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THE BOATING REPORT

THE BOATING REPORT; In the Real Storm, the Skipper, the Crew and the Boat All Survived

By Herb McCormick

• Aug. 6, 2000

About midway through ''The Perfect Storm,'' the film adaptation of Sebastian Junger's phenomenal best-seller, the skipper of the 32-foot sailboat Mistral, sporting a jaunty yachtsman's cap and a highbrow New England accent, makes an offhand remark about his vast offshore prowess. It's a setup line. He's silly, smug and about to get walloped.

As readers of the book know, the character is based on Ray Leonard, the skipper of Satori, a Westsail 32 that was abandoned by its crew in a North Atlantic gale during a United States Coast Guard rescue operation in the fall of 1991. Portrayed by Junger as a strange introvert with a fondness for the bottle, Leonard has now been skewered both in print and by Hollywood.

With each subsequent retelling of his story, the lines that define who Leonard is and what happened during that terrible, perfect storm become more blurred. In fact, Leonard is a retired research ecologist for the United States Forest Service, a former college administrator and an accomplished long-distance voyager with a Coast Guard license and tens of thousands of miles under his keel, and he does not fall within the neat, nasty boundaries of his depictions.

''I haven't seen the movie and I probably won't until I can borrow a copy of the video,'' Leonard said last week from the small home he is building for himself in western Vermont. ''But as for hats, I just wear a ball cap at sea. It keeps the sun out of my eyes.''

Junger, who did not speak to Leonard for his book, did not return a phone call seeking comment for this column. But in a 1997 interview about Leonard in The New York Observer, Junger said, ''He didn't sound like the kind of guy I wanted to talk to.''

That's a shame, because Junger, whose book focuses on the loss of the fishing vessel Andrea Gail and includes vivid writing about meteorology, long-line fishing and Coast Guard heroics, missed a grand opportunity to capture the passion of a long-distance sailor.

Leonard, 72, bought his Westsail in 1974, the same year the rugged little double-ended yacht was featured on the cover of Time as the perfect vessel for folks ready to chuck it all and head for the South Seas.

''Satori is the Buddhist word for enlightenment,'' Leonard said. ''I was at the midpoint of my career, and the boat gave me new insight into myself. Whenever I got into a bad fix with her, she always did better than I thought she would. She was very well named for me.''

From 1974 to '91, Leonard sailed Satori hard and often, mostly alone. The boat was well equipped with designated storm sails, and Leonard had plenty of chance to use them in roughly 60,000 miles of sailing. Divorced in 1985, he moved aboard Satori the same year. In October 1991, accompanied by Karen Stimson and Susan Bylander, two women he had spent the summer working with, Leonard and Satori set out from New Hampshire bound for Bermuda.

By all accounts, the voyage was a nightmare. Several days into the trip, after receiving a Mayday call relayed by a commercial vessel, a Coast Guard helicopter plucked Satori's crew from a roiled sea. While that fact is indisputable, the events leading up to the rescue remain unclear; there are two very different versions of Satori's fateful passage.

In Junger's book, which is based largely on interviews with Stimson, the sailors survive through the initiative of the women, who are forced to take action when Leonard, ''sullen and silent, sneaking gulps off a whiskey bottle,'' refuses to do so. In what he describes as 30-foot seas, Junger wrote that Satori was ''starting to lose the battle to stay afloat.''

Leonard, however, dismisses much of Junger's account. ''I'd guess the seas were 15 to 18 feet, tops,'' he said. ''Satori had been in much worse. It was a very uncomfortable ride, but the boat was sound and we weren't taking on water, except for a few gallons that came through the hatch. And the drinking bit is just totally untrue.''

Leonard was employing standard tactics for weathering extreme conditions: he had battened Satori down and was content to wait things out. ''You never head towards shore in a heavy storm,'' he said. ''It's too dangerous. And the weather forecast said a hurricane was heading towards Bermuda, so it didn't make sense to keep going that way.''

Leonard said he did not authorize a Mayday call, though he did give the women permission to radio the Coast Guard to update Satori's position. And when the chopper did arrive, he considered staying aboard Satori. Ultimately, when he was ordered to leave, he complied.

''When I knew the crew would have to jump in the water, I wasn't comfortable about having them go alone,'' he said. ''Also, I knew if I disobeyed I wouldn't be able to land in a U.S. port for several years, and I've seen expatriates in foreign ports. I didn't want to be one.''

