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10 Best Sailboats for Solo Sailing (One Person)

Last Updated by

Daniel Wade

December 27, 2023

The idea of single-handed sailing or solo sailing appeals to racers and cruisers alike. But what are the best sailboats for solo sailing? Well, let's find out.

Whether you've been thinking of going for a day's sail without assistance or dreaming of a solo passage to Bermuda, the desire and the magic of venturing out alone at the sea is something that any sailor can experience. It doesn't matter if you're cruising or racing, solo sailing, of course, requires you to change your thinking as you'll be solely responsible for the entire operation of the boat. More importantly, choosing a well-founded boat is critical to solo sailing.

When sailing with a crew, things may seem a little easy because you share the responsibilities among the crew and support each other in case of anything. But what happens when you decide to venture out alone or sail single-handedly? Whatever motivates you to go out sailing solo, you should choose a good boat that you can perfectly operate single-handedly.

In this article, we'll highlight 10 best sailboats for solo sailing, their prices, their best rigs, and everything else that you might need to sail them comfortably and safely.

Table of contents

General Features of Best Sailboats for Solo Sailing

Here are the general features to look for when choosing the best sailboat for solo sailing.

The Availability of Automation Systems

The forces that you sometimes have to deal with when out sailing can be extreme, to say the least. It doesn't matter whether you're sailing solo or with a crew, it's always very important not to underestimate the power of the wind and tide. While you can do a lot on your own, having some automation systems in place is an important feature if you're planning to sail single-handedly. In other words, a good sailboat for solo sailing should have various automation systems to make your work a lot simpler.

So if you're planning to go solo sailing, it would be great to consider a boat with the following systems:

• ‍ Autopilot for steering
• Lines running aft (running to the cockpit)
• Roller furling
• Electric windlass
• Hydraulic bow/stern thrusters with remote

Stability and Ease of Use

Again, the best sailboats for solo sailing are generally not known for their speeds. This is because they typically have wide beams and short waterlines, which are vital in providing stability thereby limiting their speeds. In short, the best sailboats for solo sailing usually sacrifice speed and additional performance for ease of use and stability.

Boat Features

When it comes to the structure of the boat itself, it's important to go for a boat that is close to the water, relatively small when compared to the wave height, and has lighter ballast, especially when compared to the displacement ratio. The idea here is that these features can combine to increase the boat's performance when you're sailing solo.

Additionally, a good solo sailing boat should be designed with a flat profiled aft bottom section. This is to ensure that the boat can come up on a plane when the wind conditions are breezy or marginal.

When it comes to the best sails for solo sailing, you can go for the unique sail design that combines both a Bermuda sail and a gaff sail. This can be essential in giving you a more sail area on a shorter mast than is possible when using either a gaff sail or a Bermuda sail. More importantly, the combination of a gaff sail and a Bermuda sail not only gives you a greater sail area on a shorter and easy to control mast but can also reduce the heeling force that's common in boats with taller and narrower sails.

Still on sails, it makes a lot of sense to choose easily operated sail controls. You certainly want a sail that one person can tuck a reef in quickly and be able to easily adjust the sheets. You should, therefore, prioritize the reefing and sail handling systems.

In terms of rigs, the gaff rig is arguably the best when solo sailing. Although the Bermuda rig is the most common, especially in modern sailboats, you can lose some windward abilities because of its lower aspects. As such, you can choose to use the gaff rig thanks to its ease of use and superior downwind performance.

10 Best Sailboats for Solo Sailing

There are numerous sailboats out there that can be easily and properly handled by a skilled and experienced sailor. To make it a lot easier for you, the following boats are great choices when solo sailing. Whether you're just looking to experience how it feels to solo sail or short-handed, they all offer easy, comfortable, and safe sailing.

Jeanneau Sunfast 3200

{{boat-info="/boats/jeanneau-sun-fast-3200"}}

From the outset, it's easy to see that the Jeanneau Sunfast 3200 is designed with offshore short-handed sailing in mind. In addition to being a purist's sailing boat, this boat is a small and light boat that can be easily handled. Even better, it has the stability and strength to handle long passages and that's exactly why it was initially designed with the Trans-Atlantic race in mind.

With this boat, you can easily attain double figures in terms of speed even if you're sailing downwind. In essence, the Sunfast 3200 is designed with some of the latest technology to afford you the best strength-to-weight ratios. It has all the necessary features to allow you to easily adapt it to perform perfectly either as a cruising or racing sailboat. Some of its greatest features include the two double cabins, the chart table, a galley, and a head compartment.

This boat is particularly impressive when sailing off the wind and it's designed to ensure that it's functional and reliable even when solo sailing. This is perhaps because it's designed and set up for racing, so it can be great for you especially if you're looking for a coastal cruiser that can be easily handled.

Using the sloop Marconi can be the best way to go given that this vessel has a keel-stepped mast. Its maximum beam begins at 60% aft of the stem before extending to the transom, which can result in the sled hull being driven by a mainsail-heavy rig. This can then fly the masthead asymmetrical off a short sprit.

