bristol 27 sailboat interior

• New Sailboats
• Sailboats 21-30ft
• Sailboats 31-35ft
• Sailboats 36-40ft
• Sailboats Over 40ft
• Sailboats Under 21feet
• used_sailboats
• Apps and Computer Programs
• Communications
• Fishfinders
• Handheld Electronics
• Plotters MFDS Rradar
• Wind, Speed & Depth Instruments
• Anchoring Mooring
• Running Rigging
• Sails Canvas
• Standing Rigging
• Diesel Engines
• Off Grid Energy
• Cleaning Waxing
• DIY Projects
• Repair, Tools & Materials
• Spare Parts
• Tools & Gadgets
• Cabin Comfort
• Ventilation
• Footwear Apparel
• Foul Weather Gear
• Mailport & PS Advisor
• Inside Practical Sailor Blog
• Activate My Web Access
• Reset Password
• Customer Service

• Free Newsletter

Ericson 41 Used Boat Review

Mason 33 Used Boat Review

Beneteau 311, Catalina 310 and Hunter 326 Used Boat Comparison

Maine Cat 41 Used Boat Review

Tips From A First “Sail” on the ICW

Tillerpilot Tips and Safety Cautions

Best Crimpers and Strippers for Fixing Marine Electrical Connectors

Thinking Through a Solar Power Installation

Getting the Most Out of Older Sails

How (Not) to Tie Your Boat to a Dock

Stopping Mainsheet Twist

Working with High-Tech Ropes

Fuel Lift Pump: Easy DIY Diesel Fuel System Diagnostic and Repair

Ensuring Safe Shorepower

Sinking? Check Your Stuffing Box

The Rain Catcher’s Guide

Boat Repairs for the Technically Illiterate

Boat Maintenance for the Technically Illiterate: Part 1

Whats the Best Way to Restore Clear Plastic Windows?

Mastering Precision Drilling: How to Use Drill Guides

Giving Bugs the Big Goodbye

Galley Gadgets for the Cruising Sailor

Those Extras you Don’t Need But Love to Have

UV Clothing: Is It Worth the Hype?

Preparing Yourself for Solo Sailing

How to Select Crew for a Passage or Delivery

Preparing A Boat to Sail Solo

On Watch: This 60-Year-Old Hinckley Pilot 35 is Also a Working…

On Watch: America’s Cup

On Watch: All Eyes on Europe Sail Racing

Dear Readers

Chafe Protection for Dock Lines

• Sailboat Reviews

This solid '60s cruiser comes in several layouts and is a good value, but is short on space and features.

The Bristol 27 is a product of an early collaboration between Clint Pearson of Bristol, Rhode Island, and designer Carl Alberg. The stamp of both men is clearly evident in this solid-as-a-rock traditionally styled small cruiser.

The Boat and the Builder Pearson, with his cousin Everett Pearson, was a founder of the original Pearson Yachts in 1955 and a pioneer in the mass production of fiberglass yachts. The boat that brought the company to prominence was the 28-foot Triton, drawn by Alberg, who at the time was still in the U.S. Coast Guard and designing boats on the side. Clint Pearson recalled recently that the Triton and subsequent Alberg designs were so successful that the firm found it cheaper to hire a full-time naval architect (Bill Shaw) than to work with Alberg on a royalty basis. (Alberg died in 1983.)

But when Clint Pearson left Pearson Yachts in the early 1960s, after Grumman Allied Industries bought the company, he quickly turned to Alberg for help with his new line of semi-custom boats. The Triton had been very popular, Pearson said, and Carl had been a nice guy to work with. Alberg drew the lines for a 27-footer to complement Bristol Yachts only other model, a 19-footer, and the first Bristol 27 was built in the spring of 1965.

At this point, no one is sure exactly how many of the 27s were built. An early Bristol Yachts brochure says that more than 300 were sold in the first three years. The best guess is that 400 or more were built between 1965 and the mid-1970s. Because of their rugged construction, its safe to say that most of them are still plying the waters somewhere today.

Except for the 1970s-era Bristol 24, designed by Paul Coble, and the 27.7, designed by Halsey Herreshoff, Bristol in recent years has concentrated on much larger boats. The company, although much reduced in workforce, was still operating inthe fall of 1991, concentrating on the 47.7 and a 35.5, both Ted Hood designs.

The Design The Bristol 27 is a product of its era and of the traditional bent of Albergs thinking-that is, a combination cruiser and club racer. At 6,600 pounds displacement with 2,575 pounds of internal lead ballast in its full keel, the boat is fairly heavy by contemporary standards. Fast enough on its own merits, it has an average PHRF rating of 234. By comparison, the lighter Catalina 27 with fin keel and spade rudder has a PHRF rating of about 210, and the Cal 27, also with a divided underbody, a rating of 192 to 200. Clearly, the Bristol was designed to be seaworthy rather than swift.

With its narrow beam (just eight feet), fair sheer line and generous overhangs, the 27 is pleasing to the eye. Unfortunately, the exaggerated stepped cabin top, which towers over the deck, is out of proportion to the height of the topsides. (A dodger helps camouflage its ungainly appearance.)The boat has a short waterline of only 19′ 9″, which is typical of boats designed under the old Cruising Club of America racing rule. The idea was to save rating with a short waterline; once heeled, however, part of the long overhangs become immersed and effective sailing length increases by several feet. Thus, its displacement/ length ratio of 382 is deceiving. Assuming a sailing length of 22 feet, the number drops to 276. Still, these are good numbers for a traditional cruising sailboat.

The keel, though full, has a gently curving forefoot to aid in maneuvering. The lead ballast is encapsulated inside the keel and the rudder is hung on the trailing edge, where it is well protected from grounding.

The 27 was produced in three models: the Weekender, which features an eight-foot cockpit, but less room below, and two versions of the standard cruising model, with a 6′ 2″ cockpit. One has opposing settees in the main cabin and a split galley aft; the other has the galley to starboard and a convertible dinette to port. The dinette model, with the galley and a table to port, proved the most popular, despite the loss of the starboard sea berth. The table was no doubt part of its appeal, and the galley is easier to work at, though the sink is a bit far off the centerline and may not drain when the boat is heeled far over.

Some owners of the settee version complained that no provision had been made for a table.

Some of the earliest models featured a bridgedeck, which added to the seamanlike appearance, but was later dropped in favor of a low sill. The bridgedeck is safer, but the sill is easier to step over when going below.

Construction The Bristol 27, like most Bristol yachts, was built like a brick lighthouse. The hull is solid hand-laid fiberglass, largely woven roving, according to company literature. We probably overdid it on the fiberglass work because of the relative unfamiliarity of the new material, said Eddie Medeiros, a longtime Bristol Yachts employee who is now vice president for operations. He estimates the hull is 1/2-inch thick below the waterline and 3/8-inch thick above.

The deck, deckhouse and cockpit are integrally molded; the hull-deck joint is through-bolted and caulked. In reviewing Practical Sailor survey responses on the 27, we found a number of owners who complained of hull-deck leaking. Deck and walkways are coated with Dexoleum, a non-skid coating that, on the boat we sailed, is beginning to show wear. Theres a teak cap rail and teak grab rails (as well as teak hand rails in the companionway and main cabin).

The masthead rig is a 31′ 9″ anodized aluminum extrusion of Bristols design, with a 12-foot boom equipped with a spring-type roller reefing gooseneck.Shrouds are 7/32-inch stainless steel wire and the 7/16-inch turnbuckles are chrome-plated Monel. Hardware and equipment are of good quality- Lewmar #8 winches, for example. (The molded-rein winch supports on the 27 we looked at were beginning to show some crazing.) Pulpits and lifelines were standard equipment.

