grinde 27 sailboat headroom

Review of Grinde

Basic specs..

The Grinde is equipped with a fin keel. A boat with a fin keel is more manoeuvrable but has less directional stability than a similar boat with a long keel.

The keel is made of iron. Many people prefer lead keel in favour of iron. The main argument is that lead is much heavier than iron and a lead keel can therefore be made smaller which again result in less wet surface, i.e. less drag. In fact iron is quite heavy, just 30% less heavy than lead, so the advantage of a lead keel is often overstated. As the surface of a fin type keel is just a fraction of the total wet surface, the difference between an iron keel and a lead keel can in reality be ignored for cruising yachts.

Grinde can enter most marinas as the draft is just about 1.70 - 1.80 meter (5.58 - 5.88 ft) dependent on the load. See immersion rate below.

The boat is typically equipped with an inboard Bukh DV10 diesel engine at 10.0 hp (7 kW), which gives a max speed about 4.2 knots.

The transmission is a shaft drive. A shaft drive will in the long run require less maintenence than other types of drive e.g. a sail drive.

The fuel tank which is made of steel has a capacity of 30 liters (7 US gallons, 6 imperial gallons).

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Grinde is 2.07, indicating that this boat would not be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 6.7 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Grinde is about 158 kg/cm, alternatively 889 lbs/inch. Meaning: if you load 158 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 889 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?

What is Relative Speed Performance?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 27m 2 (290 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's changes, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Grinde it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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• Sailboat Guide

Grinde is a 26 ′ 10 ″ / 8.2 m monohull sailboat designed by Peter Bruun and built by Peter Bruun (DEN) between 1974 and 1989.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

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GRINDE 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 GRINDE. Built by undefined and designed by Peter Bruun, the boat was first built in 1974. It has a hull type of Fin w/transom hung rudder and LOA is 8.2. Its sail area/displacement ratio 15.83. Its auxiliary power tank, manufactured by Bukh, runs on Diesel.

GRINDE 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 GRINDE 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 grinde.

GRINDE was designed by Peter Bruun.

When was GRINDE first built?

GRINDE was first built in 1974.

How long is GRINDE?

GRINDE is 7.6 m in length.

What is mast height on GRINDE?

GRINDE has a mast height of 10 m.

Member Boats at HarborMoor

MacGregorSailors.com

Discussions relating to the MacGregor line of trailerable sailboats

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• Main Site Board index MacGregorSailors Forums Repairs and Modifications

Headroom in 26M Head

Post by Sailor Dale » Tue Jul 23, 2013 1:12 am

Re: Headroom in 26M Head

Post by Russ » Tue Jul 23, 2013 1:49 am

Post by NiceAft » Tue Jul 23, 2013 2:14 am

Post by Sailor Dale » Tue Jul 23, 2013 2:30 am

Post by Tomfoolery » Tue Jul 23, 2013 3:13 am

Sailor Dale wrote: I do envy the with their nice head compartments!

Post by bartmac » Tue Jul 23, 2013 4:13 am

Post by BOAT » Tue Jul 23, 2013 2:42 pm

Post by Wayne nicol » Tue Jul 23, 2013 2:53 pm

Post by RobertB » Tue Jul 23, 2013 3:27 pm

Post by TAM » Tue Jul 23, 2013 9:03 pm

Post by Sailor Dale » Tue Jul 23, 2013 9:40 pm

Post by Crikey » Wed Jul 24, 2013 1:20 am

Sailor Dale wrote: Terry, sounds like what I was thinking about! Any change of a picture or two?

Post by fishheadbarandgrill » Wed Jul 24, 2013 2:44 am

Post by RobertB » Wed Jul 24, 2013 3:32 am

Post by NiceAft » Wed Jul 24, 2013 3:38 am

RobertB wrote: Which head do you have? With either the short Dometic or the C-head I have adequate headroom.

Return to “Repairs and Modifications”

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The Grinde is a 26.9ft masthead sloop designed by Peter Bruun and built in fiberglass between 1974 and 1989.

580 units have been built..

The Grinde is a moderate weight sailboat which is slightly under powered. 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 very small. There is a very short water supply range.

Grinde for sale elsewhere on the web:

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Wind Hippie Sailing

October 25, 2023

Date Posted:

November 14, 2021

Wind Hippie Sailing is a YouTube channel run by a minimalist single-hander who is slowly cruising the world on a Grinde 27’.

Her channel features original videos about the boat overhaul, day-to-day life aboard and a lot of single-handed sailing on a small boat in big oceans.

She grew up on their parent’s Cal25 while they were completing their own circumnavigation. Sailing is in their blood; they’ve spent more than half their life on a boat.

They are currently in French Polynesia with plans to head to the Cook Islands, Fiji, and beyond this season. If you want more information on their trip, you can visit her website.

This is her most viewed video after crossing sailing from Panama to the Marquesas

Holly Martin, the female Captain on Wind Hippie Sailing, started her goal of completing a circumnavigation in October 2018 when she left Round Pond, Maine and headed towards the Panama Canal.

She has been sailing her 27-foot sloop Gecko as part of her YouTube channel. So, she has been sailing for more than five years now.

She grew up on boats with her parents, first on a Cal 25, as they sailed in the South Pacific and later the Arctic. Therefore, sailing has been a significant part of her life for many years.

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• Sailboat Data

Grinde 27 Sail Data

Marlow-Hunter, LLC

The 27 – an extraordinary entry-level crusier.

Novice sailors and veterans alike appreciate a boat that is easy to sail, packed with extra value and offers plenty of performance. The exciting Hunter 27 delivers all that and much more, resulting in an exceptional weekend cruiser with all the comforts of home. The Hunter 27’s impressive interior incorporates a refreshing sense of spaciousness with its large salon and 6’2” headroom. This interior shares the same warm, elegant design and materials with the largest Hunters. Other interior highlights on the Hunter 27 include solid wood cabinets and bulkheads, an L-shaped starboard galley, forward V-berth, private aft cabin, plus a fully enclosed head.

If you take a more environmentally-conscious approach to sailing, we also offer a completely green alternative to powering the 27. Partnering with the ELCO electric boat engine company, the Hunter team has developed a 100% emission-free propulsion and power package which we call the 27e. This breakthrough boat features the 10HP ELCO EP-1000. This state of the art electric propulsion system offers the same thrust as the standard 14HP diesel. Paired with our optional Green Energy package (Wind Powered Generator and T-Top with 3 Solar Panels, this power plant will propel and power your 27e with absolutely no emissions.

The Hunter 27 also features versatile sail plan options, allowing you to maximize your own performance requirements. Sail a Hunter 27 today. You’ll be glad you did!

Request a Brochure

Best Small Sailboats With Standing Headroom

Last Updated by

Daniel Wade

December 28, 2023

‍ Key Takeaways

• There are plenty of small sailboats that offer adequate standing headroom
• Boats that are trailerable are a good start since they are a compact package
• Many of these boats have a swing keel or other options to make it easier to transport
• Bigger boats typically have more headroom but will cost more and be difficult to move
• You many need to compromise space below deck when standing if you find a great boat

‍ Some might think that a smaller boat means there is not full standing headroom. So what small sailboat with standing headroom is out there?

Some examples of small sailboats with standing headroom include the Catalina 25, Grampian 26, and the Beneteau First 27. Keep in mind that some of these might be older boats and are considered trailerable sailboats. Not all small trailerable sailboat brands will have great headroom.

