Hallberg-Rassy 31 Monsun for sale

(click the picture to see more photos)

Janna under sail with reefing jib and old mainsail

Contact

Email: syjanna@gmail.com

Phone (Malaysia): +60122513997

Skype: klubkonet or syjanna

1 We call her Janna

…as in arabic al’janna, which means “garden” as in the “Garden of Eden”…

You won’t need to spend months in a boat-yard. You can go cruising immediately, because we are cruising right now on this boat. You can step aboard as we step off.

We take a good care of our little boat. She’s a lovely home and a great performer at sea.

The equipment is minimalistic, but we rarely wished for more. We’ve put a lot of thought into transforming Janna into a cozy, but utilitarian vessel.

It is our home and an office.

We are the third owners and we are selling Janna for family reasons.

1.1 Significant features

These are the most important features that make Janna what she is (see more below).

She is a perfect home for a couple, however, four people will find comfortable berths on board. Two on the V-berth and two in the cabin. The cabin settee cushions fit nicely in the cockpit and you will spend many a night there.

1.1.1 Minimized routes for water ingress

We have kept only 3 seacocks (out of 10) – one for the seawater intake, one for the galley, which doubles as a port cockpit scupper drain, and one for the second cockpit scupper drain.

1.1.2 Confortable and safe galley, lots of storage space

The galley is well designed and we have never had water coming through the galley sink, even in foul weather. Two large storage lockers are right next to the galley sink.

We have converted the quarter-berth into another locker accessible from the cockpit and made special drains which keep the lockers dry in all weather.

We have also made a heavy-duty rail guard for the stove and the pots stay put even in bad weather. In really bad weather we cook in a pressure cooker (our most useful utensil).

There are two 5kg aluminum LPG cylinders on the deck. They usually last two and half months – but we cook a lot and bake regularly. The LPG is carried via a single high-pressure hose, thus minimizing the points of failure.

1.1.3 Efficient rigging

Previous owner added a strong 3’ stainless-steel bowsprit and a roller furling genoa. This allows for extremely easy wing and wing setup for downwind passages. The genoa is a real workhorse.

There is an inner forestay for hank on sails: light genoa for light winds and short tacking and reefing jib, which doubles as a storm jib. There’s another spare jib.

The virtually frictionless Cape Horn windvane will steer the boat on any point of sail, including downwind even in light winds. Maintenance is a piece of cake.

Halyards lead to the cockpit. This is great for single-handlers or your partner who can remain in the safety and comfort of the cockpit during the sail changes.

Only hank-on jib halyard ends at the mast, which makes it easy for the crew handling the jibs to control the sail. Occasionally we have used also a downhaul for the jibs, which makes pulling the sails down in strong winds safer.

We have ordered new large mainsail, with extended roach, as well as very light hank-on genoa. Both sails provide extra power and make short tacking in light winds very enjoyable.

1.1.4 Substantial ground tackle

Since we bought a 20kg Rocna, we’ve never dragged, even on a shorter scope. The chain is of prime quality, made by Acco. There are two more CQRs, spare piece of chain and about 200m of three-strand lines.

1.1.5 Spacious and save cockpit

A folding table fits in the cockpit and six people can enjoy a dinner in reasonable comfort. The cockpit is relatively deep and you will feel save even in foul conditions.

The cockpit sole can be lifted, which provides a great access to the engine room, which makes regular maintenance so much more enjoyable. Engine can be easily lifted out of the boat using the boom.

1.1.6 Everything is well documented

You can see our adventures and most work done on Janna on our blog http://www.klubko.net/en/ (or the Czech version which is more complete).

You can also visit our Google+ albums and click through to see the details.

