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Surviving the OSTAR’s perfect storm – the full story of the racers rescued in Force 11 summer gale

• Helen Fretter
• August 10, 2017

Just seven of 21 starters finished the 2017 OSTAR/TWOSTAR shorthanded transatlantic race after a violent storm in June left four skippers in need of rescue and forcing others to retire.

Thor Magni rescue of Furia. Credit Atlantic Joint Task Force

Solo sailor Mervyn Wheatley set out from Plymouth for Newport, Rhode Island on 29 May this year with stirring tunes belting out from his beloved Tamarind , the Formosa 42 that he had owned for nearly two decades. This was to be the 73-year-old’s fifth OSTAR, and a 19th transatlantic for the former Royal Marine and Clipper Round the World Race skipper.

Eleven days later he was preparing to scuttle the yacht that he described as “like another limb”, and step aboard the Queen Mary 2 luxury liner after a 70-knot storm rolled Tamarind , battered the 21-boat OSTAR and TWOSTAR fleet, and set in motion a huge multinational rescue effort across the North Atlantic.

On the morning of 9 June a plunging low pressure system swept across the fleet , reading 964mb at its centre – lower than the fatal Fastnet storm of 1979 – with winds of 60-70 knots and 15m confused North Atlantic seas.

Established in 1960, eight years earlier than the Golden Globe Race, the OSTAR was the first ever solo yacht race – a controversial idea when Blondie Hasler proposed it, racing against the prevailing westerlies. Organised by the Royal Western Yacht Club, the race retains a distinctly Corinthian spirit. Many skippers are vastly experienced (Wheatley has five Round Britain & Ireland and seven Azores and Back Races to his name), but this event is a world away from professional ocean racing. This year run in conjunction with the double-handed TWOSTAR , 21 competitors of 11 nationalities took part in yachts varying from a 35ft three-quarter tonner to an old Open 60.

Race director John Lewis comments: “The natural pattern of things for the OSTAR is a series of low pressure systems coming over from Newfoundland. The forecast was going to be westerlies, and these guys expect that: it’s wind on the nose for 3,000 miles normally. But we’ve never encountered such an intense storm at this time of year. They called it a winter north’easter in Canada.”

The 2017 edition began with a week of mild winds for most competitors. “I couldn’t believe it was as benign as it was, and we were going well,” recalls Wheatley. “Most of the time the VMG was looking pretty good. It was as good an OSTAR as I’ve had, up until then.”

Wheatley recalls that in the 24 hours before the storm the wind had built steadily, from a Force 5, to 6, then 8. He received a message via satphone from a friend with a weather synopsis but, thinking it was simply a well-meaning gesture, didn’t review it in detail.

“I was being a bit thick really,” he remembers. “I should have thought ‘I wonder why he’s suddenly decided to send me this synopsis?’. But I just thought he was being a nice chap.”

Instead, he prepared the yacht for a heavy, but not especially severe night, and turned in. “By 2100-2200 I’d handed all the sails, because by then it was gusting Force 9. Then I ran the engine to charge the batteries and went to bed.”

Secure in his bunk and unaware of the building storm outside, Wheatley was woken as Tamarind suffered a sudden and dramatic knockdown.

“I have no idea how far down we went. For sure the mast was well below the water,” he recalls.

A floorboard punched a hole in the saloon window, while the rest of the boat was awash with food, floorboards and kit. Realising he had no power, Wheatley set about pumping out the yacht manually.

“It took me a little over three hours to get the water out of the boat,” he recalls. “Then I went up to the cockpit and discovered that the EPIRB had been ripped out of its bracket, and had ended up at the back of the cockpit.

“At this stage it hadn’t even occurred to me to activate the EPIRB, but it was apparent that it had been transmitting for probably four hours.”

Initially Wheatley tried to turn the EPIRB off, to no avail. Further examination revealed that the wind vane had been damaged, and a hefty steel bar connecting the steering gear was cracked. As he assessed the damage, an aircraft flew overhead, and the reality of his situation hit.

