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"The car’s name encapsulates the true significance of all that has been achieved in terms of performance. The reference to the 90th anniversary of the foundation of Scuderia Ferrari underscores the strong link that has always existed between Ferrari’s track and road cars. A brilliant encapsulation of the most advanced technologies developed in Maranello, the SF90 Stradale is also the perfect demonstration of how Ferrari immediately transitions the knowledge and skills it acquires in competition to its production cars..."
Source: Ferrari
Photographed at Blenheim Palace at Salon Privé Classic & Supercar - the event where you can get up close and personal with the world’s greatest and most extreme models in the Great Court of Blenheim Palace. From flamboyant supercars, to eccentric hypercars and some of the most rare and stunning classics in existence, there is nothing quite like this supercar extravaganza.
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Oh the possibilities, sadly missed through poor design and negligence! You cannot deny then that it's a British Leyland product, taking a car with a fantastic premise, but through sloppy workmanship make it something of nightmares! No car seems to encapsulate the problems with the nationalised company more than the humble Triumph Stag.
To compete with the likes of the Mercedes-Benz SL, British Leyland started work on a luxury Grand Tourer, styled by the world renowned Giovanni Michelotti, who had previously designed the Triumph 2000, the Triumph Herald and the Triumph TR6, and would later go on to design the ambiguous Austin Apache and the Leyland National bus. But either way his styling was sensational, but at the same time the car had substance too. In the late 1960's America was on the verge of banning convertible cars to increase safety. So the engineers at Triumph designed what was a very clever T-Bar rollcage over the passenger cabin, meaning the car was not only safe, but also allowed the owners to enjoy what was craved most in a Grand Tourer, drop-top open-air fun! This was complimented by a selection of cars with removable Hard-Tops, although not as popular due to being slightly more complicated. The name was great too, sounding very manly with a hint of beast-like qualities, which for the most part helps to form the image, a strong and noble creature of the wild stood proud amongst its peers...
...only without the antlers!
In 1970 the car was launched to the motoring press with some very favourable initial reviews, admiring the styling, the firm suspension that resulted in a smooth ride and the well-balanced handling. The car was immediately an image setter for the new-money, like the Mercedes it was competing with it had the image of being something for those who had made their money through more underhanded methods, a cads car if you will. But we've all got to make our money somehow I guess!
However, lest we forget that this was a British Leyland product, so of course trouble was brewing. Very quickly the car gained a reputation for unreliability, which can be traced back to that all important piece of machinery known simply as the engine. In 1969 whilst the Triumph Stag was in development, Rover began using their new license built V8 engine derived from an American Buick 215 3L powerplant. Originally this was installed into the Rover P5, but a 3.5L version was installed as standard to the Rover P6 and the later SD1, as well as becoming the motive power behind the almighty Range Rover. The Rover V8 was an incredibly reliable and endlessly tunable engine, making it one of the most popular and successful powerplants in automotive history. It made its way into the TVR Chimera, the Morgan Plus 8, the TVR 350i, the Land Rover Defender, the Land Rover Discovery, the Sisu Nasu All-Terrain Military Transport, the MG RV8, the MGB GT, the TVR Griffith, the TVR S-Series, the Leyland P76, the Triumph TR8 and so on! It was eventually removed from production in 2006, being replaced in the Range Rover it had served so well by a BMW powerplant.
But back to the Stag, and seeing as Triumph and Rover belonged to the same parent company, you'd think that their first instinct would be to place this heavenly engine into the Stag. Apparently that was too much to ask for, and so Triumph, still thinking they were Triumph, decided to develop their own engine because apparently the Rover V8 wouldn't fit in the engine bay of the Stag. Rather than doing the simple task of redesigning the engine bay to accommodate the new engine, Triumph developed their own ragtag V8 by welding together two of the Straight-4 engines you'd find in a Triumph Dolomite. Chucked together at the last minute, the new Twin Dolomite V8 was not a stellar piece of engineering like the Rover variant, its main downfall being the failure to install a proper cooling system. This illogical oversight of something so obvious meant that the engine would heat up easily, and result in the cylinder heads warping, rendering the engine totally useless. The engine was also prone to corrosion and roller link chains that would fail before 25,000 miles causing expensive damage.
As a result of the bad press of the engine, mixed with the terrible build quality that we'd all come to expect from British Leyland, the Stag was removed from the American market in 1973, and finished off here in 1977 by its spiritual replacement, the Triumph TR7, an equally as flawed concept that chose not to learn its lesson and use exactly the same flawed engine, dashing that car's hopes of success too whilst adding a less than stellar body design to its troubles. Eventually the Stag slipped quietly away after 25,000 examples were built, although one did feature in the James Bond film 'Diamonds are Forever', being driven to Amsterdam by Bond after half-inching it from Diamond Smuggler Peter Franks.
This particular story maddens me because I consider the Triumph Stag my favourite of the British Leyland range as it really is a beautiful car and performs very well. Like I said, it's very smooth to ride in and very easy to drive, but the sheer lack of communication and cooperation between two parts of the same company resulted in it being one of the biggest flops in motoring history, and has often been cited as one of the worst cars ever.
Today however there is still quite a sizeable fanbase for this car, with 9,000 Stags still registered as roadworthy, making it one of the most numerous British Leyland products to remain in ongoing use, especially when you compare it to the Austin Allegro's 291 survivors, Morris Marina's 674, and the Rover SD1's 310. The surviving Stags are mostly made up of cars that have had their original Triumph engines replaced by the Rover V8 to improve the performance and reliability. With a Rover V8 under the hood, this car is simply one of the best classic cars ever in my mind, a mixture of style, speed, performance and that wonderful rumble from under the bonnet. For the remainder still with the Twin Dolomite V8, most have been fixed by installing a proper cooling system and solving the corrosion issues. Today the Stags enjoy the popular life that British Leyland had envisaged for their luxury machines way back in 1970, 45 years late mind you but I suppose you can't have everything first time round!
JSC2014-E-081142 (18 Sept. 2014) --- At the Integration Facility at the Baikonur Cosmodrome in Kazakhstan, the Soyuz TMA-14M spacecraft awaits its encapsulation in the upper stage of the Soyuz booster rocket Sept. 18 that will propel it into orbit. The Soyuz will arrive at its launch pad on Sept. 23 for final prelaunch preparations. Expedition 41 Flight Engineer Barry Wilmore of NASA, Soyuz Commander Alexander Samokutyaev of the Russian Federal Space Agency (Roscosmos) and Flight Engineer Elena Serova of Roscosmos are scheduled to launch aboard the Soyuz Sept. 26, Kazakh time, to begin a 5 ½ month mission on the International Space Station. Serova will become the fourth Russian woman to fly in space and the first Russian woman to live and work on the station. Photo credit: NASA/Victor Zelentsov
Fantastic antique Art Deco stained glass door panel encapsulated within new double glazed unit .
Holme Valley Stained Glass is based in Holmfirth , near Huddersfield , West Yorkshire .
The Air Force's Advanced Extremely High Frequency-1 (AEHF-1) satellite is encapsulated inside a 5-meter payload fairing in preparation for launch atop a United Launch Alliance Atlas V. Photo credit: United Launch Alliance
Preparing for the 25th Annual High Heel Race
Washington, DC
October 25, 2011
This set of photos follows an ordinary group of young men as they transform themselves into American Teen Princess Pageant characters from the film Drop Dead Georgeous in preparation for their participation in 25th Annual High Heel Race in Washington, DC. From panty hose shopping, to eyebrow plucking and makeup application, bra fittings and the pageantry of parading down 17th Street in character, this series encapsulates what it takes to win the hearts of the spectators at the High Heel Race in Washington, DC.
To view the entire set in sequence, please go to www.flickr.com/photos/ellievanhoutte/sets/72157627987623054/
Encapsulated in its payload fairing, NASA's Interior Exploration using Seismic Investigations, Geodesy and Heat Transport, or InSight, Mars lander is transported to Space Launch Complex 3 at Vandenberg Air Force Base in California. InSight will be the first mission to look deep beneath the Martian surface. It will study the planet's interior by measuring its heat output and listen for marsquakes. The spacecraft will use the seismic waves generated by marsquakes to develop a map of the planet’s deep interior. The resulting insight into Mars’ formation will provide a better understanding of how other rocky planets, including Earth, were created. InSight is scheduled for liftoff May 5, 2018.
Photo credit: USAF 30th Space Wing/Daniel Herrera
Technicians and engineers encapsulate NASA’s SPHEREx (Spectro-Photometer for the History of the Universe, Epoch of Reionization and Ices Explorer) observatory and PUNCH (Polarimeter to Unify the Corona and Heliosphere) satellites within a protective payload fairing inside the Astrotech Space Operations facility at Vandenberg Space Force Base in California, on Thursday, Feb. 27, 2025. SPHEREx will use its telescope to provide an all-sky spectral survey, creating a 3D map of the entire sky to help scientists investigate the origins of our universe. PUNCH will study origins of the Sun’s outflow of material, or the solar wind, capturing continuous 3D images of the Sun’s corona and the solar wind’s journey into the solar system. Photo credit: BAE Systems/Benjamin Fry
NASA image use policy.
Engineers prepare to encapsulate the Orbital ATK enhanced Cygnus spacecraft in a protective payload fairing inside the Payload Hazardous Servicing Facility at NASA's Kennedy Space Center in Florida. The fairing will provide an aerodynamic cover for the spacecraft as it rides atop a United Launch Alliance Atlas V rocket into orbit on a mission to carry supplies and equipment to the International Space Station. Photo credit: United Launch Alliance
Encapsulating the fear, the unknown, the months of change and development of world as we know it. Looking forward to a brighter future, a new generation, born into a world ready to embrace its changes and move forward, out of a state of emergency and into the light of a new existence
Words and modelling by Chloe Maddin.
The Air Force's Advanced Extremely High Frequency-1 (AEHF-1) satellite is encapsulated inside a 5-meter payload fairing in preparation for launch atop a United Launch Alliance Atlas V. Photo credit: United Launch Alliance
Preparing for the 25th Annual High Heel Race
Washington, DC
October 25, 2011
This set of photos follows an ordinary group of young men as they transform themselves into American Teen Princess Pageant characters from the film Drop Dead Georgeous in preparation for their participation in 25th Annual High Heel Race in Washington, DC. From panty hose shopping, to eyebrow plucking and makeup application, bra fittings and the pageantry of parading down 17th Street in character, this series encapsulates what it takes to win the hearts of the spectators at the High Heel Race in Washington, DC.
To view the entire set in sequence, please go to www.flickr.com/photos/ellievanhoutte/sets/72157627987623054/
"The car’s name encapsulates the true significance of all that has been achieved in terms of performance. The reference to the 90th anniversary of the foundation of Scuderia Ferrari underscores the strong link that has always existed between Ferrari’s track and road cars. A brilliant encapsulation of the most advanced technologies developed in Maranello, the SF90 Stradale is also the perfect demonstration of how Ferrari immediately transitions the knowledge and skills it acquires in competition to its production cars..."
Source: Ferrari
Photographed in Belfast, Northern Ireland.
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Encapsulated in its payload fairing, NASA's Parker Solar Probe is prepared to be lifted for mating to a United Launch Alliance Delta IV Heavy rocket at Cape Canaveral Air Force Station's Space Launch Complex 37 on Tuesday, July 31, 2018. The Parker Solar Probe is being prepared for a mission to perform the closest-ever observations of a star when it travels through the Sun's atmosphere, called the corona. The probe will rely on measurements and imaging to revolutionize our understanding of the corona and the Sun-Earth connection.
Photo credit: NASA/Leif Heimbold
Encapsulation is the story of the wharves in winter wind, slowly swallowed by the strange salt ice from waves at high tide. It's foggy and off-white, slick but not too slippery, coating everything in a cloudy coat of seawater turned solid. This is the aftermath of howling fury, building breezes tearing through me as I fumble my way to new memories. There's a weight to it now, a bearable beauty, a heaviness that says surely, surely, you could use a little adventure. In mid-summer, this old port is swarmed with folks at the lighthouse, the wharf, the beach. But I've got it all to myself in February, any time I come. The beauty is bitter, but I'm not. There's an incredible wonder waiting, all the way to spring.
February 27, 2019
Margaretsville, Nova Scotia
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Oh the possibilities, sadly missed through poor design and negligence! You cannot deny then that it's a British Leyland product, taking a car with a fantastic premise, but through sloppy workmanship make it something of nightmares! No car seems to encapsulate the problems with the nationalised company more than the humble Triumph Stag.
To compete with the likes of the Mercedes-Benz SL, British Leyland started work on a luxury Grand Tourer, styled by the world renowned Giovanni Michelotti, who had previously designed the Triumph 2000, the Triumph Herald and the Triumph TR6, and would later go on to design the ambiguous Austin Apache and the Leyland National bus. But either way his styling was sensational, but at the same time the car had substance too. In the late 1960's America was on the verge of banning convertible cars to increase safety. So the engineers at Triumph designed what was a very clever T-Bar rollcage over the passenger cabin, meaning the car was not only safe, but also allowed the owners to enjoy what was craved most in a Grand Tourer, drop-top open-air fun! This was complimented by a selection of cars with removable Hard-Tops, although not as popular due to being slightly more complicated. The name was great too, sounding very manly with a hint of beast-like qualities, which for the most part helps to form the image, a strong and noble creature of the wild stood proud amongst its peers...
...only without the antlers!
In 1970 the car was launched to the motoring press with some very favourable initial reviews, admiring the styling, the firm suspension that resulted in a smooth ride and the well-balanced handling. The car was immediately an image setter for the new-money, like the Mercedes it was competing with it had the image of being something for those who had made their money through more underhanded methods, a cads car if you will. But we've all got to make our money somehow I guess!
