When you think about it, aeroplanes don’t go flying about with 50-year-old wings, do they?

The question came up while standing beside Tony Jones’s mobile rigging workshop with Samsara’s mast laid out horizontally. Tony was explaining how the sheave assembly at the bottom had dropped out in front of his eyes, the headsail furling gear had disintegrated in his hands and what really puzzled him was how I had managed to hoist the main – there being nothing left of the bearing at the top.

But a 50-year-old mast – built in the days when they were just starting on metal masts – would, he insisted, be good for another 50 years.

Particularly once we’d epoxied a steel plate in the place where there was currently a gaping hole.

Tony doesn’t believe in replacing stuff that doesn’t need replacing – as evidenced by his ”Mobile Rigging Service” – an ancient Mercedes van which hasn’t moved from its corner of Conwy Marina car park in living memory.

The rig was going to be another aspect of the Big Refit: A new Profurl system (Tony thought the new model Furlex looked a bit flimsy). Then there was new standing rigging, new halyards. He even talked me into a new VHF aerial combined with a Windex – “although we’ll have to move your little man”.

• Well, as long as you put him back facing to starboard. He has to face to starboard, or he doesn’t work.

The Lego Man is now leaning at a crazy angle. I can’t see why it should make him any less effective. If you want to know how a Lego figure dressed as a pirate and with the ship’s name across his chest comes to be at the top of the mast, you’ll have to read https://oldmansailing.com/lightning.

But there’s not much point in new rigging if it’s attached to old fastenings. I’d been carrying around the deadweight of the new deck bolts for a year – a fellow-member of the Rival Owners Association had been given a quote for fabricating new ones, and the owner of the machine shop explained: “Of course, they’d be cheaper if you had half a dozen sets all at once – or a hundred would be cheaper still…”

He never did get a hundred takers, but there must have been about a dozen of us who chipped in. But was it really necessary to go up from 10mm to 12? They’re massive.

Actually, this didn’t seem to be such a bad idea when I removed the old ones, and one of the nuts turned out to be cracked right across.

Then we got at the chainplates. If you know your Rivals you will recognise that these come in two parts – one each side the main bulkhead and they’re designed to be bolted together to squeeze the wood between them and it’s the friction as much as the bolts themselves which is supposed to stop them moving.

On each side, one of the plates has a flat top like the figure 7. This is to take the deck bolt.

Except some extra strain by some daft skipper holding on to too much sail for too long (not me – never me, of course) had caused the 3mm steel to bend so that the flat tops of the 7s were now angled awkwardly upwards.

We took them to Richie.

Richie Williams runs a metal workshop out of a cowshed in Glenadda. It hasn’t had much attention since the cows moved out, but Richie can do marvels with metal. He once replaced the bushes on my self-steering without having the slightest idea of what it was or how it was supposed to work.

The new chainplates are 5mm, and the flat tops are reinforced with what somebody decided to call “gussets”. I don’t think they’re likely to bend – although I mustn’t delete the picture of the old ones. Maybe it will help me see reason when I get over-enthusiastic about beating into a Force Seven – even if I do now have an extra layer of chopped strand mat on each side of the bulkhead.

And yes, the mast is up again – and it has taken me from North Wales to Amsterdam where, yesterday I painted over the epoxy rather in the manner of a crone applying make-up with a trowel.

Nobody at Sixhaven marina (a third of the price of St Katherine’s) has said anything. Indeed, I have even had some compliments – there’s no point in going to all this trouble if you don’t get compliments…

