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Nonsuch 36 Design Comparison

Posted by Rob Mazza | Boat Reviews , Monohull , Reviews

…and Two More Freestanding-Rigged, Solid Sailers.

L ooking for boats to compare to the Nonsuch 36, the obvious commonality has to be the freestanding rig . That certainly narrowed the choice, and the Freedom 38 (an elongated version of the Freedom 36) and the Hunter Vision 36 nicely fit that bill. Full disclosure: I was working with Mark Ellis while the Nonsuch 36 was in production at Hinterhoeller Yachts, and I was chief designer at Hunter Marine in Alachua, Florida, while the Vision 36 was in production, but both of these designs preceded my tenure.

Looking at these distinctive sail plans, note that the Nonsuch is a true cat rig with the mast located well forward in the “eyes of the ship.” In contrast, the Freedom and the Hunter position their masts far enough aft to allow for a forestay and small headsail; in fact, the mast is far enough aft in an area with enough beam to allow the installation of a stayed rig on these two designs.

All three of these boats take full advantage of the freestanding rig, but the sailplan configuration of the large main and small jib of the Freedom and Vision is not tied to the freestanding rig, while the Nonsuch is. During this same period, other designers were making similar efforts to make sailhandling easier on traditional stayed rigs by moving toward larger mainsails and smaller, non-overlapping jibs, and fractional rigs; the Gilbert 30 is a good example in cruising boats and J/Boats an example in racing designs.

Adding a small headsail means the sail area is split between two sails, so the main is proportionally smaller for these boats than for the Nonsuch. Sixty-five percent of the Freedom’s 572-square-foot total sail area is in the main, while 70 percent of the Vision’s 677 square feet is in its main. All of the Nonsuch’s 742 square feet of sail area is in its large single mainsail. The forestay on the Vision and Freedom also helped restrict the aft movement of the mast, so the boom would not droop into the cockpit and the mast would not pump as much in a seaway.

Note also that the Freedom and Vision employ a conventional main boom with mid-boom sheeting and vang, compared to the Nonsuch’s self-vanging wishbone boom. Other than the freestanding mast, the only departure from a normal sloop rig in the Freedom is the use of the half-wishbone jib boom marketed as the “camberspar.” The Nonsuch and the Vision have more than adequate sail areas resulting in sail area/displacement ratios above 17, while the Freedom lags a bit at a little over 15.

Let’s take a look at the hulls under these rigs. Certainly above the waterline the Nonsuch’s profile reflects its catboat heritage. However, if you were to place your hand over the rigs on the drawings of the Freedom and Vision, these designs would not be much different in profile than stayed boats from the same design offices. This has ramifications when looking at the numbers. Note that the Nonsuch has the longest waterline length at 33 feet 9 inches, approximately 2 feet longer than the Freedom and the Vision. This longer waterline is largely a result of the severely truncated overhangs inherent in the catboat aesthetic. The length overall of the Nonsuch is only 7 percent longer than the waterline length, while it is 24 percent longer for the Freedom and 16 percent longer for the Vision. If the Nonsuch 36 had the same length overall/length waterline ratio as the Freedom at 1.24, it would be just shy of 42 feet long!

This obscuring of true size is also evident in the displacement figures. The Nonsuch is a full 2,600 pounds heavier than the Freedom and 1,600 pounds heavier than the Vision—this, despite the Nonsuch having the lowest displacement/length waterline ratio of the three at a performance-oriented 197, compared to 223 for the Freedom and 232 for the Vision. These differences in waterline length and displacement on a short length overall highlight the marketing challenges that always plagued the Nonsuch models when customers would invariably compare boats of the same overall length. All Nonsuches are substantially larger, and thus more expensive, than their length overall would indicate.

Note that the beams of these three boats are within 3 inches of each other. When comparing these beams to waterline length, we see that the Nonsuch is relatively narrow at .38 and the Freedom and Vision beamier at .41. This would indicate that not only have the ends of the Nonsuch been truncated, but the waterline length has possibly been stretched a tad as well. These similarities in beams, combined with variations in displacement, yield a slightly more favorable capsize number for the heavier Nonsuch at 1.97, and a less desirable 2.06 for the Freedom and 2.05 for the Vision. The comfort ratios also follow the displacement variation, with the heavier boats faring better than the lighter.

