65 fleming yacht

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• By Chris Caswell
• Updated: October 4, 2007

“I’m not in this business to build an empire,” protests Tony Fleming, with a wry smile. And yet, with 189 of his Fleming 55 trawler yachts sold since production began just 20 years ago, the numbers belie his modesty.

After the overwhelming acceptance of its first offering, Fleming Yachts brought out a 75-footer that has proven to be equally popular. But the boatbuilder also discovered that a 20-foot jump in size was a bit much for some owners. To fill that gap, the Fleming 65 was born.

While the earlier two boats were designed by Larry Drake with styling by Tony Fleming, the 65 is a Doug Sharp design with entirely new hull lines. It still has the long keel of the other Flemings, but the 65 flattens aft for improved speed and stability, while prop pockets keep the draft to just five feet for island cruising. On a windy and rough trip down the Pacific Coast, the first 65 hit 20 knots while surfing some of the big seas. That was far beyond her 11-knot cruising speed, yet she tracked straight with fingertip control on the wheel.

Upping the length from 55 feet to 65 provides far more than just a few dimes’ worth of difference: The beam increases by more than two feet and the displacement soars from around 66,000 pounds to 108,000 pounds. Most important, however, is how the interior volume increases geometrically to create a spacious three-stateroom layout with liveaboard space.

From the outside, the new 65 won’t disappoint Fleming aficionados, who will see at a glance that the styling cues haven’t been lost in the designer transition. The boat still looks long and lean on the water, mostly because the foredeck is surrounded by teak-capped rails rather than the solid raised bulwarks that give some trawlers a bluff-bowed appearance. Here the Portuguese bridge remains forward of the pilothouse, while the wide side decks are protected by the overhang of the bridge (good for sun protection in the tropics as well as from rain in northern climes). The sheerline curves sweetly from bow to stern.

Inside, the design brief was for more comfort, sensibly achieved. Rather than trying to shoehorn in additional cabins, the three staterooms have been enlarged to the size of those on much larger yachts. A day head is in the pilothouse. The owner’s cabin is forward, with a queen-sized berth that hinges up on gas lifts to reveal a king-sized storage bin underneath. Two hanging lockers have real-world dimensions so that clothing actually hangs on the hangers rather than simply being wedged in vertically; ample drawers create bureaus for smaller clothing-room enough for a major clothes horse.

Distinguishing the 65, as with other Flemings, are the clever solutions to problems often overlooked or simply swept under the table by other builders. Because the Fleming 65 will be offered in Europe, it must meet CE safety requirements that emergency exits be nearby in each stateroom. To solve the problem, Tony Fleming devised the lighted ceiling treatment in the owner’s stateroom so that it hinges down to reveal not only a deck hatch, but a fold-out ladder as well.

The master head is comfortably sized and has a large stall shower with a Corian deck grating and Headhunter pressure-jet toilets, which are standard throughout.

The port guest cabin has twin berths (a queen is optional), plus a Pullman fold-down on the inboard bulkhead and a stretcher-bar berth over the outboard berth. Across the companionway is the guest head with another large shower, with a seat for added functionality.

Several arrangements are available for the starboard cabin, but our 65 had one that Tony believes is likely to be the most popular: a pair of criss-crossed upper/lower berths. The lower berth can be used as a settee, and there’s a desk on the forward bulkhead large enough to serve as an onboard office complete with computer.

The real living areas on the Fleming 65 are likely to be the saloon and pilothouse. Though separated by the galley bulkhead, these seem to flow into one large space. The saloon has a settee to starboard with a table that unfolds to become a dining table. A pair of Tony Fleming-designed swivel bucket chairs also serve as table seating, and a pair of Fleming-designed hassocks conceal large storage bins as well. A 37-inch Sharp Aquos TV pops up on an Inca swivel lift from a cabinet in the after corner, while a wet bar with a fridge is to port.

Our test boat was hull #1; it was being kept by Fleming as a demonstrator and to allow the company to try out new systems and equipment. In the galley, which fills the forward end of the saloon, is an unusual Brandt four-burner induction cooktop. Not only does it heat without heat (you can put your hand on the burners!) for safety at sea, but it also works very quickly: A pot of cold water boils in under two minutes.

The pilothouse is likely to be the gathering spot while underway, with a curved settee to port, a custom pedestal chair behind the helm, and an expanse of black dashboard that would be a challenge to fill with electronics. With big windows, the visibility is superb, but late-afternoon sun glare can be an issue. The solution is a set of pull-down blinds to shade the crew while imparting a 1940s film noir touch to the proceedings.

