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You can find out more information by visiting our revision policy and money-back guarantee pages, or by contacting our support team via online chat or phone. Together, they built nearly Contessa 26s before the shop closed in and moved to an industrial lot in Rexdale. Their last job was to make the fibreglass gargoyles, designed by famous artist Michael Snow, that grace the north side of the Skydome.
To cut a long story short, the Contessa association now had three famous guests and a long list of Contessa owners who were keen to come for dinner with Tania � a total of 33 people, but nowhere to host them.
Then Marc and Todd rushed around and set a table that stretched from the window almost to the fireplace, carefully laid out with wine glasses, a full set of cutlery and white tablecloths. It looked very, very impressive. Tania, Declan and Gary all arrived on time. We all chatted non-stop over drinks for an hour, then chatted non-stop over dinner for three hours until Marc gently edged us out the door at pm. A great time was had by all � except perhaps Marc, Todd and Eric � who put on a great evening and hopefully got home before midnight!
Comment on this in the forums. Tania Aebi will be speaking at the Toronto boat show! I met her a while back when I still owned my Contessa. She is an interesting woman to speak to.
I highly recommend trying to hear her speak if you can. Although boat yards specialize in this type of work, much, if not all, can be done by a knowledgeable owner with some well developed basic skills. Fortunately nothing is a total loss and from these stories come six basic rules that may be of some value to someone contemplating activities that will make their boat more to their liking.
Nothing beats a hot shower for making the cruising sailor into a human being. Altair had her heater located in a cockpit lazarette which precluded any inspection or maintenance of the fuel tank, seacocks, wheel steering mechanism, and any other gear below the cockpit sole. In order to repair two leaking seacocks and their hoses, the engine had to be removed. It looked beautiful but there was no way to inspect the chain plates, genoa track fasteners, hull to deck join, stanchion base fasteners which were loose , or wire runs, without destroying the screwed and glued teak work.
The 30hp Atomic 4 in a Pearson Vanguard had finally wheezed it last and the owner opted for a new diesel. He bought a 30hp Yanmar at a boat show and had it installed. Sounds logical � 30hp replacing 30hp. He would have been quite happy with a slower turning 20hp diesel and would have spent far less money. Being able to easily get at things should be considered a safety issue and not a minor consideration. Sooner or later, everything will fail and your ability to make repairs often quickly should not be compromised.
The main bulkhead and forward bulkhead was cut out and a metal tube compression post added with the belief that it alone would provide the required strength. The vee berths were changed into a large angled double berth which had a hinged panel to gain access to the now non-enclosed head. The companionway bulkhead was also cut away in places to provide additional storage bins accessible from the cabin.
The old ice box had been removed and the area now was occupied by an oversized nav station which required the removal of the starboard settee berth. The boat had been extensively sailed for almost ten years in this condition. The hull exhibited swirl shaped and longitudinal crazing on the starboard side and the upper shroud chain plate and attachments showed evidence of metal fatigue. Unfortunately or fortunately , he forgot to add the bobstay. The boat handled poorly with a tremendous lee helm until the mast came down in a blow.
Carl Alberg would have been pleased. Boats are complex integrated structures that depend greatly on their internal stiffening members to maintain hull shape under load. Altering these can often cause more problems than solutions. The sail plan and associated rigging is matched to the hull design. Unless the designer really blew it, any alterations should only be done as a last resort and only with professional advice. The designer may have known something.
The Pearson Ensign is a classic Alberg designed racing daysailer that is rumored to be built again. The owner had spent many thousands on the work including a beautiful Awlgrip job that will never be even partially recovered.
Another Pearson Ensign was customized for cruising by installing a self bailing cockpit and adding a small dog house to the cuddy cabin. He could have hunted for one of these.
The boat was later restored to original by her new owner. This resulted in a fast but very tender boat that outsailed its PHRF rating in light air but proved to be too tender for cruising.
Also of note is the Pearson 30 with the double berth added under the cockpit sole just like the new boats necessitating the removal of the inboard engine. No problem here. The new 25hp outboard hanging off the stern does it all in the name of lugg-jury.
