The Pearson
Current
VOL. 2, #2
1995
Index for this issue
PUBLISHER’S LOG
RENDEZVOUS AT NEWPORT
A report to NPYOA members
BILL SHAW ANSWERS THE MAIL
MEMBER NOTES, INQUIRIES and TIPS
SPECIAL NOTICE TO ALL NPYOA MEMBERS
PUBLISHER’S NOTE
NAUTICA
Sailing terms and expressions
AT THE SAIL-EXPO CRUISERS DINNER
a photo gallery
I must confess that I would rather be sailing, but we promised at least four issues of the Pearson Current each year and so I must sit in my office on a bright sunny day with at least ten knots of breeze out of the southwest tugging at "Satori" as she sits neglected at her berth. Actually, I feel very good about this issue of the Current because we have just completed our first Annual NPYOA Rendezvous at Newport, RI and by all accounts, it was a tremendous success. On the day before the event, we had about thirty people and six boats signed up to spend the three days with us. By dinner time on Friday night, more than sixty people lined up for the barbecue and at least a dozen Pearsons were either moored in the harbor or docked at the Newport Yacht Center facility.
One of many suggestions and comments that came out of being able to meet with so many of you was to consider holding a NPYOA dinner sometime in the next few months. We discussed holding it in New Jersey so that as many East Coast members as possible could attend. We’re considering Atlantic City for the first or second weekend in November. It would be a Friday night/Saturday morning event and folks could stay over Saturday evening if they chose to. I would very much appreciate hearing from you if you have any interest in attending and also how many would be in your group.
I would like to schedule a similar event for our Southern, Texan, West Coast and Great Lakes members in order to maintain the true national scope of our association. I mention these areas because we have several members from them. If you are located elsewhere and would like to help us put something together for your area, please let me know. Indeed, any NPYOA member interested in helping us organize an event that would be of value and interest, please let us know so that we can get to work on it.
The last issue of TPC covered the February SAIL-EXPO, our "Cruisers Dinner" there and NPYOA’s participation in the event. What I didn’t tell you at the time was that I had misplaced the photo of some of our members taken at the dinner. Now that I’ve finally located it (I hope those in attendance will forgive the delay), I’ve decided to make this issue "a members events issue." You’ll find the infamous snapshot on page 3 — whew!
As always — Wishing you smooth & safe sailing,
Bill Lawrence
RENDEZVOUS
AT NEWPORT
A report to NPYOA members
On Friday, July 7th, our Newport rendezvous opened with an informal barbecue. We accomplished our main purpose of first feeding a bunch of hungry sailors who had come from many points far and near, and a second goal was to provide a casual environment to help us all get to know each other. Bill Shaw and his wife Beth stayed for the entire event and lent their considerable experience with Pearson Yachts to the discussion.
Saturday morning started right after breakfast with some brief opening remarks
regarding upcoming events for the NPYOA and the Newport Yacht Center informed us about
things to do in Newport. We then launched into an expanded Q&A session with Bill Shaw.
The range of questions and issues was quite broad, centering mostly on how to increase
performance on particular Pearsons under different conditions. The use of the centerboard
was also brought up, which I was surprised to learn is most effective down in light air
and gradually lifted as the velocity increases.
Another major topic of interest was the prop choice because many of the older Pearsons have switched to diesel power. The issue appears to be very specific to the boat’s displacement and the engine and reduction gear installed. The conclusion seems to rest with getting an experienced person to actually install the engine—he or she would know best what particular configuration will deliver the best performance for each installation.
Special thanks is offered to Michael Mussel from Oldport Marine (401-847-9109) of Newport whose half hour scheduled discussion on the care and maintenance of diesel engines was expanded to more than an hour. He was able to address specific concerns of our members, again mostly related to performance, prop decisions, generators, and RPM factors. I was interested to learn that most of our diesel engines will probably rust out long before we will ever wear them out. Indeed, Michael told us that it is much better to run a diesel at its maximum—then back off 10%—than it is to baby them at the 2000 RPM (which I tend to do with my Westerbeke 27). Michael went on to further warn us against letting a diesel idle for any length of time. Nothing hurts a diesel more, Michael said, than running for extended periods at low RPM.
