FAQ

  1. Who is your biggest competitor?
  2. Are offshore sailors who seem to be happy with only an autopilot missing something?
  3. If an autopilot works so well for the 'around the world racers' it must be more than adequate for me?
  4. Why do I need mechanical self steering when I already have a good autopilot? Have the more powerful 'below deck' autopilots rendered the mechanical self steering systems obsolete?
  5. A good autopilot costs just as much as a mechanical self steering system. How can I rationalize both of these expenditures?
  6. So you say forget the autopilot and get a mechanical steering device?
  7. You say they are both essential - the autopilot and a mechanical self steering device?
  8. Does the Hydrovane have difficulty in performing on longer keeled boats?
  9. Does chronic weather helm affect Hydrovane's ability to perform?
  10. If my boat is larger than your recommended limits and I did install a Hydrovane what kind of performance can I expect?
  11. Can the Hydrovane manage my 20 ton boat as well as a servo pendulum system?
  12. More on big boats
  13. Can a HYDROVANE function in tandem with an autopilot - both on at the same time?
  14. Does a HYDROVANE work on a multihull?
  15. Will it work off centre?
  16. If my main rudder extends aft of the transom how much separation do I need between the boat's main rudder and the Hydrovane rudder? Does an offset help or solve this separation issue?
  17. How effective is a HYDROVANE in a storm?
  18. What are the causes of poor performance of the HYDROVANE?
  19. I hear a broad reach is the worst point of sail for steering and especially self steering systems. How well does the Hydrovane cope in those conditions?
  20. Why is the HYDROVANE one of the more expensive units?
  21. Why would I choose a HYDROVANE over a servo pendulum type of system?
  22. What do experienced sailors who have used many different servo pendulum self steering systems say when comparing a Hydrovane to the others?
  23. Why is that? Why are those converts happier with a Hydrovane?
  24. I too have heard that servo pendulum systems are more powerful then the Hydrovane. Is that true?
  25. Please evaluate your Hydrovane with the Pacific Plus from WindPilot. This unit also has a servo, which I believe makes it work better in heavy weather with my boat which is 11,64 long. This unit is also over 1000 Euro cheaper.

    GENERAL
  26. How does it work?   26B. How can such a small vane be powerful enough to steer my boat?
  27. How can such a small rudder steer my boat?
  28. What is a balanced rudder? Is the Hydrovane rudder a spade rudder?
  29. Is the HYDROVANE a servo pendulum system?
  30. Now I know that HYDROVANE is NOT a servo pendulum. But what is a servo pendulum?
  31. Why are so many other self steering systems of the servo pendulum type?
  32. So, is the servo pendulum system a good solution?
  33. Does the HYDROVANE work as well?
  34. What do you hear most from customers who have experience with many systems?
  35. What do you mean by ‘back-up emergency steering system’?
  36. Tell me why you say the HYDROVANE is superior in light airs?
  37. Does it corrode? Is the difference of metals a problem?
  38. How strong is it?
  39. How easy is the HYDROVANE to install?
  40. What about my bimini, dodger, arch, wind generators, davits and solar panels?
  41. What can I use for a backing plate?
  42. When reversing my boat in a marina will the Hydrovane rudder make the boat even more difficult to control?
  43. What do I need for spares?
  44. I cannot see any warranty. Do you offer a warranty?
  45. Where is it made?
  46. Where is your office?
  47. Who designed/invented it?
  48. How long will it take to get one?
  49. Are there any additional costs?
  50. Didn’t I just read about you somewhere?

1. Who is your biggest competitor?

Actually, autopilots are probably our main competitor.

Other brands of self steering equipment are certainly competitors too but we do offer many features that no other system has...and the HYDROVANE does cost more....so our customers have to discover on their own the benefits that they get for that extra cost. Not surprisingly, many of our customers have experience with various other systems - and finally trading up!

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2. Are offshore sailors who seem to be happy with only an autopilot missing something?

Yes! Ourselves and many of our customers are miffed at the large number of cruisers who seem to ignore a far better way. Please read on....................

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3. If an autopilot works so well for the 'around the world racers' it must be more than adequate for me?

On discussing autopilots with some of those ‘around the world racers’ I made some surprising discoveries:

  • An 'Open 50 or 60' is so easy to steer - very little load on the autopilot
  • Big effort to keep their autopilots alive
  • Intense focus on keeping the boat 'balanced' - always trimming sails

SAIL TRIM - Remarkably, their wheels are very light to the touch - meaning that their rudders are well balanced as is their sail configuration. They also sail very carefully - keeping constant attention to the boat's balance of its sails. Of course they must! ….. they have to be paranoid about getting knocked out of the race with a gear failure. We cannot help but to believe they are sailing ‘on the edge’ but in reality, yes, they are sailing as hard as they can - sailing hard means constantly balancing/trimming the sails – but never overloading that ‘balance’ equation – their wheels are always easy to move with very little load. A typical cruiser is much more lax about sail trim causing even more load on their autopilots.

ON RAILS - Another major factor that we did not know is that their boats track so well – unlike our cruising boats (most of us) – those machines sail like they are on rails – another explanation why their wheels/rudders are so undemanding. NKE AUTOPILOTS - Although their boats are actually easy to steer the effort to keep their autopilots operational is enormous. They all have two complete and separate systems fully operational and ready to go – most use the French built NKE – cost about US$10,000 each. If/when one system has problems it is simply switched off and the other system is switched on. The challenge then is to solve/repair the broken system. For this they carry boxes of replacements and a back-up team of experts on stand-by that they can communicate with to trouble shoot. Side note - Those boats have up to a dozen different methods of communicating with the outside world.

POWER - In the background of this discussion of the racers efforts to keep their boats well trimmed and maintain their autopilots is another big need – to keep that constant flow of electricity for the autopilots and communications equipment. Again - duplicate gear, boxes of replacements and on line support – and lots of time maintaining that gear. I remember talking to Steve Pettinger of Hunter’s Child. He sounded more like the Chief Engineer of a warship than a sailboat racer.

CONCLUSION – The expenditure of $25,000 for one of the very high end autopilot systems would deliver high performance but is still subject to the same limitations:

  • Declining reliability with usage
  • Impossible to repair electronic black boxes
  • Insatiable need for electricity

The big surprise is that the demands of a cruising boat on their autopilots are far worse than those of the racers – hence bigger loads on the autopilot - higher probability of break-down:

  • Cruising boats are much harder to steer than racing boats
  • Cruising boats are typically not nearly as well trimmed/balanced
  • Such a comparison with racers is not a good basis to judge the performance of autopilots for cruisers.
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4. Why do I need mechanical self steering when I already have a good autopilot? Have the more powerful 'below deck' autopilots rendered the mechanical self steering systems obsolete?

  • Constant need for electricity
  • Risk of breakdown
  • Sufficiently powerful or fast enough for heavy weather?

Aside from their voracious need for power - especially when the going gets tough - the Achilles heel of autopilots is the inevitability of mechanical break-downs. For a short handed crew the only alternative of hand steering is dangerous due to the exhaustion it will cause. Even if the autopilot itself never fails any one of thousands of other failures of other devices can stop the flow electricity and, in turn, render any autopilot useless. The probability of being without the autopilot, especially in bad conditions, is simply too great………and the resulting risk should be unacceptable.

Recreational boat owners have come to develop a certain confidence in their autopilots. That comfort changes when a full day of usage becomes twenty four hours instead of six or eight hours, there is no ducking out of bad weather and the batteries cannot be ‘plugged-in’ for an overnight charge. That is when mechanical self steering proves to be indispensable.

Ironically, users of autopilots do not always pay attention to the balancing needs of their sailboats. Especially in deteriorating conditions but even when anxious to 'make miles' such sailors often ignore the stress on their autopilots and carry too much sail and/or have the sails untrimmed causing excess loads on their autopilots. An autopilot is like the upset employee who never complains but one day just quits - and their black boxes are typically not repairable.

The only back-up for a dead autopilot is hand steering. Most sailors have only had pleasant experiences at the wheel or tiller - daysailing, motoring in and out of port or the honour of being allowed time on the wheel on a well crewed race boat. For a short handed crew the chore of hand steering is exhausting - at max. only several hours in pleasant weather and only a fraction of an hour in bad weather. Mistakes or accidents through poor judgment or lack of strength are the risk – it is usually not just one thing that goes wrong at a time – especially on a boat in bad conditions.

Disadvantages of having only an autopilot:

  • Excessive dependence on power – failure of any one of thousands of parts can render the autopilot useless.
  • Autopilots cannot run forever – break-downs are inevitable.
  • When conditions are bad the probability of failures grows exponentially.
  • Adequacy for heavy weather – speed and power
  • Hand steering is not an acceptable back-up for a short-handed crew.