Based on previous experience, there are plenty of family cruiser small boat options out there that have standing headroom to accommodate a lot of sailors out there. Depending on how tall you might be to stand fully upright will also play a role in how much head room you might have.

Table of contents

‍ Top Eight Small Boat Options with Standing Headroom

You might have heard the phrase trailer sailors when it comes to small boats. Indeed, a trailer sailer will use a trailer to haul smaller boats. Trailering your boat offers budget-friendly freedom to explore new sailing destinations without mooring costs and allowing you to sail essentially anywhere you want.

Having good headroom is a widely used term without proper measurement. Assuming you are not over six feet tall, a lot of small sailboats will have decent headroom. Thankfully, there are some small cruising sailboats that you can pull with a trailer with good headroom.

Catalina 25

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The Catalina 25 is arguably one of the most popular cruising sailboats of all time. There were around 5,866 built from 1978 up until 1994 and featured various offerings for keels.

One of the more appealing features on the boat was the pop top section to allow standing headroom. These were common after 1987 so make sure to check the year of the boat if you find one, as it should have the pop top.

Grampian 26

{{boat-info="/boats/grampian-26"}}

From 1967 to 1977, the Grampian had roughly 980 models produced. These Canadian boats featured an enclosed head, had six feet of headroom, and was roomy enough with a full galley.

Depending on which option you might have available, some were built with motors inboard or outboard and others had a centerboard or keel. This made transporting it easier, especially with its low four foot draft.

Beneteau First 27

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The First 27 by Beneteau makes the list as a boat that is nearing 30 feet but has headroom adequate for someone 5 '10". These were first built in 1978 and you can likely find many being sailed today.

These boats have plenty of speed and are excellent on the water for accommodating a small family up to six. It also features a galley and fridge to live aboard if you wanted that option.

Westerly Pageant

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Westerly Marine built 551 of the Pageant in the 1970’s. This 23 foot cruiser idolized comfort over the total speed, giving you a relaxing ride. They also made some with a fin keel, but these were marketed as the Kendal 23.It was a heavy boat, especially with its bilge keel. This made transferring on a trailer interesting if you could accommodate. It had a solid amount of headroom but you had to keep in mind where you were walking down below.

{{boat-info="/boats/performance-cruising-telstar-28"}}

There are a few multihull boats out there under 30 feet that offer quality standing headroom and the Telstar 28 is one of them. It showcases good speed up to 15 knots and is narrow for easy transport on a trailer.

It does not have the same living space as a monohull would, but this trimaran offers one of the more headroom than some of the other trailerable boats. A person standing around six feet could easily stand tall in one of these.

{{boat-info="/boats/nash-26"}}

The Nash 26 was designed in 1976 and had plenty of boats to choose from. If kept in good condition, there is a good chance that you can still find one today. These were solid boats that had a decent amount of headroom below deck.

Corsair 760

{{boat-info="/boats/corsair-760"}}

The Corsair 760 is a newer trimaran (2018) and is currently still being built. This is the smallest offering from Corsair, which is a 24 foot multihull that is trailerable.

It has a pop top across the companionway to allow more space for headroom. These are easy to set up (the amas) and you can typically be ready to sail within the hour if you need to put it together after trailering.

MacGregor 26

{{boat-info="/boats/macgregor-26"}}

The MacGregor 26 had various model transformations over the years that they were built, from 1990 to 1995. These boats used water for ballast and were ultimately lightweight all around. These were great for weekend use or day sailing.

The founder retired in 2013 and his daughter took over under a new name, Tattoo Yachts. These are still in production and utilize similar builds comparable to the MacGregor 26, but have upgraded features throughout.

How to Narrow Your Search for a Small Sailboat with Standing Headroom

Finding a smaller boat, which is typically easier on the East coast of the United States, with an adequate amount of headroom may be a challenge. A big boat should be easier to stand below deck but that is not always the case either. Your sailing goals may also come into play on what boat works best for you.

Consider the terms “standing headroom” and trailberable”, as both of these do not mean the same thing, nor do you have to have a small trailerable boat to have enough headroom. For enough headroom, you need to be able to stand upright and this could vary since your height will likely be different based on another customer looking for headroom as well. Many boats were not designed with standing room in mind below deck, so do not be surprised if older ones are not as compatible.

Any boat that is trailerable needs to have the capability to move or hauled on a trailer. However, just because it can fit on a trailer does not make it legal to take on roads. Consider any permits you might need or what you can do to make the boat travel efficiently.

Where to Look for Cruising Sailboats with Good Standing Room

Finding a sailboat should not be hard if you live near a body of water that provides good sailing conditions. However, finding the perfect boat or a similar boat for your sailing goals might be a little more difficult depending on a variety of factors.

Consider your options and make sure you do not rush into purchasing a boat that does not meet most of your requirements. Adjusting your sailing goals might be something you need to do in order to have good standing room below deck.

Your Height

Before you attempt to find the small sailboat of your dreams with the perfect amount of standing room, you need to think about your own height. A lot of boats were made for the average height of a human , which is 69 inches for males in the United States (5 ‘9”).

You will either have to compromise with bending your head a little when walking through the galley or consider a big boat that can accommodate your height. If you are over six feet, then these will likely not fit your requirements for standing room, unless you really overlook this feature altogether. Of course if you are well over six feet, there is not a small sailboat that will accommodate your height below deck.

Online Searches

Searching online is going to be the best resource you have at narrowing down your options. Your sailing goals might only need a boat under 30 feet, but that does not guarantee that this boat will have enough headroom to stand in.

Searching online will allow you to find boats all over the world or within a specific region. You can narrow down your results by certain aspects and potentially even find exact specifications for head room below deck.

This will save you the most time and money, as you will not be jumping around from place to place nor will you be spending money on gas trying to see unnecessary boats in person. This will also give you an opportunity to see boats before someone else and make the buying process simpler.

Local Sources

If you live near coastal waters or by small lakes, you have a great opportunity to check out more boat options. This could be narrowed down further to local newspaper ads, a boatyard, or even a marina.

A newspaper or something similar to reach a larger audience could have ads posted about smaller sailboats with good standing room. These will typically have a number featured to call or an address to take a look at the boat in person.

Boatyards typically have a little bit of everything, but be sure you are ready for the challenge of fixing one up if you go this route. These are sometimes boats that are beyond repair or have been abandoned.

As for marinas or boat clubs, there is a good chance you will see someone with a boat that you like and they may even potentially have one for sale. If not, you might have a chat with the owner to see where they got theirs from and if they know of anyone selling one just like it.

Budget is usually a deciding factor to own a boat, no matter what other features come with it. Simply put, if you do not have enough money to buy it then you will not be sailing it.

Thankfully, a lot of smaller and older boats will be at an affordable price range. This makes it easier to narrow down your searches and find one that fits your budget. Also, a “cheap” price does not always mean a low quality boat, so be sure to do your research on the brand and the condition of the boat.

Keep in mind that a lot of the older ones might need some work done and that will eat into your budget a bit. Preventative maintenance is key to preserving your boat and your bankroll will thank you later.

Are Small Sailboats with Good Standing Room Right for You?

Every person that attempts to buy a boat will have different reasons for purchasing that boat. If standing room is the main one, there are likely many boats that will not fit that criteria. You will either need to change your perspective on the boat buying process or continue to wait until the perfect opportunity comes along.