You may regret anything done that detracts from the original. I inspected a boat whose owner had installed brass domestic water valves instead of bronze seacocks to save money.
All showed serious corrosion and required replacement before the boat could be insured. Using indoor-outdoor carpeting glued to deck non-skid areas has appeared several times and, when wet, assures a quick passage overboard. Remember that that sticky backed plastic teak always looks like sticky backed plastic teak say that a few times quickly. Marine grade materials are relatively expensive.
Good stuff, manufactured for a low volume and somewhat seasonal market, naturally costs more, but the advantages of not scrimping will be apparent for many years to come. Good stuff lasts. Many boat fires are electrical in origin. Lamp cord is good for household lamps but not for boat wiring anywhere. Your batteries can supply hundreds of amps that present a clear fire safety hazard unless properly wired using the correct materials.
A Bristol 30 had a totally new interior. The owner was a master woodworker and had done a beautiful job using mixed hardwoods. I was most impressed with his custom insetting of his Coleman gasoline camp stove. It was beautifully done with cutting board cover and a special compartment to hold a supply of fuel. Unfortunately, he was unaware that, although beautifully done, his installation was not only illegal, but inherently dangerous.
Regardless of whether vented or not, they have resulted in several deaths and are not approved for marine use by NFPA , ABYC , or by anyone with half a brain. Making your boat comply with the new codes is a personal safety issue that costs little and saves much. Rule 6: Get the knowledge and skills before you need them. Research the vessel. What was its original purpose, strengths, and weaknesses?
What improvements have others made? What problems did they encounter? What did they choose not to do? Forget about the stove with the oven on your 23 footer and ditto for the chandelier. Learn about fiberglass FRP construction and repair. There are many techniques and materials for a myriad of situations that have to be handled properly. There are at least three types of resins that you may encounter and all are not perfectly compatible with each other.
Learn and practice good workmanship from mechanics to woodworking to painting and varnishing. My wife does all the painting and varnishing on our boat. I do, at times, sneak a peek. I looked at a Pearson 35 that had been converted from a settee berth layout to a dinette layout. It was pretty well done mechanically but exhibited very poor cosmetic workmanship throughout.
In short, it was a mess that detracted from an otherwise elegant old classic. Knowledge is the primary key to success in all endeavors. This will allow you to better evaluate what is being done, certain problem areas, real costs, and the quality of workmanship. There are many more rules that can be added to this rather light overview but these are to me the most prominent because they result from my own experience.
You may also have already developed some of your own. It would be foolish to invest your time and money into something that was never any good in the first place.
I wish you well and assure you that you are not alone. The meeting was held in the chartroom at the National Yacht Club. It was very nice! The first thing we discussed was the name of the association. We discussed whether it should be the Great Lakes Contessa Association, The Lake Ontario Contessa Association, the Great Lakes Contessa 26 Association, the Lake Ontario Contessa 26 Association� eventually, after a lot of talk, we came to a group decision that the name could be changed at a future date to accommodate any needs, so we agreed that the Lake Ontario Contessa Assocation was a good name for now.
Next we discussed membership. Until now, John has been handling membership, but he and Lesley will be out of the country for the winter, so he thought someone more local might be a better choice to handle membership. I volunteered, since I run this website anyway. It seemed like a natural fit. Subsequently, the new address for membership, or to generally reach anyone regarding the association, is association co We discussed a fair number of technical issues with membership: forums vs mailing lists, etc.
No decisions have been made on this front, but I would like to point out that anyone who uses the forums can subscribe to a thread and have it email you when someone responds. Another question we pondered but did not answer conclusively was whether or not to include Contessa 32 owners. Programming was our next topic of discussion. It was generally thought that 3 major events for was a good start for our fledgling association: a long-distance cruise say, to Niagara-On-The-Lake or Picton, maybe , a fun race, and a local cruise.
Jordan volunteered to facilitate the program idea-gathering process. Actual dates are hard to pin down until other events from other sources specifically racing schedules are known. Oliver suggested two speaking nights, where we might be able to have speakers come in and share information with the association.
Jordan finally asked how often we should meet, and it was generally determined that once a month was plenty.
