pedigree cats catamaran

Foam core sandwich construction is the most technologically advanced form used in construction today, especially in conjunction with E-glass, Kevlar, Carbon Fiber and Structural foams. Structural foams are classified as load carrying, closed cell plastic foams that are non friable (will not readily crumble when stressed). Each designer calls for the materials to be used in the building process, including foam, fabric and resin. Pedigree Catamarans specializes in foam core construction only. The foam used in the hulls, bridgedeck and bulkheads of our catamarans is generally Airex® R63 because of its high impact specifications. This foam is a resilient, thermoformable linear linked, PVC foam core material with exceptional slamming load dissipation characteristics. Divinycell H foam, a Polymer foam is used above the bridgedeck. Other specified foams may be used as the designer specifies.

Clients have realized that their multihull has gone up in value over the years, because of the foam core material and because of the replacement cost. Airex® foam core and sandwich construction produces a catamaran that is 35 times stronger than solid fiberglass, wood or aluminum according to Airex manufactures. It is also is about 30 percent lighter; will not rot or corrode; does not sweat and provides floatation that makes the catamaran virtually unsinkable (yes, everything can sink if put enough weight on it.)

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Displacement is how much the boat weighs and is the weight of sea water she will displace when floating. Foam core construction is about 30% lighter than solid fiberglass, Aluminum according to foam core manufactures. When the designers use the term "full displacement", it usually means the vessel is cruise-ready with equipment and fuel or with the "useful load" on board. While "light displacement" means empty and where it doesn't even have fuel on board. Lighter construction allows more payload to be carried and smaller engines to reach a good cruise speed, which uses less fuel, allows greater speeds, shallow draft, etc..

This is something to look at when you start comparing cats, there weight. Our 50' cats weight in at an average of 15,000 lbs. empty and draw about 30" (rudder and props are the deepest.) Where most production cats are up closer to 50,000 lbs., deeper draft, more HP to get them up to an acceptable speed, must carry more fuel to get her up there as well as the bigger engines. The designers we use have displacement hulls, about 18 to 21 knot range of speed with reasonable HP and fuel consumption.

A little about under power....as under sail with a little wind, you are unlimited. The engine manuals usually have a chart, but a common method to get an idea of range is to divide 20 into the horsepower of each engine. This will give you an idea of GPH you would burn at the higher continuous RPM per engine. I have found that for each cylinder at idle burns about 1 quart of fuel...so 6 cylinders is about 1.5 GPH at just above idle or 1,000 RPM achieving hull speed on a calm day.

A cat on a calm day can reach hull speed with one engine at just above idle. Hull speed in knots is figured by taking 1.34 multiplied by square root of the water line length of your cat. Lets use about 10 knots or 11-12 mph and that will give you some idea. I like to put enough fuel onboard to have about a 1,000 mile range at cruise speed (rpm) say somewhere about 15 mph and this usually takes both engines to do that, but not wide open. From California to Hawaii (non-stop) close to hull speed, that is where you have the best range and least resistance, even better, motor sailing. That range will also get you to the next fuel dock or allow you to pass up the island that just got their fuel they have waited 6 months for and will cost you a lot to take it away from them.

The designers place the fuel and other liquids in the hulls where they do not affect the trim, under the sole or hull floors and lots of room down low. In most the cats we build now, the tanks are very large and built into the hulls, epoxy coated with baffles about every 50 gallons. A 75' to 86' has 1,000 galons per side, again, you don't need to carry around fuel, but if you find an island or another boater in need, trade it.

Fig.1. graphically illustrates the superior performance of the displacement power catamaran. No other configuration gives you the combination of comfort, relatively high speed [very high speed in comparison with a displacement monohull] and long range cruising. The smaller designs; below 16m, can in some cases go Transocean but only at relatively slow speeds because they do not have the capacity to carry enough fuel for longer trips at higher speeds. The larger vessels, from 16m up, can go Transocean at speeds from 15 to 20 knots for two to three thousand miles on their basic inbuilt tankage. This is the sort of performance that had previously only been available in monohull in the 40m+ range. The very low fuel usage that is evidenced in the graph means much lower operating costs. This, combined with the very good seakeeping, and the unprecedented stability which is inherent in the displacement catamaran, introduced a new concept in long range travel at sea. And of course the smaller horsepower requirements for a particular performance reduces your initial capital cost also.

This exert has been taken out of Tony Grainger's design catalogue. "The answer might seem obvious to anyone who has sailed bridgedeck cats offshore, but it isn't so obvious to the newcomer to multihulls and one could be excused for asking the question when we see the proliferation of production cruising cats with relatively, and sometimes very low bridge clearance. Excessive clearance will create undesirable windage and it also increases the gap between the boom and the water, which is a major factor in reducing the efficiency of the rig from induced drag. However, it must be remembered that abridge clearance is reduced as heeling takes place and if the clearance is inadequate, safety, comfort, and overall performance will be compromised. So what does it matter? Wave slamming is most likely to occur upwind when the pitching of the boat interacts with the occasional steeper wave to cause slamming under the bridge. However, slamming can occur on any angle of sail including downwind and is typically experienced on Australia's East Coast when there is a residual short sharp swell left over from a fresh northeasterly, combined with the more even south easterly swell which is almost always present, even if only small. The effects can vary from the occasional distraction of a dull thump under the bridge, to constant impacts which will slow the boat, and severely impede progress to windward, and in the extreme will lead to structural damage. So how much clearance is enough? It depends on the width of the boat (a wider bridge has greater exposed flat area), the degree to which the boat pitches, (subject to hull shapes), and to what extent you value performance (and by implication, safety) as opposed to retaining a low profile However, it could be said that a clearance of much less than 6% or 7% of LOA would be generally considered to be low for an offshore sailing catamaran.

