nonsuch 30 sailboat

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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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• 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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Nonsuch 30 is a 30 ′ 3 ″ / 9.2 m monohull sailboat designed by Mark Ellis and built by Hinterhoeller Yachts Ltd. between 1978 and 1989.

• 2 / 14 Melbourne, FL, US 1987 Nonsuch 30 $39,000 USD View
• 3 / 14 Melbourne, FL, US 1987 Nonsuch 30 $39,000 USD View
• 4 / 14 Melbourne, FL, US 1987 Nonsuch 30 $39,000 USD View
• 5 / 14 Melbourne, FL, US 1987 Nonsuch 30 $39,000 USD View
• 6 / 14 Melbourne, FL, US 1987 Nonsuch 30 $39,000 USD View
• 7 / 14 Melbourne, FL, US 1987 Nonsuch 30 $39,000 USD View
• 8 / 14 Melbourne, FL, US 1987 Nonsuch 30 $39,000 USD View
• 9 / 14 Melbourne, FL, US 1987 Nonsuch 30 $39,000 USD View
• 10 / 14 Melbourne, FL, US 1987 Nonsuch 30 $39,000 USD View
• 11 / 14 Melbourne, FL, US 1987 Nonsuch 30 $39,000 USD View
• 12 / 14 Melbourne, FL, US 1987 Nonsuch 30 $39,000 USD View
• 13 / 14 Melbourne, FL, US 1987 Nonsuch 30 $39,000 USD View
• 14 / 14 Melbourne, FL, US 1987 Nonsuch 30 $39,000 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)

Shallow draft: 3.96’.

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NONSUCH 30: A Modern-Day Catboat With a Wishbone Rig

The Nonsuch 30 was the first and most successful of the Nonsuch line of una-rigged cruising catboats built by Hinterhoeller Yachts of Ontario, Canada, from 1978 to 1994. Designed by Mark Ellis at the instigation of Gordon Fisher, a famous Canadian racing sailor who wanted a fast, easy-to-handle cruising boat for his retirement, this boat in particular and its four siblings (the Nonsuch 22, 26, 33, and 36) are among the most popular alternative-rigged production boats ever built. In all a total of 975 Nonsuchs were launched over the years; of these 522 were 30-footers. The Nonsuch remains a popular cult boat and its very active owners’ organization, the International Nonsuch Association (INA), has over 700 current Nonsuch owners enrolled on its lists.

The most distinctive feature of any Nonsuch is its sail plan. A freestanding tapered aluminum mast, situated all the way forward in the bow of the boat, supports a loose-footed mainsail that is hoisted inside a wishbone boom, the end of which is sheeted to the boat’s transom. The boom, because it is canted downwards, acts as a vang and keeps the clew of the sail from riding up as it is eased.

Sail shape otherwise is controlled with a single line called the “choker,” which when tightened pulls the boom aft in relation to the mast, thus flattening the sail. When eased the choker allows the boom to shift forward, thus increasing draft. The only other controls (aside from the one halyard) are slab-reefing lines for the tack and clew. The reefed portion of the sail (or the entire sail when doused) falls unassisted into a set of permanently rigged lazyjacks hanging under the boom.

The great advantage of this rig is its simplicity. Tacking the boat involves no line-handling whatsoever (just turn the wheel), though jibing is more challenging, as the sail is very large and like a conventional main is unbalanced, with no area forward of the mast to dampen momentum as it swings across the boat. The rig automatically spills air when pressed, as the head of the unstayed mast is flexible. Reportedly, it falls off as much as a foot in just 10 knots of wind. The crew therefore need not work a sheet or traveler to keep the boat on its feet when gusts come barreling through. The lack of shrouds also makes it possible to set the sail square to wind when running off. Not having any standing rigging to worry about is also a big maintenance bonus.

The downside to the rig is there is no headsail slot to improve windward performance. Nor is there any way to increase sail area when running off in light air, though more zealous owners do sometimes try to fly bloopers to help things along.

