bj 17 sailboat

The Q-17

Plywood Taped Seam Construction

The Q—17 is a plywood sloop designed for the amateur builder. The construction is Taped Seam with FRP sheathing, which means that it is permanently tight and a strong, one piece structure. All parts are detailed so that they may be prefabricated. No lofting is required. No strongback or jig is required and there is no attachment to the floor.

There are two berths below and the cockpit will sleep two. A boom tent will make the cockpit into a comfortable cabin, which may be preferred to sleeping below, or perhaps a place for the parents to get a little distance from the kids. Galley gear is in two portbable boxes which may be removed to the cockpit or ashore for use, if that is more convenient. A portable ice box may be made to fit in the forward end of the cockpit well.

A small outboard motor may be attached to a folding or removable bracket on the transom, and may be stowed under the cockpit seat when not in use. Oars, preferably jointed, may be used with with the ice box as a seat.

The ballast keel is retractable, using an automobile bumper jack. It is possible to flatten the ballast vertically, giving more of a “winged keel” effect and reducing the draft, in up or down position, by two or three inches. Data on this is not available at present, but will be made available if there is a demand.

Here is a letter from Joe Dobler to Mike W, a prospective builder:

17 November 1994 Mike W Dear Mike: Here, finally, is some info on the Mini-Cruiser, Q-17. It was designed for Bruce Clark, who did some business in boat plans and kits as Quicksilver Boats. The last address I had for him was at 249 Warfield Avenue, Venice, Florida 33695. He is long since out of business. I would guess that he may no longer be with us. Rather than a writeup, I enclose a copy of a description from Bruce's brochure (see below). You may disregard the part about me, but the part about the boat is pretty well on track. The talk about displacement and capacity might be confusing. Actually, the displacement to the designed W.L. is 2010 lb. and the estimated boat weight is 1100 lb., leaving about 910 lb. disposable at that WL. At a W.L. two inches below the D.W.L. the displacement is 1365 lb. The construction is Taped Seam Plywood with fiberglass-epoxy sheathing on the outside. It makes a boat that is light, strong, permanently tight and very long lasting with reasonable care. The plans are large scale and very completely detailed, more so than I have done any boat since. No boatbuilding expertise is needed, there is no jig or strongback and nothing is attached to the floor. No lofting is required. The plan fee is $125. I enclose study sheets of some other designs that I think you may find interesting. The “Presto System” came along after No. 204, but it could be readily adapted. It does help to get everything located right. In some areas it helps to control the spring in the plywood. Best regards, Joe Dobler

From Bruce Clark's Brochure:

Quicksilver “Q-17” trailable cruising sailboat is number 204 from the board of Joseph C. Dobler, a retired aeronautical engineer who is also the moat original and versatile naval architect I know of. Hundreds of boats have been built from his designs by both amateur and professional builders; his designs include conventional sailboats and cruising sailboats, catamarans and trimarans up to 40 feet or so long. The Quicksilver "Q-17" was designed to my specifications to incorporate the latest and best in modern boat design and construction and to be as easy to build and inexpensive as possible, light, trailable, but fast, seaworthy, self-righting, and with self-bailing cockpit. It is also outstanding in looks, and as roomy as it is possible to make a cruising boat of it’s size without it becoming a tub. Length is 17’, beam 6’ 10”, draft 1’ 7” with drop keel up, 3’ 7” with keel down. Weight of hull and rig is about 700 lb., ballast keel  400 lb., design displacement 2010 Lb., or capacity to design water line, 910 lb., approximately. Construction is the simplest possible, using 3/8” plywood and fiber-glass with bulkheads taking the. place of frames, attached with fiberglass tape, to reduce fitting problems. There are no internal stringers, the seat and bunk fronts form a girder which stiffens the bottom for trailer loads. The rub rail at the lower sheer doubles as an .external stringer. In spite of its small size, this boat has a really surprising amount of room. The raised deck design is simpler and stronger than a regular cabin, yet roomier; it gives sitting headroom, and the large lifting cabin top and forward hatch give additional room where it is most needed. Bunks can be either forward, or quarter bunks partly under the cockpit seats, as there is a platform on each side 11.5” long. Cockpit seats are 6.5” long, for those who prefer to sleep in the open. The keel is raised with auto jack. The keel trunk ties into the roof for stiffness and to support the mast. Detailed instructions are included with the plans. 

Sample page from plans - click to enlarge

Included in Q-17 plans are the following:

Booklet: Table of Contents P-7 C.B. Trunk construction (2 pages) Taped Seam Procedure (2 pages) Building Instructions (3 pages) GS 102 – Plywood Bill of Materials Drawings SD-CSH-1 – Hatch Detail 204-1 – General Arrangement 204-2 - Lines 204-3 – Construction Plan & Profile 204-4 – Construction Sections 204-5 – Plywood Layout-Planking & Web 204-6 – Keel Trunk 204-7 – Plywood Layout-Seats, Soles & Coamings 204-8 – Plywood Layout-Main Structure 204-9 – Deck Layout & Installation 204-10 – Keel Assembly & Installation 204-11 – Keel Plate 204-12 – Keel Ballast 204-13 – Sheet 1 – Deck Hardware - Layout 204-13 – Sheet 2 – Deck Hardware - Explanation 204-14 – Hatches, Rudder, Tiller & Boxes 204-15 – Sail Plan 204-16 – Spars & Rigging 204-17 – Flotation 204-18 – Furnishings 204-19 – Ladder

The following Joe Dobler designs are currently available:

• Nootka Sound
• Marietta Yawl
• Crestwood Gig

Call Us: (253) 851-2126 Mon-Fri 9-5 Pacific Time

• 17′ Salish Voyager

Named after the Salish Sea it was designed to explore, the Salish Voyager is a unique vessel truly made for adventure.

