No. 19 - November, 1975


John Charters


First I must tell you about my new launching method. It's called the "Jet Launching". It's very simple. You leave your boat and trailer attached to the car. Line up the whole rig with the ramp and when everything is ready, you back up briskly. When the trailer is about 3/4 into the water, whack on your car brakes, and your boat literally shoots off the trailer and into the water. Whip your car into forward drive and get out fast before the water has a chance to get into things. (Ed. note: If you're wondering why John's getting a new boat and a new car ..... ) It works great. Well, at Mallets Bay, VT, it did. And at our club.


That was BR. Before Rockport. Maine. If confession is good for the ­soul, then I'm about to do my soul some real good. Which is just as well, everything else is shot to Hell!!


Back to Rockport. A lovely sunny day. We arrived just after high tide. Would have been earlier, but missed the turn off at Portland, and had too many extra mi les cross country. At this point I should have known this was not to be my day. As usual I ignored this obvious warning.

We got the mast up, sails bent on, everything checked, double checked, boat loaded, local spectators nicely in place. I decided to dazzle all and sundry with a "jet launch".


Back went the trailer and car at a good clip. On went the brakes - on went the car! The boat floated off just fine. Followed (almost) by the car. Put her in forward real fast, and slid further Into the Atlantic. By now the car was starting to fill with nice chilly salt water. Right up to the driver's seat. Then the motor quit. Seems a car engine does not run too well in salt water. I won't bore you with the rest of the dreary details; but finally, with the help of a truck and tow line we rescued car and trailer from a watery grave. Spent the next couple of hours bailing out trunk and car interior. My daughter had hysterics, my wife aged a couple of years and the car has a nice salty aroma every­time it rains. Sort of nice.


Retrieval: First, the trailer mods. Figure 1 Show's the centering guides. This is what makes the task relatively simple. In practice, I back the trailer into the water (at the end of the 1" nylon line, this time). See Fig.2. When the forward hull support is just barely above water, the trailer is exactly in position. The boat is motored onto this support, while an assistant stationed forward on shore with a 3/8" nylon line from the bow, pulls like the very devil, and quickly snubs the line at the car hitch. If done properly, the boat will now be just slightly further forward on the trailer than required. As you pull the trailer out of the water, the keel meets the forward guide, the 3/8" nylon stretches, and the keel slides down this guide to its proper spot on the trailer bed. The lateral guides make sure that the boat is centered athwart ship. That's all there is to it!


The forward "hull shape" of the hull support is a great help. As the boat rides up on it, it acts as sort of its own self-centering device, and makes things just that much easier. If your trailer has pads instead, it will still work; but more care is required. In fact, you may find you have to back the trailer in a couple of extra times until you get just the right combination.

As in launching (see June Newsletter) the "fifth" wheel IS essential. If the ramp is very smooth, you can use the dolly wheel on the trailer; but a proper fifth wheel is well worth the investment. Not all ramps are all that great, and even the smallest stone can jam up that dolly wheel. Remember, you are probably pulling 4500 to 5000 pounds up the ramp, so anything you can do to make the job easier on your car is of help. When ever possible, 1 like to have an assistant follow the trailer with a wheel chock in hand, to slide behind the trailer wheels should it decide to roll back. Or, more often, decide to roll forward after I've stopped the car. 1 once forgot about this, and the trailer hit the rear bumper with a heck of a whack.

As was the case with the 5th wheel, I took trailer and boat to our local welding shop, explained what I wanted these guides to do, and left it up to him to design. Results - 100% satisfactory.

Although not visible, the port lateral guide is exactly the same as the one shown.


You should clean and re­pack your trailer wheel bearings after each dunk­ing. (I don't but I should!) Most important, let the wheel bearings cool off fully, before launching. While you are waiting, step the mast, unload the car, Whatever.


Charlie Smith

In the Newsletter I note that others have had difficulty pulling the boat onto the trailer due to the bow riding up (accompanied by the boat settling down too far back on the trailer with resultant uplift on the towing hitch.) I have solved this with the rig illustrated in the accompanying sketches.


I also give the channel into which the keel-centerboard rides a good coating of bearing grease before backing the boat into the water. It

Takes a felt' minutes to rig this arrangement, but it seems to work. NOTE: the winches should be mounted on the trailer in such a manner as to permit the winch lines to have a straight pull. This means "cooking" them some­what, as I have indicated in the sketch. Don't tell me I could do the same thing with only one winch. I know it but there are certain definite advantages to the two winch arrangement.


In case you need to take a pull, unwind the winch line, reach further back on the pulling line for another pull, etc, as I often do; then the "catch off" shown in Figures 2 and 3 is handy. When you have the "catch off" rigged, slack away on the winch line, and the catch off takes the strain. Then you can untie the pulling line and take up the slack, and you are ready for another pull.



