The Pearson Current
VOL. 3, #1
1996
Index for this issue
PUBLISHER’S LOG
CAN I STEER?
by William J. Lawrence, Brooklyn, NY
reprinted with permission from Ensign magazine, 3/94
BILL SHAW ANSWERS THE MAIL
PRAISE FOR BILL SHAW AND PEARSONS
PEARSONS MEMBER NOTES, INQUIRIES AND TIPS
DID YOU KNOW...
NAUTICA
Sailing terms and expressions
PUBLISHER’S LOG
With the sailing season in full swing, I am pleased to announce to all of our members that our World Wide Web site is now in place. Please note that our Web address is: ../../home/index.php and you can e-mail us at NPYOA@pipeline.com. We expect to increase the level of our communication through the medium of the Internet.
This issue of the Current should be landing on yo ur decks at about the same time as the second annual NPYOA rendezvous is getting underway in St. Michaels, Maryland. Last year, I promised to spread out our gatherings geographically so that all members would be able to attend. I hope to continue this trend with a get-together in the south or west next year. Anyone in those areas willing to give us a hand at organizing one is encouraged to let me know.
A few members picked up on an editorial mistake in the last issue. We referred to a letter from Steve and Andrea Jensen in our answer which had not been published. The letter is now in this issue, as is the answer to the question. As those of you who plug into our www page will note, our most frequently asked question ("FAQ" in the lexicon of cyberspace) involves the request for manuals and drawings for our boats. I have located many of these drawings and some of the original manuals, but they are very difficult to get to because of specifics involving the closing of the Pearson Yacht Corporation itself. I have asked the principals to work out a system that would make it possible to respond to your requests and I have every reason to believe that a solution will be forthcoming soon.
We must remember, however, that over the years and through a number of different owners, our Pearsons have undergone many changes that may have rendered much of the original production information almost useless. As refits, repairs, upgrades, etc. have occurred, many of the original specifications will have been altered. The best avenue we can take to address the reason for which we need information found in the original plans and manuals is through closer communication with other Pearson owners who have located sources which may be of help in solving problems. The NPYOA is gathering these references as they are submitted by members and will be making them available as soon as we have enough to warrant a publication. Some of them will be published on our Web site as well. Please continue to send any sources for parts, repairs or upgrades that you come across. This strategy also helps your provider because it will expand his/her market for the investment they make in helping you out. Our next issue of the Current will have an article by a 424 owner who was able to use a local machine shop to address a problem many 424 owners might encounter.
A few members have sent me advertisements and notices about the new Cal-Pearson Corporation. I have been in contact with this company and plan to visit their facility in August. Nothing could be better for us than to have a quality Pearson line back into production. I should have an update on their progress in our next newsletter. On another note, we have several letters and member notes that are as yet unpublished. We apologize for the backlog. We should be caught up with member correspondence by the next issue. We greatly appreciate your enthusiastic participation as we continue to expand our efforts for all Pearson owners. Your contributions in the way of experiences, working knowledge, mistakes, etc. have proven to be of invaluable help to all NPYOA members. Thank you for all your kind comments—they are greatly appreciated.
Wishing you smooth and safe sailing, Bill Lawrence
by William J. Lawrence, Brooklyn, NY
reprinted with permission from Ensign magazine, 3/94
"Sure, hop up on the seat and hold on with me." "No, Mommy, I want to do it myself." "But, honey, you can’t see over the cockpit. How are you going to know which way to go?" "I’ll use the compass, just like you and Daddy." "That’s a good idea, but you might have to wait until you’re tall enough to see the compass card." "I’ll stand on my tippy-toe. Please Mommy, let me steer?"
From my vantage point on the leeward side of the cabin trunk of our Pearson 35, I listened to this exchange.
I was reluctant to interfere, waiting instead to see if Anna, our five-year-old daughter, really wanted to take the helm. As it turned out, that’s exactly what she wanted to do.
The day was clear with winds out of the northwest at a steady 12 to 15 knots. It was late in the season and we had the bay off Shelter Island nestled between the eastern forks of Long Island, almost to ourselves. I turned my attention back to the wondrous symmetry between our boat and nature.
