hughes 31 sailboat review

Review of Hughes 31

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season. And outside the sailing season, just bottom cleaning and perhaps anti-fouling painting once a year - a few hours of work, that's all.

The boat equipped with a masthead rig. The advantage of a masthead rig is its simplicity and the fact that a given sail area - compared with a fractional rig - can be carried lower and thus with less heeling moment.

The Hughes 31 is equipped with a fin keel. A boat with a fin keel is more manoeuvrable but has less directional stability than a similar boat with a full keel.

The boat can enter most marinas as the draft is just about 1.52 - 1.62 meter (4.99 - 5.29 ft) dependent on the load. See immersion rate below.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Hughes 31 is 1.85, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 6.6 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Hughes 31 is about 144 kg/cm, alternatively 810 lbs/inch. Meaning: if you load 144 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 810 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 25m 2 (269 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Hughes 31 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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• Sailboat Guide

Hughes Boat Works

Hughes Boat Works was founded by brothers, Howard and Peter Hughes and first located at Willowdale, Ontario, Canada, (near Toronto) where they built small dinghies. In 1965 the company moved to Scarborough, Ontario, and from 1965 to 1967 they built the HUGHES 24 (using tooling purchased from Tanzer Industries Ltd.), the HUGHES 27 (designed by Howard Hughes), and the HUGHES 38 (Sparkman & Stevens design #1903). In 1968 the company moved to Centralia, Ontario. The HUGHES 22, 25, and 29 (designed by Howard Hughes) went into production in 1968, as did the HUGHES 38 and HUGHES 48 (designed by Sparkman & Stevens in conjunction with Hughes). In 1969 the company was sold to US Steel. Both Hughes brothers stayed with the company until 1971. The name of the company was changed to Northstar Yachts Ltd. The Northstar line of sailboats were built to plans commissioned by Hughes Boat Works, most drawn by Sparkman and Stevens. From 1971 to 1974 the company built the NORTHSTAR 22, NORTHSTAR 500(S&S design #2135 ), NORTHSTAR 1000 (S&S design #2098-C6), NORTHSTAR 1500 (S&S design #2166), NORTHSTAR 38, and NORTHSTAR 80/20 (S&S design #2134). The 24 ft NS727 and the 30 ft N900 (both designed by Bruce Farr) were introduced in 1973. In 1977 Howard Hughes purchased Northstar Yachts and changed the name to Hughes Boatworks Inc. The NORTHSTAR 600 was modified and named the HUGHES 26. A new model called the HUGHES 27 was introduced. The NORTHSTAR 1000 was stretched (by extending the stern) and fattened and renamed the H31. The NORTHSTAR 1500 was renamed the HUGHES 35, the NORTHSTAR 38 was fitted with a new interior design and called the HUGHES 38-2, and the NORTHSTAR 80/20 was renamed the H40. A variant of the HORTHSTAR 35 was built by Coronado Yachts and called the CORONADO 36. In 1979 Hughes purchased Columbia Yachts and began building Columbia boats in Canada at the Huron Park factory under the name Hughes-Columbia. New models called the HUGHES-COLUMBIA 36, 8.3, 8.7 (motor sailer), 10.7, 11.8, 42, 48 (formerly SEAFARER 48) were introduced, while at the same time production of the HUGHES 26, 31, 35, 38, 40 (ketch) continued. All models were available fully finished or in kit form. In 1980 Hughes went into receivership and the factory was closed. Hughes sold Columbia Yachts to Aura Yachts, which was also based in Huron Park. Aura built their own versions of HUGHES 35, 40, COLUMBIA 7.6, 8.7 and 10.7 under the AURA name. A version of the HUGHES 35/AURA H35 was also built by South Hants Engineering in Great Britain (called the S.H.E. 36). South Hants Engineering may have also built some North Star 1500 variants, as the S.H.E. 1500. In 1986 Hughes bought his company back once again. (Orangeville, Ontario). A model called the HUGHES 41 was built (or at least advertised) during this period. A fire destroyed the factory in 1991, and no Hughes boats (or Columbia’s) have been built since that time. Hughes Boat Works Ltd. was the largest sailboat manufacturer in Canada for several years.

Associations

• Quarter Ton Class
• Half Ton Class
• Hughes 38 Site
• Hughes 29 Site
• Howard Hughes
• Sparkman & Stephens
• William H. Tripp Jr.
• William Shaw

29 sailboats built by Hughes Boat Works

Columbia 8.7

Columbia 8.3

Hinckley 38

North Star 1500/35

Hughes 38-2

North star 48.

Hughes 38-3

North Star 1000

North Star 80/20

Hughes 38-1

Hughes-Columbia 36

North Star 500

Hughes-columbia 27.

North Star 22

Hughes North Star 38

PJ-30 1/2 Ton

North Star 600

Columbia 7.6

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• Thread starter R & R
• Start date Apr 14, 2008
• Forums for All Owners
• Ask All Sailors

Buying a used Hughes sailboat or a Catalina Looking to buy our first boat. We are considering a 1981 Hughes 31' or a l981 Hughes Columbia 29'. We have also been looking at Catalina 30'. The Catalina has more room inside than the Hughes. Wondering if you have any comments about either of the sailboats. Basically we would like some feedback or opinions from some Hughes owners.  

Bad Obsession

Can't comment on the Hughes But the Catalina is a very able boat. It is nice inside and sails well. The company is still in business and that means that parts are easy to aquire. There are a lot more of the around (most popluar 30 footer made). There is a good reason behind ths. I have had mine for two years and I love the boat. It has seen some nasty weather and gone through it just fine. I would say that you should look at both boats, write a list of positives and negatives for both boats, and buy the boat that fits your wants the best  

Thanks So you are happy with your Catalina. What about the Catalina smile -- we are hearing so much about that. Is it fixable or does it matter. We looked at 2 boat in Michigan - one smile was smaller than the other. The Hughes, I believe is Canadian made so I am sure there aren't too many in the States. Just trying to find out more about them.  

We had a visit from a friend the other night and we were talking about boat construction. Up until about 1960 most boats were built of wood to traditional shapes and amenities were added as they could be made to fit. The shapes were proven designs that sailed well and survived the sea well. From the early 1960's thru the mid 1970's the builders translated this to fiberglass. After that the builder started to build the amenities and fit the boats around the interior. I believe that a boater should buy the hull shape and style that will serve his needs and then find one that has the amenities that he would like to have.  

