The design later returned with the same hull, keel shape, and sailplan, allowing the reintroduced boats to race one-design against the early boats. With a waterline-adjacent length of just over 22 feet, a 7.5-foot beam, and 2,600-pound displacement, the Santana 22 is a compact, purposeful coastal racer-cruiser rather than a mere daysailer.
Design and Construction
Mull’s hull is solid fiberglass and, by the builder’s description, was heavily laid up. The deck is balsa cored, combining a robust shell with moderate weight.
The sweptback fin keel carries 1,230 pounds of cast-iron ballast, for a ballast-to-displacement ratio of nearly 50 percent. A spade rudder on a stainless steel post completes the underwater profile, with tiller steering in the cockpit.
On the original boats, a somewhat flimsy rubrail protected the hull-to-deck joint, which remained vulnerable to impact. The reintroduced boats addressed this detail with a revised joint.
A deck-stepped mast was standard, and most boats had a support post below. On the newer generation, an athwartship fiberglass deck beam carried the mast load instead, opening up the interior.
Rig, Performance, and Handling
The masthead-sloop rig carries 217 square feet of working sail. The Santana 22 is fairly stiff on the wind and can carry sail in breezy conditions. Beam carried through the middle and aft sections helps keep the boat balanced and limits rolling.
Off the wind, the well-aft spade rudder provides terrific steering control. A masthead spinnaker adds real punch on a reach, and the class association runs separate spinnaker and non-spinnaker divisions.
The mainsheet traveler is mounted aft for efficient end-boom sheeting, while the sheet winches sit on molded islands. Most boats also carry backstay adjusters within reach of the helmsman, so they can be operated without leaving the tiller.
The builder claimed the Santana 22 was well known for handling heavy weather and was no slug in light air. Owners sailing on San Francisco Bay confirm that it performs well in windy conditions.
Accommodations and Cockpit
Below, the Santana 22 has two compartments and four full-length berths: two forward and two settee berths in the saloon. The maker considered this arrangement sufficient for the boat’s purpose.
Headroom is what was once described, with a straight face, as “full-sitting” headroom. The low-profile cabintrunk has two large portlights on each side, providing light and visibility.
The side decks have a fair amount of camber. The cockpit is a shallow well, and its coaming boards tend to press into the small of the back, making it difficult to brace comfortably or stretch the legs.
Known Issues
Several period weaknesses deserve a buyer’s attention. The original aluminum chainplates tended to elongate and corrode with age. The early-production boom was underbuilt and sometimes broke under sail load, while the gooseneck fitting was also undersized.
Rudder play appears to be a common complaint. The stainless steel rudder post may need better bearing support within the fiberglass rudder tube.
The transom incorporates a clever cutout for an outboard. It allows the engine to be mounted low while still being liftable, and the builder stated that the structure will support modern four-stroke engines.
Reintroduced Boats and Class Ownership
The reintroduced Santana 22 retained Mull’s original hull, keel, and sailplan, keeping the one-design fleet unified. Changes included replacing the compression post with a deck beam and updating the hull-to-deck joint and hardware.
Owners describe the boats as affordable and easy to crew. Northern California events continue to draw strong turnouts, and the 2016 national championship was won by the fleet’s oldest and simplest-rigged boat. Some hulls are now older than their skippers and still stand up to rough sailing.
The Verdict
Gary Mull’s first independent design matured into a durable one-design stalwart. The Santana 22 is a heavily built little sloop with a ballast ratio near 50 percent, weatherly stiffness, and lively reaching performance. Its cockpit and several original rigging details show their age, but the class’s continuity and owner enthusiasm speak well for the overall package.
Pros
- Near-50-percent ballast ratio, with a 1,230 lb iron keel in a 2,600 lb hull
- Well-aft spade rudder provides excellent offwind steering authority
- One-design continuity across original and reintroduced hulls
- Simple, easily crewed layout with four full-length berths
Cons
- Original aluminum chainplates can corrode and elongate
- Light original boom and undersized gooseneck can fail
- Rudder play is a common complaint and may result from inadequate bearing support in the tube
- Shallow cockpit and back-poking coamings limit comfort