Other boats typically prioritize the sail experience in light air versus if you can stand up in the galley all the way. But, some have made that a big selling point so that you can remain comfortable at all times. Comfort is attractive to have on long voyages, but if you are using it for the weekend only, you may opt to skip on the convenience factor.

Your budget and specific height will linger in your search results and be quite specific to your own sailing needs. Finding a boat with quality standing room is not difficult but you might need to compromise in a few areas. Do not be afraid to do some dirty work in repairs or other aspects if your budget allows you to make due with the boat that you find.

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I've personally had thousands of questions about sailing and sailboats over the years. As I learn and experience sailing, and the community, I share the answers that work and make sense to me, here on Life of Sailing.

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• Boats for sale
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• Peter Bruun

Peter Bruun Grinde 27

Buy 1978 peter bruun grinde 27.

1978 Peter Bruun Grinde 27 for sale

Used 1978 Peter Bruun Grinde 27 for sale is located in Skurup ( Skåne County , Sweden ). The Peter Bruun shipyard designed and constructed this vessel in 1978. Key features 1978 Peter Bruun Grinde 27: boat displacement 7,716.17 pounds. Hull key features 1978 Peter Bruun Grinde 27: hull material - fiberglass and keel type - fin keel. engine: fuel type - diesel. For maximum comfort and safety, we advise keeping the number of individuals on 1978 Peter Bruun Grinde 27 at 5. 1978 Peter Bruun Grinde 27 is classified into antique classic sailing boats . Contact the offerer to clarify the price of $21,578 and buy Peter Bruun Grinde 27 . the offerer can provide more information about the buying process!

1978 Peter Bruun Grinde 27 photos

1978 Peter Bruun Grinde 27 specification & technical information

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ODAY 27 HEAD ROOM

• Thread starter craig shaw
• Start date Sep 18, 2001
• Forums for All Owners
• Ask All Sailors

WHAT IS THE HEAD ROOM IN THE CABIN OF A ODAY 27 OR 272? THANKS  

Answer O'Day 27 is pretty close to 6'. I aM 6'1" and head room is not an issue for me.  

Justin - O'day Owners' Web

I agree with close to 6' I don't know the specification but I am 5' 11" and I can stand in most of the cabin. Like any boat, fixtures can get me but I'm otherwise comfortable.Justin - O'day Owners' Web  

Headroom in the cabin of a 272 I am 5'10" and can stand up in the cabin of my 272 in a certain spot. Head room is reduced when moving forward or sideways from about the center of the cabin because of the hull shape. By the time I move foreward to the head area, I can't stand up without bending.Tom  

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Upgrading the Tartan 27: The Small Cruiser as Durable Investment

When a boat stays in production for 18 years, it is safe to assume that the builder is doing something right, and that the original design had more than a little merit.

The Tartan 27 was one of the early small production fiberglass cruisers, entering production in 1961. About 700 27 s were built before construction stopped in 1979.

For her day, the Tartan 27 was a roomy 27-footer, in-corporating almost 6′ headroom, heavy construction, more than adequate inboard power, and the feel of a much larger boat than her overall length suggested. Her shoal draft made the boat extremely popular in areas of shallow water, such as the Chesapeake Bay, and active class associations still flourish in Lake Erie, the Chesapeake, and Long Island Sound.

As with any boat in production for a number of years, many changes were made in the Tartan 27 during its pro-duction history. The most radical of these was an entirely new deck molding for the last two years of production, which greatly increased interior volume, but which also eliminated the stepped deckhouse that gave older Tartan 27s so much of their character. Tartan 27s with the modern straight deckhouse and raised sheer look very much like any other modern 27-footer.

Exterior Cosmetics

On older Tartan 27s, crazing of the gelcoat of both decks and hull are quite common. In addition, 15 years or more of polishing has usually worn the topside gelcoat quite thin, and dark topsides are likely to be seriously faded. Since the boats have held their value well — a 1970 boat cost about $13,000 new, and should bring about $17,000 today — the boat is a good candidate for a polyurethane paint job,

Depending on the degree of preparation required, this could cost anywhere from $1500 to $3000 for a good pro-fessional job, or even more if considerable glazing of a badly crazed hull is required. If you plan to keep the boat for more than two or three years, the paint job would pro-bably pay off, for the condition of the boat is likely to be as much a determinant of the price you get as its actual age.

If the decks are to be painted, painting the nonskid areas a darker color than the surrounding smooth gelcoat would be a significant visual improvement. Iif the nonskid is bad-ly worn, the boat would benefit by laying new nonskid, as described in the May issue of Better Boat.

Before the new deck molding was introduced, the 27 had attractive teak coarnings. The fiberglass cockpit coam-ings of newer models are quite drab, and could be relieved by a teak overlay along the flat top of the coaming. Cap the coaming from the deckhouse all the way aft, using solid teak about 1/2″ thick. Use short stainless steel self tappers, counterboring the teak 1/4″ to take a 3/8″ or 1/2″ bung. Bed the teak thoroughly in black polysulphide after sealing the bottom surface with a wood sealer such as In-terlux 1026.

Structural and Safety Features

Although the Tartan 27 is a sturdy little boat, several features need modification if the boat is to be considered a serious pocket cruiser.

Early boats have through hull fittings that consist of gate valves screwed onto threaded brass pipe nipples glassed into the hull. While this gives a nice, flush exterior surface, it is an unsuitable solution to the through hull problem for a 20 year old boat used in salt water. We consider this arrangement schlocky in a new boat, and unsafe in an older boat, where the dezincification of the brass pipe nip-ple is almost inevitable. Replace all through hull fittings of this type with real through hull fittings and seacocks. If you choose to recess them flush, you’ll be in for some work (see BB, February 1984, but we consider this replacement a high priority. More than one boat has sunk when a corroded brass pipe nipple failed.

We would also suggest replacing the cockpit scuppers with larger drains, particularly on those boats that have two cockpit drains leading to a single discharge pipe.

Ironically, small boats usually need bigger cockpit drains than larger boats. Because the boats are smaller, with the cockpit closer to the water, the cockpit is more likely to be flooded in severe weather. Since the cockpit is likely to be proportionally larger in a 27-footer than a &-footer, a large volume of water in the cockpit of the smaller boat has much more effect on the bouyancy of the smaller boat.

For the comfort of those belowdecks, the sliding com-panionway hatch should be fitted with a seahood. This can be molded of fiberglass, or fabricated from wood and aluminum sheet. Making a seahood will be the subject of a future article in Better Boat.

Running lights should be updated with new international-type lights, eliminating the tiny lights mounted on the dorade boxes of older boats — a position guaranteed to be blocked by the genoa. We would mount the new running lights on the bow pulpit and the stern rail of boats so equipped. If you have an older Tartan 27 without a stern rail, attach the stern light to the top of the teak taffrail, in the same place as the original stern light. Although there are plywood inserts in the otherwise balsa-cored deck in the way of hardware, no backing plates are used on the underside of the deck to distribute load. Installing proper backing plates will lessen the likelihood of local stress cracks and delamination of the deck skin from its balsa core.

Until the early 1970’s, the Tartan 27 was equipped with the workhorse Atomic Four gasoline inboard. The smooth-running Atomic Bomb provides more than enough power for the boat. In fact, the boat reaches hull speed at about half throttle.