When Nelson took over the Victory, she was already well over 30 years old. He asked the Admiralty for a refit.
The bill came to more than the ship cost to build.
Well, Samsara is going to be 50 years old this summer, and I got her five years ago as cheaply as you can buy any old fibreglass boat these days.
Also, last year’s circuit of the Canaries, the Gambia, Cape Verdes, Grenada, up to the BVIs and back to Falmouth was essentially a trial run to see what I really needed before I headed off for the long term.
That’s right. I shall be departing in September, and the boat, at least, will not be coming back for ten years or more. So, I needed to get her right. I needed a Big Refit.
I returned to Conwy in North Wales. That was where I got her, and Barry Lovell and his crew at TLC Boat Repair had done a grand job then. I gave Barry the new list. He blinked a bit.
I’m not going to catalogue it all in this post. That would make it much too long. So let’s take it a bit at a time – and start with the best bit: The sails.
As regular followers of this blog will know, I have not had a good relationship with Samsara’s sails over the past few years. She came with three headsails and two mainsails (not to mention working and storm jibs). Suffolk sails made me a trysail – and thank heavens they did: it was all that got me back after the mainsail disintegrated 150 miles off the Azores.
Then there was the headsail, which sailmakers kept telling me had “plenty of life left in it” – but still kept gathering patches. In the end, it gave up off the north coast of Anglesey. There didn’t seem to be much point in trying to rescue it – the working jib took me the rest of the way.
I didn’t care. I’d been to the Boat Show. I’d spent an hour on the Crusader stand with Paul Lees. I had become somewhat over-enthusiastic.
By the time I hauled out the credit card and paid an enormous deposit, I had ordered a new headsail and main in Vectran and something called a “Super Zero”, which is a massive sail made out of some sort of space-age laminate to be set on its own furler from a miniature removable bowsprit.
Interestingly, this would not be poking out a metre in front of the rest of the boat – that’s for gennakers and the like. This just needed a point to take the tack which kept it away from the regular headsail furler.
I have to say it’s amazing – and I can sail closer to the wind than I can with the new Vectran headsail.
That’s pretty good in itself – much smaller than you would expect (it stops a metre short of the masthead , high-cut so I can see under it and the clew is only just aft of the mast. This means it still sets well when rolled in a blow – but it did leave me under-canvassed in light airs (hence the Super Zero).
Apparently Vectran sails will go on setting well because they don’t stretch. All that can happen is that the stitching wears out – apparently, you have to line up the holes to sew it back together because it’s so tough you can’t push a needle through it.
I hadn’t realised quite how tough until I tried to furl it – it’s like handling sheet metal. Nor had I opted for full-length battens because I’d always been quite happy with Samsara’s short ones. Also,  I have bitter memories of the tiny nuts falling out of Largo’s long ones in the middle of a Biscay gale.
The new sail, however, brings difficulties of its own. To begin with, it took me a full ten minutes to furl the thing  (I believe I’m getting better at this). Also, I notice that Kirsten Neuschafer on Minnehaha chose short battens. Apparently, the long ones can jam if you try and reef with any wind in the sail. Anyway, if short battens are good enough for the Golden Globe winner…
Meanwhile, you can’t have a new mainsail without a new sail cover – and it would never do to have a tatty old sprayhood…
Next, the rig…

The refit is almost complete. It is time to move back aboard. It is time to move out of the campervan.

Yes, for the past six months, I have been living in a Ford Transit.

This was the logical choice. Obviously, I had to move off Samsara – the cabin being torn apart to get at the chainplates, the central hatch and whatnot.

I did consider renting a room, but how much would that cost? Besides, how boring is renting a room? How depressing!

But a camper van… now that could be fun – and I would have wheels into the bargain.

The more I thought about it, the more of a brilliant idea it seemed: I could do a tour of the children at their northern universities, I could visit friends – including the old school chum in Scotland I hadn’t seen since we were both 19 and hitchhiked to the South of France…

And so, for six months, I lived in a space even smaller than the boat – 2.9m by 1.8m and with headroom of just 1.4m to be exact – but then, didn’t I once spend weeks at a time in an 18footer?

And it was fun. 

For one thing, I became a part of that little-known undercurrent of 21st century culture: vanlife.

This is what happens to people who fall out of the bottom of society, hand back the keys to their grotty flat and take to the road where they blossom and flourish (there’s a film about it – look up Nomadland).

I joined the VanlifeUK Facebook group – which turned out to be full of advice on the error codes of Chinese heaters and where to find a water tap. Then there is an app called Park4Night which tells you the nearest place you can stop without getting moved on by the police and provides useful information about the scenery, the local pub and whether you will be troubled in the middle of the night by doggers trying to peer through your curtains.

I chose a Transit over an out-and-out motorhome. Purist vanlifers would not be seen dead in an AutoSleeper deluxe. With a van, parking overnight on a residential street, you might be mistaken for a tradesman. It’s called “stealth camping”. Maybe I should have invested in a bit of signwriting rather than the go-faster stripes it came with.