“It was Royal Canadian Airforce C-130. The Hercules. I called him up, and he came back, and I couldn’t speak. I was very taken aback. I was just suddenly hit by this sort of emotional wave,” he recalls.

Mervyn Wheatley aboard Tamarind at the start of the 2017 OSTAR.

Rescue of Tamarind by QM2.Photo Dave Ashby

Rescue of Tamarind by QM2. Photo Dave Ashby

Mervyn Wheatley rescue from QM2. Photo by QM2 staff

International rescue in the North Atlantic

In fact the Hercules was just part of a major rescue effort swinging into action, coordinated by the Joint Task Force in Halifax, in conjunction with rescue authorities in Falmouth, Portugal and elsewhere in the US.

The crew of Jeanneau Sun Fast 37 Happy activated their rescue beacon three hours later, some 170 miles north, by which time the Joint Task Force had broadcast a request for any private or commercial vessels which might be able to assist.

The following morning the Bulgarian crew of the Luffe 37 Furia , Mihail Kopanov and Dian Zaykov, also activated their EPIRB, escalating the scope of the rescue. Furia was within range of a rescue helicopter, while first on scene was an oil and gas supply vessel, the Thor Magni, and a fishing survey plane.

Italian solo sailor Michelle Zambelli on Illumia 12 sent out a distress call on 11 June, some 315 miles off Newfoundland after suffering keel problems following a suspected collision. A Cormorant helicopter was sent, refuelling en route on an oil platform, and Zambelli was able to board his liferaft and drift clear of Illumia 12 before being rescued by the Canadian Air Force helicopter diver.

“Between the Furia and the Tamarind we were looking at a little over 700 nautical miles,” explains Canadian Royal Air Force’s Captain Marc Saucier, aeronautical coordinator for the rescue. Aircraft took off in relay to ensure each yacht had a plane overhead, with multiple flight crews rotating in after 13-hour shifts.

Circling high above Tamarind , the Canadian Hercules pilot tried to drop several spare VHF radios on a long line to Wheatley, but all missed. The first Hercules was replaced by a Portuguese aircraft, then another Canadian one, before a carrier ship arrived on scene at around midnight. However, it quickly became clear to Wheatley that the cargo vessel might not be his saviour.

“I called him up and he said ‘How would you like to get on board my ship?’. Which was not really the question I wanted to hear. It was a bulk carrier. It became apparent he had no climbing nets, there was no sign of a ladder, and there was certainly no plan about how to get me aboard.

“He actually came very close. It was a good bit of seamanship because it was still blowing quite hard, and he came within about 30m, and my blood ran cold. I just thought, no f***ing way.”

Rescue of Happy.

Abandon ship – transatlantic Mayday

Having decided to wait until morning, Wheatley made himself a freeze-dried meal, but gave up on it as inedible and headed back to bed, adrift in the Atlantic.

The following morning a Hercules returned and told Wheatley that the Queen Mary 2 was on her way. This time the ship’s captain swiftly formed a plan for how he was going to get aboard.

The 245m cruise liner manoeuvred so close that at one point Tamarind banged into her bow-first, spreaders scratching down the paintwork. The rescue plan worked, though, and Wheatley was retrieved by jet boat and safely hauled up to an upper deck.

His sturdy American cruising yacht, with its beautiful solid teak interior, complete with bathtub, was scuttled. “I knew I could do something about the window, I could have put some board across it or some sailcloth. I could have repaired the steering cable, I have a spare steering cable on board, and I’ve changed them before. And I reckon I could have repaired the windvane. So ostensibly I had a viable boat,” he recalls.

“However, what happens when we hit the next gale? Both I and the boat would be in a fairly parlous condition. Everything was completely soaked, all the cushions, all my clothes, I could not get dry and it was bloody cold. I had very little in the way of food, and I was also slightly worried about the water.

