The Pearson Current
VOL. 2, #4
1995
Index for this issue
PUBLISHER’S LOG
ZIG ZAG TAKES THE DAY
by Jan and Joe Taylor, Boonton, NJ
BILL SHAW ANSWERS THE MAIL
MEMBER NOTES, INQUIRIES AND TIPS
NAUTICA
Sailing terms and expressions
PUBLISHER’S LOG
I waited until the it was at least above 50° to write this issue’s log. After a record breaking snow-filled winter in the Northeast, topped by rapidly increasing demands on my time, I wanted a harbinger of summer to accompany my comments to our membership.
First, I want to thank those NPYOA members who attended our meeting/seminar at the SAIL-EXPO in Atlantic City last month. In particular, thanks to Clark Bassett from Hild Sails for his excellent talk on choosing and trimming sails for cruising sailors. Hild Sails was a long time provider for the Pearson Corporation and we are very grateful that they continue to value the Pearson name and NPYOA members.
We’ve. just sent out a batch of renewals for 1996 and are very pleased with the return. We apologize if a few repeats got into the wrong column of our mail list. Please note the notation regarding your particular Pearson on your label. If there is a mistake, please get back to us. We intend to publish a Member Directory this year and we want to be sure that the information is accurate. Also, to insure prompt delivery of mailings due you, we need to know if your address has changed.
We’ve been receiving quit a lot of mail and wanted to publish as many of your comments, suggestions and ideas as possible before starting our preparations for the new sailing season. We try to respond to every letter and encourage you to continue communicating with us.
We’ve been exploring various ways to get NPYOA on the Internet. I want to provide chat capability and an information site. We are moving ahead and I suspect everything will be in place before the next issue of TPC hits your deck. I must balance the NPYOA effort with earning a living, so I apologize if we’re a bit slower than technology permits.
One comment I have gets to the heart of why I wanted to start the NPYOA in the first place. Many of the requests we get ask for original plans to a boat, or the original source of specific parts and equipment used to build it. When the company was operating, they responded to such requests with exact or close substitutes of the original part or piece of equipment. The sad fact is that the Pearson Corporation is no longer in existence. Your NPYOA is doing its best to build a reservoir of sources and substitutes to satisfy refit, repair, and maintenance needs. But the truth is that we have to rely on each other to meet most of those needs. The positive side of this is that the general resourcefulness of sailors (and particularly of Pearson owners), will ultimately prevail. In time, we should be able to have a list of proven resources to help keep our boats "shipshape."
Regarding plans and drawings, we’ve been exploring several ways to make as much information available to you as possible. Since declaring bankruptcy, much of Pearson’s corporate assets have been held up in the courts and getting access isn’t easy. I hope to have some definitive information on this in the next few months.
I noticed that the February issue of Sailing magazine had a section devoted to the Retrofit of older boats. Extensive coverage was given to the ENSIGN and the Pearson 34. I kept copies if anyone wants one, or you can get reprints from Sailing.
Due to increased demand on our phone number, I added another line for our fax. Fax information to the NPYOA at 718-789-3829. We would particularly like any parts, service, or equipment sources you might have located. Also, please give us any opinions about responsiveness and the quality of service you received.
I will close with my warmest (both caloric and heartfelt) wishes to each of you as we enter a new season. Keep in touch and let us know how things are going for you and your Pearson.
Wishing you smooth and safe sailing, Bill Lawrence
by Jan and Joe Taylor, Boonton, NJ
On a gray and windy day in October 1995, seven crew members of the Pearson 33 sloop "Zig Zag" entered the last races of the Tom’s River Yacht Club’s "October Bowl." Our goal was to have a fun reunion day of sailing because it would be our last chance in 1995 to get together on the water. The following is a recap of how it turned into our best day of sail racing.
We entered the October Bowl already in progess, sailing in the final two races which would determine the series winner. The lead group had Sabres in first and second place and a custom design in third. All of these boats finished ahead of us in the first race and we did not affect the standings.
When we left the skippers’ meeting for the second race, it was obvious that the wind had picked up a tad. Remembering that we had been overpowered at times earlier in the day, we decided to use our smallest head sail, a 100% Genoa. This is generally not a good racing sail. We typically use it when winds get high and we seek an easy cruising sail. In fact, it is one of the sails that originally came with the boat in 1980.