On the very first night, parked off the road in the middle of nowhere on the way back from the dealer in Derby, there was an enormous crash on the side. Honestly, I thought someone had run into me. 

It was only the local farmer going home late on his quad-bike and probably resenting someone being tucked up without a care in the world.

Another time, somewhere in the wilds of Cambridgeshire, a polite tap on the door: I was cooking dinner and looked out to find two uniformed men and a van emblazoned with “Security”. With the utmost courtesy, they explained they were contracted by the local parish council to break up travellers’ encampments.

Commenting only on the delicious smell of frying onions which wafted from my sliding door, they agreed: “We can see you are a mature gentleman. You’re not going to cause any trouble, so we will wish you a pleasant evening and ask you to move on in the morning.”

I assured them I would – just as I assured the churchwarden in Yorkshire that I was only in the car park at ten o’clock in the morning because I had flattened the engine battery trying to charge my laptop. The AA would be along directly.

Reading about it now makes me think that, actually, it was all a bit more interesting than I remember. The original plan had been to write a book about it: Old Man in a Van – I think I may have the first chapter tucked away in the microchips somewhere.

But in fact, life in just over seven cubic metres soon became fairly mundane because I was not constantly on the move, seeing new places, meeting new people. In fact, I stayed for most of the time in the marina, parked right next to Samsara and plugged into her electricity supply at night (she hogged it during the day to run the dehumidifier).

Also, I had to get out before eight in the morning to avoid being blocked in by the boatyard staff with their travel lift, tractor and trailer, JCB and so on – quite apart from the possibility of them plonking a 50footer across my exit. I’m sure they did it deliberately – although maybe living in a space somewhat smaller than a Devil’s Island prison cell might have sparked a bit of paranoia. 

One way and another, the more I think about it, the more interesting it seems. Maybe there’s a book in it after all.

Meanwhile, if you fancy sampling vanlife, I can recommend it – and, if you like small boats, there’s the ideal vehicle on eBay just at the moment: https://www.ebay.co.uk/itm/165974806158?mkcid=16&mkevt=1&mkrid=711-127632-2357-0&ssspo=DRYBxYtWSam&sssrc=2524149&ssuid=DRYBxYtWSam&var=&widget_ver=artemis&media=COPY

It’s a bit of a beast, the new cooker. This was always going to be a major part of the big refit: A decent cooker. A cooker that wouldn’t break down – and since this is a boat for life, it had to be a cooker for life.

If you have been following this blog for any length of time, you will have seen regular rants about marine cookers – I’ve tried them all: The ancient brass Taylors, an alcohol affair that took my eyebrows off. I had two venerable Flavell Vanessas from the 70s (in beige, of course). I had a very shiny, all stainless steel thing that wasn’t stainless at all.

And on Samsara, I’ve been going through cookers like Wet Wipes at a birthday party for three-year-olds. 

When the second Vanessa broke free of its fastenings jumping off a wave a week from The Lizard, I didn’t turn a hair. I had already blamed it for the gas leak and the consequent disastrous experiments with Nutella salad in place of hot food. As soon as I docked at Pendennis, it was going in the marina skip. Already, I had selected its replacement from the Force4 catalogue: All stainless steel this time and with a heroic, salty name – The Neptune 4000. It had flame-failure devices. It had a thermostatic oven. It was the real deal.

It lasted fourteen months. The right-hand flame-failure device packed up. It was going rusty. I sent it back under the guarantee, and Force4 replaced it (I forgot about having to pay a gas fitter £100 to connect the new one).

That lasted eighteen months. The right-hand flame-failure device packed up, and it was going rusty…

There was something wrong here, surely. But when you think about it, boatbuilders are working to a budget – a budget that assumes that even their keenest customer is going to be using the product at weekends only for six months of the year – apart from a two-week cruise in August. So the cooker is only going to be in use for 62 days a year (38 if you assume they eat ashore on Saturday night). 

I was using mine almost ten times as much.

So to be fair, my dead cookers had really had a lifespan of 15 years.