Advantages of having both a mechanical self steering device and an autopilot:

  • The autopilot is a wonderful device. It is the only solution for motoring and very adequate for short passages. A mechanical self steering device is the ideal solution for long passages:
  • No electrical demands for steering when sailing
  • No worry of break-downs that can render the autopilot useless
  • Removes a major user of electricity 
  • Peaceful and quiet operation of self steering - no motors or engines
  • Security of steerage - ensures rest and relaxation for crew
  • No matter how 'improved' autopilots become the role of a mechanical self steering for an offshore cruiser will always be the primary workhorse for the extended passage. It is your best crew: tireless, dependable and quiet.....and it requires no electricity.
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5. A good autopilot costs just as much as a mechanical self steering system. How can I rationalize both of these expenditures?

The expenditures on autopilots are an ongoing chain of costs that involve periodic upgrades and/or replacements of not only the autopilot but also of the entire power generation system. Conversely, the purchase of a mechanical self steering system is almost a once in a lifetime event. Typically self steering equipment requires little or negligible further expenditure. Many times we have heard: "Of all the expenditures I have made on our boat the purchase of the HYDROVANE was one of the more intelligent things I have done - with absolutely no regret".

  • Autopilots - Expenditures on autopilot, upgrades  and related electrical support system are never ending.
  • Mechanical Self Steering - The cost of a mechanical self steering system is largely a one time event - only the initial purchase - ongong expenditures are almost non-existent  - and they last for decades.
  • ............. and there is no product that is easier to sell than a used self steering system.
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6. So you say forget the autopilot and get a mechanical steering device?

No. The autopilot is a necessity for motoring ……and easy for local sailing. Our bias is for an autopilot and perhaps even a back-up autopilot, as well as mechanical self steering.

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7. You say they are both essential - the autopilot and a mechanical self steering device?

Yes, but no matter how 'improved' autopilots become the role of a mechanical self steering for an offshore cruiser will always be the primary workhorse for the extended passage. It is your best crew: tireless, dependable and quiet.....and it requires no electricity.

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8. Does the Hydrovane have difficulty in performing on longer keeled boats?

A long keel boat does have more directionally stability than a fin keel. Once trimmed and balanced it will hold its course better than a fin keel but conversely, once off course it does take more effort to get back on course. A big help to the steering of full keel boats is in achieving a well balanced boat which means attention to sail trim. A Hydrovane has no problem with long keeled boats – unless there are trim and balance issues that only need some attention.

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9. Does chronic weather helm affect the Hydrovane’s ability to perform?

Most boats have a bit of weather helm. That does not present any problems. But chronic weather helm has a significant affect on any steering system. The auxiliary rudder system has a big advantage in that the main rudder can be set to compensate for the weather helm. This does work but only until the wind strength changes – causing the amount of weather helm to change meaning a re-adjustment for that locking position of the main rudder. So, it does solve the issue but it is more management intensive than one would like – all depending on the extent of the weather helm. We did meet one customer who had severe weather helm and found he could cope well enough doing as described above. Then he went to the effort of solving the weather helm by re-stepping his mast to where it should have been. He reported a phenomenal difference – and a blissful performance of the Hydrovane in the improved configuration.

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10. If my boat is larger than your recommended limits and I did install a Hydrovane what kind of performance can I expect?

We suggest maximums of 40,000 lbs. (18,000kgs.) or 50 ft. ( 15m.) but know of and even provide many installations for boats in excess of those limits. In each case the customer must help gauge the suitability. At the minimum they will get an emergency steering system!

The Hydrovane only delivers its certain amount of steering. For heavier or faster boats its abilities diminish with weight and speed. In 2006 we introduced a bigger rudder and in 2007 we improved the balance of that rudder. The Hydrovane system is now more capable of handling bigger and faster boats. We too would like to know where the saw-offs are.

We do know of many boats in the 25 ton (23,000 kg.) range that are pleased enough with their Hydrovanes – and theirs are all with the old smaller rudder. They are ideal candidates to upgrade to the new rudder for improved performance.

Generally, we can say that bigger boats would probably find a HYDROVANE could steer their vessels at least ‘most of the time’ if not ‘all of the time’– subject to the ‘balance’ of the boat. If the vessel is losing control then the solution is to re-visit the trim of the sails or maybe ease off the sheets or probably reduce sail. That is the compromise – speed. Of course, the more ‘balanced’ the boat is the more sail it can keep up.

Another technique that is only possible with an auxiliary rudder system is to use your autopilot simultaneously/ in tandem with the HYDROVANE. Yes, with the HYDROVANE engaged you may also turn on the autopilot on the main steering system – then you will have two rudders steering the boat instead of one – tremendous steering power. This is helpful for big boats in a storm when there is concern whether the Hydrovane can handle the job. Once sails have been adjusted and control regained or the storm settles down, the autopilot can be turned off. This technique is also useful for normal operations like engaging and disengaging the Hydrovane or when making sail changes.

Finally, the other major reason to have a HYDROVANE is the back-up/emergency rudder and steering system. No matter how large the boat a HYDROVANE rudder and its overbuilt structure would be quite capable of getting any cruising yacht safely back to port. The importance of a boat having steerage is second only to its ability to float.

  • Should function, at the minimum,  most of the time 
  • Sail more conservatively, probably more comfortably, perhaps a bit less speed
  • When challenged, can employ the autopilot to run in tandem/simultaneously with windvane
  • Have a truly reliable, 'ready to go' back-up emergency rudder and steering system
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11. Can the Hydrovane manage my 20 ton boat as well as a servo pendulum system?

Yes – at least as good or in most cases better! Let me explain……… 

In order for a servo system to be effective at all on a big boat it does need a certain configuration. The ideal is tiller steered with well balanced spade rudder in an aft cockpit very near to the transom. Any corruption of those ideals produces limits of performance as boat speed decreases. If you have a self steering system you want it to function in typical conditions – light to moderate winds from aft of the beam.

Fast boat speed is ideal for a servo system. Depending on the inherent friction in the system there will be a certain point, as apparent wind speed declines, when it cannot cope.

An old circumnavigator, member of our club, was raving to me about the performance of his servo system – “spectacular” he told me. Then I asked how it was in light airs. Immediately he said “must be 20 knots of wind” – that was for downwind sailing – his 33 foot boat needed 15 knots of apparent wind for his servo system to work!

A servo system does look ‘spectacular’ in heavy weather as it viciously tugs its lines this way then that way – competently keeping the boat on course. That strength diminishes as the boat slows down.

Not so for a Hydrovane. It can handle the heavy weather but equally performs in the lightest of airs.

  1. A servo system cannot match the configuration of locking your main rudder to render your boat perfectly balanced. That leaves a lot less work for the Hydrovane to do – or put another way: makes the Hydrovane’s rudder much more effective.
  2. In a heavy sea the locked main rudder adds enormous stability to the vessel – again making for less work for the Hydrovane.
  3. Hydrovane's light air performance is stellar – as there is so little friction in the system

A servo pendulum system must perform a lot of steering that a Hydrovane does not have to do:

  1. On every turn it must deal with the forces of any weather helm or lee helm – not so for an auxiliary rudder system which has no weather or lee helm to deal with as the positioning of the locked main rudder compensates for such ‘pulling’ by the positioning of the main rudder – neutralizes any weather or lee helm!
  2. Yaw caused by steering - A servo pendulum cannot be adjusted for conditions. It cannot help but to over-steer or under-steer. The activity of the main rudder flapping back and forth exacerbates the steering difficulties of a heavy sea. If the same boat had its main rudder fixed it would be far more stable.

These issues are complex and hard to understand. I am guilty of a bit of hyperbole in making my point but the concept of the stability of auxiliary rudder systems is well worth appreciating. It alone makes the auxiliary rudder concept superior to any other method of self steering. Adding to that the sophistication and the unmatched versatility of the Hydrovane……………

The auxiliary rudder concept of locking the main rudder to neutralize any weather or lee helm considerably reduces the steering needed to keep the boat 'on course'. Conversely, a servo pendulum can struggle with the forces of weather or lee helm on every turn.

A locked main rudder reduces boat motion considerably - making it far more stable in heavy seas - better stability means easier to steer. Comparatively, a servo pendulum configuration requires a lot of extra steering.

