Introduction

Our Patagonian sailing experience noted in this guide will begin at roughly the latitude of the Falkland Islands in the Atlantic and end at Puerto Williams, Chile. Moving in this direction is against the prevailing winds and currents. Moving North and West in this area takes more time and is more difficult than moving South and East. Keep this in mind as you plan your voyage. We will attempt to include as much information as possible to help you on your journey. Everything from where we sourced fuel, parts, and provisions, to the anchorages we used, hikes we took, and the weather we encountered.

Cruisers entering this area should be experienced at and feel confident and comfortable with navigation in large tides and currents, visual navigation, radar navigation, and navigation using a depth sounder. Boat maintenance and repair is also very important. Your vessel should be in excellent condition, pay extra care to sails, running rigging, standing rigging, engine and steering, auxiliary dinghy and engine, and anchoring equipment. One should also have spare parts and knowledge to fix or at least jury rig these vital items at sea or in remote areas with the tools and crew on board. Between Ushuaia and Puerto Montt, there no real yacht services or parts available. Any services found will likely be focused on commercial fishing, and your boat will be treated as such.

You should also prepare yourself and your crew. It is cold, wet, and windy. Time ashore is very limited, and where you can hike in many places be prepared to bushwhack. Proper foul weather gear and layering is a must, as are good high waterproof boots and warm waterproof gloves. We also suggest a fleece face covering or balaclava and at times googles are needed while sailing through hail storms.

Once you and your boat are prepared, you can enjoy the journey of your lifetime. It is a truly mind altering experience to sail in Southern Patagonia. We have sailed across oceans, but never before have we experienced this feelings we did while in the remote areas of the Chilean fjords. You will see nature as you never have before and begin to truly understand the experiences of the first explorers that sailed this area and wrote the first books long ago.

References

In this guide we will reference the materials we used to navigate the area. Much has changed since some of the materials were updated. The pandemic shut this area down for years, which in combination with the changes to the artisanal fishing industry in 2016 by salmon farms and large corporate fishing efforts, has left many of the towns in this area in an economic slump. In this regard, many of the references have changed. Service providers are no longer there or people and phone numbers have changed. In some places buildings and docks have changed as well. We will attempt to provide new information where we can.

Cruising Guides

The best cruising guide for the region is known as “The Blue Bible” here in Patagonian Chile and Tierra del Fuego. The comprehensive book, “Patagonia & Tierra del Fuego Nautical Guide” by Mariolina Rolfo and Giorgio Ardrizzi, (Ours is the 3rd edition) is in our opinion the go-to source if you intend to cruise this area in a yacht. It is an accumulation of years of sailing knowledge in the area and should be on board any sailboat cruising these waters.

Link to Buy: Patagonia & Tierra del Fuego Nautical Guide

Link to Buy: RCC Pilotage Cape Horn & Antarctica

Link to Buy: RCC Pilotage Chile

Several others have also written cruising guides for this area and for Antarctica, Falklands, and places more remote, some are very rare, but we do not have them on board. Copies may be sourced by speaking to local boats out of Ushuaia or Puerto Williams who make frequent charters in the area.

Tide Tables and Chart Supplements Courtesy of Armada de Chile

3005_DERROTERO_DE_LA_COSTA.pdf

3007-a_LISTA_DE_BALIZAMIENTO_CIEGO.pdf

3007_LISTA_DE_FAROS.pdf

3009_TABLAS_DE_MAREA.pdf

carta_1_ed_2013-1_CHART_SYMBOLS.pdf

pub_3010_4ta_1997_DISTANCE_TABLES.pdf

Navionics Waypoints Courtesy of Capt. Narciso of s/v Kaap Hoorn

Narciso_PW-PM_Navionics_archive_export-1.gpx

Narciso_PW-PM_Navionics_archive_export-2.gpx

Narciso_PW-PM_Navionics_archive_export.gpx

Our Timing and Duration

April 7th – June 21th (75 Days)

Anchorages, Ports & Towns

1. Piriapolis
2. Puerto Espanol
3. Puerto Toro
4. Cape Horn – Isla Hermite
5. Puerto Williams
6. Ushuaia
7. Caleta Liwaia
8. Caleta Olla
9. Seno Pia
10. Caleta Aklush
11. Caleta Silvia / Puerto Egano
12. Caleta Brecknock
13. Caleta Tarmac II (North)
14. Puerto Nutland
15. Bahia Mussel 1
16. Bahia Fortuna
17. Caleta Columbine
18. Puerto Mayne
19. Puerto Bueno
20. Bahia Hugh
21. Caleta Neruda
22. Caleta Refugio
23. Caleta Graw
24. Puerto Eden
25. Caleta Sabauda
26. Caleta Yvonne
27. Caleta Mariuccia
28. Caleta Vidal
29. Puerto Aguirre
30. Caleta Olea
31. Caleta Brooks
32. Isla Jechica
33. Caleta Momia
34. Puerto San Pedro
35. Estero Pellu
36. Puerto Calbuco
37. Puerto Montt (Club Nautico Reloncavi)

Route Length

Total length TBD by reviewing logs. Approximately 12oo miles by quick estimate.

Fuel Usage

Start: Puerto Williams 700 Liters (60 Gal Primary Tank + 30 Gal Secondary Tank + ~90-95 Estimated Gal Jerry Cans)

Refuel: Puerto Eden +460 Liters

Completed: Puerto Montt 158 Liters Remaining

Total Used: 1,002 Liters.

Used for Heat: ~30%

Used for Propulsion: ~40%

Used for Electricity: ~30%

At least half of our fuel was used for heat and electricity generation. Keep in mind there is almost no solar power generation in this area in the winter. A trip through in the summer would lessen the fuel requirement slightly if a boat has a good solar system (self sufficient in the Caribbean) and it is possible to sail more hours in daylight in good weather windows. We did heavily use the autopilot, navigation computers, windlass, refrigerator, and freezer. Our video editing computer ran for many hours each day connected to Starlink and was a huge draw. Our Chinese diesel heater also consumed electricity and ran much of the time. The use of a non-electric drip heater (Refleks or Dickinson type) and lessening power consumption by not carrying frozen food and not working online/videos would yield considerable fuel savings. We feel we could do the trip comfortably with half the fuel in that case.

Our engine is a 76 HP Yanmar with Turbo. It consumes 1.5 Gallons per hour when running at 7.5-8 knots of boat speed plus alternator. We do not have a generator on board, and used its alternator for electrical generation. Motor sailing and without the alternator running, we tend to consume about .85 to 1 gallon per hour.

In short, the longer you stay in the fjords, the more fuel you will use for heat and electricity. Our goal was not to make a fast passage, but to enjoy the area and spend as much time as possible exploring the area. The boat sails much better with less weight of fuel, but skimping on fuel and having to ration the use of the heater can turn an enjoyable experience into a humidity filled moldy hate mission quite quickly.

Other boats that we know making the trip this year consumed the following

2400 Liters (60’+ monohull making a fast transport passage)

500 Liters (36′ monohull sailing and motoring)

1100 Liters (45′ catamaran reported mostly motoring)

1000 Liters (40′ monohull fast delivery passage, no sailing)

Fuel Stops are limited to:

Ushuaia, Puerto Williams, Punta Arenas, Puerto Natales, Puerto Eden, Caleta Tortel. Be prepared to pay in cash (Chilean Pesos) for fuel and provisions in remote areas. Of note: were able to pay for some provisions in Puerto Eden via wire transfer, but it was a somewhat complex endeavor. With the expansion of Starlink in this area, more options for payment may before available in the future.

Sail-ability

In our opinion, with a good sailing boat the complete trip through the fjords could be done completely under sail (without using the engine at all, or just for anchoring) moving East to West. HOWEVER, it would take ages. The amount of tacking, maneuvering, and sail plan changes required is immense. It would at least add several weeks to any planned trip, if not a month or more to wait for the required weather windows. Keep this in mind while planning.

Shore Ties and Anchoring in Patagonia

We carried and used the following:

2x 100 Meter 3/4″ (19mm) 3 Strand Floating Lines

2x 110 Meter 1/2″ 3 Strand Floating Lines

2x Cables to Wrap Rocks

Rocna 33kg Anchor and 80 Meters 10mm G4 Chain Spliced to 60 Meters 5/8″ 3 Strand Nylon

2x 15 Meter 3 Strand Nylon Dock Lines

2x Spare 30 Meter Double Braid Lines

Also aboard were standard length dock lines, spare sheets and halyards and a spare anchor, chain & rode.

Note: One can swing at anchor in many places. The passage can be done without shore lines. With that said, if there are at least two on board, the anchorages are more enjoyable when completely tied in, and where else can you do this? We were happy with our setup. If spending extensive time here (more than one season) we would increase the size of our bow lines from 1/2″ to 3/4″.

Anchorages and Ports

1. Piriapolis

Piriapolis is a tourism centric town, and in the off season (austral winter) many of the restaurants and shops are closed, however if you are OK with limited selections, lower prices, empty beaches, and essentially the run of a relaxing small town atmosphere, the winter is just fine here albeit a bit chilly when the wind is from the south.

Entry to the harbor is straight forward and easy. There is good depth almost everywhere and the charts are accurate. One area of caution is to take care near the harbor walls. It is built with giant rocks and concrete in a pyramid formation, under the water these rocks fan outward. Don’t get too close. This should also be noted if backing against the break walls, at low tides your rudder may make with the underwater rocks. We had a friend that damaged his rudders here.

Overall Piriapolis is a good stop over for boat work or minor provisioning. The harbor prices are fair to keep a boat here, but the fixed height piers can be a challenge during extreme low tides. Be prepared to have at least 1 or 2 long dock lines (50 ft) to tie off to the bouys med moor style. As with any other South American country, the check in process includes your standard walk around to the Immigration/Customs, Navy, and Port Captain to acquire stamps and pay fees.

The harbor has a good sized travel lift and hydraulic trailer, but still use old fashioned wooden poles and shims (they call them “tacos”) to support your boat. If you have any special concerns on boat support or movement, sling placement, etc. make sure to provide these in a written document, translated into Spanish. It is almost impossible to schedule in advance if you have not arrived. Communication is in Spanish only and emails are not always replied to, however upon arrival everyone is helpful and nice. This may be changing as there has been a recent change in port management (it is government owned and controlled and hence is subject to different management based on the political party in charge).

It is important to note a few things if lifting the boat. A liability insurance policy which covers the boat on the hard is required if you intend to lift out. Policies to cover this, if yours does not, can be purchased locally if required for a reasonable price. We ended up purchasing a Uruguay policy through Mapfre which covered us for sailing as well all the way down to Ushuaia. Also, you can not sleep on the boat or stay overnight in the boatyard (when on the hard), other land based accommodations will be required. Lastly, the yard is specific regarding work hours which when we were there were roughly from daylight to 8pm. There are multiple security guards on site 24 hours a day, which is great for security, but don’t expect to accomplish that one last project before the end of the day as a few of the guards take their jobs, at least in our opinion maybe a bit to seriously when it comes to yacht owners trying to finish the last coat of paint at twilight.

Don’t forget to visit Alejandro and his son Gabriel at SAMS Nautical Supply just down the street from the marina for things you need. Alejandro has crossed many oceans and Gabriel races often in the local regatta circuit. Both are knowledgeable and helpful, and his store has most essentials, but also caters to the many local fisherman and his inventory requires adjusting as such. It is possible to ship things into the country here. Taxes can be waived for Yachts In Transit but a Uruguay licensed broker is required for this. We sent in sails, electronics, etc. It is best to do this all in one large shipment as the great expense is in the brokerage and handling fees. However our items arrived on schedule and were delivered directly to our boat in the port via a sealed truck and lots of stamped paperwork.