Never mind, Samsara was coming up to her 50th birthday. All sorts of things were going rusty. But then I anchored off the Island of Santa Luzia in the Cape Verdes and went ashore just because the book said the island was uninhabited. Don’t you find there is something about uninhabited islands which just cries out for someone to go and inhabit them – even if just for an afternoon?

In fact, I found that it hadn’t always been this way. There was evidence of stone walls poking out of the barren red earth.

When I got back to the beach, I found Santa Luzia had two inhabitants: Ruffian, the big Westerly, had turned up, and Iain swam ashore to invite me to dinner. I remember taking a spare oar, reasoning that if I broke one, I would end up in Panama.

More than that, I remember the cooker. Fiona showed it off like a 1950s TV advert. It was so good they had imported it from their last boat. 

Their last boat? It looked brand new.

“It always looks brand new. It doesn’t get rusty because it’s made of absolutely the best materials money can buy.”

• You mean it doesn’t go wrong? The flame-failure devices don’t pack up after a year?

“It’s never gone wrong.”

I determined that I was going to have one of these cookers. It was called a GN Espace. I made a note in my phone.

I started researching GN Espace. I went to see them at the Southampton Boat Show. I asked the price.

Right, OK, so it was never going to break down. I would be a cooker for life (you took it with you when you changed boats). It was seriously expensive. I was used to cookers costing £600. This thing was £2,400! 

Also, it weighed 27kg! Even the little knob that locks the pan rack could do double duty on an emergency lead line.

I bought it, of course. This winter’s refit has been so extensive that £2,400 is a mere detail (new standing rigging, new running rigging, new furling gear, chainplates, sails – and don’t even get me started on the Lewmar bill.)

The new cooker is substantially bigger than the old – I think the idea is that I will be able to roast a Christmas dinner for six down among the Abacos. In fact, the oven is going to be used for stowing small electronic items ready for the lightning strike. If ever I light it, I shall be serving roasted microchips.

Anyway, I managed to lift it onto its mountings – having had to demolish the locker behind it in order to give it room to swing. It’s just as well I won’t be taking it out again (Samsara being my last boat, and therefore, everything having to last another 47 years.)

There is only one tiny little fly that needs fishing out of the ointment: When I went to collect the thing from the bijou trading estate somewhere in Hertfordshire, I found them busy developing the new electric version.

Of course! In ten years’ time, we’ll all be running electric boats (and I can’t wait).

I’ve just done the maths: Ten years divided by the eighteen-month life-cycle for the Neptune means buying at least six new cookers. Add another £600 for the gas engineers to fit them, and you still save nearly £2,000 with the GN.

Besides, think of the fun I shall have showing it off…

• There’s a whole chapter about cookers in Book One of The Good Stuff:   The Good Stuff: Book One (Oldmansailing) 

“All I want for Christmas, “I said when Tamsin asked, “is Shrimpy.”

It’s out of print and very much sought-after – the cheapest I’d seen a copy was £70.

The story of the young ex-Royal Marine Shane Acton, who sailed around the world in an 18ft Caprice in the 70s, was something I read again and again as I dreamed of escaping the rat race and just sailing over the horizon. At the time, it was an impossible dream; I had a job. I had commitments. Shane just went and did it.

In 1980, I had a Caprice, too. She was called Amicus. She leaked upwards through the keelbolts and downwards through the fibreglass-sheathed deck. I went all the way to Treguier in Amicus.

Obviously, I was a member of the Caprice Owners Association – and that was how I heard about Shane. At the time, he was making his way home through the French canals. If he made it across the channel, his would be the smallest boat ever to get all the way round. This was big news – at least, I thought it was.

Fortunately, so did the News Editor of the Daily Mail, where I was a keen and very junior reporter.

In those days, before mobile phones, contacting the circumnavigator was impossible. All we knew was that he was expected at the Caprice Owners Association East Coast Rally. With a local freelance photographer (I was too junior to warrant a staffer), I set out to make my way to Stone Point at the entrance to the Walton Backwaters.

Have you ever tried to get to Stone Point – without a boat -without getting very muddy? We got very muddy (a staff photographer would have chartered a boat).

And sure enough, we found Shane – and Iris, his “pretty Swiss Miss” who he picked up in Panama when he was so impoverished that he had sold all his clothes except for a pair of black oilskin trousers (nobody wanted those in Panama).

