paceship 23 sailboat

Bluejacket 23 paceship

The bluejacket 23 paceship is a 22.83ft fractional sloop designed by cuthbertson & cassian and built in fiberglass by paceship yachts ltd. since 1967..

The Bluejacket 23 paceship is a light sailboat which is a high performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a racing boat.

Bluejacket 23 paceship for sale elsewhere on the web:

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PY 23 (PACESHIP) Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of PY 23 (PACESHIP). Built by Paceship Yachts Ltd. and designed by Raymond Hunt (C.R. Hunt & Assoc.), the boat was first built in 1973. It has a hull type of Keel/Cbrd. and LOA is 6.88. Its sail area/displacement ratio 19.80. Its auxiliary power tank, manufactured by undefined, runs on undefined.

PY 23 (PACESHIP) has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about PY 23 (PACESHIP) and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, contributions, who designed the py 23 (paceship).

PY 23 (PACESHIP) was designed by Raymond Hunt (C.R. Hunt & Assoc.).

Who builds PY 23 (PACESHIP)?

PY 23 (PACESHIP) is built by Paceship Yachts Ltd..

When was PY 23 (PACESHIP) first built?

PY 23 (PACESHIP) was first built in 1973.

How long is PY 23 (PACESHIP)?

PY 23 (PACESHIP) is 6.02 m in length.

What is mast height on PY 23 (PACESHIP)?

PY 23 (PACESHIP) has a mast height of 7.32 m.

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Paceship 23

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Taking a back road to visit our son we stumbled across a sailboat sitting under cover hours from the nearest lake so I stopped to inquire. It didn't have a "for sale" sign on it but the older gentleman said he'll never get around to sailing it and asked if I could help get some information on it and a possible value. Turns out it was an AMF Paceship, or a PY23. The owner has had it for years and has never had it in the water. In fact, the owner before him never had it in the water and the last registration shows 1999 IIRC. It's sitting on a trailer with a little corrosion but not bad. It has 5 sails with it but I didn't take them out of the bags but can say what I did see of them they felt very good. Of course I don't know if they are damaged or what, exactly, they are. There is no roller furler and no electronics for the most part. He's replaced the interior but it would need a cleaning. The bow pulpit has been repaired and there's a 4" scratch below water line that may or may not be through the gelcoat - hard to tell because it has had a temp repair over it. Not sure of the condition of the swing keel, either. Comes with a 6hp, 2 cycle Evenrude. Anyone have any idea what these are worth? I couldn't find any for sale online go get a feel for current values. Thanks. Well, it appears I am not mature enough to post photos, sorry.  

Here is a link to the Paceship forums The Paceship Website Forums I have a PY-23, It is worth what ever you are willing to pay for it. From your description sounds like it could be worth a $1.00 to $2000.00. I keep mine in a slip on the Indian River in Melbourne, Fl. It is perfect for the river, it is a great little day sailor, and as an occasional overnighter. I would buy it again. Phil  

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Hmm, the old 2 cycle motor could be a worry. If that tests well at least in a barrell ( run it for half an hour at least) then agree the high end would be $2k. If the motor won't run, then $1000 might be an offer.  

Does your price include the trailer? I had placed a mental estimate of the trailer itself at about $1000.  

It was made in the same community that produced the Bluenose l and ll, in Nova Scotia, Canada. All that to say, they knew what they were doing. When I wanted a 29 footer or there abouts, I came across a 1973 Paceship 29 CB in partial rebuild, that it maybe the last one built. So I continued the rebuild with used parts, because boats are worth not much anyway. I'll see if I can load a good picture of my new asset.  

Sony2000, that could be exactly what I looked at. We recently sold our Catalina 25 so the PY23 was a bit on the small side for us but I couldn't resist stopping and inquiring. Was fun looking and conversing with the owner.  

Yes. The trailer makes it all worthwhile and do able but its just included with the boat. I would pursue it because it has a trailer. That means go get it and bring it home. If the trailer is really beautiful then put something extra, like maybe $300, into the price. But Yes I include the trailer in the $1k- $2k price.  

Thank you.  

