No. 29 - November 1977

ROLLER FURLING

 

For those of you who 'are not interested in racing under our Class Rules ­and use roller-furling jibs, we have a consumer report. Until this year we used the Schaeffer system. In winds over about 20 knots it was an absolute beast to roll up. When it was really windy, we'd run, with the jib in the lee of the main, with the engine on full forward, to take as much pressure off the sail as possible. Then two strong men could just get it in, using the winch. Once we had to drop it.

 

As it flies on its own luff wire, I invite you to imagine a sail attached at head and tack (and clew) only, in a 40 knot wind as you start to lower away. Pulls you right down, it does. But we were able to drag it out of the water and get it aboard. So, this year we sold it to a friend (not the same friend we sold an old car to).

 

We now have the Mariner. It's great. It is an integral part of our fore­stay - a new, larger forestay. (We've seen it installed just aft the forestay, however.) The sail hanks on - so you can roll up whatever jib is up at the moment. It ALWAYS works. No engine, no winching, no-gorillas. Even I can roll it up alone, in every wind. The luff length is critical so that the parts mate properly when the sail is raised. You might need some cut off the foot of a sail. Or you might need a pendant. The installation must be done by a professional rigger. The size of our new forestay is the same as that on a Whitby 42 (I think), so we feel secure that it's strong enough. At the deck fitting, there is a 1/2 turnbuckle business, so you can adjust the length(which you cannot do with the Hood system. 1976 vintage, anyway.). In fairness to the Schaeffer people - they have a good reputation and it is possible that our previous owner had installed a too small unit. Or maybe we never learned to use it properly. We'd like your comments.

 

 

SHAKEDOWN IN NORTHUMBERLAND STRAIT

Keith Ayling

 

Two factory fresh Tanzer 22s were given a thorough initiation to the sometimes unforgiving waters of Northumberland Strait early this season when lack of funds for trailers necessitated a week long cruise from Pictou, Nova Scotia, to their home port of Shediac, New Brunswick. Although the trailers were missed, the cruise was eagerly anticipated by four adventuresome sailors.

 

We had both purchased the new-boats this past winter and had worked for months getting things ready for the trip, which turned out to be a true endurance test between man and boat, and the sea.

 

The long May 24th weekend gave us time to get the bugs out in the waters of Pictou Harbour. The only major problem occurred when I dis­covered that the main stays had not been properly secured in the haste to launch my new craft. Believe me, one person CAN drop the main, furl the jib, start the motor and secure the stays in under three minutes: But enough for the preamble!

 

The following weekend both the Rakish IV and the Fluffy II were equipped with enough provisions for at least a week, including steaks, wine and barbeques. Spending the first night at our dealer's fine marina, we awoke to a light frost and cold feet. However, the weather was fine and the winds fair . . .  Too fair, in fact, as we had to motor out of the harbour and into the Caribou Channel. We did manage to hoist full sail about two hours out and we enjoyed the first thrills of racing. Fluffy II can out run Rakish IV any time in a blow; but when the wind drops below 5 or 6 knots, it becomes the other way around.

 

Day one turned out to be a slow one. We only covered about 15 miles. Lots of gas burned and time to watch a few seals and porpoises swim past.

 

Our first night out was spent at a small wharf called MacDonalds Cove, rafted to the local lobster fishing fleet. If Nova Scotia ever had a reputation for hospitality, it must have originated here. The locals offered us transportation, tips on how to keep from going aground behind the small breakwater and live lobster at $1.50 a pound: The lobster took 20 minutes to boil, and was superb with white wine imported from the sail locker. We spent a very comfortable night, and didn't hear the fishing fleet leave for the lobster grounds at 5 AM. After all, they had said they wouldn't waken us.

 

We headed out across the Strait for Charlottetown, Prince Edward Island, around seven, and had another day of sailing, motoring and motor-sailing. We managed some sun bathing, but late May is still too early for this activity in our part of the country. Actually, most of the trip long johns, sweaters and foul weather gear were the order of the day.

 

After finally entering Hillsborough Bay, we did hoist the Jenny and main for a sparkling sail into Charlottetown, tying up at the CYC around 8 PM. The floating visitors dock provided a comfortable setting for the evening and an excellent view of the many Government patrol boats moored at the adjacent Federal wharf.

 

Rakish IV originally wanted to spend an extra day in Charlottetown, but the weatherman helped persuade him that an immediate sailing the next morning for Summerside, PEI, was in order, since a fully equipped marina awaited us. We all knew that if we were going to be storm stayed, Summerside was the place.