Hugh McCully

Try The Yahoo Group There is a Yahoo group for the Hughes 31.5. Group activity is up and down, but there are a group of owners there from whom you might get feedback. Worth a try.Some 31.5s were factory built, some were sold as DIY projects. Some are diesel, some are not. Generally, they are sturdily built.  

Rich (P303)

You should... look at Pearsons too. I don't think I ever herd of Hughes... even in Yacht World. I will have to look them up.Good time to buy a boat... take your time and look at many.  

sailortonyb Allied Mis

I had a Catalina 30 We lived aboard and coastal cruised it regularly. I loved my Catalina 30. We had the tall rig with the fin keel. It is a fun boat to sail, and that can not be said about a lot of other boats.In addition to what Bad Obsession said, the Catalina Owners website is very active and the factory is very helpful even with older boats. Mine was a 1984;I think that Catalina is the best built production boat.IMHOTony B  

Hughes Fatty Goodlander does a monthly column for Cruising World while he lives aboard sailing everywhere. He has a Hughes 38 and the fact he has done many offshore miles speaks for the boat. That makes me suspect that the Hughes line of boats are probably all pretty solid boats and are worth seriously looking into.  

Hughes Boats Were Well Built.. Hughes boat were very well built but current condition matters more than original build quality in many, many instances..Hughes began life as a small Canadian organization started in the mid to late 60's. The original owner, Howard Hughes, not to be confused with the rich one sold Huges to U.S. Steel during the sailboat boom of the 70's the name was changed from Hughes to Hughes/Northstar. Many, if not all, of the Hughes/Northstar boats were designed by Sparkman and Stevens including the 31. They were well built boats for their day and have stood the test of time well. many have been used for extended cruising and the construction lends itself well to holding up under those conditions. Bulkheads are glassed/tabbed to the hull and are not free floating like they are on a Catalina. Overall they are decent boats with quality similar to that of early Tartans. Keep in mind that Hughes boats were mostly designed as racer/cruisers, for their day, and S&S designed them to IOR specs so they can be squirmy down wind. Though the skeg hung rudder helps alleviates this somewhat.US Steel later sold the company again and I don't know who built them after US Steel/ Hughes/Northstar but I think it may have been called Hughes Boat Company.One of the Hughes 38's, they built a couple of different models of the 38, actually shared the same S&S designed hull with the Hinckley Competition 38 and Hinckley actually had Hughes lay up some of their hulls due to the quality of work coming out of Hughes (after US Steel)..I don't know much about the Hughes 31 other than to say it was probably well put together and the teak interior joinery will be far better than that of a Catalina. They have a stern quarter berth instead of a double and a skeg hung rudder which is a nice feature. Most that I've seen have mid boom sheeting..As for future re-sale the Catalina 30 may do better as it is the MOST POPULAR cruising boat ever built and one many people choose as their first "big boat". the Catalina also has a FAR better owners association as the Hughes owners assoc. is mostly no-existent. As Catalina's go the C-30 owners group is somewhat lacking when compared to the Catalina 34 & Catalina 36 groups (both of which are perhaps the best in the entire industry) but it's still better than most!All things being equal you MUST buy CONDITION first. Condition & maintenance is the single most important factor in boat buying and future re-sale, which WILL happen at some point. You'll have far more Catalina's to choose from, than Hughes, for condition, but if you buy a Catalina buy the cleanest & best maintained one you can possibly find. There are literally thousands of JUNK Catalina 30's out there clogging up the used boat market. Crappy ones are a dime a dozen and take FOREVER to sell DO NOT BUY A FIXER UPPER. Clean, well maintained boats in the top 10% of the market, condition wise, sell FAST so have your check book ready. DO NOT BUY A CLUNKER AND THINK YOU WILL SAVE MONEY FIXING IT UP! It won't happen...As always:1) Please register and fill out a profile including sailing waters so we can answer your questions with better and more thorough information.2) Include as much information in a questions as you can such as; ...A) How you will use the boat coastal or blue water cruising. ...B) Your experience....C) How many people you'll sail with....D) What is your budget.Hope this helps..!  

Very nice... go for the Sparkman and Stevens 31'. I wish I had looked at them.Very Nice.  

Catalina Smile I can't speak for the Hughes, but, as far as the Catalina smile, this is really a cosmetic issue involving the keel joint. I know Cat 30 owners who just leave it there season after season, and I know some that try fairing it out, either way, it does not comprimise the structural integrity of the boat. I do agree with the others though, the Catalina 30 was and still is hugely popular, but for that age of a boat, you need to be careful and get a survey done. Good luck, and fair winds...  

blisters Our first boat was a 1982 Catalina 30. We really enjoyed it, but there is one thing to keep in consideration: Catalinas built in the 1980s are prone to having osmotic blisters. Ours had a lot of them. The boat was relatively inexpensive, and it was also very easy to sell so I have no regrets, but it is just one thing to be aware of. (I think in the early '90s Catalina changed something in their formula or methods and later model Catalinas are not as prone to blistering.)  

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• Sailboat Reviews

The Allmand Sail 31

This 1970's era cruiser is beloved for its roomy, tri-cabin interior, but it does not sail close to the wind and the shoal keel makes excessive leeway..

During the hey day of fiberglass sailboat production in the 1970s, there were seemingly more small builders than today. Alas, the industry recession of the mid-and late 1980s wiped them out. But the boats they build still exist. One of interest is the Allmand 31, built by Allmand Boats, Inc. of Hialeah, Florida. The company also sold the Allmand 23 and Allmand 35.

Allmand was foremost a builder of power boats, dating to at least 1965. Most were inboard-powered between 28 and 34 feet, though they also built smaller open and cuddy cabin boats for outboards and sterndrives. Like a handful of other powerboat builders, the energy crunch of the 1970s and the “greening of America” prompted Allmand to try its hand at sailboats. And like those other builders, the result of its efforts was a somewhat unorthodox looking boat. The Allmand 31 isn’t as misshapen as Bayliner’s Buccaneers, but it’s not what you would call a classic. The super graphic letter “A” (for Allmand) on the aft topsides didn’t seem to integrate well with the rest of the boat, but fortunately that was later discontinued.

The Allmand 31 first appears in the BUC Research Used Boat Price Guide in 1979, the same year it was featured in SAIL magazine’s annual directory. Production ceased about 1985, according to BUC Research, the same year it went out of business. Curiously, BUC shows that Allmand built only sailboats the last several years of its existence.

