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Expanding our considerations - Cal 2-29


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While we are still looking for a thunderbird.  We would also consider buying a Cal 2-29 in decent shape.  Essentially our Ranger but with pedestal steering and more offshore comfort.  So...if you know of a t-bird or Cal 2-29 ...jonathan.hoskins@gmail.com  250 325-0056  We did look at the Cal in Vancouver but too late , and the one in Port Townsend is pretty sad.

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If the Cal is an option then that opens lots of other choices. Tartan 30, Yankee 30, Pearson, C&C, CS, Sabre 28 etc. As mentioned finding a good boat in this market is tough so expanding your options is a plus.

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  • 3 weeks later...

  

On 4/28/2021 at 11:15 AM, Keel Joy said:

While we are still looking for a thunderbird.  We would also consider buying a Cal 2-29 in decent shape.  Essentially our Ranger but with pedestal steering and more offshore comfort.  So...if you know of a t-bird or Cal 2-29 ...jonathan.hoskins@gmail.com  250 325-0056  We did look at the Cal in Vancouver but too late , and the one in Port Townsend is pretty sad.


Cal 2-29 in Olympia - don't know anything about it's shape, but the price seems right (plus guy says it maybe comes with a trailer if you want which is pretty nice)

 

https://seattle.craigslist.org/oly/boa/d/olympia-cal-29-sailboat-reduced/7320371975.html

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The steel beam thing that the guy mentions is apparently a thing with Cals. Apparently they have a galvanized athwartship stiffener under main (mast-supporting) bulkhead. Which, being galvanized, eventually rots and needs to be replaced. 

Pictures here make it look like a pain - have to disassemble the head, then cut the beam out of it's fiberglass home, havee a new one cut, and then tab it in. But not the end of the world.

https://www.sailnet.com/threads/sea-fevers-cal-29-beam-of-death.60328/

Also, by the look of those pictures they also have steel bulkhead tabs, which, >> ????? Yeah. I guess on bigger boats that maybe makes sense, although it really seems like it would create a hard spot in the hull that concentrated forces, and not be much stronger than a tabbed BH.

 

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14 minutes ago, Breamerly said:

The steel beam thing that the guy mentions is apparently a thing with Cals. Apparently they have a galvanized athwartship stiffener under main (mast-supporting) bulkhead. Which, being galvanized, eventually rots and needs to be replaced. 

Pictures here make it look like a pain - have to disassemble the head, then cut the beam out of it's fiberglass home, havee a new one cut, and then tab it in. But not the end of the world.

Yep. A standard part of a Cal40 restoration. It can be done but it's sort of a pain.

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  • 2 months later...

I'm an owner of a Cal 2-29, always fresh water kept.  She's built to IOR specs as a coastal cruiser/racer.    She'll carry up to a 170 genoa.   155 is class legal.  It's a headsail driven design.   Points beautifully.  The shear keeps her dry on deck.  Although with the 4.5 ft draft you have to foot her when sailing close hauled.  Perfect for ICW type applications brought on by the draft number.  Haven't sailed this boat on the ICW but have transited other designs.  The sailing characteristics are fantastic.  Balances easily.  Just a joy to sail.  

The design has issues including the "dreaded beam" and the sump behind the encapsulated keel.   I've mitigated the latter.  The former has been "scoped" and is not an issue in a "fresh" boat.  She's a 1974.  Bad (although cost cutting) idea to put mild steel in a coastal boat, I give you that.

The other major issue you may encounter is blistering.  I've been told that during the 1972 energy crisis, the formulation of vinylesther (etc.) polymers were changed to reduce costs.  If the legend is true, it resulted in permeability.   I tend to think, in the case of my boat, that the real problem was the lack of gel coating in the bilge spaces which allowed the bilge water and the drainage from the icebox to sit in the bilge and basically delaminate the exterior from the inside out.  Water was wicking through the laminate and blistering the exterior.  This is largely borne out by the pattern of the blistering. 

In our case, this issue was cured by stripping the hull to the glass matt, applying 3 coats of West System epoxy, below the waterline and covering it with 7 coats of Interprotect 2000e barrier coat.  As an added tip, the first three coats of the InterProtect where white.   That was followed with four coats of gray.  Should you have to sand the hull, the color change will indicate that you're near the epoxy.  

Thus far, ten plus years in, this has been a winning approach.  We no longer put countless pounds of ice in the icebox to drain into the bilge.  We keep the bilge dry.  The blistering problem is resolved.  

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As an add-on to the Cal 2-29 discussion, there are engineering drawings of the beam, to be rebuilt in stainless and the easiest method to replace (going through the pan in the head area, forward of the salon, is located here:  Cal 29 – Richard J Anderson (richardanderson.net)  Full attribution to Richard.   Thanks for posting.

 

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Raced aboard a Cal 29 in the early seventies in Puget Sound.  It was competitive but disconcerting in that when powered up if you stood in the salon with your feet spread out during a tack you could feel the cabin sole liner shift a inch+ up and down athwartships.  The owner was a Boeing engineer and he said yep, the hull/keel/liner(?)  structure was kinda flexy but some flex in some structures isn't necessarily a bad thing. 

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in the current market esp

but also any buying opportunity buy the best deal

maybe price but could be something else

best maintained or equipped OR THE NEW MOTOR or sail inventory

and DO not fix on one model ONLY

unless you just enjoy the hunt

and in the current boat market one can flip a good deal for a gain

worse case you got a boat to sail while you hunt

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