Original owners want to move up! This Gozzard 36D Cutter was built in 1995 and purchased new in 1996 by the current owners, whereupon she was launched on the Chesapeake Bay. After 6 years there, she was moved to her current homeport in the Sandy Hook, N.J. area. She has been lovingly maintained. An insurance survey was performed one year ago and the vessel was appraised at $220,000. (It can be made available upon request.) Damage sustained during Hurricane Sandy was restored to its original condition at the Northcastle Marine (Gozzard) factory in Goderich, Ontario, Canada. Insurance paid to send her back to the factory in Canada for complete restoration. In addition to the repairs she was updated and upgraded in many ways. New interior upholstery, new stanchions and lifelines, new canvas, new running rigging, and new hot water heater are but a few of the replacements. At that time, many UPGRADES were also installed including a stainless steel radar post, a stainless steel arch which removes the mainsheets from the cockpit and mounts the solar panel, Awlgripped hull, and new Garmin GPS/radar. She is well beyond restored. To say the wood has been lovingly maintained, both inside and out, does not do her justice. Full records of all repairs, and upgrades, plus every manual are available upon request. This boat is better than new! Don't miss the chance to own this absolutely cherished vessel.
All fiberglass laminates are produced using E-Glass cloths and marine grade isothalic resins. The gelcoats are NPG/ISO formulations backed with a special vinylester skinning resin and E-Glass Mat. The color is Northern White with contrasting dark green waterline and sheer stripes. All resins and gelcoats are applied using an airless spray applicator to ensure correct resin to catalyst ratio. In addition, this combined with the hand lay-up technique guaranties a uniform 60% resin to 40% cloth ratio by weight. End grain balsa is used for hull and deck coring to provide superior stiffness, insulating properties and durability. In areas where hardware is installed, the core is eliminated for a solid laminate. All deck hardware is mounted with backing plates and bedded in a moisture cure polyurethane caulking compound. Higher load areas are additionally reinforced with extra laminates for superior safety margins. All structural bulkheads are glassed into position to both the hull and deck. The hull/deck joint is bedded in 3M 5200 polyurethane adhesive and bolted every 6" with 5/16" SS bolts with lock washer/nuts. All exterior walking areas have a molded sand type non-skid for maximum traction and unsurpassed ease of maintenance. The bottom is coated with Inter-Protect 2000 Barrier Coat to further increase osmosis protection.
Exterior wood (laminated bulwark cap, two dorade vents, coachouse eyebrow, bow sprit platform, cockpit sole and trim) is crafted from Burma Teak. All hatches, handrails, stanchions, pulpits, stern rail/dinghy davits are made of hand polished 316 stainless steel (SS) for better shine and salt water durability. Double 27" high lifelines with port and starboard gates are mounted on bulwarks for improved rigidity and safety. Six specially designed, bronze combined cleat/chocks, are strategically located for easy mooring, as well as keeping decks clear of toe stubbers. Two beautiful bronze dolphins enhance the hancings. A replaceable, sacrificial fiberglass rub rail with stainless steel chafe cap allows for easy collision repairs to rub rail - rather than the structural hull. Two Windline SS anchor chocks with rollers allow for storage of twin anchors at the end of the bowsprit, with both rodes run through a bronze staysail tack casting, with electric windlass. Lifting the twin foredeck hatches reveals split, self-draining, easily accessed rode lockers. The locker also holds the self-contained 20 lb. propane tank with separate drains and lots of space for mooring lines, fenders, electrical cords, hoses, etc. A fold-down, walk-thru transom with SS swim ladder make emergency man-overboard, swimming, and dinghy access very easy with built-in hot/cold shower. A 6"x12" spring-loaded storm drain in the transom opens with natural water pressure to drain a pooped cockpit the fastest way. Dinghy davits are integral to the stern rail with two four part tackles for lifting up to a ten foot empty inflatable dinghy (approx. 200 lb. max.). There are a set of soft, vinyl sealed, closed cell foam cockpit seat cushions. The binnacle/center console has a 32" traditional wheel and the 4-1/2" card Ritchie compass. It also makes into a full-size storing cockpit table. Four cockpit hatches provide access to bulky storage items, with small item storage held under two lids for winch handles, flashlight, emergency tiller and bilge pump handle. The fixed windshield/dodger holds the soft, sunbrella dodger portion. This matches the height of the helmsman's bimini, with a one piece center section affording the whole cockpit and companionway sun and rain protection. The two teak dorades have SS cowls and built-in solar cells to drive a reversible 12v fan, keeping the interior well ventilated even when you are not on board.
