Practical Boat Owner
- Digital edition
Sadler 29: a versatile all-rounder
- David Harding
- October 26, 2023
The Sadler 29 is a tough, well-mannered family cruiser with a good dose of performance to boot, says David Harding
The Sadler 29 is well balanced and came with a choice of keels. Credit: David Harding Credit: David Harding
Product Overview
When it comes to building sturdy family cruising yachts between 20ft and 30ft (6m and 9m), Britain has a history of which it can be proud – particularly in that peculiarly British speciality of twin keels .
Mention of the traditional British bilge-keeler might once have conjured up images of boats like Macwesters and Snapdragons which, for all their solidity, roominess and longevity, could never be described as scintillating performers.
To windward it would often be a case of one step forward, two steps sideways.
Things changed, however, with the arrival of the Cobras and Mirages and, most notably, the later Westerlys, Moodys and Hunters – not to mention the Sadler range.
Here were boats that combined the practical benefits of twin keels – shallow draught and the ability to dry out unaided – with performance that, in some circumstances, was hard to distinguish from that of their fin-keeled equivalents.
Sailors from performance- dinghy backgrounds started sailing them with their families and occasionally racing too, with some surprisingly good results.
The high bow, well-raked stem, pronounced sheer and transom-hung rudder make the Sadler 29 easy to spot from a distance. Credit: David Harding
Better still, many of these designs – such as the Sadler 29, for example – came with a choice not only of fin or twin keels but of deep or shallow fin as well.
At this point I must declare an interest, having worked at Sadlers with the original Sadler Yachts during the Barracuda era, through the development of the Starlights and beyond.
For much of this time the Sadler 29 was the best-selling boat in the range.
It was the right size at a highly competitive price and had wide appeal.
People would often come along to have a look at the 26, only to go away having signed a contract for a Sadler 29: the difference in space was substantial, and available for a relatively modest additional outlay.
Strangely, the 29 was never my favourite.
I preferred the sailing qualities of the 26, finding her stiffer, faster for her size and more fun to sail, but then I never had to live aboard for a week with a wife and two kids whose priorities lay elsewhere.
The 32 was an older design offering longer legs yet little more accommodation for her extra length, so the 29 ruled the roost for many a year.
Continental comparisons
As the competition hotted up from over the Channel, we did lose a few customers to French offerings such as Jeanneau’s Sun Dream 28, the Beneteau First 285 and, later, to the Dehler 28 and other European designs.
By and large these alternatives were lighter and more dinghy-like than the Sadler, with beamier, flatter-sectioned hulls , roomier and often more stylish accommodation and a double aft cabin in a broader stern beneath a shallower cockpit.
One group of buyers would look at and try both types of boat before deciding.
A second would go straight to what we at Sadlers thought of as lifestyle accessories for Johnny-come-latelies; lightweight Continental cruisers that were all gloss and no substance.
They were fine for sailing around the nay or perhaps along the coast if you were feeling adventurous – we conceded that much – but not what you wanted for serious sailing.
Clearly we allowed no hint of bias to colour our judgement.
The deep, protected cockpit is one of the 29’s most popular features. A full-depth locker is beneath the port seat. Credit: David Harding
A third group came straight to Sadlers because they wanted a boat with a relatively slim hull, plenty of ballast, a comfortable motion, a nicely balanced helm, a high bow to keep them dry and a deep, sheltered cockpit with high coamings .
They could often find nothing better for the price.
Down below, the Sadler 29 offered the traditional British layout with a secure quarter berth and an arrangement that was tried and tested for seagoing use.
She couldn’t match the Westerly Konsort for internal volume but would disappear over the horizon upwind.
She cost less than the other Westerly of similar size, the Merlin, and was more sedate and conservative than the Hunter Horizon 27/272/373.
People who hankered after a Twister sometimes settled on a Sadler 29 because she combined modern practicality and manoeuvrability with offshore ability and a hint of tradition.
While the Sadler 29 was conceived principally a fast cruiser, rather than a cruiser/racer like the earlier 25 and 32, Martin Sadler rived her competitive potential by entering Sadler Two Nine in the 1982 two-handed Round Britain and Ireland Race.
Sail plan of the Sadler 29
With her lighter interior, lead-shoed fin keel, out board engine and experienced crew she was the first production boat in the 25-30ft (7.9m-9m) class.
As Martin recalls, “we finished a boat’s length ahead of a Contessa 38 after racing over 2,000 miles in a wide range of conditions.”
Two Nine was a far cry from most 29s that left Sadlers’ factory in Poole. A typical example would have twin keels, a roller-reefing headsail and a fixed two-blade propeller .
Our demonstration boats had roller genoas and twin keels, because that’s what people usually wanted and we thought it important to demonstrate the twin keels’ efficiency. Folding props , however, we deemed essential.
When writing Salders’ first-ever brochure for the whole range in about 1990, I borrowed heavily from the section on the Sadler 29 from the owner of a sailing school who had written to us about his 1983 example.
“We use her (she might say abuse her) for instruction….and she has proved superb for the job.”