2 Specification

Manufactured	1974
Hull no	57
Engine	Volvo Penta, D1-30A, 1100 hours, commissioned 2006
Engine output (kW / HP)	20.9/28.4
Hull length	9.36 m / 30′ 9″ (+ cca 3’ bowsprit)
Length water line	7.50 m / 24′ 8″
Beam	2.87 m / 9′ 5″
Draft	1.40 m / 4′ 7″
Mast above waterline	~12m
Diesel tank	120 litres / 32 US gallon (+ 3x20l good quality jerry cans)
Water tank	160 litres / 43 US gallon (+ about 60l in assorted jerry cans)
Displacement	4 200 kg / 9 250 lbs
Keel weight	1 900 kg / 4 200 lbs
Thickness freeboard	~ 10mm
Thickness hull	~ 20mm
Thickness keel	~ 25mm

3 Equipment and improvements

Item	Year	Details
Boom gallows	2013	Teak timber and SS 316 tubing. Provides great holding for crew on watch and a rest for boom while at port.
Bottom paint	2014	International Primocon + Micron Extra
Bulkheads	2014	Retabbed (re-glassed) to the hull using epoxy resin and fiberglass mat
Cockpit awning	2007	Large awning made of Sunbrella Plus for use in port
Cockpit coamings	2013	New teak for cockpit coaming under the winches.
Cockpit teak	2012	Rebuilt the teak in the cockpit, created a new locker. Added scuppers under the locker lids (2013).
Depth sounder	2009	Raymarine ST40 Bidata. Mounted inside of the hull for easy maintenance. Speed log included, but not installed.
Energy – batteries	2013	N70 starter battery, 225Ah house batteries (2x Trojan T-105 Plus). Charged separately via isolator switch.
Energy – solar panel	?	2x 75 Watt with ProStar regulator, solid source of energy
Energy – wind generator	?	Air-X Marine. Great source of energy in stronger winds
Energy – wiring	2012, 2013	All tinned, marine grade wire (with very few exceptions). Bow navigation lights and wiring completely replaced in 2014
Engine	2006	Volvo Penta D1-30A, stern drive, three blade fixed propeller, 115A alternator
Engine – bed and mounts	2014	New Vetus K50 mounts and substantially reinforced engine bed
Engine – exhaust raiser	2011	SS 316, muffles sound and prevents water ingress
Engine – heat exchanger	2011	Replaced due to corrosion, caused by original faulty installation, which was resolved by the new exhaust raiser.
Engine – jerry cans		3x 20l high quality jerry cans for easy refueling
Engine – packing gland	2014	Replaced with original Volvo Penta part
Engine – prop shaft	2014	New shaft, SS304 1” and new cutlass bearing
Engine – seawater pump	2013	Replaced with original Volvo Penta part
Forward hatch	2012	New acrylic and gaskets
Galley – LPG	2009	2x 5kg Worthington horizontal aluminum cylinders mounted on the deck below the dinghy and connected with high pressure hose with only single connection bellow deck
Ground tackle new	2009	Acco Grade 40 Hot-Dip Galvanized High-Test Chain 5/16”, 65m + 35m (spare stored in the cockpit locker) Rocna 20kg. Never dragged since we got her!
Ground tackle older	?	Manual windlass Lofrans Royal Spare chain 10m 2x 15lbs CQR anchors Small Danforth for dinghy
Interior painting	2014	Ceiling, lockers, engine room
Life-line stanchions	2014	Replaced new, SS 316, more space on deck, no leaks, easy cleaning
Non-skid	2013	New non-skid on deck, International Perfection and Intergrip. Three overcoats: does not slip while kind to your bare knees.
Navigation – paper charts	Various	Mostly SE Asia
Navigation	2009	2x handheld Garmin GPS Astra IIIB Sextant
Portlights	2012	Replaced gaskets. Very easy maintenance.