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12. MORE ON BIG BOATS

Question received Jan. 9, 2006:

I am interested in a Hydrovane for my Scandi 52. I am headed offshore this spring but, although the boat is very well balanced, and only 36,000 LBS loaded, I am concerned:

1)     Vane isn’t large enough for this size boat

And more important,

2)     I don’t have a clear air flow to vane - especially close hauled, because of life raft, outboard, etc on stern rail- permanent bimini, etc.

Your thoughts? Evidence?

POWER FOR BIG BOATS - We are so concerned about the suitability of a Hydrovane for bigger boats…..and just how big is big. We are now at the London boat show where we get a chance to really query long-time and high mileage users. I am constantly surprised by the level of enthusiasm. The first person that I saw at the booth this year has a 45’ steel boat nearly as heavy as yours. He has done a couple of Atlantic crossings with his Hydrovane over the last six years. I thought he would be a prime candidate for our new rudder – both bigger and better balanced. Surprisingly he clearly thought it was unnecessary – even when I pressed him about his Hydrovane’s ability in heavy weather. He simply said that it does the job in all conditions. Another story is an old Hydrovane user who recently bought a new Jeanneau 49. It is not heavy but it is fast – readily surfs at +10 knots. In those conditions his Hydrovane was getting overpowered. That is because the apparent wind is not enough to give the vane enough power to push the rudder – his old rudder was conservatively balanced – takes a fair bit of power to turn at high speeds. So we sent him a new improved rudder. He was at the show a few days ago to report that he has not yet had surfing conditions but he can tell that it is greatly improved – and is confident it will perform.

New technology used by our rudder fabricators has allowed us to make big improvements with the rudder. I should explain that the rudder is key – size, strength and balance. A perfectly balanced rudder is non functional – needs to be slightly unbalanced – light to the touch but still controllable. Its hydrodynamics is also critical. A bulky plug of a rudder has a harder time on that balance issue than a finely shaped foil. We are very excited about our rudder. No one else has anything remotely like it – unbreakable but a true NACA (engineering standard for foils) shape that is relatively thin.

Your boat is well within our size comfort zone – 20 tons has been our recommended max. for some time (20 years) although we commonly encouraged boats up to 25 tons depending on their sailing ability and boat balance. Now we have the much improved rudder – much better equipped to handle big boats. So I have no reluctance in encouraging you to get a Hydrovane.

CLEAN AIR FOR THE VANE - As the Hydrovane’s sole source of power is the wind, its vane is particularly large. Many other systems do have problems with blanketing of the vane by above deck structures – but not Hydrovane – our vane is plenty big – always finds the wind. Actually, upwind sailing/steering is not much of an issue – the easiest point of sail for steering. Conclusion – it is simply not an issue.

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13. Can a HYDROVANE function in tandem with an autopilot - both on at the same time?

Most certainly. That is a feature of only auxiliary rudder systems - and is such a convenience! In situations of fast changing weather conditions or even the simple process of engaging and disengaging the HYDROVANE an easy management technique is to click on the autopilot. Once sails have been adjusted and control achieved then the autopilot can be turned off. Finally you take the wheel or tiller and find that ‘sweet spot’ or position to locked it off. It is that simple.

In major storms many have used this technique when the Hydrovane appears to be challenged to the maximum and needs all the help it can get. That is often the case in the early hours of a storm when the seas are square and chaotic. Once the storm has blown for a while and the seas become more regular then the autopilot can be turned off. Incidentally, the HYDROVANE is proven to be quite capable of steering the boat in very high winds.

This technique is also ideal for the aggressive sailors – for surfing conditions – to compensate for rapid changes in apparent wind direction. Many set the autopilot to respond only for course deviations greater than 10 degrees or more - so the autopilot is dormant most of the time and only activates when needed.

  • Unlike other systems a HYDROVANE and an autopilot easily function in tandem/together
  • When used in tandem each helps the other – in total, enormous steerage power – or less work for each
  • Ideal for dramatic weather changes requiring major sail adjustment
  • Many use this technique even for engaging and disengaging the HYDROVANE
  • Comforting to use in storms when uncertain – can turn off once control is regained
  • Ideal for aggressive sailors in surfing conditions or to be safe when carrying too much sail - set for course deviation of greater than ten degrees

Note - This technique is not to be confused with retrofitting a tiller style autopilot onto the HYDROVANE. That is an entirely different feature. To clarify - this tandem function involves the engaging of the main autopilot that operates the main rudder while, at the same time the HYDROVANE is also engaged and operating - two rudders are better than one.

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14. Does a HYDROVANE work on a multihull?

Most definitely. In fact it should be ideal. The suitability of a HYDROVANE for a mutilhull is subject to all the same criteria as a monohull: How well balanced is the boat? Any weather helm? How easy is it to steer? If it is a good sailing boat and easy to helm then a HYDROVANE would be a perfect compliment – that would give you 3 rudders instead of 2 ( or 2 instead of 1 for ‘tris’) – and a back-up steering system to boot.

All the benefits of a HYDROVANE can be enjoyed by a mutihull: ease of use, complete back-up steering system, enormous reliability etc.

Surprisingly, or not so, Hydrovanes have been positioned almost everywhere on cats and tris - way off centre - and even at the extremity, at the end of a pontoon on a 50 foot (18 m.) catamaran. All have glowing reports. 

Perhaps mutihulls have even more vulnerability to rudder failure than monohulls because their rudders are unprotected and unsupported – usually simple spade rudders lacking a protective keel or anything like a skeg or bottom support. Hence having a separate independent rudder and steering system should be of enormous value.

  • Hydrovane equally suitable to multihull as monohull – same criteria for both
  • None of the installation difficulties of servo pendulum systems - can be positoned almost anywhere
  • Multihull rudders more vulnerable - Even greater need for HYDROVANE as a back-up steering system
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15. Will it work off centre?

No problem!

POTENTIALLY DISASTROUS FOR SERVO PENDULUM SYSTEMS - BUT NOT AN ISSUE FOR AUXILIARY RUDDER SYSTEMS - We often hear such a concern probably because this issue is so critical for the servo pendulum type systems. If their blade/paddle lifts out of the water the boat could instantaneously 'spin out'......imagine that in a storm! An auxiliary rudder system has neither the likelihood of its rudder popping out of the water and even if it did not much would happen because:

  • The rudder is longer, reaching much deeper in the water 
  • The rudder does not swing from side to side like the servo systems. Theirs might even lift out of the water when amidships.
  • Even if it it did lift out of the water, which would last for only a few seconds, the boat should hold course as the main rudder is locked 'on course' - preventing any 'spin out'.

     

The only performance issue of the offset for the Hydrovane is if the rudder is deep enough in the water in order to do its work. When reaching or going downwind the boat is never heeling much and the Hydrovane rudder is deep in the water regardless of which tack it is on. Only when heading upwind and heeling substantially might the rudder, if on the weather side, be largely out of the water - and even then it probably does not matter much as that is the easiest point of sail for steering. If need be the entire unit can always be set deeper in the water to accommodate such situations. Because the Hydrovane has a longer rudder than any other system it is even less likely to have any such problem. 

See the Wauquiez 40 report in the TRUE STORIES section. His unit is 30 inches (75 cm.) offset and he raves about its performance.

Of interest - about half of the 15 boats in the 2006 ARC that had Hydrovanes had off center installations.

For mutilhulls it does not really matter where the hydrovane is located. A 50 ft. (15 m.) catamaran with its Hydrovane on the end of one pontoon reports performance even far better than he had hoped.

  • Yes, a big problem for servo pendulum systems but not much of an issue for auxiliary rudder systems ... and best handled by a Hydrovane.
  • We used to recommend a 12 inch (30 cm.) maximum - but no longer  - having received excellent reports from far greater offsets and knowing no reason why it should be a problem.
  • No reported negative reports of off centre installations
  • Multihulls report excellent performance from Hydrovanes positoned almost 'anywhere'!
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16. If my main rudder extends aft of the transom how much separation do I need between the boat's main rudder and the Hydrovane rudder? Does an offset help or solve this separation issue?

The Hydrovane rudder needs ‘clean’ water to do its work.  It must not be confused by turbulence caused by the main rudder.

We have always stated that the two rudders, the boat’s main rudder and the Hydrovane rudder, need 8” (20 cm.) of separation on a fore and aft basis. This is a nebulous science as who knows from boat to boat how the Hydrovane’s power is affected by distorted water flow from the main rudder….and the boat to boat comparison even gets harder considering various offsets.

The Hydrovane generates all its power from the action of its rudder. When its rudder turns the water pressure against rudder will push the rudder and hence the boat in the opposite direction – yes, just what you expect of a rudder.

