kelly peterson 44 sailboat data

Kelly peterson 44

The kelly peterson 44 is a 43.83ft cutter designed by d.peterson and built in fiberglass since 1976., 200 units have been built..

The Kelly peterson 44 is a moderate weight sailboat which is under powered. It is reasonably stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is good. There is a good water supply range.

Kelly peterson 44 for sale elsewhere on the web:

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• Sailboat Guide

Kelly-Peterson 44

Kelly-Peterson 44 is a 43 ′ 9 ″ / 13.4 m monohull sailboat designed by Doug Peterson and built by Jack Kelly Yachts/Yu Ching (TAIWAN) between 1976 and 1983.

• 8 / 21 Coronado, CA, US 1981 Kelly-Peterson 44 $99,000 USD View
• 9 / 21 Coronado, CA, US 1981 Kelly-Peterson 44 $99,000 USD View
• 10 / 21 Coronado, CA, US 1981 Kelly-Peterson 44 $99,000 USD View
• 11 / 21 Coronado, CA, US 1981 Kelly-Peterson 44 $99,000 USD View
• 12 / 21 Coronado, CA, US 1981 Kelly-Peterson 44 $99,000 USD View
• 13 / 21 Coronado, CA, US 1981 Kelly-Peterson 44 $99,000 USD View
• 14 / 21 Coronado, CA, US 1981 Kelly-Peterson 44 $99,000 USD View
• 15 / 21 Coronado, CA, US 1981 Kelly-Peterson 44 $99,000 USD View
• 16 / 21 Coronado, CA, US 1981 Kelly-Peterson 44 $99,000 USD View
• 17 / 21 Coronado, CA, US 1981 Kelly-Peterson 44 $99,000 USD View
• 18 / 21 Coronado, CA, US 1981 Kelly-Peterson 44 $99,000 USD View
• 19 / 21 Coronado, CA, US 1981 Kelly-Peterson 44 $99,000 USD View
• 20 / 21 Coronado, CA, US 1981 Kelly-Peterson 44 $99,000 USD View
• 21 / 21 Coronado, CA, US 1981 Kelly-Peterson 44 $99,000 USD View

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

From BlueWaterBoats.org :

A collaboration between designer Doug Peterson and yacht broker Jack Kelly birthed the Kelly Peterson 44, she was quite ahead of her time at her introduction in 1975. A long distance center-cockpit cruiser by design, she has earned a reputation for speedy passages. 180 miles days are not uncommon, with useful performance coming in all wind conditions and points of sail.

Today the design is a classic, Kelly Petersons have traveled far and wide and are often seen in far flung locations the world over, especially in the South Pacific. Many have circumnavigated.

Legend has it Jack Kelly, a San Diego yacht broker in search of his ultimate cruising boat, approached yacht designer Doug Peterson who at the time was already starting to make his mark on the racing scene. The boat he drew for Kelly kicked off a narrative, not all that uncommon in the cruising boat industry. It reminds us of the tales behind the Valiant 40 and the Alajuela 38 to name a couple. In this particular case the plan was to build ten boats, sell nine, keeping one to sail away. A couple of hundred hulls later, Kelly hadn’t left for his voyage but had a thriving boat building business instead.

Kelly’s boats were built by the Taiwanese yard Yu Ching Marine located in Kaohsiung, they built over 200 boats between 1975 and 1983. The boats were then outfitted in the United States or wherever they were shipped. Kelly also built an extended version which was called the Kelly Peterson 46 using another yard, Queen Long Marine, these were manufactured between 1980 and 1990.

Between 1979 and 1986 another Taiwanese yard called Formosa Yachts built an extended version called the Formosa 46, this string of boats eventually become known by the cruising community as “Cheaterson” boats. Digging deeper behind this story, Sea Magazine reported in May 1987 that Kelly had quality problems while building his original molds and had them destroyed, finding an alternative company to build a second set. During the interim the line drawings were stolen. In the months that followed two boats from Taiwan appeared on the U.S. market with a striking resemblance to the Kelly Peterson 44.

From here the facts surrounding the boats become sketchy, some say the original builder Yu Ching built an additional 400 hulls (though we are dubious about this figure). It’s likely that Queen Long and Formosa who built the 46s also built some 44s, and rumours abound that other Taiwanese yards got in on the act of building the 44s and 46s. Such was the case around the Taiwanese boatbuilding industry who had a unique interpretation to the Western concept of intellectual property.

Other examples of the basic Peterson hull design being matched with alternate interior designs were produced under names as Spindrift 46 and the Hillyer 46.

Between the 200 plus genuine Kelly Petersons and copies built by competing yards some estimates put the total of boats in excess of 600.

Configuration

Probably the most noticeable feature of the Kelly Peterson 44 is a near vertical transom, the boat was designed as a double ender with her transom lopped off, making for an abrupt finish to an otherwise pleasing shape. The bow has a fine entry with a moderate rake and the maximum beam is carried slightly aft of midships.

