachtsman.

Two years ago a film was released about Ramón Carlín and his crew aboard Sayula. The film is called The Weekend Sailor and is narrated by Simon Le Bon who I raced alongside in the 1985/86 Whitbread. It is a historical documentary seen through the eyes of the crew and is a fascinating look at how a complete underdog emerged as the winner of an event that would go on to become the most prestigious ocean race in the world. Carlín was 92 when he died in Mexico City earlier this week.

I hope that you enjoyed this blog. I invite you to subscribe so that you will not miss a blog post. You will get a great free gift and weekly blogs about sails and sailmaking. Click the pic to subscribe.

Brian Hancock – owner Great Circle Sails

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Navigating with OpenCPN on an Android Tablet

8 May

After well over a year of landlubbing where I could barely even find time to adjust my docklines I'm finally back on my boat! I'm writing this in Ft. Meyers Beach, FL, which we've reached in a couple long, busy passages. Unfortunately I couldn't steal away for long so I'm doing what I hate to do which is sailing on a schedule. This means sailing in any wind that we can get, which in turns means unpredictable passage times. Well I say unpredictable but somehow we always seem to reach our destination at the same hour- 3am. I'm no stranger to night passages, or night entrances and I'm careful about where I will and will not arrive after dark but this trip, for the first time on my boat, I've been able to make night entrances with a sense of near-total ease. We even ran the channel into Ft. Meyers in the middle of the night under full sail and I didn't have a single shaky-legged moment! I have one new gadget to thank for this newfound sense of ease- an Android tablet running OpenCPN and NOAA ENC charts.

As a sailor (and I suppose in general) I'm a cheapskate and I like to make things hard on myself. Until this trip I'd never had any electronic navigation gear on the boat aside from a couple 2000-era handheld GPS units. All of our plotting was done by hand on paper charts, some of them a little more out of date than they should have been. This worked well enough- it got us 5,000nm from New Orleans to Maine and back, but it did make for occasionally high-stress piloting! With the advent of cheap and functional tablet computers and navigation software to match I felt it was time for a small safety investment and before this trip I began digging into the (largely online) trove of information on tablet navigation. From what I could find it seemed possible to buy an Android tablet with built-in GPS and enough computing power to (slowly) run navigational software for under $200. At that price it was becoming increasingly hard to justify my somewhat risky reliance on outdated chartbooks!
As luck would have it while I was in the middle of this research I got a call from a sailing friend who was also interested in tablet navigation and wanted my advice. He made me a great offer- do the research, make the orders, put everything together and install some good charting and general boat applications, and he would buy not one but two tablets- one for him and one for me.
My tablet also doubles as the word processor I'm writing this on
A month later I'm leeching wifi from a closed coffeeshop in Fort Meyers and using a bluetooth keyboard to type this up on a Samsung Galaxy Tab S which has become my new navigation instrument and onboard computer. At $500 it was over twice the price of the units I was initially looking at but it also has well over twice the computing power. This means that charts load faster and there is less chance of the program lagging at a crucial moment. I also get the relative assurance of a much higher quality product- of course I've still got my handheld GPS units and paper charts but I'm much less likely to need to pull them out than I would be with a sub-$200 no-name tablet. There's another crucial benefit to the $500 version; for another $26 I was able to buy a quite decent drop and water resistant case. I was very surprised how difficult it is to find a good case for Android tablets. This one (a Griffin Survivor) is still not as nice as the ostensibly submersible versions that Lifeproof makes for iPad tablets but it's the best that I could find for any 10” Android tablet and the availability of a decent case was the crucial factor in my choice. For the friend who funded this purchase I got an iPad and a higher-quality case which is only available for iPad tablets but for various reasons I was willing to to settle for a slightly less rugged machine in order to get an Android operating system.
The main reason I wanted an Android machine was to try out the tablet version of OpenCPN. This fully open-source (and completely free!) navigational software has been available on PC computers for years but only recently has it been possible to reliably install it on Android operating systems and I wanted to try it out. Overall I've been very impressed. The biggest appeal is the price- the program is free and unlike every other piece of computer or tablet navigation software which make you pay for each chart area OpenCPN runs directly off the ENC or raster charts which can be downloaded from NOAA at no cost (http://www.charts.noaa.gov) (the program with ENC charts for the entire US takes up about 2.5 gigabytes). OpenCPN supports a few chart formats and charts for other areas of the world can be had by hook or crook at varying cost- I haven't explored this yet. The other thing I particularly like about OpenCPN is the mindset behind it- the program is crafted from and run on open-source software that has been developed by thousands of volunteers and although it can be buggy it is also constantly evolving.