Rigging – blocks	2009	Most blocks replaced with Harken, couple of spares. Mainsheet tackle 6:1 (Harken H2618 + H2604) and mainsail halyard 2:1 for easy handling
Rigging – bobstay	2014	SS 316 bobstay attachment 8mm SS 316 wire rope 1×19 Sta-lok terminals
Rigging – chainplates	2013	Replaced all (but forestay) chainplates with new made of SS 316
Rigging – cleats	2013	All six cleats replaced with SS 316 cleats and substantial backing plate added 2 Spinlock cam cleats for halyard in the cockpit (2012)
Rigging – running	2009	Cousin, mostly 10mm, all in great condition Two sets of jib sheets Genoa sheets Mainsheet Spinnaker sheets Lots of spare lines
Rigging – standing	2009	Sta-Lok terminals Sta-Lok 7mm 316 wire rope 1×19
Rigging – twin boomvang	2009	Blocks and lines. Works great as an instant preventer. Easily controlled from cockpit.
Roller reefing	?	Furlex Mk II, in great shape, wire rope checked 2014/3
Safety – harnesses	2013	2 self-inflatable life jackets with harnesses
Safety – cabin sole	2013	New mahogany-like vinyl sole that just does not slip
Safety – fire extinguishers	2009	2 Kidde extinguishers
Safety – leecloths	2013	There is no quarter berth, but off-watch crew sleeps comfortably behind a lee-cloth on either side of the saloon.
Safety – lifejackets	?	2 lifejackets
Safety – navigation lights	2009	Three navigations lights and mast top anchor and tricolor light
Sailing dinghy	2009	Walker Bay 8’ with sailing rig and oars, stowed on the coach roof under the boom. Easily lowered or hoisted with a 4:1 tackle attached to the main halyard.
Sails – new	2013	100% hank-on reefing jib, UK Halsey (commissioned 2009, rarely used)135% 5oz light wind hank-on genoa, crosscut TNF Dacron, 26.18 m2, UK HalseyMainsail – crosscut 7.2oz TNF Dacron, large roach, full battens, loose foot, 3 reefs, 22.34 m2, UK Halsey
Sails – older	cca 2005	135% Genoa – roller-reefing, Rolley Tasker, 7oz, 31sqm Spinnaker (+ spinnaker pole) Gennaker
Self-steering – electrical	2014	Simrad tiller pilot, low power consumption, very reliable
Self-steering – windvane	2012	Cape Horn, www.capehorn.com
Sewing machine	?	Old straight-stich household Singer capable of handling most canvas on Janna
Spare parts		A lot of stuff. Gusher 10 repair kit, wide range or bolts and screws, heat exchanger thermostat, belts, various propane fittings, spare hose from cylinders to the stove and more
Stove	2009	Force 10, four-burner with added heavy-duty rail guard. Not gimbaled, but with larger pot or pressure-cooker works great even in heavy weather.
Toilet		Failsafe bucket ‘n’ chuck it system. Original mounting platform has been preserved and toilet can be easily installed during a haul-out.
Toolbox(es)	2009-2014	Everything the boat needs: mechanical, electrical (including large crimper for battery cables), engine, basic woodworking, lots of nuts and bolts and miscellaneous spare parts for various repairs
Topsides	2014	International Perfection two-part polyurethane, white
VHF	?	Mounted Sailor RT2048 – with an old telephone like receiver which makes communication so much easier even in cockpit with engine on Handheld – Raymarine 101 with charger (2009) Spare new Navman VHF 7100 with DSC, not installed
VHF – AIS	?	GME GX558A, converted into an AIS receiver. Connects to a computer via USB.
Ventilation	2013	Watertight Air-onlyhttp://www.air-onlyventilators.com/air-only-dorade