Our 8” (20 cm.) notion is certainly conservative as we do know of installations much tighter where the Hydrovane is said to operate ‘beautifully’. Surprisingly we do not have any such criteria for offsets. Common sense says the further the Hydrovane rudder is moved laterally from the main rudder the less affect the wash from the main rudder will have on the Hydrovane rudder – in fact, why would there be any affect – we just do not know. I have had long discussions with the Hydrovane inventor/engineer and he too agrees that the offset certainly will ameliorate this issue – we just do not know how much. Incidentally we are now recommending that catamarans install their Hydrovane’s near the end of a pontoon, but on the inside and generally lateral to the main rudder (one of them). This usually results in 18” or so of lateral separation.

A customer with a Vancouver 34 with an external transom hung rudder recently installed his Hydrovane virtually side by side with 12” - 15” of separation. He was happy to do this with a plan that if it did not work he would build an extension to move the Hydrovane further aft. We have not heard from him since. In fact we have heard nothing from any customer that would tell us that such lateral separation is problematic – and we do know that Hydrovane owners have positioned their units in lots of different places. So we cannot make a conclusion but we can surmise that it should be OK. We do want more guinea pigs though – especially ones that report back to us.

  • The rudder separation issue is certainly ameliorated by offsetting the Hydrovane - creating lateral separation - we simply do not know how much is adequate.
  • We surmise that such separation is OK - but waiting for reports from users to verify this.
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17. How effective is a HYDROVANE in a storm?

No human or autopilot can come anywhere near to matching the ability of a Hydrovane in comfortably (as possible) dealing with storm conditions.

The secret for this superior performance is the stability of the boat resulting from the main rudder being fixed/locked. Nothing improves a boat's stability in a storm more than locking the main rudder in a fixed position. This ability is unique to auxiliary rudder systems like Hydrovane. The result is the auxiliary rudder is steering a relatively stable boat. 

Your serious storm tactics need only a Hydrovane and a small storm sail - perhaps a staysail or just a handkerchief of a furled jib. Each boat’s methods of storm management is certainly different. My notion is to keep the boat running at 15 to 20 degrees off the wind with perhaps a staysail (or other small sail on the fore triangle) sheeted hard amidships to keep the bow from rounding up and trailing a warp or drogue (300 feet or 100 meters) to keep the boat speed under control. The HYDROVANE would be engaged and you can also turn on the autopilot if need be – see section above about tandem use of autopilot. A human helmsman is not an acceptable tactic. In those situations the crew is best to be kept rested to maintain strength and mental acuity so that they can attend to critical maintenance and sudden breakages, regularly perform chafe patrol and maintain radio contact with maritime support.

If the desired course when faced with a storm is upwind the technique should be just the same with the addition of a parachute style sea anchor off the bow with 300 feet (100 metres) of scope - Hydrovane holding course, main rudder locked, and a staysail or tiny bit of jib sheeted hard amidships.

One of the big risks in a storm is if the boat is thrown sideways or backwards with the result of breaking the boats' rudder. Loss of steerage in a storm would be the beginning of a bad story. Hence, we present our point of view of keeping the vessel moving forward at a controlled speed in a following sea or 'anchored' to a parachute in a headwind.

  • HYDROVANE engaged throughout
  • Suggested tactic is running with the storm, Hydrovane steering, dragging a warp/drogue, staysail sheeted hard amidship -or using a sea anchor with the Hydrovane holding course in a headwind
  • If required, autopilot can be engaged in tandem with the HYDROVANE - two rudders being much more powerful than one
  • No human helmsman in a storm - save energy to avoid exhaustion and be ready for the unexpected

A story told to us at a recent London boat show:

'A sailing family bought a new boat that already had a Hydrovane. Although they had been unfamiliar with it or other types of systems they quickly came to enjoy it. One day the weather suddenly blew up and the boat was caught in wild conditions. The father quickly assumed the Hydrovane was not handling things well and took the wheel himself. He immediately realized he had just made things worse so he clicked on the autopilot only to discover control was precarious so he went back to engage the Hydrovane...........and the boat suddenly felt a realtive calm as control was regained! '

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18. What are the causes of poor performance of the HYDROVANE?

See the TIPS tab for an in depth discussion on this issue...

We have seen dialogue on the web discussion groups about a particular self steering unit that worked well on one boat but not on another or about very different performance reports of the same type of unit on the same model of boat. How can this be?

A HYDROVANE like any other self steering gear should perform beautifully on any boat that sails well, easily holding its course. If it is easy to helm it will also be easy for the self steering system. The causes of poor performance are:

  • Unbalanced boat – difficult to steer by human or autopilot - take a sailmaker for a test sail - try re-tensioning of rig - change rake of mast or even position of mast - consider cutting boom or sail - buy new sails
  • Unbalanced sails – sheeted too hard or over-canvassed - difficult for helmsman as well - let the Hydrovane be the INSTRUCTOR - it will teach you how to trim/balance the boat - ie - 'sail better'
  • Main rudder locked on the centreline  - when it should be in that 'balancing position'
  • Baggy sails - old sails are harder to trim
  • Improper installation – rudders too close
  • Faulty set-up – rudder not centered – bearings are binding, especially the bottom bearing – too much play, axles need re-positioning - See TIPS section for 'tests' and corrections 
  • In light airs – dirt in bottom bearing – bottom collar binding on the bottom bearing – other friction that should be corrected by adjustment – counter-weight is too light –
  • See TIPS section for 'tests' and corrections 
  • Adjustment features not being used properly – ratio control or inclination of vane

Typical Hydrovane owners marvel that their Hydrovane’s performance is superior to any helmsman or even their autopilot – in the worst and lightest of conditions. There is no reason why the HYDROVANE should not be used 100% of the time when sailing - many do.

I should point out that it is the experienced racers who invariably report that when they initially engage the Hydrovane for their first sea trial that it works perfectly – requiring no adjustment. That is because racers are attuned to sail trim – they intuitively trim their sails. Not so for the typical week-end cruiser – set the sails and turn on the autopilot – with no care to see how much work the autopilot must do to hold course. Their first experience with the Hydrovane might not be that perfect. They must treat the Hydrovane as the teacher – if it is not happy the answer is in the sails.

If you are experiencing poor performance in any conditions please contact us or go the TIPS section of this website.

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19. I hear a broad reach is the worst point of sail for steering and especially self steering systems. How well does the Hydrovane cope in those conditions?

The trim of the sails and balance of the boat determine how well the Hydrovane can do its job. There are techniques to keep the boat trim and balanced even in such bad conditions. In a bad sea often the headsail is guilty of corrupting the balance of the boat as it twists, collapses and fills while the boat careens up and down waves. 

BROAD REACH – The toughest point of sail for helmsman, autopilot and self steering is the broad reach in a boisterous sea. Headsails contort and maybe even fold as the boat gyrates along in rolly conditions. The trim of the boat is constantly in flux – the Hydrovane is dealing with a constantly changing ‘balance’ of the boat – sail trim, on that point of sail, is a moving target. I believe the best solution is to put a spinnaker pole on the jib – to stabilize it – the outboard end of the pole would be secured with one or better two (one fore and the other aft) downhauls. I would also try to flatten the jib by either bringing the pole back to the shrouds then furling the jib (assuming you have a roller furler) to the extent that it hardly pulsates. Then the jib would not be compounding the aggravation caused by the rolly sea. Stabilize the jib and then the Hydrovane will have an easier job to do – perform better. If you do not want to go through the hassle of setting up a pole put a ‘tweaker’ on the clue of the sail – a second jib sheet that stops the clue from rotating up and down.

GENOA – Is your headsail a genoa? – a big jib with a long low cut foot with a clue near deck level.  Those genoas are designed for racing – an upwind sail – not at all versatile for the needs of a cruiser. I always take those genoas to my sailmaker and have them create a new clew that effectively makes the sail nearly an isosceles triangle (leach and foot are nearly of equal length). Coincidentally a ‘140’ genoa becomes about a ‘110’ yankee type jib – an ideal sail for cruisers – as its sheet is slacked off the sail evenly changes its shape. Slacking sheets on a genoa creates a loose bag at the top while the foot is still fairly flat – very inefficient – as it should be because it is not designed for reaching. Another big bonus of this re-cut of the sail is that then you can see under it – so much safer. Sheeting of this new sail is easy too – with the sail set, sight a line from the clue to the mid point on the forestay (half way up the sail) then extend that notional line straight aft to your track – voila, that is where the block should be.

