News

Saturday December 18, 2004
Position at 0700 hrs CST
28 15 N
94 37 W
Cog 275
Sog 4.3 kt
Wind 6
Wind from the North
On a close reach, starboard tack
95 miles to Matagorda Ship Channel Entrance(the locals call it the Port
O'Connor jetties)
ETA between 0800 and 0900 hrs CST Sunday Dec 19 at the jetties.
120 miles to Palacios
ETA between 1300 and 1400 hrs CST Sunday Dec 19

Sailed into a large oil field yesterday and had to keep a close watch. At noon
the wind backed more and we were on a close reach for Matagorda Bay.
Night time revealed more and more platforms and I had to keep a careful watch
as some of them are not lit. I had to rely heavily on my radar. I was very
relieved as dawn broke this morning......One more day to go............

Friday December 17, 2004
92 19 W
27 36 N
Cog 300
Sog 5.5 kt
Wind 25 kt
Wind from the NE
On a beam reach, starboard tack.
Total daily run --- 109 miles
Total distance made good --- 100 miles
220 miles to Port O'Connor jetties
Need 110 miles a day to make landfall at Port O'Connor jetties Sunday morning.
2 days to go.................

Sailed on a broad reach all day in the SE winds. I counted 7 freighters and tankers passing us.
The new front is approaching now and winds are already at 25 knots. Wind has backed so far. Seas are growing again by the minute. At present we are cutting it close between two oil platforms.

Thursday December 16, 2004
Position at 0600 hrs CST (Texas time) 1300 hrs UTC
26 18 N
90 52 W
Cog 320 to 330
Sog 5.5 Kt
Wind 20 kt
Wind from the SE
On a broad reach, double reefed main and triple reefed headsail, starboard tack.
Total daily run----135 miles
Total distance made good----121 miles
320 miles to Port O'Connor jetties
Need 160 miles a day average to make it on Saturday the 18 which is out.
New ETA is 0800 hrs CST at Port O'Connor jetties, Sunday the 19th, 3 more days
to go........need 107 miles a day average now.........

The winds were down to 28 knts at noon yesterday. Seas were still in an ugly mood and it was not until late last night that the seas calmed down somewhat.
Heading in a more northerly direction as I expect north winds again tomorrow.
Weather very cloudy and cool. Trying to eat up as much latitude as possible
before the north winds start again. Stayed below decks most of the time, keeping watch by sticking my head out of the companionway every once in a while.
Despite a sore body and a soggy cabin, all is well aboard.

Story of Island Time: Part Five
On Tuesday after work, Mike, Ken and Jay met me at the boatyard. Soon Jerry showed up with his money gobbling 10 ton "picker". In 10 minutes and another 100 bucks the engine was back on its mounting bolts. Many hands make light work. The next day I was busy connecting the alternator and replacing the intake manifold. Soon it was ready to give a try, minus a part of the raw water exhaust manifold and raw cooling water. We just wanted to see if she would turn over. Mike joined me and holding my breath, I gave it a few cranks.....nothing. I bled the fuel lines again....still nothing. I took out the injectors and carefully took each one apart and cleaned them with a polishing pad. I reinstalled them, tried again...still nothing. A quick shot of ether and she burst into life! I did not clean the cylinder head valves. I left them as they were and with the sudden burst when the engine started, they cleaned themselves. Squatting at the exhaust side of the engine, I took the first blow of soot, dirt and oil right in the face!! But I was laughing and crying, giving Mike high fives!!! After checking that the rocker shaft was spitting oil, as there was no cooling water present yet, we shut her down after a minute. Yeah, I was happy, black sooty face and all, and my spirits lifted again! We climbed out quickly, coughing as the whole cabin was full of smoke from the exhaust!
Now it was a matter of the corroded raw water outlet exhaust manifold, a new one cost around $500. Not in my budget. I simply took an old 1 gallon aluminum gas bottle, cut the neck off, cut a hole on the side of the bottle, and Richard welded it for me with his high frequency welding machine. We welded the neck to the side, (raw water outlet), cut off the bottom and shortened it. We made a hole in the bottom with a 1 1/2 inch piece of pipe to take the exhaust hose. We then welded two pieces of angle iron together, to make a square pipe, took a quarter inch flat bar and shaped and drilled holes to act as a flange, and presto I had a simple home built exhaust manifold. It is still on the engine today. In fact I built an extra one as a spare, just in case.
Over the next few days I bolted everything back into place, installed a new shaft at the centerboard pendulum and she was ready, or so I thought!
I then asked Bev to call Mike Firestone, marine surveyor from Rockport, Texas to come and do a survey as I was ready to put IT back into the water and sea trail her. I took a day off work to be with Mike as he did his survey, first on the dry then in the water. Mike showed up at 9 in the morning and immediately started to inspect the hull. His little hammer tapping every square inch, listening for blisters, he found none. However the cosmetic work on the underwater line did not get good points. I did not care, for me it was a matter of strength and fish don't care what the bottom looks like anyway! After an hour or so Mike was done and Laddie hoisted IT up onto the travelift and gently put her back into the water.
The engine started with the first press of the button. I checked everything around the engine and found that no raw water was coming out at the exhaust. I got my tools out, removed the intake hoses, checked the raw intake filter, everything was sound. It took me a while to find out that the intake hose was connected the opposite way. I fixed that and breathed a sigh of relief when the exhaust spat out raw water!
We motored to IT’s slip where I then hauled Mike up the mast for inspection. After the mast and rigging inspection, I left him to do the rest of his job. At 5pm Mike was done, but did not comment on anything. He just gave me a list of major observations and said I would receive a report in the mail soon.
His small list included cracks found on the stem fitting and port and starboard chain plates. I immediately set out measuring the plates and designing new ones that I would make myself. Remember, we had not bought IT yet; she was still Jon's boat.
The next few days I spent paddling around IT, letting the engine run for 2 to 3 hrs to break her in. I motored out into the bay a couple of times and found the rudder was vibrating badly, I could feel it on the helm. That had to wait. I was still waiting on Mike's report and whether we would buy IT or not. I had already spent a whopping 3 grand on her.........to be continued...........

