Monday, January 05, 2015

"JAZZ", a CSY 37' class act!

Peter and Jan Hibbard, have sent photos of their 37' CSY. The boat does not look 30 years old, does it! I've had lot's of querries for 37 photos and information and am glad that such fine quality material came in. Now others have something truly sharp to look at.

JAZZ leaving Titusville Florida for Bahamas "Abacos" in May of 2008.

Anchored in Green Turtle, Abacos May 2008. Trail boards refinished with Red Brightside and inlay with Gold Leaf enamel that is actually cement monument paint. All exterior bright work taken down to bare wood with heat gun and sander. Cleaned and bleached. 3 coats Natural Teak Cetol followed up with 3 coats of gloss Cetol. Hull cleaned with Awlgrip cleaner and followed up with Awlgrip polish.

Port interior - New foam cushions, navy marine vinyl piped in white. Sumbrella throw pillows. All bulkheads cleaned and then painted with white gloss Brightside. All interior woodwork above sole refinished with water based Varathane.

Saloon Forward from Companionway - braided rugs, various decor items like mirror, pictures added with Weems and Plath flower vase. Bulkheads white gloss Brightside and galley counter Formica prepared and painted with gloss Navy Brightside.

Captains Cabin Port Side Forward - Trimmed in blue and white decor, bulkheads white gloss Brightside and all trim water base Varathane.

Head Forward - Sole fiberglass sole coved in white Dri-Deck. Counter tiled and new faucet fixtures added

Galley Port Side Looking Aft - All counters and top of fridge refinished with Navy Brightside and all trim with water based Varathane.

Cockpit Looking Aft - Fiberglass floor covered with Dri-Deck. C Cushions (closed cell foam) custom made for seating. Throw pillows red and navy striped Sumbrella, Cockpit table refinished and striped with Navy Brightside with gloss white Brightside background. All exterior bright work in cockpit and around entire boat taken down to bare wood and refinished with 3 coats Natural Teak Ce/09tol and then 3 coats Gloss Cetol.

Originally Posted on 3/22/09

Update:  5 January 2015
I have just rec'd information that Jazz has been featured in Practical Sailor Magazine.

Wednesday, September 03, 2014

The Author has his Memory Rose up for sale. CSY Pilothouse Ketch-highly modified for World Cruising

Sailing Vessel Memory Rose is now For Sale...........with Brokers and now at the St. Pete Sailboat and Yacht Show here in St. Pete Fl.

 Lot's of lookers with "Jaws dropped".  This is the early much lesser boat show in this season.. but in our line to view the boat....are as much brokers and serious folks that surprises me at this very small show......and no viewers have even thought to question the price... None!

hey... if there are any of you interested in an Incredible World Cruiser/ready to go with Thousands of $$$$ in spare parts etc. not wait on this Once in a Life Time Opportunity.  The door is closing.

IF..... you are interested in a sailboat...that is kind of like a Hummer on Steriods... and Uh, a Luxury interior.............? U will not find another one like this.

(cell) 813-917-0911

                                            Fresh Bottom Job done at Salt Creek Marina
Ready for a Circumnavigation or.............., this presents a rare opportunity for an astute sailor.
RIB was lashed on deck for our passage from beyond Panama Canal to St. Pete Beach, Florida, U.S.

 Details can be found by reading the posts in the Index on the right side of the page.

Also extensive information on upgrades and modifications to Memory Rose is available on her site.

(Once there, use the Index on the Right side of page to search her projects and modifications)

An 'extensive list of spare parts' and equipment, is included.  Virtually anything that could ever be considered to be necessary for a repair at sea will be include.  I am removing my personal tools and personal effects...but all else and the list is extensive, goes with the boat..  I want Memory Rose to travel far and wide with total safety and convenience.
 I might consider accepting real estate in trade, (all or partial) but only 'if' that kind of a deal is of considerable benefit to me in the long run.  It might however, make a quick departure possible for someone wishing to sail off NOW!   ( so a payback for the buyer as well.)

Requests for information should be sent to me at

Rotating Solar Panels atop Davits/  2nd set of Solar panels above cockpit.  510 amp. total.
Custom rudder, 15% larger surface area + turbulator flow panels....modern design!
Intake with easily removable custom screen.
Solid copper machined "lightning ground plate under Main Mast."