He went on to say: “She is fast for her size, as we regularly demonstrate to larger yachts…she tacks well under either sail alone…..it emphasises her good balance and makes it easier to practise sailing alongside with confidence…
“As the wind increases she really comes into her own on all points of sail….by Force 8 or more we have three slabs in the main plus the storm jib if we are beating. We have quite a lot of experience in these conditions…
“ Downwind in heavy weather she handles with a precision that continues to delight us. Even surfing at upwards of 12 knots, she remains fully controllable. Manoeuvrability is excellent too… complete beginners have no problem “parking” her after a little practice. Each year (our boat) crosses the Channel around 40 times, makes upwind of 1,100 practice alongsides, does at least 600 man-overboard drills, anchors repeatedly… and weathers a considerable number of gales, a few of them severe. We think she is exceptionally roomy for her size and her layout is admirably suited to a cruising life both at sea and in harbour.”
Sadler 29: The test of time
With unsolicited letters like this to quote from, plus some complimentary words from other owners and the yachting press, the section on the Sadler 29 almost wrote itself.
Plenty of experienced people rated the boat very highly.
She continues to attract a keen following today, so it seemed a good time to renew our acquaintance after twenty-something years.
Since swapping a salesman’s hat for that of a boat builder – a sort of poacher-turned-gamekeeper metamorphosis – I have tested the Sadler 25,26,32 and 34.
Now it was the 29’s turn.
The galley is small by modern standards, but workable out at sea. Credit: David Harding
It so happened that I was taking photos in the Solent one day when a rather smart Sadler 29 passed in front of my lens, heading west on her way home from the Round the Island Race under her shades-of- blue spinnaker.
One of the shots from the sequence was subsequently used in PBO and prompted Gemini ’s owner, Peter Kinver, to get in touch.
It transpired that Peter and Gemini lived in Looe, where Peter also races a Redwing (the Uffa Fox-designed Redwing dinghy, not the Bembridge keelboat).
As I raced a Redwing for a number of years on the Dart, and had fond memories of taking her to Looe to do battle with the natives, one thing led to another and we agreed that the combination of a well-maintained, twin-keeled Sadler 29 and a picturesque Cornish fishing harbour could have the makings of a good feature in PBO.
As sometimes happens, it took a year or two before all the necessary elements could be slotted into place, but at last we managed to line them up.
Sailing a cruiser from Looe’s drying harbour means having shallow draught.
Twin keels – like Gemini ’s – or a lifting keel are ideal, though some long-keelers and fin-keelers are also found on the moorings , living in wooden cradles that float with the boat and then sit on the bottom at low tide.
In the traditional manner, the heads is between the saloon and forecabin. Marble laminates – a feature of early boats – gave way to a plain alternative. Credit: David Harding
Peter’s previous boat was a Sadler 26 and before that he sailed an Anderson 22 from a mooring above the bridge, which meant lowering and raising the mast on every outing.
On the neap tide of the day we chose, Gemini floated at half flood.
We dropped the mooring, motored the few yards down the river and headed out past the Banjo Pier.
The summer sunshine and crystal-clear water set off the stunning backdrop of the town, with the wooded sides of the valley rising on either side, to make Looe look truly irresistible.
More’s the pity, says Peter, that so many yachtsmen head straight from Plymouth to Fowey without savouring the delights that Looe has to offer – but that’s a story for a future issue Looe has its own wind systems in certain conditions.
On the day of our outing the gradient south- easterly was displaced right inshore by a fickle succession of catspaws trickling down the cliffs from the north.
Slightly further out we enjoyed a gentle south-easterly for a while before it faded away.
A scan of the horizon revealed breeze well offshore and a boat spinnakering westwards, so rather than wait for the wind to come to us we fired up Gemini ’s new Beta diesel and headed out to meet it.
As we motored, Peter explained that Gemini was one of the newer 29s, built in 1991 and incorporating the changes that Sadler had made later in the production run – such as the lighter-coloured interior moulding rather than the nicotine yellow of earlier boats, the grey laminates for the galley and chart table, the centre hatch, the angled bulkhead at the aft end of the coachroof, and the third window.
As well as the new engine, she had been treated to Tacktick instruments and a Sea Feather windvane self-steering system to complement the tiller pilot.
A competitive dinghy sailor in 470s, Fireballs and Lasers before joining the Redwing fleet (winning the national championship in 2012 and 2013), Peter likes his boats to sail properly – so although she’s a twin-keeled cruiser, Gemini is fitted with a Gori folding prop and is due to have new sails this season.
Eventually we hit the offshore wind band, motored into it a little way because it was moving in and out, and started sailing.
Conditions were perfect: around 14 knots of true wind and a modest chop kicked up by the wind against an east-going tide.
Gemini dug in her shoulder and got into her stride, making upwind at a comfortable 4.8-5 knots and tacking through just under 90°, though needing to be driven off to power through the seas from time to time.
I remembered why people thought her well balanced: even in conditions approaching the top end of what was comfortable for full canvas, she could be trimmed to sail herself upwind.
Obedience plus
On the one occasion many years ago when I sailed a Sadler 29 with a deep fin, I noticed that she felt distinctly sportier and more powerful than the more popular twin-keeler.
Nonetheless, the two-legged 29 is no slouch and is undeniably a well-mannered and thoroughly agreeable boat to sail.
Less dinghy-like and, in her typically cruisey get-up, probably not as quick all-round as boats like the First 285 and Sun Dream 28, she fits into a middle group cruisier than most of the Continentals yet faster and more responsive than ploddy, high-volume cruisers of similar length.
Peter often overtakes cruising 32-footers with no effort.
In keeping with her cruising credentials, the Sadler 29 has a sit-in cockpit.
