flicka sailboat data

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High-priced and truly unique, the Flicka has come close to reaching cult status. The Pacific Seacraft Flicka has perhaps received more

The Pacific Seacraft Flicka has perhaps received more “press” in the last few years than any other sailboat, certainly more than any production boat her “size.” Publicity does not necessarily make a boat good but it sure does create interest.

The Flicka is unique. There are no other production boats like her and only a few, such as the Falmouth Cutter and the Stone Horse, that offer the Flicka’s combination of traditional (or quasi-traditional) styling and heavy displacement in a small cruising yacht.

As the number of Flickas built by Pacific Seacraft passed 300 plus an indeterminate number built by amateurs early in its history, the boat seems to have become almost a cult object. High priced, distinctive, relatively rare but with wide geographical distribution and easily recognized, the Flicka invariably attracts attention and seems to stimulate extraordinary pride of ownership, The owners we talked to in preparing this evaluation all seem to be articulate, savvy, and involved. Moreover, they all show an uncommon fondness for their boats.

The Flicka was designed by Bruce Bingham, who was known as an illustrator, especially for his popular Sailor’s Sketchbook in Sail . Originally the Flicka was intended for amateur construction, the plans available from Bingham. She was designed to be a cruising boat within both the means and the level of skill of the builder who would start from scratch. Later the plans were picked up by a builder who produced the boat in kit form, a short lived operation, as was another attempt to produce the boat in ferro-cement.

Pacific Seacraft acquired the molds in 1978 and, with only minor changes, the boat as built by Seacraft remained the same until 1983, when a new deck mold was tooled to replace the worn-out original. A number of the modifications made early in 1983 are described throughout this evaluation.

Seacraft is a modest sized builder which has specialized in heavier displacement boats. The first boat in the Seacraft line was a 25-footer, followed by the 31′ Mariah, the Flicka, the Orion 27, and most recently the Crealock 37.

Seacraft has 22 dealers nationwide but concentrated on the coasts. Apparently the firm was able to survive the hard times that have befallen some if its brethren, giving credence to the axiom that to succeed a boatbuilder should produce an expensive boat to quality standards that appeals to a limited number of enthusiastic buyers.

The hull of the Flicka is “traditional” with slack bilges, a full keel, a sweeping shear accented with cove stripe and scrollwork, and bowsprit over a bobbed stem profile. In all, the Flicka is not an actual replica, but she does fulfill most sailors’ idea of what a pocket-sized classic boat should look like whether or not they are turned on to that idea.

The new price of the Flicka in the early ’80s ranged from about $13,000 for a basic kit for amateur completion to $36,000 for a “deluxe” version, with $25,000 a realistic figure for a well-appointed standard model. This was a high tab for a boat barely 18′ long on the waterline, 20′ on deck (LOD), and less than 24′ overall with appendages. With that high priced package you got a roomy, heavy and well-built boat that appealed to many sailors’ dreams if not to their pocketbooks.

Construction

The Flicka looks well built even to an untrained eye. And to the trained eye that impression is not deceiving. This is a boat that should be fully capable of making offshore passages. The basic question any buyer must ask is whether he is willing to pay (in money and performance) for this capability for the far less rigorous cruising on Lake Mead or Chesapeake Bay, to Catalina Island, or up and down the

The hull of the Flicka is a solid fiberglass laminate to a layup schedule adequate for most 30-footers of moderate displacement.

The deck has a plywood core rather than the balsa core common in production boats. In a boat of this displacement-length ratio the heavier plywood reduces stability but probably only marginally. Its virtue is that installation of add-on deck hardware is easier.

The hull-to-deck joint is done in a manner Practical Sailor strongly advocates: the hull has an inward flange on which the deck molding fits, bonded with a semi-rigid polyurethane adhesive/sealant and through bolted with 1/4″ stainless steel bolts on 4″ centers. These bolts also secure the standard aluminum rail extrusion; on boats with the optional teak caprail in lieu of the aluminum, the bolts pass through the fiberglass, and the caprail is then fastened with selftapping screws. As the rail sits atop a 1/2″ riser, water cannot puddle at the joint. We have heard no reports of any hull-to-deck joint failure in a production Flicka.

The interior of the boat uses a molded hull liner that is tab bonded to the hull. Given the ruggedness of the hull laminate, we doubt if this stiffening adds much to the hull itself, but it does make the relatively thin laminate of the liner feel solid under foot.

One of the more serious questions we have about the engineering of the Flicka is the under-deck mast support. Reflecting the quest for a completely open interior, the design incorporates a fiberglass/wood composite beam under the cabin house roof which transfers the mast stresses through the house sides to the underdeck bulkheads. Apparently these bulkheads are not bonded to the hull itself, only to the liner.

The builder defends this construction, claiming that it will support over 8,000 lbs (more than the Flicka’s displacement). In addition, beginning in 1983, a turned oak handhold post was added between the mast support beam and cabin sole, which further increases the strength of the mast support system.

Cabinetry, detailing, and finish are top quality for a production boat. However, keep in mind that the basic interior component is a fiberglass molding. Functionally the ease of keeping a molded liner clean has much to recommend it; aesthetically the sterility of the gelcoat may offend some tastes.

A few other specific construction details deserve note:

• The hardware on the Flicka is generally excellent, whether it is the standard or the optional cast bronze package, provided your taste allows for a mixture of traditional and modern. Since weight has not been a factor, most of the fittings are rugged, even massive. All through hull fittings are fitted with seacocks. Particularly impressive is the tabernacle mast step, a contrast with the flimsy sheet steel versions on cheaper boats. A notable exception to this endorsement are a pair of inadequate forward chocks.

• The scribed “planking seams” in the fiberglass topsides as well as the scrollwork are especially well done. However, any owner of a wood boat who has spent untold hours fairing topsides to get rid of real seams has to wonder at anyone’s purposely delineating phony seams in fiberglass.

