No. 35 - January 1979


Preamble: While Fleets are the centre of activity for the average Tanzer 22 sailor, Regional activities are also an important part of any one-design class. Some one-design offshore classes have a Regional organization with no National, North American nor World Executive.


The Central International Executive cannot adequately support local gatherings, boat shows, or seminars, which help owners to derive maximum enjoyment and benefit from their ownership. The Class Association's role starts at the moment a new owner takes delivery of his boat.


These Guidelines have been prepared to suggest the role of the Regions and to serve as a stimulus in the formation of Regional Executives. They express the International Executive's viewpoint on the way we can work together. They should be changed from time to time to reflect evolving needs.


Objective: The objective of Regional organization is to assist in fulfilling the aims of the Class Association within a bounded geo­graphic area.


Boundary: A Region can cover an end-to-end distance of between 200 and 600 miles. In the United States, Regions can have the USYRU boundaries. I hope there can be a formal Region whenever the area envisaged contains close to 100 Tanzer 22's. Wherever possible, Regions should cover a group of lakes and waterways through which boats could feasibly move by water to Regional events.


Executive: The Regional Executive has as its head a Vice-President of the Class Association. In addition, it could have a Publicity and Trophy Officer, a Secretary/Treasurer, and a Measurer. An Association Director will have a liaison role with the Regions.


Activities: Regions can arrange Winter Seminars, distribute items of interest to owners such as shirts, jewellery, and class insignia, assist the Tanzer booth at local boat shows, organize gatherings for racing and cruising, and run a Regional Championship. (Anything, in fact, of a 'show, tell and be there' nature.)


Reporting: Each Region is asked to submit an annual report in October to the International Executive which tallies boats owned in the Region (whether members of the Class Association or not) as a check on our membership coverage. The report could also describe the main racing and cruising activities for publication in the International Newsletter to stimulate new ideas in other Regions.


Funding: The International Executive will issue to each Region one quarter of the membership fees paid by those in the Region on the April membership list. This list can be used to issue an informal newsletter in the Region.


A travel grant will be given, approximately ten times the individual annual membership fee, for Regional Champions to attend the North Americans in the following year. The grant will be independent of the distance travelled, except where it involves National or Provin­cial funding. In this case, allowances may be greater than the Association grant, or the Association may use National or Provincial funds in making up the Tanzer 22 grant. National or Provincial grants will often assist the travel of other than the Regional Champion, and may or may not pass through Class funds.


Open Competitions: Regions should run their Regional Championships as open events. Announcements for the International Newsletter need to include a description of launching facilities and costs, and where to write for regatta details. In the case that an outsider wins the event, the travel grant will go to the highest placing sailor from the Region. The grant will not however be transferable between sailors in the Region. If the Regional Champion does not travel to the next North Americans, then the Association grant will not be given.


The International Executive will issue prize flags for the Regional Championships.



A MEMORABLE WEEKEND - a Nova Scotia yarn                               

R. G. Robertson


Ron Robertson and Peter MacQuarrie recently attended the wedding of John Allan Cameron's sister, Marie, in Mabou.


When they set sail from Pictou on Friday, 29th July, with two crew members, Alec and Doug aboard, this was not their schedule. The following is an authentic account, taken from the ship's log:


"Left Pictou at 2145 hrs. and sailed on a heading of 850 until we picked up the Mabou landfall buoy, 9.5 hours later. The distance run was in excess of 70 miles and was made on a starboard reach. As "Isla II" approached Port Hood and Henry Island, Ron was uncere­moniously dumped from his bunk; and after ricocheting off Alec twice, decided that was that, and got up to watch the sunrise over Port Hood Island and the Mabou Mountains. A very fine sunrise, too; but no sign of Ron Day!


On tying up at Mabou, inside the fishermen's jetty, we were immediately greeted with a challenge to fight, which was accepted and then rejected with a better proposal: "Then you've come for the wedding." On the third consecutive invitation from the third Mabou Highlander we met, we were going to the wedding for sure!


The wedding was a great success, as was the reception in the Com­munity Hall. John Allan played, as did about 12 fiddlers, including Buddy McMaster and John "The Foot" Campbell, to name but two. The refreshments were on the house and the bar had to be closed tempora­rily, in order for solid nourishment to be taken. The step dancing grew faster and faster - the whole hall seemed to gyrate, and as the night wore on the perspiration on the men and the bloom on the women was something to behold. That driest of wits, Peter, quipped he could set himself up if he got the dry-cleaning concession.


