Yacht Mała Księżniczka

Mała Księżniczka = Little Princess

There comes a moment in everyone’s life when something needs to change. And it seems that moment has arrived for us. They say you don’t sell your friends, which is why we are looking for a guardian for our treasure—someone who will take her in, care for her, regularly take her out on the waves, and give her another dozen or so years of maritime adventures.

Many memories are tied to this yacht. Mostly good ones, but even the worse ones from back then are now remembered with a smile.
It was our first yacht – which we bough toogether with my wife.
It was the first yacht we sailed together at sea.
It was the yacht we went to right after our wedding for our bridal photo session.
It was also the first yacht on which we lost a propeller.
The first yacht bought abroad.
The first one that, in my hands, didn’t serve for just 1 to 4 years, but 13!
It was also the only yacht in the 8-10m range that sailed, looked, and had a build quality above the threshold I expected. In this budget and size category, absolutely nothing even comes close, so there was nothing to upgrade to.
It was also a place, our oasis, where even when exhausted by everyday life and with a ton of problems on our minds, we would take a step from the pier onto the deck and poof! Peace, quiet, no worries, total relaxation. It was as if she were surrounded by an invisible bubble that kept all the bad things overboard. Our Asylum! 😉

Oh, I’ll be crying like a baby when handing over the keys.

What is the Princess Like?

• Elegant, balanced, with good manners.
• Beautiful, with a slightly big butt, but always eager to play and jump on the waves.
• Not capricious. If something breaks, it happens after the season, or in a way that allows for a quick fix.
• Brave. She has survived various adventures and weather conditions with us.
• Firm. If you lose focus and she decides to turn her bow into the wind, that’s exactly what will happen! She tests your reflexes.
• Fast. Hell yeah! Due to our limited vacation time, skipping quickly from port to port is what matters to us. After sailing a few thousand nautical miles at sea with her, we were overtaken only once by an approx. 45-foot yacht that looked like an older racer, and a few times by a Dragonfly (a trimaran that openly mocks the laws of physics).

Depending on the waves and wind gusts, sailing upwind you can reach up to 8 knots. Downwind, our record is 12 knots, and that’s on basic sails! Supposedly, on a spinnaker with a good crew, you can go even faster.

This is also a yacht for more experienced sailors because the designer and the manufacturer came up with a brilliant idea: “How about we give it the sail area of a yacht 10 feet longer… great idea!” And so they did. The yacht is over-sailed. At 15 knots of wind, we quickly put the first reef in the mainsail. Is this a good or a bad thing? I personally like this characteristic because it’s easier to gradually reduce the sail area to adapt to the weather than to change sails for bigger ones, where you eventually hit a limit anyway. So, with rapidly changing weather, the Princess can catch us with our pants down. Yes, the genoa is furled, and the mainsail has two reefs that can be set from the cockpit. But well, it’s always better to do it before rather than during.

History

This is the first yacht that has been with us for more than 4 years, our second Tango 30, the third yacht from the same shipyard, and the fourth yacht from the same designer.

When we were picking up our first Tango 780fs in 2002, we already saw molds being prepared for a truly large boat. That was a time when a yacht over 7m was considered a really large vessel and a rare sight on the lakes. And this was meant to be a seagoing boat with the option of building an inland version. When the prototype was created in 2004, I remember reading the review in “Rejs” or “Żagle” magazine (yes, boat reviews used to be printed on actual paper). The yacht was impressive—not just its beautiful lines, but also its spacious interior and highly favorable reviews.

After 4 years with the Tango 780fs, it was time for the Solina 800, which was also a novelty at the time. It was like a scaled-down Tango 30, with slightly distorted proportions. Even back then, there were plans to launch the boat on the Baltic Sea, and the Solina was even retrofitted for this purpose, but it never came to fruition. After another 3 years, we parted ways with the Solina and looked for something bigger. We toured shipyards, viewed new designs, and even considered a bargain purchase of a Hanse yacht. The goal: around 9m, maybe 10m. And suddenly, a used Tango 30 went up for sale. We went, saw it, and fell in love. After a few months, we decided not to buy it because the centerboard version didn’t quite suit us, so we opted to build a brand new one.

