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Lightwave 45
Vroom with a view Lightwave’s proven 45 footer is incorporated into the design of the new Maestro, creating a unique catamaran, reports KEVIN GREEN. The Lightwave 45 Maestro Lightwave Yachts flies the Australian made flag building quality catamarans in their Coomera yard under the guidance of shipwright Roger Overell. Roger and wife Louise acknowledged the […]
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Lightwave 38
LIGHTWAVE 38 GUARANTEED 100% ‘AUSSIE’! Seen from Europe, or the United States, we don’t always appreciate the real attraction of the Australians for the sea, and particularly the nautical industry. However, in the country of the kangaroo, there is an exceptional expertise as regards boat building, and a particularly large number of multihull specialists. A […]
Lightwave 38
To commission an Opus Ask anyone who their favourite band is, or what their favourite movie is and you can never get a right or wrong answer as everyone has their own personal preference. This also applies in a big way to boats. There are a lot of good boats on the market, and the […]
Lightwave 45
A syndicated Lightwave LIFE LW45G Blue Spirit is set up for long distance cruising with a roaming base location “Did you know each other before you joined the syndicate?” This is the question everybody asks when we talk about how delighted we are as syndicate owners of Blue Spirit, our brilliant new 45ft Lightwave Grande’ […]
Lightwave 45
Bluewater pedigree Running in big seas or reaching before a breathless backdrop of blue, the first Lightwave catamaran to find a home in New Zealand proves an impressive performer. Words John Martin Photos Will Calver/oceanphotography.co.nz The Lightwave Grandé benefits from generous spaces below decks and the tasteful colour scheme selected by Gill, making her a […]
Lightwave 38
An account of riding out the cyclone DISCUSSION CENTRED on the likely scenario that this system could intensify and take a very fast and direct approach to Cardwell. As days passed, this possibility was confirmed by the various national and overseas weather reporting agencies. This transferred to the local Councils and Emergency Management agencies which […]
Lightwave 45
Custom comforts Proving that quality built Australian catamarans have never been more popular Lightwave Yachts are busy supplying this growing market with innovative designs, as shown by the latest 45 Grandé, reports KEVIN GREEN. THE LATEST LIGHTWAVE, THE GRANDÉ 45 HAS just hit the water and with four other boats under construction the Coomera based […]
Lightwave 45
Lightwave conquers the World! WELCOME HOME : Lightwave Yachts host Homecoming celebration at Southport Yacht Club A blue water pedigree with sleek appeal, Lightwave cats are renowned for their awesome performance and long range cruising capabilities, and the latest accomplishment of a Lightwave 45, adds proven performance appeal, as a World conquering catamaran. SECOND TIME, […]
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Making Serious Waves Lightwave Yachts. By Mike Brown Queensland’s Lightwave Yachts have been making serious waves since 1996. They do build Australia’s fastest one design racing production cat, the Raider catamaran, but their renown is for cruising catamarans: sailing, power and, the logical combination, motor sailers. And these cruisers get cruised. This month the celebration […]
PEDIGR EE CAT with charisma! The sun shines 364 days of the year in the Whitsunday Islands. The other day is reserved for my boat reviews; as such, the decidedly inclement weather on this one day I ventured north was surely a worthy test for the latest addition to the Lightwave Yachts portfolio, the Lightwave […]
PEDIGREE CAT with charisma! The sun shines 364 days of the year in the Whitsunday Islands. The other day is reserved for my boat reviews; as such, the decidedly inclement weather on this one day I ventured north was surely a worthy test for the latest addition to the Lightwave Yachts portfolio, the Lightwave 38 […]
HIS FOR From dream to reality From time to time we interview industry figure-heads, brokers, designers, CEOʼs, boatbuilders and marketing gurus who are only too happy to expound on the virtues and success of their boats, their products, their associations or their companies. Seldom until this opportunity arose however, do we get to hear first-hand […]
Lightwave Yachts is proud to announce the 2010 LW38’ Sail and Power Cat models. New features include an extended cockpit hardtop area, creating a more spacious outdoor lounging & dining area that is protected from the elements. Larger double sliding doors into the saloon provide a wider entrance and adds to the seamless fl ow […]
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Lightwave 47 MS
LIGHTWAVE Grandé Series genuine Motor Sailer LAMENTABLE IS THE REALITY THAT MOST MANUFACTURER CLAIMS OF A GENUINE ‘POWER catamaran’ version within their range have historically been met with suspicion and contempt by potential clients. A ‘motor sailer’ version creates even more dubiety; as such it is ironically satisfying then when a manufacturer such as Lightwave […]