After a
brief break for lunch, NPYOA member Frank Davis (P424) got into his official U.S. Coast
Guard Auxiliary uniform and presented two seminars, one on Rules of the Road and another
on emergency radio communications. A very special thanks to Frank for putting those
sessions together for us.
We closed the day with an informal visit on each of the boats berthed at the NYC. This turned out to be a very rewarding exercise. Given the age of most of our boats, combined with the commitment we have to them, we were able to pick up an enormous amount of information about how each skipper has adapted a particular Pearson to meet his or her own needs. Frank Davis has equipped "Xanadu" with just about everything that can plug into a bulkhead. The main topic of conversation was his new forward-seeking depth sounder which picks up objects as much as 200 feet ahead of him. This is something I personally value, having heard too many horror stories about running into cargo containers floating just below the surface. Frank is also able to view the contour of the bottom as he approaches an anchorage or dock.
Peter Miniati gave me a great idea for my P35. The wheel up forward is great for keeping dry under a dodger, as well as maintaining access to the cabin but it’s a drag on comfort while at the wheel for a long time. The high cabin prohibits sitting down in the cockpit and driving from the rail or cockpit combing gets to the back after a while. Peter had a removable seat installed much like those on the newer yachts with the wheel aft. He placed it just behind the wheel and gave it the right amount of camber to be comfortable on all points of sail and heel. I have asked Peter to write up his design so that we can publish it.
Debbie and David Brown just had their P33 "Christmas" completely repainted with Awlgrip and it was clearly the beauty pageant entry of the show. On another interesting note prevailing with many of us, the Browns were entertaining another couple who were introduced to us as the previous owners of "Christmas." I wonder how many manufacturers can claim the degree of generational loyalty and comradeship found among Pearson buyers & sellers. It really takes a good product to maintain that kind of relationship, especially for something as complex and personal as a sailboat. Pride of ownership has always been one of the main factors that attracts a Pearson buyer.
John Dylan owns a Pearson 10 meter that has had a fairly heavy racing history. On top
of that, this young sailor winters in Florida and sails "Dylan" down on the
"outside" every year. He has made a total of ten trips down the coast and has
promised to send us an article about his experience.
Each of the participants had something unique to bring to the Newport event and I’m sure each of us walked or sailed away with much new and valued information about our boats and sailing in general.
We also want to give special thanks to Gail Lowney Alofsin and Jay Lilley for a superb job of making us comfortable while at the NYC. They truly extended themselves and we look forward to working with them again. In addition, we appreciated the effort of Oldport Marine, Edson International, Tops-in-Quality (stainless steel fabricators of railings and fittings), Ocean Navigator Magazine and Trident Studio (the scale model company that can create a half model of your Pearson), all of whom participated and provided prizes and information. We thank them all and look forward to doing business with them as well.
To all NPYOA members — Many of your questions aren’t answerable, either because the system on the boat has been changed/altered or parts are simply no longer available. We invite you to let us know if you have suggestions on any of the following issues, especially if you have any of the drawings, plans or manuals requested.
We purchased a 1983, Pearson 37 Hull#36 in Clearlake, Texas last year and we moved it to Eagle Mountain Lake in Ft. Worth, Texas. Our intention is to retire in 4 years and move the Boat back to the coast. The wife and I would like to do some blue water sailing after I retire.
The boat sat for almost 2 years with very little use, so when we purchased her she needed a lot of bright work done on the outside, which we have been doing and are nearly completed. The boat was designed as a racer, however, we intend to cruise only with the Boat. We have done some racing with her but even if you take the gun, the slower boats usually have time over you. It is impossible to compete with the J24s and some of the hot rod boats.
Most of the owners manuals have been wet and the (2) blue prints are unreadable, I have contacted Mr. Shaw and he told me that he thought he had the blue prints in his basement.
We are trying to find out the history of the 37 Pearson. How many 37 Pearson Boats were built? When did they stop building the 37? Is this boat OK for a cruising boat? Are there any quirks that we should know about the boat? What is the baby stay for, and how do we use it? How do we use the hydraulic backstay and boom vang for maximum effectiveness when under sail both in high wind and under light air? What jibs should we use for effective sailing and maximum speed? What determines when it is best suited to reef the main? Approximate wind velocity for the first reef and then also approximate wind velocity for the second reef? Would it be possible to hear from other 37 Pearson owners? We have a lot to learn about the boat. It is a beautiful boat and we are very proud of her.