From Malcolm Tennant, Professional Boat Builder, April/May 2000

An overweight multihull with trim problems is not easy to fix. Some keelboat designers and builders take a rather cavalier approach toward mass and longitudinal center of gravity (LCG) calculations. In many ways this is quite understandable. By adding and subtracting ballast, the displacement of most monohulls can be adjusted relatively easily after the vessel is built. (This excludes high-tech boats, such as America's Cup competitors, which have ballast ratios of around 80% and ballast concentrated in the keel bulb.) The LCG position can be changed by moving the ballast fore-and-aft to affect trim; the keel can be repositioned; and the mast can often be moved-admittedly all a bit drastic and undesirable. But post-hoc solutions to a trim, or an overweight problem, are possible. In fact, these things may often be done so the vessel will achieve a more favorable rating for racing.

Multi-hull-sailboat designers, on the other hand, don't have any of these luxuries. They may be able to move some fluid tanks around a bit, but this is only a partial solution, since the tanks change weight as they consume the fluid and they constantly need to be topped off to maintain trim. There is no ballast; there is no keel; and the mast stays right where it is, unless you're willing to tear out the structure the mast rests in and rebuild a major part of the internal framework. To compound this problem, the difference between the light-ship condition and the full load displacement can be as high as 30% or more; so mass calculations that are not precise can result in a major trim problem.

An overweight vessel also affects the safety factors calculated into the rig and structure. Loads on rig and structure are calculated for the full-load situation, and with a particular safety factor appropriate to the vessel's intended use. If the vessel is heavier than the designed full-load displacement, then things such as the righting moment and transverse bending moments are higher, which erodes the safety factors in the structural calculations. Unless the overload situation is extreme, it's unlikely it will lead to immediate rig or structural failure. But it will almost certainly mean that the rig will need replacing earlier than would otherwise have been the case, and some structural problems, such as cracking, may occur with age.

Power-monohull designers are in a similar situation. They don't really want to add ballast to correct a trim problem if they can help it; this could exacerbate an existing weight problem.

Power-multihull designers, however, must treat the mass estimates and the calculation of the LCG position as the proverbial Holy Grail. If the vessel is a planing power cat, then the mass estimate and the LCG position are critical. The planing catamaran tends to have a smaller planing surface and higher bottom-loading than the equivalent monohull. Because it almost certainly has more skin area, it also tends to weigh more than the monohull, unless it's built out of advanced composites. If it's overweight and the LCG is in the wrong position, affecting the trim, then there's going to be a major problem getting it to plane. It may, in fact, end up as a rather inefficient displacement boat. [There are also critical factors in dynamic instability. For more on this, see PBB No.31, page 20-Ed.]

You may think that because weight, per se, is not the same problem from a performance point of view for a displacement catamaran, the mass and LCG calculations would not seem so critical. Wrong! The displacement cat usually has finer hulls than a planing cat (and much finer than a monohull), which gives it a higher hull speed. This makes it more susceptible to changes in longitudinal trim because of the narrower waterplane. It's basically the difference between a plank floating on its edge or on its flat. If weight is added to the end of the plank floating edgewise, then it will "dip" a lot more than the plank floating on its flat with the same added weight. So the position of the LCG relative to the longitudinal center of buoyancy (LCB) and the longitudinal center of flotation (LCF) is crucial, since relatively small shifts in the position of the LCG can cause serious trim problems. What this means in practice is that it's very difficult to keep a power cat in level trim in all conditions from light-ship, through half-load, to full-load displacement; this is especially true of the displacement cat. On vessels with a substantial difference between the light-ship and full-load conditions (such as those craft with transoceanic or long-range capabilities), it's common to arrange a fuel-transfer system to keep the craft in trim as the fuel and water loads change. More seriously, it also means that any increase in weight or shift in the designed LCG position during construction can be disastrous.

An increase in weight may have very little influence on the performance of a displacement power cat (one of our ferry designs, for example, performs with 150 people much the same as when it's empty). This is because the major determiners of hull speed, such as the prismatic coefficient and the ratio between the waterline-length and waterline-beam, are little affected by any immersion.

If the extra weight affects the trim, however, then it adversely affects the performance. Stern-down trim can often reduce speed by a knot or two, but more important, the weight increase may also compromise the performance of the vessel by lowering the height of the wingdeck off the water, causing the waves to hit the wing in milder conditions than might have been the case if the vessel were at its correct displacement. And, in similar fashion to the sailing catamaran, the structural integrity is compromised because the loading on the structure are higher than those in the original structural calculations. This lower wingdeck height severely disturbs passenger comfort, their peace of mind notwithstanding, since waves thump more frequently on the wingdeck.

