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Legendary 12 Metre racing yacht Flica restoration project now online

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Low-speed wind-tunnel testing during the development of Flica (thanks to the Fairey Collection)

Cockpit view including Fairey and Nicholson (Fairey Collection), Flica sailing in 1932 (Beken)

Flica with Hugh Goodson at the helm (Goodson collection)

Richard Smith , owner of Flica rang the other day to say that a web page devoted to the legendary 12 Metre is now on line.

Her story began in 1928, when aviation pioneer Sir Richard Fairey and yacht designer Charles Nicholson came together to develop a new 12 Metre , based on an extensive programme of research including tank and wind low-speed wind tunnel testing.

The engineering and scientific element of the project was very advanced for its time, and eventually produced a winning yacht – from 1932, I gather, Flica became the 12 Metre yacht to beat. During 1932 she won 39 flags in 35 races and in 1933 49 flags in 55 races.

The development work continued, Flica’s performance steadily improved and Fairey hoped to challenge for the America’s Cup – but the committee behind the Auld Mug decided the battle that year should be fought between J-Class yachts, not 12 Metres . That decision put paid to Flica’s chances of an America’s Cup win, and Fairey sold the boat to Hugh Goodson, who went on to have a distinguished sailing career racing in both the 12 Metre class and the America’s Cup.

There’s a lot more to know about the stories of Flica , Fairey and Goodson, and I recommend you check out the Flica Project pages at the Americas Cup Masters website . The Flica Project itself aims to re-commission the old boat, and I believe the Flica Project will chart it’s progress, so it should be well worth visiting repeatedly over time.

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50 thoughts on “legendary 12 metre racing yacht flica restoration project now online”.

I have an interest, if not the budget in these type of yachts as you know Gavin. I particularly appreciate the plans, but I cannot make out if she had the ability to alter trim on the water or not. But what a pedigree!

The original C&N specification dated October 1928 has been amended in Fairey's own handwriting under section on rudder: "trunk tube to be kept short of deck with stuffing box for rudder balance control".

Could this be the trim tab?

I don’t see anything about The Dyer family owning Flica and racing her at Cowes in the 40’s

During the late 1960s I crewed for John Clegg the owner and skipper of the 12 meter yacht Flica. Flica was a crewed charter boat in in the West Indies. Our agent was Nicholson. I believe John Clegg sold Flica sometime after 1968. Did John sell Flica to Richard Smith? Does anyone know where John Clegg is now?

I chartered Flicka II when John Clegg was skipper. This was sometime in the 1960’s. He had two in crew from Bequia, Justo Benitez, and Deogracia Gonzales. We boarded in Grenada and sailed to Martinique. I later saw Flicka II again in Lavanga, Italy completely restored. This was in 1994. I had heard that she had been sunk and was in terrible shape. My charter on Flicka started me on a life of loving sailboats and from 1987 till 1997 I lived aboard Carina, a 41′ Hans Christian cutter which my wife and I sailed across the Atlantic and we visited 300 ports in 44 countries in the Med and the Carribbean.

Did Richard Smith buy Flica from John Clegg? John Clegg owned Flica and sailed her as a crewed charter boat in the British West Indies in the late 1960s. Does anyone know where John Clegg is now? I crewed for John.

Yes I have John’s address if you want to contact me. He lives in France.

I am also trying to get in touch with John Clegg, to get permission to print in the Marine Quarterly an article he wrote with Fraser Fraser-Harris about the early days of chartering in the Caribbean. If you have any coordinates for him, I’d be delighted to get them:

What would you like to know about that article sam? I’ll help you if I can.

Nat Benjamin sent it to us, and I have been looking everywhere to find someone to send a check to, as we are republishing it in the Spring edition of the Marine Quarterly, which has now gone to press. Fraser Fraser-Harris is no longer in this world, I understand, and we were wondering about John Clegg, or the heirs and literary executors of either. Would that by any chance be you?

Well, I am certainly John’s heir. Fraser has several ex-wives and at least two sons. One in Canada and one in the West Indies. I haven’t seen any of them for many many years.Do you want me to do some research?

Why don’t you send me an email at [email protected] , and we’ll get sorted?

I have been looking for John’s original draft of that article without success. However, I have just re-read it in our copy of NQ with enormous pleasure. Tucked inside I found a handwritten note addressed to John from Joe Gribbins (editor of N.Q.) saying how wonderful he found the piece and thanking him for such a fine contribution. I hope the re-publishing of it brings similar appreciation.

Anyone know of John Clegg's whereabouts. I knew him and Flica in Antigua. Does he still have his cello?…

I purchased Flica II (minus cellos) from John Clegg in 1973.

John and Sally had returned to U.K. leaving boat with a very accomplished Kiwi sailor (Alan Jouning (?) – at GYS (Grenada).

– I chartered her in Caribbean & Greece

– Circumstances required me to leave Greece "prematurely".

– Skipper hired to take Flica II (from Spetsis) to Malta.

– Boat turned up in Gibralter – then went missing.

– Months later, a scribbled note from Bequia reached me, advising that Flica II was at anchor in Admiralty Bay – in sad shape. Down below "everything is smashed" and of course – she had a stump for a mast.

– What was left of FIica II was sold for a song (ie. the beautiful mahogany on steel hull).

– To my great relief I understand* she was put back in commission and sailed to Hamburg(?) to be raced (once again) in summers in the Med.

– Years later I sat in a pub in Southampton (U.K.) and was alerted by a friend to a conversation going on nearby. A stranger (who had been aboard) was describing the fate of Flica II to another stranger.

– Shortly after after leaving Gibralter, a novice female guest of one of the many crew was put on the helm (alone) in a blow, (at night). As she had never heard of, let alone seen a Chinese gybe, she was ill-equipped to respond to the usual signs. With no new windward running backstay set up to take the load – the fate of the mast was sealed. They carried on – jury-rigged.

Many more years later, having tracked her down (by phone) regarding the demise of someone else who had been on this voyage, thinking she was talking to the skipper, further troubling details were revealed. "Remember – you blamed me", she said. I was unable to convince her I was the owner. Too many years had passed.

