I'm considering buying a 1993 Passage 42 and need to know it's abilities in continuous bluewater sailing. I've heard rumors that the bulkhead works loose. I would like to hear your pros and cons regarding this boat.
- Status
try www.passagemaking.com
Chris Oldham did some extensive cruising on a 42. While there are some pros and cons, bulkheads working losse is not a con I've heard of before. The most significant cons are lack of sea berths, moderate tankage, battery drain from the 12v refrigeration system in the tropics, and the problems tailing chanin into the anchor locker. On the pro side is the great boat have when in port, good galley, relatively fast sailing, and ease of installation (or existing) AC and genset. I doubt you'll find the boat's construction a problem.
Chris Oldham did some extensive cruising on a 42. While there are some pros and cons, bulkheads working losse is not a con I've heard of before. The most significant cons are lack of sea berths, moderate tankage, battery drain from the 12v refrigeration system in the tropics, and the problems tailing chanin into the anchor locker. On the pro side is the great boat have when in port, good galley, relatively fast sailing, and ease of installation (or existing) AC and genset. I doubt you'll find the boat's construction a problem.
Bluewater cruiser???
Hi Harold, we just bought a brand new Passage 420 last year (November 1999. She has in-mast furling (Main)electric windlass, Heart 2000 inverter, 62hp Yanmar Turbo and other goodies including 12v Ref/Freezer. But i have a few things to say about the seaworthiness of the Passage 420. Now we live on the boat (man is it great)and when the wind stays below 20knots - No Problem. But be cafeful when the wind gets over 30+ (as it does daily in San Fran). Our boat which weighs only 19,500 (deep keel) just gets pushed around ALOT. We were coming back from Angel Island one night (11PM) and the wind was averaging 34Knots - we were thrown around like a ping pong ball and were heeling at 20 degrees most of the time. Don't get me wrong - we love the boat (in lighter airs) but i will be buying (and selling the Passage 420)a certified bluewater boat like a Morgan (circa 84) or a Celestial.
Hi Harold, we just bought a brand new Passage 420 last year (November 1999. She has in-mast furling (Main)electric windlass, Heart 2000 inverter, 62hp Yanmar Turbo and other goodies including 12v Ref/Freezer. But i have a few things to say about the seaworthiness of the Passage 420. Now we live on the boat (man is it great)and when the wind stays below 20knots - No Problem. But be cafeful when the wind gets over 30+ (as it does daily in San Fran). Our boat which weighs only 19,500 (deep keel) just gets pushed around ALOT. We were coming back from Angel Island one night (11PM) and the wind was averaging 34Knots - we were thrown around like a ping pong ball and were heeling at 20 degrees most of the time. Don't get me wrong - we love the boat (in lighter airs) but i will be buying (and selling the Passage 420)a certified bluewater boat like a Morgan (circa 84) or a Celestial.
Bluewater cruiser??? Rev 2
Hi Harold, we just bought a brand new Passage 420 last year (November 1999. She has in-mast furling (Main)electric windlass, Heart 2000 inverter, 62hp Yanmar Turbo and other goodies including 12v Ref/Freezer. But i have a few things to say about the seaworthiness of the Passage 420. Now we live on the boat (man is it great)and when the wind stays below 20knots - No Problem. But be cafeful when the wind gets over 30+ (as it does daily in San Fran). Our boat which weighs only 19,500 (deep keel) just gets pushed around ALOT. We were coming back from Angel Island one night (11PM) and the wind was averaging 34Knots - we were motoring back and were thrown around like a ping pong ball and were heeling at 20 degrees most of the time - without any sails up. Don't get me wrong - we love the boat (in lighter airs) but i will be buying (and selling the Passage 420)a certified bluewater boat like a Morgan (circa 84) or a Celestial. It is unbelievable how Hunter does such a great job on this model - i just wish it was a little bit stiffer. Good Luck
Hi Harold, we just bought a brand new Passage 420 last year (November 1999. She has in-mast furling (Main)electric windlass, Heart 2000 inverter, 62hp Yanmar Turbo and other goodies including 12v Ref/Freezer. But i have a few things to say about the seaworthiness of the Passage 420. Now we live on the boat (man is it great)and when the wind stays below 20knots - No Problem. But be cafeful when the wind gets over 30+ (as it does daily in San Fran). Our boat which weighs only 19,500 (deep keel) just gets pushed around ALOT. We were coming back from Angel Island one night (11PM) and the wind was averaging 34Knots - we were motoring back and were thrown around like a ping pong ball and were heeling at 20 degrees most of the time - without any sails up. Don't get me wrong - we love the boat (in lighter airs) but i will be buying (and selling the Passage 420)a certified bluewater boat like a Morgan (circa 84) or a Celestial. It is unbelievable how Hunter does such a great job on this model - i just wish it was a little bit stiffer. Good Luck
Passage 42 - YES
The passage 42 is MUCH more boat than the newer 420. They can not be compaired. The Passage 42 is on a different hull which is longer and the boat (P-42) has more weight. The Passage 42 can handel it!