Those of us who prefer to helm from the coamings will find that they make a better perch than many boats have to offer, even if they are too close to the guardwires for comfort when heel increases.
The transom-hung rudder on its full-length skeg allows the whole length of the cockpit to be used and ensures good control in most conditions.
The accommodation layout remained fundamentally unchanged throughout the production, but later boats like Gemini are lighter and more modern in style and with a higher quality of finish. Credit: David Harding
It only loses grip when she’s seriously hard-pressed – if you hang on to the spinnaker too long, for example.
Upwind canvas is easy enough to manage, with the proviso that tacking a sizeable No1 genoa around a babystay is never going to be particularly quick.
The mainsail’s leech reefing pennants were led aft as standard but the luff cringles needed to be hooked on at the mast unless the optional cockpit-reefing system (all lines led aft) was chosen.
Going forward can be a little awkward because the side decks are narrow where they meet the coamings.
Otherwise it’s easy enough and the moulded-in non-slip provides reasonable grip.
Stanchion bases are set into ockets in the toerail, which is moulded as part of the biscuit-tin hull-to-deck joint.
An unusual feature is the deep bin for liferaft stowage beneath the cockpit sole. Undoing a few screws allows it to be lifted out for access to the after part of the engine.
Sadler 29 unsinkability
It’s often said that the 29 was the first model in the Sadler range to be designed for unsinkability.
Not so. She was the first to have a full interior moulding and closed-cell foam pumped into the void between it and the outer hull.
The idea was to create a strong structure with wipe-clean lockers and to increase the thermal and acoustic insulation for a dry, quiet and comfortable interior.
Continues below…
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When the Sadler 26 replaced the 25 in 1982, it seemed logical to use the same approach and to increase the relative buoyancy to achieve unsinkability.
Not until 1988, by which time the Sadler 34 had also been in production for several years with the ‘unsinkable’ tag (later tested for real in a collision), was the 29’s interior moulding reconfigured to incorporate more foam at the expense of some stowage.
In boats that were used hard, water occasionally found its way between the mouldings – but the usual approach was to drill a few holes low down through the inner moulding to let it trickle out.
Structurally, 29s have generally stood up better than many, helped by the use of clear (unpigmented) gel coat below the waterline.
Accommodation on the Sadler 29
The inner moulding forms the basis of the accommodation, so the interior is inevitably less woody than some.
Standards of fit-out improved during the production run, later boats being appreciably better finished.
A few 29s were completed by their owners before Sadlers withdrew the kit options.
One oft-criticised area was the galley, though it was made more workable when the bulkhead forming the aft end of the coachroof was raked.
A pillar on the chart-table bulkhead is a useful handhold. Credit: David Harding
It’s a functional seagoing layout whose principal compromise is stowage volume because of the space occupied by the foam.
As well as the changes already mentioned, the companionway steps – originally a large, unwieldy one-piece moulding – were later made prettier and more practical in timber.
All told, the accommodation on boats like Gemini is a world apart from that of the early boats with their darker mouldings, smaller window area, marble-effect laminate in the heads and, more often than not, the brown check upholstery that most owners seemed to choose.
The interior was always OK – it just got better.
PBO’s verdict on the Sadler 29
Looked at objectively rather than through a lens tinted by partiality, the Sadler 29 is still a jolly good boat if you want one that’s tough, capable, sea-kindly, well balanced, manoeuvrable, agreeably responsive, respectably quick and available with a choice of keels .
She will continue to be in demand for many a year – and deservedly so
A tough, capable, sea-kindly, well balanced, manoeuvrable, agreeably responsive, respectably quick boat, available with a choice of keels.
An offshore cruiser with all the necessary cruising DNA and comfort built in.
Designed by stephen jones, the gt325 has been conceived to quench the thirst for a fast, robust, safe, modern coastal cruiser..
The brief was to put a modern twist on Stephen’s highly successful and much heralded Sadler 290, with twin keels for exploring shallow waters and beaching. A single fin keel is an option.
Designed as Category A, the GT325 is a British built sub-10 metre yacht that can take the ground. With the added flexibility of twin keels, the yacht is an awesome coastal cruiser, with berths for up to 6, but 4 very comfortably. Many months of design and concept development have been brought to bear on this design and the result is something quite special, and far exceeds anything else on the market at this size in terms of what the boat offers the owner.
At GT Yachts, the ability to sail well, safely and comfortably is first and foremost. This starts at the bow with an integrated bowsprit, anchor locker, and generous bosun’s locker which accommodates fenders, outboards as well as sail covers etc. The locker can be kitted out with soft hooks, ladder steps and, if necessary, shelving.
The forecabin is designed as the master, with an exceptionally large berth rarely seen even on a 40ft yacht with comfortable arrangements for a couple as well as an ensuite heads option. With overhead hatches as well as hull ports, the natural light is plentiful. The saloon area with panoramic windows has a dining area that can comfortably seat six and offers a further two full length berths with stowage and shelving. There is an option for a bulkhead mounted fold-down chart table.
Aft and to port is a large C shaped working galley. An area that can be both easily used to serve the saloon table, as well as the cockpit outside. The galley has been designed with the work of a cook in mind, a proper galley one might say, with the tasks of preparing, cooking and serving food as a process. There is provision for a microwave, and incredibly for this size of yacht a front opening fridge designed to open so as not to lose the contents whilst heeled under way.