(*Another startling coincidence found my son – in Europe – at a party with some Deutsch crew from Flica II. When the former announced that he had sailed in Flica II (age – 2) it was greeted with disbelief. He called me. I asked him to ask these guys to check for a hidden repair in an inaccessible interior part of the hull (Flica II had fallen off the travel lift at GYS – not included in survey !). They got on their Blackberrys and the repair (previously unknown to any of them) was confirmed.)

Would love to hear what's happened (to Flica II) since.

Hi I’ve just seen your article. If it’s the same boat I worked on Flica 11 at Mylor Harbour when it had a full refit . Wooden hull and steel keel . I spent weeks under there sanding it in the traditional way and revarnishing the whole boat . We stripped absolutely everything back and then revarnished the whole boat with 10 to twelve layers . I have numerous pictures on my external hard drive if the whole years refit and supporting boat that was purchased to pull it in and out at harbours etc ! I love that boat . It had a piece of me in time and hard Labour and loved every minute of it ! If you would like to get in touch my name is Stuart and i live in Newquay Cornwall near Falmouth and Mylor harbour where it came out the water . My email address is [email protected] 07970068484 If you’d like me to send you a copy of the pictures of the whole refit I’d gladly send you a hard file full . I think you’d love to see what we did with her ! All the best StUart

MY understanding is/was that Flica II was built in 1939 (by Fife of course) as a trial-horse (only) to race against, in preparation for an Americas Cup challenge. Both were experiments with a new composite construction: mahogany planks (for lightness) on steel frames (for strength). I seem to recall (i) her papers confirmed the year of construction (ii) she was registered at Portland, Dorset, England.)

hello, i have just been talking to my 91 year old father who sailed Flika II to Cobh from Southampton in 1946 i believe to take to its new owner. Just in case you are interested.

Hello Nicky! what is your grandfather’s name? In1946 I was a young child but I am interested to know if I recognise his name.Others may also be interested.

Oops-for grandfather read father! sally

mmmm wrong Flica, methinks….. grin…. Richard is your man….

I crewed for John and Sally Clegg on FLICA II in 1968 and 1969. Keith "Rusty" Hayes was the mate. At age 19 their impact on my life was huge in matters of sailing and life in general. At age 61 now I still make a version of John's Steak Foyale that we served on each charter. Greatest memories are surviving a white squall off Barbados that blew the mainsail to pieces, and short-tacking this former 12-Meter through the cuts at Tobago Cays and the entrance to the inner lagoon at Marigot on St. Lucia.

my family chartered Flica II in 1969 for 3 weeks to sail the Lesser Antillies. I remember at 9 years old, getting to “steer” the boat through the Gros Piton and Petit Piton into the bay. I remember the sound of steel drums at night. FANTASTIC TRIP, great memories.

I recall John and Sally in Bequia around 1970 when I was building Bequia Slip and running Windward Island Tours. I also recall Rusty Hayes the Aussie. Where is he now. All great people. I am in California, in the canyons rather than the waves Tim Burgess

I crewed for john clegg 1965-66 with tom campbell-goodwin and had many happy charters .She was built by fifes of fairlee to beat the us 12 yacht ‘vim’ but the war intervened(americas cup was still j class in those days)- I have a couple of pictures of her on the screw-lift at gps in grenada-was repaired by les mashford who stayed on at gps for a while-mashford bros did the conversion for john.lovely boat known in windward isles as the ‘dancing yacht’ by the locals

John and Sally live in France, and I have their contact details. I remember Flica well when I was working at GYS in 1966, and later at PSV where we partied hard. (And buried deep have some photos). Any idea where Tom T-C is now, would like to say hello.

Mike, do get in touch. I have a photo of her too at GYS where I was working! GYS was in a very sorry state when I visited 3 years ago.

I have just purchased a lovely photo of Flica 2 sailing @ Cowes regatta in 1960. does anyone know who were the crew then?

Yes I was in the crew when Tony Boyden owned her in 1960 and we sailed out of the RSrnYC on the Hamble. There were seven 12’s that year, Flica 11, Sceptre, Evaine, Vanity 1, Vanity 5, Kaylena and Norsaga (owned by Lord Craigmyle) We went on to do Torbay week and finished a spinnaker run at the Royal Dart YC. Other crew were 3 Harlequins rugby players, Paul Anderson, John ?? and Dick Page. Also John Hollingsworth and two more whose names I forget. We also had John Livingstone on board plus Angus Primrose and the Herbulot (spinnaker maker) girls from Paris. Oddly enough my ex.wife trained at Guys Hosp with Sally so we used to meet her and John Clegg years later when they owned that lovely boat. I also have a Beken photo from 1960. What fun it all was.

I am the archivist for Poole Yacht Club and we still have the wheel from the 12 m Kaylena. She was scuppered off the Isle of Wight in the late 1960’s after being used as a sail training vessel. Do you have any further history of Kaylena..?? Any history would be appreciated. Thanks… PS some fun reading here, I sailed out to the Caribbean in the 1960’s and at that time it was a fun place.

Hello Dick, Sorry cannot help you any more with history of Kaylena but I’ve been trying to remember the owner’s name. There was, interestingly one more 12 metre on the Hamble in this days, Stiarna owned by Mr Marcou but never raced. However he did have an IOD on a mooring on the river and would sail over to Cowes to race with his paid hand all in whites just like the 30’s. You mention the Caribbean, I was in Antigua on vacation in 2006 to have a look at Nelson’s dockyard etc and while there looked up Don Street (who still owned Iolaire) asking for information about a very old friend of mine, Bobby Vaughan-Jones who had sailed from Hamble in the lovely yacht Vanda with his German girlfriend Heidi, in early 60’s. I learned that he may have gone to Martinique but that Vanda went down in a storm in mid-Atlantic under different owners. Sally, you may remember Bobby? This is an interesting blog! BTW there still seems to be some confusion between the first and much earlier Flica and the 1938 or so Flica 11. Regards, Patrick

Yes,I remember Bob Vaughan Jones,Vanda and Heidi very well but did not know what had happened to them after we left the Windies for the first time in the 1973. There was no sign of them when we returned in 1981. You are right about the confusion. Flica ll was Fyfe built in 1939. She caused a great stir when she joined the charter fleet as the 12th boat in the early 60’s . John had Laurent Giles draw up the plans for the conversion from 12metre to to a ketch and Mashfords did the work.She was a joy to sail and the two of us could just about manage her. However, on charter we needed one or two extra pairs of hands to in order to show off, keep up with the maintenance and entertain the guests. Some of these hands have re-appeared on this blog.