There may be questions, too, as to the aluminum mast’s structural integrity when sailing in rough conditions. One Nonsuch 36 I was familiar with was twice dismasted during different offshore passages, and I’ve heard other stories secondhand about Nonsuchs losing their rigs. It is worth noting that boats with more contemporary unstayed wishbone rigs, like the much sleeker Wyliecat, have stiffer carbon-fiber masts. There was in fact a carbon-rigged version of the Nonsuch 30, known as the Nonsuch 324, but only a handful were built before Hinterhoeller folded in 1996.

The other distinctive feature of any Nonsuch is its hull form. Like a classic Cape Cod catboat, which it deliberately mimics, a Nonsuch hull is very beamy and carries a lot of extra volume into its ends. The underbody, however, is modern, with a fin keel and a semi-balanced spade rudder right aft. This keeps the boat from developing a heavy helm like a classic catboat and helps windward performance. The boats reportedly can sail just under 45 degrees off the wind when closehauled.

All that beam also creates a lot of initial stability and allows for an enormous interior. The Nonsuch 30 certainly has about the roomiest accommodation plan of any boat its size. The so-called “classic” layout, with single and double quarterberths aft and a saloon with two full-length settees all the way forward, can honestly sleep five people if necessary. The more conventional “ultra” layout, offered as an option beginning in 1983, with a Pullman double forward and a large saloon aft, makes a very comfortable long-term liveaboard space for a couple and even includes a head with a separate shower. The great sense of space aboard is accentuated in both layouts by the generous headroom (well over 6 feet) afforded by the crowned coachroof and, in the classic layout, by the lack of bulkheads aft of the forepeak.

To save weight the fiberglass decks and hulls on all Nonsuchs, including much of the area below the waterline, have balsa cores. Both Hinterhoeller and its near-sister firm C&C Yachts were well practiced in this sort of construction–solid laminate, for example, is used around all through-hull fittings–but still the structure of any Nonsuch should be carefully examined for moisture intrusion. The deck joint is an inward flange bedded with non-adhesive butyl sealant and through-bolted at regular intervals; the ballast is external lead hanging on stainless-steel keel bolts. All structural bulkheads are right up forward, running both laterally and transversely, to support the area around the base of the unstayed mast and are well bonded to the hull.

The quality of construction generally on any Nonsuch is very high, as is reflected in the superb interior joinery. The most commonly reported problems–such as poorly designed propane locker drains, slipping rudder quadrants, and gate valves on through-hulls–are relatively minor and easily remedied. There have also been some bigger problems with corroding aluminum water tanks, but it is now possible to buy custom replacement plastic tanks through the INA.

Though Nonsuchs are strong and well built, I hesitate to recommend them as bluewater cruisers. Aside from the mast concerns mentioned above, the cockpits have no bridgedeck and open on to a large companionway with a low sill. If the companionway is not closed, there is little to stop boarding waves from jumping below. I wonder, too, about the motion of a Nonsuch in a seaway, as they are light and very beamy with flat bottoms, a combination that is likely to be uncomfortable in a steep chop. These factors are what give the boat it’s relatively high capsize screening value (over 2).

Nonsuchs do, however, make excellent coastal cruisers, as they are fast, easy to sail, and have extremely comfortable interiors. They are expensive compared to other used boats in their size range, but this reflects both the quality of construction and the fact that interior space is comparable to that seen on much larger vessels.

Specifications

LOA: 30’4″

LWL: 28’9″

Beam: 11’10”

–Standard keel: 5’0″

–Shoal keel: 3’11”

Ballast: 4,500 lbs.

Displacement: 11,500 lbs.

Sail area: 540 sq.ft.

Fuel: 28 gal.

Water: 80 gal.

D/L ratio: 216

SA/D ratio: 16.93

Comfort ratio: 22.47

Capsize screening: 2.09

Nominal hull speed: 8.3 knots

Typical asking prices: $45K – $80K

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This indicates cored deck and partially cored hull, both possible problems for moisture entrapment

another attempt

In reply almost a year later, HOW RIGHT YOU WERE, soft sides and decks have been a major issue for anyone who bought w/o a survey.

Hey I bought something that someone was selling and did zero inspection and now I am mad that I bought a POS, lol what a fucking moron

I have a 26 and the hull has no core, only the deck.

