chris white atlantic catamaran

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Edwards Yacht Sales

• 866.365.0706

1997 Chris White Atlantic

• Saint James City, FL, US

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*** Moisture Has Been Found In The Cross Beam Under The Mast by a Surveyor. The Survey is Available to Serious Buyers.*** The $165,000 Price is the Survey Value AS IS! 

Chris White Designs Catamarans are among the most sought after catamarans. They are rare, fast, and striking in appearance. Chris White Design Catamarans feature innovative design, such as forward helm station and easy to handle sailing controls.

• New Yanmar Diesels (2104)
• New Sail Drives (2014)
• Newer Main and Jib
• 2 Piece "Stack Pack Style" Sail Cover (Turquoise) 
• Solar Panels

This example will be noticed in any anchorage and will sail circles around most catamarans. The easy to operate, daggerboard design is perfect for very fast upwind performance when lowered and shallow draft for getting the best pick for anchorage.

"Chris White's design is brilliant. Unlike all other catamaran designs I know of, Chris's Atlantic cats feature a waist-high cockpit forward of the pilot house and right behind the mast that you walk into from the pilot house through a full-size door. Catalyst's pilot house is the perfect complement to its forward cockpit. Now that I've been living in it for a while, I can say it is the best "room" I've ever owned, a combination of living room, study, office, observation perch, and (its designed functions) inside steering station and navigation station."   -  Sib Reppert aboard "Catalyst" in the S. Atlantic, June 2001

Specifications

Descriptions, basic information, dimensions & weight, tank capacities, accommodations.

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The layout features a midship cockpit set up for short handed sailing.  The full visibility pilot house is aft of the cockpit and features a duplicate steering station with engine controls and instruments on the starboard side.  The navigation station is located to port and features a 53" x 27" chart table with large chart storage beneath plus drawer storage. The cherry drop leaf dining table with wine bottle storage beneath and upholstered settee is located center aft in the pilot house. 

The hulls, pilot house and shower are painted with a semi-gloss white.  The interior has varnished cherry trim, corner posts and fiddles that compliments the teak and holly sole in accommodation spaces.  

The starboard hull consists of a step down galley located next to the salon area.  There is a large cabin located midships that features a queen size Pullman berth.  A separate head with basin and vanity is forward of the cabin.  A single cabin is all the way forward in the starboard hull.

The port hull features a single cabin forward.  Next aft is a head, basin and vanity followed by a second large cabin mid ships with queen size Pullman berth. A workbench area with laminate counter, cutout and backing plate for vice as well as (2) drawers and (2) lockers for tool and parts storage is aft of the sleeping cabin.  Opposite is more storage and shelves for books. A large separate shower compartment is located aft in the port hull.

The spotless galley is a step down off the salon area and is located in the starboard hull.  There is lots of good counter space and storage.

• Laminate counter tops
• (2) deep stainless steel sinks with hot/cold pressure water
• Regal 4 Burner Stove/Oven
• Custom upright built in refrigerator/freezer 
• Manual fresh water pump
• Foot operated saltwater pump

The Atlantic 42 is designed with cruising in mind and has the ability to carry enough gear without compromising performance of 200+ miles per day passages.  The pilothouse is secure and offers great visibility and inside steering in foul weather.  The cockpit is forward of the pilot house and is deep and secure.  It is 6'4" wide by 6'9" long with stowage below cockpit seats and a custom steering pedestal with instrument and engine control mounts.  All lines for trimming and reefing are at your fingertips for ease of handling. 

Both working sails have been replaced and are in excellent condition.  All halyards and reefing lines are led aft to cockpit.  The boom has internal reefing lines and outhaul.

• Adjustable centerboard in each hull
• (1) Lewmar #44 ST main sheet and main halyard winch
• (2) Lewmar #48 ST primary jib sheet winches
• (2) Lewmar #44 ST winches for traveler control and spinnaker sheets
• (2) 6' adjustable jib sheet lead tracks
• (2) Harken adjustable jib lead cars
• (4) cast SS pad eyes for running/reaching jib leads
• Harken blocks
• 20' wide Harken mainsheet traveler
•  Lewmar superlock rope clutches
• Harken barber-haulers
• SS stanchions and lifelines
•  SS bow and stern rails
• Transom grab rails
• Integral swim step on both sterns
• (6) 10" mooring cleats, 2 bow, 2 stern, 2 spring lines
• (3) opening ports in each hull 
• (2) opening ports adjacent to each double berth
• (6) Lewmar deck hatches in pilot house
• Vents in engine rooms and in each head
• Dinghy davits
• Dual bow anchor rollers
• Bimini over Cockpit
• New Twin Yanmar 30hp diesel engines replaced in 2014 with very low hours 
• New Sail Drives Replaced in 2104
• Dual instrument panels with tach and engine monitoring lights and alarms
• Primary and secondary fuel filters
• Dual single lever Mathers engine controls mounted at the cockpit helm station and pilothouse
• Propellers - bronze geared folding type
• Rudder blades are fiberglass composite, high performance 
• Hydraulic steering 

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Atlantic 42 | 2002 Chris White Atlantic 42

Vero beach, fl, us.

Atlantic 42 | Chris White Atlantic 42 42ft

Us $479,000.

