pearson 36 sailboat review

Pearson Yachts Portal

The Pearson 36 : 1972–1976

A genuine dual purpose yacht — one that offers luxurious cruising accommodations and impressive performance — is a rarity in today's yachting world...

No Compromise Here

A genuine dual purpose yacht – one that offers luxurious cruising accommodations and impressive performance – is a rarity in today's yachting world of pipe-berthed "tonners" and broad-beamed cruising auxiliaries.

Bill Shaw has created an honest, adaptable yacht in the Pearson 36. In a time when cruising boats with magnificent appointments combined with the ability to perform so often result in a compromise, there is no compromise here.

Teak trim and joinerwork abound both on deck and below. And the Pearson 36 sleeps six (seven, with optional port pilot berth).

Step aboard for a tour of this decidedly different racer/cruiser . The cockpit, with its well-placed steering pedestal, is uncluttered, efficient and safe. Port and starboard sail lokers and winch handle alcoves, plus a lazarete hatch aft, provide stowage on deck. Teak toe rails, cabintop handrails and teak cockpit coamings add a luxurious look. And the fiberglass seahood and non-skid deck surfaces are thoughtful safety and comfort features. No-nonsense deckhouse design and a wide walk-around deck provide visibility and ease of accessibility forward.

Below the waterline, the P36's proven skeg/rudder combination lets her almost steer herself, while aloft, over 600 square feed of moderate to high aspect sail area gives her the drive to win. Now step below to the warmth and roominess of luxury afloat.

At the bottom of the companionway immediately to starboard is the galley. Efficient. Complete with gimballed 2-burner stove with oven, lots of counterspace, stowage drawers below and stowage lockers above. Immediately oppostie the galley is the navigation station, with lift-up chart bable, ample electronics space, shelves outboard to port, oilskin locker aft and quarter berth.

The main cabin is the P36's entertainment center. Bulkhead-mounted table provides dining for six with leaf in position and folds away neatly for lounging or sleeping.

The main cablin features a settee/berth to port with bookcase and lockers outboard. Overhead, a translucent ventilation hatch provides plenty of air and light.

Forwward to starboard in the main cabin, a roomy hanging locker is provided for your personal gear. Opposite, the toilet room has a vanity equipped with linen stowage and a raft of locker space.

The forward cabin lets you or your guests stretch out on two full-length berths (V-filler optional) and provides stowage in a bureau to port and hanging locker starboard. A big overhead hatch allows for ventilation, light and access to the foredeck. Shelves outboard of the forward berths and anchor rode stowage in the forepeak complete this fine yacht.

But it doesn't end there. The one missing ingredient is you, your family and friends at the helm or stretched out on deck soaking up the sun on the race course or easing into some distant anchorage, the Pearson 36 is a lot of boat.

And once you've inspected the Pearson 36 for yourself and compared the price, we're sure you'll decide to... Come Sail With Us .

Pearson Yachts Inc. 1972

Put Yourself In The Cockpit of a P-36

You'll discover why an aircraft company makes world-class Pearson Yachts

It may seem like a long stretch from the cockpit of a Grumman F-14 jet fighter to the cockpit of a Pearson P-36 sloop but both have something in common.

Both are premier in their fields. Grumman in flying electronics systems; Pearson, a Grumman-owned company, in handcrafted sailing yachts for the yachtsman and his family.

Pearson yachts range from an 18' day sailer to a 53' world cruiser – and they're among the best-selling production fiberglass yachts afloat. So popular that Pearson can't produce the P-36 family cruiser/racer fast enough to meet the demand.

Pearson's success is built on dedication to quality. And Pearson quality is built on employees who have been with the company for 20 and 25 years and longer. Craftsmen with skills that only decades of building boats by hand can create.

As Pearson craftsmen lay-up their laminates of fiberglass and resin to create a hull, they follow designs that are so well-conceived some have become classics that have not exhausted public demand even after 20 years.