 

Heading out for a day's sail that was to cover about 50 miles, we all thought that this was to be a time for our best sailing yet. Most of the day was beautiful, sailing north along the coast of P.E.I . . . even more colourful from the water than from the Trans-Canada Highway! Everything ran smoothly until late in the afternoon as we approached Victoria. We knew we had to keep well out into the Strait as the Tryon Shoals stretch seaward roughly two, miles. This sand bank is dry at low water for over 1 ½ miles off shore.

 

As we began our offshore tack, the wind velocity began to pick up. With a number 2 Jenny and full main, we had our hands full . . . knowing full well that the working jib and a reefed main would be more suitable. We estimated the winds gusting to 25, and after reaching the two mile light and bell buoy, the decision was made to get some sail down. Rakish IV had already done so.

 

The winds were now gusting up to 30 knots, and - with safety gear on - we managed to get the jenny down and the jib up. We lost ground and feared for awhile we might be drawn back onto the bar; but with luck and some expert work on the part of the crew, Fluffy II managed to pass the offending threat. By this time, however, the wind was coming almost 45 degrees across the bow and holding steady at at least 30. It was to increase as evening approached.

 

We held a steady course as we passed Port Borden and the main car ferry route between New Brunswick and P.E.I. It was wet, cold and very windy; but our Tanzer seemed to be bearing up well under the adverse circumstances. It was getting late and we still had 15 miles to go. We had to clear Seacow Head prior to entering Bedeque Bay and Summerside Harbour.

 

Then the wind really let loose. We heard next morning that gusts had reached 40 knots. Turning tail into Bedeque Bay, we had the wind on our stern and a full surf to contend with. It was pitch black and we only had the light at Indian Head to tell us where Summerside was. We had lost sight of Rakish IV, and wouldn't see her again until docking.

 

We finally made the entrance to Summerside Harbour and were thankful to see the brilliant range lights. We were spilling all the wind we could, yet failed to slow even a knot. Knowing that the outer range light was located at the end of the Government Wharf, we had to slow down somehow to make the entrance to the marina. Guessing that the time was right, we rounded up and managed to get the sails down ­but not before an expensive watch went overboard. Even with our 4 1/2  Merc running at top speed, we could just hold our own into the wind until, the gear was stowed.

 

Our arrival in Summerside was something never to be forgotten. Some SYC members are still wondering why two idiot T22 owners decided to arrive in the middle of a gale at 11 PM: We didn't have any choice! Believe me, it didn't take long to get a berth, tie up and hit the sack.

 

Next morning we awoke to find the storm still in full fury, and it remained so for two full days. But, as it turned out, Summerside Yacht Club has to be the hospitality centre of the island. We were offered complete facilities from hot showers to hot meals and a well stocked beverage room. For two days we were fully entertained and also took time to make a few minor repairs to the boats.

 

Summerside has a shopping centre located next to the marina, and if you look hard enough, you'll find everything from soup to nuts.

 

Our Summerside visit would make a story in itself, but after waiting for two days, we knew the time had come to attempt the final 40 mile hop home to Shediac. Saturday, June 4th was D day.

 

Saturday dawned wet, very wet; but the wind had moderated to 10 - 15 knots. We dressed in foul weather gear, and after final thanks and farewells we set sail. Both boats cleared Indian Head together, and that was the last time we were to see each other until the Fairway buoy outside Shediac. The fog encompassed us, with visibility down to less than 100 yards. Today was the day to rely on the newly installed compass. We sloshed through fog and dying winds until about 4 PM, when we suddenly realised the dark area ahead wasn't heavy rain, but Cape Bald. At least we had made New Brunswick. Now, only 15 odd miles up the coast and we'd be home. Naturally, it was at this point that the wind decided to go back to its usual 20 - 25 knot range, coming right from where we wanted to go. A lot of tacking got us to the entrance of Shediac Harbour, where we spotted our partner - ­right on time, and a better navigator! He had hit it right on the button.

 

By 6 PM we had made it to Shediac Bay Yacht Club and a safe mooring. Home, at last, with enough stories to last us for the summer.

 

Looking back on that week, we have discovered a lot about ourselves and our boats. It was a trip not recommended for beginners. We estimated our total distance to be about 150 miles in four full days of sailing. The trip was almost entirely due North - and for some strange reason, the wind kept blowing from the north all week. Oh well, what better way to break in two new boats?

 

 

RADAR REFLECTOR mounting: A radar reflector MUST be assembled so that the plates are at right angles to each other and should be mounted NOT point up, but in the "catch water position". Most need new holes drilled in order to achieve this. The angle you see below is the one that should "look" at the sky:

 

The captain of a ferry boat tells us that fibreglass boats give a better return than wood ones.

 

Most radars are incorrectly mounted so that either an edge or a point face up; and we even have seen a government buoy with the radar so mounted.