“Chris White’s design is brilliant. Unlike all other catamaran designs I know of, Chris’s Atlantic cats feature a waist-high cockpit forward of the pilot house and right behind the mast that you walk into from the pilot house through a full-size door. Catalyst’s pilot house is the perfect complement to its forward cockpit. Now that I’ve been living in it for a while, I can say it is the best “room” I’ve ever owned, a combination of living room, study, office, observation perch, and (its designed functions) inside steering station and navigation station.” From Sib Reppert aboard the Atlantic 42 “Catalyst” in the South Atlantic, June 2001

Construction: Hulls, decks and pilot house are constructed from vacuum bagged epoxy resin and multidirectional-fiberglass laminate cored with Core-Cell foam. All exterior surfaces are spray painted with Awlgrip coating. The hull is fighting lady yellow, decks are clipper white . The contrasting boot stripe is marlin blue. Deck, hulls and spars repainted 2018.

Propulsion and Steering: Twin Yanmar 3GM30S (27 HP) diesel saildrive engines. High output (90 amp) Balmar alternators on each engine. Dual instrument panels with tachometer and engine monitoring lights and alarms. Dual Racor 75500FGX30 secondary fuel filters. Dual single lever MicroCommander engine controls mounted at the cockpit helm station and pilothouse. Propellers are Flex-o-Fold bronze geared 3 blade folding type (port prop new 2007) Rudder blades are fiberglass composite, high performance hydrofoil section with solid Aquamet 19 rudder shafts turning in low friction bushings. Capilano hydraulic steering rebuilt 2014. Simrad autopilot with dual controls and displays in cockpit and pilothouse helm station. Daggerboards: (2) cored epoxy/glass daggerboards in epoxy/glass laminate trunks. Boards re-glassed, faired and painted 2018 Up-haul and down-haul controls lead to cockpit

Electrical: (2) Overland semi-flexible solar panels 160W output each mounted on vented frames Victron MPPT 100/30 Solar Charge Controller Ample Power smart regulator for alternator control. Marine Wind generator (2018) 12-volt deluxe panel w/ 32 DC circuit breakers and 10 AC circuit breakers with Victron GX monitor/ display Victron Multiplus 3000W charger/inverter House battery bank is composed of Elite Power Solutions 300AH/12v Lithium Ion battery bank with EPS BMS and integrated with Ample Power system Two starting batteries 210 AH. Dual selector switch. (2) 30A shore power (2) 50ft 30A shore power cords 50A to (2) 30A splitter 2 galvanic isolators. Cantalupi and Resolux lighting package includes: Fwd bunks: 2 x Patty and 2 x Zara 3-way R/W. Heads: 2 x Zara 3-way R/W. Sleeping cabins: 2 x Patty and 1 x Zara 3-way R/W. Galley: 2 x Zara 3-way R/W, 4 x Resolux 751. Workbench: 3 x Resolux 751. Shower: 1 Perco waterproof. Engine Rooms: 2 x resolux 720. Pilot House: 4 x Zara 3-way R/W, 4 x Patty, 2 chart lights. All interior halogen and incandescent white house light bulbs converted to LED (2018)

Tanks: (2) welded aluminum 35 gallon diesel fuel tanks each with deck fill, shut off and gauge (2) welded aluminum 45 gallon water tanks each with deck fill, vent. Heart System tank tender Rigging and Deck hardware: AwlGrip painted (2018) aluminum mast and boom with tapered masthead, deck stepped with two sets of diamonds over single spreaders. All halyards and reefing lines are led to cockpit. Boom has internal reefing lines.

Standing Rigging: All new 2018 All 1x19 SS Dyform wire, 7/16" forestay and uppers, 5/16" superior diamonds, 5/16” lowers and 3/16” interior diamonds.

Running Rigging: Main halyard NER T-900 w/formed becket and integral shackle 2020 Jib and spinnaker halyards low stretch polyester, 2016 Dacron yacht braid sheets and control lines 2019 Running backstays for improved jib shape 2018 Backstay 12mm bungees, 2023 Downwind Sail Bridles of Dyneema loops and low friction rings 2019 NER Euro-braid daggerboard controls 2019 NER Endura topping lift, 2019 Deck Hardware: (1) Andersen #52 STE electric main sheet and main halyard winch (2) Andersen #52 SS self tailing winches for jib sheets.

(2) Andersen #46 SS self tailing winches for traveler control and spinnaker sheets (1) Anderson 16ST boom reefing. (2) 6' long adjustable jib sheet lead tracks (2) Harken adjustable jib lead cars (4) investment cast SS pad eye for running/reaching jib leads All blocks are Harken roller bearing 20’ wide Harken mainsheet traveler (17) Lewmar Superlock rope clutches SS stanchions and lifelines, gates at sterns and midships (4) Transom grab rails Integral swim step on rudders (6) Mooring cleats, 2 bow, 2 stern, 2 springline (2) Crossbeam mounted mooring cleats. Custom SS handrails on pilothouse exterior. Custon SS pilothouse toping handrail. Custom SS handrail protecting cockpit engine controls. Kato Marine Outboard engine lifting arm w/4:1 block

Cockpit: 6'4" wide by 6'9" long with stowage below cockpit seats Custom steering pedestal with instrument and engine control mounts. Sunbrella cockpit cushions Cockpit canopy Wash down hose connection Deck: Sunrise Yacht Products 1” mesh Dyneema trampoline 2021 Whale H/C hand-held shower 2 Bridge-wing storage lockers Sol-Air Infrared Gas Grill SS fishing rod holders p/s Hull and Deck Ventilation: (3) side opening ports in each hull with optional insect screens (2) opening ports adjacent to each double berth 6 Lewmar Ocean deck hatches over each hull 4 Lewmar Ocean deck hatches in pilot house 2 Lewmar Ocean hatch over each engine room All Lewmar Ocean 60’s and 50’s reglazed with new Lexan, seals and handle o-rings 2021 1 Solar powered vent for refrigeration ventilation Vents in engine rooms and in each head Jib Roller Furling: Profurl (NC-42) furler with reefing line led to cockpit mounted clutch adjacent to powered winch. Navigation Lights: Signal Mate LED masthead Tri-color/anchor/Wind Indicator Illumination Marine Beam LED mast mounted steaming light with deck light Marine Beam LED Bi-color Maine Beam LED stern light Interior General: Varnished cherry trim, corner posts and fiddles. Durable laminate tak and holly soles in accommodation spaces Semi-gloss white painted finish in hulls, pilot house and shower.