Re PY 23 - I have sailed past lots of them. Paceship made a fixed keel 23' that is a good boat but the PY 23 is a keel/centerboard and pretty slow. That said they were well built and very good looking - just more of a motor sailor than sailboat from what I have seen. I have even passed one while I was sailing (Catalina 27) and he was motoring with a 9.9 HP outboard just screaming. The sailing qualities do not impress me at all. But they are pretty!  

Not sure we're talking about the same boat. There was a Paceship 23 in our club a number of years ago and I always thought it was a nice looking boat. Similar to the ODays and Catalinas of the same era. It rates PHRF 246, versus a Cat 22 at 270 and a Cat 25 at 228, so pretty competitive.  

Paceship had 2, 23s. The PY23 and the P23. The latter, which is the oldest, is a C&C design, from before they started making their own boats. Then the design changed to a PY23, from a different designer. The trailers from that period are two axel and could sell for $1500 today. With larger tires they can haul up to 9000 lbs on the 14.5 rims.  

PHRF on the C&C design 23 is 237 and the Deknatel (Hunt) design PY23 is 240  

Maybe if I post.....  

... a few more times....  

... I can pass the magic 10 post number and post some pics.  

They clean up nice...  

That's the later PY23. It'll buff out - they have a pretty good rep.  

I like it! Very Pretty.....and the fact that its sitting in a barn is huge. No water to penetrate the deck. Obviously, wheel bearings, tires, lights, motor....all potential work but still looks very feasible. There are few things as satisfying as bringing them back from the edge of oblivion.  

Kper said: What do you all think of the single axle trailer? I wouldn't think of putting a single axle under our old C25. I know, the C25 is bigger, but this one isn't much smaller than our 25. It would appear to me that this trailer would be close to overload I pulled that boat on that trailer from Lake Superior to Elephant Butte New Mexico,(3200 mile RT),3 years straight .... Click to expand...

I owned a 1977 PY23 for several years. It was our "starter sailboat" and got my wife hooked on sailboats so much that she wanted a bigger one . . . our only reason for selling our PY23. I would buy another without hesitation. As a previous poster mentioned, it is a good-looking boat. It has about as nice an interior layout and use of space as you'll find in a reasonably-priced boat of that size and it's built pretty well, so even "bringing one back from considerable neglect is feasible. But at least from the looks of the boat in your pictures, this one appears to be in pretty good shape. About 900 PY23's were built between 1973 and 1981. They were available as keel/centerboard or fixed keel versions. The 73 and 74 models were built in Mahone Bay, Nova Scotia and the 75 to 81 models were built by AMF in CT. The early, Canadian-built boats had wooden toerails, gold-colored anodized spars, and no anchor well built into the foredeck. The AMF-built boats have a slotted aluminum toerail, black spars, and a covered anchor well built into the foredeck. Otherwise, they are basically identical. You are looking at a later model (1975-81) keel/centerboard version. The single axle trailer will do fine if it is otherwise in good shape and has some sort of keel-guide/support built into it. There is a tremendous amount of information (including downloadable owner's manuals) and support on the Paceship Owner's Website www.paceship.org Regards, Mobnets 1973 Paceship Chance 32/28 "Westwind"  

I owned this PY 23,"Wings" from 1995 through '98,when I finally sold it to a young couple in Kansas City ... I sailed it on Lake superior for three years in the Apostle Islands ..... When I bought it from a broker on lake Minnitonka,just west of the twin cities,in Minnesota... It came with 5 bags and a brand new,in the box,Evinrude 6 horse... Just happened to be looking for Paceships on the internet,and boom! There it was ... this is a very quick little boat,and sails like a dream ... Sailed it to Isle Royal once from the Apostle Islands,(about 240 nautical mile RT),on a full moon!  

Currently working at restoring a Helms 25 but recently took on a PY23 as a favor to an elder gentleman who lived on it in a marina and due to health issues could no longer navigate getting on and off the boat. He was trying to ditch the marina bill and offered it to us for a couple of hundred. When we titled it the hull number began with FLZ and ended with 76 so it evidently was a title applied for with no apparent hull number. It does have a teak toerail and no anchor locker on the bow, so thanks to you, we have a better idea of the actual year. We will haul her as soon as my better half finishes modifying the trailer the Helms came on. Looks like she may be missing the swing keel. The line and cleat are gone and a probe doesn't tell us if the keel is there or oyster shell. Anyway, appreciate the information about her age very much. She seems to still be sound.  