To starboard is the heads compartment, situated aft which is rare at this size of yacht, if not unheard of. The location provides easy access to the heads and oilies locker while underway, the oilies locker being actively ventilated using the airflow provided by the mechanical air intake for the engine compartment.
The aft cabin to starboard is a very good sized second cabin for a 10-metre yacht, with a choice of either a full double berth or twin singles. With plenty of stowage, the cabin offers a comfortable, naturally lit space with windows to the side and aft through the transom.
Propulsion is via saildrive, and in the engine room there is space for a conventional diesel engine or electric/hybrid installation with extending range generator and extra batteries.
Outside aft, the fully enclosed cockpit with six-foot-long seating port and starboard of the central island, is a great space. Dining out here is very comfortable and the seating is ergonomically designed to maximise comfort under sail, with good height coamings providing proper back support. When helming there is seating aft to port and starboard and a fantastic central perch when steering standing or on the centreline. Plenty of options for the helm to move positions. Whilst there is an option for a tiller, the wheel is positioned on a centreline pedestal with an optional large head with plenty of surface available for instrumentation.
At the stern, boarding is via integrated ladder and there is a drop-down swim platform which, when closed, creates the fully enclosed, safe and seaworthy cockpit. A large, deep, well-lit locker to port with side and aft windows.
Sheeting is led aft and easily controlled, the main being via the “German” main sheet system with winches to hand port and starboard, and the sheet bridle or optional track sited forward of the companionway, out of the way.
With wide side decks and meaningful bulwarks running the full length of the yacht, the decks are a safe place to move around on. Forward there are areas to relax away from the cockpit with flat areas designed to accommodate cushions.
An inspired living area
The GT325 is designed around the living space; a large and very comfortable forward cabin, a chef's dream of a galley and saloon and dining area that will provide many relaxing evenings at secluded anchorages.
Sailing Simplicty
The deck of the GT325 has been designed with simplicity in mind. All control lines led aft, choices of self tacking or sheeted foresail and tidy German mainsheet system. The upshot is a simple and straightforward rig, driving a Stephen Jones slipper hull, all making for a wonderful sailing experience.
Principle Particulars
| LENGTH OVERALL | 9.97m | 32' 8" |
| LENGTH ON DECK | 9.53m | 31' 3" |
| WATERLINE LENGTH | 9.00m | 29' 6" |
| BEAM OVERALL | 3.56m | 11' 8" |
| DRAUGHT (BILGE KEELS) | 1.42m | 4' 8" |
| DISPLACEMENT | 5,650 kg |
Yachting Monthly
- Digital edition
Moody Eclipse 33 review
- Chris Beeson
- January 11, 2016
The Moody Eclipse 33 was and still is highly sought-after. Duncan Kent looks at one to see why
See the November 2015 issue of Yachting Monthly for the full test
What’s she like to sail?
At first glance you think she’s going to perform like a typical motorsailer, dogged but slow. Take a more studied look at her hull shape – waterline, stem entry, narrow shoulders and so on – and you begin to wonder. Her hull has the lines of a reasonably modern yacht, although a tad beamier than normal for her era.
Knowing she had bilge keels also made me doubt her performance before we even left the quay, so it was a pleasant surprise to find she sailed considerably better than I had anticipated. We set out in a 10-12 knot south-westerly breeze and a flattish sea. We unfurled full sail in minutes and were soon comfortably reaching over Christchurch’s notorious bar, making a leisurely 5-knots out to sea. She tacked through 88°-90° swiftly, as we returned to the harbour entrance and hove to impressively.
The wind (and rain) increased through the day and, had I not been putting her through her paces I might well have stayed at the inside helm station, where the view forward is good until heavily heeled to port. Both wheels gave a light but stiff feel, due to the extra linkages, although she showed no signs of weather helm – even when a 24-knot gust tried to round her up.
Off the wind her weight tells and she slows markedly, but nothing a good cruising chute or spinnaker wouldn’t overcome.
What’s she like in port and at anchor?
At some point I believe we all start looking enviously at folk with deck saloons – especially during a summer like the one we’ve experienced this year! But what stops most of us from moving over to a boat that offers a bit of protection from the elements is usually the thought of a tubby yacht, sailing nowhere fast. Well, I’m glad to say the Moody Eclipse 33 isn’t one of them.
Below decks, she offers a surprising amount of comfortable living space. The raised saloon is a real boon, giving you a fantastic all-round view of the anchorage as well as providing enough seating for four to dine in comfort or six for cosy drinks. The large deckhouse windows also make the entire saloon, galley and navigation areas bright and cheery, whatever the weather.
She also has berths for six, comprising a big vee-berth forward, a surprisingly roomy double aft and a pull-out double in the saloon if you really want to pack them in. Her galley is also well-equipped with stowage and worksurface aplenty. I’ve also seen a smaller heads compartment in a 40ft boat!
Would she suit you and your crew?
There comes a time when comfort and warmth become more important than getting out on the water regardless. Now just past 60, I am starting to feel that way. You have three choices, really – move you or the boat somewhere warm and sunny, buy a deck saloon yacht, or give up sailing completely. I don’t intend to do the latter until I can no longer climb aboard and I’ve done the boat abroad bit. So that leaves the deckhouse option, which actually has the added benefit of stretching your sailing season. You’re far more likely to go winter sailing if you can pop below and warm up between tacks and dry your oilies out using hot air from the heating system. They really do have so much going for them, I can’t understand why they aren’t more popular.