Smooth sailing. Ample dry storage. Optional tandem rowing seats.

As long-distance rowing and sailing has become more popular in recent years, we’ve started receiving a lot of requests for a truly expedition-worthy sailboat with tandem sliding rowing seats. Our Jersey Skiff and Melonseed are already two standouts, and now we’ve blended the two together into one epically capable small craft.  

Starting with the fast, forgiving and capable Jersey Skiff hull, we’ve created a new interior that supports a Lug rig as we use with the Melonseed for ease of assembly and forgiving sail attributes. Of equal importance, the lug rig’s forward mast location opens up the interior to create a long footwell for tandem sliding seats.

This new boat also has enclosed storage for increased stability, seaworthiness and utility. We also designed it with a self-bailing floor, so in rough seas or heavy rain you can focus your attention on sailing rather than bailing!

Long and short of it is, we think think the Salish Voyager will really answer the call for a reasonably priced ‘do everything well’ human- and sail-powered vessel.

AS SEEN IN:

Small Craft Advisor Magazine’s Review

“They say the best boat is one you actually use, and the easy trailering, rigging and launching, and especially the versatility of the Voyager, ought to get you on the water regularly. And when it comes time for a real sail-and-oar adventure cruise, you and your crew can load the lockers with gear and rations, check the tidal currents, and shove-off having left the outboard engine and every other unpleasant thing behind.” – Small Craft Advisor Magazine ( read more from their review here )

Salish Voyager Full Specifications

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Blog Posts about the Salish Voyager:

“Pale Valley” Salish Voyager Finishes Strong in Seventy48

Congratulations to Team Pale Valley, who made an impressive finish in the 2024 Seventy48 race!

Wild Places: Sleeping Aboard the Salish Voyager

By popular request, Fredrik and Nancy of “Wild Places” shared their thoughts with us about sleeping aboard the Salish Voyager.

Wild Places in Prince William Sound

This summer’s voyage marked the first time a Jersey Skiff and Salish Voyager have been seen together out in the wild.

Salish Voyager Gallery

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  Construction Album       Finished Boats         Build Logs      Materials List    

The Core Sound 17 was the first kit that B&B developed and it remains one of our most popular. We strive to make our kit boats easier to build and more complete than any other on the market. We believe that when you look you will not find another kit like this one.With close to 400 combined plans and kits sold,  the Core Sound 17 is one of B&B’s most recognized and revered designs. Performance has been sparkling, this model won the grueling 4th of July Great Race two years in a row. For a description of this exciting race go to the article “ The Great Race “. She also took line honors in the  Everglades Challenge in 2006 . A truly shallow water friendly design with kick-up center board and rudder. She is quick and easy to rig and launch, easy to sail, self tacking, and open water capable. No special building skills are needed to have one of your own. Combined with a dodger, she is an able cruiser and with a simple home-made tent, and lifting floorboards, it sleeps two adults comfortably with room for cooking and a porta- potti. If you are not familiar with this rig, we suggest you read the article “ Why a Cat ketch “.

LOA ……………17′ 0″

BEAM ………… 5′ 10″

DRAFT …………71/2″ – 3′ 6″

SAIL AREA  …….119 sq. ft.

HULL WEIGHT …350 – 400 lbs

Sailing weight 1000 lbs @DWL With people and gear

Can't decide? Bay River Skiff 17 v.s. Core Sound 17

Kit Information:   Click here for  Current Kit Pricing

The CNC kit consists of all the plywood parts needed to complete the boat as well as the CNC cut building cradles for attaching to the building frame. This kit faithfully produces a perfectly developed Core Sound 17, not a simplified or modified version. Our kits are manufactured to extremely tight tolerances. Instead of plain cut plywood panels, your kit will come with various joining methods which will make it much easier and much faster to assemble. The plywood for the hull panels and longitudinal bulkheads are joined using machined finger scarfs which produce a simple and effective plywood joint. Wire holes for stitching are pre-drilled for you. Bulkheads, both transverse and longitudinal, are tenoned into position. Stringer positions are “CNC-drawn” onto the side panels and bulkheads are cut to accommodate the stringers.

Pictured (below) is an assembled hull ready for glass taping the seams and adding the interior. The temporary center frame seen below is used to hold the hull shape while the interior is installed. 

All plywood is BS1088 okume ply.  Below, the machined dovetails in the side and bottom at the bow which gives perfect alignment during assembly.

What is not included in the kit?

The long solid stock is NOT included in this kit but is purchased locally by the builder to complete the standard kit. This includes the wood for the cradle frame, side stringers, gunwales, keel, centerboard, and cleats needed to stiffen the plywood structure.