• There is a removable section of cockpit sole over the engine compartment that gives superb access for servicing the engine and permits its installation or removal without tearing up the interior. It is a feature many boats with under-cockpit engines should envy given the chronic inaccessibility of such installations. Access to the Flicka’s engine from the cabin is no better than that on most boats even for routinely checking the oil level.

• External chainplates eliminate a common source of through-deck leaks but at the expense of exposing the chainplates to damage.

• There is good access to the underside of the deck and coaming for installation of deck hardware. The headliner in the cabin is zippered vinyl.

• Anyone with a modern boat with its vestigal bilge sump has to appreciate the Flicka’s deep sump in the after end of the keel.

• The ballast (1,750 lbs of lead) is encapsulated in the molded hull, risking more structural damage in a hard grounding than exposed ballast but eliminating possible leaking around keel bolts. Handling Under Sail

In an era that has brought sailors such hot little boats as the Moors 24, the Santa Cruz 27, and the J/24, any talk about the performance of a boat with three times their displacement-length ratio has to be in purely relative terms. In drifting conditions the Flicka simply has too much weight and too much wetted surface area to accelerate. Add some choppiness to the sea and she seems to take forever to get under way.

When the wind gets up to 10 knots or so, the Flicka begins to perk up, but then only if sea conditions remain moderate. With the wind rising above 10 or 12 knots the Flicka becomes an increasingly able sailer.

However, she is initially a very tender boat and is quick to assume a 15 degree angle of heel, in contrast to most lighter, shallower, flatter boats that carry less sail but accelerate out from under a puff before they heel.

In winds over 15 knots the Flicka feels like much more boat than her short length would suggest. As she heels her stability increases reassuringly. Her movement through the water is firmer and she tracks remarkably well, a long lost virtue in an age of boats with fin keels and spade rudders, Owners unanimously applaud her ability to sail herself for long stretches even when they change her trim by going forward or below.

Practical Sailor suggests those looking at—and reading about—the Flicka discount tales of fast passages. While it is certainly true that the boat is capable of good speed under optimum conditions, she is not a boat that should generate unduly optimistic expectations. In short, there may be a lot of reasons to own a Flicka, but speed is not one of them.

One mitigating factor is that performance consists not only of speed but also ease of handling, stability, steadiness, and even comfort. In this respect, the Flicka may not go fast but she should be pleasant enough to sail that getting there fast may not be important.

The Flicka comes with two alternative rigs, the standard masthead marconi sloop and the optional gaff-rigged cutter. Most of the boats have been sold as sloops. The gaff cutter is a more “shippy” looking rig, but for good reasons most modern sailors will forego a gaff mainsail.

If you regularly sail in windy or squally conditions, you might want to consider a staysail for the sloop rig. However, for a 20′ boat an inventory of mainsail fitted with slab reefing, a working jib, and a genoa with 130% to 150% overlap should be adequate. For added performance the next sail to consider is a spinnaker and, if offshore passages are contemplated, a storm jib.

Handling Under Power

Any observations about handling under power raise the question of inboard versus outboard power. In fact, this may be the most crucial issue a potential Flicka owner faces. In making the decision, start with an observation: at a cruising displacement of over 5,000 lbs, the Flicka is at the upper limit for outboard auxiliary power. Then move to a second observation: small one-cylinder diesel engines such as the Yanmar and BMW fit readily into the Flicka, albeit at the expense of some valuable space under the cockpit sole.

Without going into all the pros and cons of one type of power versus another, we suggest installation of a diesel inboard either as original equipment or as soon after purchase as feasible. The Flicka is a boat that seems to beg for inboard power (most small boats do not); she has the space, and weight is not critical. Moreover, cost should not be critical either. Inboard power adds about 10% to the cost of the boat with outboard power, a small percentage of an expensive package. Much of the additional cost is apt to be recoverable at resale whereas the depreciation on an outboard in five years virtually amounts to its original value.

Deck Layout

Any discussion of the livability of the Flicka should be prefaced by a reminder that above decks this is a crowded, cluttered 20 footer and below decks this is a boat with the space of a 26 footer. The Flicka is a boat with enough space below for one couple to live aboard and yet small enough topside for them to handle easily.

Nowhere is the small size of the Flicka more apparent than on deck and in her cockpit. The short cockpit (a seat length of barely over 5′, too short to stretch out for a nap), a high cabin house, sidedecks too narrow to walk on to windward with the boat heeled and always obstructed by shrouds, the awkwardness of a bowsprit, and lifelines that interfere with jib sheet winching are all indicative of the crowded deck plan.

The stern pulpit is an attractive option. However, it makes manual control of a transom-mounted outboard difficult. The pulpit incorporates the mainsheet traveler although the lead for close sheeting is poor. In 1983 an optional roller bearing traveler arrangement which spans the bridge was offered, and it provides a much better lead for close sheeting, at the expense of a certain amount of living space in the cockpit.

For outboard powered Flickas there is a lidded box that permits stowage of the fuel tank at the after end of the cockpit, a sensible and safe feature. For those owners who want propane and have inboard power, this same space fitted with a sealed box and through-transom vents would make a suitable place for gas bottles.

At the other end of the cockpit, the lack of a bridgedeck or high sill is, in our opinion, decidedly un-seamanlike. The Flicka should have at least semi-permanent means of keeping water in a flooded cockpit from going below. One of the 1983 changes was the addition of a bridgedeck.

If we owned a Flicka we would run all halyards (plus a jib downhaul) aft to the cockpit on the cabin top. We would not rig a fixed staysail stay, and we would certainly not use a clubfooted staysail. The boom should have a permanent vang.

The builder has made every effort to keep the interior of the Flicka open and unobstructed from the companionway to the chain locker, a noble endeavor that gives an impression of spaciousness rivaling that of 30 footers. Headroom is 5′ 11″ for the length of the cabin (find that in another boat-shaped 20 footer!). Better yet, height is retained over the galley counter, the settee berth, and the after section of the vee berths. Flicka’s high topsides permit outboard bookshelves and galley lockers, stowage under the deck over the vee berths, and headroom over the quarterberth.