Our afternoon sail had stretched into the time when the wind takes its final bow, introducing the tranquility of the approaching sunset, calming the active sea and signaling the end of a perfect day. My reverie was jarred by a 20-degree yaw that faltered our forward motion. I took a peek at the helm and saw Nancy standing behind Anna, trying to explain that the numbers on the compass card and the boat move in opposite directions and just how she must turn the wheel to keep the white (lubber’s) line on the numbers 030. It had been only a few short years and many nautical miles ago that I had taught Nancy the very same skill.
Anna wore her most dedicated face as she attempted to keep the boat somewhat on the course her mother had requested. Her challenge was complicated, as she tried, with considerable effort, to keep herself upright, countering the boat’s motion under the stiff breeze. Her tiny body stretched to see over the brim of the binnacle, all the while trying to hold onto an errant wheel that was as determined to steer its own course as she was to make hers.
Satori’s noticeable 20-degree yaw evolved into something resembling a more than moderately drunken sailor. Another peak at the helm revealed that Nancy had abandoned her post and had taken out her knitting. My little princess was on her own.
Accepting the fact that we were in no danger of jibing, that none of our crew had fallen overboard, and that no other vessels were near enough to be in danger, I assumed that the worst we might suffer would be some embarrassing comments on our dubious tracking abilities—a mere trifle when compared to the look of satisfaction Anna wore as she plied the two-foot chop. Her only distraction was that her breath clouded the glass cover of our compass due to the constrained relationship between her height and the binnacle’s.
Anna started her sailing career when she was two years old. Each stage of her growth on board has been one of wonder for both Nancy and me. Keeping her busy and comfortable, as well as safe, has occupied much of our attention.
At first, her long afternoon naps and a tape or two of her then-favorite character sufficed. Subsequent years required reading time, sharing a coloring book or making models out of ice cream sticks.
A major change came this year as Anna became curious about the use of our various charts. She wanted her own assignment as we prepared to get the boat underway, so she learned to read the depth sounder and speed indicator. She began to capture the intimate relationship between the direction and speed of the wind and that of the boat. To watch her confidently move about Satori has been an enduring pleasure accompanied by more than a modest amount of parental pride.
One of our concerns when buying Satori was that Anna was too young and that we should wait a year or so. Wrong. Sharing the sea with a child was an opportunity to grow up again through her eyes and it added a dimension to the experience that I hadn’t anticipated.
Sailing magazines and cruising guides are filled with stories about families with children who have spent much of their young lives on the water. These families, and particularly their children, tend to develop a much stronger understanding of nature and life itself. Clearly, the children of sailors gain a perspective on living quite distinct from those who haven’t had the experience.
We learn from children just how much of life we tend to skip over. Anna has taught us how to take great pleasure in the smallest marine life. She can watch a fiddler crab for hours as it busily moves about the low tide mark. The undulating movements of jellyfish were something we tried to stay away from; Anna needed to know what this ancient creature was and exactly what it was trying to do.
Anna has taught us how to drop the stress-related issues of living and focus instead on catching crabs or the smoothness of sea-washed stones. She helped us partake in the growth of the family of swans that were sharing our secluded harbor in the small Long Island town of Greenport. She sadly cried as the cruelty of nature’s forces reduced the four offspring to two.
Building a sand castle, creating animal shapes from the clouds, or just pushing ahead to pull into Watch Hill, Rhode Island, before they close the merry-go-round down for the night, has provided a significantly new and positive dimension for to my sailing.
I now have an active crew member. It’s only a matter of time before our two-shift watch routine will become a three-shift affair. All of these thoughts make me want to thank the sea for helping my little girl grow up a little faster and possibly wiser than she otherwise might have.
Anna’s delight at her latest accomplishment clearly gave us much joy. My anxiety about our ship handling faded as I let her gather confidence and skill with Satori.