These are three large boats that incorporate the advantages, real and perceived, of the freestanding rig. All are attractive, but to my eye it is the earlier Nonsuch that incorporates the freestanding rig into a complete and harmonious package combining innovation with tradition. She is still a remarkably good-looking boat after all these years and inspires pure awe when seen sailing in any sort of breeze.

About The Author

Rob Mazza is a Good Old Boat contributing editor. He set out on his career as a naval architect in the late 1960s when he began working for Cuthbertson & Cassian. He's been familiar with good old boats from the time they were new and had a hand in designing a good many of them.

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• By Gregg Nestor
• Updated: December 8, 2009

The Nonsuch 30 was the idea of Canadian yachtsman Gordon Fisher. He and yacht designer Mark Ellis approached George Hinterhoeller to build this unique cruising catboat. Introduced in 1978, it gained wide acceptance in Canada and was soon popularized in the United States. Production ceased in 1994, with more than 500 hulls produced.

Ellis modified the traditional catboat hull, giving it a finer entry and carrying the maximum beam farther aft. Underwater, the fin keel and partially balanced spade rudder largely eliminate the considerable weather helm common to most catboats. And while the plumb bow and stern, distinctive sheer, and highly cambered coachroof also characterize the Nonsuch 30, its most prominent feature is the tall, tapered, unstayed mast with a wishbone boom.

Both the hull and deck are fiberglass composites cored with end-grain balsa. The deck lands on an inward-facing flange on the hull. The joint is through-bolted, sealed with butyl tape, and capped with an aluminum toerail. The external lead keel is attached with stainless-steel bolts that pass through floor timbers to distribute the loads throughout the boat’s hull.

Since there’s no mast in the cabin and the nearly 12-foot beam is carried well toward both ends, the Nonsuch 30 has much more interior volume than its length would suggest. For the first five years of the boat’s production, the cabin was laid out with opposing settees forward with a drop-leaf table between, a workable L-shaped galley, a large head compartment with shower, and quarter berths aft; the starboard one is a double. From around 1983, an optional cabin layout, called the “Ultra,” offered a stateroom with a double berth forward. The galley was to port, and the head compartment to starboard and the quarter berths were eliminated.

The sail is handled from the safety of the large cockpit. Running rigging consists of a main halyard, a mainsheet, and a choker line, which controls the fullness or flatness of the sail by adjusting the fore-and-aft position of the wishbone boom. The mast tends to bend to leeward when the wind freshens, which spills the wind from the sail and keeps the boat from being overpowered. Along with the wide beam and a 39-percent ballast-to-displacement ratio, this makes for a stable and forgiving boat.

The Nonsuch 30 won’t point as well as a sloop, but allowed to fall off a bit, it will make up for that with much greater speed: 7 to 8 knots in 15 to 20 knots of wind. The boat’s best point of sail is a beam to broad reach. Up to about hull number 125, a 23-horsepower Volvo MD11C diesel and saildrive provided auxiliary power. Later hulls received a 27-horsepower Westerbeke diesel and a conventional prop shaft. While both engines deliver adequate power, the later installation runs quieter, smoother, and is less prone to corrosion.

The Nonsuch 30 is a coastal cruiser. The generous cockpit and lack of a proper bridgedeck could cause some concern when a skipper considers extended offshore sailing, but its shallow draft and well-ventilated interior make it an ideal thin-water cruiser.

The rig is very simple, and there are few things to break. In addition to age-related problems typical in older boats, some areas to watch out for include the gate valves used as seacocks and cracks in the aluminum mast fitting where it passes through the deck.

Asking prices for Nonsuch 30s range from $35,000 to $85,000. With one sail, one halyard, and one sheet, it’s one easy boat to sail, especially for a shorthanded crew or a singlehander.

Gregg Nestor, who’s had a lifelong interest in all things aquatic, is the author of three books about sailboats.

