MORE ON CHAINPLATES:
In the last issue we talked about chain plates and what could be done if they were found to be creeping up.
Eric Spencer (Yachting Services) reminded me of a boat we had in our yacht club. This particular owner never paid very much attention to his boat. Tender loving care wasn't something this chap was familiar with.
His V berth cushions lived on the boat, Summer, Winter, Spring and Fall. And I don't think he ever looked under them. As a result, possibly due to a leak somewhere, it was always wet under those cushions. It took a few years, but eventually the wooden bulkhead rotted through. Until there was nothing left of the bulkhead where it was attached to the Fiberglas.
The result. There was nothing to hold it. This owner was constantly complaining that his rigging was stretching until someone from the factory took a look at his boat. Nothing wrong with rigging just the bulkhead! Part of the regular inspection should include looking under those cushions for trapped moisture.
THE SHORT STUFF BY RICK & DOMINIQUE SHOUSHA #622:
We have a new crew on board this year. Her name is Stephanie and she's eight months old, now. Ah ... yes, life changes after you have a kid. And so does sailing your Tanzer 22. We figured out a neat and safe way to bring Stephanie on board with us, and we thought we would share it with parents-to-be (and grandparents, too!).
In the Spring we made some inquiries on how other club members handled having infants on board. Invariably the solution would be to place the baby (with lots of cushions) in the V-berth in front. Well, that was a dismal failure! Stephanie did not appreciate being tossed around and all alone in the V-berth. It appeared as if we were going to have to resort to babysitters if we were to do any racing at all. And that's what we started doing, until one evening in June .....
It was a beautiful evening, with the wind blowing about 10 knots and we were taking part in the Club Nautique Deux Montagne Hudson Race Week. A friend of ours had offered to baby-sit Stephanie on shore, but it was so nice an evening not to go out. So, we packed up, Stephanie, the car seat and our friend and proceeded to go racing. Stephanie spent the evening in the car seat (in the cabin) and we won the race!
However, we faced another problem. How could we secure the car seat so that someone wasn't obliged to sit inside the cabin at all times? Here is where the great idea came in!
We thought of putting the car seat on the port side berth, facing aft, next to where we hang our life jackets. One rope loops around the wooden bulkhead and another loops down into the hanging space and back out the opening in the seat beneath the cushion. In this manner, the car seat only moves a few inches during tacks. We have also placed a life jacket between the car seat and the port wall so that Stephanie's hand does not get caught. (A towel or blanket would do the job, also.) Another great thing about this location is that we can see Stephanie at all times from the cockpit.
We have now taken her on some long and rough trips (i.e. in 25 knots and four foot waves), as well as in several Club races and she has had a great time.
The solution of course, is good for non-crawling infants and we'll have to think of something else for next year. But it certainly made the 1992 season enjoyable for the whole family. Hope it comes in handy for you.
SPARE PARTS BY JOHN CHARTERS:
It is now some six years since the Tanzer factory went bankrupt. 1986 if I am not mistaken. When the company was in full swing, they had a purchasing department and salesmen calling on them from a dozen or more suppliers. Finding parts for the various Tanzer boats wasn't a great problem in those days.
Now, six years later, it is not so easy. Many of the suppliers are also out of business. Many marine manufacturers no longer exist. And there are hardly any sailboat builders left. Possibly because of the recession, marine retailers and ship chandlers, seem to be carrying less and less inventory.
As a result, getting replacement parts for your Tanzer 22 is not nearly as easy as it use to be.
Eric Spencer (who was president of Tanzer Industries Inc., until he sold the company about a year before it closed) now operates Yachting Services" and is one of the best sources of parts for all Tanzers.
Another source is the "Boutique" at the old Tanzer factory. They still have a few Tanzer 22 items left in stock and what they don't have, they may be able to get.
A third source is your own Class Association. Call or write, we may be able to help. We will certainly try.
