See photos at [www.hansedownunder.com.au]


Pittwater to Hobart 26th-30th December 2008
Piong Bokunani- Hanse 430e


In May 2008 my wife Jane and I took delivery of a new Hanse 430e from Windcraft. The boat has the epoxy option, larger 55hp Yanmar engine, teak decks and a few more sails from the North Sails loft in Sydney some of which are Aramid.

Whilst the boat was at the factory I had a Simrad GB 40 plotter fitted with an additional screen at the helm. Post delivery a Simrad AP 24 autohelm and radar were fitted, the radar being linked through the GB 40 plotter.

I am not particularly fond of stainless steel, despite its functionality in marine environments, so I had Mc Conaghys make two carbon wheels and a strut for the radar. While these items did not come cheap I feel they better marry with the overall lines and materials on the boat, more so than stainless would. Consistent with my peculiarity I had the shipwright at Windcraft change the centre table in the cockpit from polycarbonate to teak.

As I have mentioned I had a few more sails made for the boat as I intend to race as much as I can and as much as I will be allowed! I had a G3 and G2 gennakers made, a new main, # 3 and # 1 all of Aramid. Just before we were due to sail to Hobart I decided that we needed a smaller jib for the upper wind ranges i.e. plus 30 knots. After discussing options with Julian Plante at North’s I decided on a Dacron #5. I also had some minor changes made to both mainsails, the plastic lugs on the luff I felt were potentially not strong enough and I had North’s change them to metal slides at high load areas i.e. headboard, cunningham and reefing points. Also, we put in a third reefing point on both mainsails, I felt that there was still a lot of main left at the # 2 reef, and in Tasmania we get a lot of wind!

I live and work overseas in a post conflict environment on Bougainville Island (155 degrees E, 6 degrees S) building roads and bridges on an Australian Government funded project and unfortunately I don’t spend a lot of time in my home, Hobart. It was always our intention that I would sail Piong Bokunani to Hobart from Windcrafts marina at Pittwater over the Christmas break hopefully with the Sydney-Hobart fleet, and we had started planning towards that goal over the second half of 2008.

I had arranged for three crew to join me on the trip south. Roger, a long time mate from New Zealand and Tim and his daughter Sally, good friends from Hobart. We flew into Sydney early on Boxing Day but were immediately put on the back foot with Tim and Sally’s check in baggage lost between Hobart and Sydney, fortunately bags turned up after a 2 hour delay. I was not a happy camper as I was keen to be close to Sydney Heads by the time the fleet came out however, that was now not going to be possible.

We finally started the engine and motored out of the marina at Pittwater at 1245 on Friday Boxing Day, we were abeam of Barrenjoey Heads heading south about two hours later in fine clear skies and a NNE of 15-18 knots.


The forecast looked good for a fast Hobart Race however, for us the breeze did not really kick in hard for any length of time throughout the trip. The first 24 hours saw Piong Bokunani in 15-18 knots of north to north easterly winds, that made for some very easy sailing with the G3 up and full main.

At 2200 we heard a Mayday distress call over the VHF, an entrant in the Sydney-Hobart race had apparently struck an object and lost her rudder and was taking on water. Fortunately conditions were relatively benign and all crew were rescued safely by a maritime rescue vessel. However, there were concerns that the boat had not sunk and was submerged, a Securitae call was issued over the VHF with her last known position broadcast. As we were north of her last known position we kept a keen look out for her but did not see anything.

Piong Bokunani sailed very well under G3 through to mid night on the first day at sea, when during a midnight gibe the gennaker wrapped and Sally and I could not get it free without dropping it. Up went the #5 and we sailed with that rig for the remainder of the trip.

On Saturday 27th December the breeze increased marginally after a lot of sea mist early on but still stayed in the north, dolphins everywhere and generally easy sailing. Later at around 1600 we had a strong wind gust which lasted for about 20-30 minutes but the breeze shifted to the west and blew around 30-35 knots. The second reef went in and with the #5 up the boat handled the increasing breeze comfortably. An hour later the wind had all but gone and with the sun setting we were making only 3-4 knots over the ground so on went the engine.