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The Nonsuch 30 Sailboat

The Nonsuch 30, a Catboat with a wishbone rig and unstayed mast, was designed by Mark Ellis and built in Canada by Hinterhoeller Yachts Ltd.

Published Specification for the Nonsuch 30

Underwater Profile:  Fin keel and spade rudder

Hull Material:  GRP (fiberglass)

Length Overall:  30'4" / 9.2m

Waterline Length:  28'9" / 8.8m

Beam:  11'11" / 3.6m

Draft:  5'0" / 1.5m

Rig Type:  Wishbone (unstayed mast)

Displacement:  10,500lb / 4,763kg 

Designer:  Mark Ellis

Builder:  Hinterhoeller Yachts Ltd (Canada)

Year First Built:  1978

Year Last Built:  1989

Number Built:  1,080

Owners Association:  International Nonsuch Association

Published Design Ratios for the Nonsuch 30

1. Sail Area/Displacement Ratio:  18.1

2. Ballast/Displacement Ratio:  42.9

3. Displacement/Length Ratio:  197

4. Comfort Ratio:  20.5

5. Capsize Screening Formula:   2.2

read more about these all-revealing numbers...

Summary Analysis of the Design Ratios for the  Nonsuch 30

1. A Sail Area/Displacement Ratio of 18.1 suggests that the Nonsuch 30 will, in the right conditions, approach her maximum hull speed readily and satisfy the sailing performance expectations of most cruising sailors.

2. A Ballast/Displacement Ratio of 42.9 means that the Nonsuch 30 will stand up well to her canvas in a blow, helping her to power through the waves.

3. A Displacement/Length Ratio of 197, tells us the Nonsuch 30 is clearly a light displacement sailboat. If she's loaded with too much heavy cruising gear her performance will suffer dramatically.

4. Ted Brewer's Comfort Ratio of 20.5 suggests that crew comfort of a Nonsuch 30 in a seaway is similar to what you would associate with the motion of a coastal cruiser with moderate stability, which is not encouraging news for anyone prone to seasickness. 

5. The Capsize Screening Formula of 2.2 tells us that a Nonsuch 30 would not be a good choice of sailboat for ocean passage-making, owing to the increased risk of capsize in strong winds and heavy seas when compared to a sailboat with a CSF of less than 2.0.

Any Questions?

What other versions of the Nonsuch 30 were built?

The Nonsuch 30 hull design was used to create the 1994 Nonsuch 324, which features a carbon fibre wishbone boom, more sail area and a wing keel. Nova.

What is the accommodation like in the Nonsuch 30?

The Nonsuch 30 has a spacious and comfortable interior, with a large open salon that can accommodate up to eight people. The boat has a galley with a stove, oven, sink and refrigerator, a head with a shower and sink, and a navigation station with a chart table and instruments. The boat has two sleeping cabins, one forward and one aft, each with a double berth and storage space. The boat also has ample ventilation and lighting, with several opening ports and hatches.

What, if any, alternative accommodation layout versions are available for the Nonsuch 30?

The boat was built with three different interior floor plans, the Classic, Ultra and Nova. The Classic layout has the galley along the port side of the salon, the head forward of the mast, and the navigation station aft of the mast on the starboard side. The Ultra layout has the galley aft of the mast on the port side, the head aft of the mast on the starboard side, and the navigation station forward of the mast on the starboard side. The Nova layout has the galley along the starboard side of the salon, the head forward of the mast on the port side, and the navigation station aft of the mast on the port side.

What sail plan and rigging options are available for the Nonsuch 30?

The Nonsuch 30 has a cat rig, an unstayed mast with a wishbone boom that carries a single large mainsail. The sail is controlled by two lines, one for hoisting and lowering it, and one for adjusting its shape. The boat does not have any headsails or spinnakers. The boat has an aluminium mast that is stepped on deck and supported by four shrouds that attach to chainplates on each side of the hull. The boat also has an aluminium boom that is attached to the mast by a gooseneck fitting and supported by two vangs that connect to pad eyes on each side of the hull. The boat has an electric winch for raising and lowering the sail, and two self-tailing winches for trimming it. The boat also has a traveller that runs across the transom for adjusting the boom angle.

What keel options are available for the Nonsuch 30?