Unfortunately, due to the shipyard’s financial problems, the yacht never reached us, but we were given a keel version by the shipyard for a year (while waiting for ours). Seeing a Tango 30, sitting in it, and falling in love is one thing. Sailing it for a year borders on fanaticism. We never got our custom unit; the shipyard went bankrupt.

So, in 2011, we went on a tour of Poland, visiting all the shipyards to find something for ourselves. We visited practically all the major manufacturers, boatbuilders, and even those just starting in the industry. If a yacht suited us, we took it for a test sail. The contenders included Cobra, Tes, Maxus, Antila, Sedna, Twister, Delphia, Huzar, Shine, and Nautiner. The latter won because it was the only one that sufficiently combined sailing performance with build quality. Generally, after the Tango, the bar was set so high that there was hardly anything to choose from.

And so, for the 2012 season, a brand new Nautiner 30 arrived, custom-built and retrofitted for us. I can’t say a bad word about that vessel; aside from the fact that a dark hull paired with monolithic laminate isn’t the best combination on sunny days, the yacht was really good. But it wasn’t a Tango. It sailed fast, but not as fast as the Tango. It was well-finished, but not like the Tango. It was well-equipped, but not like the Tango. It was comfortable, but not like the Tango. It was pretty, but not like the Tango.

It was the second-best yacht we ever owned, but it was with us for only one season. The year 2013 arrived, and the decision was made: either a Tango or nothing. The best-equipped and most unique Nautiner in the shipyard’s history quickly found a new owner. And our search began.

We succeeded. A keel version, 2 cabins, with an upgraded engine, equipment that suited us, lightly sailed, sitting in Italy, near Venice. Quick arrangements, a 1300km drive one way, cash on the table, the Italians fleeing at the sight of so much cash, a 1300km return trip to Poland, depositing the money back into the account, making a wire transfer, organizing transport, and flying 1300km back again to load the yacht onto a truck. And that is how our Little Princess… number 5 came to us. Yes, it’s the 5th one in a row. And the one that has been with us the longest, because to this day, nothing in this size range offers such a combination of performance, comfort, safety, and craftsmanship. Nothing even comes close.

Tango 30 Subjectively

The Tango 30 is not a yacht for everyone. Despite having berths for 4, it is ideally suited for 2 people on longer cruises. Four people can sit comfortably at the table, up to 8 people can comfortably gather in the cockpit in the evening, and during a cruise or regatta, 6 people won’t get in each other’s way.

The galley is extremely spacious, much larger than on any other 30-foot yacht, and often surpasses the space found on 40 or 50-footers. The bathroom is also unrivaled compared to yachts of this size from that era. You have to remember that the Tango is a Cruiser with a Performance-Cruiser edge. On these types of vessels, there is usually less interior space than on a typical cruiser of the same size without sporting ambitions. The bow and aft berths are long and wide enough for two people to sleep comfortably. Among competitors, you’ll find both larger and smaller berths; the Tango sits right in the middle. The amount of storage lockers, wardrobes, lazarettes, and shelves is sufficient for 4 people, even on longer voyages.

The Tango’s hull is wide at the top, but the waterline is narrower than its competitors. Thanks to this, the yacht achieves great speeds on downwind courses, and when sailing upwind—especially with a slight heel—the waterline extends and narrows even further, reducing drag and boosting performance. However, this means that the lower you go inside the hull, the less space there is.

Equipped with an autopilot, the yacht is easily handled single-handed, even in stronger winds. With two people, it’s pure luxury. During port maneuvers, the lack of a bow thruster is sometimes noticeable, and when reversing, it needs a few meters to gain steerage—the wide stern plays a role here. Under sail, the boat points sharply into the wind; 30 degrees is no problem. It handles head seas very well. With a following sea and strong winds, it delivers an incredible experience, as it’s very easy to get her surfing down the waves and to maintain that plane if the wind is right. However, at that point, it requires a steady hand, because the combination of steep waves, a wide stern, and a single rudder can catch you off guard. But after a little practice, the fun is out of this world.