A note to Pearson owners. Last year after a very choppy ride in Buzzard’s Bay, I suffered salt water getting into #3 cylinder which resulted in a very expensive repair at a well-known yard in CT. This past month, after a great ride down the Jersey Coast on a broad reach the same thing happened. Now after a second valve job the latest mechanic said the problem stems from the low level of the exhaust manifold which allowed salt water to flow back into the cylinder when the boat pitches excessively. Practical Sailor, (7/15/86) states that the engine installation in the P365 "should have a proper exhaust system that cannot let water back into the manifold." It seems that Pearson did nothing to fix a known problem nor to notify owners that it existed. I would suggest that Pearson owners check the installation of their manifolds and have them reworked if indicated.
— Ed Tracey, E. Norwalk, CT
Dear Ed,
You refer to the low level of the exhaust manifold which is part of the engine and not a Pearson product. Pearson used two types of mufflers, a vertical standpipe and an aqua lift type. In most of the cases reported to us, water getting into the engine was a result of the operator excessively cranking an out-of-tune engine. When this happens, the water pump would deliver water to the muffler, but since there was no combustion, no pressure was applied to force of the water out through the exhaust pipe.
When running before following seas, it’s possible that breaking water could be forced into the exhaust system, creating the problem you mention. This is especially true when the engine is not running. This is also why offshore sailors install a valve in the exhaust line to prevent flooding.
It is critically important that the hose leading from the muffler has a vertical loop extending well above the waterline and leads down directly out of the boat. Any dip in this hose section could collect water that will be sucked back into the engine. It is also very important that the exhaust hose be located as close as possible to the centerline of the boat.
Pearson always solved problems like this and then sent their solution to dealers and registered owners.
I currently own a 1986 Pearson P-36, fin keel version, Hull #131. I am primarily a cruiser and find that this boat fulfills all my needs as to sailing performance and handling. Sailing in the northeast, the over six foot draft has never really been a problem. I’m happy with the P-36’s design, and have no intentions of looking for another boat in the near future. My problem is that I’m contemplating relocating to So. Carolina or Georgia, and I fear that 6'4" of draft will become a problem. I’ve spoken to a number of people from that area and received mixed opinions. The questions that I hope you can help me with are:
1. Do you think that a wing keel is available for the P-36, and where would I look to locate any information on such a replacement keel.
2. What is your opinion of cutting two feet off the existing keel and bolting on casted torpedo bulbs, (from a company like Mars Metal in Burlington, Ontario, Canada, who state they will cast systems for my boat and that the performance will not suffer).
3. Do you think that changing the draft/keel would not be a sound idea, and that the boat’s performance and/or safety will suffer.
Any advice and/or insight into this dilemma that I am facing would greatly be appreciated. Thank you.
— Joe De Napoli, Staten Island, NY
Dear Joe,
Try Seaboard Foundry, 401-942-2200 they may have patterns for the wing keel. The performance will definitely suffer. Even the wing keel was less efficient that the deep keel. I do not recommend that you change the draft keel.
Thanks for the recent member information and newsletter for the National Pearson Yacht Owners Association (NPYOA).
I currently have several projects on my P35 for which I am seeking information. I would be interested in hearing success stories from owners who have addressed the problems.
First, I would be interested in those owners who have serviced (or improved upon) the centerboard lifting mechanism, including the pivot pin, pennant tube, or the winch. My system seems to be suffering from excessive friction and is in need of maintenance.
Second, the cockpit sole is soft in places. Water has permeated into the balsa core and has weakened the laminate. This appears to be limited to a 1 square foot area just aft of the binnacle. I’m told that this is common with some older hulls.
Third, I wish to replace my molded fiberglass hatches (forward and amidships) with alloy/lexan units. This involves modifying the hatch openings in the cabin coachroof (similar to the 1976 and later models) to accept the new hatches.
Any assistance or member references who have experienced similar problems and have information which might help with the implementation of these projects would be greatly appreciated.