The Nonsuch 30 has two keel options: a standard keel that has a draft of 5'0" (1.52 m) and a shoal keel that has a draft of 4'0" (1.21 m). Both keels are made of lead and bolted to the hull with stainless steel bolts. The keels have a fin shape that provides good lift and stability.

What is the Nonsuch 30 like to sail?

The Nonsuch 30 is an easy and fun boat to sail, especially for single-handed or short-handed sailing. The boat has a simple rig that requires minimal adjustments and maintenance. The boat has good performance in light to moderate winds, reaching speeds up to 7 knots. The boat also handles well in heavy winds, reefing easily by lowering the sail along its luff track. The boat has good manoeuvrability and responsiveness, tacking quickly by turning the wheel. The boat has a balanced helm that does not require much effort to steer. The boat also has good stability and comfort, with a wide beam and a low centre of gravity. The boat does not heel much and has a smooth motion in waves.

What is the average cost of a secondhand Nonsuch 30?

The average cost of a secondhand Nonsuch 30 varies depending on the year, condition, equipment and location of the boat. According to some online listings, the price range for a used Nonsuch 30 is between $30,000 and $60,000 USD.

The above answers were drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; to the best of our knowledge,  we believe them to be accurate.

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The Nonsuch 30 is a 30.33ft cat (unstayed) designed by Mark Ellis Design/Gordon Fisher and built in fiberglass by Hinterhoeller Yachts Ltd. between 1978 and 1989.

1080 units have been built..

The Nonsuch 30 is a light sailboat which is a good performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a short water supply range.

Nonsuch 30 for sale elsewhere on the web:

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The Nonsuch 30 Man

Posted by Daniel Spurr | Sailor Profile

Mark Ellis, the energetic designer of the Niagara 35, Nonsuch 30, and many other handsome production and custom boats, is a New York Yankee who moved to Canada as a member of George Cuthbertson’s court — and stayed.

Perhaps you’ve seen him at a boat show greeting the public in the cavernous cockpit of the Northeast 400 motorsailer or, some years past, in one of his best-known designs, a Nonsuch catboat. More likely, you saw him flying by with leather briefcase in hand, headed for who-knows-where. Mark doesn’t sit still long. Always nattily attired and going to windward at 30 degrees apparent, Mark Ellis short- tacked through an impressive string of design houses in becoming one of Canada’s premier yacht designers.

Mark was born February 4, 1945, in Watertown, New York; that’s “upstate,” not far from the eastern end of Lake Ontario. His father owned a department store in which Mark worked as a boy. This was his first exposure to retail and to business, and the experi-nce still serves him well.

The Ellis family was a sailing family. In 1930, Mark’s father had an Atkin yawl designed and built. This was kept and cruised on Lake Ontario. Later the family bought an island on the St. Lawrence River, one of the Thousand Islands. Mark learned to sail there aboard what he calls “an overgrown Lightning” and a small frostbiter.

At the Clayton Yacht Club in Clayton and the Crescent Yacht Club in Chaumont, both in New York, he raced a wickedly fast Dragon-class boat, the 29-foot keelboat sailed with a crew of three. He also taught sailing at both clubs. Spending so much time around boats, it’s no wonder he developed an interest in design. Some see the form, some don’t. Mark did.

One year off

His first year of college was spent not far away at Syracuse University, followed by a year off when he worked first at Bob Derektor’s yard in Mamaroneck, New York, followed by the Minneford yard at nearby City Island. Paul Coble, the famed sur- veyor, was at the Minneford yard at the time and rotated Mark through “every gang in the yard,” beginning with cleaning boat bottoms with “witches’ brooms” and progressing up to rigging and planking. The yard had just gotten the contract to build Constellation and a big motorsailer for Henry Morgan called Dajinn . Soon, Minneford would turn to aluminum construction, but Dajinn was wood. “The gang came from the old Nevins yard,” Mark says. “I watched one guy sight a plank, run it through the planer two times, and then fit it. They were that good.”

After the year was up, it was time to return to college. With the thought of pursuing a degree in naval architec- ture, he applied to the University of Michigan and was accepted. But the more he learned about the program, the more Mark realized it involved a lot of marine engineering and big-ship work, when his love was always for smaller boats. So he declined and stayed on the East Coast to take a degree in business administration from Boston University.

