(edited) July 25, 2014
So, where has she been for the last 30 years? That's what I've always wanted to know. All I got from the Spencer Owners website was that Lt Martin bought her in 1968 and named her Tane. Recently I received an email from Mr Martin, who had also recently found my blog.
Allow me to introduce myself. I am Xxx Martin. I am the original owner of Hull #17. How I dislike referring to Hull # 17. I always refer to her as TANE’ or now CHASING SUMMER. I recently discovered your blog, and naturally find it very interesting. You appear to be doing quality work.
TANE’ as far as I know last sailed in 1988 in San Diego. I sold her fully operational, but with some incomplete finish work interior, and some exterior rework desirable, to the harbor master at Fiddler’s Cove in 1988. He intended to live aboard with his wife, but never did. She was anchored in the cove unattended for several years. On the transom was TANE’ and the hailing port, Freeland, WA. Probably Freeland, WA was removed per Federal Requirements as her home port had to be changed from Seattle to San Diego. She was later sold and towed, as I understand, to Oceanside. Supposedly she was to be renamed ASSYLM, but as your photos show the name TANE’ was never removed from the Transom. That is where, if I read correct, you found her. She was supposedly converted to a center cockpit design, which again never happened.
I bought her hull, deck, major bulkheads, cabin sole, and engine mounts in 1969. I was in Vietnam at the time of order in 1968. Carole, later my wife (and still is) did all the admin work while I was overseas. TANE’ was trucked to San Diego where I began work. Not yet ready for sea, she was again trucked to Vallejo, where for a brief time she was floated. Trucked back to San Diego Navy Auto Shop Yard where I continued to work. Finally in the water and moored at the Coronado Yacht Club, but not yet rigged and ready. Loaded onboard USS RANGER for transport to Bremerton. In the water, rigged and ready. Really enjoyed Puget Sound. Transit to San Francisco and sailed extensively in the Bay, but found the Bay somewhat restrictive. Transit to San Diego and with more shore free time, enjoyed San Diego. Moved back to Vallejo, actually Fairfield, and planned to move TANE’ north, but didn’t, so I sold her. I followed her as much as I could on the Spencer Website, and a couple of visits to Fiddler’s Cove. Had trouble with getting on the website with passwords, so hadn’t found out about you until recently.
This is the continuing story of the rebuilding of a Spencer 42, hull #17, which was neglected for far to many years. A friend of mine tells me that she's sat in the boat yard for at least 25 years.
Of course, I'm glad she was abondon; I picked her up for a really great deal.
Builder: Spencer Boats Ltd. (hull, deck, engine mounts, major bulkheads)
Name of Boat: Chasing Summer
Hull No. 17
Year Mfg. 1969
Year Purchased: 2010
Date of Commission: 1969
LOA: 42' 5"
Beam: 11' 3''
Draft: 6
Displacement: 19500
Ballast: 9000
Cockpit: Aft
Transom: Traditional
Waterline: 32,5
Hull Speed: 7
Rigging: Sloop
Total Sail Area: 1300 Sq. ft'
Length - Main Boom: 19'
Engine Make: Perkins
Engine Model: 4-107
Horse Power: 50
Number of Cylinders: 4
Fuel Type: Diesel
Qty of Fuel Tanks: 1
Total Capacity - 60 Gals
Qty Fresh Water Tanks: 3
Total Capacity - 90 Gals
WATERMAKER: Collect water from sails
Hull Colour: Yellow
Deck Colour: Yellow w/ yellow non-skid
Canvas Colour:
Colour of Boot Stripe: none
Location of Name: On the Aft Sides (registry on Stern) (see stern)
Sail ID Letters and Numbers:
Radio Equip: VHF
Radar: NO
GPS: 2 handheld to back up celescial navigation
Favourite Online Weather Site: www.passageweather.com
More Information -
A Full Keel, heavy cruiser. Lots of room in a world traveler.
The S-42 is a full keel, heavy, offshore cruiser. A larger version of the S-35 series
26 Hulls plus 1 wooden plug. Good Reading on the Information Page
Specifications
provided by Spencer Boats Ltd
Spencer 42 MK II
Spencer 42 MK II
L.O.A.
