pacific 30 sailboat

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• Sailboat Guide

Pacific 30 is a 29 ′ 11 ″ / 9.1 m monohull sailboat designed by Raymond Richards and built by J D Marine (CAN) starting in 1962.

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)

Dimensions, in part, from ‘Sailing Craft in Canada’; (1972); by Cliff Newman. Number built is unknown but is thought to exceed 50. Mostly seen in the Pacific Northwest (USA).

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The Pacific 30 is a 30.0ft masthead sloop designed by Ray Richards and built in fiberglass since 1962.

The Pacific 30 is a heavy sailboat which is under powered. It is very stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is originally very small. There is a very short water supply range.

Pacific 30 for sale elsewhere on the web:

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How to Sail Across the Pacific

Last Updated by

Daniel Wade

June 15, 2022

With a seaworthy vessel and the right skills, anyone can sail across the Pacific Ocean.

In this article, we'll go over what it's like to sail across the Pacific Ocean, along with how to do it. We'll also cover how to plan a Pacific sailing trip, what to bring, and what kind of sailboat is best for the trip. We'll help you understand the hazards of Pacific sailing, along with how to train for a safe journey.

You can sail across the Pacific with a properly-sized sailboat (30 to 50 feet in length), an experienced helper or two, and a well-planned itinerary. The best routes to sail across the Pacific include the West Coast Route and to Hawaii via reliable Polynesian trade winds.

This article is based on the experiences of sailors who have sailed across the Pacific. We also base our tips on information provided by sailing schools and the United States Coast Guard.

Table of contents

Best Pacific Sailing Routes

The Pacific is a massive ocean with numerous sailing routes and destinations. The Pacific also harbors multiple climates and weather conditions, so the provisions you'll need vary based on where you go.

Polynesia is one of the best regions of the Pacific to sail in, thanks to its warm and comparatively mild weather. The region is home to many popular and well-kept destinations, such as the Hawaiian Islands. Polynesia is a popular region for American sailors due to its proximity to the U.S. West Coast and its reliable trade winds.

The weather In Polynesia is warm and tropical, and the eastern part of the region is relatively safe from Typhoons. Typhoons, which are Pacific hurricanes, are the primary weather threat to Pacific sailors.

For those seeking a shorter and less tropical route, a trip along the U.S. West Coast from San Diego, CA to Vancouver, BC, Canada is a good choice. This route along the coast can extend as far south as Chile and as far north as Alaska, giving you plenty of destination choices. Stops along the way include San Francisco, Portland, and Seattle.

The longest sailing trips usually begin in the United States and navigate through the three main regions of the Pacific. Sailors who choose this route spend months island-hopping around Polynesia, Micronesia, and Melanesia. Destinations along this route include Hawaii, Samoa, Fiji, the Marshall Islands, and New Zealand. From New Zealand, Australia is just a (relatively) short distance away.

As you may expect, the accommodations on islands in the pacific vary widely. Places like New Zealand and Australia are English-speaking countries with some of the best provisions and medical care in the world, whereas many parts of the Solomon Islands are completely uninhabited.

Many Pacific islands are developing nations or sparsely inhabited, so careful research and planning are required before stopping there. It's best to locate experienced local guides and make arrangements ahead of time on some islands.

How Much Sailing Experience do I Need to Sail the Pacific?

Many sailors wonder if they have enough experience to attempt a trip across or around the Pacific Ocean. The necessary level of experience depends on who you go with and where you plan to sail.

We spoke with Alan, who's a Bay Area native with more than 30 years of sailing experience. He had the following to say.

"I had a few years (of experience) under my belt before I got out under the bridge. The first offshore trip I made was from San Francisco down to Monterey...we hit some pretty nasty chop off Pigeon Point, but all in all, it was a pretty easy run."

Alan's sailing trip from San Francisco to Monterey covered just over 100 nautical miles of coastal and offshore water. He went on to say this.

"I think it was a good introduction to the Pacific. My dad came along because he had a lot more experience than I did back then. There were a few times that I needed a hand, but I did quite a bit myself."

Alan said that the trip took about 24 hours, and he recommended staying between 10 to 15 miles offshore. Alan, who's since sailed much of the Pacific, recommends taking a one or two-day coastal trip if you're unsure of your experience level.

When asked how to tell if you're ready to make an offshore passage in the Pacific, he elaborated.

"Well, if you have to ask that question, you're probably not ready...but you know, I'd worry more about the guy who doesn't ask at all. Get out on the water on a windy day and evaluate yourself, cause at some point, you're gonna have to go for it. I doubt anyone's 100% confident before (sailing offshore), so just be smart and take some shorter trips first."

A lot of sailors seem to echo Alan's sentiments when it comes to experience. It's always better to play it safe when it comes to passage making, but you're eventually going to have to take a risk. At the very least, you should be comfortable with your boat, its handling characteristics, and your competence as a sailor.

This also means you should have experience in a range of good and bad weather conditions, and you should know how to inspect and repair your boat. Next, we'll cover some of the most important things to know before making an offshore Pacific sailing trip.