Pilot House: Navigation station with 53" x 27" chart table with large chart drawer beneath. Cherry drop leaf dining table. Alcantara upholstered settee Tempered Glass windows re-bedded and re-sealed, 2020 Clarion marine stereo with CD, AM-FM, satellite and iPod connections. Four Bose speakers. Phifertex snap in window shades 2 Pivoting office chairs on raised bases Galley (starboard hull): Bone Matte Corian counter tops and matching sinks with hot/cold pressure water Broadwater Marine Schooner model 4-burner propane stove/oven/broiler Microwave oven Composite propane storage bottles (2021) in self venting compartment with electric solenoid on/ off control Custom refrigerator/freezer (12-volt, 5 cubic feet capacity) Built-in trash container Foot operated fresh water pump for galley wash Foot operated saltwater pump for galley wash Fynspray spigots Seagull IV XP-1FP drinking water purifier w/spare filters

Berths Queen sized berths amidships in port and starboard hull with seat/step to berths and storage lockers below. Single berth port and starboard hull forward with storage below. Hanging lockers and dresser on outboard side of port hull. Dresser on outboard side of stbd hull.

Heads: Corian counters and sinks with hot/cold pressure water Vanity with stowage underneath Mirror and medicine cabinet over each sink Lavac toilets plumbed to holding tank with valves for overboard discharge as well as pump out.

Desalinator: Spectra 380 Spare Dow Filmtec membrane Spare carbon filters Spare micron filters Shower: Semi-gloss finish for easy cleanup Hot/cold pressure water Henderson sump pump FM Mattsson anti scald shower mixer and head. Hot Water Heater: Isotemp dual function (AC power or engine heat exchanger) water heater (2023) Workbench: Corian counter with cutout and backing plate for vice (2) drawers and (2) lockers below for tool and parts storage Lockers above for stowage and for easy access to the back of the circuit breaker panel

Heating and Cooling: 12,000 BTU Cruisair marine AC with reverse cycle heat in salon 8,000 BTU Cruisair marine AC with reverse cycle heat in each hull Webasto diesel fired forced air heater, externally vented, mounted in the port engine compartment. Heat vents located in port hull and pilothouse. 

8 Caframo 12v fans

Lavac toilets plumbed to holding tank with valves for overboard discharge as well as pump out.

Heating and Cooling: 12,000 BTU Cruisair marine AC with reverse cycle heat in salon 8,000 BTU Cruisair marine AC with reverse cycle heat in each hull Webasto diesel fired forced air heater, externally vented, mounted in the port engine compartment. Heat vents located in port hull and pilothouse. 8 Caframo 12v fans

Electronics and Instrumentation: All new 2019 NEMA 2000 Backbone Actisense Nema 2000 Gateway LJC Captuers Masthead Ultrasonic Wind Speed/Direction Si-tex MDA-5 class B AIS Simrad AP-44 autopilot with displays/controls in cockpit and pilothouse Simrad DST-800 235KHZ Depth/Speed/Temp transducer Simrad RF25n Rudder Angle Sensor B&G Triton displays in cockpit and pilothouse (Legacy) B&G Hydra depth sounder with displays cockpit and pilothouse Simrad Pilot controls/displays in cockpit and pilothouse Ritchie 4" card compass at both helms Island Time mast-mounted Wifi extender and router in salon B&G Zeus 3 Navigational instruments: All new 2019 4G Radar MFD-12 at inside helm MFD-7 plug-in at cockpit. GPS antenna 4kw Radome on mast

Communication: Icom M504 VHF radio with plug-in remote mike in cockpit Icom 710 SSB radio

Sails: Main: Tri-radial CXI Cruise Laminate (purchased 2017, installed 2018) with (3) sets of reef points w/ sail mounted sheaves, full-length fiberglass battens and Ronstan/Freideriskson cars and sail track. Jib: Calvert Tri-radial 10oz Challenge Newport sailcloth Asymmetric spinnaker with dousing sock Symmetric spinnaker with dousing sock Mainsail stack-pak sailcover in Sunbrella fabric. Cockpit awning. Safety Equipment: McMurdo G8 SmartFind Manual EPIRB w/GPS 2018 (4) Fire extinguishers, Kidde class BC Emergency Tillers Trilens radar reflector mast mounted. Man overboard pole Jacklines Life vests 12ga flares W&P USCG floating distress flare

Ground Tackle: Maxwell windlass with rope/chain gypsy, 2018 Dual bow anchor rollers enable 2 anchors to be used at the same time. Self-bailing locker for self stowing chain and rode. Mantus Supreme 55# Anchor, 80’ chain, 250’ nylon rode 2019 Aluminum Spade Anchor, 13’ chain, 200’ nylon rode Guardian 45 Danforth-style anchor, 30’ chain, 300’ ¾” rode storm anchor

Dinghy AB Hard bottom Inflatable w/anchor, oars, running light, dry bag and athwartship seat. Recoated Hypalon tubes. Tohatsu 9.8 HP outboard w/2gal tank, 2011, starts with one pull if you keep real gas in it.