The passage 42 is MUCH more boat than the newer 420. They can not be compaired. The Passage 42 is on a different hull which is longer and the boat (P-42) has more weight. The Passage 42 can handel it!
bluewater
Harold I currently own a '99 420 but have sailed a P42 a good bit. They aren't that different. These boats should be considered coastal cruisers that can make a short bluewater passage if needed. They are great at what they do--wonderfully comfortable on the hook at a great price--but are wet, tender tiring boats on any kind of extended beat especially in a seaway. The lack of sea berths make sleep a real problem. I don't think construction values are a problem as mine seems very stiff and have never seen a problem with bulkheads. When we're ready to leave the dock for good it won't be in this boat--Valiant, IP, Cabo Rico etc for that kind of sailing. Best of luck. Greg Beckner S/V Champagne Girl
Harold I currently own a '99 420 but have sailed a P42 a good bit. They aren't that different. These boats should be considered coastal cruisers that can make a short bluewater passage if needed. They are great at what they do--wonderfully comfortable on the hook at a great price--but are wet, tender tiring boats on any kind of extended beat especially in a seaway. The lack of sea berths make sleep a real problem. I don't think construction values are a problem as mine seems very stiff and have never seen a problem with bulkheads. When we're ready to leave the dock for good it won't be in this boat--Valiant, IP, Cabo Rico etc for that kind of sailing. Best of luck. Greg Beckner S/V Champagne Girl
P42 can cruise
If given a choice between a new Hans Christian Offshore Explorer 4750 and a Hunter Passage 42 for cruising, who wouldn't take the Hans Christian? However, money is a factor (at least for my wife and I), and we would rather be out there cruising than sitting in Anchorage working for enough to buy a better boat. Hence the P42. The P42 is not a bad cruising boat. We've done extensive cruising in our 1990 P42 (hull #65). We've lived in it for 5 years, most of it cruising. We've put on about 25,000 miles and sailed from California along Mexico, to the Marquesas, Tuamotus, Society Islands, Cook Islands, Samoas, Tonga, Fiji, New Zealand, Wallis, and beat to windward from New Zealand to Fiji to Wallis to Western Samoa to Penrhyn (Cook Islands) to Hawaii to Los Angeles. One passage was 28 days, another 21 days, and a bunch were in the 5 to 10 day range. I feel like we know the P42 pretty well. Phil's points are all well taken. Sea berths can be a problem. My wife and I double hand, so we don't have a problem. The aft bunk is large enough that a single person can lay across it in any direction, and you can get a good sleep on either tack. It is very comfortable in a pitching sea. However, if you have a crew member, that person may find the forepeak a bit bumpy and noisy. If you're on a starboard tack, the port settee makes an excellent bunk underway. A bit more uncomfortable on a port tack, but our crewmember didn't seem to mind on the 28 day passage from Puerto Vallarta to Nuku Hiva. On the trip from Hawaii to California we had one crewmember in the forepeak, and another (72 year old) crewmember on the settee. They fared fine. The fuel tankage, at only 70 gallons, is a concern. We carried 7 five gallon jerry cans of diesel lashed to the lifelines on the longer passages. We also practiced fuel conservation by motoring at only 1500 RPM to extend our range, and would not motor until we got below 2 knots under sail. Ironically, we never entered a port with less than 70 gallons of fuel. However, the extra fuel provided the safety factor one needs on a long passage. One option available to a cruiser is to convert the (35 gallon) holding tank into an auxiliary fuel tank. It is easily accessible under the floorboards, and diesel can be pumped out manually, and then one can pour the fuel into the main tank by using the deck fill. This tank also is located close to the center of gravity of the boat. This requires extensive cleaning (or replacement) of the holding tank, but that is not a problem. We just had to replace ours (since Hunter commissioned our boat with bronze fittings in the aluminum tank, electrolysis corroded the