While attending school he worked part-time and during summers for C. Raymond Hunt & Associates. At that time, Ray Hunt was in the process of turning over the business to John Deknatel, who moved the office from Padanaram, Massachusetts, to Cambridge. “I was a so-so, self-taught draftsman,” Mark says. “I was a reasonable sailor and had run a lot of powerboats, but I didn’t know enough to help them much. They helped me a lot more than I helped them.”

Looked for work

In 1968, Mark graduated with a bachelor of science degree and began look- ing for work. “I never answered a newspaper ad,” he says. “I just walked in the door and said, ‘This is what I can do.’ ”

The next door he walked through belonged to none other than Philip Rhodes, a well-known yacht designer and marine engineer in New York City.

“Phil’s son, Bodie, and Jim McCurdy had just left,” Mark remembers, “which left a sort of vacuum that worked out well for me. I was fortunate to work right under Phil.”

Rhodes had three boats abuilding in Germany, and 23-year-old Mark was made project manager, where his business acumen helped enormously with accounting, purchasing equipment, and handling overseas shipments. These were no mean projects: two 67-foot ketches and a 98-foot ketch. He made three trips abroad working out details. “The designer is the arbiter between the yard and the owner,” he says.

In 1969, his first child, Joe, was born, and he and his wife decided they did not wish to raise him in New York City. So Mark next walked through the doorway of Ted Hood’s Little Harbor Boat Yard in Marblehead, Massachusetts. Dieter Empacher and Walter Wales were on the design team. Mark, who had worked drawing powerboats and managing projects, now was assigned to sailing rigs. Under the tutelage of engineer Walter Wales, he also developed accommodation and deck plans for the various heavy, whale-bottom, centerboard boats Hood was having built at the Frans Maas yard in the Netherlands. “Again,” he says, “they were nice people, and I learned a lot. I used to race Sundays with Ted on one of his Robins , a 52- foot centerboard yawl.”

Bright young group

Before coming to Little Harbor, he’d written a query letter to George Cuthbertson at C&C Yachts, where a bunch of bright young designers were churning out dominating racers and popular performance cruisers and George C. was king of the court. A year later, in 1970, he got a call from Cuthbertson asking if he was still looking for work. A sponge who’d soaked up all the information he could in Marblehead, Mark headed west to Oakville, Ontario.

“I knew the area,” he says, “and just at that time the amalgamation [of the four founding companies, Belleville Marine Yard, Hinterhoeller Yachts, C&C, and Bruckmann Manufacturing; see Good Old Boat , September 2002, was taking place. The company’s prospects were looking up. Henri Adriaanse, who’d worked for E. G. Van de Stadt, and I were the only ones who’d worked in an outside design office. The others, like Rob Ball and Rob Mazza, all grew up there.

“It was the hot place to be in the early 1970s. We were working on pretty exciting stuff. Since I was now a rig specialist, I did the rigs, beginning with the C&C 61, Sorcery , and then the 43. I did all sorts of general stuff, too, but eventually drifted into the business end. They didn’t really have a strong business orientation . . . boats would leave without being paid for, that sort of thing. I began selling boats for the Bruckmann custom boat division and sailing a lot with clients — club races, the SORC, the Bermuda Race. I pushed the whole yachting establishment onto C&C, which was good.

“At C&C,” Mark continues, “the development of a new model began with George Cuthbertson’s preliminary drawings. He’d then send them to Henri Adriaanse, for the lines, and Rob Ball, who did all the technical stuff. George Cassian did the rigs, decks, and detailed metal pieces, and I was second to Cassian.”

Always learning

As he had everywhere else he worked, Mark learned a lot — about yacht design, construction, and sales. But in 1975 it was again time to move on. C&C’s decision to open plants in Germany and Rhode Island, at a time when the industry was in one of its periodic downturns, was “more eager than sense,” Mark says.

He took the next step in a logical staircase and opened his own company, Mark Ellis Design Ltd. His first commission was the Aurora 40, but it was the second that really put his name in lights, the Nonsuch 30.