With winds at 20 to 25 knots, we decided to start aggressively. Two of the lead boats were also on the line, so the start was very competitive. The line to the first mark was up wind and we rounded right on the tails of the leaders. On the down wind leg, we did not make as much speed due to our smaller head sail, but we kept with the pack. The two leaders mixed it up a bit. We kept away to take advantage of our smaller slower sail.
At the turning mark, we were still close on the leaders and our positions did not change as we worked our way back up to the mark at the top of the river. At this point, we were clearly in a racing duel with the two Sabres. The balance of the fleet had fallen far behind.
The sail toward the leeward mark was interesting because "Zig Zag" could not avoid mixing with lead boats in a tight race. At times we were taking the wind from other boats to slow them down while we were repositioning ourselves so that our wind would not be likewise affected. Dave Belcher organized the fore deck and was performing like our race days of old. The pole, set for wing on wing, was difficult as the wind was high and gusting. The pole is designed for spinnakers and not for the small sail we were using. It was not a good fit, but it was the only pole on board. The fore deck crew’s great work allowed us to keep up the down wind legs. We took advantage of the sail combinations for maximum speed and position for rounding the next mark.
At one point, we were sandwiched between the two leading competitors so that at the mark, we were all just feet apart as we all jibed, removed poles and vang, set the centerboard, and hardened up for the final run to the finish.
The first place Sabre was a well-respected boat. Its captain and crew had years of winning on these very waters behind them. The second place Sabre was of exactly the same design, but with relatively new owners and a new set of sails. She had been improving her position each of the last few years and was now a true challenger.
The final leg was directly into the wind and necessitated many tacks to get to the finish line. Steve Mahedy, our tactician, noted that the best wind was in the very center of the river and that we made our best speed when we avoided going too far into the shore line. Keith Pryde, Bob Murphy and Keith Killary worked out sharing procedures to off load working any one person too hard on the upcoming numerous tacks and sail trim. Murph had taken one boom hit and found that at the race end his hand was cut. Both Keiths released, tailed and winched to the point of exhaustion. We could only hope that we had enough left to make this last leg.
The two Sabres covered each other for about halfway up the course. At this point, it was obvious that "Zig Zag" had made a significant move for the finish through optimal crew work and efficient tacking. The second place Sabre was the first boat to press us, so we had to fall off from her controlling position on one crossing. There wasn’t much room for error, as we were passing within feet of each other.
It is nice to note that at our next crossing, "Zig Zag" was in a favored (position by a formidable amount) with the second place boat. Our lead over this boat was such that this was the last time we had to encounter her. One down and one more to go!
At our next competitive course encounter, we crossed the first place Sabre to her stern. We were behind for position to the finish which was still some distance away. The very next crossing put "Zig Zag" ahead of her. We began to realize that we had the best combo of sails, trim, crew work and tactics. "Zig Zag" was now in the lead!
In previous races we found that racing in pursuit of the leader was easier than being in the lead. Now that we were there, could we keep the lead? How were we going to do it? We were there for just the day’s race, while all the other boats had worked the whole eight-race series.
Our crew was on a high. Each tack was better than the last. We were able to better "Zig Zag’s" position for the finish line, preventing both of our competitors from overtaking us or finding a better course to the line.
The TRYC Race Committee moved the finish line closer to the club dock and placed it at an angle that was very difficult to sail to on long tacks. In addition, a cruiser had anchored about 100 yards downwind from the line creating a major obstacle in the final run.
"Zig Zag" usually cannot point as well as either of our two competitors. We like wind speeds around 15 knots and quartering wind direction. In all previous meets with the first place Sabre, we beat them only when the off wind courses dominated. This day was different, we were fast both on and off the wind and we had drastically reduced our errors. Throughout the last up-river run, we had no mishaps. The crew was performing well under pressure.
The finish line was now in sight and we had both competitors in positions under our control. The second place Sabre was behind and needed at least one more tack than us. The series-leading Sabre chose to stay to our port on the finish line run. She was close to us, but had to wait for us to make our final tack toward the tightly positioned finish line. We made our finish line attack followed closely by the Sabre. Winds were still high and we sailed under full power to the line, winning by only a couple of feet!
