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Search our catalog, go direct, enter a boat reference, dawn class 39, £ 0 sold / unavailable.

• Boat REF#  ·  4360
• Length  ·  12.00m
• Year  ·  1995
• Construction  ·  GRP
• Underwater profile  ·  Fin
• Sleeping berths  ·  7
• Engine  ·  1 x diesel 27hp, Yanmar 3GM (1995)
• Lying  ·  West Wales

Boatshed Wales

This boat is off the market but here are some boats that are still for sale.

• Specification
• Additional Information

Extra Details

Wheel steering is Whitlock Cobra.

Sloop rigged Kemp Aluminium spars (1995) with Stainless Steel standing rigging (1995)

Double spreader rig, gas rod kicker, highest quality rig harware used. Sails are recently valleted and are in first class condition. Winches are self tailing Anderson - pukka jobs!

Electrical Systems

12 volt battery, 3 batteries charged by: engine

Construction

Hand laid construction using isophthalic polyester resin throughout, 3,500 kg encapsulated lead keel. (48.5% ballast ratio)

Accommodation

Interior joinery work is a combination of solid hardwood, veneer faced plywood and solid slatted style lining panels, all in Teak. To say the finish is superb, is an understatement. A generous and comfortable aft cabin has a full size double, there is plenty of storage throughout, she has a big and well laid out galley with twin sinks, big fridge and veg box. "U" shaped saloon settee, single settee opposite with pilot berth above, heads with full standing headroom and a forecabin which is perfectly designed. It is almost impossible to fault the boat. Also has fitted blown air Webasto heating.

4 burner propane Stove

2 halyard winches 2 sheet winches Electric Crystal Quick New 2004 windlass 2 anchors (10kg Delta & 35 lb Danforth) 46.00m of chain Wetline dinghy (2003) 2.5hp outboard (2003) All exterior canvas work is new 2004. Teak deck is in perfect condition.

Nav Equipment

Furuno GP 32 new 2004, NMEA interfaced with auto pilot. Raytheon 40xx Radar. Icom VHF.

Safety Equipment

2 bilge pumps (1 manual / 1 electric)

Liferaft is new.

Broker's Comments

The Dawn Class 39 was originally built as the Contessa 38, after being modified in the transom area the new design was put into custom production for the more discerning yachtsman. The quality of build and fitting is simply stunning. She is a sea boat of the highest calibre with looks and practicality to match. No expense has been spared in her preparation or presentation. Viewing is strongly recommended as the pictures and words cannot impart the true nature of this fine yacht. See "more photos" to view 39 internal and external photos of this vessel. Photographs, analysis and comments by Mike de Graaf of Boatshed Wales. Note: Offers on the asking price will be considered.

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Yachting Monthly

• Digital edition

Dawn 39: big sister to the Contessa 32

• Rachael Sprot
• November 10, 2022

What does a Contessa 32 with 6ft headroom and an aft cabin look like? Rachael Sprot jumps on board the Dawn 39 to find out

Most Dawn 39s, like Elixir, have a keel-stepped sloop rig, but some were configured as cutters. Credit: Richard Langdon Credit: Richard Langdon

Product Overview

‘Pretty boat! What is she?’ I asked fellow sailing instructor Jane Sudlow-Arthur when she uploaded a photo of her new yacht.

It was fine-lined with a distinctly British look and uncannily familiar. I was immediately intrigued.

Like me you might not have heard of the Dawn Class 39, but you will know her little sister the Contessa 32 , and the family resemblance is striking.

These two siblings had dramatically different fates, however.

Over 700 Contessa 32s were built and continue to be built in the Jeremy Rogers yard in Lymington.

Jane has replaced the Flexi-teek on deck with Kiwigrip. Credit: Richard Langdon

The Sadler-designed 1972 cruiser-racer achieved cult status thanks to its impressive seakeeping abilities and indisputably pretty hull.

Meanwhile only a handful of the larger version ever left the mould and they soon slipped into obscurity.

As with all great family sagas, the founding and floundering happened within a wider context.