We would like to know where we can mount a generator? (possibly behind the quarter
berth) and we are also trying to replace the windows (the windows are over sized and not
standard windows) but we cannot find anyone who supplies the parts or accessories for the
boat, also is there a transverse Stability data indicating a range of positive righting
chart available for this boat?. Any help you can give me would be greatly appreciated. I
wish to thank you for your time and we are looking forward to hearing from you.
— Terry L.
Tornow
Saginaw, Tx
Dear Terry,
The 37 was actually designed as a cruiser/racer and I am not surprised that she is not
competitive against the smaller PHRF boats. I was not able to find the printed information
you requested, Bill is trying to solve this problem for NPYOA members and will surely keep
you informed of his progress. Forty-three P37s were built and yes, the boat is OK for
cruising. The baby stay is a mast support as well as used to induce a bend in the mast
when desired. It is removable so that you can use your spinnaker.
Regarding your other questions, they would require a rather extensive response. We suggest that you contact a local sail maker and spend some time with him or her. You will find that local conditions, experience with your boat, and the vast working knowledge of local professionals will prove to be of great assistance to you.
The boat did not come with a generator so we did not design a specific spot for it. After choosing which one you want, how it will be used, and its size etc., your local yard will be able to fit it into your boat without too much trouble.
My boat is a 1984 P-303. I need any info on my lower rudder bearing/replace or repair
and what is normal play. Thank you.
— Paul Freglette
Huntington Station, NY
Dear Paul,
There should not be more than 1/16" of play here. This is a bronze casting for both
the pintle and gudgeon. You would need the original drawings in order to replace either
part.
I would appreciate it if you can advise the MAXIMUM pressure I should put on the
backstay with my Nautec hydraulic adjuster.
— Marvin Gordon
Dear Marvin,
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% 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 | Breaking Strength |
| 5/32 | 3300 |
| 3/16 | 4700 |
| 7/32 | 6300 |
| 1/4 | 8200 |
| 9/32 | 10300 |
Take 25% of these values for max pressure.
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Help! We bought our 1885 P303 last year with the mast down. Seems like the mast wedges
are missing! Any ideas on a source? Are they standard boat yard items? Appreciate any
help. Thanks.
— Ralph Mills
Newburgh, N.Y.
Dear Ralph,
These were not standard and are usually made by a boat carpenter. You should ask a
qualified yard carpenter to make a new set up for you.
I currently own a 1987 Pearson 31. I am trying to locate replacement bulbs for the
interior swivel lights located in the cabin berths. Thank you in advance for any help you
can provide. — Dennis Root
Windsor, CT
Dear Dennis,
You might first try the Major boating catalogs, West, E & B, Defenders, or Boat/US.
They often have a fairly large selection of bulbs. If that is not successful call D&R
Enterprises, 508-644-3001.
Thank you for publishing the ad for my Pearson 30 in the Pearson Current. The boat has been sold. The new owner, lives on Victoria Island, B.C. I have provided him with the address of the NPYOA. We are now regularly sailing our P-323 on the San Francisco Bay.
Question: My P-323, #50, has the starter switch and diesel fuel cutoff lever in the
starboard sail locker under the hatch cover. Later models had a molded plastic fitting for
these controls in the cockpit on the exterior of the starboard sail locker. I would like
to know if someone might know where I can obtain such a fitting.
— G. James
West Davis, CA
Dear G. James,
There is no set answer to this. Most likely the original manufacturer is not making that
specific model at this point. You will probably have to retrofit it with recommendations
from your yard.
I am interested in obtaining diagrams of my boat. It’s a 1976 39' #PEA 450 79M76E.
I am also having problems aligning Walters RV-10V-Drive and would appreciate any
information on corrections to original design of brackets holding drive. I purchased the
boat in a repossession yard (an experience I would only wish on my worst enemy) and I have
no paper work with the boat. Any help would be appreciated and any history of the
boat’s manufacture, etc. would be welcome. Thanks.
