This is First Light, C44 no.6 (1977), which was dramatically restored at Cherubini Yachts from 2005-2008. It is now loving sailed by Rob, an environmental lawyer at Charleston. Dave and I developed what we call the 'D'-rig, having independently-stayed spars (no triatic), for this boat and as the current new-boat spec.
Here is the toilet-flush water's intake seacock on Alliance, the typical 3/4" Forespar Marelon unit. I complained about this because the hose barb on the head is too short to allow two individual hose clamps, such as ABYC recommends/requires. I mean what the heck? Note that this is the OEM type of Marelon seacock, which retail buyer can't buy, because it relies on proper application of 5200, which too many retail customers won't do properly; so the retail customers get the ones with three ears and three bolt holes, which retail customers so often feel is a nuisance. I have this type on Diana [wink]. 2 Oct 2014
This is a Shur-Flo strainer for the seawater-flush head of C44 no.35, Alliance (2015). Note the idiotic design of the bracket. How does one screw elbows to the strainer's head if the mounting holes are directly behind it? This perplexed me to the point of ranting angrily at the Shur-Flo tech people. 2 Oct 2014
This is White Hawk, C44 no.7 (1977), which was restored by Dave and his new Cherubini Yachts in two extensive sessions over 2003-2009. Lastly in 2012 it returned and Lee removed its original 11,500-lb lead shoe and had it recast as a Scheel keel, matching the profile of newer boats. It was a beautifully-done job-- the boat floats exactly on its lines (note slime line aft), perhaps one of the few C44s that, as sailed, ever did. Most are stern-heavy due to owner-specified add-ons like generators, etc. Hull no.7 was the 1977-1979 show boat at Stamford, Newport and Annapolis. I designed the interior layout of this boat when I was 20. It is one of only two or three C44s with varnished-teak cabinsides, although Chris, the owner, took the advice of a friend in the coatings business and had us apply a porch-furniture finish to the stripped teak. This caused irreparable damage to the 35-year-old teak planks, opening the grain and admitting water; and the boat will never look the same again. 28 Jul 2012
This is First Light, C44 no.6 (1977), which was dramatically restored at Cherubini Yachts from 2005-2008. It is now loving sailed by Rob, an environmental lawyer at Charleston. Dave and I developed what we call the 'D'-rig, having independently-stayed spars (no triatic), for this boat and as the current new-boat spec.
This is Emerald, ex-Ecstasy, ex-Diana, the Cherubini 44 plug (1975) which was meant to be my dad's own boat. Circumstances conspired to deny him this, which is part of the reason my H25 is called Diana, in memory of this boat and his dream. Despite appearances this poor boat was really in sad shape, needing a full drying-out of the strip-planked hull (such as in a dehumidified barn) and a full gutting of the hydraulics and mechanicals that the former owner, a hydraulics engineer, had cluttered it with. But the new owner's budget did not permit us to do a first-rate job, such as the boat deserves. You can see the internal bronze sheave which the former owner installed inside the metal-cage bowsprit to carry the anchor rode out the end of the bowsprit (read my comments about the first pic here). Still, this is where I reported to work all summer of 2012. Pretty cool. 13 Apr 2012
The hydraulics engineer took liberties in screwing all sorts of hardware and hose mounts to the inside of the hull, driving sheet-metal screws right through all the 'glass and into the fir planking; then the boat wasn't very weathertight in the cockpit and the bilge was constantly wet. Therefore, the planking was wet. Lee and I stripped all the 'glass off both sides of the keel and dried it out, then reapplied vinylester 'glass to it. The hole that looks like a propeller-shaft outlet (the hydraulics engineer made sure he had a prop aperture hacked into the world's most beautiful hull form, like others have done since) was Lee's solution to adjusting the stuffing box, since the hydraulics engineer installed a large diesel tank directly above it, eliminating all access. Lee's idea is to scrape out fairing compound and remove this patch, from time to time, to inspect and maintain the stuffing box. (My idea was to relocate the diesel tank-- vetoed.) Aug-Sep 2012
On the C44 plug, Lee and I installed a new Lewmar windlass on the bowsprit. The prior windlass had been hydraulic because the owner, who finished what had been my dad's unfinished boat, was a hydraulics engineer. It weighed about 300 lbs. I lowered it off the boat with the stays'l boom. This particular boat's bowsprit, engineered by the hydraulics engineer, is made of galvanized steel angle iron and shelled with mahogany. I scraped out plenty of white corrosion from where the bronze windlass had been bolted to it and epoxied and painted as much as I could through the back panel, which Lee cut for as little access as we could get-- for no access was provided-for originally. (What kind of arrogance is needed for one to delude himself into thinking that what is good in his own theory might never need inspection, maintenance and replacement in practice?) Then the former owner had led a chain rode THROUGH the bowsprit to an internal bronze roller inside the very end of the 'sprit-- about the least sensible thing one could have done, for now the slowly-corroding galvanized cage is a girder in shear load holding the boat to her mooring. On factory-built C44s, the bowsprit is a robust spruce and 'glass structure that could probably hold up half the boat on its own. It does not fail unless you fail to take care of it. 8 Jun 2012
DianaOfBurlington

This is First Light, C44 no.6 (1977), which was dramatically restored at Cherubini Yachts from 2005-2008. It is now loving sailed by Rob, an environmental lawyer at Charleston. Dave and I developed what we call the 'D'-rig, having independently-stayed spars (no triatic), for this boat and as the current new-boat spec.

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