Below the waterline there’s a fin keel cutaway at the forefoot and aft which reduces her wetted surface, good for both light-air performance and a nimble turning radius. The keel has a relatively long run which helps the boat to track well. A full-size molded-in skeg supports the rudder and provides good protection during the occasional grounding. Protected also is the prop, mounted in an aperture between the skeg and the rudder.

One third of her light to moderate displacement of 30,000 pounds is encapsulated in her ballast slung low on her 6′ 4″ keel. This combined with her clean bow entry helps her produce a nice soft motion.

Above deck the on this center-cockpit boat is a low-profile cabin trunk which is both sleek and practical in that it aids a lower center of gravity. The cockpit is capaciously social with seating for 8 at a squeeze under anchor. The deck layout is good, with wide side decks bordered by 4” bulwarks and comfortingly high lifelines. There’s both bow and stern pulpits. A large cockpit locker provides for deck storage.

Designed for Californian conditions, the Kelly Peterson 44 is driven by a beefy twin spreader cutter rig carrying more than 1000 square feet of canvas, ample for a boat of this displacement. It’s also very manageable for a short-handed crew.

The mast rises 60 feet above the waterline, keel-stepped, with 3/8” cap shrouds, headstay and backstay. The mainsail sheeting line is on the end of the 17-foot boom, which keeps it out of the cockpit area. The original boats had large mainsails going to the end of the boom, which produced too much weather helm, subsequent boats trimmed the length of the foot 30 inches.

Down below there’s a useful three cabin layout (including the saloon) that serves well for both cruising and living aboard. The interior is bright and well ventilated from the three large hatches and twelve portlights. The forward cabin has a vee berth with full standing room and shares an enclosed head with shower aft. The saloon is a bright and open space featuring a straight settee to starboard. Opposite, the main cabin dinette to port has a two position table which converts to another double berth. Centered in the saloon, the keel stepped mast makes for a safe handhold when at sea.

The offset companionway hatch allows for a well-equipped U-shaped galley sited to port and has large capacity refrigeration and a gimbaled stove. The double stainless steel sink is close to the centerline and works well on any tack. Starboard of the galley is a full sized, sit down chart table and electrical switch panel.

Although described by some as a crawl space for the lack of headroom, there is an inside passageway to the aft cabin on starboard which provides access to a large engine room encompassing the remainder of the mid ships beam. The master stateroom aft includes a full double berth, and a private head. Additional access to the aft stateroom is offered through a second companionway from the cockpit.

Access to the bilge and engine is excellent. Most boats had a 62hp Perkins 4-152 Diesel while a few were fitted with a 80hp Ford Lehmans.

Construction

The boats were heavily constructed in hand-laid fiberglass matt and roving with polyester resin. Thicknesses range from nearly one inch at the bilges, tapering to 3/4 inches at the waterline and a half inch at the deck. The integral keel encapsulates 10,000 pounds of iron ballast packed with concrete. The rudder consists of a stainless-steel frame, packed with plywood and sheathed in fiberglass. Some of these have been replaced over time after leaks developed and corroded the stainless steel.

The deck-to-hull joint is a lip-tongue arrangement with a wood brace inserted between the joint in some areas, then fiberglassed over. A teak cap rail was screwed into the wood brace. This area can be prone to leaks, especially where long bolts holding the genoa track to the top of the bulwark protrude through into the cabin. The plywood-cored decks were finished in non-skid gelcoat as standard but some were optionally fitted with teak decking.

Overall construction is known to be solid, one story goes that a Kelly Peterson went aground on a reef in the South Pacific. The boat was pulled across the reef over a hundred feet before sailing away.

The original Kelly Petersons were shipped without rigs and then set up where they were delivered, so there’s variations between boats of differing destinations. The Californian boats usually had LeFiell spars and Navtec rigging.

The Formosa boats and those from other yards can have quite different construction details from the Kelly yachts. Kelly had an American overseer in Taiwan who reported construction problems to Kelly and these were repaired when the yachts were delivered to California and instructions then sent back to the yard to correct the problems in subsequent boats. Market prices reflect a higher price on the genuine Kelly Peterson boats, however today the consensus between owners is that the condition of their boats is more of a function of their use and upkeep than original manufacturer quality.

True to Doug Peterson’s reputation as a racing boat designer, the Kelly Peterson 44 is well known to make fast passages. The theoretical hull speed is 8.3 knots and owners report this is possible on all points of sail given the right conditions. 180 mile days are very attainable.

She is well balanced and despite long rudder control lines reaching from her centre cockpit, the feedback at the helm is surprisingly good. The boat is relatively easy to single hand, even in a blow. And importantly, her motion at sea is comfortable.