Following on from the popularity of the Contessa 32 and its resilience in the 1979 Fastnet Race , an enthusiastic owner commissioned a larger version and funded the production of the mould.

David Allan Williams, who also designed the Whitbread Ocean 80s and Peter Blake’ s Steinlager 1 , was one of Contessa’s in-house designers at the time.

He drew the lines for the Contessa 38 making them exactly 6-foot longer to accommodate an aft cabin.

Deep coamings make the cockpit feel secure, but there is little stowage besides the small lazarette. Credit: Richard Langdon

In the early 1980s a few dozen were built but the decade was to prove terminal for many British boat builders.

Continental upstarts like Jeanneau and Beneteau had ramped up their output, drastically undercutting their counterparts across the Channel.

Few yards survived the arid economic climate.

A couple of years into production of the 38, Contessa closed too, and the owners of the mould searched for a new yard.

Mustang Yachts took on the project, and at this point the design was slightly altered.

The 38 suffered from sub-optimal power handling owing to the placement of the propeller in the rudder aperture of the skeg so the engine arrangement was swapped to a sail drive.

The transom was also redesigned to give an attractive counter stern and the Dawn Class 39 was born.

Familiar similarities

The underwater profile is similar to that of the Contessa 32 but not identical.

There’s a substantial encapsulated fin keel , skeg-hung rudder and extremely high ballast ratio of 48%.

The coachroof is roomy, with plenty of space for the liferaft and dinghy. Credit: Richard Langdon

The waterline length of the bigger boat is proportionally longer though. The Contessa 32 has a 66% WL length compared to 76% on the Dawn 39, which should give good hull speed.

The hull is balsa cored above the waterline for stiffness, as are the decks. Williams rounded the bilge in the forward sections to reduce pounding when heeled.

Jane testified to the success of this: ‘She sails brilliantly upwind, and never slams.’

The moulds exchanged hands several times and various hulls were produced through the 1980s and 1990s, some were home finished.

Elixir was one of the later hulls, laid in 1998 and fitted out by the commissioning owner over a 10-year period.

With a 76% waterline length, the Dawn 39 is fast through the water. Credit: Richard Langdon

He sold her shortly after her launch in 2008. Jane bought her in 2020 as a lockdown project.

There was a lot of cosmetic work to be done including stripping the Flexi-teek from the deck and replacing it with Kiwigrip.

A leaky cockpit sole turned into a much bigger job than anticipated.

As she stripped back the teak planking she discovered two more teak floors with an osmotic GRP base beneath.

A stint in the yard remedied the defect but did little to solve the mystery of why they’d been put there in the first place.

Dawn 39: Impressive performance

It was an overcast day in Brighton and we needed an early start from the marina to be back alongside before low water.

We slipped lines as soon as photographer Richard Langdon jumped aboard. ‘Pretty boat,’ he remarked.

Elixir reversed out of her finger berth obediently and we set off.

Elixir has many modifications, including this set-up to rig an inner forestay. Credit: Richard Langdon

Even in a Force 3 there was a short sea state from the southwesterly wind but I barely noticed it thanks to her forgiving hull profile.

As soon as the sails were up, she set off with the easy stride of a long-distance runner.

Her 130% genoa gave just enough sail area to make 6.5 knots close hauled in 11 knots apparent wind speed.

The helm was beautifully light and she sliced through the Channel chop like a knife through butter.

As we bore away and the apparent wind dropped she slowed down, averaging 4.8 knots on a beam reach in 9-10 knots.

Most Dawn 39s have in-mast furling. Credit: Richard Langdon

It wasn’t the right conditions for an Oscar-winning performance, but for a classic boat in light airs she was impressively responsive.

With the swell behind us on the way back to the marina she indulged in a few rolls, as you would expect of a boat with a narrow transom.

Although we didn’t have the weather to really test her mettle, with 3.5 tonnes of lead ballast beneath and her similar hull profile to the 32 it’s safe to assume she’d remain composed when the weather ramps up.