However, lest we forget that this was a British Leyland product, so of course trouble was brewing. Very quickly the car gained a reputation for unreliability, which can be traced back to that all important piece of machinery known simply as the engine. In 1969 whilst the Triumph Stag was in development, Rover began using their new license built V8 engine derived from an American Buick 215 3L powerplant. Originally this was installed into the Rover P5, but a 3.5L version was installed as standard to the Rover P6 and the later SD1, as well as becoming the motive power behind the almighty Range Rover. The Rover V8 was an incredibly reliable and endlessly tunable engine, making it one of the most popular and successful powerplants in automotive history. It made its way into the TVR Chimera, the Morgan Plus 8, the TVR 350i, the Land Rover Defender, the Land Rover Discovery, the Sisu Nasu All-Terrain Military Transport, the MG RV8, the MGB GT, the TVR Griffith, the TVR S-Series, the Leyland P76, the Triumph TR8 and so on! It was eventually removed from production in 2006, being replaced in the Range Rover it had served so well by a BMW powerplant.
But back to the Stag, and seeing as Triumph and Rover belonged to the same parent company, you'd think that their first instinct would be to place this heavenly engine into the Stag. Apparently that was too much to ask for, and so Triumph, still thinking they were Triumph, decided to develop their own engine because apparently the Rover V8 wouldn't fit in the engine bay of the Stag. Rather than doing the simple task of redesigning the engine bay to accommodate the new engine, Triumph developed their own ragtag V8 by welding together two of the Straight-4 engines you'd find in a Triumph Dolomite. Chucked together at the last minute, the new Twin Dolomite V8 was not a stellar piece of engineering like the Rover variant, its main downfall being the failure to install a proper cooling system. This illogical oversight of something so obvious meant that the engine would heat up easily, and result in the cylinder heads warping, rendering the engine totally useless. The engine was also prone to corrosion and roller link chains that would fail before 25,000 miles causing expensive damage.
As a result of the bad press of the engine, mixed with the terrible build quality that we'd all come to expect from British Leyland, the Stag was removed from the American market in 1973, and finished off here in 1977 by its spiritual replacement, the Triumph TR7, an equally as flawed concept that chose not to learn its lesson and use exactly the same flawed engine, dashing that car's hopes of success too whilst adding a less than stellar body design to its troubles. Eventually the Stag slipped quietly away after 25,000 examples were built, although one did feature in the James Bond film 'Diamonds are Forever', being driven to Amsterdam by Bond after half-inching it from Diamond Smuggler Peter Franks.
This particular story maddens me because I consider the Triumph Stag my favourite of the British Leyland range as it really is a beautiful car and performs very well. Like I said, it's very smooth to ride in and very easy to drive, but the sheer lack of communication and cooperation between two parts of the same company resulted in it being one of the biggest flops in motoring history, and has often been cited as one of the worst cars ever.
Today however there is still quite a sizeable fanbase for this car, with 9,000 Stags still registered as roadworthy, making it one of the most numerous British Leyland products to remain in ongoing use, especially when you compare it to the Austin Allegro's 291 survivors, Morris Marina's 674, and the Rover SD1's 310. The surviving Stags are mostly made up of cars that have had their original Triumph engines replaced by the Rover V8 to improve the performance and reliability. With a Rover V8 under the hood, this car is simply one of the best classic cars ever in my mind, a mixture of style, speed, performance and that wonderful rumble from under the bonnet. For the remainder still with the Twin Dolomite V8, most have been fixed by installing a proper cooling system and solving the corrosion issues. Today the Stags enjoy the popular life that British Leyland had envisaged for their luxury machines way back in 1970, 45 years late mind you but I suppose you can't have everything first time round!
Encapsulated inside its payload fairing, the Cygnus spacecraft for the upcoming Orbital ATK Commercial Resupply Services-6 is positioned for mating atop a United Launch Alliance Atlas V rocket in the Vertical Integration Facility at Launch Complex-41 at Cape Canaveral Air Force Station. The Cygnus is scheduled to lift off atop a United Launch Alliance Atlas V rocket on March 22 to deliver hardware and supplies to the International Space Station.
Photo credit: NASA/Dimitrios Gerondidakis
Air Jordan 1 Mid SE, Menâs Size 11, Cyber Active Fuchsia, White, Black, Cyber Pink, Active Fuchsia, CZ9834-100, UPC 00194496106701, 2019, Patent Leather Pastels, Synthetic leather upper, patent leather overlays, Air Jordan "Wings" logo stamp on heel counter, Mismatched Patent Leather Nike Swooshes, black patent leather eyelet and toe overlays, Active Fuchsia collars and heel overlays, âCyberâ green lateral Swooshes, green tongue liners, black-branded tongue tags, teal green insoles, white midsole, Black rubber outsole, lace up closure, Air Jordan Wings logo on the lateral side, Encapsulated Air-Sole unit, Padded tongue with JORDAN logo, NIKE swoosh, Cushioned inner sole, Traction rubber outsole, Jumpman woven tag, NBA, released in 1985, 777
Oh the possibilities, sadly missed through poor design and negligence! You cannot deny then that it's a British Leyland product, taking a car with a fantastic premise, but through sloppy workmanship make it something of nightmares! No car seems to encapsulate the problems with the nationalised company more than the humble Triumph Stag.
To compete with the likes of the Mercedes-Benz SL, British Leyland started work on a luxury Grand Tourer, styled by the world renowned Giovanni Michelotti, who had previously designed the Triumph 2000, the Triumph Herald and the Triumph TR6, and would later go on to design the ambiguous Austin Apache and the Leyland National bus. But either way his styling was sensational, but at the same time the car had substance too. In the late 1960's America was on the verge of banning convertible cars to increase safety. So the engineers at Triumph designed what was a very clever T-Bar rollcage over the passenger cabin, meaning the car was not only safe, but also allowed the owners to enjoy what was craved most in a Grand Tourer, drop-top open-air fun! This was complimented by a selection of cars with removable Hard-Tops, although not as popular due to being slightly more complicated. The name was great too, sounding very manly with a hint of beast-like qualities, which for the most part helps to form the image, a strong and noble creature of the wild stood proud amongst its peers...
...only without the antlers!
In 1970 the car was launched to the motoring press with some very favourable initial reviews, admiring the styling, the firm suspension that resulted in a smooth ride and the well-balanced handling. The car was immediately an image setter for the new-money, like the Mercedes it was competing with it had the image of being something for those who had made their money through more underhanded methods, a cads car if you will. But we've all got to make our money somehow I guess!
However, lest we forget that this was a British Leyland product, so of course trouble was brewing. Very quickly the car gained a reputation for unreliability, which can be traced back to that all important piece of machinery known simply as the engine. In 1969 whilst the Triumph Stag was in development, Rover began using their new license built V8 engine derived from an American Buick 215 3L powerplant. Originally this was installed into the Rover P5, but a 3.5L version was installed as standard to the Rover P6 and the later SD1, as well as becoming the motive power behind the almighty Range Rover. The Rover V8 was an incredibly reliable and endlessly tunable engine, making it one of the most popular and successful powerplants in automotive history. It made its way into the TVR Chimera, the Morgan Plus 8, the TVR 350i, the Land Rover Defender, the Land Rover Discovery, the Sisu Nasu All-Terrain Military Transport, the MG RV8, the MGB GT, the TVR Griffith, the TVR S-Series, the Leyland P76, the Triumph TR8 and so on! It was eventually removed from production in 2006, being replaced in the Range Rover it had served so well by a BMW powerplant.
But back to the Stag, and seeing as Triumph and Rover belonged to the same parent company, you'd think that their first instinct would be to place this heavenly engine into the Stag. Apparently that was too much to ask for, and so Triumph, still thinking they were Triumph, decided to develop their own engine because apparently the Rover V8 wouldn't fit in the engine bay of the Stag. Rather than doing the simple task of redesigning the engine bay to accommodate the new engine, Triumph developed their own ragtag V8 by welding together two of the Straight-4 engines you'd find in a Triumph Dolomite. Chucked together at the last minute, the new Twin Dolomite V8 was not a stellar piece of engineering like the Rover variant, its main downfall being the failure to install a proper cooling system. This illogical oversight of something so obvious meant that the engine would heat up easily, and result in the cylinder heads warping, rendering the engine totally useless. The engine was also prone to corrosion and roller link chains that would fail before 25,000 miles causing expensive damage.
As a result of the bad press of the engine, mixed with the terrible build quality that we'd all come to expect from British Leyland, the Stag was removed from the American market in 1973, and finished off here in 1977 by its spiritual replacement, the Triumph TR7, an equally as flawed concept that chose not to learn its lesson and use exactly the same flawed engine, dashing that car's hopes of success too whilst adding a less than stellar body design to its troubles. Eventually the Stag slipped quietly away after 25,000 examples were built, although one did feature in the James Bond film 'Diamonds are Forever', being driven to Amsterdam by Bond after half-inching it from Diamond Smuggler Peter Franks.
This particular story maddens me because I consider the Triumph Stag my favourite of the British Leyland range as it really is a beautiful car and performs very well. Like I said, it's very smooth to ride in and very easy to drive, but the sheer lack of communication and cooperation between two parts of the same company resulted in it being one of the biggest flops in motoring history, and has often been cited as one of the worst cars ever.
Today however there is still quite a sizeable fanbase for this car, with 9,000 Stags still registered as roadworthy, making it one of the most numerous British Leyland products to remain in ongoing use, especially when you compare it to the Austin Allegro's 291 survivors, Morris Marina's 674, and the Rover SD1's 310. The surviving Stags are mostly made up of cars that have had their original Triumph engines replaced by the Rover V8 to improve the performance and reliability. With a Rover V8 under the hood, this car is simply one of the best classic cars ever in my mind, a mixture of style, speed, performance and that wonderful rumble from under the bonnet. For the remainder still with the Twin Dolomite V8, most have been fixed by installing a proper cooling system and solving the corrosion issues. Today the Stags enjoy the popular life that British Leyland had envisaged for their luxury machines way back in 1970, 45 years late mind you but I suppose you can't have everything first time round!
Duchamp also said, “The word ‘art’ interests me very much. If it comes from Sanskrit (ar), as I’ve heard, it signifies ‘making’”. This also ties in with Duchamp’s theory that the intention of an object of art must cross the gap (held by the viewer) to the realization of art – hence the success of his ready-mades. This hit me like a lightning bolt, an arc of electricity across a gap in my own thinking. This, this is how one can live life as art, not just for it, or because of it. The revolution of the abuse of art and how to define art that is no longer beautiful became more important than the formalism of aesthetics. With Warhol and Duchamp dropping urinals and boxes of soap at the doorsteps of galleries, a whole new way of viewing art, critiquing, and appreciating art was needed. The changing role or art was leaving beauty by the wayside and the message of the art, and those who made art was less a lesson and more of a personal statement. I mean, if only 2% of the population was going to take any interest, why cater to the masses?
It wasn’t until recently, due to this class, that I realized how much I appreciated Duchamp. Further discovery of Duchamp’s interest in the everyday beauty and the Buddha mindset solidified my own buddha mind. In the last year, I’ve also had the pleasure of working with Deborah Haynes, a philosopher of art and mentor who truly believes in the process over the product. With these experiences, my own work has taken on a process-oriented view and less focus on the finished product. For example, I recently finished the first phase of an epic drawing; 100 Feat is a graphite and charcoal drawing on a scroll of paper 100’ by 30” documenting my conscious and subconscious, as well as notable events in my family’s history. The idea of embarking on a project that consumes vast amounts of time and attention are more about the journey than the finished product. Perhaps, when I complete the second phase (the other side of the paper) I’ll stop, or not. Throughout the course of the seven months it took to draw 100 Feat, I stumbled upon answers to questions about my life and self, which spurred further inquiry.
As this relates to Encapsulated Book, the process was paramount to the ‘success’ of the piece. Each plate hand drawn, each side bar transcribed taking over two months to complete was the actual ‘piece’. Each line and mark was a step further towards a better understanding of, in the Book, my own interpretation of the legacy of American Art in the last century. At the very least, Encapsulated Book has served as a mnemonic tool for the final exam. The outcome is a newfound respect for artists like Duchamp and reluctantly Pollock, once I learned of the processes and hypothetical reasoning behind the work.
Why do this? Time and tide demand it. Even before the 20th Century, intellectuals and creatives like Emerson were debating the death of originality; contemporary artists and intellectuals like Paul Miller (aka DJ Spooky) are coming to grips with appropriation and precedence, as Spooky cites Emerson:
““Our debt to tradition through reading and conversation is so massive, our protest so rare and insignificant – and this commonly on the ground of other reading and hearing – that in a large sense, one would say there is no pure originality. All minds quote. Old and new make the warp and woof of every moment. There is no thread that is not a twist of these two strands.” Redemptively, he wrote, “By necessity, by proclivity, and by delight, we all quote.””
These postmodern times call for it; appropriation, well, sampling to coin the contemporaneous term, is common and readily available. A recent article in the New York Times about the scrivener Serkan Ozkaya , and artist who copies, by hand entire pages of newspapers. His work is informed by Jorge Luis Borge’s Pierre Menard, Author of the Quixote, an essay about one Pierre Menard, a French symbolist rewriting, verbatim, Cervantes’ Don Quixote as a product of his own creativity. This work of postmodernism, referred to by a postmodern illustrator (Ozkaya) who was influenced by another postmodern artist (Paul McCarthy) influences me (Encapsulated Book), which, as Ozkaya puts it “to mimic life” and “to perform the traditional labor of art: drawing from life”.
The 20th Century prized the new above all else – it’s what made America the premier power of the age, New York the new epicenter of the art world, and what has pushed artists to new limits, but to what end? The inquisitive mind of the artist may be moving inward, a zazen of creative process that takes the practice of art from a career to a genuine lifestyle, at least from my perspective it is. The strata of experience and beliefs we build upon will continue to fuel renewal each layer obscured by the next, but still legible in memory.
On Wednesday, Jan. 24, 2024 , the Northrop Grumman Cygnus resupply spacecraft is seen being encapsulated inside the SpaceX Falcon 9 payload fairing as it prepares to launch from Space Launch Complex 40 at Cape Canaveral Space Force Station in Florida for the 20th Northrop Grumman commercial resupply services for NASA. The mission will carry 8,200 pounds of science investigations, supplies, and equipment to the International Space Station to support the agency’s Expedition 70 crew. Liftoff is scheduled no earlier than 12:07 p.m. EST Tuesday, Jan. 30, 2024.