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Premier ONE DESIGN fleet racing EXTREME sailing with comfort included Congratulations to Rob of Perth, W.A., owner of PEARL Raider, delivered after being displayed at the ’08 C.M. Mandurah Boat Show This 30′ demountable sports cat offers the most exciting experience creating a spectacular sight. A proven Offshore and Fleet Racer, the crew of four […]
The need for speed The production multihull industry in Australia is deservedly proud of its ability to build excellent products at fair prices. I strongly believe that we have some of the best production builders in the world. Of course we also have access to some of the best designers and custom builders as well. […]
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Cruising the kimberley coast The Kimberley coast has become extremely popular with cruisers out of Darwin and also those travelling up the west coast from Perth and Fremantle. The number of boats visiting the area is certainly on the increase and quite a few tour boats take people in there now as well. The coastline […]
Lightwave 40 PC
Lightwave 40 Cruising under sail is a pleasant way to go, but when the wind drops, on go the engines. Review by Kevan Wolf. Most yachties will tell you that when they are cruising they spend about 70 to 80 per cent of their time on the motor. This is why power catamarans have become […]
Lightwave 45
Around the World Peter and Penny Faulkner, LW45 Innforapenny II The dream was always to sail around the world and although I have had some experience coastal sailing along the east coast of Australia and in Western Europe the thought of a circumnavigation was a little daunting. On discovering that you could join an around […]
Owner Ken French, comments on “Crossing to the Dark Side” after being a keen mono sailor all his life, and also recounts his experiences with buying an ex-charter Lightwave 38′ Sailing Catamaran… I think a lot of our family, friends and sailing mates were shocked when we told them we were going to buy a […]
Lightwave 46 PC
Why buy a LIGHTWAVE an Owner’s Perspective…by Robyn Jefferies, FLASHDANCER, LIGHTWAVE POWERCAT 46’ Why buy POWER not SAIL? There are a lot of yachties or prospective yachties who would be more suited to a power vessel than a yacht. Advantages include: Getting to your destination quicker and more refreshed, this is definitely an advantage for […]
SNEAK PEAK taking shape at the LWY factory Super Size The Lightwave 45′ Grande’ offers a cat focused on supreme comfort with a larger saloon and cockpit, whilst still offering responsive performance. Layout options include 3 or 4 cabins, two or four bathroom layout; and optional galley up. Having already secured orders prerelease, and the […]
Lightwave 45
South to Sydney by Andrew Crawford I am a strong supporter of the Australian Multihull Industry, be it small project builders, designers or large scale commercial production enterprises. I support the industry because it deserves it. By and large, Australia produces some of the finest multihulls in their class. ONE company I have watched with […]
Lightwave 38
A great custom to have Lightwave has revamped the popular 38 with options suited to the cruising, charter and weekend sailor markets, reports Roger Priest. The hardest thing about buying a new 38 from Lightwave is the plethora of buyer choices. To make things a little easier for you, Lightwave offers four basic layouts and […]
Lightwave 46 PC
Lightwave Superstar At first sight the Lightwave 46’ Powercat exudes a flair of powerful dynamism. Sporting a finer hull shape, the piecing power efficient bulbs slice through the water at level trim, leaving bows dry, and no stern drag. The re-engineered hulls and sharp bows deliver peak performance, enhancing stability, safety and speed. The new […]
Lightwave 45
Elegant, efficient and seakindly were among the must-haves in the design brief for the new Lightwave 45. How well does it achieve them? Caroline Strainig reports on the latest offering from the Gold Coast-based Lightwave stable. When it comes to catamarans, there’s one name that springs immediately to mind when you start talking Australian designers: […]
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Lightwave 38
Lightwave, Last edition I wrote of a short sail on a Lightwave 38 Sonja and I recently had the opportunity to have a longer trip, spending an entire weekend on the boat in an around the Gold Coast. I thought it might be interesting to further review the vessel from ‘the crew’s perspective’ so it’s […]
Lightwave 38
THE Lightwave 38 was on display at the Sanctuary Cove Boat show. Since then I have had the opportunity to test sail the vessel in the Southport area. Nathan, from Overall Stanton Yachts was demonstrating the boat to two couples who were interested purchasers. I am advised that one of the couples has ordered a […]
Lightwave 35
OUR first open water passage in our Lightwave 10.5 catamaran would be from the Gold Coast to Hastings in Westernport Bay, Victoria. Over the past 10 months, our boat was a resident of the Hope Harbour Marina. Although we tried to take as many long weekends from our jobs in Melbourne to use Zig Zag, […]
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Multihull World Magazine. LW38 survives Cat 5 cyclone, a once in a generation system