The CBC were there, merrily filming the events. All good things come to an end, however, and the four voyageurs strolled back~ to the North-East Mabou River Inlet, using a piece more of the road than they had several hours earlier.


On Sunday the wind freshened to near gale force, and we wisely decided to stay land-locked. A converted 55' fishing vessel, registered in Lunenburg, and sailing out of Montreal, came into harbour in the late morning as she was taking water and rolling heavily in the rising sea. On Sunday evening we were kindly invited aboard and had a fine Ceilidh, well supported by the crew of the "Edward W”. Alec - guitar, Doug - vocal, Ron - mouth organ. (Peter had better get something together before next year.)


The trip back was longer - 23 hours, to be precise. We tacked almost to Murray River, P.E.I. and then for Pictou. We had light winds, strong winds, no wind, fog, and our navigator who'd shone on the way up got a bit slack - he may have to be replaced. However, we eventually made it, albeit a little tired."


How many recollect Kenneth Grahame' s "Wind in the Willows" when Water Rat said to Mole, "Believe me, my young friend. There is nothing, absolutely nothing, half so much worth doing as simply messing about in boats." We messed about and believe that famous remark.


We congratulate ISLA II, pronounced ISLE - AH-TOO - a fine wee boat.




Mike Leiter, no. 618, 4764 Roslyn Ave., Montreal, Que., Canada.


Let's face it, fellow T22 owners, the T22 is not the best boat for singlehanded sailing. It can be improved by a few minor changes, but some problems remain. I find that our large and roomy cockpit, while being super for cruising and racing, causes a few problems for short handed sailing. The helmsman is too far from the jib sheets and winches. If you have a mainsheet traveller, things are just that much worse. The helmsman becomes imprisoned in the after part of the cockpit, or enjoys badly bruised shins.


Recently I was out day sailing with my wife and another couple. The wind was perfect and everything was perfect - except that I kept running out of lake. In the middle of a good story, in the middle of a bad story, in the middle of lunch, or other inopportune times, everything had to be interrupted in order to tack. My wife was either below or eating, the friends were sunbathing or eating, I was helming or eating. Or drinking. I don't object to the functions of either eating or sailing; but object to tacking when my hands are full of chicken leg, cigarette, beer, tiller, suntan lotion, insect repellent.


Back to the story: I was feeling too lazy to tack. ENTER SELF TACKING JIB. The working jib is too large to self tack. It over­laps the mast a bit and has to be sheeted well aft the mast. At the time I was considering this problem, I was considering the state of my bank account. Like squeezing chicken soup out of a rubber duck, I wanted to have a new jib made that would be shorter at the foot, longer on the luff and leech so as to easily clear the mast. The resolution to this problem is obviously the storm jib! It qualifies for two very good reasons: 1. It is very cheap because 2. We already have one. Usually.


Obviously, I used the storm jib; and was surprised how very well the boat sailed. After all, we know that the T22 is, really, an over canvassed boat.


To rig the storm jib for self tacking will cost between $5 and $15, 15 - 45 Francs, or 200,000 to 800,000 Slotnics, depending on where you live. (If you live north of the Canadian - U.S. border, forget the whole thing and buy an ice boat!)


Untie the sheets. Use just one long sheet on the storm jib. Shackle a block on the mast. Tie a second block on a pendant to the cleat on the fore deck. If you want to be fancy, you can mount a turning block permanently on the fore deck, off to either side and approxi­mately 3' forward of the mast. The rest of the hardware is already mounted on the deck. I used the fairlead block for the working jib, the snubbing winch and cam cleat for same.


A proper self tacking jib should have a boom, or at least a traveller. Ours doesn't have either. The main problem is the hatch. There isn't enough room aft of the hatch to mount one. Forward of the hatch, the foredeck gets pretty small, and it didn't seem quite worth the additional clutter for my purpose. On the other hand, if some­one uses this sail combination a great deal, or lives in a windy area, it might be worthwhile to try and squeeze a traveller into that area. (Addendum: On further consideration, I think it WOULD be possible to use a club footed jib. I'll try my idea out this summer and report back in next January's Newsletter.)


