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Tartan Ten Sailboat Survey 1979

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Tartan Ten Sailboat Survey 1979 Tartan Ten, Sailboat Survey, 1979 The Tartan Ten is advertised and sold as a one-design racer suitable for overnight offshore racing and cruising in protected and.coastal waters. This is not a boat for racing from Newport to Bermuda because the large cockpit volume does not satisfy the requirements for Category I racing as established by the United States Yacht Racing Union. On page one of the owner's manual Tartan Marine Company cautions that the T-10 is a special purpose boat "suited to day sailing and closed course racing with limited offshore intent." The enormous cockpit (each bench seat is 9'8" long) and flush deck permit uncramped and comfortable racing and a floating picnic ground for the day-sailor The boat can be raced with a crew of three and sailed securely by a practiced couple. Women who race, as well as those whose interest is in cruising, rated this boat as very easy to sail due to the layout of the sail controls and the extreme ease of steering. The T-10 draft is 5'10 1/2'. Fleets are now being formed throughout the United States for one-design racing with the largest fleets currently on the Great Lakes. WHAT WE LIKED: We think the boat is well designed and very handsome. Our inspection of the production facilities in Grand River, Ohio, satisfies us that wet out and lay up of the balsa cored hull and deck are carefully done under supervision. If anything, the hull-deck joint is a case of overkill (see drawing). The acceleration is exhilarating. The tiller is comfortable to hold and the steering is very sensitive and not tiring over long periods of time. Changing the sails is easy. The sail controls are well organized and may be handled from the cockpit. We like the very large cockpit and contoured seat backs. We like the unobstructed flush deck (especially important on a narrow boat). Due to the bow vents and the large companionway hatch, the below decks ventilation is very good. The vee-berth is large and comfortable for sleeping and the root berths which are adjustable for heel angle are also very comfortable for sleeping-but not so for sitting. We would be hard put to improve on the accessibility to the engine, the stuffing box, the backing plates for deck hardware and the speed and depth gauges which are located just forward of the keel and easily serviced by lifting a cover on the cabin sole. We like the shroud turnbuckles which are mounted below decks. The engine fuel shut-off valve is suitably located in the starboard cockpit seat locker. In the port seat locker is an ice chest. Owners seem generally pleased with the numerous Tartan dealers (nearly 40) throughout the country and also report that they have been treated as members of the family when they have called the factory for information. T-10 owners felt that the project supervisor, Mr. Thomas Rinda, listened carefully and acted upon what T-10 owners had to say. They consider him to be in total command of his subject matter and to be of great and patient assistance. The Tartan parts manager, Bill Siefert, continually astonishes T-10 owners by knowing the parts number for not only everything that goes on the T-10 but every other Tartan model as well. WHAT WE DIDN'T LIKE: The major detractions are below decks. A look at the interior explains why some refer to this boat as the "Spartan Tartan." It is the type of interior racers love - minimal weight and maintenance -the kind that is cleaned by turning on a hose, flushing out the entire cabin, pumping out the bilges and going home. There is no dining table and we haven't yet figured out how one sits at the navigation station. There are no drawers or lockers for wet or dry clothing. The "islands," located midships on either side supporting the sink and galley counter, are faced with a Y4" veneered plywood which we consider flimsy. The joinerwork is simply not what we have come to expect from Tartan. There should be a sling or pouch for storing the companionway hatch. The engine noise and vibration, although much dampened on newer T-10s, is still trying. Owners complain that the portable head, located under the vee-berth, emits a less than Lily-of- the-Valley fragrance. On deck we found that experienced owners had serious objections to the halyard balls and to the use of clamcleats on a 33 foot boat. For cruising, an anchor locker and bow chocks would be welcome. See the Rudder section for discussion of steering problems. SAFETY RATING: A We consider the Tartan Ten a seaworthy, safe boat when sailed by competent personnel. Our major safety concern is the voluminous cockpit coupled with the 