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1976 Western Pacific Yacht Rafiki 37
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1976 Western Pacific Yacht Rafiki 37 boat for sale
Listing broker.
Nicholas Scruton
Yacht Broker - Victoria, BC
Cell: 250-896-1531
Cherry Hill
Cherry Hill embodies beauty in simplicity. This Rafiki 37 cutter seamlessly combines elegant design with practical functionality, ensuring both aesthetic appeal and ease of use. From its well-crafted teak interior and versatile cutter rig to its secure deck layout and spacious cabin, Cherry Hill offers a harmonious blend of form and function, making it an ideal choice for offshore cruising.
Designed by Stan Huntington as an offshore cruiser with three primary objectives: simplicity, seaworthiness, and beauty. Inspired by Colin Archer’s hardworking Norwegian double-enders, Cherry Hill features a stout, weatherly hull that can endure the wildest North Sea conditions. This heavy displacement hull is paired with a versatile cutter rig and classic lines, ensuring both performance and aesthetic appeal. With its robust design, Cherry Hill requires nothing more than good provisioning before setting off on a cruising adventure.
Cherry Hill has been meticulously upgraded and maintained by her proud owners, who have invested in improvements from keel to mast. These upgrades include a fresh paint job that rejuvenates her appearance, new sails that enhance her performance under sail, and new batteries to ensure reliable power on board.
Additionally, significant attention has been given to her rigging, with a new mast and rigging installed to optimize safety and performance. To further enhance her sailing capabilities, the bottom paint has been stripped and replaced with new epoxy and antifouling coatings, ensuring maximum efficiency and protection against marine growth.
Please contact us today for more information or to arrange a viewing.
Specifications
The cabin is accessed through a compact companionway and showcases solid teak throughout, highlighting the high level of craftsmanship. With generous headroom ranging from 6’5” to 6’8” and a full 11’8” beam, the interior is spacious and offers plenty of useful storage.
The galley, located to port, is well-equipped with a freezer and refrigerator, a diesel stove and oven, ample storage, stainless steel double sinks, and hot and cold pressured water as well as a foot pump. To starboard, there is a large navigation table and a sleeping berth in the stern. The forward U-shaped dinette can be converted into a double berth. Additionally, there is a single berth to starboard with a pull-out foam insert to create a large single berth.
Forward of the main cabin, to port, is the head, which includes a sink, shower, and hot and cold water. To starboard, there are hanging lockers and drawers that extend into the forward double berth cabin. Designed for long journeys, the cabin offers plenty of accessible and logically placed storage throughout .
- Galley is welcoming, secure and compact
- Dickenson Diesel stove and oven
- Stainless steel sinks
- Cold water foot pump
- Fridge Freezer runs off 12V compressor
- Storage for cookware under sinks
Navigation Station:
- Full-size nav table with drawer storage to starboard
- Double cupboard beneath
- Standard Horizon chart plotter
- Standard Horizon VHF Radio
- Quarter berth aft of the navigation station for a guest or sail storage
Centre Cabin:
- U- shaped dinette to port converts to a double berth
- Settee berth to starboard extends out 14” with lee cloth
- Bookshelves, louvered cupboards and storage under bunks
Forward Cabin:
- Head with stainless steel sink
- Pressure fed hot and cold running water to sink and shower
- Medicine cabinet
- Toilet with holding tank, through deck and through hull abilities
- Hanging lockers to starboard,
- Forepeak has double berth
- Multiple hanging lockers
- Reading lamp and overhead light
- Access to chain locker with additional storage
Superstructure, Deck and Hull
Hand-laid fiberglass was used on the hull and deck of the 37′ Rafiki, incorporating Airex and balsa cores to ensure maximum stiffness, strength, and insulation. The fiberglass layup employed is typically found in vessels twenty feet longer, indicating the exceptional solidity of the hull. Furthermore, the hull and deck are bonded together to form an enormously strong T-beam, ensuring superior durability and structural integrity.
The deck of the 37′ Rafiki features wide-laid teak, complemented by high double lifelines, ensuring secure and safe movement forward. The tiller steering, which leads to a transom-hung rudder, is both simple and dependable, providing the sailor with greater ‘feel’ and control of the boat.
Sails and Sailing
The cutter rig is known for its simplicity and versatility, offering various sail combinations that help maintain a balanced sail plan in diverse weather conditions. One of the key advantages of a cutter rig is its compact mast combined with two smaller headsails, which collectively contribute to a lower center of gravity. This design feature significantly reduces the heeling angle of the boat, allowing it to sail more upright. The benefits of this setup include a decreased risk of capsizing and easier handling when weather conditions change. This makes the cutter rig an excellent choice for sailors seeking stability and maneuverability.
- Main: Full Battens and 3 Reef Points (2 set up for slab reefing)
- Genoa: 3 Genoas, 100%, 110%, 135%
- Storm Trysail: 1
- Staysail: 1 on Self tacking boom with 1 reef point
- Cruising Spinnaker: 1
- Spinnaker/Whisker Pole: 12 foot extends to 20 feet
- Primary: Barlow 28 ST (2)
- Cabin Top: Barlow 30 ST (2)
- Main Halyard: Barlow 30 ST (1) – On Mast
- Barrlow 10 – On Boom
Sheet Clutches:
- Lewmar (8) on cabin Top
- All control lines are led to the cockpit including:
- Reef 1; reef 2; Pole Downhaul; Vang; Staysail Sheet; Staysail Halyard.
Ground Tackle, Heat and Miscellaneous
- Anchor: Rocna 20kg
- Chain: 7/16” x 180’ of chain
- Nillson H700 Electric anchor winch
- Dickenson diesel stove
- 120 Volt Hot water heater for hot water when on shore power.
- Custom Solid Dodger with windows
- Hatch covers for winter
- Main Sail cover and lazy jacks
- Staysail cover
- Full Winter Cover
- Extensive maintenance records
- House 12V – 1 8D Battery 240 amp hr
- Engine 12V- 1 4D start Battery 1000CCA
Bilge Pumps:
- Centrifugal in bilge 1″ diameter 12V DC always live to batteries
- Diaphragm 1″ large with pickup to bilge hand-pump
- Centrifugal 12V in shower sump
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- Sailboat Guide
1976 Catalina 22
- Description
Seller's Description
This is the perfect boat for someone looking to learn to sail or get back to sailing. This 22 ft 1976 Catalina has a swing keel and pop top making for functional use above and below the water line. It comes complete with working mainsail, hank-on jib, anchor, mast step up guide, and pop-top camping cover. This boat also comes with the original trailer for the sailboat with working trailer lights. Also, a Mercury 9.9 engine is included with the boat. A new jib and mainsail halyard kit (brand new from Catalina Direct) is included with purchase.