Climb into the cockpit of a Grumman plane and you can travel at the speed of sound. Settle into the cockpit of a Pearson yacht and sail with the wind. Either way you are experiencing the craftsmanship, obessession with quality, and dedication to doing it right that is shared by Pearson yachts and its corporate parent, Gumman.

Grumman Corp. 1970's

Specifications*

Technical Data

Pearson 36 Resources

• Pearson 36 Poster

Pearson 36 On The Web

• Pearson 36 - GoodOldBoat.com
• Three Very Different Pearson 36-1 Refits - GoodOldBoat.com
• Sailing Uma - YouTube Channel
• Pearson 36 Specifications - SailboatData.com
• Pearson-Info P36 - dan.pfeiffer.net

Pearson Yachts Brochure

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• Sailboat Guide

Pearson 36 is a 36 ′ 6 ″ / 11.1 m monohull sailboat designed by William Shaw and built by Pearson Yachts between 1972 and 1976.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. 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.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

According to the original literature, the PEARSON 36 was designed with with the “IOR 1 ton rule in mind”. An entirely new PEARSON 36 was introduced in 1985. (listed as PEARSON 36-2)

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Pearson 37 and 37-2 Used Boat Review

An island double berth in the forepeak and a pair of lounge chairs in the saloon marked the pearson 37 and 37-2 as critical benchmarks in the evolution of the performance cruiser. and that transom pass through on the 37-2 led to...the sugar scoop.

In the decade prior to its demise in 1991, Pearson Yachts was noted for building mainstream cruiser/racers of above average construction with decent sailing and cruising characteristics.

During its long history, Pearson’s boats can be divided into three fairly distinct categories. Though the company was formed in 1956, its first large successful sailboat was the Triton, in 1959. Into the mid-1960s, Pearson built solid boats, like the Vanguard, Rhodes 41, Invicta 38 and Countess 44, that were capable of offshore sailing. This was due in part to their moderately heavy displacement, full keels and all-wood interiors, which allowed bulkheads to be tabbed to the deck, as well as all furniture to the hull.

As the demand for lighter, general-purpose boats became stronger, and as Bill Shaw took over all the design work, Pearson built a lot of CCA-type full-keel sailboats, including the Pearson 33 and 39. Some were keel/centerboards. They had large mainsails, smaller foretriangles, and generous overhangs. These boats represent something of a transition between the old Rhodes, Alberg and Alden designs, and Shaw’s 1980-era designs, which make up the third category.

The Pearson 37 is one of several transitional Bill Shaw designs that stands apart from the others.

The Pearson 37 was designed to meet the IOR rule, and double as a family cruiser. It was the start of the racer-cruiser era, and the Pearson 37, launched in 1981, was a model for this period. Production totaled 42 boats and lasted only a few years. It is not to be confused with another Pearson 37 that was aimed specifically at the cruising market and manufactured from 1987-89. The re-designed hull shape of the second 37, the 37-2, is more conventional, with a greater 12′ 4″ beam, and there moderately priced examples currently on the used market. (See the accompanying Market Scans.)

“That later boat was designed specifically for the cruiser who wanted to tie up his boat in the marina at night,” said Shaw. “We built a powerboat-like interior with a double berth forward, and placed two swivel chairs in the saloon. We were on the cutting edge of what is now considered a typical sailboat interior. We also added a stepa-board transom.” The so-called “sugar scoop” was born.

The 6′ 6″ deep fin of the 1981 boat was replaced with a 4’ 8″ shoal draft keel for gunkholers, and winglets were added, which some owners say slightly improved its pointing ability.

Other cruising additions were a self-tacking jib, lazy jacks, and a mainsail with a built-in sail cover that zipped over the boom à la the Doyle Stack Pack.

Design The earlier Pearson 37 was one of 43 boats Bill Shaw designed during his 27-plus year tenure at Pearson Yachts, first as designer, later as general manager and part owner.

“I designed the boat for sailors who wanted to race their boats in IOR and PHRF fleets, then jettison the crew, pick up the wife and children, and go cruising,” he said. “The hull design was state-of-the-art, if you will, and she was furnished with a comfortable, though lightweight, interior.”