Elixir has a keel-stepped sloop rig, but some Dawn 39s were configured as cutters with a staysail and checkstays.

Continues below…

Contessa 32 – Yachting Monthly review

Theo Stocker takes an in-depth look at this iconic cruiser-racer, on an early season trip out of Sunderland

Contessa 32: A brand new classic

Theo Stocker visits the Jeremy Rogers yard to see the latest Contessa 32 take shape

Jeremy Rogers 1937-2022

Yacht racer and boat builder Jeremy Rogers has died at the age of 85. He was best known for building…

A removable inner forestay allows for the setting of a storm jib.

Most were equipped with in-mast furling which seems a little odd on a boat which is unashamedly retro in so many other aspects.

The double spreader rig is supported by cap shrouds, intermediates and fore and aft lowers.

A substantial tie rod transfers the load from the caps and intermediates to the hull, whereas the fore and aft lowers are supported by backing pads beneath the deck.

The shroud base is set inboard allowing passage outside them.

Function over lounging

The coachroof is unmistakably Contessa with its neat portlights and sweet proportions.

It’s a look which has aged well, unlike the plexi-glass which some of her contemporaries were sporting at the time. There’s room on top for a liferaft and well-lashed dinghy .

The kicker works hard to compensate for the traveller-less mainsheet. Credit: Richard Langdon

Unusually for a boat of this era, the traveller-less mainsheet is also on the coachroof.

It keeps the cockpit safe from swinging lines but the kicker works harder to compensate.

The sheet lead along the boom also increases friction, making a quick spill for a gust harder to recover from.

Its location on a winch by the companionway means it’s out of reach of the helm.

The hull and deck join in an upwards flange which forms the bulwarks, finished with an attractive teak cap rail.

The water tank sits in the aft portion of the integrated keel. Credit: Richard Langdon

The cockpit is snug and safe with deep coamings. It’s somewhere I’d feel totally secure in a big seaway.

A bridge deck aft of the companionway creates headroom below but limits the length of the cockpit benches.

If you’re looking for a floating sun-lounger look elsewhere, but if you need to beat around a headland you’re in good hands.

With the sprayhood up it requires some agility to step up and over the raised deck before descending the companionway steps.

It’s one of the few features that feels outdated.

Two collapsible cockpit tables results in flexible space for a boat with a modest beam. Credit: Richard Langdon

It can make the transition from above to below decks feel precarious although the sprayhood gives protection and it’s something that you quickly adapt to.

A good-sized steering wheel is mounted on a binnacle with the throttle control making power handling more comfortable.

The small aft deck beyond the coamings gives a working platform for operating the equipment on the stern, which in Elixir ’s case included a windvane and wind generator.

It’s a safe, comfortable cockpit for offshore passages. But here’s the rub: there are no cockpit lockers.

A lazarette beneath the aft deck swallows up lines, fenders and jerry cans, but the access hatch is too small for bulky items.

Unless you have Alice in Wonderland’s Drink Me potion to shrink things like an inflatable dinghy before putting them away, you’ll need to keep them on deck or in one of the cabins.

Homely feel

It was with some trepidation that I stepped below on Elixir : home-finished yachts can be disappointing, but I was greeted with a bright, warm interior and neat joinery.

The saloon feels spacious and comfortable with an overhead hatch letting in light. You could easily seat six people for dinner, eight if you don’t need much elbow room.

The framed bulkhead at the forward end of the saloon highlights the quality joinery. Credit: Richard Langdon

Elixir doesn’t have a permanent saloon table, instead Jane has installed two collapsible cockpit tables which can be arranged to form one large table or two separate ones.

It’s a flexible solution for a boat with a modest beam.

There’s plenty of stowage space beneath the benches and behind the seat backs, as well as in the lockers above the seating.

One attribute of the long, encapsulated fin keel is that the aft section is hollow.

The void creates a natural water tank once capped off and keeps weight low.

A generous chart table points to the boat’s credentials with room to spread charts. Credit: Richard Langdon

The downside to this is that a severe grounding could puncture the void and cause rapid water ingress.