Early models had an outboard well, but most of the boats weve seen are inboard-powered, either with an Atomic 4 or the optional Westerbeke Pilot 10 diesel. The inboards add some weight (as reflected in the PHRF rating) but greatly enhance performance under power, according to owners. Many owners of outboard models said there was insufficient power to make good progress motoring to windward, and that the prop is prone to cavitation when hobbyhorsing in a following sea or motoring to windward in a chop. These factors, plus the difficulty in raising the outboard (drag and corrosion problems) and the tendency of the well to flood prompt us to strongly recommend the inboard model.

Performance A number of owners who responded to our survey, and some we talked to, complained that the boat was initially very tender. One owner said he added 500 pounds of ballast. Some said they routinely reefed the mainsail in any wind over about 12 knots to keep the boat under control and the helm balanced. Others, including the owner of hull #156, the Nancy Jane out of Newport, indicated no problems with excessive heeling or tenderness. We decided to find out for ourselves on a late summer day that began with small craft advisories and settled into a steady 15-mph northwesterly punctuated by occasional puffs.

Under a full main and a working jib, the boat experienced no difficulty. It does heel over-then digs in and stays there. It hangs tough, is Clint Pearsons expression. This initial tenderness-almost too strong a term for the 15 or 20 degrees of heel-belies its ultimate stability. Weve heard of few knockdowns of Bristol 27s, even among those who routinely go offshore.

Gusts caused the boat to dig in a bit further and to round up slightly on its own; the stronger the wind, the higher it pointed. Except for a hint of weather helm caused by the relatively large main and small foretriangle-no problem for an afternoon sail but potentially tiring on a longer passage-the boat handled easily on all points of sail. The sensation of excessive helm is easily solved by a reef in the main or the use of a larger jib; with a 150-percent genoa, the owner of our test boat said the Bristol 27 balances perfectly. Despite the boats bulk and the extra windage created by the stepped cabin, the boat is nimble, tacking neatly and jibing with hardly a jar. The overall feeling is one of solidity, not stodginess.

Belowdecks Down below, the traditional styling (one owner rein ferred to it as old-fashioned) continues, with lessroom than youd expect to find on a newer, beamier 27-footer. Here one can be grateful for the raised cabin top that provides plenty of standing headroom in the main cabin. Theres a fiberglass liner that hides the overhead, but just enough Philippine mahogany in the trim and bulkheads for warmth. The one sour note is some jarring 60s-style coloring- mustard or pea-green-for the laminated plastic veneers. Four fixed ports in the main cabin, four smaller ports in the head and forward cabin (one opening in each), and a translucent forward hatch provide lots of light. Some owners we know have added a Dorade vent farther forward, over the chain locker, for extra ventilation.

The dinette model has a swiveling table to port that can be removed to convert the settee to a double berth. A compact galley lines the starboard side of the main cabin. The galley includes an ice box, a sink and a two-burner alcohol stove. Several owners said they have replaced the original pressurized version with the safer Swedish-made Origo, which fits the space exactly. The alternative cruising model has a second transom berth in place of the galley, with the galley components installed along the aft bulkhead on either side of the companionway. (The dinette model has a starboard quarter berth aft of the galley.) There is ample storage space, including a hanging locker.

Inboard engine access is simple-either open a hatch below the companionway or remove the steps completely. The cruising models have an enclosed head forward of the port berth, with 5′ 10″ of headroom, and two 6′ 6″forward berths (the rare weekender model has 6′ 7″ V-berths). On deck, there are several storage options-port and starboard lockers and a roomy lazarette aft of the tiller. The interior might be a bit snug, but Bristol Yachts managed to fit in the basics. Its definitely a Plain Jane below, but this is one area where owners can easily customize to suit their taste.

Conclusions If you are looking for seaworthiness and stability in a small cruiser, and if you don’t mind a traditional interior that foregoes someof the elbow spaceof abeamier boat, the Bristol 27 is worth considering. Given its structural soundness-these boats will bearound for some time-and given its modest price in todays soft market, wed rate it an exceptional value for a used boat. Keep in mind, however, that its a small cruiser-roomy enough for a couple, and possibly a child or two, but slightly cramped down below and in the cockpit for four adults.

Bristol Yachts is still in business, but barely. The headquarters have been moved to the family-owned boat yard (Poppasquash Rd., Bristol, RI 02809) and only a few boats are under construction. Dont expect much help on matters relating to older boats, especially since many owners said the company was poor in its customer relations once the sale was completed.

The Bristol 27 sold originally for a base price of about $13,000, increasing to $18,400 by 1976, and held its value well until the most recent drastic falloff in used boat prices.

RELATED ARTICLES MORE FROM AUTHOR

Thanks for all the insightful information I may purchase one soon from Alameda California

LEAVE A REPLY Cancel reply

Log in to leave a comment

Latest Videos

What’s the Best Sailboats for Beginners?

Why Does A Sailboat Keel Fall Off?

The Perfect Family Sailboat! Hunter 27-2 – Boat Review

Pettit EZ-Poxy – How to Paint a Boat

Latest sailboat review.

• Privacy Policy
• Do Not Sell My Personal Information
• Online Account Activation
• Privacy Manager

• Compare Sailboats
• Sailboat Calculators
• Bluewater Sailboats
• Catamarans and Multihulls
• Sailing Liveaboard
• Sailboats Galley
• How Much it Costs
• Sailing Destinations
• Meteorology Terms
• Sailing and Nautical Terms
• Parts of a Sailboat
• Great Explorers
• People of the Seas

Bluewater Sailboat – Bristol 27

The Bristol 27 can be regarded as being as well-proven as a bluewater yacht can be 45 years after its initial debut. Although the boat was primarily designed for coastal sailing, well-prepared yachts are easily capable of working offshore.

In the middle of the 1960s, after selling Pearson Yachts, brothers Clint and Everett Pearson founded Bristol Yachts. The Bristol 27 was the first vessel to leave the docks, and some have compared it favourably to their earlier successful Pearson Triton 28. The Bristol 27 debuted in 1966 and experienced strong sales, especially in its first two years (more than 170). 337 units are thought to have been constructed before production stopped in 1978.

• LOA: 27′ 2″
• LWL: 19′ 9″
• Beam: 8′ 0″
• Draft: 4′ 0″
• Displacement: 6,600 lbs.
• Ballast: 2,575 lbs. (encapsulated lead)
• Sail Area: 340 sq. ft.
• Headroom: 5′ 10″
• Fuel: 22 US Gal.
• Water: 20 US. Gal.
• Engine: Atomic 4 petrol / Westerbeck 10hp diesel / 15hp outboard
• Designer: Carl Alberg
• Builder: Bristol Yachts
• Year Introduced: 1965
• Year Ended:1978

The Carl Alberg-created design exhibits the contemporaneous influence of Scandinavian Folkboats. These Bluewater Sailboats had beautiful low-slung sheer lines, lengthy overhangs, and sweeping full keels with forefoot cutaways. Although the narrow beam improves seaworthiness, it does nothing to improve form stability, making them initially rather delicate. Though they were made to stretch their waterline when heeled, so it’s not all bad.

The masthead sloop rig, which initially had roller-reefing in the mainsail boom, was carried by sailboats. Nowadays, the majority have returned to using basic slab reefed mainsails, which maintain their shape better and do not jam.

There were three different types of Bristol 27s: a day sailing model with a big cockpit and a small interior, a regular model with a bigger cabin and twin settees, and a dinette model with a sofa in place of a table. An inboard engine that could be either a petrol or diesel outboard engine installed inside a cockpit well. Any offshore task is best performed with inboard engines, particularly diesel ones.