Buyers Notes

• The original chainplates developed crevice corrosion where they pass through the deck, it’s important that these have been replaced. Even if the chainplates have been replaced it’s worth double checking
• Verify that the rudder support inside the canoe stern (with the bronze rudder gland) is solid fibreglass and does not have a wood plug covered with a thin layer of fibreglass.
• The original rudder was built with stainless-steel frame, packed with plywood and sheathed in fiberglass. The stainless welds would invariably fail leading to leaks, make sure the rudder has been rebuilt.
• Check freshwater tanks for evidence of leaks. These can sometimes be repaired with epoxy but other yachts have replaced the tanks. Also check the iron diesel tanks for evidence of leaks.
• Check the chain and cable for steerage for signs of corrosion.

Links, References and Further Reading

» The official website of the Peterson Cutter Owner’s Group » The Kelly Peterson and Formosa owners mailing list hosted on Yahoo Groups. » Peterson 44 Review by Joe Minick, Cruising World Magazine, November 1997 » The Good-Old Peterson 44 – After 45,000 Miles by Jack Kimball, Blue Water Boats Magazine, May 1998 » Brilliant II, a Peterson 44 by Sharon Smallwood, Cruising Helmsman Magazine, July 2007 » Sea Esta, A Peterson 44 Can Get You Where You’re Going by Zuzana Prochazka, Latitudes and Attitudes Magazine, May 2005 » Sea Magazine a Kelly Peterson article by Peter Bohr, May 1987

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Peterson 44

• By Joe Minick
• Updated: August 5, 2002

This boat was a pioneer in performance cruising design. Drawn for Jack Kelly Yachts by Doug Peterson, the 44 debuted in 1976 as a dedicated cruiser that could sail well in any wind. Today, in many major cruising ports you can find one of the over 200 44s originally built. Owners have nothing but praise for the performance achieved by this moderate-displacement bluewater design; 180-mile days are not uncommon.

The Peterson 44 features a low-profile center cockpit that remains pleasing to the eye and keeps weight low physically as well as visually. The long-fin keel with cutaway forefoot and afterbody reduces wetted surface for good light-air performance and provides a shorter turning radius. A full-size molded-in skeg supports the rudder and provides good protection during the occasional grounding. Protected also is the prop, mounted in an aperture between the skeg and the rudder. Displacement of 30,000 pounds (10,000 of this is buried in encapsulated lead ballast) gives the Peterson 44 an easy motion at sea.

On deck, a double-spreader cutter rig supports 1,011 square feet of working sail. The center cockpit is intelligently laid out and accommodates a full-size dodger and Bimini. From the cockpit, two companionways, both protected by bridge decks, provide outside access to the fore and aft cabins. Each Peterson 44 was delivered with factory-installed bow rollers and a manual windlass. Most boats’ windlasses have been replaced with electric versions, but the bow rollers and chain lockers are still adequate, although some owners have beefed up their rollers to handle side loads better. The deck and coachroof are cored with plywood and generally have stood up well.

Entering the main cabin through the forward companionway reveals one of the better belowdeck layouts you’ll find in a center-cockpit cruiser. A full-size U-shaped galley is located to port near amidships. It easily accommodates a good-size freezer and refrigerator without compromising storage or counter space, and with room for a sizeable double sink.

To starboard is a large, first-class nav station, close enough to the cockpit for easy communication. To starboard and back through the passageway is the aft cabin, with a double berth and separate head with shower. Forward is a traditional main cabin layout with dinette to port and settee to starboard, a second head with shower and a reasonably large V-berth. The tri-cabin accommodates seven. Three hatches and six opening ports ventilate the main cabin; four ports and two hatches ventilate the aft cabin.

Under the cockpit and accessible from the passageway is the engine and equipment space, which contained originally a 62-hp Perkins 4-152 diesel though some boats were delivered with Ford Lehman 80-hp diesels. The larger engine is a good match for a boat of this displacement. A nine-foot prop shaft incorporates two cutless bearings, one at each end of the long stern tube, to provide extra support. The forward cutless is hidden behind the shaft log and may escape periodic inspection.

Storage is excellent, with abundant locker space for the long-haul voyager. Four separate stainless steel tanks carry 132 gallons of water, and fuel capacity is 117 gallons in two painted steel tanks. The tanks have been a minor source of difficulty: Over the years, they have developed cracks and leaks that could only be stopped by tank replacement. Problems with fuel tanks are less common.

Underway, the Peterson is easy on the helm. A servo-pendulum windvane will handle steering chores even with the long run of control lines to the center-cockpit-mounted wheel; most autopilots will steer happily as well. Owners report that heaving to with a reefed main and staysail set is the preferred heavy weather strategy.

Most owners will tell you it is the boat’s sailing performance that impresses them most. With ready-to-go, well-equipped versions of this boat selling for $110,000 to $125,000, brokers often have waiting lists.