“The only sensible thing to do would have been to sail back to the UK, which is downwind, 1,500 miles. That would have been without any lights, no AIS, no radar, no power, and I thought going into the Western Approaches, in any sort of calm and I would just be sitting there, very vulnerable.

“And finally,” he recalls after a pause to compose himself, “there was the effect it would have on my family. It would take at least two weeks and there would be no communications at all. So, that was really the clincher.”

The Dutch crew of the Jeanneau Sun Fast 37 Happy , Wytse Bouma, 55, and Jaap Barendregt, 62, were the second team to send out a distress call, having been dramatically rolled end-over-end and dismasted.

Happy was in 6th position and had been ably contending with Force 8 winds for a couple of days, before Barendregt says that they became concerned. “We saw the first weather forecast on 8 June of quite a serious depression coming up ahead of us. The depression was so large in scale we could not sail around it; it was moving towards us.”

They altered track onto a south-westerly course as they tried to contend with 15m seas and 55-58 knots. “Even before we entered the eye of the storm, in one big wave Wytse was catapulted across the boat and had an 8cm cut on his head.”

Pitchpoled and somersaulted

“Once we entered the eye of the storm the wind reduced somewhat and we could actually bandage it. But we knew we still had to sail out of the depression, which would take another 24 hours including 12 hours of really strong winds.”

The duo had been hand steering for around five hours when disaster struck. “We were taking turns, so one person on deck, keeping the boat on course on a broad reach running with the wind and waves under storm jib.

“When the accident happened, Wytse was steering, it was five in the morning, so still dark, and I was downstairs with all my gear on.

A very large and very steep wave lifted the back of the boat, and we started to surf or almost fall down the wave. The bow on the port side buried itself in the water, and the whole yacht kept being pushed from behind and it literally made a somersault, upside-down. The mast broke. Wytse was under water.

“Very quickly we spun around. Wytse was still attached [by his lifeline] but he was hanging over the starboard side of the railing. He was fixed to the centre of the boat, and dangling over the railing up to his middle.”

Although Happy had been well prepared for such an eventuality, with floorboards and cupboards secured, Wytse was still pelted with objects that had come loose including winch handles. He hurried on deck, and worked to free his co-skipper from the tangle of ropes across the cockpit, only later noticing the blood streaming down his face from a gash to his head.

The pair began to tackle the worst of the rigging, and raised the alarm. After another complex rescue including multiple aircraft, and another aborted attempt to board a container ship, they were safely transferred by liferaft onto the Netherlands flagged ocean-going tug APL Forward some 24 hours later, where they found themselves en route to the Bahamas.

Looking ahead to 2020

Of the 21 boats that started the race, just seven continued racing with others retiring to the UK, Ireland and the Azores after suffering damage. The winner was Andrea Mura on his Open 50, who arrived in Rhode Island four days ahead of his nearest rival.

“He’s a special man, he’s now won two OSTARs, so he’s up there with Loick Peyron,” commented John Lewis. The TWOSTAR winner was the German boat Rote 66 , while Conor Fogerty on Bam won the Gypsy Moth prize.

The next OSTAR is scheduled for 2020. “I’ve put my name down,” says Wheatley, who admitted having an eye on a new yacht just a few hours after stepping back onto English soil.

The making of a violent storm in the Atlantic

This started showing up in forecasts as a very powerful system with four or five days’ warning. By this point the fleet had already been at sea for a week and had passed though two low pressure systems, one of which produced gusts close to 40 knots on the nose. Six had already retired.

Initially it showed up as a disturbance between Bermuda and the Chesapeake, but the GFS, ECMWF, Metoffice and PredictWind models all agreed it would very quickly develop as a powerful storm of an intensity rarely seen in mid-summer.

Predictions were for sustained westerly winds above 50 knots and gusts into the mid- or upper 60s on the south side of the system, and for a time north-north-westerlies of a similar strength associated with the cold front to the west of the system. To the north of the centre, however, the forecast was for winds as much as 10-15 knots less than that.

