Cherub

ABOUT CHERUB:
SPECIFICATIONS: FEET METERS
LOA ....................... 31'6" 9.60 m
LWL ....................... 23'9" 7.24 m
Beam ...................... 10'2" 3.1 m
Draft ...................... 5'6" 1.68 m
Displacement ........... 10,5000 lbs. 4762.8 k
Ballast .................. 4,580 lbs. 2077.5 k
Rig ...................... SLOOP
Sail Area (Total) .......... 457 sq. ft. 42.45 sq. m
100% Foretriangle .......... 264 sq. ft. 22.85 sq. m
Main ....................... 193 sq. ft. 17.92 sq. m
Fuel ........................ 20 Gal. 75.70 liter
Water ....................... 40 Gal. 151.40 liter
Power ................... Diesel - Volvo-MD-6B
Maximum Cabin Headroom ..... 6'1" 1.85 m
Sleeping Capacity ............ 6
Vertical Clearance ........ 44'5" 13.54 m
Designer ................ Alan Payne
Rating ........... IOR MKIII 1/2 ton 21.7 (approx.)

WFPHRF-RATING 236-RLC

Designer's Comments.
"This design was influenced by four important considerations.
First it was necessary to choose a medium displacement hull rather than the light displacement of the modern racing yacht. This
was to allow for the boat having rather more structural strength and more comfortable accomodations than is usual nowadays in
racer - cruisers.
Secondly, the boat has a hull form with a little more than the usual depth with the idea of combining this with a medium
displacement to achieve good headroom and useful cabin space. The design was carefully developed to realize the best possibilities
of this moderately V'd form.
Thirdly, the hull and rig design was worked over to provide the lowest possible rating under the current form of the IOR rule,
without departing from what was needed to meet the first two requirements. Since the boat was intended for one-design racing,
there was perhaps no great need to take note of IOR influence. However, it is an advantage for the boat to have a chance of success
in IOR events, and of course the IOR rating is a commonly accepted yardstick of performance. This boat is "fast" by comparison
with her rating, and we think this will be a source of satisfaction to owners.
Fourthly, in a way this might have been the most important consideration, my aim was to design a boat in sensible proportion,
with no one feature exaggerated at the expense of others. I have tried to produce a boat truly enjoyable to race and enjoyable to
cruise. This is what is wanted for a successful one-design class."
Alan Payne, Naval Architect

Current ownership history:
Formerly known as 'Logos', she was purchased by Jonathan and Terri Toner, from a boatyard in St. Mary's Georgia in June of 2007. She was owned by a couple
who were separated and he was a tugboat operator and had just come back from a trip to the Bahamas, when the seals on the old Volvo MD7 engine had leaked
and caused oil to shoot everywhere in the boat and bilge. He lived aboard with a big hairy dog. The boat was a mess. We got it for a very good price, by negotiating
with the owner's wife, in a divorce sale. Logos had been across the Atlantic twice down to the Bahamas numerous times and had also traveled down to South
America, before we purchased her. She was well used and but everything was strong and sound structurally, we had her looked at by a marine surveyor in Georgia.
We did most of the ugly work in the boatyard in Georgia, which was on the St Mary's river. We found a local motel and became regulars that summer, staying
there when it was too hot to stay on the boat in the boatyard, which were most nights.

Extensive work was done to make her safely sailable again and ready her for the trip back to Tampa Bay, including a new Westerbeke 20B Two - diesel engine
installed in St Mary's. Also a folding prop was added to reduce drag and increase sailing speed and efficiency. We noticed an immediate increase in over 1 knot in
10 knots of wind with the use of the folding prop, a 2-% increase in speed. The mast was removed, repaired, painted, sails restored, interior refurbished and
modified to create a starboard settee. New electronics installed including wind instruments, winder directional, depth sounder, VHF radio, GPS. Masthead
tricolor was refurbished and lights installed using LED's. The old 30 years of epoxy bottom was removed in Georgia in the 100 degree summer heat. She was
delivered by truck to St Petersburg and we got to see her floating for the first time here.

In 2010, a new bottom was re-finished with sandblasting, the bottom was faired, smoothed and evened, some modifications made to the rudder to accommodate
the folding prop, was also performed. Then an epoxy barrier coat was laid on, and Trinidad antifouling was finally applied. All new seacock's were also installed in
2010, bronze thru-hulls and bronze seacock's throughout the boat. She now also has a Cruise-Air A/C unit for use in the forward hatch when the nights are too
hot in the summer, while at the dock.

The sail inventory that came with the boat included an old main, two genoas, a 120%, a 160% decksweeper and a staysail. The hank-on 160% decksweeper was
cut back to allow for it to be mounted on the rollerfurler and also reduced to a 135%. The staysail was boom mounted and the boom and gear were mounted on the
boat when we found her. We removed the boom, as being too dangerous and installed a removable stay for the staysail. The removable stay can be attached during
heavy weather or for extensive downwind sailing. This is a great safety feature and allows us to roll up the genoas completely during sustained winds over 30knots,
and for offshore sailing. We have replaced the old blown-out main with a new UK main, in 2007, which made a significant improvement in the ability to reach and
point and increase in speed on all points of sail.

The mast is tapered at the top and has internal halyards which are great for racing, it also has folding steps which allow a quick run up the mast for the
brave-hearted, if and when anything needs to be looked at, or for entering shoal or reef areas. We ran all new mast lights; wiring and radio antenna, re-painted
everything glossy white in 2007, and still looks good. One addition to the fuel system: I added a dual fuel/water separators, with shut-off valves, so a filter can be
changed while underway, in case one gets clogged during stormy weather. Simply turn both valves and fuel flows to the other filter and the other is isolated for
removal and cleaning, without interupting fuel delvery to the engine. work like achamp - never any worries about the engine dying in rough seas due to clogged
fuel filters.

We are still working on minor things; the next major thing will be the replacement of the electronics panel including the ac and dc side, with all new breakers and
switches. We will also replace all the ac wiring and put in grounded plugs, as the originals were never grounded.

So, there it is, a work in progress, as are all boats, but most of the work is done and now we spend our time sailing racing and enjoying her.