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)
The CATALINA 22 is one of the most popular sailboats ever in anything close to this size,. 15,000 boats sold (2009) It has been built in different plants around the world..(Known in Australia as the BOOMAROO 22.) (A fixed keel version introduced in the early 1970’s)
A ‘New Design’ was introduced in 1986 (featuring an opt. winged keel), and MARK II in 1995.
The CATALINA 22 SPORT was released in 2003. (Originally called the CAPRI 22 swing keel.) From a new “fairer” mold though the hull design is the same as the original CATALINA 22. Thanks to former Catalina dealer Joe Rose and a number of others for providing additional information.
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- Sailboat Reviews
Used Sailboats from the 1970s: Practical Sailor Puts Plastic Classics Under the Microscope
Pearson 30, tartan 30, and catalina 30 stand out in colorful field of groovy fiberglass boats..
The fiberglass revolution in boats really hit its stride in the 1970s. Builders experimented, learned, and improved construction processes during the 1960s, so by the early 1970s, there were a lot of big- time builders pumping out a lot of good boats. In the East was Pearson Yachts; in the Midwest was Tartan Marine; in the South, Hunter Marine and Irwin; in Canada, C&C Yachts flourished; and out West were Jensen Marine (Cal), Ericson, and Columbia Yachts, to name just a few of them.
Narrowing The Field
In selecting a handful of 30-footers for review, we figured why review a boat no one can find? So we browsed online listings for plentiful boats. We also consulted our own files for old brochures, lines drawings, and owner comments, as well as past reviews of each model.
While there were at least several dozen 30-footers built in the U.S. during the hippy-dippy days of Woodstock, The Smothers Brothers, and Watergate, the most enduring are those built by the major builders—all-around family boats sometimes called racer/cruisers or cruiser/racers. Whatever you call them, they are fun to sail and have sufficient accommodations for a family to live aboard for a week’s vacation.
The facing table shows the nine models we settled on for preliminary discussion: Tartan 30, Pearson 30, Catalina 30, Hunter 30, Irwin Competition 30, Newport 30, Cal 2-30, O’Day 30, and C&C 30. For various reasons, a number of interesting 30-foot designs are omitted—the S2 (1977), Sabre 30 (1979), and Dufour Arpege (1968) come to mind—primarily because they are on the cusp of a different time period where they seem a better fit.
Before we move onto the chosen three, here are brief notes on six models dropped in the final cut.
More than 800 C&C 30s were built between 1973 and 1984, making it one of North America’s most successful 30-footers of all time. Though C&C was a pioneer in the use of balsa core in sandwich hull construction, the early C&C 30s have solid-glass hulls. Like other C&Cs of this period, the keel and rudder are swept aft.
C. William Lapworth was the designer for nearly all of Jensen Marine’s (Costa Mesa, Calif.) many models. The 2-30 was in production from 1967-1973, followed by the 3-30, which lasted until 1976. Cals have stout solid fiberglass hulls, but fairly plain interiors.
The Hunter 30 was an early model from Hunter Marine, a spin-off of the Luhrs’ family’s powerboat company, Silverton. The boat was in production from 1974-1983, with more than 1,000 built. It came with a deep keel or keel/centerboard. The rudder was skeg-hung. The designer was John Cherubini, who worked for Hunter at the time. Marketed for value, workmanship was below average.
Irwin Competition 30
Based in Florida, Irwin Yachts built three different 30-footers in the 1970s: the Competition 30 (1972), Citation 30 (1978), and the plain ol’ 30 (1975). All designed by Ted Irwin, one-time kingpin of southeastern sailboats who fell from grace with a thud. Shoddy workmanship resulted in lawsuits he couldn’t overcome. Many of his designs, however, were quite good. The Competition 30 was configured to rate as a 3/4-tonner under the International Offshore Rule (IOR).
Newport 30 (PHASE ii)
Capital Yachts (Harbor City, Calif.) introduced the Gary-Mull-designed Newport 30 PHII in 1971. Like Hunter and Irwin, Capital Yachts’ boats were built to a price. Like the Irwin Competition 30, the Newport was designed to compete as a 3/4-tonner under the IOR. It’s noticeably lighter than many of these boats, and has a shorter waterline.
O’Day 30
More than 350 O’Day 30s were built between 1977 and 1984. Designed by C. Raymond Hunt Associates and built by Bangor Punta Marine, the boat came with a full keel or keel/centerboard (3’6″-7’2″). In 1984, the stern was stretched to make the O’Day 31. By some reports, the Ranger 30 and O’Day 30 share the same hull. (Bangor Punta bought the Ranger and Cal lines from Jensen Marine.)
Bottom Line
At this age, maintenance history is key. Any upgraded and well-preserved specimen from the above group may serve well as a family coastal cruiser, but we’d focus on the three finalists on the following pages: the Pearson 30, the Tartan 30, and the Catalina 30. All are fin keel, masthead sloops, but each has unique features that sets it apart and will appeal to certain buyers.
The Pearson 30 is the smallest of the three, but a good sailing boat that still competes in club races. It’s the lowest priced of the three. If you’re counting dollars, grab the best one you can find at your price.
The Tartan 30 has a stronger following than the Pearson, partly because of its S&S pedigree. It, too, sails very well. Engine placement poses some complications, but you can get used to it.
The Catalina 30 is the logical choice for the family battlewagon. It’s heavier, roomier, newer … and more expensive. With a displacement/length ratio of 291 and a sail area/displacement ratio of 15.1, however, don’t expect performance matching the Tartan 30 and Pearson 30.
Budget-friendly Pearson 30 reflects Bill Shaw’s growing influence.
The Pearson 30 was introduced in late 1971, and when the last boat went out the door in 1980, 1,185 units had been built. Most were sold in the early and mid 1970s. All were built in Portsmouth, R.I. The P30 was succeeded by the Pearson 303.
Bill Shaw joined Pearson Yachts in 1965, after Grumman bought the company from Everett and Clint Pearson, and during the following few years, he began to exert his influence on the design of the yachts. Fin keels and spade rudders replaced full keels with attached rudders, underbodies became shallower, and displacement less. In short, Shaw modernized the Pearson fleet, and the Pearson 30 is a good example of contemporary design at that time, in particular the swept-back keel and scimitar-shaped rudder. George Cuthbertson was drawing similar appendages at C&C, noting that test-tank data indicated super speed, but on the water, they proved not as efficient upwind as vertical keels and rudders with higher aspect ratios. Extra care must be taken in blocking the boat if not in a cradle.
Our July 15, 1984 review of the Pearson 30 added these comments: “The boat’s underwater shape is somewhat unusual. The hull is basically dinghy-shaped. The sections aft of the keel are deeply veed, however, so that deadrise in the forward and after sections of the boat is similar. Coupled with a fairly narrow beam by today’s standards, this provides a hull form that is easily balanced when the boat is heeled—an important consideration in this relatively tender 30-footer.”