This explains why some boats, notably Zest and Mr Lucky , routed north, sacrificing distance made good in favour of seeking less severe wind and seas. The leaders were sufficiently far west and north and escaped relatively unscathed having only skirted the edge of the system. Tamarind , Happy and others were caught in the strongest part of the storm.

By midnight on 8 June, when the fleet had been at sea for 11 days, the storm was mid-Atlantic, centred at 49°N, 34°W, and right over the path of the fleet. At this stage it was still a compact weather feature, less than 600 miles across, but with a central pressure of only 964mb – 15 millibars below that of the 1979 Fastnet storm. Canadian forecasters described it as being on a par with their strongest winter storms.

Significant wave heights of up to 7.5m were forecast to the south of the centre of the system. While that’s somewhat lower than the reports of 10-15m waves, that figure is still higher than the roof line of a two-storey house. In any case, significant wave height is defined as the average of the highest third of the waves, so one in six would have been larger.

Recent research into rogue waves suggests these may be up to 3.7 times the significant wave height, which would be well above the 15m maximum reported waves.

We have to go back to the 1976 OSTAR to find a comparable storm. A low of 972mb that had developed off Newfoundland hit the fleet on 14 June when it was in a similar position.

Summer storms are often remnants of hurricanes, such as ex-hurricane Bertha, which delayed the start of the 2014 Sevenstar Round Britain and Ireland Race. It’s worth noting that, although the Atlantic hurricane season officially starts on 2 June, it doesn’t reach peak activity until September, so these storms tend to be found in late summer.

• News , Press releases , SAILBOATS

Markus Moser’s Pegasus 50 wins the Ostar 2022

• Alex Giuzio
• July 7, 2022

Markus Moser’s Pegasus 50 Lifgun is the winner of the Ostar 2022. The sailor was the first to complete the solo crossing of the Atlantic on board his sailboat, covering the 6,046 kilometres in twenty-one days, six hours and twenty-five seconds and crossing the finish line last Sunday, 5 June.

Finishing a regatta like the Ostar requires not only to be a long-experienced sailor, but also to have the adequate physical and mental preparation needed to tackle a solo ocean crossing and, above all, to be able to count on a reliable and comfortable boat. Just like Markus Moser’s Lifgun, the Pegasus 50 that the Slovenian yard Pegasus Yacht has designed to be a safe fast cruiser even for this type of extreme sailing experience. The Pegasus 50 is in fact a sailboat designed to be single-handled and boasts ocean “Category A” certification to withstand winds in excess of 40 knots and waves over four metres high. The Pegasus 50’s ballast percentage is also higher than other boats in the same category.

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Original Single-handed Transatlantic Race – OSTAR

5 th may 2024.

• Competitors

The RWYC 2024 Offshore/Oceanic Season is Launched

 2024 is another very busy year once again in the RWYC offshore/ oceanic calendar. Sunday 5th May 2024 sees the 17th edition of the famous OSTAR race along with the 7th edition of the TWOSTAR race. T...

Race Details

Sunday 5 th May 2024

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Notice of Race 2024

Amendment 1 OSTAR TWOSTAR

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OSTAR TWOSTAR SI’s

NOTICE OF PENALTY TO COMPETITORS

Please find below to a video which covers the whole 2022 race:

The Royal Western Yacht Club of England will run its major transatlantic races, the Original Single-handed Transatlantic Race ( OSTAR ) and the Two-handed Transatlantic Race ( TWOSTAR) , again in 2024.

[email protected] 01752 660077

Next Event Begins In…

Are you up to the challenge of racing, single-handed or double-handed 3000 miles across the north atlantic.