tank, and we replaced it with a stainless tank). It was an easy and relatively inexpensive replacement. The water tankage is more than adequate. The aft water tank is ideal for filling with rainwater while at anchor. You simply need to place a towel in position aft of the deck fill to "dam" the water after letting the rain rinse the deck for a couple of minutes. The flow of water aft fills the tank rapidly. While cruising, we keep the aft tank full for a safety tank of water. (The center of gravity is better than filling the forward tank). We then keep only about 10 gallons in the forward tank as we use our watermaker under way (or when cruising in the islands). Power consumption is always a concern. We have 3 8G8D batteries (a third gel cell battery fits perfectly under the aft bunk just forward of the steering quadrant), and a 130 amp output alternator (with appropriate voltage regulator). We also use a Fourwinds water tow generator under way, and have an additional Fourwinds high output wind generator. We only use our freezer for food/ice, and use the reefer for ambient storage. If we find ourselves at anchor without any wind, we end up running the motor for about 1 to 1-1/2 hours per day. That generates our daily consumption of about 100 amp hours per day. More often than not, however, the wind helps us out. While passaging we have often sailed for up to a week without running the engine at all, relying completely on the water tow and wind generators. (We usually run the engine, when needed, to keep the batteries between 65% and 80% of capacity). The anchoring system on the P42 sucks. That's all I can say about that. If anything ever convinces me to deplete my cruising kitty by buying a different boat, that will be it. The boat displaces 24,000 pounds, and is therefore heavier than the 420. We added an inner forestay and storm staysail to ours. I also installed a trysail track, and had a storm trysail made. We also have an 18 foot diameter Paratech parachute sea anchor with its own dedicated rode. We have sailed in steady winds up to 45 knots, gusting 50. We have sailed in 25 foot seas. We have been in winds that did not drop below 40 knots for periods of over 4 days. I think the boat handles great. We usually are careful about maintaining the proper amount of sail for the conditions, and have sailed under all combinations using our sails. We also layed to our sea anchor for a three day period when we considered the weather so bad it was borderline to us to continue under sail. Never have I felt the P42 was anything other than stable. And we beat to windward from New Zealand to Hawaii to California. The P42 also will heave-to beautifully. We furl the jib (we replaced the continuous loop Hood system with an above-deck Harken), raise the storm staysail, and sometimes use a double reefed main for stability. We have done this many times, and she rides great. We only went to the storm anchor that one time because the waves were so high that we would lose direction when we were in the troughs, and it was too uncomfortable. I really like the P42. My wife and I are refitting ours now for another extended cruise commencing this October or so. We plan to go for at least five years this time. I am such a safety nut that I would bite the bullet and buy a new boat if I really thought we were endangering ourselves on the P42. I think you'll find the P42 a very comfortable and safe cruising boat. If you want to talk about modifications we've made, or other experiences we've had with it, feel free to email me at "paulcossman@hotmail.com"
If given a choice between a new Hans Christian Offshore Explorer 4750 and a Hunter Passage 42 for cruising, who wouldn't take the Hans Christian? However, money is a factor (at least for my wife and I), and we would rather be out there cruising than sitting in Anchorage working for enough to buy a better boat. Hence the P42. The P42 is not a bad cruising boat. We've done extensive cruising in our 1990 P42 (hull #65). We've lived in it for 5 years, most of it cruising. We've put on about 25,000 miles and sailed from California along Mexico, to the Marquesas, Tuamotus, Society Islands, Cook Islands, Samoas, Tonga, Fiji, New Zealand, Wallis, and beat to windward from New Zealand to Fiji to Wallis