An account of riding out the cyclone

DISCUSSION CENTRED on the likely scenario that this system could intensify and take a very fast and direct approach to Cardwell. As days passed, this possibility was confirmed by the various national and overseas weather reporting agencies. This transferred to the local Councils and Emergency Management agencies which commenced a series of warnings for preparation by members of the public and visitors to the area.

One look at the system on the Fijian weather page was enough to satisfy anyone of the size and intensity of the now named cyclone Yasi. The Australian BOM site suggested that the cyclone was a Category 5 ‘generational’ system. I.e. A large system seen only once in a generation. If this was correct, modern Cardwell was in trouble.


One of the main reasons why I have based Muscat 7 – an 11.8m Lightwave catamaran at Port Hinchinbrook Marina apart from the magnificent cruising grounds is that it is only a very short distance to the large protected Hinchinbrook Channel.

This channel has a large mountainous arcing barrier of approx 40nm separating it from the sea surrounding the south east and stretching around to the north east. It is then bordered by part of the Great Dividing Range on the western side. The channel is drained by a maze of short winding mangrove lined creeks with several small knolls forming quite effective wind buffers. The mangrove trees in some reaches of the creeks also form quite dense wind barriers. Several of these creeks have a local reputation of being safe haven ‘Bolt Holes’ in cyclones and have been used by local skippers for over 100 years. Evidence of this can be seen with the old decaying chain and warp lines protruding through the mangrove root systems.

My layman’s opinion has always been that the construction of many marinas in the Tropics do not allow for the huge rise of abnormal tidal surges. The possibility an event such as Yasi – which has eventually paid off.

Cyclone preparation is unique. The decisions that you take are very personal and very final. There is absolutely no chance for you to safely change your mind once the event is under way.

Good thorough planning is essential.

Considerations that I took for preparation

Q. Condition of boat?

A. Excellent! And well prepared including recovery gear! I have planned for the event so will go to channel.

Q. Do you stay with the vessel? Or tie up and evacuate?

A. My preparation allows for a reasonably safe experience and my fitness level and preparation give me confidence to stay with the vessel!

Q. Do I need any crew?

A. Once the boat is prepared in the bolt hole no. In this situation crew only adds to the risk and complicates decision making.

Over the last three years that I have owned Muscat 7 I have experienced three smaller events where I have removed the boat to the Channel and tied up in a pre-prepared area. I have then only to negotiate any other boats and prepare the boat and myself. These events have forced me to place an emphasis on preparation and planning for Of pontoons rising over the tops of the pylons with boats still attached is a great risk, irrespective of the category of the cyclone event, but, even more dependent on the state of tide and subsequent surge.

Q. Suitability / experience of skipper?

A. Fair but confident with preparation and planning.

Q. Decision to be made whether to tie boat up at marina and evacuate or proceed to the pre-prepared bolt hole The boat is adequately insured so why worry?