There’s a U-shaped galley on the port side of the companionway with good locker space outboard and a boat fridge in the countertop.

It doesn’t quite rival a modern 39-footer, but it’s not far off.

The nav station to starboard of the companionway is tremendous and hints at what the boat is designed for.

There’s a huge surface to spread charts and pilot books on, and Jane has a full set of UK folios beneath with room to spare.

A full-width aft cabin, seen here from starboard looking to port, includes a generous bunk but headroom is limited beneath the cockpit. Credit: Richard Langdon

At the forward end of the saloon is an attractively framed bulkhead leading to a heads compartment to port and a large hanging locker to starboard.

The heads has GRP mouldings and a loo mounted on the outboard side.

It’s well-proportioned without being an extravagant use of space in a low volume interior. The vee-berth forwards could be used as the master cabin.

The space feels bright and well laid out with plenty of stowage space in lockers above the bunk and a locker hanging to starboard.

She hasn’t got the width up here that a modern boat would normally have, so the bunk is narrow at the foot end, which might not suit two tall crew.

Packaging issues

It’s the full-width aft cabin that the boat was designed for though.

The bunk extends from the centreline beneath the cockpit sole right across to the port side.

To starboard, aft of the door, there’s a small settee and large hanging locker.

A raised bridge deck makes moving from cockpit to down below a challenge at times. Credit: Richard Langdon

The raised bridge deck creates headroom and a portlight lets in plenty of light, making the space much brighter than expected.

The bunk itself is generous in width and length, but the vertical clearance beneath the cockpit sole is very limited for whoever sleeps on the centreline.

Putting an aft cabin in a boat with such fine ends was always going to be a squeeze and some would say the compromise hasn’t paid off.

Engine access is a real strong point. The engine box beneath the companionway can be dismantled on two sides, and there’s top access to the sail drive beneath the bunk in the aft cabin.

Her performance under power was perfectly adequate for a proper sailing yacht.

Her 40hp Volvo Penta 2040 and two-bladed folding propeller gave 6 knots at 2,000rpm, though she struggled to make much more than that as we increased the revs.

Built for offshore: cap shrouds, intermediates and fore and aft support for the double spreader rig. Credit: Richard Langdon

The long-ish fin keel and skeg hung rudder make tight turns not the strongest part of her repertoire.

In reverse you need to think a little harder about gaining steerage than on boats with a deep fin keel and spade rudder, but once established she tracked well.

There are three problems with the Dawn 39. Firstly, you need knee-pads in your pyjamas if you want to sleep two in the aft cabin. Secondly you need to share the forward cabin with all the equipment you can’t stow in cockpit lockers. And thirdly there aren’t enough of them.

For all her flaws there’s a lot to love.

With her high ballast ratio, excellent sea keeping credentials and windward performance she’ll make short work of ocean crossings and challenging tidal waters alike: this is a boat for going places.

But she’s also a boat for sitting in port and soaking in the praise of passers-by.

The soothing chorus of ‘pretty boat’ which follows you around will help distract from the bruised shins.

The design may not have been able to compete against the powerhouses of yacht production, but the handful which exist have a timeless elegance.

Perhaps more importantly though, their seaworthiness is beyond reproach.

Why wasn’t she as successful as her smaller sister?

Well, it depends what you’re measuring her against.

Compared with other 39-footers from the 1980s she was more expensive and offered less accommodation. But for people who want the Contessa 32 experience without the cramped quarters, she achieves the brief.

Given the huge Contessa revival of the past few years, I’d guess the Dawn 39 was just in the wrong place at the wrong time.

Success is always relative after all.

Expert opinion on the Dawn 39

The pedigree and seaworthiness of the Contessa 32 has resulted in much affection for this class amongst boat owners.

Ben Sutcliffe- Davies has been in the marine industry for over 40 years as a long- time boat builder, has been surveying craft for over 20 years and is a Full Member of the YDSA.

I have surveyed some of the 38ft versions of the Contessa which in terms of construction philosophy, is virtually the same boat as the Dawn 39.