LOA 30′ 4″ (9.24 m.) LWL 28′ 9″ (8.76 m.) Beam 11′ 10″ (3.61 m.) Draft 5′ 0″ (1.52 m.) Sail Area (100%) 540 sq. ft. (50.16 sq. m.) Ballast 4,500 lb. (1,372 kg.) Displacement 11,500 lb. (5,215 kg.) Ballast/D .39 D/L 216 SA/D 17.0 Water 80 gal. (302 l.) Fuel 30 gal. (113 l.) Engine 23-hp. Volvo w/ saildrive or 27-hp. Westerbeke Designer Mark Ellis Designer Ted Irwin

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• Sailboat Guide

Nonsuch 22 is a 22 ′ 0 ″ / 6.7 m monohull sailboat designed by Mark Ellis and built by Hinterhoeller Yachts Ltd. starting in 1984.

• 2 / 5 Atwood Lake, OH, US 1986 Nonsuch 22 $9,500 USD View
• 3 / 5 Atwood Lake, OH, US 1986 Nonsuch 22 $9,500 USD View
• 4 / 5 Atwood Lake, OH, US 1986 Nonsuch 22 $9,500 USD View
• 5 / 5 Atwood Lake, OH, US 1986 Nonsuch 22 $9,500 USD View

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)

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• Sailboat Reviews

This slightly odd 30-footer, with its wishbone rig and catboat looks, is easily sailed and comfortable.

The Nonsuch 30 is an oddity. She is a fin keeled, spade ruddered boat with an unstayed wishbone cat rig. Weird.

She was built in Canada, whose main boatbuilding export has been C&C sailboats. Come to think of it, all her construction details look very much like those of C&C boats. This isn’t unusual, since George Hinterhoeller, the builder, was formerly the president of C&C, and one of the founders of the three company merger that created C&C Yachts.

When Hinterhoeller left C&C to recreate Hinterhoeller Yachts Ltd., he took with him those characteristics that have given C&C a reputation for quality: good attention to finish detail and high-quality balsa-cored hull construction.

The Nonsuch 30 is the concept of retired ocean racer Gordon Fisher, the design of Mark Ellis, and the created child of Hinterhoeller, who is one of the few production boatbuilders with the legitimate title Master Boatbuilder, earned the hard way through apprenticeship in Europe.

The Nonsuch 30 was originally a Great Lakes phenomenon, which is to be expected considering her origins. She proved quite popular elsewhere, however. This is not surprising considering the amount of boat that has somehow been slipped into an LOA of less than 31′.

Production of the Nonsuch line ceased in 1989.

Construction

George Hinterhoeller’s reputation as a builder is not unearned. His balsa-cored hulls are known for being light and strong. It is probably not an exaggeration to say that he knows as much about cored construction as any boatbuilder around.

Both hull and deck of the Nonsuch 30 are balsa cored. The hull and deck are joined by a through-bolted butyl-bedded joint capped with an aluminum toerail. The butyl tape used for this purpose has no real structural properties, but does create a good watertight seal. A sealant such as 3M 5200 provides equivalent sealant properties with greater structural properties, and we prefer its use in hull-to-deck joints. It is hard to quibble with the Nonsuch’s strongly through-bolted joint, however.

The external lead keel is bolted on with stainless steel bolts. These pass through floor timbers of unidirectional roving, transferring keel loading from the garboard section to a greater area of the hull.

The cockpit seats and coamings contain a surprisingly large number of sharply-radiused turns. Gelcoat cracks are likely to develop here earlier than anywhere else in the hull.

The freestanding mast requires modification of normal construction methods. While no chainplates are required, substantial bulkheading is required in the area of the mast to absorb the considerable forces generated by the unstayed mast. The forward six feet of the hull is strongly bulkheaded for this purpose, and no sign of undue strain could be detected.

Because there is no rigging to hold the mast in the boat should she capsize, alternative means must be found. This is accomplished by lagging a cast aluminum, hexagonally-shaped female mast step to the hull. The butt of the mast is fitted with a hexagonal male counterpart which is strongly joined to the mast step by stainless steel hex-head set screws. The mast is further connected to the hull by a deck-level pin which passes through the mast and the cast aluminum deck collar. Deck hardware is properly backed for load distribution.