Two notable features of the interior are conspicuous as soon as the initial impression wears off. There is no enclosed head in pre-1983 models, and there is no sleeping privacy. How important these factors are is purely a matter of individual taste and priorities. For a cruising couple a four-berth layout is a waste of space. The manufacturer, taking this into account, made space for the enclosed head offered in 1983 by shortening the starboard settee berth from 6′ 5″ down to 4′ 2″.

Incidentally, this observation about berths is not meant to imply any special deficiency in the Flicka. It is true of too many boats on the market. They are built for a boat buying public that seems to think the number of berths is almost as important as whether the boat will float.

The absence of an enclosed head in a small yacht of the proportions of a Flicka requires a conscious decision from any potential owner. The small space between the vee berths is designed to hold a self-contained head. A “privacy curtain” that slides across the cabin gives a modicum of respectability. Of course, its use is discouraged when anyone is sleeping forward. One owner solves this by lugging the head to the after end of the cockpit at night and encloses the cockpit with a tent, thus creating a privy or outhouse that boasts perfect ventilation. We hesitate to suggest his lugging it another few inches aft.

Less enterprising owners could consider installing a conventional marine toilet plus a holding tank under the vee berths. If sailing is done in waters where a through-hull fitting and diverter valve are permitted, then such a system is far more worthwhile than any self-contained system. Such a unit should make sharing your bed with the head as palatable as it will ever be.

Frankly, the lack of an enclosed head in a boat that otherwise can boast of being a miniature yacht is the most serious drawback to her interior, surplus berths notwithstanding.

Virtually every owner we talked with has added stowage space one way or another. Some have done it by removing the fiberglass bins that fit into the scuttles under the berths, others enlarge the shelves behind the settee berth and over the forward berths and others cut openings through the liner to give access to unused space.

Other modifications owners report having done include fitting the boat with a gimballed stove, adding fresh water tankage (20 gals standard), installing a third battery and/or moving them forward to help overcome a tendency for the Flicka to trim down by her stern, and fitting the cockpit with a companionway dodger.

One feature that does not seem to need any improvement is ventilation. The Flicka has an uncommonly airy interior, although we would add an opening port in the cockpit seat riser for the quarterberth. Her vertical after bulkhead means that a hatchboard can be left out for air without rain getting into the cabin.

Anyone considering the Flicka should ask Pacific Seacraft for a copy of the articles written by Bruce Bingham and Katy Burke on the changes they made to their Sabrina while living aboard and cruising extensively for more than two years.

Conclusions

Buyers put off by the price of the Flicka should consider the fact that this is a 20′ boat with the weight and space of a 26- to 28-footer of more modern proportions. That still may not put her high all-up price tag in crystal clear perspective. It shouldn’t. The Flicka is still an extremely expensive boat. She still has a waterline length of merely 15′, true accommodations for two, a too cozy cockpit, and a lot of sail area and rigging not found on more conventional contemporary boats. Nor does she have the performance to rival more modern designs. (One owner reports a PHRF rating for his Flicka of about 300 seconds per mile, a figure that drops her off the handicap scale of most base rating lists we’ve seen.)

At the same time the Flicka is a quality package that should take a singlehander or couple anywhere they might wish to sail her. There are not many production boats anywhere near her size and price that can make that claim.

The faults with the Flicka have to be weighed against her virtues as is the case with choosing any boat. Fortunately, though, her faults are the type that can be readily seen; they are not the invisible ones of structure, handling, or engineering so typical of other production boats. Similarly her virtues are traditional and time tested, She is built by a firm to whom the owners give high marks for interest and cooperation and the Flickas on the used boat market have maintained their value better than the average production boat. At the bottom line is a boat with much to recommend her.

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The Flicka 20 is a 24.0ft cutter designed by Bruce Bingham and built in fiberglass by Pacific Seacraft between 1974 and 1999.

400 units have been built..

The Flicka 20 is a very heavy sailboat which is under powered. It is reasonably stable / stiff and has an excellent righting capability if capsized. It is best suited as a coastal cruiser.

Flicka 20 for sale elsewhere on the web:

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The Flicka 20 Sailboat

Despite the diminutive size of the Flicka 20, these little sailboats have made impressive ocean passages and dealt with serious storms. Having proven bluewater capability, it enjoys a cult following. 

With just 20' on deck, there's enough accommodation and facilities below for a single-handed liveaboard cruiser. Their charm and character is undeniable.

Published Specification for the Flicka 20

Hull Type:  Long keel with transom-hung rudder

Hull Material:   GRP (fibreglass)

Length Overall:  24' 0" / 7.3m

Waterline Length:  18' 2" / 5.5m

Beam:  8' 0" / 2.4m

Draft:  3' 3" / 1.0m

Rig Type:  Cutter

Displacement:  5,500lb / 2,495kg

Designer:  Bruce Bingham

Builder:  Nor'Star Fiberglass Yachts and Pacific Seacraft (USA)

Year First Built:  1974

Year Last Built:  1999

Number Built:  400

Owners Association:  Not known

More about the Flicka 20...

Published Design Ratios for the Flicka 20

Sail Area/Displacement Ratio: 14.6

Ballast/Displacement Ratio: 31.3

Displacement/Length Ratio: 425

Comfort Ratio: 36.8

Capsize Screening Formula:   1.6

The Flicka 20: A Few FAQs...

Based on the published Design Ratios for the Flicka 20, how would you expect the boat to perform under sail?

The Design Ratios indicate that the Flicka 20 is a heavy and stable boat that can handle rough seas and strong winds. It is not a fast or agile boat, but rather a comfortable and safe one. It has a low sail area to displacement ratio, which means it has less power to overcome its weight and drag. It also has a high ballast to displacement ratio, which means it has more stability and resistance to heeling. The capsize screening formula and the comfort ratio are both below the recommended thresholds for offshore sailing, which means the boat has a low risk of capsizing and a high level of comfort for its crew.

Is the Flicka 20 still in production and, if not, when did production end and how many of these sailboats were built?