There are good tradesmen here, but as with anything in South America or anywhere else for that matter, discuss the expectations, scope of work, timeline, and cost before starting any project. We suggest using WhatsApp and documenting things in writing. Uruguay has an excellent legal system, and agreements in writing are held to a high standard. The workers are very proud here, which is a good thing in a way, but sometimes take any sort of direction or specific requirements mid work as criticism and may react accordingly. The safety precautions, finish work, materials, are normally below what would be seen in a North American or European boatyard, but excellent work can be accomplished with good communication and a bit of extra time. For example, our bottom painter, Chris, has the skills to service yachts anywhere in the world, and took excellent care to deliver a top level finish if asked for. As an added bonus, his father worked in the marina and helped establish the travel lift here which was brought in for the original Whitbread Round the World Race!

Uruguay in general is a wonderful country. We rented a car and drove around. It is a safe country and the people are very friendly. There is good food, wine, and the beaches are amazing. Any tastes can be accommodated for from those that enjoy the city and fine hotels to those that enjoy the countryside and van life expat surf bums. As with anywhere in some areas of the cities, take the same precautions as in the USA. The international airport is very good. Health care in Montevideo is very good and we even found private healthcare here is more affordable than in the USA. We visited the British Hospital and found its standards to be as high as any in the USA, received more personal care, and much more economical.

Overall, Piriapolis and Uruguay are places worth visiting!

Contacts and Helpful Stores:

Boat Painter

Rental House/Apartment

Chandlery

Hardware

Grocery

Wood

ATM/Bank

Rental Car

Shipping Broker

Laundry

Location of Customs, Armada, Port Capt.

2. Puerto Espanol

This anchorage is the first good anchorage after passing through the Le Maire Straight from the north. It was our first rest stop after during the sail directly from Uruguay. It is also a good stopping point, if coming from the South or West to wait for favorable tide and conditions to enter the straight. Holding is good on a mud/sand bottom and one can and should swing at anchor here. The land does funnel wind, so be prepared for strong gusts, especially with a strong Westerly or Northerly wind. The beach landing was difficult due to breaking waves but would be possible. It is protected from the North and West but is open to the South East. We only stayed here briefly to rest before pressing onward into the Beagle Channel.

3. Puerto Toro

This is very much an outpost, but a wonderful stop. One large dock/pier, protected in all but strong north winds, prepare to leave the dock if the wind is forecast to build from the north. Dock is empty when crab (centolla) fishing is not in operation, but one side should be left clear for military boat arrival. The Armada “alcamar” (light house captain) will invite you to dock. have large fenders available as the pier is a working pier and does expose barnacles at low tide. There is plenty of draft, even at low tide and the approach is very easy. Two large navy mooring buoys are also available if you prefer not to dock. Anchoring was not suggested here due to poor holding.

A good place for hikes. Only 2 permanent civilian residents. The rest are naval personnel and caribineros (state police). Small fisherman church. There is a small store here that stocks a few frozen items, snacks, and sodas. Empanadas or bread may be possible to buy if asked for. Bring a few fresh veggies and chocolates for the kids from Puerto Williams for gifts to the Alcamar and his family, and maybe share a few beers with the Caribineros and you may be the most popular people in town for the days you are there. Everyone was very nice and helpful here.

Some big backcountry hikes are possible here.

4. Cape Horn – Isla Hermite

We stopped at this anchorage after rounding Cape Horn from the East to West. It is well tucked up in the center of the archipelago. On the chart it seems to offer little protection from North winds but was surprisingly a very solid place in all directions. It is very well protected. Its only downfault is the encumbering kelp here. The “Blue Book” says one can swing at anchor here, and while it is likely possible, we would not recommend it as there is too much kelp. One should set the anchor and back into the cove in one shot, careful not to be blown into the rocks with the williwaws, securing a shore line quickly. While bringing up the anchor here we collected so much kelp that our 33kg Rocna anchor was floating on it! We suggest because of this one choose the more often used anchorage at Caleta Martial as a primary goal before or after rounding the horn.

5. Puerto Williams

This place was hard to leave! If you are looking for an out of the way place, surrounded with natural beauty, with a small town atmosphere, this may very well be one of the best places on earth. Did you think you can find a place where there are still wild horses running free, this is it. Most of all, for sailors, it is the home to the famous Yacht Club Micalvi, the southernmost yacht club in the world. The future hasn’t arrived here yet, but we can see it beginning to encroach in the form of cruise ships.

If you have youngsters aboard, make sure to contact the Cedena sailing school ahead of time. There is a wonderful sailing instruction program there and they are happy to have short term exchange students! Sometimes they have a sailors barbecue, so be on the lookout for smoke from the chimney on a Friday or Saturday night. Bring a contribution and something to share and your own drinks.

Ordering parts in and flights in/out are difficult. Post is slow due to its arrival by the ferry from Punta Arenas, which can take an extra two weeks above any quoted online shipping time. The airport is small, and there is at the most one flight a day to and from Punta Arenas, and that is on good days. It is best to bring anything critical with you aboard your boat.

Checking in here as your first port of arrival is easy. The main port is very open with plenty of room to anchor, although it is deep. There are a few mooring buoys placed by the Armada which visitors can use in the outside harbor, on the west side, near the airport. Contact the Port Captain by hailing “Puerto Williams Radio, Puerto Williams Radio” on VHF channel 16 (radio is pronounced rah-dee-oh). Let them know if you intend to enter the smaller harbor which is the best home for yachts. Here you can take a mooring ball or raft off of other boats at the Micalvi. Stay mid channel when entering the smaller harbor, the edges shoal quickly, especially near the large red buoy on shore by the road.

If you properly radioed the Armada on arrival, they will arrange for officials to meet you on the deck of the Micalvi. From there it is a short walk to the Port Captain’s office, Immigration, Customs, and finally back to the Port Captain where you can obtain your next Zarpe (sailing papers). We found all officials to be helpful and friendly here. There is a small charge for docking here.

There are several stores for provisions. A very good grocery store called Simon & Simon. Entel prepaid SIM cards for Chile could be found at the blue & yellow store across the street. There are multiple vegetable stands and bakeries and hardware stores. All of your basic needs can be attended to here, just don’t expect them to have everything in stock, it is a small town after all. We found two places which provided laundry services. US propane tanks could be filled by leaving them at the Micalvi where they would be picked up and re-delivered full. Fuel was best done by jerry cans. It is possible to take your dinghy to the rocky beach in front of the fuel station, but better to arrange for a pickup truck to shuttle you. We were able to rent a car in town and explore the island quickly. Great hikes are also a short walk away from the Micalvi.

Hiking

Cedena Sailing School

Micalvi

Sailing Routes GPS from Narciso

Laundry

Provisioning Simon & Simon

Hardware and Clothing

6. Ushuaia

Ushuaia is a full service town. There are hotels, restaurants, a casino, and many touristic activities. The airport has several flights available. Ushuaia is the hub for Antarctic sailing charters and many large cruise ships. Checking in here is an adventure of its own, requiring several stops across town and lots of copies of paperwork. The officials were all friendly, but very official. Expect to spend at least 1/2 day, and up to two days depending on your time of arrival, navigating the maze of chicken procedures.

There are excellent grocery stores and beverage suppliers. Expect to find a great selection of meats and wines. Provisioning here with the US dollar and in cash gets your the Argentine “blue dollar” exchange rate, which can make your dollar go much further for purchases. This is especially true surrounding provisions.

Don’t expect much here though in the way of chandlers. There is no store for yachts here. We found only stores catering to day skiing tourists and no hardcore gear outfitters. Some good hardware stores can be found to supply ropes and more commercial worker type outdoor gear.

The Club Afysn is the best dock in the area, but beware that it can be very busy with Antarctic charter boat operations, almost all of which use the club as their base of operations. Because it can be busy, we recommend you contact them ahead of time if you plan to dock. When we arrived the moorings were full and rafting was required. Some services are available, but any decent sized sailboat is better served in Buenos Aires, Piriapolis, Itajai, or Puerto Montt. The Antarctic charter yachts lean more toward working steel ships than yachts, keep this in mind if arriving in a smaller or light fiberglass boat. The club is a very long walk from town, and taxis do not like to come all the way out there. Prepare for a wait for a ride in to town. We were lucky enough that a generous member offered to drive us to town a few times.

There is another dock which caters to sailboats closer to town, a shoal draft is required there.

We didn’t stay long, just enough really for a passport stamp run to renew our visas for entering the fjords after a long stay in Puerto Williams. We did find the time to sneak in a helicopter tour at the nearby airport, which is highly recommended.

Before entering the Chilean Fjords from the East, one must return to Puerto Williams to check back into Chile. This maneuver also provides an excellent visa extension to allow for maximum time enjoying the wilderness. Keep in mind there are no services past Ushuaia for at least 300 miles if backtracking to Punta Arenas, and over 600 miles if the next planned stop is Puerto Eden.

WhatsApp For Club Afysn

7. Caleta Liwaia

This was our first stop when headed west from Puerto Williams. The entrance is somewhat hard to see at first, but is clear of obstructions mid channel. There is little kelp in this anchorage and landing ashore is easy. There is plenty of space here to sort out your first try at shore ties. It is well protected from Westerly winds and calm when the Beagle Channel is roaring. There is possible hiking available on shore on cow trails if you are willing to push through the brush a bit.

8. Caleta Olla

This is a wonderful bay to stop in. It is well used by charter boats in the region and for good reason. The entrance is easy, it is very well protected, and the sand holding is excellent. Landing on the beach shore is very easy. It also has great hiking and is in close proximity to a large glacier, the first one you will see upon entering the Northern Arm of the Beagle (Paso Bravo Norte).  The beach is shallow and does extend out far from shore, take care when backing in here. We saw Guanaco here and took a long hike up the mountain.

Past this caleta you are entering into very remote waters. The Navy does patrol here in ships, but one does need to be well prepared here and take safety first.

9. Seno Pia Glacier

This large fjord has multiple anchoring options. Although the entrance can be initially intimidating, there is plenty of room. All shoals provide plenty of depth for most yachts to easily navigate. Large cruise ships even enter here. If you are lucky you can find a rare day to have this whole fjord system to yourself, on others there can be multiple charter boats and cruise ships. There is excellent hiking with a trail starting just behind where we anchored.

Beware of ice here and the neighboring fjord. While we were here the bay froze over and we were frozen into our anchorage for a short time. We also encountered large truck sized growlers which have calved off of the three large glaciers.

It is possible to swing at anchor here, but due to the depths we found backing in with shore ties up to the trees was best.

10. Caleta Aklush

Dolphins abounded here. This is a small nook in an uncharted bay on an island in the center of the channel. There is some kelp and one should be quick with a shore tie if it is windy as williwaws will come over the top of the island and spread into the narrow anchorage. The anchorage is free of major obstructions but due take care and stay mid channel on entry and exit. The beach shoals quickly, we dropped our anchor in 35 feet of water and backed into 15 feet of water. It is easy to go ashore here. This island can be explored by foot and has excellent views. We found an old fisherman’s survival hut, one could have a small campfire ashore here if they were so inclined.  If there is a strong easterly (very rare) this bay could become dangerous to stay in.

11. Caleta Silvia / Puerto Engano

This is the last stop before crossing the very exposed Canal Ballenero. Boats are guided in by two manikins dressed in yellow overalls, a spooky sight upon entrance in the wilderness. Many boats that have stopped before have left their mark here on a few trees. There is a wonderful stream and waterfall for fresh water. Land on shore is easy, there is quite a bit of kelp in the inner harbor though. It is possible to swing at anchor in the outer harbor.

One may have to wait several days here for a weather window to cross the canal, which is open to the prevailing westerly winds and can cause dangerous or at least difficult sailing conditions.

12. Caleta Brecknock

This was our next stop after Caleta Silvia. It is perhaps one of the most beautiful fjord anchorages of the area. It is simply stunning and must be seen for itself. We anchored and backed into the small nook and secured ourselves with 4 shore lines. There are other spots available, including tying to the rock wall, which we passed on! Maybe next time. The williwaws here can be quite extreme. Entry to the caleta is easy and free of obstructions.

The hiking and trekking here is absolutely amazing. We only stayed one day, which was not enough. We wish we could have spent much more time here exploring the small lakes and wind stripped glacial rock formations.