Miscellaneous: Spare parts for Yanmar engines Spare parts for Lavac heads. Spare parts and filters for Spectra watermaker 4 Fenders, Dock lines

Specifications

• Length: 42ft
• Builder: Bongers Marine
• Beam: 23' 6"
• Draft: 2' 8"
• Hull: Composite
• Status: Active

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• Designer: Chris White Designs
• Keel: Other

MEASUREMENTS

• Length Overall: 42 ft
• Max Draft: 2' 8"
• Bridge Clearance Measure: 63' 0"
• Beam Measure: 23' 6"
• Total Power: 54
• Engine Brand: Yanmar
• Year Built: 2002
• Engine Model: 3GM30S
• Engine/Fuel Type: Diesel
• Engine Power: 27 hp

Accommodations

• Number of cabins: 4
• Number of heads: 2

Disclaimer The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

Dimensions Ballast: none

Engines Total Power: 27 Cruising Speed: 8 Max Speed: 9

Fuel: 70 Fresh Water: 75 Holding: 30

Additional Information

The comfortable fast cruiser. Cruising World Magazine, Boat of the Year “Sailing with my children we reached 21 knots boatspeed under main and jib in about 26 knots of wind, it’s incredible”. Dave Penfield, ATLANTIC 42 owner.

• The ATLANTIC 42 offers cruising sailors benefits and features unmatched by any other catamaran on the market. The ATLANTIC 42 is a thoroughbred cruising catamaran perfected by 500,000 miles of ocean sailing experience with her ATLANTIC CATAMARAN sisters.
• To realize the true potential of the cruising catamaran the ATLANTIC 42 is built with premium materials and techniques in order to yield a durable yet lightweight cruising yacht. And she performs! Whether upwind, downwind or across the wind the ATLANTIC 42 will delight her owners with crisp handling and consistent speeds in the teens.
• The A-42 also excels below deck with a sensible accommodation plan designed for comfortable long term cruising.
• Compare the ATLANTIC 42 feature by feature to any boat from any builder and you will see why we think that she is the most advanced cruising catamaran available.
• BETTER CRUISING ACCOMMODATION
• Pilothouse steering station, all weather comfort.
• Larger and better equipped galley.
• Pilothouse navigation station with a 360 degree view of the horizon.
• Built in workbench and tool storage.
• Larger double berths, 6’8” long 60” wide.
• Separate, easy to clean shower compartment.
• BETTER SAFETY
• Unobstructed forward visibility from both steering positions.
• Less crew fatigue with pilothouse design.
• Center cockpit design provides maximum crew protection in heavy weather.
• Reduced possibility of navigational errors with chart table adjacent to helm.
• Wider overall beam resists heeling, rolling and capsize.
• Collision bulkheads forward and aft in each hull.
• 100% buoyant structure, the A-42 is completely unsinkable.
• BETTER PERFORMANCE
• Daggerboards dramatically increase windward performance and improve steering under all conditions.
• Lighter weight through modern construction materials. Weight is EVERYTHING in catamaran performance, heavy cats are slow. The ATLANTIC 42 is 30% to 50% lighter than similar size cats from other builders without sacrificing strength. This translates into average sailing speeds being 20% to 40% greater than most catamarans. The maximum attainable speed is often double that of many production built cats.
• BETTER DURABILITY
• 100% vacuum bagged epoxy/glass construction. (Epoxy is far superior to polyester resin in durability, water exclusion and strength).
• All hull to deck joints are spanned with epoxy/glass reinforcing and will never leak or crack.
• Exterior finish in AwlGrip ™ provides far better gloss retention than “gel coat”.
• BETTER HANDLING
• Revolutionary center cockpit design puts the helmsman where he can see forward and SAIL the boat. Sheets, halyards and reefing gear are all within easy reach. The ATLANTIC 42 has a deck layout DESIGNED for single-handed or short handed sailing.
• 2’8” draft allows cruising where others can’t go. A shallow “bumper fin” permits beaching and protects the props and rudders from severe damage in event of accidental grounding.
• Interior Layout features midship cockpit for easy short handed sailing. A full visibility pilothouse is aft of the cockpit which includes a duplicate steering station with engine controls and instruments on the starboard side, a deluxe navigation area to port and dining table aft. Lounge and dining table aft. Fully equipped galley is located in the starboard hull adjacent to the pilot house. A double cabin each with Queen size bed is located midships in each hull. A single cabin is forward in the port and starboard hull. Each hull contains a head, a separate shower compartment is located aft in the port hull.

The Multihull Company is pleased to assist you in the purchase of this vessel though the vessel may be listed with another brokerage company.

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ATLANTIC 57 CAPSIZE: More Details on the Fate of Leopard

Inspired in part by disparaging critiques made on the relevant forum thread at Sailing Anarchy , Leopard ’s skipper Charles Nethersole got back to me earlier than I expected to discuss details of the catamaran’s capsize last week . We had a long conversation this morning, and I also had a long conversation yesterday afternoon with Leopard ’s designer Chris White.

The main critique on the SA thread has been that the crew was negligent, given the unsettled weather conditions, in not having someone constantly stationed in the outside cockpit ready to cast off sheets in the event of a sudden squall or something similar. After debriefing Nethersole, as well as studying written statements prepared by him and his two crew, Carolyn Bailey and Bert Jno Lewis, it seems pretty clear to me however that the event was so instantaneous, with so little warning, there was nothing anyone on deck could have done to prevent the capsize. Indeed, it seems the crew was in fact lucky to have all been inside at the time, as I should think anyone outside might easily have been lost.

