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Cheapskate Iceboat – The Manual

To view the Cheapskate Manual as the author, Lloyd Roberts, intended please
or copy and paste

Deep thinkers at CIBC perceive a need for an economical ice sailing craft for softwater sailors idled by winters icy grip. The world’s most popular iceboat, the DN, an excellent sailer, is in the four figures well used and several four figures new. Our “Cheapskate” design can be built for $200-300 and sails very well with Sunfish spars and sail. The Sunfish is the world’s most popular personal watersailer due to good sailing properties of its unconventional lateen rig. Old Sunfish spars and sails are easy to find. Our Cheapskate is a hybrid of the proven footprint/wheelbase and major component relationships of the DN with the kindly sailing characteristics of the Sunfish rig. The economy of Cheapskate is achieved by avoiding the refined go fast aspects of the DN that have evolved over seventy years of racing a boat that was originally designed to be economical and easy to build, our goal also. We have come full circle.

Cheapskate is made of lumberyard/hardware store materials with a little help from the local dump and scrap piles. Cheapskate sails very well.

Some building skill, with special attention to a few details, is required. We immodestly suggest reading Think Ice by Lloyd Roberts available from Chickawaukee Iceboaters or International DN Ice Yacht Racing Association IDNIYRA.

The plans are a combination of drawings with dimensions taken off our prototype, photographs which we hope will reduce head scratching, and timeless prose which may cause head scratching. The Cheapskate is shorter than the DN by 20 inches and wider by 1 inch. The other dimensions and locations of critical components all fall within allowable dimensions of the DN class specifications. Changes in locations of specified components may very well make changes, and not good ones, in performance. The Sunfish rig components, mast, spars, and sail, are all factory Sunfish with bow and side stays added. Don’t “improve” what already works very well. It is better than any other small iceboat we have seen built from Internet designs.

Lloyd Roberts has been iceboating for some forty years. He is the co-author of Think Ice The DN Iceboating Book, now in its sixth printing. He also is the designer of “Gambit” a successful cartop two seat iceboat since the 1970s. Lloyd has long since given up racing and sails entirely for fun. Testing and developing the Cheapskate has been great fun.

Bill Bunting, Maine and maritime historical author, is the head instigator of the Cheapskate project and provided the name. His wife Jennifer is a retired publisher, she polished the text.

Bill Buchholz is a professional boatbuilder, repairer, restorer, and avid ice sailor with a track record of building lovely iceboats from scratch or pieces of derelicts. Bill built the basic structure of Cheapskate from an old design with a few nice touches to give some elegance to the originally rather Spartan craft. He builds fast and well.

Al Heath, club member, is the owner of our vintage prototype iceboat built by Al Bryan and Cortland Henniger (“ALCORT” founders) in the 50s which was the progenitor of the Sunfish. We are not breaking new ground.

John Stanton, our long suffering web master, has constructed our fine and popular website “iceboat.me”. He has dispelled some of our ignorance.

Stacey Warner of Warner Graphics has printed our Newsletters for years tolerating our scissor and glue stick cut and paste technology. We are very grateful for her patience. Dennis, the shop cat, still welcomes us.

Lloyd has corralled innocent iceboaters, non-iceboaters, and even non sailors to sail the prototype and contribute to its refinement. They all seem to love it, many of them want one, we are encouraged.

We hope their enthusiasm is shared by future builders of Cheapskates.

Nothing here needs to be bent, laminated, or tortured. Straight pieces of spruce or fir are recommended, NOT pine or cedar. The wood does not need to be completely clear of knots, small “pin knots” are OK but not loose knots or wavy grain. This is a highly stressed structure, especially forward where visible flexing occurs while sailing (smoothing out the ride). Stress continues back to the runner plank attachment. Put the knots aft around the lunchbox. 2 X 4s are big enough. The cockpit looks very shallow but no one has fallen out while sailing. 2 X 6s would add a lot of weight and likely produce a rougher ride, like a DN with its rigid box structure. Do not box in the Cheapskate forward. 1 X 6s might split from torsion stress. Split DN sides are not unusual. Stay with what works. Note that there is a central 2 X 4 keel enclosed within the maststep/steering post box. This keeps the mast from punching down through the deck and floor due to lots of downward stress here. Some thought is needed if the builder wishes a longer or shorter cockpit. The plank is already as far forward as allowed in the DN and the wheelbase already short, which affects steering, already brisk. If the seat back is forward of the rear of the plank it is difficult to get into the boat. The seat back/plank relationship should be retained. Therefore to shorten the cockpit you can either move the forward cockpit bulkhead back or put a crosspiece on the floor to rest you heels on. If the bulkhead is moved back there may be interference between your feet, which are close together, and the tiller. The tiller steering column can be moved back, leaving the mast step where it is please. To lengthen the cockpit the seat back AND plank can be moved aft which may improve high speed handling and reduce the briskness of the steering. Moving the seat back aft but leaving the plank forward will take weight off the steering runner which already has just enough weight for reliable steering. Moving the forward bulkhead forward will compromise foot room, already narrow. Choose these things carefully as they are hard to change later, (guess how we know).

We glued most joints with Titebond III which is waterproof and economical. Screws and bolts are used to hold things together while glue sets. Highly stressed joints of runner chocks are reinforced with 3/8 carriage bolts. Do not use el cheapo Home Depot bolts that are threaded all the way from nut to head. Buy good bolts, “zinc plated” are fine, with solid unthreaded shanks to resist bending.

The 3/8 plywood forward deck, floor, and seatback we made from 3/8 yellow pine floor underlayment stock, not too heavy, (but maybe not waterproof, varnish/paint liberally). Fir plywood will not finish well, is heavy, and will weather badly, cracking paint and varnish. 1/8 plywood probably isn’t strong enough, 1/4 might be. Seatbacks get fallen on and break, cockpit floors get punctured by boot spikes and delaminate from water. Put drain holes in the cockpit and lunch box corners.

The 1/8 aluminum sheet used for plank attachment plates and mast step base should be “T-6” hardened stock. Likewise the 3/16 bow reinforcement plates. This stuff still cuts nicely with power saws and can be drilled and tapped for bolts (bow plate ?). 3/16 could be used for all the above for simplicity. Try a welding fabricator for this and steel stock.

The lid for the rear “lunchbox” might well be hinged with canvas or leather (old belt?) instead of the fancy piano hinge we used, which leaks. The screw eye for the sheet in middle of the stern may not be the best place for the sheet. We are now sailing with a Sunfish style 3/16 Dacron“bridle” strung between the hatch latch screw eyes. This works well. More of this in the sailing section

The seemingly small #8 wood screws holding the 1/8 aluminum plank attach plates look flimsy. They are intended to tear out of the 2 X 4 sides if the plank hits something so the plank might not break or the side of the fuselage get torn off. Then you just move the plank a bit and refasten both sides. They may loosen over time just from rough sailing. Leaving the plank attach bolts one turn loose will keep the flexing plank from prying off the plates and loosening screws.We have not yet found a good source, other than our junk stash, for the 1/4 nylon/Delrin plate or washers for the steering bracket and front runner steering assembly. Tough, about 3/8 inch thick, plastic kitchen cutting boards may be OK.

The mast step is critical. Downward pressure of the mast is hundreds of pounds. Our first mast step plate was 1/16 aluminum. It soon became dished like an ashtray. 1/8 hard aluminum has held up well. The central 1/2 inch diameter pin that locates the mast was originally 2 inches high. When the mast fell over (side stay coming loose), this long pin pried the hard plastic bottom bearing in the mast out of the mast, not good. The answer is shortening the step pin to only 5/8 inch. Now the mast can be tipped right off or onto the pin with no problem. This makes setting up and dismantling the rig easier. The mast does not seem to bounce up and down under way even on very rough ice, so the 5/8 height is just fine. The 1/2 X 5 inch lag bolt, is screwed into the central keel, maybe with some glue for waterproofing, until only the smooth shank is exposed, and then cut off with a hacksaw and the edges rounded pleasingly.

The steering shaft post is made of smooth 1/2 inch steel rod, ordinary cold rolled is OK. The steering arm is brazed to the bottom. The flats at the top can be cut, sawn, filed, or milled after brazing the arm taking care to make the flats perpendicular to the steering arm. If you goof here you can reheat the braze joint and twist the arm until it is right, otherwise the boat won’t steer straight with the tiller straight, aggravating. A plastic, brass, formica, or aluminum washer is used (perhaps cutting board material) to resist the upward lift of the steering column. The sail and the sheet pull up. Because there is negligible to negative down thrust here, a cotter pin and 1/2inch diameter washer suffice on the deck

The steering gear is on two sheets, “Fuselage Fittings and Steering” and “Front Fork and Chock”. Steering starts in your brain and runs through the tiller to the steering shaft, to the steering arm, to cables to the front fork steering arm that is built into the front chock that holds the steering runner. All of this functions as a unit, smoothly and without noticeable slop, so that the boat goes where you want it to go without requiring thought as to what you have to do to get it there. This is not trivial. It is like steering your car holding onto the bottom of the wheel or steering a sailboat with a tiller Cheapskate is simple and easy.

With the double cable steering, both sides of both arms must be of the same length so the cables and arms form a parallelogram, otherwise the steering will bind. The cables do not have to be humming tight, just not drooping loose. Only one of them is working at a time anyway. It is absolutely vital that the steering gear does not come apart by a cable coming loose or steering arm breaking. When you lose your steering the outcome is often bad, sometimes disastrous.

If turnbuckles are used in the cables, make absolutely sure they are secured with safety wire. Lock nuts can come loose. Be sure there is adequate thread engagement at both ends. Closed barrel turnbuckles are a source of anxiety because you cannot see how much of the ends are screwed into the barrel. If you use loops of line between an eye in the cable and a shackle in the ends of forward steering arms, check the line for fraying. Some sort of hightensile non stretching line is recommended.

The steering arms used here are oversize 1 1/2 X 1/4 inch cold rolled steel. We thought 3/16 would be thick enough but could only get 1/4inch. Resist the urge to use bed frame angle here, it could be brittle, (see “Runner” chapter). No worry about this 1/4inch cold rolled steel breaking or bending. The thickness also makes for a good, solid braze joint to the ½ inch steering posts fore and aft. The rear arm and shaft is pretty simple. It does need a bearing of some kind as noted in the plans so it doesn’t loosen over time and so it won’t bind if water seeps in and swells the wood of the central keel. Ditto the bow arrangement.