There is no radio contact here due to the surrounding high mountains.

13. Caleta Tarmac II (North)

Our next stop as we decided to take the uncharted Paso Aguila and Canal Barberra to the north. This is a narrow anchorage with only room for one boat. We encountered strong winds here as we waited out a deep low pressure system. This was the only place where we put out more than 4 shore lines, and we wouldn’t have complained if we had more than 6! We were getting tossed around by wind gusts and williwaws as it was blowing over 60 on the other side of the islands just out in the ocean.

It was easy to land on the beach here, and one can explore a bit, especially by dinghy or kayak, but there was thick brush which made penetration into the islands upper areas extremely difficult if not impossible.

Although uncharted we found no major dangers here, with the exception of a large rock on the south side just at the tip of entrance to the anchorage. It is surrounded by kelp, so stay out of the green stuff and you are OK!

14. Puerto Nutland

Aside from the funny name, this is a great spot. Some shore hiking is available in the small bay. There is also a salmon stream for fishing! It is a bit open to the NE, so be aware of the weather. This is an excellent spot at the North end of Canal Barberra to wait for the proper tides to pass through Paso Shag. There is another glacier nearby which would be a great side trip for a day sail.

15. Bahia Mussel 1

Bahia Mussel is famous for its Humpback Whale sanctuary. In fact we did see 3 large whales on our way to this anchorage. They were huge, and were on a crossing path with our boat, so we stopped and waited for a bit to allow them to pass by.

There is considerable kelp here, and we also found a fisherman’s line was across the anchorage. We anchored and backed up to the fisherman’s line, securing our stern to it to allow us to take our time with our own shore lines. We waited through another considerable storm here, which caused some storm surge, flooding the surrounding anchorage and submerging our shore tie locations which were above normal high water. We found this anchorage well sheltered and an excellent place to wait out strong weather. One has a view here of the Magellan Strait so the conditions outside can be easily monitored and ships can be seen passing by.

It is a good place to wait while timing the passage through Paso Tortuoso’s strong tidal currents. One can go ashore here and walk around a bit. The Armada has an outpost on the other side of the island, which we did not approach, but it almost seemed like we were back in civilization!

16. Bahia Fortuna

Although we wanted to spend more time in the deep south, it was time to get moving Northward, as by this point supplies were starting to run a bit low. We decided to take an excellent weather window and motor sail overnight in the Magellan Strait and push as far North as we could to avoid yet another passing low pressure.

Bahia Fortuna is an excellent spot to stop. No shore lines are needed, but it is a deep-ish anchorage. While we were there a supply tug also came in and anchored next to us in the night. This is a place that can be entered at night and with radar if needed. It may not be good in rare east winds.

17. Caleta Columbine

This is another easy stop not requiring shore lines. It has a nice beach to land on and stroll, with some possible decent hikes. There was some kelp which prevented our anchor from setting the first time. We anchored a bit deeper than normal and found the holding to be OK. This bay is open to South winds and can get choppy in a moderate to strong southerly, as it did for us, causing us to leave in the darkness.

18. Puerto Mayne

This is an amazing protected set of coves which seem like two small lakes. Anchoring is difficult as it is very deep, but there are several locations to choose from in the “Blue Book”. We found our location had excellent holding and we shore tied to the rocks behind. This was an extremely well sheltered location and felt as if we were on a pond. Lots of exploration is safely available by dinghy, kayak or paddleboard here. There were many dolphins which called this harbor home. This is a place we would have liked to stay a few more days to explore in more detail. There are a few streams which likely offer good fishing, and firewood can be found here.

19. Puerto Bueno

This stop is appropriately named. Puerto Bueno is well charted and very safe. There is a small lighthouse which marks the entrance. Take care to enter on the South side of Isla Payner as the North side is a false passage which uncovers at low tide. It is an excellent and well sheltered stop, offering several anchorages depending on the forecasted winds. We chose to set our anchor in the Northwest cove where a fisherman’s mooring line was strung across the caleta. We set our anchor and backed to it, then set 4 shore ties.

Here we explored the entire area by dinghy and took several different hikes. Small hikes are easy here and there is a trail which leads from near the waterfall on the North end through to the freshwater lake behind the cove. This hike can be easily extened up into the hills with a little bit of extra effort and bushwacking. We found evidence of glacial grooves and boulders here indicating that the this area was once covered in ice long ago!

We waited out yet another low here for several days and spent time here to edit the Cape Horn video. The williwas can be gusty so shore lines are recommended. It is also possible to anchor here and swing. There may be excellent fishing in this area and there was excellent bird watching and a few sea lions. A hike to the top of the hill allows for a view of the main canal. Ships pass here often en route to the Magellan.

20. Bahia Hugh

This is a great hurricane hole! Both ourselves and our friends on the catamaran stopped here several days apart. We referred to it as “The Fortress.”

Although the entrance to the main bay is more difficult than some of the others and can be moderately challenging, it is well charted and once inside things calm down. We would not recommend attempting to enter here at night or in strong winds, at least for the first time. Inside the bay on the West side is a small caleta hidden by an island. Although narrow it is possible to pass on the South side of this small island with moderate draft and tuck into one of the most protected anchorages we have ever been in.

Surrounded by hills with high trees, it does not offer much in the way of shoreside activities, but your boat will not move an inch in even the strongest winds. We set our anchor and backed to the trees with two shore lines. There were several dolphins which escorted us while tying shore lines. Fishing may be good here.

21. Caleta Neruda

This anchorage offers amazing protection from all but the strongest southerlies. Caleta Neruda is just off the edge of the channel, allowing a quick in and out rest stop but is a bit hard to find, tucked into Isla Topar just after passing Paso Caffin. The approach does have some kelp, which we picked up in our intake, take care with this. Once inside it is very deep and we set out 4 shore ties along with a lightly set deep anchor. The tall sides protected us from all but the strongest gusts. There was a small stream and an old fishermans camp. We attempted to hike but could not find any trails. It would be possible to gather water here. Once again, there were many dolphins here.

22. Caleta Refugio

This caleta is a bit hard to find, and may have other names on different charts. Although uncharted we found the entrance safe and had no issues. It is likely possible to swing at anchor here, but we chose to shore tie just in case. We had some wonderful hikes here, there is an excellent stream and some lakes. We waited here for ice to clear which was coming down from the Pia XI glacier. When we passed through in May we found bergie bits, growlers, and some ice bergs the size of our boat. These caused danger to our navigation so we waited for them to clear. There was a view of the chanel from the anchorge and it might be possible here to toss out a fishing line and grab dinner from the sea.

23. Caleta Grau

Our last stop before Puerto Eden as Caleta Grau. This is just a small cutout in Isla Wellington and is well charted. The approach is easy. We backed in and set 4 shore lines. There was a small stream and water could be gathered. We attempted to hike but our progress was stopped by thick brush. It is open to the South East, so care should be taken if winds shift.

24. Puerto Eden

Puerto Eden is a must stop on the way through. You literally can’t miss it on your way through the fjords if sailing between Puerto Williams and Puerto Montt. This small town is lost in time. There are no roads and travel on the island is by boat or by board walks connecting all of the buildings. It is the last outpost of the Kaweskar Indians in Chile, one of the original inhabitants of Patagonia. Very few remain, but those that are there are keen to share their culture with tourists.

Everything on the island must come in with a long ride aboard a ferry ship. Expect to pay double here for any provision, be it food, fuel, or otherwise. Fresh fruits and vegetables can be had here, but there is a limited selection depending on the time of arrival. It is possible to change crew here via the Navimag ferry, or even get parts brought in, but this is an expensive proposition. A friend left his boat here on a mooring, watched by local fisherman, and traveled back to Puerto Montt to retrieve needed engine parts.

Also keep in mind that the ferry can at times be delayed by weather in Gulfo de Penas. At times provisions here, even for the local residents, can become extremely low. Diesel comes in in drums. Be careful to buy from sealed drums here and not old diesel offloaded to fisherman from salmon farms. Dirty diesel is a possibility here if you are not careful. We recommend contacting the supplier on the island ahead of time if you require any significant quantity, only a small amount of extra fuel is kept on hand for emergencies.

The approach to the harbor is a bit complex, but nothing out of the ordinary once you have made it this far into the canals. The holding is good. It is well protected but can be gusty. The charts are accurate and multiple anchorages can be had nearby depending on the conditions. When anchoring keep clear of the ferry dock and Caribinero dock. You can also take a buoy in front of the Armada station, but this is further from the main center of town. Make sure to call the Armada on arrival and check in, likely a radio call is all that is needed, but unlike all of the other small caletas since leaving Puerto Willams, this is a true port and must be treated as such.

Walking the boardwalk is the thing to do here. It is interesting to see the repairs of old wooden fishing boats. The last Patagonian canoe maker is still here. There is an old cemetery. Day hikes, kayaking, and more remote excursions are available as touristic activities.

Fuel Contact

Convenience/Liquor Store Contact

Grocery Contact

Alternative Fuel Contact

Navimag Ferry Link

25. Caleta Sabauda

This anchorage is protected from all winds and offers a small cove which you can back into and 4 point shore tie plus anchor or a larger area which you can swing at anchor. When we were here we shared the anchorage with S/V Artemis, who has shared their drone shots with us. The entry is easy. In the small caleta with shore ties, beware of rocks on the eastern which will be visible at low water. This is an excellent heavy weather anchorage if needing a place to wait out a big system funneling winds from the north.

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26. Caleta Yvonne

The canals widen a bit at this point and Caleta Yvonne is on the east side after passing the sunken ship mid channel. A note on the ship, it can be approached closely and one could like dock on its port side in very calm conditions, beware of entering it though as the Armada has shelled it as target practice. We anchored in the western part of the small bay while waiting for a weather window to cross Gulfo de Penas. The entry to Caleta Yvonne is fairly simple, we backed in and shore tied here with two lines astern.

*Gulfo de Penas* (Gulf of Sorrows)

A note about Gulfo de Penas. Be prepared in this area. We found this crossing to be a challenge. We had to wait almost one week before making this crossing due to strong conditions offshore. Even large ships find trouble here and the waves and current can push you up against a dangrous lee shore. It is perhaps an even greater challenge than rounding Cape Horn, and the local Chileans speak of this area with great respect. We chose to use a weather window which presented a strong but dying south wind as the crossing from anchorage to anchorage took just over 24 hours. This brought large southern ocean waves up the coast. Great for fast sailing, but for those which may get seasick be prepared for this as it is a dramatic change in sea state from inside the canals.

27. Caleta Mariuccia

We are now north of Gulfo De Penas. This anchorage is a little off the beaten path and hard to spot, but an excellent place. Fresh water is available from a small waterfall. There are three places to anchor. The first is a small caleta with a fishermans line which one could side tie to, we didn’t try this as we could see some rocks in the area. The second is the possibility to swing at anchor in the bay, which is what our friends on SV Artemis chose to do when they joined us here. The third is a small caleta in the northern portion which affords great protection. The small caleta has a fishermans line, which we stern tied to and strung out 4 shore lines to securely lock in. We took some dinghy excursions here to explore the area in more depth, finding a large stream on a small beach across the main channel as well as some other small caletas which sea lions called home. Keep in mind the canal approaching this caleta is uncharted and there are a few small rocks which could present a danger but are easily avoided. Keep a bow watch just in case.

28. Caleta Vidal

This is a wide bay with a nice sand bottom which allows for many mooring options. The charts for this bay are good. We chose to swing at anchor as a fishing boat from the local salmon farm had occupied the smaller caleta which was strung across with fisherman mooring lines. It provided a place to get fresh water as well as a nice beach to walk.

29. Puerto Aguirre

Puerto Aguiree will be the first available marina dock between Puerto Williams and Puerto Montt. It is the southernmost true marina floating dock in Chile. It is small, with only up to 8 spaces available depending on the size of the boats it is hosting at the time. If there is a large yacht or a catamaran or two it could be completely full. Strong winds usually come from the North here, and the large fishing and Navy dock protects the Marina.