Long keel lead ballast which is encapsulated is a luxury I also enjoy on my own yacht.

However, it is important to check its condition and ensure moisture has not gone inside the voids as a result of a grounding .

The skeg hung rudder also needs careful inspection as it is rare to find one without significant moisture ingress into the rudder blade and skeg.

As mentioned by Rachael Sprot, the Dawn 39, Elixir , has had her deck and topsides reinforced with balsa core, and any regular reader will know my warnings about deck and topsides needing careful inspection.

Use a small ball-pein hammer and moisture metre to check for any ingress.

Moisture around the deck fittings and poorly fitted deck furniture is a common issue so pay careful attention before deciding to buy.

Some of the bonding-in of the lockers does need careful inspection as it can be susceptible to light delamination.

Alternatives to the Dawn 39

The hull is light, stiff and well-insulated due to a full-depth balsa core. Credit: David Harding

When I first started out as a sailing instructor at UKSA we were lucky enough to have three Sweden yachts in the fleet.

The smallest one, Outreach, was my favourite. She was one of 73 Sweden 390s built between 1991 and 2006.

Unlike the larger Sweden yachts which are sleek and lean-looking, the 390 has beautiful curves. There’s a lovely touch of sheer without sacrificing too much interior volume and the generous 3.87m beam tapers beautifully to a neat stern.

Above and below decks the build quality was top class. The full-depth balsa core meant that the hulls were light, stiff and well-insulated.

Solid laminate replaced the balsa core in high-stress areas such as around the keel and in the join of the two halves of the hull. Plywood core and backing pads reinforce the deck in the way of winches and other fittings.

A steel beam transfers loads from the rig through to the bulkheads.

A deep fin keel and a shallow draught wing version were available. Credit: David Harding

Two deep lazarettes are just about adequate in terms of cockpit locker space, although like the Dawn 39 she lacks space for lots of bulky items.

Below the waterline there’s an exceptionally deep fin keel, although a shallow draught wing version was an option.

There’s plenty of lead ballast, a sail drive and a semi-balanced spade rudder.

The joinery below is gorgeous. Solid mahogany doors and teak sole boards stood up well to the rigours of life as a sail training boat.

The curves were carried through to the saloon with elliptical bench seats following the hull profile.

There’s a functional L-shaped galley to starboard of the companionway and enviable nav station on the port side.

The heads compartment is forwards of the mast with an ingenious five-sided shape which makes best use of the available space.

Jack and Jill doors provide access from the saloon or the vee-berth. Beneath the aft cockpit there’s an unusual single and double cabin layout.

It suited a sailing instructor needing a bit of space, and the flexible layout is also useful for anyone who sails with different crews.

But what suited me most as a sailing instructor was knowing she would purr through the offshore passages and give everyone on board a lovely sail.

Starlight 39

The impressive sailing performance and solid build made it a popular racer-cruiser. Credit: David Harding

Another British boatbuilder which fell victim to the 1980s was Sadler Yachts.

However, the Starlight 39, originally conceived as the Sadler 38, arrived on the scene when Sadler International picked up where Sadler Yachts left off.

Soon absorbed into Rival Bowman and then Rustler yachts, the Starlight brand has had several custodians over the years.

The 39 is a powerful racer-cruiser which has drawn praise for its solid construction and impressive performance under sail.

A trademark Sadler sheer line sets her apart from some of her continental counterparts.

She’s slightly broader than the Dawn 39 and carries her beam further aft giving more volume below decks.

The earlier models also had a bridge deck in the cockpit but this was reduced over time as people felt exposed making the transfer below decks.

The lead keel is bolted onto a laminated stub. The 2.09m draught hints at her upwind capabilities which are reputed to be excellent.

Most were built with the shallower wing keel, which was extremely popular and considered to a great success in terms of seakeeping ability.

The traveller runs right in front of the helm and binnacle, allowing the helm to respond quickly to gusts, but it does mean the steering pedestal is vulnerable to damage in the instance of a crash gybe.

The finish below decks is good quality but not luxurious.