There are a few surprising shortcomings. The aluminum rudder quadrant stops have sharp edges which could easily cut into the exhaust line inside the cockpit lockers. This could happen—it had happened on the boat we sailed—if the upper rudder retaining nut is loose, allowing the rudder to drop down slightly. Gate valves are used on most through hull fittings below the waterline, rather than seacocks or ball valves, and no valves at all are fitted on drains and exhaust lines at the bottom of the transom, despite the fact that they could be submerged in a heavily loaded boat.

Despite these deficiencies, construction is generally to very high standards, well above average for the industry.

Handling Under Sail

The Nonsuch 30 is one of the most boring boats we have ever sailed. Tacking requires no yelling, releasing of sheets, cranking, tailing, or trimming. The helmsman simply says “I think we’ll tack” and gives the wheel a quarter turn, being careful not to upset his Mt. Gay and tonic. Nonsuch quietly slides through about 85 degrees and settles on the other tack with a minimum of fuss. Beating up a narrow channel simply requires repeating the above process.

The person who learns to sail on a Nonsuch 30 will receive a rude awakening when switching to a more athletic boat—which means almost any other 30 foot sailboat. The Nonsuch 30 is simply one of the easiest boats to sail we’ve seen.

This doesn’t mean that it’s necessarily easy to sail well. Getting the most out of the boat upwind definitely requires some practice. The aluminum mast is quite flexible, allowing the top of the mast to fall off as the wind increases. The sail’s draft will shift, changing its efficiency. In about 10 knots of breeze, the top of the mast falls to leeward about a foot. This can be a little disconcerting to those used to a fairly rigid stayed mast.

Sail shape is controlled by the “choker,” a line which controls the fore and aft trim of the wishbone and functions as a clew outhaul. Tensioning the choker pulls the wishbone aft, flattening the sail. The sail is slab reefed pretty much the same as a conventional mainsail.

The Nonsuch mainsail is 540 square feet, with a hoist of 45 feet and a foot of 24 feet. By way of comparison the mainsail of the Irwin 52 is 525 square feet, and that of the Cal 31 210 square feet. The sail does not handle like a sail of 540 square feet, fortunately. The wishbone is rigged with permanent lazy jacks which hold the sail as it is dropped.

Furling merely involves putting ties around the neatly cradled sail for the sake of aesthetics. Dousing the main or reefing is easily accomplished by one person, as all of the sail controls lead back to the cockpit.

The Nonsuch does not suffer from “catboat disease”—the tendency to develop monstrous weather helm as the breeze pipes up. She is, rather, remarkably well mannered, with a surprisingly light helm in the light to moderate winds in which we sailed her. Downwind she held course with the wheel brake off and hands off the wheel. Her performance was almost as good upwind at moderate angles of heel.

She is a stiff boat. The flexible mast allows a substantial amount of air to be spilled from the main as the wind pipes up, removing much heeling force. We found that the boat went better upwind with a reef in the main even at moderate angles of heel once the upper mast began to fall off. Getting sail off the more flexible upper part of the mast allows better draft control as the wind increases.

Having only one sail can be a real nail-chewer to the uncured racer. Whether it blows five knots or 25, the maximum amount of sail you can have is already up. Some unreconstructed racers have equipped the Nonsuch 30 with a blooper for light air downwind performance.

The Nonsuch 30 is no Cape Cod catboat under the water. She has a moderate aspect ratio fin keel, low wetted surface, and a freestanding semi-balanced spade rudder. These characteristics greatly add to her performance.

With all sail controls led back to the cockpit, she is a natural candidate for singlehanding. We strongly recommend the optional self-tailing winches for all functions if shorthanded sailing is contemplated.

The Nonsuch 30 is not the boat for the hard-core grand prix racer. Her entire sail inventory consists of that one big sail, with perhaps, but not necessarily, a single downwind sail. You will not become the bosom buddy of any racing sailmaker by owning a Nonsuch. Then again, no sailmaker will ever have a second mortgage on your boat, either.

Handling Under Power

The Nonsuch 30 was originally equipped with a 23 horsepower Volvo MD 11C diesel with saildrive. This basically eliminated engine installation and alignment problems for the builder, saving both time and money.