Wednesday December 15, 2004 (pm) Worst Storm Ever
Since I sent my last log, the wind veered, coming from the north and we were suddenly sailing straight west or 270 degrees, full main and 150 yankee, close hauled, sheets sheeted in tight.
At 1100 hrs the first squall(harbinger of the cold front)hit us with powerful 30 knots of wind and torrential rains! I have since double reefed both sails. Once the squall passed, the front's winds backed, coming from the NE and we were beating again towards windward, bearing 305 degrees. The winds were soon howling and by checking the weather monitor, it was reading 34 knots, gusting 40!
Soon the seas grew and it was not long and IT was crashing and banging with hellish relish. The lee rail constantly under water. I estimated the seas between 12 feet and 20 feet, where the 20 footers came in series of three with very deep sinkholes behind their crests.
The weather warning report, which my fax spat out, said 20 to 30 knots. Well, I must admit that I did expect bad weather but not winds above 30 knots as I would have triple reefed the main then. I could have just hove to, but we are so close to home I decided to press on. A banging sound vibrated on the hull and closer inspection revealed that the spinnaker pole had come loose and was banging on the midstay with the other end dragging in the water. I decided to grab a chance by securing it through the front hatch with disasterous results! The moment I opened the hatch, we went down into one of those sinkholes and IT's bow submarined and I took the full brunt of the the 100 or so gallons of seawater right on my upper torso! I ended up flat on my back on the cabin sole, my head missing the starboard bunk by inches. It took quite a few seconds to get my wits back and I jumped up and secured the hatch and switched on the main bilge pump as the cabin sole was inches under water. I went outside, clipped onto the safety rail, and on all fours crawled towards the bow were I secured the spinnaker pole. In doing so I got drenched by three more breakers. Below deck I stripped off my wet clothes and dried myself, put on dry clothes and it occurred to me that I had just had my weekly bath (I ain't joking) Soon we fell down a very big sinkhole and hit the bottom with such a force that all the stuff on the starboard upper bunk made itself at home on the port side settee on top of all my toolboxes. The cutlery pieces in the galley sink nestled themselves on the navigation table, also the pot and pans, one with leftover food in!! I went flying, ended up in a akward position on the port aft quarterberth and in the proses hit my head against the navigation port side locker, my left elbow was burning with pain and I don't know what I hit. My right leg shin hit something hard. I writhed in agony and absorbed the pain by gritting on my teeth and cursing the sea gods verbally in every language I could think of(Xhosa, Zulu, Venda, English, Afrikaans and American)I am still in a hellish lot of pain this morning.
That was the worst of the worst seas I have ever encountered sailing to windward. The 40 footers plus in force 8 winds, that we encountered off the South African coast were much easier to ride. At 1800 hrs I requested another weatherfax and lo and behold we were caught on the east side of a gale! Nevertheless, I pressed IT on. Another Caribbean cruising liner passed us at dark. Another tanker later too. I kept watch below decks using the radar. The safest place for me was to lie down on the port aft quarter berth, watching the radar from there. Water was coming in everywhere, through the main companionway, the front and aft starboard vents and through the mast. Everything inside, since South Africa, is once again a soggy mess!
At 0600 hrs this morning we have been beating for 19 non-stop hrs against these gale force winds and seas. I am still gritting on my teeth every time IT freefalls down those sinkholes and hits the bottom with a thunderous crash. How much can she take I thought? Is this the ultimate test for her or what or am I just another lunatic?? Thank goodness I do not have crew on board as I am sure they would have jumped ship or turned on the EPIRB a long time ago. I now know what those sailors (Ellen MacArthur, Brad van der Leew) who sailed those 50 and 60 foot million dollar ULDB (ultra light displacement boats) yachts with cantle keels and gobble up 2000 miles a week, non-stop, singlehanded around the world in races, feel or go through. Compared to what I am going through, for them it would have been just another Sunday school picnic!