A. If I leave the boat in the marina I may lose it. If the boat is destroyed there is a chance that I will probably never have it replaced and sailing will be a past memory. I have a chance to protect the boat.

If I need assistance after the event I can organise a crew in a safer environment.

Q. Is the preparation and selection of the site suitable to cater for winds which will change direction when the system crosses the location?

A. The site was used during Cyclone Larry by another skipper who reported no significant issues!

Deemed suitable!

What on-deck preparations are needed?

  • Remove all headsails and remove/secure main.
  • Remove all sunshades and batten down any potential movable items such as inghies, solar panels, gas outdoor cookers, weather curtains.
  • Tie down boom and secure all tape light sticks on each warp line and tie points on boat to assist in adjustment for surge.
  • Check reliability of anchor points land and boat for lines.
  • Prepare main anchor for emergency deployment only.
  • Accept that the use of anchors may lead to fouling and loss in debris.
  • Ensure all vessel batteries are at 100%charge and run motors and lights when possible early in event.

What survival gear is needed ?

  • Prepare a grab bag including spot light, V-sheet, ePIRB, portable radios, (VHF and UHF) small first aid kit, insect repellent, light sticks, flares, snack food, water.
  • Wear harness and tether, helmet, life jacket, wet suit , shoes, light sticks taped to both sleeves.
  • Clip on water activated strobe light to body and grab bag handle.
  • Prepare main first aid kit in a ready central position with emergency lighting. Don’t rely on dinghy survival! Be prepared to go to the mangroves as a last resort!

What communication is needed?

  • Advise Coast Guard of intention to stay with vessel and location of bolt hole and after event communication needs.
  • Advise family members and friends /neighbours also.
  • Arrange regular skeds with neighbouring boats if any.
  • Tune radio to ABC Far North for constant cyclone reporting before, during and after the event.
  • Use computer with wireless internet to monitor cyclone path and patterns until mobile towers close down.
  • Provide sufficient mobile phone credit and charge for constant use.

What recovery gear is required?

  • Small chainsaw with fuel and bar oil.
  • Small portable winch, hand trimming bow saw.
  • Keep main anchor and chain free for potential use.

What pre event planning is required?

  • Prepare a good meal and provide snack packs to last not only through the night but next day as energy levels would be depleted.

Check and re-check boat deck!

The Yasi experience

At 1100hrs on Tuesday morning February 1 (the day before the cyclone) I reported to marina staff that I was intending to leave the marina and transit to my bolt hole at Gayandah Creek. I was made aware that an impromptu meeting called by the management for skippers on the Monday afternoon had recommended to the fleet that they remain tied up in the marina for the event. Most of the fleet were removing items from their boats and completing last minute details to their planning.

I was then made aware that an announcement from Emergency Management was about to be made enforcing a total evacuation of all people from Cardwell district. My wife evacuated with our Cardwell neighbour and her elderly mother from the Nursing home and drove back to our residence on the Atherton Tableland which we had cyclone-prepared previously.

I called the Coast Guard on VHF 16 and gave my details, intentions and future contact details then left the marina for Gayundah Creek, approximately 10nm to the south.

On arrival I found a total of three other boats preparing and was told of another at the end of the creek. I found a suitable feeder creek which offered protection whilst still a reasonable distance from the other boats and commenced the tying off process. I was still able to find the time to catch two nice Mangrove Jack fish to enhance my gourmet food selection. I completed this process and rechecked all lines during the following morning in preparation for the evening crossing.

I made contact with the neighbouring boat and found that there were only two of us remaining on board and that the other skippers had tied up and left. I had a good night’s sleep in preparation for the next day.

On Wednesday morning (February 2) another two fishing boats appeared but elected to find another creek further to the east of our feeder creek. They made radio contact when they were settled and arranged for a sked around the crossing of the cyclone on VHF16.