Peterson 44 Specifications

• LOA: 43’10” (13,36 m.)
• LWL: LWL 38’8″ (11.78 m.)
• Beam: 12’11” (3.93 m.)
• Draft 6’4″ (1.98 m.)
• Ballast: 10,000 lbs. (4,536 kgs.)
• Disp: 30,000 lbs. (13,607 kgs.)
• Sail area: (100%) 1,011 sq.ft. (93.92 sq.m.)
• Ballast/Disp: .33
• Disp/Length: 232
• SA/Disp: 16.7
• Fuel: 117 gal. (443 ltr.)
• Water: 132 gal. (500 ltr.)
• Auxiliary: 62-hp Perkins 4-152 diesel
• Designer: Doug Peterson
• More: 41 - 50 ft , before 2000 , Bluewater Cruising , keelboat , monohull , peterson , Sailboat Reviews , Sailboats
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Bluewater Sailboat – Kelly Peterson 44

Also called: peterson 44, kp44.

The Kelly Peterson 44 Bluewater sail-boat, designed by Doug Peterson and yacht broker Jack Kelly, was well ahead of its time when it debuted in 1975.

As long-distance centre-cockpit cruiser, she has earned a reputation for speedy passages; 180-mile days are not unheard of, and the boat performs well in all wind conditions and points of sail.

Today, the Kelly Peterson 44 is considered a classic design, and Peterson sailboats can be seen in locations all over the world, especially in the South Pacific. Many have circumnavigated the globe.

• Designer: Doug Peterson
• Builder: Yu Ching Marine, Taiwan
• Numbers Built: over 200, over 600 if including unauthorised copies
• LOA: 43′ 10″
• LWL: 38′ 8″
• Beam: 12’11”
• Draft 6′ 4″
• Displacement: 30,000 lbs.
• Year First Hull Built: 1976
• Year Last Hull Built: 1983
• Ballast: 10,000 lbs. (iron encapsulated)
• Sail Area: 1,011 sq.ft.
• Fuel: 117 US Gal.
• Water: 132 US Gal.
• Engine: 62-hp Perkins 4-152 Diesel
• Bridge Clearance: 60′

The Pioneer Years

The legend goes that Jack Kelly, a yacht broker from San Diego, approached well-known racing yacht designer Doug Peterson in search of his perfect cruising boat. The vessel Peterson designed for Kelly started a story, not unlike many others in the cruising boat industry. It echoes the tales behind the Valiant 40 and Alajuela 38, for example. According to the plan, ten boats were to be built, nine sold, and the last one kept for Kelly to sail away on his journey. But a couple of hundred hulls later, Kelly was still in the boat-building business and had yet to set sail.

• 1975-1983

Kelly’s boats were built by the Taiwanese yard Yu Ching Marine located in Kaohsiung. Between 1975 and 1983, they built over 200 boats. These vessels were then outfitted in the United States or wherever they were shipped. Kelly also built an extended version of his original design, called the Kelly Peterson 46. These were manufactured between 1980 and 1990 by another yard, Queen Long Marine.

• 1979-1986

From 1979 to 1986, another Taiwanese yard called Formosa Yachts produced an extended version called Formosa 46. Eventually, this series of boats became known as the “Cheaterson” boats among the cruising community. In May 1987, Sea Magazine reported that Kelly had run into quality issues while building his original molds and had them destroyed. He then found another company to construct a second set. However, during this time, the line drawings were stolen. In the months that followed, two boats from Taiwan that bore a striking resemblance to the Kelly Peterson 44 appeared on the U.S. market.

• Building the 46s & 44s

At this point, the facts surrounding the boats become sketchy. Some say that the original builder, Yu-Ching, built an additional 400 hulls (though we are dubious about this figure). It’s likely that Queen Long and Formosa, who built the 46s, also built some 44s. And rumors abound that other Taiwanese yards got in on the act of building the 44s and 46s. This was commonplace in the Taiwanese boatbuilding industry at the time, as they had a different understanding of Western intellectual property than we did.

There are many examples of the basic Peterson hull design being used with different interior designs, such as the Spindrift 46 and the Hillyer 46. There is an estimate of over 600 of these boats in existence, including both the genuine Kelly Petersons and the copies built by competing yards.

These Bluewater sailboats were built using thick layers of hand-laid fiberglass matt and roving, with polyester resin. The thickness of the hull ranges from nearly 1 inch at the bilges, tapering to 3/4 inches at the waterline and half an inch at the deck. The integral keel encapsulates 10,000 pounds of iron ballast, which is packed with concrete. The rudder consists of a stainless-steel frame, which is packed with plywood and sheathed in fiberglass. Some of these have been replaced over time after leaks developed and corroded the stainless steel.