What to Know Before Sailing the Pacific

Experience is more than the number of hours you've spent on the water, though time plays an important part too. Here are the 'hard' skills you need to master to make a safe passage in or across the Pacific.

You've got to be very proficient at handling your sailboat before attempting a long offshore passage. The middle of the Pacific Ocean during a gall is not the ideal place to learn how to reef the mainsail. This means that you should make an effort to sail in a wide variety of wind and weather conditions.

Practice reefing, trimming, raising, and lowering sails while you're out on the water and rolling around. Try it on a windy day or in the cold, as these are conditions you are likely to encounter in the real world. You also need to know how to handle your boat when conditions change.

How do you prevent an unwanted jibe, and how do you achieve the best windward performance? These questions and others like it should already be answered before planning your offshore passage.

Maintenance and Repair

How handy are you with a wrench? Inexperienced sailors are often baffled by how many things can break on a sailboat, so it's imperative to learn how to maintain and fix your vessel. Familiarize yourself with the rigging, electrical, and mechanical systems on board your sailboat. This includes things like plumbing, engine components, lights, and steering.

Navigation is so important yet often neglected. Many sailors don't want to sit and study when they can be out on the water, but nobody can make a safe offshore passage without a thorough understanding of navigation.

The best way to start is by learning to navigate 'the old way' with charts. A GPS is a modern-day sailing necessity, but it's always best to be skilled with both. Charts will eventually be necessary as it is because you'll need to plot your course somewhere along the way. Navigation itself is tricky and takes practice, especially along the rocky Pacific coastline.

Precision is also essential far offshore, as minor mistakes can take days to correct in a sailboat. Do you have enough food and water to be a week off course? All it takes to make such an error is a few incorrect chart points, so take your time to study navigation before you plan your trip.

How to Prepare for an Offshore Pacific Passage

The first thing to consider when preparing for an offshore passage is your health. Are you in good shape, and do you take any medications? The best course of action is to sit down with your doctor for a thorough discussion about the risks. Don't make this decision on your own, and see if you can get a physical evaluation before departure.

If you're cleared by your doctor to make the trip, be sure to procure any medication you need in sufficient quantity. You can always have a general idea of when you'll arrive, but leave some room for human error and unpredictable conditions.

Next, it's time to evaluate the health of your boat. Have the vessel thoroughly inspected, and stock up on tools and spare parts. This includes everything from oil filters and fuses to sail repair kits and fiberglass patches.

Take a walk around and inside the boat, find all the essential parts, and think to yourself the following: "If this item broke, how much trouble would it cause me?" If alarm bells go off in your head, either replace it or store a spare onboard.

Replace wear items such as filters, pumps, bulbs, old hoses, lines, and standing rigging before departure. Also, don't forget to take the vessel on a shakedown cruise after replacing major parts.

The phrase, "if it ain't broke, don't fix it," applies when there's a hardware store down the block, but not when you're in the middle of the Pacific Ocean. Next, it's time to plan the trip itself. Start by researching wind conditions and calculate the best course and expected arrival.

Harness the Community Experience

Go online or ask around, because it's always helpful to speak with a few people who have made the trip before. If you're sailing to a popular destination (such as Hawaii), you may want to consider joining a regatta and sailing with other boats.

Also, see if you can bring another experienced sailor or two along with you. Having others on your boat (or joining a crew) makes the trip significantly safer, and social interaction can keep spirits high.

Pre-Departure

Before leaving, give a copy of your plan to trusted friends and relatives. Using satellite communications equipment, send them real-time location updates every time you stop to plot a point on your chart. In most cases, it's fine to update your friends and family once or twice per day. This keeps people in the know and helps rescue services find you should something go awry.

You'll also need to carefully stock up on provisions such as food and water. For a few weeks before setting out, it's useful to carefully record your daily food and water intake. This way, you'll; know how much to bring along. You should always carry reserve food and water, along with additional survival supplies in your emergency bag.

Safety Law Compliance

The United States Coast Guard has a right to stop you and board your sailboat whenever they want, and they often do. That means you've got to have all of your USCG-approved safety and emergency gear in good order .

The Coast Guard has a short list of equipment requirements for all sailboats above a certain length. These items include flotation devices, distress signals, a fire extinguisher, and more. You have to have all of these items to operate your boat, and they must all be in usable condition.

Check the USCG website for an up-to-date list of safety requirements. As of 2021, here's what you need to keep aboard a typical medium-sized cruising sailboat.

• Lifejackets for everyone on board (Type I, II, III, or V)
• A Type IV throwable flotation cushion
• Fire extinguisher (Type 4 B1 for boats 26-40 feet LOA)
• Sound producing device (horn, whistle)
• Vi sisal distress signal (three day and three-night distress signals)
• First aid kit
• Sun protection
• A bailing bucket
• Paddles or oars
• Anchor and sufficient chain

These items are required by the United States Coast Guard. You must have them aboard at all times when underway. The Coast Guard also requires other equipment, such as navigation lights, to be present and operational.