Interior

Inside, we have classic, wooden boatbuilding craftsmanship. This is not the standard fit-out seen in the most popular Masurian designs or mass-produced boats from major manufacturers. You’ll find top-quality waterproof plywood with real wood veneers, not a thin layer of foil. Furthermore, many elements are finished with solid wood inserts. This makes everything sturdy, aesthetic, and built to last for years. Any damage can be sanded down and revarnished. You can grab onto any piece without the fear of tearing it off.

Companionway & Saloon

You descend into the saloon via 3 wide steps. They are profiled on the sides to provide secure footing even at a steep heel. Originally, they were varnished smooth with anti-slip tape applied, but a few years ago they were refinished with a textured varnish that acts as an anti-slip surface even in wet shoes. On the port and starboard sides, there are wooden handrails, and the steps are illuminated for nighttime use. The stairs lift up on gas struts to provide access to the engine compartment, complete with lighting.

At the bottom of the stairs, you stand in the widest part of the saloon. To starboard is the galley; to port is the entrance to the aft cabin and the bathroom. Forward, there are two sofas and a folding table. The table is supported by the mast compression post and an additional leg. On the port side is an L-shaped sofa. Underneath it is a locker containing two house batteries and their selector switch, plus another small storage locker. Behind the backrest are two open shelves, above them a shallow shelf, and finally a cabinet with a deep shelf.

On the starboard side, under the sofa, there is another locker. It houses the windlass relay and fuse, with plenty of room for odds and ends. Just like on the port side, there are two open shelves behind the backrest. Above that is a shallow shelf extending into the navigation desk, followed by a cabinet for navigation electronics, and a deep shelf running all the way to the forward bulkhead. The navigation cabinet routes all electrical and communication cables, but there’s still room for spare cables, chargers, or documents. The nav desk faces aft and includes a seat. The desk opens up to reveal plenty of space for charts or a laptop (or two). There are 230V and 12V sockets by the desk, and a hidden USB port on the port side shelf.

Above the table is a large opening deck hatch with a solar fan, a roller blind, and a mosquito net. The coachroof windows feature pleated blinds. Two solid wooden handrails run along the sides of the coachroof ceiling. On the forward bulkhead, there are two decorative/reading lights. There is one light fixture above the side shelves, two above the table, and a chart light.

Galley

The galley is genuinely spacious. Facing the aft bulkhead, there are 3 deep drawers, a section of workspace, and a 100-liter fridge. On the outboard side is a 2-burner ENO gas stove on gimbals, complete with an oven. Underneath it is a cabinet. To the left is a tall pull-out drawer with a trash bin and another compartment where we keep an indoor fire extinguisher and cooking oil. Above the stove is a large cabinet. On the left and right are two rounded cabinets with adjustable pegs to custom-fit stored plates. In the center are two sliding-door cabinets with holders for kitchen utensils. The forward part of the galley forms a peninsula with a large, deep sink, a hot/cold water faucet, and an additional manual foot pump for seawater. Under the sink is a massive cabinet with two shelves.

The countertop is made of heat-resistant STARON, featuring a small raised edge to prevent items from sliding off. Above the galley is an opening deck hatch for ventilation and 3 light fixtures. There is also a 230V socket on the bulkhead above the fridge.

Bathroom

The bathroom is exceptionally roomy. It features a regular-size (not compact) marine electric toilet, pumping to a holding tank in the stern. Behind it is an alcove with a hanging rod for storing wet foul weather gear or life jackets. There is a small sink with a pull-out faucet that doubles as a showerhead, with a wall mount on the bulkhead. Above the sink is a mirrored cabinet with two shelves, plus two more shelves nearby for smaller items. Under the sink is a large cabinet providing access to the fresh water pump valves and accumulator tank. Shower water is pumped overboard by an electric pump located under the floorboards, activated by a switch in the bathroom. A large mirror is mounted on the door. The bathroom includes a section of the coachroof window, an opening deck hatch, 3 light fixtures, and a 230V socket.