Extras:

Engine shop manual and parts catalogue (both printed and digital)
Manuals for all essential equipment (printed or digital)
Lots of spare lines, new and old

We will gladly deliver the boat on reasonable terms to a reasonably distant location

Get in touch if you are interested.

Email: syjanna@gmail.com

Phone (Malaysia): +60122513997

Skype: klubkonet or syjanna

Kudat to Kuching: A Rainy End to a Spellbound Voyage III

By Jana Benešová

Last night we spent on anchor in Labuan, we skyped with our parents and wished them Merry Christmas just in case we didn’t arrived to Johor Bahru in time to talk to them on Christmas Eve – Christmas in Czech Republic happen on the 24th. Originally our plan was to sail to Brunei first, but we decided to skip Brunei this time, in order to improve our chances to meet with our very good friends, who were flying to Langkawi for New Year. The odds that we would actually make it were not high, but we thought we would give it a try…

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Kudat to Kuching: A Rainy End to a Spellbound Voyage II

By Jana Benešová

Leaving on a Friday is said to be inauspicious, but we were only sailing some 30 miles to a small island Pulau Tiga, where we planned to anchor for the night before crossing to Labuan, which lies some 40 miles SW of Tiga. That day we finally had strong enough wind to shut down the engine and sail, though of course the wind was once again against us… The weather reports predicted squalls and heavy rain, and sure enough, short after we made it to Tiga and dropped the anchor, the first squall hit us. Our hopes of sleeping in the cockpit were quickly abandoned as we hid ourselves inside the cabin from where we watched the terrifying lightings that were hitting the sea all around us. While amidst one of my melancholic broodings I tried reading a book, Petr busied himself reassembling our tiller pilot to see if the repaired circuit brings it back to life. Unfortunately the miracle didn’t happen and we had to face the gruesome fact that we would have to hand steer while motoring all the way to Singapore where we could buy a new tiller pilot. Yet we were not desperate, because at that point we were still hoping to see some of those monsoon winds?!

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Kudat to Kuching: A Rainy End to a Spellbound Voyage I

By Jana Benešová

This was supposed to be a relatively easy one. Not counting the passage from Taiwan to Philippines earlier this year, the voyage from Kudat to Johor Bahru was to be our first voyage ever when we would be actually sailing in the right season with the prevailing winds and currents and not against them. Marcello, an Italian sailor we met in Kudat, told us that last year the same time of year he sailed the whole way from Kudat to Phuket, had the engine running maybe for 2 hours during the whole trip. Not bad at all! Yet for us it just somehow didn’t happen… Instead of NE monsoon winds, we had either calms or were fighting headwinds, countercurrents, squalls and heavy rain. Ideally by now we should have been in Johor Bahru on peninsula Malaysia, yet here we are exactly 17 days after we left Kudat, sitting in rainy Kuching, capital of Sarawak, on the northwestern part of the island of Borneo. Not only is Kuching “the wettest populated area (on average) in Malaysia with an average of 247 rainy days per year”, the rainy season is in full swing now and most of the days it hardly stops raining. And when I say raining, I’m not talking about some minor drizzling but regular downpours. Simply put, the journey so far can only be described as downright miserable…

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Occupational Disease

By Jana Benešová

Rather than a job-relating illness or injury, in Czech this term refers to a strange behavior of people from different branches, who become so overwhelmed by their occupation, that they cannot cut themselves off from it even in their personal or everyday life. Let’s say a dentist always checking other peoples’ teeth while chatting with them or a teacher constantly trying to lecture everybody. You get the idea, I guess.

Though this occupational disease is highly contagious, not every person becomes affected and some do more than others. I suppose it also has to do with that particular person’s personality and his or her current state of mind. I myself am rather a perfectionist and don’t mind fiddling with details. No wonder then, that after three weeks of painting, I have been exhibiting some symptoms of “painting disease”.

Another place to practice my painting skills

Another spot to practice my painting skills…

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Closet

By Jana Benešová

We are back in the working mode, getting up at dawn (round 6 am) and going to bed soon after 9 pm, exhausted but happy. We sleep so soundly these days, that often we don’t even hear the raindrops pounding on our deck. We sand, we glue, we paint and Janna slowly but surely undergoes a cosmetic metamorphosis. It’s amazing what a huge difference a paintbrush and a tin of paint can make.