Facts and figures
Guide price £40,000-£55,000
LOA 9.91m (32ft 6in) LWL 8.54m (28ft 0in) Beam 3.40m (11ft 2in) Draught (Fin) 1.45m (4ft 9in) Draught (Bilge) 1.12m (3ft 8in) Displacement 5,910kg (13,000 lb) Ballast 1,884kg (4,154 lb) Ballast ratio 32% Sail area 51.78m2 (525sq ft) SA/D ratio 15.19 Diesel 182 litres (40 gal) Water 295 litres (65 gal) Engine 28hp Volvo 2003 Transmission Shaft drive RCD category A-Ocean Designer Bill Dixon Builder Marine Projects, Plymouth Owners Association www.moodyowners.net
Better Sailing
Bilge Keel Vs Fin Keel: Which is Better?
Keel design is constantly changing, and nowhere is this more evident than in current racing yachts. To stay upright when sailing upwind, these speedy offshore monohulls feature very sophisticated canting keels. The boats are made to be as light as possible while remaining strong enough to compete in ocean races. While cruising yachts aren’t built to compete in ocean races, there are a variety of keel designs to choose from. Traditional boats have long, deep keels that are an inherent component of the hull, making them heavier than modern designs but also more stable and seaworthy. Fin-shaped keels, which are bolted beneath the hull, are found on many modern boats. This results in yachts that are lighter, faster, and more maneuverable than deep keel designs. In this article, I will compare the bilge keel vs the fin keel types. So, if you’re interested to learn more, then keep reading!
So, what do we mean by fin keel? This is the boat’s major structural component. It is also known as the vessel’s backbone, as it runs longitudinally across the hull from bottom to top. The keel is built of robust material and runs from the stem to the stern to ensure the boat’s stability. It is usually made of metal or wood. A fin keel is a long, weighted blade that is affixed to the hull’s bottom. It is more agile, lighter, and faster than a full keel, but it is also more vulnerable. A lever is created by the increased distance between ballast and sails, which eliminates the need for a big wetted surface or additional ballast. Popular sailboats with a fin keel include the Hunter 34, the Bavaria 40, and the Catalina 30.
Fin keels are bolted to the hull and are deeper and thinner than full keels. They’re also less heavy. This significantly improves performance, making fin keels much faster in all scenarios. Fin keels, on the other hand, have a number of significant drawbacks. Fin keels are less comfortable than full keels because they allow for more heel and a less stable track. Thus, this results in less directional stability. Fin keels are also much more vulnerable than full keels, which means that when they run aground, they can break off or be damaged. Keep in mind that fin keels are greatly used by racers because they maneuver better in tight spots.
There’s another distinction on fin keels; fin keels with skeg rudder and fin keels with spade rudder. A small structural element in front of the skeg rudder protects fin keels with skeg rudders. This design is largely integrated into the hull, making it less vulnerable and providing a wonderful balance of speed and safety. The rudder on fin keels with a spade rudder is entirely exposed, and the fin is normally bolted on. Because the keel isn’t integrated into the hull, it’s more susceptible to damage and uncomfortable.
Pros and Cons of Fin Keels
A fin keel with a spade rudder is a common option nowadays. It is usually combined with light but beamy hulls with a high freeboard. Excellent speed, high pointing, and quick tacking are all benefits of a low wetted surface and a good aerofoil design. Steering is also lighter. Also, the best designs of a fin keel with a spade rudder are capable of cutting through strong seas with moderate comfort. Note that when sailing downwind, a fin keel with a spade rudder is fast, quick to surf, and might even be able to plane.
The disadvantages of a fin keel with a spade rudder are that it requires earlier reefing and it is less steady on the helm. Another disadvantage that applies when sailing downwind is that it can broach suddenly and easily and hard to control in rough conditions. Also, slamming can be caused by flat sections and in rough weather lightweight designs can be uncomfortable. They also have a strong tendency to round up when hard pressed. Moreover, when sailing downwind, this type of keel can be unstable and hard to control in rough weather conditions.
A fin keel with a skeg rudder has some minor differences to the latter type. Note that the skeg running aft protects the rudder and facilitates tracking both under sail and power. Generally, a fin keel with a skeg rudder offers better support for the rudder. There’s also less chance of damage than with a fin keel with a spade rudder. On the contrary, there’s a more wetted surface thus it makes it slower. Also, as a result of limited balancing, this can make the helm heavier.
But, what are the benefits of a well-designed single keelboat over a double keel model, then? Because it is difficult to create a twin keelboat with a truly deep draught, a moderate draught twin keel vessel may outperform a sister boat with a single keel of the same draught, the deep keel variant will always be faster. Furthermore, compared to a twin keel model, a boat with a deep single keel will have less wetted surface area and hence less drag. This is especially important in light weather when the twin keel is at a disadvantage.
Fin Keels Properties
The keel was once employed to keep the ribs together as well as to keep the stem and sternpost in place. As you may know, there are several types of keel. The most common ones include the full keel or ballast keel which is used for stability and lateral resistance. Also, the drop of sliding keel is used to prevent the boat from side slipping. In addition, the bilge keel is a common shoal-draught option and the fin keel is generally faster and lighter.