The deck-to-hull joint is a lip-tongue arrangement with a wood brace inserted between the joint in some areas, then fiberglassed over. The wooden brace was screwed into a teak cap rail. Particularly where long bolts holding the genoa track to the top of the bulwark protrude through into the cabin, these areas are susceptible to leaks. Non-skid gelcoat was the standard finish for the plywood-cored decks, but teak decking was an optional addition on some of them.

Although it is generally known that the construction is sound, a story claims that Kelly Peterson ran aground on a reef in the South Pacific. Before departing, the boat was towed over a hundred feet across the reef. There are variations between boats with different destinations because the original Kelly Petersons were shipped without rigs and then set up where they were delivered. The rigging and spars on Californian boats were typically LeFiell.

The construction details of the Formosa and boats from other yards may be very dissimilar from those of Kelly yachts. When Kelly’s American overseer in Taiwan found construction flaws, they were fixed when the yachts were delivered to California, and Kelly then gave the boatyard instructions on how to fix the issues in future vessels. Genuine Kelly Peterson boats command higher market prices, but current boat owners agree that use and maintenance are more responsible for their condition than the quality of the original manufacturer.

With the saloon included, the three-cabin layout down below is practical for both cruising and living aboard. Due to the three large hatches and twelve portlights, the interior is light and well-ventilated. A vee berth in the forward cabin has ample standing room, and it shares an enclosed head with a shower in the back. The saloon is a spacious, light room with a straight sofa to starboard. The main cabin dinette across from it has a two-position table that can be converted into an additional double berth. The keel-stepped mast, which is centered in the saloon, provides a secure handhold when at sea.

A well-equipped U-shaped galley with large-capacity refrigeration and a gimballed stove can be found at the port and is made possible by the offset companionway hatch. The double stainless steel sink fits well on any tack and is close to the centreline. A full-sized, sit-down chart table and electrical switch panel are located on the starboard of the galley. There is an interior passageway leading to the aft cabin on starboard that gives access to a sizable engine room that occupies the remainder of the midship beam, despite the fact that some have described it as a crawl space due to the lack of headroom. A full double berth and a separate bathroom are included in the master stateroom’s back. An additional companionway leading from the cockpit provides access to the aft stateroom. The engine and bilge are very accessible. A few boats were equipped with an 80hp Ford Lehmans, while the majority had a 62hp Perkins 4-152 Diesel.

Performance

The Bluewater Sailboat Kelly Peterson 44 is well known for its ability to make quick passages, staying true to Doug Peterson’s reputation as a racing boat designer. The maximum hull speed is 8.3 knots, and owners claim that under ideal conditions, this is achievable on all points of sail. Days with 180 miles are very feasible. The feedback at the helm is surprisingly good despite the long rudder control lines that extend from her center cockpit. She is well-balanced. Even in a blow, it is fairly simple to single-hand the boat. Additionally, she moves comfortably at sea.

Quick guide

Search for leaks in freshwater tanks. Although other yachts have replaced the tanks, these can occasionally be repaired with epoxy. Additionally, look for signs of leaks in the iron diesel tanks. Check the chain and cable for steerage for signs of corrosion.

Looking for a used sailboat for sale? Check out the Bluewater sailboat data and specs to make an informed decision. Ocean Wave Sail has data for over 10000+ boats that can help you select one to meet your sailing needs.

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From Cruising World, November 1997

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The (unbeatable) Peterson 44

To the editor: The Peterson 44 is a great cruising boat. We know this from living aboard one and putting many miles under its keel.

We came to the Peterson 44 by necessity. After three years on a full-keeled 34-footer, we needed a second cruising boat. Size and nimbleness really mattered and we were willing to give up some old-style bluewater cruising qualities to get them. It was 1995, and our yacht broker recommended the Peterson 44. She’s relatively narrow for such a big boat, deep-drafted but with a decent ballast to displacement ratio and, above all, a fast but protected underbody with a long fin keel and rudder hung on a molded skeg with an enclosed prop.

The boat he sent us to see in her slip on Chesapeake Bay was pretty tired. She had a patched rubber dinghy half-inflated on deck, and while the owner paid the yard a fortune to keep up the varnish, the engine oil was dumped repeatedly into the bilge and the smell from the blackened surfaces was unpleasant.

She was, however, perfect for our purposes — basically sound with mostly cosmetic issues. We could pay cash and so we got a great deal. Five years of hard work later, we rechristened her Oddly Enough and set sail, zigzagging from the Pacific Ocean to Australia, Papua New Guinea, Solomon Islands and finally Borneo where after 10 years of cruising we sold her.

The P-44 was born in the mid-1970s from Californian Jack Kelly’s challenge to young Doug Peterson to design a boat he would want to go cruising on. Oddly Enough , built in 1979, is one of about 30 commissioned by Stevens Yachts of Annapolis for chartering in St. Lucia. She’s classier than the early Kelly-Peterson 44s, which had wooden port rings instead of bronze ports. Chartering accelerates wear and tear, and the inferior quality of the plywood used to core decks and build interior furnishings showed up. We called the plywood “monkey wood”; the squares that made up the deck core turned to rotten mush anywhere water could seep in around poorly bedded fittings. But after we re-cored the foredeck and partially down the side decks, Oddly Enough made it halfway around the world with large portions of her aft deck still spongy.

