When you purchase an older used boat, it may have an engine that is no longer in production, and parts may be hard to find. With the cost of new diesels starting at around $7,000 for a miniscule 9 hp Yanmar, fixing the old engine is probably a very economical idea.

Unfortunately, most service department mechanics are good at repairing engines that are less than ten years old and while the new factory parts are still available. But, with most boat engines, ten years may just be the break in period. It is in the 15 to 20 year age range that they begin to fail and need parts.

I am often asked questions like, Where do I get parts for my Albin engine?, or, Who builds Palmer engines?, and ?Do they still make Passagemaker engines??.

One proposed way to solve the older engine problem is to buy an identical second engine. Find another old, and hopefully worn out, boat for sale, which has an operating engine just like yours. Buy the old wreck with the good engine for three of four thousand. Steal the engine and put it in the back of the garage for spare parts, and then sell that older boat without an engine, for two to three thousand. It is actually easy to sell older engineless sailboats, especially if they have a secondary outboard motor mount. It is a little more difficult with a power boat, to sell it without an engine.

The engine pictured is a 38 year old, 220 hp Gray Marine V-8, has a rear mounted two barrel downdraft carburetor, and was originally timed to fire at 15 degrees before TDC in order to burn Premium 98 to 110 octane leaded gasoline. So it might appear difficult to find replacement parts. Even though it only had 550 original hours on it and its raw water cooling system had only seen fresh water, right away it needed completed new exhaust manifolds, elbows and piping, all of which are available from after market manufacturers like Barr Manifolda & Marine Products.

FINDING CURRENT U.S. ENGINE MANUFACTURERS: If your engine is still in production, or was built by a manufacturer who is still producing engines a good place to start is at the original manufacturer. For the following engine manufacturers addresses and parts availability Go Boating America has a great website for finding engine manufacturers. Click onto any of the following manufacturers at www.goboatingamerica.com, click on the where to buy icon, and then click engines:

Apollo Diesel Generators, Barr, Caterpillar Inc., Crusader Engines, Cummins Marine, Cummins Northwest, Detroit Diesel, Deutz Canada, Inc., Envirude, Graymarine Co., Hamilton, Honda, Marine, Indmar, John Deere, Johnson, Lugger , MAN Marine Engines, Marine Corp. of America, Marine Power Inc., MerCruiser, Mercury Outboards, MTU, Nissan Marine, Northern Lights, Pathfinder Marine, RPMC, Sea Maxx, Suzuki, Tanaka, Tohatsu, Torque Engineering Corp., Toyota Marine Sports, Twin disc, Volvo Penta, Westerbeke, Yamaha Marine Power Group, Yanmar.

FINDING INTERNATIONAL ENGINE MANUFACTURERS: For world wide
and foreign marine engine manufacturers a website with links to almost all international engine manufacturers is www.marineengine.com

ABC, Alco, Beta, BMW, BUHK, Callesen, CRM-spa Dae-Dong, Daihatsu, Dalian,Deutz-AG, Fairbanks-Morse, Farymann, Guangzhou, Guascor, Greaves, Hatz, Hedemora, Hundai, India, Kawasaki, Kirloska, Kubota, Lister-Petter, Lombardini, MaK, Mann B&W, Manises, Mermais,Mtu-Friedrichschafen,Nanni, Nantong, Peninsular, Perkins, Rolls-Royce, S.E.M.T. Pielstick, Sabb, Samyoung, Scandia, SISU, Sole, Steyr-Daimler-Puch, STX, JSC-Zvezda, Thornycroft, Wartsila.

One hard to find international engine company is the Albin diesel and gas engine manufacturer, FORS MARIN AB, Halleflundregatan 16, 426 58 Vastra Frolunda, Sweden, E-mail: info@forsmarin.se

FINDING PARTS FOR OLDER ENGINES: But what if your engine is no longer being manufactured, or the manufacturer no longer provides spare parts? In that case you need to go to the secondary or after-market. Go to www.marineengine.com then click on Diesel Engine Parts or Gasoline Engine Parts, and you will get a listing of every after market parts manufacturer in the country.

If you have one of the ubiquitous Atomic 4?s, of which there are over 20,000 still in operation you can skip all that and just go to the following sites, which fully support this older engine.