The bow bearing and steering shaft get some punishment from side loads on the runner underneath, which get converted to torsional loads at the bearing. The bow of the boat is flexible and will absorb these loads. The plywood top of the front chock bears directly against the underside of the heavy aluminum bow plate with a bearing of a disk of formica, nylon, or Delrin. The top and bottom bow plates keep the bow from splitting from torsion loads. The nut at the top of the steering shaft prevents vertical play of the shaft (which is why we have no vertical spring) so that this large flat bearing can help resist sideways torsional loads. Reducing the vertical excursion of the shaft eliminates most sliding friction and consequent wear in the steering bearing. (Old DN’s with front springs on the shaft developed serious wear of the shaft from the top and bottom steel bow plates, which were the only bearings in the system). Oil Cheapskate’s joints.

In the plans we illustrate a heavy flat head screw down through the plywood top, through the steel arm, and on into the chock body to back up the fitting of the arm into the top of the chocks. Modern wood screws will not work well as their smooth shanks are smaller than the threads. The easy fix is to bed the whole screw and steering arm in epoxy. With epoxy we can also skip the wood screw business altogether and use a flat head machine screw or “stove bolt” epoxied all the way and bonding to the wood and filling whatever voids were left in fitting the arm to the chocks as well as strengthening the wood itself. Probably the Titebond III would do as well, but Titebond gets sticky quickly, perhaps while the screw is being driven. Epoxy is slippery until it cures.

The original forestay attach point was a 10 x 3/4 x 1/8 inch cold rolled strap wrapped around the bow and throughbolted it worked. Now we have a hole in the back of the top bow plate with some tunneling under the plate to allow passage of a 400-lb test “Carabiner” snaphook that is lashed to the bottom eye of the forestay. This works just fine with one less part. The mast of the Cheapskate stays vertical, because stays are not adjusted for different conditions as with DNs. “Cheapskate” could also be called “Simple Sail.”

The runner plank is 8 feet long, just as with the DN. However it is 11 inches wide at the center and 9 inches wide at the tips, much larger than on the DN, which is only 8 inches wide all the way. DN planks tend to break right at the fuselage edge, and in the case of all spruce planks this is due to compression failure of the wood fibers. Modern DN planks often have an ash top half and lower half of spruce or more complex hollow arrangements, sometimes all ash. Modern speed tuning leans toward stiff planks and very flexible masts. Older DNs typically had stiff, solid wood, then hollow aluminum masts, still quite stiff, and often the bendier planks were faster and fastest just before they failed. Planks were tuned/shaved to suit the weight of the skipper. Cheapskate’s ancestor boat has often been sailed with two adults or father and two children, something no racing DN skipper would dream of doing to his precious tuned plank. Our plank seems quite stout and just bends to flat, ideal, with 150-200lb skipper. It was intended this way. More bend is tolerable until the rear drags on the ice (rough ride). Too much crown, higher than level, is very slow sailing, something to do with runner edge/ice geometry.

Our builder, Buchholz, just happened to have a chunk of pretty clear spruce 2 X 12 with a natural bend without twist that looked good to him so he sliced it into a plank which so far works well. Check your lumber yard for a bent 2 X 12 plank. The rest of us will have to make a curved plank or leave the plank flat. We have not tried the flat plank ourselves. The original antique prototype has been sailed hard for years with a flat plank, but we are used to iceboats having a slight upward crown in the plank. They do look better that way. DNs all have crowned planks.

Buchholz the boatbuilder muttered something about steaming a board and bending it, often done for wooden boats. The rest of us might find it easier to glue together two 3/4 inch boards to get the 1 1/2inch plank, gluing in a bend of perhaps 1 1/2 inch crown while the glue sets.

Wood? Over the years I have had good luck with lumber yard spruce, selected, for the bottom board, I prefer fir for the top. Fir is a bit harder than spruce and doesn’t fail in compression so easily.

The chocks themselves are 9 inch long pieces of the same 2 X 4 used in the fuselage. I think Buchholz ran them through the joiner to get at least one edge straight and square. The triangular chock brace is the same stock, same length, square end please. The runner bodies are the same stock, again squared on one edge and planed flat sided for Formica facings to resist abrasion and strengthen the runner body. Note that the finished width, with Formica contact cemented to both sides, is just 1 ½ inch. The runner bolt holes through the chocks and runner body is for a 3/8 bolt, but the hole should be drilled with a 13/32 or “W” size drill. Drill the hole with a sharp drill run fast, in a drill press preferably, to get a clean hole slightly oversize. Then varnish the inside of the holes, clean out any wood fibers with the sharp drill and varnish again for a waterproof hole. This is so that even if the wood gets wet, you can get the bolts out easily at the end of the day when you are tired, it has started to snow, and you are tempted to leave the runners on over night anyway. If you leave them on, grease them. Rusty runners don’t work. Runner construction will be on another plan sheet “More Runner Stuff, Horses”.

Now, before you get carried away, don’t glue the chocks onto the plank while burning the midnight oil. Some care and scheming are required. The iceboat only works if the runners are precisely aligned so that the cutting edges are parallel. The iceboat is a deceptively simple looking device, however there is one aspect of construction that has to be done right, how and where the runner meets the ice. You cannot dodge this bullet, you have to bite it. The iceboat, regardless of size, elegance, or cost will not deliver the magical ride that makes iceboating so special UNLESS YOU HAVE PROPERLY ALIGNED CHOCKS AND RUNNERS.

If you don’t glue the runner chocks to the plank they will move around and the runners will lose their parallel alignment, guaranteed. The 3/8 bolts alone are not enough. Then your nice little ice yacht won’t sail worth a damn. The chocks must be glued onto the plank while clamped onto the runner itself, and the runners must have been properly sharpened so that the EDGES can be set up parallel to each other. WE HAVE TO FINISH THE RUNNERS FIRST.

Build your runners as drawn in “More Runner Stuff, Horses”. Squint carefully at the drawing, see the lower edge or bottom of the runner steel. It looks flat doesn’t it? It is not flat. The “profile” of the runner edge is the perimeter of a very large circle, too big to comprehend. It describes a fair curve which is more or less centered on the bolt hole for attaching the runner to the chocks and in fact the “curve” under the bolt hole may be more flat than curve and is referred to as a “flat”. Some experts think it really is flat. Confusing isn’t it? Hold on tight now.

The profile of the runner is measured by placing the runner, sharp side down, on a flat surface, such as the steel table of a table saw or the surface of a good quality carpenter’s level. Have a light source in back of the runner. Look for a sliver of light under the edge of the runner. Oh, we didn’t put the 90 degree “V” shaped edge on the runner yet. That comes first. How?

The best runner sharpening rig is a long table belt sander with the table set at 45 degrees to the sanding belt. The next best is a jig built to hold two runners at 90 degrees (see photo) and sharpen two edges at once with a hand belt sander, what we did for years. The worst is a hand held belt sander or grinder with no jig. Sandpaper glued to a sheet of plywood is OK for resharpening, but we have to remove quite a bit of steel from our perhaps quite hard bed rails to get the 90 degree edge, let alone a nice fair profile.

A reasonable profile for Cheapskate’s side runner is defined as 7 inches each side of the pivot bolt hole with the runner held down onto the flat surface by your hand over the pivot hole. 7 inches to where a double thickness of newspaper or .007 inch feeler gauge slides under the runner from the end and stops short of the pivot hole. In iceboat jargon this is referred to as a “14 inch profile”, 14 inches between where the folded newspaper stopped forward and aft,(likely the newspaper tool dates back to the depression era origin of the DN, when feeler gauges were expensive). See the dotted line below the runner edge on the drawing “More Runner Stuff, Horses”

This is the most difficult part of building and maintaining your iceboat and it takes quite while to get it right, maybe hours. The profile should be checked with each sharpening, as most of the wear is beneath the pivot bolt where the iceboat weight is. If only the visibly dull (you can see the edge) area is sharpened you can easily create a “hollow” profile that will be slow.

However this profile does not have to be exactly as described to work reasonably well. What we are looking for is a gently curving runner edge more or less centered on the pivot hole, as that is where most of the downward pressure of the iceboat is on the ice. You can see the fairness of this curve or “profile” on the flat surface rocking the runner back and forth and indeed, with practice, just sighting down the sharpened blade from either end. Last but not least while sighting down the sharpened blade or down at it consider the straightness of the sharp edge and how well it is centered in the 1/8 wide blade. This edge may be better seen by pointing the runner at the edge of a window so that one side looks bright and the other side of the edge looks dark. If the edge is wavy selectively sharpen it until the edge is straight. The runner really needs a straight cutting edge. Perseverance is needed. An inexpensive laser with a couple of notches filed in it to slide on the sharp edge can be arranged to project the laser dot onto a wall. If you can then slide the laser back and forth without the dot moving sideways on the wall the runner edge is reasonably straight. Similarly a low power rifle scope, with mounting blocks, can be grooved to accomplish the same thing when aimed at a vertical line on the wall (the further away the better).

All of the above is much easier to see than describe, especially once you have seen it. Rubbing shoulders with an experienced ice boater at this juncture will be very helpful now and mandatory later. We never sail alone.

Now that you have runners and chock sides finished, pivot holes drilled in runners and chocks, 3/8 chock bolt holes drilled in the chocks (using a drill press we hope) but not in the plank, you are finally ready to mount the chocks with proper parallel runner alignment.

The plank ends must be really and truly square with the plank centerline. (A radial arm saw would be nice here). Fasten the plank upside down. Using the runner bolts, clamp the chock sides to the runners, including a piece of manila file folder shim (.010 inch, ten thousandths of an inch) so that after the glue sets the runners will be almost a slip fit in the chocks. In use the runner bolts will be tightened until there is no clearance between chock and runners, just a nice, waxed, slip fit. Now you can clamp one pair of chocks to the bottom (now top) of the upside down plank with the outer chock face flush with the plank end. Drill through the chocks and plank, apply glue to chocks and plank, reassemble, clamp, fit bolts through plank and chocks and tighten the nuts. Let the glue cure.