I sailed a 1979 PY26 for a decade around the Morehead City, NC area. Mine had a 9 hp Yanmar diesel. The boat was a very good teacher, as it was simple to handle. The boat sailed well in coastal conditions and was reasonably fast. In Oriental, the PY 26 won a number of club races in it's day. There is a PY23 moored here at Wrightsville Beach. I believe they are durable and well designed small boats.  

I purchased this boat today. First sail boat. It is not in as good of shape as it was 10 years ago in your pictures. Its been uncovered for some time, but it isn't in horrible shape. Going to bring her back to life. Should be fun.  

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• Sailboat Reviews

Four Trailer-Sailers And the Keel/Launch Problem

The paceship 23, american 26, yankee pacific dolphin 24, and aquarius 23 represent different solutions to the problem of easy launching.

In the early 1970s, when the fiberglass sailboat revolution was in full swing, so were the so-called swing keels. Three years after Richard Nixon was elected president, partly on the promise of ending the Vietnam War, U.S. planes still were bombing Cambodia, hippies and peaceniks were marching and both were flashing the V sign. In 1971 Sylvia Plath published “The Bell Jar,” Louis Arm­strong died, the crews of Apollo 14 and 15 landed on the moon, cigarette advertisements were banned from television, and Joe Frazier outpointed Muhammad Ali to retain his world heavyweight boxing title.

On the domestic level, Americans were taking their leisure time more seriously than ever, taking to the highways in RVs and to the waterways in all sorts of new fiberglass boats. Magazines devoted exclusively to sailing began to appear. One of the most popular type of boats was the “trailer­sailer,” relatively light-displacement sloops with centerboards and swing keels, that could be stored in the back­yard or driveway, towed behind the family station wagon and launched in about 45 minutes. Trailer-sailers promised yacht-style accommodations at an affordable price-in terms of both initial investment and annual upkeep.

Trailer-sailers never really disappeared from the sailing scene, but they haven’t been exactly an exploding market force either. But becuase we see indications that trailer-sailers are showing signs of increased interest from boat buyers, we thought we’d take a look at four early-and mid-19702 designs.

The Ballast Problem

For stability, a sailboat must have an underwater appendage such as a keel or centerboard, and ballast. Both are at odds with the concept of an easily trailerable boat that can be launched at most ramps. A deep fixed keel is untenable. One solution is to design a long, shallow keel, as seen on many Com-Pac boats, and older models such as the O’Day22. Unfortunately, windward performance suffers because there is little leading edge and foil shape to provide lift.

During the last few years, several builders have experimented with water ballast in the hull and centerboards for lift. Notable designs include the MacGregor 26, Hunter 23.5 and 26, and the new Catalina 25. The idea is to dump the ballast on haul-out to minimize trailering weight, especially important given the small size of the average car these days. The drawback, as we see it, is that the water ballast works best when it is well outboard, which is the case on race boats with port and starboard ballast tanks. Trailer-sailers with shallow ballast tanks on centerline can’t obtain the same righting moments because of the short righting arm. Plus, saltwater is not very dense, just 64 pounds per cubic foot (62.4 lbs. for fresh), compared to lead at about 708 lbs. While waterballast may be a viable option for lake and protected-water sailors, we don’t think it’s the best solution.

Looking back at the Paceship PY 23, American 26, Yankee Dolphin24, and Aquarius 23-we can examine several other approaches to the same problem.

Paceship Yachts was originally a Canadian builder, located in Mahone Bay, Nova Scotia (it was later bought by AMF of Waterbury, Connecticut). One of its first boats was the popular East Wind 24, introduced in 1963. The PY 23, designed by John Deknatel of C. Raymond Hunt Associates, was developed in 1974 in response to the trailer-sailer boom.

An early brochure describes the PY 23 as “a second generation refine­ment of the trailerable concept which eliminates the awkwardness in han­dling and sailing often present in the early trailerables.” Indeed, the boat was rated 18.0 for IOR Quarter Ton and 16. 9 under the MORC rule. Mod­ern looks were derived largely from the flat sheer and reverse transom.