Weight also increases the longitudinal rotational moments of inertia of the craft, particularly if the added weight has been distributed toward the ends of the vessel. The bows are slower to rise to wave action, which further increases the likelihood of wave impact on the wing, particularly at the leading edge. When the bows come back down again, the wingdeck will hit the water harder, Even in normal conditions, weight should be concentrated toward the center of the vessel as much as possible to minimize the pitching effects that are more evident on the slim-waterplane catamaran.

To counter wingdeck impact, some designers place a vestigial third hull in the center of the wing, up forward - similar to the center "hull" on a wavepiercing catamaran, though somewhat smaller. This obviously costs more to construct than the flat wing, but may be a way of minimizing the impact of the additional weight that always seems to sneak in. It doesn't do any harm to have extra length of empty boat at the ends and to keep the wingdeck as short as possible, and as far back from the bow as practicable. If I can, I prefer to bring the wingdeck up to gunwale level some distance back from the bow; the area forward of this is then left open. A "pickle-fork" bow, with perhaps a trampoline or a forward deck from gunwale at sheer height, is fitted. This forward deck is well off the water (right up at gunwale height) and the central anti-slamming nacelle is brought forward under this area. I carry the nacelle right aft thought the underside of the wingdeck where it becomes a very convenient duct for pipes, holding tanks, etc. On my more recent rough-water performance designs, I have used a "double arch", which has a cross section similar to (but smaller than) those employed on some early wave-piercing catamarans. All these approaches minimize slamming should it occur. Keeping level trim with the wing at the designed height, however, is the real name of the game.

It has also been suggested that the "unknown-items factor" should be increased to compensate for any possible added weight. This "fudge" factor allows for the weight of those small things that are difficult to estimate, such as bolts, screws, clips, hinges, and the like. If this factor is assessed with any precision it will increase the design cost considerably because of the amount of time involved. The unknown-items factor is usually expressed as a percentage of the structural weight, or light-ship displacement.

To some extent an increase in the unknown-items factor can be justified as compensation, but there are a few problems associated with this approach. First, it degrades the accuracy of the whole weight-estimating process and makes it more and more of a guess. If the factor is too big, then there isn't much of a reason to even estimate the weight; you may as well just stay with the original "best guess" established at the beginning of the design process, which is based on previous experience. If you don't have a lot of experience, then you would just have to accept all the uncertainty that goes with it, particularly if you haven't designed a similar vessel before. The basic assumption about all the small items that make up the factor is that they're evenly distributed around the structure of the vessel and, therefore, do not affect the LCG position, only the weight . But. if major items are added to or moved around the vessel after the weight estimates are completed, then they can have a marked effect on the LCG position.

Power-multihull designers must make sure that the mass and LCG calculations are as precise and comprehensive as possible, Impress upon clients, in the strongest possible terms, that they must tell you everything they're going to have on the boat, even if they're not going to fit it at the moment. ( I have a checklist these days to help with this.) A client can't keep adding equipment to the boat after the design stage is finished. This is a major problem with catamarans of all types because of the amount of interior volume that's generally available, Unfortunately, because of the large load-carrying capability, the owners must be restrained from filling up every available space, particularly with heavy items.

Assuming that the owner can be kept under control, then there's the question of possible differences between the builder and the designer. How do you ensure that the builder is working to the same weights as the designer? This isn't too much of a problem with alloy [aluminum] construction. Because the plating is produced under tightly controlled conditions, you can rely on its being a particular weight per square meter within very close tolerances, and this makes the mass estimates relatively easy, aside from the question of filler. But, in the case of a composite craft, whether it's wood, foam, fiberglass, balsa, or various combinations of these, the construction material isn't manufactured in a factory - it's made on site. Designers use particular fiber-to-resin ratios, thicknesses of plywood, weights of fiberglass, etc., for their mass estimates. These should be based on actual achievable, as-built-in-a-yard weights, not laboratory perfection. But if the builder is not achieving the same weights per square meter as the designer intends - or the builder changes the material - then things can get seriously out of whack very quickly. The solutions to this problem are twofold. One, the designer can get actual, as-built weights from the builder. Unfortunately, this only works with the second boat from a particular builder, and doesn't necessarily work for all of them since laminate-weight variations can be as high as 25% from builder to builder; even with individual laminators at a given shop applying open-mold, hand-layup techniques. Second, some builders institute careful quality-control procedures covering the laminating techniques and the fiber-to-resin ratios to ensure that they're getting the correct weight estimates. SCRIMP (Seemann Composites Resin Infusion Molding Process), pre-preg fabrics, and wet-out machines may offer better control over fiber-to-resin ratios, at least for a primary structure.

Communication between the designer and builder concerning the actual weights is crucial and this is no less true for a wood/epoxy composite boat. [See the sidebar on page 49.] To this end, it's advantageous for the designer to supervise construction and be aware of any problems as soon as they become evident. In fact, designers who supervise construction should be constantly on the lookout for any deviation from the plan that's going to have a deleterious effect on the mass of the vessel. The builder can also construct the boat on load cells, or at least weigh the vessel at particular intervals, allowing the builder and designer to monitor the vessel weight and the LCG position as construction progresses. At a particular stage of assembly, if weight is high and the LCG is not where it should be, then it may be possible to take corrective measures. If all weighing happens at the end of construction, then it may be far too late and the unhappy owner is left with a boat that doesn't perform as expected, and with a set of problems that will be expensive to remedy.