Given that the Jeanneau Sunfast 3200 is a very modern boat that's equipped with some of the latest boating technology; it comes with a base price of about $160,000. This is a vessel that's built by one of the world's premier builders and offers an intriguing blend of technology, reliability, functionality, practicality, and performance.

Having been the European Yacht of the Year for 2008, the Sunfast 3200 may just be the godsend boat for your solo sailing dreams.

{{boat-info="/boats/hanse-371"}}

If you're looking for a slippery cruiser-racer that's always ready to sail single-handedly, you might perhaps want to take a serious look at the Hanse 371. Introduced in 2003, the Hanse 371 is a mid-sized boat that was designed in a true blend of old and new boating technology. Thanks to its furling and self- tacking jib, the Hanse 371 becomes an instant single-handed sailing vessel that takes much of the strain out of your solo sailing adventures. That's not all; this boat is more popular as a result of its autopilot system. Press a few buttons and you'll be ready to go.

Although it's a little bigger and not one of the smallest boats out there, it can be a great option if you're planning to sail solo but on a vessel that offers a tremendous amount of space. Whether you love a boat with a shallow or deep center of gravity, the Hanse 371 has a commendable large galley and a spacious cabin layout.

Everything about rigging this boat is designed to be easy. Again, the jib on a roller furler is self-tacking. In essence, everything is standard and easy to use, which makes this boat a dream when sailing single-handed.

Already a classic that's known for its stylish interior, timeless look, and ultimate performance, the Hanse 371 is a coveted vessel that may cost you around $60,000.

Hunter Channel 31

{{boat-info="/boats/hunter-channel-31"}}

Launched in 2001, the Hunter Channel 31 is structured with a hull and keel design that makes it easy to sail single-handed. This is a British-made vessel that has steadily moved from the racing scene to become a well-respected cruiser, especially among the solo sailing community. Thanks to its faultless handling and impressive turn of speed, the Hunter Channel 31 provides near uncomplicated sailing without losing its impeccable handling features.

Its well-balanced hull shape can either be structured with a low or deep center of gravity. It also has an efficient twin keel to give it more stability, which is perfect for solo sailing. This is, without a doubt, one of the main reasons why Hunter Channel 31 has proved popular among solo sailors trying to sail across narrow channels.

The Hunter Channel 31 is also designed with a great standard deck layout, as well as a non-compulsory self-tacking jib that comes with a single line mainsail reefing. That's not all; the tiller steering is also efficient if you're sailing single-handed as you can steer it with your legs while trimming sails.

It should, therefore, not come as a surprise that owners of the Hunter Channel 31 keep them for a long time, so finding them on the market will be a long shot. But if you're lucky enough to find one, you'll be getting a great vessel that will never let you down if you want to sail solo.

Like many Hunter designs, the Hunter 31 can be fractionally rigged given that it has a relatively large mainsail to give it a more sail area in light winds and a small headsail with a lower sheet load. In other words, you can efficiently and easily reef from the cockpit.

At about $35,000, the Hunter Channel 31 is quite affordable and is a great bargain in its category.

{{boat-info="/boats/j-boats-j109"}}

The J/109 is unquestionably one of the best single-handed or double-handed sailboats that money can buy. Whether you're looking for a coastal cruiser or a long-distance single-handed vessel, the J/109 will rarely disappoint. That's essentially why its single-handed offshore capabilities remain popular with sailors looking to make North Atlantic crossings.

Even though it is widely categorized as a planing sailboat, this vessel is too heavy for simple planing. Instead, this is a superb boat that offers an all-round performance. It doesn't matter whether you're solo sailing or sailing with a crew, its performance is always top-notch.

Thanks to its asymmetric spinnaker, you can easily jib it from the cockpit, especially in light wind. But when the wind is on the north of 20 knots, you can pole out the jib to give you a quick downwind speed. No matter which type of rig you choose to use, the J/109 offers a fair degree of control.

In terms of price, the J/109 is one of the relatively expensive sailboats out there, though this is compensated with the high standard equipment and outstanding quality of construction. For about $58,000, you can get a great boat that offers excellent solo sailing adventures.

West Wight Potter 19

{{boat-info="/boats/west-wight-potter-19"}}

Designed for safety and easy handling, the West Wight Potter 19 is a great sailboat for solo sailing. Although its name might not be one of the catchiest in the sailing scene, it's been around for over three decades and is steadily becoming a popular pocket cruiser. The original design draws inspiration from the U.K. but is currently built by the International Marine in California.

Over the years, this boat has seen several improvements even though its original look and features still attract a large and dedicated group of followers. This is not only a tough little boat but its hard-chine hull offers incredible stability. This makes it a very easy and ultimately forgiving sailboat. Whether you're looking to sail from California to Hawaii or across the Atlantic, the Potter 19 is outstanding for solo sailing.