5'6" companionway hatch. However, if the precautions published by Tartan Marine are complied with, meaning that the boat will be sailed only within its defined limitations, the danger of being swamped seems minimal. The cockpit (see section on COCKPIT) drains in less than 3 minutes when filled to seat level. (NOTE: This is an estimated drainage time derived at by filling the cockpit to the top of the bridgedeck -approximately 6' deep) With the leeward rail underwater for half an hour and water spilling into the cockpit during this time no water entered the cockpit seat lockers. (Many other boats have been unknowingly swamped this way.) The high topsides, the buoyancy of the stern section, the balsa core hull rigidity, the manageable 7/8 rig, the solid hull-deck join, the high boom and uncluttered non-skid deck are all attributes of safe design. Companionway hatch Is removed and stowed below. Sharp aluminum edges need to be radiused. There is no provision for emergency steering. Stanchion bases are through-bolted. We had only one report of a broken stanchion that was caused by the stanchion serving as a pushing point for getting away from the dock. A weld on the stanchion foot broke. Earlier T-10s (see photos) had no stern rail. On newer hulls the rail has been added. On either side of the companionway opening are well anchored stainless steel railings which serve also as a frame for the dodger. The aluminum piano hinge for the folding section of the main hatch has sharp edges which could cause injury and tear lightweight sails. The corners should be radiused. The engine may be emergency started with a hand crank and the remote fuel shut-off valve is very desirable. DESIGN HISTORY: We asked Jan Kjaerulff (Care-u-luff), co-designer of the Aphrodite 101, if he felt that Tartan Marine had stolen his boat. He replied that Charles Britton, President of Tartan Marine, had indeed visited him in Denmark and taken a lot of pictures of the boat. When we pressed him for an answer Mr. Kjaerulff merely grinned and tactfully skirted on to other matters. Tartan Marine did seriously consider building the 101 in the U.S. but a careful study concluded that an American built 101 would cost 15% more than the T-10 and result only in a stripped out version. The plan was abandoned. Superficially, the boats show similarities but we find immediate substantial differences between the two. The Tartan spar is heavier and has no self-tacking jib. The Tartan has more freeboard, a fuller stern, more volume and weight, a much larger cockpit and a different keel. As for root berths, we found them aboard Mr. Britton's own 1974 Tartan 44, Twain. It appears to us that what Tartan Marine really has taken from the Aphrodite 101, aside from the contoured seats, is a sizeable piece of the market. As with almost all its boats, Tartan turned to Sparkman and Stephens for the underwater lines, the keel, the rudder and sailplan. Tartan wanted a boat that was easy and inexpensive to maintain and one that would come to the market for under $30,000. The project was begun by Sparkman and Stephens on December 27, 1976 and the lines, drawn by Mario Tarabocchia, were finally accepted by Tartan in May of 1977. Most of the changes requested by Tartan during this time were for esthetic reasons (see drawings). Alan Gilbert was the S and S project supervisor. Handy Boats of Falmouth Foreside, Maine, was commissioned to build a sailing prototype using the wood-epoxy saturation technique. The prototype would also be used as a plug from which to make the production molds. The prototype hull was delivered in August 1977 and with the exception of minor modifications to the stern, became the shape of the T-10. Originally the boat was to have a sail drive unit but it was discovered that the unit was even noisier than the present diesel and also caused a Y4 of a knot boat speed reduction due to drag. The sail drive hole was plugged and a dummy strut, prop and shaft were attached for testing. A decision was made not to use the sail drive and it was one of the decisions in which Olin Stephens was directly involved. The prototype had a flushed over deck taken from a Tartan 41 and chopped up It had no seats and a small steering cockpit. There were discussions of offering two models but this idea was rejected by Mr. Britton. The prototype also had the semblance of an interior. Most of the deck plan was there. The halyard balls were in use. The sail controls layout is the result of input by Charles Britton, Tom Rinda, the project manager, Bill Siefert, parts manager and other specialists like Jay Harris of the North Sail loft in Stratford, Ct., and Lindy Thomas, the current class association secretary.
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