It is still just a few months since we started this fledging association of Contessa-loving folk. So far there are 18 boats on our list and we know there are many more in our area. For Lesley and me, it has been a wonderful opportunity to make new friends and to tap into a large collective resource about our boats.
Also, after a successful start it might be a good time to talk about how we would like to continue with this association. Up until now, I have been acting as the recording secretary and the communicator, but soon, Lesley and I will be leaving for most of the winter, so perhaps someone else could take that on. At a bare minimum, as an association we need a recording secretary and someone to look after getting people together. The Great Lakes Alberg Association goes further with a Commodore; Cruising director; Racing director; secretary; treasurer; newsletter and website coordinator, etc.
They also publish a useful list of members. While I remain skeptical about the whole concept, it is possible that Larry Ellison might revitalize the public opinion of sail racing. The worst time is when your trusted insurance agent calls and tells you to get one�at your expense, of course. On the other hand, you could be buying a boat and you should be having a survey done before you own the barge.
This is always a good idea for most land based air breathing mammals. In either case, hunting down a competent marine surveyor is not a simple task. Small cruisers yielded small commissions and the last thing she needed was for a boat deal to fail because of a negative survey. Pocket Cruisers never lost a sale due to a bad survey. As luck would have it, a local surveying company offered to teach me the fine art and took me on as an apprentice.
As a retired surveyor, I can be blunt and opinionated without ruffling any feathers. There is no federal or state licensing of marine surveyors. Anybody can call themselves a surveyor and print up some business cards. But these characters have no credibility with insurance companies or lending institutions and their surveys are generally not accepted. Although their members say differently, both organizations are essentially the same with similar requirements and activities.
Many parts required info that only someone who was an experienced surveyor would know. I passed. Ongoing education OE � Both groups have periodic meetings both regional and national. You get OE points for attending the educational seminars. Over the years, about half of the info was valuable and half was junk.
It should have been better. Codes of Ethics � The two organizations have similar codes. They both overuse words like professional and professionalism, ethics and ethical without knowing their definitions. This is all you need.
Oversight � Neither organization practices oversight. Case in Point � Joe from Australia was buying a sailboat here in the States so that he could cruise the Maine coast for a few summers.
Joe telephoned Ed and detailed what his expectations were of a pre-purchase survey and that included full photos of any areas of concern plus additional interior and exterior pics to illustrate the overall condition of the vessel.
The survey came in with no photos of anything. The report itself was incomplete�looked like a check-off sheet�and missed items that constituted dangerous conditions that were clearly a liability to the safety of the vessel. Ed had noticed that there were barnacles on the boot top at the stern.
The boat had obviously been sinking due to leakage in the cockpit sole hatches and the prop shaft stuffing box that was corroded to the point of uselessness. Adding to the sinking picture was a loose leaking stern tube. All of this was obvious to anyone with reasonably good vision and intelligence slightly greater than a cherrystone clam. A series of over sixty emails passed between Joe, Ed, and the broker before things were somewhat cleared up.
Joe had to get another one done. The complaint included all documentation and emails. No action was taken. If I had, there would most probably be substantial financial damages and perhaps criminal action. This is only a start. Put a check by that name or names. Ask other boat owners and people at boat yards. Some info may be just scuttlebutt but anything is better than nothing.
Go online to some of the boat forums and see if you can get any recommendations. Ask a new boat salesman whose company accepts trades. Very often a dealer will have a surveyor look at a boat before being accepted as a trade-in. Any checked more than once? Those will be your first candidates for further investigation. Call each one. Discuss fees i. Ask for a sample survey of the type you are requesting. Ask for references e.
Ask how fair market value is determined. Pure guesswork is not allowed. I made a recommendation once and lived to regret it. Ask for a full condition and value survey. Many surveyors are ex professional mariners. The title is supposed to instill confidence. I held a Masters License for over fifteen years and nobody ever called me Captain. I preferred Skipper until a crewman slipped and called me Scupper and that title stuck for years.
There are many good ones out there. All you need is one. Good luck! This afternoon, while out for my daily lunchtime walk along the waterfront in Toronto, I spotted the familiar keyhole shape of a Contessa 26 companionway. As I approached the boat, her skipper, Paul Kestle came up into the cockpit and we had a conversation.