The IOR influence is evident in the pinched ends and bustle.

The boat carries plenty of sail for its intended purpose; the high-aspect mainsail measures 276 sq. ft. and the foretriangle 363 sq. ft. for a total of 639 sq. ft. This give the boat a sail area/displacement ratio of 18.7.  The spinnaker is 1,302 sq. ft.

Displacing 12,800 lbs. on a waterline of 30′ 1-1/2″, the 37’s displacement/length ratio is 195. This is not light by today’s standards, but light to moderate for its time.

The rudder is behind a small skeg and there are flaps to minimize drag. All through-hulls are flush.

Accommodations are significantly more comfortable than today’s modern race boat. The hulls are lined with spruce and hickory, cabin soles are teak and holly, and the head and master stateroom are enclosed with wooden doors. There are berths for seven, which you might fill on an overnight race, but that’s too many for cruising.

Construction In typical Pearson fashion, the early 37’s construction schedule and hardware have conservative specifications.

“Our approach was to evaluate loads and then build in a 30-percent fudge factor,” Shaw said.

The lamination schedule for the balsa-cored hull included alternating layers of mat and roving, “to provide impact resistance,” Shaw said. The deck is cored with balsa. Encapsulated plywood was substituted in areas where hardware fastens.

Though vinylester resins were not being produced at the time, Shaw says that the company had overcome blistering problems by using high quality gelcoat. However, several owners report minor blistering on their hulls.

“We noticed reoccurrences of blistering following the energy crisis of the late 1970s,” Shaw said. “Gelcoat was turning yellow, and we saw evidence of crazing. My theory is that the manufacturer was substituting ingredients in the product because of the oil crisis. We also determined that boats in northern climes that were hauled every winter were less prone to blistering, especially compared to those in the south that lived in warm, brackish water.”

The hull has an inward-oriented flange onto which the deck was laid. It was bonded with silicone, the seam was glassed on the underside of the deck, and stainless steel fasteners were bolted through the teak toerail.

In response to owner comments regarding leaky portlights, Shaw said, “We used the best materials available at the time, but silicone will eventually cause leaks.”

Wiring runs are accessible; wires are bundled and color coded, and owners report no electrical problems or failures.

Water is in two 35-gallon bladder tanks below a settee. The aluminum fuel tank holds 22-gallons.

Deck The keel-stepped mast is tapered with double spreaders. The upper, intermediate and lower shrouds are #8, #10 and #12 Navtec rod, and stays are #10 rod. There also is a babystay that fastens to a short track on deck.

Our test boat, which was commissioned in 1981, wears its age well. The gelcoat is smooth and fair, and shows few signs of crazing; the diamond nonskid was effective during rainy test conditions. Double lifelines running from bow to stern, coupled with a 2″ teak toerail and cabintop handrails, provide security when heeled.

Halyards are inside the mast, a bit unusual on boats of this vintage. They run through turning blocks attached to the mast collar to four two-speed Lewmar 42 winches mounted on deck just aft of the mast. For windward work, when tight sheeting angles are required, the jib sheets are led aft through two cars on tracks located inboard next to the cabintop. For sailing downwind, they can be re-led to tracks on the toerail. The primary winches are three-speed Lewmar 48s.

Flattener, reef lines and other sail controls are led to two-speed Lewmar 30s mounted atop the coachroof within easy reach of the trimmer; standard equipment was four stainless steel cleats that we would replace with modern rope clutches.

The boat is well ventilated by two hatches, one 26″ square over the forepeak and a second, 12″ square, over the head.

The cockpit measures 8′ 6″ and seats 6-8 adults on comfortably contoured seats. In fact, Shaw probably designed the most ergonomic cockpit seats of any designer doing production boats. The helmsman sits atop a rounded seat while under power, then moves to seats in the cockpit corners for sightlines to the telltales.