The cabin of the Bristol 27 is small by contemporary standards because boats of this era were not built with interior room in mind. Even the cruising model with the larger cabin loses space in the cabin because of the relatively large cockpit. One of the design’s practical choices was to raise a part of the cabin house to provide 5′ 10″ or more of standing space in the main cabin while the hatch is opened and below the companionway! The settees and V-berths both fit someone 6′ 4″ tall.

The Bluewater Sailboat Bristol 27, one of the earliest fiberglass boats, was no different from the other Bristol boats in terms of strength. They had solid GRP hulls with molded-in decks, cabins, and cockpits that were fastened to the hull with deck clamps and bolts. Although the mast was deck stepped in this instance, it was held up by a massive bulkhead that is solidly tabbed into the hull. Ballast made of lead that was enclosed in fiberglass was employed.

Performance

The Bristol is nimble and simple to sail while underway, with a modest weather helm. In terms of performance, they are average. Although their design makes them naturally a little delicate, they do tighten up after 15-20 degrees of heel and have good overall stability. In order to aid, owners have been known to add an additional 300 lbs. of ballast to the bilges.

Overall, the boat’s design is conventionally seaworthy, and these designs are excellent for heaving to or laying ahull in rough seas.

Quick Notes

Although they were solidly built, some of the boats are already well past their prime.

The hull-to-deck joint has developed leaks, which is not unusual given its age, and this may occasionally be a challenging issue to rectify effectively. Surface-level, non-structural gelcoat cracks, and crazes are also age-related. Consider purchasing a model with an inboard engine.

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

Now you can also precisely calculate the expenses related to boat ownership to make smart choices based on your budget and sailing needs. Use this bluewater Sailboat Calculator to explore different options and make the best decision.

Subscribe to our newsletter

Don’t miss new updates on your email.

© OceanWave Sail. All Rights Reserved 2022

Terms & Conditions – Privacy Policy – Cookie Policy

About Us – Privacy Policy

• New account

Forgot your password?

Lost your password? Please enter your email address. You will receive mail with link to set new password.

Back to login

Privacy Overview

The Bristol 27 is a 27.16ft masthead sloop designed by Carl Alberg and built in fiberglass by Bristol Yachts between 1966 and 1978.

337 units have been built..

The Bristol 27 is a heavy sailboat which is slightly under powered. It is stable / stiff and has an excellent righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a very short water supply range.

Bristol 27 for sale elsewhere on the web:

Main features

Login or register to personnalize this screen.

You will be able to pin external links of your choice.

See how Sailboatlab works in video

We help you build your own hydraulic steering system - Lecomble & Schmitt

Accommodations

Builder data

Other photos

Modal Title

The content of your modal.

Personalize your sailboat data sheet

Paste a link here:

Give it a title:

And eventually a link to an image for the thumbnail:

Featured on

The bristol 27.

The price was right. The owner was honest. It wasn’t the work that needed to be put in that would swallow me, it was her magnitude. She was closer to it but wasn’t “the one.” Now, I look forward to meeting her little sister. . .

“At sea, I learned how little a person needs, not how much.”  – Robin Lee Graham

16 Comments

Am I missing your subscription button?

Seems you’ve found it. Thanks heaps for your continued interest.

it’s so funny to hear you say it’s too big. My dad has a story he likes to tell about going for a sail with my grandpa on his bristol 27 before he married my mom. He always says he felt like he was getting put in a coffin with those quarter berths. maybe this one is laid out differently without an inboard, though?

Oh wait, now that I think of it you were never going to lower the QB’s rather cut out some other part for more comfortable seating. I remember you mentioning that.

Perhaps, this had two settees to port and starboard. Uhm, nothing feels more coffinlike than the quarter berths on fiddlehead 😉 Did you ever wind up dropping them down a few inches? I hope you realize I’m totally joking around and love your boat!!

No quarter berths? Just an aft galley and big cockpit lockers?

What’s under the cockpit if there’s an outboard? Did it have an inboard previously? Is there a prop aperture?

I’m still a novice, so please excuse my somewhat ignorance to these questions. I didn’t realize there was a difference between settee and quarter berth (now I do) and I can’t recall if the berths ran under the cockpit. I looked at my photos and don’t have the right angle to tell exactly but it looks like they don’t. Yes, aft galley and big lockers. No prop aperture to my memory or from my photos of the rudder, etc. But something strange, I found this secret compartment like area in the boat under the sink/ladder into the cabin area that had this weird bell, and when I looked into it (it led back to the cockpit) it was just empty hollowness. I didn’t understand, but maybe there was an inboard in there once.

Nice EH for sale. 6K http://www.sailboatlistings.com/view/55303

Wow she’s sweet! Going to do some research on these boats, thanks!

Don’t sell yourself short Emily! You know a lot more than you let on. What you’re describing is probably a bad sign for how the owner cared for the vessel. Sounds like he ripped out the inboard, slapped an outboard on the back, but never finished the job. It might not be a bad rig, but if it doesn’t feel right, it’s not the boat for you.

Thanks for the encouragement, Matthew! Yes, it was indeed apparent how he cared for his boat. In fact, he didn’t really care much for her at all. Just let her sit on her mooring every season for daysails here and there. Not much more maintenance was ever done aside from bottom paint. The search continues…

Greetings Emily! My son, who is graduating from high school in May 2016, is searching for a 26-27′ sailboat to take him through the Caribbean. We’re in Charleston, SC and he found a Bristol 27 in Manchester, MA that is posted on SailboatListings.com. The Bristol looks like she may be a good fit, but it’s going to be expensive for him to go see her. I wonder if maybe she’s the same Bristol 27 you saw that looks rather un-cared for? Would greatly appreciate hearing from you either way. Thanks very much! Dean

Sent you an email, Dean! Happy to help. How exciting for your son.

Emily, The EO at sailboatlistings.com is a good boat. The interior is Hinkley finished, opposed to mine which is vinyl. The sole is teak/holly, mine is white gelcoat. The boat is in excellent condition (from the listing I”m inferring) with new roller furler and 150 headsail, and two new SS jib winches. The brightwork is sparkling and kept up. New cushions, which means a lot since old ones smell and look bad. The engine needs to be looked at closely but looks ok. The main thing with engines is compression, so if you were to get a survey I would ask for that. It indicates how “tight” your engine is meaning valves and rings are good. Of course there are other things to look at but that is the main measurement. The big difference between my boat and this one (besides the interior and condition) is mine has the factory bowsprit which allows a cutter rig. This one doesn’t have that but does have the new roller furler and 150 headsail. Another great thing about this small cruser is the forward cabin. It is a multi-use area with head, huge amounts of storage areas and lockers and a small sink. It also has a bimini, which is often overlooked but sailing in the sun you need shade. If you are going to meander down the ICW and into FL -> Bahamas a bimini is required. By the way sailing in the Bahamas is quite straightforward. A bunch of daysail hops will get you down to Turks and Caicos. The first overnight would be to the Dominican Republic if you wanted to get that far. And yes, no sailing at night is the rule. Anyway I’m still feeling that whatever boat you buy should have all the right stuff including good sail. Best of luck

Ahoy, thanks for all that input I really appreciate your sound advice! I thought you had a Falmouth Cutter, not an Eastward Ho??

• Forum Listing
• Marketplace
• Advanced Search
• About The Boat
• Boat Builders Row
• SailNet is a forum community dedicated to Sailing enthusiasts. Come join the discussion about sailing, modifications, classifieds, troubleshooting, repairs, reviews, maintenance, and more!

Bristol 27 project boat

• Add to quote

Hello everybody, I am new to this forum and even newer to sailing. I was given a 1966 Bristol 27 to bring back to life. The inside has been almost completely gutted and the outside has deck, teak and equipment issues. I believe from what little I know about sailboats that all the rigging is there. I am hoping to be floating by late spring 2010. Any tips, photos, articals ie help would be greatly appreciated. thank you all and happy sailing  

Welcome. Upload a pic of what you have.  