Construction
The hull is a solid laminate with alternating plies of 1½-ounce mat and 18-ounce woven roving. The skin coat under the gelcoat is two layers of mat to prevent the pattern of woven roving from showing (print-through). The external flange of the hull-deck joint is secured with self-tapping screws and then fiberglassed. The deck is balsa-cored for stiffness.
Interestingly, the Pearson 30’s lead ballast is encapsulated in the fiberglass keel molding, which means there are no keel bolts to worry about. This is somewhat unusual for a fin-keel boat.
About the only problem particular to this boat is the rudderstock. Early boats had aluminum rudderstocks, some of which broke, prompting the company to replace the approximately 200 others with stainless steel. Even the stainless steel stocks were not without problems, turning as they do in Delrin bushings, which wear and cause slop in the steering system. They are owner replaceable, however, by removing the tiller fitting and dropping the rudder.
Molded fiberglass floor pans and headliners are bonded to the hull and deck. Through-hull valves may be gate valves (like garden faucets) or positive action seacocks; chainplates are properly through-bolted to structural bulkheads.
Pearson Yachts’ construction methods were above average.
Performance
Though not designed specifically as a racer, the Pearson 30 enjoyed many successes in IOR and Midget Offshore Racing Club (MORC) classes. In fact, it won the ¾-Ton North American championship in 1972. And it was a very popular club racer. It balances well and is quick through tacks. On the downside, it is tender. Our 1980 reviewer wrote, “In 15 knots apparent wind, we find that the boat is almost overpowered with the full main and 150 percent genoa. Gusts of 12-14 knots bury the rail, slowing the boat. The P30 does not, however, carry any substantial weather helm even when overpowered. Any tendency to round up or spin out can usually be controlled by a strong hand on the tiller and easing the mainsail.”
For family daysailing and cruising, smaller headsails are recommended.
Still actively raced in local fleets, a typical the Pearson 30 has a PHRF number of 174 seconds per mile.
Accommodations
The interior layout of the Pearson 30 is straightforward, with a V-berth forward, small enclosed head, settees in the main cabin, a quarter berth aft to port, and a compact galley in the starboard quarter area. The port settee converts to a double berth, so the plan totals six berths, which are more people than you’d want to spend much time with on a 30-footer.
The four portlights in the head and forward cabin are opening, which combined with the forward hatch provide decent ventilation. Unfortunately, the forward hatch isn’t big enough for emergency exit. There is no anchor well in the foredeck, a feature that became more common later in the ’70s.
There’s adequate stowage under, behind, and above the settees. The 1984 reviewer wrote: “Although the lockers are sealed to the bilge at the bottom, owners report that, with their boat heeled, bilge water finds its way into the lockers by running up the inside of the hull behind locker partitions, then down into storage spaces. Most dinghy-hulled boats lack real bilge space or a sump, and as little as a gallon of water in a boat of this type can be annoying.”
Other shortcomings are limited engine access (though not any worse than most boats of this size), and a galley sink and spigot that partially block the companionway. On the upside, the interior is light and airy. Headroom is 5’ 11″ in the main cabin.
As with any boat of this age, one should ask the surveyor to look closely for delamination of the core and deck skins, separation of the hull-deck joint, water in the rudder, corroded electrical wiring, corroded through-hulls, and hoses that need replacement.
On early Pearsons the cockpit scuppers were connected to the bottom of the hull by fiberglass tubes, rather than hoses and seacocks/through-hulls. Though probably safe and secure, this drain system does not satisfy American Boat & Yacht Council standards.
As noted earlier, there are just a few areas in which the Pearson 30 falls short of quality building standards, principally the rudder stock design in which bushings wear faster than usual.
Pearson Yachts once ran one of the best customer service departments in the business; alas, it’s been out of business for more than 20 years, and several of the more helpful owner association web sites seem to have disappeared.
The Pearson 30 is a fun boat to sail—quick and responsive. It has the lowest displacement/length ratio (238) and highest sail area/displacement ratio (17.3) of the three. If you like performance, the fact that it’s a little tender shouldn’t bother you much. Reef or just enjoy the ride. It’s not a big 30-footer, but nicely proportioned and of better- than-average construction. There are quite a few on the used boat market in the low and mid-teens, enabling bargain hunters to get into a full-size boat for not much money. Asking prices we saw online, for all years, average around $14,000, with lows around $8,000 and highs around $25,000.
Tartan 30 brings fine S&S cachet within reach of ordinary Joes.
Built by Tartan Marine in Grand River, Ohio, and at a plant in Hamlet, N.C., between 1971 and 1980, the Tartan 30 was one of the first designs introduced by Charlie Britton after buying out partner Ray McLeod. The company could complete a boat in less than 4 days. It filled in the gap between the Tartan 27 and Tartan 34. Production totaled 630 units.
The Tartan 30 (like the 27 and 34) was designed by Sparkman & Stephens, probably the world’s most prestigious yacht design firm at that time. The lines are clean and crisp. Like the Pearson 30, its LOA is 29’11,” so it could qualify for competition under the MORC, a rating rule under which it proved quite successful. The bow is raked, and the reverse transom gave it a very modern look for the early 1970s. It has a fin keel and skeg-mounted rudder; a Competition model offered a taller mast (by 3 feet), deeper keel (5’6″ vs. 4’11″ for the standard model), and 500 pounds more ballast. It’s beamier than the Pearson 30, and of about the same displacement, but with a slightly shorter waterline. The rig is fairly high-aspect ratio with large headsails.
A highly unusual feature is the location of the Atomic 4 auxiliary amidships, under the dinette table. This places the considerable weight of an engine exactly where you want it most, near the center of gravity, to minimize hobbyhorsing, which slows a boat and is uncomfortable. Access is better than the usual location aft behind the companionway. And that space is opened up in the T30. The disadvantage is it takes up space in the saloon, particularly seatspace and legroom at the table.
The lamination schedule is typical of this period: hand-laid mat and woven roving. Liners make for an easy-to-clean interior, but make customizing difficult; they also tend to sweat more than wood interiors, and are noisier.
Ballast is external lead hung on 1-inch stainless steel keel bolts. The rudder is partially supported by a bronze shoe secured to the skeg.
Interior and exterior wood is teak. The sole is covered with cork, a quality home flooring material of the 1950s and ’60s.
Of the rig, our Jan. 15, 1987 review noted: “The rig, like most of those specified by Sparkman & Stephens, was designed to be practically indestructible. Given its inherent strength, look primarily for the effects of corrosion at the spreaders and the butt. Many 30s have been fitted with babystays in lieu of forward lower shrouds. For typical cruising we think the babystay is a pain and probably unnecessary, so we’d make it detachable.” Some owners added babystays as a cure for mast pumping. The standard rig has just single lower shrouds.