Stimson, who was on vacation from her job in Maine last week, was unavailable for comment. Interestingly, according to a friend of hers, Stimson now owns a Westsail 32.

What transpired after the rescue supports Leonard's contention that Satori was still seaworthy when her crew leapt off her transom. Several days later, the boat washed up on a Maryland beach. A bag of personal items that Leonard had mistakenly dropped when he left Satori was still on the afterdeck.

''A park ranger found my phone number in it,'' Leonard said. ''He called me up and said come get your boat. It was fine. I went down and had her hauled off, cleaned her up, then sailed her to Florida.''

Leonard continued to sail Satori until this spring, when he sold the boat to a Texas couple. As for the fallout from Junger's book, which Leonard has read, he said: ''People who don't know me who've read it have preconceived notions. I've only had one boat delivery job, and I used to get plenty. I'm not bitter, but I don't think the book or movie explained what sailing's all about. Bluewater sailors are sharp, self-reliant, and proud.''

And while Leonard no longer owns Satori, he is still drawn to the sea. Earlier this year, fulfilling a lifelong dream, he went to Alaska in search of the same work that took the lives of the crew of the Andrea Gail. Once there, he signed on aboard a salmon trawler. Of all things, the sailor became a fisherman.

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L F. Herreshoff MISTRAL

Herreshoff “Mistral” Specifications

LOA: 75′ 0″ * LOD: 63′ 6″ * LWL: 54′ 9″ * Beam: 15′ 0″ * Draft: 6′ 3″ * Ballast: * Displacement: Sail Area: 1,972 * Design Number: 73 * Yard Number: * Hull material: Yellow pitch pine on oak ribs covered with 3 layers of sipo mahogany * Rig: Schooner * Designer: L.F. Herreshoff * Built by: Britt Brothers, West Lynn, MA * Year Built: 1937 * Restored By: 2006 to 2008 in the shipyard of M. Paulsen in Arnis at the river Schlei, Germany * Current Name: Mistral * Original Owner Theodore W. Little * Current Owner: Dieter Krügel * Sail Number: GER 73

Known Racing History: ?

Historical:

During the war MISTRAL was used by the US Coast Guard: As a yacht she moved around noiselessly and was used to patrol for U-Boats. Years later she even wrote US naval history: She was the first training ship of the US Navy to sail across the Atlantic under the command of a female captain to participate in the coronation ceremony of Queen Elizabeth II.

Mistral is considered to be a refined updated version of “Joann” with a finer entry and clipper bow. Her easier to handle Marconi mainsail is less traditional and attractive than her counterpoint. A very fast comfortable boat at sea

Photo Credit: Kai Kreisler – Website

Related posts:

• L. Francis Herreshoff “Tioga II”
• L.F. Herreshoff “Rozinante”
• L F. Herreshoff “Cat Yawl”
• L F. Herreshoff “Dulcinea”

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Mistral 4.7 1979

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Hi, I just bought a Mistral 4.7 1979 and I have no clue how to rig it.... The boat is in good shape but nothing is set.. all the ropes and in a bag. Please help.. if you can.. On send me close up pictures. The mat is down, etc.. Sorry for My english, I am French canadian from Montreal. Thanks DCLL  

Hi DCLL: I have Mistral 16 which is likely very similar with yours 4.7. I posted pages from the manual in one earlier post - search for Mistral 16 in forums here. Lastly, since I am near you (Beaconsfield), worst comes to worst you can come and see how my boat is rigged, just to get some ideas how to go about it. Cheers, Bo  

Hi Boz, thsnks for the reply. I was out on vacaction. Just got back today. Today is the day, we will try to rig it with what we found so far. Wish us luck.. Thanks! Dcll  

hey I too bought a mistral 4.7. I was wondering if you managed to rig yours, and if yes, do you have some documentation that can help me? I would appreciate that a lot, thanks  

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• The Mistral: a turbocharger for experienced sailors

The Mistral is a strong cold wind that enters the Mediterranean from the northwest via  France . It is a wind full of contradictions — a friend to experienced sailors but a foe to those just starting out, a destroyer of crops yet creator of fabulous sunny days in Provence. So how can it impact your sailing vacation? 

How does the Mistral form?

Like many other typically Mediterranean winds, the Mistral is primarily a local wind with its origin and course influenced by the specific terrain and local climate. It occurs when an area of high pressure (anticyclone) forms in the Bay of Biscay in western France and an area low pressure (cyclone) forms around the Gulf of Genoa. The anticyclone then extends over land until it meets the area of low pressure from Italy . Due to the rotation of the Earth (the Coriolis Effect), both systems rotate in opposite directions and when they meet over France, it creates a powerful current of air that sweeps across the landscape, blowing full-force into the Gulf of Lion off the Côte d'Azur. 