Chris White has already received a preliminary meteorological assessment from Jennifer Francis, a research professor at Rutgers University (also a friend and an Atlantic catamaran owner), who reviewed the atmospheric records for the relevant time and place and concluded conditions in the area were in fact conducive to the formation of a tornadic vortex.

Graphic prepared by Jennifer Francis. Her conclusion, transmitted to Chris White: “It all seems to add up to a twisting phenomenon, not a microburst.”

Discussing the event with Charles Nethersole, it really did sound to me like the purest piece of bad luck a bluewater sailor could ever hope to encounter, as though God himself, with no warning, had suddenly decided to poke you with a finger and squash you like a bug.

As Nethersole described it to me: “There was almost no warning, not even enough time for me to hit standby on the autopilot control right next to me. Just an almighty roar, then suddenly the boat was lifted up and went over. It seemed it was the sudden pressure drop more than the wind that did it, as there was no acceleration of the boat. It was bizarre, like nothing that ever happened to me before.”

MV Aloe underway

Saloon of Leopard

Cockpit of Leopard

Galley of Leopard

Leopard was significantly undercanvassed at the time, with a double-reefed main and partially reefed staysail, in variable conditions that saw the crew motorsailing through lulls in the wind. If the boat was indeed struck by a vortex like a tornado or waterspout, it might well be it would have been flipped even if the sails were all down.

In all the crew spent about 10 hours at night on the overturned hull before being rescued by a Coast Guard C-130 search plane and MV Aloe . They were very fortunate in that they had two immersion suits and one survival suit to wear while waiting. Chris White has designed his Atlantic catamarans so that the forward collision compartments in each hull can be used as survival compartments when a boat is inverted, and I asked Nethersole if he considered using one of these.

Design plan showing capsize habitation area in an Atlantic catamaran

He replied he did think of it, but concluded it was safest for the time being to stay on the hull, given the water was warm, it was night, there was a strong smell of diesel fuel, and the interior of the boat seemed potentially dangerous.

Rather than restate more details about what happened, I shall simply reprint two of the three written statements Nethersole shared with me. As you study these I would point your attention in particular to the behavior of Bert Jno Lewis, who jumped back in the water after getting safely aboard MV Aloe so as to help Carolyn Bailey get aboard. I have not included Lewis’s statement, as for some reason I can’t get the text to copy over (and don’t feel like typing it all out). It is the shortest of the three, and adds nothing of substance in any event.

Statement of Charles Nethersole

My name is Charles Nethersole, Captain of Leopard, an Atlantic 57 sailing catamaran designed by Chris White, built by Aquidneck Custom Composites of Bristol, Rhode Island, launched in 2008, registered in the Cayman Islands. What follows is a brief account of events that led to the capsize of Leopard, approximately 400 nautical miles north of the Dominican Republic, during the evening of November 16 while on passage from Annapolis to St Martin, and our subsequent rescue.

Leopard left Annapolis on Friday November 11 at 1430, sailing briskly south down the Chesapeake in an increasing motherly breeze, arriving in Little Creek, Virginia the following morning at 0430.  We remained there for twelve hours to give time for the sea state to have subsided when we reached the Gulf Stream.  After crossing the Stream we sailed then motored down the rhumb line towards St Martin in a dying north easterly breeze.

Strengthening wind developed from the southeast, forcing us to tack back and forth across the rhumb line.  A large trough developed across the rhumb line with squally conditions.  Commander’s Weather projected that the trough would finally pass us during Wednesday night. New wind from the west, veering over the next few days to the northeast would provide good sailing conditions for the latter half of the trip.

During Wednesday afternoon Leopard had been sailing south with one reef in the mainsail, and the staysail.  The wind veered enough for us to tack over to the east southeast, still north of rhumbline but improving as the afternoon wore on.  The leeward daggerboard was lowered about 3 feet.  We were still in squally conditions with peak gusts into higher twenties.  A second reef was taken in on the mainsail, forcing us to motorsail during the lulls but not be too pressed during the stronger gusts.

As twilight approached the average breeze had built to around twenty knots, with maximum gusts around 30 knots.  A safety strop was attached to the second reef clew, and the staysail was rolled in to the second reef mark.

At 1830 Carolyn Bailey was relieved from watch by myself, so that she could prepare supper. She requested for a smoother motion as we were punching into head seas at an average of 7 knots. The autopilot was adjusted from 36 degree apparent wind angle to 42 and the sheets were slightly eased on the staysail and mainsail to twist and depower.

Around 1900 the cooking was done, true wind speed was about 18 knots, (apparent 24) and I was about to harden up when a roar from a gust of wind hit the boat. The starboard hull lifted and continued rotating over. Even though I was standing at the helm station I had no time to disengage the autopilot before I was off balance as the boat went over completely.

There was a lot of crashing noise, and water pouring in through the smashed front door. I shouted to Carolyn to see if she was Ok. She said so but had had the stove fall on top of her head during the capsize. Bert grabbed the liferaft and exited the rear door swimming under the aft deck to climb onto the underside( now topside) of the wing deck.

I dropped down into the starboard pontoon to help Carolyn. We recovered her own survival suit and another immersion suit, undid the step to the escape hatch and exited the pontoon onto the wing deck, joining Bert.

I then went over to the other hatch climbed in and retrieved another immersion suit and the ditch bag.  The saloon at this stage was fully flooded, while the pontoons were about neck deep.