Photo credit: SpaceX
CAPE CANAVERAL, Fla. – Encapsulated in its payload fairing, NASA's Tracking and Data Relay Satellite, or TDRS-L, spacecraft arrives at Cape Canaveral Air Force Station's Vertical Integration Facility at Launch Complex 41. Photo credit: NASA/Dimitri Gerondidakis
Encapsulated in its payload fairing, Tracking and Data Relay Satellite (TDRS-M) is mated to the United Launch Alliance Atlas V Centaur upper stage in the Vertical Integration Facility at Space Launch Complex 41 at Cape Canaveral Air Force Station in Florida. TDRS-M will be the latest spacecraft destined for the agency's constellation of communications satellites that allows nearly continuous contact with orbiting spacecraft ranging from the International Space Station and Hubble Space Telescope to the array of scientific observatories. Liftoff atop the ULA Atlas V rocket is scheduled for Aug. 18, 2017.
Photo credit: NASA/Kim Shiflett
Encapsulated in its payload fairing, NASA's Parker Solar Probe is transported out of the Astrotech processing facility in Titusville, Florida, near the agency's Kennedy Space Center, on Monday, July 30, 2018. The spacecraft is beginning a trek to Space Launch Complex 37 at Cape Canaveral Air Force Station where it will be mated atop a United Launch Alliance Delta IV Heavy rocket. The mission will perform the closest-ever observations of a star when it travels through the Sun's atmosphere, called the corona. The probe will rely on measurements and imaging to revolutionize our understanding of the corona and the Sun-Earth connection.
Photo credit: NASA/Kim Shiflett
Oh the possibilities, sadly missed through poor design and negligence! You cannot deny then that it's a British Leyland product, taking a car with a fantastic premise, but through sloppy workmanship make it something of nightmares! No car seems to encapsulate the problems with the nationalised company more than the humble Triumph Stag.
To compete with the likes of the Mercedes-Benz SL, British Leyland started work on a luxury Grand Tourer, styled by the world renowned Giovanni Michelotti, who had previously designed the Triumph 2000, the Triumph Herald and the Triumph TR6, and would later go on to design the ambiguous Austin Apache and the Leyland National bus. But either way his styling was sensational, but at the same time the car had substance too. In the late 1960's America was on the verge of banning convertible cars to increase safety. So the engineers at Triumph designed what was a very clever T-Bar rollcage over the passenger cabin, meaning the car was not only safe, but also allowed the owners to enjoy what was craved most in a Grand Tourer, drop-top open-air fun! This was complimented by a selection of cars with removable Hard-Tops, although not as popular due to being slightly more complicated. The name was great too, sounding very manly with a hint of beast-like qualities, which for the most part helps to form the image, a strong and noble creature of the wild stood proud amongst its peers...
...only without the antlers!
In 1970 the car was launched to the motoring press with some very favourable initial reviews, admiring the styling, the firm suspension that resulted in a smooth ride and the well-balanced handling. The car was immediately an image setter for the new-money, like the Mercedes it was competing with it had the image of being something for those who had made their money through more underhanded methods, a cads car if you will. But we've all got to make our money somehow I guess!
However, lest we forget that this was a British Leyland product, so of course trouble was brewing. Very quickly the car gained a reputation for unreliability, which can be traced back to that all important piece of machinery known simply as the engine. In 1969 whilst the Triumph Stag was in development, Rover began using their new license built V8 engine derived from an American Buick 215 3L powerplant. Originally this was installed into the Rover P5, but a 3.5L version was installed as standard to the Rover P6 and the later SD1, as well as becoming the motive power behind the almighty Range Rover. The Rover V8 was an incredibly reliable and endlessly tunable engine, making it one of the most popular and successful powerplants in automotive history. It made its way into the TVR Chimera, the Morgan Plus 8, the TVR 350i, the Land Rover Defender, the Land Rover Discovery, the Sisu Nasu All-Terrain Military Transport, the MG RV8, the MGB GT, the TVR Griffith, the TVR S-Series, the Leyland P76, the Triumph TR8 and so on! It was eventually removed from production in 2006, being replaced in the Range Rover it had served so well by a BMW powerplant.
But back to the Stag, and seeing as Triumph and Rover belonged to the same parent company, you'd think that their first instinct would be to place this heavenly engine into the Stag. Apparently that was too much to ask for, and so Triumph, still thinking they were Triumph, decided to develop their own engine because apparently the Rover V8 wouldn't fit in the engine bay of the Stag. Rather than doing the simple task of redesigning the engine bay to accommodate the new engine, Triumph developed their own ragtag V8 by welding together two of the Straight-4 engines you'd find in a Triumph Dolomite. Chucked together at the last minute, the new Twin Dolomite V8 was not a stellar piece of engineering like the Rover variant, its main downfall being the failure to install a proper cooling system. This illogical oversight of something so obvious meant that the engine would heat up easily, and result in the cylinder heads warping, rendering the engine totally useless. The engine was also prone to corrosion and roller link chains that would fail before 25,000 miles causing expensive damage.
As a result of the bad press of the engine, mixed with the terrible build quality that we'd all come to expect from British Leyland, the Stag was removed from the American market in 1973, and finished off here in 1977 by its spiritual replacement, the Triumph TR7, an equally as flawed concept that chose not to learn its lesson and use exactly the same flawed engine, dashing that car's hopes of success too whilst adding a less than stellar body design to its troubles. Eventually the Stag slipped quietly away after 25,000 examples were built, although one did feature in the James Bond film 'Diamonds are Forever', being driven to Amsterdam by Bond after half-inching it from Diamond Smuggler Peter Franks.
This particular story maddens me because I consider the Triumph Stag my favourite of the British Leyland range as it really is a beautiful car and performs very well. Like I said, it's very smooth to ride in and very easy to drive, but the sheer lack of communication and cooperation between two parts of the same company resulted in it being one of the biggest flops in motoring history, and has often been cited as one of the worst cars ever.
Today however there is still quite a sizeable fanbase for this car, with 9,000 Stags still registered as roadworthy, making it one of the most numerous British Leyland products to remain in ongoing use, especially when you compare it to the Austin Allegro's 291 survivors, Morris Marina's 674, and the Rover SD1's 310. The surviving Stags are mostly made up of cars that have had their original Triumph engines replaced by the Rover V8 to improve the performance and reliability. With a Rover V8 under the hood, this car is simply one of the best classic cars ever in my mind, a mixture of style, speed, performance and that wonderful rumble from under the bonnet. For the remainder still with the Twin Dolomite V8, most have been fixed by installing a proper cooling system and solving the corrosion issues. Today the Stags enjoy the popular life that British Leyland had envisaged for their luxury machines way back in 1970, 45 years late mind you but I suppose you can't have everything first time round!
Before shot test lighting. Then the prop lens (attached to a movable arm on the tripod) is moved out of the way, the camera lens is zoomed out and re focused. Then an assistant inside of the tunnel at the back lit me up for a few seconds.
In preparation for launch, engineers encapsulate the first Mobile User Objective System (MUOS) space vehicle (SV-1) in its launch vehicle payload fairing. www.lockheedmartin.com/muos
Encapsulated in its payload fairing NASA's Interior Exploration using Seismic Investigations, Geodesy and Heat Transport, or InSight, Mars lander is prepared for transport to Space Launch Complex 3 at Vandenberg Air Force Base in California. InSight will be the first mission to look deep beneath the Martian surface. It will study the planet's interior by measuring its heat output and listen for marsquakes. The spacecraft will use the seismic waves generated by marsquakes to develop a map of the planetâs deep interior. The resulting insight into Marsâ formation will provide a better understanding of how other rocky planets, including Earth, were created. InSight is scheduled for liftoff May 5, 2018. Photo Credit: USAF 30th Space Wing
Fonte Official Skindred web page :
The music world may be in a permanent state of panic and flux, but one basic principle of rock’n’roll remains true: the key to longevity is to always deliver the goods. No band has better encapsulated this ethos of integrity and determination over the last decade than Skindred.
Widely acknowledged as one of the most devastating and enthralling live bands on the planet, the Newport destroyers have been a perennial force for musical invention and remorseless positivity since emerging from the ashes of frontman Benji Webbe’s former band Dub War back in 1998. Over the course of four universally praised studio albums – Babylon (2002), Roots Rock Riot (2007), Shark Bites And Dog Fights (2009) and Union Black (2011) – Skindred’s reputation for producing the ultimate spark-spraying state-of-the-art soundclash, combining all manner of seemingly disparate musical elements into an irresistibly exhilarating explosion of energy and cross-pollinated cultural fervour has rightly earned them a reputation as a band capable of uniting people from all corners of the globe and making every last one of them tear up the dancefloor with a giant shit-eating grin plastered across their faces.
With the toughest and most infectious metal riffs colliding with the biggest, phattest hip hop and reggae grooves, cutting edge electronics and a razor-sharp pop sensibility guaranteed to encourage even the most curmudgeonly music fans bellow along with rabid enthusiasm, Skindred are both the ultimate thinking man’s party band. And now, with the release of their fifth studio album Kill The Power, Benji Webbe and his loyal henchmen – bassist Dan Pugsley, guitarist Mikey Demus and drummer Arya Goggins – are poised to spread their gospel of good times and badass tunes to an even bigger global audience.
“We know that everyone recognises us as one of the best live bands around,” says Arya. “We’re really proud of all of the albums we’ve made, but we all felt that we needed to make an album that would be as powerful and effective as the live show. That’s what Kill The Power is all about. This time, we want everyone to sit up and listen and join in the party.”
“I started DJ-ing a little while ago and it’s taught me a lot,” adds Benji. “Now I feel like I wanted to make an album where every intro to every song makes kids think ‘Fucking hell, they’re playing that song!’ Every middle eight on this album is a banger. Every chorus is massive. On this album, the lyrics are deep and the songs are just bigger than ever.”
In keeping with their tradition of making people move while singing about universal issues and spreading a message of positive action and social unity, Kill The Power is an album bulging with fury at the state of the modern world. Never afraid to tackle important topics head on, while never forgetting his band’s mission to entertain and leave the world in a sweaty, sated heap, Benji’s notoriously insane energy levels seem to be creeping up with every album and Kill The Power showcases his most furious and impactful performances to date.
“The world’s getting worse so how can I get more mellow?” he laughs. “Of course I’m getting angrier! People normally stay in a bag when it comes to lyrics. Stephen King stays with horror and he’s brilliant at it, you know? With Skindred, it’s always about encouraging an uplift. It’s about a sense of unity. Lyrics can change people’s lives, you know? You can be going down one road and hear a song and have a Road To Damascus experience and become someone else.”
On an album that has no shortage of invigorating highlights, Kill The Power takes Skindred to new extremes at both ends of the lyrical spectrum, reaching a new level of fiery intensity on the lethal cautionary tale of “Playin’ With The Devil” and the euphoric end-of-the-working-week celebration of “Saturday”: both songs proving that this band’s ability to touch the heart and fire the blood remains as incisive and potent as ever. As if to enhance their songwriting chops more than ever, Kill The Power also features several songs written in collaboration with legendary songwriting guru Russ Ballard, the man behind such immortal rock staples as Since You’ve Been Gone and God Gave Rock & Roll To You, and this seemingly perverse team-up has led to Skindred’s finest set of lyrics and melodies to date.
“Basically, I try to write songs that people can interpret however they like,” says Benji. “When I wrote ‘Playin’ With The Devil’, I originally wrote some words down on a piece of paper thinking about friends I’ve had who smoke crack and live on the pipe, you know? I wrote the song about that kind of thing, but then a couple of days later the riots happened in London and so it became about that as well. When you shit on your own doorstep, your house is going to smell of shit. You’ve got to clean that up! With ‘Saturday’, it’s not a typical Skindred song; it’s a big celebration. We got Russ Ballard involved on that one and he helped me structure the lyrics in the right way so when the chorus hits, it hits like a hammer. It’s an upbeat song but when you listen to the lyrics it goes on about how people all have different reasons to be out and partying. Some people are celebrating, some people are drowning their sorrows, and we all come together on a Saturday. When this record comes out and people go to a club on a Saturday, that’s when it’s gonna go off! The chorus is huge!”
While Skindred’s previous album Union Black was dominated by the bleeps, booms and squelches of British electronic dance music, albeit balanced out by Mikey Demus’ trademark riffs, the new album sees the band return to a more organic sound that amounts to the most accurate representation of the Skindred live experience yet committed to tape. From the huge beats and stuttering samples of the opening title track and the laudably demented Ninja through to the insistent melodies and rampaging choruses of “The Kids Are Right Now” and “Saturday” and on to the thunderous, metallic throwdowns of “Proceed With Caution” and “Ruling Force” and the cool acoustic breeze of the closing More Fire, Kill The Power is Skindred cranked up to full throttle and revelling in their own febrile creativity like never before.
“It’s all about making an album that moves people in the same way that our live shows do,” says Arya. “We love what we achieved on Union Black and we still used a lot of those basic ideas on Kill The Power, but this time it’s a more organic sound. All the drum loops you hear were originally played by me before we started chopping them up, and there are a lot more guitars on this record too. We love combining all the music that we love in Skindred but we all love heavy music and we’re a rock band at heart and that really comes across this time.”
“We’ve delivered an album that’s gonna make people rock for the next few years,” states Benji. “You know what? I can’t do anything about record sales, but if people come to a Skindred show they’re gonna know they’ve been there, you know? Ha ha! The music we make is not about Christians or Muslims, straight people or gay people, black or white or any of that shit. When people are in that room together it’s just Skindred, one unity and one strength!”
Having conquered numerous countries around the world, Skindred could easily be taking a breather and resting on their laurels at this point. Instead, this most dedicated and hard-working of modern bands are preparing to launch their most exuberant assault on the world ever when Kill The Power hits the streets. Anyone that has ever seen the band live before will confirm that it is impossible not to get fired up and drawn into the joyous abandon of a Skindred show and with their greatest album to date primed and ready to explode, the best live band on the planet simply cannot fail to conquer the entire world this time round. Wherever and whoever you are, Skindred are coming. Open your ears and get your dancing feet ready…
“There’s nothing better than being on stage with these guys,” says Arya. “Skindred is my favourite band and I’m so lucky to be part of this thing we’ve created. We’ve been all over the world but there are always new places to visit and new crowds to play for. We just want to keep getting bigger and better.”