to Western Samoa to Penrhyn (Cook Islands) to Hawaii to Los Angeles. One passage was 28 days, another 21 days, and a bunch were in the 5 to 10 day range. I feel like we know the P42 pretty well. Phil's points are all well taken. Sea berths can be a problem. My wife and I double hand, so we don't have a problem. The aft bunk is large enough that a single person can lay across it in any direction, and you can get a good sleep on either tack. It is very comfortable in a pitching sea. However, if you have a crew member, that person may find the forepeak a bit bumpy and noisy. If you're on a starboard tack, the port settee makes an excellent bunk underway. A bit more uncomfortable on a port tack, but our crewmember didn't seem to mind on the 28 day passage from Puerto Vallarta to Nuku Hiva. On the trip from Hawaii to California we had one crewmember in the forepeak, and another (72 year old) crewmember on the settee. They fared fine. The fuel tankage, at only 70 gallons, is a concern. We carried 7 five gallon jerry cans of diesel lashed to the lifelines on the longer passages. We also practiced fuel conservation by motoring at only 1500 RPM to extend our range, and would not motor until we got below 2 knots under sail. Ironically, we never entered a port with less than 70 gallons of fuel. However, the extra fuel provided the safety factor one needs on a long passage. One option available to a cruiser is to convert the (35 gallon) holding tank into an auxiliary fuel tank. It is easily accessible under the floorboards, and diesel can be pumped out manually, and then one can pour the fuel into the main tank by using the deck fill. This tank also is located close to the center of gravity of the boat. This requires extensive cleaning (or replacement) of the holding tank, but that is not a problem. We just had to replace ours (since Hunter commissioned our boat with bronze fittings in the aluminum tank, electrolysis corroded the tank, and we replaced it with a stainless tank). It was an easy and relatively inexpensive replacement. The water tankage is more than adequate. The aft water tank is ideal for filling with rainwater while at anchor. You simply need to place a towel in position aft of the deck fill to "dam" the water after letting the rain rinse the deck for a couple of minutes. The flow of water aft fills the tank rapidly. While cruising, we keep the aft tank full for a safety tank of water. (The center of gravity is better than filling the forward tank). We then keep only about 10 gallons in the forward tank as we use our watermaker under way (or when cruising in the islands). Power consumption is always a concern. We have 3 8G8D batteries (a third gel cell battery fits perfectly under the aft bunk just forward of the steering quadrant), and a 130 amp output alternator (with appropriate voltage regulator). We also use a Fourwinds water tow generator under way, and have an additional Fourwinds high output wind generator. We only use our freezer for food/ice, and use the reefer for ambient storage. If we find ourselves at anchor without any wind, we end up running the motor for about 1 to 1-1/2 hours per day. That generates our daily consumption of about 100 amp hours per day. More often than not, however, the wind helps us out. While passaging we have often sailed for up to a week without running the engine at all, relying completely on the water tow and wind generators. (We usually run the engine, when needed, to keep the batteries between 65% and 80% of capacity). The anchoring system on the P42 sucks. That's all I can say about that. If anything ever convinces me to deplete my cruising kitty by buying a different boat, that will be it. The boat displaces 24,000 pounds, and is therefore heavier than the 420. We added an inner forestay and storm staysail to ours. I also installed a trysail track, and had a storm trysail made. We also have an 18 foot diameter Paratech parachute sea anchor with its own dedicated rode. We have sailed in steady winds up to 45 knots, gusting 50. We have sailed in 25 foot seas. We have been in winds that did not drop below 40 knots for periods of over 4 days. I think the boat handles great. We usually are careful about maintaining the proper amount of sail for the conditions, and have