A Cautionary Tale My assistant and I performed nearly three weeks of calculations on a comprehensive spreadsheet to get the mass and LCG estimates as precise as possible on a 19.6m (64.3') power catamaran designed for strip-plank/ply/foam/fiberglass composite construction. In fact, it was probably the most careful mass estimate we had ever done.

When the vessel was launched, it appeared to be floating over its lines. We took measurements from the waterline, and the computer confirmed that in light-ship condition the boat was 27% heavier than the weight estimates. So what had gone wrong?

I had only visited the vessel once in the early stages of its construction because it was being built at a considerable distance from my home base. Somebody told the owners that extra weight did not have an adverse effect on displacement power catamarans. That was correct with regard to speed, but they seemed to be totally unaware of the negative effects on vessel trim-despite my earlier emphasis on weight when discussing the design with them.

So where had all this extra weight come from? Unbeknownst to us, the builder had substituted 150kg/m3 (9.37 lb/ft3) end-grain balsa for the specified 60kg/m3 (3.75lb/ft3) PVC foam in the core of the ply/foam/ply structures of the wingdeck, bulkheads, and cabin top. The area involved was several hundred square meters. The exterior sheathing glass was 750g/m2 (22 oz/yd2) instead of the specified 300g/m2 (8 oz/yd2). Factoring in the resin, this is a significant increase in weight. The plywood specified for the interior cabinetry was 4 mm to 5 mm (.16" to .2"); actual ply in a lot of places was 12 mm (.5"). Was the builder the source of the problem? He certainly contributed, and commented that none of the increases in weight was very much. But if you say that 200 times, the result represents a significant increase.

The owners also had the builder move the rather large galley some 2m (6,6') forward and they installed commercial/hotel appliances rather than the domestic units we had allowed for. To compensate for the resulting bow-down trim, the builder put 500kgs (1,100 lbs) of batteries aft. This may have corrected the bow-down trim, but it magnified the longitudinal moment of inertia already initiated by the forward galley.

What could we have done? The owners weren't willing to pay for supervision, but we should have insisted on being informed -in writing- of any design changes. We should also have insisted that the vessel be built on load cells, or at least weighed several times. If these things had taken place we might have been able to notice the problem earlier. Isn't hindsight wonderful?

Any foreign vessel entering for navigation between ports in U.S. waters must be imported, requiring payment of an import duty, or must obtain a U.S. Customs cruising permit. The cruising permit does not allow commercial activity while in the U.S., such as charter service.

A foreign flag vessel, which has been imported, is restricted from carrying passengers from one U.S. port to another, or from carrying passengers within U.S. waters without a foreign voyage, because it is not eligible for a coastwise trade license. 46 U S.C. 12106. Only U.S. documented vessels are eligible, and vessels which have been foreign built or foreign owned are excluded from this license. 46 U.S.C. 12106(a)(2); 46 C.F.R. 67.17-5(c). Congressional exemptions may be granted to these requirements, on a case by case basis.

A foreign flag vessel which engages only in foreign voyages, including cruises to nowhere into international waters, would not be in violation of Coast Guard restrictions, though it would have to clear U.S. Customs for each entry and exit. If it is operating as a vessel carrying passengers for hire, there will be inspection requirements which verily compliance with foreign flag state requirements and compliance with U.S. laws. A foreign flag vessel which has been imported into the U.S. and engages in bare boat charters in U.S. waters must comply with the State requirements for registration and sales tax, and must still clear on every exit and entry from a U.S. port since it is a foreign vessel without a cruising permit.

Even a very cursory look at sailing catamarans will show that they are not restricted by Froudes Law. Their very fine hulls place them on a very different part of Froudes’ wave making continuum, and results in their having a very much higher hull speed than he ever envisioned from his observations in the order of 30+ knots is not unusual for these boats. Certainly the boats with this sort of performance are very lightly loaded racing craft, but even the more heavily laden cruising boats do not have much trouble breaking the 1.34 barrier. If these sorts of speeds can be achieved under sail, than it should be much easier under power. Towing tank tests of long, slim hulls with high prismatic coefficients (fine hulls with a fairly even spread of displacement from bow to stern), such as our displacement powerboats exhibit, have shown no catastrophic increase in wave drag at speed/length ratios above approximately 1.4 such as occurs with "normal" displacement hulls. These high prismatic hulls have a higher displacement hull speed than is "normal." This test data is further supported by the precisely measured performance tests of such boats as the Zenith-47 Antaeus, the Awesome 2000, the Mako-61, the Jaybee and the Icarus 46 in the full-sized ocean test tank. All these boats have prismatic coefficients greater than 0.66 and all easily exceed their theoretical hull speeds, while returning exceptional fuel economy.

So it would seem that all we have to do is to make power catamarans with long, slim hulls, and then we will have speed, economy and accommodation. The potential is there, but is it really that simple? The answer, of course, is "no" not quite! If we compare a sailing catamaran with a keelboat, we will see that the catamaran has one immediately obvious advantage. It is lighter because it is able to eliminate the lead keel upon which the keelboat depends on for its stability. In the case of the powerboat, there is no such advantage. The catamaran may, in fact, be heavier than the monohull because of its increased area. All is not lost, however, because while the skin area is increasing by the square, the interior volume is increasing by the cube! This possible increase in weight may be a problem with planing catamarans because of their limited planing surface, but it does not mean that our dream is impossible.