I was given a model of the Flica whilst staying with relations in Polruan ( the other side of the Fowey estuary) this was in 1947 I was eight years old I still have a Photo of myself with the model.I also have the hull which is 610 mm long she has been dismasted and the sails are long gone I want to rebuild the model as a project but need to obtain as much dimensional detail as may be available. any help from any source would appreciated.

My Grandfather, Reg Dyer, owned Flica, and I live in Gorran Haven. I have some photos’s if they are any help? I also use a cabinet, in my kitchen, which was from Flica.

I’d very much like to publish some old photos of Flica! Thanks for your comment and the offer. Sadly, though, I can’t make your email address work.

I have scanned a few photos of Flica 11 at Cowes Week 1960 if you are interested.

Yes please! [email protected]

Hi, I have an old pic of flica somewhere, but am also interested because I think Reg Dyer owned one of the Troy Class yachts, No7 Sapphire, sometime around 1936, and believed to have bought it from Lord Russel of Liverpool, who sailed her at torpoint for a time?? would like to confirm some or all of this story,thanks Marcus

I knew Flica II and John and Sally when I had “Windward Island Tours” and was building the original Bequia Marina on the northside of Admiralty Bay. I have some photos of her in chartering trim. I will long remember the duel between Flica and Spirit of Cutty Sark during the St Vincent race week. I will scan the photos and post then when I can locate them.

Reading all the above has been a fascinating trip down memory lane! John Clegg and I met at the wedding of an old flame in Antigua in 1967. . John Curry & Mickey MacDonald were on board as crew when I arrived and had travelled down as crew from the US. John & I married 12 days after we met (on December 10th) and spent the first 4 years of our married life on board Flica ll chartering her in the Caribbean.. It was a wonderful life and we were often the only boat in the Tobago Cays. Crew came and went and I remember you all with varying degrees of affection. Contrary to predictions J.& I remained happily wed until his death here in France in October 2009. However, I was always aware that Flica ll had first place in his heart! John was what is now known as bi-polar and as a result of this we were a obliged to sell her. in a hurry and for very little in 1972 . We next saw her by chance in Piraeus in about 1975 or 76. We were shocked to see her so filthy and neglected. Later we heard that she had been abandoned somewhere in Connecticut.No-one seemed to know what had happened or who owned her. She was an expensive mistress to are for and maintain.We knew only too well. In 1981 when we we had just finished a major refit on a 71ft ketch in Maine we decided to stop off in Newport on the way south- to watch part of the America’s Cup races of course!. We only had one day to spare so anchored out. At 1am we were woken up by a gentle nudging on the hull. Guess who had dragged her anchor and came to say “Hello”? It was an incredible coincidence,.She seemed to be loved and in good hands but we had no time for a sail as we had a fixed date with our boss in Antigua. That was the last time we saw her. Yes there was a Flica l launched in 1928(?) and a Flica ll launched in 1938. I know next to nothing about the first one.. . .. .

How wonderful to read your news Sally. So sorry to hear about John’s passing. I am living in Toronto, Canada and own a lovely C & C 35 which is a lot less financially draining than a 12 metre! Would love to have an e-chat with you. Take care, Patrick.

What a nice surprise Patrick! Chat away!

Hi Sally, Wonderful to be in touch again. I think they should distinguish between Flica and Flica 2 to avoid confusion! In my last note I gave the wrong name for one of the on-board advisers in 1960. Of course it was the great John Illingworth (founder of the Sydney-Hobart race just after the war who won it on time and got line honours with Myth of Malham!) He was a splendid character and so approachable by young crew members. We also had the two Livingstone brothers who later challenged for the Americas Cup, with, I think, Kurrewa. I was interested to read that Flica 2 was built with steel frames and wood planks, as I remember sanding fairing and anti-fouling a part of that lovely hull. All the crew had to work at weekends in the shed at Port Hamble pre-Easter to prepare for Spring launch. In those days there were just mud berths in the river two of which were occupied by Endeavour, between Warsash and Moodys and Velsheda at Bursledon. We used to take a dinghy ride and board Endeavour and marvel at the size of her down below, complete with full size bathtub.With the J boats in mind I visited Cowes in July 2012 just to see those magnificent yachts passing the Squadron line. Also at Port Hamble was a green steel sloop or cutter named Beyond that was reputed to have pitch-poled two or three times rounding Cape Horn but made it home safely. I have been in touch with Sam Llewellyn to order a copy of MQ with John’s article and I look forward to reading that.We are due to launch our boats at Mimico Cruising Club last weekend in April but the harbour is still frozen solid (-23ºC windchill today) so may have to get an icebreaker in as we launch 250 boats in a day. I imagine this is read by many so it would be nice for a more personal “catch-up” please mail me at [email protected] if you are interested. Meanwhile best wishes and take care, Patrick

What a nice surprise Patrick! I replied earlier but it was not posted for some technical reason. Chat away!

Sally I am sorry sorry to here that John is no longer with us. It was always a pleasure to see you sailing in the Windwards when I was skippering Circe in the early 70s and you had Flica on charter. It all brings back some great memories. Are you still living in France?

Yes, I am still living in South West France. A ong way from the sea and with little contact with old sailing chums but still have the occasional chat like the one on this blog. And you? What became of CIRCE?