SPINNAKER POLE – I believe the spinnaker pole is just as valuable to a cruiser as it is to a racer. Midway between Mexico and Hawaii we encountered those same conditions – well worse: the jib was folding in the trough of some very big waves then virtually exploding as it re-filled when the boat mounted the next wave top. The result was a colossal bang that prevented sleep and caused a nagging concern for the rig. After a day of it, on our scheduled ‘net’ with two other boats, one of the skippers announced that he had just set up his spinnaker pole and tightened the jib to completely solve the problem – bliss had returned. Surprisingly, until then, none of us had thought to use the pole – after all, we were on a close reach!

CONCLUSION - Like all other points of sail the Hydrovane can match or better any other system but it does need help in doing its job - it demands a 'balanced boat'. The Hydrovane is the teacher. When it is not coping something must be done. Once the problem is solved the results are blissful.

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20. Why is the HYDROVANE one of the more expensive units?

Primarily because it is so heavily constructed – as it has to be - and it is much more sophisticated than other systems requiring many more working parts. It is a complete steering system and must be capable of withstanding greater loads than non auxiliary rudder systems.

The servo pendulum and trim tab systems are ancillary to the boat’s main steering. They do not have to bear the loads of directly steering the boat as the HYDROVANE does.

Not only must the HYDROVANE be so much stronger as it is doing so much more but we have made the HYDROVANE tougher yet – to ensure its integrity in the worst of conditions. We do claim that a Hydrovane should handle a circumnavigation without any breakages, repairs or replacements. With our cast nylon rudder, solid shaft and over engineering no other unit can claim to be better made.

RUDDER -For example, the rudder alone is quite expensive – approximately £300 or US$550 or €500 (depending on exchange rates). It alone justifies a portion of the price differential. It is made of solid 'N6' nylon. The same material that is used by pile drivers - installed on the top of the pile to absorb enough energy so that no damage is done on impact between the pile and the driver! No doubt it is the biggest piece of nylon that one might ever see. No other manufacturer uses nylon and no other manufacturer uses an NACA profile - a true foil - has a hydrodynamic shape. The other rudders and paddles are made of more brittle material like fiberglass, plastic composites, wood or stainless steel - and shaped crudely. Our nylon rudder has proven to be almost indestructible over the past 20 years we have used it.

CASTINGS - The Hydrovane uses over twenty different aluminum castings (a high magnesium aluminum - best for a marine environment). The use of such castings provides for optimal strength and complex connections. The purpose of castings is to provide strong connecting points at critical junctures. No other system uses so many castings - says so much about Hydrovane's sophistication. All castings are anodized to a certain high quality creating a shell against corrosion.

STAINLESS STEEL SHAFT AND TUBES - The stainless steel tube in the shaft assembly is made of relatively thick 10 guage (1/8" or 3.175 mm) '316' SS and it is forged, no welded seam (far more expensive than similar appearing tubes). Outwardly all tubes look the same. The tube we use is actually stronger than the solid 1 1/4" (3.175 cm.) shaft. It must be.

WEAKEST POINT – The system is designed so that the shaft at the connecting point at the top of the rudder will bend under severe load. It does happen – we hear of such every few years.

STRONGER - Must be far stronger - better engineered, better built to withstand greater loads

SMARTER - More sophisiticated with more moving parts and ingenious adjustments - 'smarter' than any other system 

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21. Why would I choose a HYDROVANE over a servo pendulum type of system?

  • A unique 'user friendly' system - easier to operate than other systems 
  • Back-up/emergency steering and rudder system – fully operational ‘ready to go' and better than other methods
  • Unmatched course control - can straighten the wake and reduce yaw - more comfortable, faster and safer
  • Naturally stable with fixed main rudder-less yaw, more comfortable, faster and safer
  • No unwieldy lines in the cockpit - just 'click' into gear  - no constant attention to lines, adjusting and re-tensioning
  • Superior in light airs downwind  - very little friction in the system
  • Elegant, clean profile - permits use of davits, boarding ladders, swim platforms etc.
  • Flexibility in positioning of brackets- no critical location requirements
  • Can be installed 'off center' - to accommodate boarding ladders, swim platforms etc.
  • Suitable for situations that are difficult or impossible for servo pendulums: multihulls, off centre, hydraulic steering, external rudders, centre cockpits and stiff steering
  • Unlike servo pendulums - can be used in tandem with autopilot on main steering - helpful in storms, convenient for sail changes 
  • Normally used 100% of the time when sailing
  • Negligible maintenance and virtually indestructible
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22. What do experienced sailors who have used many different servo pendulum self steering systems say when comparing a Hydrovane to the others?

Those that have converted from a servo pendulum system to a Hydrovane usually do so to regain the use of their cockpits and to have the comfort of knowing they have an effective back up steering system. Once they have experienced the Hydrovane they report to us:

  • The pleasure in no longer having those lines in the cockpit.
  • Surprise at how easy it is to engage and disengage - remembering the hassle of tensioning and fiddling with those lines.
  • "Magical" they say about its performance downwind in light airs.
  • No regrets - nothing lost in performance
  • Confidence and comfort in knowing that a back-up steering system is in place
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23. Why is that? Why are those converts happier with a Hydrovane?

They are happier, certainly, for all those reasons listed above - but we want to emphasize that all servo pendulum systems, when matched against a Hydrovane, are comparatively unsophisticated. Once engaged they do a meandering sort of course correction without any means of tuning or straightening its course. In a flat sea you are stuck with a ‘snake wake’ – extra miles traveled – but far worse is the exacerbation of the yaw in a heavy sea – meaning a more uncomfortable (how can one gauge comfort in a bad sea?), longer and less safe passage. With a Hydrovane you can straighten that wake to within a few degrees of a perfect course in a calm sea but far more importantly is the significant reduction of yaw in a heavy sea because:

NATURAL STABILITY - Only with the main rudder fixed can the boat be stable in a bad sea. You can imagine the stability produced by having the main rudder fixed in its balancing direction.

SENSITIVTY ADJUSTMENT - The vane axis can be set in a position that greatly tempers the response of the vane. The vane is the sensor that triggers all activity. The Hydrovane vane axis can be adjusted from a vertical position to up to thirty degrees off vertical. That adjustment does not sound like much but what it does is dramatic. It changes the physics of the transmission of the sensory instruction from the vane to the delivery system that turns the rudder. In comparison all servo pendulum systems lack this adjustability for sensitivity and are set at a fixed axis setting - no ability to adjust for sensitivity.  Hopefully we shall see you at a boat show someday where we can demonstrate to you this major affect.

RUDDER SETTINGS – The Hydrovane has three different settings for the degree of rudder angle - can change amount of steerage applied. 

The natural stability of the fixed main rudder combined with the unique ability to tune the system for sensitivity and steerage sets Hydrovane apart.

HYDROVANE IS SOPHISTICATED - with ease, it gives a more comfortable ride:

  • More direct course - faster
  • Calmer - less yaw
  • ... safer!
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24. I too have heard that servo pendulum systems are more powerful then the Hydrovane. Is that true?

NEED SPEED FOR POWER - This is a complicated question because the quick answer is deceiving. The answer is yes, a servo pendulum does generate a lot of power - but only when the boat is moving quickly through the water. The converse is the case when the boat is moving slowly - it is deficient in power - a condition that is worsened if there is any excess friction in the system - stiff rudder, arduous connecting lines etc.

We have too often heard owners of servo pendulums that are very proud of their units but advise that they only work, when off the wind, in a minimum of 15 or 20 knots of wind!! See our comments elsewhere on the ideal application of a servo pendulum system - high friction systems have significant weaknesses.

LARGER BOATS - In comparison with a Hydrovane this power issue only becomes relevant for larger boats as the Hydrovane system is more than adequate for lighter boats. We suggest maximums of 40,000 lbs. or 18,000 kgs. for the Hydrovane - and always happy to tell you about many 50,000 lb. or 23,000 kg. boats that also have glowing reports about the performance of their Hydrovanes – having adapted to its limitations – see section on 'Oversize Boats'. The Hydrovane’s power is limited to the size of its rudder and the speed of that rudder through the water. As explained above it is a more efficient system than the servo pendulum systems but it can only do so much. The question is whether a servo pendulum would outperform a Hydrovane on your boat - and in what conditions?

If you have ever had the chance to see a servo pendulum operating in bad weather you would better appreciate where that comment about its power comes from. Its activity can be described as perhaps violent as it wrenches the wheel/tiller from one course to the next. One certainly wants to stay clear of that section of the cockpit. We do suggest that there is some overkill in that performance – excess yaw which is self inflicted – again see explanations above. On those same boats if they had a Hydrovane the demonstration would not appear so spectacular – but if you did stick you head over the stern you would marvel. The comparison is like the difference between the less skilled hard working rookie and a skilled athlete that makes a play look so easy as the Hydrovane rudder nimbly flops back and forth with immediate response to dramatic course changes but confidently not over-reacting to the ‘fakes’ that would have fooled a human helmsman.