The first trans-Atlantic race, conceived in 1960 by ‘cockleshell hero’ Blondie Hasler and organised by the RWYC, sailed from Plymouth to New York and was won by the intrepid yachtsman Sir Francis Chichester. It was an instant success and despite strong opposition from the sailing establishment saw the birth of singlehanded racing throughout the world. Since then the RWYC has run the OSTAR (the Original Singlehanded TransAtlantic Race) every four years from Plymouth to Newport. It was later joined by a sister event, the Twohanded TransAtlantic Race (which quickly became known as the TWOSTAR), when the demand grew for a twohanded race.

The OSTAR and TWOSTAR have been the proving ground for many internationally famous yachtsmen and women but the races have always remained true to Hasler’s vision – a Corinthian event in which seamanship and the development of new techniques and equipment are paramount. A race against the ocean as much as against other boats.  The races are open to all: aspiring sponsored professionals in their highly tuned machines out to break records, family skippers in cruisers/racers intending to complete the Everest of sailing, and the ‘more experienced’ skippers in their blue-water boats just to get there again (preferably ahead of their rivals).  The races themselves also promise to be exciting, though hopefully not quite as exciting as the 2017 event. A traditionally warm welcome awaits the finishers at the Newport Yacht Club.

The RWYC welcomes applications for entry to the 2024 OSTAR and TWOSTAR.

OSTAR Event Partner Offers

Invitation for 2 to the Commodores Reception to meet the skippers at RWYC Plymouth

Banner / flag in race village (supplied by the company)

Listed on the event website and Facebook page

Social media coverage on event Facebook page

Invitation for 2 to go afloat to watch the start in Plymouth Sound from a spectator vessel

Invitation for 2 to attend the Half Crown Club party at the National Marine Aquarium – Reef

Invitation for 2 to attend the Awards ceremony

Race Tracking

Ostar background.

The Single-handed Transatlantic Race was devised by ‘Blondie’ Hasler in 1957 as a sporting event to encourage the development of equipment and techniques for shorthanded oceanic sailing that would benefit the wider sailing community.  The course, across the North Atlantic against the prevailing winds and currents, sets a significant test of seamanship.

The first race was run in 1960 after Hasler had finally obtained sponsorship from the Observer Newspaper and interested the Royal Western Yacht Club in organising the event which became known as the OSTAR.  Five competitors started and remarkably five finished!  The race was won by Francis Chichester in  Gipsy Moth III , the largest boat in the fleet at 40 feet.

The second race in 1964 attracted 15 starters and was won by Eric Tabarly in the 44ft  Pen Duick II . For his achievement he was awarded the Légion d’Honneur by President de Gaulle. France’s love affair with short-handed oceanic racing and the OSTAR (or Transat Anglaise) was established.

By 1976 the number of competitors had grown to 125 and the largest boat was Alain Colas’ 236ft  Club Mediterranée . The growth of the race attracted the disapproval of the “establishment” and the RWYC came under pressure to restrict both boat size and the number of boats in the fleet.

But with the popularity of the race ever growing, the 1980 race had over twice as many applicants as could be accepted.  The decision was made in 1978 to run a second race to accommodate the overflow.  However, as a further gesture to the critics (as well as satisfying a demand from further competitors), this race would be for boats sailed by a crew of two – the Two-handed Transatlantic Race or TWOSTAR – raced in 1981.

The OSTAR continued to grow in popularity particularly with the ‘professional’ 50 and 60 ft boat skippers for whom the OSTAR was a points-scoring event on their racing calendar and a qualifier for the round-the-world events. While winning was essential for the heavily sponsored skippers, the less ‘professional’ participants entered for the challenge of crossing the North Atlantic often competing in small family cruisers.

By 2000 the ‘Grand Prix’ boats made up half the fleet and their accompanying media circus dominated the race, little attention was paid to the smaller less- (or un-) sponsored boats. The Club took the decision to split the race and have a commercially-run ‘Grand Prix’ event for the large classes while continuing ownership of, and the running, of the classic or ‘Corinthian’ OSTAR.