Aft Cabin

The aft cabin offers enough space to stand and change, a small pouf to sit on, and a berth up to 140cm wide. There are storage lockers under the berth and pouf, a small cabinet with two shelves on the hull side, and a deep shelf. It is equipped with 2 light fixtures, one opening portlight to the cockpit, and one opening deck hatch.

Bow Cabin

The forward cabin features a large bed up to 150cm wide. The entrance section of the mattress can be removed to create standing headroom. Down near the floor is a cubby, perfect for shoes. On the starboard side is a large wardrobe with a hanging rod, and on the port side is a cabinet with two shelves. Long, deep shelves run along both sides of the hull. Under the berth is the water tank, with plenty of storage space above it. Above the bed is a large opening deck hatch with a roller blind and mosquito net, alongside 3 light fixtures, a USB charger, and a 230V socket.

Deck

Cockpit

The spacious cockpit can accommodate up to 10 people. Up to 4 people can sit comfortably on one side. The pushpits feature two raised corner seats, plus a central helmsman’s seat on the stern. The yacht is equipped with a 100cm steering wheel on a JEFA 400 steering pedestal featuring a draglink (rack and pinion) system—the most reliable setup that also provides the best precision and steering feel. The pedestal houses the engine throttle, a 9-inch Raymarine Axiom Pro chartplotter, the Raymarine P70 autopilot display, cockpit lighting switches (3 lights: two in the cockpit, one on the ladder step), a Plastimo magnetic compass, anchor windlass controls, and a 12V socket. It also includes a metal grab rail and a cup holder.

The stern is open, with a step-down area and a long, comfortable drop-down swim ladder. The helmsman’s seat is in the center of the rail, and double lifelines can be clipped across the sides to prevent falling overboard.

Forward of the wheel is the mainsheet traveler. The mainsheet is controlled via an Easylock cam cleat block system. It is a two-line system: one line offers full mechanical advantage, but for quick trimming or easing, both lines can be used. Alternatively, one line can be wrapped around a winch for hoisting, while the other is left free to ease the sail.

On the coachroof bulkhead are three Raymarine ST60 displays (log, depth, wind), a second Plastimo magnetic compass, the Yanmar engine control panel, and two Fusion cockpit speakers. The cockpit coamings feature two large Antal W40 two-speed, self-tailing primary winches for the headsails, along with multiple cam cleats for securing lines and operating the jib furler. On the coachroof, there are two Antal W16 self-tailing winches and an 8-gang Spinlock clutch bank for operating the boom vang, cunningham, two mainsail reefs, gennaker halyard, genoa halyard, main halyard, and mainsail outhaul.

Natural teak is applied under the deck hardware (winches, tracks, turning blocks), on the pushpit seats, and on the helmsman’s seat. The cockpit benches and sole are covered in Flexiteek.

Above the companionway is a sprayhood with a large forward window. There are two robust grab rails on the coachroof. The shrouds are routed inboard, close to the cabin trunk, allowing a single long track on each side deck to handle both the jib and the genoa, while also providing wide, unobstructed side decks leading to the bow. The decks feature aggressive anti-slip textures.

At the very bow is an anchor locker containing a Quick electric windlass (controllable from the cockpit or via foot switches on the bow). Aside from the chain, the locker easily fits an extra headsail (Spinnaker or Code 0). The bow pulpit extends into a “duckbill” bowsprit platform with teak decking, an anchor roller, an attachment point for the gennaker/Code 0, and the anchor.

The deck is surrounded by a fairly high double-lifeline system. There is also an aluminum toe rail with cutouts, which provides excellent foot support at steep angles of heel and serves as attachment points for fenders or extra gear. We include 3 or 4 different sizes of boat tents, ranging from simple sunshades or companionway covers to large tents that enclose the entire cockpit.