Aft deck or Aft cockpit?

When ordering a kit you must specify if you would like the “Aft-deck” model or “Aft-Cockpit” model. There is no difference in price between the two. See below for a comparison. The “Aft-deck” model provides a large stowage compartment through a full aft bulkhead hatch or on-deck hatch. One draw back to this option is the need for a motor well to be added for short shaft motors to be used. Long shaft kicker outboards can be used with a bolt on mounting bracket.

The “Aft-cockpit” model has this bulkhead cut down to seat height and the stowage is replace with seating all the way to the transom.

The Epoxy and glass package is based on historical use of materials and waste conscious building. Some builders choose to cover the entire bottom of the boat with fiberglass cloth which we now supply in the standard package.

The CNC cut solid wood parts included can be difficult for the home-builder with limited experience or tools to produce accurately. These include:

-Two curved bulkhead beams (fore and aft)

-Horizontal and vertical transom stiffeners

-Forward hatch beams

-Rudder cheek spacer

-Tiller halves

-King posts

-Cockpit hatch coaming parts

The centerboard blank is easy to make but can be daunting to shape. The CNC centerboard is made of laminated pine and CNC shaped to perfection. Sand out the tooling marks and you are ready to finish. The following videos made for the Core Sound 15 centerboard building process but it is identical for both the CS-17 and CS-20.

Video of Centerboard Blank Lamination

Video of CNC Centerboard Shaping

Video of CNC Centerboard Finishing

The Rudder is CNC shaped from 3/4″ (18mm) Meranti Marine Plywood.

The Mast kit for the CS-17 includes all of the precut 6061-T6 aluminum mast sections for the main and mizzen mast as well as the plastic end caps and sail stops for both masts. The individual mast tubes are joined to each other by wrapping the masts in fiberglass to form collars and then sanding the glass to a tight fit and gluing the sections together with epoxy. Click here to watch a video from the Core Sound 15 building series on wrapping the mast tubes with glass. Click here to  watch a video of the fitting process. The same process is used on the CS-17 masts. In addition, B&B’s custom aluminum sail track (below) is also included and all rivets for installing the track on the masts. The masts are simple and easy to build. There is no standing rigging as both masts are free standing.

B&B offers a complete hardware package for the CS-17 that includes all of the hardware you will need to get your boat sailing. There are many ways to rig a boat and even more opinions on how it should be done. We have come up with a hardware kit that allows for some customization such as cheaper clam cleats for the sheets as opposed to cam cleats which are more robust. Click here for the complete hardware packing list . By all means, if you would like to customize your rigging go right ahead but we think you will find that the stock configuration is very well thought out. If you would like to make minor changes to your order just let us know and we will do our best to accommodate you.

B&B offers high quality sails for all of our models. The standard CS17 sails include battens, and two reef points in each sail.

Photo credit: © 2008, Wesley Kisting  

How long does it take to get my kit?

All kits are made to order.  We require approximately a 4-6 week lead time before shipping depending on material in stock. The kit is packaged in a sturdy OSB plywood box. More on shipping options can be found on our policy page . 

Core Sound 17 Plans (print copy)

Core Sound 17 Plans (instant download)

Core Sound 17 T-Shirt

Core Sound 17 KIT 50% Deposit

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My Vagabond 17 review

• Thread starter RussC
• Start date Aug 27, 2017
• Forums for All Owners
• Trailer Sailors

waterpirate

Glad you are enjoying your new sled! Eric  

SBO Weather and Forecasting Forum Jim & John

Russ sounds like you got a keeper. Stout Mast... Suspect you raise it by lifting from the cockpit and cabin. That is the way I did my Montgomery. I installed a hinged foot for the mast. It helped to stabilize the mast base. Then I ran a halyard to a block on the bow. Gave the line to anyone who wanted to help. Start walking away from the boat pulling the line. Don't stop till the line stops. Then hold it while I secure the jib to the bow. Worked great. Was my more timely task. You'll get that time down to 20 minutes in no time. Biggest time consumer will be choosing which of those lovely crew members to help onto the boat first....  

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Search continues for British tech magnate and 5 others after luxury superyacht sinks off Sicily

Associated Press

PORTICELLO, Sicily (AP) — British tech magnate Mike Lynch and several other people are missing after their luxury superyacht sank during a freak storm off Sicily, Italy’s civil protection and authorities said. Lynch’s wife and 14 other people survived. Authorities said Monday that one body was found, six people remain missing and 15 people were rescued. The vessel had overturned around 5 a.m. off the port of Porticello. The Italian coast guard said that the superyacht had a crew of 10 people and 12 passengers. They included British, American and Canadian nationalities. Local media said a sudden fierce storm that included tornados over water known as waterspouts had battered the area overnight.