The return of the OSTAR (the O standing for Original) to the Corinthian ideals of Blondie Hasler was welcome and many experienced OSTAR skippers entered the 2005 edition. The race continued successfully, without a break, to the present.

The Club’s original transatlantic shorthanded races, the OSTAR and TWOSTAR, raised the interest in shorthanded sailing in France and worldwide. There have been many copies, transatlantic and round-the-world, but most have come and gone and the remainder are commercially run events. The OSTAR remains a unique Corinthian race against the prevailing winds and currents of the North Atlantic that is open to all, amateur and professional, and run by a Yacht Club.

The sixteenth OSTAR will now be sailed in conjunction with the seventh TWOSTAR celebrating 60 years of shorthanded oceanic racing at the Royal Western Yacht Club and the 60th anniversary of the start of it all – the first and Original Singlehanded Transatlantic Race.

For the history of the race please visit  OSTAR History

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1988 Hatteras 67' Lady Encore

This vessel is no longer on the market.

An original factory cockpit Hatteras 67 Cockpit motor yacht with the desirable 12V-71 Detroit Diesels. Featuring a spacious open air aft deck, walk-around decks, and three staterooms each with their own separate heads with showers.

"Lady Encore" has lived a very easy life and she will convey to her next owners the benefits that come with a yacht who has been favored with continuous ongoing maintenance and pride of ownership.

The Hatteras 67 CPMY has one of the largest cockpits, (and most spacious aft decks), ever offered by this renowned builder. She is a versatile enduring design with a modern look, yet classic Hatteras appeal. Built by America's Legendary Builder in the Hay Days of their historic run. 

Overall "Lady Encore" shows very well. Her exterior paint and window frames are in great condition and her interior is equal. Mechanically she is in very good operating condition with her service up to date.

She is properly owned and perfectly at home in her current Yacht Club setting. Offered by a caring owner looking to move up to a larger Hatteras MY.

Recently completed a topside gel coat polish and wax and new aft deck enclosure and Bimini top.

Priced reduced from $349,000 to $299,000 Jan. 2020.

Specifications

• Price USD: $ 299,000

67 Cockpit Motor Yacht

Saint petersburg, florida, united states, power yacht.

• LOA: 67 ft 0 in
• Display Length: 67 ft
• Beam: 18' 2"

Motor Yachts

• Water Capacity: 372 gals
• Fuel Capacity: 1171 gals
• Engine Details: Detroit Diesel 12V-71 TA
• Engine 1: 4479.00 HRS
• Engine 2: 4675.00 HRS
• Engine Fuel: Diesel
• Days on Market: INQUIRE

+ Vessel Walkthrough

The 67' Hatteras Cockpit Motoryacht features a 3 stateroom, 3 head, full beam galley down layout with a spacious aft deck and over-sized factory cockpit.

The forward stateroom features upper/lower berths, hanging locker, recent television, head and shower.

Up two steps is the large U-Shaped galley with dinette. Continuing aft and down is the pantry and laundry with stackable apartment sized washer and dryer.

Further aft, the guest stateroom is to port with a custom queen berth, hanging locker, and recent television. Opposite is the guest head and shower stall.

The master suite has a queen berth, 2 full size cedar lined closets, and a spacious head which features a jacuzzi tub. The master suite also boasts a new flat screen television, window treatments, and refinished wood surfaces. On the main deck you will notice the very tasteful custom etched glass which separates the pilothouse from the salon. The salon features an L-Shaped sofa, coffee table, 2 swivel chairs, end table and large chest of drawers. The window treatments are renewed and the carpeting is fresh. 

The entertainment center include a new flat screen television, Bose surround sound and Sony receiver. All three staterooms have updated TV.

Entering the salon from the aft deck through the hinged door one finds two barrel chairs to starboard and an L-Shaped leather sofa to port. Forward is a 4 place circular dining table and further forward is the helm station which is separated from the living area by an etched glass panel with the TV inset into. Wall to wall carpeting, custom halogen lighting with wood mini-blinds create a warm yet modern look.