Tension on the leech and luff can be adjusted by raising or lowering the block on the mast. I mounted a small piece of track on the mast for this purpose. A block shackled to the car rides on the track.


I found the performance adequate in winds of 8 MPH and over. The boat points quite well and seems to have sufficient speed for cruising and day sailing.


I wouldn’t’ race a T22 with this rig, but I'm sure most of you would be surprised at the ease of handling and the very good performance. And you can eat your lunch, tack and relax without moving anything but the tiller.





John Charters


Most of the time when I'm single handing, I lead the working jib sheets through the Genoa fairleads (on the Genoa track) aft to the turning block and forward to the Genoa winches. Even though the sheeting angle is wider than when you use the regular jib track, performance to windward is almost as good. In light winds I use the leeward winch and sail from the leeward side. In heavy winds, I lead the sheet around the leeward winch, across to the windward one - and use that winch. I use clam cleats, mounted vertically on the cockpit coaming below the winches, just aft of the winch handle pockets, instead of the type normally fitted by the factory. This is much faster and easier to use - and leaves the coaming free for crew to sit on.


All this assumes your boat is fitted with Genoa gear. If it is not, and you don't want to go to the trouble and expense of two more winches, here are some of the methods I've used.


Lash the tiller. A line from one of the stern mooring cleats lead across and once around the tiller and cleated to the other stern cleat. Leave a little slack in the line - so you can steer the boat. Whenever you want to secure the helm, just raise the tiller so the line jams tight. This is how I sail in light to moderate winds, and my boat will steer herself for miles on end so long as the wind is steady. I tack, freeing the jib sheet as I go, secure the helm, then go forward, winch in the jib and cleat it, then go back to the helm. Works fine. I have mounted a couple of cam cleats on the bulkhead, just below the jib winches, and generally use these - leading the bitter end of the jib sheets aft along the cockpit seats, so I can reach them.


This does not work so well in heavy winds as waves or sudden gusts will upset the boat's heading and she'll tack back again, or jibe while I'm busy trying to sheet the jib. This is when the Genoa gear works best, as you really need the additional purchase of a winch to get that jib in when it's blowing 20 knots! Even with a storm jib, a winch is needed. . . So, if you confine your single handing to reasonable winds, you should be able to get by with standard equipment. You could add a clam cleat somewhere near the stern mooring cleat - then you can take a few turns around the jib winch, run the sheet aft (crossed over or not) and cleat. I have used this method, and it works quite well. Mount the cleats on a slight angle so that it is more or less in line with both winches.




A suggestion for better location of sounds heard in the fog. Richard L. Day, Westbrook, CT.


NOTE: Much good advice has been given to those who indulge in fog prowling in Maine and the Maritimes: learn to use your ears, eyes, compass and lead line (or depth sounder). Get echoes off land and fog banks with your horn. Listen for the swish of waves on rocks. Radar and Loran are fine if you can afford them, but they won't keep the rock that's 25 yards away from coming up and hitting you. If there are only 4 eyes on board, one pair on the compass, it is best for the other pair to be up forward-rather than going half blind looking at a radar screen. The following paragraphs suggest a new idea on how to use the two pairs of ears if you are cruising a deux.


After half an hour heading straight for a bell buoy, you suddenly hear the bell. But where, exactly, did the sound come from? Three dimensional sound ("stereo" to the hi-fi music fan) has a peculiarity that may confuse the fog navigator. There is a pie shaped segment of the 360 degree horizon, directly in front of you, where there is no three dimensional sound, and you can't tell where the buoy is.

It may not even sound ahead, but seem to be unlocatable. Those who have been up forward and heard a buoy under the conditions I have described have often noticed this phenomenon. Then, if the helmsman veers a bit and you hear the buoy again, off to one side, you get a clear idea of where it is. The point of the pie shaped segment is where you stand, and it has an angle of about 30 degrees. If the buoy is to one side of this, you get a good idea of where it is. But if it is in front of you, you can't. There is a similar, but less definite, area of difficult locatability directly behind you. But in the 150 degree pie segment to the right and the 150 degree pie to the left, location is remarkably accurate. The crew member who is forward lookout should (and of course always does) look in different directions. This also helps in listening. Cupping the ears also helps, if you can get an elbow around a stay or shroud to keep from falling overboard.