When we arrived the Navy asked that we visit their office to check in, it was a short walk away and we were greeted with smiles.

Fuel can be purchased here, but be prepared to use jerry cans and pay in cash. There are limited stores for groceries, but the bare minimums can be easily purchased here. There are not much in the way of restaurants, and those that are listed as such on google may offer some “extra” services, if you know what I mean. Let’s just leave it at that. When we were there, there was a good mechanic and welder who used to work as an engineer for the Navy, but most services are centered around the local fishing fleet.

There is a wonderful nature reserve and park with a gorgeous walk, this is a can’t miss if stopping here. There is also a nice hike to a lookout atop the island with brilliant 360 views.

The manager at Puerto Aguiree Marina, Jaime, was a wonderful and helpful host. He speaks some English and is very helpful. He has a boat of his own and takes great care for the yachts there. Crew changes are possible here, some friends also left their boat long term and flew home for some time with good results. Jaime may be able to arrange for any additional needs you have while there.

WhatsApp for Jaime at the Marina

Website for Marina

30. Caleta Olea

This is a wonderful stop on a small island just north of Puerto Aguirre, just before the channel widens again. Be aware of rocks on your port side when entering that only show at low water. There is room for multiple boats here, and when we were there a local fishing boat joined us. We anchored in the sand bottom and tide stern to with two lines, and put out a third line from the bow to the small point for extra security as srong winds were forecast. Some small waves and wind did filter in during a period of heavy weather, but nothing that was overly disturbing when strongly anchored. The fishing boat that joined us was able to tie bow to stern across the bay. There is a small hiking trail which leads from the beach where you can walk through to see the channel on the other side, and further to a fishermans house in another smaller caleta.

One note here, on the beach we did find lots of trash from the local salmon farms. Everything from plastic pipes and ropes to batteries. It was a sad reminder that we were one again becoming closer to civilization as we proceeded northward. It has been reported to us that the island has been purchased by a salmon farm and the fisherman’s house is no longer inhabited.

31. Caleta Brooks

This caleta is tucked into a small seno which leads between islands. We anchored and tied two lines to shore just to the SE of the waterfall. Beware of water pipes with floating ropes in front of the waterfall which could become entangled in your prop, they are hard to see. You can use these to haul up a pipe and bring fresh water aboard though as the fishing boats do here. There are some small areas to explore on shore and it is possible but difficult to climb a bit up the waterfall.

Roxy was keen on a creature here, and we had a visitor on deck during the night. A marmot type animal which climbed our anchor chain and explored our boat and decided to hide out underneath our dodger. Roxy awoke us to this and Curtis decided to turn the lights on and stick his head out the companionway to have a look around, startling the creature which jumped over his head and scurried off the back of the boat and into the water. We could see him/her swimming in the water around the boat afterward, likely just as startled as we were!

We explored this fjord completely with the boat, but beware of uncharted large rocks and shallow areas. A bow watch is an absolute must if attempting to go deeper into this fjord and passing through to the other channel. A small caleta with fisherman’s lines is on the other side, but we found anchoring here too risky as it was required to pass over some shallow and quite large rocky areas to enter it.

32. Isla Jechica

This is a highly reccomended stop on the trip! It is a beautiful sail deep into the island where the small marina is located. We were greeted by the two lone caretakes, a father and son from Columbia who kept the place during the winter. The luxurious resort facilities were wonderful though closed for the winter. Showers, cabanas (small rental houses), beautiful bar, restaurant, and HOT TUBS!

As the resort was closed for the winter we were allowed to stay overnight on the dock free of charge after the caretakers obtained permission from the owners. In exchange Curtis got out the power tools to assist our new caretaker friends with some dock work and we made them a taco dinner with ground beef from our freezer, a great surprise for them as the caretakers have little resources on hand and don’t see any re-provisions for several months over the course of the winter.

The docks here are good and your anchor isn’t needed. There are wonderfully maintained walking trails on the island, the best of which allows a hike to the top of the island for a 360 view. After a long slog up the channels this place was a welcome reprieve from the boat!

We hope to visit here again!

33. Caleta Momia

This anchorage is just to the south of the small island town of Melinka. Even though rather open, it is well sheltered from waves and has an excellent sand/mud bottom which our anchor gripped tightly to. We used no shore lines here. There is another small caleta which we could tie into here, but we didn’t find the need for extra protection as we waited for southerly winds and incoming tide to cross the entrance to Gulfo Ancud and on to Chiloe.

The crossing from Melinka to Chiloe is another portion which you may see ocean conditions and is recommended only in good weather and with following wind and current.

You will begin to see an increase in ship and fishing boat traffic in this area. The islands start to become more populated as you go north and many are serviced by small roll on/off barges which crisscross the bays providing services to land owners and fish farms.

34. Puerto San Pedro

This is an excellent small but deep nook! There is a farm on shore but we did not visit as it was private. The anchorage is very deep but well protected and beautiful. We stayed here only for one night and in light winds. Several other fishing and ferry boats use this as an overnight anchorage as well, be sure to properly light your boat here at night to avoid any uncomfortable moments.

35. Estero Pellu

This island in the middle of the Gulf of Ancud is wonderful. The clear water bay is wide an easy to enter with a wonderful sand bottom. Don’t approach the shore too closely as the tides here are large and the bottom slopes gradually. It is possible to approach the docks at high water in a sailboat.

This is a great island to walk around and see the local culture. There is also a small tidal river which allows you to take a dinghy into a small lagoon in the center of the island. We would highly recommend this excursion, you could even take your sailboat through here at high water and anchor in the interior lagoon, but we wouldn’t recommend this without local knowledge or a dinghy scout.

36. Puerto Calbuco

We decided to ride a strong southerly and bypass most of Chiloe to get to Puerto Montt as our visas were expiring. We pushed passed our intended anchorage and decided to sail to Calbuco at night (we had a wonderful following breeze and were making 6 knots downwind with only the jib). This was a BIG MISTAKE! The area around Calbuco is filled with Chorito Farms (lines of buoys to grow oysters) and Salmon Farms! It is literally littered with buoys and obstructions, most of which you can not see on radar and are black, grey, or green, so almost invisible at night! Furthermore there is an immense amount of boat traffic here. Boats were zipping at high speed in the blackness in all directions, most of which did not expect a sailboat or understand our lights. We ended up using all of our running lights and turning our deck lights on as well as using a spotlight.

Through all of our racing and offshore sailing we are very confident navigating at night, this was a nightmare however and we had several close calls. Navigate this area during the day or avoid it completely by taking southern passage into Gulfo Reloncavi.

We also found all of the spots which are supposed to offer good anchorages to be filled with fish and chorito farms. The inner harbor was filled with ferry traffic and small boats. We ended up anchoring in 90 feet of water in the ship anchorage as we found it more prudent than entering the small buoy filled bays at night. Likely we could have had a better experience if we didn’t go through here in the night.

We are well adapted to night time navigation through all of our offshore sailing, racing, and exploration of new to us waters. This was a level up though!

Unfortunately we didn’t take any photos here. We arrived in the dark and left first thing in the morning.

37. Puerto Montt

Arriving in Puerto Montt you will see things have changed just a bit from the description in the Blue Book. It has grown a bit and has become much more industrialized with the main industry being salmon farms. Large ships have taken over Marina Oxean, it is no longer a place for yachts. Even getting fuel here is difficult as normally the fuel dock is filled with large fishing vessels fueling for many hours. We fueled via taxi cab and jerry cans at the Copec gas station for cars. Fuel can also be obtained in larger quantities (at least 200 liters or more) via truck brought to Club Nautico Reloncavi, where it will meet you at the travel lift dock. This has to be done at high tide and with no other boats scheduled to launch.

One thing that was awesome was upon arrival Club Nautico Reloncavi had a dock waiting for us as we messaged ahead on WhatsApp, and the dockhands and marina staff were excellent, kind, and some of the best line handlers we have seen. They are professional and will do a wonderful job helping you get settled. Don’t forget to say hello to the two friendly marina dogs and give them a pet which keep the docks clear of birds and more importantly the harbor and boat swim platforms clear of sea-lions!

Services can be had here. Most everything is available, but keep in mind, this is South America. Your selection of products may be limited, and some service providers may not have your same sense of urgency for completion of projects. It may be best to import some service providers from Valprasio or Santiago if in need of higher end race boat or fine yacht services.

Products can be bought online from Europe or the USA and shipped here. Customs can be very slow at times, so keep this in mind. We have had some items arrived on schedule via UPS, and some not. A friend had a package waiting in customs for a month. It really seems to be a roll of the dice with no specific reason for delays. Keep this in mind for timing of critical items and make sure to have all paperwork in order before shipping. The marina does a good job of receiving packages and the office staff is helpful.

We also had some good and bad experience with service providers. Some wanting to charge more than what was agreed, and some with inferior quality work that cost us more time and money to repair their damages than the service was worth. Use caution, agree on price before hand, and supervise closely. We found that Marina Sur has more “yacht focused” workers available than Club Nautico Reloncavi, the the prices are higher at the former. Both places had friendly staff. The constant flow of fishing boats heading to Marina Oxean to refuel continually rock the docks at Reloncavi, so have extra fenders and dock lines at the ready. The traffic generally slows to a halt at night, so sleeping on board is ok. Both marinas have restaurants that serve lunches only, but they are 3 courses and usually excellent at a fair price. The water is potable on the docks.

There is a good selection of Garmin, Furuno, and Raymarine parts but no B&G or Simrad. The local chandlery has most critical items, but they may not be the brand or exact type you want. It is far from the Budget Marine selection in Sint Maarten, but much better than nothing! The sailmaker there can handle most repairs and is a friendly and helpful guy, but there is only one and therefor a backlog of work. The local certified Yanmar mechanic (Lennar) is good, but he also is in great demand and scheduling can be difficult without speaking Spanish fluently on the phone. There are two large grocery stores that rival the size of any Wal-Mart in North America, Lider and Jumbo, and countless other small ones that can be used for provisioning. There are many hardware stores and specialists, we will attempt to list the ones below and detail our experience with each.

Navy, Agriculture, Immigration, and Customs are slightly more strict here than Puerto Montt. Nothing to worry about, everyone is good, but expect big city, rather than small town, treatment here, and with it a slight increase in the bureaucratic norms vs the deep south.

Sailmaker

Rigger

Boat Washing

Diver

Conclusion

This is possibly some of the most challenging sailing we have done! Going up the Patagonian canals in the winter was amazing, but difficult. The short days, cold, lack of sun, immense amounts of rain, headwinds, and adverse current makes this a tough passage. Would we do it again? We are split 50/50 on it. Kate says no way, or at least not without a boat with more insulation. Curtis says lets ride the pain train again as the experience of sailing the canals is truly amazing! We did find it well worth spending extra time in the Tierra del Fuego, Cape Horn, and Puerto Williams areas during the austral summer.

We are now turning south again to explore more of Patagonia during the summer. We will create more posts as we explore more areas. We can so far say though that the summer presents a much different experience. Long days, sun, solar power, and warm enough to sail at times with bare feet and short sleeves. Did we mention the thermal hot springs? Patagonia is delivering on all promises!

The post Patagonia Cruising Notes & Overall Route Guide appeared first on Sailing Sweet Ruca.

Is Starlink Worth It For Offshore Sailing

The addition of Starlink has been a game changer for offshore sailing. Previous to this only large boats with huge budgets had the capability to access this level of data while offshore. Gone are the days of waiting 15 minutes to download a grib. Welcome to the connected world where you can view weather radar in real time, live weather stations and bouys, and pull up to the minute gribs in seconds.

As a huge bonus it allows for full connection for everything else, including to other boats near by but out of radio range. You can now text and VOIP just like on land. The internet connection on board our boat is now better than it was at my office on land just a few years ago! We haven’t turned on our IridiumGO! since installing the Starlink, it is that good! (We still keep our GO as a backup though for true offshore work, just as we also have on board an SSB radio.)