— Wendelin J.
Giebel
Long Island Sound Sailing School and Charters
Dear Wendelin,
I do not recall any changes made from the original design. I suggest you have your yard
mechanic take a look at it.
Your help will be appreciated. I have a 1969 (Hull #88) Shaw design Pearson 35 K/C. I
have been trying to find drawings for the optional water tank designed for that boat
without much luck. I would imagine that someone out there must have them and the NPYOA
might be able to help me find them. Is it possible to contact Bill Shaw, who I imagine
still has the plans. I would be happy to pay for copies of the plans.
— Edward
Lieberman
Greenville NC
Dear Edward,
Again, we do not as yet have access to this, you can try calling D&R (listed above).
They might have what you need.
As an owner of a 365 ketch I took interest in Bill Shaw’s reply to a letter from
F.M. Atherton of Miami Beach regarding the stability range of the 365. In this letter Bill
Shaw states that the 365 was not specifically designed for ocean passages and would
require some modifications. Could you please ask Bill to reply as to what these
modifications might be? This letter appeared in Vol. 1, No. 4 1995 issue, Thanks.
— Norman
Meissner
Bradenton FL
Dear Norman,
The issue of TPC you mentioned (Vol 1, No 4) covered this topic as well as we could
without a major evaluation for each Pearson model. Some Pearsons were measured and rated
by U.S. Sailing, try contacting them for your 365. For the most part, the 365 is a coastal
cruiser and is not designed for offshore, blue water cruising. There are several good
books written on the factors to consider both for the boat and for the crew when venturing
offshore. We suggest you consult with them and decide how much in the way of modifications
you feel comfortable with.
Perhaps you can help answer the following question: I understand that some early
Pearson 31s required replacement rudders due to a bad batch of resin which never quite
hardened. How can I find out if I need such work or if it has already been done?
— Laura and
Joshua Schwartz
Westport, Ct.
Dear Laura and Joshua,
For a brief period, there was a problem with the 31 rudders. It was related to a contract
we had to build them out of high density foam to save weight. Unfortunately the
manufacturer did not use the specified foam and as a result, a few did indeed split apart.
We subsequently implemented a retrofit for P31s that had the inadequate rudders.
Fortunately, the problem was discovered early and only a few boats were delivered with
these rudders.
I have a question for Bill Shaw and other P33 owners. My genoa sheets frequently get
caught on my forward hatch while I am tacking. What is the cure? Thanks.
— Alan H. Silverman 
Kalamazoo, MI
Dear Alan,
This is a common problem easily solved most of the time. What you need is a fairing block
(teak) that will guide the sheet clear of the lip on the hatch.
I currently own a 1985 Pearson 36, center board version (Hull #74). I think it’s an excellent sailing vessel and I am not the original owner. After a steady progression of moving up from a 20 footer to the P-36, I have become a believer in the adage "the bigger become the more complicated." I have had problems with the excellently designed (but poorly manufactured) water-lift muffler. I am working on installing for the second time in four years a new water-lift muffler. The original (I think) was made of stainless steel, as was the first replacement I installed. The sulfuric gases/mixing of exhaust caused both to corrode prematurely in my estimation. I am now about to install a third version made of steel, which I also had professionally galvanized. If any readers have had similar problems and know of a good replacement for the P-36 made of FRP or similar material please contact me.
I also recently had to drop the rudder to fix a leak caused by the inappropriate use of
two 1¼" screws used to hold the rudder bearings in place. It took quite a while to
isolate the source of the leak. The material used to pack or caulk the screws used to hold
the bearing in place eventually failed. While the boat is underway or when the cockpit
becomes a gathering place for cocktails or whatever, water seeps into the stern and into
the shallow bilge. It’s been a time-consuming and an expensive project to fix the
leak caused by an item costing less than $1. If others have had similar problems, I’d
love to hear from them and could give them a few tips I learned in making repairs.
— Frank
Synowiec, Jr.
Edgewater, MD
Dear Frank,
Call W.H. Denouden, 1-800-468-3887. They provided the original parts and might be able to
help you out. Please let us know if they are of help.