The Flicka 20 is no longer in production. The last boat was built by Pacific Seacraft in 1998. According to the Home of the Flicka 20 Sailboat , about 400 Flickas were built in total, including those sold as kits or plans for amateur construction.

How many people can sleep on board a Flicka 20?

The Flicka 20 can sleep up to four people in its cabin. There are two quarter berths aft, one on each side of the companionway. There is also a V-berth forward, which can be converted into a double berth by inserting a filler cushion. The dinette table can be lowered to create another single berth on the port side.

How did the sailing press review the Flicka 20?

The Flicka 20 has received mostly positive reviews from the sailing press over the years. Some of the praises include:

• "The Flicka is one of those rare boats that transcends mere function and becomes an object of art." John Kretschmer, Sailing Magazine
• "The Flicka is an extraordinary little ship that can take you anywhere you want to go." Tom Dove, Practical Sailor
• "The Flicka is not just another small boat; it is an expression of individuality and independence." John Vigor, Good Old Boat

Some of the criticisms include:

• "The Flicka is slow and wet in light airs." John Vigor, Good Old Boat
• "The Flicka is expensive for its size and offers limited living space." Tom Dove, Practical Sailor
• "The Flicka is not for everyone; it requires a certain mindset and lifestyle." John Kretschmer, Sailing Magazine

What do owners of the Flicka 20 have to say about their boats?

Owners of the Flicka 20 are generally very fond of their boats and often form a close bond with them. They tend to value the boat's quality, character, and capability over its speed, space, and convenience. They also enjoy the boat's versatility, as it can be used for day sailing, coastal cruising, or ocean voyaging. Some of the testimonials from owners include:

• "The Flicka is a joy to sail. She is well balanced, responsive, and forgiving. She can handle any weather and any sea state. She is also easy to maintain and repair." Bob Horne, owner of Flicka 20 #1
• "The Flicka is a dream come true. She is beautiful, comfortable, and seaworthy. She has taken me to places I never thought I would see. She is also a great conversation starter and a source of pride." Ann Hill, owner of Flicka 20 #50
• "The Flicka is a lifestyle choice. She is not just a boat; she is a home, a friend, and a companion. She has taught me a lot about sailing, living, and myself. She has also given me a lot of happiness and adventure." Roger Olson, owner of Flicka 20 #207

What is the history of the builders of the Flicka 20 and is the company still in business?

The Flicka 20 was built by two different companies: Nor'Star Fiberglass Yachts and Pacific Seacraft:

• Nor'Star Fiberglass Yachts was founded by Bill Crealock in California in 1974. The company specialized in building high-quality fiberglass sailboats designed by Crealock and other renowned naval architects, such as Bruce Bingham, Robert Perry, and Gary Mull. Some of the models produced by Nor'Star include the Nor'Star 40, the Nor'Sea 27, the Dana 24, and the Flicka 20. Nor'Star ended production in 1977 due to financial difficulties and sold its molds and tooling to Pacific Seacraft.
• Pacific Seacraft was founded by Mike Howarth and Henry Mohrschladt in California in 1976. The company continued the tradition of building high-quality fiberglass sailboats designed by Crealock and other renowned naval architects, such as W.I.B. Crealock, Carl Schumacher, and Robb Ladd. Some of the models produced by Pacific Seacraft include the Pacific Seacraft 25, the Pacific Seacraft 31, the Pacific Seacraft 34, the Pacific Seacraft 37, the Pacific Seacraft 40, and the Flicka 20. Pacific Seacraft moved to North Carolina in 1990 and ceased production in 2007 due to bankruptcy. The company was revived in 2009 by Stephen Brodie and resumed production in Washington, North Carolina.

What is the average cost of a secondhand Flicka 20?

The average cost of a secondhand Flicka 20 depends on several factors, such as the year of manufacture, the condition of the boat, the equipment and accessories included, and the location and market demand. According to YachtWorld , a website that lists boats for sale worldwide, the average asking price for a Flicka 20 in 2023 is $32,500. However, this price may vary significantly depending on the individual boat and seller. Some Flickas may sell for as low as $15,000 or as high as $50,000 or more.

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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Flicka Brochures

A number of Flicka sales brochures and specification sheets have been converted to Adobe PDF files for your interest. The few Flicka Specification sheets that I have in my files are here. If you have a Flicka specification sheet that is not shown here, please send me a copy so that the blank years can be filled in.

All of the links on this page will start the download of an Adobe Acrobat PDF file. They range in size from 0.3 MB to 2.3 MB.

Flicka Brochure From Pacific Seacraft - 14 pages, 2.3 meg

Flicka Brochure from Pacific Seacraft - 8 pages, 1.5 meg

The Voyage of ALSVID

Steve Chapkis sailed his Flicka s/y ALSVID (No. 7) from San Diego to Hawaii and then to Tahiti. (292 KB)

Living the Dream of Pacific Island Cruising

John Welch logged 10,500 miles aboard s/y BETTY JANE sailing from Newport Beach to Hawaii and on two trips south to Palmyra and to Moorea, Tahiti. (283 KB)

Singlehanding to the Cook Islands

Bruce Carnahan has made two Pacific passages. One from San Francisco to Hawaii, the other to Nuku-Hiva, Penrhyn and Aiputaki aboard s/y ELEA. (283 KB)

Absolute freedom and fun

Cruising aboard s/y CORSAIR down the coast of California from San Francisco to San Diego and then continuing south into the Sea of Cortez. (303 KB)

Searching the world for the proper boat

A search for the proper bluewater sailboat started in Tokyo, Japan and ended in Santa Ana, California with the construction of s/y ORANGE BLOSSOM. (275 KB)

One Very Tough Lady

A story about the strength of the Flicka hull and an accidental grounding aboard s/y TONDELAYO. (302 KB)

Pacific Seacraft Changed Hands in 2007

Pacific Seacraft's New Owner 10/03/2007

A statement from Pacific Seacraft's new owner Steve Brodie to Pacific Seacraft owners and fans. From the Annapolis Boat Show (619 KB)

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Bluewater Sailboat – Flicka 20

The Bluewater Sailboat Flicka 20 is the polar opposite of ‘go small, go simple.’ Few other boats with proven blue water capabilities are smaller than 20 feet. Flicka has traversed the world’s waters, experienced strong storms, and survived reef groundings with minimal damage. Nonetheless, this miniature global cruiser may be loaded onto a trailer and driven home.

