pearson 26 sailboat specs

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This 1970’s-era racer cruiser was available in standard full-cabin and One Design expanded cockpit versions. In their time, both were competitive in club racing. Today, the Pearson 26 is a good family boat at an affordable price.

When Bill Shaw in 1970 drew the lines for the Pearson 26, Pearson Yachts had been in business for 14 years, but had undergone several management changes. It had a broad product line but, in Shaw’s words, “needed a shot in the arm.” Following introduction of the Pearson 26, sales occurred so quickly that the company was forced to start a second production line.

History Pearson yachts was formed in 1956 by the Pearson cousins, Clinton and Everett, and Fred Heald. The trio set up shop in rented space in the basement of a textile plant in Bristol, Rhode Island, where they built six different dinghies designed for club racing. They introduced the Carl Alberg-designed Pearson Triton at the New York Boat Show in 1959; 17 Tritons were sold and more orders poured in. The company found itself in the center ring of the boatbuilding circus.

The company operated so successfully during the merger mania of the 60’s that it was purchased by Grumman Industries. However, like most entrepreneurial types, it didn’t take long for the two Pearsons to chafe at the corporate yoke; Clint was the first to depart in 1964, to form a company that eventually became Bristol Yachts. Everett departed in 1966 and later joined Neil Tillotson in a joint venture that resulted in the formation of Tillotson-Pearson Industries, the firm that today manufactures everything from J-Boats to blades for wind generators and hot tubs, using the SCRIMP resin infusion process.

After cutting his teeth at Sparkman & Stephens, Bill Shaw arrived in 1966 to assume the duties of chief in-house designer, and later as general manager. Among the business tenets he brought to the company was the S & S philosophy that conservative construction techniques prevent failures.

“We calculated loads and designed rigs with a safety factor of three; attachments were designed with a safety factor of four. It might sound like overkill, but we never knew the exact loads a boat would experience,” he recalled.

During his tenure, the company developed a product line that included a dozen boats ranging in size from 23′ to 53′. At one time, it had nine production lines running in Rhode Island, Texas and Florida, and was selling 300-400 boats a year that generated $22-$25 million in sales.

Shaw remained with Pearson Yachts through the time Gordon Clayton bought the company from Grumman and until it closed its doors in 1990.

Design Shaw’s first boats at Pearson were the 30-foot Coaster and Wanderer, which were introduced in 1966. He followed with five other boats before introducing the Pearson 26. Most of his designs reflected the industry trend away from the CCA rule; Shaw’s boats typically had longer waterlines and were beamier than their predecessors, with more spacious accommodations for families. They also displayed a turn of speed.

“The Alberg design and Tritons had run their course,” Shaw said of the genesis of the P 26. “We needed something new.”

The Renegade, a 27-footer he had introduced in 1996, had what was then a revolutionary underbody—separation of the rudder from the keel. The Renegade had a spade rudde, and what was then considered a fin keel, though in today’s vernacular it could be described as having a large cruising fin or a cutaway forefoot.

“So I designed the underbody of the 26,” he said, “with the same type of rudder, but a swept back keel,” that is entirely different than the Renegade. The keel of the P 26 fits today’s profile of a fin; both fore and trailing edges are swept aft and hang from the hull free of other appendages.

“The other design target was price,” he said. As a consequence, the first P 26 was introduced with a sticker price of $5,200, $1,000 less than its prime competitor, the Columbia 26. Dealers and consumers liked the new boat; 100 were sold immediately and the company was soon running two production lines for the P 26 alone.

“It was a lifesaver,” Shaw admitted.

When viewed from the bow or stern, or seen in photos taken from a helicopter, the boat presents a pleasing profile. She has a relatively fine entry, generous but not ungainly beam, and a moderately narrow stern.

Viewed from abeam, however, the high cabintop, which has two levels, is distracting, despite a pleasing shear line and moderate bow overhang. Aesthetics aside, though the high cabintop produces a rather generous 5′ 8″ of headroom below, many owners complain that it impairs visibility forward when seated. Though a valid complaint, in our experience we’ve found that a tiller extension and sitting on the cockpit coaming does much to alleviate that problem.