Rene H. Bernier, Newport, RI
Dear Rene,
Occasionally, the vertical bulkhead in the cabin on which the CB lifting cable wheel housing is mounted, works its way forward. This causes the wheel housing to rub against the counter top. A brace after pushing the bulkhead back in vertical alignment may be all you need to free up the action of the lifting gear.
We have not heard of any softening of the cockpit sole, but if this is a problem you should drill out small sections, allow them to dry if wet and fill in the space with epoxy. Be sure to capture the entire affected area and scrape away any mildewed balsa. You will have to gelcoat and/or glass the area when finished. You may want to get professional help before undertaking this job if you aren’t comfortable with the process and materials.
Many P35 owners have replaced their forward and midships hatches. You will surely have to re-configure the hatch openings to fit the specific hatch you decide to buy. There is a wide range of choices available in any marine catalog. Just be sure to buy one that suits the type of sailing you intend to do. You might also want to in-crease your below deck ventilation by getting a hatch that has a versatile opening—for and aft—system.
Read with interest last report of P31 Rudders. Our hull #25 was pretty early. So I wonder if it’s OK?
We’ve owned the boat since 1991 and sailed her about 2800 miles, mostly in Penobscot Bay and the Gulf of Main. She’s been in some heavy weather and the Rudder did leave its mark once on a granite ledge (or was that the other way?) and it’s been fine. Go figure!
— Doug Mayer, Oneonta, NY
Dear Doug,
Rudders have been subjected to many forms of abuse. It is impossible to speculate on the condition of any after years of sailing. The best insurance is to include a careful check of the rudder and all its hardware as frequently as possible because sailing without one is less than enjoyable.
First, let me note how much I enjoy the Pearson newsletter and look forward to each issue. We were disappointed we could not attend the owners gathering in Newport, RI last year as our vacation was planned later in the month, as was a winter vacation which overlapped the Atlantic City Boat Show. Well, maybe some year. Also, thank you for the NPYOA members boat listing of Pearson 33 owners. We do know one couple, Diane and Gary Gladstone (boat name KAKU) who sail from Pilot’s Point Marina in Westbrook, CT. That was also our marina until October, when we moved our boat to Willsboro Bay Marina on Lake Champlain.
Of the many questions I would like to ask Bill Shaw, two are of prime importance. I will state them separately below in the hope that at least one (hopefully the first) may be answered.
My P-33 (1986) is a keel/centerboard model. How often should centerboard control line (which leads to the cockpit) be replaced? How does one locate the pin holding the centerboard to the keel and what is involved in removing it? What is the wire/rope length of the control line?
The P-33 has very shallow bilges and water sloshes into the main cabin when heeled over 20 degrees. Unfortunately, the water tanks deform slightly when filled and leak from the top, filling the bilges. Other than replacing water tanks, are there any recommendations for keeping the bilges dry, i.e., water tank modifications, special bilge pumps, etc.?
Thank you for your efforts on behalf of Pearson owners. I look forward to meeting you, and other Pearson owners, in the future.
John M. Cianci, Loudonville, NY
Dear John,
The CB pendant should be checked annually, especially if the boat is berthed in a slip. Stray electrical currents can be very damaging. There are two pockets in the keel, one on each side where the CB pin is located. Cover plates were installed covering the pin. To locate it requires the boat be lifted in a sling so you can look up into the CB trunk to see the pin. Its position F & A as well as vertically can then be determined. Sand away the bottom paint to uncover the plate. The lengths of the CB pendants will have to be determined from the existing one.
The shallow bilge question is, simply speaking, one of the trade-offs we had to make when designing the 33 for the market it was intended to appeal to. I am not sure what is causing the deformation of your water tanks, but that should be investigated. One suggestion might be not to top off the tanks which are causing the water to accumulate in the bilge. You also might try installing a small hand pump that leads to a convenient spot for occasional pumping. Do you have a sump pump for the refrigerator? Some models had an overboard lead for that and you might link it with a three-way valve to another line into the bilge.