Early T30s had bronze pipe (no flanges) for through-hulls as well as gate valves instead of seacocks. Diligent owners will have replaced both by now, but it’s worth checking.
Blistering of all boats was not as common as later in the ’70s and into the ’80s, but there were isolated cases for which one should be on guard.
Tartan’s quality of construction, in the early ’70s, was at least as good as Pearson’s, in some respects better, in others not. It was certainly better built than the Catalina.
The Tartan 30 is a wholesome design with few bad habits. Our 1987 review said, “The Tartan 30 sails well. In a breeze to windward—perhaps the best test of any boat—she is at her best: comfortable, stable, reasonably handy, and modestly dry. Off the wind, she is more steerable than a host of successors with free-standing spade rudders and dagger-thin keels. Only on a broad reach with biggish following seas can her weather helm be tough to handle. Under such conditions, good sail control hardware—vang, traveler, reefing, adjustable backstay, etc.—is important.”
The skeg helps provide good directional stability or tracking, and the narrow sheeting angles (due to inboard genoa tracks) contribute to narrow tacking angles. The largest T30 PHRF fleet in the U.S., on Lake Erie (20 boats), races with a handicap of 168, though most of the other fleets, including the 18-boat fleet on the Chesapeake Bay, rate higher, around 177. So it and the Pearson 30 are very similar in boat speed, though the Pearson has the edge in light air, where the Tartan’s shorter waterline is a disadvantage.
Two interior plans were offered, one with an aft galley, the other with a midship galley, the latter with two quarterberths, the former with a single quarterberth to port and a settee amidships to starboard, where the galley is in the midship model. With either, there are simply too many berths. The aft galley seems preferable mainly because of the two opposing settees in the saloon.
One reason why five berths in a 30-footer is at least one too many is that berth length is diminished; this is particularly evident in the V-berth. Another reason is that quarterberths subtract from available stowage space; instead of stowing sails in cockpit seat lockers, on this boat they end up in a quarterberth.
The midship galley is, of course, more spacious than the aft galley, but neither has a stove/oven combo. Owners note that when the boat is heeled, the sink can fill and slosh water onto the sole.
The cockpit is of average size and would be more comfortable if the wood coamings weren’t so low.
Beyond the usual issues afflicting old boats, like bedding failing on deck hardware, the Tartan 30 has few peculiarities of construction. A number of owners have installed tie rods between the lower portion of the mast in the cabin, and the underside of the deck, to prevent deflection when the rig is heavily tensioned. Check tabbing of the main bulkhead. Also check the starboard chainplate and its attachment to the bulkhead, which reportedly isn’t as stiff as the port side bulkhead; water migration down a chainplate and into a wood bulkhead is a serious problem. Other issues noted online include inadequate insulation of the ice box, and an engine exhaust system prone to back-siphoning.
Tartans enjoy very active owners groups, especially in the Chesapeake Bay area. T30 owners’ websites have much useful information on troubleshooting and upgrading.
The Tartan 30 is probably the classiest boat of the three finalists. Part of the reason is that Sparkman & Stephens is one of the world’s great yacht design firms, and the work they did for Tartan was very good, with handsome, classic lines. And Tartan construction was above average. Online asking prices start at just under $10,000 and run up to around $23,000, with an average of about $17,000.
The family-friendly Catalina 30 comes with the largest fan club.
More than 6,500 Catalina 30s have been built since the boat was introduced in 1974, which must be some kind of record. Its design was continually upgraded over the years, but the first model, the Mark I, was in production through the same period as the Pearson 30 and Tartan 30. The Mark II came along in 1986. Owner Frank Butler has built more than 70,000 boats since he founded the company in 1970, so he must be doing something right. In 2001, the Catalina 30 was inducted into the American Sailboat Hall of Fame.
Butler drew most of the early designs himself, though he has no formal training in naval architecture or yacht design. He was a machinist by trade, and smart. His first design was the Coronado 25, which he’d asked Sparkman & Stephens to design, but they told him it would take two years and they’d first have to check his finances. So he designed the boat himself, with a fiberglass pan interior, which he believes was an industry first (Henri Amel was doing something similar in France.)
The Catalina is three years newer than the Pearson 30 and Tartan 30, and was not intended as a racer, which explains its wider beam and heavier displacement. Like most Catalinas, the 30 is a family boat, best suited to coastal cruising.
Here’s what we said about the design in our Nov. 15, 1980 review: “The boat has a swept-back, fairly high-aspect-ratio keel of the type made popular by IOR racing boats in the early 1970s. The high aspect ratio spade rudder is faired into the underbody with a small skeg. The boat is conventionally modern in appearance. She is moderately high-sided, with a fairly straight sheer and short ends. The cabin trunk tapers slightly in profile, and is slightly sheered to complement the sheer of the hull. When coupled with the tapered cabin windows—a Catalina trademark—this yields a reasonably attractive appearance compared to many modern boats.”
Of course, what was modern in 1980 and what is modern today are two different things. For one, waterline lengths have increased in relation to length overall, which means shorter overhangs, which means bows that are more plumb.
The hull of the Catalina 30 is solid fiberglass; there is no balsa, no foam, which makes for a heavier boat, but also one that isn’t susceptible to potential delamination. The hull-deck joint is a shoebox, in which the wider deck, with downward-facing flanges, fits over the hull. It is then bonded and fastened with self-tapping screws. A wood sheerstrake glassed to the hull adds strength. The joint is then covered with a vinyl rubrail secured in an aluminum extrusion.
Shoal and deep keels were offered, both external lead through-bolted to the hull.
The masthead rig has upper and double-lower shrouds and is deck- stepped. A wood compression post transfers rigging loads to the keel. A tall rig, for light-air regions, was an option. Check wood spreaders for rot. Early boats had fixed portlights, but these can be upgraded to opening.
Stanchions, double lifelines and double stern and bow pulpits were standard. Stanchions are though-bolted, but backed only by washers, not backing plates of fiberglass or aluminum, which do a better job of transferring loads and preventing cracking of the gelcoat, and possibly the deck laminate, in way of the stanchion bases.
Like Tartan, early models had through-hulls made up of bronze pipe. Gate valves were standard and must be replaced with bronze positive-action seacocks.
The Catalina 30’s generous beam (for its day anyway) gives it good initial or form stability. And coupled with a conservative sail plan, the boat is stiff, much more so than the Pearson 30. The downside of such beamy hull forms is the tendency to develop weather helm when heeled; so it, like many other modern boats, is best when sailed relatively level.
The smallish sailplan also means that performance in light air is not particularly sparkling. Our 1980 review said, “To get good performance in light air the boat will either have to be ordered with the taller rig, or very large headsails must be carried. If headsails larger than a 150% genoa are carried with the normal rig, turning blocks will have to be added aft in order to get a proper lead to the headsail sheet winches.”