“We’re a global band. We’ve played in Colombia and India and everywhere and it’s the same energy,” Benji concludes. “I get letters from people in Hawaii and people in Turkey. It’s all the same. We resonate globally and it’s the greatest thing ever. It seems funny to us sometimes because we’re always kicking each other’s heads in and saying ‘You’re a wanker!’ to each other before we go on stage, but as soon as it’s time to play the show the oneness this band creates together and the unity we bring is unique. I’ve never experienced anything like it and we can’t wait to get back on the road and do it all again.”
DESIGNERE G Van De Stadt
BUILDERSouthern Ocean Shipyard
DATE
Launched 1977
Completed 1978
Refit 2002/3
CONSTRUCTIONGRP
LOA
75' / 22.86m
LWL65' / 19.81m
BEAM17'6" / 5.36m
DRAFT9'2" / 2.8m
DISPLACEMENT85900lbs / 39 metric tons
PRICE
PRICE REDUCED
EUR 350,000 VAT paid in EU
LOCATIONWestern Mediterranean
Accommodation Plan
(click here for larger view)
FULL SPECIFICATION:
CONSTRUCTION
Built to Lloyds 100A and LMC. Classification withdrawn at original owner's request in 1986. White Awlgrip painted GRP hull, deck and coachroof; forward and main companionway hatches. GRP bulwarks with broad teak cappings. Laid teak over deck. 2 x teak deck box lockers for 6 gas bottlers (port) and general stowage (starboard). Self-draining cockpit with laid teak over seats and sole. Laid teak-faced hatch in cockpit sole accesses engine room. Opening gates in cockpit coaming port and starboard.
Encapsulated lead fin keel. Internal trimming ballast moulded in on starboard side to compensate for generator and galley. Skeg hung rudder. Teak wheel with Whitlock rod and gear steering system.
Interior joinery: sycamore and elm panelling with teak trim. Teak-faced plywood cabin soles.
HARDWARE
Main entry sliding-top hatch has 2 vertical drop-boards: one of teak/teak-faced plywood, second is metal framed clear acrylic. The boards independently drop down to stow in adjacent slots.
Stainless steel tube framed sprayhood over main entry with ingenious facility to remove the fabric hood.
Custom designed and fabricated stainless steel main boom support crutch. Folds down flat to coachroof when sailing.
Sliding forehatch over crew quarters and fixed teak ladder to deck.
9 x Lewmar deck hatches
Stainless steel framed windows in forward coachroof and one in aft end of aft coachroof
4 x opening windows in cockpit well
2 x opening windows in each side of aft superstructure
6 x stainless steel strainers over margin plank scuppers.
Mushroom ventilators: 2 on foredeck, 2 on aft deck, 3 in aft superstructure
2 x chromed air scoops by mizzen mast step
4 x deck prisms set into foredeck.
4 x pad eye sockets in way of mainmast
4 x stainless steel enclosed fairleads in bulwarks.
4 x stainless steel fairleads.
6 x sets large mooring bitts: fwd, midships, aft.
Stainless steel stemhead fitting with twin rollers and attachment for headsail furler
Stainless steel pulpit with teak seat and P&S lights attached on bracket
2 x double rail quarter guards with gate between. Stainless Steel quarter guards each with a vertical wood pad - port for outboard motor stowage, starboard for EPIRB. Sockets for ensign staff and sport-fishing rods
Stainless steel stanchion bases and stanchions, braced at gates to port and starboard.
Stainless steel mizzen mast step on aft coachroof astern of cockpit above stainless steel tube compression strut, which passes through Master Stateroom to stand on hull centreline.
2 x aluminium headsail tracks (mounted on cap rails P&S) each with roller car and slider
2 x Lewmar stainless steel staysail tracks each with roller car
Lewmar X-section alloy mainsheet track with Lewmar roller car and end stops on coachroof ahead of sprayhood.
Lewmar stainless steel mizzen track on aft deck immediately aft of superstructure
4 x large stainless steel foot blocks on substantial laminated teak plinths.
WINCHES By Lewmar:
Cockpit coaming: 2 x 700ST hydraulic primary winches.
2 x 65ST staysail sheets
2 x 55ST running backstay
Main hatch (under sprayhood to starboard)
1 x 48ST mainsheet track control
Deck at main mast 1 x 58ST
Main mast 5 x 44ST
2 x 40
1 x 48ST
Mizzen mast 4 x 34ST
4 x winch handles
GROUND TACKLE etc
2003 Sanguinetti horizontal 2500W electric anchor windlass with chain gypsy and
warping drum. Manual control or by foot switch
Bruce 75kg anchor with 60m stainless steel chain and 75m galvanised chain (last galvanised 2003)
CQR 50kg anchor with 20m chain
Warps and fenders
SPARS & RIGGING
Ketch rigged
Spars are all painted white Awlgrip to a very high standard. All standing rigging is 1x19 stainless steel wire.
Main mast by John Powell. Aluminium. Keel stepped, 2 spreader rig with forestay and inner forestay, cap shrouds and intermediate shrouds. Both forestays carry roller furling foils. The main forestay has a Reckmann hydraulic furler. The inner stay furler has an electric powered Bamar MEJ unit. Fore and aft lower shrouds. Standing backstay to mizzen step. PBO runners to shrouded Antal blocks. Harken luff track and car for mainsail. Spinnaker pole is stowed to fore side of mast on Harken track and car. Boom gooseneck fitting to mast and securing plate/swivel for Bamar boom vang are made in stainless steel to an impressive standard.
Mainsail boom is set up for slab reefing with lazy jacks and is dressed with a permanently fitted "catcher" sail bag.
Mizzen mast by Velscaf srl, Genova, Italy (2012). Aluminium. Deck stepped single spreader rig Spreaders are swept back and the intermediate shrouds pass over them. Cap shrouds run directly to the masthead. Fore and aft lower shrouds. "Parrot perch" single strut to fore side of mast with single diagonal shroud. Twin standing backstays from masthead to transom corners. Stainless steel bracket to fore side of mast for radar scanner.
Mizzen boom is set up for slab reefing and is dressed with permanently fitted "catcher" sail bag.
Lewmar Commander 5 System hydraulics for genoa roller furler and primaries
SAILS
By OneSails Italy (2003)
Fully battened mainsail
Roller furling genoa
Roller furling staysail
Mizzen
Genniker - 3600ft2
All Spectra except genniker
Dacron storm jib
Easy Stow main and mizzen sail covers (remain on booms).
ENGINE
Volvo Penta 180hp diesel (2008)
Flexible engine mounts.
Borg Warner Velvet Drive 2:1 reduction hydraulic gearbox.
Gearbox oil pressure and temperature alarms.
Monel shaft with seawater lubricated cutless bearing.
MaxProp V2 630mm propeller
Spare fixed propeller
Hydraulic disc type shaft brake
Engine hours @12.10.10 = 423
Engine access is via a flush teak hatch in the cockpit sole and via removable panels in the aft passageway.
MAX MARINE, Model T.A.S.I. Fire fighting system, date 2002, R.I.N.A. approved. Dir. 059/99, in engine room.
ELECTRICS
Kohler 13kW generator.
Engine hours @12.10.10 = 882
2 x Whisper 1.3kW generators in lazarette (start off service batteries)
Engine hours @12.10.10 = 960 (starboard), 527 (port)
2 x Victron Energy 80Ah battery chargers/isolation transformer for 220/240V shorepower
Victron Energy 3000V inverter (2008)
Batteries:
2 x 12V 100Ah for main engine (2008)
1 x 12V 100Ah for Kohler generator start
12 x 2V (= 24V) 850Ah lead/acid for service (2010)
2 x 12V 100Ah lead-acid for bow thruster (2008)
Port and starboard navigation lights
Stern light
Masthead tri-colour/steaming light
Deck lights under spreaders
MACHINERY
Sea Recovery watermaker - output 4000 litres per day
Condaria air conditioning 36,000BTU
Vetus 11kW bow thruster in 300mm tube
TANKS
Fuel: 2000 litres integral grp tanks
Fresh water: 2000 litres integral grp tanks
Black water: 500 litres
Grey water: 350 litres integral grp tanks
Hot water: 100 litres
INSTRUMENTS Brookes & Gatehouse Hydra 2 multi-system: echo sounder, log/speed meter, wind speed, wind direction and compass. 20/20 display at main entry hatch under spray hood.
NX-300 Navtex
Furuno radar with scanner on bracket to fore side of mizzen mast
Robertson AP22 autopilot
Lorenz C-Map NT Starlight Plus - displays in nav. area and at helm
Shipmate RS400 VHF radio
Handheld VHF
Thrane & Thrane satcom for voice/internet connection
Skanti SSB (not usable, retained in place simply to fill bulkhead recess)
VEB Seimgeratebau barograph.
5 Kelvin Hughes barometer.
2 x Kelvin Hughes chronometers: 3 & 5 .
AUDIO VISUAL
LG 28 plasma TV
EQUIPMENT Sony hifi
2 x waterproof speakers in cockpit
LG TV in crew mess
GENERAL EQUIPMENT
2003 Novamarine RH 400 tender
2003 Mercury 40hp outboard motor
Stainless steel framed, teak stepped, folding boarding ladder. Can be deployed either P&S in fitted sockets by gate in guardrails
Teak grating passerelle with stainless steel stanchions and attachment fitting
Deck cockpit awning
Bimini
Blue towelling covered sun mattresses
Varnished teak dining table hinged to steering pedestal
SAFETY EQUIPMENT
Hydra 12 person liferaft, canister packed. Last packed 05/2010. Next service due
05/2012. Stowed in teak cradle by mainmast. Blue fabric cover
McMurdo EPIRB mounted on quarter guard wood pad
2 x horseshoe lifebuoys, orange in white fabric covers, mounted on guard rails.
Circular orange lifebuoy mounted on fwd starboard guardrail
Emergency tiller in lazarette with screw cover plate on aft coachroof to access rudder stock
MAX MARINE, Model T.A.S.I. Fire fighting system, date 2002, R.I.N.A. approved, Dir. 059/99, in engine room.
Various hand-held fire extinguishers
3 x good torches, each clipped beneath a separate step of the accommodation ladder, within reach from the cockpit
5 x stainless steel fixed hoops to lower part of cockpit well for safety harness attachment
8 x semi-inflatable lifejackets
3 x full offshore life jackets
3 x foam type child's life jackets
DOMESTIC EQUIPMENT
Alpes Inox gas/electric gimballed cooker.
Microwave oven.
Double stainless steel sink.
Dishwasher.
2 x 110 litres large top-opening freezers.
2 x 120 litres refrigerators.
2 x drinks refrigerators in saloon - total 50 litres
Candy washing machine in fo'c'sle
3 x WCs.
ACCOMMODATION
Forepeak:
Features one crew berth to port, with lockers above and below. Washing machine to starboard.
Leading aft to a separate crew head/ shower compartment with wash basin and mirror to starboard and head to port. Vertical steps to forehatch on aft bulkhead
Crew Dinette:
Aft to starboard, with a table with banquette seats either end, and a single stool. The table may be adapted to form a single berth. Ample storage.
Captain's Cabin:
To port of crew dinette, and closed off by sliding doors. Finished in sycamore. Features single lower berth and double upper berth, writing table, ample storage space in lockers, mirror and washbasin.
Central Passageway:
Leading aft
Port Guest Cabin:
Finished in sycamore. Single lower berth and double upper berth, hanging locker, stool, storage space, wash basin, mirror.
Across the passageway to starboard is the spacious Guest Head/Shower with shower stall, head, wash basin and mirror. This shared with the:
Starboard Guest Cabin:
Finished in sycamore. Single lower berth and wider single upper berth, hanging locker, storage lockers, a wash basin and mirror.
Galley:
Situated opposite the starboard guest cabin. Generous storage space in lockers. May be closed off by a sliding door.
Two steps lead up into the Saloon:
Well-lit by generous window area and finished in sycamore. Gimballed sycamore dining table to port on a stainless steel base; folds to form coffee table. Generous storage space beneath banquette seating on port side. Seating is for eight people around the dining table when employing three aluminium folding chairs which can be removed and specially stowed. Small drinks refrigerators on either side of the opening to the forward passageway. Settee in forward starboard corner with wine stowage beneath
Navigation Station:
To starboard aft corner of the saloon.
3rd Guest Cabin is accessed from the port aft corner of the saloon. Upper and lower single berths. Cupboard with small chest of drawers beneath.
Aft Passageway:
Runs right aft from saloon between navigation station and companionway steps to the Master Stateroom. To its inboard side, large panels may easily be lifted out for excellent access to the engine room. To the outboard side are twin doors which when opened reveal the well appointed Master head/shower compartment, and at the same time isolate that compartment from the forward and aft sections of the passageway. To the aft end of the passageway, at its outboard side, is a heated/vented locker for foul weather gear.
Master Stateroom Head/Shower Compartment:
Shower stall with teak seat and sole grating, wash basin, head and extractor fan.
Master Stateroom:
Accessed by door from the aft passageway. Finished in elm and occupying the full beam of the yacht. Large double berth to port and a single berth to starboard. Dressing table with stool. Large mirror. Two hanging wardrobes; one with full length mirror. Ten drawers and various lockers provide ample storage space. The stateroom is well-lit by natural light.