The Pearson 26 One Design (OD), which has an identical hull and underbody, has a much more conventional and pleasing profile. Except for the difference in windage, the boats are nearly twins; the significant difference is that at 8′ 11″ the cockpit of the 26 OD is 2′ longer then the P 26, with a corresponding reduction in space belowdecks and less headroom. The 26 OD is also 200 lbs. lighter.

Compared to most Pearson models, the P 26 has a rather high aspect ratio mainsail that sails well with a 150% genoa in 16-18 knots of breeze, without reefing the main. It carries 321 sq. ft. of sail under a 100% working jib, with a mast that is 31′ 6″ above the deck, and a 10′-long boom that is high enough above the cockpit to clear the heads of most crew when changing course. The D/L ratio is a rather moderate 228, and the SA/D ratio is 17.1, which places it in the performance category when compared to most boats of the same vintage. Many owners told PS that the P 26 holds its own in fleets of 30-foot boats.

Construction Like every boat produced by Pearson during the 1970’s, construction of the P 26 was fairly straightforward.

Solid fiberglass hulls were laid up by hand using alternating layers of mat and roving. Decks were cored with end-grain balsa. Interiors in the P 26 were “reinforced fiberglass interior units” (a pan) that included V-berth, settees, compartments for the hanging locker and head, and countertops port and starboard below the companionway.

Shaw pointed out that interior cabinetry and shelving was designed to fit into pre-molded areas with high tolerances so as to avoid extensive carpentry.

“The shelves on the hull in the forward compartment don’t run all the way to the bow, or aft to the bulkhead. All the carpenters had to do for proper installation was fit screws into predrilled holes,” he said.

Stainless steel chainplates were secured with four stainless steel bolts to fiberglass sections molded into the interior of the hull. The main bulkhead was made of plywood with a wood grain facing that was tabbed to the hull using alternating layers of mat and roving that overlapped each seam by 3″.

Shaw pointed out that “the outer three inches of the bulkhead were milled until bare wood was exposed so we would have a good bond.” He is unaware of any failures.

The hull-deck joint is criticized because of leaks on many boats, which Shaw attributes to two conditions.

“The joint was an inward flange on hull and deck, which we bonded with glass and then covered with a vinyl rail. However, the failure was not in our construction method but in the adhesives available at that time. We used silicone in the joint and it eventually failed.”

A second contributor was the pool used to test boats before they were shipped. Under normal circumstances, boats were dropped into a 50′ x 80′ pond, an inspector was placed belowdecks, and overhead sprinklers doused boats while the inspector searched for leaks.

“When the temperature in the shed fell below 15 degrees,” he said. “the water crystals would freeze so we had no indication of leaks until the boats were delivered to warmer climates.”

Many owners comment on the failure of the rudder bearing, which Shaw attributes primarily to the effect of long-term use or silt.

“Nylon bearings were placed at both ends of the rudder tube. Under continuous heavy use, or in areas where there is silt in the water, they will eventually fail and require replacement,” he said. Owners say they need frequent replacement.

The P 26 has an external iron keel fitted into a recess in the hull where it is secured by four keel bolts. A comment among owners is that cracks caused by movement of the keel will appear at the junction of hull and keel. A cosmetic blemish, the crack is not indicative of a structural weakness, though inspection of keel bolts on any aging vessel should be done at regular intervals. Another common complaint is that the iron keel was not properly prepped and is susceptible to rust.

The anodized aluminum mast on both models is stepped on the deck and supported by an athwartships beam located forward of the cabin bulkhead. Because it is in close proximity to the hatch over the V-berth, it should be inspected annually. Water may invade the area and cause delamination of it. Also check both ends of the compression post.

The boat has adequate light for a 26-footer. Both models have two large, fixed ports in the main salon, and two smaller fixed ports in the forward sleeping compartment. Reading lights were installed in the main cabin and forward.