Congratulations on a hard job well done. The first annual NPYOA rendezvous at Newport, RI was a great success. Karen and I had a lot of fun and look forward to attending future NPYOA rendezvous. The opportunity to meet and talk to Bill Shaw and his wife were definite highlights. The chance to meet other Pearson owners and see what some of them have done to their Pearsons was also great.
On to another subject. In 1994, we upgraded our P26 "Vitesse II" with a new rudder supplied by D & R Enterprises. The new rudder has a 304 stainless steel shaft. We sold the old rudder to D & R so a member might want to know that they have it. The shaft does have some wear at the bushing points and some pitting on the shaft but otherwise is in very good shape. The glass has been barrier coated and shows NO blistering. The rudder would be a good replacement for a damaged one if the owner did not wish to buy a new one.
For your information, our P26, "Vitesse II" is a 1977 model, hull #1495. We
have added tracks and genoa cars port and starboard of the cabin, to allow us to trim the
110 head sail better. The addition works fine and we enjoy "Vitesse II" very
much and are constantly surprised at how fast she is. Again congratulations on a job well
done.
Bruce C. Maddock
Fairfield, CT
Thanks for your recent letter and information. I am presently at anchor in Fethiye, Turkey. I hope that some of this may be of interest to your readers. One thing that I did want to mention was that the crossing was so rough towards the end that by the time I had anchored in Caiscais I swore I would never go to sea again for any reason. Of course this too passed and I am continuing on my way to wherever it is I will end up.
Good luck in your Association endeavors. I will be watching and reading the Current with interest and may from time to time drop you a note to let you know how I and "Magic Carpet" are coming along. Any thoughts on anchor windlass installation and proper chain storage and storage fall would be appreciated. Mine is always jamming in the hause.
In addition, it has occurred to me that I have made other alterations to the boat that might be of interest to 424 owners. The hatches in the cabin sole have been provided with positive locking mechanisms, the drop boards and both companionway hatches have inside securing pins, the cockpit locker covers have gasketed boards to seal the opening though these have never been put to use. There is a removable sheet of clear plastic that can be put in place to keep any spray away from the nav station. The engine, a Westerbeke 58, has been provided with a remote oil filter for ease of service and an oil sump pump has been mounted.
Before leaving the States I replaced the very poorly insulated ice box with a stainless steel box and fitted an engine driven compressor to supplement the 12 volt system. This has worked out very well for me as I have to run the engine to charge batteries daily anyway. A Power Survivor 35 water maker is installed and it comes in very handy in the Greek Islands where water is hard to come by at times.
Having wintered aboard in Antalya, Turkey, I am heading west again to spend more time
in Italy, France and Spain. Substantial fees are now being levied for anchoring in Greek
waters and most cruisers are leaving. For "Magic Carpet" a typical fee would be
$21 per night. The Corinth Canal, the walls of which are falling down through neglect, at
a length of 3.5 miles is the most expensive waterway in the world. The fee for this boat
last May was $225. Perhaps the Greeks do not want us here.
Richard Duval
Orange Park, FL
Richard, thank you for your note. We’ve received other comments on the jamming of chain. It seems that the trapezoidal shape of the chain locker on most sailboats causes this problem. As the chain drops into the locker, it does not always lay fair. You might try placing a guide or vertical barrier to limit its options as you haul anchor. Let us know how it works. Richard is cruising his P424, "Magic Carpet" in Turkey and the Mediterranean and has submitted an article which will appear in the next issue of the Current.
The last issue of the Current dealt mostly with taking Pearsons offshore. I have crossed the Pacific from the West Coast six times—three legs racing and three legs cruising. In June 1993, I sailed my Pearson 39 around the Hawaiian Islands and then from Honolulu to Seattle, WA—a 2700 nautical mile passage which we covered in 19 days. The trip was uneventful. The boat handled excellently.
We had conditions from flat calm to 35 knot winds and 12'-15' seas. The only problem we had was our main bulkhead was a bit noisy, rubbing on the interior liner in a seaway. Nothing structural, just annoying.