Sally, Circe was lost on a reef during a hurricane in the early ’90’s, in the Windward Islands somewhere. She was owned by a German couple who had returned to Germany and left the boat on a mooring. She was salvaged but the owners did not have the financial capacity to repair her, so she was written off. I only discovered this a year or so ago whilst trying to track down Mike Beale who was skippering the Fife ketch Eilean in the early ’70’s, by someone at Nicholson’s in Antigua. Si and I had been trying to find out what happened to her for many years. I had crewed for season for my brother Simon in the 71/72 season and sailed back to Europe on Eilean from Antigua. I remember Flica, and just remember John, who I thought was running Ring Anderson then. Circe was a wonderful sailboat, quite basic for charter work by today’s standards, but a joy to sail. A sad loss. Mike still has his 40 footer on a mooring in Antigua, and flies down from the USA to sail from time to time, but I never got his contact details. R

Sally, my husband, Kim Taylor was at Bangor Uni with John – didn’t know him too well but I believe John was friends with Chris Byrd

Sally, Circe was lost on a reef during a hurricane in the early ’90’s, somewhere in the Windwards. She had been bought by a German couple who had left return to Germany. She was hauled out but was beyond the financial capacity of the owners to repair, and was written off. I finally discovered this after speaking with someone at Nicholsons in Antigua, when trying to track down Mike Beale who skippered the Fife ketch Eilean in the early ’70’s. I was crewing for brother Simon for a season on Circe 71/72. I sailed back to Europe on Eilean at the end of the 72 Caribbean season. Many great memories, including of Flica, and just a vague one of John, who I think was running Ring Anderson then. Apparently Mike still has his Nicholson 40 on a mooring in Antigua and is living in the USA, not sure where. Eilean has been completely rebuilt by the Panerai watch company and is now part of the classic yacht circuit, after languishing for twenty odd years in the mangroves in English Harbour. Circe was wonderful sailboat – a sad loss.

From Andy Copeland. Flica holds a special place in my heart. John and Sally were good friends and when John was unable to run Flica for the 1971 season he asked me to take over. Liza and i had a wonderful time that year, Flica being an absolute joy to sail. I believe john sold her after that and went on to run other people’s yachts for them. We visited john and Sally at their home in France about 15 years ago. Sadly john died shortly after that visit. Liza and I have lived in Vancouver since 1973, although we have been away sailing the world in our 38′ sailboat. John Curry, who crewed John in Flica, also lives here and we see a lot of him. Sally, would love to get back in touch.

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THE FLICA PROJECT

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Construction

In 1927, aviation pioneer Sir Richard Fairey and yacht designer Charles Nicholson embarked on an extensive programme of research and development to create a new twelve metre racing yacht. Charles Nicholson concentrated on the hull design and Sir Richard Fairey built a low speed wind tunnel at Fairey Aviation’s Hayes factory for sails research. The excellence of Charles Nicholson’s design combined with Sir Richard Fairey’s competitive spirit and the technical sophistication of the aviation industry produced the basis of a design which would be developed into a yacht twenty years ahead of her time. Designed from the outset to win, Sir Richard Fairey's new twelve metre yacht was named FLICA and launched at Camper & Nicholson’s Gosport yard on Thursday 9 May 1929. Sir Richard Fairey gradually improved FLICA’s performance over two seasons and in 1931, 1932 and 1933 she was the top twelve metre by a very wide margin. In 1932, racing in the Solent, the Clyde, Scandinavia and France, her success was unparalleled. With Sir Richard Fairey at the helm, she won fifty first flags in fifty-eight races. In 1933, Sir Richard Fairey started an intensive development programme in order to prepare FLICA for the first Twelve Metre America's Cup challenge. The effort was thwarted at the eleventh hour by T.O.M. Sopwith who exercised first refusal to challenge in 1934 with his J-Class yacht ENDEAVOUR. Sir Richard Fairey was bitterly disappointed and sold FLICA to Hugh Goodson in 1934 to take up J-Class racing with the King George V.

Find out more about FLICA's connection with the America's Cup Masters, together with details on the Flica Project

Built by Camper & Nicholson, Southampton

The top 12 Meter Class by a wide margin

With Sir Richard Fairey at the helm she won 50 of 58 races

Failed to race in the America’s Cup

Sold to Hugh Goodson

Sold to the ‘ Flica’ Trust for restoration

Classic Boat: Syndicate needed for FLICA,   July 2000  

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If you are the owner of this vessel and would like to provide more details or updated information, please contact [email protected]

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Design No. 0044 a

Built for: Sir Hugh Goodson Builder: W. Fife & Son, Farliey. Scotland Date designed:  1939

Principal Design Data

L.O.A: 67’ 0” (20.42m) Datum: 46’ 6” (14.17m) Beam Max:  11’ 9 ¾”  ( 3.60 m) Draft:   9′ 0” ( 2.74m) Displacement tons: 26.86 T.M.: 33 00 tons Ballast ratio: 60.5% Sail Area: 1914 sq. ft Rig: International 12m Rule

K-14; Flica II was launched in 1939, she was the last boat to be given a yard number at W. Fife & Son, which closed the same year after 140 years. There was great attention drawn to the performance of the new yacht as Mr Goodson had had many good results with Flica and her successor was the first and only Twelve designed by John Laurent Giles. Five years prior Laurent Giles had designed Etain for Hugh Goodson’s daughter; Mr Goodson was later to help found The Sail Training Association and Flica II, although never an Americas Cup challenger, was none the less notable in the International Yacht Racing Rule 12m class. She was one of the largest Twelve Metres ever built however some commentators deemed her to be too long, too narrow and too heavy. In fact, at the end of the season, she had just 1 first, 1 second and 5 third places out of 24 starts and this was attributed to rigging issues rather than the design.

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High-priced and truly unique, the Flicka has come close to reaching cult status. The Pacific Seacraft Flicka has perhaps received more

The Pacific Seacraft Flicka has perhaps received more “press” in the last few years than any other sailboat, certainly more than any production boat her “size.” Publicity does not necessarily make a boat good but it sure does create interest.

The Flicka is unique. There are no other production boats like her and only a few, such as the Falmouth Cutter and the Stone Horse, that offer the Flicka’s combination of traditional (or quasi-traditional) styling and heavy displacement in a small cruising yacht.

