Like many Lapworth designs, the Cal 39 does not overwhelm you when you first see it bobbing between pilings. Somewhere around 150 39s were built and unlike many forgettable boats of this time, the Cal 39 has maintained its financial value. It was a genuine performance cruiser before there really was such an animal, and as such, the design not only seems less dated than others from this period, it is still highly desirable as a capable and affordable cruiser. Still, when all the glass cures, it is really the design that carries the day, and in typical fashion Lapworth was ahead of the curve with the 39. Launched in 1978, the Cal 39 was built during the hectic period when Cal's manufacturing shifted to Tampa, Florida, and then up to Fall River, Massachusetts, as the company struggled to re-establish its identity. And yet, if you ask yacht brokers around the country what model Cal they would most like to list, there is a good chance they'd say a mid-1980s Cal 39. Somewhere along the way, as boats became inventory instead of the inspirations of idealistic men, the magic waned. Jenson sold the company shortly afterward to Banga Punta, a corporate monolith, which later sold it to Lear Siegler, an even larger, soulless conglomerate that built everything from vacuum cleaners to nuclear warheads. Yes, these were the glory days for Cal but they didn't last. Jenson Marine was better known by its brand, Cal, and just take a look at the company's boats for 1965: The Cal 20, 25, 28, 34, 36 and, of course, the 40-literally a hall of fame lineup. Jack Jenson, the builder, and Bill Lapworth, the designer, combined their unique talents to produce several memorable boats during the nascent days of fiberglass boatbuilding, otherwise known as the 1960s. I don't like any knot that's not regularly unmade.īut, different boats, different longsplices.Bill Lapworth's revolutionary performance cruiser still shines today I don't trust the qu ick connection and I don't like leaving the butterfly knot tied in all the time. My dislike of the butterfly knot approach is mostly from the size of boat I've mostly sailed. It is far easier to make and unmake bowlines when changing headsails than it is to re-reeve the whole sheet. I have never found a reason to lock a bowline on a sheet. That will put the bulky part of a loaded sheet pointing out, away from any hang-ups. To ensure the clew's easy passage past the shrouds, tie each side by passing the bitter end through the clew towards that sheet's gunnel.
#CAL 39 KNOT A CLEW FOR SAILE FREE#
For some boats, just passing a centered bight through and passing the free ends through that works.īut in general it's hard to beat two seperate sheets attached at the clew by bowlines.
There are lots of ways to connect and for some small boats the butterfly and dangle is just fine even though it puts some space between the sheet and the clew. I don't get any hits on "alpine butterfly" anymore.ĭoes this ring a bell for anyone that may happen to know the thread I am talking about ?Ĭhris Kottaridis completely oppose shackles or snap shackles at the jib clew unless you've two-part sheets and a couple of blocks up there anyway. I can't seem to find it now that I need it. I didn't worry about copying it down locally because I believe I was always able to find it by doing a search on "alpine butterfly". I wouldn't have that problem with the method I saw last summer.
I always worry about it beaning me when the wind really kicks up and things can get wild. It was something I wanted to try this season as right now I have a heavy brass clip there.
It was a special type of knot that was easy to releasse and I forget the name. There was a piece of three braided rope that was fit through the jib and connected to the alpine butterfly knot in the sheet.
#CAL 39 KNOT A CLEW FOR SAILE HOW TO#
There was a WBF thread I happened upon at the end of last summer that talked about a description of how to use a alpine butterfly knot to connect the jib sheet to the jib.
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