BERTH DIMENSIONS & HEADROOMS
SALOON HEADROOM 2.20m
SMALL TWIN CABIN OFF SALOON headroom 2m
Lengths 1.95m
Widths @ mid length 72cm
MASTER STATEROOM HEAD/SHOWER headroom 1.85m in shower
1.95m elsewhere
MASTER STATEROOM headroom 1.9m
Double berth length 1.96m
Width @ mid 1.47m
Max width @ head 65cm
Single berth length 2m
AFT PASSAGEWAY 1.85m
Width 53cm
FWD PASSAGEWAY headroom 1.90m
GALLEY headroom 1.94m
STARBOARD TWIN CABIN headrooom 1.92m
Lengths 1.85m
Upper Single
Width @ 86cm
Lower Single
Width @ 56cm
PORT TWIN CABIN headroom 2.01m
Lengths 1.94m
Upper Double
Width @ mid 94cm
Width @ head 1.09m
Lower Single
Width @ mid 58cm
Width @ head 66cm
STARBOARD HEAD/SHOWER headroom 1.85m
CREW MESS headroom 1.86m
PORT CREW TWIN CABIN headroom 1.86m
Lengths 2.06m
Upper Double
Width @ mid 94cm
Lower Single
Width @ mid 64cm
CREW HEAD SHOWER 1.84m under closed hatch
FOC'S'LE CABIN headroom 1.68m
Length 2.06m
Width @ mid 58cm
REMARKS
SAQUILA is no ordinary production yachts. She was built to Lloyds Register Classification 100A-Yacht and LMC under supervision. The first owners maintained her Class until June 1986 when they requested withdrawal.
We've known SAQUILA from the late 1980s and sold her in New England in 1993. Thus we were delighted to be offered Central Agency for sale by the present owner. We responded very quickly by visiting SAQUILA in Italy. This yacht was special at her birth with excellent and practical systems and high quality of joinery so we knew what to expect. On arrival we were truly astonished by what we saw! The owner, an experienced yachtsman, had brought an extremely good Ocean 75 up to technical and cosmetic standards of a very, very high order. Just having funds to put into a yacht is not enough. It takes the knowledge, experience and determination of a born perfectionist to do what has benefitted SAQUILA. We have sold several Ocean 71s and 75s over the years. A few were very good but we have never seen one to match SAQUILA as she is now.
All spars have had close attention with removal of hardware for painting. The mainmast vang bracket is of new stainless steel to an improved design. A Harken track for luff cars has been fitted to suit the new fully battened mainsail. The beautifully crafted mizzen on-deck step serves several functions. A new addition is a stainless steel folding A-frame crutch on the coachroof which supports the boom when deployed and then folds down flat to stow. Original fittings include an anchor wash system on the bow pulpit with stainless steel water supply tubing. A small thing to mention? Not when the anchor comes up covered in mud! Electrical wiring for the running lights on the pulpit passes along a second stainless steel tube. Stainless steel strainers for deck water are flush with the teak deck, covering the scuppers which are integral within the hull. 2 large deck boxes accommodate to port the gas bottles and to strawboard general stowage. There are chocks for the tender on the foredeck.
A major feature of SAQUILA is the attention given to ventilation prior to build. This includes integral Dorade vents in the main coachroof to serve the saloon. There is other ventilation to the Master Stateroom and head/shower, crew quarters and galley, engine room and batteries. There are 8 opening windows and 9 Lewmar deck hatches.
SAQUILA's deck arrangements centre round her comfortable and well sheltered cockpit which is easy to enter from the side decks. The steering pedestal is at the aft end of the cockpit with instrument dials on a neat console. Other instrument repeaters are located beneath the sprayhood just forward of the main sliding hatch. To helm SAQUILA is a joy. Her Whitlock mechanical steering system delivers the feel which sailing is all about. Two teak decked locker lids on the aft deck open to reveal stowage space and the two Whisper generators.
SAQUILA's accommodation, thanks to an abundance of windows and hatches and the choice of the light hued sycamore and elm joinery provides an impression of space and quality. In present ownership a third twin guest cabin has been cleverly installed to port of the engine. Headroom is good throughout the yacht.
A clever and very sensible feature is the positioning of a good flashlight beneath each of three steps of the companion ladder at the main accommodation hatch. This further underlines the thought which has been put into SAQUILA and her systems.
SAQUILA is a yacht which may be bought and cruised without a need to catch up on a previous owner's maintenance "economies". She's good-looking and with a pleasing sheer line. At her price, she offers really exceptional value. We like her very much, and urge you to inspect.
DESIGNERE G Van De Stadt
BUILDERSouthern Ocean Shipyard
DATE
Launched 1977
Completed 1978
Refit 2002/3
CONSTRUCTIONGRP
LOA
75' / 22.86m
LWL65' / 19.81m
BEAM17'6" / 5.36m
DRAFT9'2" / 2.8m
DISPLACEMENT85900lbs / 39 metric tons
PRICE
PRICE REDUCED
EUR 350,000 VAT paid in EU
LOCATIONWestern Mediterranean
Accommodation Plan
(click here for larger view)
FULL SPECIFICATION:
CONSTRUCTION
Built to Lloyds 100A and LMC. Classification withdrawn at original owner's request in 1986. White Awlgrip painted GRP hull, deck and coachroof; forward and main companionway hatches. GRP bulwarks with broad teak cappings. Laid teak over deck. 2 x teak deck box lockers for 6 gas bottlers (port) and general stowage (starboard). Self-draining cockpit with laid teak over seats and sole. Laid teak-faced hatch in cockpit sole accesses engine room. Opening gates in cockpit coaming port and starboard.
Encapsulated lead fin keel. Internal trimming ballast moulded in on starboard side to compensate for generator and galley. Skeg hung rudder. Teak wheel with Whitlock rod and gear steering system.
Interior joinery: sycamore and elm panelling with teak trim. Teak-faced plywood cabin soles.
HARDWARE
Main entry sliding-top hatch has 2 vertical drop-boards: one of teak/teak-faced plywood, second is metal framed clear acrylic. The boards independently drop down to stow in adjacent slots.
Stainless steel tube framed sprayhood over main entry with ingenious facility to remove the fabric hood.
Custom designed and fabricated stainless steel main boom support crutch. Folds down flat to coachroof when sailing.
Sliding forehatch over crew quarters and fixed teak ladder to deck.
9 x Lewmar deck hatches
Stainless steel framed windows in forward coachroof and one in aft end of aft coachroof
4 x opening windows in cockpit well
2 x opening windows in each side of aft superstructure
6 x stainless steel strainers over margin plank scuppers.
Mushroom ventilators: 2 on foredeck, 2 on aft deck, 3 in aft superstructure
2 x chromed air scoops by mizzen mast step
4 x deck prisms set into foredeck.
4 x pad eye sockets in way of mainmast
4 x stainless steel enclosed fairleads in bulwarks.
4 x stainless steel fairleads.
6 x sets large mooring bitts: fwd, midships, aft.
Stainless steel stemhead fitting with twin rollers and attachment for headsail furler
Stainless steel pulpit with teak seat and P&S lights attached on bracket
2 x double rail quarter guards with gate between. Stainless Steel quarter guards each with a vertical wood pad - port for outboard motor stowage, starboard for EPIRB. Sockets for ensign staff and sport-fishing rods
Stainless steel stanchion bases and stanchions, braced at gates to port and starboard.
Stainless steel mizzen mast step on aft coachroof astern of cockpit above stainless steel tube compression strut, which passes through Master Stateroom to stand on hull centreline.
2 x aluminium headsail tracks (mounted on cap rails P&S) each with roller car and slider
2 x Lewmar stainless steel staysail tracks each with roller car
Lewmar X-section alloy mainsheet track with Lewmar roller car and end stops on coachroof ahead of sprayhood.
Lewmar stainless steel mizzen track on aft deck immediately aft of superstructure
4 x large stainless steel foot blocks on substantial laminated teak plinths.
WINCHES By Lewmar:
Cockpit coaming: 2 x 700ST hydraulic primary winches.
2 x 65ST staysail sheets
2 x 55ST running backstay
Main hatch (under sprayhood to starboard)
1 x 48ST mainsheet track control
Deck at main mast 1 x 58ST
Main mast 5 x 44ST
2 x 40
1 x 48ST
Mizzen mast 4 x 34ST
4 x winch handles
GROUND TACKLE etc
2003 Sanguinetti horizontal 2500W electric anchor windlass with chain gypsy and
warping drum. Manual control or by foot switch
Bruce 75kg anchor with 60m stainless steel chain and 75m galvanised chain (last galvanised 2003)
CQR 50kg anchor with 20m chain
Warps and fenders
SPARS & RIGGING
Ketch rigged
Spars are all painted white Awlgrip to a very high standard. All standing rigging is 1x19 stainless steel wire.
Main mast by John Powell. Aluminium. Keel stepped, 2 spreader rig with forestay and inner forestay, cap shrouds and intermediate shrouds. Both forestays carry roller furling foils. The main forestay has a Reckmann hydraulic furler. The inner stay furler has an electric powered Bamar MEJ unit. Fore and aft lower shrouds. Standing backstay to mizzen step. PBO runners to shrouded Antal blocks. Harken luff track and car for mainsail. Spinnaker pole is stowed to fore side of mast on Harken track and car. Boom gooseneck fitting to mast and securing plate/swivel for Bamar boom vang are made in stainless steel to an impressive standard.
Mainsail boom is set up for slab reefing with lazy jacks and is dressed with a permanently fitted "catcher" sail bag.
Mizzen mast by Velscaf srl, Genova, Italy (2012). Aluminium. Deck stepped single spreader rig Spreaders are swept back and the intermediate shrouds pass over them. Cap shrouds run directly to the masthead. Fore and aft lower shrouds. "Parrot perch" single strut to fore side of mast with single diagonal shroud. Twin standing backstays from masthead to transom corners. Stainless steel bracket to fore side of mast for radar scanner.
Mizzen boom is set up for slab reefing and is dressed with permanently fitted "catcher" sail bag.
Lewmar Commander 5 System hydraulics for genoa roller furler and primaries
SAILS
By OneSails Italy (2003)
Fully battened mainsail
Roller furling genoa
Roller furling staysail
Mizzen
Genniker - 3600ft2
All Spectra except genniker
Dacron storm jib
Easy Stow main and mizzen sail covers (remain on booms).
ENGINE
Volvo Penta 180hp diesel (2008)
Flexible engine mounts.
Borg Warner Velvet Drive 2:1 reduction hydraulic gearbox.
Gearbox oil pressure and temperature alarms.
Monel shaft with seawater lubricated cutless bearing.
MaxProp V2 630mm propeller
Spare fixed propeller
Hydraulic disc type shaft brake
Engine hours @12.10.10 = 423
Engine access is via a flush teak hatch in the cockpit sole and via removable panels in the aft passageway.
MAX MARINE, Model T.A.S.I. Fire fighting system, date 2002, R.I.N.A. approved. Dir. 059/99, in engine room.
ELECTRICS
Kohler 13kW generator.
Engine hours @12.10.10 = 882
2 x Whisper 1.3kW generators in lazarette (start off service batteries)
Engine hours @12.10.10 = 960 (starboard), 527 (port)
2 x Victron Energy 80Ah battery chargers/isolation transformer for 220/240V shorepower
Victron Energy 3000V inverter (2008)
Batteries:
2 x 12V 100Ah for main engine (2008)
1 x 12V 100Ah for Kohler generator start
12 x 2V (= 24V) 850Ah lead/acid for service (2010)
2 x 12V 100Ah lead-acid for bow thruster (2008)
Port and starboard navigation lights
Stern light
Masthead tri-colour/steaming light
Deck lights under spreaders
MACHINERY
Sea Recovery watermaker - output 4000 litres per day
Condaria air conditioning 36,000BTU
Vetus 11kW bow thruster in 300mm tube
TANKS
Fuel: 2000 litres integral grp tanks
Fresh water: 2000 litres integral grp tanks
Black water: 500 litres
Grey water: 350 litres integral grp tanks
Hot water: 100 litres
INSTRUMENTS Brookes & Gatehouse Hydra 2 multi-system: echo sounder, log/speed meter, wind speed, wind direction and compass. 20/20 display at main entry hatch under spray hood.
NX-300 Navtex
Furuno radar with scanner on bracket to fore side of mizzen mast
Robertson AP22 autopilot
Lorenz C-Map NT Starlight Plus - displays in nav. area and at helm
Shipmate RS400 VHF radio
Handheld VHF
Thrane & Thrane satcom for voice/internet connection
Skanti SSB (not usable, retained in place simply to fill bulkhead recess)
VEB Seimgeratebau barograph.
5 Kelvin Hughes barometer.
2 x Kelvin Hughes chronometers: 3 & 5 .
AUDIO VISUAL
LG 28 plasma TV
EQUIPMENT Sony hifi
2 x waterproof speakers in cockpit
LG TV in crew mess
GENERAL EQUIPMENT
2003 Novamarine RH 400 tender
2003 Mercury 40hp outboard motor
Stainless steel framed, teak stepped, folding boarding ladder. Can be deployed either P&S in fitted sockets by gate in guardrails
Teak grating passerelle with stainless steel stanchions and attachment fitting
Deck cockpit awning
Bimini
Blue towelling covered sun mattresses
Varnished teak dining table hinged to steering pedestal
SAFETY EQUIPMENT
Hydra 12 person liferaft, canister packed. Last packed 05/2010. Next service due
05/2012. Stowed in teak cradle by mainmast. Blue fabric cover
McMurdo EPIRB mounted on quarter guard wood pad
2 x horseshoe lifebuoys, orange in white fabric covers, mounted on guard rails.
Circular orange lifebuoy mounted on fwd starboard guardrail
Emergency tiller in lazarette with screw cover plate on aft coachroof to access rudder stock
MAX MARINE, Model T.A.S.I. Fire fighting system, date 2002, R.I.N.A. approved, Dir. 059/99, in engine room.
Various hand-held fire extinguishers
3 x good torches, each clipped beneath a separate step of the accommodation ladder, within reach from the cockpit
5 x stainless steel fixed hoops to lower part of cockpit well for safety harness attachment
8 x semi-inflatable lifejackets
3 x full offshore life jackets
3 x foam type child's life jackets
DOMESTIC EQUIPMENT
Alpes Inox gas/electric gimballed cooker.
Microwave oven.
Double stainless steel sink.
Dishwasher.
2 x 110 litres large top-opening freezers.
2 x 120 litres refrigerators.
2 x drinks refrigerators in saloon - total 50 litres
Candy washing machine in fo'c'sle
3 x WCs.
ACCOMMODATION
Forepeak:
Features one crew berth to port, with lockers above and below. Washing machine to starboard.