I guess I have to have more than one post to put pictures.  

well I guess that didn't work the way it was suppose to  

Thank you for opening up that picture. I have no idea what I'm doing as far as the posting process. The inside of my Bristol has nothing. I am rebuilding from the sole up. I have a dozen or so pictures of other Bristol interiors to gleen off. The work will be hard enough ,but my job takes me away for two weeks at a time. On the other hand I also have two weeks at home to work on her. I have sent for the Don Casey book on fiberglass hull and deck repair. If I can get the hang of the picture process I will post pictures of my progress. Thank you again for posting my picture  

looks like a good start! Bristol 27s are great boats. If you have a facebook account I have a bunch of pictures of the interior of mine that you can look at. I have the standard layout, but am actually considering rebuilding it this winter with the dinette layout... good luck!!!!  

This may help...maybe not Bristol 29 A restoration site for owners and admirers of Bristol Yachts Here's a site on a B29 restoration. Might be helpful.  

The community over The Plastic Classic Forum • Index page here is a good source for a project like yours. The founder of the above forum restored a Pearson 28 and you can check out that project here Pearson Triton #381 Glissando | Restoring, Maintaining, and Cruising a Plastic Classic on the Coast of Maine  

Thank You, I looked at the pictures and was quite impressed with all the work done. I am sort of caught between wanting to do this right (expensive) or having to do this on the fly and not being happy. I am really hoping to find some middle ground.  

I posted somemore pictures on Photobucket. I have my work cut out for me. I intend to install a holding tank onboard while she is ripped apart. I am thinking of putting it on the starboard side under the hull side seat. The tank will be 20-25 gallon with a Jabsco manual toilet attached. I have one question, if anybody can answer it. The previous owner drill a 3" hole in the portside deck area next to the cabin truck. All I saw were two fiberglass layers and no core material. Is there some sort of core between the outside and inside layers on a 1966 Bristol 27. The deck area in question feels a bit soft. I have to do some repair work on the starboard side where life line stantion baseplate tore the deck around it. As I said in my first post any help would be greatly appreciated.  

I have posted some pictures on photobucket so you all can see the road ahead for me. ( Pictures by tugboatdon - Photobucket ) I have already spent numerous hours on the internet researching parts, pictures, opinions, materials and anything else that I can think of. I have noticed that the majoriaty of the things I have read about Bristols in general are favorably. I will keep posting pictures as I progress with this project. I am first going to replace the sole and then start on the ribs in the v-berth for planking. this will all happen after a great deal of time cleaning. Well as always Happy Sailing  

tugboatdon, Haven't heard from you in a while. How goes the refit?  

I would not put in the head. I would just do the projects that need to be done to get the boat in the water. Get the topsides and the rest of the hull in a coat of paint, get the rig up, make sure she doesn't leak. Plop her in the water and go sailing. You will probably be in somewhere between $3,000 and $10,000 at this point. Then start worrying about little projects, like fixing up the interior, installing conveniences, rewiring the electrical, bedding stuff. Fixing the core will be a gargantuan project, but if you love the boat, it can be done. Remember to always bed your hardware correctly, and make sure that all of that (plywood?) core is well sealed under a layer of GFRP or at the very least epoxy.  

At the risk of being the naysayer, I know the Bristol 27's quite well. In their day they were very mediocre boats with very mediocre sailing ability. These days they have become way over rated by people who have not sailed on enough B-27's and on the better boats of that era and the immediately following era. The reality is that no matter how carefully you restore this boat, it won't have much resale value. No matter how much care you expend in your restoration process, it would be nearly impossible to get over $10,000 for the boat when you go to sell her and you can find these boats in reasonably clean, and totally operable condition for something on the order or $5-6,000.00. And to properly restore one of these boats, it would be very easy to spend $15-20,000 just in materials and equipment and hundreds, if not thousands of hours of time. It is for that reason that boats like these are sometimes said to have a negative value, by which people mean that it will cost more to even make reliably sailable than the boat will ever be worth.... Which is not to say that many of us haven't fallen into the trap of buying some old boat that pulled at our heart strings and spent years and a fortune putting the old girl back in shape. I certainly have.... My best advice is this, if you are extremely skilled at marine carpentry, fiberglassing, plumbing, sailmaking, uphoplstery, engine rebuilding, and marine finishes, and you truely look at boat restoration as your hobby, and you expect to keep the boat for a very long time and not try to sell her, and you have so much money that you don't care how much you flush on the project, then by all means proceed with this labor of love. Do a simple and reliable job of it, don't try to make her into a brand new boat, and try to keep your costs to a minimum. Otherwise, if restoring this boat is not a hobby, and you don't have gobs of money to waste on this project, see if the person who gave you this boat will take her back (or else cut your losses with a chainsaw taken to this mess and dispose of her properly) so that you can look for a halfway decent design to learn to sail and to pour your love into. Jeff  

Hold the Chain saw Hold that Chain saw. Not everybody thinks just because it needs work and is not the best of what new you should trash it. I got and old truck that most people think is worth less. But it's paid for and works for me. If you want to learn about boat repairs you got to start somewhere. If you keep it simple do some research and take your time, you can learn a lot. It will be work and Jeff's right it be a nonprofit rebuild. But if you smart and watch your money. You can clean her up, paint her up, and get her in the water next spring so you can go sailing. If you like the way she sails you can do more as time goes on. Think twice about ripping apart the deck to fix a soft spot unless it is unsafe. The big questions are, what is a must do and what is like to have. Must do's are all about is it safe and will it sail this way. Fair winds  

Hello People, I am back out on the tug and haven't had time to answer or comment on anything said. I am not going to try to bring this old girl back to "Bristol" condition. I do want her to look nice and to be comfortable. I said earlier here or on another forum that I am aware of the time, expense, and numerous future headaches involved in this project. I plan to do all the work I previously spoke of and a whole lot more. I received the boat pretty much gutted out, so putting in something like a marine toilet and holding tank now is the only way to go. I can rebuild the inside cabin anyway I desire but have been downloading as many pictures of interiors that I can. I will stick to as close to original plans as possible. I think I will have to address the deck re-core before I go into the water. I truely believe I have the skills to get this job done. I will be taking as many pictures as I can and posting them when I can. I really do appreciate the input, positive and negative. Thank you all.  

Regarding the head, I would seriously consider glassing over the through hulls and just putting one of these in: Nature's Head No more pump-outs, much less maintenance. When it get's time to replace my head, that's the way I'm going. Plus you'll get extra stowage or water tankage where the holding tank would have been. -Colin  

The deck re-core is easier than redoing the bottom, IMHO. We're doing both. Our core is soft from the shrouds forward to the pulpit, also the cockpit sole forward of the pedestal, and the port cockpit bench. Use a roto-zip(or similar) with an "edge" attachment or jig, or a small 4-6" bladed circular saw to do your cutting. Use a palm sander with 50grit to remove what core the putty knife won't. In a larger area you can use a grinder with 50g on a sander attachment(LIGHTLY!). Properly bedded marine grade plywood will do instead of replacing with balsa. In curved areas, use 2 thinner sheets rather than 1 thick for ease of maintaining the curvature of the deck. There are LOADS of online videos at MAS products, West System, YouTube, etc. on how to do glasswork or recore on cockpit seats and decks. For a semi step-by-step that's VERY helpful, check out "Glissando" and all their projects. Glissando re-core: Pearson Triton #381 Glissando | Deck Recore Project  