Universal ATOMIC 4 Gasoline Inboards

Don Moyer (717) 564-5748
Moyer Marine, Inc., 3000 Derry Street, Harrisburg, PA 17111, Atomic 4 rebuilding, repairs, Publishes an Atomic 4 newsletter, Has written an excellent Service & Overhaul Manual for A-4
Parts lists. Has an excellent website at www.moyermarine.com

JDA Inc. Atomic 4 Video
Expert mechanic demonstrates maintenance procedures in 41 minute Video, John@dalpe.com
JDA Inc. 54 Forrester St, Newburyport, MA 01950

Indigo Electronics (800) 428-8569
Aftermarket upgrade kits for the Atomic Four: Electronic Ignition System Kit, Fresh Water Cooling Kit, Crankcase Ventilation Kit, Oil Filtration Kit, Electronic Fuel Pump, High Output Alternator, Specially designed Atomic Four propeller, 10×7.4 3-blade stainless steel.

Cruising Designs Inc. (978) 922-2322
100 Cummings Ctr. # 426A, Beverly, MA 01915, E-mail at sailcdi@shore.net
12 x 7, (2) blade polymer propeller. They claim that with this propeller you can get 20% more forward thrust and 80% more reverse thrust. (we will discuss propellers in a up coming article).

INFORMATION ON ANTIQUE BOAT ENGINES: One resource for engines built before 1940 is Old Marine Engine at www.oldmarineengine.com They list people who own the following types of engines and provide a site for inboard marine engine research and information, and a forum for collectors, restorers, and users of antique (pre-1940) inboard marine engines:
Acadia, Buda, Buffalo, Brown-Talbot, Cady, Dunn, Eagle , Emmons, Fox, Frisbie, Hicks, Lathrop, Lozier, McDuff, Mianus, Midland, Palmer, Red Wing, Regal, Roberts, Termatt & Monahan, Tuttle, Standard, Wright,CT
At that site you can also order the book Old Marine Engines by Stan Grayson, in its paperback third edition, a must have book for anyone working with 60 year old engines.
– – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – –
05 October 2002
Overseas Delivery May Not Be a Dream Vacation
By Capt. Alan Hugenot

THE DREAM: In February it was a dream come true. Arnstein Mustad had just bought a new Robert Perry designed Tayana 48. Anticipating an idyllic voyage home from the Orient, he hurriedly sold the home, farmed out the dog, stored his furniture and got his passport in order.

Flying to Kaohsiung, Taiwan, the first week in March, Mustad spend a month commissioning the new boat, at Ta Yang Yacht Building Company, before his crew began to arrive. One big incentive for this dream cruise, was that the shipping cost savings would finance the voyage itself. He might take off three or four months from work, pay the crew?s flights out to Taiwan and still come out dollars ahead.

Yet, idyllic dreams have a way of becoming nightmares when reality sets in. Minor troubles crop up with all new boats, and may not show up in day long cruises near the building yard. They might only materialize on a week long shakedown at sea. Repair delays can compound into additional expenses. Missed schedules can mean flying the original crew home to their jobs, recruiting and flying out replacement crew. Western Pacific flights from the U.S. can cost over $1000 one way. These added expenses quickly eat up any savings on the purchase price.

THE PROBLEMS AND DELAYS: Everything went well for the Jolly Tar until departure from Taiwan on April 4 for a three day shakedown passage to Hong Kong. Now, the shaft bearings began to vibrate badly apparently because they had not been shaved smooth before being installed. The Ray Marine auto pilot stopped when the pin sheared off because it had not been properly supported. Hand steering into Hong Kong Mustad was forced to stop and make required repairs, which took a couple of weeks.

On April 25, the Jolly Tar departed Hong Kong for Japan, but the steering quadrant literally blew a hole in itself, from being overstressed. Mustad decided to return to Ta Yang Yacht Building to let them repair this under warranty. Arriving back in Kaohsiung on April 30, the shipyard replaced the defective quadrant. But, now the original crew had to return to their jobs in the U.S. while the skipper used the Internet to arrange for new crew.

On May 7 they departed Taiwan for a three day shake down cruise back to Hong Kong where they arrived May 10. This time everything worked fine.