Memory Rose is being offered at less than the Estimated Fair Market Value..



Wednesday, April 16, 2014

Index CSY 44 , CSY 37, CSY 33 -- right side of this page.

... right side of this page for........ CSY Index

note: once at the......... bottom of any page ....on the right side, click on OLDER POSTS.  There is plenty more info.


CSY Pilothouse Ketch Memory Rose: Highly Modified

I had searched for 3.5 years in the 80's for just the right boat and kept coming back to this model. I found it extremely comfortable and well thought out. My goal was an ultimate offshore cruiser, but while our modifications have been extensive, I think many of the changes and upgrades probably would have been the type CSY company would have incorporated into the 44 over time if the company had remained in business.

The ketch rig does require a 2nd mast with all its fittings, rigging, sail, complexity and refitting costs, just one of the reasons the Pilothouse 44 cost more out of the factory.  The aft cockpit is deep and secure;.. not...... expansive as it is, in the Walk Over's . I feel quite secure in it when the going gets rough as I can move about with confidence from one handhold to another but at anchor and entertaining, it only accommodates a small crowd before we find ourselves migrating to the saloon.

The Pilothouse version, with large fuel tankage of 350 gallons in 3 evenly sized tanks, erases guilt when reaching for the start button in light winds or if we just want to travel into the wind.

The tankage of 350 for fuel  is great but 250 gallons for water is a plus of the Pilothouse design.

The Water Tanks were opened in 2000, the baffle removed and I physically got into then, in order to grind and sand the gelcoat inside.  Then while inside... I glassed over the entire interior of tanks  with a layer of fiberglass cloth and several coats of West System Epoxy.  Next, a couple of coats of Micron 2000 Interprotect barrier coating, then final coatings of Ceram Coat to their specifications.   Ceram Coat is an epoxy product with 90% ceramic particles and 10% evaporating material.  Once applied, you and up with a glass lined tank........this product is used in the food industry for lining pipes and tanks for food production.   Expensive, hard work, but our water 10 years after tastes like bottled water and lasts with not a hint of odors, ever.

Full controls and full instrumentation inside the Pilothouse, is relied upon often, but the steering is not in my opinion/having lived worked and sailed this beauty.   It/the Pilothouse Inside Steering Station, is there as a safety backup and used by me, as a place to stay Out Of the Sun.... Out of the rain, and stay Comfortable during Night Watches...   When OFF WATCH, I chose to slumber in the Saloon's berth so I could read all the instruments at the forward helm.

When offshore?  I still prefer to be out on deck for optimum safety and control, on 10 minute increments.   Step out!  Look around! a bit more..

 Old habits........

In many discussions 25-30 years ago, I learned of the potential problems of stainless steel.  It is just one of those things that every boat owner should understand.  I finally decided to modify Memory Rose with beefy External Chain Plates and over a few years of looking at researching, came up with a design I felt really comfortable with.  The design is an adaptation from Steve Dashews Cruising Encyclopedia, Page 582.  I modified his concept to fit our boat  and had them built and then finally installed them in 2000 and so have a number of satisfied CSY owners.

(if you are looking////// you will find CSY's without serious UPGRADES have just Dump their 'value'.  Stongest production boat built in the U.S. and with upgraded systems???? is worth every penny spent!

We ended up removing our teak cap rail AND teak toe rails.  I glassed the Hull to Deck joint around the entire boat and made a custom 1.25" thick Genoa track of solid fiberglass/molded into and bolted through the deck.

Removed the CSY rub rail, as mine seemed to be beyond a good permanent fix for it's many minute cracks, and built a 3 layer thick solid teak rail at the decks upper edge.  Took the Bronze half round molding from the original rail and added it to the new teak rail.

Pilothouse was strengthened inside with a custom fiberglass grid around all windows.  Made custom series 6000 Aluminum HD window frames for inside 1/2" thick clear Acrylic windows.  Then added 1/2" dark grey tint Permanent Storm Windows that are 2" larger than all window dimensions and screwed into the outer Pilothouse over rubber seals.  One inch of glazing in 2 layers....bullet proof heavy weather protection and 90% UV protection.