Early morning Sunday 28th December saw us in Bass Strait in beautiful conditions, 5-10knots of wind and sunny all day. Who says it blows here? We decided to keep the motor going and motor sailed for the best part of that day, in the afternoon the breeze picked up from the north west up to 18 knots and we made good passage under #5 and full main. The boat was very comfortable with that rig and we were making 8+ knots slightly eased.

In the early hours of Monday 29th December we were off the Tasmanian coast in north westerlies of 20-25 knots gusting 30knots with a short lumpy sea, #5 up and second reef in the main. It was at about 0800 that the #2 reefing line parted in the boom and we had to go down to the third reef. I still cannot figure why the line parted, it was 12mm multi braid line and should have been up to the task load wise. We have checked the boom for possible causes but I am not convinced that it was rubbing or chafing although it did break in the boom.

As we headed south it was very noticeable how quickly the ambient and sea temperature dropped. We left Pittwater with the sea temp around 22-23 degrees however, at this latitude we were 6 degrees down on that and it was becoming quite cool during the day.

The breeze stayed fresh for most of the morning but swung back to the north in the afternoon and dropped back to 18-20 knots gusting up to 25 knots occasionally. We made good passage at 8-10 knots through most of the day but the wind lightened at dusk to 10-12 knots from the north west. We were abeam of Tasman Island at 0500 on Tuesday morning 30th December. As the morning dawned the breeze built back up to 18-20 knots from the north. We rounded the Island in company with two Sydney-Hobart boats and had a brisk sail past Cape Raul across Storm Bay and into the Derwent River.

So typically the Derwent was calm and about 5nm from the RYCT marina the motor went on. That didn’t last long as the motor died soon after starting. No amount of trying would get the engine to go again and we required “outside” assistance to get us to the marina, that was very frustrating considering that thus far the trip had been nothing short of great.


We were tucked up in the marina just before midday, so the trip had been just under 4 days overall. Thanks to my crew, Tim, Roger and Sally who made the trip for me a memorable one.

Some observations about the 430e:

1. The #5 jib is a great sail when you are short handed, it is easier and safer to reef the main than have to go forward to change a headsail esp if the headsail is battened which does not make for furling.

2. Our engine problems were related to dirt and water in the fuel. I made sure before we left that we had spare filters, a spare impellor, filter wrench and a decent took kit, these are critical items in passaging.

3. We had some frustrating problems with the GB 40 plotter in that the secondary screen at the helm would not respond to any course or operational changes. All navigating had to be done via the main unit at the nav station. The autohelm worked well but since arriving in Hobart has given up the ghost. There have been software changes made but still the GB 40 is not working satisfactorily. Sophisticated navigational aids should be well tested before embarking on extended voyages or when you intend to rely heavily on these instruments which you probably shouldn’t!

I carried two spare handheld GPS units as backup and plenty of batteries. We also had a full set of charts on the boat but that goes without saying.

4. We noted a possible design fault in the side decks of the Hanse. In weather when the decks are wet I found whilst at the helm and sitting on the side deck the helmsman’s bum was always inundated. There is little ability for water to dispense quickly away from the side deck when healed as the cockpit coaming prevents run off and the shear line is relatively flat.

5. While we were not tested in heavy conditions, the boat sailed very well in all conditions encountered. What moderate winds we did have there was, pleasingly, no tendency for rounding up when healed and powered up. In the conditions the #5 and full main combination worked well, the boat was well balanced and still had good speed in lighter conditions with that rig.

6. Finally, I have to say a great thanks for the people at Windcraft who looked after our “baby” for seven months or so while I was overseas. Special thanks to Allan Bridge who was always there for my many, many queries and without complaint tended to my every ask.

7. Finally, for those interested the name Piong Bokunani comes from the Nasioi language of central Bougainville. Roughly translated “Piong” means wind and “Bokunani” means the lady who calls, so in context the meaning is…Wind Whisperer, the lady who calls the wind. I have had a long association with Bougainville and its people, Jane and I were married on the Island before the civil war started and our two girls were born there, one during the conflict. A good friend Trish Trevaskis who is Bougainvillean and lives with her Australian husband in Perth suggested the name.