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• Sailboat Guide

1985 Seaward Slipper 17

• Description

Seller's Description

Perfect for single handing or a day sail on the lake with friends. Currently berthed at lake Monroe in Sanford. Built by Seaward (Hake Yachts) in 1985 17 ft. Sloop with centerboard, all lines lead aft to cockpit 17 draft with centerboard up, 1250 lbs displacement, 25 ft. mast height

Equipment: All new running rigging and blocks - 2020 Roller furler - new 2020 New jib - precision Sails - 2020 Cushions never used! like-new Trailer - axle and wheels new 2020 2.3 HP Honda outboard motor Mainsail cover Anchor

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)

Starboard Yacht Company was taken over by Hake Yachts.

This listing is presented by SailboatListings.com . Visit their website for more information or to contact the seller.

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Search continues for British tech magnate and 5 others after luxury superyacht sinks off Sicily

British tech magnate Mike Lynch and several other people are missing after their luxury superyacht sank during a freak storm off Sicily, Italy’s civil protection and authorities said

PORTICELLO, Sicily — British tech magnate Mike Lynch and five other people were missing after their luxury superyacht sank during a freak storm off Sicily early Monday, Italy’s civil protection and authorities said. Lynch’s wife and 14 other people survived.

Lynch, who was acquitted in June in a big U.S. fraud trial, was among six people who remain unaccounted for after their chartered sailboat sank off Porticello, near Palermo, sometime after 4 a.m. A tornado over the water known as a waterspout had struck the area overnight, said Salvo Cocina of Sicily’s civil protection agency.

One body was recovered, and police divers spent the day trying to reach the hull of the ship, which was resting at a depth of 50 meters (163 feet) off Porticello where it had been anchored, rescue authorities said. They returned to the site after 10 p.m. to see if it would be possible to search through the night, when weather conditions were expected to worsen, said Luca Cari, spokesman of the fire rescue service.

The ship had a crew of 10 people and 12 passengers, the Italian coast guard said. A sudden fierce storm had battered the area overnight, and a waterspout struck precisely where the 56-meter (184-foot) British-flagged Bayesian had been moored.

“They were in the wrong place at the wrong time,” said Cocina, noting that another big ship nearby, the Sir Robert Baden Powell, wasn’t as badly damaged and helped rescue the 15 survivors — including Lynch’s wife, Angela Bacares.

The Bayesian was notable for its single 75-meter (246-feet) mast — one of the world’s tallest made of aluminum and which was lit up at night, just hours before it sank. Online charter sites listed it for rent for up to 195,000 euros (about $215,000) a week.

One of the survivors, identified as Charlotte Golunski, said she momentarily lost hold of her 1-year-old daughter Sofia in the water, but then managed to hold her up over the waves until a lifeboat inflated and they were both pulled to safety, Italian news agency ANSA reported. The father, identified by ANSA as James Emslie, also survived, said Cocina.

Karsten Borner, the captain of the Sir Robert Baden Powell, said he had noticed the Bayesian nearby during the storm but after it calmed he saw a red flare and realized the ship had simply disappeared, ANSA and the Giornale di Sicilia newspaper reported. Borner said he and a crew member boarded their tender and found a lifeboat with 15 people, some of them injured, who they then took aboard and alerted the coast guard.

Eight of those rescued were hospitalized while the others were taken to a hotel. One body believed to be the cook was found near the wreck, but six others were unaccounted for and believed inside the hull, said Cari, the fire rescue spokesperson. The rescue operations, which were visible from shore, involved helicopters and rescue boats from the coast guard, fire rescue and civil protection service.

Fisherman Fabio Cefalù said he had seen a flare from shore at around 4:30 a.m. and immediately set out to the site but by the time he got there, the Bayesian had already sunk, with only cushions, wood and other items from the superyacht floating in the water.

“But for the rest, we didn’t find anyone,” he said from the port hours later. He said that he immediately alerted the coast guard and stayed on-site for three hours, but didn’t find any survivors. “I think they are inside, all the missing people.”

He said he had been up early to check the weather to see if he could go fishing, and surmised that a sudden waterspout had struck the yacht.

“It could be that the mast broke, or the anchor at the prow pulled it, I don’t know,” he said.

Cocina said the crew and passengers hailed from a variety of countries: In addition to Britain and the United States, passengers and crew were from Antigua, France, Germany, Ireland, Myanmar, the Netherlands, New Zealand and Spain, he said.

The UK Marine Accident Investigation Branch is deploying a team of four inspectors to Italy to conduct a preliminary assessment. The Foreign Commonwealth and Development office said it was “providing consular support to a number of British nationals and their families.”

Dutch foreign ministry spokesperson Casper Soetekouw said the lone Dutch citizen on board, a man, had been rescued and was not in life-threatening condition.

Lynch, once hailed as Britain’s king of technology, was cleared in June of fraud and conspiracy charges related to Hewlett Packard’s $11 billion takeover of his company, Autonomy Corp.

The not guilty verdicts followed an 11-week criminal trial in San Francisco that delved into the history of HP’s 2011 acquisition of Autonomy, a business software firm founded by Lynch.

The fraud accusations represented a dramatic turn in the fortunes of an entrepreneur once described as the Bill Gates of Britain — a title he seemed to live up to when he netted an $800 million from the Autonomy sale.

The acquittal vindicated Lynch, who had vehemently denied wrong doing and portrayed HP as a technological train wreck.

“I’m looking forward to returning the UK and getting back to what I love most: my family and innovating in my field,” Lynch said in a statement released after the verdict.