Despite a somewhat clunky interface compared to higher-dollar navigation apps (the very slick interface on tablet versions of Navionics comes to mind) at a basic level OpenCPN is surprisingly simple and intuitive. I was expecting the touchscreen interface to be quite limiting but for the basic routeplanning and navigation I've been doing it is totally adequate. Basic functions like measuring distances, setting waypoints, and activating routes are done by tapping a finger or tapping and holding to select an option. Within the various option and settings windows things get a bit more complicated. One of the advantages to open-source software is that the zeitgeist behind it tends towards offering the user as many options as possible and this is true of OpenCPN. Although functionality is still limited compared to the PC version in the various settings menus you can change a great many things including exactly what information is and isn't displayed on the chart at any given resolution and the size and font of almost every type of data on an ENC chart. Tinkerers will love this. The flip side is that coders working for free tend to be more interested in expanding functionality than making things easy for the less computer literate. Labyrinthine settings menus and opaque labeling like 'Console Value' or 'ObjectQuery' can make settings changes a real slog; it took me a full half-hour to figure out how to enlarge the tiny numbers used to display depth to a size where I could read them at night.
Deep in the settings menu
The other major disadvantage as compared to a paid program is that the Android version of OpenCPN is still quite buggy. There are regular crashes and certain fields (the all-important speed and course over ground display in particular) often disappears and force me to restart the program. This is where I'm particularly glad to have the more expensive, faster tablet; while needing to frequently close and reopen the program sounds bad on paper in practise these restarts take less than ten seconds and I've never lost any important information when doing this.
Our route when dodging a lightning storm south of Apilachicola. Note the occasional breaks- I haven't figured out if this is due to a glitch in the program or temporary loss of GPS signal
OpenCPN also supports route tracking and many more high-tech features, most of which I haven't explored. It can talk to NMEA equiptment and other gear as well as having support for Bluetooth and onboard networked devices. I do have a Bluetooth GPS unit which I bought a couple years back for a less-successful attempt at chartplotting with a netbook computer and it works flawlessly with the program. Initially I used it in order to get a faster, higher quality GPS signal to augment the built-in GPS on the tablet but after coming in from one three day offshore passage with seamless GPS coverage and realizing I had accidentally left it turned off I have been using it less and less.

Alhough they are constantly improving I've never used an electronic navigation device that doesn't make occasional GPS errors. Here we are hard aground in the middle of Sanibel Island; I've just booted up the tablet and it has not yet gotten a reliable GPS fix. Typically it takes less than thirty seconds to get a good initial fix, even when using only the built-in GPS