The large day head to starboard is a welcome addition, and future 65s will have a wet locker for foul-weather gear as well, since the crew will be coming and going in all conditions through the two sliding doors on each side of the pilothouse. Another thoughtful inclusion is the chart table built into the starboard side of the dashboard, since savvy skippers still use paper charts to back up their occasionally fallible chart plotters. There also are drawers to handle those charts underneath.

The flying bridge is just steps from the pilothouse, with a raised platform for the port-side helm to give the skipper a clear view of the bow. Just aft of the helm is a built-in barbecue with an undercounter fridge, and a huge Glacier freezer that will handle the frozen food for weeks of cruising. To starboard is a comfortable J-shaped settee. A Bimini top that uses a hinged fiberglass radar arch as a primary support, as well as for storage, protects the entire area.

Aft, the boat deck is as solid as a concrete sidewalk, and easily holds a 14-foot Zodiac tender on fore-and-aft fiberglass ribs. Key to this rigidity are the cradles, which are really aluminum weldments molded into the deck to create sturdy cantilevers that support the tender. A 1,500-pound Steelhead crane launches both tender and watertoys.

Standard power is a pair of Cummins QSM11 660 hp diesels (CATS to 1,000 hp are available options) in a spacious engineroom that has nearly full headroom, thanks to the clever use of space in the wide bilge area of the keel. Full-beam fiberglass tanks plus a pair of auxiliary tanks store 1,700 gallons of fuel, and a tidy manifold system allows for fuel transfer. With long-range roaming in mind, this 65 has a Sepa fuel polisher as well.

The standard Fleming 65 has an Onan 21.5kW genset, but Tony Fleming decided to tinker a bit with our test boat since he likes quiet while at anchor. A Mastervolt system of four 2,500w inverters plus banks of 1,100-amp-hour batteries provide silent power for the majority of the systems. Most unusual, however, is the Sterling external combustion generator, which provides AC power at the sound level of a sewing machine. External combustion engines, which were used on the space shuttle, are too complicated to explain here (go to www.howstuffworks.com), but make perfect sense in this usage.

Underway, the Fleming 65 was a delight. We topped out at nearly 17 knots, but 1,600 rpm give somewhere around 11.5 knots, a comfortable ride in most seas, and long-legged range. With bow and stern Sidepower thrusters, she was much more nimble in close quarters than you’d expect from her fiftyish tons, but all that weight and her hull shape give her a comfortable motion at sea, too.

Tony Fleming may say he has no plans for an empire but, with the Fleming 65 already sold out through 2009, his fans may build one for him.

Contact: Fleming Yachts, (949) 723-4225; www.flemingyachts.com

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Her layout is very similar in concept to the 55 but the 65, being around 70% larger in displacement, offers much more interior and deck space than her smaller sibling. Fleming Yachts decided to retain hull number 1 (named Venture) to evaluate her design performance as a well-found cruising yacht as well as providing a test bed for new equipment. Since commissioning in 2005 Tony Fleming has cruised VENTURE more than 60,000 miles along the West Coast of North America from La Paz, Mexico to Juneau, Alaska, back down the Coast to the Sea of Cortez, to the Galapagos Islands, through the Panama Canal, up the East Coast into the Hudson River, Erie Canal and the St. Lawrence Seaway. Along the way Tony has provided the yard with valuable feedback and suggestions that have been incorporated in the 65 production line. Thanks to Tony’s extensive testing and evaluation of these refinements, several new items are now available on production models.

We are very proud that a panel of thirteen judges from the Internationally respected ‘Yachts’ magazine voted the Fleming 65 best yacht in her class, worldwide, for 2006. As of January 2019, 51 Fleming 65’s have been built at the highly regarded Tung Hwa yard in Taiwan, which has built every Fleming yacht since they were introduced in 1985.

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• LOA 67' 4 (20.5m)
• LOA (w/swim and anchor platforms) 70' 10 (21.6m)
• LWL 61' 11 (18.9m)
• Beam 18' 8 (5.7m)
• Draft 5' (1.52m)
• Air Draft (to top of arch) 17' 11 (5.46m)
• Displacement 102,698 Lbs. (46,583kg)
• Fuel 1,700 US gal (6,435 litres)
• Water 400 US gal (1,514 litres)

• Hull 65-039
• Hull 65-022
• Hull 65-040 (3D Version)
• Hull 65-051 (w/full beam Master Cabin)
• Hull 65-053

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Fleming Yachts

The Fleming 65 was introduced in mid 2005 in response to a strong demand for an intermediate Fleming between the 55 and the 75. Her layout is very similar in concept to the 55 but the 65, being around 70% larger in displacement, offers much more interior and deck space than her smaller sibling. Fleming Yachts decided to retain hull number 1 to evaluate her design performance as a well-found cruising yacht as well as providing a test bed for new equipment. Since commissioning in 2005 Tony Fleming has cruised VENTURE more than 50,000 miles along the West Coast of North America from La Paz, Mexico to Juneau, Alaska, back down the Coast to the Sea of Cortez, to the Galapagos Islands, through the Panama Canal, up the East Coast into the Hudson River, Erie Canal and the St. Lawrence Seaway. Along the way Tony has provided the yard with valuable feedback and suggestions that have been incorporated in the 65 production line.