This is a Bermuda-rigged sloop. Its sail plan is huge enough to propel the sailboat in various conditions. This makes it a perfect single-handed boat as you can easily set it up or take it down with no special equipment.

This is a remarkably affordable boat. At around $5,000 you can get a superb solo sailing sailboat. But if you want a new Potter 19 with additional features, you could pay about $25,000.

Beneteau 31

{{boat-info="/boats/beneteau-31"}}

As a small cruiser keelboat, this French-designed boat is primarily built of fiberglass and is perfect if you want a vessel that's great for solo sailing while still offering maximum space for comfort. Its galley is equipped with superb stowage and counter space and even a sit-down navigation station with a small table.

Maneuvering this boat under power is quite easy and is well worth it for any solo sailor who is in the market for a coastal cruiser.

It has a fractional sloop rig, which makes in-mast furling a great option. This makes it easy to handle but also powerful in light winds. If you're sailing the boat off the wind, bow pulpit and an optional asymmetric cruising chute can keep things lively.

The new 31 can cost around $115,000, which is quite expensive but certainly worth it if you want to cruise the world in this French masterpiece.

Catalina 315

{{boat-info="/boats/catalina-315"}}

This is a nifty pocket cruiser that raises the quality bar for solo sailors with extreme comfort and performance. With just a 9.45 meter hull, the Catalina 315 has more internal room than most classics and remains superb for solo sailing.

Although it's a much bigger boat, it has little but significant features that make all the difference. For instance, the split backstays are great for balance and functionality. This is one of the main reasons why it won the Cruising World's 2013 Boat of the Year Best Inshore Cruiser award.

With a masthead sloop, rigging the Catalina 315 is a lot easier as it is equipped with both an in-mast roller furling mainsail and a roller furling genoa.

Even though the Catalina 315 will exceed your expectations when sailing solo, it's a high-end sailboat that will cost you north of $175,000. But if that seems expensive, you can look for a used model, which will cost you slightly lower.

{{boat-info="/boats/vanguard-laser"}}

A boat that has become a staple in the Olympics Games, the Laser may be simple and small but a real-go to boat if you want a vessel that will rarely let you down for your solo sailing escapades. As one of the world's most popular single-handed sailboats, its main feature is its sheer simplicity. This might not be the best boat for you if you love those fussy, big boats. But if you're looking for an amazing boat with a two-part free-standing mast and a sleeved sail, the Laser should be on top of your list.

The fact that it has a lightweight hull and is easy to rig makes it one of the most popular racing sailboats in the world with over 200,000 boats in over 140 countries. This is undoubtedly a perfect boat that's specifically designed for solo sailing.

This boat can be rigged using various rigs, so you should go with whatever works for you. We, however, prefer cat rigging the boat since it has no headsail and only has one mainsail. This is a boat that is designed for speed, particularly in high winds. It's also easy to set up, which makes it a marvelous option for solo sailing.

For around $7,000, this is probably one of the most affordable solo sailing sailboats you could ever get your hands on. You should, however, keep in mind that its price may widely vary depending on their availability in your area.

{{boat-info="/boats/oday-rhodes-19"}}

A real classically-styled sailboat, the Rhodes 19 is an ideal family daysailer that can be perfect for you if you're a spirited solo sailor. Whether you're planning to sail in heavy weather or fast, the Rhodes 19 is designed with a forgiving hull and is an accomplished heavy-weather performer. For over 5 decades, and with more than 3,500 boats built, this sailboat has proven time and time again that it has the characters for both beginners and experienced sailors.

With a low center of gravity, this boat remains a classic beauty that's very fast, easy to trailer, and will get many compliments whenever you're solo sailing. No wonder it is still actively raced throughout the United States.

A simple sprit rig can work greatly on this boat but you can also consider Bermuda-Rigged sloop, which is efficient in propelling the boat in various wind conditions.

Its price may vary depending on your location but something around $20,000 will get you a sailboat that's still in tip-top condition.

{{boat-info="/boats/dehler-29"}}

If like most Americans, you have a soft spot for finely engineered German automobiles, the Dehler 29 can be a great option for your solo sailing escapades. Even though the Dehler 29 hasn't attracted a huge following in the American shores, it remains an excellently-structured German sailboat, especially for sailors looking for a stable, agile, adaptable, and comfortable sailboat.

Whether you enjoy a smooth and solo cruise on a breezy afternoon or is energized by speed, the Dehler 29 is one of the most adaptable sailboats. This is certainly why it has received numerous accolades in the boating scene including the 1998 Cruising World Magazine Boat of the Year, as well as Sailing World Boat of the Year award.

Given that it's a single-handed sailboat, you can tiller steer it and cat rig it with ease to give you easy maneuverability, confidence, and absolute versatility.

With powerful dynamics and maximum safety, the Dehler 29 is one of the best German-produced sailboats that will set you back around $55,000.