An old brochure lists Walter Scott and T.R. Allmand as the designers of the 31. The design is quite conservative in most respects, though a notable exception is its wide 11′ 4″ beam and long 27′ 8″ waterline, which account for the generous room below. Most owners surveyed indicated its interior spaciousness as the principal reason they bought the Allmand 31.

The hull has a conventional vertical transom that looks larger than it really is due to the tan cockpit coaming across the stern. The bow has a pleasing rake to it with a slight concave curve which suggests the inten­ tions of a clipper bow that was wisely left on the drawing room floor. The sheer is fairly flat and contemporary.

The coach roof has a small step in it for added headroom (6′ 4″) in the main cabin. This dates the design somewhat, though it can be a hand­ some detail. One disadvantage, how­ ever, is the problem of leading lines such as halyards from the base of the mast aft to the cockpit.

The combination of two overhead hatches, large fixed portlights and smaller opening portlights, of which seven were standard, provide good ventilation and light. As an option, one could pay for additional opening portlights-up to 11 in all.

Underwater, the Allmand 31 has a long, shoal cruising fin and rudder mounted on a partial skeg. The shoal ?keel draws just 3′ 10″, which makes the boat well suited to Florida Bay and Bahamas cruising, for which, one may presume, she was intended. While the problems associated with centerboards are eliminated, banging of the board in the trunk, broken pennant, barnacles obstructing the trunk, etc.) there is a definite tradeoff in terms of upwind sailing performance.

The Allmand 31 displaces 11,100 lbs. or l2,850 lbs. depending on which brochure you believe, giving it a displacement/length (D/L) ratio of 230 or 259. (The brochure indicating the heavier displacement also lists length waterline or LWL as 27′ 11″ and draft as 4′ 0”.)

Two sail areas are listen in one brochure—471 sq. ft. for the “Cruising Model” and 485 sq. ft. for the “Racing/Cruising Model.” The extra 14 sq. ft. came from having a 2′ taller mast. Lead instead of iron ballast was used for the Racing/Cruising Model, which should make it stiffer. The sail area/displacement (SA/D) ratios for the two are 15.2 and 15.6, somewhat low numbers. The shoal keel precludes a large rig that might jeopardize stability.

Speaking of stability, the boat derives much of its form stability from its wide beam. Excessive heeling, which could happen with a taller rig, would probably result in poor handling characteristics.

In any case, these relatively low SA/D ratios suggest a fairly slow boat, a conclusion supported by the boat’s owners.

Construction

Our files do not tell a great deal about how the boat was constructed, so we will assume that the hull is solid fiberglass and the deck cored with balsa. A full-length fiberglass pan was molded to incorporate the cabin sole and berths, then, while the hull was still in the mold, “resin bonded and fiberglassed into the hull.” Teak-faced plywood covers up most traces of the pan. It does not appear that an overhead liner was used in the main cabin; rather the raw fiberglass was spray painted. This never looks particularly smooth, but a real benefit of not using an overhead liner is that the bulkheads may be tabbed with fiberglass to the underside of the deck.

The hull deck joint is strong and should be leakproof. Resin was laid into the joint before lowering the deck onto the hull, then stainless fasteners (one suspects screws) were drilled in, and then the entire inside of the joint fiberglassed over. It would require a Sawz-all to cut the deck off the hull. Hopefully, such radical surgery will never be necessary!

As noted above, ballast was either iron or lead, the latter being preferable in terms of its specific gravity and resistance to corrosion. It can be difficult keeping paint on an iron keel. One should expect to have to take it down to bare metal every so many years, clean, prime and repaint.

Upper and double lower shrouds are led to 1-1/2″ wide by 1/4″ thick stainless steel chainplates that pass through the deck (right next to the cabin trunk) and are anchored to structural members behind the settees. As such, they are exposed inside, which isn’t all bad, as stainless survives longest when exposed to the air. The downside is that one might occasionally find them in the way when stowing things on the shelves behind the set­ tees. On deck, there are raised bosses where the chainplates enter the deck, and these should help keep water out.

The mast is stepped on deck. A stainless steel compression post sits on the ballast. The owner of a 1981 model, who was dismasted due to what he said was a faulty Merriman turnbuckle, recommended “beefing up the mast step and compression post top.” He also suggested heavier standing rigging, but admitted it was “only because of our mishap.”

Underwater through-hulls are fitted with bronze sea cocks, which are part of an electrical grounding system, along with the rudderstock and drive shaft.

We received no reports of hull blishters, though a few owners noted gelcoat flaws on deck.

Early boats, had contrasting non-skid colors, such as blue, on the otherwise white deck. Later, a beige color was available for the entire deck, that to our eye at least, looks better.

Early 31s have the so-called tri-cabin layout, with a 6 4 V-berth forward, 6 U-shaped settee-dinette and single settee amidships, and an aft cabin on the prt side, which is enclosed by a door and features a hungingin locker. The berth measures 6 6 x 4 6. The builder thougthlfuylly made a fold-away top to the bulkhead at the forward end of the aft cabin that provides ventilation nd keeps the cabin from imparting claustrophobia. Close it when youre cold and want to cuddle; otherwise wed leave it open, if for no other reason tan to help prvent mildew.

A limited number of Allmand Sail 31/II models were built without the aft cabin enclosure. The brochure states, the basic difference is that the main cabin is wide open. Many bulkheads and doors have been eliminated. It is a boat designed for a young couple or small family. Teak trim is minimal (and so is maintenance). Tiller steering is standard. Price of the 31/II was dropped about $5,000.

The galley is to starboard of the companionway ladder. It is not large, but includes the basics – sink, gimbaled stoae, 8-cubi-foot icebook, pressure water and storage compartments outboartd and behind the sink.

There is no nav station, so chart work will take place on the dinette table, wihich folds out to seat up to seven.

As Allmand 31 owners know, there is a lot of room below. Berths for seven is unusual in a boat this size, but the Allmand does it without appearing to have crammed them in.

Performance

The PHRF ratings for the Allmand 31, in fleets around the country, rnage from 168 to 210, with an average of 192. This puts it on a part with the full-keel Allied Seabreeze 35, faster than the Alberg 30 and Bayfield 30 at 222, and much slower than a Beneteau 305 at about 150. But then max speed isn’t what this boatr is about.

Nevertheleadd, owners report that off the wind she does quite well, owing in part to its long waterline. One woner recommends using a MPS (multi-purpose spinnaker) for improved performance.

Upwind is another matter. Shoal draft and wide beam hurts upwind performance, especially in choppy water, said the owner os a 1979 model on the Alabam Gulf Coast.