A port lazarette with a 40″-wide opening is a 6′ long, 36″ deep locker large enough to hold a deflated inflatable dinghy; otherwise, it would benefit from installation of a shelf. Stowage for two propane tanks is located to port at the transom.

Boats came with a 40″ stainless steel destroyer wheel with less than two turns lock to lock.

The mainsheet tackle is near the end of the boom and connects to a traveler on the bridgedeck. This location makes moving in and out of the cabin somewhat inconvenient, but seems best for proper sail control. The only alternative would be mid-boom sheeting to a traveler mounted on a bridge over the companionway, but this would be less convenient for the trimmer and require more purchase.

Interior Exploration of spaces belowdecks confirms that Shaw does not exaggerate the boat’s dual personality. The interior is well-lighted by portlights. Spruce and hickory line the hull and overhead. The hickory dining table stows flush against the bulkhead, which opens the area to traffic and makes way for moving through with sails for packing under the V-berth. Headroom is 6′ 3″. Several owners commented that adhesives holding interior wood panels eventually loosened.

The L-shaped galley is located to port below the companionway, which facilitates ventilation of odors and the transportation of vittles to the cockpit. It centers around a gimbaled propane stove, though many boats were retrofitted with electric ranges that either drew rave reviews (“much safer and don’t have to worry about an explosion,” one owner said) or were ridiculed.

Storage is in two large dry lockers and shelves that surround the stove. A well-insulated 33″ x 30″ icebox aft of the stove reportedly will maintain block ice for up to five days. The stainless steel sink is forward in a leg of the galley that separates it from the saloon.

Opposite the galley is the nav station with a 24″ x 36″ table that’s actually large enough to be functional; its storage area, however, is only 4″ deep.

The electrical panel is mounted outboard in a fascia that has enough room for electronics such as VHF radio, GPS, stereo and other instrumentation. To work at the chart table, one sits on the head of the quarterberth, so there is no backrest.

This quarterberth is 48″ wide at the head, 6′ 6″ long, and furnished with a reading light and shelving.

Additional sleeping accommodations are in port and starboard settees and pilot berths, which measure 26″ wide and 77″ long. The pilot berths are equipped with canvas lee cloths, and are more comfortable for sleeping than the settees.

The master stateroom in the bow is enclosed by a wooden door, and has 6′ standing headroom. The V-berth is 5′ 11″ wide at the head and 6′ 6″ long. The compartment has two hanging lockers and additional storage below the berth, which also houses the holding tank.

The head, located to starboard, measures 41″ long and 38″ wide, and is equipped with a canvas-lined clothes hamper—a nice touch. Furnishings include a stainless steel sink, a functional medicine cabinet, and linen closet behind the vanity.

Considering its racing orientation, we think the boat’s layout, accommodations, and volume of storage areas are adequate for coastal cruising.

Performance Most owners who race their Pearson 37s report that the PHRF rating is around 105-108, depending upon spinnaker size, but we found boats with ratings as low as 99. The owner of our test boat races year round in the Pacific Northwest and typically finishes among the first three boats in a fleet of 35- to 55-foot racer/cruisers. He is flying older Dacron sails, so we would anticipate significant improvements in boat speed and pointing ability if outfitted with newer sails.

We tested the boat on a raw winter day in wind speeds ranging from 12-25 knots and a 2′-3′ chop. The owner typically loads the hydraulic backstay adjuster to 2,500 pounds for sailing to weather in these conditions.

Sailing with a 130% jib and full mainsail, boat speed was 6.7 to 7.4 knots on a close reach, about a half knot slower when hard on the breeze. With properly trimmed sails the helm is well-balanced; easing the main traveler to leeward in heavy puffs dramatically reduced weather helm. We depowered the main by increasing backstay tension.

On a weather beat the boat pointed to within 30°-35° of apparent wind, and tacked through 80°-85°; it tends to go sideways when heeled more than 15°.

In the heaviest puffs we noted rudder stall when attempting to foot off. Shaw says this is the product of a design intended to meet then-current IOR design targets.