Sailors who also fancy themselves stereo experts may (or may not) know that in most seats in most concert halls, the orchestra probably, the chamber music group almost certainly, and the soloist definitely make their music within the pie segment I have described -- there is no stereo effect. With a big orchestra and a seat near the front you can close your eyes and locate the violins on the left and the cellos on the right. But what the modern exaggerated hi-fi recording has done is entirely different: the "stereo effect" is a fake, obtained by feeding higher frequencies into the left channel, and the low frequencies into the right half. With ear phones on you feel bathed in sound. With speakers in a room most of this is lost because you hear both channels with both ears, or, you mentally "tune out" one speaker or the other. The ear phone sound is not what the musician intended to produce. Me, I like to hear music like it is and not souped up. I also like to hear one bell buoy where it is. Certainly there is no sweeter sound than that of the bell you've been looking for and I hope this musical discussion will help you remember to turn your head when you listen.




From 1978 Annual General Meeting


Article v: To read: "There shall be a President, Secretary Treasurer, a Chief Measurer and at least two Directors." Passed.


Article B III: "ONE DESIGN" - add after the first sentence, "The specifications detail the extent of variation permitted." Passed.


Rule 1.2 add: "The use of any design variation not specified in these Rules which could be considered to have an effect on the speed or performance of the Tanzer 22 is prohibited." (The operative words are "use of" as the intent is not to make members who race MORC, IOR, etc. uncompetitive.)


Motion by D. Anderson: Any change made or contemplated which may have an effect on speed or performance must be submitted to the Chief Measurer for approval.


3.12 A new sail of a given dimension may be registered only if the previously registered sail is over 2 years old, unless it has been irreparably destroyed or lost. There is no restriction on changing sails during a race.


3.14 Alter last sentence to read: "The top measuring point of the luff and leech of the mainsail shall be the highest point of the sail projected perpendicularly to the leading edge of the boltrope or its extension. The measurement point of the tack shall be the intersection of luff and foot, disregarding any hollow in the area of the gooseneck." See next page.


3.21 Change "width" to "girth". Add: "The mid-point of the leech shall be determined by folding the head to the clew, and the quarter and three-quarter leech points by folding the clew and head respectively to the mid-point of the leech.


The corresponding points of the luff shall be determined in a likewise manner using head and tack measuring points. (See 3.14). The girths of the quarter heights are obtained by measuring the flattened-out sail between the corresponding points on the leech and luff.


3.24 Change the last two lines to: "At that point the leech shall not be more than 6" (152 mm) from the forward edge of the boltrope, measured perpendicular to the boltrope.


3.31 After "storm jib - design optional - maximum of 55 sq.' (5.1 m2) add: "Measure as follows: obtain luff, leech and foot measure­ments in the same way as other headsails and apply the formula

A = SQRT [s (s-a) (s-b) (s-c)] where s = (a+b+c)/2 (the semi perimeter) and a, b, and c are the three measurements, disregarding any roach areas.


The Chief Measurer will prepare a measurement handbook, with diagrams, to assist the Regions and sail makers with measuring. It is pointed out that the above clarifications are to get our methods in line with IYRU procedure, and are not retroactive. Any registered sail may be used, even if under the new method it might be disallowed.





Ed Menegaux


Don't remove your rub rail completely when you re-caulk your hull-deck flange joint. However, should you fail to heed this advice, here is how a Tanzer 28 owner got the giant rubber band stretched back around his boat:

1) Place rub rail at base of bow pulpit and outboard of it. Run it aft inside the toe rail forward of bow cabin hatch. From there aft, run it outside of toe rail.

2) Rescrew both sides of rail at the stern. You probably will not be able to insert all screws in original holes, but starting at end, insert all you can.

3) I tried a variety of ways to accomplish this next step, and this one worked. Sit on bow and grasp base of bow pulpit. I had a wooden frame I used to support my back. Insert heels of both feet into bow portion of rub rail and SLOWLY apply pressure so that it stretches. It will go over the flange at the bow.

4) Now go to the stern to work on placing rub rail over stern corner flange. Use same approach of using muscle strength to stretch rail over edge of cockpit. I used two tire irons to slowly stretch the rail over the flange. Pads must be used on flange so one does not crush the fibreglass of the flange.

5) After both corners are on, it is a simple task to pull the rub rail over the flange along the length of the boat. Then you can insert the rest of the screws.