DIY Starlink 12v Conversion Steps for a Sailboat

We will add step by step instructions at some point, but we found the hardest part of the process was obtaining the correct parts to do it as there is some confusion out there.

Here is what we used to install and convert Starlink RV to 12v on our sailboat.

Parts to Replace Your OEM Starlink Router

Starlink Ethernet Adapter

The Starlink ethernet adapter is required if you wish to be able to do the conversion without cutting the cable to the Starlink dish, essentially allowing you to easily revert to using the original Starlink power supply and wireless router if you wish. We suggest this for beginners. Of course, advanced users, or those that are more confident in their wiring skills can save money by just cutting the Starlink cable and connecting it directly to the POE.

12v to 48v Converter

This is required to step-up the power on your boat from 12v to the 48v that the Starlink dish requires. It goes between your 12v battery power source (usually the breaker and fuse) and the POE power supply.

Tycon POE Injector

We used this simple, lightweight and cheap POE injector. POE stands for Power Over Ethernet. This allows the 48v power to be inserted into the Cat6 cable, replacing the power supply that is internal, inside of your now obsolete OEM Starlink router.

inHand 305 Router (Cellular Sim Card & Wifi)

You will need some type of your own wired or wireless router. We chose this industrial router for our boat. It is powered by 12v, which makes it plug and play into our existing electrical system with no need for an inverter, which is why we are also converting the Starlink anyway. This router is handy as it can be configured for wired and wireless routing, as well as a failover WAN to two different 4g SIM cards. This type of redundancy is excellent if you are using Starlink for work, or if you are switching to local cellular networks to save money on Starlink ocean pricing while near shore.

Starlink 12v Wiring

Shielded Cat6 Plug Ends (Field Installable)

These connectors make it easy to install new ends in your Cat5/Cat6 cables. It can be done on board with no special tools or crimpers. The best thing is, if you make a mistake, you can take it apart and re-use it. They are also clearly numbered and color marked for wire positions, allowing you to be sure you have the Starlink wire arrangement correct.

Cat5/Cat6 Cables

Of course, what network would be complete without cables! You will need one standard Cat5/Cat6 cable to run between your POE and your WAN port on your router.

15 amp Breaker

Some boats use different systems, but this fits our existing electrical panel, allowing us to turn on and off the power to our 12v Starlink conversion on our boat easily from our navigation station.

12v 10 amp Fuse Holder

We try to fuse everything. An ounce of prevention is great insurance. The Starlink 12v can consume up to 6amps at 12v so you should insert a 10 amp fuse in this.

14 Gauge Marine Wire

Always use marine grade wire of proper guage for the length of the run on board to prevent voltage drop and fire risk.

Heat Shrink Wire Connectors

No boat venturing out cruising around the world should be without a kit of these on board. We used these to connect our breaker and fuse to our 12v to 48v step up converter.

Other Starlink 12v Conversion Parts Options

Now there is another really slick option out there from YAOSHENG. We weren’t able to get these in the remote corner of the world where we are sailing, but it is a nice and slick way to do the conversion. We would surely try this if we were closer to home, but it is slightly more expensive.

Of course, the last option is the direct wire from the Starlink dish to a lightweight router. Of course, going direct without the Starlink adapter is a little more wiring intensive, but completely doable. It worked fine on board the racing boat and saved a few ounces and a few bucks.

We installed Starlink on a racing sailboat in this way and it worked very well. We used a small USB powered TP Link wireless router which worked like a charm.

Easy Starlink Mounting Options on a Sailboat

Rail Mount Fishing Rod Holder for Starlink RV

This is what we used on board our boat, as we already had several on board. It fit almost perfectly, but required drilling out a bit of the plastic bottom to accommodate the insertion of the Starlink wire. It is almost a direct fit. A little bit of tape is all that is required around the top to seal it from weather and stop the Starlink from spinning inside as it looks for satellites when you are in motion.

Cable Clam

This is needed to seal the Starlink wire going through the deck for a permanent installation. We think the BlueSea stuff is pretty good quality, and the .83″ version was just large enough to pass the dish end of the OEM Starlink cable through. Yes, this will require drilling a hole in your shiny fiberglass, but it is well worth it for the game changing level of internet connectivity your boat will now have, plus it will look like a pro install and be water tight!

The post Starlink On Our Sailboat (12v Conversion How-To) appeared first on Sailing Sweet Ruca.

Well folks, here it is. This is the route we are taking around the world, and why we chose to go this direction.

We are sailing west-about around the world, or from East to West, via Cape Horn and the Cape of Good Hope. Most people say this is the hard way, or backwards, and it is. There are much faster downwind routes and much warmer mid-latitude routes. We chose our route for a few reasons:

• It is the path less traveled, we like that!
• It follows in the footsteps of great explorers like Magellan, Darwin, and Joshua Slocum.
• Cape Horn is perhaps the ultimate adventure for sailors.
• It takes advantage of prevailing winds and currents.
• It is a difficult challenge, and we like challenges!

The Standard Routes

There are 3 “standard” sailing routes around the word. There are also some not so standard routes to circumnavigate the world, and routes that are not deemed official by whatever sanctioning body. We will stick with discussing the most popular though.

Clipper Route

The first and possibly most well known is the Clipper Route. This is an east-about, mostly tradewind and downwind route around the bottom of the world. Most people know this route from the Whitbread, Volvo Ocean Race, Vendee Globe, and record setting RTW sailing voyages. It is called the Clipper Route because this is the route the old clipper ships would use to get back and forth from the West Indies and back to Europe in record time, taking advantage of following wind and waves in the southern ocean. Vessels choosing this route need to be prepared for heavy air, cold weather, and even ice at high latitudes.

The Coconut Milk Run

The Milk Run or Tradewind Route is the sailing route most recreational circumnavigators choose. It is slightly longer than the Clipper Route, but it is mostly downwind in medium to light air, at low latitudes and warm temperatures. Going west-about, this route also takes sailors through the Panama canal and through areas that are familiar with and offer support to small yachts along the way. It is a very popular route for the various cruising organizations which organize rallies such as the World ARC. The goal of this route is warm water sailing and having an easy cruise, hence the name.

The Magellan Route

The route of the Magellan expedition has great history and is the first to be sailed around the world over 500 years ago. The route is west-about, around the bottom of the world and into the south pacific islands, but not via Cape Horn. Magellan chose to sail through the aptly named Magellan Straight instead of rounding the horn. This route is most similar to the route we chose.

Sweet Ruca’s Circumnavigation Route

We chose to sail around the world our own way, but like the others that have gone before us, we are taking advantage of winds and currents to get the places we want to go. We wanted to take a historical route, one that would take us to places not well traveled and out of the typical charter boat, rally, and vacation sailing areas. Our route is most similar to Magellan’s, however because we have read the amazing stories of the Whitbread race, Cape Horn was on our list. We looked at the books, the wind and current maps, and pilot charts. We then chose timings based on weather and hurricanes. We also knew we wanted to experience the fjords of Chilean Patagonia, the Caribbean and Atlantic Islands, sail, surf, and scuba dive in the South Pacific, and did not want to go through the Red Sea to avoid pirates. We also have a dog on board, so that pretty much ruled out stopping in Australia or New Zealand. This made our route a pretty easy chose, we would go west via the capes!

Leaving from Newport, Rhode Island in the USA, we would first do a shakedown cruise in Maine. Here our plan was to prepare the boat and ourselves for more challenging sailing and work out the kinks in an area with good support for yachts. We learned lots about navigating in big currents, kelp, and huge tides here.

Next we would sail down the USA east coast, through New York City, to Annapolis, Maryland. Sailing past the statute of liberty was a bucket list item, and Annapolis is possibly the capital of all sailing in the United States.

From Annapolis we would sail directly to the Bahamas on our first big offshore excursion. Rounding cape Hatteras in November would be a good prep for Cape Horn in the future. Who doesn’t want to go to the Bahamas?

Next we would sail to the Caribbean, directly from the Bahamas to the US Virgin Islands. We would cruise the Caribbean and wait for the proper season for our first Atlantic crossing.

We sailed from the Caribbean on what most consider a delivery skipper route, partially upwind and battling the Azores high to get to another world famous sailing town, Horta!

Next up was the Canary Islands, from which the original plan was to sail directly to Mar del Plata, Argentina, to provision the boat for southern sailing. We ended up making a pit stop for repairs in Ilhabela and Itajai, Brazil as well as Piriapolis, Uruguay. We are very happy we landed in these places!

From Piriapolis we sailed directly to Puerto Williams, Chile, around Cape Horn, through the Beagle Channel, the western arm of the Straight of Magellan, and then into the icy fjords of Chilean Patagonia to explore the glaciers of Torres del Paine.

We will sail from Puerto Williams to Puerto Montt, Chile, before launching into the Pacific Ocean.

We will cross the South Pacific, stopping in as many islands as we can along the way. Easter Island, Gambiers, Marquesas, Tahiti, and more. We aren’t quite sure yet what our exact timeline will be for this area of the world.

After the South Pacific we will head north a bit through Indonesia, over the top of Austrailia and into the Indian Ocean. Once again, we aren’t quite sure, and only time will tell how much we will explore this area.

We will cross the Indian Ocean to South Africa. We will then likely head north again making some pit stops at places like Ascension Island and St. Helena. From here we will more than likely continue northward, back through the equator, crossing our path around the world, and onward back to the USA via the Caribbean.

Time will tell though. Our plans have been changed a few times already and we are always open minded.

The post Our Sailing Route Around The World appeared first on Sailing Sweet Ruca.

One of the areas where this book has been incredibly helpful is in navigating the complex anchorages in complete safety. The authors provide detailed descriptions of the anchorages, including the best places to anchor, the type of seabed, and potential hazards. These descriptions have allowed us to approach new anchorages with confidence, knowing exactly what to expect and how to avoid potential dangers.

In addition to navigating the anchorages, the book has been an invaluable resource for learning about weather patterns in the region. The authors provide detailed information on the prevailing winds, tides, and currents, which has allowed us to plan our routes and anchorages more effectively. We have also found the information on local weather patterns to be accurate and up-to-date, allowing us to make informed decisions about when to sail and when to seek shelter.

One of the most significant benefits of this book is its comprehensive coverage of the entire Patagonian region, from the Chilean Fjords to Tierra del Fuego. The authors provide detailed charts and descriptions of the ports, anchorages, and passages, making it an all-encompassing guide for sailors in the region. This comprehensive coverage has allowed us to plan our voyage with greater flexibility, knowing that we have the information we need to navigate different areas of Patagonia and Tierra del Fuego.

Overall, we highly recommend the “Patagonia & Tierra Del Fuego Nautical Guide” 3rd Edition to anyone planning a sailing trip to this region. Also known as “The Italian Guide” or “The Blue Book” it is almost an essential requirement to have on board your boat if you are thinking of sailing to these remote regions. The accuracy of the information, comprehensive coverage, and language accessibility make it an essential resource for any sailor.

Even if you do not plan to sail here, this book is great to have in a home library or on your coffee table as well. There are so many interesting facts about the local culture and the early sailors and explorers of this area, that it is an interesting read for even non sailors.

By purchasing this book through the affiliate link, https://amzn.to/44jhZHg, you can support our voyage and have access to the same valuable information that has helped us navigate safely through the complex anchorages of Patagonia.

Happy sailing!

The post “The Patagonia Sailing Bible”: A Book Review from Sailors on Sweet Ruca appeared first on Sailing Sweet Ruca.

Having the right equipment can make all the difference when navigating a sailboat. While traditional chart plotters have been the go-to option for many sailors, Industrial Touch Screen PCs offer a range of benefits that make them a compelling alternative. In this post, we’ll share ten reasons why we chose an Industrial Touch Screen PC for our sailboat navigation computer and explore the pros and cons of this option compared to traditional chartplotters and mini-PCs.

Thinkol 17″ Industrial PC we are using aboard Sweet Ruca

We chose to install a touch screen PC in our boat for many reasons. We have still kept our traditional chart plotters, and will likely always have a chartplotter connected with our instrument system as a redundant backup, but we use the PC for most main navigational tasks at the chart table.