Tips for Sailing Across the Pacific

It's always a good idea to have foul weather gear aboard in case the weather gets bad. Foul weather gear includes waterproof clothing and non-slip sailing shoes .

Additionally, all offshore sailors should wear a harness when underway. Sailing harnesses are relatively unobtrusive, and they connect to the boat to keep you from falling off. Sailing harnesses are essential because sailboats will continue sailing even after you fall overboard.

It's also smart to stock anti-seasickness medication, as a bout of seasickness can knock the toughest captain out of action for days.

On a lighter note, an offshore Pacific passage is an excellent time to catch up on some reading. There will be countless hours of uneventful sailing that you can fill with personal pursuits, such as reading or learning a language.

If you're the artistic type, bring some paint and canvas or a film camera. You can do a lot of useful things in the middle of the ocean.

Sleeping and Collision Prevention

The final topic to cover is sleeping. This is especially important if you plan to make the journey solo. Most single-handed trans-Pacific sailors sleep a couple of hours at a time while using an autohelm to steer via GPS. They wake periodically to check their course, then go back to sleep.

Installing a radar system is a fantastic way to prevent accidents. Sailboat radar alerts the captain to the presence of other vessels, along with their names and identities. These systems can be programmed to sound an alarm at night when a large ship is nearby, allowing the sailboat captain to adjust course and give the larger vessel its right-of-way.

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

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Review of Pacific 30

Basic specs., 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 Pacific 30 is 1.52, 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 6.6 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 Pacific 30 is about 122 kg/cm, alternatively 683 lbs/inch. Meaning: if you load 122 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 683 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 Displacement Length Ratio?

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

Maintenance

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

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

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

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

We are always looking for new photos. If you can contribute with photos for Pacific 30 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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Rawson Pilothouse 30

• By Richard Smith
• Updated: July 30, 2012

Ron Rawson built some of the U.S. West Coast’s finest workboats—tough and able gillnetters, long-liners, and others that ply the waters between California and the Gulf of Alaska. When he decided to build sailboats, he wanted to continue the firm’s reputation for building seaworthy small craft and commissioned Pacific Northwest naval architect William Garden to design the Rawson 30. Between 1959 and 1985, he built 288 Rawson 30s, of which 36 were pilothouse models.

Bluff-bowed and rugged, with a long keel encapsulating 5,000 pounds of boiler punchings and concrete, the Rawson 30 was intended strictly for cruising. The hull is hand-laid solid fiberglass, while the deck is of fiberglass and balsa sandwich construction. Its bulwarks, 6 inches high at the bow, are fit for wedging in seaboots whether you’re hauling in salmon or changing headsails when thrashing to windward, and its cockpit is small, as befits a bluewater boat, while still adequate for two. Hardware is robust and simple.

Rawson added the Pilothouse model out of respect for Pacific Northwest weather. An enclosed wheelhouse is a great boon because passagemaking through these island-studded waters, with their narrow channels and swift currents, entails a lot of motoring.

The wheel and navigation instruments are located to starboard under the sloping windshield. There’s a useful table and considerable storage aft of the helmsman’s seat. To port, a comfortable dining table converts to a double berth with storage beneath.

Two steps down, to starboard, is a small in-line galley with sink, icebox, and stove. To port, a 6-foot-6-inch berth tucked under the pilothouse and a diesel heater just forward of it form a sort of inglenook—a cozy space on chilly winter cruises. The full bow provides space for a 6-foot-6-inch double berth with plenty of shoulder room. The small head contains a sink, shower, and storage.

The PH 30 is a masthead sloop with a single-spreader, deck-stepped aluminum mast supported by double lower and single upper shrouds, headstay, and backstay. A compression post is stoutly integrated into the bulkhead below. The mainsheet traveler sits atop the after end of the pilothouse. Early boats had a little too much weather helm; a stocky bowsprit was added to address it.

Rawsons have been powered by a variety of engines. When the dining table is removed, sliding hatches in the pilothouse sole provide good access to the engine and to other mechanical and electrical equipment.

It takes a little breeze to get the PH 30 going, but at 20 to 25 knots, it’s time to put in a reef and roll in a bit of genoa. In these winds the boat at first feels a little tender, but once settled down, its motion is steady. The boat tracks well and rarely takes any water over the bow or into the cockpit. In higher winds, the heeling effect makes steering from the inside helm station difficult on port tack. The pilothouse is at its best in quieter seas, on long treks, and at anchor.

It’s difficult to fault the Rawson PH 30 within its limitations. It’s slow and not very close-winded when compared with contemporary 30-foot racer/cruisers, and the pilothouse’s weight and windage make it a little tender. The side decks, to favor the accommodations, are a tad narrow, but altogether, the boat meets the requirements of all-weather cruising in the Pacific Northwest. The solid and commodious Rawson PH 30 will provide safe and exciting year-round voyaging for decades to come.

Architect Richard Smith and his wife, Beth, sail their Ericson Cruising 31, Kuma , on the waters of the Pacific Northwest.