Celebration at the finish line!!!
I was pleased to learn about your organization. John Parker and I are original owners of Elnath, hull #157, a keel-centerboard Pearson 34. I have particularly enjoyed the boat this year after acquiring a spinnaker for the first time. I would be most grateful if you or perhaps one of your organization could help me answer three questions about the boat. First, have keel-centerboard P34’s experienced the same failure of the spade rudder described in the May 1991 edition of Practical Sailor? We have had no problem so far. If widespread problems exist, is there a recommendation about how to strengthen or if need be replace the rudder at this time. Second, have owners experienced problems with the original shaft seal as we did and are there recommendations about replacement? Third, does anyone know what type of varnish was used as the original finish on the interior? I look forward to participating in your organization.
- John T. Bowers, III, Norfolk, VA
Dear John,
I cannot recall a rudder problem with this model, but you should contact Rudy at D&R, they should have a handle on this. As far as the shaft seal is concerned, we would need more information about this. As to your question about varnish, there would be no way to know because we used various brands over the years.
Thanks for your efforts toward getting parts, info, etc., for our boats. Way down South we have many people who praise these boats, and this being my very first sailboat, I’m glad for what it is: Pearson 23, 1978 model.
The questions I have for Mr. Shaw are:
Is the CB ballasted? If so how much? Do I need plans for laying one up, or is there anywhere I can purchase one? How much different is performance/handling without the centerboard? As far as parts for the centerboard, could I get a schematic of/or parts list that includes the rod the centerboard swings on—mine is broken off. (It looks like a connecting rod for a Chevrolet V/8 engine.)
I also need the keel cable and pin that draws the keel up. Possibly he can direct me toward these parts. Again, thank you for your efforts and I’m looking forward to reading the newsletters and future information.
- John R. Stoutenburg, Hattiesburg, MS
Dear John,
The CB is ballasted only to assist it going down — not as ballast. See D&R for a CB replacement and/or parts. Up wind, the CB makes a big difference on performance.
My boating days may be coming to a close. I bought a used Pearson 35 (#95) in 1974 and have owned it since. Now that I am almost 78 years old with a wife (Capt., that is . . .) who just had her 75th our boating activities have suffered and I contemplate its sale. The boat is berthed at Chesapeake Boat Basin in Indian Creek just north of the Rappahannock River on the western shore of the Bay.
In an effort to extend our boating days two years ago, I added a roller furling jib (Profurl #L-31) sail by Scott in Annapolis. I recommend this rig as it has been completely trouble-free. Rigging was done by Ocran Boat Yard in Dymer Creek, just below Indian Creek. One can buy cheaper but I doubt it will be better. I also recommend "New England’s" 3/8" regatta braid furing line—soft to handle and no hockles.
A friend of mine has a Pearson 35 that ran into a problem while transitting the Inland Waterway several years ago. In alligator River he lost steerage when the rudder separated from the rudder post. He was towed and hauled. It was determined that the rudder plate imbedded in the fiberglass and welded to the rudder post broke at the weld. The yard was able (at considerable expense) to cut into the rudder, welded some reinforcing straps to both the imbedded plate and to the post and re-glassed the rudder. Ever since his experience, I have my fingers crossed in dirty weather; when is mine going to go? Is there a way to foretell this weakness? Could one buy an improved rudder today? I mention this incident because I feel it is typical of what one might want from NPYOA. Is this the type of problem that may be addressed by some old hands?
Another item of interest to me is the availability of brown plastic extrusion used in the cabin sole hatches sill available? Still another is the after port light in the salon area. This is an aluminum extrusion and several tries to render it watertight between the glass and the extrusion have failed. There are some items for a newsletter. Also repowering is always a consideration on older boats. When the advertising says a particular engine is an exact interchange with the Atomic Four I question it. Like the Hertz ad on TV, "Well, not exactly" . . . . My Pearson was furnished with the Atomic four without reduction gear. I always felt that Pearson should never have been offered that model without a 2:1 reduction gear so as to swing a larger prop with greater pitch. Might sacrifice a little speed under sail but gain improved performance when docking in strong currents on the Intracoastal Waterway or when bucking heavy seas while cruising. Presumably, one interested in racing would have bought a different boat . . . . There you have some thoughts that may be typical of Pearson 35 owners.
