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Still, the claims were largely accurate, and even though the ad agencies were quick with hyperbole, the public bought it. By , a handful of European builders were also working with woven glass fibers and polyester resin, laying up hulls in female molds.

Back in , a St. Petersburg, Florida sailmaker named Charlie Morgan, who had been dabbling with custom racing yacht design and had come up with a remarkable string of winners, started producing a series of small- to medium-sized production boats. Introduced late that year, the Morgan 24 joined the Morgan 30, 34 Boat Builder Magazine Quote and 38, becoming an instant success as a fast cruiser and club racer.

Tartan 30 Sailboats ft March 19, In all, no less than two dozen boats of a similar size and type were introduced in just three years, many of them to become highly successful among sailors eager for the performance and amenities of big boats at a modest price.

Among the most noteworthy and enduring of the footers from this era has been the Tartan The Catalina 25 Sailboats ft March 19, The Catalina 25 is not exceptionally fast, stylish, or spacious compared to newer widebody models, and while the construction and workmanship are adequate, they too are not exceptional. But because of the builder's strict adherence to a philosophy of offering a relatively spacious design, relatively well made, at a reasonable price, and backing up the product with generally good customer service, the Catalina 25 has turned out to be one of the most successful small cruising sailboats ever built, with 5, boats sold between and , when the company ceased producing the model as demand tailed off.

Tripp 26 Sailboats ft March 19, For openers, it looks like a hot rod. The fine entry of its plumb bow and reverse transom give it a grand prix look, as does its 8' 8" beam. The boat displaces only 2, pounds on a 22' 0" waterline. Ease of movement along wide decks is assisted by inboard shrouds. Pearson Sailboats ft March 19, The Pearson is a big footer, intended for safe coastal cruising.

She admirably succeeds in doing what she was designed to do. The only risk accrues to those who mistake her for something she is not -- an offshore, passage-making boat. Hunter 27 Sailboats ft March 19, The Hunter 27 is the smallest boat in the Hunter line, which runs up to 43' in length. The Hunter 27 is a popular boat with first-time sailboat buyers, and with small-boat sailors purchasing their first auxiliary cruising boat.

Since the boat was introduced in , thousands have been built. Nevertheless there are three different keel options. Standard is a cast iron 1. Despite the narrow beam side decks are wide enough for easy movement. The broad transom gives space for a very large cockpit � we had five people on board without feeling as though there was any lack of space.

Our test boat had the optional twin wheels, rather than the large central wheel of the older Oceanis 31 that was hard to move around and divided up the space. However, my preference would be for the standard single tiller, which is connected to the rudders by a below-deck tie bar.

This gives an extra seven inches length to the cockpit seats, as well as avoiding unnecessary extra weight, complexity and expense. Access to the top of each rudder stock is on the cockpit floor, which makes them easy to reach in an emergency. An optional bowsprit makes sense for setting spinnakers and reaching sails and for its integrated anchor stowage. The deep and cavernous locker on the starboard side of the cockpit has a narrow, but long, opening with the lid supported by gas struts.

To accommodate the square top main sail the fractional rig has no backstay. Instead, the spreaders are very well swept aft. The shape of the Finot Conq-designed hull follows that of recent successful short-handed offshore raceboats, including a long waterline, full length chine and relatively broad forward sections. Our test boat was equipped with the standard Dacron mainsail with a square top and two reefs, plus the optional bowsprit and asymmetric spinnaker kit.

This sail plan is sufficiently large to give good light weather performance � on the second day of the test the boat still made respectable progress reaching under spinnaker in winds below five knots. A choice of self-tacking jib, or a slightly larger conventional headsail, is offered. Primary winches are mounted at the back of the cockpit coaming, just forward of the helm stations. They can therefore be reached while steering, while a single crew member can handle the sheets in a tack without the table getting in the way.