In 2009 Tony Fleming took delivery of his new 65, VENTURE II, in Southampton, UK. This vessel incorporates a variety of design refinements. Thanks to Tony's extensive testing and evaluation of these refinements, several new items are now available on production models.

We are very proud that a panel of thirteen judges from the Internationally respected 'Yachts' magazine voted the Fleming 65 best yacht in her class, worldwide, for 2006. Tony Fleming and his daughter Nicky, went to Cannes to receive the trophy. As of October 2017, 46 Fleming 65's have been built at the highly regarded Tung Hwa yard in Taiwan, which has built every Fleming yacht since they were introduced in 1985.

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A Tale Of Two Journeys: Experiencing The Great Loop On A Fleming 65

As luck would have it, while in a doctor’s office we noticed a small ad in a magazine for a handsome, salty looking boat called a Fleming. It was not a brand with which I was familiar, but alertly noticed that the dealer was local to the DC-Baltimore area, we proceeded to contact Burr Yacht Sales in Edgewater, Maryland. After being disabused of our interest in other boats by Ray Currey, we became the fourth owners of Fleming 53-017. While that sounds pretty straight-forward, the entire process took about a year, several boat shows and much hand-wringing to accomplish. In truth, the Fleming had us at “Hello”. It provided three staterooms, two heads, pet safety on-deck, and several capacious levels that would allow the five of us to live in close proximity 24-7 for 9 months.

Two decades and two Flemings (55-123 and 65-023) later, we decided to experience the Great Loop again. Things are decidedly different this time, including a new set of challenges. The Fleming was still named ASLAN, but it was now a Fleming 65 with an 18’8” beam to squeeze through tight canals and an air draft of 24’ to duck under low-clearance bridges. We had lots of new bells and whistles but did not have three teenagers to help and we were now in our mid-70’s instead of mid-50’s. Despite the challenges to overcome, it still seemed like a cool adventure to revisit and a lot of the original ideas and plans from the first trip were still operable.

The staff that worked the locks in Canada told us that our Fleming 65 was the largest private boat to travel the canals so far this year. To no surprise, we were advised by several Canadians not to try the Rideau Canal, but we handled it easily. The controlling depth for the two Canadian canals is 5 feet, the draft of all Flemings. The full keel of the Fleming is appreciated here because we did bump the bottom a few times but with no damage. We occupied most of each lock on the Rideau because of our size but that was not a hinderance to our travel. “Locking through” could take up an entire article in itself, however the truth is almost any couple can do it. A third person makes it easier since a hand is needed at both bow and stern. But a spry captain can set the boat against the lock wall and quickly move to the cockpit to handle the stern line. I should note that the cockpit controls are particularly useful to move the stern back to the wall when you miss the arresting cable.

As always, marina space needs to be planned in advance when travelling the Great Loop. We found that space was usually available on the approach walls to the locks but 50A power availability can be iffy, even in marinas. Our Fleming was well equipped to handle these small inconveniences with its generators and water maker – a nice accessory to have for some of the more remote areas we’ve traveled. One such area along the Great Loop that happens to be special for us is Snug Harbor. This small cove can be found on Badgeley Point west of Killarney, Ontario on the North Channel of Lake Huron. During our first Great Loop trip 20 years ago, we spent the night at Snug Harbor on our 30th wedding anniversary and revisited the spot for our 50th anniversary. Another spot not to be missed is the Bad River Channel of the French River on Georgian Bay. Shooting the Liley Chutes rapids with your tender is a real hoot.

Of particular pleasure were the non-stop hand waves, compliments, and “thumbs-up” we received regarding our Fleming from the vacationers, locals, and other boaters at the locks. We discovered there are few ocean-ready Flemings on the Great Lakes, so we were treated almost as royalty at all of our stops and anchorages. Our Fleming 65 turns a lot of heads and despite its size, is very much a Great Loop worthy boat. With the help of both Burr Yacht Sales and Fleming Yachts, we were able to make this revival journey as memorable and seamless as the first. The Great Loop is an adventure that every Fleming owner should try to experience at least once, maybe even twice!

Greetings to the entire Burr Team, All we can say is WOW!!!!! Carole and I have officially begun our journey as Fleming owners. We are traveling home to NY after our 10-day training session in Puerto Rico, where the boat was located, with Kevin Altoff. To say we are on information overload would be an […]

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