Interior One of Shaw’s goals in the design of the boat was to create four berths large enough for average sized adults, and he succeeded with the P 26. The V-berth forward is enclosed by solid sliding doors, measures 6′ 5″ on the centerline, and is adequate for two adults or three children. In the main cabin, a 7′ settee to starboard converts to a berth; the dinette table, which is marginally large enough as a dining table for a couple and two children, converts to a 6′ berth.

The enclosed water closet is located between the two cabins; a hanging locker is opposite the head.

The galley has a sink located aft to port and a pressurized alcohol stove, which would be among the first items we would replace on any boat. Alcohol, once touted as the safest stove fuel, has a light blue flame that is difficult to see. And attempts to put out alcohol fires with water usually result in just pushing the flame around, rather than extinguishing it. These problems, however, are most common with pressurized stoves. The Origo non-pressurized stoves, often seen as retrofits, are much easier to fill and safer to operate.

A small ice chest is located below the companionway step.

The 26 OD has smaller accommodations and fewer creature comforts unless they were added as options. It has the same V-berth forward. A portable toilet was optional. Little privacy is afforded by curtains enclosing the head and forward berth.

Because the cockpit is 2′ longer than the P 26, the cabin is proportionately shorter, so the average 6-footer sleeping on berths amidships will be cramped.

If an optional two-burner stove and sink were installed to port on the bulkhead, the port berth will be of little use except as a seating area.

Storage in both models is below the V-berth and settees. Shelves run along both sides of the hull in the bow and main cabin. A small cavity in the bow serves as a storage area for an anchor rode. A 22-gallon water tank is located beneath the V-berth in the P 26.

Overall, the combination of the boat’s 8′ 8-1/2″ beam and 5′ 8″ headroom combine to create a reasonably comfortable 26-footer.

Deck Layout The deck layout on both models is uncomplicated and clean.

The self-bailing cockpit of the P 26 comfortably seats four adults; the OD is large enough for six. Because the tiller extends forward of the standard Lewmar #7 jib winches, most crews will trim sails from a position aft of the helmsman. Molded fiberglass lips running athwartships atop the coachroof and on the deck just forward of the cockpit deflect water overboard, a nice touch that’s uncommon on boats of this vintage.

To accommodate the jib sheet leads, a short section of T-track is located outboard on the toerail.

The mainsheet is an end-boom arrangement that terminates at the stern, so it is also easily controlled by the jib trimmer. The boat is easy to doublehand, even when flying a spinnaker.

Main and jib halyards are 7 x 19 wire with Dacron tails led to cleats on the mast. Because of the stepped cabintop, it will be difficult to lead halyards aft to sheet stoppers; considering the short distance to the mast, we consider that a minor shortcoming. Though this is a small boat, we’d still opt for roller furling.

Lazarettes on both sides of the cockpit provide storage for sails and gear.

Auxiliary For auxiliary power, Pearson recommended an outboard in the 6- to 10-hp. range. Most owners surveyed have 8- or 10-hp. motors, and claim speeds of 5-6 knots. Because of the height of the transom, a long-shaft outboard will be most efficient and quiet. Cavitation is a risk with a short-shaft motor.

On the 26 OD, the port lazarette is designated for a fuel tank; a 5-gallon fuel tank fits securely beneath the starboard seat on the P 26.

Performance We sailed the P 26 in the blustery northwesterlies that predominate on San Francisco Bay during summer months, and in the same conditions in the Pacific Ocean outside the Golden Gate. We found her performance equal to or better than that of similarly sized boats. She’ll hold her own against the Cal 27s, Catalina 27s and Ericson 27s of the same generation.

She sails well to weather, tacks through 90° of apparent wind, and is stable downwind, though we were unable to test her flying a spinnaker.

The P 26 is also relatively dry when pounding to weather in the short, 2- to 4-foot chop encountered on the bay, and handles ocean swells without hobbyhorsing. As a safety precaution, we sailed with hatchboards in place when sailing downwind in the ocean.