The Flicka 20 was designed by Bruce Bingham along the lines of the Newport workboats of the nineteenth century and was first introduced to the home-build market in 1972 before being produced, first by Nor’ Star and subsequently by Pacific Seacraft.

If you can get over the lack of deck room and find a spot to park your tender, you’ll find a boat that’s strong, seaworthy, and has the interior space of a boat six feet longer. She’s big enough to live in, yet because she’s so small, she’s wonderfully easy to handle. Despite her short length and heavy displacement, she sails effectively. These are some of the justifications for purchasing the Flicka 20, but perhaps the true reason is her charm and character; this little boat has a cult following.

• LOA: 24′ 0″
• LWL: 18′ 2″
• Beam: 8′ 0″
• Draft:  3′ 3″
• Displacement: 6,000 lbs.
• Ballast: 1,800 lbs.
• Headroom: 5′ 11″
• Sail Area: 243 sq. ft.
• Fuel: 8 US. Gal.
• Water: 20 US. Gal.
• Engine: Yanmar 1GM10, single-cylinder diesel, 9 horsepower
• Designer: Bruce P. Bingham
• Year Introduced: 1972
• Builder: Custom build / Nor’ Star / Pacific Seacraft

The Bluewater Sailboat Flicka’s earliest line drawings were published in RUDDER magazine in March 1972, although the Flicka’s origins may be traced back to the 1950s when Bruce Bingham sketched two derelict wooden sailboats on a river just south of Wickford, Rhode Island. Bingham subsequently discovered that these were workboats used by fishermen who sailed out to the stormy Block Island Sound to work the fishing there since 1840. These boats were known as Newport boats, and they had a reputation for being quick, seaworthy vessels that would safely return their crew. Bingham admired the rugged character of the Newport boats, and after discovering the line drawings in a book, he began changing the lines into a new design that became the Flicka 20. The design was primarily focused at the home construction market, and the length was restricted at 20 feet to keep costs low.

RUDDER published the first of a six-part article on creating a Flicka out of ferrocement in September 1972, showing more modifications to the lines and inside. According to legend, the first ferrocement Flicka was created as a demonstration project at a boat show to promote the building process. The boat did not catch on because ferrocement construction was expensive and required a lot of work for a little boat. However, 400 sets of plans were allegedly sold over the next five years, with the majority of these boats built from GRP but at least one from carvel planking.

Bingham and Katy Burke created a Flicka plug in 1974 and sold it to Nor’ Star Marine in California. Nor’ Star began producing firmly made GRP hulls in 1975, although there was no mould for the deck or cabin trunk at the time. Nor’ Star was constructing a GRP deck, cockpit, and cabin truck by February 1976. Their Flickas were either offered as kits or were completed by Westerley Marine. This was a successful mix that resulted in well-built, high-quality boats that many consider to be the most beautiful Flickas ever built, with exquisitely created and finished wood interiors. When Nor’ Star Marine folded in 1977, the winning relationship came to an end.

The Flicka was eventually sold to the then-new Pacific Seacraft Corporation, which established a reputation for high-quality construction and hand-crafted interiors. Pacific Seacraft further modified the Flicka by reducing the radius of the cabin trunk crown and placing the deck hatch to the cabin top forward of the mast step. Pacific Seacraft had constructed 434 Flickas by 1994, but the company went bankrupt in 2007. Stephen Brodie, a marine archaeologist, purchased the brand name, moulds, and tools at a bankruptcy auction and relocated the company to the East Coast, where it was revitalized.

In 2001, the new Pacific Seacraft sought to restart the Flicka design on the basis of a four or five-boat order. Unfortunately, the order was not filled, and the design was put on hold. The Flicka is unlikely to be produced again, but there are always Flickas for sale on the used boat market, and for anyone interested in building their own, the plans and at least one hull and deck kit are supposedly available presently through Roy McBride at CKD boats in South Africa.

As a home-made boat, Flickas are built to differing standards and in a variety of materials.

Pacific Seacraft Flickas were constructed of fibreglass, with early hulls manually poured in polyester resin and later hulls switching to osmosis-resistant vinylester resin. The decks are fiberglass with a balsa core, with plywood cores in locations with through deck fittings. The cabin is made of a single fiberglass pan that is glued to the hull and lined with lovely teak trim.

The mast is stepped in a stainless-steel tabernacle for ease of removal and quick raising and lowering to avoid overhead impediments.

The outboard chainplates were installed through the hull with stainless steel backing plates and employed high-quality bronze fittings. Enclosed heads with holding tanks became common in 1980, and later models include unique bronze port lights, inboard engines, and a good cruising rig by LeFiell.

Performance

Given her low waterline length, hefty displacement, and small rig, the Flicka sails very well. Though most Flicka owners would agree that boat speed is not the most important factor, she is far from slow. According to Pacific Seacraft, 5-knot average voyages are not uncommon. Owners claim she can easily sail at 4 to 5 mph in ideal conditions and can exceed 6 knots on a stretch in winds of 20 knots or higher. A beam to broad reach is her best point of sail.

Light air performance diminishes, as it does with most heavy displacement boats. Many owners suggest using a drifter in 10 knots for a little more go-go energy.

The Bluewater sailboat is agile, thanks to its wineglass sections, shallow draught, and 30% ballast ratio . Weather helm has also been reported by owners. Due to her tendency to pitch, tacking can be challenging in turbulent weather. Some owners claim that in certain weather circumstances, she can cause seasickness in even the hardiest sailors, yet her motion is normally gentle.

Aside from that, she is well-known for keeping her crew safe in a storm and is a lot of fun to sail.