This unusual cruising boat was the brainchild of Canadian yachtsman Gordon Fisher, a friend of Mark’s who had owned a series of C&Cs, co- skippered Red Jacket in her circuit victory, and co-skippered Manitou in her winning of the Canada Cup. “Gordon was,” Mark says, “a very knowledgeable yachtsman. He wanted to do a fin-keel, spade-rudder catboat.”

Gordon, Mark says, was tired of big boat racing and all that went with it — the care and feeding of crews, maintenance, and expense. What he wanted was a simple boat that could be raced singlehanded or perhaps by two people. Fisher wanted a Ljüngstrom or una rig because he didn’t want a boom. Mark wanted a wishbone and, after much conversation, eventually convinced Fisher to go with it.

The catboat concept was taken to George Hinterhoeller, who also had left C&C to again start his own boat- building company. George was not in favor of the catboat, believing it had no chance of selling. But when Fisher said he not only had orders for four hulls, but would put up the money for the tooling, too, George couldn’t lose.

First in the water was the Nonsuch 30, followed by the 26, 22, and 33. In all, more than 1,000 were built, surprising everyone, but none more than George Hinterhoeller. Mark says, “It just took off.”

Weird wishbone

Dick Barton, onetime head of the Chesapeake Bay Nonsuch Association and winner of more than 70 club trophies, told Soundings some years ago that the wishbone boom was “weird. But I’m not afraid of weird, and I soon found out that it works.” Off the wind, the rig becomes self-vanging, which simplifies sail handling.

Jim Eastland, a dealer who eventually sold hundreds of Nonsuchs, says some customers “couldn’t abide the look. Sometimes people would get angry at the idea of being offered one of ‘these things.’ I didn’t have too much of an opinion on the boat myself until I started sailing it,” he told Soundings . “The traditional catboat’s weather helm wasn’t there, there was no barn-door rudder hanging off the transom, and it went pretty fast. That’s when we realized that the boat was something special.”

Unlike some other yacht designers, Mark always retains ownership of his designs. “I get paid by the boat,” he says, “I never sell the plans.” While some designers have difficulty getting royalties paid, Mark says his business background has enabled him to write contracts that protect his interests. “From a business standpoint,” he says, “I’ve put together agreements that have worked very well. Usually I retain some sort of control over the tooling.”

His first power- boat design was the Limestone 24 for Fred Eaton, built by Hinter-Hoeller, which was followed by the Limestone 20 for the Medeiros Boat Works of Oakville, Ontario. Because he’d worked for

C. Raymond Hunt & Associates, who pioneered the deep-V hull form, and spent so much time driving power-boats, Mark says he felt more confident about his ability to design a good powerboat than he was of the Nonsuch’s cat rig with wishbone. Other builders did 17- and 22-foot versions.

Over the next few years, all but Medeiros went out of business, so Mark recovered the tooling and gave it to Medeiros, who then produced the entire line under the Limestone name. Mark is quick to point out that this was only possible because his contracts with the other builders had provisions concerning his rights to the tooling.

Aboard for the ride

During the last 10 years or so, a number of high-end sailboat builders have started building classy power- boats, many styled after Downeast lobster boats, and Mark Ellis hopped aboard for the ride. The Legacy 40, built by Freedom Yachts in Middle- town, Rhode Island, was tooled by Bruckmann in Ontario and later sold to Freedom.

“I was after something that would operate in the mid-teens, plane at 12, and top out at 20 to 21,” Mark says. “We developed a hull form that’s a deep V forward, and as it comes aft there’s a lot of rocker and a large chine flat. That’s what makes the boat go. You sort of envision what’s going to work. In this business, you go straight from the drawings to the plug to the mold to the boat without testing. The 40 was introduced at the 1994 Newport boat show, and I made Mark Bruckmann launch the boat just before it so we could show that it works. People were telling the man who put up the money for the tooling that a single engine might not be enough power. Of course I knew the boat could handle twin engines, but because these boats appeal to sailors I thought it was important to also offer the economies of a single engine. During sea trials it ran right in the numbers, planing at 12, topping out at 21.”

The Legacy 34 was added later, and similar designs are being built by Bruckmann (a 56-footer) and Barrett Holby (the Pilot 19 and 24).