• More: 31 - 40 ft , before 2000 , Bluewater Cruising , keelboat , monohull , Sailboat Reviews , Sailboats , sailboats classic plastic
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Choosing the Right Size Sailboat to Safely Cross the Pacific

Alex Morgan

Crossing the Pacific by sailboat is a dream for many sailing enthusiasts, offering an incredible adventure and the opportunity to explore some of the world’s most stunning destinations. Determining the right size sailboat for such a voyage is a crucial consideration. Various factors come into play when choosing the right sailboat size, including safety, seaworthiness, crew size and experience. In this guide, we will explore the factors to consider beyond size, the minimum size requirements for crossing the Pacific, sailboat design considerations, and recommended sailboat types for this expedition.

When considering the right size sailboat, safety and stability are of utmost importance. The sailboat should be sturdy enough to withstand the challenges of the open ocean and handle adverse weather conditions. Seaworthiness is another critical factor, as the sailboat should be able to navigate through rough seas and heavy swells with ease. The size of the crew and their level of experience should be taken into account, as it affects the handling and maintenance of the sailboat during the voyage.

Meeting the minimum size requirements is essential for a successful Pacific crossing. The recommended length, minimum displacement, and sufficient sail area are key considerations for ensuring the sailboat’s performance and capability to handle long passages. These requirements are influenced by the size and weight of the sailboat, contributing to its stability, speed, and maneuverability.

Beyond size, other factors should be considered when selecting a sailboat for this journey. The sailboat should be equipped with the necessary equipment and systems to ensure safety and functionality throughout the voyage. Autonomy and self-sufficiency are crucial for long passages, as the sailboat should be able to sustain the crew with sufficient resources and energy. Comfort and amenities are also important for ensuring a comfortable and enjoyable experience during the crossing.

Sailboat design considerations play a significant role in the performance and suitability for a Pacific crossing. The hull design should provide stability and seaworthiness, while the rigging and sail plan should be optimized for various weather conditions. The keel and ballast also contribute to stability and the ability to maintain a steady course.

While there is no one-size-fits-all sailboat for crossing the Pacific, there are recommended sailboat types that have proven to be reliable and suitable for long passages. Bluewater cruisers, catamarans, and offshore racer-cruisers are popular choices among sailors embarking on this journey, each offering their own advantages and considerations.

To ensure a successful Pacific crossing, proper planning and preparation are essential. Beyond selecting the right sailboat size, considering factors such as weather patterns, navigation, communication, and safety equipment is crucial. By taking these guidelines into account and making informed decisions, you can embark on the adventure of a lifetime across the Pacific Ocean.

Key takeaway:

• Choosing the right size sailboat for crossing the Pacific is crucial for safety and stability.
• Considerations such as seaworthiness, crew size, and experience should be taken into account when selecting a sailboat.
• Minimum size requirements for crossing the Pacific include recommended length, minimum displacement, and sail area.
• Equipment and systems, autonomy and self-sufficiency, and comfort and amenities are important factors to consider.
• Sailboat design considerations such as hull design, rigging and sail plan, and keel and ballast are key for a successful Pacific crossing.
• Recommended sailboat types for crossing the Pacific include bluewater cruisers, catamarans, and offshore racer-cruisers.
• Additional tips for planning a Pacific crossing should be taken into consideration for a successful journey.

Considerations for Choosing the Right Size Sailboat

When it comes to crossing the Pacific by sailboat, choosing the right size vessel is crucial. In this section, we’ll explore key considerations that will help you make an informed decision. We’ll delve into factors like safety and stability , seaworthiness , and crew size and experience . By understanding the importance of these aspects, you’ll be well-equipped to select the perfect sailboat for your Pacific adventure. So, let’s dive in and set sail towards an unforgettable journey across the vast ocean!

1. Safety and Stability

When crossing the Pacific in a sailboat, safety and stability are of utmost importance. To ensure a safe journey, it is essential to consider the following factors:

– Hull strength: The sailboat’s hull should be robust and able to withstand rough ocean conditions and potential impacts, ensuring the safety and stability of the vessel.

– Ballast: Sufficient ballast is key to improving stability, particularly in heavy seas and high winds, promoting a secure and well-balanced sailboat.

– Keel design: Opting for a deep or fin keel offers additional stability, while a shoal draft or lifting keel allows for access to shallower waters. These design choices contribute to the overall safety and stability of the sailboat.

– Heel angle: A lower heel angle inherently provides a smoother and safer sailing experience, prioritizing the safety and stability of the journey.

– Stability ratios: By considering stability ratios such as the capsize screening ratio and angle of vanishing stability, you can assess the sailboat’s ability to handle extreme weather conditions, ensuring the utmost safety and stability for your voyage.

– Seaworthiness: It is crucial to select a sailboat with a proven track record of successful ocean voyages and features that enhance seaworthiness, such as a fully enclosed cockpit or reinforced rigging. These features further contribute to the safety and stability of your Pacific crossing.