Paul has been living on his Contessa 26, Sophia, for the last several years, including winters. He spends his summers hanging off the hook in many places in and around the GTA , and winters at one of several different marinas.
This year, he says Sophia is being hauled out for a refit and paint job. I found this excellent table of Folkboats and derivatives on the website of Joseph Moore. Reposted with his permission. When a sail-in meet-up of the Lake Ontario Contessa 26 Association at Ashbridges Bay Yacht Club was suggested for this past weekend, nobody realized it could rain so much.
In fact, we set a record for the GTA as the rainiest September 8th in recorded history! As many as ten boats were expected, from as far afield as Hamilton and Pickering.
As the week wore on, the weather forecast for Saturday slowly went off. As of Friday evening, Environment Canada was calling for winds gusting as high as 35 knots, and waves from one to three meters. Some might and did! Others were perhaps a bit more prudently cautious. At sunrise on Saturday morning, it was raining in buckets across the GTA. Last-minute phone calls were made, hurried emails sent in order to rethink the meeting time and method.
Most decided not to sail, given the rain and the imposing forecast. None of which was going to stop Bastian, who sailed from Pickering to Ashbrides Bay. Mostly sailed. Had the sails up, anyway. He arrived a few hours after he left, very wet but safe and triumphant. His opinion of the weather? Waves about 2 feet. Oliver and I arrived at roughly 3pm and joined John, Lesley and Jann, who were already in the dining room waiting for the rest of us. Bastian had gone over to get his gas can filled up, and would join us shortly after that.
George, Jose and John W arrived, and we sat down for a brief lunch and to await the remainder of attendees. Once we had all arrived, and those who decided to eat lunch at the Club had finished, it was time for boat tours!
Thankfully it had stopped raining, though the wind had picked up a bit by this point. This was really the meat of this Contessa meet-up for me. I owned a Contessa 26, but foolishly sold her almost seven years ago. And have been regretting that decision ever since. I also wanted to make sure that the boat would meet my needs. Jaan gave us the tour, at at one point, there were enough of us on board that the cockpit sole was below water-level!
It was the first time I had been aboard a Contessa since I sold. She is in excellent condition, and very obviously cared for. Still, there were six people aboard her at one point. I took a seat on the starboard side of the cockpit and leaned on the tiller. This boat was, by far, the most unique Contessa 26 I have been in to date. Because Bastian has removed all four bulkheads, the boat feels incredibly spacious and open. While privacy for use of the head might be an issue, it is undeniably a roomy feeling boat.
I think eventually Bastian came up with some interesting ideas involving posts instead of full bulkheads. This will definitely be a boat to watch. Thankfully the rain had held off to this point, but we had obviously pushed its limits, since it finally started to sprinkle. We all made our way back to the dining room for dinner. There was good food, excellent company, and beer.
There was some iced tea, and some wine as well. We talked and got to know each other. We talked boats, and racing, and origins, and experiences, and passed a very pleasant evening in excellent company. We even managed to get a group shot.
Near sunset, a spectacular series of rainbows 3, one for each boat! Six, possibly seven Contessa 26s are anticipated at the meetup, where lots of good cheer, Contessa talk, and general exchanging of ideas will ensue. Read or post in the appropriate forum thread for more information. Including: mast, standing, running rigging, paint and primer for hull. No motor.
Trailer: , Titled, 4 wheel breaks � Very good condition. Sails: Main and roller furling Genoa. Hasler wind vane. Boom Tent. One boat hook. No blisters, has been also in salt water. Eight bronze port lights.
Mahogany additions. All interior wood has been refinished, requiring finish coat. Interior nearly repainted, extra paint good. Decks one coat, beginning of reseating deck gear. The Boat is located in Pueblo, Colorado � U. Will ship to anywhere in the country or Canada. A fresh water Contessa. Faryman diesel,Alcohol stove, head, anchor,all safety equipment. Solid boat for 40 Years old. Forhatch, ports and running rigging need replaced but over all a good boat for almost 40 years old.