I would like to make you aware of the racing success of some "old" Pearson yachts, in particular during the Off Soundings Club regattas this year. The Club keeps the old boats together in a separate class and the competition is always keen. Last year, I was fortunate to sail my Wanderer (#19) to overall victory, just beating Jack Saxe in his Wanderer. We both did well in the Spring Series (2 races) and that was enough to offset the Fall Series victory by Stuart Dickinson in his Pearson 26. Gerry Keeler also sails a Wanderer in our class and larger Pearsons are well-sailed in other classes. In particular, Bob Read (Pearson 39), Peter Mletchnig (Pearson 39), Bob Norton (Pearson 36), Tom Saxe (Pearson 36), and Milan Bartek and Reinhard Sarges (both Pearson 30s). We also have a Cruising Canvas Division (no spinnakers) and there we have Bob Brechter (Pearson 10M), Bob Welsh (Pearson 424), Charlie Snow (Pearson 30) and Dick Tiernan (Pearson 303). All of these boats are racing (and winning) thanks to the genius of Bill Shaw primarily, who designed so many boats with great performance in such a variety of weather conditions. I’d be happy to send along information about the Off Soundings club to any NPYOA members.
Ed Purcell, Mystic, CT
Hopefully, this can become an article for the Pearson current. I just returned from an exciting race in the Gulf of Mexico. The Conch Quest—Clearwater to Key West. This was aboard the Pearson 31 foot sloop—"Feisty" out of the Clearwater Yacht Club—owned and skippered by John Zumwalt.
Aboard were two other Pearson owners, Charley Mixon — 35 Pearson (1974) and myself — Pearson 10 MTR (1973). Being a Pearson owner was not a prerequisite to sail with "Feisty," but it did make for interesting conversation and comparisons. John has done an outstanding job of making his boat both comfortable and competitive (having installed refrigeration and air conditioning). Sails are Mylar/Kevlar and new Spinnaker (which we ran for about five hours). We also were becalmed for six hours in the bay of Florida.
With all this, we won our division. This is the second year in a row, following a third. Just proves that an older boat, carefully upgraded and sailed with enthusiasm can be fun.
Thanks for keeping our interest in Pearson alive.
Charley Redding, Tallahassee, FL.
My wife and I recently bought a 1962 Alberg 35 and are in the process of restoring it. We bought the boat from Dutch Wharf in Branford, Connecticut and are periodically working on it there. One of the fellows in the yard suggested to me that I get in touch with you and the Pearson Association. Of particular interest to me are the original scantlings, sailplan, and equipment etc. of the Alberg 35. We bought the boat in a fairly beat up condition with very little documentation, so any information would help fill in the blanks. I don’t know the serial number, but the documentation number is US508513.
Steve and Andrea Jensen, Minneapolis, MN
Dear Steve and Andrea,
As we have stated many times the plans are just not available to us due to the way in which The Pearson Corp. went out of business. We publish your request in hopes of a member being able to get a copy to you. You will find that professional yards are able to accomplish most tasks without the layout of the boat. Sail plans are inventoried by most sailmakers.
I am the owner of a 35 ft. Pearson. (Built 1969, commissioned 1970, with Sail number 149.) I have owned the boat for 20 years and always enjoyed my time aboard her.
Last summer I asked a friend of mine, a cabinet maker with shipbuilding experience, to: 1) replace my two-piece wooden companionway slide-in boards; 2) replace the wooden trim on the same sliding hatch top of the companionway; 3) replace the wooden trim on the entrance to the companionway (port and starboard).
He informed me that Pearson might be able to provide these parts for me and that I should contact you to see if this was possible. Please contact me.
Joseph C. Marshall, Absecou, NJ
Dear Joseph,
Even if we had a Pearson Corporation and they had these items it would cost you considerably more to cover the handling, storage, and delivery than it would to have your yard rebuild these pieces. I also have a P35 and chose not to replace my boards which were very weathered and split. I bought a piece of formica that matched the cockpit gelcoat and covered them. The formica is very easy to clean, matches the surrounding gelcoat, and added more than sufficient structural strength to render them almost as good as new. The added weight was noticeable however. The wood trim is also a very standard teak, available in any marine supply store.