There's no question in my mind that some of the paid navigation apps available on iPad and Android systems are functionally superior to OpenCPN and when compared to the cost of chart chips on a traditional chartplotter they are still great value for the money. But they're not cheap either; it's easy to spend over $150 on one of the better apps with a couple chart areas and some of that is a subscription fee which requires yearly renewal. For a completely free program OpenCPN is a very impressive and highly functional alternative. I may be blogging about it but I'm still a relative luddite when it comes to this stuff and I wouldn't actually use most of the features that come with the paid programs. OpenCPN does everything I need and more. I was wary at first about relying on it but after about 600nm I now use it for all of our navigation. I still have the paper charts and I keep a running log in case we were struck by lightning or some other catastrophe and had to resort to dead reckoning but in practise my dog-eared old charts stay stowed and I get much more sleep than I used to on night passages and sweat much less during night entrances! Folks who expect to use their electronic chartplotter like the GPS in a car may not be as impressed but for routeplanning and general plotting and piloting I think that a tablet running OpenCPN is an excellent and affordable choice for a primary navigation device. There are a host of other benefits to having a tablet onboard including apps for weather routing, GRIB forecasts and ActiveCaptain (a sort of constantly updated crowd sourced cruising guide/information database) among many others.
We've taken to calling 3M Dual Lock the 'magic velcro'

Last but not least, with a $2 investment in 3M Dual Lock velcro I can have my chartplotter mounted either inside at eye level or in the cockpit. With the case I feel comfortable using it in my open cockpit in all but the worst weather. Used carefully (ie. screen not always on) I can get twelve hours out of a single charge and the tablet charges fully in a couple hours from a USB port. I use a permanently mounted charging port from BlueSea which cost around $20 and has two USB ports that run directly off my 12V house battery. In terms of consumption the tablet pulls less than one and a half amps at 12V. Granted, the screen is not nearly as visible in bright light as traditional chartplotters but good luck finding a dedicated chartplotter that can run on 15 watts! Read More

Sailing to Cuba & Exploring Havana

5 May
After a few weeks to reflect and digest our five-day visit to Havana, Andy (finally) publishes a lengthy write up on what it's like to visit the once-forbidden Cuba. Lots of photos included, so scroll down to see the gallery! Read More

Chapter 3 – From thread to finished fabric – Part 4

5 May
In this chapter we will look at how fabric is made from basic weaving to laminating layers together to building whole sails in one piece as with a membrane sail . At the end of this blog is a link to subscribe so that you get all posts and can educate yourself on the subject of sails and sailmaking. There is also a great free gift when you subscribe. Thanks for reading.


While woven fabrics have stood the test of time, sailmakers are continually looking for new ways to build sails, and in particular for ways to graduate the weight of fabric throughout the sail since the different parts of a sail experience markedly different loads. For example, there is little need to have heavy fabric along the luff or in the body of the sail since these areas are subjected to very little loading. The leech, on the other hand, is an area in which a sail designer needs to be sure to place a fabric with both high modulus and tensile strength. Unfortunately, when woven fabrics were used to build cross-cut sails, i.e., sails built up of horizontal panels of sailcloth, the fabric used for the leech ran all the way across the sail to the luff making any kind of graduation impossible. For a while, vertically paneled sails seemed to hold the answer, and warp-orientated fabrics were manufactured for this purpose. But woven Dacron is not really suitable for building vertical or radial sails because of the crimp in the warp yarns. Warp-oriented nylon, which is used principally for spinnakers, works because the fibers are so small there is virtually no crimp in the weave, and indeed a little fabric give in a spinnaker is a good thing. But for working sails there had to be a better way. Ultimately, laminated fabrics and sails proved to be the answer.

In some ways laminated fabric is similar to woven fabric in that it comes in bolts of cloth from which panels are cut and assembled to make a sail. It differs markedly, however, in the way the various fibers and other materials are joined together. Note that laminated fabrics and sails, although they involve similar technologies to molded sails, are quite different, as will be discussed in Chapter 5. Among other things, with molding technologies the whole sail is laminated at once so that there is no need for pre-made bolts of cloth from a fabric maker. In fact there is an ongoing debate surrounding these two methods and which permits the most efficient bond between the various layers. Companies like North Sails, which makes molded sails using 3DL technology, or Doyle Sails, which uses D4, believe they have the best method. Manufacturers of conventional laminated fabric, however, claim that they are able to bring more pressure to bear on their laminate and therefore are able to use less adhesive, resulting in a stronger, lighter fabric.