“The best solution in those conditions is to have a mainsail trimmer who can ease the sheet,” he advised.

The owner of our test boat reported speeds of 9-11 knots sailing under spinnaker, and 8.5 knots downwind with the #2 jib poled out while towing a dinghy.

The strong suit of IOR designs is sailing upwind. When reaching and running, these boats are more difficult to handle and the Pearson 37 is no exception.

Our test boat was equipped with a Universal 3-cylinder diesel rated at 23-hp. equipped with a Martec folding propeller. It motored at 6.2 knots at three-quarters throttle, backed up easily and tracked well in reverse.

Because there is no insulation under the cockpit sole, it’s noisy underway; one owner attacked the situation with heavy insulation and reportedly reduced engine noise belowdecks to 62 db.

Conclusion The overall condition of our test boat was impressive, especially considering that it lives year round on a mooring in the Pacific Northwest and is sailed hard by its original owner. Though he doesn’t spend weekends polishing the hull or varnishing the woodwork, the boat shows only the signs of wear we’d expect to see in a boat of a certain vintage.

Also impressive was its performance. The Pearson 37 rates only 15-20 seconds slower than newer, similarly sized boats, and has decent cruising amenities. We’d opt for the deep keel, if it can be sailed in your local waters.

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I would like to see more write ups on the Pearson 39-2

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Pearson 36 Boat Review

Posted by Ed Lawrence | Boat Reviews , Reviews

This 1970s family cruiser offers a fair turn of speed

Bill Shaw was a graduate of the U.S. Maritime Academy at King’s Point and a student at the Westlawn School of Yacht Design. Afterward, he worked 11 years for the prestigious firm of Sparkman & Stephens, where chief designer Al Mason gave him a key role in the development of the Nevins 40 (1954) and the Tartan 27 (1960). His move to Pearson Yachts in 1964 was the beginning of a long relationship.

Bill thrived in Grumman’s corporate environment, becoming both general manager and chief designer. His first boats were the Coaster and Wanderer (1966) and the Renegade (1967), the first Pearson with the rudder detached from the keel. Our review boat , the Pearson 36, came along five years later. It was in production from 1972 to 1976, numbering 103 units. The base price in 1975 was $29,500.

In Bill’s words, “The boat was designed as a performance-oriented cruiser also designed for the race course” in what he described (in those days) as “a world of beamy cruisers and pipe-berth ‘tonners’ ” that left buyers with the choice of going slow comfortably or less slow uncomfortably.

A Comfortable Cockpit

The result is a fast 36-footer that provides crew with comfortable accommodations in the cockpit and down below. The design features a high-aspect-ratio masthead rig that represents the shift from the CCA rule to the IOR era. A tall-rig version was available.

The overhangs are moderate, with a raked stem and fairly broad (by IOR standards) counter transom. Also typical of the IOR are narrow ends. The resulting lack of deck space at the bow is an inconvenience for those using these boats as cruisers.

The hull is nicely proportioned with an overall length of 36 feet 6¾ inches This 1970s family cruiser offers a fair turn of speed by Ed Lawrence Boat review Pearson 36 and a waterline length of 29 feet 2 inches. Sail area is 601 square feet, with only 260 square feet in the mainsail, meaning that large headsails will require some effort if they are to be trimmed tight in a stiff breeze. The sail-area-to-displacement ratio of 17 and the displacement-towaterline- length ratio of 243 are about right for a cruiser with better-than-average performance. ( Note: These numbers may have varied a bit over time, of course, but those were the original specifications. –Eds. )

So, while Bill Shaw paid his respects to the IOR, the 36 was more of a dual-purpose family boat. That was, in fact, the overall design philosophy of Pearson Yachts throughout its history.

The hull is solid fiberglass with integrally bonded bulkheads and the deck is cored with end-grain balsa. Water tanks are made of fiberglass, the fuel tank is fashioned from Monel. The external ballast is lead, and the rudder is hung on a skeg.