 

 

HOW TO MOUNT YOUR DEPTHSOUNDER IN MINERAL OIL

Don Crandall (exT22 no. 44)


As sound waves pass through oil much better than through water, it is preferable to use this when installing a depth sounder inside, rather than through, the hull. Contrary to what I have read in Newsletter 28, it IS possible to mount in such a manner that the oil will not leak out. I introduce you to White Lightning (auto body filler), which is useful for many things around a boat.

 

1. Obtain 6" black PVC pipe, with the ID to fit your transducer. (ABC is not black, and you want PVC.)

2. Cut the bottom end of this pipe at such an angle that it will conform to the shape (angle) of your hull.

3.  You want a cheapie plastic cap for the top end of the pipe (12cent type). Drill a ½” hole in the middle of this cap.

4.   Sand the area of your hull and the bottom of the pipe thoroughly.

5.   Smear bottom of PVC pipe with lots of auto body filler (White Lightning). (Mix in catalyst according to directions first.) Smear OUTSIDE, not INSIDE, the pipe, using LOTS of the stuff, and going up about an inch or so.

6.  Place pipe against the hull and hold upright for a minute or so, until the body filler stiffens. It will sludge down the sides a bit, and onto the hull, to form a cone shaped base.

7.   Let filler dry (cure) for an hour. Then, pour in a small amount of mineral oil (1/4" or less) and check for leaks. If there are any, remove the oil and slop on more putty on the outside.

8.   When you are sure there are no leaks, put in 2" of mineral oil, feed transducer cable through the ½” hole in the cap. Bolt the transducer pipe with 2 plastic bolts (provided) to the cap. Insert the transducer down the PVC pipe, making sure that the transducer head just barely touches the hull. Adjust 2 nuts so that cap fits over the PVC pipe.

9. Lead cable where you want it to go.

 

Mineral oil can be obtained at any drugstore. I use the Seafarer Mark III depth sounder and have found it perfectly satisfactory mounted in this manner.

 

 

MORE FROM JACQUES D'AVIGNON

 

SAILS: The large Genoa is not suited for cruising. I had mine recut by GENCO in Toronto. 10 square feet were removed, raising the clew about 3'. It is now possible to see very well under the sail. In my opinion, it is unsafe to cruise with a deck-sweeper. Good working sails for cruising can be obtained from Stevens and Sons, Second Peninsula, Lunenberg, Nova Scotia. Mr. Stevens made me a top quality, rugged storm jib at a price you wouldn't believe. I have been told this is the company that made sails for Bluenose and the Bluenose II. Worth checking - service was fast (3 weeks in the Spring:) Send in your $$ with the order. Sails from Stevens are used by many cruising sailors in the States, some as far away as Texas and California.

They also make racing sails. I had good old fashioned reef points put on my mainsail. They are efficient and do not require elaborate rigging.

 

WIND SCOOP FOR THE FORWARD HATCH: Maybe you have seen the wind scoop advertised to force air down the forward hatch when at anchor. It looks like a triangle that you hang from a halyard, the four corners tied down to the hatch corners. The price quoted in the ads I've seen is $25 and up to $50. We made one ourselves from unbleached cotton for $4.50.

 

Our scoop is about 5' tall. You cut two triangles, hem the sides so they don't fray, then sew them down the middle. Put a loop at the apex to hang from the halyard. Put 4 loops of elastic at the corners and secure inside the hatch opening. You can still put in your screen; and, believe me, you get quite a bit of air coming down into the cabin.

 

REFRIGERATION: This year we gave up the ice box and used it for storage. For refrigeration, I looked into putting in a solid state cooling unit. This was not possible for a variety of reasons: in­sufficient insulation, icebox being the front-loading type, and no place to put the unit and get good ventilation for the hot side of the unit.

 

Instead, I bought a Frostpack. Good investment. But you need to revamp your electrical system to add an extra battery. This year I had a few problems because the batteries were not large enough, but the system is very workable. At home, it can be precooled on a battery charger. It will then work well for a weekend cruise. Your batteries will be dead by Sunday night, but your food will be cold all weekend.

 

WATER UNDER THE FORWARD BUNK CUSHIONS: I have heard many owners complain about this problem; but no one seemed to know where the water came from. I was finally able to trace mine - but found it came from the galley! The galley counter slopes slightly towards the fiddle and also forward. If you spill any water, it runs along the counter to the bulkhead. It keeps running down hill, which means along the bulkhead until it finds a hole to seep in. There is such a hole: between the bulkhead and the outside "wall". Then, where does it filter to? The forward bunks. Once you find tomato juice under the cushions, the source is easy to trace!

 

To cure: Get everything very dry and seal with silicone sealing compound. OR, we decided to cover the entire counter with a piece of metal (remember I wrote about heat from the stove, earlier?). We removed the sink and pump, and placed on the counter a metal "tray" - or, box with no lid. We cut holes for the sink and pump, and now have a fire-proof, spill-proof galley counter. In a small shop's scrap heap I found 1/16" copper, and used that. This tray also contains any-spilled, burning, alcohol.