Doug was a racing boat designer; his first successful design was the Peterson 34, a “racer-cruiser” with a more radical design than the P-44. He went on to create many well-known big racing boats, including America3 , which won the America’s Cup in 1992 with Dawn Riley on board, and Black Magic , a Kiwi boat that beat the U.S. to win the America’s Cup in 1995. It’s fitting that Doug died on June 26, 2017, as New Zealand was again winning the America’s Cup. Doug was inducted into the America’s Cup Hall of Fame a couple months before his death.

I thank Oddly Enough for never letting us down at sea. She had so much untapped reserve. In sailing speed, motoring and doggedly continuing in a sea, we rarely pushed her and she loped along easily.

After our first offshore cruise direct from the Bahamas to Maine, we headed down through the Lesser Antilles to spend hurricane season in Grenada before pushing off for the Panama Canal. We got to know Jim and Gail on the P-44 Endymion in Antigua, and as both boats were heading the same direction, I idly suggested we race. It was the glib confidence of a small-boat racer; little did I realize the consequences of tacking out against an accomplished big-boat racer. Endymion beat us on almost every between-island leg, but in the process I learned I could push Oddly Enough in many different ways and, like a cat that’s been lazing around, she sprang quietly and competently into action.

Like Oddly Enough , Endymion has been sold. I asked Jim and Gail for brief thoughts on the Peterson 44:

“We loved our P-44 of course, but it is hard to think of a particular feature we really valued. Perhaps the square cockpit with 6-foot, 6-inch benches lengthwise or crosswise for napping underway; the breakaway rudder and skeg that broke off clean at the bottom after a grounding and allowed us to steer easily to port with no serious damage or danger; backdoor access to the aft cabin. Of course we liked the low profile of the deck, except when I rapped my head in the pass-through! Then there was the feathering prop…”

We met many P-44s over the years, with names like Second Sally , Wheatstrong , Gabrielle , R Priority , Dragon’s Lair , Po Oino Roa and Fanfare . They often made us envious with their fixed-up interiors. But none beat Oddly Enough for topside sailing gear fit-out, and all had experienced leaky ports and other issues and adapted in their own ways.

Peterson 44s still ply the seas 30 years after their birth. There’s a Yahoo group that actively pursues solutions to problems. Both Jack Kelly and Doug Peterson are dead. I don’t know how long the hulls will last; fiberglass boats have long outlived their expectations.

After the race, when I asked Jim Nealon if he could have any boat in the world, he said, “I’d like to fix up Endymion the way I want and then have enough money to keep her that way.” I often thought an aluminum P-44 would eliminate the enormous amounts of teak and deck problems.

Jack Kelly is said to have gotten rid of the toolings for the P-44 when he asked Doug to design a P-46 for him. But legend lives on, and groups of Peterson owners like to indulge in rumors and tales of Cheatersons. Imitation may be a mark of respect, but I suspect it bothered Doug — the stolen plans and remakes of his designs, a number of which were poorly done and not a tribute to this great boat.

I’ve moved on to another cruiser, but if I see a Peterson 44 at anchor in some far-flung harbor, I’ll likely say to Tom, “Wow, isn’t that a beautiful boat.”

—Ann Hoffner and Tom Bailey voyaged for years aboard the Peterson 44 Oddly Enough . They are currently looking for another cruising boat.

By Ocean Navigator

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Introducing…

… our Kelly Peterson 44 sailboat “Milagros” (which is “Miracles” in Spanish). The name totally fits. It actually is a bit of a miracle how we have discovered our new home on the water. For the full crazy story about how we found her, check out our sailing blog!

A true classic

We’re proud owners of a true bluewater cruising classic, a sturdy, safe and well performing Kelly Peterson 44 sailboat. It was drawn by design pioneer Doug Peterson in 1976.

Milagros herself was built in 1978 and was the 82nd boat in this series. You can tell from her hull number #183 (Kelly Peterson 44s started with #101).

Our first experiences

As her name says she’s 44ft (approx. 13m) long. The Kelly Peterson 44 is are praised by her owners for their reliability, sailing characteristics and both her deck and interior layouts. Everything combined makes for safe and protected passages. When we took Milagros out for our first sail we had the feeling that she’s a very well-tempered and forgiving lady that sails beautifully. We’re happy to be able to share our experiences with this kind of sailboat on our sailing blog .

Entering the salon from the cockpit you’ll find a fully equipped U-shaped galley (kitchen) on portside and a large navigation table on starboard side. The main salon with its cozy and traditional layout fits four people around a large table. It also contains a couch that can be converted into a wide sea berth.