– Steering control: A reliable and responsive steering system is of utmost importance in maintaining control, especially in challenging conditions, enhancing the overall safety and stability of your sailboat.

– Emergency equipment: Ensure that the sailboat is equipped with essential safety gear, including life jackets, offshore life rafts, and emergency communication devices. These items are crucial for safety and stability during unexpected situations.

– Crew training and experience: The competency and experience of the crew significantly impact the safety and stability of the Pacific crossing. Having a well-trained crew enhances the overall safety and stability of the sailboat.

– Maintenance: Regular maintenance and inspection of all sailboat components and systems are essential. This preventive measure helps prevent failures that could compromise safety and stability , ensuring a secure journey.

By considering these factors, you can choose a sailboat that prioritizes safety and stability , providing peace of mind throughout your Pacific crossing.

2. Seaworthiness

When considering the seaworthiness of a sailboat for crossing the Pacific, keep these factors in mind:

• Hull strength and design : The hull should be sturdy and able to withstand rough ocean conditions. Look for reinforced hulls and a stable design.
• Stability in different weather conditions: The sailboat should have a stable design to handle various weather conditions, including rough seas and strong winds. Look for features such as a deep keel and a balanced sail plan.
• Reserve buoyancy and self-draining cockpit : The sailboat should have reserve buoyancy to stay afloat during heavy waves or a capsize. A self-draining cockpit is important to prevent water accumulation and maintain boat stability.
• Quality of rigging and sail handling : The rigging should be strong and able to handle wind forces. Look for high-quality materials and proper maintenance. Easy and efficient sail handling systems are important for maneuverability.
• Emergency and safety equipment : The sailboat should be equipped with necessary safety equipment, including life jackets, offshore life rafts, and communication devices. Prioritize safety and be prepared for emergencies.

Considering these factors will help ensure that the chosen sailboat has the necessary seaworthiness for a successful Pacific crossing.

3. Crew Size and Experience

• When deciding crew size for a Pacific crossing, it is important to assess each crew member’s experience and capabilities.
• For long journeys, having a larger crew can bring a wider range of skills and knowledge, which is beneficial.
• It is important to consider that a larger crew can also create conflicts and challenges in managing space and resources on the sailboat.
• As a general guideline, it is recommended to have a crew of at least three people for a Pacific crossing.
• This allows for a watch rotation system, where crew members can take turns in shifts for sailing , navigation , and maintenance tasks.
• It is crucial that each crew member has sailing experience and is able to handle navigation , maneuvering , and emergency protocols.
• In addition, crew members should also be physically fit , as long journeys can be demanding.
• To ensure a safe and successful Pacific crossing, the crew size should be determined based on the experience, skills, and capabilities of everyone on board.

Minimum Size Requirements for Crossing the Pacific

When it comes to crossing the vast Pacific Ocean, the size of your sailboat matters. Let’s dive into the minimum size requirements for this epic journey.

From recommended length and minimum displacement to sail area, we’ll uncover key factors that ensure a seaworthy vessel. But it’s not just about the boat; we’ll also explore the essential equipment and systems, autonomy and self-sufficiency, as well as the comfort and amenities needed to conquer this adventure. Get ready to set sail on the Pacific!

Recommended Length

A sailboat to cross the Pacific is typically around 40-50 feet . This size provides space and stability for long-distance ocean voyages. A larger sailboat allows for comfortable accommodations and storage for supplies, reducing the need for frequent resupply stops.

A sailboat of this length offers maneuverability and seaworthiness. It can handle different weather conditions and provide stability in rough seas, reducing the risk of capsizing or being affected by strong winds.

When choosing the recommended length, factors such as the number of people on board, the amount of equipment and supplies needed, and the desired level of comfort should be considered. A larger sailboat can accommodate a larger crew and provide more amenities, making the journey more enjoyable.

Smaller sailboats have also successfully crossed the Pacific, but they may require additional planning and consideration to ensure safety and comfort during the voyage.

Minimum Displacement

The minimum displacement of a sailboat is crucial for Pacific crossings. It specifically refers to the weight of the boat and how much water it displaces. Opting for a sailboat with a minimum displacement of 10,000 kilograms or 22,046 pounds is highly recommended when planning a Pacific crossing. This ensures that the boat can effectively handle the challenging conditions that arise during long ocean passages. A higher displacement provides more stability in rough sea conditions, which is essential for a safe journey.

In addition to displacement, other factors such as hull design, rigging, and sail plan also contribute to a sailboat’s seaworthiness. It is important to carefully consider these factors when selecting a sailboat for a Pacific crossing. By taking into account all these aspects and choosing a sailboat with an appropriate minimum displacement, sailors can ensure a safer and more comfortable journey across the Pacific Ocean. Ultimately, safety should always be the top priority when embarking on a long-distance sailing adventure.

Sail area is a crucial factor when choosing a sailboat for crossing the Pacific. It is the total area of the sails on the boat that directly impacts the boat’s performance and ability to harness wind power. The size of the sail area determines the boat’s power and speed. It is essential to strike a balance between sail area and boat size to ensure safety and stability.