I then joined Bert and Carolyn on the wing deck.  We donned our suits and tried to activate the EPIRB.  We were holding onto the handles of the escape hatch and the liferaft valise, but as the boat settled this became untenable.

Bert retrieved the dinghy and tied it as best he could close to the starboard escape hatch. We climbed into the dinghy. It was being pushed around by waves coming in over the aft part of the wing deck, occasionally by some from forward, and would ground on the stringers and conduit on the underside of the wing deck.

We noticed after an hour or more that the EPIRB wasn’t transmitting. It seemed it had to be immersed to transmit, so we left it in the water sloshing around the bottom of the dinghy.

After a few hours of being thrashed around and occasionally being swamped by waves in the dinghy, we saw a USCG C-130 coming towards us. We set off two night sticks and waved them at the plane when it passed close by. A freighter appeared on the horizon heading in our direction. The plane dropped a flare close to us. The freighter approached close to Leopard, and threw lines attached to life rings and beacons.

I grabbed a line with a loop. Carolyn and Bert each had lines with life rings. I jumped in the water and was quickly hauled aboard. Bert was hauled up next, but had a more difficult time having to climb up a Jacob’s ladder.

Carolyn had the worst time. By this time there were many lines all tangled around her. Bert donned a life jacket and jumped back in to help Carolyn. She suffered multiple dunkings while struggling to disentangle her feet, suffering more bruising in the process but eventually was hauled aboard as was Bert.

We were looked after by the crew of the M/V Aloe for two days before being transferred to a USCG cutter off Miami and brought to the base there.

We are now trying to put our lives back together as we left Leopard wearing only shorts and T-shirts. Clothes, shoes, phones, computers, credit cards, passports, visas, driving licenses, mariner’s licenses etc all need to be re-acquired.

But we are all still here. It could easily have had a worse outcome if that microburst or whatever it was had hit when crew were sleeping.

Statement of Carolyn Bailey

We left Little Creek, Va. heading for St. Maarten just after 4pm on Saturday, 12th November. We had a smooth passage across the Gulf Stream and then the weather became overcast and squally. It seemed we were traveling at the same speed and direction as the system and the wind was always from the direction that we wanted to go. We tacked back and forth across our Rhumb line trying to get the best course to our destination.

The weather never felt threatening or dangerous. It was just very frustrating. Windspeed would drop to 6 or 7 knots and we would be motoring against ‘lumpy’ seas, then it would increase to 15/18 knots and we would be sailing again. Within the hour we would be reefing as the apparent wind reached the high twenties, then shaking out the reef or reefs as the wind died to nothing again. Charles, always a conscientious sailor, reacted immediately by reefing or shaking out the reef to meet the wind conditions. It was much work to make little headway towards our destination.

A little after 7pm on Wednesday I was having a hard time preparing dinner, as water was spilling out of the cooking pot repeatedly extinguishing the stove. We were on a starboard tack with double reefed main and staysail making about 6 knots to weather I asked if we could run off a little while I finished cooking, so Charles and Bert went out again, eased the sheets and took in the staysail a few turns.

When they came back in from the cockpit, I heard Charles say something to the effect that, “Of course, now the wind is dying again!”

At that point there was a loud roar coming from the starboard aft quarter. I stopped what I was doing, thinking that it could not possibly be the wind as it was not accompanied by the familiar rushing of water across the hull. It was like a train passing! Then I was thrown back into the fridge door, heard everything crashing around in the galley and inside lockers, and was hit in the face by the galley stove. When the boat settled I was pinned under the stove and in the flickering light saw water rushing in. Confusion, disbelief, the ultimate nightmare. But how could this have happened? On my watches over the past two grey days I had never seen the true wind exceed 28 knots, and the sea state was not close to anything that could flip a 57′ catamaran.

I pushed the stove off me and heard Charles and Bert calling, asking if I was OK. They said to come through to them in the main saloon. I felt a huge bump the size of an egg forming on my forehead but so many other things were happening, it wasn’t my primary concern. In the main saloon water was waste deep and Bert was opening the back door and pulling the life raft with him. Before I could say that I thought it was a bad idea, he was through and I gave the life raft a push to free it from the closing door.

I heard Bert shouting for us to follow, but the water quickly rose to chest deep and the door closed. There was an eerie bluish light coming from below the surface of the water (Chart plotter?). Charles mentioned there would be more air and dry space in the bow but we decided to find the escape hatch and went back to the galley. We heard Bert banging on the outside and were relieved and elated to find each other safe.

Charles climbed out and he and Bert crossed the wing deck and opened up the other escape hatch on the port hull. They retrieved an immersion suit and the ditch bag, in which he had instructed Bert to put the EPIRB before leaving. He then returned to the starboard hatch and we both went back inside to locate the other immersion suits. There was one in each cabin. By this time it was dark inside and one could only sift through the floating debris. I found Bert’s immersion suit and Charles found my personal Mustang survival suit floating, so now we had three.

The main saloon was now underwater.

Being on the wing deck between the two hulls was something akin to one of those artificial ‘surf maker’ pools; we were washed fore and aft across the slick Awlgrip surface with each wave while trying to get into our survival suits and hold fast onto the life raft and ditch bag.

We huddled around the hatch with the EPIRB turned on, discussing options, access to food and water etc. and decided it would be safer to wait until daylight before attempting anything. By now there was a strong smell of diesel inside the boat and an oily film on the floating items.

The situation on the wing deck deteriorated as the boat settled deeper and some waves were crashing over our heads. It was getting harder to hold on and we thought it would be better to bring the dinghy on to the wing deck and climb inside. Bert made his way to the stern and did an amazing feat of climbing into the bucking dinghy and releasing the lashings while being violently tossed around. He managed to pay out the painter until the dinghy washed down onto the wing deck and then secure it with a line to the steering cables.