If you are interested in learning more about the specifications and details of a sailboat, we recommend visiting the page Bluewater Sailboat data by   Ocean Wave Sail . This page provides comprehensive information and is an excellent resource for anyone seeking detailed information about 1000+ sailboats.

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With the recent launch of a new open decked ‘Flicka 20’ in Hout Bay Harbour, Cape Town, South Africa, a new chapter in this tiny pocket cruiser's long history has just begun.The boat is named ‘Godspell’. It has an important roll to play in the local community and because of this the boat was partly Catholic Church funded. Peter and his son, who thought up the idea spent some fourteen months in her creation. To a standard so high and full of tiny details that have you staring at the boat for a long time, trying to take it all in!

About the Flicka 20:

The original design of the micro cruiser came from the board of Bruce Bingham; that was in 1972, when a magazine published the boat's lines, something we see very rarely now. In 1977 Bruce sold the world production rights to Pacific Sea Craft (PSC) Who have been contacted and have said they are not interested in this design anymore. It seems Bruce had a chance to design what will be forever one of those tiny boats that can go just about any place, from the West Coast, USA to the Pacific Islands, Transatlantic, the Gulf of Mexico, they have traveled the world and can be recognized instantly. Finding one near you may be easy, as some 800 plus boats have been built, making this design one of the best of its size there is.

With a length on deck of just 20 feet but with full six feet standing headroom inside, it was a great design that became as much a cult as anything. We hear of over four hundred and fifty plus having been built in GRP (glass reinforced plastic) (2003) if this is the case it is one of those designs that are now timeless and with a little searching you will find one that is priced just right for you?

To my mind ‘Pacific Sea Craft (PSC) in the USA built most of them (434?), excepting that some were also built by NorStar, said to be around twenty boats and Westerly Marine fitted some of them out. Some have been built here in South Africa as well. Bruce Bingham thinks he sold 400 sets of plans, so they have been built as one offs world wide. As of 2001 PSC decided to re-launch the Flicka design but needing a block booking of four to five boats at US$59,000 each. Not enough orders were taken and the design was moth balled. looking at their web site www.pacificseacraft.com the page on Flicka is now closed and no further support will be given or phone calls about the boat will be taken,so an end of the line for Flicka with PSC.

The original South African boat was taken from the designers lines, then used as a plug at some later stage. Either way, the moulds to the hull and decks are alive and very well and safe on a farm here in the Cape.

They had moved around some over the years too; the plug we have in Cape Town started off its life in Durban 1000 miles north east of the Cape, then the hull mould was stored around ten years back in the boat park of the Hout Bay Yacht Club. Later, it was moved to a place named Noordhoek, a farming and horse riding community across the bay five miles off. When a group took over the mould to go into production locally, the deck and interior moulds were produced. After a year had gone by they saw nothing but the new moulds to the decks and interior but not a single complete Flicka, they pulled the financial plug on the project and liquidated!

In all of this time only two hulls and the interior & deck moulds were made. To date not a single deck has come off the deck plug, so its still quite new. But that is as far as they went. Then came a forced sale and Peter, the present owner was able to buy the entire lot and be able to contain them all on his own farm (Flicka’s like farms it seems). Peter knew of another Flicka hull, it was in the same village as he lived, an offer was already out for that hull and before he knew it, he owned that one too! It is the boat in the picture above.

The writer went into some serious discussion to take over the moulds, plus at least one hull and deck unit. This came to nothing and the deal was never discussed again. Then the news comes out that just a few weeks back on a Saturday morning, the first of the three boats would be launched! Peter the builder had always said he would first do an open boat version for day trips around the bay. He reasoned that it would be a better vessel to take under-privileged local community children out on. Looking at the stunning example he has produced, he is right too. This will be one of the options available soon.

New boat purchases? The position in April 2006 is that we have a set of moulds in good condition, plus two complete hull and bulkheads, available for sale right now. Sales and shipping world wide would be by CKD Boats cc, Cape Town, fax & phone 021 510 7206 or www.ckdboats.com the email address is on the site.

This hull has its fiberglass interior mouldings in place and is for sale, either as is or as a completed boat to a sailaway boat. The price is subject to final specifications.

Anyone wanting to buy a new Flicka will do well to look at whats possible from Cape Town, South Africa. From a Hull Deck and Bulkheads, with the option to take the moulded interior as well, to a fully fitted out boat ready to sail, equipment subject to the buyers wishes.

Why buy in Cape Town?

Cape Town is now the hub of a fast growing boat building industry, with the SA government input of repayable low interest rate loans, funded trips to boats shows around the world and award winning boat show trade stands (Miami Strictly Sail 2006) Each year locally built boats take prizes in every category, remember that is against the worlds best and most well known and established boat yards. The other interesting piece of information is that due to the global position of Cape Town, at the end of the African continent, most boats sail on their own bottoms to their new owners and the ‘Flicka 20’ will be no different, excepting that her size does mean she could travel as deck cargo on a ship.

This growth in the marine industy has done the Cape Town area a lot of good. South Africa is a country hungry for employment. In addition, the South African ‘Boat Builders Council’ is professionally managed and is fully backed by both the City of Cape Town and national government. Each year brings new levels of excellence. One of which is training college for boat building artisans, formed in July 2005, a vital development, as at a last report, it was said that the country had over sixty boat yards now. Many need new and qualified tradesmen, now thin on the gound in a growing market but the new college will soon start supplying this need.

Back to the ‘Flicka 20’

Vist the FLICKA website Try www.google.com enter Flicka 20 sailing yacht, lots of interesting sites available.

The story of FLICKA may well end here, production wise at least, unless orders are a possiblility. The design is quite at home on a lake or a dam. It can be trailered to most places and weighs in around 2600 kgs, so the average 4x4 can tow this boat with ease. Then of course you can cross oceans in it!