The displacement catamaran is not as susceptible to overloading as is the planing craft. The hull speed of the displacement boat is largely dependent on the L:B ratio of the hulls and this does not change very much with modest overloading. This does, however, bring up one of the limitations of the displacement boat. To work successfully, the L:B ratio of the hulls should be in excess of 10, and preferably higher. Consequently, if high displacements and length restrictions force short, fat hulls on the designer, then the displacement approach will not be successful. In this situation the only recourse is to lengthen the hull until the requisite L:B ratio is obtained, or to use a planing hull form. It will be apparent from this, that the displacement concept would seem to have little place in boats shorter than 10m (32'), unless they can be built light or a very modest performance is required. I have designed smaller displacement boats that achieve quite credible 15-knot cruising speeds from very small horsepower (43 HP per side) engines. But if performance on par with planing vessels is required, then the displacement boat must be able to have long, slim hulls, preferably without the planing boats’ low deadrise, submerged chine sections, as this increases the drag substantially, and even more if the chines break the surface. This, then, is the approach we have taken with a lot of our power catamaran designs: long, slim, easily driven round-bilge, minimum wetted surface hulls that give performance on a par with planing craft, but with considerably better sea-keeping capability and better fuel economy.

It is, of course, possible to question whether these boats really are displacement craft. Current theory says that for vessels of this length, to go this fast, they must be planing. In fact, if we accept the usual definition of planing vessel, namely: that it has a speed/length ratio of more than 2, then these boats are clearly planing. However, a boat is said to be planing when most of its mass is supported dynamically by the downward directed thrust of the water. A vessel that is planing will typically have a bow out trim and will have bodily risen out of the water. The waters are muddied a little by the fact that there is no sudden jump from displacement to planing. It is a continuum and somewhere in the speed/length ratio range from 1.5 to 2 the craft would be considered to be in a "semi-displacement" mode. We have now designed a large number of displacement power cats exemplifying the "long and slim" approach of powerboat design.

These performances are very much faster than those of the traditional displacement boats of comparable size and are on a par with that of a planing boat of similar displacement, but with lesser power requirement and subsequently greater economy. I believe the performance of these designs demonstrates the potential of the displacement power catamaran to be that very elusive and ephemeral animal; the best of all possible worlds: combining excellent accommodation, comfort, and economical performance with good old-fashioned seaworthiness. It seems to me that there is no reason why this old "long and slim" principle should not be applied to lightweight boats with less superstructure and even finer hulls, to produce 30 or even perhaps 40 knots of fuss-free performance from quite modest horsepower.

In fact, this belief has been partially tested with two offshore designs: the 17.5m (57') Red Diamond II, designed for a Japanese client, capable of a top speed of 33 knots (cruising at 24) from twin 320 kw (430 HP) Yanmar diesels; and the 20m (65') Awesome 2000, which has a top speed of 28 knots, and an open ocean cruising range of 3,000 miles at 15-knot speed. This craft has made the trip from Long Beach, California to Hawaii using only her internal tanks. Although these displacement cats may not be the fastest things around in flat water, they have demonstrated an ability to maintain much higher average speeds than most other craft regardless of sea conditions. In situations where the high-speed planing monohull is forced to drastically reduce its speed, the displacement catamaran is able to continue on with very little reduction in performance.

This ability is displayed day in and day out by the rapidly expanding commercial catamaran ferry fleets whose operators recognized the economic advantages of this concept early on. It has often been pointed out that many people with displacement boats try to push them too fast and, consequently, would be better off with a planing boat. For these people there is now another alternative: displacement boats with the performance of planing craft and the frugal thirst and smooth comfort of the traditional displacement boat.

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Gato Blanco | 2011 Pedigree Cat 75 Power cat

Fort lauderdale, fl, us.

Gato Blanco | Pedigree Cat 75 Power cat 75ft

Us $2,650,000.

BRING OFFERS!

GATO BLANCO is an American built 75’ Pedigree Power Cat 2011 that stands as a testament to American ingenuity and maritime craftsmanship. Its optimized functionality, cutting-edge design, and impressive seakeeping ability set it apart from its peers. Boasting five guest staterooms, including a spacious full-beam master cabin, GATO BLANCO offers a level of comfort and opulence that exceeds expectations. The excellent fishability and below-deck tender storage make it a dream come true for avid anglers, offering the perfect platform to pursue their passion. GATO BLANCO is powered by economical Caterpillar C-12 main engines (2016) with a max speed of 23 knots and a 1500 nautical mile range. Perhaps one of the most remarkable features of GATO BLANCO is its effortless maneuverability, allowing it to be easily handled by a crew of just two people. This level of simplicity in operation adds to the allure of the yacht, making it accessible to a wide range of yacht enthusiasts, regardless of their level of experience. GATO BLANCO has been professionally maintained to the highest standards, ensuring that every journey is not only luxurious but safe and reliable as well.

