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Where can I get a copy of original plans and manual for my particular model and year Pearson? |
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When the Pearson Yacht Corporation declared bankruptcy, all assets were put into receivership until the lawyers had worked through the details of closing the company down. An auction was held on the inventory of parts, some machinery, etc., however the architectural drawings were not included in that sale. Some of them were distributed to one of the managers of the firm and we have been trying to make them available to members and others who need them to undertake repair work, re-fits, and general maintenance. The NPYOA even secured a not-for-profit maritime museum that would be willing to assume ownership of the materials and make them available. At this point that effort is underway, and we will certainly keep members informed of our progress.
One factor needs to be considered with this request. Given the number of years that have past and the several changes that have been made to most Pearsons, the original plans will be of limited real value.
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What do I need to do to my particular Pearson to take it off shore? |
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This has turned out to be the most frequently asked question to the NPYOA. We have asked the Naval Architect of almost all Pearson Yachts, Bill Shaw, to address the question, and he has done that in the form of an article in one of the issues of the Pearson Current, the official newsletter of the association. Given the ongoing importance of this issue to so many members of the NPYOA, we have decided to create a separate page within our web site to help members with answers to this question. Look for this page later this summer.
The bottom line to Bill Shaw centers on two critical factors. Firstly, Pearsons were designed and built with the state of knowledge available at the time. Much has been learned since then. This facet makes boats ten, twenty or thirty years old lacking in basic technology and design components currently employed in production.
Secondly, the primary market Pearson was serving consisted of the weekend family boater who at most would take a two to three week coastal cruise. Most of the Pearson buyers sought a higher degree of comfort below, and larger cockpits than an offshore boat should have. Most importantly Pearson had to meet a pricing structure that just did not support the design components that are critical for extended offshore passages.
Having said this, it is also recognized that many Pearson's and indeed many members of the NPYOA, are currently cruising in virtually all oceans and waters in the world. Many more clearly intend to do the same. Look for our offshore page for more detailed information and ongoing dialogue among members as well as resources and sources of information on the question of offshore sailing.
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We often get questions related to the source of original equipment and manufactures that were used on their specific Pearson. Rub rails, curtains, upholstery, deck gear, and port lights make up those most requested. The objective on the part of most Pearson owners is to bring their boat back to its original condition.
The fact is after so many years, that even if we could find these manufacturers, they most likely would not be producing the same lines originally bought by Pearson.
We are attempting to locate as many original suppliers as possible, however, our main attention is seeking replacement parts and equipment that work for member's boats and meets current safety and operating standards.
Visit our parts and equipment page (currently available only on The Pearson Current newsletter) for sources we have identified to date. Much of the information on this page is from NPYOA members who have found the sources and solved issues for their specific Pearson.
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Propellers are a major concern for all boaters. This is especially true for sailors who like having a robust prop to get them out of trouble when needed, but want nothing at the end of their shafts while under sail. We are often asked what prop recommendations we can make for a specific Pearson when the member is looking at a new folding type or when changing engines or transmissions. |
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The answer to this question cannot be determined without a detailed inspection of the specific boat, the equipment that has been added to it, the type of sailing and in what waters, to mention only a few of the factors involved. Those who race have an entirely different set of concerns over those who are primarily cruisers.
Our experience is that the only person who can answer this question is a professional who can actually go on your boat, check out its current displacement, powerhouse configuration and go sailing with the owner. This is the only way to get the best, most relevant information as to prop size and pitch, for it is a very specific recommendation for each boat.
If you are considering a new engine, transmission or even a new prop, another valuable source will be the manufacturer of the equipment you are buying. Their experience with the specs and of their equipment is both critical and most likely the most informed. They should however visit your boat and take it out for a sail.
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What is the maximum pressure I can put on my hydraulic backstay adjuster? |
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The pressure should not exceed 25% of the breaking strength of the wire. Listed below are some breaking strength values for various wires used in the production of Pearson Yachts. It should be recognized that the 25% guideline is a conservative figure but other factors such as hull type, mast height, and sail plan also play a part in the total tension on the standing rigging.
Wire Size:
5/32
3/16
7/32
1/4
9/32 |
Breaking Strength:
3300
4700
6300
8200
10,300 |
Take 25% of these values for maximum pressure.
It should also be recognized that most boat manufacturers do not include backstay adjusters in their warrantee for, it is impossible to monitor the amount of pressure applied at any point in time and serious damage to the hull and rigging can occur if too much is used.
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