Close-celled foam between the outer laminate and inner mouldings gives buoyancy, insulation and stiffness to the hull and deck.

There’s a standard double aft cabin and vee-berth arrangement, with uniquely in this selection, two heads.

At almost 9 tonnes, this is no-nonsense boat for serious passage making.

A sloop rig came as standard, although some were change to cutters. Credit: David Harding

If dockside drooling is high on the list of attributes you’re after, you don’t need to look much further than the Ohlson 38.

Designed in the late 1960s by Swedish naval architect Einar Ohlson, they were built in the UK by Tyler Mouldings from the 1970s through to the 1980s.

The most famous example was Robertsons Golly, in which Clare Francis completed the 1976 OSTAR .

At only 6 inches broader than the Contessa 32, the Ohlson 38 is a tiny slip of a thing so don’t expect much from the squeezed accommodation.

Many were home-finished so layouts varied, but think quarter berths and pilot bunks rather than aft cabins.

As is often the case with older yachts, the cockpit is generous with two long benches, a lazarette under the transom and a large locker under the port side.

The standard rig was a sloop, although some appear to have been converted to cutters.

She looks just as good out of the water as in, with a fine keel and deep V-shaped hull which should deliver a smooth ride in all conditions.

She’ll lack the form stability of the younger yachts in this selection but a long fin keel with plenty of lead gives her good ballast stability.

A substantial skeg and her deep hull profile will help keep her tracking despite the rather small rudder.

There are some cherished examples out there, and some which need a bit of cherishing.

With a proven track record on major ocean passages she’s a gutsy head-turner for interesting adventures.

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• Dawn 39 Class

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Custom Boats Dawn 39 Class for sale in Beaulieu E19 United Kingdom

Beaulieu E19 United Kingdom

Make & Model

Custom Boats Dawn 39 Class

MEASUREMENTS

Description.

Stroma is a Dawn 39 from 1986 in very good order throughout. The Dawn 39 Class was a further development of the Contessa 38, a big sister to the better known Contessa 32 but with an aft cabin. Her encapsulated long fin keel and skeg hung rudder make her very sea kindly. Forward and aft double cabins with three single berths in the saloon. Quality joinery and well equipped.

Stroma is a Dawn 39 from 1986 in very good order throughout. The Dawn 39 Class was a further development of the Contessa 38, a big sister to the better known Contessa 32 but with an aft cabin. Her encapsulated long fin keel and skeg hung rudder make her very sea kindly. Forward and aft double cabins with three single berths in the saloon. Quality joinery and well equipped. Standing rigging from 2015, sails from 2016, sail drive inner seal from 2019, teak decks refurbished in 2020 and new B&G nav kit installed in 2021. Beautiful lines, capable offshore cruiser and swift around the club race course too.

Hull, Deck & Superstructure Construction:

• GRP balsa sandwich construction with kevlar in bow section.
• Teak laid decks and cockpit (teak refurbished 2020).
• All deck equipment removed and re-fitted and coach roof painted as part of re-fit in 2020.
• 48% ballast ratio.

Keel & Rudder:

• Encapsulated long fin keel with lead ballast.
• 3.5 tonnes of Lead ballast.
• Skeg hung rudder.

Engine & Gearboxes:

• 1 x Yanmar 35 3HM.
• Engine and saildrive removed and refurbished 2019 (including new engine mounts and saildrive gasket).

Maintenance & Performance:

• Engine hours – 2,833 Oct 2022.
• Engine last serviced: 2022 – gear box oil change October 2022.
• Cruising speed – 6.5kts at 2500 rpm.
• Maximum speed – 7.5kts at 3000 rpm.
• Fuel consumption at cruising speed – 1.5 litres per hour.
• Range @ cruising speed – 200 Nm.

Propulsion & Steering:

• 3-blade folding prop.
• Wheel steering (teak) and direct geared via pedestal.
• Emergency tiller system.

Voltage Systems:

• 12vDC/24vDC domestic system with 220v/110AC ring main from shorepower.