Many of these engines are now 20 years old, and in need of replacement or overhaul. If you plan to keep the boat, consideration should be given to replacing the old gas engine with a diesel. For the sake of comparison, a 1976 Tartan 27 with a 12 horse Farymann diesel com-mands about $2500 more than the same boat with an Atomic Four. Many of today’s boat buyers have only been in the boating market for the last decade, when the diesel engine has completely replaced gas, and simply won’t buy a boat with a gasoline engine.

Ironically, we don’t think that the single cylinder Farymann diesel used by Tartan was a particularly good engine, although at the time there were few choices available. Owners of Tartan 27s with Farymann diesels complain of noise, vibration, and expensive replacement parts.

Instead, consider the Universal Model 18, a two-cylinder engine rated at 14 horsepower and designed as a direct replacement for the Atomic Four. Other small diesels such as the Yanmar 2GMF could be considered, but extensive modifications to the engine beds might be required.

The Atomic Four was hard-mounted, and could be because of its smooth-running four cylinder configuration. Small diesels must be flex-mounted because of their vibra-tion, but this has the disadvantage of transmitting vibra-tion to the shaft log. On diesel-equipped boats, a shock-absorbing flexible coupling is a must.

For racing or long distance cruising, the propellor shaft should be marked so that the prop can be aligned in the aperture in order to reduce drag.

If you’re going from gas to diesel, there’s a good chance the fuel tank will have to be replaced. The Tartan 27 has used tanks of tinned copper, monel, and steel, as well as aluminum for diesel installation. Only monel or aluminum are suitable when going to diesel.

At the same time, replace the old iron exhaust system with a simple, modern waterlift system of fiberglass or stainless steel, with rubber hose instead of steel pipe. This type of system is both quieter and longer lived, as long as it is carefully installed, paying strict attention to the amount of lift required and the routing of the water injection system. A waterlift system can be installed even if the engine is not replaced. With the engine removed, additional insulation can be fitted to the icebox. The icebox is large, but typically of older production boats, has far too little insulation, par-ticularly considering its location next to the engine compartment.

On the inside, the Tartan 27 is really two boats: the original doghouse deckhouse version, and the later raised sheer version.

What the later boat lost in esthestics it made up in func-tion in the form of dramatically improved interior volume. Older Tartan 27s have poor sitting headroom in both the dinette and quarterberth, a problem that appears to defy solution. In addition, the location of the galley along the starboard side of older boats is a poor one with limited headroom for the cook, and too little ventilation.

Much of the interior improvement done by Tartan 27 owners consists of modifications to the galley to make it handier for the cook. The aft bulkhead between the quarter berth and galley should be fitted with a dropleaf sideboard. Several variations of this modification to the boat are shown in the Tartan 27 Handbook, an essential publication for the Tartan 27 owner compiled by Eric Bohn, Deborah James, and Hugh Wallis. This book con-sists of a series of articles about the Tartan 27, supplied by owners throughout the country. For more information contact Hugh Wallis, 1000 Shore Drive, Chalk Point, West River, MD 20778.

Perhaps the best thing that can be done for the cook is to eliminate the standard two burner alcohol stove. Alcohol is a cooking fuel for masochists. On older boats with a lazarette behind the cockpit, this locker could be converted into a propane locker. On the long cockpit, rais-ed sheer model, the aft end of the cockpit could be sacrific-ed to install the propane locker — a project that will be described in a future issue of Better Boat.

If you are not yet a propane believer, but want to try out its convenience, a simple Coleman propane camp stove can be bolted to the galley counter in the same place occupied by the old alcohol stove. It should be pointed out that using one pound propane cylinders below is likely to be frowned on by your insurance underwriter, although this arrangement is common, and acceptable, in Europe.

On the old-style Tartan 27, the galley sink is offset well to starboard. It can flood with the boat on port tack unless the drain is closed. With the drain closed, the sink can’t really be used. See the questions section of this issue for the solution to that one.

Conclusions

The Tartan 27 is a well-built pocket cruiser with an ex-cellent pedigree. The boat has a strong following of near-fanatical owners with a penchant for racing and cruising in company.

A large number of boats concentrated in areas where shoal draft is a virtue have helped the boat achieve the status of a classic.

However, the long production history means that each boat must be carefully examined at the time of purchase. Many older boats are due for engine replacement, and the hull fittings and electrical systems of older boats are prob-ably due for overhaul, too.

Unlike many other small cruisers, the excellent original construction quality and design justify the expenditure re-quired to bring the boat up to date. The boats have an established market value which should control the amount you invest on improvements, but the high price of later model used boats compared to earlier models gives a fair amount of latitude.

The Tartan 27 was an expensive boat in her day. In 1971, the 112,800 price with sails was almost $3,000 higher than a Newport 27, a Columbia 28, or a Sabre 28.

Tartan 27 brochures referred to her as a “complete, substantial small yacht.” The results of our survey indicate that the owners still agree.

Owner Comments

Her livability below is not the best, but her sailing ability, solid construction, shallow draft, roomy cockpit, good looks, and fine reputation make her a good value in a used cruising sailboat.

The boat is easy to handle and very forgiving. Shallow draft allows anchoring in chest deep water for scrubbing the bottom. She’s built to last.

This boat is a little “racy” for an elderly couple. We are 65. The 170 % genoa hasn’t been used for the last two years. We would prefer a somewhat stiffer design, but in light air she is really great!

The Tartan 27 with its shallow draft and slightly larger than average sail area is ideal in its size range for a place like Chesapeake Bay. It does not perform as well as more modern concepts, but it is easier to shorthand than the newer types.

I think that Tartan discontinued the 27 because they screwed up a good design by trying to increase already adequate cabin space at the expense of a previously very workable deck layout. Windward performance is marginal against modern high-aspect rigs. That’s not a detriment because all around per-formance on all points of sail and in all winds is very good.

A very comfortable boat for singlehanded or short-handed sailing.

A tried and true design. A good investment. It beats getting a new boat!

I think this is an excellent boat for the money. All boats involve a compromise, but this boat contains many nice features. I’m 6′ tall and can stand up below. While space is tight, four adults can cruise for a week quite comfortably.

RELATED ARTICLES MORE FROM AUTHOR

great article loved every word and great insite.

Hello. I am a former T-34 sailor from Grosse Ile, Michigan, attempting to assist his pastor son. Jonathan inherited a vintage Tartan 27 three years ago and has been literally sailing it on a shoestring. He is in dire need of a cruising main and roller-furling, Dacron Genoa. If the Genoa is reasonable, he could afford the addition of RF tape. Could could you direct me to some former T-27 owners, anxious to clean out their attics.

Dear Sir, I’m trying to find out what an original 27’s boom weighed. Does ANYONE, ANYWHERE know, plz?? Thx, JAG

So informative and well written!

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Maiden Voyage

• By Holly Martin
• Updated: January 8, 2020

Nothing happened when I pushed the tiller hard to leeward. Gecko remained on a ­starboard tack, and the 15-foot waves continued to roar under her bow. I was in the strongest section of the Gulf Stream on day two of my planned solo circumnavigation. In defiance of the weather forecast, a 40-knot easterly had sprung up, and was methodically pushing me north onto Cape Hatteras. The large paddle on my Monitor windvane had blown out of its bracket, and I was steering with my foot while I desperately tried to fit the smaller paddle into place.