The Mistral is most common in winter and spring, mainly as a result of low pressure systems from Italy. Around the Bay of Biscay, the pressure is always higher because of its proximity to the tropical belt and consistent warming of the air by the sun. The temperature of the Mediterranean doesn't vary dramatically throughout the year either, but in the mountains the temperature drops noticeably in winter. It is this difference in temperature that causes the low pressure system to develop, which together with the Atlantic anticyclone forms the Mistral. But an occurrence such as this is not unusual and happens all over the world. So what makes the Mistral different and what gives it such great speed?

Where does the Mistral get its power? 

The Mistral is cold and heavy in winter with gravity pushing it down. Still reaching heights of up to 300 m, it picks up colder and heavier air from the mountains and hills of France along the way, making it even heavier. And this is where the terrain comes into play. Along its way, the Mistral funnels through mountain passes and river valleys, compressing it and reducing friction. These areas act as acceleration zones, giving rise to some hellish speeds.  

The Mistral can easily pass through at speeds exceeding 65 km/h (equivalent to a Beaufort 8), reaching its highest speed of around 180 km/h (Beaufort 12) in the French Rhône valley. It is this that makes the Mistral such a dangerous and destructive wind that can knock down trees and destroys crops, in stark contrast to the usually calm cloudless weather of Provence.

Croatia has local mistral winds

Surprisingly, you can also encounter local mistral winds in Croatia (especially in the southern Adriatic). However these winds are quite different from the French Mistral and are caused by the difference in sea and land temperatures. Said to follow the path of the sun across the sky, these winds don't begin to form until the afternoon when the water has warmed up. As they are not so large, powerful and destructive, and with their strength growing gradually, they provide plenty of time to find safe harbour. 

However, in the sea between Hvar and Vis or Korčula and Lastovo, these winds can also cause large waves and pick up a vicious speed in the straits between Zadar and Ugljan, Brac and Hvar, Korčula and Pelješac. Also these local mistral winds commonly form during the peak sailing season, in July and August, which can be an unpleasant surprise for holidaying families and novice skippers.

The Mistral wind does not come alone

The Mistral is occasionally joined by its Spanish counterpart, the Tramontane, which forms and behaves in a similar way to the Mistral (which is why they sometimes get confused). The Tramontane gathers its strength in France a little further south in the corridor between the Pyrenees and the French Massif Central, as well as further north from the Italian Alps. Crossing the Mediterranean, you may encounter some of the other infamous Mediterranean winds, or at least their milder local forms. The Mistral itself is the north-westerly counterpart to the Croatian Bora. Both are extremely strong cold descending winds, at their strongest from late autumn to spring. However, the Bora has the nasty habit of coming in gusts, and can reach speeds of 250 km/h.

Map of winds flowing through the Mediterranean Sea.

The Mistral: great to sail, but...

For experienced skippers, a mistral of up to 4 or 5 degrees on the Beaufort scale can be a friendly breeze, propelling the sailboat forward at a brisk, steady pace without unpredictable gusts. Especially when sailing on a tailwind or broad reach to the south, southeast and possibly even east. From Marseille, under the influence of Italian cyclones, the Mistral turns towards St Tropez and beyond to Corsica and Sardinia.

Keep in mind, however, that the Mistral grows more powerful during the day and reaches its peak in the afternoon or evening, so may take you by surprise just an hour or two after setting sail. Like any wind, it's also gustier and faster on the open sea, as there's no significant friction to slow it down. Even experienced sailors may not be comfortable sailing there as it creates short waves that are difficult to sail even using the motor. These waves can reach 5 to 7 metres, which will probably make your crew seasick .

Only large cruise ships can handle higher forces on the Beaufort scale. So don't take your sailboat out to sea, rather spend a few days on land enjoying the local culture. In the winter months, we don't recommend sailing against the direction of the Mistral (even if it's not blowing yet). The voyage will be more demanding and longer because you'll be beating against it and may not be able to return the boat in time.

YACHTING.COM TIP: Prevention is always the best defense. It is better to underestimate your skills and those of your crew than overestimate and then have to deal with  a storm at sea . Don't forget to practice the  MOB (Man Over Board) procedure .  From experience, we've found that it's a fun yet practical way to kill time with your crew when the wind is light. And a proper  life jacket  is a must.