Battery Banks:

• 3 x 110 Ah 12vDC house batteries.
• 1 x Engine start battery.

Battery Chargers:

• 12v-20a Pro Charge Ultra – Sterling Power.

Navigation Equipment:

• B&G Vulcan plotter in cockpit (new 2020).
• 2 x B&G Triton instruments including wireless wind (new 2020).
• B&G Halo Radar (pole mounted on stern) (new 2020).
• Raymarine autopilot.
• Wind generator on stern.

Shore Power:

• Shore power lead and connector.
• Masthead sloop - converted from cutter rig.
• All equipment, rigging & sails required to return to cutter rig a 2 x foresail cruising configuration.
• Double spreader stainless steel wire - all standing rigging replaced 2014 by Holman rigging.
• Keel stepped anodised aluminium mast (Proctor) with in-mast furling.
• Anodised aluminium boom (Proctor).
• Hydraulic kicker.
• 2 x Lewmar 48 2 speed self-tailing in cockpit.
• 2 x Lewmar 40 2 speed self-tailing in cockpit.
• 2 x Lewmar 30 2 speed self-tailing at companionway.
• 2 x Lewmar 40c at mast.
• Winch handles.

Forward Cabin:

• With V-berth, provided with an infill piece and cushion.
• Hanging locker.
• Storage lockers and draws.
• Opening hatch.
• To port with manual toilet, wash basin and shower.
• Teak grating to heads sole.
• Easy access to sea cocks in large locker under sink.
• Lockers to port and under sink.
• U-shaped settee to port converting into a sea berth with lee cloth.
• Settee to starboard converting into a sea berth with lee cloth.
• Bookshelves and lockers outboard to port.
• Barometer and clock.
• Sea berth to starboard.
• Heating throughout.
• Folding saloon table – with backgammon board.( You don't get that on a Bavaria!)

Navigation Area:

• To starboard with forward facing chart table and seat.
• 12v socket.
• Chart reading light (red/white).
• To port with gimballed Plastimo Neptune cooker.
• Double stainless steel sinks with hot and cold water.
• Top opening ISOTHERM refrigerator.

Light on coachroof above galley & strip light above cooker

• Double berth to port.
• Settee to starboard.
• Large hanging locker.
• Locker space.
• Mooring lines.
• Full set of waterproof cockpit cushions.
• An easy removable wheel mechanism + seat infills with matching cushions to allow the cockpit to become a much larger entertaining area.

Anchoring & Mooring Equipment:

• Electric windlass.
• CQR anchor with 60m of chain.
• Kedge anchor.
• Numerous warps and lines.

Covers, Canvas & Cushions:

• New sprayhood (Sanders) October 2022.
• Full cockpit cover extension to the spray hood to fully encapsulate the cockpit.
• Bimini sun shade for the cockpit.

Safety Equipment:

• 4-man life raft (not in date) in stainless steel cage fitted to pushpit.
• Man overboard recovery sling.
• Inflatable danbuoy.
• Sail area 73.5 m2.
• 120% genoa (Sanders Sails 2016).
• Furling main with 4 vertical battens (Sanders sails 2016).
• Full suits of spare sails including yankee, staysail and storm sails.

STROMA has been a much-loved family yacht, which has looked after us in all conditions. Her stunning looks are what attracted us to her (as we had always admired her smaller cousin, the Contessa 32) and what we will miss most when we move on. She has a great turn of speed, and some good results in passage races to prove it, but most of all she is a delight to sail.

We have over our 9 years of ownership invested significantly in STROMA. The boat has always had a minimum of 8 weeks ashore where she has been anti-fouled, the engine and sail drive serviced, new anodes fitted and any other repairs undertaken. But in addition to this the following major upgrades have been undertaken; all through hull fittings replaced 2014, standing rigging replaced 2015, new sails 2016, engine and sail-drive removed, refurbished and replaced with new engine mounts and new sail drive diaphragm 2019, all windows and hatches removed, refurbished with new glass and the topsides professionally painted, the teak decks professional refurbished and new sea toilet installed in 2020, new B&G navigation and radar systems installed in 2021, new sprayhood 2022.