Now that first pair of chocks cannot move. We can align the second runner with its own chocks, drill holes through the plank, apply glue, reclamp, check final alignment, tighten bolts, recheck alignment, adjust as necessary, retighten again, check again, and only then leave overnight. How parallel do they have to be? As good as you can get, plus or minus 0.001” (one thousandth of an inch!) over a foot or so of runner edge is possible and realistic. This is the most important step in making the whole iceboat. How do we do that alignment?

Get help, you need two people, one unskilled is OK. The best, easiest , and fastest way is with a dial indicator (cheapo Chinese about $20) on the end of a stick with a fixed soft aluminum spud at one end struck on the runner edge with a hammer to notch it so it will ride on the sharpened edge of the glued runner. At the other end is a moveable similarly notched spud riding on a smooth rod, fixed into the end of the stick. This spud needs to have maybe 1/2inch travel. The dial indicator, fixed to the stick, measures the movement of the moveable spud. The spuds on both runners can slide back and forth 6-8 inches on the fixed, glued runner and on the still loose runner in its unglued chock so that misalignment can be measured with the dial indicator. Carefully level both runner edges and plank. Then the whole dial indicator arrangement is slid back and forth along the runners by the assistant and measurer simultaneously. See Think Ice for a nice photo and description. Minor adjustments to the clamped chocks are made until the runner edges are parallel. Then the 3/8 holes are drilled through the plank, chocks removed, glue applied, and chocks clamped back on to dry. Before leaving the field of endeavor check with the dial indicator again. Things will have moved slightly in the glueing and bolting so try adjusting with light tapping or maybe tweaking the bolts’ tightness before the glue sets up. Get it right. Then don’t go anywhere near it at all until the next day. Leave the tools, don’t clean up, leave the heat up, turn the lights off slowly, and tip toe away. The hard stuff is done. You deserve rest and relaxation.

Alignment can also be done sighting with the rifle scope at vertical parallel lines (the further away the better) exactly the same distance apart as your runner edges at the pivot bolt. Probably a laser dot will get too big at any meaningful distance (20-30 feet) to be accurate.

After the glue dries the triangular brace pieces may be fitted, screwed, and glued. When all is done the chocks will not move short of major impact which should be apparent from fractured wood or glue lines. Do it right once and forget about it. We have sailed Cheapskate hard on some very rough ice with no problems.

The 1/4inch eyebolts near the end of the plank are for the sidestays. At first we just bolted the eyebolts, with a washer, flush with the top of the plank and lashed the sidestays to the eye of the bolt. This had to done for each set up to go sailing and turned out to be a cold fingered, time consuming aggravation, intolerable. Then we went to shackles, not very expensive, but the possibility of a shackle pin unscrewing or losing it in snow was unsettling. Then we tried “Carabiner” style mountain-climbing snap hooks, quick and easy. However these somehow wound around the eyebolt eye to undo themselves while sailing, annoying. Finally one of them managed to bend the spring-loaded snap lever so it could be neither opened or shut. Sidestay Carabiners were retired. (The forestay Carabiner is restrained by the top plate it goes through and the underlying wood frame so it does not flop around, it works just fine). One of our yachting friends suggested “snap shackles” (not so cheap) as being well behaved and non self opening. These too managed to undo themselves once in a while. The apparent cure for all this nonsense is to gouge some wood out of the plank and half bury the eye of the eyebolt into the wood. Now there is not much of the eye above the surface of the plank for the shackle to interact with. Finally, we have not had the snap shackles misbehave in many hours of sailing. They work easily and quickly as hoped. This has been the only real problem we have had in prototype testing. We had a similar problem with a Carabiner attaching the added sheet pulley to the screw eye on the stern. This was resolved by running the Carabiner on a rope traveler, see Sailing.

Iceboats work because of almost zero sliding friction. Good runners, properly sharpened, carefully maintained (no rust please), and precisely aligned parallel are vital or the whole exercise will be disappointing. We have been lucky to come up with easy to build runners that work well.

In the early phase of engineering “Cheapskate” Buchholz suggested we think about angle iron runners, long used with the angle at 45 degrees and sharpened, the flats of the runner steel screwed to the wood of the runner body. Such runners are still used for sailing in melting ice as “slush runners”. Slush runners are fun but rarely used.

What Buchholz had in mind however was using the angle iron with one leg straight down and the other flat against the bottom of the 2 X 4 runner, in keeping with our 2 X 4 simple construction. Furthermore he just happened to have a steel mattress bed frame rail that was (and they still seem to be) 1 ½ in. wide sides, 1/8 inch thick. The 1/8 seemed a bit wimpy, DN runners are 3/16 to ¼ thick. But, an angle in the hand is worth two in the store and the price was right. He got two 27inch side runner pieces and one 18 inch steering runner from one piece of bed frame rail. Standard DN steel plate runners are 26 inches. Steering runners are sometimes shorter even than our 18 incher. We were solidly in the DN design ballpark and it turned out he had hit a home run.

The spruce runner bodies are planed to less than 1 ½ inches to allow for the Formica contact cemented to the sides of the bodies to provide a hard bearing surface in the wood chocks. The chocks were not varnished on the inside. The Formica is liberally waxed with “bowling alley” carnuba wax or cheap Gulf block paraffin wax used for sealing jelly jars. This has worked well so far without visible wear to either Formica or spruce chock walls.

He fastened the steel angle to the 2 X 4 spruce runner bodies with 5/16 carriage bolts from top to bottom through the horizontal leg of the angle iron, four for each runner. I chided him a bit for having the bolts and lock washers hanging down to possibly catch on bumps or drag in very soft ice and I wondered about putting flat head “stove bolts” up from the bottom for a smooth under surface. The answer was “Go ahead if YOU want to, but the steel wasn’t really straight and had to be tweaked for each bolt.” I had a vision of pulling the carriage bolts out and the runner blade going all wiggly on me. I didn’t want to. Besides the bed frame stock turns out to have a reputation for being hard to saw, drill, tap, etc. Vide infra.

Buchholz fitted the angle steel and roughly shaped the runners with a hand grinder and cut off wheel wondering how they were to be sharpened with the vertical blade offset to the edge of the runner body. That was my problem. We have at his shop, “iceboat central,” a Grizzly long bed sander for sharpening runners. The sanding belt is set at 45 degrees to the bed of the sander, a standard runner sharpening arrangement. We had been scratching our heads over possible jigs for holding the runners on the sander because of the off center runner edge. It turns out that nothing is needed, just slide the runner body on the table as usual. On the outside edge the sander sharpens as usual. On the inside edge the sander sharpens both the runner edge and the outer edge of the angle steel that is bolted to the flat under surface of the runner body. Oh, pleasant surprise, we have a built in 45 degree arrangement for one edge! Our home made sharpening jig is only needed for the outside edges. 2 1/2 hours later we had 3 sharp profiled runners. We start with a 40 grit belt for the shaping and profiling. Lots of sparks from the sander suggest a high carbon steel. We then go to 80 grit and 120 grit to finish, perhaps followed with 220 grit for polish and show. We have sailed them at dozen times now and they are still sharp enough, good steel indeed. Usually with Sarns hardened steel plate runners or custom made inserts a good sharpening to invisible edge at the start of the season for the glass hard cold new ice lasts through the season, gradually dulling somewhat which is OK as the ice tends to soften as the winter progresses. Our mattress frame angle is indeed pretty good stuff, a nice surprise.

So what is mattress frame angle? Is there an industry standard grade you might order off the shelf? Buchholz rooted around on the internet finding a website/chat room called “practicalmachinist.com” and found interesting opinions about what these machinists call “mystery metal.” It is surmised that the stuff is melted-down scrap, anything from ships to railroad tracks. At best it is likely tuned in the melt by burning off excess carbon or adding trace compounds to get something strong enough at the thin 1/8inch gauge used for mattress support to withstand wrestling 300 pounders. At worst maybe the chopped up tankers and battleships are just melted down and stirred by coolies fresh out of the rice paddies, rolled to angle stock, and sold around the world of global commerce. The machinists suggested that older steel from the U. S. industrial golden years might be better than current Asian production. Choose your junk carefully. When scrounging for steel you might take a hacksaw to make sure you can cut what you find and that it isn’t really soft. At any rate they report hard spots, spontaneous brittle problems, dulling of tools, difficulty welding, etc. The “practical machinists” recommend using bed rails as fence posts rather than aircraft spars. Perhaps we lucked out. Time will tell, your feedback will be appreciated.

Little horses to hold your ice boat off the ice overnight or over winter are easy to make and last for years. The carpet hinges are freebe unused scraps from flooring shops. It is really tacky to see a nice ice boat resting on bits of rotten trees or scraps of wood, let alone old lobster traps that someone left for the summer at our beach.

The last trinket is a mountain climber’s ice anchor to screw into the ice and keep your rather light weight yacht from blowing away overnight in heavy-air storms. (See Think Ice). You won’t find these at the dump, not cheap but worth their weight in titanium which they often are.

The front runner parking brake is NOT AN AFTERTHOUGHT, it is an absolute necessity. When you get out of the boat you absolutely must set the front runner brake and release the sheet, unsnapping it from the traveler so your yacht doesn’t sail off by itself as an unguided missile to injure somebody or some other boat or head by itself for open water. If you lose the brake, or if it is very windy, tip the boat over. It won’t go anywhere. The brake should be a tight friction fit on the runner so the boat won’t blow off the brake backwards. It also serves as a towing hitch for dragging a damaged or becalmed boat home, as it will steer the boat as you pull, and tow easily.

The sail and spars of the Sunfish are used as issued with one exception. The mast on the Sunfish has no stays, it sits down in a hole from deck to keel, maybe a foot deep. The Cheapskate fuselage is only 3 ½ inches deep and the floor only 3/8 plywood, not enough support for the mast with large tipping forces and considerable down thrust. So we have a deck top mast plate and locating pin, all backed up by the 2X4 central keel under the deck. The mast needs a forestay and sidestays to stay up.