We climbed into the dinghy taking the life raft, ditch bag and EPIRB. It was an improvement, being above the breaking waves, but the deep vee-shaped RIB bottom would strike violently against the stringers on the wing deck as it moved sideways, so we had to find a way of lashing its port side down. This we did by securing a line to the ladder inside the starboard escape hatch. The dinghy filled with water due to wave action and although the bung was out, the water could not drain.

We had no idea of time or how long we were there, but when the clouds parted a little, the moon was almost directly overhead. Bert spotted the lights of a low flying plane approaching. It flew right over us and then circled around for what seemed like an hour or two. We guessed that it was diverting a ship towards us and pretty soon we saw lights in the distance.

The captain did an excellent job of positioning the ship within 20 feet of Leopard enabling the crew to throw lines to us. Despite several catastrophic mishaps during the transfer, eventually everyone was pulled safely on board at 5am Thursday thanks to Bert’s foolhardy, heroic action of getting back into the water from the safety of the freighter to help me out. The crew of the Aloe gave us every assistance and provided overwhelming hospitality and kindness. Exactly two days later we were transferred to a US Coastguard vessel 16 miles off Florida and brought into Miami. The Coastguard were extremely efficient and professional, fed us breakfast and dressed my wounds. The captain kindly provided us all with a copy of a memorandum explaining our circumstances to assist us in applying for identification documents, and gave his personal phone number in case further information was needed.

The loss of Leopard is a tragedy. The owners are conscientious sailors and no expense was ever spared in maintenance and safety. They have always been very proactive in the update of safety features. She was in excellent condition, to my mind the best, safest and most comfortable passage maker I ever sailed on; I always felt it a privilege to sail on her. In my 42 years of off- shore sailing, I have seen weird weather and tidal phenomena, water spouts at a distance, unexplained, roaring mid-ocean ‘tidal rips’ etc. and am convinced that this was one of those events. I regret it had to happen on our watch.

I believe that if the crew were less experienced, the skipper less professional, the boat not so well equipped, it could have had a very different outcome. No one panicked and all stayed positive the whole time. I wish it had not happened but I couldn’t have shared this disaster with a better team!

Nethersole did note in transmitting these to me by e-mail:

Carolyn tells me my memory is less than 100%! Apparently she came up into the saloon from the galley after the boat went over, then we both went back down into the pontoon after Bert had gone out of the back door.

I opened the escape hatch and went over to the other side to the other hatch, climbed in got in grabbed the ditch bag and an immersion suit, then went back to Carolyn’s side (starboard), went in and I found Carolyn’s survival suit and Carolyn found another immersion suit. We then joined Bert on the wing deck, getting into our suits while still holding onto the ditch bag and life raft.

He concluded our phone conversation with the following statement: “As for those people on the forums, they weren’t there, they don’t know. I can assure them they wouldn’t have done any better than we did.”

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The level of vitriol on the Sailing Anarchy site is awful. Mostly prejudice substituting for information or analysis. Maybe it’s whistling past the graveyard: “this could never happen on my boat ….”

Thanks Charles, Appreciate you puling this together. Having owned and sailed two Chris White Design Atlantic cats, Anyone else “wouldn’t have done any better than we did” rings true. I wouldn’t hesitate to buy another Chris White or hire this crew for a delivery.

Glad everyone is OK.

Ahoy, Thanks for the good story!

Thanks for this account. I don’t believe the arm chair quarter backs should have an comments at this point. T

It sounds like you guys did a stellar job in a most harrowing situation. I’m thrilled all are safe and it is a story instead of mourning… Happy Thanksgiving…

You never know what the ocean has in store. Unless you were there best not to judge the situation!

At least the Captain made sure he was rescued first?!?

Ben, You are an ass. I have sailed as crew with Charles Nethersole on many occasions, and have found him to be a professional and conscientious skipper. Safety of his crew is always a priority. You and I were not there, so have no comprehension of how events occurred. A comment like yours is totally unnecessary,.

Ben, each of the three grabbed a line and did not have a choice as to which order they were yanked off the upturned cat. There was no means of communication. Three people in survival suits in the dark look much look much alike.

I commend the crew for being so well prepared and professional. I know Charles and Carolyn and can vouch for their competence and experience and Bert sounds amazing. When all is said and done the three crew lives were the priority. Anything could have happened so some was just luck, but when the boat flipped and no one was knocked out, they kept their calm and did what they had to do. I can only say congratulations.

Glad everyone is okay. If you find yourselves in the Keys wanting to go for a sail, shoot me an email [email protected] . Jammy

Bar stool captains have no idea what it’s like offshore. Yall did a great job and are very lucky.

I asked if the A57 would be better suited with a Mizzen mast and shorter main mast, as an ocean going cruiser, as a sensible question for would be buyers but no response. I have travelled on two masted catamaran, Elcie, similar style to the A57 and it would have survived a similar situation.

@Spud: Ketch-rigged catamarans are pretty rare these days. Given that Leopard was well-reefed at the time, I’m not sure a shorter rig or more masts would have saved her from being capsized. As I noted above, it sounds like there was a good chance she might have flipped even with all her sails down.

Could the roar have been a breaking freak wave with wind associated with its breaking crest?