They were quite the most welcoming, unassuming and modest couple you could hope to meet – totally unaware they had done anything remotely remarkable.

They answered all our questions, posed for all our photographs – and delivered us to Walton Quay (since, by now, it would have been a matter of swimming).

The resulting story took up the whole of page three – which was the best you could hope for when Margaret Thatcher occupied the front page every day.

I mention this in order to stake my claim to having at least something to do with the publication of one of the best sailing books of all time. If you don’t believe me, keep an eye on the comments. I bet somebody is going to back me up.

Shrimpy, when it appeared, was a low-key sensation. The yachting press reviewed it. Nobody else took any notice. But dreamers like me – people who pottered about at weekends with visions of palm trees and grass skirts and coconuts, devoured it, treasured it and returned to it again and again.

I was very proud of my copy because it had the signatures of Shane and Iris on the frontispiece. Maybe the publisher sat them down and made them sign every copy.

There was a time when I could have quoted large tracts by heart – particularly Day 31 of the Pacific crossing: “Discovered that the thousands of goose barnacles on Shrimpy’s hull had grown so long as seriously to hamper our speed. Went over the side with a knife to clean them off. While in the water, I got stung by a passing jellyfish. It hurt like hell for a while, and I lost the use of my left arm for about 20 minutes. Had to sew up the mainsail again; it’s getting really rotten now. Drank the last of the coffee.”

And how about this: “Slowly, the black point on the horizon begins to grow. From a dot into a smudge, I can’t wait to get nearer, to discover its true shape. Slowly we can make out the peaks of the mountains; the greyness changes into browns and greens; trees, bushes, grass, shadows in the cracks of rocks: The bay. Smoke, houses, canoes, people! How I want to exchange words, how I want to embrace everybody, including the island. But water is still between us. Hello – waving hands – smiles. The first step on the sand, touching it with my hand, the island dances under my feet; it makes me dance with it. I am overwhelmed with happiness; the power of my joy is travelling on before me, catching all the people around me, travelling further, right to the last house in the village, encompassing the whole island, my whole world.”

Here was a man who cruised the Tuamotos. The SailTahiti website has this to say about the Tuamotus: “Known as the ‘Dangerous Archipelago’. So low in the water they are almost invisible and with strong currents and swell pushing onto coral reefs. Without GPS or accurate charts, it was wise to steer clear…”

Shane had a plastic sextant, a wristwatch and an ex-army compass.

He died in 2002 from lung cancer (he would smoke anything combustible – on one occasion, tea bags rolled in toilet paper and lit with a flare! In his last months, he returned from Central America to the comforting embrace of the NHS. Iris had long before set off on a journey of her own.

Eventually, I sold the book at a car boot sale . Tamsin and I were whittling down our library in preparation for the move onto the little catamaran. I have a vague memory that I had to discount Shrimpy because there was the stain of a large coffee mug on the cover.

So, you can imagine, I was very much looking forward to my Christmas present. There was, however, one small disappointment: Tamsin had bought me the Ulverscroft Large Print version (withdrawn from Sussex County Libraries March 27^th 2001). That meant no pictures and print the size of the Janet and John books. What am I? An old man?

It’s not something you ask about a Christmas Present, but I wondered how much I could get for it – would it cover the £70 cost of the original?

That was when I was astonished to find a company called WOB Books offering a copy in “good” condition for £9.99. Of course, I bought it before anyone else grabbed it.

And it was waiting for me when I got back to North Wales.

Sure enough, it had the two signatures just as I remembered them.

And, would you believe it, there was a large coffee stain on the dust jacket – that is to say, a stain from a large coffee mug, just as I favoured back in the 1980s.

OK, so it’s probably not my original copy – I mean, what are the chances?

But, I’ll believe what I want to believe.

Tell me this isn’t weird.

I am in Liverpool. Last night I was in Leeds. I had taken my daughter Lottie out to dinner. She’s in her final year at the University there.

Lottie is named after the little catamaran I capsized and lost 80 miles north of the Shetland Islands five months before she was born nearly 22 years ago.