For smaller sailboats (10-15 feet), it is recommended to have a sail area of 50-100 square feet , which is approximately 6-7% of the boat’s displacement. As the boat size increases, the sail area can also increase proportionally. For instance, a 36-40 feet sailboat should have a sail area of 700-1000 square feet , which would be around 1-2% of its displacement.

It is important to note that these recommendations are general guidelines and may vary depending on specific boat designs and conditions. Seeking advice from experienced sailors or boat designers can provide more accurate recommendations tailored to individual factors.

When considering sail area, it is important to prioritize safety, stability, and the overall seaworthiness of the sailboat. Striving for the right balance between sail area and boat size will ensure a comfortable and efficient voyage across the Pacific.

1. Equipment and Systems

When deciding on equipment and systems for a sailboat, it is important to prioritize safety , functionality , and efficiency .

For safety features, it is necessary to make sure that the sailboat is equipped with essential equipment such as life jackets , flares , a first aid kit , and a fire extinguisher .

Investing in reliable communication systems such as a VHF radio , GPS , and an EPIRB (Emergency Position Indicating Radio Beacon) is crucial for emergencies and staying connected.

In terms of navigation equipment, equipping the sailboat with tools like a chart plotter , compass , and depth sounder or sonar is essential for accurate navigation and avoiding hazards.

The boat should have a well-functioning electrical system, including batteries , charging systems like solar panels or wind generators , and proper wiring to power essential equipment.

To ensure access to clean water for drinking, cooking, and hygiene, it is important to install a reliable freshwater system with a water tank , pump , and plumbing .

A functional galley and cooking equipment such as a stove , oven , refrigerator , and storage space for food and utensils are necessary for cooking and food storage on the sailboat.

Considering renewable energy sources like solar panels or wind generators for power during long journeys and ensuring sufficient storage capacity is crucial for power generation and storage.

Including emergency equipment like a life raft , anchor , and emergency tiller is important to prepare for unforeseen circumstances or equipment failures.

2. Autonomy and Self-sufficiency

To ensure autonomy and self-sufficiency on a Pacific sailboat crossing, it is important to consider the following factors. Energy generation can be achieved by installing solar panels or wind turbines for electricity. Ensuring a sufficient water supply can be done by having a water desalination system or proper water storage. It is crucial to stock up on non-perishable food items and have proper storage for food. Reliable navigation instruments and backup systems should be in place to ensure smooth navigation. Having communication equipment such as satellite phones or radios is essential for emergency communication.

In addition to these factors, it is advisable to have contingency systems and backup supplies for emergencies. Regular maintenance and inspection of all onboard systems are necessary to ensure proper functioning and reliability. By being self-sufficient and prepared, safety and success during the Pacific crossing can be greatly enhanced.

Throughout history, adventurous sailors have crossed the Pacific with limited resources, relying on their skills to navigate and survive. Autonomy and self-sufficiency have always been essential, as they allow for the exploration of new lands and cultures. Nowadays, with advanced technology and improved sailing equipment, achieving even greater levels of autonomy and self-sufficiency is possible, ensuring a smoother and more enjoyable adventure across the vast Pacific Ocean.

3. Comfort and Amenities

Comfort and amenities are paramount when embarking on a pleasant journey across the Pacific by sailboat. Below are some key factors to take into account:

1. Sleeping accommodations: It is essential to search for sailboats that offer spacious and comfortable sleeping areas. Consider the layout of the cabins and the number of berths available.

2. Galley facilities: To live comfortably during the journey, make sure the sailboat has a well-equipped galley. This should include a stove, oven, refrigerator, and ample storage space for food and cooking supplies.

3. Bathroom facilities: Sailboats that have enough bathrooms with showers and toilets provide convenience and ensure the comfort of the crew.

4. Seating areas: Look for sailboats that provide both indoor and outdoor seating areas that are comfortable and conducive to relaxation and socializing.

5. Entertainment options: Consider sailboats that offer various entertainment options such as a TV, DVD player, music system, or even internet connectivity.

6. Climate control: It is crucial to have effective heating and cooling systems on board to ensure comfort in different weather conditions.

7. Storage space: Adequate storage space for personal belongings, equipment, and supplies is vital to maintain a clutter-free living environment.

8. Lighting and ventilation: Look for sailboats that have plenty of natural lighting and well-designed ventilation systems, which create a pleasant and airy living space.

Taking these comfort and amenities factors into consideration will help you select a sailboat that will provide an enjoyable and comfortable experience throughout your Pacific crossing.

Sailboat Design Considerations for Pacific Crossing

When it comes to crossing the vast Pacific Ocean, sailboat design plays a vital role in ensuring a safe and successful journey. In this section, we’ll dive into the key considerations for sailboat design when undertaking a Pacific crossing. From the hull design to the rigging and sail plan, and even the keel and ballast , each aspect holds its significance in navigating the challenging waters. So buckle up and let’s explore the essential factors that shape the design of sailboats for this epic voyage!