Could the Mistral jeopardise your vacation?

This is not likely in high season. The French Mistral winds do blow then, but they are more of a pleasant breeze to refresh you on humid days. Between November and April, the risk of encountering winds stronger than 6 on the Beaufort scale is about 30 % higher. In summer, it's around 18 %. The Mistral usually lasts no more than 2 to 3 days and rarely stretches out for a whole week so you can just wait it out for a few days in port. Unfortunately, you probably won't get to enjoy your free time so much as the wind will be uncompromisingly driving you from the picturesque streets back to the boat or into the nearest pub. That is unless you join the local windsurfers, who always have a smile on their face when they see us sailors having to moor our boats in the harbour. You'll probably have to adjust your itinerary and settle for a shorter voyage. In a weaker mistral, it might be possible to sail south along the coast to Spain but here too, you should keep a close eye on the forecasts so that the Tramontane can't take you by surprise.

Be prepared for various types of weather:

The Bora: the scourge of the Adriatic

Predict the weather by reading the clouds

Medicanes in Greece

Where to sail and anchor during the mistral.

In all honesty, as the Mediterranean is bordered by mountains along most of its perimeter, if it's not the Mistral you encounter, it will be the Sirocco  (or Jugo in Croatian), the Bora or some other wind. So there is no reason to deprive yourself of the magic of autumn sailing . You just need to be honest about your own skippering skills and choose your location well.

For beginners and less experienced captains, we would not recommend being on the water at all during the French Mistral. These winds can give even the most experience sea dogs a run for their money. In the summer months, on the other hand, it can be nice to have a weaker mistral at your back when sailing around the little-known island of Capraia or nearby Elba. The island of Elba even offers information on its website about beaches sheltered from the Mistral . You can also check out the volcanoes of Sicily and the Aeolian Islands. 

Advanced sailors can use the weaker Mistral as a turbo boost to sail around the untamed and distinctive Corsica or the Caribbean-like Sardinia. The term turbo boost is quite appropriate here as the western Mistral often joins forces with its contemporaries, the Ponente and Sirocco, together crossing the Strait of Bonifacio between the two islands. But even in the north of Sardinia you will find several anchorages well-sheltered from the Mistral, such as Porto Pollo or the marina at Porto Pozzo. The south of Sardinia promises a wonderful sailing too and we have a complete article on the topic with routes and tips for excursions .

YACHTING.COM TIP: Practice  port manoeuvres  regularly and right from the start to ensure that each crew member knows exactly what to do. For anchoring at sea, learn this  trick  to make sure the anchor holds securely even in the toughest conditions. The so-called  Mediterranean Mooring technique  might also come in handy, which you can use wherever you need to back up to land astern with no other way of securing the boat.  

Can the Mistral be predicted?

You will get some warning before the Mistral arrives but not far in advance. If you're near the coast, a few hours will be enough to find a safe harbour, but in the open sea you'll have to wait it out. Keep a close and regular eye on the forecast on the Windy app or whichever app you use and on the behaviour of French anticyclones and Italian cyclones on synoptic charts.

Fortunately, as the Mistral is also a concern for people on the mainland, local radio stations, TV and online media carry forecasts. Information also spreads along the coast via radio (VHF) and this is often in English. 

There is also folk meteorology to follow by looking up in the sky for lenticular clouds — a cloud resembling a lens or UFO. This should appear the day before the Mistral arrives. The sunset should turn from golden to pink and then to grey with bits of red. It is said that the faster the clouds turn grey, the stronger the winds will blow. After dark, the first gusts of wind will start, with the intervals between them shortening as the night progresses.

YACHTING.COM TIP: As soon as the Mistral stops blowing, expect a change in the weather. As long as it blows, it has enough power to keep the clouds at a respectful distance. You can often see a cluster of clouds waiting patiently behind Marseille, ready to invade as soon as it passes.    

FAQ What to know about the Mistral wind

The Mistral is a cold powerful wind forming when low pressure collides with high. In some instances this is due to differences in sea and land temperatures. It's very fast and aggressive, but doesn't create gusts.

Which areas does the Mistral affect?

How will the Mistral affect sailing?

Are you planning a sailing vacation and looking for a suitable destination? Contact me for advice and we'll choose a suitable sailboat together.