Parts of a Laminate
As soon as two layers of fabric, fibers, or film are bonded together it becomes a laminate. It does not matter what the layers are made of. Fabric makers have experimented with all sorts of different layers to create sailcloth, but in the end a simple two-layer laminate often works best, with the two basic layers being comprised of load-bearing yarns and a substrate made from a film like Mylar. The yarns provide the strength and stretch resistance along load lines,  while  the  film  is  there  to  provide bias,  or  off-threadline  stability.

Combining additional layers allows fabric makers to be more comprehensive in terms of creating a fabric that will handle numerous loads running in various directions. Note that an additional advantage of laminating technology is that since the load-bearing fibers do not need to be tightly woven, they can be laid into the fabric as a “scrim,” in other words a loose knit of fibers that, because they are not woven, do not have any crimp in them. The yarns themselves can also be created as flat ribbons as opposed to twisted yarns, so that there will be no tendency for them to untwist when the load comes on them, thereby reducing any potential stretch further still.

Some Background
Laminated sails were first introduced in the late 1970s, making their debut in the high-performance arena of the America’s Cup, and over time they have trickled down to racers and even cruisers at local yacht clubs. The secret behind laminated sails is the adhesive that binds the woven fibers to the extruded substrate or film, since without an adhesive to hold the two together there is no point in even attempting to marry them. Fortunately, chemical engineers have developed adhesives and techniques that make it possible to securely bond the layers while allowing  the  finished  product  to  remain supple  enough  to  withstand  the inevitable stretching and distortion a normal sail endures.

The original laminates were used to make cross-cut sails, but it  soon became obvious that a better use would be to make radial sails since there were no restrictions on how the base fabric had to be created. Since it was not necessary to weave the base fabric, there was no problem with having the fabric be fill-orientated to be stretch resistant. Some laminates are actually made with a woven base rather than a scrim, but because the diagonal stretch is taken up by the film, a tight weave is not
necessary and therefore there are no problems with crimp. Again, with this technology you can mix and match fibers, yarns sizes, and the number of plies almost at will, all to create a custom fabric for a specific purpose.

The Laminating Process
The basic lamination process is a relatively simple one, although there are many variables. First, a thin film of adhesive is spread on a Mylar film. Then the Mylar and the base fabric, be it a scrim or a woven fabric, are passed between heated rollers that both set off the adhesive and force the adhesive into the fibers. If the fabric calls for more than two layers, the process is repeated until the fabric is completed. In theory, this may sound simple enough, but in practice the variables are many. The fabric engineer needs to consider the following points:
  1. The choice of adhesive (a closely guarded secret).
  2. The amount of adhesive (less adhesive makes for lighter sails).
  3. The temperature and speed of the pass.
  4. The pressure exerted on the fabric.

In general terms, more pressure brought to bear on the fabric will require less adhesive. When considering the weight of the glue, this becomes an important consideration as the sail designer tries to minimize weight aloft. In the early days there were many cases — some very high profile — of sails delaminating. Today, however, the process has been refined to a point where there is an almost 100-percent success rate with laminated sails. I have sailed around the world on more than one occasion with laminated sails and have them on my own boat. Not a single sail has delaminated.

The Magic of Films
As long ago as the late 1960s, the problems associated with bias stretch led sailmakers to try to incorporate Mylar films in their sails. The reason for this is that, although Mylar and polyester are chemically similar, the way in which they are extruded makes all the difference in terms of their performance characteristics. Specifically, while polyester yarns are extruded as thin filaments with their molecules aligned in a single direction, Mylar is extruded as a film or sheet with the molecules oriented equally in all directions. As a result its resistance to stretch is the same both along and across the panel, and more importantly, on the diagonal. At last there was something that would resist stretch on the bias and sailmakers leapt to build sails using just the film and no fiber. Unfortunately, they encountered a number of problems, not the least of which was that with film-only sails there was no way to control and manipulate the shape of the sail since it is by tightening control lines like the halyard and pulling on a woven sail’s bias that you are able to move its shape. Film sails, on the other hand, are not so easily manipulated — turns out that a certain amount of bias stretch is good for the sail after all! There were other problems as well. For example, the sails tore easily without any cross yarns to arrest a rip, and when the sails were sewn together, each needle hole became a potential weak spot. In short, sailmakers could not use the film without the fiber.