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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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• Sailboat Reviews

C&C 29

Produced in two decidedly different versions, this boat sold well behind the c&c name. the original mk i design was a good light-air boat, but was a handful in heavy air..

The story of C&C Yachts is a boating industry epic. The company was founded when designers George Cuthbertson and George Cassian got together with three boatbuilders in 1969 to capitalize on their joint racing success (Red Jacket, a C&C design built by Erich Bruckman and the first balsa-cored racer ever, won the 1968 SORC). Ian Morch and George Hinterhoeller were the other originals. Few sailboat manufacturers have ever achieved such dominance.

Focusing on the racer/cruiser ideal, a reputation for fairly sophisticated construction, and continued race course success (their Redline 41 Sorcery was the last production SORC winner until the late ’80s), the Canadian aggregation grew to own manufacturing plants in three countries and an estimated 20 percent of the US sailboat market. Along the way it offered up a flotilla of well-accepted dual- purpose designs (plus one or two “anomalies” like the ugly-duckling Mega 30) and brought corporate purpose and polish to the “cottage industry” of producing sailboats.

However, recession in the ’80s, competition from a used-boat market (very much of its own making), unfavorable currency fluctuations, and finally a hostile takeover which removed Cuthbertson, last of the founding principals, sent the giant on a downward spiral. Through ownership changes and even receiverships the name (and curtailed production) limped on. Then a fire in 1994 destroyed 40 molds and three near-complete 51-footers. Finally Fairport Marine, the parent company for Tartan Yachts, bought “the name and a few molds” in 1997. Says Tim Jackett, chief designer and general manager at Tartan, “It was an opportunity to take advantage of C&C’s reputation for performance.” He has since introduced two new C&C boats of his own design. “We’re excited that we’re going to have a separate start for a fleet of our C&C Express 99s at Key West this winter,” Jackett reports. (For a review of the new C&C 99, see Practical Sailor’s June 2003 issue.)

From beginning to end (with the exception of its “pure cruising” Landfall series) C&C put racing potential first. That led to hull forms colored by various rating rules, but it has also meant boats with healthy sail area for their displacements; weight-conscious construction; efficient, controllable rigs, and optimized hydrodynamics. Some, like the 30, 35, the 40, and the most-popular C&C 27 (over 1,000 built) have become “classics” and remained remarkably competitive. Others, the C&C 29 among them, were less popular.

The problem with the 29 may have stemmed from difficulty of replacing winners like the 27 and 30, or from being a “transition” between the CCA archetype and the IOR hull form, or from her departure from the “all-round boat” performance model. Whatever the causes, however, they led to a Mark II version that was, in reality, an entirely different boat. The original 29, introduced in 1976, was 29′ 7″ overall. The new boat, launched in 1983, was over a foot shorter. This wasn’t the result of a chopped transom or a plugged mold: The MK II version was narrower (by 11″), lighter (by 800 lbs.) and carried considerably less sail. Thus, while used boat listings will all say “C&C 29”, the distinction between MK I and MK II is much more important in this case than with most other manufacturers and models.

Design The MK I version of the 29 grew out of a management directive to “make our little boats more cost-effective to build.” The resulting 29 was a lighter (by 500 lbs.) and cheaper (700 lbs. less ballast) alternative to the 30. Says Hank Evans, one-time C&C sales manager, “The thinking was to take some of the volume out of the underbody and put it in the topsides, thus reducing wetted surface… This volume was placed above the waterline in rather extreme topside flare. This produced a beamy and roomy interior above the waterline where the space was used for living and storage.”

The “rather extreme” topside flare noted by Mr. Evans is now fairly commonplace.

The new boat was virtually as “liveable” as the 30 that she was meant to replace. However, Evans remembers, the 29’s hull shape “produced a boat that was ‘tender’ at the dock and initially under sail. As the boat heeled the flare became immersed and the boat stiffened markedly. It is actually hard to get the windows of the MK I wet. Unfortunately, as the boat heeled and immersed all that topside flare, the unwanted drag not only slowed her down, it tended to push the bow to windward. That, combined with the rudder becoming less effective (even coming out of the water at times) at greater angles of heel, caused unintentional and undesired round-ups.”

Evans says that the original 29 was one of Cuthbertson’s least favorite designs. “While the 29 was a great success (over 600 sold) with many one- design fleets, and is a pretty good-looking boat, it left a lot to be desired from a design standpoint. It was very fast and nicely balanced in light and moderate air, but the only way to sail her in a breeze is to ease the traveler all the way down and carry the main almost fully aback. Racer/cruisers are not generally intended to be sailed like dinghies.”

A common modification to the MK I 29, especially in heavy-wind areas like San Francisco Bay, is a C&C-designed, 500-pound “shoe,” permanently affixed to her original keel.

“The 29 MK II is a totally different boat,” says Evans. “The two boats have nothing in common but their names.”