Although I was mentally exhausted from the intensity of the storm, I wasn’t worried about the integrity of Gecko . I had just finished a 10-month-long overhaul, and she had never been more seaworthy.

I found Gecko , a Grinde 27 double-ender built in Denmark, when I was laid up in Maine, recovering from a ­mountain-biking accident I’d had in the Philippines. I broke my wrist in the last week of a three-month solo backpacking trip in Southeast Asia. The accident sent me skidding home to completely rewrite my summer. It was the first time in four years that I wasn’t transient, and I quickly grew bored with the predictable routine. I felt the need to introduce some uncertainty back into my life, so I decided to get serious about buying a boat. I’ve wanted to sail my own boat around the world since I was 11 and my parents moved our family ashore after a 15-year circumnavigation. My siblings and I had been raised along the way, and our boat was my first home. There aren’t many activities you can do with one hand, but boat shopping is definitely one of them.

It wasn’t just my current condition that was perfect for spending hours browsing boats online. I also was living with two resident experts on bluewater cruising boats. My parents—Dave and Jaja Martin—met in the Caribbean when my dad was solo sailing on his Cal 25 Direction . They fell in love and decided to circumnavigate together; they recounted many of their adventures in stories written exclusively for Cruising World . A 25-foot boat is small, but they were only two people. Why would they need anything bigger?

When they were halfway across the Pacific, they ­discovered they were going to become parents. Instead of selling Direction and flying back to the States, they continued sailing. Chris was born in Australia, and I was born 18 months later in New Zealand. Four years later, having just finished their ­circumnavigation, my parents had their third child. Teiga was born on Direction , delivered by my dad. Shortly after, we traded Direction for a 33-foot steel-hulled sloop, Driver , and headed to the Arctic. After five years of high-latitude sailing, we settled down in Maine, where my parents designed and built their off-the-grid solar home. To say they were supportive of my decision to buy a boat is an understatement.

The first boat I looked at was Gecko , which was the only boat my dad was visibly excited to go see. On a rainy May morning in 2017, the two of us set off on a three-hour drive to Salem, Massachusetts. Gecko (then Seamark ) was on the hard, and my dad and I first walked underneath her to inspect the hull. With her fin keel and transom-hung rudder, we were already salivating before we had even checked out the topsides. We climbed aboard, and I wiggled around with my cast held aloft, trying not to get too excited, because this boat seemed perfect. After my dad conducted a thorough survey, the two of us convened on the bow to have a private conversation. “I think this might be the one,” I said. My dad, ever the silent type, just grinned.

I didn’t sign the final papers until Gecko had been launched and proved seaworthy. My mom spent the first night on board with me, and then traded out with my dad, who drove down to help me sail Gecko back up to Maine. The electrical systems weren’t working, so we used suction-cup running lights and a chart plotter borrowed from my dad’s Wharram catamaran, which we hot-wired onto one of the batteries. That night we steered by the stars, with the occasional flick of a flashlight onto the compass to check our heading. The following afternoon, we were in Round Pond, Maine, and my real work began.

The first project I tackled was to pull out the holding tank and all the plumbing. The tank had not been completely flushed since it was installed, and the smell was unbelievable. The only way to get rid of the odor was to throw out all the cushions, and paint or epoxy-coat every stick of wood on the entire boat, including the insides of the lockers. Once I could breathe freely, I pulled out the wiring and redid the whole electrical system, adding LED running and cabin lights.

Next, I stripped and refinished the floorboards, and painted the faded bulkheads white. I ripped out the entire galley and rebuilt it to include better storage, a new sink and countertop, and a two-burner stove with an oven. In the main cabin, I converted the pilot berth into lockers, and pulled out the sink in the head to make more space. Since I’d thrown out the old cushions, I had to learn how to make new ones. I glued together foam scraps, and sewed new covers from fabric remnants. Sewing was far more stressful than the carpentry projects I’d been working on. My sewing battle-face scared away a few visitors, but the sweat in my eyes prevented me from noticing.

On a trip to Washington state that spring, I found a used Monitor windvane at a salvage yard. I shipped the frame back to Maine, and flew home with a 4-foot-long box containing the delicate paddles—not your average carry-on item.

When my mast finally emerged from the melting snow, I turned my attention to the rig. I replaced all the standing rigging and added a set of spreaders I’d found at a local marine salvage yard. Since the spreaders changed the whole rig design, I had to measure out all the new shrouds with my mast lying on sawhorses next to Gecko . This led to a tense moment when the mast was being stepped in the parking lot near the launching ramp. I had a stack of shackles waiting in case I’d made a mistake, but everything miraculously fit.

Gecko ’s 10-month haulout was a marathon through which my dad acted as encyclopedia and mentor. I completely trusted his knowledge and skill set, and he was an amazing teacher. The sailing community in Maine also provided invaluable assistance throughout the refit process. I was humbled time after time as seasoned professionals offered their skills and expertise, and even gave me parts for my boat.

Over winter I had been commuting between Maine and Antarctica for my contract-based job as a marine technician for the United States Antarctic Program. In this way, I was able to maintain a reliable income while dedicating all my time off to renovating Gecko . Finally, in late October 2018, I was ready to head south.

On a crisp fall morning, I set out from Pemaquid Harbor to cross the Gulf of Maine, bound for Cape Cod. It seemed that every ship and fishing boat in the Northeast also thought this was the best time to head out, and I spent the night dodging running lights. It was just above freezing, and I shivered in the cockpit, wrapped in a sleeping bag and all my warm clothes. Picture a colorful maggot, clutching the tiller and siphoning oatmeal. At sunrise, the wind died, and I motored, steering by hand because the tiller pilot wasn’t working. I kept falling asleep at the helm, and at one point as I drifted off, I remembered thinking: It’s OK to sleep. Holly’s on the helm. She knows what she’s doing . Luckily I made it to Cape Cod unscathed.

Nor’easter after nor’easter barreled up the coast that November, and there was never more than a two- or three-day weather window at a time. I sailed down Long Island Sound to avoid the 50-knot storm that blew offshore for three days. Snow was chasing me down the coast, but luckily I was always a few days ahead of it. I lived in my down jacket and wool long underwear. The wind continued to blow with a vengeance. Coming around Sandy Hook, New Jersey, in 35 knots of wind, Gecko was almost completely knocked down. I clung to the tiller as the cockpit became vertical and the sea lapped at the leeward cabin top. Everything below ended up on the floor in a puddle of water, but I couldn’t leave the helm to rescue it. When I finally turned back onto my course, Gecko was surfing downwind at 10 knots.

That night, as the sun set and the windvane was steering in gloriously sweeping S-curves, I went below to begin the first in my series of 20-minute naps. It was so cold that I was sleeping in my full foul-weather gear and sea boots. I would just start to get warm when my timer would go off, and I’d have to get up to check my course and look for ships. Without an AIS or radar, these checks were critical.

At about 0200, I discovered that my biggest problem wasn’t outside the boat. Although conveniently out of the wind and weather, the trouble was alarmingly located in my forward bilge. A disconcerting splashing prompted me to peek forward, where I found standing water above the floorboards in the head. It wasn’t a significant amount of water, considering the beating I had taken for the previous 12 hours. Even if there were a leak, it wasn’t serious. But where was the water coming from?