A fourth source is you, yourself. We would like to compile a "catalogue" of replacement parts for the Tanzer 22. If you have found something that replaces an existing item of hardware, please let us know. Perhaps with a short explanation of how you installed it. Whether or not you were able to use existing holes or if you had to drill new ones. Not for just those hardware items that are particular to the Tanzer 22, but anything on the boat. Replacement parts for winches - heads - bilge pumps. As an example, I bought a pair of used two speed winches from a friend. Made in England by a company called
Gridlestone. I found that they use the same pawls and sprigs as Barlow. But what about Barient and Lewmar? That is the kind of information we are looking for.
And speaking of winches ..... perhaps a few words about them may be useful. Early Tanzers were fitted with Gibb and Barlow winches. Barlow were made in Australia and a first rate product. In the back of my mind I seem to remember that they were bought over by Barient. If this is the case, Barient may very well have replacement parts. Gibb winches used on the Tanzer 22 were generally supplied as halyard winches. And, to be honest, not in the same league as Barlow. Instead of roller bearings, Gibbs had bushings. In time Gibb winches have been known to seize up. Assuming you can disassemble it, the spindle and the bushing can generally be restored as new by cleaning with emery cloth, then oiled.
Later Tanzers came with Arco winches. Made in the United States and the equal of Barlow. Some of the early Arcos came with inferior pawl springs. The company later replaced these springs at no cost. Unfortunately, the Arco winch is no longer made. If I remember, during the time I worked for Tanzer we use to cut springs from another brand of winch, which seemed to work. Unfortunately, I don't remember what spring we used. If anyone has the answer to this, please let me know.
Finally, Lewmar became the standard winch on all Tanzers. I don't think we ever supplied Barient winches. No matter, both Lewmar and Barient are in current production and spare parts should be readily available.
Up until now I have been talking about Tanzers built in Dorion, where in Canada. For many years Tanzer 22s were also built in North Carolina. And under license, in Arlington, WA. It could well be that either of those two factories may have used another brand of winch.
As you well know, I am a great believer in leaving well enough alone. If your winches are working properly, running freely and smoothly, I suggest you resist the temptation to dismantle them. Because those little springs and pawls like to pop out, more often than not, overboard. Any winch is better than one that has lost its working parts. I only clean and grease mine when they absolutely need it.
MAINE 1992 BY JOHN CHARTERS:
For the past three summers, my daughter and her husband have joined us for a week’s cruise of mid-coast Maine. For the first year, they chartered a Cheoy Lee. A nice comfortable boat, but not very fast. We had little trouble keeping up in our Tanzer 22. Last year they rented a Baltic 38. With that boat we had trouble! This year it was a J/40. Even more trouble!
And because we have been cruising Penobscot Bay for nearly 20 years, we have become their unofficial cruise director. Now, it is difficult to direct a cruise from behind. You'd be surprised just how much faster as J/40 is than a Tanzer 22.
This past summer we were joined by another Tanzer 22 member and friend. They chartered a catalina 27. (Nice boat!) The catalina didn't cause us to much trouble, it is not all that much faster than our 22.
But for our next Maine cruise, assuming we will once again be directing a J/40 and a Catalina 27, I intend to rent something a little bigger than a Tanzer 22. I'm telling you now so that if you should see me sailing something other than a Tanzer, you won't think I have jumped ship. I still love my Tanzer(s) and we will still sail the Maine coast in our 22. But for our annual cruise, the time has come to consider something just a little bigger. Something in the 27 to 30 foot category.
I have looked at a couple of 30 footers, an O'Day and a Pearson.
And although there is lots more room below deck and one can walk around with full standing head room - I was disappointed in both their sleeping accommodations. Believe it or not, the V-berth on the Tanzer 22 is bigger than on both the O'Day and the Pearson. The french have long known that couples like to sleep together. Especially on a boat. Seems the North American boat designers have yet to learn this. In both cases, one can make up a large double berth by converting the dinette. But who wants to have to make up the bed each night? I almost bought a Tanzer 25 (a french design) because it had a full double berth under the cockpit and standing headroom (almost) in the stern stateroom. Plus an aft head on the other side.