Insulated the upper pilothouse and underneath side decks as well as aft cabin with 1" of extruded Owens Corning Pink Board.  This keeps the boat much cooler in tropical sunlight.  No awnings necessary.

Engine is a Lehman Super 90, naturally aspirated 4 cylinder diesel.  8 years after ownership I cut and reglassed engine beds to obtain perfect alignment of engine to shaft.  Added Purifiner bypass Oil Filtering system for optimum cleaning of oil, removed engine diesel fuel filters and added instead a Racor 500 in a remote and easily accessible location to make changing filters an easy project. Added double Racor 500's between triple tank manifold valves and engine with 2 micron filter in one and a 30 in the next and also mounted this in a comfortable location.

Transmission is the original  but I changed out the reduction gear assembly from 2.91 gears to 2.57.  My engine has more power than the boat needs, so by making the prop turn faster at any RPM, I can lower the RPM's to get the same speed, while keeping the engine in it's proper torque and horsepower range.
For the past few years, I have averaged about 1.35 gallons per hour fuel consumption.  This covers all hours, of idling, true, but I usually motor at 7.6 to 8 knots and rpms are 1650-1850 depending on sea state. Engine tops out at 2300 with full throttle, about 10% under max rating of 2500.  Note, propeller was also repitched to 19" and custom balanced.  Now it's a 24"Diameter x 19" Pitch, not the original 24 x 14 or 15.

11 Through Hulls were reduced to 4.  One 2" Forespar Marlon valve now is the Only Inlet valve.  It leads to a custom fiberglass Sea Chest and all water for engine, 2 heads, air conditioner, salt water washdown, 12vdc refrigeration, are all separately valved from this chest.  3 outflow valves, one for each head and one for galley sink.

Having helped rebuild a broken CSY rudder in the late 80's (the owner backed into a sandbar), I decided to build a stronger rudder before going cruising. I opted then too to make it more modern in design and 15% larger in area.  Read some books, looked at many rudders and went to a couple of manufacturers first.  then talked to a couple of  naval architects about my ideas.  Finally built the rudder in 94.  Also added turbulators to side gap between skeg and rudder for improved water flow.

A big change I made and as you see there were several, was adding a bowsprit to move the headstay forward 6 feet. The Original Sail plan of the CSY Pilothouse Ketch worked fine and was well balanced . However, I wanted a stay sail, larger genoa and generally more sail area.  Adding the 'sprit' created a Double Headsail'd Ketch with a larger heads'l by 125 square feet. Also adding roach to the leech of both the main and mizzen sails, brought my overall sail area for working sails from 950 to 1150 square feet. Heavy boats like having 'more' sail area in light airs.  It offers the easy option to sail with working sails, rather than motor; also negating the need for messing with optional light air sails such as code zero's, spinnakers or drifters. Moving the headsay out 6' forward added the benefit of using the original stem location to mount the bottom of a new stays'l stay not otherwise offered on a CSY Ketch.   This stays'l is installed on a Profurl of equal size to the Profurl on our headstay's genoa, both Profurl NC42's.    The Staysails additional 260 square feet brings our total working sail area up to 1400. This amounts to a 50% boost of permanent sail area from the original 950 sq. ft., 'in place', spread out over 4 sails rather than 3. Many adjustable sail combinations and lots of power in Light Air where a heavy boats need some help. We also do carry an original nylon mizzen staysail and new asymetrical spinnaker for real light air fun or longer 'one tack' passages; Both of these light nylon sails are containable within "Socks".

 Many other interior and exterior modifications were made over the years and too much to put here at least now.  Some mods are individual posts shown on my personal blog   and others are yet to be written up.  You know how that goes!  Will probably edit this post in the future but for now...the fat lady has sung.  Stay well and keep smiling! ron

Monday, April 14, 2014

CSY 33 Search by Prior Owner

The Jerry Stanley, the original owner of a CSY 33' , is looking to find his old boat.  He heard it had been in the Tarpon Springs area of Florida back in 2008.

His request for info from Dag Hansen, our CSY 33 guru, stated:
                  "Your help would be greatly appreciated, it is like our lost child."