We went fancy and used a “T Ball” ring fitting that goes into a slot we cut near the top of the mast, ask a sail maker/rigger about these. They come in varying sizes/strength. I think we used 1,000 Lb test. We could have simply used a ring bolt, 5/16 would likely suffice. The stays are “Nico pressed” around the ring and run down to near the bow and plank attachments and have a thimble “Nicopressed” into the end for lashing with line or whatever other attachment scheme suits your fancy. We set up the shrouds so that the mast is leaning backward slightly, maybe 1-2 degrees. It looks better that way. Leaning forward looks awful.

We use a ratchet block for the sheet (often found on the front edge of the Sunfish cockpit) on the top of the steering post for the sheet. Sailing “Cheapskate” you don’t absolutely need a ratchet block but your carpal tunnels will appreciate one. The Sunfish sheet is rigged along the bottom of the boom and down to a traveler on the rear deck. We found the sheet pressures kind of high at iceboat speeds (more wind on the sail) so we added a sliding block into the sheet riding along the Sunfish-like traveler and then back up to the boom giving us 3:1 advantage instead of the Sunfish’s 2:1. This makes for much more pleasant sailing.

The traveler is 3/16 line rigged between the 3/16 X 3 inch screw eyes (short 1 ¼ inch ones came loose) that hold the rear lunch compartment lid shut. We also tried a 1/4 inch screw eye at the middle of the stern, this worked but the carabiner liked to wrap around the screw eye and undo itself. The traveler arrangement seems to sail better. We hoist the sail all the way up so we can sit up in comfort and see under the boom. No window is needed in the sail while sailing, but it is convenient to look through while standing up before starting to check to leeward for traffic, boats, baby carriages, etc.

We tried a Vang arrangement as often used on racing Sunfish utilizing the free end of the halyard. This hauls down on the gooseneck fitting bending the boom down and flattening the sail for supposedly improved performance. It seems to us that the boom bends perilously already and ours

is 40-50 years old. We found the Vang to be superfluous. In the iceboat we are sitting in the cockpit rather than hiking out over waves. We can easily reach up and pull down on the sheet under the boom and bend the boom more if we want to. Nor have we indulged in the “Jens” rig of tying the gaff to the mast because the gaff is hauled all the way up the mast and does not flop around on starboard tack which is what the Jens is for. With the Jens the whole rig, sail and spars, must erected at the same time, clumsy. One of the plusses of Cheapskate is that it is so easy to set up, just pull up the sail and gaff with the halyard. Since we are not (yet) racing other Cheapskates why bother with this go fast stuff, that’s what happened to the DN over the years. Besides, Cheapskate already goes thrillingly fast at times. Sometimes on a reach we pass other iceboats whose skippers are not paying attention.

Our initial “tuning” of the rig is to attach the halyard 72 inches from the gaff peak and the gooseneck 21 inches from the tack end of the boom. This is where they were when the rig came off the Sunfish. The halyard needs to be “non stretch” Dacron or it will stretch inches while you sail, very annoying. Skipper comfort is a high priority in Cheapskate, no lying down with the boom on your aching neck as in a race tuned DN or Sunfish. The sail shape looks pretty good from astern in the photo below and she is fun to sail so we haven’t tinkered with the sail arrangement. Perhaps if the gaff was arranged more vertically, pointing might improve but the boom would be down forward, which is right where we want to see. Visibility is a high priority too.

The Sunfish Racing book suggests replacing the last couple of shower curtain rings at the outer ends of the gaff and boom with 1/8 cord ties to improve sail set. This works and the sail looks better so does lashing the tack grommet around the small screw eyes that connect the boom and gaff together. That takes care of go-fast mods we found worthwhile.

Sailing Cheapskate is a little different from DN’s and other ice boats in my experience. It has no vices, it doesn’t even hike unless really forced to. We did have a hike report from a lady sunfish sailor of perhaps 120 Lbs. She simply eased the sheet and down it came. She was amused because when she felt a puff she thought she should hike herself out but the boat just accelerated instead of tipping. It is easy to sail. It seems to have neutral steering. The sail is not very fussy about trim, a little luffing, or a lot in heavy air, is easy to carry and adjust for, and if you look back you will see the belly of the sail aft of the luff pulling you along. With no multiple sheet blocks there is limited sheet travel, no coils of sheet in the lap or yards of sheet dragging out behind like sloppy DN sailors. The large sail area compared to DNs (75 Sq. Ft. vs. 60) makes for easy starts, no sprinting required. Down- wind starts, the nemesis of ice boaters, are often successful. In moderate air you can just sort of drive it around wherever you want without paying a whole lot of attention. In light and failing air it gets you home when others are walking. It does not point as well as the Marconi rigged boats, more like a gaff-rigged boat. It is happiest reaching with or without luffing.

The lateen rig with its equilateral triangle sail must be responsible for the above. I have a “How to Race your Sunfish” book from the 1980’s which does not address the apparent magic of the lateen sail. The expert author of the book (National and World Champion) dodges the issue saying “you can not compare the Marconi rig of say a Laser with the unorthodox rig of the Sunfish”. Disappointing, I was looking for more insight than “unorthodox.” Henry Bossett, veteran iceboat racer and sail maker, talks about low aspect ratio of the lateen and the open leech spilling air. I think maybe it is the poor man’s answer to the DN’s bendy “rubber” mast.

Many people have now tried Cheapskate. They all come back smiling and some want to build one. Welcome to the fleet.

Sailboats - Cruising

Mini skeeter iceboat.

Metal: www.onlinemetals.com/
Blocks - 5/16″ Ball Bearing Blocks by Viadana from Sailcare: www.sailcare.com/bb-blocks-516.shtml
Mast and sails: www.sailworks.com/
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LATEST NEWS

2025 notice of dues.

by Deb Whitehorse | Sep 26, 2024

Membership Page Attention all DN sailors! It’s time to renew your membership for the 2025 season. Your membership is more than just dues; it’s a contribution that helps keep the world’s most popular iceboat class alive and thriving. Your support enables us to maintain our website, create our Yearbook and Runner Tracks newsletter, organize world-class regattas, and keep our safety equipment in top condition.

Annual memberships are available for $27 for the year, but we also offer sustaining memberships at three levels for those who want to give a little extra to support the class:

Bronze: $40
Silver: $50

A sustaining membership is for those who love the sport and want to contribute more toward its success. Every dollar beyond the standard membership fee goes directly back into the class, helping fund everything from event logistics to the promotion of DN ice sailing. It’s a way to give back and ensure the continued growth of the sport.

Click here to renew or begin your membership.

Thank you for supporting the IDNIYRA!

Runner Tracks Newsletter September 2024

by Deb Whitehorse | Sep 5, 2024

Runner Tracks

The online magazine of the international dn ice yacht racing association, current issue: september 2024.

Whether you are an experienced ice boater or a newcomer, Runner Tracks newsletter is the ultimate resource for everything related to ice boating. Check out the complete online library here.

RUNNER TRACKS IS AVAILABLE IN THREE DIFFERENT FORMATS: Flipbook Magazine Download pdf file (best for tablets) Download single page pdf (best for phones)

IN THIS ISSUE

Remembering Stan Macur P111
Let’s Try Random Starts by Robert Cummins

Interview with PJ Dwarshuis and Mischa Heemskerk: Exploring the DNA ‘DN’ Rig Design

by Deb Whitehorse | Sep 4, 2024

Link to video.

Discover how the innovative new A-Class catamaran mast design was heavily influenced by the DN iceboat rig. (With a shout-out to Robert Gracyk P31.) For more insights, don’t miss the Runner Tracks article detailing the history and evolution of the DN mast. Link here.

by Deb Whitehorse | Sep 1, 2024

Photo left from Dutch A Division Catamaran Facebook page. Photo right from 2021 DN Nationals by Gretchen Dorian. Chris Berger US5166

As we approach the upcoming ice sailing season, there’s plenty to share about what’s been happening in the DN class over the summer. From cutting-edge developments in other sailing classes inspired by DN rigging to exciting news from the America’s Cup and the growth of our youth programs, this summer has been anything but quiet.

DN Influence on A Class Catamaran Masts The A Class catamaran community is embracing innovation inspired by iceboating, as seen in the recent Dutch Nationals. Photos from the event, shared on the Dutch A Division Catamaran Association Facebook page, highlight the “DN-mast” fitted on the DNA F1X catamarans of Mischa Heemskerk and Pieterjan Dwarshuis. Pieterjan commented on this groundbreaking rig:

“Without any doubt the future for the foiling A’s. More automatic, easier to handle, more stable to foil, and faster—just like the DN rig. The tuning process is still a challenge, but this innovation will make foilers easier, safer, and more fun.”

This DN-inspired mast design, which ditches traditional diamonds and spreaders for lowers, is being hailed as the future of foiling A Cats. As the tuning evolves, we may soon see these rigs making waves in the A Class World Championships which take place September 7 – 14 in Punta Ala, Italy.

DN Class Ties to the America’s Cup The America’s Cup is in full swing, and we have a special connection to the action this year. Maxime Bachelin , helming for the Swiss team Alinghi Red Bull Racing, has deep roots in the DN class. His father, Pierre Bachelin Z25, has been an active DN sailor for many years, competing in North America multiple times. Meanwhile, in the Youth America’s Cup , Fontana, WI sailors Harry Melges IV, Kyle Navin, and Finn Rowe— who all have DN seat time and sail Nites —also represent the USA. Ice sailing has helped shape these sailors into the top competitors they are today.

Junior Sailing: Building the Future of Ice Sailing Our North American Junior Sailing Director, Sam Bartel US1011, has been busy fostering the next generation of DN sailors this summer in Minnesota. Sam shared some great photos of junior sailors hard at work making their runner planks and learning valuable skills that will serve them well in the future.

Eight Bells: Remembering Mike Madge, DN Sailor, and Ice Sailing Advocate

by Deb Whitehorse | Aug 3, 2024

His enthusiasm helped introduce many to ice sailing in Thunder Bay. Beyond his local efforts, Mike was also known for his excellent YouTube interviews, where he engaged with the rock stars of DN sailing. He asked insightful questions, providing a platform for these sailors to share their experiences and knowledge, which enriched the ice sailing community worldwide.