Earthquake recorded at Cayman Island Region
Received a message from Norris Johnson: "At almost midnight last night, an earthquake was recorded at the exact position that Charl was last Friday."
God is good. Please keep Charl's and IT's safety in your prayers, they are almost home.

Wednesday December 15, 2004 (am) HAPPY ANNIVERSARY
To my wife, Beverly, happy 20th anniversary.

Position at 0600 hrs local time
24 27 N
89 27 W
Cog 315
Sog 5.5 kt
Wind 28 kt
Wind from the NE
Close hauled, double reefed main and triple reefed headsail, starboard tack.
Total daily run--127 miles
Total distance made good---126 miles
441 miles to Port O'Connor jetties
Need 147 miles a day to make it on Sat the 18 (no go ) ---3 days to go

I am writing and sending this in haste and on my backup laptop.
Seas a terrible state, went through a gale, winds gusting at 40 knots.
Belowdecks are a mess, everything wet, water coming in everywhere from waves crashing over us. Will write more as soon as seas settle down.

Message from Charl Wednesday December 15, 2004
SEAS TOO ROUGH TO TYPE LAPTOP GOT SOAKED WILL TRY LATER

Story of Island Time: Part Four
After two days on the dry, the blisters started to show and using a four inch angle grinder, I ground them out one by one and with a 7 inch grinder I then sanded off the anti foul paint on the whole bottom. Some blisters were up to 6 inches in diameter. The more I ground the worse IT started to look. I counted 150 plus spots to be filled in. Every day after work and on weekends you could find me out there re-filling the blisters. It was torturing work if you keep the Texas heat in mind and I had to wear full protective wear too!
When it started to rain I put aside the bottom job and concentrated on the engine. On the first day when IT was hauled out, I had removed the injectors and poured brake fluid into the cylinder chambers, tapping the pistons daily with a rod and hammer for a few minutes, hoping the fluids would seep between the sleeves and pistons. I then used a 48 inch pipe wrench and tried to turn the crank shaft over but could not budge it. Just in case I thought I might be too weak, I asked my friend Ken Byrd to help. Ken worked with me at the plant and has powerful, large biceps, like tree trunks. He could not budge it either. We then both put ourselves behind the pipe wrench, grunting like maniacs, but, alas no go, it was stuck. I then removed the front timing gear cover and almost had a heart attack. The timing gears were rusted and badly pitted. To make matters worse, when I removed the top cover, the same applied to the rockers, rocker shaft, springs, tappets and bolts. It looked as though salt water had invaded the engine from the inside. My heart just sank into my shoes. My first thought was, "Man, what had I got myself into???" I just wanted to throw in the towel right there, but after a few beers to drown my sorrows, I decided to sleep on this matter.
The next day it was still raining and I took on the engine with renewed enthusiasm. I removed the intake and exhaust manifolds and alternator and in doing so, I found the root cause - saltwater in the engine. The exhaust manifold had a corroded hole in it, so, when the engine was shut off some raw cooling water got back into the engine. I then removed the holding bolt's nuts and removed the propeller shaft coupling bolts too. By sheer luck, Jay Bird came by to see how I was doing. I asked if he would help to try and lift the engine out of its mounting bolts. We grunted and heaved like weightlifters and after
5 tries, we finally got the 700 pound or so engine off. It was an awkward lifting procedure as the engine is mounted at an angle. We then slid the engine up onto wooden blocks stacked on the cabin sole under the companionway's slide hatch. I wanted to use the boom to lift the engine out, but thought better of that idea, as IT was standing on the dry. I feared she might slip when we swung the boom out with the engine hanging onto it. A quick phone call by Jay to Jerry Dye, a crane contractor, and he came over with his 10 ton crane and lifted the engine out and put it neatly down on the back of my truck. The ten minute job set me back $100!!