As the number of Flickas built by Pacific Seacraft passed 300 plus an indeterminate number built by amateurs early in its history, the boat seems to have become almost a cult object. High priced, distinctive, relatively rare but with wide geographical distribution and easily recognized, the Flicka invariably attracts attention and seems to stimulate extraordinary pride of ownership, The owners we talked to in preparing this evaluation all seem to be articulate, savvy, and involved. Moreover, they all show an uncommon fondness for their boats.

The Flicka was designed by Bruce Bingham, who was known as an illustrator, especially for his popular Sailor’s Sketchbook in Sail . Originally the Flicka was intended for amateur construction, the plans available from Bingham. She was designed to be a cruising boat within both the means and the level of skill of the builder who would start from scratch. Later the plans were picked up by a builder who produced the boat in kit form, a short lived operation, as was another attempt to produce the boat in ferro-cement.

Pacific Seacraft acquired the molds in 1978 and, with only minor changes, the boat as built by Seacraft remained the same until 1983, when a new deck mold was tooled to replace the worn-out original. A number of the modifications made early in 1983 are described throughout this evaluation.

Seacraft is a modest sized builder which has specialized in heavier displacement boats. The first boat in the Seacraft line was a 25-footer, followed by the 31′ Mariah, the Flicka, the Orion 27, and most recently the Crealock 37.

Seacraft has 22 dealers nationwide but concentrated on the coasts. Apparently the firm was able to survive the hard times that have befallen some if its brethren, giving credence to the axiom that to succeed a boatbuilder should produce an expensive boat to quality standards that appeals to a limited number of enthusiastic buyers.

The hull of the Flicka is “traditional” with slack bilges, a full keel, a sweeping shear accented with cove stripe and scrollwork, and bowsprit over a bobbed stem profile. In all, the Flicka is not an actual replica, but she does fulfill most sailors’ idea of what a pocket-sized classic boat should look like whether or not they are turned on to that idea.

The new price of the Flicka in the early ’80s ranged from about $13,000 for a basic kit for amateur completion to $36,000 for a “deluxe” version, with $25,000 a realistic figure for a well-appointed standard model. This was a high tab for a boat barely 18′ long on the waterline, 20′ on deck (LOD), and less than 24′ overall with appendages. With that high priced package you got a roomy, heavy and well-built boat that appealed to many sailors’ dreams if not to their pocketbooks.

Construction

The Flicka looks well built even to an untrained eye. And to the trained eye that impression is not deceiving. This is a boat that should be fully capable of making offshore passages. The basic question any buyer must ask is whether he is willing to pay (in money and performance) for this capability for the far less rigorous cruising on Lake Mead or Chesapeake Bay, to Catalina Island, or up and down the

The hull of the Flicka is a solid fiberglass laminate to a layup schedule adequate for most 30-footers of moderate displacement.

The deck has a plywood core rather than the balsa core common in production boats. In a boat of this displacement-length ratio the heavier plywood reduces stability but probably only marginally. Its virtue is that installation of add-on deck hardware is easier.

The hull-to-deck joint is done in a manner Practical Sailor strongly advocates: the hull has an inward flange on which the deck molding fits, bonded with a semi-rigid polyurethane adhesive/sealant and through bolted with 1/4″ stainless steel bolts on 4″ centers. These bolts also secure the standard aluminum rail extrusion; on boats with the optional teak caprail in lieu of the aluminum, the bolts pass through the fiberglass, and the caprail is then fastened with selftapping screws. As the rail sits atop a 1/2″ riser, water cannot puddle at the joint. We have heard no reports of any hull-to-deck joint failure in a production Flicka.

The interior of the boat uses a molded hull liner that is tab bonded to the hull. Given the ruggedness of the hull laminate, we doubt if this stiffening adds much to the hull itself, but it does make the relatively thin laminate of the liner feel solid under foot.

One of the more serious questions we have about the engineering of the Flicka is the under-deck mast support. Reflecting the quest for a completely open interior, the design incorporates a fiberglass/wood composite beam under the cabin house roof which transfers the mast stresses through the house sides to the underdeck bulkheads. Apparently these bulkheads are not bonded to the hull itself, only to the liner.

The builder defends this construction, claiming that it will support over 8,000 lbs (more than the Flicka’s displacement). In addition, beginning in 1983, a turned oak handhold post was added between the mast support beam and cabin sole, which further increases the strength of the mast support system.

Cabinetry, detailing, and finish are top quality for a production boat. However, keep in mind that the basic interior component is a fiberglass molding. Functionally the ease of keeping a molded liner clean has much to recommend it; aesthetically the sterility of the gelcoat may offend some tastes.

A few other specific construction details deserve note:

• The hardware on the Flicka is generally excellent, whether it is the standard or the optional cast bronze package, provided your taste allows for a mixture of traditional and modern. Since weight has not been a factor, most of the fittings are rugged, even massive. All through hull fittings are fitted with seacocks. Particularly impressive is the tabernacle mast step, a contrast with the flimsy sheet steel versions on cheaper boats. A notable exception to this endorsement are a pair of inadequate forward chocks.

• The scribed “planking seams” in the fiberglass topsides as well as the scrollwork are especially well done. However, any owner of a wood boat who has spent untold hours fairing topsides to get rid of real seams has to wonder at anyone’s purposely delineating phony seams in fiberglass.

• There is a removable section of cockpit sole over the engine compartment that gives superb access for servicing the engine and permits its installation or removal without tearing up the interior. It is a feature many boats with under-cockpit engines should envy given the chronic inaccessibility of such installations. Access to the Flicka’s engine from the cabin is no better than that on most boats even for routinely checking the oil level.

• External chainplates eliminate a common source of through-deck leaks but at the expense of exposing the chainplates to damage.

• There is good access to the underside of the deck and coaming for installation of deck hardware. The headliner in the cabin is zippered vinyl.

• Anyone with a modern boat with its vestigal bilge sump has to appreciate the Flicka’s deep sump in the after end of the keel.