The Devillier NZ designed catamarans, intended for the Roaring Forties, are ketch rigged and are similar in style to the single masted A57 and gunboats, both of which have suffered multiple tip overs and which, in contrast to the Devilliers, have a long distance from the end of the boom to the stern and this leads me to think, in single mast mode, the mast should be placed further aft, behind the cabin perhaps, like it is on my Prout 46, for instance. I accept a ketch rig costs more than a single rig but may be essential on catamarans longer than 50ft. James Wharrem seems to think so. Just trying to get some expert advice on this.

Excellent article. Glad they are OK. It says a lot that they are so respectful of each other after such a harrowing experience. Sure sound like it could have been a tornado.

This boat is in the news again today as it was just found off the coast of North Carolina. My local news station has an article about it. I went to Google to find more info about it’s past and landed here. The link is below: http://www.witn.com/content/news/Yacht-missing-for-five-months-found-off-Cape-Lookout-421310014.html

the story said it was lost but I found it on the 22nd of april 78 miles off port canaveral and reported it to the coast guard

Ditch bag ? But didn’t have passports in it ? But an excellent job of no human loss

Yes …I forgot that basic point, plus others such as a spare pair of reading glasses, tethering all contents of bag, tethering bag and immersion suits and small scuba tank with a surfboard leash etc. Many lessons learned which I’m happy to pass on, including suggestions for designers/builders etc

Almost a year to date the ditch bag is secured to deck He learned his lesson well

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Four (4) 5/8″ 3 strand nylon docking lines each 40′ in length

Navigation Lights

LED masthead Tri-color and anchor light

Mast mounted steaming light

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Pilothouse Steering Station

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Pilot House Nav. Station

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Refrigeration

A custom fabricated side by side refrigerator/freezer (approx 8 cu/ft capacity) is located in the galley, inboard side. Adjustable shelves included in each compartment. Each unit uses a separate highly efficient SeaFrost compressor with electronic control thermostat providing redundancy.

Port hull has a separate aft cabin which contains two single berths. The outboard berth folds up against the hull when not in use. A built in desk is located against the aft bulkhead with additional stowage below. A 36″ tall locker is located at the forward end of the folding berth. A deck hatch and opening port provide excellent cross ventilation.

Midship Cabins

Each hull has a sleeping cabin amidships that contains a large queen sized berth (60″ x 80′). A hanging locker, storage cabinet and bookshelf is included. A large deck hatch and an opening port provides excellent ventilation.

(2) LED reading lights.

(2) Caframo “Bora” Fans

(1) 12v outlet near berth

(1) 120v a/c outlet near berth

Mattresses with adjustable Froli springs beneath to help ventilate.

Each head is equipped with a vanity with polished stainless steel sink with hot/cold pressure water. Granicoat laminate countertop and stowage locker beneath. Two large stowage lockers with shelves for towels, etc. are within easy reach.

Lavac toilet plumbed to holding tank with valves for overboard discharge as well as pump out.

Semi-gloss polyurethane finish for easy cleanup

Hot/cold pressure water with single lever mixer

Waterproof light

Isotemp 40 liter dual function (dockside power or engine heat exchanger) water heater.

A hot and cold water pressurized rinse station is installed on the stb. hull transom boarding platform.

Workbench (port hull)

Polished SS counter

Drawers and lockers under workbench for tool and parts storage

Lockers above for stowage

Washer/dryer, Splendide #2100XC, mounted at forward end of workbench

Exterior Finish

The entire above water line exterior of the boat is spray painted with Alexseal™ linear polyurethane coating. Hull color is Grecian Green. Deck non-skid is Cream with White gloss border.

Watermaker – Spectra Newport 400 Mk2​

Miscellaneous

Fenders, (4) 10″ PAR inflatable fenders

Three fire extinguishers with stainless steel mounts

Automatic fire extinguisher system in engine rooms

Dinghy, AB 10′ Lamina with 15HP Yamaha, electric start

Safety gear required

Engine spares

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• Atlantic 47 MastFoil

A47 Key Features:

Pilothouse and Aft Deck   The Atlantic 47 incorporates two key features that Atlantic Cat owners love - an aft deck behind the pilothouse and the large pilothouse with very easy access to the hulls. The pilothouse on the A47 is larger than that on the A57! This is achieved by extending the house outboard, and by raising the floor level in the aft part of the hulls. The result is a spacious, low profile and highly functional house for a 47' cat. The generous aft deck has a bench to port, a high bulwark all around and a walk-through to starboard for easy access to the dinghy and swim step. 

Hulls There are two cabins with queen bunks, and the option for a third cabin aft in the port hull. Also in the port hull is the signature Atlantic Cat workbench/work area, a dedicated work space for those inevitable projects...

Specifications for Atlantic 47 MastFoil 

A47 Mastfoil

• First Sail on A47 'Pounce'
• Mastfoil Discussion
• A47 Mastfoil Gallery

Atlantic Catamarans

• About Atlantic Cats
• Atlantic Cat FAQs

Locations near Moscow Vnukovo

The airport is close to Moskovskiy, Lesnoy Gorodok, Odintsovo, Krasnoznamensk, Barvikha, Golitsyno, Krasnogorsk, Podolsk, Vidnoye, Moscow, Orekhovo-Borisovo Yuzhnoye, Zvenigorod, Klimovsk, Dedovsk, Khimki, Kubinka, Dzerzhinskiy, Lytkarino, Dolgoprudnyy, Lobnya from Russia.

Cheapest flights ⟶ Moscow Vnukovo

Pskov ➔ moscow.

Saint Petersburg ➔ Moscow

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These are all the active direct flights to Moscow Vnukovo (75) according to latest update at 26 August 2024 12:32:22. Check the flight's page for updated schedule and cheap airline tickets.