The weather gradually deteriorated after lunch on Wednesday and great flocks of several varieties of outer sea birds commenced spiralling across the mangroves and heading inland. A final check was made to the deck and additional lines were placed across the solar panels and light sticks deployed around the boat. I then prepared dinner and settled down to the sound of rising wind roaring through the trees and rigging.

As darkness fell I ran the motors and lights to ensure a fully charged electrical system and to allow my neighbour to see that my location was secure. He also displayed sufficient lighting for me to do the same.

The intensity soon increased and blinding wind and rain replaced any visibility that we had.

I rechecked all of my emergency planning and secured my grab bag and first aid kit in appropriate areas. In the early stages I was able to go outside to check the security of the lines and tie downs and everything appeared to be holding as planned. It soon deteriorated to the level where it wasn’t possible to fully open the saloon door without a tether and my helmet chin strap was tightening as the wind was increasing.

I noticed that the glass door was starting to flex with the pressure so I unfurled the insect screen to help deflect any fragmentation and found that by laying on the floor and holding the door ajar about 100mm I was able to equalise the pressure and counter the flex.

I was able at times to relax this procedure and concentrate on the internet radar site and mobile phone and listen to the ABC radio cyclone talkback. I also had a number of friends phoning me with support and this was a good opportunity to realise that I wasn’t the only one going through a difficult night.

As Yasi intensified, so did the conditions outside. There was a constant roar and the exterior of the boat was being peppered with shredded mangrove leaves and small mangrove crabs. The wind veered more directly astern prior to crossing the coast and as a result the Lightwave system of folding rear steps started to clap up and down with no possible way of me intervening to tie them down.

The wind strength was such that the sterns on both hulls were being shuddered and small lifting was detected. At about this time I noticed that the boom was starting to move and the preventer line had uncleated. It took me about 30 minutes and several attempts to cross the deck to re-cleat and tie off. During this time I again experienced the wind trying to tear off my helmet and without a tether would not have attempted to go outside.

The ABC reports of the eye approaching Mission Beach had me carefully looking outside and in between gusts I was able to get a good view of the eye wall over the ranges to the north. There appeared to be a high black and intense wall of storm cloud with lightning and thunder rolling constantly.

I didn’t experience any calm as the eye passed over Mission Beach but experienced an immense increase of wind direct from the north-west. My position at the entrance of a feeder creek meant that now the wind was heading straight into the front of the boat so a lot of the pressure on the rear of the boat was lifted. The boat handled this change well with the only negative being that the protection that the mountains had initially given had been replaced by the lower mangrove tree systems to the west. This meant that there was a constant wind instead of gusting.

At around 0215hrs on Thursday morning I noticed that the outgoing tidal flow had changed direction about a half an hour prior to low water. I interpreted this as the start of the tidal surge and reported it over VHF 16 in a SECURITAY call to all vessels in the area. I made my way out of the cabin under tether and crawled to all tie off points and loosened the lines.

Once I had completed this task, I then heard another dull roar over the existing roar and directed my spotlight onto a wall of tidal water entering our secondary creek at least one metre high with another wall of fine white mist rolling above it. This was accompanied with floating debris in the form of mangrove root systems broken away from the shore line. I quickly made my way back to the cabin, shut the door and hung on.

The sound increased as the boat started rising and there was a distinct sound of mangrove trees snapping and crashing around the boat. I can recall shining the spotlight outside to see that I was looking out over the tops of all of the mangrove trees and still facing the same direction and apparently secure. The boat would have risen three or four metres.

A short time later the roaring changed direction and came from the stern. There was considerable buffeting and some lateral movement of the boat. I reasoned that the surge had rebounded and the flow had either removed the mangrove roots or broken free some of my lines. I then realised that the boat was starting to list to the starboard and that I had been left in the upper reaches of the mangrove bushes on the port side. The water continued rushing out and it was then obvious that the boat was wedged and quite secure albeit on a 40° list about one metre from the tops of the trees.