This is my least favorite game to play on my boat, and I started in unenthusiastically. After some time, I discovered that the water was entering through the anchor chain hawse holes, flooding the locker and overflowing into the entire V-berth, and eventually into the forward bilge. My bedding did such a good job of filtering out the salt that I momentarily considered marketing it as an off-brand watermaker. Grabbing a bucket and a hand pump, I emptied 5 gallons of water out of the chain locker. Next, I turned my attention to the water intrusion. Using a hair tie and a plastic bag, I sealed off the starboard hawse hole completely. The port side had the anchor chain coming up through it, so I stuffed handfuls of plastic bags into the hole, and kept up with the pumping until I arrived in Cape May, New Jersey.

I had to wait three nights for the next nor’easter to pass through, and I took advantage of the delay to get some exercise by accidentally trespassing on the US Coast Guard beachfront. A few days later, I jumped out on the back of another nor’easter and rode the winds down to Norfolk, Virginia.

It was fairly late when I dropped the hook the next night, but I was itching for a walk. Rigged up in my duct-taped down jacket and faded sea boots, I set off for my favorite destination: the nearest grocery store. While walking home with a full pack, I found myself suddenly flanked by two women with suspiciously cheery grins.

“Our church is giving out free dinner tonight,” the short one said. My exhausted mind tried to make sense of the situation. Was she trying to get me to donate money to their dinner? It seemed a worthy cause, and I tried to remember if I had any cash left.

Then the tall one spoke.“Everyone is welcome,” she said. “It’s just right down the street.” Suddenly my genius brain put it together: They thought I was homeless! I desperately tried to explain that I wasn’t homeless—I was a sailor. But the current between the two was strong, and I felt myself unwillingly swept up and whirled through a series of food tongs and well-wishes. Apparently, people dress a bit differently in the South.

After Norfolk, the going was easy. I shed layers as I motored along the Intracoastal Waterway. I arrived at my final stop—Oriental, North Carolina—on Thanksgiving Day. I was drawn to Oriental because my family and I lived there for a year on my parent’s first boat, Direction. My sister was born in Whittaker Creek Marina, and I had a long-dead hamster buried somewhere in the woods. Family friends Jennifer and Tim helped me find a slip for Gecko , and agreed to look in on her while I was gone, it was time to go back to work. I patted Gecko on her stupid leaky bow and told her I’d be back soon.

Returning to Oriental in early March. I had about a month’s worth of projects to complete before I could to take off, and I tackled them with vigor, excited to sail to warmer climes.

My plan was to sail from Beaufort, North Carolina, to Culebra, Puerto Rico, by heading due east and then hooking a right at Bermuda, a distance of about 1,200 nautical miles. I didn’t have a way of getting weather while I was at sea, but the forecast looked good, and I was anxious to start.

I headed out of Beaufort on April 4, and motored all day in no wind. With a 10-horse engine, motoring is slow, but I was in high spirits. All the old salts had warned me about the Gulf Stream, but the forecast looked great, and I was determined to prove them all wrong.

The following morning, I was only halfway through the Stream when the weather changed; the 15 to 20 knots from the southeast became 40-knot easterlies. By the time I realized I was getting swept north, it was too late to turn around and head back for Beaufort. I had already been pushed more than 10 miles up the Stream, and going south was no longer an option; I was getting pushed north no matter which tack I was on. If this keeps up, I’ll be back in Maine soon , I thought. The sun was setting, the waves were 15 feet, and the wind was blowing a steady 40. Having just swapped out windvane paddles and struck the main, I decided to heave to. Although I was sailing with just a storm jib, I discovered I could heave to using the current. My worry was that I was now drifting toward the nasty shoals lurking around Cape Hatteras. However, there was nothing else I could do, so I curled up below, using my iPad to keep tabs on my course.

As the sun rose, the wind veered slightly south. Seizing the moment, I put up a triple-reefed main and pointed my bow east. I slowly eased out of the Stream’s sticky clutches, and the last of the current slipped below the keel. I’d done it! The wind mellowed throughout the day until midnight, when I was completely becalmed. I bobbed around with limp sails for a full day until a breeze took pity on me and pushed me onward.

On day seven, I was on the same longitude as Bermuda and ready to make my right-hand turn. If I’d had access to a weather forecast, I would have hightailed it for Bermuda instead and hidden out for the next few days. However, I remained ignorantly blissful until sunset, when a storm cloud approached over the horizon. I quickly clipped in to switch out my genoa for a working jib and throw a reef in the main. Here was another storm to contend with.

The first wave broke over my boat at dawn, while I was below napping. I waited as Gecko sorted herself out, hoping the wave had been an anomaly. The second breaker hit a few minutes later. Green water rushed over my hatches and poured into the cockpit. Grumbling, I suited up and went topside. The cockpit was full of ankle-deep water, with a few dead flying fish floating around in it. Never get a pet , I said to myself. You can’t even keep a fish alive in a flowing-seawater aquarium.

I was already closehauled, but the seas were hitting me right on my beam. I unhooked the windvane and hand-steered, pinching so that the waves would strike just forward of the beam. This prevented them from breaking over my boat, and made for a smoother ride. Five hours of hand-­steering later, I was exhausted and soaking wet. My foul-weather pants leaked so badly that I’d given up wearing them a few days before, and my feet had been immersed in cockpit water for hours. I decided to see if my windvane could handle pinching. Taking a deep breath, I hooked it up and then let go of the tiller to see what would happen. It took a minute, but the vane held Gecko exactly where I wanted her. I retired below to my sleeping bag to dry off and warm up.

The storm blew out overnight and was replaced by the beautiful easterlies I’d been so eagerly anticipating. I watched a rainbow grow from sea level up inside of a squall, starting as a red fire on the horizon and then lazily unfurling into a low-slung arch. On my last day before landfall, I hand-sewed my quarantine and Puerto Rican flags in the cockpit. At 0300, I poked my head out of the companionway to see St. Thomas glittering off to port. Puerto Rico lay waiting for me in the dark. I was excited to take my first steps onshore, but 14 days at sea had made me patient—and a little reticent to hurry up and get in. As the breeze quieted and the sun broke, I left my small headsail up and enjoyed the slow approach of the scrub-covered hills of Culebra. I had been out for two weeks. A few extra hours weren’t going to make a difference.

The subsequent months of sailing in the Caribbean were blissful and lazy. Because I left the States late in the season, I was also at the tail end of the Caribbean cruising season. But I’m in no rush. Most of the leaks and repairs from Gecko ’s shakedown cruise were quickly addressed, and life became slow and peaceful. I’m excited to test my skills on the longer passages of the South Pacific, but after the trip from Maine to the Caribbean, the overnighters between islands were perfect. I finally felt that I was right where I belonged.

After a spring and summer thoroughly exploring the Caribbean, Holly Martin sailed to Panama, with immediate plans to transit the Canal and carry on into the South Pacific. For more on her continuing adventures, visit her website .

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This is the height at the centerline of the cabin, which we measure under the cabin-top amidships, usually located just forward of the companionway hatch. If headroom is less than 5' 0", it is sometimes given in brochures or ads as "sitting," whether it is 4' 11" or

3' 6". However, what counts as "sitting" for one observer may be "standing" for another. For example, designer Bob Perry, who is over six-feet tall, asserts that any headroom less than six feet is "sitting." But to the average person (men = 5' 9", women = 5' 4"), anything 5' 10" or more would be "standing." We attempt to ascertain headroom whenever we can, even if approximate, by measuring from plans or by quoting specifications in sales brochures.