Wheel Location

I’d been aboard for at least 11 seconds when I noticed that the wheel is located far forward in the cockpit, a big difference from most boats. It was a welcome sight.

Most wheels are located well aft to enhance crew comfort (such as protection under the dodger), allowing the crew to work winches forward in the cockpit, and relegating the helmsman to a seat at the stern. On many boats, the mainsheet traveler is mounted on the bridge deck, so it is more or less out of the way as well. But this arrangement results in mid-boom sheeting which requires a heavier boom.

On the Pearson 36, the boom is only 12 feet 10 inches, so the mainsheet is attached to the end of the boom. The result: a mainsheet and traveler that can be managed from the helm position. It’s great for singlehanding. And whenever there is crew, the jib and spinnaker trimmers are aft, out of the helmsman’s way, an important consideration when changing course or jibing a spinnaker. A minor downside is that the mainsheet, when on centerline, interferes with companionway access.

While underway during our test sail, the cockpit proved to be large enough for six adults and a child. One can relax against the high-sided coamings and stretch out comfortably. Our review boat has old-fashioned cockpit lockers in which loads of sails and gear can be stowed. In the original manufacturer’s configuration, however, the quarter berth housing took up a lot of the starboard locker.

Accommodations

The 36’s interior is well-organized and nicely appointed. Heading below is as simple as stepping onto the top companionway step, which measures 20 by 18 inches. That dimension is noteworthy because it provides a convenient perch on which the night watch can scan the horizon without getting too wet or cold. What’s more, this step can be raised to gain access to the top of the engine.

The 11-foot 1-inch beam produces a wealth of space belowdecks coupled with the 6-foot 4-inch headroom. The saloon measures 9 feet on centerline, allowing two people to stand shoulder to- shoulder without feeling as if they’re packed in on a crowded subway ride. The galley and a settee are to starboard; to port is a nav station and second settee.

On our review boat, the table folds out of the way on the bulkhead, freeing space and allowing the settees to slide out and convert to berths. Both berths are more than 6 feet long. A pilot berth to starboard will be popular on a long passage, since sleeping amidships is like being on the pivot point of a teeter-totter. On this boat, its opposite space to port is occupied by a bookshelf and two cabinets. Some Pearson 36s have an additional pilot berth to port.

The large area devoted to the saloon unfortunately subtracts space from the forward cabin. The V-berth is long enough and wide enough for a couple, but with the door is closed there’s precious little room for dressing.

The navigation station sports a 25- by 30-inch chart table, just right for folded NOAA charts.

The L-shaped galley in our review boat is fitted with an Adler-Barbour 12-volt ColdMachine refrigerator and two-burner Optimus stove/oven. However, Bill Shaw sneakily threw a curveball when he placed a cupboard door under the sink, giving the impression of accessible storage space there. In fact, the door provides access to the fuel and water filters on the starboard side of the engine, though only a gnome will be comfortable working on that side of the engine.

The 11-foot beam makes for a spacious saloon with pull-out settee, a large table, and pilot berth to starboard centrally located for sleeping when the boat is underway. The settee berths are more than 6 feet long. The table folds up against the main bulkhead. The galley is aft in the starboard quarter. The top companionway step makes a good seat for keeping watch on a cold night.

Also of note is the wet locker to port of the companionway. Although small, it is vented to the engine compartment so wet things will dry.

The head is a small compartment crammed with a toilet, a vanity with a small sink, and a shower.

Pearson 36 Performance

The first thing I noticed during a test sail on Puget Sound was that the Pearson 36 motors at 7 knots with the diesel turning at 1,800 rpm — pretty snappy performance. Theoretical hull speed is 7.29 knots. The original engine was a 30-hp gasoline Atomic 4 .

With a full-battened mainsail and an aging genoa, our test boat sailed to weather in 9 to 11 knots of breeze making 6.5 to 7.6 knots, impressive performance for a cruising sailboat. She covered the bottom at about the same speed when we eased sheets and sailed on a broad reach. She’s a tad on the tender side, but once heeled to 20 degrees she buried her shoulder and forged ahead.