42 ' 5"
L.W.L. 30 ' 0 "
Beam 11 ' 4 "
Draft 6 ' 0 "
Displacement 19,000 lbs
Ballast (Lead) 8,000 lbs
Freeboard - Fwd 5 ' 1 "
- Aft 3 ' 10"
Headroom 6 ' 6 "
Rigs: Standard Sloop
Optional Ketch - Cutter
L.W.L. 30 ' 0 "
Beam 11 ' 4 "
Draft 6 ' 0 "
Displacement 19,000 lbs
Ballast (Lead) 8,000 lbs
Freeboard - Fwd 5 ' 1 "
- Aft 3 ' 10"
Headroom 6 ' 6 "
Rigs: Standard Sloop
Optional Ketch - Cutter
History of Spencer Boats
"The History" of Spencer Boats Ltd.
By Patricia Brandlmayr
The foundation for Spencer Boats was laid in Saskatoon, Saskatchewan where John Brandlmayr grew up, went to University, and developed his interest and skills in the design and building of things such as boats and aircraft. It was here that lasting friendships were formed such as the one with Phil Hantke who, many years later after the war, became a partner in Spencer Boats Ltd.
The following is an excerpt from tapes and notes left by John and which outline the philosophy which he brought to his designs and to their fruition:
One of the first products built by Spencer Boats was a "Frame Kit" for various sizes of boats, both power and sail. The "Frame Kit" consisted of pre-fabricated components for frames, stem, transom, keelson and a ‘harpin’ which permitted the builder to setup the hull immediately and thus avoid the tiresome task of ‘lofting’ prior to construction. This was prior to mass production of molded boats and at a time when many people built their own boats in order to own one.
John devised a method of construction for producing laminated stems using hydraulic pressure and a tooling method for producing frame components using a standard jointer. Building instructions were provided for each size and eventually prefabricated parts and materials were also available. Several hundred units of this product were sold throughout the world.
Numbers of complete and partially complete boats were produced of these models, especially power boats from 14 ½ feet to 32/34 feet. The plywood planking was applied in full length sheets and covered with a "Cello" finish. In this process, fiberglass materials were applied to the plywood and then a resin was introduced under a tight layer of cellophane. When the cellophane was removed, there remained a glossy, durable and attractive finish on the plywood planking.
In 1958, the first model of fiberglass sailboat produced from a female mold was the 28 footer. Since molded fiberglass was in its infancy, only the hull was built in fiberglass. The deck of the 28 continued to be built in wooden construction.
The next model developed was the Spencer 35, followed by the 42 aft cockpit and 44 center cockpit, the 31, the 53 aft and forward cockpit; and the 1330 aft and forward cockpit. Methods and details of construction were adjusted to meet changes in technology. During all phases, only hand lay-up of the fiberglass materials was used in hulls and decks. Initially solid glass construction was the only option but, with care and consideration, polyvinylchloride with some balsa core was introduced to provide a rigid, solid hull and deck with integral insulation for creature comfort below decks. (Note: The basic construction specifications for Spencer Boats are attached. They may be of a source of help for current owners.) See Construction above.
Details of construction were always paramount in John’s mind in specifying the methods of construction throughout the vessel. His training as an Engineer and his early self-education in design and building model airplanes and a full scale glider, provided him with the ability and skill to engineer the structure as a whole unit.
While Phil Hantke managed the shop and production, John carried on another life under John Brandlmayr Ltd. which was the design office. As a consequence there are many boats, including rowboats, sailboats, powerboats, fishing vessels, commercial vessels, ferries and dredges, which were designed by the office, and which are still in operation. A wide range of materials including fiberglass, aluminum, steel, wood, and plywood and fiberglass was used in the methods of construction. In subsequent years, the design office has evolved to Brandlmayr Marine Ltd. headed by son, Grant Brandlmayr.
John’s involvement in the companies came to a sudden and untimely end with his death in 1974. A few months later Phil Hantke succumbed due to health complications. This left myself, Pat Brandlmayr, who had been involved in the business since day one, and son Grant, together with our first and last employee, Les McBurney, to carry on the business with the help of the skilled employees.