We have your letter with the member list of like boats. We are pleased but wish there were more 385 listings . . . , at any rate enclosed is a letter we have written to the other 385 listed. I am sending this to you for information and also in hopes you can help us get the wiring diagram for our boat. We have called Rhode Island in the past with no results. It now is a problem not to have one as we need to have the engine and instruments rewired. When we talk to Detroit Diesel and Perkins they always tell us the boat manufacturer should provide the original drawings. Ha! Bill, we think the NPYOA is a great idea and would like to contribute anything we can in the way of informa tion we have gained from our experiences. Do you have an e-mail address? It would be great
if members could start a chat group online with America Online. Hope to hear from you about wiring diagrams. Even one from one of the 424s would be helpful. I think they had Perkins 4-108 engines.
If any members wish, they can find us aboard "Pauline" in Puerto Rico at the Puerto Del Rey Marina in Fajardo, slip 1426.
Kenneth and Virginia Fortney, Lebanon, NJ
Dear Kenneth and Virginia,
No, we do not have the wiring plan but publish your request also in hopes of another member being able to help you out. Yes, we now have an e-mail address and are going several steps beyond that as described in the "Publishers Log." Your major contribution is in your ongoing correspondence which helps other members who have questions and comments that you could possibly address. We also have a standing order out for any suggestions as to how your NPYOA can serve you better. Keep in touch.
The opening ports on our boat are in need of replacement, and I have been unable to find the source of the originals. Can you or Bill Shaw or someone find out who made the ports and if the supplier is still in business? If not—any suggestions as to a source for suitable substitutes?
Doug Galloway, Chambersburg, PA
Dear Doug,
You might try D & R Enterprises at 508-644-3001.
I discovered the National Pearson Yacht Owners Association via America Online, and a pleasant discovery it was having purchased a Pearson Commander 26' #49, this summer.
Although hardly a new boat, it is a wonderful craft that my wife and I are both proud to own and anxious to have access to more information about. At this point in its life, #49 came to us without documentation.
Paul Brown and Kristan Blake, Lakeland, MN
Earlier this year, we met a fellow Pearson owner who mentioned to us there was a newsletter for Pearson owners. We own a 1976 Pearson 365, so we were obviously very interested.
Please consider this letter as confirmation of my membership in the National Pearson Yacht Owners Association and as a subscriber to The Pearson Current.
In your letter of April 3, 1995, you mentioned the possibility of providing a source of communication through the Internet. As an Internet user myself, I would be very interested if you have established a home page or a bulletin board. My internet address is WFSP54A@PRODIGY.COM. If you have an Internet mailing list, please add me to it!
Thank you for your consideration. If you need any additional information, please let me know. The name of our boat is "Tangerine" and is documented in Kentucky, but is docked at our house in Gulf Breeze. We look forward to hearing from you.
Mary E. Steele, Gulf Breeze, FL
Our Pearson 35, "Ptarmigan" (#165, vintage 1970) suffered a serious leak when relaunched this fall after being out of the water for ten months. The source of the leak was traced to the top of the centerboard well at both the pivot location and at the sheave box. Initially, leakage at these locations was not very obvious; but consistent accumulation in the bilge, entering at the rear of the semi-enclosed ballast area at the rate of about two gallons per hour, suggested that leakage had to be somewhere along the centerboard well. It was discovered that water was entering at both the pivot and the sheave box and running down between the ballast and the centerboard well and exiting aft into the bilge.
With the boat back on dry land and disassembly of these areas, the original sealant at both these locations was found to be dried out and ineffective, especially at the pivot point. (It is possible that earlier leakage, 1983, at the pivot point was inadequately repaired by glassing over the whole joint. So this problem may not be symptomatic of a more general problem.)
Efforts to obtain drawings of the structure in this area were unsuccessful, but advice and encouragement was obtained from several knowledgeable sources. Sketches of the assembly of both areas are included with a brief description of the rebuilding action.