1. Hull Design

When considering the hull design for a sailboat, there are a variety of options to choose from. One option is a monohull , which features a single hull and a keel to provide stability. Another option is the multihull design, which includes two or more hulls, like catamarans or trimarans , to increase stability and speed.

If navigating rough seas is a concern, the full keel design is a great choice, as it offers excellent stability and tracking. For those looking for better maneuverability and speed, the fin keel design, with its shorter and more aerodynamic keel, is recommended. The bilge keel design is worth considering, as it provides good stability and the ability for the sailboat to sit upright on the ground.

Each hull design has its own advantages and considerations, and the choice ultimately depends on the specific needs and preferences of the sailor. Whether it’s the speed and stability of a multihull or the timeless appeal of a monohull, the hull design greatly influences the performance and safety of the sailboat during a Pacific crossing.

2. Rigging and Sail Plan

When considering the rigging and sail plan for a sailboat crossing the Pacific, several factors are important.

1. Sail setup: The rigging and sail plan need to handle different wind conditions during the crossing. This includes having different sail sizes and types, like the mainsail , jib , and spinnaker , for optimal performance in various wind directions and strengths.

2. Durability and reliability: The rigging should be strong and well-maintained for long-distance ocean sailing. This includes a sturdy mast and boom , reinforced fittings, and high-quality sail materials that can handle constant exposure to sun, wind, and saltwater.

3. Maneuverability and ease of handling: The sail plan should allow for easy reefing and adjusting of sails to adapt to changing weather conditions. This includes a well-designed and efficient reefing system, reliable winches and lines, and proper sail controls like traveler and adjustable backstay .

4. Safety features: A reliable and well-maintained rig is important for crew safety. This includes regularly inspecting the standing rigging, such as shrouds and stays , for wear or damage. It is also beneficial to have backup sails and spare rigging components on board.

5. Performance considerations: The rigging and sail plan should be optimized for speed and efficiency. This includes a balanced sail area, proper mast rake, and adjustable rig tension to maximize the boat’s performance and minimize strain on the sails and rigging.

By considering these factors, sailors can ensure they have a well-equipped and properly designed rigging and sail plan that enhances the safety, maneuverability, and performance of their sailboat during a Pacific crossing.

3. Keel and Ballast

The keel and ballast play a crucial role in ensuring stability and performance during a Pacific crossing for a sailboat. Attached to the bottom of the boat, the keel acts as a weighted structure that prevents capsizing and provides stability. Additional weight, known as ballast, is added to the keel to enhance stability and increase the boat’s righting moment .

Offshore sailors generally prefer a deeper keel with more ballast as it offers better stability in rough seas. To optimize performance, it is important to carefully distribute the ballast along the length of the keel, ensuring proper weight distribution and minimizing drag. When considering the size, shape, material, and placement of the keel and ballast, it is advisable to consult experts or experienced sailors. They can provide guidance in determining the appropriate keel and ballast configuration for a successful Pacific crossing.

Recommended Sailboat Types for Crossing the Pacific

When it comes to embarking on a Pacific crossing, the right sailboat can make all the difference. In this section, we’ll dive into the realm of recommended sailboat types for this epic journey. From sturdy bluewater cruisers to sleek catamarans and versatile offshore racer-cruisers , we’ll explore each sub-section’s unique characteristics and benefits. So, grab your compass, hoist the mainsail, and let’s set sail on a thrilling exploration of the sailboat types that are tailor-made for crossing the vast Pacific Ocean.

1. Bluewater Cruisers

When considering sailboats for a Pacific crossing, bluewater cruisers are an excellent choice . Bluewater cruisers have sturdy construction to endure harsh ocean conditions and heavy winds. These sailboats have excellent stability and can handle rough seas and challenging weather conditions. Bluewater cruisers have comfortable and spacious interiors , with multiple cabins and ample storage space for long passages. These sailboats have large fuel and water tank capacities , allowing for longer passages without frequent refueling or resupply. Bluewater cruisers have robust systems for water-making, power generation, and storage, reducing dependence on external resources during long journeys. These sailboats have secure and well-designed cockpits , providing a safe and stable area for crew members during rough weather or heavy seas. Bluewater cruisers have a history of successful ocean crossings , making them a trusted choice for sailors on a Pacific crossing. These sailboats offer comfortable amenities, such as larger berths, well-equipped galley spaces, and spacious saloons, ensuring a more enjoyable experience during extended passages.

2. Catamarans

Catamarans offer several advantages and disadvantages to consider when crossing the Pacific:

Advantages:

1. Catamarans provide more interior space and living areas compared to monohulls.

2. They are known for their stability, which is beneficial for long-distance ocean crossings.

3. Catamarans have shallow drafts, allowing them to access shallow anchorages and coves.

4. They have two hulls, providing redundancy in case of hull damage.

5. Catamarans offer a smoother and more comfortable ride due to reduced rolling motion.

Disadvantages:

1. Catamarans are generally more expensive than monohulls.

2. Catamarans have a wider turning radius compared to monohulls.

3. Catamarans may have limited berthing options in some marinas.

4. Catamarans may have limited heeling ability, which affects performance under sail.

5. Catamarans require wider docking and mooring spaces compared to monohulls.

Despite these disadvantages, catamarans remain a popular choice for long-distance ocean crossings due to their comfort, spaciousness, and stability.