Specifications

Length: 75ft
Builder: Pedigree Cat
Beam: 27' 5"
Draft: 4' 9"
Hull: Fiberglass
Status: Active

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MEASUREMENTS

Length Overall: 75 ft
Max Draft: 4' 9"
Beam Measure: 27' 5"
Range Measure: 1726.17 mi
Total Power: 1430
Engine Brand: CAT
Engine Model: C-12
Engine Type: Inboard
Engine/Fuel Type: Diesel
Engine Hours: 2178
Engine Power: 715 hp
Engine Hours: 2173
Fresh Water Tanks: 1 (2000 Gallons)
Fuel Tanks: 1 (2000 Gallons)

Accommodations

Number of cabins: 5
Number of heads: 5

Engine Room and Mechanical

• (7) Units for Cruisair air conditioning system • (2) Cummins Onan gen sets, model MDKBV, 23 kW, 1800 RPM • Aqualift exhaust mufflers on gen sets • Twin Caterpillar C-12 diesel engines, 715 hp • Dual Racor systems for each engine • ZF 325 2.057 to 1 transmission • (2) Lewmar bow thrusters, 11 kW • Delta T environmental control engine room ventilation system • FCI Max Q watermaker • Graco oil transfer pump for engines, generators, and transmissions • Foil style rudders with fixed strut, 20 X 37 tapered, with 2.75” rudder stock • Veem interceptor Nibral 5-blade propellers • Stainless steel shafts, 3” • Cutlass strut bearings • Dripless shaft seals • (10) Rule submersible bilge pumps • Air compressor • Johnson automatic temperature-controlled power ventilation system • Scot pump bait/wash down pump, ½ hp • Stingray fresh water pump • Fireboy fixed fire system • (2) Dometic icemakers, 600 gpd

• Powerstride AGM 8D batteries (12) • (4) Outback inverters • Charles battery chargers; 24V 30-amp, 12V 40-amp, 12V 80-amp, one for each bow thruster • 100-Amp 240 VAC single phase shore power (1 receptacle) • 50-Amp 240 VAC single phase shore power (2 receptacles) • (7) Approves type battery switches • UPS battery back-ups • Lightening arrester bonding system

• Pacific Coast Marine sliding door to aft bridge • 28” stainless steel helm • Majilite console and accessories • Lewmar overhead hatch • Chart table with lift top and storage (10 cu. ft.) • (3) Stidd helm chairs, center chair has electronic control • Raised L-shape settee with storage beneath • Adjustable table • Extra storage under console • Tempered glass windows • Pilothouse windows vinyl mesh cover • Dimmable LED overhead bi-color lighting • Accent LED lighting • Roca heavy-duty windshield wipers with washer and intermittent speeds • Rosewood desk • Sub-Zero refrigerator/freezer • Sony stereo amp with sub-woofer • Distributed audio with volume control • Rod storage locker • CO/smoke detector • Stairs to salon with accent lighting

Electronics and Navigation Equipment

• FLIR infrared camera, M 624 • Ocean View thermal camera • Axis closed circuit TV cameras in engine room, aft service area, and cockpit) • Glendinning electronic controls with three remote operations stations • Caterpillar electronic control modules • Lewmar bow thruster controls • Lewmar windlass controls in pilothouse • Furuno DFF 1 digital color sounder display on NAVNET system • Furuno FA-150 AIS • Furuno NAVNET 3D black box system • Furuno RD-30 • Furuno NAVNET MFD 12 • Furuno SC-50 SAT compass • Furuno PG 500 fluxgate compass • Furuno 17” monitors, MU170C (4) • Furuno PB-150 weather station • Furuno CH 300 sonar • Furuno F1 504 depth sounder • (2) Furuno NAV pilot 500 • Furuno 2127 25 kW radar • Furuno DR 512 12 kW radar • Furuno VHF’s, 2-hard wired, 2 hand-helds • Furuno hailer • Ritchie 6” magnetic compass • Sea First rudder angle indicators • KVH HD-11 global SAT TV • KVH V-11 global SAT internet • Kahlenberg triple trumpet horns • Remote control panels for generator in pilothouse, and main distribution panel • Fireboy shut-down controls • General alarm panel • Rupp hydraulic outrigger controls • AC/DC distribution panels in pilothouse and companionway, starboard • LED lighting throughout the boat • (5) Go Lights, remote operational • Hella Marine LED nav lights • (8) Lumishore THX402 bi-color underwater LED lights, 6800 lumens • (2) Rigid LED deck lights, 4500 lumens • Jeppesen electronic charts for west coast, east coast, AK, and Caribbean • GFCI protected 120 VAC receptacles

• Vanity with sink • Crema Nicar countertop • VacuFlush toilet • Kohler faucet • Anigre custom cabinetry • Anigre custom storage shelves • Teak and holly sole • (5) Coat rack hangers with drain tray cover • Tempered glass windows • LED overhead dimmable lighting

• Wolf 5-burner cooktop, 36” convection oven with extractor fan • Sub-Zero stainless-steel stand-up refrigerator • Sub Zero double drawer freezer • KitchenAid trash compactor • U-Line icemaker • Double stainless-steel sink • Fisher & Paykel double drawer dishwasher • Estremoz marble countertops • Lazy susan • CO/smoke detector • Tempered glass windows • Lutron silent window blinds • LED overhead dimmable lighting • Teak and holly sole • Anigre custom cabinets with satin finish