Roy Behm

The harbor at Refuge Cove contains a government dock, fuel, groceries, laundromat and showers. It also has radiotelephone service if you need to contact someone back home.


After replenishing we moved over across the channel to Squirrel Cove on Cortes Island for the night. This is a pleasant, nicely sheltered place with the right depth and bottom consistency for a good anchorage. From there we explored areas such as Mink Island, Stuart Island, Redonda Island, the Hole in the Wall, Hill Island and Gorge Harbor on the opposite side off Cortes Island. Gorge Harbor eventually became a base for our cruising, and became one of our favorite places. We could get oysters and crabs easily and the salmon grounds were close. While we were here we had a two week siege of rainy weather. It would rain 2 or 3 days, clear, and rain again. As we found out later, it is common for the weather to be unsettled until the middle of July in the Vancouver Island vicinity.


Eventually, we went over to Campbell River, restocked, and did some fishing off Cape Mudge. We were considering going further north, but the weather didn't look too promising, so we headed for, hopefully, warmer weather. We had planned to go north through Seymour Narrows above Campbell River. This stretch of water has a very fast tidal current and just be negotiated by a sailboat at slack tide and with great care. Currents of 12 knots are common and tide rips and eddies are extremely strong and sometimes violent. Similar situations exist in other channels for passage further north, and it is wise to learn all one can before attempting these passages.


Rips, eddies and overfalls in the other channels can be worse. At Yaculta Rapids boats have been known to take 2 hours to get through the few hundred yards of fast water. Some have been laid over on their beam ends or turned 180 degrees. Our own experience 3 miles from the rapids was a 90 degree turn in an eddy that developed right under us. The British Columbia pilot Volume I is a must for reference before trying these channels.


Having a break in the weather on July 10 we were able to get back to Thunder Bay for the night. We thought we'd go to Princess Louisa Inlet the next day.


An hour after we were underway the rain started again. We had heard that Jervis Inlet is most dreary and likely to fog in because of the high steep slopes, so we decided not to continue. To our pleasant surprise, we found a very nice anchorage called Ballet Bay near Nelson Island, just south of Jarvis Inlet.



Ballet Bay is intimate and quiet. There are many, many large oysters there. After waiting out the 2 day rain storm, we made our way south about 8 miles to Pender Harbor. This is a fully equipped harbor with many marinas, stores, ramps, and repair facilities. It attracts many fisherman and boaters. We waited out another 2 days of rain here.  On July 19 with a brisk wind, we left Pender Harbor. We were undecided as to whether to go back to Nanaimo, or Vancouver. I decided to let the weather decide for us. If bad, we would head for Vancouver and if good, we would go to Nanaimo. After a two hour sail on a beam reach in 15 knot winds, the wind dropped to 1 - 2 knots, so we motored on to Nanaimo, which was now only about an hour away.

(To be continued)


Ken Jones (681)


Between outer skin and liner there is about 1 1/2' air space, but full of fibreglass fibers. Makes it difficult to "snake" instrument wires through. Boats built after September, 1974 may have plywood core - check with Tanzer (Bulkhead only).


Wire is run inside of mast using "snake". Enter at top through 3/8" hole. Pull wire through. Tape Styrofoam blocks to wire every 18" to prevent slapping. Use rubber grommets where wire passes through side of mast. I used EMS instruments. Be sure to check operation BEFORE mounting.


Thru-hull in port locker under vee berth. All wires from this locker thru bulkhead of hanging locker running aft- exit thru shelf just opposite aft bulkhead, enter lower area of bulkhead and run to instruments between liner and outer skin.



Phil Choquette, Midway Island.


If you wish your motor to respond to your commands, it must be treated with the same TLC you lavish on your other gear.


A little care pays handsome dividends, and is not too difficult even for those with no mechanical ability.


Sometimes, however, work more demanding than routine seasonal maintenance needs to be done. You can do a motor overhaul with the help of the manual from the manufacturer. This is the service manual, not the buyer's manual. Typical manuals contain: Theory of operation, nomenclature and specs, maintenance, tune up and trouble shooting, disassembly and cleaning, inspection and repair, reassembly and adjustments. All special tools and test equipment are described. This book can help you save a lot of money.


I have researched the addresses, cost, etc. of the four most used motor manuals. Having one aboard could be valuable in an emergency when you can't get professional attention for a misbehaving motor.


CHRYSLER: $3.55. A parts catalogue and wiring diagrams are available for $1. Send model and serial number of your motor to: K.S. Hattori Literature Manager, Chrysler Outboards, Hartford, Wisc. 53027.


MERCURY: Check the year of your motor carefully and order as follows: 1966 and newer - (Mercury Outboard Service Manual C-90-68647, $13.50. 1965 and older - Mercury Outboard Service Manual c-90-25500, $12.00.