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Sixty-Three Boats 14'-19'

Alacrity 19 (18) 19

Alerion Express Cat 19 20

Balboa 16* 68*

Baymaster 18* 68*

Blue Water Blackwatch 19 21

Cape Cod Cat 17 22

Cape Cod Goldeneye 18* 69*

Cape Dory Typhoon 18 (19) 23

Capri 18 25

Commodore 17 -see Skippers Mate 17

Com-Pac 19 27

Com-Pac Eclipse 18 28

Com-Pac Horizon 18 29

Com-Pac Legacy 17 69*

Com-Pac Sun Cat 17 30

Cornish Crabber 17 31

Cornish Shrimper 19 32

Eagle 21 -see Herreshoff Eagle 21 (18)

Gloucester 16 33

Gloucester 19 34

Goldeneye -see Cape Cod Goldeneye 18 Hermann Cat 17 -see Cape Cod Cat 17

Hermann 19* 70*

Herreshoff America 18 35

Herreshoff Eagle 21 (18) 36

Holder 17* 70*

Hunter 18.5 37

Hunter 19 38

Laguna 16 -see Balboa 16

MacGregor PowerSailer 19 39

Mariner 19 -see Rhodes Mariner 19

Marshall Sanderling 18 40

Maxi-Peep 19 41

Menger Cat 17 42

Menger Cat 19 43

Molly Catboat 17 44

Montego 19 45

Montgomery 15* 71*

Montgomery 17 46

Neptune 16 47

Newport 16 -see Gloucester 16

O'Day 19 48

O'Day 192 49

Peep Hen 14 51

Picnic 17 52

Pierce Arrow 18 53

Precision 165 (16) 54

Precision 18 (17) 55

Quickstep 19* 72*

Rhodes Mariner 19* 73*

Sanderling 18 -see Marshall

Sanderling 18 Sanibel 17 -see Skippers Mate 17 Sanibel 18 -see Skippers Mate 17

Seaward Fox II (17) 56

Silhouette 17* 73*

Skipper 20 (18) 57

Skippers Mate 17 58

Slipper Deckhouse 17 59

Snug Harbor 18 -see Skippers Mate 17

Sovereign 5.0/18 (17) 61

Spindrift 19 -see Starwind 19

Starwind 19 62

Vivacity 20 (19) 63

West Wight Potter 15 64

West Wight Potter 19 65

Windrose 18 66

Windrose 5.5 (18) 67

*13 vessels without accommodations plans are grouped together at end of chapter

Continue reading here: Cute but tiny cutter from Texas

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Readers' Questions

What is the headroom in a marshall cat sanderling?

The headroom in a Marshall Cat Sanderling refers to the amount of available volume/power before the sound starts to distort or clip. It is a measure of how loud you can go without losing clarity and definition in your tone. The exact headroom in a Marshall Cat Sanderling may vary depending on the specific model and settings, but generally, Marshall amps are known for having good headroom which allows for high volume levels with minimal distortion.

What is the interior hight of a 40 foot sailboat?

The interior height of a 40-foot sailboat can vary depending on its specific design and manufacturer. However, on average, the interior headroom of a 40-foot sailboat is typically around 6 to 7 feet (1.8 to 2.1 meters). It is important to note that the measurements may differ in different areas of the boat, such as cabin areas or the saloon.

What is the headroom in a 2001 hylas 49?

The headroom in a 2001 Hylas 49 is approximately 6 feet 6 inches (1.98 meters) throughout most of the interior cabin area. However, please note that headroom can vary slightly depending on the specific configuration and any modifications made to the boat.

What is the headroom in a spindrift 24 sailboat?

The headroom in a Spindrift 24 sailboat typically ranges from 5 feet 9 inches to 6 feet 2 inches. However, it is always best to check with the manufacturer or the specific boat's specifications to get the most accurate measurement.

When does hunter sailboats build headroom of 6ft 6in.?

Hunter Sailboats typically build headroom of 6ft 6in in their models that are 40 feet and larger in length. However, it is always best to check with the specific model and year of the Hunter Sailboat you are interested in to confirm the headroom measurements.

What is the cabin headroom on a 1999 monk 36?

I'm sorry, but I couldn't find specific information about the cabin headroom of a 1999 Monk 36. It would be best to consult the owner's manual or contact a Monk boat dealer to get accurate measurements for the cabin headroom on that particular model.

What are the factors that determine cabin height [n a sailboat?

The factors that determine cabin height in a sailboat can vary depending on the design and purpose of the boat. However, some common factors include: Boat size: Generally, larger sailboats tend to have higher cabin heights due to the need for increased headroom and accommodations for extended stays. Design and purpose: Sailboats designed for racing typically prioritize low cabin heights to minimize wind resistance and reduce weight. Conversely, cruising or liveaboard sailboats may have higher cabin heights to allow for more comfortable living spaces. Hull shape: The shape of the hull can also affect cabin height. A sailboat with a sleek, low-profile hull design will typically have a lower cabin height compared to a boat with a more rounded or flared hull shape. Keel configuration: The keel configuration can also impact cabin height. Boats with deep draft keels often have deeper cabin spaces below the waterline, which can result in higher cabin heights. Cost and materials: The choice of materials and construction techniques can influence cabin height. Fiberglass or composite construction methods may provide more design flexibility compared to traditional wooden boat construction. Interior layout: The cabin height can also be influenced by the desired interior layout and accommodations. For example, if the boat includes a raised saloon area or multiple sleeping cabins, it may require higher cabin heights to accommodate those features. Accessibility and safety: Cabin heights may also be influenced by accessibility requirements and safety considerations. Higher cabin heights can make it easier to navigate and move around the interior space of the boat, reducing the risk of accidents or injuries. It's important to note that these factors can vary depending on the specific sailboat design and the preferences of the boat manufacturer or designer. Additionally, personal preferences and intended use can also influence the desired cabin height for individual boat owners.

How does stand up headroom affect a sailboat?

Stand up headroom refers to the vertical space inside a sailboat's cabin or main living area. It is an important factor in determining the comfort and usability of the boat for its occupants. Here is how stand-up headroom can affect a sailboat: Comfort: A sailboat with sufficient stand-up headroom provides a more comfortable living environment for its occupants. It allows them to stand upright without hunching over, making activities such as cooking, changing clothes, or moving around the cabin easier and more pleasant. Accessibility: When sailing, being able to move around the cabin without stooping or crawling contributes to accessibility and convenience. This is particularly important during rough weather conditions when it may be difficult to maintain balance and stability. Having enough headroom enhances safety and minimizes the risk of injuries caused by falling or colliding with low overhead objects. Ventilation and fresh air: A sailboat with ample headroom can accommodate larger windows, hatches, and ports, facilitating better ventilation and natural lighting. This promotes air circulation, reduces condensation, and creates a more comfortable and pleasant living environment on board. Storage capacity: Stand-up headroom also affects the storage capacity of a sailboat. More headroom usually means taller lockers and cabinets where gear, supplies, and personal belongings can be stored. It enables boaters to bring along more items and keeps the living area organized and clutter-free. Resale value: Sailboats with generous stand-up headroom tend to have a higher resale value compared to boats with limited headroom. Many buyers prioritize comfort and convenience when selecting a boat, and good headroom is often seen as a desirable feature. It is important to note that stand-up headroom is just one factor to consider when choosing a sailboat. Other considerations include the overall design, performance, stability, and intended use or sailing requirements.