If your boat is over 40,000 lbs or 18,000 kg. you should consider the pros and cons of the two systems. If your steering system is at all stiff or the rudder is not balanced you will find that a servo pendulum will certainly impress you in heavy weather - at least it better impress as it could disappoint in lighter airs. A big boat with a system that is only good off the wind in 20 knots + means so little usage ….. and too much of the autopilot. If the Hydrovane has a shortage of power in challenging conditions the remedy is more conservative sailing - a bit less sail - but better course travelled, more comfortable....and probably no slower - just not such an aggressive ride.

Our customers with larger boats who have had experience with both systems have a hard time in comparing the heavy weather performance – as it is all so difficult in those conditions and they would have adapted the steering system to the conditions – meaning that if the Hydrovane was being overwhelmed they would make appropriate adjustments as they would with a servo pendulum.

POWER IN LIGHT AIRS - Of major significance is that this whole discussion is reversed if the issue is power in lighter winds. The Hydrovane always has enough power whereas the servo systems vary significantly from boat to boat – and can only match Hydrovane’s power on their optimal configurations.

For big boats the ideal application for a servo pendulum system is like the boats used by long distance solo racers: a balanced spade rudder on a balanced boat that is steered by a tiller that is located near the transom - the tiller should be so light to the touch, even in bad conditions. In that configuration a servo pendulum is at its best.

  • Power is only an issue for larger boats
  • Most boats are not ideal applications for a servo pendulum
  • Powerful display of a servo pendulum is deceiving - some of which is overdone - to rectify self inflicted over-steering
  • Hard to compare power in heavy weather - the elements produce such opposition – technique is to de-power the vessel so that steering system can manage
  • Hydrovane system is more efficient in its use of power
  • Hydrovane is tolerant of many inadequacies that would hurt the performance of a servo pendulum
  • Be wary of acquiring a system for its power and suffering inadequate performance in normal and lighter conditions
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Email received Dec. 21, 2005:

25. Please evaluate your Hydrovane with the Pacific Plus from WindPilot. This unit also has a servo, which I believe makes it work better in heavy weather with my boat which is 11,64 long. This unit is also over 1000 Euro cheaper.

Response:

I am pleased you are trying to evaluate and compare the Hydrovane with Windpilot’s Pacific Plus. We are going to the Düsseldorf boat show for the first time next month. We expect to often hear your same questions in Germany. I do believe the next best system to a Hydrovane is Peter Forthmann’s Pacific Plus. Peter says of it:

“A double rudder system is a perfectly balanced unit, a closed system with no variable components. A double rudder will still have plenty in reserve long after conditions would have overwhelmed a servo-pendulum system.”

You have expressed two concerns: 1) Power 2) Price. I will address those issues and also point out some other differences.

POWER – RUDDER IS SOURCE OF POWER – NOT THE SERVO BLADE – A double rudder system gets all its steering power from its auxiliary rudder – 1) its size and 2) the degree it turns. In comparing the Hydrovane and Windpilot rudders I believe they are both about the same size- about .25 sq. m. (although we will have a new rudder soon that is extended by an extra 15 cm. or 20% more power). The Hydrovane rudder has three settings for the amount of rudder needed: 15 degrees, 30 degrees and 45 degrees. Windpilot is fixed at 30 degrees. On the measure of size of rudder they have equal power. By their ability to provide steerage the Hydrovane can be turned to a greater degree – hence it has more power – probably not significantly more – but more!

BOTH SYSTEMS HAVE MORE POWER THAN THEY NEED TO POWER THEIR RUDDERS IN MODERATE TO HEAVY WEATHER - Many are confused by the source of power for those rudders. The servo system can produce much more power at speed but that is either unnecessary or meaningless to this discussion because both the Windpilot and Hydrovane rudders have all the power they need – meaning both have adequate power to turn on command – any extra power is a waste – with one exception explained later. Hydrovane’s rudder is powered directly by its very large vane. Windpilot’s vane is much smaller and only used as a sensor that instructs its servo oar. The movement of the oar powers its auxiliary rudder. So its power increases with boat speed and Hydrovane’s power increases with wind speed. The result is that both systems have more than enough power to turn their rudders – so, the notion of a more ‘powerful’ servo system is bogus as the extra power is simply not used. As both the Hydrovane and Windpilot have more than enough ‘power’ to move their rudders – and if both rudders are moving on command and both are of the same size then they are equal in ‘power’. As mentioned the Hydrovane probably has an advantage in that it can apply a greater rudder angle if needed and Hydrovane’s new rudder will have more power yet – although I am not sure if you actually need our larger rudder for your Feeling 39. In conclusion, Hydrovane and Windpilot systems should be equal in power with a slight advantage to Hydrovane in conditions that require greater amounts of rudder.

There is one exception to the need for the extra power of the servo system and that is the larger high performance racing ‘sleds’ which can achieve 10 knots+ in only that much wind when reaching. In those conditions the Hydrovane’s vane would have little apparent wind – hence insufficient power. Hydrovane has alternative methods of dealing with those conditions – but we need not deal with that now. Of course, your boat would never have this problem.

RUDDERS - The Hydrovane rudder is cast nylon in a true NACA hydrofoil shape. It is made of solid nylon which is truly unbreakable. Incidentally that is why we dare to build a larger rudder. I believe the Windpilot rudder is plastic on foam – not a true NACA foil shape. In comparison the Hydrovane rudder is stronger and a more hydrodynamic shape. Those differences are subtle though as I am not saying the Windpilot rudder is weak nor is its shape detrimental – just not quite as good.

HYDROVANE IS TOPS IN LIGHT AIR PERFORMANCE – SO LITTLE FRICTION - Power is also a major issue in light airs – as much sailing is done in light airs. The Hydrovane system has so little friction it can perform in 3 to 6 knots of wind. The Windpilot needs a certain amount of boat speed to perform. We believe no system can match Hydrovane’s light air performance.

PRICE – Our prices are about equal I believe – if you compare a Hydrovane to the Pacific Plus II – as it should be. I do notice a typo in Windpilot’s comparison chart – the same in Peter’s book – I believe he is referring to a lighter version that we no longer produce. Hydrovane should be rated for boats up to 50 ft. (15.25 m.) not the 33 ft. (10 m.) as shown by Windpilot. (Actually there are many owners of bigger boats up to 25 ton (22,700 kg.) boats that are pleased with the performance of their Hydrovanes.)

CAN OFFSET AND LESS OBTRUSIVE – A significant advantage for you is how the Hydrovane will compliment your platform not obstruct it. The Hydrovane shaft and brackets will also double as ideal handholds.

SUMMARY AND OTHER ADVANTAGES OF A HYDROVANE OVER A PACIFIC PLUS

  • Same steering power in moderate to heavy winds – with slight advantage to Hydrovane for its larger rudder angle….and a bigger rudder is coming soon
  • Hydrovane superior in lighter winds
  • Equivalent pricing
  • Ability to offset to enhance swim platform – not obstruct it.
  • More easily accommodate a dinghy on davits.
  • Simpler structure – less items to break
  • Less obtrusive – less vulnerable to collisions in a marina
  • More sophisticated course control – Hydrovane’s unique 1) sensitivity adjustment and 2) rudder steerage adjustment are not available on Windpilot – produces straighter course, less yaw, more comfortable, safer
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GENERAL

26. How does it work?

Put simply – The HYDROVANE'S vane/sail drives its own rudder which in turn steers the boat. The vane is aimed with its leading edge directly into the wind – so it would be ‘in irons’ if it were a sail. When the boat goes off course one side of the vane would become more exposed to the wind and consequently pushed over. That pushing is the power that causes the HYDROVANE rudder to turn and bring the boat back on course.

  • When on course the vane is set with its leading edge into the wind – “in irons”.
  • Lock the rudder/wheel/tiller - not on centreline but in that 'on course' 'sweet spot'
  • 'Click' into gear...... and that is it!
  • When the boat goes off course the wind pushes the vane over which causes its rudder to turn and bring the boat back on course
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26B. How can such a small vane be powerful enough to steer my boat?

First, the vane is many times larger than those on other units and is positioned far higher. If there is any wind about it will find it. The vane is over 4 1/2 feet (1.5metres) tall and reaches 7 feet or over 2 metres above the deck. Second, there is a sophisticated mechanism that multiplies the forces on that vane by many times and finally the rudder is a balanced rudder, meaning that it takes very little effort to move it. Actually, the normal settings for operation involve a de-powering of the unit as there is usually more power than is needed.