A strong suit of the 31 is its tremendous form stability. Cannot get gunwale under, said more than one woner. Shell heel only so far and then stop. Just one owner said hed ever had the rail under, and that in 30 knots of sind and rough seas. Most said theyd tried but couldnt.

Handling, too, is extolled by owners. Balanced easily, light weather helm, said the owners of a 1980 model in Indiana.

The most common auxiliary was a 16-hp. M20 Universal diesel. Owners rate its reliability as above average and accessibility as average to below average. (So what else is new on a sailboat?) A few owenrs with 21-hp. Ecati engines complained about parts availability. An owner of a Renault 16D said his engine has benn very reliable.

One owner said his creusing speed is 5+ knots, but the theoretical hull speed I aoubt 7 knots… if you can find the power to push the load. Sixteen horses for six tons isn’t a lot.

Maneuverability under power is good. Lilke a lot of boats, however, getting the boat to go where you want in reverse takes some practice. One owner said h can drive a slalom course in reverse, but no one else agreed with him.

We were somewhat surpised, and impressed by the number of people living aboard the Allmand 31. For her size, she certainly does offer much space below and in the cockpit (one owner said shell easily sit six or seven in the T-shaped cockpit).

The wide beam gives her a good deal of initial stability, though this is not the kind of hull form that you want to capsize as inverse stability will be greater than on a narrower boat (and one with a deeper keel). Still, level sailing is always appreciated. And the long waterline helps deliver speed in wont of a bigger rig. Some say the 31 will tack through 84 true, others as much as 90 or 100. Either way, this is probably acceptable to many when the tradeoff is a comfy crusiing boat.

Owners rate construction as above average.

According to the BUC Research Used Boat Price Guide, used Allman Sail 31 prices range from about $20,000 to $25,000. We checked Soudnings for additional listings and found two Allmand 31s for sale, a 1983 for $19,900, with the 16-hp. Universla diesel, and another of unspecified vintage for $29,500.

For comparison, the same column of boats included a 1985 Island Packet 31 for $59,500, several 1979 Bombay Clippers between $22,000 and $28,900, a 1983 Cal 31 for $33,900 and a 1986 Hunter 31 for $33,500.

We wont say that the Allmand is better built than these other 31-footers, but it is certainly not the worst either.

It is safe to say that if bought in the low $20s, the Allamnd 31 would represent a good value. When looking for explanations for its low price, one is tempted to blame the stigma of a sailboat built by a powerboat company, that real sailors wouldnt consider such a boat. While we have serious reservations about some sailboats by powerboat companies, the Allmand 31 doesn’t appear to deserve that rap. Just ask one of her many owners.

RELATED ARTICLES MORE FROM AUTHOR

I have a little problem with a 1982 31ft Allmand I just purchased. Put in a new cutlass last week and noticed the shaft is not centered in the throughhull. The service yard said the engine mounts need to be replaced or adjusted. I see no way of getting to that area. Any suggestions. By the way, the .engine is a refit jammed in pretty tight.

Congratulations Christopher on your Allmand. I bought mine 3 years ago. Its a 1981 31ft tri cabin. I replaced the top rudder shelf, and a few more bits and bobs but cant help you with your cutlass. Im sure the forums will have something.. Happy sailing! sherry

My first boat as a retiree was a 1984 Allmand 31. Loved it. My wife could push and pull it around docks and pylons. of course, I needed another 3-4 feet (don’t we all) so I now have a 35′ Catalina. I still miss my Allmand.