The yacht, built in 2008 by the Italian firm Perini Navi, can accommodate 12 passengers in four double cabins, a triple and the master suite, plus crew accommodations, according to Charter World and Yacht Charters.

The vessel, which previously was named Salute when it flew under a Dutch flag, featured a sleek, minimalist interior of light wood with Japanese accents designed by the French designer Remi Tessier, according to descriptions and photos on the charter sites.

Winfield reported from Rome. AP writers Danica Kirka and Sylvia Hui contributed from London.

This story has been corrected to reflect that the fisherman’s name is Fabio Cefalù, not Francesco Cefalu’.

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Potentially Buying a 17' Windjammer

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Hey all! So I'm really interested in this Windjammer: https://eastnc.craigslist.org/boa/d/1978-wind-jammer-sailboat/6534746492.html For sale for $1750 and I think I can get it down a bit below that. Looks in good condition, sails are good, etc but the owner doesn't know a lot about the vessel, clearly not a sailor. I can't find much online about this vessel except this datasheet: WINDJAMMER 17 sailboat specifications and details on sailboatdata.com Do y'all know anything about this boat? I know it is older but I'm curious about quality of build, any experience sailing it? It is exactly the size and weight I am looking for in a day sailor but I'm cautious about a boat without much history.  

The designer Charles Wittholz is quite well known and highly respected. His Cat Boats are legendary. The Windjammer 17 looks to be a basic fractional rigged sloop.  

Your post is over a year old so this reply is probably too late. I owned a Windjammer 17 for a number of years - wonderful sailing boat. The rig was missing when I bought it so I put a 110 rig on it which was very similar (nearly exact) and sailed the boat all over (ocean and lakes) and had a great time with it. So sailing it was great, however the build quality was pretty low and the cockpit sole finally rotted too much (fiberglass over a plywood sole) so I sold it as I had other things to fix. Now many years later I wish I had the boat - I'd buy another one in a minute if I could find one close by, fix it up and go beach cruising again. Anyway, for what it is worth, that is my report on the Windjammer. Peter Hunt Norton, Mass.  

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Rescue 95 miles from shore in violent seas with boat sinking tested Coast Guard’s limits

An MH-65 Dolphin flies on a night mission off the coast of Haiti on Nov. 23, 2021. A similar Dolphin helicopter flew off the coast of Oregon in July 2024 on a rescue mission that “was kind of in a different league,” according to a Coast Guard official. (John Hightower/U.S. Coast Guard)

(Tribune News Service) — The Coast Guard rescue swimmer gripped the starboard side of the sinking sailboat in the dark as the waves beat against him. He called out to the man standing on the boat as a helicopter hovered overhead.

“You’re going to jump,” Miles LeComer shouted over the sound of the wind and rotor wash and waves. “And I’m going to grab you.”

David Haight had a briefcase and a knapsack ready with some of the few valuable possessions he took with him on what was supposed to be a journey from Newport to Santa Barbara. LeComer, barely able to hold onto the sailboat as it rolled up and down on the waves more than 90 miles offshore, told Haight he could only take what was in his pockets. He gave him one minute to prepare.

Haight, his sailboat disappearing beneath him, didn’t need the minute. He jumped, crashing into the frigid Pacific Ocean, engulfed, immediately knocked about by 15-foot-tall waves. He went under.

A hand grabbed him and held on.

‘There wasn’t anything to feel’

Sitting in an Elmer’s Restaurant in Clackamas about a month after his rescue, Haight, 69, flashed a sly grin that hinted at the other wild stories in his past — and possibly in his future, too.

There was the arrest, when he was 24, when he and four others were caught by federal officials trying to smuggle 40,000 tons of marijuana from Colombia to Florida by ship. And the time he and his girlfriend at the time found a dinghy abandoned in a Florida swamp, restored it and sailed it on both the East and West coasts.

But the misadventure in July that cost him his beloved sailboat, the Windswept II, hit him hard. After all, it wasn’t until Haight’s 60s that he was able to fully live the dream that he had cooked up as a child.

One of three sons, Haight grew up in Depoe Bay in a family of strict Jehovah’s Witnesses. Before he was even a teenager, he realized he believed none of what he was being told and yearned to escape his parents’ restrictive household. Sailing was one outlet. A local resident owned a small boat that he let the kids in town sail on, and Haight took every opportunity he had, between school and working in his parents’ restaurant.

Owning his own sailboat and exploring the world became his “secret wish,” the one he’d whisper to himself when blowing out his birthday candles, he said.

“You never run out of fuel,” Haight said. “You can go as far as you want.”

Haight came close to that dream in his early 20s, when he and a girlfriend briefly owned a sailboat in California and lived on it. But the dream collapsed when, working as a commercial fisherman, Haight was asked if he wanted to smuggle marijuana from Colombia into Florida. He needed the money, so he said OK.

It was his first attempt to smuggle drugs, Haight said. When the boat reached Tampa Bay, U.S. Customs Service agents boarded it, their guns drawn, and found about $14 million worth of marijuana, according to news articles at the time. Four of the five arrested men “appeared weathered from several weeks at sea,” The Tampa Times wrote on May 23, 1978.