Mark’s versatility extends to the motorsailer genre as well. His friend Jim Eastland, a former C&C dealer, presented him with his first motorsailer design commission. “Jim has a good design sense,” Mark says. “He came to me with the idea of a motorsailer, saying he really thought there’s a place for this. Sailors were dropping out to trawlers, but Jim thought they’d stay with sails if they could still have the trawler comforts. I’ve always admired the motorsailers of Phil Rhodes and William Hand and thought that with a fin keel we could really improve performance.

Flattened out aft

“Originally the boat was to be a 36, but it was stretched to 37 1 ⁄ 2 feet,” he adds. “The basic concept of the Northeast 400 was a Nonsuch except that it was flattened out aft so it wouldn’t dig in the stern at speed. And we had to make sure that when the boat heeled it would still balance. In flat water it does 10 knots with its 100-horse- power four-banger Yanmar.”

The Northeast 37 is built by Cabo Rico in Costa Rica. Mark has visited the yard there and is impressed with the facility and staff. A similar motorsailer design is under construction at Bruckmann Manufacturing in Oakville, the Bruckmann 480.

Design philosophy

When asked to describe his design philosophy, Mark says, “There are really two sides to it. One is aesthetics, which is very important to me. There’s a classic line that lasts; 20 years later it still appeals. I don’t like trendy, boxy boats, though I can see the reason behind them, like stretching waterlines, but I’ve never liked bad aesthetics for no good reason.

“From a performance standpoint,” he goes on, “I’ve done enough racing to like a boat with a nice motion. Balance is key. I could never go along with boats that are odd-shaped and have a cranky motion.” Among his contemporaries he admires the work of Chuck Paine, Bob Perry , and Dieter Empacher.

When one runs down the list of Mark Ellis-designed production boats, first to mind may well be the Niagara 35 and 42, both built by Hinterhoeller and excellent cruising boats. In many ways they typify Mark’s artistic tendencies and design beliefs. Both have strong, masculine looks with generous freeboard, sweeping sheer- lines, and classic ends. The coachroof is low in profile and flat with fairly small portlights. Underwater, the keel is a long cruising fin and the rudder a balanced spade.

But when asked which of his many designs is his favorite, Mark quickly mentions Volunteer , the custom 47- foot day sloop built in 1996. In her, one sees a somewhat truer picture of Mark’s style, a style from a bygone era when yachts were long and lean with graceful overhangs, low freeboards, and powerful rigs. Not that his other designs, especially those produced as series, are unfaithful to this style, just that commercial enterprises are by necessity closely governed by consumer demands. In Volunteer, Mark and owner Fred Eaton were free to express them- selves, and what a lovely expression she is!

Mark Ellis lives and works in Oakville, where he manages a successful design office. He enjoys dual citizenship with the U.S. and Canada. An active yachtsman, he enjoys sailing and powerboating, often from his vacation home in the Thousand Islands area.

About The Author

Daniel Spurr

Dan Spurr is a contributing editor with Good Old Boat and editor-at-large with Professional Boatbuilder. He is the author of seven books on boats and sailing and was formerly senior editor at Cruising World and the editor of Practical Sailor.

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Edwards Yacht Sales

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1989 Hinterhoeller Nonsuch 30 Ultra

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Comfortable Accommodations,  Quality Construction, Fantastic Condition

Be sure to watch the walk-through video above!

"Nine Lives" is a very nice example of what Hinterhoeller used to refer to the as "the greatest thirty-foot sailboat of all time".

She has traditional New England catboat lines, a free-standing spar with wishbone boom, a modern fin keel and a spade rudder.   Her interior volume easily compares to most 35 footers .  The well respected Canadian builder, Hinterhoeller, produced over 500 of these stout and simple cruising machines.   Her quality construction is apparent everywhere you look, and her sailing abilities of will surprise you. 

Highlights include:

• Shoal Draft 3'11"
• Universal M35 Diesel with 1610 hours 
• Electric Lewmar Winch
• New Interior Upholstery
• Chartplotter, Autopilot, and Full Sailing Instruments
• Massive Cockpit For Entertaining or Sleeping Under The Stars
• Beautiful Teak Interior 
• Propane Cabin And Water Heater
• Easy to Single Hand

Specifications

Descriptions, basic information, dimensions & weight, tank capacities.