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Beam:  12'    Draft:  6'     Beam:  13.25'    Draft:  4.67'     Beam:  13.25'    Draft:  4.68'     Beam:  13'    Draft:  5'     Beam:  10'    Draft:  5'     Beam:  9'    Draft:  4'     Beam:  9'    Draft:  4'     Beam:  10'    Draft:  4.6'     Beam:  9.5'    Draft:  5.3'     Beam:  10'    Draft:  4'8'     Beam:  11'    Draft:  4.5'     Beam:  9'8'    Draft:  5'2'     Beam:  9.4'    Draft:  4.4'     Beam:  10.4'    Draft:  5.8'     Beam:  9.67'    Draft:  5'     Beam:  10''    Draft:  5''     Beam:  9'    Draft:  5.2'     Beam:  10.04'    Draft:  5.10'     Beam:  10'    Draft:  4'8"'     Beam:  9.6'    Draft:  4'     Beam:  9.67'    Draft:  5'2'''     Beam:  9'    Draft:  4.25'     Beam:  7'-6'    Draft:  3' © 2001-2024 ./)   . . ./)   . . : 186 Types of Sailboats Parts of a Sailboat Cruising Boats Small Sailboats Design Basics Sailboats under 30' Sailboats 30'-35 Sailboats 35'-40' Sailboats 40'-45' Sailboats 45'-50' Sailboats 50'-55' Sailboats over 55' Masts & Spars Knots, Bends & Hitches The 12v Energy Equation Electronics & Instrumentation Build Your Own Boat Buying a Used Boat Choosing Accessories Living on a Boat Cruising Offshore Sailing in the Caribbean Anchoring Skills Sailing Authors & Their Writings Mary's Journal Nautical Terms Cruising Sailboats for Sale List your Boat for Sale Here! Used Sailing Equipment for Sale Sell Your Unwanted Gear Sailing eBooks: Download them here! Your Sailboats Your Sailing Stories Your Fishing Stories Advertising What's New? Chartering a Sailboat Cruising Yachts 40' to 45' The Hughes 40 Sailboat Specs & Key Performance Indicators The Hughes 40, a staysail ketch, was designed by Sparkman & Stephens and built in Canada by Hughes Boatworks. Published Specification for the Hughes 40 Underwater Profile:  Fin keel with skeg-hung rudder Hull Material:  GRP Length Overall:  41'6" (13.3m Waterline Length:  31'6"  ( 9.7m) Beam:  13'4" (4.1m) Draft:  5'0" (1.5m) Rig Type:  Staysail ketch Displacement:  24,000lb (10,886kg) Designer:  Sparkman & Stephens Builder:  Hughes Boatworks (Canada) Year First Built:  1975 Design Ratios The Sail Area/Displacement Ratio , calculated by dividing the sail area by the vessel's displacement, predicts the sailboat's speed potential. A higher ratio suggests a speedier ship. The Hughes 40, with its modest rating (16.8), suggests a balanced design that does not compromise stability for speed, making it ideal for cruising. The Ballast/Displacement Ratio (38.5%) for the Hughes 40 underscores its durability and stiffness under harsh sea conditions. With a high ratio, the Hughes 40 offers increased stability, an essential trait for a cruising sailboat. The strength of this sailboat not only holds up to the challenges of the sea but also offers a comforting sense of security for seafarers. The Displacement/Length Ratio (246) of the Hughes 40 provides insights into its seaworthiness. A lower ratio indicates a lightweight and agile vessel, while a higher ratio signifies a heavy cruiser more suited for long, open water journeys. The Hughes 40 hits a sweet spot, offering an excellent compromise between weight and performance. The Comfort Ratio estimates the motion comfort of the boat under various sea conditions, giving potential buyers an idea of how smooth or rough the sailboat's ride will be. The Hughes 40 features a high Comfort Ratio of 34, implying a smooth ride even in rough waves, an asset on long voyages where fatigue from constant motion can set in. The Capsize Screening Formula of the Hughes 40 deserves mentioning, considering it to be a significant factor determining a sailboat's seaworthiness. This figure (1.7) suggests that the Hughes 40 is relatively resistant to capsizing, ensuring peace of mind for its users. The all-important design ratios; what they mean and how they're derived... The interior layout and design of the Hughes 40 sailboat focuses on practicality and efficiency for extended voyages. Here's a general description of the amenities it typically offers: Salon : The main salon features a spacious sitting area with comfortable sitting arrangments, which can also convert into additional berths for sleeping. This area generally accommodates a fold-down table for group meals, navigation tables, or card games. Galley : The galley, or kitchen, is typically designed for the economy of movement, with a stove, oven, sink, and storage for food and cooking equipment. Some models also feature a fridge and a microwave. Cabins : Hughes 40 usually offers two cabins – one forward and one aft. Both cabins usually have a double berth and are equipped with storage areas and hanging lockers. Head : The Hughes 40 offers a single marine toilet or 'head', sometimes with a separate shower area. The space is compact but designed to be easy to clean and maintain. Cockpit : On deck, there’s a large cockpit for navigation and outdoor living. It's designed for comfort and safety for both coastal and offshore expeditions. Remember, each Hughes 40 sailboat might be different, as owners often modify their boats to fit their needs. These are general features and your actual layout and amenities may vary. Alternatives & Options Toward the later production years of the Hughes 40, some different versions and modifications were introduced to meet diverse sailors' preferences and requirements. However, details on these variants may not always be clear due to the customizations done by owners over the years. Hughes 40 Pilothouse : Some versions of the Hughes 40 were produced with a pilothouse layout, providing an enclosed steering station. Pilothouse boats are popular among cruisers as they combine the security of an inside steering station with the visibility of outdoor navigation. Interior Modifications : While the traditional Hughes 40 has a two-cabin layout, some versions might have come with a single-cabin layout that provides more open space in the salon area. Rigging Variations : There are some versions of Hughes 40 with cutter rigs, which involve a second, smaller headsail for more sailing versatility, particularly in harsh weather conditions. Keep in mind that each Hughes boat is unique, regardless of the model, thanks to the company's tradition of encouraging owners to customize their boats to suit personal needs and ambitions. Therefore, it is always recommended to inspect a prospective Hughes 40 carefully to assess modifications and confirm the boat's current condition. The Competition The Hughes 40 is a stable and sturdy cruiser, built for long-distance voyages. However, other sailboats in its class also have unique characteristics that make them suitable for specific sailing conditions. Let's compare it with a couple of other similarly sized sailboats. 1. Hughes 40 vs. Catalina 400 Speed : Hughes 40, with its sleek design and large sail area, tends to be faster in the right conditions. Meanwhile, the Catalina 400 is also fast but it's more reliable at moderate wind speeds. Comfort : The Catalina 400 has a more spacious interior, making it more suitable for extended periods of cruising. Durability : Hughes 40 is recognized for its robust build, designed to withstand tough weather conditions. 