  • Its vane is many times, maybe quadruple, the size of other vanes - and reaches at least twice as high, 7 feet or over 2 metres above deck level
  • Leverage and gearing
  • Balanced rudder
  • Generally needs de-powering
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27. How can such a small rudder steer my boat?

First, the main rudder, although fixed, still provides considerable stability and steerage as it is set to compensate for any weather helm or lee helm tendencies. Second, the HYDROVANE rudder is further aft – hence has a more levered affect. Finally the HYDROVANE rudder surface area of nearly 3.3 sq. ft. or .3 sq. m. does generate enormous power. Have you ever tried to put a paddle in the water from a moving boat? Or have a look at the size of rudders on large power boats.

  • The main rudder becomes a big 'trim tab' - although not moving it is still doing some of the work of a steering the boat - causes the boat to be 'balanced' and 'stable'
  • Hydrovane rudder is in a more levered position further aft
  • Hydrovane rudder is so nimble - near immediate response
  • Hydrovane can be tuned to be very efficient or 'smart' - avoids 'over-steering' or 'under-steering' and confidently not over-reacting to the ‘fakes’ that would have fooled a human helmsman
  • Rudder is not small
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28. What is a balanced rudder? Is the Hydrovane rudder a spade rudder?

First to clarify – it is not really a ‘balanced rudder’ but a ‘semi balanced rudder’. The balancing is a matter of the position of the rudder shaft in the rudder – its pivot point. By positioning the rudder shaft at different locations further and further back from the front of the rudder it becomes easier and easier to turn – until a certain point when it becomes indifferent to its direction - hence out of control. So just forward from that ‘out of control’ position is a ‘sweet spot’ where only a light hand on the tiller is needed to control the rudder. Although we call it ‘balanced’ it is actually ‘slightly unbalanced’ or ‘semi balanced’.

A spade rudder is a ‘balanced rudder’. A balanced rudder or spade rudder is common on racing boats and for cost reasons and simplicity it is now the most common rudder on production boats – which is not ideal for cruising boats due to its vulnerability to damage from obstacles or from the loads presented by a heavy sea.

Spade rudders are (semi) balanced rudders

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29. Is the HYDROVANE a servo pendulum system?

No.

In jargon the HYDROVANE is called an ‘auxiliary rudder’ type of system. It means that it is steering the boat with its auxiliary or extra rudder.

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30. Now I know that HYDROVANE is NOT a servo pendulum. But what is a servo pendulum?

A servo system pulls lines that move the steering wheel or tiller – enough to bring the boat back on course. Such a system includes a blade or paddle, called a servo blade, in the water that swishes from side to side, like a pendulum, directed by its windvane sensor. That oscillating blade is attached to certain lines that are connected to the main wheel or tiller. As the boat goes off course, the vane is pushed over; that pushing motion twists the blade in the water; once twisted it moves with force to one side; that movement pulls the lines that turn the tiller or wheel that moves the rudder.

Once on course the vane flops back to vertical/neutral and the servo blade reverts to trailing in the wake.

A servo system does not have its own rudder like the Hydrovane. It simply pulls lines that cause the boat’s steering system to keep it on course.

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31. Why are so many other self steering systems of the servo pendulum type?

They are less expensive to build. Less moving parts and less structural strength required. The servo pendulum does not have to steer the boat - only operate the wheel/tiller. Whereas the HYDROVANE does have to steer the boat.

Secondarily, it is easier to derive power from water than air. If you were setting out to design a self steering system it would be far safer to start out with a system as powerful as possible. The HYDROVANE system is more sophisticated. It is a very simple notion to have the wind drive a rudder but it takes considerable engineering to achieve it – no one else has.

  • Servo pendulums are less expensive to produce
  • Easier to derive power from water than air
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32. So, is the servo pendulum system a good solution?

Yes, it can be.

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33. Does the HYDROVANE work as well?

Yes.........well, we humbly say that it is actually better!

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34. What do you hear most from customers who have experience with many systems?

They all are so pleased to get their cockpits back. You must envisage how intimidating the wheel/tiller section of the cockpit is with taught lines yanking back and forth under great loads. There is not much space on board and when you take away a good portion of a prime seating area – or make it impossible to lie down - you realize how space greedy a servo pendulum system is.

Next is the delight at not having to be constantly fiddling and adjusting with those connecting lines. The simple HYDROVANE engage and disengage process is a delight – merely move a knob – like changing gears with a gear shift.

Finally, is the peace of mind that any mechanism failure with the main steering or rudder system will not forebode enormous difficulty or worse.

  • Pleasure in no longer having those lines in the cockpit.
  • Surprise at how easy it is to engage and disengage - remembering the hassle of tensioning and fiddling with those lines.
  • "Magical" they say about its performance downwind in light airs.
  • No regrets - nothing lost in performance
  • Confidence and comfort in knowing that a back-up steering system is in place

For more comments on 'servo pendulum systems' and comparisons:

  •  scroll up to the previous HOT TOPICS section

                AND/OR

  • go to the COMPARE tab

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35. What do you mean by ‘back-up emergency steering system’?

Essentially the HYDROVANE is comprised of a true rudder, like a spade rudder, that is set up on your transom with extremely strong brackets, connected via a rudder shaft to a drive unit that has its own tiller – a rudder and tiller already in place. To make the emergency scenario complete a simple retrofit of a tiller style autopilot onto our tiller receptacle rounds out the emergency steering requirements – the vane engaged for sailing and the tiller pilot for motoring.

Referring to the Hydrovane as an 'emergency steering system' is an understatement. That connotation of 'emergency steering' suggests some sort of retrofit or a temporary arrangement. Far from it - the Hydrovane can function as a secondary steering system at any time. It is 'in place' and 'ready to go' - just remove the locking pin and it is fully functional and capable of steering any size boat ..... indefinitely.

  • A true secondary rudder and steering system 'in place' and 'ready to go'
  • A separate tiller to operate that rudder by hand
  • A standard tiller style autopilot can be fitted onto that tiller for motoring or even sailing
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36. Tell me why you say the HYDROVANE is superior in light airs?

The HYDROVANE unit has so little inherent friction. It is not trying to pull any lines or move a huge rudder. Usually if there is enough wind for the sails there will be enough wind for the HYDROVANE. In order for a servo pendulum to function in light airs it must first be moving in the water and secondly it cannot manage if there is too much pressure on the control lines. So, the servo pendulum might be equally effective as a HYDROVANE on a light displacement boat with a spade rudder but if the hull is sluggish or the rudder is hard to move then the servo pendulum may lose its effectiveness long before the wind dies.

  • Very little friction in the HYDROVANE system
  • Other systems need considerable power to move their main rudders
  • In light airs servo pendulums work best on light displacement boats with balanced/spade rudders that are light to the touch and are steered by a tiller, not a wheel
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37. Does it corrode? Is the difference of metals a problem?

MIX OF METALS – The Hydrovane is well engineered. A ten or twenty year old unit should look much like a new one. Once you get a chance to have a hard look at one you can identify that separation between metals has been provided for at all critical joints – lots of plastic/delrin sleeves. All the castings are either LM5, a high magnesium aluminum alloy of superior marine grade. Those castings are all anodized – again high quality and designed to minimize electrolysis. There are also two silicon bronze castings – no corrosion issues there as they hold stainless pieces – and those two are copasetic together. The stainless is all of marine grade ‘316’. Of interest, we do have the stainless tubes of the brackets clamped onto the aluminum castings. A bit of oxidation does occur in those joints (ameliorated by the anodizing) – which we like – as it produces a sort of weld. The only other items that are not separated are the grub screws – 8 of them. All mast builders and manufacturers of marine equipment often employ a mix of stainless and aluminum. Care must be taken as there are do’s and don’ts of mixing such metals but they certainly can be used together – never big hunks of each in contact, quality of aluminum is important (some grades melt like butter in the sun)…and worse if submerged – but little SS screws with Loctite (corrosion inhibitor) sunk into our magnesium aluminum have negligible current flow. Until recently we did offer a re-build service for old units (too busy for that now). Geoff tells me that he has yet to find one that he could not take apart – and some were 30 years old.

Derek Daniels, the Hydrovane inventor who is a professional engineer (University of Nottingham), delighted in identifying a problem and finding a solution. Certainly compromises are made but in our five years at the helm we have learned that all issues have been carefully thought out. If you do buy a unit you too will delight in its proven engineering. Our easiest sales are always to engineers…as they know.