The MK II version relies more on ballast than shape when it comes to stability. Though her lead fin weighs the same 2,700 lbs. as her predecessor’s, it’s thicker, straighter, and attached to a deeper stub. In addition to a ballast/displacement ratio improved from 36 to 40 percent, the new boat thus has a decidedly lower center of gravity. Though she is narrower (9′ 5″ beam vs. 10′ 4″) the MK II offers effective form stability due to relatively hard bilges that are carried well fore and aft of her midpoint. U-shaped sections in her forefoot, smooth waterlines, and a “skeg/bustle” leading into the rudder also give her an underbody that helps to smooth out the “crankiness” that characterized the MK I’s performance in a breeze.

Some of the other differences reflect racer/cruiser evolution over the decade separating their design. The MK II has a larger mainsail which, says chief designer Rob Ball, “makes her more effective in puffy conditions.” Her keel is a retreat from the shark-fin profile evident in the MK I, toward a higher-aspect/more vertical planform. Ball explains: “The theory is that you can keep cutting drag by sweeping the keel aft without affecting lift that much. The tank said the shark fin was the way to go. Our boats have always done well off the wind and in light air, but when the ‘Peterson-style’ (vertical trailing edge) foils came along, they proved very fast upwind in a breeze. We moved in that direction to stay competitive, but we did it before we explored the swept-back keel as much as we wanted. Still, there’s no doubting that you can make a straight-edged keel thicker and thus have room for more ballast.”

The MK II’s rudder is also deeper and has a higher aspect ratio than the less effective blade on the first 29.

C & C yachts have been distinguished by a sharp, aggressive, and functional aesthetic from the outset. The two 29s are good examples of the “look of speed” that was a C & C hallmark. But there are subtle differences: With a longer bow overhang, boxier transom, and “scattered” window treatment, the first 29 clearly dates from an earlier time. With a curvier sheer and higher bow, a jaunty counter, and house windows streamlined for effect, the MK II looks much more modern.

Construction Both C&C 29s were built of solid fiberglass with balsa-cored decks. Part of C&C’s pioneering (in addition to balsa coring) was in the use of fiberglass “pans” or structural grids built into the boat to both locate furniture and help distribute working loads. Says Rob Ball, “We’ve used many different forms of grid. We began with a combination of fiberglass with wooden furniture, went more toward an all-glass structure, went back to wood due to market pressure, and finally arrived at inserting the grid and taping and foaming it in place while the hull is still in the mold. Grids, in any case, demand a lot of precision in both molding and assembly.”

The two 29s have very similar grid systems. They extend above the waterline to seat level. Additional furniture is built in and bulkheads are taped and tabbed in place. These bonds, though they may be hidden behind furniture or beneath a headliner, are critical. Checking them should be a first priority with any used boat survey. One owner of a 1979 boat, in fact, reported separation between his hull and the bulkhead supporting a chainplate.

Over the years, laminates have gotten thinner as builders have come to trust more in the properties of their materials. Still, in 1982 the MK II exemplified the sort of robust lay-up that could make interior reinforcing grids seem almost irrelevant: Behind the gelcoat are two 1.5-oz. layers of chopped matt. That is backed by Fabmat, a bi-axial blend of 1.8- and 1.0-oz. matt. Over the “impact area” of the forward third of the boat are arrayed 4-mm plies of Coremat. Additional 1.5- oz plies and another layer of Fabmat are added in the way of the keel, and further layers of Fabmat are used to counteract local loads. Enough MK I owners reported blistering to suggest that it was a significant problem with the older boat, though none reported the pox as catastrophic. A single owner reported “just a few” blisters with the MK II.

Decks on both boats were also built in much the same way. They were cored with 1/2″ end-grain balsa. In areas where hardware is attached, the coring was 1/2″ plywood. A flange of solid glass 6″ wide encircles the deck molding and facilitates the hull/deck attachment. That is done by placing the deck on an inward-turning flange of the hull, sealing the joint and inserting a vinyl rubrail, then bolting the two parts together through a full-length slotted aluminum toerail—another C&C hallmark.

A problem with the MK I has been the mast step. It’s a wooden block, and many owners report having to replace it due to rot.

C&C glasswork has generally been rated above average, but owners of both models have registered complaints about gelcoat crazing and small cracks on the cockpit sole and in the area of winches.

Accommodations Though they have been cruised widely, neither 29 approaches “liveaboard” standards of comfort. The MK I layout is straightforward—a quarterberth and nav station to port, galley to starboard, saloon amidships, a full-width head, and a forecabin that, according to one owner, is “somewhat cave-like.”

Most owners find their boats ideal for a couple and say that space becomes more of a problem with each additional shipmate. Recognizing the limits of a boat under 30 feet and one designed primarily for racing, the majority of early 29 sailors say things like, “We love our boats and cruising in them.”

Still, there are various specific complaints: “The table’s in the way.” “The guy who designed the head door obviously never had to use it.” “What the hell do you need the sink forward for?” “The berths are too short and the overhead is too low.” “There’s no hanging locker.” “The ports leak.” “The deck leaks.” “She needs more tankage.”