Conclusion Though nearly 30 years old, Shaw’s design of this daysailer/cruiser still has tremendous appeal, especially compared to the cost of new boats of the same size. She affords couples with children adequate space in the cockpit and below decks to sail or overnight in relative comfort. She is still competitive in racing fleets, though the 26 OD will have more appeal to racers, despite the tradeoffs in creature comforts.

She’s well built, but will require maintenance of the hull-deck joint and the rudder bearings. Also check the keel bolts, and the iron keel for signs of corrosion.

Aesthetically, owner criticism of the high crown of her cabin is legitimate, but it’s a visual impediment easily overcome by the addition of a tiller extension.

The boat rides easily at anchor, and with the forward hatch propped open it is well ventilated.

Because 1,777 traditional 26s were built, compared to 262 ODs, the former will be easier to find on the used market. Most ODs were placed in racing fleets along the East Coast.

Potential buyers should be able to find a well-maintained P 26 for $6,000-$8,000—an excellent value.

RELATED ARTICLES MORE FROM AUTHOR

Great article! The Austin Yacht Club on Lake Travis, Texas has a growing fleet of Pearson 26s and 26ODs. We now have nineteen boats and race regularly with ten boats on the line. These are the last of the 70s “Racer/Cruisers” and are very family friendly. You can cruise overnight with the family on Saturday and race on Sunday. They were so well built. We had one made in 1971 racing and cruising.

As the P 26 cockpit is clearly hard white fiberglass, sitting on a square, throw life cushion is desirable. If healing at all, this allows fine visibility over the cabin top. If sailing flat or motoring, I simply stack two cushions and enjoy the view. No problem and a comfortable sit. My hull is 1972, #176? I will have to look it up.

Very helpful article. I relied on this and other similar articles before purchasing mine. I have a 26 OD, Hull No. 1. It’s tender but stable once you hit about 20 degrees of heel. I haven’t sailed it in winds over 35mph, but even at that speed, it felt safe. In the choppy (2-5′) Delaware Bay, it stays dry. The original alcohol stove probably needs replacing, but having used similar ones with the Boy Scouts, I’m content for now. I’m 6’3″, which makes the shorter cabin top a painful inside experience. I don’t see the point in making it shorter than the regular P26, because you still have to kneel or stand to see over the top. But I fit in the quarter berths on each side (one is about 6’5″ and the other 7′ plus) and I fit and share the v-berth with my girlfriend and dog. A hammock fits nicely between the mast and forestay.

GREAT INFO. I just purchased a 1976, hull # 1281. She appears to begin very good condition for that age but needs a pressure clean. Your review has given me EXCELLANT knowledge and advice.

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First impressions First impressions are long lasting, even if they do date their authors when revealed. There was a well-kept Pearson 26 moored just down the dock from my family's Sabre 28 on the Clinton River in Mount Clemens, Michigan. We're talking back in the early '70s. I remember clearly (despite my tender age) how it had a putrid green deck and cabintop. Seasick green we dubbed it. The Pearson 26 was one of the first boats available in different colors, and the shades offered were interesting to say the least. Still I liked the lines of the P26 then and continue to appreciate them today. The qualities that led to Pearson's popularity are evident in the 26. It is solidly constructed, handles well when the wind pipes up and is extremely user-friendly. It is also an excellent value. The P26 has a modest sheer, typical of the times, and an unobtrusive stair step in the cabintop that provides headroom and light below. The Weekender and the One-Design have a straight cabintop and consequently about 5 feet of headroom. The clean, gentle entry has a fair amount of overhang and leads to a rather flat forefoot. The fin keel is swept back as is the spade rudder. Displacement is 5,400 pounds, with 2,200 pounds of iron ballast providing a 40 percent ballast-to-displacement ratio, which partially accounts for the boat's stiffness. Sail area is 321 square feet, translating into an SA/D ratio of 16.6, a classic so-called coastal cruiser. Beam is a generous 8 feet, 8 inches and the draft is 4 feet. The sloop rig has an air draft of just over 35 feet. The boat motors smartly with a 9.9-horsepower outboard.