Original Name:  Bitoa
Hull Identification No.  TXY330010778
Official No.   600999
Manufacture Date:  1978
Date of Sale:  Oct. 24, 1978
Last Port: Tarpon Springs, 2008
No. 1 hull

So, if anyone knows the whereabouts of this boat please contact Jerry at:

'it sometimes takes a village!.....................'  ;)

Sunday, October 14, 2012

Hard Top for Songbird

William Barr
4:16 PM (1 hour ago)

to me

As promised, I'm forwarding pictures of Songbird's hard bimini. 

The bimini was manufactured at Catamaran's in Rio Dulce.  Les, the yard manager there, welded the 1" stainless supports for me and made the curvature to my specs, including matching the color in the gelcoat.  Les then sub-contracted to have the glass-work done on site under his supervision.  The top was completed and installed even sooner than I had requested (I wanted to leave in three weeks!) and came in just a little over the cost estimate.  It was very reasonable.  I purchase four 70 watt solar panels from the shop at Ram marina (the name escapes me)--I mounted them and they did the connections for me.   The wires for the solar panels go through the forward starboard post and into my electrical box, from there to the batteries. 

The structure is very sound.  I could probably walk on the surface, but try to confine any climbing up there to the parts supported by the frame.  Once back on the Hudson River, I made new roll-up windows to create a complete inclosure.  I'm very pleased with it.  It's water-proof, of course, and provides good visibility with the windows up or down.

I vacillated about doing this for a long time because I have a real love-hate relationship with the bimini.  I love the protection but hate the restricted visibility, enjoying it greatly when the top is completely off.  For that reason, when I remade the old soft bimini, I installed a full length zipper running athwart it so I had, in effect, a convertible.  In four years of sailing the Caribbean, I had "the top down" maybe three days.  So, there was the answer to the question of whether to go hard-top or not.  The hard bimini didn't really cost much more than a new soft one, and it supports solar panels and will not wear out.  In addition, all my electrical problems have been solved.  For me, it was the right thing to do.

I was surprised to hear that you're letting Memory Rose go, but time marches on.  I'm sure the next chapter will be rewarding for you, Ron.  And thanks for the info about Songbird's rudder.

Bil Barr
S/V Songbird

Friday, January 20, 2012

CSY 44 Pilothouse (Ketch)

The rare Pilothouse version of the CSY 44 contained everything the company could add to a cruising boat that seemed to be desirable. Some things change, yet some do not. The Pilothouse version is emulated today by many other manufactures and their models have been found for years in nautical magazines.
Photo 1: Was taken off the cover of the 1980 Chart Pack 1980. It shows the Pilothouse charging up to NYC for the Boat Show in the NY Coliseum with a CSY cutter in the backround.           

The Company's objectives were clear, as stated in their manual.

  The first CSY Pilothouse CSY was built on the "FLY". Owner of record of hull #1 was, Martin Dean, CFO of the company and also supplier of much of the heavy stainless steel components on the CSY during those years(like the Anchor Platform). He and his wife cruised only locally on the West Coast of Florida, so he wanted a shoal draft version @  4' 11"  (Deep Draft is 6' 6"). To make the N.Y. boat show on time, a team of craftsmen were along for the ride, working on the offshore passage up the East Coast, to finish the interior.  
Yup! IT was finished along the way from Tampa to NYC  for the 1978 Boat Show!

Martin Dean later sold the boat in a degraded condition to Bob Jefferies in 1988. But Bob was sharp enough to get Frank Hamlin, early N.A. for CSY on the Pilothouse project, to survey it for him and help him get it home.  You see, there were inches of oysters on the bottom-etc..
All went well and the boat, first named Mad Dream for (MD-Martin Dean), was renamed "Whatever", Bob's quick, 'smiling' shot at any bs.
was    "Whatever..........."   :)

Bob Jefferies at the helm motorsailing alongside us in 7 kts. of wind +/-. (1993)

From what I can gather, the Design of the Pilothouses was not a simple matter at CSY. The designing of it was contentious to some degree in the factory.  I have NO facts to offer. I do Know, that Peter Schmitt seems to have been the top gun at CSY drawing board, but, resident Naval Architect Frank Hamlin was also listed and seemed to be strongly linked to the Pilothouse project.

The advertisements for all the CSY fleet were frequent but it was clear that the company considered the Pilothouse Ketch as the Queen of their fleet.

There were hull numbers for 22 of these rare vessels, but it seems only 15 or so were actually built.