Haight and his girlfriend sold the sailboat, and he served two years in federal prison, getting out in 1982. In the decades since, he worked mostly in construction and waited tables. He scuba-dived most of his life, and picked up hang-gliding in the early 1990s.

“I was just a regular guy,” he said.

After his mother died in 2013, Haight and his brothers sold her house, which dropped $66,000 into Haight’s lap. With that cash infusion, he bought the Windswept II, a 38-foot, 1999 wooden sailboat, in 2018. After outfitting it for a long trip, he sailed to Mexico in 2022. In July 2023, he sailed to Hawaii, then to Newport, in preparation for his next trip south.

He set sail from Newport on June 29, planning to stop in Santa Barbara to finish preparing the boat for a longer trip to Mexico. He headed out to sea around 1:30 p.m. under a clear, cloudless sky. The forecast called for storms south of his location, but nothing he couldn’t handle.

Haight sailed into a storm that was worse than expected, however. Winds nearly 60 miles per hour pushed his sailboat around for two days straight.

Unable to sail in those conditions, Haight decided to “hove to,” essentially putting his boat in park, while it drifted southeast.

He was in his bunk on July 2 when he heard a strange sound — the rattle of the sailboat’s automatic bilge pump. Designed to turn on if water seeped into the boat and reached a certain level, it had never activated before in the six years he’d sailed on the boat. Haight pulled up the floorboard and saw water in the bilge.

Oh, I’m sinking, Haight thought.

But he wasn’t afraid.

“There wasn’t anything to feel,” he added. “There was just to do.”

When he realized the pump wasn’t keeping up with the rising water, he concluded he urgently needed help.

“Mayday, mayday. This is sailing vessel Windswept II,” Haight said into the radio, to anyone who might hear him, then gave his location and said his boat was taking on water.

The Coast Guard took the call, and offered to bring him a larger pump. A ship nearby listened in to the conversation and diverted course to stand by in case Haight needed extra help.

Haight thought this response would solve the problem. But then his bilge pump broke — and a back-up pump shorted out. Haight now knew he was really in trouble.

“That was when I got concerned,” Haight said.

By around 11 p.m. on July 2, he was 95 miles off shore, standing in the cabin of the boat in ankle-deep ocean water.

Then the boat’s engine broke down, too, leaving him helpless in the wind and waves as the water sloshed over Haight’s feet.

‘Are you good?’

Commander Jay Kircher was asleep in his North Bend home on July 2 when his cell phone rang. It was 10:25 p.m. There was a man in a sailboat off the coast taking on water, he was told.

Kircher got out of bed, sat down in the living room and started making calls, quickly preparing an operation to help, and potentially rescue, the man. Kircher was worried about how far the helicopter would have to fly — the man was probably too far away for a boat to reach him in time — as well as the sea conditions and the darkness. Kircher requested that a Coast Guard airplane be deployed to circle the scene and monitor the operation from above, in case there was an emergency.

It was obvious this would be a difficult operation. The distance from shore — about 83 nautical miles west of Brookings, or about 95 land-measured miles — meant they would be alone if they had a problem and needed help themselves. Because of the masts and rigging on any sailboat, it was going to be difficult, if not impossible, to lift the man in distress off of the deck. And the gale-force winds and the high waves meant both the pilot and a rescue swimmer would have extreme conditions to contend with.

“It was right on our limits, basically, for range,” Kircher said.

A crew departed North Bend in an MH-65 Dolphin helicopter at 11:17 p.m., July 2, for Brookings. They were carrying with them a 105-pound pump they planned to deliver to the sailboat — with both Haight’s pump and the Coast Guard pump working at the same time, there was a chance to save the boat.

By the time they landed around midnight, Haight had told the Coast Guard via radio that his own pump had failed, meaning he needed to be rescued. The Coast Guard crew unloaded the pump, fueled up to the top, and the pilot plugged the sinking boat’s GPS coordinates into his flight computer.

There were four of them in the helicopter: the pilot-in-command, a co-pilot, a rescue swimmer and a flight mechanic; the latter would be in charge of dropping the swimmer down into the ocean and then lifting him and the survivor up into the helicopter.

Pilot-in-Command Brandon Books, 30, brought the helicopter to about 500 feet above the water, under the clouds, where it was so dark the crew flew the whole way wearing night-vision goggles.

“Are any of you guys a little bit nervous?” the flight mechanic asked.

“Yeah, man,” Books said. “I’m a little bit nervous.”

Books, originally from Whitefish, Montana, got hooked on the idea of becoming a U.S. Coast Guard pilot as a kid while watching an episode of the reality TV show “Deadliest Catch” where the Coast Guard rescued fishermen, he said. On this day, Books was in the final weeks of his first assignment as a Coast Guard pilot.

The four of them flew for about 50 minutes before Books spotted the sole light shining from the top of the Windswept II’s main mast around 1:20 a.m.

When the helicopter appeared out of the darkness, Haight became more optimistic about his chances of survival.

In most missions of this sort, rescuers want to drop the rescuer onto the surface of the boat using a cable. That’s hard, if not impossible, with a sailboat, because of all the masts and sails and ropes and cords, especially in rough weather.