STROMA will pass to her new owners in great condition and with a huge range of extras that are listed in her detailed Berthon sales particulars. Having retired with the plan to undertake more adventurous cruising involving spending much longer periods of time aboard, we are looking to buy a larger yacht with more cabins and space below.

Fresh Water & Water Heating System:

• Hot and cold pressurised water system to galley and heads.
• Hot water via calorifier and immersion heater.
• Salt water pressured anchor wash.

Bilge Pumps:

• 1 x Whale manual.
• 1 x Electric.

Grey & Black Water:

• No holding tank.
• Toilet and hoses replaced 2019.
• Approx.litres in stainless steel tank.

Fresh Water:

• Approx. 200l in main tank.
• Approx. 200l in reserve tank.
• 2 x Stainless steel sinks in tiled work surfaces.
• Top loading fridge.
• 2-burner, hot plate and oven and grill (Taylors).
• All gas systems replaced in 2021.

Heads/Showers:

• Single heads.
• Dual purpose taps/shower head.

Heating & Ventilation:

• Eberspacher diesel powered central heating throughout.
• 7 x Lewmar hatches (all re-glazed and re-bedded in 2020).
• 2 x Vetus deck ventilators at transom.

Entertainment:

• Pioneer radio/USB player with speakers in saloon.
• Lighting throughout.
• Masthead Tricolor and anchor light (LED) (replaced 2022).
• Steaming light and deck light (LED) (replaced 2022).

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

ADDITIONAL INFORMATION

Hull Material

ABOUT CUSTOM BOATS DAWN 39 CLASS

The Custom Boats Dawn 39 Class is 39 feet long and has a 11 feet beam. The Custom Boats Dawn 39 Class is made of fiberglass.

SIMILAR LOCATIONS

• Custom Boats in United Kingdom
• Custom Built Boats in United Kingdom
• Boats in United Kingdom

Review of Dawn 39

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season.

The boat is equipped with 284.0 liter fresh water capacity.

The boat equipped with a masthead rig. The advantage of a masthead rig is its simplicity and the fact that a given sail area - compared with a fractional rig - can be carried lower and thus with less heeling moment.

The Dawn 39 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 lead. Compared with iron, lead has the advantage of being 44% heavier, which allows a smaller keel and hence less water resistance and higher speed.

The boat can only enter major marinas as the draft is about 1.91 - 2.01 meter (6.27 - 6.57 ft) dependent on the load. See immersion rate below.

Dawn 39 is typically equipped with an inboard Yanmar 3HM 35P diesel engine at 30.0 hp (22 kW), which gives a max speed about 5.6 knots.

The fuel tank has a capacity of 151.0 liters (39 US gallons, 33 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 Dawn 39 is 1.80, indicating that this boat could - if evaluated by this formula alone - 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 7.3 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 Dawn 39 is about 211 kg/cm, alternatively 1183 lbs/inch. Meaning: if you load 211 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1183 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?

SA/D (Sail Area Displacement ratio) Indicates how fast the boat is in light wind: - Cruising Boats have ratios 10-15 - Cruiser-Racers have ratios 16-20 - Racers have ratios above 20 - High-Performance Racers have ratios above 24 Sail-area/displacement ratio (SA/D ratio): 22.05

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 37m 2 (398 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

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 modifications, 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 Dawn 39 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

Dawn 39 is a 39 ′ 4 ″ / 12 m monohull sailboat designed by David Alan-Williams and built by Pointer Yachts starting in 2001.

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)

Derived from the CONTESSA 38 built by Jeremy Rodgers. Thanks to Nick Voss for providing information on this yacht.

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The Dawn 39 is a 39.33ft masthead sloop designed by David Alan-Williams and built in fiberglass by Pointer Yachts (UK) since 2001.

The Dawn 39 is a moderate weight sailboat which is a very high performer. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a fast cruiser. The fuel capacity is originally small. There is a short water supply range.

Dawn 39 for sale elsewhere on the web:

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