Price incl postage. Order from: Mercury Marine, Publications Department, P.O. Box I10a, Fond Du Lac, Wisc 54935. West Coast States and Florida, add 50cents to above price.


JOHNSON: Available are manuals and parts catalogs for all their motors up to 10 years old for $1 each. (Owners manuals and parts catalogs.)

Service manuals for motors 1968 through 1974 - $5. For motors 1968 and older - $13.50 and less. Prices vary. Prices incl postage. Write to:  Service Department Johnson outboard, Seahorse Drive, Waukegan, Ill.



Evinrude: All models 1964 to date at $4 each: Evinrude Service Department, P.O. Box 663, Milwaukee, Wisc 53201.



Chrysler of Canada, Ltd., Box 10009, Barrie, Ont.

Mercury Marine, 1156 Dundas Highway East, Mississauga,Ont.

­Johnson Outboards Service Dept., OMC of Canada, Ltd., 739 Monaghan Road, Peterborough, Ont.

Evinrude Motors Service Dept. Same Address as for Johnson.



JELLYFISH STINGS: Treat with rubbing alcohol or meat tenderizer which contains papaya juice. Or an aerosol spray of Cortisone.



Derek Baker, when he came to visit the ‘75 Nationals, made a suggestion: which is being pursued by the Executive.


His idea, and it is one that is used by the Alberg 30 association, is that some of the hot shot T22 sailors from other regions would come sail in the Nationals on a loaned boat.


Now don't get all excited and think, "Bloody Likely! Over my dead body. YOU would be the crew on your boat but Harry Hotshot from wherever, Manitoba would arrive with his old sails and sail your boat. With you. ­You would, of course, have a race equipped boat, with the holding tank empty and clam chowder cans off the boat. You would learn all the tricks of go-fasting a T22 in other areas, and you would then, presumably use them to try and catch Phil Whittingstal'. In the mean time, all the local fellows will be able to either show 'em how it's done - or discover that there are still new tricks to learn.


Aside from anything else, the out-of-towners always add a lot to the Saturday night festivities. Pretty wives, for example.



Let us have your: reactions, ideas, boats. If the mail strike ever ends, you can try mailing a letter to us. (we hear its practice still pursued in other countries.)


DECALS: T22. To put on the side of your boat. Or car, or house, or wife? 2 for $1 from Tanzer Industries.



At the last Executive meeting the following rule changes were authorized:

(1) The new "1/4" ton rudder will be allowed as an option on the standard Tanzer 22. But rudders may not be changed during a race or regatta series.

(2)The Seattle factory is authorized to manufacture a fibreglass encapsulated lead composition keel, provided that shape, size, density, weight, and centre of gravity IS Identical to the present Iron keel and even more important, structural soundness must be at least equal to the existing keel. (Note: This is only authorized on a one year trial basis in order to alleviate a supply problem that they are encountering. Should this new keel not meet any of our above provisions, authorization will be withdrawn.) Before being offered as standard equipment, we expect that the Seattle Factory will fully test this keel, and provide the Class Association with full written specifications.

(3) Zipperless shelves are allowed on the mainsail, provided (a) the sail will still measure in, and (b) the same weight sailcloth (ie 5 oz./US) is used for the shelf.

(4) Jiffy reefing headsails are allowed.

(5) When a boat is co-owned by two owners, on request both owners may become "Full" members, however, between them, they have only one vote. That is, one vote per boat.

(6)An owner may borrow a sail, or sails, and use them during a sanctioned event, provided: (a) he has damaged his own sails beyond immediate repair, OR (b) he does not already own a similar sail (a #2 Genoa, for example) and (c) he is entitled to register that sail under rule 3.12. In all cases, this must be cleared with the Class Measurer, and authorized in writing.


Since the beginning we have allowed those owners with Tanzer sails

(i.e., sails bought from the Tanzer factory, or supplied by them, with the boat), to race, even though their sails didn't quite measure in. However, and this has perhaps not been fully understood by all - you have only one year to have your sails corrected. So be warned, if your factory sails didn't measure in this, or last, year, you will be expected to have the fault corrected by next years events. Our measurer will inform all those that we have on record, but the final responsibility rests with you. I can promise, if you place in next years Nationals, and your sails don't have our "approved" stamp, someone will notice and protest. We had a competitor this year who had listed half the sail numbers in the Nationals, and was ready to protest the whole lot on what he thought was improper spinnaker handling! So don't say you haven't been warned.


Sorry to be so sticky, but long gone are those says of our class, when a few of us got together for some fun racing. Like it or not, we have attracted some pretty keen sailors to our class. They race hard and tough. And they expect the rest of us to follow all the rules, to the dot. So, if you have been playing footsy with the rules, be prepared to defend your actions at the protest hearing!