On July 13th Alan Nye Scott, builder of our wonderful boat, passed away as a result of injuries sustained in an accident in his vehicle at a railway crossing in Belleville. He kindly offered advice and it was a great help. He leaves behind a great legacy of all the fantastic boats that he built. He had recently acquired a 29 of his own and was making plans to whip her into shape and to his liking and enjoy some sailing. In addition to being the man responsible for commissioning the Alberg 29 and very rare Alberg 34 , Alan Nye Scott was president of J.
J Taylor, the company responsible for all the Canadian-made Contessa 26s and Contessa 32s. The Contessa family, the Alberg family, and the sailing world at large has lost a legend.
Previously only sailed on fresh water until June when I spent the money to sail her single handed across oceans. New upsized standing rigging , including running backstays and a removable inner forestay for extra strength.
Please email jesse imajicamedia. Oriana III is for sale. Nice boat with nicer than average interior woodwork. Original gel coat. Never painted. Has already been cruising 3 months this spring, well set up to go. New Aluminum fuel tank All new fuel lines. Racor primary fuel filter rebuilt Old bottom paint stripped off to gel coat and 2 layers of Micron CSC ablative bottom paint applied.
Main sail and cover, 2 Genoas, 1 working jib New halyards, sheets, jib downhaul, topping lift � all led aft Mast steps, jackline padeyes Origo Gimballed non-pressure alcohol stove Manual bilge pump, Rule auto bilge pump. Original main sail, genoa, jib and spinaker. I hate bargaining�. I am selling my JJ Taylor Contessa She sleeps 4, has a head, stove, icebox and sink with fresh water hold.
Powered by an inboard German Farymann diesel she is very economical under power. You will find her an excellent choice as a family day sailer for both local and distance sails. She comes with an Autohelm, VHF , spare sails, new upholstery, new dodger, new sail covers and Comox moorage. Please call or email me for a showing. Danforth, Simpson Lawrence manual windlass. Dodger and cockpit cover Autohelm Lots of spare parts and bits and pieces. Lightly sailed, frequently.
I pulled, polished, inspected, and re-bedded all of the chainplates and also re-bedded some of the deck hardware this winter. The boat is on the hard in Oriental, NC. She had been a Lake Erie boat her whole life until this winter, when she took me down the rivers to the Gulf of Mexico and now this far back up the East Coast. If desired, I will deliver this boat by sea from Oriental to points on the east or gulf coasts of the US, or the Great Lakes. Anchor, VHF radio, folding steel cradle.
Four upgraded cockpit winches. Original Petter diesel was removed in Prop shaft and stuffing box still in place.
Replaced by 10 hp Honda outboard with custom built aluminum mounting bracket which allows easy vertical positioning of the motor. This motor was an excellent match for the Contessa, smooth, quiet and with hull speed at half throttle.
The Honda was retired last year and replaced by new 9. Again an excellent match for the boat. This is an excellent upgrade project. Needs rewiring, new battery, general tidying up and cosmetic work. Completely re-fitted in to a high standard, Sophie is a high specification Contessa 26 in good condition.
She is set up for short-handed sailing and ready for extended cruising. Available from end of July after farewell cruise. May be able to deliver her South as far as Oban. A Contessa 26 completely restored by a very talented master craftsman to better than original construction. This boat underwent a two year out of water complete rebuild.
Everything on this boat was rebuilt, strengthened, or replaced. See the listing in www. There is more to this list, so please call or email for more information. Excellent Condition � photos available Diesel well maintained with extensive maintenance records for the boat. Good suite of sails including main, working jib, and genoa. Sound hull, deck, bulkheads, autopilot, chainplates, solar panel, etc.
Would prefer Ontario buyer, but will consider inquiries from abroad. Buyer responsible for transport, and customs if exporting from Canada. Dry storage available for a fee until transport has been arranged. We are selling our JJT aylor Steel cradle Boat located in Bayfield Ontario, For more info or pictures call Peter at: Second Owner and she has sailed on Lake Erie her whole life. All new lines, sheets with new Clutches New main sail, storm sail, working sail 85 and genoa plus the original genoa in good condition.