The V-berth

All the way in the front of the boat there is one of two cabins containing a V-berth that sleeps two comfortably, and one of the two heads (toilets).

The Aft Cabin

The second cabin on board is located Aft (in the back). You can find it after moving through a narrow passageway, past storage space and the engine room which is located midships below the center cockpit. It’s a true ‘master bedroom’ since it sports a huge berth in which you can sleep in any direction you can imagine. Comfyyyyyy!

Milagros has been basically rebuilt from the ground up by her previous owner in the years prior to the sale. So we’re in a comfortable position where we can start out to our voyage with a boat that is basically ready to go, altough she needs a couple of upgrades and is in desperate need of a new paintjob. Every boat owner knows that there will be surprises along the way. We’ll sooner or later see what Milagros has in store for us.

If you want to see more pictures of Milagros, head over to our gallery !

If you want to meet her in person, drop us a message and come visit us! We’d be happy to welcome you on board!

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Kelly-Peterson 46

This well-built center-cockpit cutter can take you offshore in comfort.

The center-cockpit Kelly Peterson 46 has sparked plenty of discussion among sailors who favor bluewater cutters, mostly because it’s often compared with its little sister, the popular Kelly Peterson 44 performance cruiser.

The KP46 is basically a lengthened version of the KP44, a design change that admirers agree gives the hull a more elegant sheer and some additional space below deck. Beyond that, the boats are significantly different in terms of construction quality, interior layout and sea-handling ability.

Both the KP44 and KP46 were designed by Doug Peterson, a California yacht designer who caused heads to turn when in 1973 he designed the one-tonner Ganbare, an IOR racer with an innovative fin keel and spade rudder that was widely praised for its overall appearance and sailing capabilities.  

In 1976, he designed the Peterson 44 performance cruiser for Jack Kelly Yachts. Kelly was a sixth-generation San Diegan who grew up sailing. After his Navy fighter plane was shot down in the Pacific during World War II, he was rescued and returned to duty. Upon retiring from the military he became a West Coast yacht broker, but eventually turned his attention to building boats, and his goal was to build the kind of boats his clients were always dreaming about but couldn’t find.

The KP46 was built in Taiwan by the Queen Long Marine Co. shipyard under Kelly’s close supervision. Production began in 1980 and ended in 1990, during which only 30 KP46s were constructed.

First impressions

The KP46 is a center-cockpit cutter, but unlike many boats with that deck layout, it retains an elegance often sacrificed to make way for a cockpit high off the water. Peterson designed the boat so that the cockpit isn’t raised and the overall lines of the hull at deck level remain unbroken. 

“Everywhere we go she turns heads,” said KP46 owner Emmanuel Lavoie, who is about to embark on an extended cruise to the South Pacific with his wife. “The perfect blend of traditional and modern lines creates a classic-looking sailboat. When I show people pictures of our KP46 they comment that the boat looks fast.”

Construction

The Kelly Peterson 46 hull and deck are hand-laminated, reinforced fiberglass. The deck is Airex cored between fiberglass layers and finished in teak or a nonskid surface.  The interior is constructed using teak veneer plywood and solid teak. Structural members are bonded with fiberglass to the hull and the deck. The lead keel ballast is internally bonded into place with fiberglass. The skeg-hung rudder is a high-density foam blade with a stainless steel rudderpost.

KP46 owner Brad Harley described  the boat as a great trade off between speed, stability  and  cruising  comfort. 

“Both the hull and interior design are quality and make good use of existing space,” he said. “The KP46 benefitted from the hundreds of KP44s made, and as such it’s a very polished design.”

What to look for

Like any boat, the KP46 isn’t immune to age or neglect. Addressing leaks, wear and tear, rudder problems and an outdated engine can quickly increase the cost.

“A KP46 came on the block at what I thought was a very reasonable price,” said KP46 owner Michael Tar of  Toronto. “It turned out to be in very bad condition, one owner, but an owner who fixed everything himself, in the cheapest way possible. It was a nightmare of wiring, plumbing and water-damaged interior from leaks.” 

The KP46 has a low profile and graceful sheerline. Tracks and other hardware are recessed into the deck.

“The center cockpit makes for much drier conditions and better motion for those on board,”  Tar said. “The tracks are all sunken into the deck, so there’ s much less chance of rolling your ankles.”

According to Lavoie, the secondary companionway provides access to the aft cabin, but the hatch is prone to leaks. The cockpit has a bridgedeck, a safety feature that keeps water out of the companionway. Owners note the rear lazarettes are impractically small, as is the propane locker that can hold only two small cylinders.

Owners have described the layout below deck as intelligent and brilliant. 

Harley praised the cabinetry and joinery. 