Hello everyone, I have been a little busy working on the Bristol so I have not posted anything for a while. I have done a lot more deconstruction than I thought I would have to. I have to replace the forward starboard bulkhead (rotted out at the chainplate), The most forward chainplate knee is rotted, the lower corner of the starboard v-berth is rotted. That is just a few of the issues I am having. On a happier note I started recoring the cabin roof. All of the core was wet. I am using 2 1/2" strips of plywood and West System Epoxy. I am wetting out the plywood and fiberglass and then mixing a batch with silica filler to bond it all. It seems to be strong enough as i have stood on the roof and it is not flexing. I am getting off the tug Thursday and will be at it again. I have both sides of the deck to do next to the cabin. I will not have this even close to finished for this season, but will take more time to do a good job for next year. Once this all starts coming togrther i will post some pictures. Happy sailing Don  

• ?            
• 176.1K members

Top Contributors this Month

• Forums New posts Unanswered threads Register Top Posts Email
• What's new New posts New Posts (legacy) Latest activity New media
• Media New media New comments
• Boat Info Downloads Weekly Quiz Topic FAQ 10000boatnames.com
• Classifieds Sell Your Boat Used Gear for Sale
• Parts General Marine Parts Hunter Beneteau Catalina MacGregor Oday
• Help Terms of Use Monday Mail Subscribe Monday Mail Unsubscribe
• Thread starter symmes1
• Start date Jul 18, 2009
• Forums for All Owners
• Ask All Sailors

I have a Bristol (1965) 27 ft. sailboat. There is very limitied information on this boat online. I have seen the Bristol owners website but I think most of the owners of 27's are dead. I have emailed them about the boat but get nothing back. Is this a OK boat? It is heavy,slow and seems to be pretty safe. On the website it shows the 27 interior designs but mine is a little different. It looks like a dinette design but Instead of having the head on the starboard side mine is up front under the front bunk. Does anyone have any information on this Boat? I would appreciate any information.  

Bad Obsession

I have a friend who has a Bristol 27 at my dock. This guy is very good about the maintenance on the boat and it shows in Bristol Condition, ironically enough. The boat is quite sea worthy, built well, but it is slow. I don't know much more about the boat but he is very pleased with it.  

Joseph Shirley

There are some here http://www.sailboatlistings.com/sailboats/Bristol and this will tell you something about the boat http://www.cruisenews.net/forum/viewtopic.php?p=1786 Good luck Joe S  

Read about it in John Vigor's book!!!!! My slip neighbor was a '65 Bristol 27, he just sold her a month ago. Very solid, seaworthy boat. This particular boat's original owner had sailed it to the Marquesas, and as far west as Fiji, I'm told. Solid glass, full keel, low aspect sail plan, low freeboard, oversize rigging, gunnels, a true bridgedeck, small cockpit with large drains...... sounds like a passage maker. Read about it in John Vigor's "Twenty Small Sailboats to Take You Anywhere" A very, very interesting book with a substantial discussion of your boat... order it from Amazon.com. (excuse me for sounding like an advertisement)  

I appreciate the info. I think mine is a dinette model because it has the sink, stove, and table. The sink and stove are on the starboard side and the table on the port side. The table can be lowered to make a berth. It has a regular sized cockpit instead of the extended cockpit of the weekender. I wished I could find the information plate of the boat. I have looked everywhere. It is registered as a 1965 model. I don't know any other information. The only thing that confuses me is that the head is under the front berth instead of a seperate compartment. It came with a Atomic 4 but the owner before me replaced it with a yanmar 1gm. It has several leaks from the top deck. I am in the process of trying to find them. It has caused mildew to form in some places. We are going to paint the top this fall. We will then paint the inside. It is an old boat but for us it is fine and safe. Again, Thanks for the info.  

symmes........ everything you mentioned in your last post is discussed in the John Vigor book. http://www.amazon.com/Twenty-Small-...=sr_1_2?ie=UTF8&s=books&qid=1248043498&sr=1-2  

• This site uses cookies to help personalise content, tailor your experience and to keep you logged in if you register. By continuing to use this site, you are consenting to our use of cookies. Accept Learn more…

Great choice! Your favorites are temporarily saved for this session. Sign in to save them permanently, access them on any device, and receive relevant alerts.

• Sailboat Guide

1967 Bristol 27

• Description

Seller's Description

Selling this 1967 Bristol 27. Currently on the mooring that is paid for until the end of the season. Recently relocated for job.

Sanded bottom and applied fresh coat of ablative bottom paint (2022). The yamaha 9.9, runs well and was fully serviced in (2021). Boat comes with dinghy and boat stands. Ready to sail away. 150 genny (good) on harken roller furler and main sail (fair). Asking $3,995 OBO

Please reach out for more/higher quality photos

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 :

Now forty five years on from its first introduction, the Bristol 27 can be considered as well proven as a blue water boat can get. Although the boat was intended more for coastal sailing, the design is inherently seaworthy; well prepped boats are easily capable of offshore work.

Brothers Clint and Everett Pearson made their mark founding Pearson Yachts and when they sold up in the mid-1960s they formed Bristol Yachts. The first boat out of the gates was the Bristol 27, some say it’s very much a copy of their earlier successful Pearson Triton 28 . The Bristol 27 launched in 1966 and sold in large numbers, particularly in the first two years (more than 170). It’s been estimated that 337 were built before production ceased in 1978.

The design was from Carl Alberg and reflects the Scandinavian Folkboat influence of the day. These boats were narrow with long overhangs, graceful low-slung sheerlines, and sweeping full keels that are cutaway in the forefoot. The narrow beam adds to seaworthiness but doesn’t do much for form stability, so they are quite tender initially. That’s not all bad as they were designed to lengthen their waterline when heeled.

The boats carried a masthead sloop rig, originally with roller-reefing in the mainsail boom. These days most have reverted back to simple slab reefed mainsails which hold a better shape and do not suffer from jamming.

Bristol 27s came in three flavors, a day sailing model with a large cockpit and small interior, a standard model which had a larger cabin and twin settees, and a dinette model which substituted a settee for a table. Power options included an outboard engine mounted inside a cockpit well or an inboard engine in either petrol or diesel. The inboard engines are preferred for any offshore work, especially the diesel.

Boats of this era were not designed for interior space and the Bristol 27’s interior is cramped by modern standards. Even in the cruising model with the larger cabin there’s a relatively large cockpit which takes space from the cabin. One of the practical decisions made in the design was for a raised portion of in the cabin house to allow 5′ 10″ of standing room in the main cabin or more if below the companionway with the hatch slid open! The V-berths accommodate 6′ 6″ while the settees 6′ 4″.

Construction

All Bristol boats were strong and the Bristol 27, being one of the first generation of fiberglass boats, was no exception. They had solid GRP hulls with deck, cabin, and cockpit as an integral molding and connected to the hull via deck clamp and through bolting. The mast was deck stepped, but in this case supported by a substantial bulkhead that’s well tabbed into the hull. Lead was used as ballast and encapsulated in fiberglass.

Underway the Bristol is nimble and easy to sail, exhibiting a slight weather helm. They are middle of the road as far as performance. Some have found them to be a bit tender, but that is inherent in their design and they do stiffen up after 15-20 degrees of heel and have good ultimate stability. Owners have been known to throw an extra 300 lbs. of ballast in the bilges which they claim helps.

Overall the boat’s design is classically seaworthy and in rough seas these designs are well suited to heaving-to or laying ahull.

Buyers Notes

You can usually find a Bristol 27 in the $5k-10k USD range, sometimes even cheaper, so it’s definitely priced to be a good first boat. They had good construction and now well over forty years, some boats are showing their age.

The hull to deck join has become prone to leaks, not that surprising for its age, and sometimes this can be a hard problem to fix properly. Also age related, are superficial non-structural gelcoat cracks and crazes. Try and get a model with an inboard engine.