Leading aft to a separate crew head/ shower compartment with wash basin and mirror to starboard and head to port. Vertical steps to forehatch on aft bulkhead
Crew Dinette:
Aft to starboard, with a table with banquette seats either end, and a single stool. The table may be adapted to form a single berth. Ample storage.
Captain's Cabin:
To port of crew dinette, and closed off by sliding doors. Finished in sycamore. Features single lower berth and double upper berth, writing table, ample storage space in lockers, mirror and washbasin.
Central Passageway:
Leading aft
Port Guest Cabin:
Finished in sycamore. Single lower berth and double upper berth, hanging locker, stool, storage space, wash basin, mirror.
Across the passageway to starboard is the spacious Guest Head/Shower with shower stall, head, wash basin and mirror. This shared with the:
Starboard Guest Cabin:
Finished in sycamore. Single lower berth and wider single upper berth, hanging locker, storage lockers, a wash basin and mirror.
Galley:
Situated opposite the starboard guest cabin. Generous storage space in lockers. May be closed off by a sliding door.
Two steps lead up into the Saloon:
Well-lit by generous window area and finished in sycamore. Gimballed sycamore dining table to port on a stainless steel base; folds to form coffee table. Generous storage space beneath banquette seating on port side. Seating is for eight people around the dining table when employing three aluminium folding chairs which can be removed and specially stowed. Small drinks refrigerators on either side of the opening to the forward passageway. Settee in forward starboard corner with wine stowage beneath
Navigation Station:
To starboard aft corner of the saloon.
3rd Guest Cabin is accessed from the port aft corner of the saloon. Upper and lower single berths. Cupboard with small chest of drawers beneath.
Aft Passageway:
Runs right aft from saloon between navigation station and companionway steps to the Master Stateroom. To its inboard side, large panels may easily be lifted out for excellent access to the engine room. To the outboard side are twin doors which when opened reveal the well appointed Master head/shower compartment, and at the same time isolate that compartment from the forward and aft sections of the passageway. To the aft end of the passageway, at its outboard side, is a heated/vented locker for foul weather gear.
Master Stateroom Head/Shower Compartment:
Shower stall with teak seat and sole grating, wash basin, head and extractor fan.
Master Stateroom:
Accessed by door from the aft passageway. Finished in elm and occupying the full beam of the yacht. Large double berth to port and a single berth to starboard. Dressing table with stool. Large mirror. Two hanging wardrobes; one with full length mirror. Ten drawers and various lockers provide ample storage space. The stateroom is well-lit by natural light.
BERTH DIMENSIONS & HEADROOMS
SALOON HEADROOM 2.20m
SMALL TWIN CABIN OFF SALOON headroom 2m
Lengths 1.95m
Widths @ mid length 72cm
MASTER STATEROOM HEAD/SHOWER headroom 1.85m in shower
1.95m elsewhere
MASTER STATEROOM headroom 1.9m
Double berth length 1.96m
Width @ mid 1.47m
Max width @ head 65cm
Single berth length 2m
AFT PASSAGEWAY 1.85m
Width 53cm
FWD PASSAGEWAY headroom 1.90m
GALLEY headroom 1.94m
STARBOARD TWIN CABIN headrooom 1.92m
Lengths 1.85m
Upper Single
Width @ 86cm
Lower Single
Width @ 56cm
PORT TWIN CABIN headroom 2.01m
Lengths 1.94m
Upper Double
Width @ mid 94cm
Width @ head 1.09m
Lower Single
Width @ mid 58cm
Width @ head 66cm
STARBOARD HEAD/SHOWER headroom 1.85m
CREW MESS headroom 1.86m
PORT CREW TWIN CABIN headroom 1.86m
Lengths 2.06m
Upper Double
Width @ mid 94cm
Lower Single
Width @ mid 64cm
CREW HEAD SHOWER 1.84m under closed hatch
FOC'S'LE CABIN headroom 1.68m
Length 2.06m
Width @ mid 58cm
REMARKS
SAQUILA is no ordinary production yachts. She was built to Lloyds Register Classification 100A-Yacht and LMC under supervision. The first owners maintained her Class until June 1986 when they requested withdrawal.
We've known SAQUILA from the late 1980s and sold her in New England in 1993. Thus we were delighted to be offered Central Agency for sale by the present owner. We responded very quickly by visiting SAQUILA in Italy. This yacht was special at her birth with excellent and practical systems and high quality of joinery so we knew what to expect. On arrival we were truly astonished by what we saw! The owner, an experienced yachtsman, had brought an extremely good Ocean 75 up to technical and cosmetic standards of a very, very high order. Just having funds to put into a yacht is not enough. It takes the knowledge, experience and determination of a born perfectionist to do what has benefitted SAQUILA. We have sold several Ocean 71s and 75s over the years. A few were very good but we have never seen one to match SAQUILA as she is now.
All spars have had close attention with removal of hardware for painting. The mainmast vang bracket is of new stainless steel to an improved design. A Harken track for luff cars has been fitted to suit the new fully battened mainsail. The beautifully crafted mizzen on-deck step serves several functions. A new addition is a stainless steel folding A-frame crutch on the coachroof which supports the boom when deployed and then folds down flat to stow. Original fittings include an anchor wash system on the bow pulpit with stainless steel water supply tubing. A small thing to mention? Not when the anchor comes up covered in mud! Electrical wiring for the running lights on the pulpit passes along a second stainless steel tube. Stainless steel strainers for deck water are flush with the teak deck, covering the scuppers which are integral within the hull. 2 large deck boxes accommodate to port the gas bottles and to strawboard general stowage. There are chocks for the tender on the foredeck.
A major feature of SAQUILA is the attention given to ventilation prior to build. This includes integral Dorade vents in the main coachroof to serve the saloon. There is other ventilation to the Master Stateroom and head/shower, crew quarters and galley, engine room and batteries. There are 8 opening windows and 9 Lewmar deck hatches.
SAQUILA's deck arrangements centre round her comfortable and well sheltered cockpit which is easy to enter from the side decks. The steering pedestal is at the aft end of the cockpit with instrument dials on a neat console. Other instrument repeaters are located beneath the sprayhood just forward of the main sliding hatch. To helm SAQUILA is a joy. Her Whitlock mechanical steering system delivers the feel which sailing is all about. Two teak decked locker lids on the aft deck open to reveal stowage space and the two Whisper generators.
SAQUILA's accommodation, thanks to an abundance of windows and hatches and the choice of the light hued sycamore and elm joinery provides an impression of space and quality. In present ownership a third twin guest cabin has been cleverly installed to port of the engine. Headroom is good throughout the yacht.
A clever and very sensible feature is the positioning of a good flashlight beneath each of three steps of the companion ladder at the main accommodation hatch. This further underlines the thought which has been put into SAQUILA and her systems.
SAQUILA is a yacht which may be bought and cruised without a need to catch up on a previous owner's maintenance "economies". She's good-looking and with a pleasing sheer line. At her price, she offers really exceptional value. We like her very much, and urge you to inspect.
DESIGNERE G Van De Stadt
BUILDERSouthern Ocean Shipyard
DATE
Launched 1977
Completed 1978
Refit 2002/3
CONSTRUCTIONGRP
LOA
75' / 22.86m
LWL65' / 19.81m
BEAM17'6" / 5.36m
DRAFT9'2" / 2.8m
DISPLACEMENT85900lbs / 39 metric tons
PRICE
PRICE REDUCED
EUR 350,000 VAT paid in EU
LOCATIONWestern Mediterranean
Accommodation Plan
(click here for larger view)
FULL SPECIFICATION:
CONSTRUCTION
Built to Lloyds 100A and LMC. Classification withdrawn at original owner's request in 1986. White Awlgrip painted GRP hull, deck and coachroof; forward and main companionway hatches. GRP bulwarks with broad teak cappings. Laid teak over deck. 2 x teak deck box lockers for 6 gas bottlers (port) and general stowage (starboard). Self-draining cockpit with laid teak over seats and sole. Laid teak-faced hatch in cockpit sole accesses engine room. Opening gates in cockpit coaming port and starboard.
Encapsulated lead fin keel. Internal trimming ballast moulded in on starboard side to compensate for generator and galley. Skeg hung rudder. Teak wheel with Whitlock rod and gear steering system.
Interior joinery: sycamore and elm panelling with teak trim. Teak-faced plywood cabin soles.
HARDWARE
Main entry sliding-top hatch has 2 vertical drop-boards: one of teak/teak-faced plywood, second is metal framed clear acrylic. The boards independently drop down to stow in adjacent slots.
Stainless steel tube framed sprayhood over main entry with ingenious facility to remove the fabric hood.
Custom designed and fabricated stainless steel main boom support crutch. Folds down flat to coachroof when sailing.
Sliding forehatch over crew quarters and fixed teak ladder to deck.
9 x Lewmar deck hatches
Stainless steel framed windows in forward coachroof and one in aft end of aft coachroof
4 x opening windows in cockpit well
2 x opening windows in each side of aft superstructure
6 x stainless steel strainers over margin plank scuppers.
Mushroom ventilators: 2 on foredeck, 2 on aft deck, 3 in aft superstructure
2 x chromed air scoops by mizzen mast step
4 x deck prisms set into foredeck.
4 x pad eye sockets in way of mainmast
4 x stainless steel enclosed fairleads in bulwarks.
4 x stainless steel fairleads.
6 x sets large mooring bitts: fwd, midships, aft.
Stainless steel stemhead fitting with twin rollers and attachment for headsail furler
Stainless steel pulpit with teak seat and P&S lights attached on bracket
2 x double rail quarter guards with gate between. Stainless Steel quarter guards each with a vertical wood pad - port for outboard motor stowage, starboard for EPIRB. Sockets for ensign staff and sport-fishing rods
Stainless steel stanchion bases and stanchions, braced at gates to port and starboard.
Stainless steel mizzen mast step on aft coachroof astern of cockpit above stainless steel tube compression strut, which passes through Master Stateroom to stand on hull centreline.
2 x aluminium headsail tracks (mounted on cap rails P&S) each with roller car and slider
2 x Lewmar stainless steel staysail tracks each with roller car
Lewmar X-section alloy mainsheet track with Lewmar roller car and end stops on coachroof ahead of sprayhood.
Lewmar stainless steel mizzen track on aft deck immediately aft of superstructure
4 x large stainless steel foot blocks on substantial laminated teak plinths.
WINCHES By Lewmar:
Cockpit coaming: 2 x 700ST hydraulic primary winches.
2 x 65ST staysail sheets
2 x 55ST running backstay
Main hatch (under sprayhood to starboard)
1 x 48ST mainsheet track control
Deck at main mast 1 x 58ST
Main mast 5 x 44ST
2 x 40
1 x 48ST
Mizzen mast 4 x 34ST
4 x winch handles
GROUND TACKLE etc
2003 Sanguinetti horizontal 2500W electric anchor windlass with chain gypsy and
warping drum. Manual control or by foot switch
Bruce 75kg anchor with 60m stainless steel chain and 75m galvanised chain (last galvanised 2003)
CQR 50kg anchor with 20m chain
Warps and fenders
SPARS & RIGGING
Ketch rigged
Spars are all painted white Awlgrip to a very high standard. All standing rigging is 1x19 stainless steel wire.
Main mast by John Powell. Aluminium. Keel stepped, 2 spreader rig with forestay and inner forestay, cap shrouds and intermediate shrouds. Both forestays carry roller furling foils. The main forestay has a Reckmann hydraulic furler. The inner stay furler has an electric powered Bamar MEJ unit. Fore and aft lower shrouds. Standing backstay to mizzen step. PBO runners to shrouded Antal blocks. Harken luff track and car for mainsail. Spinnaker pole is stowed to fore side of mast on Harken track and car. Boom gooseneck fitting to mast and securing plate/swivel for Bamar boom vang are made in stainless steel to an impressive standard.
Mainsail boom is set up for slab reefing with lazy jacks and is dressed with a permanently fitted "catcher" sail bag.
Mizzen mast by Velscaf srl, Genova, Italy (2012). Aluminium. Deck stepped single spreader rig Spreaders are swept back and the intermediate shrouds pass over them. Cap shrouds run directly to the masthead. Fore and aft lower shrouds. "Parrot perch" single strut to fore side of mast with single diagonal shroud. Twin standing backstays from masthead to transom corners. Stainless steel bracket to fore side of mast for radar scanner.
Mizzen boom is set up for slab reefing and is dressed with permanently fitted "catcher" sail bag.
Lewmar Commander 5 System hydraulics for genoa roller furler and primaries
SAILS
By OneSails Italy (2003)
Fully battened mainsail
Roller furling genoa
Roller furling staysail
Mizzen
Genniker - 3600ft2
All Spectra except genniker
Dacron storm jib
Easy Stow main and mizzen sail covers (remain on booms).
ENGINE
Volvo Penta 180hp diesel (2008)
Flexible engine mounts.
Borg Warner Velvet Drive 2:1 reduction hydraulic gearbox.
Gearbox oil pressure and temperature alarms.
Monel shaft with seawater lubricated cutless bearing.
MaxProp V2 630mm propeller
Spare fixed propeller
Hydraulic disc type shaft brake
Engine hours @12.10.10 = 423
Engine access is via a flush teak hatch in the cockpit sole and via removable panels in the aft passageway.
MAX MARINE, Model T.A.S.I. Fire fighting system, date 2002, R.I.N.A. approved. Dir. 059/99, in engine room.
ELECTRICS
Kohler 13kW generator.
Engine hours @12.10.10 = 882
2 x Whisper 1.3kW generators in lazarette (start off service batteries)
Engine hours @12.10.10 = 960 (starboard), 527 (port)
2 x Victron Energy 80Ah battery chargers/isolation transformer for 220/240V shorepower
Victron Energy 3000V inverter (2008)
Batteries:
2 x 12V 100Ah for main engine (2008)
1 x 12V 100Ah for Kohler generator start
12 x 2V (= 24V) 850Ah lead/acid for service (2010)
2 x 12V 100Ah lead-acid for bow thruster (2008)
Port and starboard navigation lights
Stern light
Masthead tri-colour/steaming light
Deck lights under spreaders
MACHINERY
Sea Recovery watermaker - output 4000 litres per day
Condaria air conditioning 36,000BTU
Vetus 11kW bow thruster in 300mm tube
TANKS
Fuel: 2000 litres integral grp tanks
Fresh water: 2000 litres integral grp tanks
Black water: 500 litres
Grey water: 350 litres integral grp tanks
Hot water: 100 litres
INSTRUMENTS Brookes & Gatehouse Hydra 2 multi-system: echo sounder, log/speed meter, wind speed, wind direction and compass. 20/20 display at main entry hatch under spray hood.