2. Hughes 40 vs. Beneteau 40 Performance : The Beneteau 40 has a reputation for being more maneuverable due to its fin keel with spade rudder. Hughes 40, however, is known for its cruising stability, especially in high winds. Comfort : Once again, the Hughes 40 may be outclassed by the Beneteau 40, which offers a more luxurious interior and better facilities. Maintenance : Owners often find the Hughes 40 easier and more affordable to maintain over the long term, due to its simpler design and durable construction. Take note that each of these sailing yachts has its pros and cons, so the best choice depends on your personal needs, preferences, and sailing conditions. For instance, if you value interior comfort and luxury over everything else, then the Catalina 400 or Beneteau 40 might be more appealing. Conversely, if you are planning long voyages and want a sea-worthy vessel that can withstand harsh weather, the Hughes 40 would be more suitable. Possible issues... Common issues and complaints about Hughes 40 sailboats are not widely documented due to the boat's robust and reliable construction. However, no boat is without its quirks and potential concerns. Here are some common issues that some Hughes 40 owners might express: Aging Systems : Given the Hughes 40s were built during the 1970s, many of the original boats will require updating of electrical wiring, plumbing, and onboard electronics. This effort can be time-consuming and may bring unanticipated expenses. Interior Space : While the Hughes 40 is well-known for its sailing performance and seaworthiness, some might find the interior living space to be relatively compact, particularly when compared to more modern cruising yachts in the same size bracket. Availability of Spare Parts : Due to the age of these boats and the closure of Hughes Boat Works, finding exact replacement parts can sometimes be a challenge. Deck Leaks : Like many used boats, older models may have issues with deck leaks. Potential buyers should bear this in mind during inspection and budget for any necessary repairs. Heavy Steering : Some owners have noted that the Hughes 40 can be noticeably heavy on the helm in certain wind conditions. This can make short-handed sailing more challenging. Variability in Maintenance and Condition : The Hughes 40 is a vintage boat, and the condition of individual boats on the market can vary widely, depending on how well previous owners have preserved and updated them. Keep in mind, these issues will not apply to all Hughes 40 boats, and many owners have found them to be dependable and enjoyable cruising yachts. As with all used boat purchases, thorough research and careful inspection are key before making a decision. The Secondhand Market Considering the availability of Hughes 40 for sale in the secondhand market, while not overflowing, there's a decent selection available for prospective buyers. This offers an opportunity for many sailing enthusiasts to own this magnificent sailboat, often at a fraction of the price of a brand-new one. The asking prices for secondhand Hughes 40 sailboats vary considerably, depending on the condition, age, location, and included equipment. However, generally, these boats are priced competitively when compared to other sailboats in the same class, making them an affordable choice for many. We found several used Hughes 40 sailboats listed for sale online at prices ranging from $50,000 to $100,000. I wrote this article using GPT-4, OpenAI’s large-scale language-generation model, as a research assistant to develop source material. I wrote the final draft in its entirety and believe it to be accurate to the best of my knowledge. Dick McClary, creator and owner of sailboat-cruising.com Recent Articles Pearson 33 for sale Sep 04, 24 03:29 PM Apla 42 Sailboat Specs & Key Performance Indicators Aug 30, 24 02:51 AM Ovni 445 Sailboat Specs & Key Performance Indicators Aug 29, 24 03:44 AM Here's where to: Find  Used Sailboats for Sale... Find Used Sailing Gear for Sale... List your Sailboat for Sale... List your Used Sailing Gear... Our eBooks... A few of our Most Popular Pages... Copyright © 2024  Dick McClary  Sailboat-Cruising.com Forum Listing Marketplace Advanced Search About The Boat Boat Review Forum SailNet is a forum community dedicated to Sailing enthusiasts. Come join the discussion about sailing, modifications, classifieds, troubleshooting, repairs, reviews, maintenance, and more! Hughes 26 Pros and cons Add to quote Can anyone tell me their impression of a Hughes 26 (early 1980''s vintage). I''m interested in whatever pros and cons you can tell me about. Do you have any comments on the saildrive? How easy/difficult is it to remove it? Bob   The Hughes 26 started life as the S&S designed Northstar 500. I actually owned a 500 for a while. The 500 was an IOR race boat and as such was a good boat in its day. Its day came and went quite quickly when boats like the J-24 came along. These newer boats were much faster and easier to sail. The 26 had a retooled deck, keel and interior. They weighted a far amount more than the lighter 500. The 500''s were quite weight sensitive so I suspect that the 26 would not have as nice sailing characteristics as the 500''s. Hughes built a solid boat that was well detailed. As to the saildrive, I believe these the OMC units and they were not too great once they got some age on them. OMC apparently just went out of business. Taking a sail drive out of the boat is not extremely difficult but it is not a walk in the park either. You need to remove the engine, lower unit, fuel tank and filler. There will be a rather large hole in the boat that will need to be repaired. The general rule of thumb is to grind out a large enough area to get good adhesion. The rule of thumb is that the taper should be 8 to 1 (in other words if you hull is 1/2" thick the taper on each side would be 4 inches. (This taper is often quoted as small as 4:1 and as large as 12:1) The build up glass and epoxy until you have filled the hole to the surface. Fair the patch and apply a barrier coat of epoxy. You then have to remove and repair the hole for the controls or adapt them to an outboard. Then you need to beef up the transom to take the thrust of an outboard and build a sealed fuel tank locker. Then you need to bolt on an outboard motor bracket and if it is electric start run new primary cables to the outboard. So like I said, its not that hard but its certainly a bigger task than I would prefer doing if I had a choice. Jeff   ?             176.2K members Top Contributors this Month Visit our Popular Forums Monohull Sailboats Multihull Sailboats Powered Boats General Sailing Antares Yachts Fountaine Pajot Lagoon Catamarans Cruising Business Boat Classifieds General Classifieds Crew Positions Commercial Posts Vendor Spotlight Life Aboard a Boat Provisioning: Food & Drink Families, Kids, & Pets Afloat Recreation, Entertainment, & Fun Boat Ownership & Making a Living Liveaboard's Forum Seamanship, Navigation & Boat Handling Seamanship & Boat Handling Training, Licensing, & Certification Health, Safety, & Related Gear Rules of the Road, Regulations, & Red Tape Engineering & Systems Const. / Maint. / Refit Product / Service Reviews Electronics: Comms / AV Electrical: Batts / Gen / Solar Lithium Power Systems Engines & Propulsion Propellers & Drive Systems Plumbing / Fixtures Deck Hdw: Rigging / Sails Aux. Equipment & Dinghy Anchoring & Mooring Photo Categories Member Galleries Life Onboard Sailing in the Wind Power Boats Cruising Destinations Maint. & Boat Building Marine Life Scuba Diving & Divers General Photos Recent Photos Listing Categories African Cats view more » Crew Wanted Crew Available Enhance Your Account Meet the Mods Meet the Advisors Signup for The Daily Cruiser Email   > > Please support our sponsors and let them know you heard about their products on Cruisers Forums. 