• The ballast (1,750 lbs of lead) is encapsulated in the molded hull, risking more structural damage in a hard grounding than exposed ballast but eliminating possible leaking around keel bolts. Handling Under Sail

In an era that has brought sailors such hot little boats as the Moors 24, the Santa Cruz 27, and the J/24, any talk about the performance of a boat with three times their displacement-length ratio has to be in purely relative terms. In drifting conditions the Flicka simply has too much weight and too much wetted surface area to accelerate. Add some choppiness to the sea and she seems to take forever to get under way.

When the wind gets up to 10 knots or so, the Flicka begins to perk up, but then only if sea conditions remain moderate. With the wind rising above 10 or 12 knots the Flicka becomes an increasingly able sailer.

However, she is initially a very tender boat and is quick to assume a 15 degree angle of heel, in contrast to most lighter, shallower, flatter boats that carry less sail but accelerate out from under a puff before they heel.

In winds over 15 knots the Flicka feels like much more boat than her short length would suggest. As she heels her stability increases reassuringly. Her movement through the water is firmer and she tracks remarkably well, a long lost virtue in an age of boats with fin keels and spade rudders, Owners unanimously applaud her ability to sail herself for long stretches even when they change her trim by going forward or below.

Practical Sailor suggests those looking at—and reading about—the Flicka discount tales of fast passages. While it is certainly true that the boat is capable of good speed under optimum conditions, she is not a boat that should generate unduly optimistic expectations. In short, there may be a lot of reasons to own a Flicka, but speed is not one of them.

One mitigating factor is that performance consists not only of speed but also ease of handling, stability, steadiness, and even comfort. In this respect, the Flicka may not go fast but she should be pleasant enough to sail that getting there fast may not be important.

The Flicka comes with two alternative rigs, the standard masthead marconi sloop and the optional gaff-rigged cutter. Most of the boats have been sold as sloops. The gaff cutter is a more “shippy” looking rig, but for good reasons most modern sailors will forego a gaff mainsail.

If you regularly sail in windy or squally conditions, you might want to consider a staysail for the sloop rig. However, for a 20′ boat an inventory of mainsail fitted with slab reefing, a working jib, and a genoa with 130% to 150% overlap should be adequate. For added performance the next sail to consider is a spinnaker and, if offshore passages are contemplated, a storm jib.

Handling Under Power

Any observations about handling under power raise the question of inboard versus outboard power. In fact, this may be the most crucial issue a potential Flicka owner faces. In making the decision, start with an observation: at a cruising displacement of over 5,000 lbs, the Flicka is at the upper limit for outboard auxiliary power. Then move to a second observation: small one-cylinder diesel engines such as the Yanmar and BMW fit readily into the Flicka, albeit at the expense of some valuable space under the cockpit sole.

Without going into all the pros and cons of one type of power versus another, we suggest installation of a diesel inboard either as original equipment or as soon after purchase as feasible. The Flicka is a boat that seems to beg for inboard power (most small boats do not); she has the space, and weight is not critical. Moreover, cost should not be critical either. Inboard power adds about 10% to the cost of the boat with outboard power, a small percentage of an expensive package. Much of the additional cost is apt to be recoverable at resale whereas the depreciation on an outboard in five years virtually amounts to its original value.

Deck Layout

Any discussion of the livability of the Flicka should be prefaced by a reminder that above decks this is a crowded, cluttered 20 footer and below decks this is a boat with the space of a 26 footer. The Flicka is a boat with enough space below for one couple to live aboard and yet small enough topside for them to handle easily.

Nowhere is the small size of the Flicka more apparent than on deck and in her cockpit. The short cockpit (a seat length of barely over 5′, too short to stretch out for a nap), a high cabin house, sidedecks too narrow to walk on to windward with the boat heeled and always obstructed by shrouds, the awkwardness of a bowsprit, and lifelines that interfere with jib sheet winching are all indicative of the crowded deck plan.

The stern pulpit is an attractive option. However, it makes manual control of a transom-mounted outboard difficult. The pulpit incorporates the mainsheet traveler although the lead for close sheeting is poor. In 1983 an optional roller bearing traveler arrangement which spans the bridge was offered, and it provides a much better lead for close sheeting, at the expense of a certain amount of living space in the cockpit.

For outboard powered Flickas there is a lidded box that permits stowage of the fuel tank at the after end of the cockpit, a sensible and safe feature. For those owners who want propane and have inboard power, this same space fitted with a sealed box and through-transom vents would make a suitable place for gas bottles.

At the other end of the cockpit, the lack of a bridgedeck or high sill is, in our opinion, decidedly un-seamanlike. The Flicka should have at least semi-permanent means of keeping water in a flooded cockpit from going below. One of the 1983 changes was the addition of a bridgedeck.

If we owned a Flicka we would run all halyards (plus a jib downhaul) aft to the cockpit on the cabin top. We would not rig a fixed staysail stay, and we would certainly not use a clubfooted staysail. The boom should have a permanent vang.

The builder has made every effort to keep the interior of the Flicka open and unobstructed from the companionway to the chain locker, a noble endeavor that gives an impression of spaciousness rivaling that of 30 footers. Headroom is 5′ 11″ for the length of the cabin (find that in another boat-shaped 20 footer!). Better yet, height is retained over the galley counter, the settee berth, and the after section of the vee berths. Flicka’s high topsides permit outboard bookshelves and galley lockers, stowage under the deck over the vee berths, and headroom over the quarterberth.

Two notable features of the interior are conspicuous as soon as the initial impression wears off. There is no enclosed head in pre-1983 models, and there is no sleeping privacy. How important these factors are is purely a matter of individual taste and priorities. For a cruising couple a four-berth layout is a waste of space. The manufacturer, taking this into account, made space for the enclosed head offered in 1983 by shortening the starboard settee berth from 6′ 5″ down to 4′ 2″.

Incidentally, this observation about berths is not meant to imply any special deficiency in the Flicka. It is true of too many boats on the market. They are built for a boat buying public that seems to think the number of berths is almost as important as whether the boat will float.