Back at home I took the engine off the back of my truck using a come-along tied up in the rafters of my shed. As soon as the engine was on the floor I tackled it with frenzy. In 5 hrs the whole engine was stripped bare. I used a 16 pound hammer to knock the pistons out from their sleeves. I then stacked everything inside an open plastic container filled with diesel and left it to soak. The next day I glass bead blasted all the pitted parts and they looked fair to me, but that had to do as there was no money to replace them with new ones. Even the timing gears' teeth were pitted too.....
Using the e-mail, I then ordered the most important parts which were: a new full gasket kit, main and rod bearings and rings for the pistons, from a marine supply store in Kemah. They replied that the parts would have to come from England and would be here in 10 days. It was going to cost me a whopping $1000.00!!!! I almost fell off my chair when I read my e-mail!! Well, I told them to go ahead and order the parts. I had no choice!
While waiting on the parts, I spent time filling the hull with fiberglass and endless sanding. I had the hull done and just as my son, Gideon, started applying the first coat of anti-foul, the engine parts arrived. I felt very sorry for myself after I paid that bill!!!!
I offered Mike Mondrik, a millwright friend, $20 an hour to help me put the engine back together. Mike had all the right tools - feelers, micrometers and torque wrenches including a hone to sand the sleeves (cylinder liners).
We started rebuilding the engine late one Saturday morning, on a five gallon Ace Hardware plastic bucket! With the instructions manual on my lap I passed the parts to Mike who carefully but effectively put piece by piece together and torqued each bolt as per the instruction manual, which I read for him. Mike is a very patient guy and I wish I could work like him. I, on the other hand am, restless and sometimes just very impatient!!! The next day, Sunday, Mike finished tightening the last bolt and the 1970 British Perkins Marine diesel was ready to be put back on board for a test run ......to be continued.....

Tuesday December 14, 2004
Position at 0600 hrs local time ( 1200 UTC)
23 30 N
87 23 W
Cog 299
Sog 4.5 kt
Wind 5 kt
On a close reach, starboard tack, full main and 150 yankee.
Total daily run ----140 miles
Total distance made good----138 miles
567 miles to Port O'Connor jetties
Need 142 miles a day average to make it on Sat the 18 th....... 4 days to go

Since yesterday morning we did not drift too long as a fresh NE breeze started
to blow and IT was soon gliding over the gentle Gulf swells. More freighters and
tankers passed us. At 1000 hrs the breeze increased and we were soon going on a
close reach and with the strong north setting Gulf current we sometimes reached
speeds up to 8 knots. We were going up to 20 degrees off course in a more
northerly heading, but as I already know that another cold front is on the
way and I am trying to gain as much latitude as possible and as soon as the
front hits, which will bring north winds, than we can gain on the
longitude. Sailed all day and night on this tack and at 0300 hrs the winds were
completely down and we were drifting again. We still have not crossed IT's March
track, but I suspect it will happen soon when the north winds hit us.
At present time wind has picked up, but just barely and we are starting to move
again. I cannot believe what I heard from home that it is freezing cold there in
Texas and here I am in just my rugby shorts! The nights, however are much
cooler, but the days are sunny and warm. Time to get those woolies out, just in case!