I decided that I should then leave the cabin door open as an escape route if the boat was to move further off its current position. I placed a wedge to keep the door open. The wind then promptly blew the interior closed screen door fitting off the wall down onto the galley floor. I collected my grab bag and tethered myself and the bag to the exposed outside walkway beside the helm station and curled up in the valley on the high side.

The time was about 0330 and I decided to get as much rest as I could in this position until dawn allowed me to take stock of my position. The wind and rain maintained its strength until dawn but despite my exposure I was still able to catch some sleep as I was warmly and securely tethered in the V of the walkway.

The morning after

Dawn allowed me to verify that I was on a list and wedged in mangrove bushes and as the tide was again making, the boat was slowly levelling. I expected that the following high tide at around 0900 would also include a higher than normal tide and if I could be prepared, this may give me the opportunity to free the boat from the mangroves.

My planning included in order:

Free the dinghy by cutting the wall of mangroves away from the stern and under the still intact solar panels.
Using the dinghy, set the main anchor at a 45° angle from the bow into the centre of the creek using all 80m of the chain.
Set about clearing as much of the broken root system and broken lines from under the front of the boat.
At the top of the tide use the anchor winch to assist in warping the boat off the mangroves.
I set about achieving these tasks which unfortunately I was not able to complete until an hour after high tide. Communication with family was a priority as was a trip up the creek to my neighbour to check on his welfare. He had his own problems but not as complicated as mine. By the time I attempted to winch the boat off the ‘nest’ I had lost my opportunity and the boat had continued its list.

I took the opportunity now to make a meal and consider my options for a further attempt for the next high tide due on Thursday night at approx 2000hrs.

My plan consisted of :

A good hot meal;
Some rest and /or sleep;
Wait until low tide to further assess the holding mass of mangroves under the boat and attempt to clear away any mangroves which would hinder the safe passage of the boat on a 45 degree pull;
Notify Coast Guard that I would be late;
Notify SES that I was detained but okay and was attempting to free the boat independently;
Notify my family of my plan.
I continued clearing throughout the day and was quite satisfied that I could not do any more to assist the refloating. I realised that the evening tide was not as high as the next morning tide and if the winching process failed I would have to wait again for the morning tide.

I also decided that I would attempt to have any power boat in the vicinity assist with a snubbing tow in conjunction with my winching manoeuvre.

As the phone system was now down and it appeared the VHF repeater system was also down I decided to fly a distress flag and a V sheet in case I missed the opportunity to flag down a powerboat or make contact with a defence helicopter.

The evening tide allowed me to slightly turn the boat into a more direct angle by using the winch, however, I decided to wait until the morning before trying again. The constant heavy rain was now filling the starboard engine bilge as the angle of the boat forced the water uphill and to drain through the engine hatch causing the pump and audible alarm to sound every 10 minutes. After several long sponging sessions in pouring rain I jury rigged a 25 litre bucket in the engine room to catch the rain water and hold it giving me about an hour and a half between empties until the tide again started levelling out the boat.

The next morning after (Friday, February 4)

At dawn I was able to liaise with my neighbour who by now was preparing his boat for return to harbour. He assured me that the skipper of one of the other boats would be appearing to recover his boat prior to the high tide and would be able to assist with the snubbing tow. I then removed my distress signals and waited for the tow.

At the appropriate time the other boat assisted me with a tow in conjunction with my winch and Muscat 7 slowly was relaunched.

I carried out a check of all engine fluids and checked all bilges before I started the engines. I was then able to recover the main anchor and then proceeded with the other boats in convoy back to Port Hinchinbrook.

On arrival at the leads I overheard water police calling VHF16 for any details on a missing vessel Muscat 7 and quickly informed them that I was no longer missing. I attempted to inform SES however phone service was still down or overloaded.

I arrived at the marina to find total devastation with most of the fleet either totally destroyed or severely damaged.

Most of the devastation centred on my old location. Scenes of this devastation have been widely publicised on national and international media.

I tied up to one of the few surviving private pontoons which is assisted by pylons considerably higher than the other pylons on the now missing marina pontoons.