Unable to find crew, they departed Hong Kong on May 18 with only three people aboard for the 12 day passage to Japan. Now luck was with them and the boat was finally working well with nothing failing. Arriving on May 30, in Nishnumea, Japan, which is on Osaka-wan Bay between Kobe and Osaka, they were welcomed by the Kansai Yacht Club. This club makes a point of demonstrating traditional Japanese hospitality. They were treated absolutely royally, with a slip near the club house, free bicycles, internet connections, and even free automobile rides to town. Here they also found a fourth Japanese crew member Kitchiera, who planned to go with them to Hawaii, where it would be easier to locate American crew.

Departing from Nishnumea on June 8, they hoped to be home by early August, but 30 miles out the rudder began moving from side to side so they returned the same day to Kansai YC. Apparently the athwartships stiffner holding the rudder tube in place, was not properly tabbed to the hull. Shortly, this would have sheared off the pin for the auto pilot pin as had already happened. Noticing that the majority of the problems were with the steering system, Mustad decided to have it re-designed before heading to sea again.

He called his broker and the building yard, but when they suggested to him that the steering difficulties where his problem, he called the vessel?s designer Robert Perry back in the U.S. and found out that the original drawings showed three rudder bearings, instead of two bearings which had left an unsupported 18 inch section of shaft, causing of all the steering failures. Immediately, Mustad hired locals to redesign, upgrade and repair the rudder system at a cost of $5,500. After much negotiating the building yard and the broker paid for $4000 of this work, but left Mustad paying for the additional $1.500.

On July 18, with new crew aboard Jolly Tar departed Nishnumea for the last time moving up coast to the fishing village of Kiisuido. They left Kiisuido on July 19, but two days later a Typhoon came in and they were forced to turn back toward the Japanese Coastline. On July 21 they arrived in the Japanese fishing village of Anori. Here Mustad was forced to discharge one crew who was completely unsatisfactory. This crew was recruited off the Internet, and had showed up drunk at Nishnumea, later at sea when sobered up she would not follow simple instructions or orders.

On July 25, Mustad and his one remaining crew member, Don Bonjanowski, motorsailed the boat to Yokohama, arriving on July 27. Here they where joined by Alain Tardis, a reliable crew member who had made one of the earlier passages

THE 45 DAY CROSSING: Finally, the three of them, Mustad, Bonjanowski and Tardis, all now used to the boat and each other, departed Yokohama on July 29, bound for the U.S. West Coast. By cutting Hawaii out of the trip they intended to make their crossing between 42 and 46 degrees N. But, every time they ventured above 40 degrees N they ran into storms, with 45 knot winds and 20 foot seas. So after eight attempts to work into higher latitudes, they settled on a course between 39 and 40 degrees N. This put them crossing the North Pacific High about 200 miles below its center. However, they had favorable winds the entire way, and were able to maintain course on a close reach. Crossing the center of the high they only lay becalmed 3 nights.

They passed through six lows including a lightning storm about 800 miles west of San Francisco with 15 to 20 thunderheads sending down repeated bolts of lightning for about 30 hours. The nearest strikes were about one mile away, as they carefully threaded their way between the thunderheads, never allowing themselves to get below one.

Then 3 to 4 days west of San Francisco they struck a solid object in the sea. They were running along in 30 knots of wind and 12 foot seas making about 7 knots, when WHACK they slowed to about 2 knots as something went under them, which felt like a speed bump. They sustained a dollar sized crack on the bow, and later in drydock found out that one blade of the propeller, which wasn?t turning at the time, had been bent over 90 degrees, only a minor scrape down the port side bottom indicated what they might have struck.

LESSONS LEARNED: Arriving in San Francisco, on September 10 after an odyssey of six months. Mustad stated that, After so many troubles in the South China Sea, the greatest fear was slipping the lines at Yokohama before the crossing. But, later I really felt wonderful, when we finally got the asymmetrical chute up for about three hours in mid Pacific. I was sailing along at full speed, sun was shining and I was sipping a beer.

He suggested that boaters anticipating purchasing a boat for overseas delivery should realize that, What I thought would be a cruise vacation, actually became more of a delivery problem, more headache than fun. Do not imagine that an overseas delivery is a cake walk, Mustad warns, and your expenses will total at least double or triple your best estimates.