The company had started production of sailboats at a time when the market for sailboats was on the rise. This market carried on for quite a number of years and the company was able to avail itself of the momentum in the market. To fill out the product line, the Spencer 34 was introduced. This was the first model by a designer other than John. Production of the Sun 27 was undertaken for the account of the brokers, Specialty Yachts. This model was initially produced in the States and the brokers found it beneficial to have Canadian production.
Owners of Spencer boats will remember the close liaison with Les, Grant and the fellows in the shop. Each boat was built to order and customized to suit the owner. Most owners were very knowledgeable, experienced sailors particularly with regard to details of outfit and rig, for example, Hal and Margaret Roth with S-35 ‘Whisper’. Many of the sailboats built by Spencer Boats have been used for extensive offshore cruising due to the integrity of the hull/deck and to their good sailing and handling characteristics.
With the sudden downturn in the economy in 1982, the company was forced to change direction. The assets (all the molds) were sold to Shore Boat Builders who built boats in aluminum. Spencer was able to bring fiberglass technology to Shore to combine construction of fiberglass hull and deck with aluminum superstructure. Although the producing of this product remains tenable, molded fiber glassing and aluminum welding require two completely different shops. Eventually Spencer Boats had to be put to bed. However, the boats themselves seem to have taken on a life of their own thanks to the care and attention given them during their design and production and the continued enthusiastic interest of their owners.
Dated - April 2003
By Patricia Brandlmayr
The foundation for Spencer Boats was laid in Saskatoon, Saskatchewan where John Brandlmayr grew up, went to University, and developed his interest and skills in the design and building of things such as boats and aircraft. It was here that lasting friendships were formed such as the one with Phil Hantke who, many years later after the war, became a partner in Spencer Boats Ltd.
The following is an excerpt from tapes and notes left by John and which outline the philosophy which he brought to his designs and to their fruition:
"For me the principal interest of boats has always been design. As a youngster building model airplanes, I worked out designs that could be built from the materials readily at hand. I found a particular satisfaction in applying scientific principles and art to the design and construction of a sailplane and enjoyed the considerable amount of general study it required. Building some iceboats and a sailboat at that time seemed like an extremely simple proposition. An enterprise that has given me a great deal of satisfaction and invaluable understanding of boatbuilding is Spencer Boats Ltd. which, together with Phil Hantke, a very good friend, was started in 1952 to build eighteen- foot plywood cruisers and runabouts. My dear wife, Pat, bestowed her maiden name on this business. " --John Brandlmayr
One of the first products built by Spencer Boats was a "Frame Kit" for various sizes of boats, both power and sail. The "Frame Kit" consisted of pre-fabricated components for frames, stem, transom, keelson and a ‘harpin’ which permitted the builder to setup the hull immediately and thus avoid the tiresome task of ‘lofting’ prior to construction. This was prior to mass production of molded boats and at a time when many people built their own boats in order to own one.
John devised a method of construction for producing laminated stems using hydraulic pressure and a tooling method for producing frame components using a standard jointer. Building instructions were provided for each size and eventually prefabricated parts and materials were also available. Several hundred units of this product were sold throughout the world.
Numbers of complete and partially complete boats were produced of these models, especially power boats from 14 ½ feet to 32/34 feet. The plywood planking was applied in full length sheets and covered with a "Cello" finish. In this process, fiberglass materials were applied to the plywood and then a resin was introduced under a tight layer of cellophane. When the cellophane was removed, there remained a glossy, durable and attractive finish on the plywood planking.
In 1958, the first model of fiberglass sailboat produced from a female mold was the 28 footer. Since molded fiberglass was in its infancy, only the hull was built in fiberglass. The deck of the 28 continued to be built in wooden construction.
The next model developed was the Spencer 35, followed by the 42 aft cockpit and 44 center cockpit, the 31, the 53 aft and forward cockpit; and the 1330 aft and forward cockpit. Methods and details of construction were adjusted to meet changes in technology. During all phases, only hand lay-up of the fiberglass materials was used in hulls and decks. Initially solid glass construction was the only option but, with care and consideration, polyvinylchloride with some balsa core was introduced to provide a rigid, solid hull and deck with integral insulation for creature comfort below decks. (Note: The basic construction specifications for Spencer Boats are attached. They may be of a source of help for current owners.) See Construction above.