NX-300 Navtex
Furuno radar with scanner on bracket to fore side of mizzen mast
Robertson AP22 autopilot
Lorenz C-Map NT Starlight Plus - displays in nav. area and at helm
Shipmate RS400 VHF radio
Handheld VHF
Thrane & Thrane satcom for voice/internet connection
Skanti SSB (not usable, retained in place simply to fill bulkhead recess)
VEB Seimgeratebau barograph.
5 Kelvin Hughes barometer.
2 x Kelvin Hughes chronometers: 3 & 5 .
AUDIO VISUAL
LG 28 plasma TV
EQUIPMENT Sony hifi
2 x waterproof speakers in cockpit
LG TV in crew mess
GENERAL EQUIPMENT
2003 Novamarine RH 400 tender
2003 Mercury 40hp outboard motor
Stainless steel framed, teak stepped, folding boarding ladder. Can be deployed either P&S in fitted sockets by gate in guardrails
Teak grating passerelle with stainless steel stanchions and attachment fitting
Deck cockpit awning
Bimini
Blue towelling covered sun mattresses
Varnished teak dining table hinged to steering pedestal
SAFETY EQUIPMENT
Hydra 12 person liferaft, canister packed. Last packed 05/2010. Next service due
05/2012. Stowed in teak cradle by mainmast. Blue fabric cover
McMurdo EPIRB mounted on quarter guard wood pad
2 x horseshoe lifebuoys, orange in white fabric covers, mounted on guard rails.
Circular orange lifebuoy mounted on fwd starboard guardrail
Emergency tiller in lazarette with screw cover plate on aft coachroof to access rudder stock
MAX MARINE, Model T.A.S.I. Fire fighting system, date 2002, R.I.N.A. approved, Dir. 059/99, in engine room.
Various hand-held fire extinguishers
3 x good torches, each clipped beneath a separate step of the accommodation ladder, within reach from the cockpit
5 x stainless steel fixed hoops to lower part of cockpit well for safety harness attachment
8 x semi-inflatable lifejackets
3 x full offshore life jackets
3 x foam type child's life jackets
DOMESTIC EQUIPMENT
Alpes Inox gas/electric gimballed cooker.
Microwave oven.
Double stainless steel sink.
Dishwasher.
2 x 110 litres large top-opening freezers.
2 x 120 litres refrigerators.
2 x drinks refrigerators in saloon - total 50 litres
Candy washing machine in fo'c'sle
3 x WCs.
ACCOMMODATION
Forepeak:
Features one crew berth to port, with lockers above and below. Washing machine to starboard.
Leading aft to a separate crew head/ shower compartment with wash basin and mirror to starboard and head to port. Vertical steps to forehatch on aft bulkhead
Crew Dinette:
Aft to starboard, with a table with banquette seats either end, and a single stool. The table may be adapted to form a single berth. Ample storage.
Captain's Cabin:
To port of crew dinette, and closed off by sliding doors. Finished in sycamore. Features single lower berth and double upper berth, writing table, ample storage space in lockers, mirror and washbasin.
Central Passageway:
Leading aft
Port Guest Cabin:
Finished in sycamore. Single lower berth and double upper berth, hanging locker, stool, storage space, wash basin, mirror.
Across the passageway to starboard is the spacious Guest Head/Shower with shower stall, head, wash basin and mirror. This shared with the:
Starboard Guest Cabin:
Finished in sycamore. Single lower berth and wider single upper berth, hanging locker, storage lockers, a wash basin and mirror.
Galley:
Situated opposite the starboard guest cabin. Generous storage space in lockers. May be closed off by a sliding door.
Two steps lead up into the Saloon:
Well-lit by generous window area and finished in sycamore. Gimballed sycamore dining table to port on a stainless steel base; folds to form coffee table. Generous storage space beneath banquette seating on port side. Seating is for eight people around the dining table when employing three aluminium folding chairs which can be removed and specially stowed. Small drinks refrigerators on either side of the opening to the forward passageway. Settee in forward starboard corner with wine stowage beneath
Navigation Station:
To starboard aft corner of the saloon.
3rd Guest Cabin is accessed from the port aft corner of the saloon. Upper and lower single berths. Cupboard with small chest of drawers beneath.
Aft Passageway:
Runs right aft from saloon between navigation station and companionway steps to the Master Stateroom. To its inboard side, large panels may easily be lifted out for excellent access to the engine room. To the outboard side are twin doors which when opened reveal the well appointed Master head/shower compartment, and at the same time isolate that compartment from the forward and aft sections of the passageway. To the aft end of the passageway, at its outboard side, is a heated/vented locker for foul weather gear.
Master Stateroom Head/Shower Compartment:
Shower stall with teak seat and sole grating, wash basin, head and extractor fan.
Master Stateroom:
Accessed by door from the aft passageway. Finished in elm and occupying the full beam of the yacht. Large double berth to port and a single berth to starboard. Dressing table with stool. Large mirror. Two hanging wardrobes; one with full length mirror. Ten drawers and various lockers provide ample storage space. The stateroom is well-lit by natural light.
BERTH DIMENSIONS & HEADROOMS
SALOON HEADROOM 2.20m
SMALL TWIN CABIN OFF SALOON headroom 2m
Lengths 1.95m
Widths @ mid length 72cm
MASTER STATEROOM HEAD/SHOWER headroom 1.85m in shower
1.95m elsewhere
MASTER STATEROOM headroom 1.9m
Double berth length 1.96m
Width @ mid 1.47m
Max width @ head 65cm
Single berth length 2m
AFT PASSAGEWAY 1.85m
Width 53cm
FWD PASSAGEWAY headroom 1.90m
GALLEY headroom 1.94m
STARBOARD TWIN CABIN headrooom 1.92m
Lengths 1.85m
Upper Single
Width @ 86cm
Lower Single
Width @ 56cm
PORT TWIN CABIN headroom 2.01m
Lengths 1.94m
Upper Double
Width @ mid 94cm
Width @ head 1.09m
Lower Single
Width @ mid 58cm
Width @ head 66cm
STARBOARD HEAD/SHOWER headroom 1.85m
CREW MESS headroom 1.86m
PORT CREW TWIN CABIN headroom 1.86m
Lengths 2.06m
Upper Double
Width @ mid 94cm
Lower Single
Width @ mid 64cm
CREW HEAD SHOWER 1.84m under closed hatch
FOC'S'LE CABIN headroom 1.68m
Length 2.06m
Width @ mid 58cm
REMARKS
SAQUILA is no ordinary production yachts. She was built to Lloyds Register Classification 100A-Yacht and LMC under supervision. The first owners maintained her Class until June 1986 when they requested withdrawal.
We've known SAQUILA from the late 1980s and sold her in New England in 1993. Thus we were delighted to be offered Central Agency for sale by the present owner. We responded very quickly by visiting SAQUILA in Italy. This yacht was special at her birth with excellent and practical systems and high quality of joinery so we knew what to expect. On arrival we were truly astonished by what we saw! The owner, an experienced yachtsman, had brought an extremely good Ocean 75 up to technical and cosmetic standards of a very, very high order. Just having funds to put into a yacht is not enough. It takes the knowledge, experience and determination of a born perfectionist to do what has benefitted SAQUILA. We have sold several Ocean 71s and 75s over the years. A few were very good but we have never seen one to match SAQUILA as she is now.
All spars have had close attention with removal of hardware for painting. The mainmast vang bracket is of new stainless steel to an improved design. A Harken track for luff cars has been fitted to suit the new fully battened mainsail. The beautifully crafted mizzen on-deck step serves several functions. A new addition is a stainless steel folding A-frame crutch on the coachroof which supports the boom when deployed and then folds down flat to stow. Original fittings include an anchor wash system on the bow pulpit with stainless steel water supply tubing. A small thing to mention? Not when the anchor comes up covered in mud! Electrical wiring for the running lights on the pulpit passes along a second stainless steel tube. Stainless steel strainers for deck water are flush with the teak deck, covering the scuppers which are integral within the hull. 2 large deck boxes accommodate to port the gas bottles and to strawboard general stowage. There are chocks for the tender on the foredeck.
A major feature of SAQUILA is the attention given to ventilation prior to build. This includes integral Dorade vents in the main coachroof to serve the saloon. There is other ventilation to the Master Stateroom and head/shower, crew quarters and galley, engine room and batteries. There are 8 opening windows and 9 Lewmar deck hatches.
SAQUILA's deck arrangements centre round her comfortable and well sheltered cockpit which is easy to enter from the side decks. The steering pedestal is at the aft end of the cockpit with instrument dials on a neat console. Other instrument repeaters are located beneath the sprayhood just forward of the main sliding hatch. To helm SAQUILA is a joy. Her Whitlock mechanical steering system delivers the feel which sailing is all about. Two teak decked locker lids on the aft deck open to reveal stowage space and the two Whisper generators.
SAQUILA's accommodation, thanks to an abundance of windows and hatches and the choice of the light hued sycamore and elm joinery provides an impression of space and quality. In present ownership a third twin guest cabin has been cleverly installed to port of the engine. Headroom is good throughout the yacht.
A clever and very sensible feature is the positioning of a good flashlight beneath each of three steps of the companion ladder at the main accommodation hatch. This further underlines the thought which has been put into SAQUILA and her systems.
SAQUILA is a yacht which may be bought and cruised without a need to catch up on a previous owner's maintenance "economies". She's good-looking and with a pleasing sheer line. At her price, she offers really exceptional value. We like her very much, and urge you to inspect.
Finally! In the end it finished at 48" x 65"
Kona black & white
Machine quilted using white thread in the center and black on the sides.
.Lockheed Martin’s sixth Advanced Extremely High Frequency (AEHF-6) protected communications satellite is encapsulated in its protective fairings ahead of its expected March 26 launch on a United Launch Alliance Atlas V rocket. AEHF-6 is part of the AEHF system -- a resilient satellite constellation with global coverage and a sophisticated ground control system -- that provides global, survivable, protected communications capabilities for national leaders and tactical warfighters operating across ground, sea and air platforms. The anti-jam system also serves international allies to include Canada, the Netherlands, United Kingdom and Australia. For more information, visit: www.lockheedmartin.com/aehf
(Photo credit: United Launch Alliance)
Hoping this video encapsulates the joy of my Irish Journey. Being with Pamela & Mary was just such a wonderful experience, although this was our first meeting it was more like we had been friends for years.
Being Amanda for what was 4 days in reality was so so good. Made all the more so by their wonderful company.
The time flew by, too quickly, but hopefully we can do this again in the not to distant future.
A true highlight of 2013 for Amanda. So special.
DESIGNERE G Van De Stadt
BUILDERSouthern Ocean Shipyard
DATE
Launched 1977
Completed 1978
Refit 2002/3
CONSTRUCTIONGRP
LOA
75' / 22.86m
LWL65' / 19.81m
BEAM17'6" / 5.36m
DRAFT9'2" / 2.8m
DISPLACEMENT85900lbs / 39 metric tons
PRICE
PRICE REDUCED
EUR 350,000 VAT paid in EU
LOCATIONWestern Mediterranean
Accommodation Plan
(click here for larger view)
FULL SPECIFICATION:
CONSTRUCTION
Built to Lloyds 100A and LMC. Classification withdrawn at original owner's request in 1986. White Awlgrip painted GRP hull, deck and coachroof; forward and main companionway hatches. GRP bulwarks with broad teak cappings. Laid teak over deck. 2 x teak deck box lockers for 6 gas bottlers (port) and general stowage (starboard). Self-draining cockpit with laid teak over seats and sole. Laid teak-faced hatch in cockpit sole accesses engine room. Opening gates in cockpit coaming port and starboard.
Encapsulated lead fin keel. Internal trimming ballast moulded in on starboard side to compensate for generator and galley. Skeg hung rudder. Teak wheel with Whitlock rod and gear steering system.
Interior joinery: sycamore and elm panelling with teak trim. Teak-faced plywood cabin soles.
HARDWARE
Main entry sliding-top hatch has 2 vertical drop-boards: one of teak/teak-faced plywood, second is metal framed clear acrylic. The boards independently drop down to stow in adjacent slots.
Stainless steel tube framed sprayhood over main entry with ingenious facility to remove the fabric hood.
Custom designed and fabricated stainless steel main boom support crutch. Folds down flat to coachroof when sailing.
Sliding forehatch over crew quarters and fixed teak ladder to deck.
9 x Lewmar deck hatches
Stainless steel framed windows in forward coachroof and one in aft end of aft coachroof
4 x opening windows in cockpit well
2 x opening windows in each side of aft superstructure
6 x stainless steel strainers over margin plank scuppers.
Mushroom ventilators: 2 on foredeck, 2 on aft deck, 3 in aft superstructure
2 x chromed air scoops by mizzen mast step
4 x deck prisms set into foredeck.
4 x pad eye sockets in way of mainmast
4 x stainless steel enclosed fairleads in bulwarks.
4 x stainless steel fairleads.
6 x sets large mooring bitts: fwd, midships, aft.
Stainless steel stemhead fitting with twin rollers and attachment for headsail furler
Stainless steel pulpit with teak seat and P&S lights attached on bracket
2 x double rail quarter guards with gate between. Stainless Steel quarter guards each with a vertical wood pad - port for outboard motor stowage, starboard for EPIRB. Sockets for ensign staff and sport-fishing rods
Stainless steel stanchion bases and stanchions, braced at gates to port and starboard.
Stainless steel mizzen mast step on aft coachroof astern of cockpit above stainless steel tube compression strut, which passes through Master Stateroom to stand on hull centreline.
