Sailboat Reviews

In July 1990 we bought a 1975 C & C 33 to function as a test platform for Practical Sailor. We chose it above others for several reasons: The design seemed typical of many modern sailboats, with a fin keel and spade rudder and moderate displacement; C & C had a good reputation; and the price was right.

The Catalina 30 is a remarkable success story. We suspect that more Catalina 30s have been built than any other boat of that size anywhere in the world. While the basic boat has remained unchanged since it was introduced in1975, there have been dozens, perhaps even hundreds, of minor developments in the boat in the course of a production run that is approaching 4,000 hulls.

On most trailerable boats, when the mast is stowed for travel it is lashed to the bow pulpit and stern rail with no support at all in the middle.

Beyond the text and photos contained in a sailboat manufacturing company’s brochures, and the words of a dealer or salesperson, and absent an understanding of yacht design, discerning the actual capabilities of today’s production boats is a major task. Gone are the days of Herreschoff et. al., when the conventional wisdom held that a long, deep keel was the best method of producing good tracking, displacement produced a seakindly ride, and performance (straightforward speed) was a simple matter of adding sail area. Prior to the age of fiberglass, most yachts used similar raw materials (wood and metal), and construction methods, so those variables were not generally a consideration.

Take a cursory glance at a new 35-footer and you might easily conclude that, except for cosmetic changes, the boat is essentially unchanged from those that made their debut in 1995. But that is not the case. In contemporary designs, modifications to deck layouts, the design of creature comforts, and boathandling systems, all reflect the market's desire for easy use, as evinced by below-deck sheeting systems (X Yachts), electrically controlled stern platforms (C&C), and removable traveler systems (Etap), for instance.

Choosing an anchor best suited to your cruising style must take into account the area you are cruising, the type of boat you will be sailing, and the demands you will make on your gear. Purchasing an anchor and its chain and rode can be an expensive proposition.

Perhaps the biggest surprise during our 30,000-mile circumnavigationwas just how critical the engine is to a cruising sailboat. We motored or motorsailed almost 25 percent of the miles that passed under our keel. The engine also provided battery charging for everything from lighting to making fresh water. It drove the refrigeration system, and made hot water.

About a year ago, I read an article that warned of “the coming crash in sailboat prices.” I didn’t believe it then, and nothing has happened in the last year to make me change my mind. In fact, while no one is ready to declare that the “soft” market for new sailboats is over, there are numerous indications that sales are up, and that used boat prices are beginning an upward spiral.

Probably nothing can make or break the appearance of a fiberglass boat more quickly than the appearance of the exterior teak trim. Contrary to popular belief, teak is not a maintenance-free wood that can be safely ignored and neglected for years at a time. Though teak may not rot, it can check, warp, and look depressingly drab if not properly cared for.

When the 28’ Pearson Triton appeared on the market in 1959, a revolution began in the boatbuilding industry. Fiberglass made economical mass production of boats a reality , and helped make sailing - and boat-owning - an activity for everyman. And Everywoman.For sailors who have never known boats built of anything but fiberglass, the changes in boatbuilding that can be attributed to the prosaic laminate of glass fibers and polyester resin are hard to imagine.