Details of construction were always paramount in John’s mind in specifying the methods of construction throughout the vessel. His training as an Engineer and his early self-education in design and building model airplanes and a full scale glider, provided him with the ability and skill to engineer the structure as a whole unit.
While Phil Hantke managed the shop and production, John carried on another life under John Brandlmayr Ltd. which was the design office. As a consequence there are many boats, including rowboats, sailboats, powerboats, fishing vessels, commercial vessels, ferries and dredges, which were designed by the office, and which are still in operation. A wide range of materials including fiberglass, aluminum, steel, wood, and plywood and fiberglass was used in the methods of construction. In subsequent years, the design office has evolved to Brandlmayr Marine Ltd. headed by son, Grant Brandlmayr.
John’s involvement in the companies came to a sudden and untimely end with his death in 1974. A few months later Phil Hantke succumbed due to health complications. This left myself, Pat Brandlmayr, who had been involved in the business since day one, and son Grant, together with our first and last employee, Les McBurney, to carry on the business with the help of the skilled employees.
The company had started production of sailboats at a time when the market for sailboats was on the rise. This market carried on for quite a number of years and the company was able to avail itself of the momentum in the market. To fill out the product line, the Spencer 34 was introduced. This was the first model by a designer other than John. Production of the Sun 27 was undertaken for the account of the brokers, Specialty Yachts. This model was initially produced in the States and the brokers found it beneficial to have Canadian production.
Owners of Spencer boats will remember the close liaison with Les, Grant and the fellows in the shop. Each boat was built to order and customized to suit the owner. Most owners were very knowledgeable, experienced sailors particularly with regard to details of outfit and rig, for example, Hal and Margaret Roth with S-35 ‘Whisper’. Many of the sailboats built by Spencer Boats have been used for extensive offshore cruising due to the integrity of the hull/deck and to their good sailing and handling characteristics.
With the sudden downturn in the economy in 1982, the company was forced to change direction. The assets (all the molds) were sold to Shore Boat Builders who built boats in aluminum. Spencer was able to bring fiberglass technology to Shore to combine construction of fiberglass hull and deck with aluminum superstructure. Although the producing of this product remains tenable, molded fiber glassing and aluminum welding require two completely different shops. Eventually Spencer Boats had to be put to bed. However, the boats themselves seem to have taken on a life of their own thanks to the care and attention given them during their design and production and the continued enthusiastic interest of their owners.
Dated - April 2003
Spencer Yachts Ltd. - Production STATS
Spencer Boats Ltd. "PRODUCTION Stats"
By Patricia Brandlmayr
We asked Pat if she could provide a list of all the Spencer Vessels Produced. She has done an excellent job and here is what she has provided. We have included her comments.
While the numbers are quite well defined for the molded fiberglass sailboats, when it comes to the plywood and fiberglass power boats and sailboats, the records are not so clearly defined. Some were built from Frame Kits for both sail and power; some were built (particularly the power boats) complete, partially complete, and from Frame Kits as well as directly from plans from the Brandlmayr office. (See Below) I have some records for these as to who they were bought by and whether they were plans or Frame Kit but they are not as updated as the records maintained by Spencer on their production boats. Due to storage problems, we have not kept the files for each of the contracts in the Spencer production.
Total Spencer Hulls Produced.
Note: The records do not differentiate between the Spencer 51/53. The 53 has a traditional transom; while the 51 has a reverse transom. Since they were both aft cockpit and center cockpit deck configurations and many modifications of their rigs, (sloop, ketch {not many}, cutter, etc.) the record list has not differentiated the details. Hull Numbers were consecutive.
By Patricia Brandlmayr
We asked Pat if she could provide a list of all the Spencer Vessels Produced. She has done an excellent job and here is what she has provided. We have included her comments.
While the numbers are quite well defined for the molded fiberglass sailboats, when it comes to the plywood and fiberglass power boats and sailboats, the records are not so clearly defined. Some were built from Frame Kits for both sail and power; some were built (particularly the power boats) complete, partially complete, and from Frame Kits as well as directly from plans from the Brandlmayr office. (See Below) I have some records for these as to who they were bought by and whether they were plans or Frame Kit but they are not as updated as the records maintained by Spencer on their production boats. Due to storage problems, we have not kept the files for each of the contracts in the Spencer production.