The mylar film is clearly visible in this Carbon Twaron fabric

It was with the development of new glues to bond the two together that a whole new world suddenly opened up to fabric engineers, making laminated sails not only practical, but eminently desirable. Afterward, as noted above, laminated sails quickly became a part of everyday sail technology, as increasingly sophisticated ways of layering film and fibers were developed.

A Closer Look at Film Choices
Since Mylar was first introduced into sailmaking there has been a search to improve upon it, but without much success, especially when compared with the gains made in other areas of sailmaking like design and yarn technology. New films include those made of Vectra, Tedlar, and PEN, all of which have significant drawbacks in terms of sail construction. Vectra, for example, is extruded using a process similar to that of Mylar and has the same high-modulus qualities as the sailcloth. But tests have shown that while Vectra has the strength to carry the loads on a sail without fiber reinforcement, it has a low impact resistance and shatters easily when used in sails. There have been some attempts to double Vectra up with Mylar to minimize its negative qualities, but the added weight and expense are unacceptable.

Tedlar has also been used in some sailcloth applications where it exhibited excellent abrasion and UV resistance. But it is heavier than Mylar, absorbs slight amounts of water and tends to creep over time. The most important breakthrough in film was when Pentex was used to make PEN film. PEN film, which is an extruded version of the Pentex fiber, is actually stronger than Mylar, but tends to be brittle, less resistant to abuse, and prone to shrinkage, which distorts the aerodynamic shape of the sails in which it is used.

Ultimately, the biggest breakthroughs in film have not been in strength or stretch resistance but in the ability to combine it with UV inhibitors. These UV inhibitors protect light sensitive yarns that are paired up with the Mylar from the sun’s harmful rays, thereby extending the overall life of the fabric. They use the same titanium dioxide in the film as they use to coat the fibers.

What About Shrinkage?

Shrinkage, as alluded to in the context of PEN film, is a definite problem with laminated fabrics since it distorts sail shape just as badly as stretch. In the case of film, the material itself does not get any smaller, but when a sail is folded into a bag, it gets scrunched up in such a way that it’s impossible to spread it out flat again so that the total area becomes less. To illustrate, take a piece of paper, lay it out flat on a table and measure it lengthwise and diagonally. Now take that same piece of paper, scrunch it up into a ball, smooth it out, and lay it back down on the table and measure it again. You will find that it is impossible to get the fabric to lie out smoothly enough to reach its original size since the bending and folding creases the paper, and those creases are difficult, if not impossible to remove from the sheet. The same thing happens with film. Once it has been scrunched up it never quite recovers. Light fabrics are more susceptible to shrinkage than heavier ones because of the thickness of the film. The bad news is that the problem is not likely to be resolved anytime soon.

Note:  In Part 5 of From “Thread to Finished Fabric” we will continue to look at laminates and how they change the engineering of the fabric and improve the performance of the sail.

I hope that you enjoyed this blog. I invite you to subscribe so that you will not miss a blog post. You will get a great free gift and weekly blogs about sails and sailmaking. Click the pic to subscribe.
Brian Hancock – owner Great Circle Sails

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Mainsail Features: headboard vs head ring

3 May
This post comes from Jamie, one in a series where he shares his knowledge as a tenured sailmaker. For more about Jamie’s experience in the field, see Sailmaker SAYS!. Pictured above, Jamie replaced a corroded headboard with a ring on the mainsail of Solstice in Madagascar last year. Why does the head of a mainsail have a […] Read More

The Transat bakerly

2 May
IMOCA 60's at the start of The Transat bakerly

The Transat bakerly started this afternoon from Plymouth on the south coast of England. A cold rain and building breeze greeted the 25 sailors as they docked out and made their way to the start area off Plymouth Hoe, the same place where Sir Francis Drake played his famous game of bowls in 1588 while waiting for the tide to change before sailing out with the English fleet to engage with the Spanish Armada. While Drake may have been facing a life or death situation, the Transat sailors are facing their own kind of hell. The Transat is a 3,000 mile upwind slog in early spring across the Atlantic Ocean to New York City. There is nothing easy about this race and that is perhaps the reason why it has become so legendary.