01-03-2012, 08:41   Boat: Morgan 461 40, an oldish Sparkman & Stephens design that was built in starting in the early 70s. Other than the tumultuous of the company and generally well-appreciated construction practices, I can't find much information on the itself. Here's what I'm wondering: - Is the cored? I think not, but can't confirm it. - Does the rig have both masts stepped? Or is the mizzen stepped? - What are the typical problems one should expect to see on this model? And another question more generic to the rig: when unstepping the masts, which should go down first? I assume the order should be reversed for stepping them. If there are any Hughes 40 owners around here, I would love to hear about how well she , particularly the ketch rig. Any other thoughts or opinions from experienced owners will be appreciated. Thanks! 08-03-2012, 09:25   Boat: 1987 Hughes H40 Ketch during construction at the factory. PM me and I can send you some of the original specs if you like. cored? I think not, but can't confirm it. Hull is SOLID Glass and fairly thick below the waterline and cored above waterline. is a mix of cored and solid. On later models, Hughes also them with factory applied sealer. stepped? Or is the mizzen deck stepped? Mizzen is deck stepped (Most Ketch Rigs seem to be) Here are a few specific to this model (any older boat could have many other potential issues ) hull portion that sees a lot of stress on the joint and can trap in the area. There is also a keel bolt that could be potentially at risk so you do need to keep an eye on this area. and assoc ( i.e. fill, vents, outlets etc) are all inaccessible and below the . floor was built either too level or even pitched incorrectly -- so does not drain well and you end up with standing water most of the time. (this item was only discovered AFTER we had the boat for awhile). Can be mitigated by adding addition drains in the forward and but there is no room in the aft to add a second floor drain. Mizzen comes down first - goes up last , particularly the ketch rig. Any other thoughts or opinions from experienced owners will be appreciated. Overall we love the boat - I love the below ( am 6'1 and can stand up in both heads, and in all cabins, galley) -- love the safe deep cockpit with factory hard -- but hate the very low passthru to the aft . Nav station is also cramped for me but OK for my wife. We actually prefer the ketch rig, and many times only sail her with just the head sail and mizzen. She is heavy and very stable in rough seas - no "pounding" like you get with so many modern flatter hull designs. She does have a very and as such does not point particularly well - and with the main up in a stiff she tends to get pushed off the desired track. I think some models have a deeper but most have the -- at least all the ones I had seen . We keep her up in the and do a lot of motorsailing and love that she has (65HP) -- important with the tides and currents there. There are a few original design choices or features that bug me, others that bug my wife -- btw -- my wife is the real sailor,while I am the mate, , and slave. As with any older boat you will likely find many PO mods and upgrades. She wanted an Amel Sharkie, however for me it lacked the required , and a long enough bunk in the aft ( and a second head) ... Keep in mind that Hughes was also a large RV producer, and a lot of the original fit ( , , plumbing) was RV style and not quality -- if a PO has not upgraded, you will want/need to - a decent will highlight all the but may not on the . Interior layout and features changed over the years -- what year are you looking at and what is your intended use? Cheers , Jim 08-03-2012, 18:45   Boat: Sandpiper 565, Tanzer 22, Corbin 39 08-03-2012, 19:12   Boat: Benford 38 Fantail Cruiser were in various stages of completion with several sold as bare hull and deck mouldings, then finished with varying degrees of expertise. Take a very hard look at the structure supporting the main as I have seen everthing from severly corroded (pull apart by hand) I-beams to loose blocks of rotten holding up the step. Otherwise the structures were quite sound other than the usual soft decks you'll find on most makes of this vintage. 08-03-2012, 19:53   Boat: 1987 Hughes H40 Ketch as I have seen everthing from severly corroded (pull apart by hand) I-beams to loose blocks of rotten holding up the step. Otherwise the structures were quite sound other than the usual soft decks you'll find on most makes of this vintage. 09-03-2012, 02:50   Boat: Benford 38 Fantail Cruiser finished by who knows who ? 10-03-2012, 18:32   Boat: Morgan 461 10-03-2012, 19:37   Boat: csy 37 we looked at a 70's vintage hughes 40. we thought the build quality was poor. the cockpit lockers were actually delaminating. i never knew that some were owner built so maybe that explains it... 14-03-2012, 09:34   Boat: Sandpiper 565, Tanzer 22, Corbin 39 14-03-2012, 10:22   Boat: Morgan 461 ? 14-03-2012, 10:26   Boat: 1987 Hughes H40 Ketch 16-03-2012, 17:38   Boat: Sandpiper 565, Tanzer 22, Corbin 39 ? 05-12-2013, 18:01   Boat: 1988 Huges 40 . I this. Mine was sealed with and glass but the slight movement or shifting created a crack; each time the boat was hauled out, it drained a slight amount of water. This was disturbed me. Another at my marina in noted cracks in the fairing along the horizontal (top) joint of the keel and the hull. I did not want either. I stripped the hull, dried it for six months and put a barrier on it. During that time I removed all the fairing and exposed the entire keel-hull joint. When dry, I filled in the air space at the vertical joint, then sealed the entire hull to keel joint with Gluvit and fiberglass tape. Gluvit has some give to it, although you would not think so to touch it. Then I refaired the joints, used more Gluvit on the outside (on top of the fairing where the joints were) of all keel hull joints, then 7 coats of barrier coat. The barrier (Interlux) held up well over the Gluvit. That was six years ago and no cracks or or blistered, for which I am grateful, as the , cost and yard prices were hard. 06-12-2013, 05:39   Boat: (Cruiser Living On Dirt) 06-12-2013, 13:27   Boat: 1987 Hughes H40 Ketch and other maint - we'll see how she looks this time. The top joint looked very good when we purchased the boat -- just the rear joint seem at issue with ours. The PO hauled every year (from Montreal) and the boat saw constant freeze/thaw cycles -- so any water left in a small crack might be more of an issue then. --Jim Thread Tools Rate This Thread : Posting Rules post new threads post replies post attachments edit your posts is are code is are are are Similar Threads Thread Thread Starter Forum Replies Last Post For Sale: sailorman14 Classifieds Archive 9 10-03-2012 17:05 BoxsterDude Monohull Sailboats 21 03-03-2012 17:23 Leopard 40: sailor1026 Leopard Catamarans, Robertson & Caine 5 03-03-2012 14:32 Brian-B Multihull Sailboats 0 03-03-2012 09:13 RobinCruise Monohull Sailboats 2 03-03-2012 09:03 No Threads to Display. - - - - - - - Privacy Guaranteed - your email is never shared with anyone, opt out any time. 190 IMAGES 1981 Hughes 31 Sail Boat For Sale HUGHES 31 HUGHES 31 1980 Hughes 31, Whitby Canada SOLD Hughes 31 on Salt Spring Island 1980 Hughes 31 sailboat for sale in Outside United States VIDEO Delos Explores the Tuamotu Archipelago, Part 2- Sailing SV Delos Ep. 9 S2 11.0C Sailboat Sailboat Rhythm Breezes Beneteau Oceanis 31 preview by Yachting Monthly This Sailboat is READY to SAIL ANYWHERE / Right Now! Amazing boat fits in a box COMMENTS Looked at a 1981 Hughes 31' This Weekend Looked at a 1981 Hughes 31' This Weekend. Spent saturday morning looking at a 1981 Sparkman and Stephens designed 31' Hughes. This was the first sailboat I've looked at to purchase so I have