sailed under all combinations using our sails. We also layed to our sea anchor for a three day period when we considered the weather so bad it was borderline to us to continue under sail. Never have I felt the P42 was anything other than stable. And we beat to windward from New Zealand to Hawaii to California. The P42 also will heave-to beautifully. We furl the jib (we replaced the continuous loop Hood system with an above-deck Harken), raise the storm staysail, and sometimes use a double reefed main for stability. We have done this many times, and she rides great. We only went to the storm anchor that one time because the waves were so high that we would lose direction when we were in the troughs, and it was too uncomfortable. I really like the P42. My wife and I are refitting ours now for another extended cruise commencing this October or so. We plan to go for at least five years this time. I am such a safety nut that I would bite the bullet and buy a new boat if I really thought we were endangering ourselves on the P42. I think you'll find the P42 a very comfortable and safe cruising boat. If you want to talk about modifications we've made, or other experiences we've had with it, feel free to email me at "paulcossman@hotmail.com"
Ted, I'm in San Diego now
For the last couple of months we've been in San Diego refitting the boat for our South Pacific departure after the end of the current hurricane season this October. Ted, what's your last name? I wonder if we've met, or if we have mutual friends. My wife and I cruise the Prince William Sound several times each season with our friends Steve Dike and Mark Kulstad on their Uniflite 42 "Abenteur", which is moored in Seward during the winters, and in Whittier during the summers. We also know John and Mary Dittman who have a Crealock 34 in Seward named "Windwalker". We've boated enough out of Seward that it's likely we've met. What's the name and model of your boat? Do you keep it in Seward year-round, or ever head to the PWS? (We're going to be cruising the PWS this August for a week or two). My email is paulcossman@hotmail.com.
For the last couple of months we've been in San Diego refitting the boat for our South Pacific departure after the end of the current hurricane season this October. Ted, what's your last name? I wonder if we've met, or if we have mutual friends. My wife and I cruise the Prince William Sound several times each season with our friends Steve Dike and Mark Kulstad on their Uniflite 42 "Abenteur", which is moored in Seward during the winters, and in Whittier during the summers. We also know John and Mary Dittman who have a Crealock 34 in Seward named "Windwalker". We've boated enough out of Seward that it's likely we've met. What's the name and model of your boat? Do you keep it in Seward year-round, or ever head to the PWS? (We're going to be cruising the PWS this August for a week or two). My email is paulcossman@hotmail.com.
toerail corrosion
Harold, I forgot to address your comment about the bulkheads. We've never had any problem at all with the bulkheads. The cabin doors have warped just the slightest bit, or perhaps the bulkheads have warped the slightest bit (after 10 years), and they don't close as easily as a household door might close, but they do still close tight. You just can't slam them from halfway open without applying more pressure than we'd like. Someday I'll fix that. The only structural component we really worry about is the toerail. It is aluminum, and is secured with 5200 and stainless steel nuts and bolts. There is therefore some galvanic corrosion apparent in areas of the toerail. We have no separation, nor do we have any leaks. However, we baby that toerail. We clean, polish, and wax it on a (very) regular basis in an attempt to retard that corrosion. If that hull/deck joint ever starts to leak, it'll be time for a new boat. While I'm talking about the toerail, Hunter didn't feel it necessary to backplate the cleats or the bow roller, but we did. We used 3/16" stainless steel bar and drilled holes in it and backplated the cleats under the toerail. (We also cut away part of the toerail and added a midship cleat on either side). Feels more secure when large loads are placed upon the cleats. Did the same with the bow roller.