- Donald MacLeod, Kilmarnock, VA
Dear Donald,
One must remember that the P35s were built almost 30 years ago. The weld failure is probably the result of water getting into the interior of the rudder. I would think that D&R has replacements. The first sign of a problem is staining on the exterior of the blade. There may also be some looseness between the blade and the rudder stock. I’m not sure I know about the extrusion material. About fixing window leaks, I suggest putting a small bead of silicone or other bedding material (#5200) on the frame or glass — let it set up overnight, then apply more bedding and assemble the window. This method usually works because the small bead forms a gasket that prevents squeezing out the soft material. Finally, the small diesels made by Universal were very close to the Atomic 4’s in configuration. We used direct drive because that’s what the market wanted when racing in a boat like the P35 was a high priority.
My 1980 Pearson 40 has small blisters similar to those described by Richard Duval in Vol. 2, No. 3, in his article "A Magic Carpet Ride to Turkey." My bottom paint lasts less than one year in a fresh water lake with these blisters. What is currently believed to be the best treatment for this problem? My hull specialist at my marina (where they build the Valiant Yachts) says epoxy has proven to be unacceptable due to cracking after a few years. He is recommending a new vinyl product, but has had no experience with it. How would you treat the problem?
- James M. Clay, Dallas, TX
Dear James,
Contact Glidden Paint Co., they made a product called Blister Guard or Blister Bloc. I am not sure they still offer it but will surely make a recommendation for you.
I am writing to inquire if your file of back issues contains an answer to my question: On a P-39 sloop, is there a design criterion for use of the centerboard? i.e., a condition beyond which the board should/should not be used?
I don’t use the board too often and I have talked to others who say they almost never use it.
- Bill Drury, Virginia Beach, VA
Dear Bill,
A centerboard design when incorporated into a specific boat, is done so for a reason. By not using the CB you are giving up a great deal of performance underway. Off the wind, depending upon the wind velocity the use of the CB will vary. In light air let the board all the way down when beating. In strong wind the board should be between ¾ and ½ down when beam reaching or close hauled, between ¼ and ½ when on a broad reach. When running before the wind the board should be all the way up unless you are having difficulty steering, in which case you will find that a little board will help stabilize the boat.
The Ensign Class has found a source for Pearson Ensign mast sections, however, they are not anodized. Can NPYOA recommend a business where we could ship these masts for anodizing.
- Robert C. Warner, Commodore
Ensign Class Association
Dear Robert,
There were two companies with anodizing capability; Metal Mast in Connecticut, and Sound Spar on Long Island, in New York. You might also try Hall Spars in Bristol, 401-253- 1680. Failing here, you might try painting the spars you located with either Imron or Awlgrip. You can do this yourself with a careful reading of the instructions and by using the proper protective gear.
The somewhat windy notes below are the result of my making a request for information about suppliers, then not being able to stop. But if I can get any help with the portlight problem referred to here, I’d appreciate it.
In contrast with Richard Duval’s experience repairing blisters, (Vol. II, No 2), I lucked out with a procedure I undertook with my 1971 39' Pearson, "Anagram." The previous owner had kept the boat in the water almost constantly for 10 years. A year after I bought her, she developed dozens of blisters, some no bigger than pinheads and others as big as a fist.
We found that it was possible to sandblast the hull carefully to open the blisters without hurting the rest of the gelcoat, as the affected areas easily disintegrated, revealing the wet roving underneath. I let her dry out for 6 weeks. I then filled the sores with a putty made of vinylester and Cabosil, then sanded fair and coated the hull with 5 gallons of liquid vinylester resin. That was 10 years ago. Since then, "Anagram" has not had a trace of blistering. (She stays in the Bahamas and is in the water except for about 2 months every year and a half.)
All those years of neglect had caused irreversible washboarding to the brightwork, especially the winch platforms, rub rails and handholds. After many frustrating attempts with teak cleaners, bleaches, etc., I painted the wood to look like teak, using acrylic latex paint "grained" with an oil-based stain. After 4 maintenance-free years, the so-called brightwork still looks pretty good and draws occasional compliments.