New traveler New Cape Horn windvane New Raymarine radio Mast rewired with new tri-light on top Sleeps 4 very nice interior upholstry New lower stanchions, New gaskets around the hatches New companionway made of teak New bumpers There are a number of photos in the photo gallery under Cavendysh plus conversations about my boat in a number of threads.
Beautiful woodwork and well-maintained. Solar panel for charging batteries Sleeps 4 or 5? Boat was trailered in from Kansas to Ohio. Price includes trailer. Boat is stored indoors, but currently is in the water in Sandusky, Ohio Lake Erie. Move to central Texas necessitates sale of boat. Call DJ at Pisces is a JJ Taylor made vessel constructed in the early 70s.
Growing family and work obligations are leaving me less time to take advantage of this splendid cruiser. She is a wonderful boat for anyone looking to improve their seamanship, cruise the Great Lakes, or even take her further. Red hull, teak rudder and inboard Westerbeke 7hp 2-stroke with manual.
Main sail, working jib and genoa. In good condition. Call Gary: A newer JJ Taylor Contessa 26 in great condition, ready to sail. Original main and genny in good condition, genoa in excellent conditon. Located in Annapolis, MD. More details on request, please contact Steve McCrea at or steve at ed-hamilton dot com. Original gas engine serial number ooEV With a copy of owners manual, engine bed has to be replace and upholstery worn.
More images are available of the vessel and sails. Images are available please contact at gboating gmail. Yanmar 1gm low hours 3 blade prop. CQR on the bow roller new chain and rode 25lb.
Hi-T danfort on the stern. Images are available please contact. Email gboating gmail. Be sure to check them all out in the Marketplace. Main sail new , Working jib new , storm jib original good, genoa original good. New standing rigging except for the backstay. The boat has two backstays for offshore sailing. Trim tab windvane selfsteering 35 lb danforth with ft. Avon 4 man double tube offshore liferaft. Inspected Epoxy barrier barrier coat on bottom Hard dinghy that can be stowed on deck.
I removed the engine and use a 3. It works fine getting in and out of the dock. I built a very unobtrusive bracket and have left all inboard mounts and shaft aperture for possible repower. Located in Greenwich, CT. Will consider sailing to new location if within miles. Call: Tony E-mail: alocsei cinci. This boat has been sailed more than once a week for the past 1 and a half years, but need a bigger boat for live a board. Contessa 26, Christina, for sale, 30, , excellent condition.
Newly installed Universal 2 cylinder diesel with new aluminum fuel tank. New dodger and bimini, green sunbrella. All new cushions inside and out. For more information call Murray, or e-mail mrthompson cogeco.
Picture in co The Teal III has a 6. Depth sounder, VHF , Ritchie compass. Hard dingy. Winter frame. Old Genoa and Main. Currently listed with a broker.
Seller on west coast, boat on east coast. Farryman 13 hp diesel. Located Chemong Lake near Peterborough�dockage paid through end of season. Full details available at link below. I will be happy to answer questions directly, but any interest in looking at or buying the boat should go through the broker.
Located New Hampshire. All the sails are in very good condition : Main 2riffs , Genoa 2 jibs,1 storm jib. For more details and pics: email: marcolavoie msn. Recent survey available. Fleet Champ last 3 years, beer can races. It has a Marine Head that is only a year old, a holding tank is built in, I have the Y valve for overboard discharge but it is not installed, local laws. Extra gear included:. Also a 3 year old compass on bulkhead in cockpit.
Harkin traveler adj. Improvements to the hull, deck, rigging, engine, or interior:. This boat is in very good condition,the following upgrades have been done in the last 3 years.
General condition and any additional information:. We bought and rebuilt Her hoping to go cruising, have now decided it makes more since to charter. We would like to see her go back to the big water where she belongs. Looking for a Catalina 27 with trailer, willing to trade for the right boat!
See link on this site for the bottom job repair work. This new section of the site is dedicated to listing Contessa 26 sailboats for sale, in hopes of exposing those boats to a broader cross-section of the Internet than listing them in the Contessa Corner discussion forums alone. The boat is in excellent condition. The boat was last surveyed in August Photos and a copy of the survey are available at the link below. When I bought my Contessa it had a 25 lb.