Replacing the three-bladed prop with a folding prop should add at least half a knot.

The Pearson 36 carries a PHRF rating of between 135 and 158, depending on the fleet. Rating for the largest fleet, on Narragansett Bay, is 141. For comparison, a Ranger One Ton and an Irwin Competition 37 of the same year rate 120 and 123 respectively.

When shopping for a Pearson 36, be advised that Pearson built a number of 36-foot sailboats before it disappeared from the scene. The first of the 36s is very different from those that followed. The original 36s were built between 1972 and 1976. The next boat, the Pearson 36-2, was in production from 1985 to 1990. (This one is shown on the cover.) Other variants, all designed by Bill Shaw over the years, are the popular Pearson 365 (a ketch), the Person 367 (a cutter), and the Pearson 36 Pilot House. All of these 36-footers are well-loved and actively sought after sailboats.

What I can say for certain is that the Pearson 36 is a well-built, moderate interpretation of the IOR that still looks good and sails well today.

About The Author

Ed Lawrence

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PEARSON 36-2 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of PEARSON 36-2. Built by Pearson Yachts and designed by William Shaw, the boat was first built in 1985. It has a hull type of Fin w/spade rudder and LOA is 11.13. Its sail area/displacement ratio 17.56. Its auxiliary power tank, manufactured by Yanmar, runs on Diesel.

PEARSON 36-2 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about PEARSON 36-2 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the pearson 36-2.

PEARSON 36-2 was designed by William Shaw.

Who builds PEARSON 36-2?

PEARSON 36-2 is built by Pearson Yachts.

When was PEARSON 36-2 first built?

PEARSON 36-2 was first built in 1985.

How long is PEARSON 36-2?

PEARSON 36-2 is 9.02 m in length.

What is mast height on PEARSON 36-2?

PEARSON 36-2 has a mast height of 12.5 m.

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Pearson 35 vs islander 36

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Hello all just wanted some advice or opinions on 2 sailboats. One is a Pearson 35 the other an Islander 36. They are the same price, same year, same condition and about the same equipment. The question is which one is the better boat. Any input would be greatly appreciated!! Thank you in advance!!  

Maybe these reviews will help: A simple internet search revealed several good reviews on both boats. (It wasn't hard, I just googled "Islander 36 boat review" and "Pearson 35 boat review"). These reviews are balanced objective boat reviews by accepted experts, boat surveyors, sailing magazine editors, and such. ISLANDER 36 Islander 36 - Boating World Islander 36 Review Islander 36 Review - boats.com Islander 36: A Cruising Sailboat for All Time « www.yachtworld.com www.yachtworld.com PEARSON 35 BoatUS - Boat Reviews - Pearson 35 https://www.practical-sailor.com/reviews/boatreview/pearson_35-1226-1.html The Pearson 35 Sailboat : Bluewaterboats.org Perry Design Review: Pearson 35 - boats.com  

Which is a better boat, depends on for what purpose you intend to use her. Day sailing, coastal cruising, offshore, Cape Horn, zombie apocalypse?  

To travel all over the caribbean and maybe someday the Atlantic!  