On the subject of fixes, it took me a long time (too long) to realize that quieting the engine didn’t require a difficult retrofit to the walls of the engine compartment. I simply took some sound-deadening material (the foam-and-foil kind), cut it roughly to size, and tucked it around the engine (a 3-cylinder Yanmar). The engine is water-cooled, so the material does not interfere with cooling, and the fit is loose enough to allow plenty of intake air. The system has worked OK however, I remove the foam material to improve air flow when the boat is laid up for any period of time.
"Anagram" has sailed the Gulf Stream many times, and between crossings, serves as a Banks cruiser and floating cottage. She has the original rigging (due to be checked soon) and mainsail (we are reachers, not beaters, so the main gets minimum wear and tear). In winds better than 10 knots she is fast, more than holding her own with almost any boat we encounter.
Turning to my parts needs, I am looking for an opening portlight for the head compartment. The cutout size is 4 by 10 inches, with a shape that is flat on the top and bottom, rounded at the ends. Also a galley sink; the present one measures 15½ by 18 inches overall. I can’t find either of these items anywhere. I would appreciate any help that readers could give me regarding possible suppliers of these items. Bob Cone, Piermont, NY
Dear Bob,
You have certainly gotten good use out of "Anagram." Regarding your portlight and sink needs, as with many such parts, Pearson would always seek the best available manufacturers for parts and equipment at the time each particular model was being built. These companies come and go and you will find it very difficult to match the specific part in your boat.
We suggest you search through Lewmar or Beckson catalogs for the closest fit. For offshore use, you might look into others listed in West, Defender, BOAT/US, etc. I assisted another skipper last year cutting out the opening for a new port for his boat — not a Pearson. The job only took a few hours and turned out great. You might try D & R Enterprises at 508-644-3001 and let us know how it works out. They have a limited inventory of some Pearson parts. The same goes for the sink. Most of the traditional catalogs carry a wide selection and you should find one that is close. You might have to reinforce the opening or possibly change its dimensions.
We have to recognize that a boat (or any product for that matter) built in 1971 can’t always be maintained with original equipment. This is one of the main reasons for the NPYOA, so please let us know what you end up doing and send us a description so that other Pearson owners can benefit from your experience.
I finally had a chance to collect some thoughts about "Foot-loose" our P35, in which we have just completed our 12th season. My wife is a previous Star sailor and racer and I spent my early experience in Lightnings on Long Island Sound, but we had to wait for the growth of our children before we could get back into a sport we both enjoy.
We first heard about "Footloose" in September 1993. She had been delivered to its previous owner as a bare hull and he spent three years finishing the interior with raised teak paneling and a custom arrangement of chart table/dining area as he had planned to live on the boat and allegedly possibly go around the world. The mast is stepped to the keel, the standing rigging is one size larger in diameter than the production boats, and she has an extra sea stay forward and sliding back stays for use with the storm trisail and storm jib. She also has all births fitted with weather cloths for sleeping underway as well as Lexan storm shutters for the salon windows. Finally he chose to put in a 25Hp Westerbeke diesel in place of the Atomic 4.
When the asking price was dropped significantly in January 1993, my wife flew to Ft. Lauderdale and placed a security deposit. Our sea trial consisted of a motor sail in the inland waterway (the start of the Ft. Lauderdale to St. Petersburg race that day saw 4 boats dismasted.) She was later delivered to Kittery by the company that does most of the moving for Hinckley.
Since our acquisition, a number of improvements have been accomplished which have added to our enjoyment of the boat and the ease of handling her with a two-person crew. We put in full-length battens in the main which I believe has extended the life of our 21-year old Dacron mainsail as well as a Dutchman system for furling. We replaced the three jibs with a roller furling Tri Radial 150 Genoa made by Fortune in Falmouth, Maine.