Links, References and Further Reading

» Bristol Owners Association » Twenty Small Sailboats to Take You Anywhere by John Vigor, (Ch4, p19-25) an in depth look at the Flicka 20. ISBN:978-0939837328 » Bristol 27 Review by John Kretschmer (Sailing Magazine) and also The Best Used Boat Notebook, by John Kretschmer (p27-30)

This listing is presented by SailboatListings.com . Visit their website for more information or to contact the seller.

View on SailboatListings.com

Embed this page on your own website by copying and pasting this code.

Similar Sailboats For Sale

1980 Oday Daysailer 19

• About Sailboat Guide

©2024 Sea Time Tech, LLC

This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.

Bristol 27 The URL for this page is 27 Added 23-May-2022 © 2001-2024 ./)   . . ./)   . . Smithsonian Voices From the Smithsonian Museums NATIONAL AIR AND SPACE MUSEUM Flying Boats Were Once the Luxury Liners of the Air Flying boats opened up travel destinations around the world—then they went to war Twilight glimmered in the western sky as the large aircraft began its descent to the Tagus River in Lisbon, Portugal. As it flew into view, the shores erupted in a cacophony of cheers, gun blasts, and tolling church bells. The euphoria reached a crescendo when the unusual craft finally landed on the water and glided to a stop. On that lovely evening—May 27, 1919—an ambitious and daring feat had been achieved. The U.S. Navy’s Curtiss NC-4, a massive “flying boat” crafted by pioneering designer Glenn Curtiss, became the first airplane to cross the Atlantic Ocean, making a stop in the Azores before setting down in the river on the European continent. “We are safely across the pond. The job is finished!” wrote Lieutenant Commander Albert C. Read, captain of the historic flight, in a message to his superior officers. Front page headlines dominated newspapers across the United States and around the world. “Twentieth century transportation has reached a new pinnacle, and the United States navy has led the way,” raved the Associated Press.  The Curtiss NC-4—in the collection of the National Air and Space Museum and on loan to the National Naval Aviation Museum in Pensacola, Florida—led the way for the era of the flying boat. At the time, the lack of airports with hard surfaces in the world’s major destinations meant overseas service had to be handled by airplanes that could land on water. The flying boat—so named because the bottom of the fuselage looks like the keel of a waterborne vessel—dominated the prewar era of transoceanic flight. From the United States to South America, Europe, Pacific Islands, Asia, and beyond, this class of airplane went where others could not. It had the range, capacity, and ability to reach faraway, exotic locales that were inaccessible to most other aircraft of the day. The world’s militaries likewise embraced the adaptable aircraft, using it to patrol the world’s oceans and rescue downed fliers.  Then, flying boats all but disappeared. Larger land-based aircraft capable of carrying more passengers and cargo replaced it and transformed the way the world traveled.  Now it seems the flying boat is on the verge of a comeback, as countries seek them for missions as diverse as fighting fires to ferrying tourists to remote islands. Flying boat enthusiasts worldwide dare to wonder if they will see the magnificent machines soar and sail once again. In the lap of luxury At its zenith, traveling on a commercial flying boat was like sailing on the  Queen Mary 2 . Private sleeping rooms, silver dining service, chef-prepared meals, and white-gloved waiters were all part of the upscale treatment passengers could expect on these ocean liners of the sky.  The cost? In 1940, a one-way ticket from San Francisco to Hong Kong was $760—about $15,000 today. The main advantage? The trip took days by flying boat versus weeks by passenger ship. The aerial luxury afforded by flying boats was best epitomized by Pan American Airways. In a symbolic nod to the majestic sailing ships that plied the oceans in the 19th century, the airline’s flying boats were named “Clippers” by the company’s cofounder. The comparison did not stop there. “That was exactly what Juan Trippe, the founder of Pan Am wanted,” says Bob van der Linden, a National Air and Space Museum curator who specializes in air transportation and special purpose aircraft. “He knew his customers were the equivalent of first-class passengers onboard a high-end steamship. They expected the best service with stewards and pursers. The airplane was operated by a captain and navigator, terms that came from the navy. If you look at the old Pan Am uniform, it’s the same as a U.S. Navy uniform, including rank insignia. They were trying to emulate ocean liners.” In the 1920s and ’30s, flying boats came in a multitude of shapes and sizes—from small craft holding just a few people to massive airplanes with room for scores of travelers. In addition, airmail delivery was an essential part of commercial aviation at the time. Lucrative postal contracts from the federal government helped airlines reach profitability at a critical time of development while expanding routes across the Caribbean, South America, and the rest of the world. Flying boats are a unique style of vessel. Whereas a floatplane is basically a regular airplane mounted on pontoons, the flying boat is essentially a hybrid between a ship and an airplane. It features durable wings capable of withstanding strong winds and rough seas, as well as a sturdy hull—usually V-shaped like a boat—so it can withstand the rigors of landing on choppy waves. Designing such an unusual craft required a precise balance between two very different disciplines. “A flying boat must satisfy many of the same requirements for performance, efficiency, strength, and reliability as a landplane but, in addition, must possess some qualities of a boat in water and some qualities unique to the flying boat itself,” wrote the late Laurence K. Loftin Jr., former director of aeronautical research at NASA Langley, in his 1985 book  Quest for Performance: The Evolution of Modern Aircraft . “It must be seaworthy, maneuverable, and stable on the water and have low water and air drag. The hull must be designed with sufficient structural strength to withstand the various loads imposed by rough water in landing, taking off, and taxiing.” In other words, a flying boat had to be sleek and rugged. Finding the proper parity between these two opposite fields of performance was crucial if a proposed design was to be successful. A miscalculation in either area could have disastrous results.  Such were the challenges faced by Pan Am as it prepared to launch transoceanic service.  For Trippe and Charles Lindbergh, a key advisor, size was important. They wanted aircraft large enough and tough enough to handle the demands of flying over long expanses of ocean and through fluctuating weather conditions. Aeronautical engineers responded with some of the largest aircraft built in those years. “If you’re going to fly over water, you had to do it in a flying boat in case something happens,” says van der Linden. “Also, for that kind of range you need a big airplane, which meant they needed a lot of power and a lot of fuel. You needed a really, really long takeoff run to get the airplane airborne. In those days, there were no airfields long enough to do it. Plus, they were mostly grass and dirt then, and a heavy airplane would go right through that.” One of the earliest large models was the Sikorsky S-40—the first to get the nautical treatment by Pan Am. Known as the American Clipper, it had a wingspan of 114 feet, a gross weight of 34,000 pounds, and it could carry up to 38 passengers. The largest airplane built in the U.S. at the time, the S-40 required four powerful Pratt & Whitney Hornet radial engines to break free of the water’s drag and reach the sky. It made its first flight to the Caribbean on November 19, 1931. Pan Am and other airlines would go on to bigger and heavier flying boats. Pan Am opened transpacific service in 1935 with the Martin M-130 (one of which was christened the China Clipper) and began transatlantic service in 1939 with the Boeing B-314, which had a wingspan of 152 feet and a gross weight of 84,000 pounds.  