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The Nonsuch 30 Ultra has a spacious and practical layout for a 30-foot sailboat. Starting forward is the master stateroom with a double berth to port and a vanity and hanging locker to starboard. Excellent storage in lockers. There is a door that closes the stateroom off from the main salon. The head is next aft to starboard with a separate shower stall. There are two entrances, one from the main salon and the other from the master stateroom. The galley is opposite to port. The main salon has a settee to port with book shelves and a locker outboard and the nav station at the aft end. To starboard is an L-shaped dinette that converts to a double berth giving a total sleeping capacity for 5. Teak interior with teak and holly sole in excellent condition.

• Updated high-quality upholstery throughout
• (7) opening ports, (4) hatches
• Lee cloths for both aft settees
• Screen insert for drop boards
• Adler Barbour 12V Refrigeration
• Pressurized hot & cold water system
• Manual fresh water spigot w/ foot pump
• Stainless steel sink
• 2 burner propane stove with oven 
• Propane water heater "on demand"
• Excellent galley storage
• Slide away cover for range
• Manual head with holding tank 
• Large separate shower with curtain
• Shower seat
• Mirrored vanity with sink
• Pressurised hot and cold water
• Two entry doors
• Raymarine A70 Chart Plotter 
• Raytheon ST6000 Autopilot 
• Datamarine Depth 
• Datamarine Speed 
• Standard Horizon Wind 
• Standard Horizon VHF w/ Command MIC in cockpit 
• Sony Stereo 
• Universal M35V Diesel (Very clean with 1610 hrs)
• 30A shore power 
• AC/DC electrical panels 
• Fluorescent and incandescent lighting throughout
• Promariner 20A battery charger 
• Three Group 27 batteries (NEW 2016!)

Anodized aluminum tapered un-stayed spar with wishbone rig, 540 sq. ft. sail area

• 1996 mainsail
• Sail cover (Hunter Green )
• Lewmar electric halyard winch
• Lewmar self-tailing winches

Cored fiberglass hull with white gel coat finish, cored fiberglass decks with Cetol treated Teak trim, Edson pedestal wheel steering w/ teak destroyer wheel, Bow & Stern rails with double life lines and gates, stern mount swim ladder, Stainless Dorade vents

Jack Horner of Boat US weighs in on the NS30 construction- 

"The keys to successful core composite construction are quality control and the knowledge of the builder. There are few, if any, boatbuilders with more experience building cored composite boats than George Hinterhoeller. The hulls and decks are joined on an inward flange and are securely bolted together through an aluminum toe rail."

• Manual Windlass
• Bruce and Fortress Anchors w/ Rodes
• Dodger with New Isenglass (Hunter Green)
• Bimini with boot for storage (Hunter Green)
• Full Phifertex cockpit cushions (Sand)
• (1) Aluminum propane tank w/ gauge and regulator
• Screens all hatches
• Bow anchor pulpit
• Lifesling 

"Nine Lives"  is a very nice example of what Hinterhoeller used to refer to the as "The greatest thirty-foot sailboat of all time".

In my opinion, the Hinterhoeller quality is on par with many high-end semi-custom builders.  It is extremely rare to find any structural issues with these boats. 

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Nonsuch 30 ultra video.

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NONSUCH 30 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 NONSUCH 30. Built by Hinterhoeller Yachts Ltd. and designed by Mark Ellis, the boat was first built in 1978. It has a hull type of Fin w/spade rudder and LOA is 9.24. Its sail area/displacement ratio 18.08. Its auxiliary power tank, manufactured by Westerbeke, runs on Diesel.

NONSUCH 30 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 NONSUCH 30 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the nonsuch 30.

NONSUCH 30 was designed by Mark Ellis.

Who builds NONSUCH 30?

NONSUCH 30 is built by Hinterhoeller Yachts Ltd..

When was NONSUCH 30 first built?

NONSUCH 30 was first built in 1978.

How long is NONSUCH 30?

NONSUCH 30 is 8.76 m in length.

What is mast height on NONSUCH 30?

NONSUCH 30 has a mast height of 13.72 m.

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