These units have an integral cast zinc to protect the vulnerable aluminum lower unit from galvanic corrosion. A special Volvo-supplied zinc is required—not an item that you can pick up in any boatyard. About hull number 125, this installation was changed to a more conventional engine and shaft arrangement, utilizing a new 27 horsepower Westerbeke diesel.

Either engine will drive the boat to hull speed. We greatly prefer the conventional engine installation, which is understood and can be worked on by most boatyards. It is less vulnerable to corrosion, and runs quietly and smoothly.

Because of her high freeboard the Nonsuch 30 will be susceptible to crosswinds when docking. With most of her windage forward she will have a tendency to blow bow downwind. A good hand on the throttle and gearshift will be a real plus in tight docking situations. Without the complication of wind we found her easy to back down into a slip once a sharp burst of throttle was given to activate the folding prop with which our test boat was equipped.

Deck Layout

Because the Nonsuch 30 has no standing rigging, her side decks are devoid of obstacles. Because she has no headsails there are no sheeting angles to be concerned with.

For cruising the optional bowsprit/anchor roller with hawsepipe to the otherwise unusable forepeak is highly desirable. Otherwise, anchor and rode must be stored in one of the cockpit lockers and dragged forward every time you wish to anchor. We also recommend the installation of a bow pulpit. With no shrouds to hold when forward there is a great feeling of vulnerability on the bow. These things may make the Nonsuch 30 un-catboatlike in appearance, but they will greatly add to the safety and convenience of both sailing and anchoring.

The cockpit of the Nonsuch 30 is large and deep. It is not particularly comfortable, and without four inch or thicker cockpit cushions it is impossible for a person of average height to see forward over the cabin. The helmsman’s position is elevated above that of the other seats, but visibility even from that position is only fair.

With the standard white-on-white gelcoat scheme the cockpit of the Nonsuch 30 is sterile and generates a lot of glare on sunny days. The optional contrasting nonskid and teak cockpit grate alleviates part of this problem.

The large cockpit creates other problems. First, you should never raft up with other boats at anchor. A friendly crowd of eight could easily fit in the cockpit.

There are more serious problems associated with the cockpit design. The Nonsuch 30 is promoted as a “new offshore concept.” We think this is an unfortunate choice of words, because the standard cockpit is not suited to offshore use. There is no bridgedeck. The companionway goes almost to the level of the cockpit sole—about three feet below the level of the lowest point in the cockpit coamings. Coupled with the huge cockpit volume, this creates a situation that cannot in any good conscience be called an offshore configuration. If this boat is to be called an offshore sailboat, we think there should be an optional cockpit arrangement—a large bridgedeck which could incorporate life raft storage, two more large cockpit drains, and perhaps a raised cockpit sole to further reduce the cockpit’s volume.

There are three cockpit lockers; deep port and starboard lockers, and a lazarette propane locker set up to hold two ten-pound gas bottles. The large side locker should incorporate some form of easily-removed retainer system to prevent items there from rolling under the cockpit.

On the boat we sailed the drain line from the propane locker overboard was too long. At the low point in the loop water had collected in the hose, which exits through the transom and is underwater in many sailing conditions. This water prevents any propane leakage from draining overboard as designed. The hose should be shortened to remedy a potentially hazardous situation.

When tacking or jibing it is easy for the helmsman to get caught by the mainsheet as the boom comes over. A better lead would be welcome here, perhaps having the mainsheet system incorporated into the stern rail.

The interior volume of the Nonsuch 30 is an eye opener, even to those used to the modern trend toward maximum interior volume on minimum overall length. To anyone used only to the interior space of an older boat, the interior of the Nonsuch 30 is absolutely stunning.

The waterline and beam of the Nonsuch 30 are about the same as that of a modern 36 foot cruiser-racer, and that beam is carried quite a bit further forward. Coupled with high topsides and a highly-crowned deck house, this yields a boat with tremendous interior volume for her overall length.

The interior layout is unusual but practical. There is no forward cabin in the conventional sense. This isn’t a real drawback. The forward cabin on the typical 30 footer is only useful for sleeping or sail stowage, and frequently has berths which narrow so much forward that an all-night game of footsie for the occupants is a necessity rather than a pleasure.