The biggest Catalina 30 PHRF fleets, both in California, rate 180 and 192 respectively; the Pearson 30 is 174 and the Tartan 30 177.
A gasoline Atomic 4 engine was standard; a small, underpowered diesel was optional. Look for a boat that’s been repowered with a newer engine like the Yanmar 3GM30F.
Interior “furniture,” such as berths and galley, are formed by an interior fiberglass pan or module dropped into the hull prior to the deck going on. A fiberglass headliner covers the underside of the deck. These make for an easily cleaned interior, and one that looka nicely finished (albeit like a refrigerator). Such liners do, however, restrict access to parts of the hull and deck, make customizing difficult, and are not as good thermal and acoustic insulators as wood. The bulkheads are teak-faced plywood.
Again, owing to its beam, the Catalina 30’s interior is more spacious than the Tartan 30’s or Pearson 30’s. The V-berth is comfortable, followed aft by the head and hanging lockers; a shower was optional. The engine is located very near the center of the boat, under the short leg of the L-shaped portside settee. Access is very good. There’s a U-shaped galley with alcohol stove/oven to port, and a quarterberth and chart table to starboard. But if you thought the Tartan 30 has too many berths, check this: The Catalina 30 supposedly sleeps seven! Two in the V-berth, two in the convertible portside dinette, one on the starboard settee, and two squished into the “double” quarter-berth.
The interior is spacious and wellplanned, but finish quality is only average.
The Catalina 30 is a pretty straightforward boat in terms of both design and construction. No big surprises.
Several potential issues mentioned recently on owner forums: corroded wiring harness between engine and control panel, poor rudder design (corrected with new design in December 1978), wear of rudderstock tube, chainplate attachment to bulkheads, gate valves on pipe through-hulls, and hollows in the lead keel.
A positive with any Catalina is that the company is still in business and able to offer customer support.
Catalina Yachts has been one of the country’s most successful builders because it offers a lot of boat for the money. If construction quality is only average, one must ask, “Do I need more?” Generally, what’s lacking is not structural integrity, but details, like more drawers with dovetail joints and hardwood sides. There’s lots of room in the Catalina 30, and there are hundreds on the used boat market, so you can find a deal. Because the Catalina is a somewhat newer boat than the Pearson 30 and Tartan 30, its prices run higher. Though fixer-uppers can be found, most run between $16,000 and $29,000, with an average of about $22,000.
An examination of 30-footers from the 1970s seems like a good place to begin our comparison of used boats, and the reasons are several: First, though boats 30-plus years old admittedly are getting a little long in the tooth, many are still around, and those well kept may represent great buys on the used-boat market—between $10,000 and $20,000. Second, the 30-foot size is where full cruising accommodations begin, with stand-up headroom, enclosed head, berths for four or five, inboard auxiliary engine, and a decent galley with ice box, sink, and stove-oven possible. Sure, you can find these features in some 27- and 28-footers, but the squeeze is telling.
- 30-Footers From The 1970s
- Pearson Web Resources
- Tartan Web Resources
- Catalina 30
- Catalina Web Resources
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I am looking at a Cooper Seabird 37 mast head sloop, can you point me to any credable reviews on this particular vessel. Any help would be appreciated thank you.
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Posted 2024-08-21 13:45
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29-ft Balboa sailboat - $17,500 (Coeur d'Alene)
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29-ft Balboa sailboat - boats - by owner - marine sale - craigslist
1976 Balboa sailboat with outboard motor, sleeps too comfortably with trailer
The Molded Fiber Glass Boat Company (MFG)
Union City, Pennsylvania
History written by Jim Coffman Molded Fiber Glass Corporation was founded by Robert S. Morrison in Ashtabula, Ohio in 1948. MFG's intentions were to mass-produce commercial products by using polyester resins and fiberglass reinforcements, (in short, FRP-Fiberglass Reinforced Plastics). In 1950, the MFG Sheet Co. was formed. Because of their success thus far, another division was warranted. In 1952, the MFG Tray Co. was started in Linesville, Pa. In 1953, they needed yet another division, due to acquiring the contract with Chevrolet Motor Company to produce the fiberglass body components for the Corvette. This division was MFG Body Co., formed in Ashtabula, Ohio. In 1954, MFG felt it needed another product other than the Corvette. So to have another product line, one they felt would be very successful, they decided to produce boat hulls for another company. Did you ever wonder where the lapstrake hull design came from for MFG's boats?: Lyman Boat Co. MFG took a Lyman hull, tooled up, and produced a mold from it. They then took the finished hull and presented it to Lyman to show them what they could do for their boat, in fiberglass. Result of this business proposal, Lyman Boat Co. said...,No. Now, the ironic part of history, MFG never wanted to produce boats. They only wanted to produce hulls for another company. As a matter of fact, Robert Morrison wasn't a boater, he didn't even have a true interest in boats. So after their pitfall with Lyman, and being tooled up to produce hulls, they had no choice. Finish what they started. So they produced their own deck, attached it to the hull copies, and formed Molded Fiber Glass Boat Co. in Union city, PA in 1955. So now, MFG has their own line of boats, without ever having the intention. Now they needed to name the models they were producing. Best way to come up with names, and to keep in the spirit of their surroundings, look at the map. All of MFG's models were named after surrounding cities. MFG's boat production proved to be a great success. In 1959, MFG Boat Co. decided to try producing two models completely out of fiberglass, the Edinboro, and the Oxford, another success. Come 1960, only one model still had a wood deck, the Celeron. The following years greeted MFG with continuing growth, the boating community anxiously awaited for the following years releases. In 1965, for undetermined reasons, MFG Body Co. in Ashtabula bought Crestliner Boats . But MFG did not move Crestliner's operations to Union City. They left operations at Crestliner's current plants, as well as retaining the Crestliner name. Once in awhile, a Crestliner boat came through with MFG markings. Reason for this is unexplained as well, possibly a marketing test. In 1968 MFG Boat Corporation began producing boats for Sears . These models were the Sears Gamefisher and later the Adventurer series boats. The Sears line was produced in Ashtabula, not Union City as one might think. According to one MFG contact, this continued into the very early 80's. In 1972, MFG Corporation sold off Crestliner, and concentrated on production of their own models. 1977 brought a new line into their plants. MFG began production of fiberglass hoods and other components for Outboard Marine Corporation . This continued on into the 80's. As for the Boat Co. themselves, the 80's meant the end of MFG Boats. Epilogue It is in my opinion, researching the history of MFG Boat Co., information became very vague. Late summer of 2002, I had the opportunity to talk with Richard Morrison, the son of Robert Morrison, the founder. Our conversation was via telephone, whereas, I had to make an appointment to call him at his office. A huge percentage of the information contained above is the result of our conversation. There are a couple of points I wanted to add to this page, but before I receive confirmation, I will keep them to myself. As receive any further information, I will update this page. If anybody has any valid documentation on the history and would like to share it, please feel free to contact me.