Total Spencer Hulls Produced.
- Spencer 28 - 8 boats (fiberglass Hull) + 1 plug wooden.
- Spencer 31 - 24 boats + plug (See Comment #1 - below)
- Spencer 34 - 4 boats (See Comment #2 - below )
- Spencer 35 - 64 boats + wooden plug
- Spencer 42 - 26 boats + wooden plug
- Spencer 44 - 21 boats - Produced by modification of the Spencer 42 hull and deck molds - "This model is considered a center cockpit"
- Spencer 1330 - 25 boats including plug as hull #1 (Originally Benora III)
- Spencer 51/53 - 31 boats plus wooden plug ("Sea Fern")
Note: The records do not differentiate between the Spencer 51/53. The 53 has a traditional transom; while the 51 has a reverse transom. Since they were both aft cockpit and center cockpit deck configurations and many modifications of their rigs, (sloop, ketch {not many}, cutter, etc.) the record list has not differentiated the details. Hull Numbers were consecutive.
Building the "PLUG" - THE CRUCIAL PART
BUILDING THE PLUG - THE CRUCIAL PART
By Pat Brandlmayr
"The term "Plug" is a word that is not used much unless you are talking about boats from earlier days, or boats that are built with the same values and traditions as those earlier days. In a discussion with our Patricia Brandlmayr, this topic came up. She explained the procedure in an understated way, but you can imagine the meaning of the term "quality control" when you think about the procedure."
Here is Pat's explanation to this topic...
"Yes, it is difficult to use precise terminology in the development of a product from concept, to finished product - partly because there are different ways of approaching the project. In the case of Spencer Boats the process was initially a 3-step process to reach the molded fiberglass hull. "
It was only the 1330 where the plug was constructed using "one-off fiberglass construction methods" to build the plug from which the mold was taken. The technologies had changed in the interim years and this was a logical way to go at the time. This "plug" was highly finished on the outside and it was completed as a boat for Harry Herlihy and became Hull #1 - Benora III. (Note: This boat is now named "Trinity" as of 2010 - SYOG)
In the case of the 42/44's the mold was built with the topside extended to the sheer height of the 44 in order to accommodate the requirements for the center cockpit configuration and layout. The mold, in other words, had the option of the 42 lower sheerline or the 44 higher freeboard and sheerline.
In all cases the deck molds were made starting with a separate wooden plug from which the mold was prepared for the molding of the decks. Prior to designing the 42 footer, John did a good deal of preparation. He studied the lines and performance of the Annapolis 44 which was a popular classic boat at the time. Prior to production of the boat, tank tests were performed at a testing tank in the States. I don't know if this helps clarify terminology and production sequences that apply to the way things were done at the Spencer yard at the time. Since all the boats at the time were laid up by hand, I am sure current technology and high production has changed many things.
Cheers!
- Pat Brandlmayr via e-mail Nov 3, 2004
By Pat Brandlmayr
"The term "Plug" is a word that is not used much unless you are talking about boats from earlier days, or boats that are built with the same values and traditions as those earlier days. In a discussion with our Patricia Brandlmayr, this topic came up. She explained the procedure in an understated way, but you can imagine the meaning of the term "quality control" when you think about the procedure."
Here is Pat's explanation to this topic...
"Yes, it is difficult to use precise terminology in the development of a product from concept, to finished product - partly because there are different ways of approaching the project. In the case of Spencer Boats the process was initially a 3-step process to reach the molded fiberglass hull. "
- To build a wooden structure the exact shape of the finished product using wooden construction materials (which varied over the years) in an upside down position - as you would to build a one-off wooden boat. This object would be faired, and then coated with fiberglass/resins, which in turn were sanded, sanded, and sanded again, as the applications progressed to produce an object which would replicate the final product.
- The mold would be produced by means of suitable overlays on the plug, reinforced by means of a structure to keep its shape and to stand the production methods for the fiberglass hulls.