So, the fin keel is a narrow plate in the middle of the ship, situated to the keel of a boat. It is made of wood or metal and extends downwards. A fin keel’s main purpose is to produce lateral resistance and make the boat more stable. Moreover, when a boat has a fin keel, it is easier to steer. This keel is usually nearly half the length of the boat’s bottom, and it aids in reducing drag and creating less leeway. As a result, the boat may travel quicker while remaining more stable in relation to its weight.
Note that fin keels are even more efficient when paired with current sail design and materials. The fin keel is now a separate rudder, such as a skeg hung or spade, and it is the most prevalent type of keel. As aforementioned, fin keels have various drawbacks, such as poorer directional stability, for some. They’re also more difficult to design and support when it comes to hard grounding. An excellent component to compare boats on is the fin keel. When looking at boats and their characteristics on boat comparison databases you can find more information about a specific type. For instance, details about the size, material, and stability of the fin keel used on various boat models.
>>Also Read: Sailboat Keel Types
Bilge keels are planes or fins that fit externally at the bilge’s turn. Their length is normally around a third of the ship’s length. Sometimes they might be larger, but seldom surpass half of the ship’s length. Depending on the size and fullness, their depth ranges from 1 to 2 feet. If they are too shallow, their performance will be limited. Yet, if they are too deep, damage may occur while berthing alongside, drydocking, or running aground.
A bilge keel is basically a double keel with double fins that allow the boat to be beached and stand upright on its keel. Bilge keels provide twice the wetted surface, increasing comfort, and directional stability while lowering heel height. Due to improved design, modern bilge keels frequently give an adequate windward performance. When contrasted to the fin keel, the bilge keel sacrifices speed but does not necessarily give a lower overall performance. Examples of common sailboats with a bilge keel include Dufour Dynamique 62, Patagonia Patago 39, and Hunter Duette.
Bilge keels are the most common passive system, and they are installed on the vast majority of boats. They are basically plates that protrude from the bilge turn and span the middle half to two-thirds of the boat’s length. In general, they do not protrude beyond the boat’s side or keel lines so as to minimize damage. But, they must reach the boundary layer around the hull to be functional. In addition, they induce turbulence by producing a body of water to flow with the boat, dampening the motion and generating an increase in period and drop in amplitude.
Bilge keels are surprisingly common on many boats, both private and commercial because motorboats often lack stability, and this is an elegant, simple, and strong solution. The fins aren’t very wide, and they don’t protrude very far outwardly, so it’s a simple design to build and utilize. On sailboats, though, things are a little different. Because the bilge keel’s purpose is not only that of a stabilizing device, but also that of a keel, they tend to be longer, resulting in the appearance of legs of sorts.
The primary function of a bilge keel on most ships is to help dampen the rolling motion of the vessel. Other minor benefits of the bilge keel include bilge protection during grounding and greater longitudinal strength at the bilge. The bilge keel’s dampening function is tiny but effective, and it comes at no expense after boat construction. It is carefully positioned on the ship to avoid excessive drag when underway. Moreover, alternative positions of the bilge keel may be tried on the model so as to anticipate power requirements in order to obtain a minimum drag.
Pros and Cons of Bilge Keels
Bilge keels have a number of distinct benefits over full and fin keels. The fact that the boat can be beached is the most essential feature, making it a popular design in tidal areas. The use of bilge keels is particularly popular along the British coast, where fishermen keep their boats in tidal ports. Another significant benefit is that the boat may be stored on its keels, which makes dry storage and maintenance much easier.
Bilge keels are more effective for high angles of roll than for small angles of roll. Also, the reduction in rolling motion is larger for a boat moving forward than for a stationary boat. The roll energy of the ship is passed to the water particles in the region of the ship’s hull, making them passive stabilizers. Keep in mind that the installation of bilge keels is not suitable for all ships. An icebreaker, for example, requires clean hull contours so that boat will be able to steer onto the ice and collapse it.
The bilge keels have huge levers around the rolling axis, and the forces on them provide a large moment opposing the rolling, despite their size. They have the ability to reduce roll amplitude by more than a third. Their impact is often amplified by forwarding speed. Note that in still water, they are aligned with the flow of water past the hull in order to reduce drag. When the ship is rolling, the drag increases, causing the ship to slow down slightly.
Bear in mind that a sailboat with bilge keels can stand upright on flat terrain due to their length and the fact that they extend beyond the lowest point of the hull. The advantage is undeniable in this case. The ability of a boat to stand upright while aground greatly expands your options. If you prefer to spend the night on the shore, your boat can stand flat. Many keelless boats, or those with retractable keels, take advantage of this feature as well. It’s also something that makes life a lot easier for sailors, especially in low-tide locations.
So, the major advantages of bilge keels include a shallow draught and great protection when grounding. In addition, a bilge keel can dry out on a flat bottom and some designs are also able to perform better windward than long keels; similar to fin keels. On the other hand, the disadvantages of bilge keels include less speed and pointing when sailing windward. Also, when the boat is well-heeled it is possible that waves might slap under the windward keel. Lastly, it can topple over in case one keel encounters a soft ground or a hole.
Bilge Keel Properties
Keep in mind that bilge keels are a broad term that encompasses a wide range of design modifications. Bilge keels are, strictly speaking, additional to a long central keel installed near the bilge. In this case, the hull turns from the bottom to the side of the boat. These were traditionally non-structural, shallow, and lengthy, with the goal of reducing rolling. Twin keels, on the other hand, completely replace the central keel and are structurally modified to make them the principal ballast-bearing hull appendages.