The most important improvement concerns the inconvenient placement of the fuel tank just aft of the engine under the cockpit sole. During our second season the shaft separated from the engine and lodged against the rudder, resulting in no power and an inability to steer. Fortunately, with the R.V.G. self-steering vane, we were able to limp the 40 miles back to Kittery under our own sail power. Since then, two new, 25-gallon fuel tanks have been installed in the forward area of port and starboard lazarets, still leaving adequate room in these generous lockers. This move has allowed the yard to get at the aft end of the engine and shaft for proper maintenance. On another occasion, we lost steerage and found the rudder had delaminated. This also was repaired by the yard since replacements were unavailable. Two years ago, we had a diesel powered heater installed, a must for early spring and late fall sailing in Maine.
We are constantly amazed at the condition of the original gelcoat on the topsides which responds to buffing and waxing quite remarkably each spring. We have sailed her in all kinds of condi tions and have great trust in her sea worthiness and ability to withstand knockdowns. After 12 seasons of enjoyment, we are not ready to "trade up" to one of the newer and faster boats with their tissue paper thin gelcoats and light displacement.
Paul J. Lena, MD., Concord, NH
If you check your NPYOA membership list, you will find that my wife, Jacqueline, is listed as one of your Pearson skippers. I was therefore very interested in your comments in the "Publisher’s Log" column regarding the loss of NPYOA members attributed to spouses no longer being interested in sailing.
First of all, I assume that the spouses referred to are the female half of the relationships. On this assumption, I immediately sense the same sort of disastrous situation which arises when a husband attempts to teach his wife to drive the family car. I am not a psychiatrist, but, speaking from personal experience, I know the tense, hostile, and unproductive relationship which immediately develops when the deadly combination of male macho, assumed knowledge superiority, and syrupy condescension totally turn off the female brain receptivity. On our first outing with the aforementioned Jacqueline behind the wheel (our car, not our boat), we collided with a stone wall.
The first step in the solution to all of this is that men must accept the fact that they cannot "teach" anything to any female with whom they have any kind of personal relationship. In such a relationship, a female expects only expressions of affection and support, not bellowing instructions to "Turn to starboard — no, to the right, to the right !!!."
The second step is to persuade the spouse to enroll in one of the courses offered by WOMANSHIP out of Annapolis. They offer women-only sessions at various locations around the country. They also give weekend classes at sponsoring yacht clubs which, although not intended to make salts out of neophytes, give women the reassurance they need to kill off that "tippy boat" fear reflex.
I am not a stockholder in WOMANSHIP, but I saw it turn my rather passive sailing partner into an aggressive I’ll take the helm — I’ll dock the boat — etc., etc., sailing tiger. Their motto is "No Yelling!" and it certainly worked a miracle on my wife. We men will never understand this woman-to-woman bonding that takes place, but any sailor who is sincerely interested in wanting his spouse to share his bed, board, and boat should check this out.
Bob Goodenow, Fairfield, CT
Dear Bob,
Thank you for responding to my editorial comment. I can not imagine anyone responding positively to shouts, bellowing, and boisterous orders, male, female, child or pet. My call for ways to improve the sailing experience for women assumed that the male member of the team was beyond what we might call primitive instructional techniques. If we want to sail alone I suppose that approach will work, but if we are interested in making sailing a full family experience we must seek ways beyond the galley and forced impressment to enhance their desire to sail with us.
I strongly disagree with the idea that we can not "teach anything to a female with whom [we] have a personal relationship. I have taught many close female friends how to sail, to drive a car, fix a broken toaster and the intracies of mathematics. I, as well as many male friends I know, have also been taught how to program a computer, wallpaper and plaster a room, tune-up a car and to listen by women who did not let intimacy get in the way.
The problem I see in the boat yards I visit and in discussions with women, is that we need to increase the level of involvement for a woman so that she considers herself an equal partner in the effort.
Like you, I have been told that the "WOMANSHIP" courses have proven to be very helpful, but knowledge and enhanced enthusiasm received from these courses will be short lived if they do not find a comfortable, equally enthusiastic berth on board.
There is obviously more to this problem. We have many women in the NPYOA who sail their own boats and I have seen many female sailors whose skill and knowledge of the sea I truly envy. I suspect the first issue is one of attitude followed closely by a desire to share responsibility and tasks according to interest, capabilities, and knowledge. We invite other and all opinions on this issue.