With a range of 3,500 miles, the B-314 could reach Europe without refueling, and it could span the Pacific with a just few stops at islands along the way. In fact, Pan Am’s Pacific Clipper (which was briefly named the California Clipper) is considered the first commercial airliner to circumnavigate the globe. Stranded in New Zealand on December 7, 1941, the crew was forced to fly west across Asia and Africa to New York City to avoid capture by Japanese forces. “What’s important about the flying boat is that it had range,” says van der Linden. “In the 1930s, land-based airliners could fly 400 to 600 miles, if you’re lucky. The big flying boats could go 3,000 miles or more. In the Pacific, you needed to fly a minimum of 2,400 miles, which is the distance between San Francisco and Hawaii.” Preparing for war As the world wound its way to war in the 1930s, militaries in many countries turned to the flying boat to meet the aviation demands of an impending two-ocean conflict. All nations with access to the sea utilized these aircraft in wartime operations. Among Axis aircraft, Germany’s Blohm & Voss BV 138 Sea Dragon was a primary long-range maritime patrol aircraft, while Japan flew the Kawanishi H8K for naval reconnaissance and bombing missions. The island realm of Great Britain relied on the Short S.25 Sunderland for its patrol bomber needs and it served with several Commonwealth military branches. Powered by four Bristol Pegasus XVIII nine-cylinder engines, the aircraft bristled with up to 12 machine guns and could carry 2,000 pounds of bombs, mines, or depth charges for anti-submarine warfare. Flying boats were part of the U.S. war effort from the very beginning. Ten Sikorsky JRS-1 aircraft were at Pearl Harbor when the Imperial Japanese Navy attacked. All of them survived. They were immediately pressed into service and flew many missions patrolling for Japanese submarines and searching for the enemy fleet. (One of the surviving JRS-1s is on display at the National Air and Space Museum’s Steven F. Udvar-Hazy Center in Chantilly, Virginia.) Perhaps the most iconic flying boat of World War II was the Consolidated PBY Catalina ( see “Bombs, Beer, and Black Cats” ). Affectionately called “Dumbo” by those who flew it because of its resemblance to Disney’s animated flying elephant, the large two-engine aircraft was not very nimble, but it was extremely durable and versatile. It played a crucial role for the U.S. Navy in the Atlantic and Pacific theaters as both a bomber and a search-and-rescue aircraft. The Catalina also performed reconnaissance missions. “The PBY was in the vanguard of the fight across the Pacific,” says W. Hill Goodspeed, an author and historian for the National Naval Aviation Museum, which has two Catalinas on display—one of which has been on loan from the Smithsonian since 1973. “It was the eyes of the fleet in World War II.”  A sky-high view proved decisive in 1942, when two spotted the Imperial Japanese Navy fleet just prior to the Battle of Midway. Early detection provided the U.S. Navy with a significant edge in that pivotal showdown early in the war.  With more than 3,300 units built, the PBY was the leading flying boat of World War II. It was also the most effective. Catalinas destroyed upward of 40 enemy submarines and sank more ships than any other aircraft. Other flying boats served the U.S. military during the conflict, including the Martin PBM Mariner. By 1945, it was flying more missions than the PBY Catalina. Of the 1,366 constructed, only one remains today: It is part of the collection of the National Air and Space Museum, and currently on loan to the Pima Air & Space Museum in Tucson, Arizona. While World War II demonstrated the capabilities of flying boats, it also led to their decline. “The one thing that was holding back the development of all large airplanes in the 1930s was the lack of concrete runways,” says van der Linden. “All bets were off in World War II. We built concrete runways everywhere for the war effort. That killed the flying boat.” Making a comeback? Lawrence Reece is a hardcore fan of flying boats. For his aircraft restoration service, he flies around the country and beyond in search of spare parts for 80-plus-year-old PBY Catalinas. Keeping these vintage aircraft flying and floating has been his avocation and vocation for several years. Now, he is working to reintroduce the legendary airplane to meet the demands of modern travelers who want to visit remote locales accessible only to flying boats. “In the past 10 years or so, tourism has been growing,” says Reece, founder and president of Catalina Aircraft in Longboat Key, Florida. “People want to go places. Guess what you’re missing in a lot of places they want to go to? Airport infrastructure. A lot of islands today are not big enough to include room for that.” Reece plans to introduce what he calls the NGAA (Next Generation Amphibious Aircraft) Catalina by the end of the decade. Using the same airframe made sense, he says, because of its ruggedness and functionality—not to mention its continued appeal.  There is, however, another, more economical, reason for pursuing the platform: The basic aircraft already has approval from the Federal Aviation Administration. Even though the new version will have modern avionics and engines, Reece can save millions of dollars in development costs by sticking with a known concept. “This is a variant of an existing approved design,” says Reece, who owns the rights and plans to the original PBY Catalina. “I’m making some limited changes to it. I only have to recertify those limited changes to the overall aircraft.” Interested individuals and companies, as well as the military, have contacted Reece about his plans, which could include building variations for putting out wildfires, cargo and troop transport, passenger service, science exploration, and search and rescue. “Aerial firefighting is huge business,” he says. “Everybody wants planes for firefighting because it’s such a big concern these days. It will be scoop-on-the-fly, along with some new technology. We’ve got a drop computer system we’ve been developing that utilizes a spotter airplane with a [laser-based detection system] so we can map out our drop points and trajectories.” Not to be outdone, Amphibian Aerospace Industries of Darwin, Australia, is currently retrofitting older aircraft with modern components as it works on a planned release of the new Albatross 2.0, more properly known as the G-111, by the end of the decade. Coveted by collectors today, the Grumman HU-16 Albatross was originally introduced in 1949 and remained in active use through 1995. It featured a wingspan of 96 feet and could carry a crew of four with 15,000 pounds of cargo or passengers.  According to CEO Dan Webster, his company is eyeing a global market for commercial cargo and passenger service, medical transport, and multiple other uses. He sees the tourism industry, especially among the thousands of smaller islands without airport infrastructure in the South Pacific, as an important focal point. “Many resorts are operating marginally at the moment,” he says. “This changes the business model for them. They can bring in a weekend customer in a fraction of the time it took to get there before by ferry or other means. Now they can fly direct to the resort. The thing about the Albatross is its capacity. With room for 28 passengers and their luggage, it will be the largest certified flying boat on the market once we get it running.” With midrange flying boats preparing to take off again, is there hope for a return of the big “ocean liners of the sky”? Probably not. Though magnificent, the Clippers and other passenger ships were old and slow compared to the modern jetliners that dominate air travel today. “As graceful and luxurious as the flying boat was, it was terribly inefficient compared to a land plane,” says van der Linden. “You can’t run an airline if you can’t make money.” Sadly, none of the deluxe flying boats of that bygone era remain. All were scrapped, destroyed, or just fell victim to abandonment and neglect. A full-scale replica of the Boeing B-314, built to original specifications, is on display at the Foynes Flying Boat & Maritime Museum in Limerick, Ireland, once an important terminus for flying boats on the way to Europe. Today, about the only place you can view most of these majestic relics is at museums. I saw firsthand the NC-4 and PBY-5 Catalina on loan from the National Air and Space Museum at the National Naval Aviation Museum, as well as a PB2Y-5R Coronado. The size of these aircraft is stunning. For example, the wingspan of the NC-4 is 126 feet. By comparison, the Wright brothers’ flight on December 17, 1903, was just 120 feet. I learned that the Wright Flyer could have taken off and landed on the wings of the NC-4—with room to spare. The size of the Coronado is also impressive. I felt insignificant standing next to this flying sea monster, which is more than 27 feet tall. You can see why it required four gigantic engines to power free from the suction-like grip of the ocean and make altitude. Equally inspiring is the Catalina. Smaller than the other two, it has a wingspan of only 104 feet and required just two 1,200-horsepower engines to reach the skies. But what the PBY lacked in size, it made up for in toughness.  