“It’s excellent, which is expected as it came out of Queen Long, which is where Hylas Yachts are made. Coincidentally, we have friends on a Hylas 44 of similar  age  and all the hardware is identical.”

Florida yacht broker Melanie Neale at Sunshine Cruising Yachts, which listed the KP46 Havana Goodtime said the layout, with a large V-berth, comfortable master stateroom aft and two private heads makes  it ideal for a family that is world cruising.

Four separate water tanks provide approximately 200 gallons of drinking water in stainless tankage. A central gray-water holding tank eliminates the need for additional through-hulls.

Down below, the master berth is aft, with private head and shower. The engine is farther forward, near centerline, with its own workbench to port, directly across from a generator on the starboard side.

The galley is to port, across from which are a chart table and locker. There’s a settee to port, across from a C-shaped dinette. 

The KP46 was originally outfitted with a variety of engines, including the freshwater-cooled, 82-horsepower Volkswagen Pathfinder Model 85 diesel. Boats that have undergone an engine upgrade often choose a Yanmar diesel. 

“Our boat was repowered with a 125-horsepower turbo Yanmar that is way oversized. I think a 75- to 90-horsepower, is the sweet spot for this boat,” Lavoie said.

Tar said he had a similar experience with Stay Tuned and repowered with a 75-horsepower turbo that is lighter, quieter and easy to service from both sides.

“The first thing I like to show people when I show this boat is the workshop just aft of the galley,”  Neale said. “There’s plenty of access to the engine and a workbench with room for tool storage is located adjacently. An overhead lazarette provides light and ventilation.”

Neale said the boat’s rig is fairly simple, adding, “It’s a cutter and so easy for a couple or singlehander.”

Lavoie purchased his KP46 in May 2019 and completed his first 1,100-nautical mile offshore crossing from Fiji to New Zealand five months later. 

“We hit 35-knot winds and 15-foot swells on our trip to New  Zealand. We never once felt unsafe, the boat just kept charging on at 8 to 9 knots,” he said. “Light air has been fine too. I wish the boat pointed a bit higher, but that seems to be  the reality of this era.”

Lavoie said the boat’s deep draft makes parts of the world harder to access. “As with all things, it’s a trade off,” he said. “My wife was attracted to the KP46 for its comfort ratio in heavy weather.”

The impeccably designed and constructed Kelly Peterson 46 cutter epitomizes the ideal offshore boat for a cruising couple or small family. 

SAILING’s Value Guide

(5-sailboat rating system)

PRICE: The price of a Kelly Peterson 46 ranges from $125,000 to nearly $160,000. (3 sailboats)

DESIGN QUALITY: The KP46 was designed  by award-winning American naval architect Doug Peterson of San Diego. (3.5 sailboats)

CONSTRUCTION QUALITY: The KP46 is known for its quality construction, built in Taiwan by the Queen Long Marine Co. shipyard under the supervision of yacht designer/builder Jack Kelly of California. (3.5 sailboats)

USER-FRIENDLINESS: Owners report the boat is easy to handle in most sea conditions and if rigged appropriately can be sailed singlehanded or with sparse crew. Michael Tar, broker and owner, said “The boat weighs close to 20 tons, so it’s not a light-wind boat, but she has more than 1,000  square feet  of sail and can still move along.” (3 sailboats)

SAFETY:   The KP46 is a bluewater cruiser with a skeg-hung rudder, cockpit bridgedeck and heavy lifelines among its many safety features. Owners commend the boat’s ability to perform in adverse sea conditions.   (3 sailboats)

TYPICAL CONDITION: The KP46 is well built but contains plenty of teak and other rare woods both on deck and below deck, which translates to more maintenance.  (3 sailboats)

REFITTING: Refitting the KP46 can be a challenge given the high-quality of original construction, particularly boats with teak decks that require attention. Most refits include replacing the original engine with a more powerful Yanmar diesel.   (3 sailboats)

SUPPORT: The Peterson Cutter Group with 589 members, the Kelly Peterson 44/46 Owners Group on Facebook and the support forum www.KP44.org offer information. The Queen Long shipyard in Taiwan where the boats were built is still in business.  (3 sailboats)

AVAILABILITY: Only 30 KP46s were built between 1980 and 1990. Three were on the market during winter 2020.  (2 sailboats)

INVESTMENT AND RESALE:   If properly maintained, the KP46 holds its value since the Taiwanese builder has a long-standing reputation for quality. The cutter already has an audience of admirers and would-be buyers.

PRICE: The price of a Kelly Peterson 46 ranges from $125,000 to nearly $160,000.  (3 sailboats)

Principal dimensions:  LOA 46’3”;  LWL 40’10”; Beam 13’4”; Draft 6’8” ; Displacement 33,300 lb.; Ballast  11,330 lb.; Sail area  1,100 sq. ft. 

General Market Price Data

$159,00 1982 California

$135,000 1982 Florida

$124,000 1986 Florida

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