We recently purchased a 1986 P33 and are looking for items to restore it to "like-new" condition. Need help with the following items: A complete owners manual; the dark blue double stripe that runs about 2" below the rub rail on each side of the hull; the "Pearson Yachts" logo decal that is affixed to each side of the cabintop; and a fiberglass or polyethylene holding tank for the head to replace the leaky, smelly bladder-type tank.
Note: As a new member, is there any chance we could be sent a copy or two of some past issues of The Pearson Current?
Jim Barden, Ann Arbor, MI
Dear Jim, Your back copies should be on board by now. We keep extras on hand in order to respond to requests like yours.
As mentioned in our response to Joe and Jan Taylor above, you will find it almost impossible to achieve a "like new" condition. The companies and products are often just not available any more. Please refer to the Publishers Log for our goal of creating a directory of parts and service for Pearsons. I suspect this will be a perpetual effort. We look forward to eventually gathering enough sources and information to meet the needs of all our members.
I received the "NPYOA Members Boat List" and have a question: How many 422s were built and during what years? Would it be possible to get a list of 422 boats? All NPYOA members and boats?
We’ve done a number of upgrades to our vessel:
SIEMENS M-75 solar panels (2). Got these at Budget Marine in St. Martin — Better price than West Marine and no sales tax or shipping charges!
Southwest windpower air marine wind generator excellent unit, quite pleased and have talked with other cruisers who are also very happy with it.
Heart Interface Freedom 10 Inverter/Charger (and soon, their Link 2000 with smart regulator).
Added a third battery (G-27) for start — mounted in box under work bench. The 2 4-Ds are now both house batteries.
Upgraded engine alternator to a 65AMP, reconditioned Delco automotive — very inexpensive way to go ($99).
Installed 2" aluminum frame and mast over aft cabin to mount solars and wind Gen.
Plan to convert shower stall in aft cabin to cold plate freezer and additional storage.
BUI Marine Management in Nanny Cay, Tortola, provides excellent Westerbeke, Perkins, etc., service and does virtually any and all other mechanical work (made our solar/wind frame). Richard Henry is the man to see.
Nanny Cay is a great place to get everything done — sails, wood, fiberglass, ship store. They have a big yard and offer a weekend haulout special — haul on Friday, includes powerwash and blocking, free lay days, and launch on Monday — @$6.50/Ft.
For electrical work on Tortola call Tom Nodamead — PH4-2463. The moorings uses Tom for all their work.
As we come across others, I’ll let you know. Look forward to hearing from you, Re: boat lists.
John Pompa, Warwick, RI
Dear John, As near as I can tell there were 36 422’s built from 1983 through 1985. We are creating a full directory of NPYOA members to augment the boat type list we published last year. We are currently insuring that the specs on member boats are up-to-date before we go to press on that project. We only have two 422’s listed as NPYOA members, however, and they are on the list you received.
The upgrades you have done sound great. Thank you for your sources and opinions. If you could send a complete list of addresses and/or phone numbers, we can include them in our NPYOA parts and service directory.
I reference Issue: Vol. 2 No.l 3 1995, In reply to Julius Wilensky’s note I offer the following suggestion:
If the rudder has become sloppy over the years, but otherwise OK, then the surface between the rudder shaft and the bearing needs to be built up. I essentially follow the directions given in "Fiberglass Boat Repair and Maintenance" published by Gougeon Brothers, Inc. This booklet outlines the steps using West System products which are very good. My method is different from theirs, but both will work. I drop the rudder on the Pearson 30 which is very easy. Pop both bearings out and clean the inside surface with acetone. Prepare a bearing mixture as the booklet says of "epoxy and a blend of 50% 406 Colloidal Silica and 50% 423 Graphite Powder" and just coat the insides of the bearings using a brush and let it set up. I then hone it out using an electric drill with a tool that is used for honing car cylinders. With the rudder shaft nearby, it takes a little patience going back and forth, but you will get a very good fit with no play between bearing and shaft.