LeComer, the rescue swimmer, would have to go into the ocean and swim to the boat.

That wasn’t going to be easy either.

As the helicopter hovered, Books looked down at the waves. They were large, even larger than they’d expected.

“That’s kind of big,” Books said to LeComer over the helicopter communications system. “Are you good?”

“Oh,” LeComer said, “I’m ready to go.”

LeComer, 28, scooted to the door and the mechanic hoisted him out over the ocean and lowered him into the water.

LeComer, with a snorkel in his mouth and fins on his feet, quickly detached the hook from his harness and fixed the sailboat in his line of sight. The seas were so rough that his chief concern was that he might run out of strength while trying to swim to the sailboat. It didn’t help that when he fell into a trough between waves the Windswept II would sometimes disappear from his view.

When he reached the boat he realized it was too far gone for him to be able to climb onto it safely. The boat was leaning on its side, partially submerged. LeComer grabbed a line Haight had thrown into the water and pulled himself to the right side of the boat.

Haight had a briefcase and a bag ready with his belongings — including his high-school diploma, the ship’s log, and a cigar box with family keepsakes. He asked LeComer if he could take his bag with him.

“Only what’s in your pockets,” LeComer shouted. “I’ll give you one minute.”

Haight, wearing a life jacket, a long-sleeve shirt, jacket, jeans and tennis shoes, put his passport, the keys to his storage locker in Depoe Bay and some cash in his pockets and jumped into the water. LeComer grabbed him and, swimming sideways, kicked his fins while holding onto Haight with his right arm, propping him up on his hip.

Books, who had flown the helicopter about 50 yards away so the helicopter wouldn’t drown out their voices when LeComer and Haight tried to communicate, flew back once he saw LeComer detach from the sailboat.

“It’s going to be loud and windy,” LeComer said.

That’s when he noticed that Haight seemed almost calm, “a pretty seasoned mariner.”

After he hooked Haight onto his harness, LeComer gave a thumbs up to the helicopter hovering 100 feet above them, and the mechanic dropped the cable with the hook. The heavy waves and wind bounced LeComer and Haight around, moving them off-course from the descending cable.

They needed to put the cable right on the two dots in the ocean that were LeComer and Haight, a tough feat for even the most skilled pilot and mechanic in such conditions.

“Forward and right 10,” the flight mechanic said to Books, who then maneuvered the 9,000-pound helicopter about 10 yards as directed, then overshot by another 10 yards. “Back 10.”

Finally — after about eight minutes — LeComer was able to grab the cable. He attached it to his harness, gave the flight mechanic another thumbs up and the two soon were in the air.

Once they were in the helicopter, LeComer checked over Haight and concluded he didn’t need to go to a hospital. He gave him a warming blanket, and Books turned on the autopilot, lifting the helicopter up to 500 feet and directed it back toward Brookings. It was 1:42 a.m., just 22 minutes since the Coast Guard helicopter had arrived.

They flew under the clouds in almost complete darkness until Books spied clouds that were a little thinner.

“Do you want to climb up above these clouds?” Books asked the co-pilot.

“Yeah, it looks like it’ll be nicer up there,” the co-pilot said.

They climbed to about 1,500 feet above sea level, where they could see the stars. The relief was palpable once they spotted the shore lights, Books said.

While the Coast Guard crew regularly goes out on challenging rescue missions, this one on July 3 was particularly difficult, given how far the sinking boat was from shore, the weather and the condition of the sea.

The operation, Kircher said, “was kind of in a different league.”

‘Not over yet’

When LeComer got home early on the morning of the rescue, he scarfed down a breakfast burrito and called his mom to tell her an abbreviated version of the operation.

“Thanks for putting me in swimming lessons, mom,” LeComer said to her.

Books worked another week, wrapping up his three-and-a-half year assignment in North Bend. Three weeks later, he was in New Jersey for his new assignment.

Haight never figured out why his sailboat sprung a leak. It’s possible that part of the boat had been weakened while stuck on a sandbar the previous year, then was stressed too much by the strong winds on his way to California. But it had survived plenty of strong storms before the one that sank the boat, so he’s still unsure.

He bought a car in Portland and is planning to drive to Mexico to visit friends. While he hasn’t come to terms with losing his boat, he’s grateful for the opportunity the Windswept II gave him — and for the Coast Guard crew that saved him from it.

“How often does somebody get to live their dream?” Haight said. “And I’m still living my dream. It is not over yet.”

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This is L.A.’s next great place to slurp Thai boat noodles

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Thinking about Thai noodle dishes in Los Angeles feels like climbing one of Escher’s impossible staircases while playing an endless game of connect-the-dots. One bowl leads to another, ad infinitum.

The best noodle for Holy Basil’s pad see ew

For this week’s review, I wrote about Wedchayan “Deau” Arpapornnopparat and Tongkamal “Joy” Yuon’s second location of Holy Basil , ensconced between two buildings along Glendale Boulevard in Atwater Village. Look for the row of always-filled tables covered in red, checkered oil cloth.