Instead of the more common swing keel, in which all of the boat’s ballast hangs on a single pivot pin, Deknatel gave the PY 23 a 40-pound center­board that retracts into a 900-pound “shallow draft lineal keel.” This arrangement eliminates a trunk intruding into the cabin space, and places the majority of ballast a bit lower (it draws 1′ 9″ board up) than in boats, such as the Aquarius 23, in which the ballast is simply located under the cabin sole. The downside is a bit more draft, which means you need to get the trailer that much deeper to float the boat on and off. (We once owned a Catalina 22, which draws 2′ 0″ keel up, and often had to use a trailer tongue extension-built in-to launch and haul out.) Based on our experience, any draft under 2 feet should be relatively easy to trailer and launch. Difficulties seem to mount exponentially with every inch of added draft.

Like most trailer-sailers, the PY 23 has an outboard rudder that kicks up for beaching.

Recognizing that trailer-sailers are not built for rugged conditions, and that by necessity they are not big boats, we herewith list some of the more common owner complaints: no back­rests in cabin, barnacles in center­board well, not enough room in head, not an easily trailerable boat, rudder rot, and poor ventilation in forepeak.

On the plus side, owners say the boat is quick, well built, balances well, has good-quality mast and rigging, a comfortable cockpit, and a livable interior.

In all, we think this is a good example of the trailer-sailer. We like the keel/centerboard arrangement, even though it adds a few precious inches to board-up draft. It sold in 1974 for $8,150 base. Today, it would sell for about $5,100. A superior choice in our book.

Yankee Pacific Dolphin 24

Yankee Yachts of Santa Ana, California, was a major builder during the 1970s, known mostly for its IOR boats. The Pacific Dolphin 24, designed by Sparkman & Stephens, is a classic­looking boat, not unlike the more familiar S&S-designed Tartan 2 7. It was built between about 1969 and 1971, when it was replaced by the Seahorse 24, designed by Robert Finch, who helped design the immensely successful Catalina 27.

The reason, we surmise, was that the Dolphin has a long keel drawing 2′ 10″, and though the company initially thought it would appeal to trailer­sailers, it’s draft, plus 4,250-pound displacement, made it difficult to launch and retrieve. In contrast, the Seahorse drew 1′ 8″, displaced 2,800 pounds, and has a scabbard-type removable rudder.

The Dolphin has 1,750 pounds of ballast, all in the keel. The attached rudder makes this boat a bit more rugged than most trailer-sailers, and its overall quality, including extensive teak joinerwork below, places it in a different category.

Owners report very few problems with the Dolphin other than a comparatively large turning radius, and cramped living quarters; most have only good things to say. An Oregon owner said, “Using a 3/4-ton pickup with a 390 engine we go uphill at 30 mph and down at 55. It takes us a couple of hours to rig and get under­way, but it sure beats paying slip fees.” He also cites the Dolphin’s speed, saying he keeps pace with a Cal34, trounces a Balboa 26 and Catalina 27, and has only “lost” to a San Juan 21 going upwind. A Washington owner says she is very seakindly, with just the right amount of helm, though a bit tender due to narrow beam. Most owners use a 6-hp. outboard in the well, though one said he opted for a 15-hp. outboard for better perfor­mance, and because it can charge the batteries. Construction is reported as heavy.

In 1971 the boat sold new for $5,995.Prices now are around $7,500, which for an original owner would have made it the best investment of these four boats. While we have always liked the Dolphin, we don’t view it as suitable for regular trailering. More likely, you’d keep it at a slip during the sailing season, parking it at home on its trailer after haul-out.

American 26

Costa Mesa, California was the epi­center of 1970s boatbuilding. American Mariner Industries is one company, however, better forgotten. It was in business from about 1974 to 1983. Its American 26 was a 25 first. A 1974 brochure says, “This 25-footer so completely justified our judgment as to the efficacy of our unique stabilizer keel and hull . . . that we have moved on to provide the trail-and-sail cruis­ing enthusiast with a choice of two versions-the American 23 and the American 26.” This seems to imply that the same hull mold was used.

In any case, what is unique about this line of boats is the wide, partly hollow keel that makes a sort of trough in the cabin sole to provide standing headroom. It is not wide, but does run nearly the length of the main cabin. Ballast is 900 pounds of lead laid in the bottom of the keel. Draft is 2′ 4″ for trailerability, but there is no center­board, and due to the keel’s extreme width, you can imagine that wind­ward performance is poor. Unfortunately, we have no owner feedback on this boat to corroborate our assessment.