The cutter rigged, single spreader, spar has both aft and forward lowers as well as intermediate backstays, two uppers, twin back stays, forestay and staysail stay - all fully grounded for lightning protection. Chainplates/weldments are high polished stainless steel bolted externally through the hull for the widest base and ultimate strength required for blue water passagemaking. The North Sails include a full-battened mainsail. Staysail and topsail, are furling with Schaefer 1100 and 2100 respectively. All control lines are led aft to the cockpit to a pair of Lewmar 30 CST's through Spinlock rope clutches. Pre-stretched rope halyards and control lines are color coded for easy identification and are stored in Sunbrella sheet bags on either side of the companionway. Headsail furling lines run aft in conduit from the bow to exit to port of the helmsman through Spinlock clutches, with tails long enough to reach secondary winches. Ahead of the mast is a unique, curved athwartship, staysail traveller which allows efficient self-tacking with control lines led aft to the cockpit. To avoid toe-stubbers in the cockpit, there is no traveller for the mainsheet. Working in conjunction with a solid boom vang with the control line led aft to one of the 30 CST's, leech tension and sail shape are also easily controlled. The topsail sheets run aft through Scheafer genoa fairlead cars and track to two Lewmar 44 CST primary winches for easy adjustment and tacking.
The auxiliary engine is a Westerbeke W63C, 4-cylinder, naturally aspirated, 63 HP marine diesel with heat exchanger, creating a full-powered sailing auxiliary. To ensure a smooth and quiet installation, the drive train starts with a 2:1 transmission and reduction gear. Next in line is the Aqua Drive constant velocity (CV) flexible coupling and a thrust bulkhead bearing assembly, which allows the engine to be set on very flexible mounts to greatly reduce the amount of vibration that gets to the hull, which in turn greatly reduces noise. As well, perfect alignment never needs to be a concern because of the CV joint. A 316 SS 1-1/4" drive shaft exits the hull through a no-drip Lasdrop stuffing box (which keeps the bilge dry) and cutlass bearing, with a 18" x 12" RH three blade bronze sailor propeller. The engine compartment is completely surrounded with Mylar covered foam sound insulation, which is easy to keep clean as well as significantly reducing engine noise. A 55amp alternator charging system uses over-sized wiring with a three bank isolator to ensure automatic charging. Full engine instrumentation (tachometer, hour meter, water temperature, oil pressure, voltmeter, key switch, preheat and start buttons) is located at the steering station with audible and automatic shut down alarms for maximum protection. A single lever Kobelt shifter ensures gear/selection errors are basically eliminated. The coolant header/expansion tank is remotely mounted and easily accessed through a cockpit locker hatch. Diesel fuel is filtered through a remotely mounted and easily accessed, glass bowl, Racor water/fuel separator and an in-line shut off valve before the additional engine mounted filter. An electric fuel pump supplements the standard on-engine pump making filter changes and system bleeding very easy. The oil filter is remotely mounted, to simplify oil/filter changes. Raw cooling water is first strained through an external thru-hull cap and then filtered through a water strainer for easy cleaning of any intake debris. The water injected exhaust exits through a water lock before an in-line muffler, keeping exhaust noise to a minimum as well.
All hoses, thru-hulls, and ball valves are marine quality, made from a non-corrosive materials and are U.L. and C.G. approved. All hoses below the waterline are double clamped. The potable water system is made from Whale polybutylene tubing, pressurized by a Flowjet centifugal pump. Hot water is heated through the engine heat exchanger or 110V shore, invertor and/or generator 110v power. All water tanks have separate fills and draws run through a manifold system to select which source - either the tanks or raw water - pumped through the electrical pump and/or a mechanical back-up pump at the galley sink. The waste system includes a Raritan marine head, vented, looped for overboard discharge through a Y-valve or containment in a FRP holding tank complete with deck pump out.
The steering system is an Edson Push-Pull Series using a 14" quadrant. There is an emergency tiller that can be fitted through an inspection plate in the cockpit sole aft of the console. A steering brake is incorporated into the binnacle/console.
Baffled water tanks are fiberglass with an epoxy tank coat to neutralize taste with removable tops for easy cleaning. There is an 11 US gallon hot water heater.
A baffled fuel tank is welded aluminum and is located mid ship in the keel. There are large, gasketed inspection hatches on the top for easy cleaning.
Two 12-volt heavy duty marine deep cycle batteries (140 amps each) provide power to ship's systems and a single series 24 battery provides power as the diesel starting battery. Two battery switches allow access to any of the three batteries in an emergency. For normal use however, the 24 is reserved for starting and the M140's are used alternately for daily 12 volt requirements. The 50' - 30 amp 110v shore power cord plugs in amidships and runs to the Bass electrical distribution panel with magnetic breakers and analog voltage and amperage meters.