1. Flexibility: An Industrial Touch Screen PC is a versatile solution that can run a range of navigation software and other applications. This flexibility allows us to customize our setup to our specific needs.
2. Customization: Many Industrial Touch Screen PC manufacturers offer customization options, allowing us to select the screen size, processor, RAM, and operating system that best suits our needs. We chose the W5 Pro Mini PC from Vnopn, which features an Intel Atom x5-Z8350 processor, 4GB of RAM, and runs Windows 10 Home.
3. Connectivity: Industrial Touch Screen PCs often have various connectivity options, including USB, Ethernet, HDMI, and Wi-Fi. This makes it easy to connect to a range of navigation instruments, sensors, and other devices on board.
4. Cost: While Industrial Touch Screen PCs may initially seem more expensive than traditional chartplotters, they often offer more functionality for the price. Additionally, because they can run a range of applications, they can replace other devices on board, further reducing costs.
5. Durability: Industrial Touch Screen PCs are built to withstand harsh environments, including moisture, dust, and vibration. This makes them ideal for use on a sailboat, where conditions can be challenging.
6. Expandability: Industrial Touch Screen PCs can often be expanded with additional peripherals, such as external hard drives, keyboards, and mice. This allows for greater flexibility and functionality.
7. Screen Size: Industrial Touch Screen PCs come in various screen sizes, allowing us to select the size that best suits our needs and available space on the boat. We chose a 7-inch screen from Vnopn, which provides clear and easy-to-read navigation data.
8. Compatibility: Industrial Touch Screen PCs are often compatible with a range of navigation software, including Expedition as well as OpenCPN, a popular and free option. This allows us to use the software we are most comfortable with.
9. Power Supply: Industrial Touch Screen PCs often require a stable and reliable power supply, and we chose the DC-DC 12V Converter Voltage Regulator to ensure this. This device provides a stable 12-volt output, ensuring the Industrial Touch Screen PC receives clean power.
   
10. Future-proofing: Because Industrial Touch Screen PCs can run a range of highly customizable applications, they offer a future-proof solution that can be upgraded and adapted as our needs change.

Pros of Industrial Touch Screen PC vs. Traditional Chartplotter and Mini-PCs:

• Cost effective option
• More flexibility and customization options
• Often more cost-effective for the functionality provided
• Can run a range of navigation software and other applications
• Built to withstand harsh environments
• Expandable with additional peripherals
• Comes in a range of screen sizes
• Compatible with a range of navigation software
• Requires a stable power supply for reliable operation
• Provides a future-proof solution that can be upgraded and adapted over time

Cons of Industrial Touch Screen PC vs Traditional Chartplotter and Mini-PCs:

1. Learning Curve: Switching to an Industrial Touch Screen PC from a traditional chartplotter may require some adjustment and a learning curve, primarily if you are used to a specific type of navigation software or device.
2. Mounting: Mounting an Industrial Touch Screen PC on a sailboat can be more challenging than mounting a traditional chart plotter, as it may require a custom bracket or housing to ensure it is secure and protected from the elements.
3. Power Consumption: Industrial Touch Screen PCs can consume more power than traditional chartplotters, especially if they run other applications besides navigation software. This means you must ensure you have a reliable power supply and monitor power usage to avoid draining your battery.
4. Maintenance: Because Industrial Touch Screen PCs are essentially small computers, they may require more maintenance and troubleshooting than a traditional chartplotter. This includes tasks such as updating software and drivers, managing storage space and ensuring the device stays cool and dry.
5. Technical Support: While many Industrial Touch Screen PC manufacturers offer technical support, it may not be as widely available or accessible as support for traditional chartplotters. This can be an issue if you encounter technical problems at sea.

In conclusion, while there are pros and cons to using an Industrial Touch Screen PC for sailboat navigation, we ultimately chose this option for its flexibility, customization options, durability, and future-proofing. By carefully considering our needs and researching our options, we were able to select a device that meets our needs and provides a reliable and functional solution for navigating our sailboat.

Accessories We Have Found Helpful

• Extended USB Cable: Allows USB connections in different areas of the boat or hidden underneath or inside the nav station.
  
• Wireless Keyboard & Touchpad: Can be hidden away to make a clear chart table, but also brought out to ease text entry and have a stable platform for mouse like actions while underway.
  
• Wireless Mouse: For use in the harbor or more stable conditions.
  
• Networking Equipment: Of course you want to connect your computer to your boats network.
  

Thank you for visiting our website. We do not recommend anything we have not used ourselves on board our boat or others and have had a good experience with. We do use affiliate programs to support our content and our voyage, when clicking the links above and making a purchase we may receive a small percentage of the purchase price. This is a great way to keep our content free to you, and share a little bit of Amazon’s profits with the little guys like us! Thanks for reading and sharing. Fair winds!

The post 10 Reasons Why We Chose a Touch Screen Navigation PC over a Traditional Chartplotter appeared first on Sailing Sweet Ruca.

Navionics vs Chartplotter – What is Best?

Two popular options for navigation equipment are Navionics on a Tablet or Smartphone (iPad or Android) and using a Chartplotter. In this blog post, we will discuss the pros and cons of each and explore how they perform in different sailing locations, weather conditions, and integrated systems such as autopilot, radar, and AIS. We also discuss their alternatives and other systems we use regularly aboard our bluewater sailboat.

Versus 

Navionics on a Tablet or Smartphone

Navionics is a navigation app available for both iOS and Android devices. It uses electronic charts and GPS to provide real-time navigation and is a popular choice for many sailors due to its portability and convenience. Here are some pros and cons of using Navionics on a Tablet or Smartphone.

Pros:

• Portability: Navionics can be used on a tablet or smartphone, making it easy to take with you wherever you go.
• Cost-effective: Navionics is often cheaper than a chartplotter, and if you already have a smartphone or tablet, it can be an affordable option.
• Easy to use: Navionics has a user-friendly interface and is easy to learn, making it an ideal choice for beginners.
• Real-time updates: Navionics is constantly updated with the latest information, making it a reliable option for up-to-date navigation.

Cons:

• Limited screen size: The small screen size of a smartphone or tablet can make it difficult to see details on the chart, particularly in bright sunlight.
• Battery life: Using Navionics on a tablet or smartphone can drain the battery quickly, which can be a problem on longer trips.
• Reliance on technology: If your device runs out of battery or loses its GPS signal, you could be left without navigation.

Examples of Tablets for Sailing

Using a Chartplotter

A chartplotter is a dedicated piece of navigation equipment designed specifically for sailing. It uses electronic charts and GPS to provide real-time navigation and is often integrated with other onboard systems such as autopilot, radar, and AIS. Here are some pros and cons of using a chartplotter.

Pros:

• Larger screen: Chartplotters usually have larger screens than tablets or smartphones, making it easier to see details on the chart.
• Integration with other systems: Chartplotters are often integrated with other onboard systems such as autopilot, radar, and AIS, making it easier to manage navigation and sailing systems in one place.
• Durability: Chartplotters are designed to withstand the harsh marine environment and are often waterproof, making them a reliable option in adverse weather conditions.
• Long battery life: Chartplotters usually have longer battery life than tablets or smartphones because they are hooked directly into the boats main power source, making them suitable for longer trips.

Cons:

• Cost: Chartplotters are often more expensive than tablets or smartphones, and the cost can increase if you need to purchase additional components to integrate with other onboard systems.
• Complexity: Chartplotters can be complex to use, and it may take some time to learn how to navigate through the system.
• Less portable: Chartplotters are designed to be installed in a fixed location, making them less portable than tablets or smartphones.

Chartplotters for Sailboats Examples

Sailing locations and weather conditions

The type of navigation equipment you choose may depend on the sailing location and weather conditions. If you are sailing in calm waters with good visibility, Navionics on a Tablet or Smartphone may be a suitable option. However, if you are sailing in adverse weather conditions, a chartplotter with a larger screen and integrated systems may be a more reliable option.

Integrated systems

Integrated systems such as autopilot, radar, and AIS can make navigation and sailing easier and more efficient. Chartplotters are often designed to integrate with these systems, making them an ideal choice for sailors whowish to have all their systems in one place. Navionics can also integrate with these systems, but it may require additional components, which can add to the cost.

Autopilot: Autopilots can be integrated with chartplotters, making it easier to manage navigation while underway. The autopilot can be programmed to follow a route, freeing up the crew to focus on other tasks.

Radar: Chartplotters can be integrated with radar to provide a clear view of the surrounding area, even in adverse weather conditions. This can help sailors to navigate safely and avoid collisions with other vessels or objects in the water.

AIS: Automatic Identification System (AIS) can be integrated with chartplotters to provide real-time information on the location of other vessels in the area. This can help sailors to avoid collisions and navigate safely through busy waterways.

Budget Concerns – Navionics vs Chartplotter

When it comes to budget, Navionics on a Tablet or Smartphone can be a more affordable option compared to a Chartplotter. The Navionics app is available for purchase on the App Store or Google Play Store, with prices ranging from $15 to $75, depending on the coverage area and features included. Additionally, using a tablet or smartphone that you already own can further reduce the cost. However, keep in mind that you may need to purchase additional components such as a waterproof case, charging cables, or a GPS receiver to ensure reliable operation while underway. These additional costs can range from $50 to $200 depending on the quality and features of the components.

On the other hand, a Chartplotter is a more specialized piece of equipment designed specifically for sailing, and as such, it can come with a higher price tag. The cost of a Chartplotter can vary widely depending on the manufacturer, model, screen size, and features included. Budget models can start at around $500, while more advanced systems can cost upwards of $5,000 or more. Additionally, installation costs can add to the overall expense, especially if you need to purchase additional components to integrate with other onboard systems. The cost of installation can vary depending on the complexity of the system, but it typically ranges from $100 to $500, not including the cost of any additional components.

It’s important to keep in mind that cost should not be the only factor when choosing navigation equipment. While Navionics on a Tablet or Smartphone may be a more budget-friendly option, it may not be as reliable or convenient as a Chartplotter, especially in adverse weather conditions. Similarly, a Chartplotter may come with a higher upfront cost, but it can provide additional features and integration with other onboard systems that can make navigation and sailing easier and more efficient. Ultimately, the decision should be based on individual needs and preferences, as well as the sailing location and conditions.

Use In Extreme Conditions

While Navionics on a Tablet or Smartphone can be a convenient and affordable option for navigation, it does have some drawbacks, particularly in extreme conditions. Here are some of the challenges that sailors may face when using Navionics in these conditions:

Heavy rain: In heavy rain, it can be challenging to use a touch screen device as the water droplets can interfere with touch sensitivity. This can make it difficult to enter waypoints or adjust the zoom level on the map. Additionally, if the device is not protected by a waterproof case, it can be damaged by exposure to moisture.

Spray from waves: When sailing in rough conditions, the boat can be hit by spray from waves, which can also damage the device if it is not protected. Additionally, it can be challenging to see the screen in these conditions as the water droplets can obscure the map.

High humidity: High humidity can cause condensation to form on the device, making it difficult to see the screen. This can be particularly challenging in tropical locations or when sailing in areas with high humidity.

Extreme temperatures: Both extreme heat and extreme cold can impact the performance of a touch screen device. In extreme heat, the device may overheat and shut down or become unresponsive, while in extreme cold, the battery life can be shortened, and the touch sensitivity may be reduced.

Bright sunlight: In bright sunlight, it can be challenging to see the screen of a tablet or smartphone. This can make it difficult to read the map or navigate accurately.

To mitigate these challenges, sailors can use a waterproof case to protect the device from moisture and spray. They can also use an anti-glare screen protector to reduce the impact of bright sunlight. Additionally, it’s a good idea to have a backup navigation system such as paper charts, a handheld GPS, or a standalone chartplotter in case the tablet or smartphone becomes unusable.

In extreme conditions, a Chartplotter can be a more reliable option as it is designed to withstand harsh marine environments. Chartplotters are typically waterproof and have larger, high-contrast screens that can be easily read in bright sunlight. Additionally, they are designed to integrate with other onboard systems, such as autopilot and radar, which can be useful in extreme conditions.