If, however, the bearings need to be replaced, then you might try Tides Marine, 3251A S.W. 13th Drive, Deerfield Beach, FL 3342, 1-800-420-0949. I acquired my 1972 Pearson 30 (#177) in 1976. At the same time I bought a book called Long Island Sound — Where to go, What to do, How to do it, written by Julius M. Wilensky. I later bought a similar book covering Cape Cod and its environs. These books were a godsend to me as I started a cruising life. I sail out of Port Jefferson, NY and the boat’s name is "Ragtime." I can also say that my P-30 is sailing better than ever doing both cruising and racing.
Your newsletter has become most informative and readable. Keep up the good work.
Ted Sargent, Stony Brook, NY
Dear Ted, Thanks a lot, your comments are most appreciated. We rely on you and all members and their letters as we try to increase our services to Pearson owners. It is the very information provided by letters such as yours that represent the single biggest goal for the NPYOA. As we build up an inventory of work done on Pearsons and new ideas designed to keep our relatively older boats the way we want them, I am sure that we will become even more helpful to Pearson owners.
a Just a note to let you know that Pat and I have completed our voyage in Debonair. After talking with you on the phone in Florida, we proceeded across the Gulf of Mexico from Tampa Bay to Mobile Bay. We stayed a couple of days at the Grand Mariner Marina and then started north on the Tom Bigbee Waterway. At Paducah, we joined the Ohio River and traveled east to New Richman, Ohio. At this point, Debonair was pulled and transported by trailer to Huron (Harbor North — our home marina).
In eleven months we traveled almost 4000 miles, went through 61 locks, traversed two great lakes, sailed the Atlantic, the Gulf of Mexico and several river systems.
Clifton C. Moore, Amelia, OH
Dear Clifton, You sure know how to rub it in! That sounds like a truly great cruise, send us any tips, comments or suggestions you might have for other members who might want to follow your wake.
I seek orig. manuals and specs. for the Countess — Anything written on them.
Jeffrey D. Kove, Friendswood, TX
See our response to Steve and Andrea Jensen above.
a 1. Need Fax or e-mail address and, 2. Replacement Cachets for Large Ports Pearson 39 1971, hull #20.
Tolbert H. Konigsberg, Chevy Chase, MD
Fax # is 718-789-3829. E-mail and a Web page is on the way soon.
Do you have telephone numbers for members?
Daniel R. Balmer, Groton, CT
Dear Daniel,
No, we did not get telephone numbers but we are building the list of e-mail addresses of our members. Yours is the first request for this and if members prefer to communicate by phone, I suppose we could put together a list along with the e-mail addresses.
This is in response to Mr. G. James West’s question in the Volume II No. 2, 1995, newsletter. He was inquiring about a plastic cover that could be used when relocating the starter switch and fuel cut-off actuator from the interior of the starboard cockpit locker to an external location in the cockpit on his P-323.
We dealt with the same situation on our P-365. We bought the boat six years ago and immediately moved those controls from the interior locker to the cockpit well adjacent to the steering pedestal. We did not cover them with anything. The start switch does have a rubber cover. Neither control has failed yet from exposure to the elements!
Keep up the good work with the NPYOA.
Larry & Jeri Comstock
Dear Larry and Jeri, Thanks for your response, I am sure James will appreciate the added info, as might other NPYOA members.
Sailing terms and expressions
Most of the water on the earth’s crust is now in the oceans — about 1,370,000,000 cubic Kilometers, or about 85% of the total. The mean depth of the ocean is 3,795 meters, and the total area is 360,000,000 square kilometers. from Bowditch, pg 427, 1995 Edition
Sidereal Time
— uses the first point of Aries (Vernal Equinox) as the celestial reference point. The earth’s rotation around the sun is longer than its rotation around the stars by about 3 minutes 56.6 seconds each day. This is due to the fact that the earths rotation and its revolution around the sun are in the same direction. This is also why we have to compensate for a shift of about 1 degree westward each night of the stars. The ratio of mean solar time units to mean side-real time units is 1:1.00273791. — from Bowditch, pg 293, 1995 edition
Laws of Oleron — The earliest known laws that governed practice upon the high seas. Also called Rules of Oleron. The Laws of Oleron date from the fourteenth century and were based on a collection of sea customs from the Near East. A record of these was made for the maritime court of the Island of Oleron (Bay of Biscay) in order that they might serve as a code among mariners of the western seas.