Lockers

In the aft cockpit sole, behind the steering wheel, are two generously sized lazarettes. The portside locker provides access to the steering quadrant and houses the holding tank. We use it to store a spare anchor, two 20L jerrycans, and all the boat’s fenders. The starboard locker is slightly smaller but free of installed equipment; we use it for drink supplies, extra mooring lines, buckets, etc.

There are two more lockers under the cockpit benches, one on each side. The port side locker is shallow because the aft cabin is directly below it, but it easily holds two 3kg gas bottles, boat cleaning supplies, all mooring lines, spare hardware, tools, etc. Because there is no cabin underneath, the starboard locker is absolutely massive. It houses the water heater, fridge compressor, battery charger, engine battery, and the fuel tank under its floorboards—and there is still tons of room left. We use it to store additional tools, cleaning gear, tents, the cockpit table, food provisions, boat hooks, the spinnaker, and much more. It features two interior lights and provides aft access to the engine and gearbox.

Electrical Equipment and Electronics

The yacht is equipped with a comprehensive navigation suite. The centerpiece is a Raymarine Axiom 9 Pro chartplotter, supported by a Raymarine AIS700 transceiver, ST60 instruments (Log, Depth, and Wind), and an EV-100 wheel pilot. As a backup AIS receiver, there is a B&G V50 VHF radio in the cabin, complete with an H50 wireless handset. Everything is networked together and communicates seamlessly. The network also includes a Fusion FM radio with USB and Bluetooth, two Fusion speakers in the cockpit, and two Sony speakers in the saloon. A small subwoofer with a dedicated amplifier is also connected. The audio system can be controlled via the radio panel, the chartplotter, or a smartphone app. Additionally, an NMEA2000 interface is installed, allowing for the connection of extra engine, water, or fuel sensors (currently only the latter two are connected).

In the cabin, by the navigation station, there is a 22-inch 12V Philips TV equipped with an Android TV box, which can mirror data from the chartplotter. The plotter display can also be cast to a smartphone. Wireless control of the autopilot and access to basic navigation data is provided by a Raymarine SmartController remote, meaning that in bad weather, you can steer the yacht from under the sprayhood or from inside the cabin. The yacht also has an LTE modem with a Wi-Fi router.

The electrical system is powered by three 200Ah gel batteries. Two are dedicated to electronics and house functions, and the third is for the engine. Charging is handled by the engine alternator via a diode isolator, or by a Victron charger when plugged into 230V shore power. The 12V and 230V fuses are located on the panel at the nav station, divided into enough circuits so that a failure in one device doesn’t take out the others. This panel also controls the tri-color navigation lights, steaming light, and foredeck illumination. Cockpit lighting is controlled from the steering pedestal.

Performance and Safety

The boat is essentially a slightly overweight Performance-Cruiser. She weighs over 4 tons, but she is fast. It’s hard to find a cruising vessel under 40 feet that will beat us to the next port. She is over-sailed, but that’s a good thing. As the wind picks up, we start by furling the Genoa down to the size of a jib. Next comes one reef in the main, then half the jib, and finally the second reef. I believe that’s the maximum setup we’ve flown while sailing in winds up to Force 8. During that trip, our average cruising speed on a beam reach was 9 knots over 50 miles. Not bad for a cruiser.

The boat is seaworthy, points high into the wind, and loves to surf the waves downwind. If the wind is too light, we have a Code 0 on a furler, which even allows us to sail at 75 degrees apparent, or a Spinnaker/Parasail that can be flown with or without a spinnaker pole.

We personally prefer port-hopping, avoiding passages longer than 10 hours, and if the weather turns bad, we politely sit in the marina. However, as an example, her sistership from the same year—the only other keel version in Poland, “SKY PROJECT”—sails anywhere and everywhere, competing in all regattas, be it the Gotland Runt, Unity Line, or even the Rolex Fastnet. That sistership has likely seen every type of weather imaginable, and her owners know they can take her offshore no matter the forecast.