 For a bit more.... click on link just under this line.
A bit more on Pilothouse CSYs...Will combine these links when I get back to the US

Thursday, January 19, 2012

When CSY closed, Antigua began...and now? Some trivia.

When CSY closed it's doors, the Coats brothers picked up what was left of the company and began Antigua Sailing yachts, using the same molds.
They moved from the Gandy Blvd. location west across Tampa Bay to a building in Clearwater, Fl.

I visited there a few times in the mid 80's and inspected their production.
The Antigua's were lightened by a cored deck and some other cost saving measures.  They also marketed a stretched version of the Morgan O.I. 51' ketch but as a sloop.

Well, a few years ago, I ran into one of the brothers down in Guatemala, living on his sailboat.

Now, I see he is back in business, selling.............houseboats!

Life moves on.  (this 'link' might also do some searching but the story is interesting)

Friday, January 06, 2012

CSY Owners of 44', 37' and 33' boats built from 76-83

Twice per year, I move this Post forward. If not, as you can expect, things get lost in history..

So now 6 months have passed and you get an update! How Cool! :)

.........If you own a CSY built from, you are offered a place to post pictures and write ups about your boat, "right here."

It's a great way for all of us to get to know each other and spend some time, similar in a way to being in a harbor and get to meet up for an evening or two. Here tho, we can reread and view, what we can not remember the morning after :)
Send a photo of your boat, yourselves or a couple of your "Happy Projects" and let's see what we have.

Nearly 3 years now and all is running well/Quality!

My hopes are to place ANY CSY BOATS CURRENTLY OUT THERE WITH OWNERS CONNECTED TO THE INTERNET and interested.... a place to show their vessel and it's condition, problems, improvements or ? This is available now, right here. So, what are you waiting for?

Ready to show off your vessel?
Here is your opportunity. Just Email your initial write-up and photo attachments to:

With just a few emails, you can have your boat up on the web, showing off your proudest projects.

Stay well and keep smiling,
ron sheridan

Wednesday, December 28, 2011

Chain Plates/for CSY and Other Great Cruising Boats worth Upgrading, Including Chain Plate Fabrication thoughts. part 1

It would be wonderful if everything lasted forever but when dealing with boats, I think it is fair to say, "that is not true".

If any of us went out and bought a 1977-1981 Buick or Cadillac, we wouldn't think of taking it out on the road and pushing it to 80 or 100 mph with the original old tires on it, would we? Stainless steel, used for components such as rigging wire, chain plates, and most bolts aboard, is somewhat like rubber, in that it can and does degrade; rubber via sunlight, stainless steel via water/deoxygenated water. It doesn't mater if your eyes spot the fine cracks, the wetted material degenerates.

Rust on an interior chain plate, is a sign of water intrusion through or around the cap rail. It's difficult to determine the extent of damage by the rusting discoloration of the surface. It is known that water has seeped into the hulls around these plates on most boats. If the discoloration is there, that is the proof. After 30 years, it seems advisable to remove and replace them, just as one would do with old tires. The CSY is lucky to have reasonable accessability to the plates, so this project makes the CSY's lifespan extendable more than many or most boats out there.

Rigging wires have a life of about 10 years or a circumnavigation due to the same processes of wetting and stress loading. Why would it be reasonable to think other stainless steel under similar loads or conditions would be different? (I don't know about yours, but my boat will be 31 next month.)

I only became suspect of stainless in the mid 90's and somewhat must thank the CSY Topica list for allowing the subject to get specific, linking the problem to chain plates. Years have passed and much has occurred to confirm that 'we' the owners of this quality sailboat, need to be aware of all the components that contribute to the safety of those who travel on or in it. As I have just mentioned, we would not think of driving a car on old cracked tires, so why would we consider our boats impervious to degradation of important parts. (rigging wires 10 years-chain plates and their bolts... 30???) This is NOT a CSY problem. It IS a boat problem...All boats.  We are lucky though that as a group, we have discussed it and doing something about it. Many vessels do not have the advantage of our history of discussion/repair solutions, so we are ahead of the pack and safer for it. For some boat brands, this might not be a doable project so they ignore it. Those boats will soon be worthless.