Denisa Nguyenová

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Mistral 4.04 Sailboat Dolly

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Dynamic Type 1 dolly for the Mistral 4.04. Proudly made in the USA by Dynamic Dollies and custom sized for your boat, offering a great fit ease of maneuvering. Shipped in an easy to assemble kit.

• Dolly style suits a large number of boats up to 250 lbs.
• Boat-specific tube and sling lengths provide a custom fit for each boat, enabling a balanced handle load and easy maneuvering.
• All joint fittings are through-bolted and designed for increased torque stability.
• Strong, 3 inchå non-stretch, polyester sling provides wrap-around boat support.
• Adjustable, flexible V-fittings on bow and tongue tubes provide boat support forward of the sling and prevent boat and aluminum contact.
• Eyelets on sling and handle fittings facilitate securing boat to dolly in storage, on trailers or in racks. Tie-down with the handle fitting eyelet helps prevent slippage on steep ramps.
• Easy dolly breakdown using the snap buttons on wheel shaft and tongue tube, as well as wing nuts on axle tube cross fitting.
• Pneumatic, non-corrosive, 16 inchå x 4 inchå wheels can be secured on wheel shaft with provided screws for added security. For soft sand conditions, tire pressure can be reduced to increase tire footprint.
• Ships in an easy to assemble kit.
• Proudly made in the USA by Dynamic Dollies and Racks.

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Selecting Rope – Length, Diameter, Type

Published by rigworks on july 10, 2019.

Question : Do you have guidelines for selecting halyards, sheets, etc. for my sailboat?

From the Rigger :  First, if your old rope served its purpose but needs replacing, we recommend duplicating it as closely as possible to ensure that the replacement is the correct length and works with your existing clutches, winches, etc. The best bet is to shop with your old rope in hand. If you need to replace a halyard, please don’t pull it out of the mast. We would be happy to loan you a tagline (strong and thin) to use as a ‘place holder’, or we are always happy to visit your boat and tag it out for you.

When buying new running rigging (i.e. rope), you will want to consider length, diameter, stretch/performance, material/construction and, of course, price. Below are some rough guidelines to help you make an educated purchase. These guidelines are particularly useful when estimating the cost of a project. Then we can help you fine-tune your rope selection and length before cutting.

Guidelines for Rope Length:

• Main Halyard – Mast length x 2.5
• Genoa Halyard – Mast length x 2.5
• Genoa Halyard (fractional rig) – Mast length x 2
• Spinnaker / gennaker halyard – Mast length x 2.5
• Main Sheet – Boat length x 2.5 (varies with the mechanical purchase being used)
• Genoa Sheet – Boat length x 1 to 1.5
• Spinnaker Sheet / Guy – Boat length x 2
• Asymmetric Spinnaker Sheet – Boat length x 2.5 to 3

Control Lines:

• Outhaul – Boom length x 2
• Boom Vang – Boom length x 2
• Cunningham – Boom length x 1
• Reefing Line (reef 1) – Boom length x 2.5
• Reefing Line (reef 2) – Boom length x 3

If your running rigging leads back to the cockpit, remember to account for that in your length. And if in doubt, too long is always better than too short!

Guidelines for Rope Diameter and Type:

Diameter and performance are determined by your boat length, the function of the rope, and the style of sailing that you do. For example, low stretch is very important in a halyard but not necessarily in a sheet. A high-performance racer might require a lighter, stronger, lower stretch (i.e. more expensive!) rope than a cruiser. There is no ‘one-size-fits-all’ with running rigging.

Taking into account boat length and sailing style, the attached chart suggests rope diameter and type for each piece of running rigging:  Rope Diameter and Type

We have a huge rope wall at Rigworks and are very proud of our selection and expertise. We are happy to help you pick the best rope for your application. So, with or without your old rope in hand, stop by and chat with our staff. We always look forward to seeing you!

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clock This article was published more than  23 years ago

Reality Gets the Heave-Ho In Not-So-Perfect 'Storm'

Movie flubs sailors' true reactions to a gale.

"The Perfect Storm" is one ripper of a movie, but it promises to do for boats what "Jaws" did for sharks.

For all its pulse-pounding special effects, and the real circumstances it purports to reenact, it feeds on the public misperception about what life is like at sea, and how people behave there under the stress of forces men have met and mastered since the first ship sailed.

Fine a film as it is, there are perfectly ridiculous scenes in "The Perfect Storm," scenes almost as far-fetched as the nuttier maritime aspects of "Titanic." In perhaps the most egregious, a fisherman accidentally goes overboard at night in the North Atlantic. Two shipmates with neither life jackets nor safety lines promptly dive in after him. They not only locate him (seeing just fine in all that dark salt water, thank you) but surface with him close to the boat despite their long swim, and are easily hauled back aboard.