Dining Salon

• Anigre cabinets with satin finish • Rosewood custom dinette that seats 8 • Dinette sofa storage • Imported custom Italian frosted glass light • LED accent lighting • Lutron silent window blinds • LED overhead dimmable lighting • Large pull-out storage bulkhead drawers (8) • Closet style storage locker

Master Stateroom

• Centerline king full beam berth with pillow top mattress • Large walk-inn closet with multiple storage compartments • Cedar lined closets • Maple custom cabinetry with satin finish • (2) Maple night stands with drawer and reading light • Maple desk • Samsung 50” HD LED TV with sound bar • Harmony universal remote • Double pocket door entry • (6) Port lights with pleated shades • LED dimmable overhead lighting • LED accent lights • Digital temperature control • CO/smoke detector

Master Head

• Full length mirror • VacuFlush toilet • Honey Onyx marble floors and countertops • Honey Onyx shower • Shower door is tempered frosted glass • Maple cabinetry • Powered ventilation • Porcelain sink with Kohler accessories • 1500W, 120V forced air electric heater • Linen cabinet • GFCI protected AC outlets • LED dimmable overhead lighting • LED accent lighting

Companionway Starboard

• Teak and holly sole • Main electrical distribution panel • Landing has wool carpet • Sub-Zero double drawer freezer • Single drawer storage compartment • LED dimmable overhead lighting • LED accent lighting on stairway

VIP Stateroom, Starboard

• Athwartship queen berth with built-in drawers and pillow-top mattress • Anigre cabinetry • (2) Cedar closets • (2) Night stands with swing arm reading lamps • Samsung 40” HD LED TV with sound bar • Blue Ray DVD player • DSS receiver • Harmony universal remote • (2) Port lights with pleated shades • LED dimmable overhead lighting • LED accent lighting • Digital temperature control • CO/smoke detector

VIP Head, Starboard

• Anigre cabinets • VacuFlush toilet • Porcelain sink with marble countertop • Crema Nacar marble shower with bench seat • Crema Nacar headstall • Shower door is tempered glass • Kohler accessories • Mirrored vanity with storage • Teak and holly sole • (2) Port lights with pleated shades • LED dimmable overhead lighting

Companionway, Port

• Bilge access hatch • Teak and holly sole • Double glass door enclosed storage cabinet • Single drawer storage compartment • LED dimmable overhead lighting • LED accent lighting on stairway • Battery access hatch

VIP Stateroom, Port

• Anigre cabinetry • Queen berth with pillow-top mattress and built-in drawers underneath • (2) Night stands with swing arm reading lights • (2) Cedar closets • (2) Port lights with pleated shades • Samsung 40” HD LED TV • DSS receiver • Blue Ray DVD player • Digital temperature control • Harmony universal remote • LED overhead dimmable lighting • LED accent lighting • CO/smoke detector

VIP Head, Port

• Anigre cabinetry • Kohler accessories • Porcelain sink with marble countertop • Mirrored vanity with storage • VacuFlush toilet • Crema Nacar marble shower with bench seat • Tempered glass shower door • Crema Nacar headstall • (2) Port lights with pleated shades • Teak and holly sole • GFCI protected AC outlet • LED dimmable overhead lighting

Crew Quarters / Utility Room, Starboard Forward

• V-berth, full beam • Anigre trim • Plastic laminate cabinetry, closet with lazy susan • Reading lamp with flexible arm • Standard size GE washer (model WSSH300G2WW) and dryer (model DCVH480EKOWW • Built-in ironing station • LED dimmable overhead lighting • LED accent lighting

Guest Head, Port Forward

• Anigre trim • Plastic laminate cabinetry • Molded shower, fiberglass • Molded countertop, fiberglass • Teak and holly sole • VacuFlush toilet • Stainless steel sink with Kohler accessories • Double door mirrored vanity cabinet • LED dimmable overhead lighting

Deck / Cockpit Equipment

• Transom doors, port and starboard • Lewmar dual windlasses with remote helm controls • Elliot MK4 10-person liferaft • Freeman David 1600# davit with adjustable boom • Large tender bay • Bruce 110# anchor with 400’ chain • Plow 105# anchor with 50’ chain and 500’ 1.25’ rode • Storage / lockers located in tender bay, aft bridge, and cockpit • Fenders – 8 large, 4 ball • Fighting chair in cockpit • Bow seating with cushion • (2) Tuna tubes • Bait system manifold • 50-Gallon dual bait tanks • Sub-Zero refrigerators – aft bridge deck and cockpit • LED Imtra accent lighting • LED Imtra overhead lighting • Stainless-steel hardware

Recent Upgrades / Service

• Lumishore underwater lights • Onan generators full service • Caterpillar C-12 engines full service • Exterior ceramic coating • New Sea Deck • New main engine heat exchangers • Rebuilt davit • New water maker membranes • New Zar tender • New AC raw water pumps

• Plastic laminate cabinets • Kohler faucet • VacuFlush toilet • Anigre custom storage shelves • Vanity with sink and Crema Nicar countertop • Tempered glass windows • Five coat rack hangers with teak eggshell drain tray cover • LED dimmable overhead lighting • Teak and holly sole