I installed a bracket for my windvane gear and had to give up the stern anchor. And I put roller furling gear which made it even more difficult to manage the plow anchor on the anchor roller on the bow. I tried very hard to get a nice secure installation of the CQR on the anchor roller, but it always looked like a disaster waiting to happen. Plus, the damn things are awkward to manage because of the articulated neck on them, particularly in the cramped area of the bow on the Contessa.
I was constantly worrying about bashing up the front of the boat. But my CQR failed on several occasions. With almost dire consequences.
But that may have been pilot error on my part. Back to the Contessa, though. The solution which I found most satisfactory was to buy and install a 22 lb Bruce-style a.
It fits compactly, snugly and securely on my standard anchor roller. I can lash it down very quickly. I purposely moved up a size or two in selecting the 22 lb Horizon Claw rated for 35ft plus boats. Anchors are like religion I suppose, lots of personal emotion and spiritual conviction involved here.
Sam, go easy on your big mouth. Mine is bigger and that fact has been attested to in the courts. The CQR had also failed as usual and we finally settled down with an old Danforth.
Merrill, I bow to your superior mouth! I guess the real points here are: 1. Just in case! I had a transcendental sail yesterday on Troyka. Southwesterlies 10 knots, no sea to speak of, warm breezes more typical of mid-August than mid-September, drifting under full main and genoa along the coast of the Island where the late summer barley and oats has turned golden, bisecting fields of intense green clover and wooded lots under an intensely blue and unblemished sky.
Were it always like this! But now the first of our early fall storms is coming with storm-force southeasterlies due tonight. Put out the fenders and the extra lines! Back to reality. I launched in Anacortes, Washington in late July and knocked about everywhere from Victoria to the Octopus Islands for about 6 weeks and miles.
It was a great trip and the open wound on the top of my head from rushing below with a baseball cap on and smacking the mast support arch is almost healed.
I have launched and had time for a little San Francisco sailing. I have learned a few things so far. At 60 degrees it comes in fast enough to go on into the cabin if the hatch boards are not in place. The aft arch supporting the mast is quite unyeilding. My 15lb. CQR just works. Roger, You folks have some of the nicest cruising grounds I can imagine. I enjoyed everywhere I went and everywhere I stopped. I even caught the Marine Holiday at Comox complete with parades, live music, and fireworks.
The Sea Cadets were really something. They seemed to really enjoy what they were doing. Victoria was beautiful but it is hard to communicate with the harbor forks when your boat is named Vittoria, it seemed to cause no end of confusion.
I saw another c26 at Gibson but no one around and no name on the boat. Roger, You mentioned a woodstove installed in a c26 that was for sale. I am interested in hearing from anyone on a safe instillation of a heating stove in the contessa.
After the third low streaming into the desolation sound area I was pretty soggy and would have much appreciated a way to dry things out a bit.
Have a good sail. Merrill, I must have missed some email, what is happening in the U. In my boat the inner liner was crazed badly under the port lights. This was caused by compression of the window fasteners. It was not a problem except being very unsightly. When I made the replacement frames for inside the cabin, I made the bottom web much larger than the rest simply to cover the crazing. It came out looking O. If there are any folks out there looking for a c26, there might be one available in Berkeley California.
I heard a rumor while I was launching there. If there is still anyone looking for a contessa on the West Coast let me know and I will look further into the matter. Merrill, I kept the pointy end forward most of the time. The Pacific Northwest, however is sprinkled with rapids that often exceed 10 knots. White water sailing is a regional pastime which is down right frightening to the beginner and can somewhat cloud the definition of forward.
In October of that year, the engine, a 6. I got several good recommendations about a diesel mechanic on the south shore of LI. I spoke to this person and he agreed to do the work if I could obtain the parts needed. I got the engine back in in the middle of July. The rebuilder said he had run it in his shop and the oil pressure was good.
After numerous adjustments to the alinement and electrical system it fired right up and ran beautifully. Friends I was meetin towed me to an anchorage. I was able to sail back to Port Jefferson the next day and leave the boat on a mooring at Setauket Yacht Club. Yesterday, September 1, I found out what was wrong. There was no oil in the engine! The oil pressure sender, which was replaced by the rebuilder, had backed almost completely out of the block.