What is the headroom in theta 26 sail boat?

The headroom in a Theta 26 sailboat is approximately 6’6”.

What is the headroom on a union 36 sailboat?

The headroom on a Union 36 sailboat is approximately 6'2".

How to increase headroom on a sailboat with too low of a cabin roof?

Add a taller companionway hatch. Install an arch-style cabin top. Rearrange the interior layout. Install a pop-top to the existing cabin top. Increase hull depth. Install opening hatches or ports. Install dorades or cowl vents. Install adjustable shutters or louvers on existing hatches. Install a centerboard or keel to increase draft. Raise the floor level of the berth or settee.

7 Trailerable Sailboats That Have Standing Headroom

Trailering your boat is a great way to sail in a lot of different places while keeping your boat budget in control. You can take a smaller boat a long way to launch it somewhere new, and you don't get saddled with a lot of mooring and dockage fees while your boat sits around unused.

That sounds great, but one key word in about trailerable sailboats is small . To move a boat on a street legal trailer without special permits and problems, it has to stay within certain size limits.

You may struggle to find a trailer sailer with head room when you're down below. But there are some out there that an average person doesn't have to sit to work in the galley, and we've put together a list of seven great pocket cruisers you can stand up in (if you're not too tall!).

On this page:

Standing headroom and trailering, westerly pageant, catalina 25, grampian 26, beneteau first 27, macgregor 26m / tattoo 26, corsair 760.

Our list includes some old classics dating back to the 70s, new boats in production today, and even a high performance multihull. The range of trailer sailers to pick from is enormous, but if you want something you can stand up in, here's a good place to start.

• Catalina 25 (poptop)
• MacGregor 26

The terms "trailerable" and "standing headroom" are both a little vague. Many boats can be moved by trailer, but you wouldn't want to move them that way every weekend. Bigger boats require heavier trucks and trailers, and once they get past eight feet of beam, you may need permits, special routing, and commercial equipment. Just because you can get it on a trailer doesn't mean it's "trailerable" in this context.

And standing headroom means something very different to different people. It's not just tall and short people who need different space, but what space in the boat you can stand in. Most people can stand up inside a small boat with the companionway open, but can you cook standing up with your head out in the cockpit? Or stand and stretch on a rainy day?

For our purposes, we're going to use the following definitions:

A trailerable boat is one you can launched, rig, and recover with the crew which sails it, an move on normal roads with no special permits or commercial tow vehicles. Many boats will fit on a trailer, but to be "trailerable" it needs to be reasonable to use for a trip on a long weekend, starting from and ending on a trailer. Most roads in North America have a vehicle width limit of a little over eight feet without special permits. This eliminates any boat with a beam much over eight and a half feet.

Standing headroom for this discussion means a person of average height (5'10" or 178 cm for men) can stand inside the main saloon, out of the elements. It doesn't mean you can stand everywhere down below, but you should be able to stand and move around a bit, get dressed and undressed without doing calisthenics, and hopefully work in the galley if there is one. "Headroom" on a boat is a very fuzzy measurement, and is distorted by marketing hype and wishful thinking. There isn't a standardized measurement for it, so we'll work with our own.

Within these parameters, there are many boats. If you can deal with some inconvenience in your trailering, or you only plan to move your boat by trailer once or twice a season, you can get more boat and still get the headroom you want. But that's not what's on our list.

Built by Westerly Marine in the 1970s, the Pageant is a 23' bilge keeled cruiser with full standing headroom in the saloon. At 4,300 pounds, it's heavy for its size and is known more for comfort than speed. The bilge keels may make getting onto a trailer interesting and require modifications to accommodate its under water layout.

There is a fin keeled version marketed as the Kendal 23/24, with a four-foot draft and two hundred pounds less displacement. They built only a few, so they're difficult to find.

The Catalina 25 is one of the most popular pocket cruisers built, with almost 6,000 hulls built between 1978 and 1994. A variety of keel styles and rigs were built, including a fin keel, swing keel, winged keel, and a tall rig. But the most distinctive feature of these boats is the "pop top" over the companionway, which enabled the entire area in the saloon under the companionway to lift for standing headroom. Some owners built covers and sides, enclosing this area into a true part of the belowdecks space.

The pop top was an option prior to 1987, but became standard after that through the end of the production run. It's important to know the build year for any Catalina 25 you consider, since the features varied considerably. Always check pictures for the pop top!

This trimaran is fast, but still has six feet of headroom. With the amas folded, the boat is narrow enough to trailer and with a 3,000 displacement is light and easy to move. While you won't have the interior beam of an eight-foot wide monohull in the living space, you will have quite a comfortable space with room to stand. But unlike most of the shallow draft, trailerable monohulls on this list, this one can hit fifteen knots under sail.

The Canadian-built Grampian 26 was built from the late sixties through the late seventies, and many of the almost 1,000 boats that were built are still around. It has six feet of headroom inside, an enclosed head, and a galley. It's an ideal weekender for a couple, or even a couple with a small child. Some boats had inboard engines, others had outboards. Additional options were for a keel or a centerboard model; with 4'3" of draft, the keel model is still easy to trailer.

One of the few new and in production boats in this list, the Beneteau First 27 is a fraction of an inch under our 5'10" qualifier (technically 5′9 5/16"), but it's such a roomy and quick boat that it seems appropriate to waive a few millimeters. This lightweight boat has sleeping space for up to six, and has a galley, fridge, and a proper marine head.

Don't confuse this boat with the earlier First 27 from 1978 or the First 27 SE (for "Seascape"), sold as the First 27 from 2018 to 2020 after Beneteau acquired Seascape. Those were quite different boats, though they had their own merits and strengths. They didn't have quite the headroom or interior volume as the newest model, and the earlier boat had too much beam for easy trailering.

Finds specs here

The MacGregor 26 series of boats is the most popular trailer sailor ever built. The first "Mac 26" was built in 1986, and went through several design upgrades and enhancements, including the 25D (dagger board), 26S (centerboard), 26X (dual rudder, motor sailing) culminating in the 26M (motorsailor with a rotating spar) built from 2002 though 2013. Earlier models have less headroom, but all are water ballasted, lightweight trailerable boats. The later 26X and 26M models can be equipped with rather large outboards (for sailboats) which could hit almost 20 knots under power.

Though the rigs on these boats are undersized and they're lightly built, they're spacious near shore and inland cruisers you can easily rig and de-rig for a weekend of sailing.

The founder of MacGregor Boats, Roger MacGregor, retired in 2013, and his daughter Laura founded Tattoo Yachts and bought the tooling for the 26M. Tattoo continues to build the Tattoo 26, which is a Macgregor 26M with a few modernizations and enhancements.

Corsair Trimarans offers several trailerable tris which meet the headroom test. The Corsair 760 is the smallest current production model, and like the Catalina 25, this 24' trimaran uses a clever pop-top over the companionway to get more headroom. It's sleeps two in the default configuration, though a foldable table can convert to sleep four.

Corsair designs their trimarans for easy setup and breakdown of the amas, and can be setup and launched in under an hour. The very shallow draft allows for anchoring in areas many boats can not, and even beaching.

The larger Corsair 970 is also trailerable with standing headroom, as is the older F-31.

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