The absence of an enclosed head in a small yacht of the proportions of a Flicka requires a conscious decision from any potential owner. The small space between the vee berths is designed to hold a self-contained head. A “privacy curtain” that slides across the cabin gives a modicum of respectability. Of course, its use is discouraged when anyone is sleeping forward. One owner solves this by lugging the head to the after end of the cockpit at night and encloses the cockpit with a tent, thus creating a privy or outhouse that boasts perfect ventilation. We hesitate to suggest his lugging it another few inches aft.

Less enterprising owners could consider installing a conventional marine toilet plus a holding tank under the vee berths. If sailing is done in waters where a through-hull fitting and diverter valve are permitted, then such a system is far more worthwhile than any self-contained system. Such a unit should make sharing your bed with the head as palatable as it will ever be.

Frankly, the lack of an enclosed head in a boat that otherwise can boast of being a miniature yacht is the most serious drawback to her interior, surplus berths notwithstanding.

Virtually every owner we talked with has added stowage space one way or another. Some have done it by removing the fiberglass bins that fit into the scuttles under the berths, others enlarge the shelves behind the settee berth and over the forward berths and others cut openings through the liner to give access to unused space.

Other modifications owners report having done include fitting the boat with a gimballed stove, adding fresh water tankage (20 gals standard), installing a third battery and/or moving them forward to help overcome a tendency for the Flicka to trim down by her stern, and fitting the cockpit with a companionway dodger.

One feature that does not seem to need any improvement is ventilation. The Flicka has an uncommonly airy interior, although we would add an opening port in the cockpit seat riser for the quarterberth. Her vertical after bulkhead means that a hatchboard can be left out for air without rain getting into the cabin.

Anyone considering the Flicka should ask Pacific Seacraft for a copy of the articles written by Bruce Bingham and Katy Burke on the changes they made to their Sabrina while living aboard and cruising extensively for more than two years.

Conclusions

Buyers put off by the price of the Flicka should consider the fact that this is a 20′ boat with the weight and space of a 26- to 28-footer of more modern proportions. That still may not put her high all-up price tag in crystal clear perspective. It shouldn’t. The Flicka is still an extremely expensive boat. She still has a waterline length of merely 15′, true accommodations for two, a too cozy cockpit, and a lot of sail area and rigging not found on more conventional contemporary boats. Nor does she have the performance to rival more modern designs. (One owner reports a PHRF rating for his Flicka of about 300 seconds per mile, a figure that drops her off the handicap scale of most base rating lists we’ve seen.)

At the same time the Flicka is a quality package that should take a singlehander or couple anywhere they might wish to sail her. There are not many production boats anywhere near her size and price that can make that claim.

The faults with the Flicka have to be weighed against her virtues as is the case with choosing any boat. Fortunately, though, her faults are the type that can be readily seen; they are not the invisible ones of structure, handling, or engineering so typical of other production boats. Similarly her virtues are traditional and time tested, She is built by a firm to whom the owners give high marks for interest and cooperation and the Flickas on the used boat market have maintained their value better than the average production boat. At the bottom line is a boat with much to recommend her.

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Zwölfer: Die beinahe vergessene Klasse der 12mR-Rennyachten

Segeln exquisit : Die Sache mit der Zwölf

Der Zwölfer ist der Platzhirsch der Regattabahnen. Eine ansehnliche wie fordernde Rennyacht. Seit auf diesen Planken die Segelschlachten des America’s Cups vor Newport und Fremantle ausgefochten wurden, eine Yacht mit speziellem Nimbus. Hinreißend elegant, endlos auf die Seite zu legen, tierisch gut am Wind. Das ultimative Männerspielzeug für ein Dutzend Buddies, die mit Augenmaß, Bizeps, Hirn und Puste knapp 30 Tonnen Edelholz der Vintage-Exemplare aus den Dreißigerjahren um die Bojen scheuchen. Sehenswerter, arbeitsteiliger, intensiver als auf einem Zwölfer lässt sich das Wochenende auf dem Wasser kaum verbringen.

Nach jahrzehntelanger Agonie, in der es hierzulande wenige segelfähige Exemplare gab, wächst die Ostseeflotte seit einer Weile beeindruckend. Josef Martin holte „Anitra“ aus den Staaten und möbelte sie in Radolfzell auf. Der Flensburger Tafelsilber-Fabrikant Oliver Berking gründete nach der Wiederinbetriebnahme von „Sphinx“ eine Werft, in der bisher mit „Nini Anker“ und „Jenetta“ zwei Neubauten nach alten Vorlagen entstanden.

Deutsche und dänische Protagonisten wie beispielsweise Wilfried Beeck oder Patrick Howaldt pushen das Retro-Segelfestspiel mit Klassikern der Dreißigerjahre. Im Vergleich zu „Anita“, „Anitra“ „Evaine“, „Jenetta“, „Flica II“, „Nini Anker“, „Nyala“, „Trivia“, „Vanity V“ oder „Vim“ sind andere Regattayachten rasch vergessene Durchlauferhitzer.

Der Aufwand, mit dem die Schiffe erhalten, restauriert oder nach alten Plänen neu gebaut werden, ist groß. Das Ego der Eigner, die sich das Jahr für Jahr gönnen, auch. Die jährlichen Betriebskosten ehrgeiziger Besitzer liegen beim Neupreis eines 5er- oder 8er-BMW. So kam es, dass einige Spezialisten in aller Stille an der Zwölf feilten. Wie das geht, obwohl es eigentlich nicht geht, zeigt dieser Artikel.

Die zwei wesentlichen Gesichtspunkte einer Yacht

Die Zwölf ist Ergebnis einer 1908 erstmals zum internationalen Regatta­segeln vereinbarten, 1933 zuletzt als „Third Rule“ überarbeiteten Formel, dem jedes Exemplar dieser Klasse zu entsprechen hat. Die Zwölf steht für den sogenannten Rennwert. Er darf kleiner oder gleich zwölf sein, keinesfalls mehr.