The boat was called Lottie Warren. We thought it would be fun to call our daughter after the boat – after all, everyone calls their boats after their daughters…

Actually, the original Lottie Warren was a 1,184ton sailing packet built for the Liverpool-Boston run in 1863 by my great-great-grandfather George Warren –  although, researching it now, I see the name was spelled “Lotte”. Anyway, she was scrapped  – the ship, that is – in 1879, according to the Internet.

All of this is leading up to something quite extraordinary, which happened today. I drove to Liverpool, where I am meeting my son Theo who is in his final year at the medical school. Having time to spare, I went to have a look at Strawberry Fields – I’d seen Penny Lane and The Beatles Experience on previous visits and, being a teenager of the ’60s, the song Strawberry Fields Forever is on my Desert Island Discs playlist  (if ever anyone asks).

I had no idea that today the place has a thriving visitor centre to capitalise on worldwide Beatles fervour (people come from Mexico to hug the trees. Blades or grass are stolen). Anyway, it all produces a useful income for the Salvation Army, which has owned it since the 1930s.

When you put on the headphones for your audio-visual tour, the first thing you hear is that the seven acres of grounds where the young John Lennon climbed over the wall and found that “no one was in his tree”, was purchased in 1867 by Liverpool shipowner George Warren.

Obviously, I thought this was interesting – at least to me. In my enthusiasm, I mentioned the family connection when I bought a T-shirt with Lennon’s immortal sentiment that “Life is what happens to you when you’re making other plans.”

Next thing I know, I am sitting over tea with Alastair Versfeld, the Mission Development Officer, who proceeds to grill me on the history of George Warren. I was able to unload the family legend that he ran away to sea aged 16 after some trouble with an under-housemaid, dismissing the coachman at the docks with instructions to “tell the family I shall not be returning”.

Apparently, he never wore shoes on a ship (nor do I, if I can help it). But he rose to master and went into partnership with a Boston shipowner called Enoch Train. Later, he founded the Warren Line, generating the fortune which enabled him to build Strawberry Field with it’s “grand entrance hall, four reception rooms, billiards room and four WCs).

For me, it was a wonderful discovery.

But how am I going to tell Lottie we’ve been spelling her name wrong all these years…

Lottie (or Lotte…)

Rather like the Second Coming or the new series of  The Crown, the Great Refit has been anticipated for a long time. Now it’s here, I feel somewhat overwhelmed.

For one thing, The List has been growing steadily for five years. The boat hasn’t been out of the water for more than a couple of months in all that time.

Indeed, since the beginning of last year, she’s been in constant commission: up the East Coast of England, over the top of the Shetlands, down the west coast, up the English Channel and back again, down to the Canaries, West Africa, the Cape Verdes, the Caribbean from Grenada to the BVIs, then back to Falmouth, the Channel Islands, France and now Conwy in North Wales – where all this started back in 2017.

No wonder she needs a bit of TLC.

However, the phrase “a bit” suggests a polish, a dab of antifouling and a couple of new filters.

Not what I’ve got on the list.

You want to know about the list? Here it is:

A new heater: Yes, I really do need a new heater. After mentioning on the My Classic Boat channel that the old Hampshire Heater was slowly poisoning me and that I had taken the batteries out of the carbon monoxide alarm, I have been deluged with warnings about impending death.

Of course, I could go for the cheap Chinese forced air variety, but I really like the idea of something that consumes no electricity at all and asks only for a bit of driftwood. Consequently, I became obsessed with the Dickinson Newport solid fuel heater. I imagined some sort of hippy existence – all Fair Isle sweaters and home-baked bread.

In fact, it transpires that the salt ingrained in driftwood will wreck the combustion chamber. Also, they’re notoriously difficult to regulate (coal burns too hot, charcoal too fast. Wood pellets are the answer, but you have to keep feeding it every hour on the hour, or it goes out…)

So now it looks like I’ll be going for diesel with the Refleks bulkhead mounted version – if I can find anyone to fit it.

Then there’s The New Cooker: I’m on my second Aqua Marine Neptune. It lasted 18 months (the first managed 11). In both cases, the flame-failure devices packed up – closely followed by the right-hand burners. Then the rest of this useless piece of crap dissolved into rust. It was only later that I considered it might have been designed for occasional weekend use over six months of the year – so I was giving it six times the wear and tear it was intended for.