Story of Island Time: Part Three
After category one hurricane Claudette had swept over Palacios Texas, it took quite a while for everybody to get back to normal. Soon I was out hunting for a boat again. By sheer luck I met Dave and Sharon Ragle, who were moored at Serendipity. They owned "Tigger" a Tartan 37', hull #2 in which they sailed around the world in a time span of 4 and a half years.
A few slips down from theirs was another Tartan 37'(it was Island Time) and I had seen this yacht berthed there for the past 5 yrs, sitting idle in its slip. To me it was agonising to see this boat idle. I would have given anything to sail her. The hurricane had caused the boom topping lift to break and the mainsheet came loose and somehow the boom hit the port after shroud with such a force that the shroud chain plate pulled out right through the fibreglass deck. A foot of the starboard toe plate was broken through. The 110 miles per hour winds caused IT to lean hard against the marina slipway. I got word from Lee Martin, who owns an F-27 Corsair trimaran here at the marina, that the owner wanted to sell. I approached Dave and Sharon and asked for their advice about Island Time. They gave me a positive thumbs up, but warned me there was work to be done and by golly they were quite right!! After getting the phone number of the owner from Lee Martin, Bev gave him a call. It turned out to be Jon Demere from College Station and he agreed to meet me and give me a tour. I was getting serious and told him I wanted IT to be put up on the dry so that I could inspect the hull and centerboard.
A few days later I met with Jon and he turned out to be a really friendly person, but I could see some disappointment on his face when I shook hands with him. He told me that the engine would not turn over and he did not have the faintest idea of how to get IT to the haul out facilities without the engine. I told him not to worry and I jog trotted over to Norris Johnson's "Mariposa", his brand new 36 'Catalina sloop,(his retirement toy), and kicked him out of one of his favourite activities(watching Daytona racing on TV inside the cabin....round and round........!!!) Norris also owns a small powerboat, tied alongside "Mariposa". I asked him (or rather commanded) to help us and seeing he was a little pissed off, I offered him a case of beer in exchange. His face brightened and he agreed!!! (To this day, I cannot remember if I ever gave him the case!!) Anyway we became great friends over the following months to come!Hey, Norris, remind me!
Jon and I pushed IT out of her slip and we tied Norris's powerboat to IT's port quarter and Norris slowly pushed IT to Laddie Mutasek's boatyard where we got her under the travelift and finally supported by jack stands on the concrete yard.
It usually takes a few days once a boat is out of the water, for the blisters to start to show. So, I struck a deal with Jon. I was prepared to repair the hull and get the engine going and then after a survey had been done, I would decide whether to purchase IT or not.
This probably does not sound like a very bright idea.......but this was it, the price was reasonable enough and within our budget. Win or lose, Jon looked like a guy I could trust with my heart.......to be continued.....

Monday December 13, 2004 GULF OF MEXICO!
Position at 0600 hrs local (1200 hrs UTC)
22 03 N
85 25 W
Cog 290
Sog 3.5 kt
Wind 2 kt
Drifting..........
Total daily run---118
Total distance made good---117
705 miles to Port O'Connor jetties
Need 141 miles a day average....... 5 day to go....(not looking good,need more
wind)
Sailed well until midafternoon and wind went down to 5 knots. More and more freighters and tankers passed us. Counted 14 ships passing. We motorsailed for a while until the belt on the new autohelm finally broke (wires in belt corroded through) and I had to steer by hand. At sunset two Caribbean cruising liners passed us heading towards the Cayman islands. Two hrs later three more Caribbean cruise liners passed us, their decks decorated with Christmas lights, one on a head on collision. After repeatedly flashing it with my powerful spotlight it turned and passed at half a mile. The wind soon picked up and we were sailing again with Willie steering. At midnight we passed Cabo San Antonio, the most western part of Cuba, eight miles off, and we were finally back in the Gulf of Mexico. At three this morning the wind went down again and at present we are still drifting, sailing in the Yucatan channel current. Have not slept at all and will try to catch up by catnapping during the day. Bring on those winds !!!!
For your info---a pod of 20 or so dolpins are playing in front of IT's bow right now !!