The Pearson  

First of all, there are two different boats that get loosely referred to as an "Islander 36". The first is an Alan Gurney design and the second is the Islander Freeport 36 which was designed by Bob Perry. I am not sure which one you are asking about. To distinguish the two I will refer to the Bob Perry design as a Freeport. If I had to chose between the Islander 36 and the Pearson 35 as a boat to explore the Caribbean and cross an ocean, I would probably pick the Islander 36 over the Pearson 35. The Islander sails better, would have a nicer motion, and was better built than the Pearson. The Islander has a keel stepped mast. The Islander has a nice cockpit design, and often has a tiller which is a big advantage. The Islander has a lighter helm so they are less tiring on their crew and use less electricity when they are on the autopilot. These have always struck me as a nice design for that era. The Islander 36 does have a few disadvantages relative to the Pearson. The biggest is that the Islander is much deeper draft than the Pearson with the centerboard in the up position. That difference in draft is very significant in places like south Florida, and some portions of the ICW, but less significant in most other areas. The Islander 36 also does not have a bridge deck so the companionway slides would need to be altered for offshore. There are other trade off's. The Islander 36 does not carry as much water as the Pearson (that is if the Pearson was ordered with the optional larger water tank), but the Islander has a considerably larger fuel tanks. It probably would be possible to add water tankage to the Islander pretty cheaply if you were making a long passage. The Freeport is a different animal than either of the other two. The Freeport is a much heavier- roomier boat. They make great liveaboards. They have a really nice galley, lots of natural light, a very livable interior layout with the vee berth, (but I am not a fan of Pullman berths especially for distance sailing). They are very 'shippy' looking and sail quite well for their weight. If you were only going to the Caribbean I would think you could add storm shutters for the portlights and a better way to seal the companionway when offshore, and this would be a good boat. But from my perspective, I would not want a Freeport for your planned trip. This is not a boat that would sail as well in light air, and they are not as ideally configured for heavy air either. Its like this, in order to get all that tankage, these boats became quite heavy. As a boat gets heavier, it needs more sail area making physically more work to to sail. And as a boat needs more sail area, it needs more stability to carry that sail area. The Freeport 36 weighs in at a whopping 3500 lbs more than the Islander 36 but only has 400 lbs more ballast carried in a shallower draft keel suggesting considerably less stability relative to its drag. There are other factors which might give the Freeport more stability than that might suggest, but basically it would seem likely that the Freeport would need to get reefed a lot sooner than the Islander 36 and would need larger headsails for lighter winds and a sail change way sooner once wind speeds began to build. Jeff  

Well there you go, SailforLife, it sounds like you'd better cancel that survey on the Pearson and find a way out of that deal and start over with the Islander.  

Hard to beat the Perry design. I had his 28 Islander for 8 years Guerney also built a great boat The Islander  

Read that the ones prior to 1976 have haul issues. Blistering problems or something is does this sound accurate to you ? Read that apparently the changed the material after 76.  

seabeau said: Practical Sailor had a good review in its February 2016 issue. Overall the 36 was rated as a fast and comfortable vessel, with its relatively light construction limiting it to coastal cruising. Main cons were, no bridge deck, poor ventilation, original ports and toe rails tendency to leak, small mainsail and small scuppers. Click to expand...

What I really think is that you should keep looking as it doesn't appear that either of these 2 boat "speaks" to you.  

In the book Twenty Affordable Sailboats To Take You AnywhereNov 15, 2006 by Gregg Nestor and John Vigor he says about the Pearson 35: The boat can handle tough conditions without any undo concern; however, the size of the boats cockpit is a serious consideration for blue-water cruising. My question is what does he mean by this line,(however, the size of the boats cockpit is a serious consideration for blue-water cruising.) Does that line mean that the large cockpit is good or bad for blue water sailing?  

sailforlife said: In the book Twenty Affordable Sailboats To Take You AnywhereNov 15, 2006 by Gregg Nestor and John Vigor he says about the Pearson 35: The boat can handle tough conditions without any undo concern; however, the size of the boats cockpit is a serious consideration for blue-water cruising. My question is what does he mean by this line,(however, the size of the boats cockpit is a serious consideration for blue-water cruising.) Does that line mean that the large cockpit is good or bad for blue water sailing? Click to expand...

It means in old school book talk that the cockpit will hold a lot of water  

Ok so basically if you are taking it blue water is best to make bigger draining holes before going?  

You can certainly add additional cockpit drains if you deem it wise. Given that I cruise the Southeast Coast of the US and have to transit thru some of the most unforgiven coastal inlets, I added additional cockpit drains that exit above the waterline at the stern with an exterior ball scupper valve to protect the drain hose from a following sea. I cannot count the times my cockpit foot well(I sail a boat designed in 1884) has been repeatedly filled by a following sea in one single transit. You would think I sailed a submarine.  

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