There were some early twin keel designs that simply placed two shallow-draught keels on either side of the centreline. Meaning that they were situated at right angles to the waterline and parallel to the centreline. However, these boats used to sag to leeward when sailing upwind and lacked sufficient hull reinforcing at the attachment spots. So, modern keels were developed and they are now more hydrodynamically aligned. In addition, some say that they give at least as much lateral resistance as a single keel, but with more drag in theory.
Because of the additional reinforcement needed to handle loads of the ballast and drying out, a boat with two keels will be heavier. Subsequently, it will have a higher center of gravity due to the reduced draught. Modern construction, narrow-chord keels, and ballast bulbs, among other things, help to mitigate these issues.
Bilge keelboats are usually regarded to provide the advantages of short draught and the ability to dry out upright in low water at the sacrifice of performance. However, that is not the full picture. In other words, a well-designed twin-keel boat may perform better on average than some single-keel boats. It must be stated, however, that many of the early bilge keel designs were ineffective. These had very shallow keels with little to no aerofoil shaping and were attached to the boat vertically. It’s no surprise that these boats didn’t sail well, especially windward, despite having high directional stability, which has long been a desirable feature in cruising boats.
>>Also Read: Full Keel Vs Fin Keel On Sailboats
Bilge Keel VS Fin Keel – The Bottom Line
The comparison between bilge and fin keels can be a contentious subject. While it may appear that fin keels are preferred by the majority of new boat buyers, there is a sizable undercurrent of sailors who prefer boats that can take the ground. While fin keels theoretically give a deeper center of gravity, marginally less drag, and greater lateral resistance, making them better at sailing to windward, they are a recent development, and it wasn’t long ago that all sailboats were long-keeled and could dry out on legs or alongside a harbor wall. If you want a stable boat and the ability to beach your boat and don’t really care about performance then go for a bilge keel. If you opt for speed and agility go for a fin keel boat but note that these tend to be more vulnerable to damage.
I hope that this article will help you make the right decision. Good luck with your research!
Peter is the editor of Better Sailing. He has sailed for countless hours and has maintained his own boats and sailboats for years. After years of trial and error, he decided to start this website to share the knowledge.
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 "Mike Lynch yacht sinking: 4 bodies found inside Bayesian boat that sank off Sicily, 2 more remain")
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GT35. Since the heyday of bilge-keel boatbuilding in the 1970s and 1980s new boats have, on average, become larger. At the same time design has continued to progress, with the result that the bilge-keel version of the GT35, a new British built high-quality cruiser, is likely to be one of the fastest twin-keel boats you'll ever come across.
The bilge keel design allows the boat to be more stable and sail in shallow waters. The boat is also able to handle strong winds and rough seas with ease. ... In terms of performance, the Moody 346 is a fast and responsive sailboat that is easy to handle in a variety of conditions. It features a long waterline, which helps to provide excellent ...
The burgeoning market for family cruisers was growing fast after the post war dinghy boom. In a remarkably short time, Westerly sold almost 1,000 of these Rayner-designed yachts and the bilge keel revolution was well and truly on its way. ... Bilge keel yacht design evolution. As the years passed by, Thomas's twin keel designs continued to ...
Some fin keel and lift keel boats will have drying-out legs. Bilge keelers with reasonably long keels fore and aft will be stable enough fore and aft with no additional gear, but more modern twin-keelers often aim to create a tripod, between keels and a weight-bearing rudder or an additional leg. The Django 770 has an adjustable transom leg.
The bilge keel allows you to park your boat on tidal beaches. It can stand upright when onshore for maintenance, making it easier to maintain. It has a lower draft resulting in better accessibility of shallow areas. It also reduces roll, resulting in more comfort on board.
This is a fast cruiser-racer that promises rewarding and responsive sailing in an attractive overall package. Most of the ballast is encased in the bottom of the hull, which makes the keel lightweight and easy to raise or lower. ... See Choosing a yacht: bilge keels vs fin keels. For more features in the series helping you to choose the right ...
When it comes to building sturdy family cruising yachts between 20ft and 30ft (6m and 9m), Britain has a history of which it can be proud - particularly in that peculiarly British speciality of twin keels.. Mention of the traditional British bilge-keeler might once have conjured up images of boats like Macwesters and Snapdragons which, for all their solidity, roominess and longevity, could ...
Designed as Category A, the GT325 is a British built sub-10 metre yacht that can take the ground. With the added flexibility of twin keels, the yacht is an awesome coastal cruiser, with berths for up to 6, but 4 very comfortably. Many months of design and concept development have been brought to bear on this design and the result is something ...
Knowing she had bilge keels also made me doubt her performance before we even left the quay, so it was a pleasant surprise to find she sailed considerably better than I had anticipated. ... of us from moving over to a boat that offers a bit of protection from the elements is usually the thought of a tubby yacht, sailing nowhere fast. Well, I ...
For more discussion of Jeanneau cruising yachts, see: 5 Jeanneaus: Melody, Sunrise, JOD 35, Sun Odyssey. Further options A shallow fin design is by no means the only way to find a boat with shallow draught - there are a number of other options. In many cases a bilge-keel design will offer similar performance to a shoal fin model of the same ...
The most common sailboat keel types are full-length keels, fin keels, bulb keels, wing keels, bilge keels, and lifting keels. Full keels are popular among cruisers, while fin keels are generally used for racing. Bilge keels and lifting keels are typically used in tidal waters, on small fishing boats for example.