Construction The Pearson 26 construction varies a bit from early boats like the Ariel, Wanderer and Pearson Alberg 35. Production techniques were becoming more efficient and Pearson didn't hesitate to employ them. The hull is solid fiberglass, and like almost all boats of that time, the deck is balsa cored. In fact, Everett Pearson was a pioneer in developing end-grain balsa as a coring material. The P26 makes use of molded liners, which are a blessing and a curse. While liners streamline production and offer a bit of hull rigidity and uniformity, they make accessing wiring and hull fittings very difficult and can also give the boat a sterile look. The hull-and-deck joint is on an outward flange, sealed, through-bolted and covered with a vinyl rubrail. What is interesting about this joint is that it is fiberglassed from the inside. This makes it watertight, and few 26 owners complain about leaking hull-and-deck joints. However, the external joint is exposed to damage from smacking into docks and other things that boats occasionally smack into. If production efficiencies were responsible for this joint, then I would understand because it is easier to manufacture boats with external flanges. However, glassing over the joint from the inside is anything but efficient, and we all know what a bother vinyl rubrails can be. Still, it's important to note that few 26 owners mention problems and replacement rails are available. The keel is cast iron, which is something of a maintenance headache, and externally fastened with eight hefty bolts.

What to look for If you are considering a P26, the first thing to look for is Dan Pfeiffer's Web page. It can be found at www.en.com/users/danp/boat/boat.htmor by searching for Pearson 26. Other P26 owners refer to Pfeiffer as "The Guru," and his site contains an incredible amount of detail about the boat, so be certain to check it out. He has an owner's page with comments from many P26 owners, both past and present, which is very informative. Naturally, with so many boats floating about, most problems have been well documented, as have most solutions to those problems. Let's first take a look at some changes made during 13 years of production. In 1975 the Weekender first went on the market. This model has the identical hull shape of the P26, but the cockpit is a couple of feet longer and the cabintop is a bit shorter, reducing interior volume. If you plan to strictly daysail the Weekender or the later One-Design, which had slightly tighter sheeting angles, might be the models to look for. Also in 1975, a separate shelf was added in the port locker for fuel tank storage. This was an important addition since it was otherwise possible for gas fumes to end up in the bilge. The Weekender was phased out in 1976 and the P26 One-Design was offered until the last year of production in 1983. According to Pfeiffer and most P26 owners, the biggest maintenance issue on the boat is the rudder shaft and bearings. The rudder itself is a rather heavy blade made of solid fiberglass, and the stock is aluminum, a poor choice of material since it's soft and subject to wear. Fortunately, the problem has been around for a long time and many 26 owners have replaced the rudder and/or the bearings that slowly eat away at the stock, particularly on the bottom bearings. When evaluating a P26 be sure to carefully check the rudder stock when the boat is out of the water. New bearings can help solve the problem, and if necessary, a new rudder with a stainless stock can be purchased from Foss Foam Products, in Warwick, Rhode Island. Other items to check for are a delaminated cockpit sole, keel bolt corrosion, keel corrosion and faulty wiring. There is also a plywood core under the maststep on deck that may be rotten. Of course, all age related items, from standing and running rigging to tired sails and outboard motors, should be inspected. Be wary of bargains, especially if you want to spend your time on the water, not in the yard bringing the boat up to speed.

On deck The Pearson 26 has a roomy, relatively comfortable cockpit for three or four adults. As noted earlier, the Weekender and One-Design have slightly larger cockpits. All boats came with tiller steering, although I am sure somewhere in the world there is a 26 retrofitted with wheel steering. There are two sail lockers for storage, and the mainsheet traveler is aft, allowing for end-boom sheeting, which keeps the cockpit clear. There is not much of a bridgedeck-basically just a sill-but this is not a boat intended for offshore sailing. The cockpit seats are low and visibility from the helm over the deckhouse is not great, especially if you're short. The tradeoff is more room below and a drier boat. There are teak handrails on the raised section of the deckhouse and double lifelines with well-supported stanchions. The boat feels bigger than 26 feet when you make your way forward. The nonskid may be quite worn and not particularly effective, although older Pearsons have aged well and you don't see the gelcoat crazing and cracking common on other boats. The mast is deck stepped, with a compression post below. Look carefully for a depression at the step; it may be sign of delamination. The genoa tracks allow for decent sheeting angles and many boats will be set up to fly spinnakers.