Recently upgraded galley features high-end stainless appliances and new teak and holly galley sole. Galley is down from the salon.

• Stainless Steel Kitchen Aide Microwave
• Kitchen Aide Stainless Steel Oven (Full Size)
• Kitchen Aide 4 Burner Range Top
• GE Stainless over under refrigerator with bottom drawer freezer 
• LG Stainless Steel dish washer

+ Staterooms

There are 3 staterooms, 3 heads.

The master is aft with a centerline King berth. There is a tub shower in the head and a newer Tekma quiet flush head. Newer flat panel TV.

Moving forward past the two engine rooms, one finds the midship guest stateroom to port. Originally this was a twin berth stateroom. It has been modified to a single queen berth mounted athwartship and features a newer flat panel TV. Across to starboard is the guest head that also serves as the day head for the boat. There is a separate shower stall here.

All the way forward is the third stateroom featuring two over under single berths and a private head with a separate shower.

The side decks are covered by the flybridge overhangs, and access is by the two aft wing doors and the port and starboard pilothouse doors. Decks are fiberglass non skid.There is a sun pad for the bow as well as guest seating.

• (2) Fiberglass locking deck boxes
• Galley Maid Electric Windlass 
• CQR Anchor with Chain Rode
• Danforth Fortress spare anchor and rode
• Teak Handrails with full canvas covers
• Factory Bow Pulpit and anchor roller
• Windshield and hatch covers
• 2 Bimini tops for F/B (covers helm and rear seating)
• Full canvas seat covers for F/B
• Full Helm Cover for F/B
• Eisenglass enclosure for aft deck
• (2) Cockpit spreader lights
• Hatteras Radar Mast with Satellite TV and radar mounting

The most popular feature of the vessel may well be the aft deck. It is under the cover of the extended hardtop and features port and starboard wing doors and a center access door leading to the custom ladder to the cockpit.

Forward is a large wet bar with a full sized ice maker, sink and great cabinet storage. There are stereo speakers and a clock and barometer.

By placing the aft door to the cockpit in the center Hatteras has allowed for 2 large matching L-Shaped settees port and starboard each with their own cocktail table.

The salon opens to this area with a swinging door to create on great open space all the way to the lower helm. This aft deck area is further protected by an Eisenglass enclosure.

This is a factory 7' cockpit which is bigger than most others built by Hatteras. Features include cockpit engine controls, a transom door with boarding gate, cockpit coaming pads  and fiberglass non skid decks.There is generous below deck lazarette storage where the spare props and shaft are stored. There is a custom center ladder leading up to the aft deck.

There are matching fiberglass cabinets port and starboard on each side of aft deck ladder. The port side cabinet has the cockpit controls and two cabinet storage areas below. The starboard side has two matching Wolf electric grill tops and two storage cabinets beneath. Between these two there is a Frigibar freezer chest.

Aft there is a hot and cold shower, and a raw water wash down. The fiberglass swim platform has a 4 step dive ladder and receivers for dinghy whip standoffs. There are rod holders in the gunnels.

+ Flybridge

The flybridge is accessed from the pilothouse by a modern sloping ladder/staircase. The helm is forward and center with 2 Pompanette helm chairs. To starboard is a fiberglass cabinet with storage beneath and a sink on top.

Aft there is a full U-Shaped seating arrangement with full cushions and a fixed table.  Aft of this seating area is the boat deck with a Marquip Dinghy Crane and  Dinghy Chocks (The dinghy is excluded from the sale of the vessel).

+ Electrical

Features Two Onan 20 KW generators with 1,777 and 2,027 hours.