"Of course, that would never happen," says Linda Greenlaw, the real-life swordfish boat captain handsomely portrayed in the movie by actress Mary Elizabeth Mastrantonio. As Greenlaw points out, perhaps the most unnerving thing about being on the water is how instantly any person or object overboard is lost to sight in the heaving seascape, even in the daytime. "You'd throw him cushions, life preservers, anything to help him stay afloat and be visible. But you need every single person on the boat to help locate him and bring him aboard. Any would-be rescuer overboard is just one more speck in the ocean. At night? Forget it."

Greenlaw's character would seem to be comparably far-fetched--a sort of muscular Demi Moore prototype hoked up by Tinseltown.

In fact she is very much for real, a well-known, experienced and highly competent fishing boat captain who makes her way in a very male world with disarming grace and candor. Her own book, "The Hungry Ocean," is high on the bestseller lists.

Greenlaw loves "The Perfect Storm," but said in a telephone interview that the distortions in the film are pretty obvious to anyone who has spent time at sea.

No one even goes on deck in a Force 12 storm, much less climbs out on a flailing outrigger boom with a metal-cutting torch, as in the film. No one could.

"And how does he keep the torch lit in all that wind and rain?" she wonders. "I can't keep one lit even when it's calm."

No one climbs atop a cabin in a hurricane, either, especially to replace something as extraneous as a radio antenna. "I wouldn't do that. I wouldn't let a crewman of mine do it. . . . You can't even look into that kind of wind, much less climb around in it."

But the business with the antenna feeds into the mentality of a modern public conditioned to dial 911 when things get edgy. Offshore, that's not much of an option, though the movie encourages us to think it is.

"We're back in the 19th century!" a crewman of the ill-fated fishing boat Andrea Gail screams in horror when the radio and the weather fax go out.

But at sea only fools assume they're really anywhere else.

"Expect rescue? Fifteen hundred miles off the Grand Banks? Good luck!" says Greenlaw. Fishermen may talk constantly by radio and occasionally get plucked from disaster by a helicopter, "but you never count on that. At sea you always assume you're alone."

It is that very self-reliance that defines the real courage of the Gloucester fishermen, she says, as well as that of any capable skipper who puts to sea.

For example, in the film, a sailing yacht named Mistral gets caught in the storm while en route to Bermuda. It hasn't even reduced its sail area to a storm jib, but never mind. Two crew members keep yelling at the owner to put into Watch Hill, R.I., but he says it's safer to keep going. Eventually the two women, nearly hysterical, grab the radio and call a Mayday. All three eventually are lifted off by Coast Guard helicopter and the audience thinks: Those women were sensible and that boat owner was a fool.

In fact, the owner was right. Every rule of ocean sailing says stay offshore where you can't hit anything, and stay with the vessel until it sinks out from under you. Your chance of survival is almost always greater with your boat than in the perilous process of offshore rescue.

The Mistral in the film is a stand-in for the real-life Bermuda-bound boat, a 32-foot Westsail cutter named Satori owned by a highly experienced sailor named Ray Leonard. Though nicknamed "Wet Snails" for their stodgy performance, Westsails are extremely seaworthy vessels, designed to survive in the heaviest of seas. Satori had already weathered one hurricane in her 17-year-life. The film implies that the Mistral/Satori was lost in the storm. Not so. Two weeks after the real-life Andrea Gail went down, the abandoned Satori beached herself on Assateague Island. Her storm jib wasn't even ripped. There was hardly a scratch on her.

Perhaps the most difficult aspect of storms at sea to convey to those who have never been through one is the extent to which the human mind and body actually grow accustomed to extreme conditions--conditions beyond anything one could imagine.

There's rarely any of the running around and screaming endemic to Hollywood disaster films. For one thing, storms at sea normally grow gradually, taking hours if not days to reach their most dangerous state, and permitting, to some extent, gradual acclimation. In such conditions, fear surfaces not as manic emotional confrontations but as increasing dread and withdrawal.

"You don't want to think very far ahead. In fact, you can't," says John Swain of Galesville, Md., whose 36-foot sloop was flung ashore like a crushed beer can by monster rogue waves off the famously stormy east coast of his native South Africa. "That's a very naughty coast. The charts tell you to expect 60-foot waves, and entire tankers, quite literally, have been known to vanish there without a trace. You're very busy taking each wave one at a time there, and when you're off watch you're so exhausted you're below in your bunk unconscious."