2 x aluminium headsail tracks (mounted on cap rails P&S) each with roller car and slider
2 x Lewmar stainless steel staysail tracks each with roller car
Lewmar X-section alloy mainsheet track with Lewmar roller car and end stops on coachroof ahead of sprayhood.
Lewmar stainless steel mizzen track on aft deck immediately aft of superstructure
4 x large stainless steel foot blocks on substantial laminated teak plinths.
WINCHES By Lewmar:
Cockpit coaming: 2 x 700ST hydraulic primary winches.
2 x 65ST staysail sheets
2 x 55ST running backstay
Main hatch (under sprayhood to starboard)
1 x 48ST mainsheet track control
Deck at main mast 1 x 58ST
Main mast 5 x 44ST
2 x 40
1 x 48ST
Mizzen mast 4 x 34ST
4 x winch handles
GROUND TACKLE etc
2003 Sanguinetti horizontal 2500W electric anchor windlass with chain gypsy and
warping drum. Manual control or by foot switch
Bruce 75kg anchor with 60m stainless steel chain and 75m galvanised chain (last galvanised 2003)
CQR 50kg anchor with 20m chain
Warps and fenders
SPARS & RIGGING
Ketch rigged
Spars are all painted white Awlgrip to a very high standard. All standing rigging is 1x19 stainless steel wire.
Main mast by John Powell. Aluminium. Keel stepped, 2 spreader rig with forestay and inner forestay, cap shrouds and intermediate shrouds. Both forestays carry roller furling foils. The main forestay has a Reckmann hydraulic furler. The inner stay furler has an electric powered Bamar MEJ unit. Fore and aft lower shrouds. Standing backstay to mizzen step. PBO runners to shrouded Antal blocks. Harken luff track and car for mainsail. Spinnaker pole is stowed to fore side of mast on Harken track and car. Boom gooseneck fitting to mast and securing plate/swivel for Bamar boom vang are made in stainless steel to an impressive standard.
Mainsail boom is set up for slab reefing with lazy jacks and is dressed with a permanently fitted "catcher" sail bag.
Mizzen mast by Velscaf srl, Genova, Italy (2012). Aluminium. Deck stepped single spreader rig Spreaders are swept back and the intermediate shrouds pass over them. Cap shrouds run directly to the masthead. Fore and aft lower shrouds. "Parrot perch" single strut to fore side of mast with single diagonal shroud. Twin standing backstays from masthead to transom corners. Stainless steel bracket to fore side of mast for radar scanner.
Mizzen boom is set up for slab reefing and is dressed with permanently fitted "catcher" sail bag.
Lewmar Commander 5 System hydraulics for genoa roller furler and primaries
SAILS
By OneSails Italy (2003)
Fully battened mainsail
Roller furling genoa
Roller furling staysail
Mizzen
Genniker - 3600ft2
All Spectra except genniker
Dacron storm jib
Easy Stow main and mizzen sail covers (remain on booms).
ENGINE
Volvo Penta 180hp diesel (2008)
Flexible engine mounts.
Borg Warner Velvet Drive 2:1 reduction hydraulic gearbox.
Gearbox oil pressure and temperature alarms.
Monel shaft with seawater lubricated cutless bearing.
MaxProp V2 630mm propeller
Spare fixed propeller
Hydraulic disc type shaft brake
Engine hours @12.10.10 = 423
Engine access is via a flush teak hatch in the cockpit sole and via removable panels in the aft passageway.
MAX MARINE, Model T.A.S.I. Fire fighting system, date 2002, R.I.N.A. approved. Dir. 059/99, in engine room.
ELECTRICS
Kohler 13kW generator.
Engine hours @12.10.10 = 882
2 x Whisper 1.3kW generators in lazarette (start off service batteries)
Engine hours @12.10.10 = 960 (starboard), 527 (port)
2 x Victron Energy 80Ah battery chargers/isolation transformer for 220/240V shorepower
Victron Energy 3000V inverter (2008)
Batteries:
2 x 12V 100Ah for main engine (2008)
1 x 12V 100Ah for Kohler generator start
12 x 2V (= 24V) 850Ah lead/acid for service (2010)
2 x 12V 100Ah lead-acid for bow thruster (2008)
Port and starboard navigation lights
Stern light
Masthead tri-colour/steaming light
Deck lights under spreaders
MACHINERY
Sea Recovery watermaker - output 4000 litres per day
Condaria air conditioning 36,000BTU
Vetus 11kW bow thruster in 300mm tube
TANKS
Fuel: 2000 litres integral grp tanks
Fresh water: 2000 litres integral grp tanks
Black water: 500 litres
Grey water: 350 litres integral grp tanks
Hot water: 100 litres
INSTRUMENTS Brookes & Gatehouse Hydra 2 multi-system: echo sounder, log/speed meter, wind speed, wind direction and compass. 20/20 display at main entry hatch under spray hood.
NX-300 Navtex
Furuno radar with scanner on bracket to fore side of mizzen mast
Robertson AP22 autopilot
Lorenz C-Map NT Starlight Plus - displays in nav. area and at helm
Shipmate RS400 VHF radio
Handheld VHF
Thrane & Thrane satcom for voice/internet connection
Skanti SSB (not usable, retained in place simply to fill bulkhead recess)
VEB Seimgeratebau barograph.
5 Kelvin Hughes barometer.
2 x Kelvin Hughes chronometers: 3 & 5 .
AUDIO VISUAL
LG 28 plasma TV
EQUIPMENT Sony hifi
2 x waterproof speakers in cockpit
LG TV in crew mess
GENERAL EQUIPMENT
2003 Novamarine RH 400 tender
2003 Mercury 40hp outboard motor
Stainless steel framed, teak stepped, folding boarding ladder. Can be deployed either P&S in fitted sockets by gate in guardrails
Teak grating passerelle with stainless steel stanchions and attachment fitting
Deck cockpit awning
Bimini
Blue towelling covered sun mattresses
Varnished teak dining table hinged to steering pedestal
SAFETY EQUIPMENT
Hydra 12 person liferaft, canister packed. Last packed 05/2010. Next service due
05/2012. Stowed in teak cradle by mainmast. Blue fabric cover
McMurdo EPIRB mounted on quarter guard wood pad
2 x horseshoe lifebuoys, orange in white fabric covers, mounted on guard rails.
Circular orange lifebuoy mounted on fwd starboard guardrail
Emergency tiller in lazarette with screw cover plate on aft coachroof to access rudder stock
MAX MARINE, Model T.A.S.I. Fire fighting system, date 2002, R.I.N.A. approved, Dir. 059/99, in engine room.
Various hand-held fire extinguishers
3 x good torches, each clipped beneath a separate step of the accommodation ladder, within reach from the cockpit
5 x stainless steel fixed hoops to lower part of cockpit well for safety harness attachment
8 x semi-inflatable lifejackets
3 x full offshore life jackets
3 x foam type child's life jackets
DOMESTIC EQUIPMENT
Alpes Inox gas/electric gimballed cooker.
Microwave oven.
Double stainless steel sink.
Dishwasher.
2 x 110 litres large top-opening freezers.
2 x 120 litres refrigerators.
2 x drinks refrigerators in saloon - total 50 litres
Candy washing machine in fo'c'sle
3 x WCs.
ACCOMMODATION
Forepeak:
Features one crew berth to port, with lockers above and below. Washing machine to starboard.
Leading aft to a separate crew head/ shower compartment with wash basin and mirror to starboard and head to port. Vertical steps to forehatch on aft bulkhead
Crew Dinette:
Aft to starboard, with a table with banquette seats either end, and a single stool. The table may be adapted to form a single berth. Ample storage.
Captain's Cabin:
To port of crew dinette, and closed off by sliding doors. Finished in sycamore. Features single lower berth and double upper berth, writing table, ample storage space in lockers, mirror and washbasin.
Central Passageway:
Leading aft
Port Guest Cabin:
Finished in sycamore. Single lower berth and double upper berth, hanging locker, stool, storage space, wash basin, mirror.
Across the passageway to starboard is the spacious Guest Head/Shower with shower stall, head, wash basin and mirror. This shared with the:
Starboard Guest Cabin:
Finished in sycamore. Single lower berth and wider single upper berth, hanging locker, storage lockers, a wash basin and mirror.
Galley:
Situated opposite the starboard guest cabin. Generous storage space in lockers. May be closed off by a sliding door.
Two steps lead up into the Saloon:
Well-lit by generous window area and finished in sycamore. Gimballed sycamore dining table to port on a stainless steel base; folds to form coffee table. Generous storage space beneath banquette seating on port side. Seating is for eight people around the dining table when employing three aluminium folding chairs which can be removed and specially stowed. Small drinks refrigerators on either side of the opening to the forward passageway. Settee in forward starboard corner with wine stowage beneath
Navigation Station:
To starboard aft corner of the saloon.
3rd Guest Cabin is accessed from the port aft corner of the saloon. Upper and lower single berths. Cupboard with small chest of drawers beneath.
Aft Passageway:
Runs right aft from saloon between navigation station and companionway steps to the Master Stateroom. To its inboard side, large panels may easily be lifted out for excellent access to the engine room. To the outboard side are twin doors which when opened reveal the well appointed Master head/shower compartment, and at the same time isolate that compartment from the forward and aft sections of the passageway. To the aft end of the passageway, at its outboard side, is a heated/vented locker for foul weather gear.
Master Stateroom Head/Shower Compartment:
Shower stall with teak seat and sole grating, wash basin, head and extractor fan.
Master Stateroom:
Accessed by door from the aft passageway. Finished in elm and occupying the full beam of the yacht. Large double berth to port and a single berth to starboard. Dressing table with stool. Large mirror. Two hanging wardrobes; one with full length mirror. Ten drawers and various lockers provide ample storage space. The stateroom is well-lit by natural light.
BERTH DIMENSIONS & HEADROOMS
SALOON HEADROOM 2.20m
SMALL TWIN CABIN OFF SALOON headroom 2m
Lengths 1.95m
Widths @ mid length 72cm
MASTER STATEROOM HEAD/SHOWER headroom 1.85m in shower
1.95m elsewhere
MASTER STATEROOM headroom 1.9m
Double berth length 1.96m
Width @ mid 1.47m
Max width @ head 65cm
Single berth length 2m
AFT PASSAGEWAY 1.85m
Width 53cm
FWD PASSAGEWAY headroom 1.90m
GALLEY headroom 1.94m
STARBOARD TWIN CABIN headrooom 1.92m
Lengths 1.85m
Upper Single
Width @ 86cm
Lower Single
Width @ 56cm
PORT TWIN CABIN headroom 2.01m
Lengths 1.94m
Upper Double
Width @ mid 94cm
Width @ head 1.09m
Lower Single
Width @ mid 58cm
Width @ head 66cm
STARBOARD HEAD/SHOWER headroom 1.85m
CREW MESS headroom 1.86m
PORT CREW TWIN CABIN headroom 1.86m
Lengths 2.06m
Upper Double
Width @ mid 94cm
Lower Single
Width @ mid 64cm
CREW HEAD SHOWER 1.84m under closed hatch
FOC'S'LE CABIN headroom 1.68m
Length 2.06m
Width @ mid 58cm
REMARKS
SAQUILA is no ordinary production yachts. She was built to Lloyds Register Classification 100A-Yacht and LMC under supervision. The first owners maintained her Class until June 1986 when they requested withdrawal.
We've known SAQUILA from the late 1980s and sold her in New England in 1993. Thus we were delighted to be offered Central Agency for sale by the present owner. We responded very quickly by visiting SAQUILA in Italy. This yacht was special at her birth with excellent and practical systems and high quality of joinery so we knew what to expect. On arrival we were truly astonished by what we saw! The owner, an experienced yachtsman, had brought an extremely good Ocean 75 up to technical and cosmetic standards of a very, very high order. Just having funds to put into a yacht is not enough. It takes the knowledge, experience and determination of a born perfectionist to do what has benefitted SAQUILA. We have sold several Ocean 71s and 75s over the years. A few were very good but we have never seen one to match SAQUILA as she is now.
All spars have had close attention with removal of hardware for painting. The mainmast vang bracket is of new stainless steel to an improved design. A Harken track for luff cars has been fitted to suit the new fully battened mainsail. The beautifully crafted mizzen on-deck step serves several functions. A new addition is a stainless steel folding A-frame crutch on the coachroof which supports the boom when deployed and then folds down flat to stow. Original fittings include an anchor wash system on the bow pulpit with stainless steel water supply tubing. A small thing to mention? Not when the anchor comes up covered in mud! Electrical wiring for the running lights on the pulpit passes along a second stainless steel tube. Stainless steel strainers for deck water are flush with the teak deck, covering the scuppers which are integral within the hull. 2 large deck boxes accommodate to port the gas bottles and to strawboard general stowage. There are chocks for the tender on the foredeck.
A major feature of SAQUILA is the attention given to ventilation prior to build. This includes integral Dorade vents in the main coachroof to serve the saloon. There is other ventilation to the Master Stateroom and head/shower, crew quarters and galley, engine room and batteries. There are 8 opening windows and 9 Lewmar deck hatches.
SAQUILA's deck arrangements centre round her comfortable and well sheltered cockpit which is easy to enter from the side decks. The steering pedestal is at the aft end of the cockpit with instrument dials on a neat console. Other instrument repeaters are located beneath the sprayhood just forward of the main sliding hatch. To helm SAQUILA is a joy. Her Whitlock mechanical steering system delivers the feel which sailing is all about. Two teak decked locker lids on the aft deck open to reveal stowage space and the two Whisper generators.
SAQUILA's accommodation, thanks to an abundance of windows and hatches and the choice of the light hued sycamore and elm joinery provides an impression of space and quality. In present ownership a third twin guest cabin has been cleverly installed to port of the engine. Headroom is good throughout the yacht.
A clever and very sensible feature is the positioning of a good flashlight beneath each of three steps of the companion ladder at the main accommodation hatch. This further underlines the thought which has been put into SAQUILA and her systems.
SAQUILA is a yacht which may be bought and cruised without a need to catch up on a previous owner's maintenance "economies". She's good-looking and with a pleasing sheer line. At her price, she offers really exceptional value. We like her very much, and urge you to inspect.