The boat sold new in 1974 for $8,995 base. The BUC Research Used Boat Price Guide says today it’s worth about $6,000. Frankly, this design, which severely compromises sailing performance for standing headroom, seems ill-conceived. One can only guess at how many people have cracked their skulls stepping up out of the trough.

Aquarius 23

Coastal Recreation, Inc., also of Costa Mesa, was around from about 1969 to 1983. It acquired the Balboa line of trailer-sailers, and for a time built the LaPaz 25 motorsailer.

The Aquarius 23, and its smaller sistership the Aquarius 21, were de­signed by Peter Barrett, a Webb Institute graduate and national champion in Finns and 4 70s. The Aquarius 23 is not much prettier to look at than the American 26, though it sails surprisingly well. Because highway trailering laws restrict the beam to 8 feet, the Aquarius 23 comes in just under at 7′ 11″ and relies on it for stability. ” Most of the 815 pounds of ballast is in the hull. A large center- board retracts fully into a trunk, which is more or less concealed in the cabin as a foundation for the drop-leaf table. A peculiarity is that persons sit­ting at the table are all on the starboard side, and the forward person is forward of the main bulkhead, essentially in the head, though there is a fore-and­aft bulkhead making the toilet reasonably private (another important issue for trailer­sailers).

Like the Paceship PY 23 and many other trailer-sailers, the Aquarius 23 has a pop-top to provide additional headroom. We think this is more sensible than the American’s keel trough, but we do caution that pop tops can leak and aren’t designed for offshore use.

Another unusual feature of the Aquarius is the absence of a backstay and spreaders. To support the mast, the shrouds are led aft, reflecting, we suppose, Barrett’s one-design back­ground. If not suited for wild and woolly sailing conditions, it is at least simple to set up, and that, after all, is the goal of most trailer-sailers.

Friends of ours bought an Aquarius 23 in 1970, and we spent a good deal of time sailing with them, including several overnight crossings of Lake Michigan. The boat handled well, was reasonably quick on a reach, and had more interior room than most 23-footers. Still, we were never enamored of its looks.

Complaints from owners include lost centerboards and rudder repairs (like the Yankee Seahorse, it is an inside, removable type), poor ventilation, poor windward performance when overloaded, tubby appearance, and lack of a mainsheet traveler. Many owners say they bought the boat for its shoal draft and large interior, but that cheap construction caused numerous problems.

The Aquarius 23, in the early 1970s, sold for $6,195; today it sells for about $4,000. Though our memories of sailing this boat are all rosy, we think there are better boats available.

Our preferred solution to the keel/ ballast problem in trailer-sailers is the traditional keel/centerboard as found on the PY 23, Tanzer22 andO’Day23, all of which we recommend. The keel/ centerboard configuration eliminates the trunk in the cabin, places ballast below the hull, and does not concen­trate all of the ballast weight on a pivot pin, as is the case with swing-keel designs.

We do not care for the American 26’s hollow keel, believing that if you want standing headroom, either go outside or buy a bigger boat. Nor do we care particularly for narrow shoal keels without centerboards, because windward performance suffers, or boards that leave all the ballast in the hull-whether lead, iron or water-as ultimate stability is compromised.

How one solves the choice between interior space and sailing performance is a personal decision. We, too, appreciate spaciousness down below, but at the same time have always chosen boats that looked and sailed decently, willing to give up a few inches of elbow room for a boat we could feel proud of when rowing away in the dinghy.

RELATED ARTICLES MORE FROM AUTHOR

So the only real complaint against the Aquarius23 is the author is not “enamoured” with it’s “looks”, whatever that means.

I think the Aquarius 23 beats them all for what they were designed for. A family of 5 and thats just what I have. The wide stern and blunt bow make it Large inside and can take a lot of wieght in the tail. I need function, rugged keel for beaching and shallow waters.

I had an Aquarius 21 for thirteen years in San Diego. I sailed it all the time, and made four trips to Catalina Island in it. It had some poor constructions flaws (like particle board coring for the deck), but it was inexpensive, and easily handled by one person. I loved it.

Hi Kevin. I’m looking at a Aquarius 21 project boat. The owner lost the title so I would have to re-title it, but can find a VIN / serial # anywhere. Can you tell me where it might be located?