I have since had an opportunity to dry out the boat on a sandbar and found that the port rudder has been damaged and will need replacing. I will soon lift the boat for a proper inspection but I am confident that the boat has survived the experience with only minor damage.

What I would do differently

My decision to remove the boat from a ‘cyclone rated’ marina was not taken lightly but was vindicated when I saw the trail of destruction. With this in mind I would most likely remove the boat to a bolt hole in the future if it was at all possible and I was physically prepared. This may not always be possible due to floods cutting roads prior to cyclones and the possibility of not being able to safely move the vessel prior. I would never expect anyone else to move the boat in my place.

If the marina is repaired and redesigned with taller pylons I may give closer consideration to staying however the safety of my boat would still be at the mercy of any other boat which freed itself and became a missile.

I was never missing although listed. Police were advised by my family of my circumstances and I advised SES and coastguard. It was clear that a lack of general communication between agencies caused a lot of confusion. My experience with Emergency Services allows me to make the comment that this initial confusion between agencies is unfortunately very common. It would be wise to make an allowance for this large event confusion in any communication plan.

I will locate several different sites and prepare them with upper level portable anchoring points to enable a running line back to the boat high enough to counter debris from surges colliding and pulling lines or tree roots out, in a form which will allow quick retrieval, setting and loosening.

I have already prepared strong long lines with hardware and an itemised recovery kit and will locate them on the boat for the duration of cycl0one seasons.


By writing this summary of my experiences with Cyclone Yasi I in no way intend to try to convince anyone to follow my example in a Cat 5 Cyclone or even a lesser one. This is simply a record of my experiences.

Every skipper makes his own judgements on vessel and crew safety and is ultimately responsible for his actions. If he decides to use any of my experiences with his planning and it works for him I am satisfied.

My training in Emergency services over the last 15 years and my level of fitness have contributed to an understanding of measured risk taking combined with essential prior planning. This undoubtedly assisted me in achieving a relatively safe outcome.

I am now also aware of the high standard of strength and safety designed into the Lightwave boats and my thanks go to Roger and the Lightwave team.

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L46i Engine 2

Electrical System

The Lightwave 46 is designed for self-sufficient blue water cruising. The vessel is supplied with a 12-volt DC and a 240-volt AC electrical system. A 600Ah AGM battery system is offered on the vessel with an optional 660Ah lithium-ion battery bank. There are various solar options producing up to 2000kw of power. There is also the option to have a 4Kw AC diesel generator which is coupled with the inverter to allow for a high output. All areas of the vessels electrics are designed to be easily accessible and traceable with minimal disruption to the boats systems. Electrical components on the Lightwave 46 are carefully selected to ensure a minimum power consumption is achieved. Onboard systems incorporate the latest in technology, allowing remote control and monitoring of critical power systems, battery and charging status, tank levels, bilge pumps, aerial and security CCTV as well as an array of other custom options.

Lw45 Popup Engine

Engineering Systems

The Lightwave 46 offers a very spacious area in the external engine rooms, to accommodate the standard 50hp engines & other engineering systems. All steering components as well as the optional generator are housed in the engine rooms, carefully positioned for ease of access for servicing and maintenance. The engine rooms are separated from the accommodation area with a bulkhead lined in sound dampening material to defer noise, heat and odour from entering the cabins. The engine rooms are also accessible from the inside of the boat if required.

Lw45 Popup Img

Sailing Systems

Designed with the priority for the ultimate sailing experience, the deck layout and sailing systems are configured for ease of handling while shorthanded. The line system on the Lightwave 46 has been designed so all lines are organised and accessible from an area where the sails can be easily observed. Lines all lead to the cockpit and travel under serviceable fibreglass boards which not only keep the lines organised, but also remove possible tripping hazards. Hanging points are purposely provided creating a neat and organised place for line tails to be stored. Anderson winches and Ronstan deck gear are superiorly selected as standard equipment, with optional electric winches also available. A bridal main sheet system is cleverly applied to eliminate the safety concerns of a traveller car system traditionally used on catamarans. 

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