Model Information
1955 to 1959 MFG outboard boat models
1960 to 1962 MFG outboard boat models
1965 to 1967 MFG outboard boat models
1968 to 1971 MFG outboard boat models
1955 Information Thanks to Lee Wangstead
1955 Brochure, Page 1
1955 Brochure, Page 2
1955 MFG ad
1956 Brochure
1956 Brochure, Page 1
1956 Brochure, Page 2
1956 Brochure, Page 3
1956 Brochure, Page 4
1956 Miscellaneous
1956 MFG Ad 1
1956 MFG Ad 2
November 1956 MFG article
1957 Brochure Thanks to Jim Whaley
1957 Brochure, Page 1
1957 Brochure, Page 2
1957 Brochure, Page 3
1957 Brochure, Page 4
1957 Brochure, Page 5
1957 Brochure, Page 6
1957 Miscellaneous
1957 MFG Ad
1957 MFG Article
1958 Brochure Thanks to Jim Maier
1958 Brochure, Page 1
1958 Brochure, Page 2
1958 Brochure, Page 3
1958 Brochure, Page 4
1958 Brochure, Page 5
1958 Brochure, Page 6
1958 Brochure, Page 7
1958 Brochure, Page 8
1958 Miscellaneous
1958 MFG Magazine Ad
1958 MFG "Five Beauties for '58" Ad
1958 MFG New Models Article
1958 MFG New Plant Article
1958 Mercury Boathouse Bulletins
1958 MFG Cambridge Mercury Mark 58E test
1958 MFG Cambridge Mercury Mark 78E test
1958 MFG Suburban Mercury Mark 28test
1959 Brochure
1959 Brochure, Page 1
1959 Brochure, Page 2
1959 Brochure, Page 3
1959 Brochure, Page 4
1959 Miscellaneous
1959 MFG Magazine ad
1959 MFG Ad
1959 MFG Celoron Ad
1960 Brochure
1960 Brochure, Page 1
1960 Brochure, Page 2
1960 Brochure, Page 3
1960 Brochure, Page 4
1960 Brochure, Page 5
1960 Brochure, Page 6
1960 Miscellaneous
1960 MFG Magazine Ad
1960 MFG 19' Seaway Ad
1961 Information
1961 Article, Part 1
1961 Article, Part 2
1961 Article, Part 3
1961 Article, Part 4
1961 Article, Part 5
1961 Article, Part 6
1962 Brochure
1962 Brochure, Page 1
1962 Brochure, Page 2
1962 Brochure, Page 3
1962 Brochure, Page 4
1962 Brochure, Page 5
1962 Brochure, Page 6
1963 Brochure
1963 Brochure, Page 1
1963 Brochure, Page 2
1963 Brochure, Page 3
1963 Brochure, Page 4
1963 Brochure, Page 5
1963 Brochure, Page 6
1963 Brochure, Page 7
1963 Brochure, Page 8
1963 Miscellaneous
1963 Pricelist, Page 1
1963 Pricelist, Page 2
1963 MFG Magazine ad
1964 Brochure Pricelist thanks to Janet Lowry
1964 Brochure, Page 1
1964 Brochure, Page 2
1964 Brochure, Page 3
1964 Brochure, Page 4
1964 Brochure, Page 5
1964 Pricelist
1964 Pricelist, Page 1
1964 Pricelist, Page 2
1964 Pricelist, Page 3
1964 Pricelist, Page 4
1965 Brochure
1965 Brochure, Page 1
1965 Brochure, Page 2
1965 Brochure, Page 3
1965 Brochure, Page 4
1965 Brochure, Page 5
1965 Brochure, Page 6
1965 Brochure, Page 7
1965 Brochure, Page 8
1965 Brochure, Page 9
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1965 Brochure, Page 14
1965 Brochure, Page 15
1965 Brochure, Page 16
1965 Brochure, Page 17
1965 Brochure, Page 18
1965 Brochure, Page 19
1965 Miscellaneous
1965 MFG Magazine ad 1
1965 MFG Magazine ad 2
1965 MFG Westfield Custom I/O MerCruiser 60 test
1966 Brochure
1966 Brochure, Page 1
1966 Brochure, Page 2
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1966 Brochure, Page 24
1967 Brochure Brochure thanks to Lee Wangstead
1967 Brochure, Page 1
1967 Brochure, Page 2
1967 Brochure, Page 3
1967 Brochure, Page 4
1967 Brochure, Page 5
1967 Brochure, Page 6
1967 Brochure, Page 7
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1967 Brochure, Page 11
1967 Brochure, Page 12
1967 Brochure, Page 13
1967 Brochure, Page 14
1967 Brochure, Page 15
1967 Brochure, Page 16
1967 Miscellaneous
1967 MFG Magazine ad
1968 Brochure
1968 Brochure, Page 1
1968 Brochure, Page 2
1968 Brochure, Page 3
1968 Brochure, Page 4
1968 Brochure, Page 5
1968 Brochure, Page 6
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1968 Brochure, Page 11
1968 Brochure, Page 12
1968 Brochure, Page 13
1968 Brochure, Page 14
1968 Brochure, Page 15
1968 Brochure, Page 16
1968 Miscellaneous
MFG in a 1968 Evinrude ad
1968 MFG Magazine ad
1969 Brochure Thanks to Kelly Wood
1969 Brochure, Page 1
1969 Brochure, Page 2
1969 Brochure, Page 3
1969 Brochure, Page 4
1969 Brochure, Page 5
1969 Brochure, Page 6
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1969 Brochure, Page 13
1969 Brochure, Page 14
1969 Brochure, Page 15
' 1969 Miscellaneous
1969 MFG Magazine ad
1969 Article, Part 1
1969 Article, Part 2
1969 Article, Part 3
1969 MFG Challenger Mercury 110 and 75 test
1970 Brochure
1970 Brochure, Page 1
1970 Brochure, Page 2
1970 Brochure, Page 3
1970 Brochure, Page 4
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1971 Brochure
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1972 Brochure
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1972 Brochure, Page 12
1973 Brochure Thanks to Ted Sampanes
1973 Brochure, Page 1
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1974 Brochure
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1975 Brochure
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1976 Brochure
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1977 Brochure
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1978 Brochure
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1979 Brochure
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1980 Brochure
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1983 Brochure
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MFG Boats in Use
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12 Ft. Aluminium weight and motor capacity?
- Thread starter Rick.