Asked what he will do next Mustad said, Make some money to replace the cruising kitty and then back to sea. Maybe Hawaii, or the Pacific Northwest.08 November 2002
Where to Find Parts for Older Boat Engines
by Capt. Alan Hugenot

When you purchase an older used boat, it may have an engine that is no longer in production, and parts may be hard to find. With the cost of new diesels starting at around $7,000 for a miniscule 9 hp Yanmar, fixing the old engine is probably a very economical idea.

Unfortunately, most service department mechanics are good at repairing engines that are less than ten years old and while the new factory parts are still available. But, with most boat engines, ten years may just be the break in period. It is in the 15 to 20 year age range that they begin to fail and need parts.

I am often asked questions like, Where do I get parts for my Albin engine?, or, Who builds Palmer engines?, and ?Do they still make Passagemaker engines??.

One proposed way to solve the older engine problem is to buy an identical second engine. Find another old, and hopefully worn out, boat for sale, which has an operating engine just like yours. Buy the old wreck with the good engine for three of four thousand. Steal the engine and put it in the back of the garage for spare parts, and then sell that older boat without an engine, for two to three thousand. It is actually easy to sell older engineless sailboats, especially if they have a secondary outboard motor mount. It is a little more difficult with a power boat, to sell it without an engine.

The engine pictured is a 38 year old, 220 hp Gray Marine V-8, has a rear mounted two barrel downdraft carburetor, and was originally timed to fire at 15 degrees before TDC in order to burn Premium 98 to 110 octane leaded gasoline. So it might appear difficult to find replacement parts. Even though it only had 550 original hours on it and its raw water cooling system had only seen fresh water, right away it needed completed new exhaust manifolds, elbows and piping, all of which are available from after market manufacturers like Barr Manifolda & Marine Products.

FINDING CURRENT U.S. ENGINE MANUFACTURERS: If your engine is still in production, or was built by a manufacturer who is still producing engines a good place to start is at the original manufacturer. For the following engine manufacturers addresses and parts availability Go Boating America has a great website for finding engine manufacturers. Click onto any of the following manufacturers at www.goboatingamerica.com, click on the where to buy icon, and then click engines:

Apollo Diesel Generators, Barr, Caterpillar Inc., Crusader Engines, Cummins Marine, Cummins Northwest, Detroit Diesel, Deutz Canada, Inc., Envirude, Graymarine Co., Hamilton, Honda, Marine, Indmar, John Deere, Johnson, Lugger , MAN Marine Engines, Marine Corp. of America, Marine Power Inc., MerCruiser, Mercury Outboards, MTU, Nissan Marine, Northern Lights, Pathfinder Marine, RPMC, Sea Maxx, Suzuki, Tanaka, Tohatsu, Torque Engineering Corp., Toyota Marine Sports, Twin disc, Volvo Penta, Westerbeke, Yamaha Marine Power Group, Yanmar.

FINDING INTERNATIONAL ENGINE MANUFACTURERS: For world wide
and foreign marine engine manufacturers a website with links to almost all international engine manufacturers is www.marineengine.com

ABC, Alco, Beta, BMW, BUHK, Callesen, CRM-spa Dae-Dong, Daihatsu, Dalian,Deutz-AG, Fairbanks-Morse, Farymann, Guangzhou, Guascor, Greaves, Hatz, Hedemora, Hundai, India, Kawasaki, Kirloska, Kubota, Lister-Petter, Lombardini, MaK, Mann B&W, Manises, Mermais,Mtu-Friedrichschafen,Nanni, Nantong, Peninsular, Perkins, Rolls-Royce, S.E.M.T. Pielstick, Sabb, Samyoung, Scandia, SISU, Sole, Steyr-Daimler-Puch, STX, JSC-Zvezda, Thornycroft, Wartsila.

One hard to find international engine company is the Albin diesel and gas engine manufacturer, FORS MARIN AB, Halleflundregatan 16, 426 58 Vastra Frolunda, Sweden, E-mail: info@forsmarin.se

FINDING PARTS FOR OLDER ENGINES: But what if your engine is no longer being manufactured, or the manufacturer no longer provides spare parts? In that case you need to go to the secondary or after-market. Go to www.marineengine.com then click on Diesel Engine Parts or Gasoline Engine Parts, and you will get a listing of every after market parts manufacturer in the country.

If you have one of the ubiquitous Atomic 4?s, of which there are over 20,000 still in operation you can skip all that and just go to the following sites, which fully support this older engine.