I have left numerous messages with the rebuilder and he has not returned them. I think I have the right to expect that the engine would be able to perform without checking each bolt and nut every time I start it. I did check the oil before I left on this trip, like I do each time I start any marine engine. Any opinions on my next move? I mean besides turning the engine into a mooring. Anyway, it did me good to vent. I put a down payment on a 14 HP model. I think this was the best solution.
The new engine is 2 cylinder, fresh water cooled, twice the HP and only 15 LB more. I am also in the process of refitting and have started on the hull blisters. I sanded all of the bottom paint, and primer off leaving me with osmosis blisters about 3 inches apart over the entire hull. As the hull dries I had planned to grind out the blisters and use the epoxy sealer and filler, then add about 3 coats of epoxy to seal the hygroscopic gel coat Interlux video method.
When I poke a hole in the blister, the contents smell like vinegar. He tells me that this is sea water having dissolved my fiberglass resin, and because the manufacturer did not put a barrier coat under the gelcoat, the problem is not merely cosmetic.
Apparently with the gelcoat off, and the hull completely dry, the osmosis spots are easy to see and repair as they are powder and fiber.
He said it would end up being less work and a better finish. I may follow his advice as it will take only one day to strip the gelcoat.
With the gelcoat off I will be able to completely survey the hull and put an epoxy no blister bottom on. Apparently some people put a veil very light cloth on top of the bare glass and then several coats of epoxy.
A fellow with a CO26 near my town has done this and is very happy with the result. He ground his gelcoat off, but said he would use a stripper next time as it was very labour intensive. I plan on 6 months of drying while testing with a moisture probe. I am told that a sealed bottom, gyproc heater and an industrial dehumidifier rented can reduce this drying time to one month, but I would be concerned about distorting the hull.
I use automotive body filler for much of the cosmetic work on the boats. It is inexpensive, easy to work with, and sets up in minutes. I have used it under the water line for periods of 5 years and it was in good shape after. Catalina used it to fair cast iron keels on some of their boats. If you try it be sure to pick up some of the plastic applicators the auto stores sell for applying the stuff, they work great.
Touching wood, believe it or not, I have sailed Maine all my life, and have managed to only run aground in far-flung destinations, never here, yet, that is , I have yet to bounce off a rock with the Contessa.
When I purchased my boat, it was clear that someone had indeed found such a rock, at a decent speed; the resulting damage was little more than a slight dent-shaped gouge. Well it seems that this has to be confession time! As someone who is paid good money not to do this kind of thing this was an occasion of utmost shame and I slunk into the marina under cover of darkness and the haul out and repair was conducted under a cloak of anonymity and disguise!
I did the gelcoat peeling routine last year. I opted to have the job done for me for two reasons, lack of time due to work and also because I thought that if I did ever come to sell the boat a professional job may be a little more desirable to a prospective purchaser.
There was actually a third reason � laziness! But the first two make a better story! I did however go a little cheap and have the job done by a guy who I have known for many years rather than by one of the established boatyards in the area. The work was as follows:. I am very pleased with the result, he did a superb job of fairing the hull and I believe, rightly or wrongly that she is a stronger boat than when we started out.
I thought a few of you might enjoy some of the highlights from our log. Aug 4 � Depart ,Thru the Reversing Falls at Saint John, Destination Eastport, 44 miles, cleared customs and got my cruising permit, warm sunny weather, spent most of the day motoring. Aug 5 -Eastport to Cutler, 45 miles, started out clear but fog socked in after an hour and stayed with us all day, a LOT of lobster pots, motorsailed all day, anchored in Cutler Harbor for the night.
Went for a walk on shore, but the town was pretty quiet. Aug 8 -Woke up, just making breakfast when a squall rolled thru, about 30 knots and a lot of rain, left in the rain for North East Harbor.
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16.12.2020 at 16:13:27 Based on the relative decrease or increase of one cleared then you can also watch.
16.12.2020 at 20:59:30 Maths over the aluminum center console.