Description

Classic Wave was a Peter Ibold design ENDURANCE 40 centre cockpit Ketch. Registered on the Part 1 Registry of Shipping, Official No. 901582, at the port of Preston and wholly owned by my (non sailing) Wife and myself.
She was first commissioned in 1992, complete enough to sail but with a considerable amount of work remaining. Since I purchased her, in 1998, she had been completed, including a full repaint with Blakes EPU/Polygloss above the waterline, Wessex Epoxy ‘Copperbot’ below. This had been refreshed with two coats of ‘Copperplus’, in 2005. Her instruments/navigation equipment had been updated and equipment added to enhance the comfort for extended cruising.
She was also being sailed extensively (1000-1500 nmls. per year) throughout the Irish Sea, Ireland and the Western Isles of Scotland.

The hull was constructed of ‘Seacrete’ by Windboats of Wroxham (Lloyds Hull Certificate No. 401371) and stored, before being purchased in 1982 to be fitted out to the initial commissioned standard by D Chandler (the first owner) under the supervision of R G Brown & Assoc., Marine Consultants, Kings Lynn, Norfolk. All the work performed was to a very high standard and I hold a vast number of drawings and architects notes used during the build.

To minimise the weight above the waterline, the deck and superstructure were epoxy coated ply, supported by oak beams, and aluminium frames at the cockpit sides.

She was cutter/ketch rigged with spars by ‘Sparlight’ with a roller reefing ‘Yankee’ foresail and self tacking cutter staysail. The main and mizzen sails were equipped with lazy jacks, slab reefing into fitted boom sail covers. Auxiliary power was provided by a Ford Mermaid 85 bhp Diesel engine, driving a three blade prop through a PRM gearbox. Directional control was via a hydraulic helm, wheel driven and by the autopilot, to a keel hung rudder.

Electrical power was provided by around 350 a/hr. of 12v. service batteries, plus a 90 a/hr. separate engine starting battery and a similar 90 a/hr. battery for the anchor winch. These were supported by the engine alternator with a Sterling Advanced regulator, a Sterling 30amp.Battery charger/Power supply and an Airmarine 600 watt Wind Generator. Service battery capacity was monitored by an E-Xpert 501 battery monitor. Mains 230v power was available throughout, supplied by a 1000w.Inverter, 2.7KVA Honda Generator or shore power connection.

Instrumentation was Raytheon ST 60 Wind/Depth/Log and ST 6000/300 Hydraulic autopilot interfaced with a Garmin GPS, ICS Nav6 Plus Nav. display/Navtex receiver and Yeoman chart plotter. Icom 601 VHF/DSC Transceiver, which also incorporated an automatic fog horn and loud hailer. Furono Radar. There were fixed displays in the cockpit/pilot house, repeated at the navigator’s station with autopilot control from both positions.
The deck equipment was substantial, including warps, fenders, etc. and ground tackle; various anchors, CQR with 100mtrs chain and, Bruce with chain & warp, on the bow with a Francis electric anchor winch to a split anchor locker, Danforth kedge on chain and warp to the aft anchor locker, plus a large Fisherman, for use as required.

There was tank capacity for approx. 1000 ltrs. of fuel and 1000 ltrs. of fresh water. The generator was housed, and gas and petrol carried, above deck in purpose built ‘deckboxes’, vented directly overboard.

A Dunlop Yachtmaster eight person Liferaft plus a fully equipped Semi-RIB tender with Honda 5 hp. outboard was carried on davits at the stern.

She was capable and equipped for comfortable offshore cruising with a comprehensive compliment of safety equipment, (flares, life preservers, etc).
I believe the accommodation layout to be unique, providing ample room for a family but also extra berths and privacy for guests.

It was made up of a conventional fore peak cabin with ‘V’ berths, plus infill, a mid cabin with two bunk berths, plus ‘en suite’ facilities of wash basin & heads compartment. She had a centre deck saloon with ‘U’ seating around a folding table. A pilot berth occupied the starboard side, with the navigation station. Internal helm control was achieved via the autopilot. On the port side there was a very large ‘bosuns’ locker behind the saloon seating. Alongside the cockpit, on the port, side was a fully equipped galley, with triple s/s sink unit (filtered drinking water/h&c mixer/sea water taps), gas cooker (two burner/grill/oven), microwave, fridge, ‘freezer’ and ample locker space. On the starboard side was the main heads with toilet, wash basin, shower and wet lockers. Fully aft, with access from both sides was a double cabin with two separate berths.

The yacht had a H & C pressurised water system with calorifier plus immersion heater, and a supplementary water gas heater in the aft heads. Diesel fuelled, ducted warm air heating. TV/DVD/CD combo and a stereo radio cassette player.

The interior furnishing and oak paneling were started by the previous owner. This had been sympathetically continued to the current standard, and the instrumentation and equipment fitted, by myself (second owner) or under my supervision, during the winter maintenance lay-up periods.
It was possible to accommodate, with berths, up to eight people, particularly if this included children, but she was not normally been used that way. Four to six crew was a comfortable number, providing the best compromise between available space and ease of boat handling. She could be handled by one, or two crew, and I sailed her by myself on a number of occasions.

She had experienced, and handled well in strong winds and rough seas, but in the main, and my ‘ideal’, had been to sail in fair winds with the sun shinning, with two or three crew.