The shorter, narrower MK II has no nav station (though a clever swing- down cutting board might be a suitable substitute). The galley is cramped by the companionway stairs, but a bulkhead table opens up the saloon, and there is a hanging locker.) Ventilation (via an overhead port just aft of the mast) is improved, too. Siting the forehatch in the forward slope of the house also improves airflow.

The early 29s were powered by Atomic-4 gasoline engines. The switch to diesel came well into the MK I’s production run. Even using the tidy Yanmar 2 GM, space in the engine compartment is tight and access inconvenient on both boats. While sound insulation appears adequate one owner calls his engine a “clunking, vibrating annoyance, to be used as little as possible.”

The combination of a balanced spade rudder, fin keel, and standard two-bladed prop gets poor reviews for backing with control, and several owners complained that similar-sized auxiliaries were “much faster than we are under power.”

Conclusions In summing up his feelings for his 29 (MK I) Hank Evans says, “Quality and design pay over time.” That’s a catchy mantra, and many owners indeed report that their ancient 29s are “faster, better-looking, and more admired” than more modern competitors.

It’s certainly true that, amidst a host of very similar-looking boats churned out by many builders during the high-volume production years of a couple of decades ago, both the MKI and MK II versions of the C&C 29 stood out from the crowd. They didn’t, in our opinion, stand out entirely on their own design merits, but partially because of the reputation established and trails blazed by the C&C company. Even after all these years, that name commands respect—Tim Jackett and his fellows at Fairport/Tartan were wise to acquire it.

Between the two different versions, more than 1,000 C&C 29s were sold. That’s a success story for any production sailboat.

At press-time, there are 31 listed at www.yachtworld.com, in both versions, by brokers countrywide. Asking prices vary widely, between about $15,000 and $30,000. There doesn’t seem to be a strong correlation between version and price, or even engine type, although listings show several boats that have been converted from the Atomic-4 to Yanmar or Universal diesels.

There are several excellent websites developed by and for C&C owners. Try www.cnc-owners.com and www.cncphotoalbum.com , and from there follow links to other devoted sites.

Also With This Article “C&C 29 Owners’ Comments.”

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Columbia 29

Columbia 29 is a 28 ′ 6 ″ / 8.7 m monohull sailboat designed by Sparkman & Stephens and built by Columbia Yachts between 1961 and 1965.

• 10 / 21 Norfolk, VA, US 1984 Columbia 29 $15,000 USD View
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• 21 / 21 Norfolk, VA, US 1984 Columbia 29 $15,000 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 :

From the prestigious drawing board of the Sparkman and Stephens office, the Columbia 29 was introduced by the Glas Laminates Company of California who were producers of fiberglass camper tops, shower stalls and chemical toilets. The first hull was laid up in 1961 and introduced to the market the subsequent year. The Columbia 29 was successful enough for the company to form Columbia Yachts Corporation and adopt the Columbia name for its entire line of subsequent boats, the company eventually became the highest volume producer of fiberglass yachts by 1967.

Primarily designed for coastal cruising the Columbia 29 is easy to sail and has reasonable comfort for its size. The boat has sleek lines and good performance for her era.

According to the sales material of the time, the boat can sleep 6 (at a pinch) having two quarter berths, a forepeak double, and a convertible dinette. The boat came standard powered by an outboard motor operating within a cockpit well, there was an inboard 8hp Atomic 4 gasoline engine as an alternative option. Early models had 3120 pounds of ballast which got bumped up to 4,100 pounds in later models before the introduction of the MkII. In total 304 MkI hulls were built between 1961 and 1967.

The boat appears in Atom Voyages list of proven boats for offshore voyaging so we’ve included it here. We’ve heard that construction quality was good through to the end of 1967 where quality started to decline. Most of the tabbing was glassed over marine ply which becomes saturated over time.

By 1967 a MkII version was introduced which shared the same hull, rig and sail plan as its predecessor, but a redesigned trunk cabin to keep it cosmetically inline with the rest of Columbia range of sailboats.The new cabin featured a one-piece fiberglass headliner. They also retained the extra 1,000 lbs of ballast which was added to the late MkI models. A total of 383 MkII hulls were produced between 1967 and 1969.

Defender 29

A raised deck version was built as the Defender 29, which offered more interior room and a flush deck. Though some may cite higher freeboard at first glance as a disadvantage, the overall windage when compared the equivalent Columbia 29 cabin profile is actually reduced.

Links and Further Reading

» Columbia 29 specifications and details at the Columbia Yachts Owners Association » Columbia Yachts Yahoo Group , information and owner discussions. » Heart of Glass: Fiberglass Boats and the Men Who Built Them by Daniel Spurr, a short history of Columbia Yachts (p182)

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Typical Specifications

LOA: 29’ BOA: 8’6”

For detailed specifications, contact us today.