Initially, we set off close hauled with full sail in 12 to 13 knots of true wind. The boat felt solid and comfortable, while making a decent speed of 5. On the basis of experience during the test, the boat is likely to stand up to full sail when close-hauled up to true wind speed of around 15 knots around 19 knots apparent.

In common with other twin-rudder boats, the helm felt positive and light at all times, even when we pressed hard under the asymmetric spinnaker later in the test. The sail plan is efficient across a wide range of winds, yet is easy to handle. In less idyllic conditions, when you want to keep weight low, the coachroof has good stainless steel handrails at a convenient height. I first of all disconnected the prop shaft and removed the clamp coupling from the gearbox flange.

I then decided to remove the PSS Packless Sealing System shaft seal assembly and install a home-made split mandrel to hold the shaft absolutely central in the stern tube � I used my workshop lathe to turn the mandrel from a piece of aluminium bar.

This is critical for aligning the new engine. An aluminium split mandrel was turned on the lathe to hold the prop shaft centrally in the stern tube once the Packless Sealing System had been removed. The home-made mandrel holds the shaft dead-centre in the stern tube so the new engine can be perfectly aligned during installation.

Having disconnected the shaft, fuel lines and electrical cables, removing the engine from this position is almost a direct vertical lift out through the hatch. But in order to work on the engine bearers, I first needed to pull the old engine forward into the cabin, so I rigged a timber beam across the hatch opening from which I suspended a strong but lightweight lifting pulley arrangement.

Having lifted the engine off the bearers I simply slid a plank in beneath the engine sump and then dragged it into the cabin. The photo above shows a hydraulic lorry loader lowering the new engine into the cabin � the old one was hauled out earlier in the same visit by the crane. A hatch was created in the heads compartment to give portside access to the engine mounts and starter motor electrics.

Having said that, I was greatly impressed by an image I viewed recently of a Moody 31 which had an access hatch installed to the engine compartment from the heads. This struck me at the time as a very sensible and useful modification and so I decided to replicate it on Tidecatcher.

As the image shows, this hatch gives greatly improved portside access to the engine mountings as well as the starter motor electrics. Only two new holes needed to be drilled into the engine bearers to accommodate the new mounts. Once drilled these were tapped to M10 thread size.

With the old engine out of the way I set about making preparations for the new power unit. The Beta technical information confirmed that, of the eight existing drilled engine-bearer holes, six are suitably positioned to match the Beta 30 mountings with the suitably installed VP engine feet.

That meant that only two holes had to be drilled and tapped for the new engine to sit on top of the existing engine bearers. The thread size is M10 and, having carefully taken my measurements, I drilled and tapped the two holes as directed. With the new engine in the cabin, I again rigged up the lift pulley arrangement and started manoeuvring it into place. The Beta 30 power unit is 20kg lighter than the VP power unit, so I found it slightly easier to push around!

Despite knowing that the VP engine feet had been designed specifically for the Moody 31 engine bearers, I decided to modify the rear flexible mounting plates to allow them to sit slightly further apart from the front ones 5mm was enough and I was then able to lower the engine onto the mountings with no visible signs of stress. The portside engine mount spindle had to be sawn off slightly shorter in order to clear the spin-on engine oil filter removed for access to the spindle in this photo.

One other mounting issue concerned the front portside mounting spindle which sits so close to the engine oil filter that, once the engine has been lowered onto the mountings, it is impossible to get the top securing nut onto the mounting spindle with the filter in place.

I had no option but to remove the filter and then cut off the top third or so of the spindle with an angle grinder. I was pleased to see that the gearbox flange had faced up to the clamp coupling flange well and was sitting about 15mm lower than it. As the engine mountings were at their lowest position this variance was perfectly acceptable as there was plenty of scope for adjustment.

The Beta technical information recommends that the engine feet should be positioned as low as possible on the flexible mounting spindles, so I decided to make up some simple spacers to sit between the flexible mounting plates and the engine bearers to achieve this.

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