  • A system of isolating differing metals has been developed over the years
  • Older units have minimal oxidation and certainly no negative impact
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38. How strong is it?

Generally, it is stronger than it needs to be. That is because there is always the potential of the ‘extraordinary’. The HYDROVANE has been designed to handle almost everything – but not collisions with concrete jetties, tug boats etc.

The rudder is a solid cast nylon. No one else makes anything nearly as strong. That rudder has been in service for 20 years with a virtually perfect record.

The shaft is a solid 1 ¼” (31.75mm) and its supporting tube is 2” (50mm) in diameter and 1/8” (10 guage or 3.175mm) thick. We believe those specifications are incomparable.

  • Extremely durable
  • Breakages are virtually non-existent
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39. How easy is the HYDROVANE to install?

It must be the easiest. First because its brackets can be positioned almost anywhere………..there is considerable flexibility in their location – unlike most other units that require absolute precise positioning. There are only 4 or 6 bolts required with, as already stated, considerable leeway in the choice for their location. Any surprise obstructions on the inside of the transom are not ‘stoppers’. Aside from keeping the shaft vertical there is nothing else to worry about.

  • 2 or 3 flanges require 4 or 6 bolts
  • takes perhaps 6 hours +/-
  • considerable flexibility in the location of the flanges
  • unit comes almost completely assembled
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40. What about my bimini, dodger, arch, wind generators, davits and solar panels?

WIND INTERFERENCE - Other types of self steering with smaller vanes can suffer from wind turbulences caused by above deck structures. Not so for the HYDROVANE. The vane is positioned higher than other vanes and it is far taller than any of the others. It reaches at least 7’ (2m.) above deck level as well as being well aft. Its 4 sq. ft. (.37 sq. m.) (or 5 sq ft. (.46 sq. m.)for the 'stubby') of surface area tends to catch the actual prevailing wind.

  • No windage problems with above deck structures
  • Re operating interference – The HYDROVANE vane needs certain space to function. Usually we are able to solve any limitations by: using the 'stubby' vane, off-setting the unit or by using a longer or shorter shaft to get the unit either higher or lower.
  • The vane needs room to function
  • Can use the 'stubby' vane or offset or change height of unit to deal with obstructions
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41. What can I use for a backing plate?

Ideally the backing plate would be a piece of stainless plate of similar dimensions to the attached flange. Certainly that would be overkill, especially with well built transoms. Minimally a build up of stainless washers could be acceptable. Marine plywood can also be used. Any cavities between the plate and the hull should be filled with something solid like fiberglass resin – make the plate flush to the nuts. The objective is to insure that the unit is absolutely rigid. If any of the anchor points start to ‘work’ it will not be long before a problem develops.

  • Stainless steel, marine plywood – flush to nut
  • Fill cavities with resin
  • Must be absolutely rigid – cannot ‘work’
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42. When reversing my boat in a marina will the Hydrovane rudder make the boat even more difficult to control?

Maneuvering in a marina is tricky anyways – yes, the Hydrovane could be restrictive………but it could be a help.

If the Hydrovane rudder is locked in the fore and aft position, as it normally is for motoring, you will loose some maneuverability. BUT, if you have an extra pair of hands who can operate the Hydrovane tiller and rudder you will find your ability to turn in tight spaces considerably enhanced as the rudder is further aft – more leverage, cleaner water.

Of course, when reversing any boat at slow speeds the rudder has so little affect, if any – as the boat is  steered largely by the propeller and ‘prop wash’ - not by the rudder. Not until the boat gets some ‘way on’ does the rudder have any control. In any event the Hydrovane rudder is more effective because of its position further aft.

Most install the Hydrovane rudder only for passages when they know the Hydrovane will be used and remove it on entering a marina – the locking pin is easily ‘popped out’ with a boat hook and the rudder shipped aboard with its tether.

If you are contemplating the installation of a tiller pilot style autopilot on the Hydrovane you should consider the remote control option – then, in those tight marinas, you can manage both rudders from the cockpit – two rudders being better than one.

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43. What do I need for spares?

Practically nothing – certainly a locking pin or two. We suggest a spare vane cover and some locking pins although only the locking pin is critical. The vane covers do last a surprisingly long time but eventually the sun and wind does destroy them. As they do last some years it is probably best to simply order one when you need it. With email and modern air shipping it is easy for us to send parts to wherever. Ditto for the pins. There are three of them - all the same. They tend to get dropped overboard although they do come with tethers. The rudder pin should be changed periodically as it can suffer from metal fatigue. It is the only one that is under some load. So, you should rotate the rudder locking pin from time to time.

Please note that both of these items are easy to ‘jury rig’: patch the vane or use a screw driver or even a nail to temporarily serve as a locking pin – ¼ inch OD.

The next level of replacement parts requested are things that wear down after a circumnavigation or so – a bushing and a bearing. Oh, and some have inadvertently spun a locking knob off and dropped it overboard. Again, a ‘jury rig’ with a nut and washer will do temporarily.

In conclusion, any ‘spares’ requirements are NOT absolute necessities as temporary fixes are easy to do and perfectly adequate…………..and we are only an e-mail away.

  • Critical spares – none … maybe a locking pin or two
  • Parts that wear out:

    • Vane cover – several years
    • Bushings or bearings – after minimum of 25,000 miles - usually just bottom bearing and drive sleeve
    • Rudder locking pin – 2,000 miles
  • Parts that are prone to be dropped overboard:

    • Locking pins
    • Locking knobs
    • Rudder
  • All replacement costs, except the rudder, are nominal

     

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44. I cannot see any warranty. Do you offer a warranty?

You are right about no warranty – well, not a written warranty.

We will always go to whatever length necessary to make sure our customers are happy. We must, our reputation depends on it.

Actually, I would not be uncomfortable in providing an extensive warranty as my confidence in the system is that high…..but I am a Chartered Accountant by trade with 25 years of public practice – so very weary of this litigious world - and there are some irascible types that I never want to tangle with – so, yes, no written warranty.

I am so astounded that we so rarely hear from customers once they have taken delivery – no difficulties, no complaints. Have a look at the TRUE STORIES section. What you see there is about as much as we hear.

We fully expect you to have the same excellent experience with the Hydrovane. If you have any difficulties we will happily go to any lengths to solve them.

You can be sure that we stand behind our product.

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45. Where is it made?

In our shop in Nottingham, England. Geoffery Town, our master craftsman, has run that shop for over 30 years and consequently built practically every Hydrovane made……………and is still building them today.

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46. Where is your office?

We are in West Vancouver, British Columbia Canada. HYDROVANE is a family business. All sales and administration are conducted from there - thanks to the web, phone and fax. We routinely ship HYDROVANES worldwide.

How long has HYDROVANE been in business?

Since 1968 – always with only this one product. It is a true hybrid. We bought the business in 2002.

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47. Who designed/invented it?

Originally there were two partners – one was an engineer and the other took care of sales. Eventually, the engineer, Derek Daniels bought out his partner. Derek has been the sole developer of the product until he retired in 2002. It was his life’s work.

48. How long will it take to get one?

We try to keep units in stock. The shipping normally takes a week or so. Payment of a deposit insures priority when we have a backlog of orders.

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49. Are there any additional costs?

Aside from shipping and taxes the only extra cost is for 4 or 6 3/8” (10mm) bolts. As discussed above there is no real requirement to keep any spares and the normal requirements for spares for a circumnavigation is nominal.

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50. Didn’t I just read about you somewhere?

  • The Windvane Self Steering Handbook by Bill Morris, published by McGraw-Hill in 2004
  • Yachting World  - June 2006 and 2005 - The Great Atlantic Gear Test - ARC 2004 and 2005 Gear Survey
  • Sailing Today - May 2005 - Wind-Vane Steering - Its evolution and great benefits - "The Silent Crew Member"
  • Yachting World (page 70 – “Hydrovane steering has been faultless over 9,310 miles) October 2003
  • Yachting Monthly (page 23 – Libby Purves says: “A gold medal to Hydrovane…..”). October 2003
  • Cruising Helmsman In the June 2003 issue of Australia’s Cruising Helmsman the HYDROVANE was rated in a feature story as “peerless”. That story is included on our website under the SELF STEERING tab.
  • "Modern Ocean Cruising" by Jimmy Cornell
  • "All in the Same Boat" by Fiona McCall and Paul Howard - "What a magic piece of equipment"
  • "Greenwich to the Dateline" by Rory and Sandra Burke
  • "Managing Your Bluewater Cruise" by Rory Burke and Sandra Buchanan
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