W. Ward Russenberry, Annapolis, MD
Dear W. Ward,
You have provided such great detail to this problem we are publishing it for our members’ files. Bill Shaw commented only on the amount of glass you ultimately put on. It was probably overkill, but then again . . . ?
We were given a copy of The Pearson Current this summer while cruising Isle Royal on Lake Superior. It introduced us to the Pearson Yacht Owners Association and at the same time the owners of two other Pearsons. Our boat is a 1980 Pilothouse 36, hull #17, the other boats were the 365 ketch, and the 1981 cutter version, three variations on a great boat.
If there are any other Pilothouse owners among your membership, we would appreciate hearing from them. We love the boat, and when we see the promotion for the Northeast 37, it appears Bill Shaw led the way. If someone could tell me what type of mahogany was used on the Pilothouse interior I would appreciate it.
We look forward to future issues of The Current.
Bo and Val Ouellette, Duluth, MN
Dear Bo and Val,
Pearson used mahogany from either the Philippines or Honduras. As the types are quite different, we would need an indication as to the color and quality of the wood you refer to in order to determine which kind was used on your boat.
If somebody can help me with how to get more performance from my main sail to improve the boat speed doing some modification or adjustment.
— Robert G.
Dear Robert,
We would need more information to be able to help you out. You will find that the best source for questions regarding sail performance is your local sail maker. He or she will best know your waters and wind conditions and should be able to match that information with you particular boat. I just took a one-day seminar offered by Bill Gladstone on Performance Racing Trim, Gladstone Sailing Services, P.O. Box 1169, Evanston, IL 60204. I found it very helpful on the finer points of increasing performance and sail trim. They have a companion volume to their seminar available and it’s very well written.
Very briefly, my wife, Mary Beth and I currently own a 1985-86 Pearson 36 (MB Three). I am most satisfied with the boat. She has made two trips to the Caribbean getting as far south as Grenada via the Caribbean 1500. She has also spent winters in the Bahamas, Charleston, South Carolina area, Chesapeake, etc. . . . All of that from a home port of Camden, Maine.
Prior to owning MB Three, we owned a Tartan 30 from 1974- 1987 and prior to that, our first boat was a Pearson Commander. So much for an introductory letter.
I look forward to receiving The Pearson Current and to more communications from the National Pearson Yacht Owners Association. I also have a few war stories concerning my current Pearson which I can share at the appropriate time.
Peter C. Van Alstine, Camden, Maine
Dear Peter, Thanks for the letter. What is the derivation of MB Three? We look forward to your war stories, as do all veteran Pearson owners.
My 1981 Pearson 365 has a pair of brackets on the aft side of the stern rail. Are these brackets for attaching dinghy davits? If so, any idea who may still manufacture this item?
Gregg Haug, Plymouth, MN
Dear Gregg,
Yes, they were for dinghy davits and were most likely made by a company called Hi Styles. You probably can get a pair made by Edson that should fit with minor modifications. Let us know if it works out.
In response to my letter, two Pearson Pilothouse owners have contacted me. Irv Furman from Annapolis, MD, and Bob Ouellette from Duluth, MN. I have also contacted a doctor in Bermuda who has a Pearson PH he had delivered in 1981. So far, I have been in contact with 7 owners. I think only 30 Ph’s were built (1980 & 1981). I understand there is a PH in New York State in a marina, but I’m not sure where. I also have the name "Kai-Vai" that is sailing somewhere on the Chesapeake. Hull #11 or #12 is in the process of being sold, I think. Maybe some of your readers have come across these boats or other PHs. I would appreciate a card or phone call (941) 966-2556 or Fax (941) 966- 2752 if anyone has information concerning the PHs.
Irv has done major modifications to this PH by restructuring the keel, adding 27% area aft, streamlining the keel airfoil and making it a true cutter rig. He says the performance is great and it tracks like an arrow upwind. I have replaced the teak veneer on the rear of my cabin with formica which has cut down on the maintenance and has brightened up the cockpit area. Several of us have replaced the old one pulley traveler arrangement with something better (anything is better). Salon windows have been replaced with tempered glass. Two of the owners complained of water leaks at the helm and nav stations. To solve this, I put narrow double-sided adhesive tape on the outside edge of the glass and filled in the void with Boatlife (or a waterproof silicon). After installation, I filled in gaps between the glass and outer frame, let it dry and then trimmed off the excess with a razor blade. I then masked around the windows and spray painted the frame and caulking to match. It doesn’t leak!