The forwardmost six feet of the boat is given over to two huge hanging lockers and a great deal of storage space which has been created by the three transverse and two fore and aft bulkheads that stiffen the hull in the way of the mast. This storage space is not readily accessible, and will probably end up as the boat’s attic, collecting little-used piles of gear until the day when it must be all removed to get at the mast step to remove the mast.

The rest of the boat is basically one large cabin. What would be considered the main cabin occupies the forward third of the interior. At the forward end are the aforementioned hanging lockers and a bureau. There are shelves and bins outboard of the two long settees that face each other at a comfortable distance across the cabin, with a dropleaf table on centerline. Varnished pine ceiling behind the settees is a welcome note in an otherwise dark teak interior.

The galley is to port midships. The cook is out of the traffic flow yet located in the center of activity if there are people both below and topsides. The galley has a gimballed propane stove with oven, a well-insulated icebox with (hurrah!) an insulated, gasketed lid, and a deep sink nearly on centerline which will easily drain on either tack. The icebox melt water is pumped into the galley sink. For the sake of aesthetics the icebox drain should tee into the sink drain below the sink, relieving the cook of the dubious pleasure of watching the things which dribble to the bottom of the icebox flow through the sink.

The head is opposite the galley. Because of the pronounced deckhouse camber, headroom there decreases rapidly as you move outboard.

An unusual option was a demand propane-fired hot water heater. This compact unit mounts on a head bulkhead, and has electric ignition. When a hot water faucet is turned on the heater fires, and will heat steaming hot water as fast as the water pressure system will deliver it. This is much less complicated than the normal engine water heat exchanger/110 volt powered water heaters found on most boats. Since the boat is already plumbed for propane, installation of this heater is straightforward.

There are quarterberths port and starboard aft of the galley and head. The standard berth starboard is a double, with a single to port. An option provides doubles on both sides, although filling all the berths on the boat requires an open mind and no highlydeveloped sense of privacy.

Despite the open interior of the boat, privacy can be attained through another unusual interior option. A hidden slide-up partition can be installed between the galley and the forward/main cabin, and a bifold louvered teak door which folds up against the head bulkhead. When closed, the door and partition divide the boat into two large compartments for sleeping, with reasonable separation between them.

The occupants of the thus-created forward cabin must enter the aft cabin either to go on deck or to use the head, an inconvenience.

Like the cockpit, the huge interior invites company. In the event of a sudden rainstorm, the eight people who previously occupied your cockpit could easily move below to continue their revelry. If there were already eight below—a not unlikely circumstance—you may be in trouble. Sixteen people is too many belowdecks even in the Nonsuch 30.

Ventilation of the interior is excellent, with seven opening ports, two hatches, and two dorade boxes. The propane heater vents overboard through its own exhaust stack.

Conclusions

The Nonsuch 30 is an unusual boat by any standards. The unstayed wishbone cat rig is becoming increasingly popular. It does greatly reduce the cost of sails, spars, and rigging.

The general appearance of the boat is similar to a traditional catboat, although she will never be taken to be a product of the Crosby yard. Her generally catboatlike hull dimensions produce the maximum hull volume on a minimum overall length.

Despite her billing we do not consider her an offshore cruiser with her standard cockpit arrangement. She will make an excellent coastal cruiser for a couple or family with up to three small children or two older children.

Because she is easy to sail and rig, has a big cockpit and a roomy, well-ventilated interior, she should make a good Caribbean charter boat for two couples, although head access is a minor problem from the forward cabin. Surprisingly, none have entered the southern charter business.

The Nonsuch 30 is not a traditionalist’s catboat. She lacks the sweeping sheer, low freeboard, gaff rig, and barndoor rudder of the Cape Cod catboat. She also lacks that boat’s infamous sailing characteristics—ferocious weather helm, inability to go to windward, and a man-killing mainsail.

She is a relatively simple, easily sailed boat for the convivial sailor who doesn’t mind being seen in what many might consider an oddball boat with an oddball interior and an oddball rig, The more you look at it, the less oddball it seems.

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