What we are looking for, is a boat that sleeps two in absolute luxury. And no more! So, if any of you have any suggestions as to what boat we should be looking for, please get in touch.
But, back to this year's cruise. Despite having the slowest boat in the fleet, we did manage to get as far as Northeast Harbor on Mount Desert. Northeast, where even a 40 foot sailboat attracts little, if any, attention. Northeast, where it is fun to row ones dinghy around the moored fleet and ogle the gold plated yachts, both power and sail. It was in Northeast where we were able to rent a float for the night in the middle of the harbor. With the J on one side and our 22 and the Catalina on the other. Made visiting back and forth so simple.
Then on to Somes Sound and Somesville at the head of the Sound.
America's only fjord. Beautiful! Then Bass Harbor. A true fishing port with some of the prettiest lobster boats I have ever seen. It would seem each lobsterman has gone out of his way to have the most attractive boat in the harbor.
Seal Bay on Vinalhaven Island. Another one of our favorite anchorages. When one cruises with a poodle, as we do, overnight stops have to be chosen with a thought to shore access, be it high or low tide. There is a small island with a beach to land at, regardless of the tide. One of the reasons we favor Seal.
We have always tended to start and end our Maine cruise with an overnight stay in Pulpit Harbor. Not because it is so protected. Not even for the magnificent view of the Camden Hills. Nor for the spectacular sunsets. Not even because there is a float at the end of the harbor where it is easy to land and walk the dog. Important though all of the above are, the most important aspect of Pulpit is that it is almost a straight run back to Rockport where we have our mooring. A three or four mile run to the whistle south of Robinson's Rock - a slight alteration of course to the bell off Rockport. Fog or no fog, I can always find my way home.
POR-15 BY JOHN CHARTERS:
You may recall, last spring I tried out a new "anti-rust" product, called POR-15. I promised to report back my findings after a year in the water.
Both my Tanzer 22s have been hauled and by and large, my keel is in just about the best shape it has ever been.
Mind you, there are a few small rust spots on both. However, to be fair I must tell you that in both cases I did not remove all the old anti-fouling paint, nor the original barrier coat of Vitaline Aluminum. As reported, I started to do just this with the boat I keep in salt water, but became discouraged when I found that the keel was heavily coated with body filler. In the end, I just painted those areas with POR-15 and fared 'the keel with body filler then painted with anti-fouling paint.
So, what am I saying? And I guess what I am saying is that this is just about the best product I have used to date. The keel is not perfect, but it is much better than previous years. And much better than some of the other iron keels in our yacht club. I think if I took the trouble to sand down the entire keel and get rid of all the old paint, the results would be just that much better. With POR-15 it is not necessary to grind the keel down to bare, shiny metal. Just enough to remove all and any loose rust. The POR will bond to the rust.
One work of caution. POR-15, once opened, has a very definite shelf life. I only used a half tin - the rest has turned as hard as a rock! I will have to buy a new tin next year. (The manufacturer recommends storing POR-15 in the refrigerator.) Possibly the answer is to decant whatever is left into a smaller container. I must remember to re-read the manufacturer's instructions next Spring.
But, until something better comes along, I will stick with POR-15. It is the best product I have used so far.
The phone number of the manufacturer is 1-800-457-6715 should you want further technical advice or the name of the dealer nearest to you.
MOTOR MOUNT MOD BY JOHN CHARTERS:
I have never been particularly happy with the outboard motor mount that was standard with the earlier Tanzer 22s. Later Tanzers came with a mount that had a lever with several notches so it could be adjusted for height. They work fine. But earlier mounts were held in the up or down position by a lock that was activated by pushing down on a plate. When new this was OK. But with age, the locking mechanism became worn and allowed the motor to drop down every time the boat hit a big wave. A cure for this is to drill a hole through the frame and one of the arms with the mount in the up position and once raised, insert a cotter pin. Bit of a nuisance - but it does work.