Thanks for publishing my letters, maybe we can get some interest in the Pearson Pilothouse.
Ralph Bowen, Nokomis, FL
I have been saving past issues of the Current for future reference. When I was putting these past issues away, I realized how helpful it would be if they were three-hole punched. Is it possible that they could be sent out pre-punched?
Also, I want to pass along a suggestion (not original) for solving the problem that many of us have encountered who have nonself-draining portholes. If you glue a cotton lantern wick to the porthole as shown in my diagram below, the wick will drain off all accumulated water. I tried it on one porthole on my 1986 P-33, it works like a charm, and it is an inexpensive solution to a reoccurring problem. Keep up the excellent work.
— Alan H. Silverman, Kalamazoo, MI
Dear Alan,
These are both excellent suggestions—thank you. As far as 3-hole punching the newsletter, we are going to try to accommodate the idea. We would need to reformat The Pearson Current to provide the wider margins needed for the holes. We have also been thinking of compiling all past "Member Notes" and Bill Shaw’s column into a convenient, reprinted format. This would solve the problem of getting back issues to new members who often ask for them. The anthology would also provide an easier format for all members to look up topics related to their boats or a specific project underway.
Just how tremendous the kinetic energy of a wave is? A 4-foot, 10-second wave striking a coast expends more than 35,000 horsepower per mile of beach. For each 56-mile stretch of coast, the energy is equal to the power generated at Hoover Dam. —from Bowditch, 1995 edition, page 447
Any NPYOA members who are thinking about chartering might want to know about the Excepted Perils Clause as noted in the 1948 edition of the International Marine Dictionary. This is a clause contained in charter parties and bills of lading which states that ship and carrier are exempted from responsibility for any loss, damage or delay in loading or discharging arising or resulting from acts of God, public enemies, restraint of princes, rulers and people, fires, pirates, strikes, perils of the sea and generally speaking, all accidents beyond control. Also called "exception clause" or "exceptional clause." . . . I guess this covers just about everything! If a prince was also a pirate, would that double the risk factor?
Sailing terms and expressions
Polar Compass —
An obsolete but interesting way with which sailors dealt with magnetic disturbances on compasses was to rig what was called a "pole compass." The pole compass, also called an elevated compass, was mounted well above the deck and placed on top of a pole so as to be beyond the influence of the ship’s magnetism. A short ladder was used to read the compass.
Isogonic Line —
Most sailors know what isobars are but I wonder how many know that an isogonic line is the line that passes through all points at which the magnetic needle is deflected from the geographic meridian by the same amount. "Isodynamic lines" are those of equal magnetic intensity (or horizontal force) on the needle.
Face —
The after surface of a propeller blade which acts on the water to drive the vessel forward. Also called "driving face," "thrust surface" or "driving surface." —International Marine Dictionary, D. Van Nostrand Co., NY
Various localities have given unique names to the local winds of their region. A few of the more interesting ones that I took from Bowditch (1995 edition, page 488) are:
Bull’s Eye Squall —
A squall forming in fair weather, characteristic of the ocean off the coast of South Africa. It is named for the peculiar appearance of the small isolated cloud marking the top of the invisible vortex of the storm.
Chubasco —
A violent squall with thunder and lighting, encountered during the rainy season along the west coast of Central America.
Etesian —
A refreshing northerly summer wind of the Mediterranean, especially over the Aegean Sea.
Papagayo —
A violent northeasterly fall wind on the Pacific coast of Nicaragua and Guatemala. It consists of the cold air mass of a norte which has overridden the mountains of Central America.
Williwaw —
A sudden blast of wind descending from a mountainous coast to the sea in the Strait of Magellan or the Aleutian Islands.