"Everyone just got very, very quiet," remembers British writer Diana Preston, who once weathered four days of 100-knot winds and "absolutely tremendous" seas aboard a small Russian research vessel in the notorious Southern Ocean off Antarctica. "Everyone was sick, of course, and the crew was very, very busy. But the other passengers just retired to their cabins and got quietly drunk. No one spoke for days."

Greenlaw says she's never seen panic at sea in her 20 years of commercial fishing, no matter how bad the weather gets. "And it gets scary. . . . Of course, you're scared. You know what everyone's thinking. They're praying. And they're wondering if the next wave is going to eat you alive. But the most you'll ever see in the way of reaction is maybe a knowing look and a raised eyebrow."

The lack of quietly raised eyebrows in "The Perfect Storm" is just one of the aspects of the film Greenlaw can find fault with--if pressed. She was 600 miles east of the Andrea Gail when that boat went down, not west as the movie has it. And she did hear the Andrea Gail's last radio transmission, but never called a Mayday. "Nobody ever called a Mayday for them," she says. "They never indicated they were in trouble. They just never came back."

But for all those cinematic inaccuracies--and dramatic license--Greenlaw says, there's an overall integrity about "The Perfect Storm" that she fiercely applauds.

It's not just her own portrayal, she says ("What woman wouldn't be thrilled to be portrayed like that? . . . Now I have to live up to it"); it's what the film says about commercial fishermen, and about their families and about the prices and rewards of living with the sea.

"They told me they intended to make the film as a tribute to all the Gloucester fishermen that have ever gone to sea, and I think they've done that. It really does tell people about that way of life. Maybe it will help more people ashore understand."

As for the film's special effects and the monster waves, "They terrified me and I've seen a lot of weather." In fact, she says--and here's a thought--the perfect storm of 1991 was not the worst she's seen at sea.

"Once I was aboard a boat when things were so bad the captain spent 72 hours at the wheel nonstop, without even a bathroom break. And after all that time beating against the storm and the wind and waves, we found we'd traveled 100 miles backwards."

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• Sailboat Guide

Mistral 16 is a 16 ′ 0 ″ / 4.9 m monohull sailboat built by Canadian Yacht Builders (CAN) starting in 1980.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Open dinghy and cuddy/cabin versions. The hull design is thought to be based on the WAYFARER Dinghy (Ian Proctor - 1959). Thought to be the same or similar to CL 16, also built in Canada.

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Our Part #: DYN-10043-MIS-404 | Mfr. Part #: 10043

A Dynamic Type 1 Dolly is suitable for boats up to 250 lbs, such as the Banshee.

• Dolly style suits a large number of boats up to 250 lbs., e.g., 470, Tasar, Pico, smaller inflatables, tenders and many more.
• Tough, UV-protected, injection-molded ,through-bolted, plastic joint components.
• 1 1/2" square structural-grade, anodized aluminum with boat-friendly round corners.
• Delrin ball bearings in wheel hub result in easy rolling on rough surfaces or deep sand.
• Boat-specific tube and sling lengths provide a custom fit for each boat, enabling a balanced handle load and easy maneuvering.
• All joint fittings are through-bolted and designed for increased torque stability.
• Strong, 3" non-stretch, polyester sling provides wrap-around boat support.
• Adjustable, flexible V-fittings on bow and tongue tubes provide boat support forward of the sling and prevent boat and aluminum contact.
• Eyelets on sling and handle fittings facilitate securing boat to dolly in storage, on trailers or in racks. Tie-down with the handle fitting eyelet helps prevent slippage on steep ramps.
• Easy dolly breakdown using the snap buttons on wheel shaft and tongue tube, as well as wing nuts on axle tube cross fitting.
• Pneumatic, non-corrosive, 16" x 4" wheels can be secured on wheel shaft with provided screws for added security. For soft sand conditions, tire pressure can be reduced to increase tire footprint.
• Proudly made in the USA.

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Windsurfing Sails

The windsurfing sail harnesses the wind and propels the board over the water's surface. Many participants typically own multiple sails and related equipment, such as masts and booms, to enjoy differing wind strengths and conditions.

Windsurfing sails are calculated in terms of surface area and range from   1.5 - 4.5m for children and beginners and extend upwards from 4.5m to sizes such as 5.4 upwards to 7.8m . They are sized and cut (designed) specifically for different disciplines and wind strengths. Importantly, windsurfing sails are cut and tuned to specific mast designs.