I most admire the experimental direction in which Arpapornnopparat takes his cooking, which fundamentally looks to Bangkok-style street foods for inspiration. Recently he’s been serving fried soft-shell crab and shrimp in a wild, shooting star of a sauce that incorporates salted egg yolk, shrimp paste, shrimp oil, scallion oil and cooking wine.

The Atwater Village menu is always changing and currently lists a lone noodle dish: wok-fried pad see ew made with vermicelli, a nostalgic choice that Arpapornnopparat loved when he was growing up. I liked the filigreed texture of the super-fine strands, but remembered being keener on the version using flat rice noodles at the original Holy Basil downtown. I returned there before settling down to write the review and, sure enough, the DTLA version was superior. The wide noodles better absorb the searing smokiness of the wok, tossed in a combination of soy sauce and XO sauce for umami bass notes and chopped Chinese broccoli tumbling through for its green crunch.

As I slurped away, my brain reeled off a roster of other superior Thai noodle dishes around the city. The khao soi at Northern Thai Food Club (also known as Amphai Northern Thai Food), which I like to spike with chile oil and lime juice to cut the richness of the coconut cream. The famous jade noodles at Sapp Coffee Shop , tangling pork and crab meat, and the strongly competing version on the menu at Luv2Eat two miles away. Anajak Thai’s silky-chewy drunken noodles. And for boat noodles …

Well, Pa Ord has been a standard-setter for the dish. Also known as kuay teow rua, the combination of deeply spiced broth, sweet-sour flavors and condiments like crisped pork rinds likely traces its origins to the community of Chinese laborers hired by Chulalongkorn (King Rama V) to dig the Rangsit canal through central Thailand in the 1890s. The waterway literally helped pave the way for the global city that Bangkok would become.

Then I remembered I hadn’t yet been to an L.A. newcomer for boat noodles: Mae Malai Thai House of Noodles in Hollywood.

A new destination for boat noodles

Malai Data began serving her version of boat noodles — a recipe gleaned from her mother-in-law, who’s made the dish professionally in Bangkok for decades — and other dishes from a stand in front of Silom Supermarket in Thai Town in early 2023. By year’s end she had a lease for a space two blocks away, in the shopping complex at Hollywood Boulevard and Western Avenue anchored by Ralph’s and Ross Dress for Less.

My first time in Mae Malai’s dining room, among its traffic-cone orange walls, I relied on old habits: I drag-raced through the menu. I crunched lovely, shattering egg rolls, a basil leaf wound carefully around the fillings of glass noodles and garlicky ground chicken. There were the traditional boat noodles, and a soy sauce-spackled dry version scattered with ground peanuts, and tom yum, herbal and limey, also in brothy and dry versions, and kanom tuay (tiny cups of steamed pandan-scented coconut milk custards set using tapioca) for dessert. The restaurant’s pad see ew nails the requisite twang and contrasts, though it lacked the smoky wok hei like the one at Holy Basil.

It was all roundly satisfying, but by the time I reached home I knew I should have pared down my choices to more thoughtfully concentrate on Data’s signature.

Two days later, I’m alone at Mae Malai’s counter, ordering one bowl of boat noodles, which costs $8.49. The servings are small, as is customary: In Bangkok part of the fun is going from stall to stall, tasting each cook’s individual style and tweaks. I ask for thin rice noodles among five options, as the server recommends, and pork over beef, and “spicy,” rather than “Thai spicy,” because I am past the phase where I tolerate my unacclimated system being obliterated by capsicums for the brief endorphin thrill-ride.

At this level, the chile heat races across the taste buds as a first sensation and then backs off, balancing with sweetness (rock sugar is a common ingredient) and a vinegary thwack. Spices like star anise and white pepper flicker in the background. Green onions and fried, battery crumbles of pork skin rustle and crunch against the teeth, and bites of the bowl’s single pork meatball bounce around the palate. The noodles feel squiggly, and they’re gone quickly, until I’m sipping only the broth, which is tingly and nearly the color of black coffee.

A splash of beef blood is a common thickening agent, and a staffer acknowledges its presence before shooing off my nosiness.

“I can’t tell you anything more,” she says. “Family secrets.”

No matter. I’m already convinced this is a stellar addition to L.A.’s constellation of Thai noodle dishes.

Mae Malai Thai House of Noodles, 5445 Hollywood Blvd., Los Angeles, (323) 652-2935, instagram.com/malai_noodles

• Who can resist this Jenn Harris headline: “I’m melting. This cold, creamy tofu is the only thing I want to eat right now.” She’s talking about Morihiro Onadera’s handiwork at his standout restaurant that’s also located in Atwater Village .

• Danielle Dorsey has a fresh guide to West Adams , with plenty of restaurant recommendations.
• We compiled a list of 19 family-friendly dining options from the annual guide to 101 Best Restaurants in Los Angeles.

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Bill Addison is the restaurant critic of the Los Angeles Times. He is recipient of the 2023 Craig Claiborne Distinguished Restaurant Review Award from the James Beard Foundation, among numerous other accolades. Addison was previously national critic for Eater and held food critic positions at the San Francisco Chronicle, the Dallas Morning News and Atlanta magazine.

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Review: L.A.’s Thai cuisine is always evolving. Find the next big leap in Atwater Village