- The mold is then lifted from the plug, turned over or upright and the inside of it fine tuned for the production of the first fiberglass hull. The condition of the mold will, of course, reflect how good the final product or fiberglass hull is. The fiberglass hull for the first boat is then laid up for production. In the case of Spencer Boats, the bulkheads, tanks, longitudinals and the deck were all installed prior to lifting the hull from the mold. Although this tied up the mold in production longer than for most production boats, it also insured that the product would not warp and get out of alignment.
It was only the 1330 where the plug was constructed using "one-off fiberglass construction methods" to build the plug from which the mold was taken. The technologies had changed in the interim years and this was a logical way to go at the time. This "plug" was highly finished on the outside and it was completed as a boat for Harry Herlihy and became Hull #1 - Benora III. (Note: This boat is now named "Trinity" as of 2010 - SYOG)
In the case of the 42/44's the mold was built with the topside extended to the sheer height of the 44 in order to accommodate the requirements for the center cockpit configuration and layout. The mold, in other words, had the option of the 42 lower sheerline or the 44 higher freeboard and sheerline.
In all cases the deck molds were made starting with a separate wooden plug from which the mold was prepared for the molding of the decks. Prior to designing the 42 footer, John did a good deal of preparation. He studied the lines and performance of the Annapolis 44 which was a popular classic boat at the time. Prior to production of the boat, tank tests were performed at a testing tank in the States. I don't know if this helps clarify terminology and production sequences that apply to the way things were done at the Spencer yard at the time. Since all the boats at the time were laid up by hand, I am sure current technology and high production has changed many things.
Cheers!
- Pat Brandlmayr via e-mail Nov 3, 2004
Construction Info
By Patricia Brandlmayr
HULL: The hulls are hand laid-up in a one-piece female mold. The sandwich construction in the hull uses "Airex" PVC core for maximum stiffness and for both acoustic and thermal insulation. The "Airex" is started approximately 6" below the sheer and is carried below the turn of the bilge but not into the keel area. In this way, through-hulls and fittings can be installed easily in the solid glass areas in the bilges. (early models were solid glass)
DECK: The deck, cabin and cockpit are also laid-up in a one-piece female mold. Sandwich for the deck is end-grain Balsa for maximum stiffness and insulation. Use of Balsa in the deck permits ease of installation of deck hardware to suit owner requirements at the time of construction and in the future. The Spencer hull and deck are joined while the hull is still in the mold to maximize fairness. The toerail is incorporated into the deck/hull joint which is achieved by means of successive layers of internal fiberglass bonds. The non-skid deck surface is an integral part of the deck mold. (early model do not have the Balsa core. (2011- toe rail removed and over 250 holes filled. The edge was then rounded over with a 1" round over router, ground to raw glass and 7 layers of glass and mat, 10 inches wide, layed over the edge and faired. The only holes will be the safety stantions which are glassed over on the underside.)
BULKHEADS: Are of plywood and glassed to the hull to contribute to the transverse stiffness and to hull integrity. Longitudinal stiffness is achieved by glassing the various structural interior components to the hull.
BALLAST: The lead ballast in each case is precast in a cast iron mold to give precise control of the weight and shape. The center of gravity is kept effectively as low as possible by bolting the lead ballast along the bottom of the hull. (In the case of the S-35 the lead ballast is pre-molded pigs, placed in the cavity of the hull and glassed in place.) The stainless steel bolts are preset in the lead prior to pouring and extend into the bilge area after mounting so that they are accessible and visible for checking in the future.
TANKS: The standard tanks for fuel and water are pre-molded by hand lay-up to the shape of the hull and glassed in place to give maximum capacity and to keep the center of gravity as low as possible. Stainless steel inspection plates, in which the necessary fittings are attached, are used on the top of each tank. Additional saddle tanks and holding tanks are optional: size and location depend on the model and layout of the boat. (holding tank between the fwd water tank and the diesel tank, holding tank aft of the lead ballast under the engine) (saddle water tanks: 1 under the galley counter, 1 under the stbd settee)
THROUGH-HULLS: Standard through-hull fittings are bronze, faired flush to the outside of the hull with bronze ball valves threaded to each. (2013 upgraded to flanged hull valves)
CHAIN PLATES: are stainless steel welded "T" straps securely glassed to the hull and deck and to chain plate gussets or bulkheads, carefully spaced and secured to the hull and deck. The backstay plate is secured to the transom; and the stem fitting which has a standard roller for the anchor rode, is through-bolted to the bow.