The solution seems to be a GN Levante – admittedly, this does cost more than three times as much, but independent advice suggests it will go on forever. Meanwhile, the galley may have to be remodelled to accommodate it.

Then there’s a new deck hatch. Maybe I could get away with replacing the glass in the old one, but if I’m going to have new headling anyway, a 50 year-old-hatch is going to look really tatty.

And yes, I am having new headling. Apart from its age, there are all sorts of fastenings behind it leaving rust streaks all over the place.

New Sails: Ah yes, I had already spent a contented hour on the Crusader Sails stand at the Southampton Boat Show – and then both the main and headsail tore in the same gust off Land’s End.

And here’s the ridiculous thing: I carefully measured the headsail so the new one would be identical – and then kept it in case of any questions.

Eventually, I decided it was just cluttering up the place and threw it in the marina skip.

The very next morning, Paul at Crusader rang to say my measurements didn’t make sense – and yes, that was the day they emptied the bins.

Also, I’m going to have something called an Ultra-Large Genoa. When I did the OSTAR in Largo, Crusader made me a mylar ghoster which was fabulous but really needed to be flaked every time by a racing crew. I just stuffed it in the bag – and destroyed it in a season. The new one will be on its own furler – and I would like to see it set on a “prodder” bowsprit.

New Anchor: If I am having a prodder, I can’t have an anchor with a roll bar.

New Stanchion: I managed to break one on the way from the Canaries to the Gambia when retrieving something called a Round Sail. This was one of those mistakes you make if you’re prone to impulse-buying: Spending 900EUR on a cut-down parachute flying from the top of the mast seemed like a good idea at the time. After dropping it in the water on one side of the boat and pulling it out on the other, I left it in the skip at Banjul harbour (where the local fishermen thought Christmas had come early).

New Coppercoat: The first lot fell off – although it did take five years to do it. Actually, it worked rather well while it was doing so.

New halyards. 12mm is just too big for the cleats.

New standing rigging: It’s 15 years old, and a bunch of us Rival owners got together and had a job lot of new deck bolts made – they’re one size up and would look massive on a 40footer.

New furling gear (it actually disintegrated when Tony the rigger started removing it). He thinks the latest Furlex looks “plasticky” so we’re going for Profurl. I had a Profurl on Largo, and it was fine.

A new S-bend for the exhaust. It will be nice not to have a constant leak all the time the engine’s running.

New autopilot: I’m on my third Raymarine ST2000+ and daren’t leave it out in the rain in case it goes the way of the other two. This is plainly ridiculous. Watch out for an ST2000+ on eBay.

New sprayhood: apart from being able to put your finger through it, I left a dab of deck paint on it back in 2018, and it’s offended me ever since.

New beer cooler. The compressor-powered Alpicool is more efficient. Anyway, being a vegetarian, I don’t need a proper fridge.

A new length of toerail: I forgot to lash the anchor after waiting for the tide round Land’s End. The chain spent half an hour chewing through the teak while I wondered what that knocking noise was. Have you any idea how much teak costs these days?

New washboard with a window for use at sea – manhandling a three-part companionway just takes too long.

Give me a minute; I’ll think of something else…

People kept asking if I would do a video tour of Samsara. It wasn’t that I was trying to hide anything, but rather I couldn’t work out how to do it while holding the phone in one hand. Then last week, my son Hugo came to join me in Jersey, and we ended up in St Malo and the River Rance – where a windless and sunny morning provided the perfect opportunity.

You can find it on the Oldmansailing YouTube channel – I’ll add the link below. However, I should mention here the one thing I forgot to include – twings (no, I didn’t know what they were either).

For years aboard Largo,  I  had struggled to find a way of adjusting the genoa cars without getting wet. In the end. The mistake I made was trying to move the cars remotely. All I needed was leave them where they were and add a pair of twings.

A twing (don’t you just love the name?) is a ring around a sheet and a line to pull it down – so adjusting the angle of pull. With mine, the lines go forward to a redundant deck fitting and then back to a pair of jammers in the cockpit. All I have to do is pull them in before I start winching the sheet – and then let them out until I’m happy with the set of the sail. It’s cheap. It’s simple – and it works.

Meanwhile, here’s the rest of the tour: https://www.youtube.com/channel/UCdcR6l3UFssnS6zVPU96UAg