The Rolls Royce of motor mounts is the one made by OMC. With its gas filled cylinder that takes almost all the strain out of lifting the engine. It is expensive, but for my boat the best is barely good enough. The only problem is that it is meant to be mounted on a transom with a greater slant than that on the Tanzer 22. In the days when the Tanzer factory was in full operation, they could provide a nice piece of wedge shaped teak to be installed between the mount and the transom.
When it came time to replace the mount on the boat in Maine I took a short cut and installed it directly on the transom. Which was a mistake! The motor, instead of entering the water vertically, is now angled back. Doesn't make a whole lot of difference when motoring at full throttle. But at slow speeds, the aft end of the motor is just enough out of the water and the exhaust, instead of being discharged into the water, exits into the air. And is very noisy! After suffering with this for a couple of years I decided to do something about it. Not having a piece of teak and not wanting to remove the mount anyway, I solved the problem as follows. I bought a couple of much longer stainless steel bolts and a supply of washers. Removed the pad, inserted the washers between pad and bracket at the top. The motor is now vertical and we can motor through the anchorage without a sound.
JOHN CHARTERS ON OUTBOARD MOTORS:
I don't pretend to be an expert on outboard motors but after some 20 years of sailing (and motoring) a Tanzer 22, I have learned a few things. Most of them the hard way!
Particularly the importance of the proper oil/gas ratio. It cost me a new motor! Several years ago I bought a new Johnson 6 HP Sailmaster. To replace my aging 1971 Evinrude 6. The manual recommended a 100/1 gas to oil mixture. And this is what I used until the day the motor seized up! In a later conversation with a Johnson dealer, he told me that the 100/1 ratio might be OK for a motor used on a little tin boat, but he felt that, when used as a sailboat auxiliary, the oil ratio should be increased. His reasoning and I see no reason to disagree, is that by its very nature, an outboard motor on a sailboat, gets very little use. Often days or weeks at a time, it sits on its motor bracket with the boat at a mooring or dock. And what little oil there is left on the cylinder walls and crankshaft, drains off. In addition, the 100/1 ratio is barely enough at best and when the motor is pushed hard, that is, at full throttle driving a 3500 pound sailboat, there may be just too little oil to lubricate properly.
That's the bad news! The good? OMC agreed to replace all the damaged or broken parts at no charge. I had to pay for the labor, which came to $375.00. About a third of the cost of a new motor. In the meantime, while waiting for the old motor to be fixed, I did have to buy a new motor and I see that OMC are back to recommending a 50/1 ratio. If you have been using 100/1 it might be a good idea to check with your local dealer for his advice on whether or not you should increase the oil ratio.
One thing that all outboard motor dealers seem to agree on, is that you must use the proper oil. Either their own brand or one with similar rating. Any old lawn mower oil simply will not do. I now use OMC's own oil and measure very carefully the exact quantity. OMC, by the way, have a very useful plastic measuring cup that is graduated for 25/1, 50/1 and 100/1. Both in liters and gallons. Takes the guesswork out of measuring. (To be continued)
WAYNE FARRANT'S CHART TABLE:
Tanzer 22 sailors are an inventive lot. I guess when one sails a small cruiser like our 22, one has to use every nook and cranny to advantage. On a forty footer there is so much space one hardly needs to be inventive - but on our boat - every inch counts.
Wayne sails Tanzer 22 #1808 and lives in Ajax, Ontario. He was kind enough to send a description of how he installed his chart table.
Wayne has made an extension to the starboard galley area that, when not in use, folds down and is kept from banging by the starboard quarter berth cushion.
In the up position, the chart table is held by a length of 1/8 inch polyester braid, knotted through a hole in the center of the table and snapped to an eye in the headliner.