Accuracy of Charts

The accuracy of charts is an essential aspect of navigation equipment, and it’s crucial to choose a system that provides reliable and up-to-date information. Navionics and Chartplotters differ in their approach to chart accuracy and update frequency.

Navionics charts are generated using a combination of data sources, including government charts, surveys, and user-generated data. The charts are updated regularly, with most areas updated annually or bi-annually. In addition to the standard charts, Navionics offers a subscription service called Freshest Data, which provides daily updates to the chart data, including changes to navigation aids, depth contours, and shoreline features. This service can be especially useful for sailors who are exploring new areas or sailing in regions with changing conditions.

Chartplotters, on the other hand, typically use proprietary charts that are developed by the manufacturer or a third-party supplier. The frequency of chart updates varies depending on the manufacturer, with some providing updates quarterly, while others provide annual updates. Some manufacturers offer subscription services similar to Navionics Freshest Data, which provide more frequent updates to the chart data.

In terms of accuracy, Navionics and Chartplotters can both provide accurate chart data. However, Navionics seems to be more accurate in areas with navigational challenges, such as the Bahamas and Patagonia. This is because Navionics uses a combination of government charts, surveys, and user-generated data to generate their charts. In areas where government charts may be outdated or incomplete, user-generated data can provide more accurate and up-to-date information.

That said, it’s essential to note that no navigation system is 100% accurate, and it’s crucial to cross-check chart data with other sources, such as paper charts and onboard instruments, to ensure safe navigation. Additionally, even the most accurate charts can become outdated due to changing weather conditions, shifting sands, and other factors, so it’s important to stay aware of the latest navigational information and update charts regularly.

Ultimately, the choice between Navionics and Chartplotters comes down to personal preference and individual sailing needs. Both systems can provide accurate and reliable chart data, and the decision should be based on factors such as sailing location, budget, and integration with other onboard systems.

Alternatives to Navionics and Chartplotters

Navionics and Chartplotters are popular navigation options for sailors, but they are not the only options available. OpenCPN and Expedition Navigation Software are two alternatives that offer unique features and benefits.

OpenCPN is an open-source navigation software that can be installed on a laptop or desktop computer. The software uses a variety of data sources, including free and open-source charts, to provide navigation information. One of the key benefits of OpenCPN is its affordability, as the software is available for free download. However, users will need to purchase or download charts separately, which can be an additional cost. OpenCPN offers many features, including route planning, chart plotting, and integration with AIS and other onboard instruments.

Expedition Navigation Software is a comprehensive navigation solution used mainly by professional racing sailboats that offers advanced features such as weather routing, data acquisition and analysis, tidal prediction, and GRIB weather file downloads. Expedition can be used on a laptop or desktop computer, or it can be integrated with a standalone chartplotter, instruments, radar, and AIS. Expedition’s chart data is supplied by a range of sources, including official government charts, and it is updated regularly. The software is available for purchase, with prices starting at around $1200 for a license.

Both OpenCPN and Expedition offer benefits such as affordability, advanced features, and flexibility. However, they also have some drawbacks. One potential drawback of OpenCPN is that it requires a laptop or desktop computer, which may not be practical or convenient for some sailors. Additionally, free and open-source charts may not be as comprehensive or up-to-date as commercial charts.

For Expedition, the cost can be a drawback, as it is a more expensive option than Navionics or some Chartplotters. Additionally, the software may require more technical expertise to set up and use, which could be a challenge for some sailors.

Ultimately, the choice between Navionics, Chartplotters, OpenCPN, and Expedition will depend on a sailor’s individual needs and preferences. Each option offers unique features and benefits, and it’s important to consider factors such as budget, sailing location, and integration with other onboard systems when making a decision.

What Do We Use On Board Our Boat

As the crew of Sweet Ruca, we have found that utilizing a combination of navigation tools has been the most effective solution for our long-distance sailing needs. We rely on Expedition Navigation Software for offshore sailing, data logging, and weather routing. The software’s advanced features, such as weather routing and GRIB weather file downloads, allow us to plan our routes with greater efficiency and safety. Additionally, the software’s chart data, sourced from a variety of official government charts, ensures accuracy and reliability.

While the B&G Zeus chartplotter is an essential tool for visibility and integration with radar and AIS at the helm, we also use Navionics on an iPad and Android phone for different chart views and detailed inspection of anchorages. This provides greater convenience and flexibility, allowing us to make quick decisions about our route while moving around the vessel. The faster big picture route planning available with Navionics has been particularly useful for us.

As a backup to Expedition, we also use OpenCPN. This open-source navigation software can be installed on a laptop or desktop computer and provides a range of features, including route planning, chart plotting, and integration with AIS and other onboard instruments. This ensures that we have redundancy in case any of our primary navigation systems fail.

Ultimately, by utilizing a combination of navigation tools, we can ensure accurate and reliable navigation throughout our journeys. It’s important for sailors to consider their individual needs and preferences when choosing their navigation solutions, but we’ve found that a variety of tools can provide the greatest flexibility, convenience, and safety.

Our Conclusion About Chartplotters for Sailing Navigation

In conclusion, the choice between Navionics on a Tablet or Smartphone and using a Chartplotter will depend on the individual sailor’s needs and preferences. Navionics offers portability, ease of use, and affordability, while Chartplotters offer larger screens, integration with other systems, and durability. The sailing location and weather conditions, as well as the need for integrated systems, can also influence the decision.

Ultimately, the most important thing is to choose navigation equipment that is reliable and easy to use, allowing sailors to navigate safely and enjoyably. Whether you choose Navionics or a Chartplotter, always make sure to have a backup navigation system and paper charts, as technology can sometimes fail, and it’s important to be prepared for any situation while out on the water.

The post Navionics (iPad) vs Chartplotter (B&G, Raymarine, Garmin) – Which Is Best For Sailboats appeared first on Sailing Sweet Ruca.

1. Chapman’s Piloting

This is the book to start with when learning about boating and navigation. Perhaps it is the best all around resource to have on board to learn about navigation and piloting a recreational powerboat or sailboat.

2. USCG Navigation Rules Handbook

This is a requirement for any US Coast Guard Documented Vessel to have on board. It is a great resource for learning boat navigation light patterns. This is very important for nighttime navigation. It also covers all of the rules of the road, helping you to know what you should do when vessels meet on the ocean.

3. Jimmy Cornell’s World Cruising Routes

There are over 1000 routes in this book which help you find the right time and place to start and finish your voyages. Following the routes in this book will generally lead to pleasant offshore sailing and avoid major storms and hurricane seasons. We don’t always take sailing routes in this book, as we enjoy challenging conditions which are off the beaten path, but we do consult it regularly.

4. Nigel Calder’s Boatowners Mechanical and Electrical Manual

If there is a name synonymous with DIY boat work it is Nigel Calder. This book will cover everything you possibly need to know to maintain your boats important systems while sailing, especially your engine and electrical system, which may be most sailors biggest challenge. Keeping your boat in top condition is a challenge in harsh saltwater conditions, but it is very important as a working boat is your primary means of transportation and your home.

5. Sir Ben Ainslie’s Complete Sailing Manual

If you want to sail around the world, well, you need to learn to sail. This book covers how to really sail boats big and small, catamarans and monohulls, both fast and slow. Written by national champion and Olympic sailors, you will learn how to sail and trim the proper way to make your boat move through the water. This means more speed, less fuel consumption, a smoother ride, and a happier crew!

6. Bowditch’s American Practical Navigator

Do you want to know everything there is to know? This giant book will teach it to you. This is the book you can find on the bridge of every US Merchant Maritime vessel and is the reference manual for professional seaman. Its over 1200 pages cover meteorology, navigation, oceanography, weather, and contains countless tables, charts, and illustrations.

7. Pardey’s Storm Tactics Handbook

A list of essential around the world Sailing books can not be complete without a how-to book from Lin and Larry Pardey. The number one reason sailors never leave port is fear of bad weather. The number one reason people abandon ship is because of problems when the going gets tough. This book will teach you what you need to know to get through tough storm conditions safely on your sailboat.

8. Dashew’s Offshore Cruising Encyclopedia

Perhaps the original Performance Cruising sailing couple, Steve and Linda Dashew have compiled all of their vast knowledge of sailing and boatbuilding into one book! This book contains all you need: from the time you start thinking about purchasing a boat to sail around the world, to reference items and ideas while en-route.

There are surely lots of other great books, both inspirational and educational on the topic of sailing around the world. These are books we have actually read and find valuable enough to carry aboard with us. We think you will love them also. If there is one we forgot, please drop us a note in the comments below.

Note: We do earn a commission off of the links to Amazon to purchase these books. We think it is a win/win, as we can share some of our knowledge with you and you can support our journey at no additional cost to you when you make purchases.

The post 8 Must Have Books For Sailing Around The World appeared first on Sailing Sweet Ruca.

Heeling Force Calculator

Used for calculating the size of your sails and reefing points based on wind speeds and estimated heel.

https://docs.google.com/spreadsheets/d/1814lCBYdfsu6ZY8IVDsY7Mltwdh_MgpKVuePLKkOasE/edit?usp=sharing

Off the Grid Power Budget

Used for calculating battery amp hour needs and solar, wind, hydro, and alternator/generator needs for your sailboat, RV, tiny home, or other off-the-grid living platform.

https://docs.google.com/spreadsheets/d/15IWi_vIWl-DCd948SLg2z34wwvsWZxEYVzxwlwxKHs0/edit?usp=sharing

Future To Do:

Provisioning Spreadsheet

Sailing Log Spreadsheet

Polar Files

Maintenance and Inventories

Budgeting

If there are any spreadsheets you would like to share, let us know, we can post them for you to help others as well. If you see any issues with ours or see an area that can be improved, we would be happy to hear your input.

Please keep in mind, we are not perfect. We can not be responsible for any typos or formula errors in any of these documents. They are here for you, free to use at your own risk.

The post Calculators, Spreadsheets, and Resources appeared first on Sailing Sweet Ruca.

These and other similar questions many ask when beginning to contemplate navigating outside of their local area, are important to answer. I think the answer depends on your needs and sailing type to determine what is right for you.

Let’s start by examining the options we have available to us.

Apps & Tablet-Based Navigation

An iPad or Android tablet with Navionics is perhaps the easiest solution that is ready to go out of the box. It is really good and paired with a cell phone/wifi-enabled tablet surprisingly accurate. A bonus is the sonar charts, which we really like and have found to be very helpful in less well-charted areas. We cruised for almost a month in Lake Michigan, North Channel, Georgian Bay, and Lake St. Claire with just that. But, there are some issues, the biggest of which is rain or spray. Most tablets combined with Navionics, or other apps, become worthless when wet, too hot, or too cold. This is generally when you need that nav data most, critical conditions in bad visibility.

Budget: $

Pros:
Easy Setup
Easy to Use
Lower Cost Charts

Cons:
Extreme Conditions Loss of Function
No Weather Routing

OpenCPN and Low-Cost PC Navigation Systems

Not quite as plug and play, but also another cheap option. If you happen to have an old laptop lying around your house, this is just about as close to free as you can get. OpenCPN is a really good open-source software that has been developed over many years by real sailors. It can be downloaded online and will run on most laptops. Charts for most areas can also be downloaded for free. It does take a small learning curve, and some of the charts may not be as full-featured of commercial offerings. We use OpenCPN as our backup PC-based nav/chart program aboard s/v Sweet Ruca.

Budget: $

Pros:
Free to Download
Real Sailor Dev Community
Customizable & Expandable

Cons:
Higher learning curve (compared to Navionics/iPad)
Still need on deck display solution

Handheld GPS

The Garmin GPSMap 72 or 78 is the tried and true standard here. There are other similar models from other manufacturers. You can pick one of these up on eBay for less than a case of beer! Although the screen is microscopic by today’s standards, this unit is almost bulletproof. It usually comes preloaded with charts for your cruising area. It can slosh around in the bilge and still work on command. I’ve sailed thousands of miles with one of these bashing around the cockpit floor, and still keep one as a ditch bag backup.