Neben anderen Werten verrechnet die Formel die beiden wesentlichen Gesichtspunkte einer Yacht: den Antrieb in Gestalt der Segelfläche und ihr Geschwindigkeitspotential anhand der Länge. Das Längenmaß wird beim Zwölfer 18 Zentimeter über der Wasserlinie abgenommen. Bei der Vermessung wird sogar zwischen Salz- und Süßwasser unterschieden, weil das Schiff entsprechend tiefer oder höher im Wasser liegt. Es geht um jeden Zentimeter Länge und davon abhängig jeden Quadratmeter Tuch. Das machte den Zwölfer immer schon vorab, damals am Reißbrett, heute am Computer, interessant. Man hat ein eher kurzes, dafür größer besegeltes Leichtwindschiff oder ein längeres, das entsprechend kleiner besegelt und bei mehr Wind dann schneller ist.

Nun liegt es in der Natur der Sache, dass die Holzplanken Wasser aufnehmen und ein betagtes, zum Tourensegeln genutztes Schiff durch Um- und Einbauten im Lauf der Jahrzehnte schwerer wurde. Die tiefere Schwimmlage infolge des Gewichts und damit das größere Längenmaß würde wie gezeigt eine kleinere Besegelung verlangen. Um das zu vermeiden, vereinbarte die Klasse anlässlich des 150. America’s-Cup-Jubiläums 2001 im Seglermekka Cowes eine kluge, lebensnahe Ausnahme.

Zu schwere alte Exemplare mit Einbaumaschine, Tanks und weiteren Zugeständnissen an die Fahrtentauglichkeit erhielten einen Bonus, damit sie mit unveränderten und entsprechend leichteren Schiffen vergleichbar Regattasegeln können, den sogenannte „Age/Design Correction Factor” (ADCF), festgehalten in der Anlage „E“ der Klassenbestimmungen. Er erlaubte die Teilnahme schwerer Schiffe ohne unnötige teure Umbauten für diese eine Regatta.

Wie ist die „Jenetta“ gebaut?

Wie in anderen Lebensbereichen auch bleiben aber einmal gemachte Zugeständnisse in der Welt. So kommt es, dass der als Restaurierung deklarierte Neubau „Jenetta“ 2019 dank ADCF mit 19 Quadratmetern mehr vermessener Segelfläche aufgetakelt wurde als das Original. Obwohl es bei diesem Schiff – in Epoxidharz gekapselte Holzbauweise – keine Wasseraufnahme gibt. Außerdem ist „Jenetta“ unter Deck leer. Wie bei anderen Bootsklassen liegt die tatsächliche Am-Wind-Besegelung mit Groß- und Genuavorsegel deutlich über der vermessenen. Bei Jenetta sind es 246,50 Quadratmeter. Das sind etwa acht Prozent mehr Am-Wind-Besegelung. Tatsächlich ist „Jenetta“ ein 12,111er.

„Jenetta“ segelte die ersten drei Sommer mit einem angeblich vorläufigen, bis zur 12er-Weltmeisterschaft August 2021 in Helsinki unbestätigten wie unveröffentlichten, also de facto ohne Messbrief. Kay-Enno Brink, der den Neubau des Boots in der Werft Robbe & Berking Classics technisch begleitete und das Boot vermessen hat, blieb nach beharrlichem Fragen zu dem Thema einsilbig. Wie sich später herausstellte, wurde der ADCF-Bonus von 0,9626 „auf Anweisung des Eigners festgelegt“. Die Mitnahme der Gutschrift für Vintage-Boote drückt den Rennwert soeben auf die 12.

Mit dem gleichen Kniff wurde „Nini Anker“ (ex „Siesta“), ein Holz-Epoxidharz-Neubau nach alten Plänen Baujahr 2015 vermessen. Auch hier konnte sich der Eigner die Gutschrift abweichend von den Klassenvorschriften selbst aussuchen. In Anlage E der Klassenbestimmungen ist allerdings vom tatsächlichen Baujahr die Rede, nicht vom Jahr des Entwurfs.

Keine vergrößerten Segelflächen

Die Blaupause für dieses Gemauschel lieferte die dänische Eignergemeinschaft von „Wings“. Sie nutzte den Vintage- und Gewichtsbonus konsequent. Die ursprünglich 13,93 Meter lange Wasserlinie von 1937 wurde 20 Zentimeter länger. Zugleich wurden aus 179 Quadratmeter nomineller Segelfläche 190. Das entspricht etwa 261 Quadratmeter am Wind mit Groß und Genua 1.

Angeregt durch beharrliche Recherchen zu diesem Artikel, wollten die Zwölfersegler die missbräuchliche Nutzung des Vintage-Bonus beenden. Eine aus Yachtvermessern bestehende Kommission sollte die Willkür der Zwölfereigner eindämmen und die Rennwerte in Ordnung bringen. Es ist ihnen nicht gelungen. Die Eigner von „Northern Light“, „Jenetta“, „Sphinx“ und „Wings“ beharren auf den ihrerseits geschaffenen Tatsachen. Mit tollen Booten und America’s-Cup-Nimbus Regatten segeln und dabei wie beschrieben mogeln passt nicht zusammen.

2 dead after boat collides with yacht in South Florida, police say

• David Goodhue Miami Herald (TNS)

Two men died in a Miami-Dade hospital after the boat they were on collided with a yacht in Biscayne Bay, according to Florida Fish and Wildlife officials.

The crash happened around 6:45 p.m. Sunday off waters near Homestead, Miami-Dade County Fire Rescue said. The cause of the accident is unclear.

The collision was between a 51-foot Azimut yacht with seven people on board and a 17-foot Key West center console boat with two men on board, police with the Florida Fish and Wildlife Conservation Commission noted.

Both the driver and passenger on the Key West vessel were seriously injured and taken to the hospital, where they died, according to Arielle Callender, a fish and wildlife police spokesperson.

Andrea Rudchenco, a Fire Rescue spokesperson, added the men were airlifted to Jackson South Medical Center.

Callender said the crash remains under investigation.

©2024 Miami Herald. Visit  miamiherald.com . Distributed by  Tribune Content Agency LLC.

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Flica, K-16

Built in 1929 according to the International Second Rule.