3. Offshore Racer-Cruisers

Offshore racer-cruisers are sailboats that excel in both speed and agility , making them perfect for navigating through rough seas and various conditions. These sailboats are built using lightweight materials such as carbon fiber , which greatly enhance their performance and velocity. They are equipped with high-performance sails, advanced rigging systems, and responsive steering, all of which contribute to optimizing sail trim and ensuring excellent control.

When contemplating an offshore racer-cruiser for your Pacific crossing , it is crucial to prioritize speed and performance . It is essential to possess the necessary experience and skills to handle the boat’s highly responsive and agile nature. It is vital to account for the trade-off between speed and comfort , as offshore racer-cruisers may have fewer amenities compared to other sailboat types. Safeguarding one’s safety should always take precedence, so consulting with knowledgeable sailors or experts is advisable when making your decision.

Additional Tips for Planning a Pacific Crossing

Tips for Planning a Pacific Crossing

• Prepare a detailed itinerary and plan for your Pacific crossing. Consider weather patterns, currents, and possible ports of call. This ensures a safe and smooth journey.
• Stock up on essential supplies and provisions before setting sail. Calculate the amount of food, water, and fuel needed for the crossing, taking into account any potential delays.
• Ensure your sailboat has necessary safety equipment: life jackets , flares, emergency rafts, and communication devices. Regularly check all systems and equipment to minimize mechanical failure.
• Familiarize yourself with international maritime regulations and requirements. Have all necessary documentation, including passports , visas , and vessel registration papers.
• Communicate and register your planned route with relevant authorities, such as coast guards or maritime agencies. This helps them track your progress and provide assistance if needed.
• Stay updated with weather forecasts and monitor conditions. Be prepared to alter course or make unplanned stops if necessary to avoid severe weather or dangerous situations.
• Maintain regular communication with friends, family, or fellow sailors to inform them of your progress and location.
• Take breaks and rest when needed to contribute to well-being and alertness at sea.
• Follow environmentally friendly practices, such as minimizing waste and pollution. Avoid disposing of garbage or waste into the ocean.

Some Facts About How Big Of A Sailboat To Cross Pacific:

• ✅ To cross the Pacific Ocean, it is recommended to have a sailboat that is at least 35 to 45 feet long. (Source: Seattle Yachts)
• ✅ Small boats, such as the Piver 25 trimaran, the Nugget, and the Contessa 26 and 32, can also successfully sail offshore if they are well-designed and well-built. (Source: Seattle Yachts)
• ✅ Boat size is less important than the quality of design, construction, and outfitting when it comes to sailing offshore. (Source: Seattle Yachts)
• ✅ It is recommended to buy a newer boat, even if it is smaller, as it will have fewer issues and be more reliable for ocean crossings. (Source: Seattle Yachts)
• ✅ Larger boats, while providing advantages in terms of speed and comfort, are more suitable for younger and more experienced sailors, whereas smaller boats are easier to handle for older sailors. (Source: Seattle Yachts)

Frequently Asked Questions

How big of a sailboat do i need to cross the pacific.

According to experts, it is recommended to have a sailboat that is at least 30 or 40 feet long to safely cross the Pacific Ocean. Smaller boats are more prone to sinking and may be unsafe in bad weather conditions.

What are the advantages of a larger sailboat for Pacific crossings?

A larger sailboat is necessary for seaworthiness, storage of supplies, and overall comfort during the journey. It provides more space for necessary equipment and ensures a safer and more enjoyable experience.

How long does it take to cross the Pacific by sailboat?

The duration of the journey can vary depending on the route and conditions, but typically it takes anywhere from five to ten weeks to cross the Pacific Ocean. It is important to consider the potential length of the trip when planning and preparing for the voyage.

What is the best time to cross the Pacific in a sailboat?

The best time to cross the Pacific is during cyclone season, which varies depending on the departure location. It is important to research and consider cyclone patterns and plan the journey accordingly to ensure safety.

Do small sailboats have limitations for ocean crossings?

While it is possible for small, well-designed, and well-built sailboats to go sailing offshore, larger sailboats are generally recommended for ocean crossings. Smaller boats may be more challenging to handle in rough conditions and may require additional motors for when the wind is not cooperating.

What are some popular choices for sailboats for Pacific crossings?

For ocean crossings and long-distance cruising, boats between 35 and 45 feet are common and work well for couples. Popular choices include production boats from brands like Lagoon, Fountaine Pajot, Beneteau, and Jeanneau. Custom-built boats from brands like Oyster, Hallberg-Rassy, Najad, and Amel are better equipped for long-distance sailing.

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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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