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Finally Some Time for Decorating

By Jana Benešová

First of all, apologies for a belated update on the status of our engine bed modifications. We managed to hunt down all the materials, already got the steal angles from Chinese machinist Mr. Chin on Wednesday, but are still waiting for the engine mounts, without which we cannot start. Impatiently we follow our shipment using the UPS tracking information and can’t but marvel at their wondrous “travels”. First they toured the various cities and states of America and then they suddenly appeared in Koln, Germany. Friday evening we almost started celebrating, when we found out that the mounts already arrived at Kuala Lumpur, capital of Malaysia. The original estimated time of delivery was Wednesday (23 October), by the end of day. Now it seemed we could have our mounts on weekend! Yet for some mysterious reason, on Saturday morning our shipment found itself arriving to Shenzhen in Mainland China…

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Hunting for Materials

By Jana Benešová

It’s been several days now since we lifted our engine out of the boat and put it on the pontoon next to us. Yet we are still in the process of material hunting. Currently we are shopping for new engine mounts, some SS to modify the current engine bed and after we found out that a new damping plate (between the gearbox and flywheel) plus shipping would cost us some 800 USD, we also added 4 small rubber cones to our list – after all it’s only these small rubber thingies that are broken.

We haven’t had much luck in Kudat so far. Luckily we live in the internet era. We easily found several engine mount dealers, some of them in Asia (mostly based in Singapore) and some in Europe, where we bought engine parts for our Volvo before. However, it seems that we will actually order our new engine mounts from a US internet chandlery go2marine.com. They are relatively cheap and the mounts will be sent by UPS, so could be here within a week or so.

As for the rubber cones for the damping plate, we decided to send them to Taiwan. In Kaohsiung there is an excellent shop where we always bought hoses, gaskets and other rubber materials. They also do custom work and since we have a sample – luckily one of the cones is more or less intact – we hope they would be able to find us the same material and make us new cones.

Now we are searching for some steel to modify our engine bed. In the afternoon we go to a Mr. Chin’s workshop – a local Chinese machinist, who promised to try to find us some steel angle and also some 316 SS for our new shaft. The advantage with Mr. Chin is that we can speak Chinese to him. Most of the Malays speak some basic English but it’s not enough to discuss technical stuff with them. Hopefully Mr. Chin’s hunt will be successful, otherwise we would have to go to Kota Kinabalu and try our luck there. Which actually is not such a big deal either, since we could also do some provisioning while down there.

Meanwhile the weather is still quite crazy. The constant downpours keep us inside the boat most of the time and so although we are currently trapped in Kudat once again, we console ourselves knowing that even if we could leave, the weather would still keep us right where we are. There are 2 new lows next to the Philippines, one of them was just upgraded to tropical depression and the other one has now 30-50% potential of becoming a significant cyclone. It sure is another rather busy typhoon season in SE Asia…

Current Graphical Analysis of the Weather in the Region

Unscheduled Return

By Jana Benešová

I’d much rather write about the adventures of a new voyage, first impressions from a new port or about new people we’ve just met… Unfortunately I have to admit that we are still in Kudat and it seems that we will have to stay here at least for another two to three weeks. The reason is simple. Have a look at the following picture and guess for yourself…

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Trapped in Kudat

By Jana Benešová

Month and a half ago when we sailed away from Philippines and arrived to Kudat, a small town in Sabah, also known as the „Land Below the Wind“, we thought we finally left all those potentially disastrous typhoons far behind. Turns out not quite so… Although it rarely happens that a typhoon ventures that south as Borneo, these cyclonic monsters can influence weather even in regions hundreds of miles away. And so here we are, already two weeks helplessly trapped in Kudat. It’s not that a typhoon’s path is predicted to go anywhere near us, but last week it was the super typhoon Usagi and now another typhoon Pabuk that is sucking in and thus intensifying the monsoon winds, which blow from south-west, i.e. exactly the direction we want to travel. The wind itself would not be such a problem, but the local waters are infamous for serious currents, that are strongly influenced by monsoon winds, and to sail on a small yacht not only against the wind, but also against a 2 knot current is not really much fun.

This is how it currently looks in SE Asia…

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The Joys and Sorrows Of a Life At Sea

Hallberg-Rassy 31 Monsun for sale

1 We call her Janna