Down below Few people buy the Pearson 26 for its spacious accommodations below. However, the interior plan is well-thought-out, and the boat has more room than you might think. Dropping below, the first thing you'll notice is the headroom, about 5 feet, 10 inches by my estimate. The galley is to port and the icebox faces forward, with the nav station opposite and the settee serving as the seat. Other details may vary as owners have made changes over the years. The boat I recently climbed through here in Ft. Lauderdale had a two-burner stove and sink facing aft. Most boats have a dinette arrangement to port in the saloon, which is a good use of space in a small boat. This can usually be converted into a double bunk. There is a straight settee to starboard with storage lockers behind. The head and hanging locker are private, with a large V-berth forward. Many boats have a 22-gallon water tank under the forward berth. Teak trim accents the molded white finish, and the overall effect is rather cozy. Two large ports light the saloon, while two smaller ports are in the head compartment. If you live where it's warm, converting these into opening portlights would be a good idea. There is a hatch over the forward cabin. The boat was designed for an outboard motor, with a built-in motor well eliminating the need to mount a bracket astern and providing a solid, midtransom mounting platform. The fuel tank storage shelf accommodates a standard 6-gallon plastic tank rather nicely. The boat handles well under power, using the tiller for steering and the rudder can be completely turned around for control in reverse. Today's outboards, especially four-strokes, are quiet, clean and reliable. They're also convenient. If you have a problem, you can toss the engine in the trunk and take it the mechanic. Although it is rare, I have heard of P26s fitted with inboards.

Under way Owner comments reflect the forgiving nature of the P26. It's an ideal first "big" boat because it's easy to sail and will stand up in gusty conditions. The helmsperson can control the tiller and sheets, and with a bit of experience, it's ideal for singlehanding. Pfeiffer refutes the notion that the boat develops weather helm, arguing that if sailed on its lines and not wildly overcanvassed it is not an issue. The shape of the hull supports his claim as the P26 has a flat forefoot; the only effect of heeling will be to create leeway. The rudder is also large and located well aft, which serves to reduce helm. Several owners report that they race their boats locally under PHRF. By all accounts they perform best when the wind is more than 10 knots. The P26 needs a headsail, since performance is marginal under main alone, and a large 130- to 150-percent genoa can be carried upwind with a full main in winds to about 15 knots. At that point shortening up the headsail flattens the boat and keeps the speed up. Most owners tie a reef in the main as the apparent wind inches toward 20 knots. The P26 handles well off the wind, and several owners describe surfing downwind at near double-digit speeds.

Conclusion The Pearson 26 is an ideal boat to test the waters, so to speak, to see if sailing is indeed something you might enjoy. If you find you can't get enough time on the water, the P26 is not a boat you will quickly outgrow. It pleases on a variety of levels. With prices ranging from $6,000 to $9,000, it is hard to go wrong with this popular American-built favorite.

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Pearson 26 weekender

The pearson 26 weekender is a 26.17ft masthead sloop designed by william shaw and built in fiberglass by pearson yachts between 1975 and 1983., 300 units have been built..

The Pearson 26 weekender is a moderate weight sailboat which is a reasonably good performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a day-boat.

Pearson 26 weekender for sale elsewhere on the web:

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PEARSON 26 (ONE-DESIGN) 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 26 (ONE-DESIGN). Built by Pearson Yachts and designed by William Shaw, the boat was first built in 1978. It has a hull type of Fin w/spade rudder and LOA is 7.98. Its sail area/displacement ratio 17.16. Its auxiliary power tank, manufactured by undefined, runs on undefined.