- Start date Apr 10, 2009
- Apr 10, 2009
Hello All. I purchased a boat last fall and there is not any tags that tell me the weight and motor capacity for it. Is there a way to figure it out by measurements. If there is I will get a tape out but thought I would try here to see if it's possible. Thanks, Rick.
Moderator & Unofficial iBoats Historian
Re: 12 Ft. Aluminium weight and motor capacity? Pretty standard based on size length and beam ...... then match it to something more current. Most 12' aluminum semi V hulls are good for 12 hp and the jon boats are usually rated slightly lower. 2 adults + 1 child
CATransplant
Re: 12 Ft. Aluminium weight and motor capacity? 10 hp and 5-600 lb. is about average for 10' v-hull boats. A few can handle more power and weight, but most are at those limits. If yours is a v-hull with a 15-16" transom, it probably fits into that range. I'm betting it also has a beam (widest point) of 54" or less. Again, that's typical. I guarantee you that a 9.9 or 10 hp outboard will shove your little tinny along at a ripping good pace.
Re: 12 Ft. Aluminium weight and motor capacity? The boat measures about 11 foot 2 inches and the beam is in the 46 maybe 48 inch range. I know closer to the stern it is 44 inches. I am ignorant about the beam. Is it the widest measure between the gunnels? I'm afraid the 9.9 might be too much engine for it. Our ice is still a couple of feet thick up here but melting fast so I could be testing things out in a couple of weeks. Thanks again, Rick.
- Apr 11, 2009
Re: 12 Ft. Aluminium weight and motor capacity? Well, we still don't know if this is a flat-bottom jon boat or a v-hull. If it's a flat-bottom, the max is probably 7.5 hp. 10 hp for that if it's a v-hull.
Re: 12 Ft. Aluminium weight and motor capacity? Sorry about that, it is a V hull. Rick.
Re: 12 Ft. Aluminium weight and motor capacity? 10 hp, then. It's a little narrower than mine, though...about 6". A 7.5 would probably work pretty well, I'd think. Nothing over 10 hp, though.
Re: 12 Ft. Aluminium weight and motor capacity? Are you still thinking 5-600 lbs.? Rick.
Re: 12 Ft. Aluminium weight and motor capacity? Hmm...maybe not. Put the high end at 500, I think. It sounds like how the 50s and 60s Alumacrafts were...about 4' wide at the widest point. Does yours have rounded edges on the bottom or fairly sharp ones. The rounded bottom makes for easier rowing, but less stability. You'll be OK with the 9.9, as long as you run the boat safely. It'll push you along over 20 mph, though, and that's pretty fast in a 12' tinny. I never could stand up comfortably in my old Alumacraft.
Re: 12 Ft. Aluminium weight and motor capacity? The edges are round, not a sharp bend at all. I would not stand up in it unless it is absolutely necessary. My granddaughter asked me what I call my boat and with a lesson in mind, I told her it's name is 'Tippy". Thanks for your help CATransplant. I think this is the first time I've ventured off the J/E repair forum. Rick.
Re: 12 Ft. Aluminium weight and motor capacity? It is amazing how a little weight at the front can help. I fish from a buddies 12ft. when I'm at his cabin. I gave him a 15 HP Evinrude for it and that thing flies. Actually so fast that it really feels out of control at WOT. Anyway I found that putting two or three large rocks at the very front kept the bow down a great deal. Moving your batteries and tank forward will make a big difference. Rick.
- Jun 11, 2009
Re: 12 Ft. Aluminium weight and motor capacity? I have an old (1963) 12ft sears aluminium boat. There is no plate of Maximum Wt or HP- But on the paperwork when my dad bought it in 1963,says Maximum HP 7 1/2. I have a 1988 Suzuki 6 HP on it. With one person in it will get up on plane. For WT I would try to limit it to 2 people and gear-maybe 400lb's Hope This Helps
mattsanders
- Sep 3, 2009
Re: 12 Ft. Aluminium weight and motor capacity? My sears 12 fotter is stamped 750lbs. And the hp is 10. I have had my wife and 2 kids with me on the lake and its fine. Im only pushing with a 5 horse. Im not about fast. That trip with 4 of us was here maiden voyage. We cruised all over the lake for 3 hours. And now that I found a small hole in the floor maybe it will keep my socks dry.
- Dec 16, 2009
Re: 12 Ft. Aluminium weight and motor capacity? Have a 1960 Sears 12ft aluminum with 48" beam, stamped for 450lbs max motor+people+gear. Max HP is 10. I'm using a 2006 Suzuki DF6 and can go 15mph with myself, the motor & 100lbs of gear. 9.9 would be better, but too heavy for me to lift on a regular basis. I'm carrying everything in the back of my truck & mounting the motor each time I head to the water.
Vice Admiral
Re: 12 Ft. Aluminium weight and motor capacity? I sold two 12' aluminum's this year. One was rated for a 10hp and one was rated for a 7.5hp.
- Jun 14, 2014
I also have a 12ft Vhull 1976 Alumacraft and am wondering how much weight it can handle. I alone am 6FT 5in and 300pds. I got this boat to go where my much larger and stable 16ft boat has difficulties getting in and out of. But am worried about overloading it. I was looking at putting a Minn Kota 55lb thrust on it instead of a gas outboard And would be running with 2 batteries. We call these boats Columbia river swimmers because if you take it into the main channel you will probably flip and most that I have seen out there in them do flip. I also enjoy watching a sturgeon pull these boats around the columbia. I got this boat mainly for the sloughs and lake channels in my area where the width of my 16 footer makes it almost impossible to turn around or sometimes even go in.
Rick - I had a 12' Sea King, it was rated for a 10hp and 565lbs. With 2 preteens and me it felt really overloaded. I traded up to a 14'er rated for 760lbs and 15hp. I don't care much for that tippy feeling. jsnrgtr - you should start your own thread so you will get responses related to your boat and not the original poster.
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41-foot boat catches on fire
By Stephanie Ballesteros
Click here for updates on this story
WILDWOOD CREST, New Jersey ( KYW ) — A boat went up in flames at Schooner Island Marina in Wildwood Crest, New Jersey, on Thursday afternoon.
The fire broke out aboard a 41-foot boat named “Luv-It” around 12:45 p.m.
The U.S. Coast Guard said the boat was docked at the marina’s fuel station when the fire broke out.
Jim Hotter, of Doylestown, and his daughter were out on the water when they heard a boom.
“We were going under the bridge and we heard an explosion, and we realized it was at the marina. The weird thing was I just told them, ‘I want to pull in and get gas,'” Hotter said.
The fire was placed under control around 1:15 p.m.
No one was on the boat at the time and no injuries were reported.
The cause of the fire is under investigation.
Please note: This content carries a strict local market embargo. If you share the same market as the contributor of this article, you may not use it on any platform.