• L423 Onan engines for Generators
• Mastervolt Chargemaster 24/40/3 three step charger
• Glendenning Cablemaster 
• (2) Shore power transformers
• Port and Starboard shore power connections
• Wired for Dockside Cable

+ Mechanical

Twin 12V-71 TA Detroit Diesels. These are the wet turbo motors with Walker Airseps. Engines are clean and dry and start with minimal smoke. They have been professionally maintained and just recently had a all fuel injectors replaced.

Owner has operated the boat at slow speeds during his term of ownership and appear sound and reliable.

Engine hours are as viewed on the hour meters.

• Newer head in Master
• 2-Spare propellers in Lazarette 
• Spare stub shaft in Lazarette 
• Oil Change system electric
• Hatteras Systems Alarms
• Hynautic clutch and throttle system (3 Station)
• Engine Room Blowers
• Central Vac
• Power assist steering
• C02 Fire suppression system
• Dual Racor Fuel Filters with manifolds
• Mechanical oil, temp and transmission gauges in engine room
• Newer hot water heater 30 Gallon

+ Electronics

• ICOM IC-M100 VHF radio
• Furuno 72 Mile Radar
• Northstar 6000i GPS/ Chartplotter
• Garmin 4208 GPS F/B
• Icom M504 VHF F/B
• Simrad AP 70 Autopilot (Both Stations) New 2016
• Furuno FCV 582 Fish-finder F/B
• Glendenning Engine synchronizers
• (2) Ritchie compasses
• Weems and Plath brass barometer
• (2) ACR searchlights with RCL 100 point pad remote controls at both helms

Television A/V System:

• Bose surround sound stereo system Salon
• Sony Stereo in Salon
• (2) Samsung TV's, (1) Toshiba TV, (1) Vizio TV All upgraded Digital Units
• Dockside Cable TV
• Digital Over The Air Amplified TV antenna

+ Broker's Comments

Featuring the newer Arctic White paint  the newer Hatteras angular profile and the preferred 12V-71 Detroit Diesels,  "Lady Encore" is a fine example of a modern classic Motor Yacht. She is in overall very good condition and will make a very capable cruising yacht, or a very comfortable live aboard. She has a new aft deck Isinglass enclosure in 2018.

Owner has operated the boat exclusively at slower cruising speeds for improved fuel economy. and extended engine life. Bottom was painted in winter of 2016, no blisters were apparent then.

The Hatteras pedigree speaks for itself, and her condition will not disappoint. One of the most popular of the Hatteras CPMY designs with the largest Factory Cockpit and a wonderful "Al Fresco" open aft deck and full walk around covered side decks.

This yacht shows very well. Pride of ownership is evident.

+ Exclusions

The tender and outboard are specifically excluded from the sale of the vessel, along with any personal effects or other items found aboard the vessel which are not included in the inventory herein described.

+ Mechanical Disclaimer

Engine hours are as of the date of the original listing and are a representation of what the listing broker is told by the owner and/or actual reading of the engine hour meters. The broker cannot guarantee the true hours. It is the responsibility of the purchaser and/or his agent to verify engine hours, warranties implied or otherwise and major overhauls as well as all other representations noted on the listing brochure.

+ Disclaimer

The company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change or withdrawal without notice.

Interested In This Yacht?

Contact Roger Cole to learn more!

ABOUT THIS YACHT FOR SALE

Our Hatteras Yachts listing is a great opportunity to purchase a 67' Motor Yachts for sale in Saint Petersburg, Florida - United States. This Hatteras is currently listed for $299,000. For more information on this vessel or to schedule a showing, please contact United Yacht Sales broker Roger Cole at 1-727-460-0228.

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United is a professional yacht brokerage firm with over 200 yacht brokers in over 104 different locations worldwide. By listing your boat or yacht for sale with us, the entire team is immediately notified of your boat and begin working to match your yacht with a buyer. We have many examples where boats have sold through our network within days of being introduced to our team. With more than $1.3 billion in sales, there is no better firm than United to help with the listing and sale of your vessel. Find out what your current yacht is worth on today's market!

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