IN STOCK:  Due to continued popularity, the 29 Defiant is often kept in stock and may be available for accelerated delivery. Find out more .

Metal Shark’s 29 Defiant combines crew-friendly features with a nimble, robust, globally proven hull design. Hundreds of 29 Defiants are in service worldwide with a continually growing list of operators, including US and foreign militaries, state and local law enforcement agencies, fire departments, and commercial entities. The vessel is available in multiple configurations and propulsion types including open and closed bow, standard cabin and short cabin, twin outboard, twin stern drive, and twin inboard diesel water jet. Like all Metal Sharks, each 29 Defiant is fully customized to meet the specific requirements of the operator. This popular and proven global platform continues to gain popularity thanks to its highly versatile and practical layout, ride and handling, and proven durability. 29 Defiant patrol boats are in service with over a dozen militaries across the Americas, Africa, Asia, the Caribbean, Europe, and the Middle East.

Hull Design

Deck Layout

Short-Cabin Configuration

Performance

Twin Diesel Waterjet Configuration

Twin Diesel Stern Drive Configuration

The 29 Defiant Short Cabin version shown here was built for the New York City Department of Environmental Protection. Powered by twin Volvo D4-225 diesels and stern drives with duo-props, this package provides outstanding low-end torque and slow-speed stability, yet still delivers nimble handling at speed. This setup also costs less than the water jet package, while still offering diesel reliability and operating economy. Additional features shown on this vessel include full-height aft cockpit safety rail, aft davit, and oversized pusher knee. 

Fireboat Configuration

The 29 Defiant platform is popular among firefighters for its size, performance, and versatility. Easy to trailer and easy to handle, the 29 Defiant fireboat is available with open or closed bow, standard cabin or short cabin, and the full range of propulsion systems including twin outboards, diesel stern drives, or diesel water jets. To learn more about the 29 Defiant fireboat click here . 

US Coast Guard RBS-II Configuration

In addition to its prominent role among state and local law enforcement agencies, fire departments and foreign militaries, the 29 Defiant is the platform for the US Coast Guard’s Response Boat – Small (RBS-II).

In the interest of improving safety and versatility for its next-generation response boat, the Coast Guard presented Industry with a challenging set of criteria. In addition to typical requirements such as speed, range, capacity, sea state operation, etc., the Coast Guard placed heavy emphasis on the following:

• Weight Savings: The vessel was required to weigh less than 10,000 lbs., on a trailer, full of fuel, in order to stay within the legal towing capacity of the (now-retired) government-issue 2500 Suburban tow vehicles.
• Visibility Requirements: Visibility was of paramount concern to the USCG. Accordingly, pilothouse visibility requirements included less than 10 degrees of total obstruction and 2 degrees in any direction.
• Large, Opening Windows: The vessel was required to offer a configurable cabin for a crew of five enabling all-weather operation in the frigid environments of the north as well as the hot southern summers, all without the use of an HVAC system.
• Maintenance Accessibility : Unlike the previous-generation RBS and other USCG platforms, it was mandated that entire inside of the RBS-II, hull and cabin was required to be quickly accessible for maintenance with only basic hand tools.
• C-130 Transportability : The RBS-II and trailer were required to meet the size and weight requirements for aerial transport.

Metal Shark’s engineering team met this challenge head-on. In 2011, Metal Shark’s design was chosen by the USCG as one of two finalists from a field of seven competing builders. These two vessels were built and sent to Charleston, SC for head-to-head testing by 20+ USCG members from around the country. Metal Shark’s design was selected, and from 2012 through 2019, Metal Shark worked hand in hand with the USCG, building, testing, and delivering 370 RBS-II vessels.

29 Defiant features unique to the USCG variant include a custom window system allowing the side and aft windows to quickly drop into the hull, converting the vessel from a full cabin to an open boat and enabling all-weather operation from Alaska to Key West and beyond. Other USCG-specified features include economical 225-HP Honda outboards, a custom cabin arrangement with special shock-mitigating seats, port steering, lightweight quick-access interior panels, elimination of foam-filled hull, and more.

USCG decision makers have consistently praised Metal Shark for its quality, flexibility, and ability to maintain schedule, recommending Metal Shark for similar requirements in the future. Metal Shark is proud of its ability to consistently meet incredibly complex requirements. We look forward to continuing our strong relationship with the United States Coast Guard in the years ahead.

For more information about the Metal Shark 29 Defiant, Contact Us today.

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29 ft Sailboat - boats - by owner - marine sale - craigslist

Heavy-duty 29' Cascade hull with custom cabin. Very thick, hand-laid fiberglass hull with fiberglass-sheathed wood constructed cabin. 6'6" headroom in main cabin, 8' long cockpit, wheel-steering,...

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30 Ribco 2025 Boat For Sale

Asking price: $249,000.