Budget: $ – $$

Pros:
Usable in All Weather Conditions
Fast Learning Curves
Durable

Cons:
Small Screen

Chartplotters (B&G, Raymarine, Garmin, Simrad, etc.)

Perhaps the most expensive option, but also most reliable when the conditions get snotty. Most chart plotters (Multi-Function Displays or MFDs) by the major instrument manufacturers are pretty much the same these days. Charts are usually more expensive to purchase for these because the manufacturers make everything proprietary. They do work very well though for real-time sailing navigation, especially when combined with radar and a full instrument package.

Budget: $$

Pros:
Reliability
Usability in Extreme Conditions
Instrument / Radar Interfaces

Cons:
Expensive and Require Installation
No Weather Routing

Expedition & Commercial Navigation Software

This is what the big boys use, usually in conjunction with MFDs and instrument/radar packages. We use Expedition and C-Map charts aboard Sweet Ruca as our primary navigation source. This gives us the ability to log everything in one place. It also allows us to use our boats’ polar speeds in conjunction with weather and current information to choose the best sailing routes. This has a high learning curve, but when making multiple week passages, it can cut days off your route and allow you to dodge serious weather. Data is relayed on deck via an iPad running remote desktop and the system is integrated with our MFDs and instrument displays. If you want to up your sailing game or simply want to have the same capabilities as the sailors in the Volvo Ocean Race and Vendee Globe do, this is it.

Budget: $$$

Pros:
Weather Routing
Commercial Support & Training
Best Capability

Cons:
Highest Cost
Learning Curve

DIY Systems

There are quite a few that make use of RPi, mini PCs, etc, and combine them with waterproof touch screens. One can build a pretty capable navigation system using DIY parts. Most government charts can be downloaded for free on the web. Combine these things with some open-source software and you can build your own killer app. For us, although it would be really fun to explore this route, there are too many other boat projects to allow time for this.

Budget: $-$$$

Pros:
Budget Flexibility
Custom Features
Ultimate Freedom

Cons:
Time, no plug and play
Highest learning curve

Conclusion

So what is the best navigation option for you and your boat?

The best thing to start with and build upon is perhaps a small handheld GPS with charting ability such as the Garmin GPSMap78.

If you are a sunny day sailor and don’t venture out of cell phone range, apps such as Navionics on iPad or Android are probably your best bet. If you venture further from land or spend more than a day at a time at sea, a combination of at least two methods provides some redundancy.

If you expect bad weather or cruise in areas of the Northern USA, at least one built-in chart plotter with buttons from a well-regarded manufacturer such as Raymarine, B&G/Simrad, or Garmin would be recommended.

If you are venturing into new anchorages or crossing oceans, a PC-based navigation option, in combination with apps and chart plotter/radar/ais/instruments, allows for the best passage planning, redundancy, and real-time sailing data like wind, depth, and current.

If you intend to race at all, or really enjoy performance sailing, Expedition Navigation Software is where it is at!

If you have a low budget, you can put together a safe, capable, and redundant navigation system for a reasonable cost via DIY. Just don’t expect all of the bells and whistles, and realize it may have its limits in bad weather or if you are less technically apt.

If your budget can afford it, or you are venturing into areas where safety is paramount, get the best system you can.

If you are really cheap and an old salty dog, there are always the tried and true paper charts, ruler, dividers, and sextant! Paper charts and books actually get pretty costly though if you venture far and wide. We do recommend having some type of redundancy wherever you go, but in our opinion, paper charts are a little dated.

For any system, don’t skimp on training time. Read the manual, get screen time, and/or take the training classes. Most navigation failures occur due to user error, it is important to have a good understanding of your equipment before you set sail.

See you on the water!

The post What is the Best Navigation Solution for Sailboat Cruising? appeared first on Sailing Sweet Ruca.

We enjoy sailing in weather windows like this. Cruising in a big breeze downwind is really fun, but boat handling, especially with only two aboard, can become a challenge.

That is why most cruising couples and single-handed sailors put so much time and effort into their self-steering solutions. Not only is reliability and performance a concern, but also redundancy.

Old vs. New Autopilots

Our 20-year-old Roberson AP22 was incredibly reliable. Its performance wasn’t up to snuff when we were getting tossed around in large waves or sneaking along in light air swells. Its wind steering features couldn’t keep up, and it lacked speedy compass data and other important data that can help the boat steer.

This is where the new generation of autopilots and instruments comes in. The core is a more accurate compass, along with better processing power to react to wind and wave data.

We spent a year or so looking at a few different options, including NKE, Garmin, Raymarine, B&G, and DIY (do it yourself via RPi, etc.). We tried a hybrid B&G H2000 and NAC-3 system, but we couldn’t get the wind data to jive reliably. An update to the firmware helped, but I am convinced it has to do with the way B&Gs NAC-3 is coded to receive wind-related PGNs, as it did not like N2K data through the ActiSense NGT-1.

Pros and Cons

We finally settled on the B&G H5000 Hercules system. Here is why:

• Pitch and Roll Corrected TWA
• Works with our existing H2000 wind and speed sensors (no mast wiring and no haulout for a new thru-hull)
• Gust response
• Configurable performance levels
• Race-proven reliability
• Experience and familiarity with H5 from racing OPBs

The big con was we could not use our existing B&G H2 Hydra processor and displays with the H5 pilot. This meant going to an H5 CPU, which, because there is no way to back convert to Fastnet, also meant we had to upgrade all of our displays to NMEA 2000.

This is an expensive and time-consuming proposition. In my opinion, B&G should make a backward compatible converter to Fastnet. It would sell fewer displays initially, but it would surely help ease many into the upgrade vs a possible total switch to a competitor.

What we needed to buy

Once we decided the project was a go, we had to go all in. We spent quite a bit of time shopping and pieced the system together from multiple vendors. Here is what we removed, and replaced it with:

Removed

• B&G H2000 Hydra CPU
• 2 Fastnet 20/20 Displays
• 1 Analog Apparent Wind Display
• 2 Hydra Fastnet/NMEA 0183 Race Displays
• ActiSense NGW-1 (0183 to N2k)
• Robertson AP22 Autopilot & Compass
• B&G Halcyon Compass
• AirMar 800 Depth Sensor

Installed

• B&G H5000 Hercules CPU
• B&G H5000 Pilot
• 2 Garmin GNX 120 7” Displays
• B&G Triton Display
• B&G H5000 Display
• B&G ZG100 GPS
• AirMar 810 Speed/Depth Sensor
• B&G N2k Rudder Position Sensor

We retained our existing Zues3 MFD, 4g Radar, autopilot ram, Precision 9 compass, Bluetooth AP remote control, AirMar speed paddle wheel, and MHU wind sensor. We also kept the NAC-3, a second P9 compass, and hydraulic ram offline as redundant spares.

Installing the New Instruments

This would be a fairly big install. Although the displays are similar in size to the old ones, they were not exact and would require some cutting and minor fiberglass work. The existing rats nest behind the navigation station would be cleaned up in the process, but most of the old wires are all run through headliners and hard to get at. This required some minor disassembly.

The good news is, you can use B&Gs Fastnet wires and put N2k ends on them. This is a huge time and effort saver. Our friends at Twig Marine have the connectors on hand for special orders. Keep in mind that standard N2k wires may not fit through the old Fastnet conduits due to the size of the N2k end connectors.

Dealing with the J Boats Hood

The instruments in the standard J Boats style companionway hood were the only tricky part to deal with because of NMEA 2000s backbone and drop standards. Yes, one can pigtail a few instruments off of one drop cable even though it doesn’t meet the official standard. We could have just used a drop into the hood, but these are our primary visual steering aids, and our GPS would be there as well.

We couldn’t afford any electrical hiccups here, so we decided to change the backbone to end in the hood, rather than in the nav station. This gives the benefit of a more centrally located power source but makes the backbone longer and more risk of voltage drop. Fortunately, our total backbone length is well within the standards.

We mounted our GPS in the hood for two reasons. First, we just didn’t like any of the locations available at the back of the boat for hole drilling. Second, and most importantly, the view of the sky is sometimes obscured on the transom by solar panels, dinghy, liferaft, etc. Lastly, we felt the closer the ZG100 was to the boat’s center of axis, the better.

We placed the Triton display where the old analog apparent wind gauge was, right in the center. We liked the apparent wind in this position and wanted to replicate it with the Sailsteer feature.

Garmin and B&G Together?

One may have already noticed that we chose to use two Garmin displays in this system in the place of B&G 20/20s. There are several reasons. First, they are cheaper, saving us about 400 dollars over the 20s. Second, they are very readable, have big digits, and can display two lines of data each, doubling the possible readouts in this location. Third, unlike the B&Gs, which only read their own PGNs in the N2k network, the Garmins will read anything.

We can fire our Expedition Navigation Software PGNs from our computer, through the ActiSense NGT-1 to the GNX 120s to view any other data we want. We use our polars and Expedition software religiously for weather routing, so this is important to us.

Once we had the hood back together, we decided to retain the location of our existing Hydra race display near the main sheet winch. This is in a prime racing location for the driver, main trimmer, and tactician. It also gives a great view of lots of data from them helm.

We would have likely forgone this location for cruising, but filling this hole was easier, cheaper, and better looking than re-glassing and re-painting or putting a blank in.

Installing the CPU and Autopilot

Now that we had all of the new displays in place, it was time to untangle the macrame that was the Nav station wiring. This is pretty standard on an old boat that has received numerous upgrades and changes over time. It has been on our to-do list for a while.

We ripped everything out all of the old stuff and got to work making sense of the old wiring. We mounted the H5000 CPU and Raymarine AIS unit to the wall, along with securely mounting all N2k connectors. Now, it is far from the perfect glamorous wiring job, but we can quickly diagnose and fix any potential problems.

The H5 Pilot Computer was an easy plugin replacement in place of the NAC-3, which now resides next door in case of emergency. Installing the new RPS (rudder position sensor) was a breeze as it is the same size as the old analog version. We kept the analog version as it still works with the NAC-3 as another layer of redundancy.

Installing the Speed/Depth Sensor

The last thing we needed was to install our NMEA 2000 compatible depth sensor. H5 can’t use the old style, but fortunately, AirMar likes to make customers’ lives easy and the new 810 unit fits easily in place of the old depth sensor. They even give you the needed o-rings to fit the older thru-hulls. As a bonus, the new sensor has Bluetooth configuration and outputs additional data such as a redundant source for heel and pitch.

Once everything was connected and in place, we fired the system up for its final checks. Everything seemed to be working pretty well and initial calibrations were close (close enough for fair weather recreational cruising).

Calibrating the H5000 System

We did our dock calibrations but waited a few days to go sailing. Our next sail would be to an island about 50 miles south, but the weather window required us to leave the harbor in the dark. We did the at sea autopilot initializations and speedo calibrations under the moonlight, but we had smooth water, light winds, and little current, making calibration easier.

Sailing with the B&G, Expedition and Garmin Hybrid

We still have some advanced calibration and fine-tuning to do. We can report though, with just basic efforts that the system performed without a glitch, and Jeeves (our name for the autopilot) drove with a steady hand and laser focus!

We were sailing in 4-7 knots of breeze in a decent-sized leftover but well-spaced swell. We were using a #3 cruising headsail and cruising Dacron main, easily maintaining speeds in the 90% polar range. The H5 can certainly drive better than the other autos we have tried and will likely save us its cost in fuel over the long run.

We still have some more detailed tuning to do and heavy air testing, but we are pretty happy with the outcome so far. We are also looking at integrating a few more on-boat systems into the NMEA 2000 network in the future such as our engine and fuel data, fridge and freezer temps, and tankage levels.

We hope to revisit this and give more feedback as we put more miles on with this configuration.

The post Installing a B&G H5000 System in our J Boats J/46 appeared first on Sailing Sweet Ruca.