Disclaimer The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

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Recent News

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We take pride in our happy customers

Your team delivered on every mark. You’ve got an amazing broker in Mark Wattrus and I’m confident you will have continued success moving forward together. He was available 24/7 whenever I had questions. We had a great initial visit on the boat and his marketing plan and photos were superb

I bought a yacht that I had never seen. I did this because I trusted my broker Andrew Holland. It was not an easy job for Andrew, as I am an experienced boat builder and owner of previous yachts, but work in West Africa. Imagine how hard it was to communicate what I was looking for. Andrew came up with exactly what I wanted. He dealt with time delays, all my questions at odd hours, and was there for the survey. He reported honestly and professionally. After buying the yacht, I arrived at the boat on a Sunday night, after dark, after travelling from West Africa to the Caribbean, and found it was better than expected. He never pulled punches and made me aware of shortfalls. I expected to spend my one month leave working on the boat, but actually spent less than one week, and was able to spend 3 weeks sailing – wonderful bonus.

Thank you Andrew for putting up with all my questions, all my worries and all my crazy out of the time zone concerns – you were totally professional, but also I know that if and when we meet up, it will be like a friend finally meeting. You are always welcome on Aseka.

— Beverly Cory

Outstanding company with professional subject matter experts. If I were to buy or sell cruising sailboat, particularly a catamaran, Andrew would be my go to broker.

I have been sailing since I was a child and attended Massachusetts Maritime Academy. But when my wife and I began the process of purchasing an ocean cruising/racing catamaran, I realized that this is a world unto itself. Obviously, we needed to find someone knowledgeable to help us make an informed decision. More importantly, we needed someone honest and willing to put our interests before his or her own. I was lucky to work with Phil Berman at The Multihull Company. He repeatedly shunned the fast buck, choosing instead to work the long road to connect us with the “perfect boat”. I would be glad to recommend Phil and his company to anyone planning to purchase or sell a performance sailing machine.

— Eric Boutiette

Andrew Hodgdon was our broker when we bought our 2018 Lagoon 450F in Antigua in April 2922. He provided great service and was very attentive to our needs. We would highly recommend Andrew and the Multihull Company.

Trust & Expertise About Us

Successful relationships cannot exist without it. At The Multihull Company we base every relationship on a firm commitment to earning and retaining our client’s trust.

Advice of any kind is valuable only when grounded in hard-won expertise. It too, must be trustworthy. Trust and expertise define the heart and soul of The Multihull Company. We are a team of skilled professionals who thrive on providing expert, trustworthy advice and service to catamaran and trimaran sailors around the globe.

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Catamaran Shuttleworth 52 AeroRig cruising with enclosed cockpit custom

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15.85 m (52'00" )

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Pedigree catamarans, inc..

(360) 942-2810

1835 Ocean Ave. Raymond, Washington, USA 98577

http://www.pedigreecats.com

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Pedigree Cats Catamaran, Inc.
Pedigree Cats is the custom builder in the United States, using a USA-skilled labor force with proven composite building materials. We offer a variety of different catamaran models ranging from 60′ to 150′ and top designers for our customers to work with in designing their ultimate catamaran. We have been building custom composite ...
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Pedigree Cats Catamarans
Pedigree Cats Catamarans are builders of custom, luxurious multihulls; catamarans and trimarans ranging from 60' to 136', megayachts, power catamaran and sail catamaran. We work closely with designers such as John Shuttlworth, Ed Horstman, Tony Grainger, Chris White, and Kurt Hughes. The yachts are constructed using AirexÃ† foam core, E-glass, and vinylester or epoxy resins with an ImronÃ ...
About Pedigree Cats, Inc.
Pedigree Catamarans, Inc. or Pedigree Cats, offer more than 30 different catamaran models ranging from 52′ to 150′ and we offer top designers for our customers to work with in designing their ultimate catamaran. We also have concept artists to work with you directly to create exactly what you have in mind, inside and out.
Amenities & Pricing
The size and what clients will spend on their dream and is up to them and what they want. We do know that just the barge or floating platform, built with the same materials we use on our Ocean-going yachts, is about $100 a square foot. Shells can average $200k to 350k , just depends on the clients and what they want to do or need help with.
Pedigree Catamarans Amenitites and Pricing
Pedigree Cats Catamarans are builders of custom, luxurious multihulls; catamarans and trimarans ranging from 46' to 136', megayachts, power catamarans and sail catamarans. We work closely with designers such as John Shuttleworth, Ed Horstman, Tony Grainger, Chris White, and Kurt Hughes. The yachts are constructed using Airex® foam core, E-glass, and vinylester or epoxy resins with an Imron ...
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Catamaran
Description. This custom catamaran was designed by John Shuttleworth, a leading high performance catamaran designer from England. He was contracted to design a fast, smooth, safe cat that would support the newest idea of self sailing rigging, the AeroRig®. The result is the Shuttleworth 52. She is constructed of Airex foam core, carbon fibers ...
Pedigree Cats
Located at the Raymond Port Docks, Pedigree Cats specialize in building custom, luxurious multihulls; power catamarans, sail catamarans and trimarans, with many amenities included as standard features. Pedigree Cats is the custom builder in the United States using a skilled labor force with proven building materials.
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