PEARSON 26 (ONE-DESIGN) 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 26 (ONE-DESIGN) and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, contributions, who designed the pearson 26 (one-design).

PEARSON 26 (ONE-DESIGN) was designed by William Shaw.

Who builds PEARSON 26 (ONE-DESIGN)?

PEARSON 26 (ONE-DESIGN) is built by Pearson Yachts.

When was PEARSON 26 (ONE-DESIGN) first built?

PEARSON 26 (ONE-DESIGN) was first built in 1978.

How long is PEARSON 26 (ONE-DESIGN)?

PEARSON 26 (ONE-DESIGN) is 6.61 m in length.

What is mast height on PEARSON 26 (ONE-DESIGN)?

PEARSON 26 (ONE-DESIGN) has a mast height of 8.38 m.

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• Sailboat Guide

1972 Pearson 26

• Description

Seller's Description

Purple Haze is a 1972 Pearson 26 in good condition and ready to sail. Invested over $7K in recent upgrades including sails, outboard, rigging and radio.

She is currently on the hard at Danversport Marina and available for inspection.

Equipment: Tohatsu 9.9hp long shaft outboard with electric start in good working condition with gas tank (2012) CDI Furler Flexible FF4 added (2019) New Furling Genoa (2019) New Mainsail and sail cover (2019) All standing rigging replaced in 2017 by North East Rigging Systems New Halyards (2017) Functional head, sink, fresh and black water tanks All lights converted to LED (2019) New tiller bushing and handle (2022) New VHF Radio (2023) All systems (electrical, battery, head, bilge) in good working order Includes stands, anchor, fenders, dock lines, flotation cushions, etc.. Cabin is clean and complete with table, cushions & curtains

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 PEARSON 26 was one of the company’s most successful models. A number of changes were made during a very long production run. The PEARSON 26 WEEKENDER (or PEARSON 26W) has a longer cockpit and shorter coach roof. With a few very rare exceptions, all PERSON 26’s have outboard wells and rely on an outboard motor for auxiliary power. Some boats were built at League City, TX (USA). Dimensions from original Pearson brochure (1974) *(Exact ‘P’ dimension is disputed. - 2009)

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Pearson Yachts Portal

Pearson sailboat table.

Table of All Models by Pearson Yachts

All sailboat models.

Listed by model name - click header field to sort by column.

Key to Sailboat Table

• Model: Pearson model name and link to line drawing.
• Type: Boat and Rig Attributes. All types are Bermuda rigged sloop, single mast with fore-and-aft sails, unless otherwise specified by Cat, Ketch, or Yawl.
• LOA: Length Over All, the maximum length of the hull, in feet, from stem to stern measuring parallel to the waterline. This does not include projections of pulpits or spars.
• Draft: Deepest extent of hull, typically bottom distance from waterline to bottom of keel.
• DISP: Displacement, the vessel's weight in pounds, calculated from the volume of water displaced by it.
• SA/D: The sail area to displacement ratio is a bench-mark to evaluate light air performance as well as heavy air conditions.
• Production: Approximate years and number produced.
• Designer: Yacht designer
• Links: Web-Page references. External sites open in new tab or window.

Specifications are approximate from Pearson Yachts.

Key to Designers

• Shaw – William H. Shaw joined Pearson Yachts in 1964 as Chief Architect, eventually running the entire Pearson Yachts Division of Grumman. During his tenure, he and his team designed over 50 different sail and power boats. Bill Shaw
• Alberg – Carl Alberg's successful career as a designer can be linked back to his partnership with Pearson Yachts and early fiberglass yacht construction. Carl Alberg
• Tripp – During the 1960s, William H. Tripp Jr. was one of America’s most successful yacht designers. Bill Tripp
• Rhodes – Philip L. Rhodes was a naval architect known for his diverse yacht designs. Philip Rhodes | Philip Rhodes Vanguard
• Tritt – Bill Tritt is a yacht builder with a keen interest in fiberglass as a material to use in boats and cars. Bill Tritt
• Alden – John G. Alden was an American naval architect and the founder of Alden Designs. John Alden

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