The race was conceived, as these things often are, in a bar and as a bet and over the course of almost five decades has grown to become the Granddaddy of all offshore ocean races. Originally named the OSTAR (Observer Single-Handed Trans-Atlantic Race) the race has been held every four years (or so) and has attracted some of the best sailors in the world. It was the legendary Eric Tabarly that first put the OSTAR on the map. Francis Chichester won the first race, but Tabarly showed up for the second one on his boat, Pen Duick II, which was the biggest boat in the fleet and was sleek and light weight when compared to the other entries. He knocked two weeks of Chichester’s time and went on to win the race a number of times. For this year’s edition the French sailor Loïck Peyron is sailing the same Pen Duick II in a voyage of commemoration and to honor Tabarly. In a pre-race press conference Peyron said that he wanted to “feel the race just as Tabarly had done almost 50 years ago”. He will be navigating with a sextant and (presumably) eating canned food.

Loïck Peyron aboard Pen Duick II
In 1976 Alain Colas showed up with a gigantic monohull, Club Méditerranée, which measured in at a whopping 236 feet. People thought that it was impossible for a single person to sail such a large boat, but Colas made it all the way. This kind of incredulous thinking is mirrored in this years event as three massive trimarans are taking part; Macif skippered by Vendée Globe winner François Gabart, Sodebo skippered by Thomas Coville and Yves le Blevec aboard Team Actual, in the Ultime Class, a division for multihulls in the 100-foot range. At the press conference Gabart spoke about sailing his boat across the Atlantic “at average speeds of 35 knots” as if he was just going out for day sail aboard a mirror dinghy.

The Ultime Class gets going

The most interesting race will be among the six skippers competing in the IMOCA 60 division. The most interesting because these boats are brand new state-of-the-art Open 60’s designed and tuned up for the upcoming Vendée Globe. Most are tricked out with the new lifting foils and each skipper, including previous Vendée winner Vincent Riou, will be looking to gain a psychological edge before the big race later this fall. The IMOCA fleet my be the most interesting, but the most competitive will be among the ten Class 40’s which includes two women, Anna-maria Renken from Germany and Isabelle Joschke from France.

The forecast is pretty much what you would expect for this time of year. The front  that brought the rain for the start will pass though leaving a sloppy seaway for the boats overnight, but the real fun will start on Wednesday when the boats will encounter gusts reaching 40-45 knots and the sea will be “rough and disordered,” according to The Transat website. Rough and disordered and sailing into it on a 100-foot trimaran at 30-something knots. Not sure about that but it’s one of the reasons this particular race has captured the imagination of sailors for almost five decades. If all goes well the first boats will be hitting US soil in ten days or so with the fleet tying up in the brand new ONEº15 Booklyn Marina in the shadow of the Manhattan skyline.

I hope that you enjoyed this blog. I invite you to subscribe so that you will not miss a blog post. You will get a great free gift and weekly blogs about sails and sailmaking. Click the pic to subscribe.

Brian Hancock – owner Great Circle Sails

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Crew’s view: joining Totem for a passage

30 Apr
This post is penned by our crew across the Atlantic, Ty Anderson. We’ve known Ty for a long time (backstory in this post); he’s also been aboard for legs in the Pacific and Indian Oceans. He wanted to share some of his perspective on life aboard Totem; this also seemed like a great opportunity to […] Read More

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