From my experience, the Pearson is much better constructed than most fiber- glass
production boats. However, with all production boats, the main hatch needs to be beefed up
or fitted with a storm hatch and the rudder post on a spade rudder boat should be replaced
with a solid stainless one. Of course, all rigging and fittings should be gone through
with a fine tooth comb. And the sailors should take numerous 200-300 mile shake down
cruises to prepare themselves. The boats usually are better prepared than the sailors! At
my sailing school, Puget Sound Sailing, we take students on a four day Offshore Course on
my Pearson 39. We leave from the Straits, set watches, and sail day and night offshore and
return. I cover proper equipment, safety, food preparation, handling seas, celestial
navigation and GPS.
Mike Rice
A pipe stock is used because it is lighter and stiffer than a solid stainless post. That much additional weight at that point on the boat has to be compensated for. The overall strength factors would not be that different in any case. About the offshore capabilities of the P39, the same comments apply here as for Richard Duval above. Most production boats are designed to meet the needs of the market they serve. In Pearson’s case the object was to make a very strong boat at a price that a specific market could afford. The suggestions you make are right and should be undertaken for offshore sailing, if the boat had originally been built for that purpose, costs would have severely limited its demand.
As a special service to members, we have decided to start building a list of potential and actual Pearson suppliers, vendors, parts, mechanics, etc. We’re asking all members to submit the names and addresses of any who have provided quality service and parts to any Pearson owner.
We will place these suggested names on our data files for access as members call with requests for assistance. This list could also be made available on the Internet. The NPYOA is attempting to get access to the original drawings to facilitate repairs and replacement of parts. Many of the requests we get require that level of information. We will continue to keep you informed of our progress.
Your cooperation and efforts are greatly appreciated. We are sure that this service will greatly increase our ability to better maintain our boats.
A few of you have sent notices of advertisements you’ve seen regarding Pearson Yachts of Bristol Rhode Island. George Crowell has been advertising that he has gone into production with several of the old Pearson models. I have met with George to discuss his plans. He has clearly undertaken a very ambitious program along with Merrifield Roberts (also of Bristol, RI). Merrifield Roberts is a well-established builder of sailboats with a strong reputation in aluminum construction. They built a few of the Americas Cup defenders as well as many large scale aluminum boats. Many of us have longed for the rebirth of Pearson Yachts as an ongoing concern. The boat building industry is a very competitive one that requires a considerable amount of capital and working knowledge to be successful. We will be watching George and the Bristol crew with high hopes for their success.
Sailing terms and expressions
Isogonic Lines
A series of connecting points of equal variation, usually a separate line being given for
each degree of variation. The line of zero variation is called the agonic line. A local
magnetic disturbance of sufficient force to cause noticeable deflection of the magnetic
compass is called "local attraction" and is indicated by a note on the chart.
(but don’t look for it in the local papers).
from American Practical Navigator Bowditch, Volume 1, 1984, p. 128
Eccentric Error
The error in a sextant arising from the great difficulty in placing the center of motion
given to the index bar exactly in the center of the arc, or from the contraction or
expansion of the metal. Also called centering error. (I am just glad that eccentricity is
finally justifiable and acceptable.)
from International Maritime Dictionary Kerchove, 1948
Green Flash
I have seen many comments submitted to sailing magazines by cruisers referring to a
mysterious green flash noticed just as the sun drops below the horizon, especially when
cruising in the tropics.
"The green flash is a brilliant green coloration of the upper limb of the sun, occasionally seen just as the sun’s apparent disk is about to sink below the distant clear horizon. The sun’s light, in passing through the atmosphere, is bent by refraction. When the lower limb is just touching the horizon, the sun itself is actually below the horizon. Its image is displaced upward by refraction."
"Blue light is refracted more than red light (which incidently is why the sky is
blue), thus, when the low sun is examined through a telescope, it appears to have a red
rim on the bottom and a blue rim on top. The blue is lost by scattering as it travels
through the atmosphere, so the next color in the spectrum, green, is observed. Under
normal conditions, this green rim is too small for the unaided eye to detect; with
appropriate refractive conditions, however, it is greatly magnified and is clearly
visible. When only a small rim of the sun is visible on the horizon, the
red-through-orange bands are not sufficiently refracted to be seen. Then the green
dominates."
from Weather Course, United States Power Squadron Student Manual, pp. SM7-28
AT
THE SAIL-EXPO CRUISERS DINNER
a photo gallery