Regards Roy Mc Bride Founder, www.ckdboats.com

Cape Town, South Africa

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• Sailboat Guide

1983 Pacific Seacraft Flicka 20

• Description

Seller's Description

The Flicka is a classic little blue-water cruising boat. Only 20’ long, with less than 3’ draft, they have interior space that has been compared to yachts 30’ long. This Flicka, located on Denman Island, BC, has had only two owners since it was built in 1983. It spent 23 years in Connecticut, the last 12 years cruising in the Strait of Georgia - including a complete circumnavigation of Vancouver Island. It has the following features:

• Sloop rig, roller furling jib with 110 genoa and 150 drifter
• Outboard motor (not inboard diesel)
• Standing headroom throughout cabin
• All teak interior paneling and trim
• Full galley with cooktop, sink, icebox and dining table
• Enclosed head
• Large V-berth (sleeps 2), plus small quarterberth
• Tons of storage in sail locker, below cockpit sole, under berths, in galley, etc.

Equipment: It has had many upgrades and improvements over the last few years:

• Origo combination electric/alcohol dual-burner cooktop (2006)
• New Sunbrella interior seat covers (2007)
• Brass bug screens on ports in (2007)
• All standing and running rigging, including lifelines, was replaced in 2010
• Tanbark sails (main and 110 jib) (2014)
• Harken roller furling (2015)
• Boomkicker boom support (2015)
• Yamaha 9.9 HP outboard (2016)
• 9 gallon custom aluminum gas tank (2017)
• Custom dodger and bimini on sturdy 1” s.s. frames (2017)
• Electric water pump in the galley sink (2017)
• New VHF radio (2017)
• Simrad TP22 Auto-tiller (2017)
• Compact “lunch” table to complement the full dining table (2018)
• Split (hinged) cover to replace full cover on icebox (2018)

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)

From BlueWaterBoats.org :

Not to be mistaken for Pacific Seacraft’s earlier 1977 full-keeled Mariah 31 , the Pacific Seacraft 31 introduced in 1987 shares its heritage with the celebrated Crealock 37  which earned a spot on the American Sailboat Hall of Fame for its seaworthiness and build quality. The diminutive 31 foot design encapsulates the same concepts of comfort and safety but in packs it into a much smaller package. It’s a pricey boat given her size, but you can expect Pacific Seacraft’s usual high build quality. Overall she’s proven to be a surprisingly roomy boat, easily handled and well suited to couples.

To describe the history of the Pacific Seacraft 31 we need to go back a few years to 1980 when Pacific Seacraft acquired the molds for a boat called the Crealock 37 , the previous owner, Cruising Consultants, had built a few boats before going bankrupt. The Crealock 37 was designed by Bill Crealock , and over time it garnered such a reputation that it entered the Sailboat Hall of Fame. By the early 1980s Pacific Seacraft recognized the need for a smaller version and Crealock was approached to design the smaller sibling along the same concepts of the 37. This smaller boat was launched in 1984 as the Pacific Seacraft 34 .

In 1987, an even smaller 31 foot version was introduced to fill out the range. This boat, also designed by Crealock, became the Pacific Seacraft 31 and it enjoyed an initial twelve year production span between 1987 and 1999 with 79 hulls produced. In 2002 production was restarted after Pacific Seacraft continued to get numerous customer request for a smaller boat. Total production stands at some number over 100 boats thus far.

Configuration & Layout

The Pacific Seacraft 31 differs from the larger boats in the range in that it makes a departure from the traditional double ender styling in favor of a near vertical transom which opens up more space in the aft sections. The long cruising fin, bustle and skeg hung rudder is still there and above deck a cutter rig is retained, though there is an option for a simpler though less ocean-going sloop rig.

There is a shoal draft version which features a Scheel keel drawing 4′ over the standard 4′ 11″. The patented Scheel keel is said to reduced leeway and improve tracking over a standard shoal draft fin. Other variations include tiller steering found in earlier boats, later boats offered Edson rack-and-pinion steering.

On deck is a relatively large cabin truck with lots of portlights. The cabin top is flat featuring a large forward two-way hatch as well as twin dorade vents. Further back in the cockpit are seats that are 7 feet long with contoured backs; three lockers are below the seats, there’s also a vented gas locked on the starboard coming. The helmsman also has a contoured seat.

Down below the boat has a very open feel which is usually the domain of much larger vessels. The V-berth is 6′ 6″ in length with plenty of storage alongside the hull, as well as above and below the berths. A curtain separates the V-berth from the main saloon. In the saloon are twin settees either side of the table which seats six comfortably and attaches to the compression post. The table can be stowed away completely beneath the V-berth.

Further back on port is the galley with its two burner stove and twin sinks, unfortunately both are a decent distance from the boat’s centerline . Opposite on starboard is a standup nav-station. There’s also a seagoing double berth on the port quarter which can be access by climbing through behind the galley.

The engine is located in the usual location below the companionway stairs which forms an engine cover, there is very good access from all sides to the engine and the stuffing box is very easy to reach.

Construction

The hull is laid up by hand in solid fiberglass and water resisting vinylester resin is used on the outermost layer and isophthalic polyester resin in the layers below. This combo should provide excellent resistance to osmosis. Some articles document the hull being hand-laid with vinylester resin throughout with kevlar fiber reinforcing which provides excellent toughness; this may be true for later boats.

Lead is used for ballast. The fiberglass rudder has internal reinforcing from a steel plate and mounted to the fiberglass skeg which itself is reinforced with steel. The pivot is bronze.

The deck is made of marine plywood sandwiched between GRP on both sides with a non-skid pattern molded on the top. The hull-to-deck join is glued and is solidly through-bolted with 1/4 inch stainless bolts every four inches.

The interior is built from a single full-length molded pan bonded to the interior of the hull. It’s a method that’s consistent with many modern production boats, cheaper to build with advantages in increased hull stiffness, reducing creaks and groans but has the sacrifice of accessibility to all areas of the hull.

The boat with its long cruising fin and skeg-hung rudder tracks well. The best point of sail is beam or broad reach, however it’s not particularly close-winded with boat speed dropping off quickly with apparent wind angles of less than 40 degrees. Overall the boat is well balanced and is easily sailed short handed.

Buyers Notes

There are no reported weaknesses for this boat, in general Pacific Seacraft build very strong purpose-driven boats. Most problems that have been reported have resulted in owner neglect and to a lesser degree age. Prices have remained high reflecting buyer demand.