Seeing these remarkable aircraft up close is a memorable experience. I can only imagine what it would be like to fly in one of them. Sadly, the chances of doing so these days are slim. Thank goodness, a new generation of flying boats is on the horizon. Maybe, just maybe. As I walked out of the museum, I could only wonder what the future would hold. I looked back at the airplanes one last time and was reminded of the words of Jimmy Buffett, a true fan of the half plane, half boat: “Taking off and landing in the water held a romantic fascination for me.”  Dave Kindy  is a journalist, freelance writer, and book reviewer who writes about aviation, space, military history, and other topics. This article is from the Summer 2024 issue of  Air & Space Quarterly , the National Air and Space Museum's signature magazine that explores topics in aviation and space, from the earliest moments of flight to today.  Explore the full issue.   324 IMAGES The Bristol 27 Sailboat Bristol 24 - Bristol 27 ft. Sailboat for Rent #BRISTOL27 Bristol 27 Bluewater Sailboat 1975 Bristol 27 sailboat for sale in Louisiana Bristol 27 sailboat for sale COMMENTS Bristol 27 A traditional cruiser-racer designed by Carl Alberg and built by Bristol Yachts in the 1960s. Learn about its features, layouts, construction, performance and owners' comments. Bristol27.com » B27 Technical Information Learn about the interior design and equipment of the Bristol 27, a 27-foot monohull, aft-cockpit, fiberglass, mast-head sloop sailboat. See line drawings, sales brochure, and original equipment list for different models: Cruising, Dinette, Weekender. Bristol 27 Learn about the Bristol 27, a classic monohull sailboat designed by Carl Alberg and built by Bristol Yachts from 1965 to 1978. Find out its dimensions, rig, sails, accommodations, seaworthiness, and buyer's notes. BRISTOL 27 Find detailed information about the BRISTOL 27 sailboat, including hull type, rigging type, dimensions, displacement, ballast, construction, and more. See also sail area, comfort ratio, capsize screening formula, and sail links. Bristol 27 Bluewater Sailboat Learn about the design, performance, and features of the Bristol 27, a well-proven bluewater yacht that can be used for coastal or offshore sailing. See photos and specs of the cabin, cockpit, and engine options of this 1960s fiberglass boat. Bristol 27 interior space? 11 posts · Joined 2017. #5 · Jan 19, 2017. It's my understanding that the Bristol 27 came in two cruising models, the standard and the dinette. The standard came with the two settees, the dinette with the table. There was also a third model that had a larger cockpit and smaller cabin, that was more suitable for daysailing. Bristol27.com » Living Spaces Learn how to design and build a comfortable and safe interior for your Bristol 27 sailboat. See photos, tips, and advice from the project logs and research sources. Bristol 27 Interior Liner Bristol 27 Interior Liner. ... I have a question for any members that may be Bristol 27 owners. I am shopping for my first sailboat and was looking over a 1978 B27 Cruiser model today and noticed that the nice factory installed liner started from the companion way entrance but ended at the bulkhead wall that seperates the saloon from the head ... Bristol 27 (Weekender) Learn about the Bristol 27 (Weekender), a classic sailboat designed by Carl Alberg and built by Bristol Yachts from 1966 to 1978. Find out its dimensions, rig, sails, accommodations, and performance ratings. Bristol 27 The Bristol 27 is a 27.16ft masthead sloop designed by Carl Alberg and built in fiberglass by Bristol Yachts between 1966 and 1978. 337 units have been built. The Bristol 27 is a heavy sailboat which is slightly under powered. It is stable / stiff and has an excellent righting capability if capsized. It is best suited as a coastal cruiser. PDF The sailing magazine for the rest of us! went north to Bristol, Rhode Island, and started a new boat-building operation. The earliest models were the keel-cen-terboard designs: Bristol 27, designed by Carl Alberg; the 35, designed by John Alden; and the 32 and 39, both designed by Ted Hood. The Bristol 29.9, drawn by Halsey Herreshoff, was introduced in 1977. More than 200 were ... The Bristol 27 The Bristol 27. Sitting in the cabin of the boat ten feet off the ground I felt like I was in the belly of a whale, swallowed whole by her size. Her current owner left me instructions to tie up the tarp properly for the impending snow storm and left me to fiddle around unbothered. The first time I ever sailed was on a 43-foot catamaran during a ... BRISTOL 27: Reviews, Specifications, Built, Engine 1 of 3. If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of BRISTOL 27. Built by Bristol Yachts and designed by Carl Alberg, the boat was first built in 1966. It has a hull type of Long Keel and LOA is 8.28. Its sail area/displacement ratio 14.28. Bristol 27 project boat Hello everybody, I am new to this forum and even newer to sailing. I was given a 1966 Bristol 27 to bring back to life. The inside has been almost completely gutted and the outside has deck, teak and equipment issues. I believe from what little I know about sailboats that all the rigging is there. I am hoping to be floating by late spring 2010. Bristol 27 I have a Bristol (1965) 27 ft. sailboat. There is very limitied information on this boat online. I have seen the Bristol owners website but I think most of the owners of 27's are dead. ... On the website it shows the 27 interior designs but mine is a little different. It looks like a dinette design but Instead of having the head on the ... Bristol 27 Bristol 27 Illustration. Comments (0) Gary Shinn, previous owner of Hull #179 - Esperance, shared a beautiful illustration of his old Bristol 27. Gary is glad to offer prints of his illustration for sale. If you'd like a print, please e-mail me ([email protected]) and I can help connect you with Gary. Here's an image of Gary at the ... 1967 Bristol 27 sailboat for sale in Massachusetts 4'. Massachusetts. $6,000. Description: A 1967 Bristol 27 cruising model "Why Worry" which was sailed from Mass to Turks and Caicos in the last year. She's set up for blue water cruising. Includes: 15 HP Yamaha Enduro. Monitor windvane w/ emergency rudder. Bristol 27-2 Notes. Introduced (1987) at a time when the boating industry was in a state of near collapse. Also promoted as DIMENSION 27. It's not certain that even a prototype was actually built. Bristol 27-2 is a 27′ 0″ / 8.2 m monohull sailboat designed by Dieter Empacher and built by Bristol Yachts starting in 1987. 1967 Bristol 27 Seller's Description. Selling this 1967 Bristol 27. Currently on the mooring that is paid for until the end of the season. Recently relocated for job. Sanded bottom and applied fresh coat of ablative bottom paint (2022). The yamaha 9.9, runs well and was fully serviced in (2021). Boat comes with dinghy and boat stands. 1976 Bristol 27 sailboat for sale in Massachusetts 1976 27' Bristol 27 sailboat for sale in Gloucester Massachusetts. Pro-furl, depth, handheld & wired radio, GPS, stereo, double lifelines, lazy-jacks, shore power, electric & manual bilge pumps, tiller pilot, custom cockpit cushions, mahogany interior, teak sole, Westerbeke inboard w/low hrs., set of boat stands included. Bristol27.com » About Reader's that own a Bristol 27 should submit information about their boat to the contact e-mail above. Any information sent will be posted, but ideally the following information would be provided: + Photos - Images of your sailboat will really help to inform others and transmit ideas. Share any images you have and if there are a lot, I can ... Bristol boats for sale Bristol boats for sale on YachtWorld are available for an assortment of prices from $9,213 on the relatively more affordable end, with costs up to $224,211 for the more sophisticated, luxurious yachts. What Bristol model is the best? Some of the most widely-known Bristol models currently listed include: 40, 35.5, 45.5 Center Cockpit, 38.8 and 31.1. Flying Boats Were Once the Luxury Liners of the Air Powered by four Bristol Pegasus XVIII nine-cylinder engines, the aircraft bristled with up to 12 machine guns and could carry 2,000 pounds of bombs, mines, or depth charges for anti-submarine warfare. Bristol27.com » Hull #202 Quick Facts. Model: Cruising Year Built: 1967 Hull #: 202 Vessel Name: Baitoningsih Owner Names: Monte and Asti Barnhart Hailing Port: North Carolina Sailboat History. In 2019, the boat was sold to the Barnharts who plan to take the boat to a North Carolina boat yard to do some upgrades over the next few months. catamaran gulet motorboat powerboat riverboat sailboat trimaran yacht