I have owned and sailed a PY 23 for twenty years, and she has served me well. I have had off and on trouble lowering the centerboard, as it easily sticks in the up position (likely due to growths inside the trunk). It is difficult to gain enough leverage from inside the cabin to force it down. Other than that – the boat has been a trooper.

Have you ever evaluated the Sirius 21/22?

How about a review of the Sirius 21/22 by Vandestad and McGrewer?

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hello. I was wondering if any ones got info on a '63 paceship oakisland p12 sail boad I was reasently given one and im wanting some info on them even pictures also...... - where would I find new stainless steel cable (believe they are called shrouds). and are they universal sorta thing - and what sort of paint do I have to use or can I use automotive paint thx in advance jon  

I had a '64 Paceship Eastwind 25 for quite a few years. Is this the model you have. They also built a like a 20' and 29' ketch. This is what the Eastwind looks like: http://www.paceship.org/model_boat.asp?model_ID=19  

Shrouds/stays should be made by a local rigger who measures your boat and specs the material. Paint type depends on what and where you are painting. Please advise for a better response.  

my father and I did some further digging and I believe I have a Phi do to the haul and pictures ive found on line but the ID plate says Oakland  

I believe I added some pictures if I did it worked  

If no one had answered yet, you can buy the stainless steel wire for the shrouds in a marine hardware store, or probably on this website. What is most often used is 1 by 19 stainless wire which is stiff and strong. This can be had for between $1 and $2 per foot. So, measure carefully. There are other alternatives but 1 by 19 stainless is the most common. I can't specify a size but there are tables which can or a chandlery such as this site can. You'll spend more money on the connections of the wire to turnbuckles or other hardware than on the wire itself. So these jobs require careful planning and measurement. Paint is another matter. What are you painting? This isn't really my area. There are real experts in painting on this forum. They will chime in.  

Usually when ordering new standing rigging, the best thing to do is send the old rigging into whoever is making the new wire. No measuring needed by you. They simply fashion new wire that is the same as the old.  

Painting shemandr. im wanting to paint the top side and bottom side. fiberglass. from what info ive been told and gathered if the boad comes out every time it goes in i can use top side paint on the bottom  

While cruising Nove Scotia this summer we saw the former paceship facility in Mahone bay and the current ABCO facility in Lunenburg which still producs boats. The one they were parading aroundd the harbor when we were there was a mid 20s center console.  

Does anyone know what happened to the Paceship Owners Group? It had some great info. I had read somewheres that it had been saved as a PDF? Anyone have any info?  

Paceship.org

working on bringing it back to life. Paceship.org Asking the Admins here about creating a dedicated forum section here as it seems a good place to centralize things.  

kappykaplan

Paceship.org said: working on bringing it back to life. Paceship.org Asking the Admins here about creating a dedicated forum section here as it seems a good place to centralize things. Click to expand

kappykaplan said: Calling @Dave Click to expand

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• Sailboat Guide

1976 Paceship 23

• Description

Seller's Description

Paceship 23, 1976 23 feet

Two Cabins, four berths, headroom is 5 0; portable head. Shoal Keel and Center-board; draft: board down: 4’ 9; Board up: 1’ 9. Electric and manual bilge pump. Ice box, sink and water source with manual pump. Designed by C. Raymond Hunt Associates Portsmouth Rating 97.6 Excellent condition overall, hull in immaculate condition.

In 2008, keel removed, and all surfaces cleaned; all bolts replaced and keel-hull interface re-caulked. Absolutely dry boat. The external surface of the keel is presently ready for routine re-surfacing

New Furler and jib in 2010. Main in good condition, appropriate for age. All deck fittings removed, any questionable material thoroughly evacuated and replaced with 3M5200 in 2010. Gin Pole system for one person mast stepping added in 2012. See (the previous owner’s) video: https://www.youtube.com/watch?v=7AQ-jmoMOFg Heavy duty trailer, with extendable tongue (aprox 6feet), new tires and new bearings in 2012. New heavy duty engine mount in 2014. Stored indoors. Engine NOT included in sale price.

Moved up to a bigger boat Last sailed August 2020.”

Location of the boat: Blackhawk Marina Bayfield, WI through October. Thereafter Wisconsin Rapids.

or phone 715 773 0166

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)

Photo courtesy Adam Hunt.

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