As of 2010 the asking price is in the range of: 1987-1999 $90k – $110k USD 2003-2007 $155k – $180k USD

Links, References and Further Reading

» Pacific Seacraft 31 info at the official Pacific Seacraft website. » Twenty Affordable Sailboats to Take You Anywhere by Gregg Nestor (Ch 16. p145-p152) ISBN:978-0939837724 » Blue Water Sailing Magazine, Jan 2005, review of the Pacific Seacraft 31 by Greg Jones. » Latitudes and Attitudes Seafaring Magazine, Feb 2009.

This listing is presented by SailboatListings.com . Visit their website for more information or to contact the seller.

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Limits of a Flicka 20

• Thread starter SailorElliot
• Start date Aug 1, 2021
• Tags breaking waves flicka 20 storms
• Forums for All Owners
• Ask All Sailors

SailorElliot

Hello! I was wondering what the "weather limits" are for a Flicka 20 (example: 30 knots of wind, 4 foot breaking waves). Also, if you have any tips on making storms/heavier weather more comfortable and safer, please let me know! Thanks, Elliot  

jon hansen said: that boat can cross oceans. match you sail square footage to the force of the wind. keep the vessel buttoned up/ keep 100% of the water out, hang on. heavy weather handling? lots of books and/or videos on that Click to expand

Hello SailorElliot, If you have not already done this.....check the pedigree of the Flicka 20 on sailboat data. Many different constructions and options according to the site. For any sailboat we owned I felt sure it could sail better (and therefore handle more difficult situations) than I could handle. My $ 0.02.  

The Flicka 20 Sailboat : Bluewaterboats.org

Thank you! I was also wondering, what are the chances of the weather really picking up?  

Chances that the weather will really pick up are 100%. You just don't want to be there then. The Flicka is not fast enough to outrun every weather system, so it is a good idea to be prepared.  

SailorElliot said: what are the chances of the weather really picking up? Click to expand

• What are the chances that if sailing in the open ocean during Hurricane Season of you running into a Hurricane? If you sail in the area that hurricanes form, better chance of experience than if you avoid such areas.
• If you sail in the North Atlantic during the winter months, then you are likely to experience "Weather really Picking Up"!

Kings Gambit

I think he’s referring to the weather of the San Pedro Channel, perhaps the Inner Waters generally. The basic answer is that “weather” can develop between forecast up-dates and lead to advisories; thus perhaps “picking up”during your transit interval, etc. The most common advisories off southern California are Small Craft Advisories and Gale Warnings. During the winter Santa Ana conditions can develop quickly, often leading to gale force winds from the northeast. The warning time on those may be only a few hours.  

Here are the forecasts for my trip: 5 to 8 knots of wind, up to 10-knot gusts. Waves 2-3 in Santa Monica Bay with 5-8 second period. Waves 3 and 3 in the middle of the passage with, again, 5-8 second period. Will that work?  

Have you been out in those conditions? Is the boat sound, the rigging reliable, motor in good operating condition? Are you fully prepared for this journey? Do you have the charts, the safety equipment, the knowledge how to sail the boat, how to navigate from your start point to your destination? If you can truthfully answer yes to all of the above then it sounds like you are ready to go out and test the waters. Recognize, that no one is ready having never been there before. Once you leave the safety of your experience you need to constantly consider the evolving conditions. Always consider returning to your safety zone if conditions exceed your level of comfort. Only you can really decide if it will work.  

The Water in Between: A Journey at Sea

SailorElliot said: Here are the forecasts for my trip: 5 to 8 knots of wind, up to 10-knot gusts. Waves 2-3 in Santa Monica Bay with 5-8 second period. Waves 3 and 3 in the middle of the passage with, again, 5-8 second period. Will that work? Click to expand

jssailem said: Have you been out in those conditions? Is the boat sound, the rigging reliable, motor in good operating condition? Are you fully prepared for this journey? Do you have the charts, the safety equipment, the knowledge how to sail the boat, how to navigate from your start point to your destination? If you can truthfully answer yes to all of the above then it sounds like you are ready to go out and test the waters. Recognize, that no one is ready having never been there before. Once you leave the safety of your experience you need to constantly consider the evolving conditions. Always consider returning to your safety zone if conditions exceed your level of comfort. Only you can really decide if it will work. Click to expand

jon hansen said: The Water in Between: A Journey at Sea Wise, funny and beautifully written, The Water in Betwe… www.goodreads.com he had never sailed. left his life as a doctor. bought a boat. put it in the water. knew nothing. sailed to tahiti and back. fun read! Click to expand

Kings Gambit said: Those should be “fairly benign” conditions. Likely a little slow-going for your heavy sloop, but comfortable. I’d prepare for a long (hours) trip. It’s a bit like one’s first dive off the high dive. Once you’ve done it once or twice it’s not as “scary.” Click to expand

So if I was comfortable, I would go til that changed. That is the way I sail my boat. 2019, I left my marina to meet up with friends. I had to sail about 40nm to meet them in a bay for a couple of days. About 20 miles into my journey I got a call. They were in 40 knots of wind, the waves were 6 feet and they had decided not to go any further. At the same time I got a Small Craft warning for the next 24-48 hours. Winds in excess of 40 knots. Waves 6-8 ft. I had 2 choices. Find a safe harbor and hope that the weather might improve in 24 hours, or turn around and head back to my marina, spend the night there and see what happens. I chose my marina. Weather went from bad to worse. Winds were clocked at 53knots over night. In the morning driving rain and winds 30 knots SCW for then next 48 hours. I hated not getting to join up with friends, but was pleased to be safely in the marina able to sail another day.  

garymalmgren

Here are the forecasts for my trip: 5 to 8 knots of wind, up to 10-knot gusts. Waves 2-3 in Santa Monica Bay with 5-8 second period. Waves 3 and 3 in the middle of the passage with, again, 5-8 second period. Will that work? Yes. Have a good trip.  

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