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Last updated Aug 26, 2024

30' Ribco 2025

NEW 2025 Ribco Venom 30

With a newly developed hull with two steps she is amazingly efficient and fast without losing under any condition the comfort and the sea keeping ability. The deck is also new with a lot of room for the segment. A big bow sunbed, a WC, a T-Top from carbon fiber with a floating design and a rear facing couch with ice fridge on the stern are some of the features of the boat.

Twin Mercury 225GPS Raymarine 9" w/ Map and SounderVHF Raymarine 260Fusion Apollo Marine Audio/MP3 3x SpeakersConsole Removable Soft Bimini TopDeck Wash SystemLED Exterior & Interior Lighting throughoutUnderwater LightShorepower + Charger

Denison Yachting is pleased to assist you in the purchase of this vessel. This boat is centrally listed by MC Yachts RMK Merrill-Stevens.

Denison Yacht Sales offers the details of this yacht in good faith but can’t guarantee the accuracy of this information nor warrant the condition of this boat for sale. This yacht for sale is offered subject to prior sale, price change, or withdrawal from that yacht market without notice. She is offered as a convenience by this yacht broker to its clients and is not intended to convey direct representation of a specific yacht for sale.

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30' Ribco HIGHLIGHTS

• Yacht Details: 30' Ribco 2025
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• Asking Price: $249,000

30' Ribco additional information

• Beam: 9' 0''
• Hull Material: Fiberglass

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Bayesian maker says crew should have had time to rescue passengers

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Marianna Giusti in Porticello

Roula Khalaf, Editor of the FT, selects her favourite stories in this weekly newsletter.

The manufacturer of the superyacht that sank off Sicily, causing the deaths of UK tech entrepreneur Mike Lynch and at least five others, has said the boat was “absolutely safe” and the crew should have had time to evacuate the passengers.

Giovanni Costantino, chief executive of The Italian Sea Group, which owns several boat brands including the yacht’s builder, Perini Navi, told the Financial Times that the Bayesian “was designed to be absolutely stable and carry . . . the world’s second-tallest mast”.

“The boat sank because it took on water,” Costantino said, suggesting that proper procedures were not followed.

He suggested the large opening just above the waterline on the stern, which pivots down to make a bathing platform and launching point for small boats, may have been open and become flooded, and the same might have been true for another waterline opening on the side.

Italian and UK authorities, which are investigating the circumstances of the incident , have not said when the boat started filling with water, whether vulnerable hatches were open, or whether the crew started the engine and tried to manoeuvre out of danger.

Video description

CCTV footage of the Bayesian sinking during a violent storm

The Italian coastguard has said divers had found no breaches in the hull and the mast was intact. The vessel — a 540-tonne, British-registered yacht designed by Ron Holland and built in 2008 — was resting on the seabed on its starboard side.

James Cutfield, the Bayesian’s skipper, did not immediately respond to the FT’s request for comment. His brother told the New Zealand Herald that Cutfield was “a very good sailor” and “very well respected” in the Mediterranean.

Costantino said it took 16 minutes from the time the boat was caught by the wind and started dragging its anchor near Porticello before it finally sank , which should have given the crew time to secure the vessel and save the passengers. 

“The torture lasted 16 minutes. It went down, not in one minute as some scientists have said. It went down in 16 minutes,” Costantino said. “You can see it from the charts, from the [Automatic Identification System] tracking chart.”

The FT has verified that AIS data is consistent with Costantino’s timings, but it is not possible at this stage to confirm his belief about what may have happened during that period.

“The captain should have prepared the boat and put it in a state of alert and of safety, just like the boat [Sir Robert Baden Powell] anchored 350 metres away, which was built in 1957 and handled the [weather] event brilliantly,” said Costantino.

Karsten Borner, the skipper of that boat, described to reporters in Sicily how he turned on his engine and manoeuvred to control his vessel and avoid a collision with the Bayesian. He saw the Bayesian heel over and then lost sight of it, before spotting a red flare from the Bayesian’s life raft. He rescued the 15 survivors. 

Costantino said Cutfield, a 50-year-old New Zealander, “should have locked everything up. He should have gathered all passengers in the safe point. This is protocol. No one should have been in their cabin. [You should] turn on the engine, weigh [raise] anchor, [point the] bow to the wind and lower the keel. This would have added stability, safety and comfort.”  

It has not been confirmed by divers whether the Bayesian’s long retractable keel was in the safer, lowered position or raised to allow entry to shallow water.

According to ISG, when the boat’s keel is raised, the Bayesian can withstand an inclination of up to 73 degrees; when the keel is lowered, she can tilt by up to 88 degrees — a nearly flat position with the mast on the water — without capsizing.

But Costantino does not believe the position of the keel was the issue. He said that once it was clear the boat was taking on water — CCTV footage from the shore showed the lights going out, presumably when water reached the generators or the electrical panels, he said — there should have been time to get everyone off the boat and into the life rafts.

“Jesus Christ! The hull is intact. The water came in from [hatchways] left open. There is no other possible explanation. If manoeuvred properly, the boat would have comfortably handled the weather — comfortably,” he said.

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