Mike’s contributions to the DN class and spirit will be greatly missed. Our heartfelt condolences go out to Mike’s family during this difficult time. Rest in peace, Mike Madge.

YouTube Videos Oskar Svensson – the 18 year old future of Ice Yachting Ron Sherry – Back up to Full Speed in the DN Ice Yacht 3x DN World Champion Matt Struble: Get your DN Ice Yacht up to race pace

Remembering Stan Macur

by Deb Whitehorse | Jul 22, 2024

Stan walking out to start a World Championship Gold Fleet race.

It is with deep sadness that we learned of the passing of Polish ice sailing legend Stan Macur. Stan played a crucial role in the international ice sailing community, shaping the sport for future generations of sailors.

For 20 years, Stan served as the IDNIYRA European Junior Sailing Director. His contributions to the sport went beyond his administrative roles. As a competitor, Stan was formidable, placing third in the World Championships three times, securing second place in the North Americans, and winning the European Championship in 1993.

Stan’s tools of the trade, his loud hailer and horn.

His generosity also marks Stan’s legacy. Pete Johns shared his story about meeting Stan for the first time at a regatta on Hamilton Bay in Canada, before the Iron Curtain fell. Stan, touring with Russian minders, struck up a friendship with Pete and promised to build a boat for him so that Pete could compete in Europe at the next World Championship. Pete never heard from Stan during the year and didn’t know he’d have a DN waiting for him at the Worlds. Despite the communication challenges of the time, Stan kept his word. When Pete arrived in Europe, he found that Stan had built and set up a boat for him, helping him place well in the regatta. This gesture marked the beginning of a lifelong friendship between the two sailors.

Stan served as the Principal Race Officer (PRO) for many DN World Championships in Europe, where his signature battered horn would signal the start of each race.

The ice sailing community has lost a giant in Stan Macur. His legacy will continue to inspire future generations of ice sailors. The IDNIYRA extends our sympathies to Stan’s family and the Polish DN Association. The worldwide ice-sailing community will miss him.

Stan’s Obituary: To our deepest sadness, Stan Macur P-111, a Polish iceboater and a multimedalist of ice-sailing regatta on both national and international level, passed away on July 19th 2024. Stan started his sailing adventure in his teenage years. When he discovered ice-sailing, it became his life passion. Already as a junior, he won senior Polish DN Championships in 1972. Then he achieved many more successes in ice-sailing, among which there were three bronze medals in DN World Championships and a golden medal in DN European Championships in 1993. For most of his sailing career he represented the AZS Olsztyn sailing club. After finishing his career as a competitor, he devoted himself to work for the ice-sailing community, which included being a board member of IDNYIRA-Europe and leading the Professional Race Committee that conducts the main ice-sailing events: DN World and European Championships. Stan also tried to spread his passion for ice-sailing to young people. For many years he was the IDNYIRA-Europe Junior Programme Manager and also worked as a trainer. His professional life was also connected to sailing, as he constructed boats and other sailing equipment. Even though ice-sailing was his life passion, he was first of all devoted to his family and friends. He valued time spent together and his closest ones -wife Joanna and daughters Kasia, Julia and Sylwia; could always count on him. Stan, thank you for all your contributions. We will miss you a lot. The funeral will be held on July 27th 2024 in Olsztyn, starting at 12 pm in St. Francis Church (Olsztyn/Kortowo), and then at the Communal Cementery Poprzeczna in Olsztyn.

2025 International Rank List Published

by Deb Whitehorse | Jul 10, 2024

2024 World Championship Opening Ceremony on the Baltic Sea in Parnu, Estonia.

The daylight hours are slowly getting shorter which means the ice sailing season will soon be upon us. The 2025 IDNIYRA Rank List has been published. See it here. You can also see it on the DN World Portal here . The rank list is used to seed regatta fleets at continental events. Thanks to Ann Foeller for her assistance.

2025 CONTINENTAL RANKING REGATTA SCHEDULE

2025 WORLD CHAMPIONSHIP & NORTH AMERICAN CHAMPIONSHIP Date: February 2 – 8, 2025 Host: Central Region
2025 EUROPEAN CHAMPIONSHIP Date: February 22 – March 1 Host: DN Finland

From the IDNIYRA Regatta Management Agreement (RMA) 14. DN Split Fleet Ranking

The Continental Secretaries shall maintain a fleet ranking. This ranking shall be updated yearly and shall be published by October 15 using regatta results from the previous two GCs (Gold Cup), NACs (North American Championships), and ECs (European Championships). This ranking shall be the lessor of the following:

• Best finish in the Gold fleet in the previous two World Championships, North American Championships, and European Championships. • 22 plus your best finish in the Silver fleet in the previous two WCs, NACs, and ECs. • 40 plus your best finish in the Bronze fleet in the previous two WCs, NACs, and ECs. • 58 plus your best finish in the Aluminum fleet in the previous two WCs, NACs, and ECs. In the event of equal ranking for more than one sailor, the ranking which is based on the most recent race result will be considered higher.

CURRENT CONTINENTAL RANKING REGATTAS 2023 World Championship 2023 North American Championship 2023 European Championship 2024 World Championship 2024 European Championship 2024 North American Championship

All corrections must be submitted to the respective Continental Secretary by November 15. The list will be final on December 1.

Questions about your rank? Please email [email protected]

Election Results & Toledo Ice Yacht Club Members Win Mills

by Deb Whitehorse | Jun 11, 2024

Toledo Ice Yacht Club members pressed the fun and speed pedal, winning the 100th Mills Trophy Race, winning 1st in class and 1st overall.

Thank you to all who participated in voting and helped shape the leadership of our class. Your officers are committed to serving the DN community and ensuring a successful season ahead. Link to results Election Results for 2024 IDNIYRA Spring Ballot

Commodore David Frost US5358 ************************************** Option Votes Percentage Yes – I approve the candidate 80 100.00% No – I reject the candidate 0 0% Votes tallied: 80 Abstentions: 1

Vice Commodore Rob Holman US3705 ****************************************** Option Votes Percentage Yes – I approve the candidate 79 100.00% No – I reject the candidate 0 0%Votes tallied: 79 Abstentions: 2

Secretary Deb Whitehorse US2366 ***************************************** Option Votes Percentage Yes – I approve the candidate 79 97.53% No – I reject the candidate 2 2.47% Votes tallied: 81 Abstentions: 0

Treasurer Deb Whitehorse US2366 ***************************************** Option Votes Percentage Yes – I approve the candidate 79 97.53% No – I reject the candidate 2 2.47% Votes tallied: 81 Abstentions: 0

Past Commodore Robert Cummins US3433 ********************************************** Candidate Votes Percentage Yes, I approve the candidate 76 96.20% No, I reject the candidate 0 0% Warren Nethercote 1 1.27% John Harper 2 2.53% Votes tallied: 79 Abstentions: 2

The Ice Men Winneth Toledo Ice Yacht Club Sailors Win Historic Mills Trophy Race

DN Class Updates: Specifications Rewrite, Elections, and 2025 Regatta Planning

by Deb Whitehorse | May 30, 2024

Specifications Rewrite In the fall of 2023, our class voted and approved a comprehensive rewrite of the Specifications, specifically focusing on sections A (Fuselage) and B (Runner Plank). The proposal from the Technical Committee is effective on May 31, 2024.

The main goals of the rewrite were to: 1. Incorporate the Interpretations into Official Specifications. 2. Rewrite for more user-friendly wording. 3. Enrich each section with a measurement guide and measurement drawings. 4. Consolidate fragmented sections. 5. Eliminate loopholes and grey areas by providing more precise definitions. 6. Maintain the existing specifications. (See Runner Tracks September 2022 for more information.)

The online yearbooks on idniyra.org and dniceboat.org have been updated to reflect these changes. Additionally, the specifications pages on the DN world portal (dniceboat.org) have been updated. The new drawings look fantastic online and serve as a valuable resource for our members. Links: 2024 IDNIYRA Yearbook Second Edition DN World Portal Specifications A. Fuselage: DN World Portal: Specifications B. Runner Plank

North American Officer Election Please remember to participate in the North American Officer election. The election closes on June 9, so be sure to cast your vote before the deadline. More information here.

2025 Regatta Planning We are already looking ahead to the regattas in 2025. The North American Central Region, under the leadership of Rear Commodore Peter Johanson US5633, will be hosting the IDNIYRA World Championship from February 2 to 8. Additionally, the IDNIYRA European Championship is scheduled for February 22 to March 1 and will be hosted by DN Finland.

New European Commodore Congratulations to John Winquist L601 on his recent election as the new IDNIYRA European Commodore at the European Secretaries Meeting. We look forward to his leadership and contributions to the DN community. Many thanks to outgoing Commodore Mihkel Kosk C45 for his service to the class.

Thank you for your continued support and engagement with our class. Let’s look forward to an exciting season ahead!

Notice of Electronic Ballot

by Deb Whitehorse | May 19, 2024

Runner Tracks Newsletter May 2024

by Deb Whitehorse | May 7, 2024

Get ready for the latest edition of Runner Tracks, which marks the end of another season. Featuring an incredible cover shot captured by Swiss photographer Gilles Morelle during the 2024 Worlds in Parnu, Estonia. Whether you are an experienced ice boater or a newcomer, Runner Tracks is the ultimate resource for everything related to ice boating. Check out the complete online library here.

RUNNER TRACKS IS AVAILABLE IN THREE DIFFERENT FORMATS: Flipbook Magazine Download pdf fil e (best for tablets) Download single page pdf (best for phones)

Thoughts on Measurement & Building Tolerances by Warren Nethercote
2024 North American Championship Recap by Mike Bloom and Karen Binder
Adventures in Iceboating – 2024 North Americans by Ron Sherry
Regatta Results

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THE DN ICE YACHT

The DN is most popular iceboat in the world. Whether you are a racer or cruiser, your $25 membership in the IDNIYRA helps to promote the art and skill of DN ice yacht construction and the sport of ice yachting on all the hard waters of the world.

2025 REGATTA DATES

World & North American Championship Feb 2 – 8
European Championship Feb 22 – March 1 idniyra.eu
See full list of regatta dates here.