Story of Island Time: Part Two
For the past 8 summers, I have sailed our 18' Dolphin Senior class dinghy around Matagorda Bay. I would go out right after work to get away from the terrible Texas heat. Believe me, it is very cool once you are on the water, and I would stop sweating almost immediately after setting off. Once back on land the sweat would start pouring down my face again! Sailing became almost a daily habit on the sweltering summer afternoon days. My wife and kids seldom sailed with me as I am one kind of crazy daredevil and like to sail on my ear!
It was not long before we purchased "Popcorn", a 1975 21' Mirage class daysailer and there Dad went a again criss-crossing Matagorda Bay. I sailed the ICW to Rockport and back. Gideon, my son, joined me on numerous occasions while the levelheaded ladies decided to stay home or go window shopping.
Soon "Hakuna Matata" a 1980 28' Lancer coastal cruiser class joined the fleet. I took her into the Gulf a couple of times, sailed to Aransas Pass and back. Randy Waters joined me and was soon hooked and I sold him "Popcorn". The ladies joined us more often, 'cause "Hakuna Matata" was "fancier". It sported berths, a
head (toilet - a must for the ladies!) a table to eat on, a stove and running water at the galley sink! After training Randy to sail "Popcorn" on lake Texana, he soon got her into a slip at Serendipity marina and we often sailed in the Bay, side by side, so close the boys(Corey, Hank and Gideon) just climbed back and forth across the boats even while both were sailing on their ears !!
Soon Randy wanted to upgrade too and I offered "Hakuna Matata" to him. He bought her and we were suddenly boatless, in spite of the 18' Dolphin. I went back to sailing the dinghy again, dreaming of a bigger boat, not just to own one and sail on weekends, no, I was dreaming the BIG dream again.....to sail around the world solo.......!!!! This has been my dream since age 12 after watching the movie "The Dove", a true story about 16 year old Robin Lee Graham who sailed around the world alone.(My brother, Gerrie, and I already owned a 14 foot "Dabchick" class r racing dinghy). Randy did not wait long and soon he was the proud owner of a 28 footer class J-boat, a pure cruising-racing design and he has since taken part in numerous races in the Gulf and always finished in the top 3! Now, look here, a guy I taught to sail and is now getting to be better than me ...!!!
While I was still boatless and envied Randy, I travelled from marina to marina along the Texas coast, looking for the "ideal" boat. Either the price was too high and did not fit the budget or the boat did not meet the standards.
This went on for almost two years !
Then came Hurricane Claudette........to be continued....

Sunday December 12, 2004
Position at 0600 local time (1200 hrs UTC)
20 59 N
83 42 W
Cog 290
Sog 5
Wind 18
Wind from the NNE
Close hauled, starboard tack.
Total daily run---118 miles
Total distance made good---104
822 miles to Port O'Connor jetties
Need 137 miles a day average----6 days to go (Not looking good )
Since yesterday morning the NW winds freshened and we were soon, with all sails sheeted in tight, sailing close hauled, bearing 210 degrees. After 2 hrs the winds backed a little bit and we were going 230 degrees. The winds backed gradually all day and at sunset we were at 260 degrees. The winds have since strengthened to over 25 knots and I double reefed the main and headsail. IT was pounding the waves, beating to windward and conditions below decks became extremely uncomfortable. I spent most of the time in the cockpit, balancing myself on my legs as IT was leaning more than 30 degrees at times. At 2100 hrs we were back at 295 degrees and I watched a supertanker approaching. It was passing at 3 miles but it looked as if it was only 500 meters away from us, so gigantic is the mighty Goliath of the seas.
At 0400 hrs two freighters passed us from behind. Traffic is increasing as we are approaching the Yucutan Channel and the Gulf of Mexico.

15-May-2005   14-May-2005   02-Apr-2005   26-Mar-2005   26-Feb-2005   05-Feb-2005   22-Jan-2005   
15-Jan-2005   08-Jan-2005   01-Jan-2005   25-Dec-2004   18-Dec-2004   11-Dec-2004   04-Dec-2004   
27-Nov-2004   20-Nov-2004   13-Nov-2004   06-Nov-2004   30-Oct-2004   23-Oct-2004   16-Oct-2004   
09-Oct-2004   02-Oct-2004   25-Sep-2004   18-Sep-2004   11-Sep-2004   04-Sep-2004   28-Aug-2004   
21-Aug-2004   14-Aug-2004   07-Aug-2004   31-Jul-2004   24-Jul-2004   17-Jul-2004   10-Jul-2004   
03-Jul-2004   26-Jun-2004   19-Jun-2004   12-Jun-2004   05-Jun-2004   29-May-2004   22-May-2004   
15-May-2004   08-May-2004   01-May-2004   24-Apr-2004   17-Apr-2004   10-Apr-2004   03-Apr-2004   
27-Mar-2004   20-Mar-2004   13-Mar-2004   04-Dec-1999