Do not loose the concept that surveyors will not always pick up even, 'visable' problems. They sometimes(and I think I am being kind)seem to not speak of problems that will 'kill the deal'. They are limited to 'viewing' and cannot disassemble anything in their survey, so not uncovering all defects is the reasonable outcome. Even if you ask specific questions and 'get it in writing...' you should trust that Father Time has done his thing and CYA in budgeting for repairs and replacements.

I "Chose" to remove my chainplates before there was a problem. My personal solution was to me, a CSY 44 UPGRADE. After seeing a great chain plate design in Steve Dashew's Cruising Encyclopedia, page 582, I modified their concept a bit to adapt it to the 44' CSY hull and had 10 of them made. Cutters need 6, ketches need 10. (I now use 12 to enable me to rig the mizzen independently from the main without using a triadic stay- by adding forward intermediate stays from the mizzen instead). So far, 6-12 sets of circular plates have been made and installed on CSY 44's. Wide grip, easy fabrication(identical plates) and simple installation and external for many reasons.

Bedding (original) around INTERNAL chain plate was poor. Gap shown here, of 1/4" x 1.5", allowed water to seap below decks. Rust stains on 52oo shows poor bonding and a place that water stagnated.

Photos included here are of the original CSY Triangular plates and are offered only to explain and show the 'obvious' problems. Stainless steel does not last forever and certainly does not 'IF' it is subjected to an Oxygen deprived environment, as "in a trapped area" below the teak cap rail. The bedding of the cap rail was done in such a way as to allow water to get below the cap rail and then run down hill to any opening into the hull, sometimes allowing water to drain to lockers or chain plates.

CSY chose to use 'Internal' chain plates. The chain plate then needs to have it's tang pass through the hull at deck level to attach to the rigging turnbuckles. It is at this point that caulking of some kind is needed and so doing, creates an area to entrap water. Even if only a drop or two, it will stagnate and become oxygen starved, eventually leading to crevise corrosion and stainless steel failure.

The main failure point seems to me to be the first hole below cap rail level and also the cap shroud the most common failure plate.

Failures seem to occur at or near this upper bolt hole as it is the weakest point, due to limits of material mass or weld, subjected to water degradation; then, stress from the rig. The 2" tang, is drilled for the 1/2" top mounting bolt; leaving (2) 3/4" segments of 3/8" stainless, just under the cap rail to get wet and develop 'crevice corrosion'. Add 30 years to the damp environment and rigging stresses and you get.........?

This 2" (now 1.5")drilled tang, is the weakest point of the chain plate. It's subject to crevice corrosion/and stress/it's bolt can be loosened by rigging pressure pulling it's top bolt's flat head inward thru the glass(poor fiberglass support). CSY's design of spreading the chain plate load over 5 lower bolts and only one for the top was going in the right direction in my opinion by spreading the grip over a wide area of glass, but the top bolt is being pulled inward esp. on the forward and aft lowers, which makes it subject to loosening it's grip on the hull and also allowing the upper seal to leak due to movement. That movement will eventually allow water to creep below. An external chain plate would not have had this problem and I opted for this as a fix for my boat.
The load on the "Tang" for the forward and aft lowers, is inward towards mast. The original flat head bolt up near the cap rail and under the 2" teak strip below the cap rail, gets pulled into hull at forward and aft lowers. This load can potentially allow enough movement to break a seal as the tang of the chain plate goes through to the rigs turnbuckle.

Some drawings and photos will be offered on alternative ideas demonstated by owners to aleviate the potential problem and make the chain plates 'Inspectable'.

Do NOT feel that the problem is a "CSY ONLY" problem. Aging stainless steel is a problem that ALL boats share. However, many CSY owners have addressed the issue and have solutions! Chain Plates: part 2 will cover some of them. Even after 30 years, a few projects will bring a rebuildable boat up to snuff.

For your interest: A few months ago I received an email from the editor of PACIFIC YACHTING/boating in the PACIFIC NORTHWEST, regarding my photos of CSY stainless chain plates and bolts . They did a decent write up on the faults of Stainless Steel in the marine environment and used a few of my photos. The bottom line is not my photos, but that good magazines are addressing problems that "All boats of our vintage need to address. Deterioration of metals is a subject for required reading on ALL boats. "WE" are ahead of the others in discussion of solutions!