View our Zonda Freeride 5.4 , 7.8m , 3m Revival Children's windsurfing rig, lightweight 3m fun windsurfing rig for beginners and children.

What Size Sail for Windsurfing?

Several parameters should be considered when choosing the right sail size for windsurfing. There is no 'one size fits all' criteria.

When learning, adults will benefit from a sail of 5m and under but not so small that the wind cannot offer up resistance and pull. Children generally learn with sails of 3m and under with lightweight aluminium masts. After the learning phase, depending on which discipline you pursue, you may use a sail as small as 3m in super-high winds and as large as 8m in light winds. As a generality, sails between 5 and 6m are the most versatile across the disciplines. 

Windsurfing Sail Size Factors

Wind Conditions : The primary consideration is the wind strength at the location where you'll be windsurfing. Lighter winds require larger sails to generate enough power to propel the board, while stronger winds necessitate smaller sails to maintain control and prevent overpowering.

Rider's Weight and Skill Level : The rider's weight determines the appropriate sail size. Heavier riders typically require larger sails to generate sufficient power, while lighter riders may opt for smaller sails. Skill level also matters; beginners often start with larger sails for stability and easier control, while advanced riders may prefer smaller, more manoeuvrable sails.

Type of Windsurfing : The specific type of windsurfing activity you'll be engaging in also influences the choice of sail size. For example, freeride windsurfing typically requires sails that balance power, manoeuvrability, and stability across various conditions. In contrast, wave sailing may involve smaller, more manoeuvrable sails designed for riding waves and performing tricks. Racing may require specialised sails optimised for speed and performance in competitive settings.

Board Size and Design : The windsurfing board's size and design also impact the sail size choice. Larger boards typically pair well with larger sails for enhanced stability and performance, while smaller boards may benefit from smaller sails for manoeuvrability and control.

Personal Preferences and Comfort : Personal preferences and comfort level ultimately affect sail selection. Some riders may prefer slightly larger or smaller sails based on their riding style, preferences for speed, manoeuvrability, and overall comfort on the water.

By considering these factors in conjunction with the general rule of thumb regarding wind conditions, rider weight, skill level, type of windsurfing, and board characteristics, you can make an informed decision when selecting the right sail size for your windsurfing adventures.

What is a Windsurfing Rig?

A windsurfing rig is comprised of the following components:

• Boom onto which the rider holds on to. • Mast into which the sail is slotted. • Mast extension slotted into the mast end and adjusted to mast height. • M ast foot - slotted into the base of the mast extension, the mast foot then connects to the board. • S ail - cloth which harnesses the wind.

Ensuring a harmonious blending of all components that complement and fit together perfectly is an essential element of an efficient, manageable windsurfing rig. Mistral currently provides complete windsurfing rigs as standard practice.

Children's Sails and Rigs

Children require specific rig and sail specifications to learn and progress. Mistral has a range of rigs to suit learning and children's needs.

Children's windsurfing rigs can be as small as 1.5m but average around 3m relative to the age at which they begin. The premium rig choice would include an aluminium mast to keep the weight minimal. For higher performance, use a carbon composite mast construction such as with our Revival 3m Rig .

Freeride Sails

The freeride sails are  considerably larger than wave or freestyle sails . This allows you to gain speed more easily and get the most out of your session. The battens in the sail make the sail more rigid. This makes your sail feel more stable and gives you much control.

How to Rig a Windsurfing Sail

The windsurfing sail is known as Bermudan cut and has to be fitted to a mast and boom to come together collectively as the rig.

The windsurfing sail is fitted to the mast via the sail's mast sleeve. The (wishbone) windsurfing boom is connected to the mast using a windsurfing boom clamp tensioner. The windsurfing boom is set at a height relative to the rider's.

The windsurfing sail is tensioned outward via an outhaul line secured to the windsurfing boom's end. The luff (leading edge) of the windsurfing sail is tensioned downward using a downhaul and connected to the mast foot, which is slotted into the base of the mast.

The mast foot connects to the board fitted into a mast track secure by an 8mm rectangular bolt and plate. The windsurfing mast foot provides 360-degree flexibility via a moulded urethane diablo (universal joint).

Mistral mast foot is the universal heavy-duty connection between the board and sail for all windsurfing and windSup boards with either a standard mast foot track or a mast foot mount equipped with an M8 thread .