Universal ATOMIC 4 Gasoline Inboards

Don Moyer (717) 564-5748
Moyer Marine, Inc., 3000 Derry Street, Harrisburg, PA 17111, Atomic 4 rebuilding, repairs, Publishes an Atomic 4 newsletter, Has written an excellent Service & Overhaul Manual for A-4
Parts lists. Has an excellent website at www.moyermarine.com

JDA Inc. Atomic 4 Video
Expert mechanic demonstrates maintenance procedures in 41 minute Video, John@dalpe.com
JDA Inc. 54 Forrester St, Newburyport, MA 01950

Indigo Electronics (800) 428-8569
Aftermarket upgrade kits for the Atomic Four: Electronic Ignition System Kit, Fresh Water Cooling Kit, Crankcase Ventilation Kit, Oil Filtration Kit, Electronic Fuel Pump, High Output Alternator, Specially designed Atomic Four propeller, 10×7.4 3-blade stainless steel.

Cruising Designs Inc. (978) 922-2322
100 Cummings Ctr. # 426A, Beverly, MA 01915, E-mail at sailcdi@shore.net
12 x 7, (2) blade polymer propeller. They claim that with this propeller you can get 20% more forward thrust and 80% more reverse thrust. (we will discuss propellers in a up coming article).

INFORMATION ON ANTIQUE BOAT ENGINES: One resource for engines built before 1940 is Old Marine Engine at www.oldmarineengine.com They list people who own the following types of engines and provide a site for inboard marine engine research and information, and a forum for collectors, restorers, and users of antique (pre-1940) inboard marine engines:
Acadia, Buda, Buffalo, Brown-Talbot, Cady, Dunn, Eagle , Emmons, Fox, Frisbie, Hicks, Lathrop, Lozier, McDuff, Mianus, Midland, Palmer, Red Wing, Regal, Roberts, Termatt & Monahan, Tuttle, Standard, Wright,CT
At that site you can also order the book Old Marine Engines by Stan Grayson, in its paperback third edition, a must have book for anyone working with 60 year old engines.
– – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – –
05 October 2002
Overseas Delivery May Not Be a Dream Vacation
By Capt. Alan Hugenot

THE DREAM: In February it was a dream come true. Arnstein Mustad had just bought a new Robert Perry designed Tayana 48. Anticipating an idyllic voyage home from the Orient, he hurriedly sold the home, farmed out the dog, stored his furniture and got his passport in order.

Flying to Kaohsiung, Taiwan, the first week in March, Mustad spend a month commissioning the new boat, at Ta Yang Yacht Building Company, before his crew began to arrive. One big incentive for this dream cruise, was that the shipping cost savings would finance the voyage itself. He might take off three or four months from work, pay the crew?s flights out to Taiwan and still come out dollars ahead.

Yet, idyllic dreams have a way of becoming nightmares when reality sets in. Minor troubles crop up with all new boats, and may not show up in day long cruises near the building yard. They might only materialize on a week long shakedown at sea. Repair delays can compound into additional expenses. Missed schedules can mean flying the original crew home to their jobs, recruiting and flying out replacement crew. Western Pacific flights from the U.S. can cost over $1000 one way. These added expenses quickly eat up any savings on the purchase price.

THE PROBLEMS AND DELAYS: Everything went well for the Jolly Tar until departure from Taiwan on April 4 for a three day shakedown passage to Hong Kong. Now, the shaft bearings began to vibrate badly apparently because they had not been shaved smooth before being installed. The Ray Marine auto pilot stopped when the pin sheared off because it had not been properly supported. Hand steering into Hong Kong Mustad was forced to stop and make required repairs, which took a couple of weeks.

On April 25, the Jolly Tar departed Hong Kong for Japan, but the steering quadrant literally blew a hole in itself, from being overstressed. Mustad decided to return to Ta Yang Yacht Building to let them repair this under warranty. Arriving back in Kaohsiung on April 30, the shipyard replaced the defective quadrant. But, now the original crew had to return to their jobs in the U.S. while the skipper used the Internet to arrange for new crew.

On May 7 they departed Taiwan for a three day shake down cruise back to Hong Kong where they arrived May 10. This time everything worked fine.