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September 25, 2024: DN & DN Hull in MN September 25, 2024

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NW Regatta February 25, 2024

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Meetings and Swap Meet Coming Up September 24, 2024

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Runner Tracks Newsletter September 2024 – DN North America September 12, 2024

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The lockley skimmer 45 iceboat.

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The Skimmer 45 is easy to use, fast to set up, and small enough to transport or ship anywhere you need it. The overall frame comes in just under nine feet long, and the entire rig comes apart into two pieces, making hauling in a standard vehicle very easy. The two frame parts nest along with the mast and boom. The overall weight is just about 70 lbs complete.

So why get involved in a Skimmer 45? The ease of use makes it an iceboat where anyone can sail well in all conditions. It is one of the few iceboats with pedal steering, making the whole experience even more comfortable. The seating is wide and soft, so the ride is great regardless of the ice conditions. The rig that comes standard on a new boat offers great control yet still provides enough excitement for even the most accomplished ice sailors.

The new Skimmer 45 package comes complete and is ready to go. From the high-quality sail, custom spars, and runners, the entire package means you get on the ice quicker. The Skimmer 45 is not a you-have-to-build-it project. When your new Skimmer 45 iceboat arrives, you take it out of the box, and you can zoom around within the hour. All the parts and equipment are standard and in stock when you need them.

So, who sails a Skimmer 45? Just about everyone who iceboats owns a Skimmer because they are so much fun and last forever. If you’ve never tried iceboating, the Skimmer 45 is an affordable and easy-to-learn option. It is also fast and fun to sail. Spend your winter having ice-cold fun!

Telephone: 608.575.8033 W5302 Bend Road, Princeton, Wi 54968

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Home - Blog - Ice Sailing 101: Mastering the Frozen Adventure in No Time

Ice Sailing 101: Mastering the Frozen Adventure in No Time

David Ciccarelli

August 27, 2024

Ice sailing, also known as ice yachting, is a winter sport that offers a unique and exhilarating way to harness the power of the wind. Picture yourself skimming across a frozen lake at breathtaking speeds, the crisp air whipping past as you steer your sleek vessel over the ice. It’s sailing, but with a twist—trading water for ice and waves for the glassy expanse of winter landscapes.

Iceboats come in various styles, from nimble, one-person crafts to larger, crew-operated vessels designed for different conditions. Popular classes like DN, Nite, Renegade, and Skeeter each offer distinct experiences, with designs that maximize speed and maneuverability on ice.

The Midwest is a prime region for ice sailing enthusiasts, with states like Wisconsin, Iowa, Illinois, and Indiana leading the way. Madison, Wisconsin, in particular, stands out as a historic hub for the sport, home to the Four Lakes Ice Yacht Club—a vibrant community with over a century of ice sailing tradition.

As you prepare to embark on this winter adventure, here’s what you can expect from the thrilling world of ice sailing:

Wind: Just like traditional sailing, ice sailing relies on the power of the wind to move across the ice. A good breeze is essential to reach high speeds, but always make sure to monitor the weather conditions for safety.

Safety gear: Dress warmly and wear a helmet, goggles, gloves, and ice grips or cleats on your boots. Safety should always be your top priority on the ice.

Tactics: Much like soft-water sailing, ice sailing requires mastering certain skills such as tacking, jibing, and controlling the sail according to the wind direction.

Regattas: Ice sailing competitions, or regattas, are held during the winter season. These events test not only your sailing prowess, but also your ability to adapt to the unpredictable ice conditions.

Defining Ice Sailing: A Thrilling Blend of Speed and Skill

Ice sailing, often referred to as ice yachting or ice boating, is a thrilling winter sport that merges the principles of sailing with the fast-paced dynamics of gliding across frozen surfaces. This unique activity takes place on frozen lakes or rivers, where specially designed iceboats—equipped with sharp metal runners—skim across the ice at exhilarating speeds, often reaching up to four times the speed of the wind propelling them.

An iceboat typically consists of a lightweight frame, known as the backbone, which serves as the vessel’s central support. Attached to this backbone are three runners: two side runners that maintain balance, and a steering runner located at the front, which is controlled by foot pedals or a tiller. This streamlined design minimizes friction, allowing iceboats to achieve impressive speeds, sometimes exceeding 60 to 80 miles per hour in optimal conditions.

There are several popular classes of iceboats, each with its own distinct characteristics. The DN class, named after the Detroit News where the design was first published in 1937, is one of the most widely used and competitive iceboats globally. The Nite class, known for its stability and ability to carry two passengers, is a favorite for recreational sailing. The Renegade and Skeeter classes, larger and more powerful, are often seen dominating the ice in competitive races, especially in regions like the Midwest.

The Midwest, particularly Wisconsin, is a hotspot for ice sailing, with iconic locations like Lake Mendota in Madison drawing enthusiasts from all over. Madison is home to the renowned Four Lakes Ice Yacht Club, where sailors have been perfecting the craft for over a century. In this region, winter winds can range from a gentle breeze to gusts over 30 miles per hour, creating perfect conditions for iceboats to soar across the frozen landscape.

Ice sailing requires not just a keen understanding of wind dynamics but also sharp reflexes and adaptability to varying ice conditions. Smooth, black ice offers the best surface for speed, while rougher, snow-covered patches require careful navigation. But the reward for mastering these challenges is a uniquely exhilarating experience—skimming across vast, silent expanses of ice, propelled by nothing but the wind and your skill.

Brief History of Ice Sailing: From Ancient Origins to Modern Sport

Ice sailing boasts a rich and storied history that stretches back centuries, originating as a practical mode of transportation before evolving into the thrilling sport it is today. The roots of ice sailing can be traced to the 17th century, where it began as a necessity in the harsh winters of Northern Europe. In the Netherlands, where canals freeze over each winter, the Dutch are credited with pioneering the earliest forms of iceboats. Ingeniously modifying traditional sailboats by attaching runners—sharp metal blades—to the hulls, they created vessels capable of gliding across the frozen waterways with ease. These early iceboats were primarily used for transporting goods across the frozen canals of the Netherlands and the Gulf of Riga, offering a vital means of travel and commerce during the winter months.

As the centuries progressed, the utilitarian iceboats of the Dutch transformed into sleeker, faster models designed for recreation and competition. By the 18th century, ice sailing had gained popularity among the affluent classes of Northern Europe, who embraced it as a winter pastime. The design of iceboats also evolved during this period, with the introduction of a single fore-and-aft spar, known as the backbone, which provided greater stability and control. The traditional setup included three runners—two for balance and one for steering—allowing these vessels to achieve remarkable speeds on the ice.

The sport of ice sailing made its way to North America in the 19th century, where it quickly found a home on the frozen lakes and rivers of the northeastern United States and Canada. Here, enthusiasts began to form clubs and associations dedicated to the sport, laying the groundwork for organized competitions. One of the earliest and most influential of these was the Hudson River Ice Yacht Club, founded in New York in the mid-19th century. The club played a pivotal role in popularizing ice sailing as a competitive sport, hosting races that attracted participants from across the region.

As the 20th century dawned, ice sailing continued to grow in popularity, with innovations in design and technology pushing the boundaries of speed and performance. The development of lightweight, aerodynamic iceboats like the DN class—introduced in the 1930s—revolutionized the sport, making it more accessible to a broader audience. The DN class remains one of the most popular iceboat designs today, with active racing communities around the world.

In modern times, ice sailing has become a well-established winter sport, particularly in regions with reliable ice conditions such as the Midwest United States, Canada, and Northern Europe. Clubs dedicated to ice sailing can be found in these areas, where members gather to build, sail, and race their iceboats throughout the winter months. Events like the DN World Championship draw competitors from across the globe, showcasing the sport’s enduring appeal and the camaraderie among its participants.

From its humble beginnings as a practical solution to winter transportation challenges, ice sailing has evolved into a dynamic and exhilarating sport, cherished by those who seek the thrill of the wind and the ice. Whether for recreation or competition, ice sailing continues to captivate adventurers and thrill-seekers, carrying on a tradition that spans centuries.

Ice Yachts Explained: Modern Design and Dynamics

Ice yachts, or iceboats, are sailing crafts specially designed to glide across frozen surfaces on metal runners. One of the essential elements in their design is the steerable runner, which helps you navigate on ice with ease.

The DN class ice yacht is one of the most popular designs around, known for its affordable price and accessibility. Crafted with a triangular sail and relatively lightweight materials, it’s perfect for the wider ice sailing community. While DN class caters to beginners and recreational sailors, there are other ice yachts like Nite and Skeeter classes that cater to more experienced and competitive sailors.

Safety is vital in ice sailing, which is why most ice yachts incorporate features to ensure a secure and enjoyable experience. Some of these features include:

Runners : Metal runners allow for smooth movement, stability, and control on the ice.
Steerable runner : This special runner enables you to easily change directions and maintain control while cruising at high speeds.
Mast and sail : Ice yachts have a mast and sail designed to handle icy conditions, often with airfoil-shaped battens to optimize aerodynamics.

Mastering the Basics: Steering and Sail Management

Steering an ice yacht, like the popular DN Ice Yacht, might seem intimidating at first, but fear not! The key to steering is understanding the wind and how it affects the sails. When sailing upwind, position your sails at an angle that captures the most power, while also keeping your boat slightly angled into the wind. Mastering tacking techniques will allow you to change direction with ease and maintain maximum efficiency.

Now, let’s talk about sail management. The sail plays a crucial role in powering your ice yacht, so pay attention to the following pointers:

Downwind : When sailing downwind, loosen your sails to allow them to catch as much wind as possible. Remember, the goal is to be propelled by the wind pushing the sails.
Upwind : In contrast, when sailing upwind, tighten your sails so that they’re at the optimal angle to harness the wind’s energy, propelling the yacht forward.

To ensure a great ice sailing experience, don’t forget to consider the following factors:

Weather conditions : Icy surfaces work best for ice sailing, so make sure to check the weather forecast before heading out.
Safety : Equip yourself with proper safety gear like helmets, life vests, and ropes. These can be lifesavers in tricky situations.
Regattas : As you advance your skills, consider participating in regattas. They can be a competitive and refreshing way to put your expertise to the test.