 

ELECTRICAL SYSTEM: Now, this subject could be made into a full article, all by itself. For starters, let me tell you that rewiring a Tanzer 22 takes A LOT of wire: about 250 feet twin conductors. Also required: a lot of patience and ingenuity.

 

I installed an extra battery with a main switch, a new switch panel, an outlet for a SW radio, a plug for the Frostpack and a plug far a hand spotlight in the cockpit. Also, the compass light was connected, and the VDO light. The depth sounder was on a separate circuit, an extra reading light was installed in the forward cabin over the bunk, and a night light installed on the port fiddle near the table. Took about five days, and a few cases of beer!

 

In order to put in a second battery, it was decided to place both batteries in cases, on the cabin sole at the aft end of the cabin, underneath the cockpit. The switch panel, main switch were installed where the old switch panel was positioned. Size 8 wire was used between the battery bank and the switches. A new fuse and junction panel was fabricated and bolted down over the old battery rack under the forward starboard bunk. I find that the extra weight of the batteries aft the center of gravity has balanced the boat better. I hardly need to hold the tiller, reaching under jib and main.

 

The plug for a spotlight in the cockpit was installed on the forward side of the traveller. It has been very useful. While rewiring, I took care to leave extra circuits for a VHF radio and masthead light.

 

If anyone is interested in expanding his electrical system, I would advise him to plan it out very carefully, with diagrams, allowing for equipment you may want to add later. It's not a job to under­take every year!

 

A WATER TIGHT HULL DECK JOIN! George and Katy Selkirk swear they don't get a drop in! The rub rail was removed and the rivets replaced by SS bolts 3" centres. The seam was filled with compound 2000 and the rub rail reinstalled. WARNING: Rub-rail removal is NOT a job for amateurs. Getting it back on requires a stretching job you aren't capable of.

 

 

WINTER STORAGE

WARNING: Some people are putting anti-freeze in their heads and holding tanks. DON'T. The word is that it's bad. Drain well after cleaning and you are all set for the winter. Leave seacocks and thru-hulls OPEN. Remove plastic hoses and let drain. The Skipper on Tarka II blows all the water out of all lines and pumps (an advantage of being a trumpet player); but there is an edible antifreeze on the market. No, it's not gin. We've never-used it for either the pumps or us - and we're all OK!

 

DON'T leave your sails on the damp garage or basement floor. Store them clean, dry, loosely flaked and in a dry place.

Take the batteries out of any battery operated equipment, lights, etc. that are stored over the winter.

 

 

SUPPLEMENT QUEBECOIS - trucs et astuces

Pierre Biron, no. 201

 

Un sac a mouillage

Si vous avez un second mouillage il faudra le ranger dans un coffre de cockpit. Voici un sac qui assurera un faible encombrement et qui de surcroit permet en cas d'urgence de sortir le mouillage, fixer le cablot a un taquet et mouiller l'ancre en quelques secondes. Voir le premier croquis. Un sac de toile d'environ 12" x 18" est perce en son fond pour permettre le passage de l'extremite du eablot terminee par rien de moins solide qu'une epissure en oeil ou un noeud de chaise. Une cosse entourera ce trou pour le solidifier. Vous entassez toute la chaine et le cordage ainsi que la verge de l'ancre dans le sac, ne laissant depasser a l'exterieur que le diamant et les pattes de l'ancre. L'ouverture du sac est refermee par un cordage de 1/4" qui sert egalement au transport. Pour mouiller il ne reste qu'a sortir le sac de son coffre, amarrer la boucle du cablot a un taquet et jeter l'ancre a l'eau. Le tout en moins de 5 secondes. L'an dernier un voilier (pas un Tanzer 22 evidemment) faisait des ronds au moteur devant un pont du Richelieu qui tardait a s'ouvrir; le moteur manqua, le courant l'entraina sous le pont mais le mat prefera demeurer en amont du pont! Un mouillage rapide ou ncore des voiles pretes a hisser, l'aurait pourtant sauve.

 

 

 

Premier croquis

 

 

EN FRANCAIS - 3 words to 1


When you're anchored, you sometimes yaw back and forth - swinging at anchor, or evitage. Eviter means swing at anchor and the cercle d'evitage is the swinging circle.

 

The radio direction finder is long to say, and we usually say RDF; but we don't use initials in french because the word is goniometre, usually called the gonio.

 

A shock cord tie holds the mainsail after furling it. A ferlette does the same, and expresses the fact that the sail has been furled, since the verb is ferler. You can use raban from the verb rabanter, but I find ferlette more descriptive.

 

 
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