Items of Necessity and Items of Convenience

Some Upgrades Are a Matter of convenience; some are a matter of necessity. The necessary upgrades to SV Tiburón were the propane system and the electrical system. When the vessel was surveyed, Jim Wallace, found precious little wrong with this boat. Given its age, we knew that, despite its glowing bill of health, that changes would have to be made to allow the boat another fifty years of life on the water. On Jim Wallace’s list was the location of the propane tank and slope in the hose that leads this extraordinarily flammable and heavier-than-air fuel into the stove.

This was easily enough accomplished: we moved the propane bottle to an exterior mount on the stern of the boat. The line falls at an acceptable angle and has no curves with low points into which propane could accumulate. The key part of this project was to make certain that there were no attachments in the hose where leaks could occur.

The more difficult problem lay in the wiring of the boat. I am not an electrician. I felt that this was a job for a professional, especially where AC power is involved. We had a combination of fuses that was attached to a buss bar and, upon inspection, betrayed several generations of wiring. The issue rose to the top of the list when a fuse exploded, not simply blowing out but exploded, when the water heater was engaged.

The process began when I had a bypass installed for the heater to an AC Breaker. Now, allow me to say that this was compounding the problem. We were just bypassing a systemic problem; this is a bit like treating a symptom rather than the disease itself. Problems continued. Running lights were dodgy. We had issues with our fridge. We came to the conclusion that it was time to have the boat rewired.

We contracted Beacon Marine Electronics to do three things: Rewire the boat and bring it up to date, update the electronics, and to install solar and wind power. The decision was made to install new AC and DC power systems and to use a system of breakers rather than fuses. The wiring proved to be a major project. The fuse boxes were removed and the wiring reorganized. A veneer was placed over the original teak bulkhead to cover the many access holes that were drilled and that were necessitated for installation of the new system.

 The installation of the new wiring is one of those things that is not “sexy” like a new set of sails. But this is a necessary part of the care for a boat of this age. It is necessary, however. We have eliminated potential fire hazards, and enabled the installation of the new electronics (which will be discussed in our next installment) and solar and wind power (to be done, at this time). I will follow thru with a discussion of our goals for electronics and what has been installed to date to meet those goals. 

Fair winds and following seas!

- Pablo

Upgrades: The New Rudder

I was reading a discussion thread about Ericson 39s. The consensus was that backing this vessel is a poor idea. “Just don’t do it…” seemed to be most common counsel. I had a Columbia 34 that had a generous spade rudder, I was able to back that boat with minimal problems and could dock the boat with minimal difficulty and embarrassment. If I had one critique of the Ericson 39 it would be this: The rudder is too damn small. 

The Ericson 39 is an early IOR design. Its lines were shaped by that rule. The beautiful long overhangs, the fin keel owe their comely form to Bruce King and his interpretation of the IOR rule. My first impressions sailing this boat were that the boat responds well in the “lumpy gravy” sea state for which the Santa Barbara Channel is known.  Indeed, with gusts up to 30 knots, the 39 responds well both up and downwind.

But the issue of backing remained. “Just don’t do it” is impractical advice. Mary can tell stories about trying to get this boat to track when leaving our slip at Channel Islands’ Landing. While the Beneteaus and Jeanneaus seemed to effortlessly leave their slips, even the Catalinas departed with ease, our Ericson was, at best, unpredictable in reverse.  When the boat was surveyed, Jim Wallace suggested that we consider replacing the rudder. 

I am something of an Ericson purist. I grew up on an Ericson 30, and have loved the Ericson 39 since I first saw it in Sailing Magazine. Jim Wallace had crewed with Bruce King on his ’39. I felt that, given that pedigree and love of Ericsons, this might be an acceptable modification. Now, I must also admit that I have seen many poorly conceived and wretchedly executed “upgrades” – I prefer to say degradations – made on Ericsons. I think of the fellow whose Ericson 38 was hauled out when we were doing work on Tiburón; he decided that the keel needed fins and that he was the guy to design and fabricate them. 

After some time Mary and I hit upon the Schumacher Rudder.  Originally designed for the venerable Cal 40, it had the advantage of changing the aspect ratio of the original rudder to provide more depth and more wetted surface area, while not significantly impacting the PHRF rating on the Cal. This seemed to be the ideal solution. Now onto fabrication. Just how does one make a rudder? This is an important part of your vessel. It is not so simple as just slapping a little new glass on the existing rudder (like the fins to the keel described above). This requires expertise; expertise that I lacked. 

FinCo Fabrication: Say those words with reverence. FinCo Fabrication, in beautiful Santa Ana, CA, is the place. They specialize in fiberglass fabrication and have expertise in restoration, fabrication, and repairs of all things nautical. I was impressed that they are also Star Sailors (a breed unto themselves!). FinCo worked with the folk at The Boat Yard to produce the new rudder. In all, the process took about one month from delivery of the old rudder and post, to the installation of the new Schumacher rudder. They even arranged delivery of the completed rudder from their plant in Santa Ana to Port Hueneme. 

The first thing that I noticed about the new rudder was that the boat will track in a straight line in reverse. It will turn both to port and starboard in reverse, as well (I do have to admit that having a maxi-prop helps this process). Weather helm is diminished. The boat has become more nimble, while still moving like an Ericson. We have had almost a year with the new rudder and have been pleased with the results.  

- Pablo