Advanced Techniques: Maximizing Speed and Handling Challenging Conditions

Ice sailing, or iceboating, is an exhilarating winter sport that combines speed, precision, and passion. If you have some experience and want to up your game, here are a few advanced techniques to maximize speed and handle challenging conditions.

Tiller control : Your tiller is the key to steering and maintaining balance on your iceboat. Keep a gentle grip on it and make subtle adjustments to steer accurately. Remember, your iceboat can react fast to any changes, so avoid abrupt movements with the tiller.

Sail trim : Getting your jib and mainsail trim right can make all the difference in speed. In lighter winds, focus on promoting smooth airflow, while in stronger winds, prioritize a balanced setup for best VMG (Velocity Made Good). Keep experimenting to find the right trim that suits both the conditions and your iceboat’s handling .

Handling gusts : When gusts hit, be prepared to lean back and use your body weight to counteract the sudden increase in force. This will maintain balance and maximize speed. When the gusts subside, make sure to readjust your position.

Navigating Different Ice and Wind Conditions

Imagine yourself as a member of the Hudson River Ice Yacht Club or the Four Lakes Ice Yacht Club. You’re excited to participate in an ice sailing adventure with your fellow crew members. But before you hop into the cockpit, let’s talk about navigating different ice and wind conditions to ensure a fun and safe experience for everyone on board.

First and foremost, you should know your vessel’s capabilities. If it’s ice classed, that means it’s designed to withstand the pressures and challenges of icy waters. However, it’s essential to be cautious, as even ice classed vessels can encounter damage.

When it comes to ice conditions, always be vigilant for any changes that could impact your sailing. Navigating in ice-covered waters can cause delays, so make sure you have sufficient supplies, such as fresh water and fuel. Remember to keep moving, even if it’s at a slow pace. Work with the ice movement and weaknesses, rather than against them, to avoid unnecessary damage to your vessel.

Now let’s look at wind conditions. Superstructure icing can be a dangerous phenomenon that occurs when ice forms on your yacht’s structure, making it challenging to sail. Keep an eye on the temperature and wind force:

Temperature	Wind Force	Icing Condition
Below -2.2 °C	5 Bft	Slight
Below -2.2 °C	7 Bft	Moderate
Below -2.2 °C	8 Bft	Severe
0 °C and below	–	Fresh Water

The Role of Weather in Ice Sailing: Wind, Ice Conditions, and Safety Considerations

First things first, wind is your best friend during ice sailing. Since iceboats can achieve speeds of up to five times that of the wind, it is essential to know the wind conditions before setting sail. Take note of the wind speed and direction, as these will significantly impact your ability to control your iceboat. Steering and maneuvering become more challenging as the wind picks up, demanding extra care and attention on your part.

Ice thickness and quality are vital factors in ice yachting. Thicker ice is generally more stable, but it’s important to ensure there are no thin patches or cracks. Before taking to the ice, make sure to scout the area and check for any potential hazards. Keep an eye out for visible cracks and ice anomalies, as these could pose a risk while you’re sailing.

Safety should always be a top priority when it comes to ice yachting. So, here are some pointers to ensure a safe experience:

Monitor weather conditions: Stay updated with the latest weather forecasts and avoid ice sailing during storms or extreme conditions.
Dress appropriately: Layer up, with a focus on insulation and waterproof gear to keep you warm and dry throughout the day.
Carry safety equipment: Equip yourself with essential items like a helmet, ice picks, a life jacket, and a whistle.

Essential Equipment for Ice Sailing: From Sails to Safety Gear

Sails : The most critical piece of equipment for ice sailing is, of course, your sail. Like regular sailing, the power comes from the apparent wind. Choose a sail specifically designed for ice sailing, as they are made to handle the unique conditions and work efficiently with the ice boat.

Iceboat : Make sure to have an iceboat properly rigged with the suitable blade and suspension system for the frozen surface. Look for a boat designed for ice sailing, offering stability, speed, and easy maneuverability.

Ice Thickness : Before taking to the ice, always check its thickness. A minimum of four inches is considered safe for ice sailing. Keep in mind that ice thickness can vary significantly over short distances, so check multiple spots.

Safety Gear : Your personal safety is crucial while ice sailing. Here’s a list of some essential safety items:

Life jacket : Even though you’re sailing on ice, it’s still crucial to wear a life jacket in case of sudden capsizing or accidents.
Helmet : Protect your head from potential impacts by wearing a sturdy, specifically designed sailing helmet.
Warm, waterproof clothing : Dress for the cold weather, preferably in layers. Waterproof, insulating, and breathable garments provide the best protection .
Gloves and boots : Look for waterproof and insulated gloves and boots designed for ice sailing.

Emergency Survival Kit : It’s always best to be prepared for emergencies. Here are some items to include in your kit:

First aid supplies
Emergency flares
Extra dry clothing
Safety knife
Hand warmers
Food and water

Now that you’re equipped with the right gear and knowledge, you’re ready to tackle your ice sailing adventure. Remember to always prioritize safety and stay aware of changing conditions on the ice.

Top Destinations for Ice Sailing Around the World

Ice sailing is an exhilarating sport that allows you to glide across frozen water at incredible speeds. With the right conditions and locations, you can have a thrilling experience on the ice. Here are some top destinations for ice sailing around the world.

Maine, USA : Maine is a fantastic destination for ice sailing enthusiasts. The long, cold winters provide ample opportunities for sailing on frozen lakes and ponds. Popular locations include Moosehead Lake, Sebago Lake , and Damariscotta Lake. Keep an eye out for local ice sailing events, like the International DN Ice Yacht Racing Association World Championship.

Sweden: Sweden is home to the International DN, one of the most popular ice sailing yachts in the world. The Swedish lakes and canals freeze during the winter, creating ideal conditions for ice sailing. Head to Lake Mälaren, Lake Vättern, or Lake Hjälmaren for some great ice sailing adventures.

Germany: Germany offers excellent ice sailing opportunities, with many lakes and canals freezing over during the winter months. Popular destinations include Lake Constance and Lake Müritz. Be prepared for a mix of calm and challenging sailings, as frozen canals can create narrow courses that require skillful maneuvering.

Canada: The entire country is known for its cold winters, which means plenty of ice sailing opportunities. You can find numerous frozen lakes and rivers to explore in provinces like Ontario , Quebec, and Manitoba. Keep an eye out for events organized by the International DN ice sailing communities in these regions.

Understanding Ice Quality and Safety: Thickness and Surface Conditions

Ice sailing can be a thrilling experience, but before you set your ice boat on a frozen lake, it’s essential to understand the ice quality and safety. The ice thickness and surface conditions are vital factors in ensuring your adventure is both enjoyable and secure.

Ice Thickness

Eager to try ice boating in the USA? First things first! Check the ice thickness. The thicker the ice, the safer it is for supporting the weight of an ice boat. Here’s a quick reference guide:

4 inches : Minimum ice thickness recommended for ice fishing or small group activities
5 inches : Suitable for snowmobiles and small ATVs
8-12 inches : Can support most small-to-medium-sized cars
12-15 inches : Recommended minimum for light trucks and iceboats

Remember, these numbers are for clear, blue/black ice, which is the strongest type. Slush ice has only half the strength, and river ice is approximately 15% weaker.

Ice Quality

Besides thickness, the ice quality plays a significant role in safety. Clear blue/black ice forms from the top down and is the most reliable type of ice. Now, let’s break it down into different types of ice you might encounter:

Clear Ice : Also known as black or blue ice, it forms from top-down and is the strongest type
White/Opaque Ice : Formed by wet snow freezing on the ice surface, it’s not as strong as clear ice
Slush Ice : This indicates that ice is starting to melt, resulting in a significantly weaker structure

Surface Conditions

Before setting sail, inspect the ice surface for cracks, pressure ridges, and areas where water may seep through. You should also look for any signs of recent temperature changes or warm weather, which could compromise the ice’s integrity.

Famous Ice Sailing Races and Events

The Four Lakes Ice Yacht Club hosts a variety of prestigious races in Madison, Wisconsin. As one of the most active ice boat clubs in North America, they’ve been building and sailing ice boats for over a century. Joining this club will immerse you in a world of knowledge about different ice boat types, racing strategies , and more.

Now, feast your eyes on the following must-know events:

The DN World Championship : This premier event is held annually and offers a fantastic opportunity for racing enthusiasts. Top sailors, including the likes of Tomas Lindgren, Oskar Svensson, and James “T” Thieler, attend this championship to showcase their skills.
Green Lake Ice Yacht Club : Venturing into the Midwest, it’s impossible not to mention the prestigious Green Lake club in Wisconsin, which also hosts its fair share of ice sailing events. Harry Melges, a world-record holder, and ice sailor extraordinaire is a notable member of this club.

Fitness and Training: Physical Preparation for Ice Sailing

To best enjoy recreational ice sailing, you’ll want to build a solid aerobic base. Activities like running, cycling, and rowing are excellent ways to increase your cardiovascular endurance. If you’re able to, try incorporating land sailing into your routine – it’s not only a fun alternative, but it also helps build relevant skills for ice sailing.

Now that your heart and lungs are pumping, let’s not forget about strength training. Ice sailing demands both upper body and lower body power. Here are a few exercises to include in your workout plan:

Upper body: Chin-ups, lat pulls, and inverted rows.
Lower body: Single-leg squats, leg extensions, and leg curls.
Core: Planks, sit-ups, and leg lifts.

Remember, a well-balanced exercise plan should not cause muscle imbalances. Mix these exercises up, and you’ll be well on your way to becoming fit for ice sailing.

Lastly, don’t underestimate the importance of agility and balance training. Ice sailing can be pretty fast-paced, so being nimble is crucial. Adding exercises like single-leg balance drills and lateral hops to your routine will give you that extra edge on the ice. And hey, why not throw in some yoga for good measure?

Before hitting the ice, make sure to properly inspect and prepare your ice sailboat. Inquiring about rigging services like Sailcrafters Loft and Rigging can be an easy way to ensure your equipment is ready for the adventure.

Now that you know how to physically prepare yourself for ice sailing, it’s time for you to slide into this exhilarating sport. So, bundle up and have a blast out there!