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Posted 2024-08-23 00:14
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21ft. 1976 Seara Crais Boat - $3,000 (vallejo / benicia)
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21ft. 1976 Seara Crais Boat - boats - by owner - marine sale -...
21FT SEARA CRAIS BOAT WITH TRAILER. RUN'S BUT OVER HEATS. $3000.00 OR BEST OFFER AS IS. CALL OR . MUST SELL MOVING.
| Islander 28
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The O'Day 12 is strictly one-design. A tough class association will enforce the rules. It has 75 sq. ft. of sail that will move the boat in a zephyr, but won't overwhelm it in a blow. The ingeniously tapered unstayed mast helps flatten the sail when the wind is strong, while leaving it full for light air.
4'4'. 1'. Arizona. $6,200. Description: 1976 Jarvis Newman (out of Southwest Harbor, Maine) 12 two station rowing sailboat with centerboard, rudder, gaffed rigged sail. All original and very collectible boat that has been very well maintained and preserved. This was Jarvis Newmans 415th project. This tender can be powered with an outboard of 3 ...
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The deck-stepped mast can be easily raised using a four-part tackle. She is considered by many to be the best cruising sailboat in the 16-20 foot range. LOA 17'2" LWL 15'10" Draft 1'9" Beam 7'4" Displacement 1,550 Sail Area 154 sf Mast Height 256. Equipment: This 1976 Montgomery 17 with a white deck and tangerine hull is clean ...
The owner of a 1976 model wrote, "Sailed in over 40-knot winds across deck, 10- to 12-foot waves and she was very secure." At the same time, several owners cautioned that this is not an offshore boat. True. In any case, the PY26's generous beam does provide a good deal of initial stability. Reefing will begin in about 15 knots of wind.
1976: Builder: Bayliner Marine Corp. (USA) Designer: William Garden: KLSC Leaderboard ... 42.31 ft / 12.90 m: Sailboat Links. Designers: William Garden ... Like the LWL, it will vary with the weights of fuel, water, stores and equipment. A boat's actual draft is usually somewhat more than the original designed or advertised draft. For boats ...
The last Morgan 25s were built in 1976. Over the years, between 400 and 500 were built. Design. ... The boat has firm bilges to help with form stability, and a reasonable 5,000 pounds of displacement. However, with ballast placed relatively high due to the shallowness of its keel, the Morgan 24/25 is a bit on the tender side in heavy air ...
12 / 21 13 / 21 14 / 21 ... 1976 27' CATALINA 27 15HP MERCURY LONG SHAFT ELECTRIC START //2 SAILS //FRONT FURLER //FURLING SAIL WITH SUN SCREEN //BIMINI //FRESH BOTTOM PAINT // GARMIN CHART PLOTTER // X-CLEAN // READY TO SAIL AT FLORIDA MARINA. Sail-sloop Beam: 8.9 ft Draft: 4 ft. Advertisement. Specs. Designers Robert Finch
5'. Washington. $12,000. Description: Welcome aboard The Goodbye Look, This 1976 Islander 28 is a fine little masthead sloop designed by Robert H Perry. She has clean contemporary lines that still look good today. It's no wonder Perry has been quoted saying it is one of his favorite designs. This highly rated vessel sails clean, is fast and ...
This is the perfect boat for someone looking to learn to sail or get back to sailing. This 22 ft 1976 Catalina has a swing keel and pop top making for functional use above and below the water line. It comes complete with working mainsail, hank-on jib, anchor, mast step up guide, and pop-top camping cover. This boat also comes with the original ...
The 2-30 was in production from 1967-1973, followed by the 3-30, which lasted until 1976. Cals have stout solid fiberglass hulls, but fairly plain interiors. ... Gusts of 12-14 knots bury the rail, slowing the boat. The P30 does not, however, carry any substantial weather helm even when overpowered. ... Second, the 30-foot size is where full ...
Select a 1976 O'Day Model . Select a boat year and model below to get a valuation. Year. 1976. Category. Sailboats. Model. Length. Model Type. Hull. CC's. Engine(s) HP. Weight (lbs) Fuel Type. Sailboats. O'DAY 12. 12' ... Creating a wide variety of sailing vessels ranging from day-sailers to 40-foot yachts, O'Day success was accredited ...
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Select a 1976 Starcraft Co Model . Select a boat year and model below to get a valuation. Year. 1976. Category. Power Boats. Model. Length. Model Type. ... Possessing a long-running history in boat construction that reaches back to 1903, Starcraft is experienced in building boats with aluminum and fiberglass hulls. ... 2005 Honda AQUA TRAX R-12 ...
29-ft Balboa sailboat - $17,500 ... year manufactured: 1976. QR Code Link to This Post. 1976 Balboa sailboat with outboard motor, sleeps too comfortably with trailer. post id: 7777658033. posted: 2024-08-21 13:45. ♥ best of . Avoid scams, deal locally Beware wiring (e.g. Western Union), cashier checks, money orders, shipping.
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Re: 12 Ft. Aluminium weight and motor capacity? 10 hp and 5-600 lb. is about average for 10' v-hull boats. A few can handle more power and weight, but most are at those limits. If yours is a v-hull with a 15-16" transom, it probably fits into that range.
36' Islander Islander 36 Crescent Sail Yacht Club Grosse Pointe Farms, Michigan Asking $12,000
1976, 26 foot Dawson sailboat - $3,000 ... QR Code Link to This Post. 1976 26' Dawson sailboat, retractable Keel, on trailer, collapsible mast, center cabin. Needs a little TLC, but is a very sound of vessel. The single cylinder gasoline engine is missing and all of the wood exterior items need replacement. Great winter project, no slip fees ...
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The 1976, Sea Scamp 12 is a 12.25 foot outboard boat. The weight of the boat is 125 lbs. which does not include passengers, aftermarket boating accessories, or fuel. The max rated horsepower of this boat, as listed by the manufacturer, (according to records we have) is 10 hp .
WILDWOOD CREST, New Jersey (KYW) — A boat went up in flames at Schooner Island Marina in Wildwood Crest, New Jersey, on Thursday afternoon. The fire broke out aboard a 41-foot boat named "Luv ...
21ft. 1976 Seara Crais Boat - $3,000 (vallejo / benicia) ‹ image 1 of 3 › boat type: other. propulsion type: power. length overall (LOA): 21. delivery available. QR Code Link to This Post. 21FT SEARA CRAIS BOAT WITH TRAILER. RUN'S BUT OVER HEATS. $3000.00 OR BEST OFFER AS IS. CALL show contact info OR show contact info. MUST SELL MOVING.
5'. Ohio. $5,000. Description: Islander 28 in excellent condition. Brand new sails both main and 135% Genoa. Engine is Universal 5411 diesel with 179 hours. Bottom painted with VC17 this spring (2023) and hull waxed. Boat is in the water and has slip paid for the season.
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