nothing really to compare it with (purchase-wise). Minor water damage in the cabin due to a chainplate leaking, forward hatch leaks as well. HUGHES 31 A boat with a BN of 1.6 or greater is a boat that will be reefed often in offshore cruising. Derek Harvey, "Multihulls for Cruising and Racing", International Marine, Camden, Maine, 1991, states that a BN of 1 is generally accepted as the dividing line between so-called slow and fast multihulls. Hughes 31 The side decks are easy to get around and going forward to the small foredeck area is painless. The Hughes 31 has a built-in anchor locker, that is large enough to hold two anchors and a small bow roller. The halyards are all lead aft to coach house winches and it is an easy boat to get underway from the cockpit. Hughes 31 The Hughes 31 is a Canadian sailboat that was designed by Sparkman & Stephens as a cruiser and first built in 1979. It is a version of Sparkman & Stephens's design number 2098. The Hughes ... In a 1999 review in Canadian Yachting Pat Sturgeon wrote, "I always describe the Hughes 31 as a boat that gives "good bang for the buck" and the main ... Review of Hughes 31 The Hughes 31 is equipped with a fin keel. The fin keel is the most common keel and provides splendid manoeuvrability. The downside is that it has less directional stability than a long keel. The boat can enter most marinas as the draft is just about 1.52 - 1.62 meter (4.99 - 5.29 ft) dependent on the load. See immersion rate below. Hughes 31 The higher a boat's D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more. Formula. D/L = (D ÷ 2240) ÷ (0.01 x LWL)³ D: Displacement of the boat in pounds. LWL: Waterline length in feet 1980 Hughes 31 Boat: Jon Sayer 1-off 46 ft fract rig sloop strip plank in W Red Cedar. Posts: 21,387 Re: 1980 Hughes 31 - Integrated Fin or Bolt On. Mistasea, re the Hughes 31: Please read the review linked by Gord May upthread... carefully! There are several serious issues discussed, ... Hughes 31 The Hughes 31 is a 31.0ft masthead sloop designed by Sparkman & Stephens and built in fiberglass by Hughes Boat Works since 1979. The Hughes 31 is a moderate weight sailboat which is slightly under powered. It is stable / stiff and has a good righting capability if capsized. It is best suited as a coastal cruiser. Hughes Boat Works 1976 • 7.6 m. Sailboat. Hughes 25. 1968 • 7.7 m. Hughes Boat Works was founded by brothers, Howard and Peter Hughes and first located at Willowdale, Ontario, Canada, (near Toronto) where they built small dinghies. In 1965 the company moved to Scarborough, Ontario, and from 1965 to 1967 they built the HUGHES 24 (using tooling purchased from ... 1980 Hughes 31 Location: Channel Islands, CA. Boat: 1962 Columbia 29 MK 1 #37. Posts: 14,509. Images: 66. Re: 1980 Hughes 31 - Integrated Fin or Bolt On. BTW I think the Yankee 30 was also the predecessor of the H31 and that had a bolt on keel. Those S&S Yankees were tough little boats too. Any advice Buying a used Hughes sailboat or a Catalina \u000BLooking to buy our first boat. We are considering a 1981 Hughes 31' or a l981 Hughes Columbia 29'. We have also been looking at Catalina 30'. The Catalina has more room inside than the Hughes. Wondering if you have any comments about either of the... Hughes Boat Works Hughes Boat Works was founded by brothers, Howard and Peter Hughes and first located at Willowdale, Ontario, Canada, (near Toronto) where they built small dinghies. In 1965 the company moved to Scarborough, Ontario, and from 1965 to 1967 they built the HUGHES 24 (using tooling purchased from Tanzer Industries Ltd.), the HUGHES 27 (designed by Howard Hughes), and the HUGHES 38 (Sparkman ... Hughes Sailboats Unknown member. #2 · Jul 11, 2001. I owned a Hughes quarter tonner back in the 1970''s and I am reasonably familiar with Hughes as a company. Hughes was a small Canadian boat builder started in the 1960''s. They originally produced a line of boat designed by founder Howard Hughes (not that Howard Hughes) Later they were bought by US Steel and ... Opinions on the Hughes Columbia 35 R. relmason. 5 posts · Joined 2010. #2 · Jun 6, 2010. I just bought a 1979 10.7 from a fellow who has sailed and owned numerous boats for much of his 75 years and though my personal experience is very limited so far, he stated that this boat pointed very well and rode rough seas quite comfortably having singled-handed it from the Keys to ... The Allmand Sail 31 Allmand 31 Cabin Design. The Allmand 31 displaces 11,100 lbs. or l2,850 lbs. depending on which brochure you believe, giving it a displacement/length (D/L) ratio of 230 or 259. (The brochure indicating the heavier displacement also lists length waterline or LWL as 27′ 11″ and draft as 4′ 0".) Hughes boats for sale Some of the best-known Hughes models currently listed include: 34 Trimaran, 38 MKIII, 40, 40-46 Tri and Northstar 1500. Various Hughes models are currently offered for sale by specialized yacht brokers, dealers and brokerages on YachtWorld, with listings ranging from 1975 year models up to 2019. Find Hughes boats for sale in your area & across ... Hughes sailboats for sale by owner. Hughes preowned sailboats for sale by owner. Hughes used sailboats for sale by owner. Home. Register & Post. View All Sailboats. Search. Avoid Fraud. ... 31' Mariner Ketch - Major Restoration & Repower - New Rigging & Sails Tenants Harbor Maine, Maine Asking $45,000. 42' Beneteau 42 First 1981 Hughes Columbia 11.8 Justin Thompson states that the Columbia 11.8 is model 391 (originally model 381). Base Price first five hulls $77,440 3/79. C-11.8 literature available. Jim Mickel came up with the following information from Mauch's guide, Vol III: The COLUMBIA 11.8 is sloop rigged, deep draft, full keel or shoal draft full keel with centerboard, and skeg rudder. Hughes 31 Sail area: 400 sq. ft. (37.16 m²) Motor: gasoline or diesel Headroom: standing Berths: 5 to 6 Rating : 186 Price range: $21,000 to $26,000. The Hughes 31 has the appearance that many people would have expected of modern sailing yachts from the late 1970s, and it offers a lot of boat for the price it usually commands on the used market. The Hughes 40 Sailboat The Hughes 40 is a stable and sturdy cruiser, built for long-distance voyages. However, other sailboats in its class also have unique characteristics that make them suitable for specific sailing conditions. Let's compare it with a couple of other similarly sized sailboats. 1. Hughes 40 vs. Catalina 400. Hughes 31 The Hughes 31 is a 31.0ft masthead sloop designed by Sparkman & Stephens and built in fiberglass by Hughes Boat Works since 1979. The Hughes 31 is a moderate weight sailboat which is slightly under powered. It is stable / stiff and has a good righting capability if capsized. It is best suited as a coastal cruiser. This boat has a reasonable ... Hughes 26 Pros and cons The Hughes 26 started life as the S&S designed Northstar 500. I actually owned a 500 for a while. The 500 was an IOR race boat and as such was a good boat in its day. Its day came and went quite quickly when boats like the J-24 came along. These newer boats were much faster and easier to sail. The 26 had a retooled deck, keel and interior. Hughes 40 Hi all, I'm researching the Hughes 40, an oldish Sparkman & Stephens design that was built in Canada starting in the early 70s. Other than the tumultuous history of the Hughes company and generally well-appreciated construction practices, I can't find much information on the boat itself. Here's what I'm wondering: - Is the hull cored? I think not, but can't confirm it. catamaran gulet motorboat powerboat riverboat sailboat trimaran yacht