Mental Preparation: Strategy and Focus in a High-Speed Environment

Ice sailing is not just a test of physical skill, but also demands strong mental abilities. To excel in this high-speed sport, you need to be well-prepared mentally. You can do this by following some key guidelines .

Firstly, always stay calm and focused, no matter how fast the conditions are. In areas like the Netherlands and Lake Winnebago, where ice sailing is popular, blustery winds and freezing temperatures can be intense. Don’t let the cold and speed overwhelm you; instead, take deep breaths, and maintain your composure.

To stay sharp on the ice, it’s crucial to have a plan before setting sail. Keep these points in mind when strategizing:

Safety precautions: Be aware of possible hazards on the ice, such as open water or other sportsmen.
Wind conditions: Understand how the wind will impact your course and adjust accordingly.
Strengths and weaknesses: Know what aspects of your technique need improvement, and focus on honing those skills.

While creating your plan, consider using these mental skills training techniques:

Visualization: Picture yourself successfully completing your race or run on the ice.
Positive self-talk: Encourage yourself with motivating statements like, “I’m ready” or “I can do this.”
Set small goals: Break your race into smaller sections, focusing on one at a time.

So, lace up your ice sailing boots with a cool head, and maintain focus on your strategy to conquer the high-speed environment!

Essential Safety Practices and Emergency Procedures

First and foremost, respect the lake. Keep in mind that sailing the entire lake shore to shore in all directions is almost impossible. Open water, thin ice, expansion cracks, and ice heaves can all be potential hazards. To stay safe, always check the ice conditions before you set sail.

When it comes to tacking and jibing, maintaining control is the name of the game. Watch your sail, steer smoothly, and pay attention to your surroundings. Remember, iceboats normally travel upwind, so be prepared for sudden gusts.

A table of essential safety gear on your iceboat can go a long way. Here’s a list of must-haves:

Safety Gear	Purpose
Helmet	Protect your head during spills
Lifejacket	Ensure flotation in case of
Ice picks	Aid in self-rescue on thin ice
Throw rope	Help rescue others in distress

When it comes to achieving maximum speed while ice sailing, keep an eye on your competitors and make sure you have excellent visibility to avoid accidents. Keep your distance from other boats and watch out for potential obstacles on the ice.

In case of emergencies, you should always know where the through-hulls are and check them regularly. Make sure to have at least two big manual pumps (ideally diaphragm-type) on board that can be easily moved. Keep emergency repair materials handy (e.g., pre-drilled plywood, epoxy, plugs, etc.).

Courses and Learning Resources for Beginners

NauticEd offers a comprehensive selection of sailing courses for both beginners and experienced sailors, which you can apply to ice sailing. You’ll learn the ropes, essential safety skills, and practical sailing techniques. Some other resources to look into are ASA 101 and RYA Day Skipper Theory which also provide great foundational knowledge.

Consider joining a local ice boating club to make your ice sailing experience even better. You will meet others who are passionate about the sport and gain access to valuable resources, workshops, and instructors, like the Nite Class. Plus, nothing beats hands-on experience and learning directly from seasoned ice sailors!

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Mini Skeeter Iceboat and Landsailing Class

Class contact information.

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Class Email

One-Design Class Type: Land and Ice Boat

Was this boat built to be sailed by youth or adults? Both

Approximately how many class members do you have? 135 internationally

Photo Credit:John Eisenlohr

Photo Credit: Bill Eisenlohr

Photo Credit: Jon Chamaro

About Mini Skeeter Iceboat and Landsailing Class

The Mini Skeeter class is a unique one design Iceboat and Landsailer for the sailor that wants to sail year round. Top speeds recorded Ice 65 mph land 75 mph. It’s aesthetic wood construction design is intended for the garage builder in mind. There is a 13 part building tutorial on YouTube starting here. – https://www.youtube.com/watch?v=nIYRugg-mY8 Plans are available at [email protected] . For the latest design, tuning and race information please join our Mini Skeeter iceboat facebook page

Boats Produced: over 130 boats registered

Class boat builder(s):

West – John Eisenlohr puts on a building clinic in Montana annually. John Eisenlohr builder/wood kit seller contact [email protected] Most are garage builders.

Approximately how many boats are in the USA/North America? 70

Where is your One-Design class typically sailed in the USA? List regions of the country:

It is sailed as an iceboat in Montana, the Midwest and East Coast. It is sailed/raced as a Landsailer on the drylakes beds in Arizona, California, Nevada and Oregon. On the beaches in Oregon and Washington

Does this class have a spinnaker or gennaker? No

How many people sail as a crew including the helm? 1

Ideal combined weight of range of crew: n/a

Boat Designed in 2015

Length (feet/inches): 13.5′

Beam: 8′

Weight of rigged boat without sails: 165 lbs all up

Mast Height: 17′

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Capture the wind with a landsailer . . . feel the freedom!

designed for the novice woodworker no welding required, built from standard lumber yard items

width: 75" - length: 86" - weight: 80 pounds easily 'breaks down' for transporting

assembles in less than five minutes . . . and you're ready to sail when dissembled the heaviest part is 34 pounds designed to carry a sunfish sail, building plans include instructions for building a sail convert to blades for ice

click here for an overview of the plans

full building plans $29.50

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1949 Four-Runner Iceboat Newsreel

by Deb Whitehorse | Sep 17, 2023 | 2023-2024 , Home Page , ISA

Screen shot from USA: ICE YACHTING ON FROZEN RIVERS IN ILLINOIS (1949) British Pathe. Harry Melges sails a 4-runner Skeeter.

Previous: Iceboat Tech That Never Caught On Early ISA 1941 – 1942 Video Watch the 1949 Newsreel here Iceboat researcher Henry Bossett has unearthed yet another interesting discovery: a 1949 newsreel chronicling the International Skeeter Association regatta held on Fox Lake in Illinois. This vintage footage, accompanied by newspaper clippings, documents the presence of a four-runner iceboat helmed by Harry Melges, who happens to be Buddy’s father and a member of the Skeeter Iceboat Club. Observe that the fourth runner was positioned at the stern, deviating from the standard practice seen in other configurations where two runners were typically placed at the front. Adding her own memories to this historical account is Jane Wiswell Pegel, a high school student at the time.

Jane Pegel remembers:

I think the 4-runner boat belonged to Bob Ferris. I was in high school. My first iceboat race was at the Fox Lake ISA. I was first at the windward mark in the ladies’ division in a 20 foot Mead (skeeter.) But I did not know how to sail downwind and ended up second in ladies overall. It snowed for the drive home.

Ben Lampert’s 4-Runner Skeeter Plan

Illustration from Wings On The Ice

Ban Lampert’s 4 Runner Skeeter from the Carl Bernard Scrapbook Collection

1954 Northwest History

by Deb Whitehorse | Mar 8, 2023 | 2022-2023 , DN , Home Page , NIYA

DN iceboat plan c1950s from the files of John Bluel

1954 Northwest Archives Since we are on the subject of the Northwest regatta , Kenny Beal, great-grandson of a long-time 4LIYC member, John Bluel, shared some of his grandfather’s documents with the club, including a report from Northwestern Ice Yachting Association Secretary Frank Meyer about the 1954 Northwest.

Rather than the typical three-day event, the regatta was held over two weekends in Pewaukee because of challenging weather conditions. The 4LIYC’s Carl Bernard won the A Class Stern Steerer title in MARY B, competing against Skeeter Iceboat Club’s Lou Loenneke of Lake Geneva.

This American Boy c 1953 and Now

by Deb Whitehorse | Mar 25, 2020 | 2019-2020 , Home Page

Previous: Another Ice Sailing Cover: Have the Time of Your Life

4LIYC Nite sailor and MARY B group member, Don Sanford, was reviewing some 1953 footage filmed on Lake Monona and noticed this young man sailing by on an iceboat. The boat looks similar to the plans published in the 1952 American Boy magazine posted here yesterday, March 24, 2020.

PEANUT and the famous Hudson River Stern Steerer JACK FROST which was visiting Lake Winnebago in 2013. Click here to see video of JACK FROST being set up on that day.

Chapman’s Iceboat Plans of 1768

by Deb Whitehorse | Mar 24, 2020 | 2019-2020 , Home Page

Though many in the ice sailing world have been aware of these plans for quite sometime, they were new to me. My post about stumbling across the iceboat plans that Benjamin Franklin commissioned prompted Alexander de Voss to take the time to scan and share Chapman’s plans with us which are based upon traditional Dutch ice yachts.

A few words about Alexander de Voss. I met Alexander on Lake Orsa in Sweden this winter when his ice sailing club De Robben trailered their vintage boats from the Netherlands for a week of cruising. ( Previous: Where It All Began ) He and his son brought a vintage DN and a really cool small-scale Monotype. In 2010, Alexander, built a historical shipyard in order to preserve local old vessels, materials and shipbuilding techniques. If you like wooden boats, read The Historical Shipyard of Alexander de Voss and Shipyard “Klaas Hennepoel” – Warmond to learn more about this functioning museum.

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Lockley Skimmer 45 Iceboat

Welcome to Lake

Ice Sailing 101: Mastering the Frozen Adventure in No Time

In this article

Defining Ice Sailing: A Thrilling Blend of Speed and Skill

Brief History of Ice Sailing: From Ancient Origins to Modern Sport

Ice Yachts Explained: Modern Design and Dynamics

Mastering the Basics: Steering and Sail Management

Advanced Techniques: Maximizing Speed and Handling Challenging Conditions

Navigating Different Ice and Wind Conditions

The Role of Weather in Ice Sailing: Wind, Ice Conditions, and Safety Considerations

Essential Equipment for Ice Sailing: From Sails to Safety Gear

Top Destinations for Ice Sailing Around the World

Understanding Ice Quality and Safety: Thickness and Surface Conditions

Ice Thickness

Ice Quality

Surface Conditions

Famous Ice Sailing Races and Events

Fitness and Training: Physical Preparation for Ice Sailing

Mental Preparation: Strategy and Focus in a High-Speed Environment

Essential Safety Practices and Emergency Procedures

Courses and Learning Resources for Beginners

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