Harold, I forgot to address your comment about the bulkheads. We've never had any problem at all with the bulkheads. The cabin doors have warped just the slightest bit, or perhaps the bulkheads have warped the slightest bit (after 10 years), and they don't close as easily as a household door might close, but they do still close tight. You just can't slam them from halfway open without applying more pressure than we'd like. Someday I'll fix that. The only structural component we really worry about is the toerail. It is aluminum, and is secured with 5200 and stainless steel nuts and bolts. There is therefore some galvanic corrosion apparent in areas of the toerail. We have no separation, nor do we have any leaks. However, we baby that toerail. We clean, polish, and wax it on a (very) regular basis in an attempt to retard that corrosion. If that hull/deck joint ever starts to leak, it'll be time for a new boat. While I'm talking about the toerail, Hunter didn't feel it necessary to backplate the cleats or the bow roller, but we did. We used 3/16" stainless steel bar and drilled holes in it and backplated the cleats under the toerail. (We also cut away part of the toerail and added a midship cleat on either side). Feels more secure when large loads are placed upon the cleats. Did the same with the bow roller.
hey paul
my boats name is sheet music, im in d-36 right across from windwalker(nice boat) my wife patty is the more social one, shes friends with mark on the uniflite, shes takes the boat out all the time, if we havent met you probly have met her. will be in seward this weekend, then on the 14th we are going to go to kodiak if the weather is nice, if not we will spend 2-3 weeks on prince william sound, the road the whittier is open so that place is going to change, i drove the tunnel last week 2.5 miles long its kind a neat post some pitcures of your boat love to see it
my boats name is sheet music, im in d-36 right across from windwalker(nice boat) my wife patty is the more social one, shes friends with mark on the uniflite, shes takes the boat out all the time, if we havent met you probly have met her. will be in seward this weekend, then on the 14th we are going to go to kodiak if the weather is nice, if not we will spend 2-3 weeks on prince william sound, the road the whittier is open so that place is going to change, i drove the tunnel last week 2.5 miles long its kind a neat post some pitcures of your boat love to see it
Midship Cleats [for Paul Crossman]
Paul, I've been thinking about adding midship cleats too but haven't got around to contacting Hunter about a part source for the gadgets that go on eiter side of the toerail cutout. Did you go through Hunter? If not, what is the manufacturer of the part? Did you treat the un-anodized surface to resist corrosion? With regard to the toerail corrosion you talked about, is this where the stainless bolts go through? If so, perhaps removing them one at a time and coating them with lanolin might help. By the way, the write-up you did on your boat was really good, complete, thoughtfully done, and convinceing. Some success stories: In '91 a friend of ours sailed their 35.5 from Seattle south through the canal and to Florida around the west side of Cuba and beat against severe winds through the Gulf of Mexico. Their complaint was the V-berth go wet in the Gulf due to blue water over the bow which leaked inside via the anchor locker. They met a couple in San Diego who bought a Vision 36 in Canada, learned to sail, and sailed to Nova Scotia via the canal. Locally, a Port Ludlow (near Seattle) sailor took their H-43 to Australia and returned via Hawaii. He said the boat performed really well - didn't use the jib much because it went so fast. An article was published in 48 North. We went up the "outside" from Cape Scott to Cape St James in the Queen Charlottes and had a good trip where as someone else reached across Hecate Strait in a 58 ft heavy displacement bluewater scooner (in the same sou'wester we had) and admitted they had a really rough trip. One of his (large) CQRs came loose and broke one of the two 5/8 inch or 3/4 inch solid stainless steel bobstay rods. If the other bobstay would have gone the whole rig would have come down. The skipper was a rock musician from Vancouver and hadn't been sailing all that long. Having said all the above, I wouldn't call the Hunter a "blue water boat". The scooner was much more of a bluewater boat than ours; however, that doesn't mean a Hunter can't perform the task of cruising within limitations, when properly retrofitted, equipped, and sailed.