Unable to find crew, they departed Hong Kong on May 18 with only three people aboard for the 12 day passage to Japan. Now luck was with them and the boat was finally working well with nothing failing. Arriving on May 30, in Nishnumea, Japan, which is on Osaka-wan Bay between Kobe and Osaka, they were welcomed by the Kansai Yacht Club. This club makes a point of demonstrating traditional Japanese hospitality. They were treated absolutely royally, with a slip near the club house, free bicycles, internet connections, and even free automobile rides to town. Here they also found a fourth Japanese crew member Kitchiera, who planned to go with them to Hawaii, where it would be easier to locate American crew.

Departing from Nishnumea on June 8, they hoped to be home by early August, but 30 miles out the rudder began moving from side to side so they returned the same day to Kansai YC. Apparently the athwartships stiffner holding the rudder tube in place, was not properly tabbed to the hull. Shortly, this would have sheared off the pin for the auto pilot pin as had already happened. Noticing that the majority of the problems were with the steering system, Mustad decided to have it re-designed before heading to sea again.

He called his broker and the building yard, but when they suggested to him that the steering difficulties where his problem, he called the vessel?s designer Robert Perry back in the U.S. and found out that the original drawings showed three rudder bearings, instead of two bearings which had left an unsupported 18 inch section of shaft, causing of all the steering failures. Immediately, Mustad hired locals to redesign, upgrade and repair the rudder system at a cost of $5,500. After much negotiating the building yard and the broker paid for $4000 of this work, but left Mustad paying for the additional $1.500.

On July 18, with new crew aboard Jolly Tar departed Nishnumea for the last time moving up coast to the fishing village of Kiisuido. They left Kiisuido on July 19, but two days later a Typhoon came in and they were forced to turn back toward the Japanese Coastline. On July 21 they arrived in the Japanese fishing village of Anori. Here Mustad was forced to discharge one crew who was completely unsatisfactory. This crew was recruited off the Internet, and had showed up drunk at Nishnumea, later at sea when sobered up she would not follow simple instructions or orders.

On July 25, Mustad and his one remaining crew member, Don Bonjanowski, motorsailed the boat to Yokohama, arriving on July 27. Here they where joined by Alain Tardis, a reliable crew member who had made one of the earlier passages

THE 45 DAY CROSSING: Finally, the three of them, Mustad, Bonjanowski and Tardis, all now used to the boat and each other, departed Yokohama on July 29, bound for the U.S. West Coast. By cutting Hawaii out of the trip they intended to make their crossing between 42 and 46 degrees N. But, every time they ventured above 40 degrees N they ran into storms, with 45 knot winds and 20 foot seas. So after eight attempts to work into higher latitudes, they settled on a course between 39 and 40 degrees N. This put them crossing the North Pacific High about 200 miles below its center. However, they had favorable winds the entire way, and were able to maintain course on a close reach. Crossing the center of the high they only lay becalmed 3 nights.

They passed through six lows including a lightning storm about 800 miles west of San Francisco with 15 to 20 thunderheads sending down repeated bolts of lightning for about 30 hours. The nearest strikes were about one mile away, as they carefully threaded their way between the thunderheads, never allowing themselves to get below one.

Then 3 to 4 days west of San Francisco they struck a solid object in the sea. They were running along in 30 knots of wind and 12 foot seas making about 7 knots, when WHACK they slowed to about 2 knots as something went under them, which felt like a speed bump. They sustained a dollar sized crack on the bow, and later in drydock found out that one blade of the propeller, which wasn?t turning at the time, had been bent over 90 degrees, only a minor scrape down the port side bottom indicated what they might have struck.

LESSONS LEARNED: Arriving in San Francisco, on September 10 after an odyssey of six months. Mustad stated that, After so many troubles in the South China Sea, the greatest fear was slipping the lines at Yokohama before the crossing. But, later I really felt wonderful, when we finally got the asymmetrical chute up for about three hours in mid Pacific. I was sailing along at full speed, sun was shining and I was sipping a beer.

He suggested that boaters anticipating purchasing a boat for overseas delivery should realize that, What I thought would be a cruise vacation, actually became more of a delivery problem, more headache than fun. Do not imagine that an overseas delivery is a cake walk, Mustad warns, and your expenses will total at least double or triple your best estimates.

Asked what he will do next Mustad said, Make some money to replace the cruising kitty and then back to sea. Maybe Hawaii, or the Pacific Northwest.