JOINERWORK AND BELOW DECK FINISH: Finish below decks is in the tradition of wood and teak-faced bulkheads and cabin sides; solid teak handrails interior and exterior; solid teak framed door, companionways, and drawer fronts, all with a rubbed oil finish.
SPARS AND RIGGING: Masts and booms are extruded aluminum alloy sections suited to the rig. Finish is clear. Sloop rig is standard with ketch of cutter optional in most models. Customized rigs to suit the service intended are also optional. The boom is fitted with a slab reefing system and internal clew outhaul. Standing rigging is 1 x 19 stainless steel wire rope with swagged stainless toggles and turnbuckles.
HULL: The hulls are hand laid-up in a one-piece female mold. The sandwich construction in the hull uses "Airex" PVC core for maximum stiffness and for both acoustic and thermal insulation. The "Airex" is started approximately 6" below the sheer and is carried below the turn of the bilge but not into the keel area. In this way, through-hulls and fittings can be installed easily in the solid glass areas in the bilges. (early models were solid glass)
DECK: The deck, cabin and cockpit are also laid-up in a one-piece female mold. Sandwich for the deck is end-grain Balsa for maximum stiffness and insulation. Use of Balsa in the deck permits ease of installation of deck hardware to suit owner requirements at the time of construction and in the future. The Spencer hull and deck are joined while the hull is still in the mold to maximize fairness. The toerail is incorporated into the deck/hull joint which is achieved by means of successive layers of internal fiberglass bonds. The non-skid deck surface is an integral part of the deck mold. (early model do not have the Balsa core. (2011- toe rail removed and over 250 holes filled. The edge was then rounded over with a 1" round over router, ground to raw glass and 7 layers of glass and mat, 10 inches wide, layed over the edge and faired. The only holes will be the safety stantions which are glassed over on the underside.)
BULKHEADS: Are of plywood and glassed to the hull to contribute to the transverse stiffness and to hull integrity. Longitudinal stiffness is achieved by glassing the various structural interior components to the hull.
BALLAST: The lead ballast in each case is precast in a cast iron mold to give precise control of the weight and shape. The center of gravity is kept effectively as low as possible by bolting the lead ballast along the bottom of the hull. (In the case of the S-35 the lead ballast is pre-molded pigs, placed in the cavity of the hull and glassed in place.) The stainless steel bolts are preset in the lead prior to pouring and extend into the bilge area after mounting so that they are accessible and visible for checking in the future.
TANKS: The standard tanks for fuel and water are pre-molded by hand lay-up to the shape of the hull and glassed in place to give maximum capacity and to keep the center of gravity as low as possible. Stainless steel inspection plates, in which the necessary fittings are attached, are used on the top of each tank. Additional saddle tanks and holding tanks are optional: size and location depend on the model and layout of the boat. (holding tank between the fwd water tank and the diesel tank, holding tank aft of the lead ballast under the engine) (saddle water tanks: 1 under the galley counter, 1 under the stbd settee)
THROUGH-HULLS: Standard through-hull fittings are bronze, faired flush to the outside of the hull with bronze ball valves threaded to each. (2013 upgraded to flanged hull valves)
CHAIN PLATES: are stainless steel welded "T" straps securely glassed to the hull and deck and to chain plate gussets or bulkheads, carefully spaced and secured to the hull and deck. The backstay plate is secured to the transom; and the stem fitting which has a standard roller for the anchor rode, is through-bolted to the bow.
JOINERWORK AND BELOW DECK FINISH: Finish below decks is in the tradition of wood and teak-faced bulkheads and cabin sides; solid teak handrails interior and exterior; solid teak framed door, companionways, and drawer fronts, all with a rubbed oil finish.
SPARS AND RIGGING: Masts and booms are extruded aluminum alloy sections suited to the rig. Finish is clear. Sloop rig is standard with ketch of cutter optional in most models. Customized rigs to suit the service intended are also optional. The boom is fitted with a slab reefing system and internal clew outhaul. Standing rigging is 1 x 19 stainless steel wire rope with swagged stainless toggles and turnbuckles.