Paul, I've been thinking about adding midship cleats too but haven't got around to contacting Hunter about a part source for the gadgets that go on eiter side of the toerail cutout. Did you go through Hunter? If not, what is the manufacturer of the part? Did you treat the un-anodized surface to resist corrosion? With regard to the toerail corrosion you talked about, is this where the stainless bolts go through? If so, perhaps removing them one at a time and coating them with lanolin might help. By the way, the write-up you did on your boat was really good, complete, thoughtfully done, and convinceing. Some success stories: In '91 a friend of ours sailed their 35.5 from Seattle south through the canal and to Florida around the west side of Cuba and beat against severe winds through the Gulf of Mexico. Their complaint was the V-berth go wet in the Gulf due to blue water over the bow which leaked inside via the anchor locker. They met a couple in San Diego who bought a Vision 36 in Canada, learned to sail, and sailed to Nova Scotia via the canal. Locally, a Port Ludlow (near Seattle) sailor took their H-43 to Australia and returned via Hawaii. He said the boat performed really well - didn't use the jib much because it went so fast. An article was published in 48 North. We went up the "outside" from Cape Scott to Cape St James in the Queen Charlottes and had a good trip where as someone else reached across Hecate Strait in a 58 ft heavy displacement bluewater scooner (in the same sou'wester we had) and admitted they had a really rough trip. One of his (large) CQRs came loose and broke one of the two 5/8 inch or 3/4 inch solid stainless steel bobstay rods. If the other bobstay would have gone the whole rig would have come down. The skipper was a rock musician from Vancouver and hadn't been sailing all that long. Having said all the above, I wouldn't call the Hunter a "blue water boat". The scooner was much more of a bluewater boat than ours; however, that doesn't mean a Hunter can't perform the task of cruising within limitations, when properly retrofitted, equipped, and sailed.
Midship cleats
Thanks for the note, John. I totally agree with your assessment of the Hunter as not really being a bluewater boat, but acceptable for the task when outfitted properly. Well said. When I fitted the midship cleats, I bought a couple cleats from Hunter that matched the bow and stern cleats--anodized aluminum. I then took my grinder and cut out a total section of the toerail that extended about three inches beyond each end of the cleat. (The ends of my cut are made at 45 degree angles to minimize the sharp edges). I then bolted the cleat directly into the toerail. The cleat has no chocks on it; the line just goes directly overboard from the cleat, as it does on the bow. After I made the toerail cut I treated the fresh aluminum with Awlgrip's two part treatment for anodized aluminum. I only did it once, when I made the cut in 1992. It's been fine ever since. Thanks for your suggestion on the toerail bolts; I think we'll do exactly that. The corrosion appears to be most prevalent at the juncture of the bolts and the toerail, although there is also some present at the edges of the toerail. I think it's controllable as long as we pay attention to it. I've seen some really corroded ones that were ignored too long. I've also seen some older Hunters that have toerails in pretty good shape. Just takes some attention. I like the lanolin idea.
Thanks for the note, John. I totally agree with your assessment of the Hunter as not really being a bluewater boat, but acceptable for the task when outfitted properly. Well said. When I fitted the midship cleats, I bought a couple cleats from Hunter that matched the bow and stern cleats--anodized aluminum. I then took my grinder and cut out a total section of the toerail that extended about three inches beyond each end of the cleat. (The ends of my cut are made at 45 degree angles to minimize the sharp edges). I then bolted the cleat directly into the toerail. The cleat has no chocks on it; the line just goes directly overboard from the cleat, as it does on the bow. After I made the toerail cut I treated the fresh aluminum with Awlgrip's two part treatment for anodized aluminum. I only did it once, when I made the cut in 1992. It's been fine ever since. Thanks for your suggestion on the toerail bolts; I think we'll do exactly that. The corrosion appears to be most prevalent at the juncture of the bolts and the toerail, although there is also some present at the edges of the toerail. I think it's controllable as long as we pay attention to it. I've seen some really corroded ones that were ignored too long. I've also seen some older Hunters that have toerails in pretty good shape. Just takes some attention. I like the lanolin idea.
- Status