A bilge keel is basically a double keel with double fins that allow the boat to be beached and stand upright on its keel. Bilge keels provide twice the wetted surface, increasing comfort, and directional stability while lowering heel height. Due to improved design, modern bilge keels frequently give an adequate windward performance. When ...
For construction in either plywood or steel. 30' (8.98m) multi-chine flush-deck fast sailer. Three versions - Centreboard - Fin Keel - Bilge keels. Centreboard draught is 2'3" to 7'. Fin is 5'9" and bilge keeler 3'11". Headroom is 6' and there is accommodation for 5 adults. Takes outboards from 10hp and inboard engines from 15hp. These are the plans for the plywood version, click here for the ...
This is a well looked after and late built (1990) Moody 346 with the very useful option of twin bilge keels. The stand-out feature of these models is a very spacious aft cabin with double berth plus sitting space. This yacht has quite recently been re-engined with a 42 hp Sole diesel, more powerful than the original 35 hp Thornycroft.
The Bayesian, tech tycoon Mike Lynch's superyacht, was found with its keel "partially retracted" -- something sailboat design experts told The Post could have led directly to the modern craft sinking.
The yacht's mast stood 72.27 meters (237 feet) high above the designated water line, just short of the world's tallest mast which is 75.2 meters, according to Guinness World Records.
As such, stabilisation is seen as a standard fit on most modern motor yachts above 25 metres, although is far less common in sailing yachts. Whilst self-contained gyros are still used at anchor, underway the press of sails and the long keels tend to have a powerful damping motion, although some sailing yachts will still carry a fin system for ...
One man has died and six people are missing after a luxury yacht sank in freak weather conditions off the coast of Sicily. The 56m British-flagged Bayesian was carrying 22 people - 12 passengers ...
For more on twin-keelers, see: 8 of the best bilge-keel sailing yachts. Red Fox 200E. The unique Red Fox 200E. Floats in 20cm thanks to the lifting daggerboards and ballasted hull. ... For more great lifting keel options, see: 5 great lifting keel cruising yachts. Sadler 32. The Sadler 32 is an expanded, slightly less austere update to the ...
Mike Lynch yacht sinking: 4 bodies found inside Bayesian boat that sank off Sicily, 2 more remain; ... What was the position of the keel, which on a large sailboat such as the Bayesian might have been retractable, to allow it to enter shallower ports? ... "So for the vessel to sink, especially this fast, you are really looking at taking water ...
For construction in either plywood or steel. 30' (8.98m) multi-chine flush-deck fast sailer. Three versions - Centreboard - Fin Keel - Bilge keels. Centreboard draught is 2'3" to 7'. Fin is 5'9" and bilge keeler 3'11". Headroom is 6' and there is accommodation for 5 adults. Takes outboards from 10hp and inboard engines from 15hp. These are the plans for the steel version, click here for the ...
Luxury yacht Ferretti 530 was very keen to undertake in collaboration once again with AYT - Advanced Yacht Technology, Ferretti Group Engineering Division and Studio Zuccon International Project.The compact dimensions, 16 meters long and almost 5 meters wide, allow the 530 yacht to deliver grand Italian luxury and cruising immersed in such comfort until now unheard of in a yacht of this size.
World News Divers find 5 bodies during search of superyacht wreckage after it sank off Sicily, 1 still missing The Bayesian, a 184-foot British-flagged yacht, went down in a storm early Monday as ...
Here are 13 good full keel sailboats that are worth considering: Nicholson 32. Island Packet 380. Folkboat 25. Cape Dory 36. Vancouver 32. Freya 39. Wylo 2. Tradewind 33.
PORTICELLO, Sicily (AP) — Divers searching the wreck of a superyacht that sank off Sicily found the bodies of five passengers Wednesday and searched for one more as questions intensified about why the vessel sank so quickly when a nearby sailboat remained largely unscathed.. Rescue crews brought four body bags ashore into port at Porticello. Salvatore Cocina, head of the Sicily civil ...
The search continued for two more missing passengers on a yacht that sank off Sicily and questions intensified about why the vessel went down so quickly. ... "There's a lot of uncertainty as to whether it had a lifting keel and whether it might have been up," said Jean-Baptiste Souppez, a fellow of the Royal Institute of Naval Architects ...
These had efficient, deep keels with a high ballast ratio and small bulbs on the bottom of each keel to keep weight as low as possible. Combined with an efficient rig, these boats were frequently faster than larger fin keel designs, yet retained the benefit of excellent directional stability seen on early bilge keel designs in the 1960s.
A keel is a large, fin-like part of the boat that protrudes from its base. The bottom of the keel - which is the lowest part of the boat - contains a huge weight, the bulb, which keeps the boat ...
The search continued for one more missing passenger on a yacht that sank off Sicily and questions intensified about why the vessel went down so quickly when a nearby sailboat remained ... "There's a lot of uncertainty as to whether it had a lifting keel and whether it might have been up," said Jean-Baptiste Souppez, a fellow of the Royal ...
Excellent Fishing Boat- stored inside when not in lake, never used in salt water Pro-kicker motor Family sickness forces sale The 185 Explorer is big on value, built with the no nonsense fisherman in mind, its extra wide, deep, and made to tame big water. Length 18' 5" Beam 96" Side Height 34" Chine Width 72" Dead Rise 16° Bottom Thickness 0.190"