i14 sailboat

International 14

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One-Design Class Type: Dinghy, Foiling

Was this boat built to be sailed by youth or adults? Adult

Approximately how many class members do you have? 50

Photo Credit:Rockskipper

Photo Credit: Lindsay Preece

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About International 14

The International Fourteen is one of the world’s premier sailing classes. It is a two-person, two trapeze skiff, with an unlimited area asymmetric spinnaker and 200 square feet of combined mainsail and headsail area. Carbon hulls and carbon rigs, with square-head mainsails, and foiling rudders, provide exceptional performance. While the relatively open class rules leave plenty of room for experiment, encouraging innovation. The Fourteen is for sailors looking for a fast, challenging boat in which they can develop their own ideas while sailing in the company of a group of like-minded, open and welcoming competitors.

The Fourteen is the oldest International dinghy class, having been granted the status by the then IYRU in 1928. Yet the roots of the class go back even further, to the sailing of various 14 foot dinghies/skiffs in various locations around the world in the late 1800’s. This gives the class its fantastic sense of history – and to sail a Fourteen has always been to sail something special.

Despite the history, the development nature of the class means that the boats themselves have always been at or near the forefront of small boat technology. While International status has meant that the class has played a key role in spreading ideas worldwide. Over the years, the Fourteen has been a major driver of both the development, and international adoption, of new ideas affecting all aspects of dinghy/skiff design.

Today the Fourteen is one of the most challenging, exciting, technical and ultimately satisfying boats to sail. Fourteens, the class saying goes, are forever; once you’ve tried one, no other boat will be quite the same.

Boats Produced: 1000’s of International 14’s have been produced since the boats inception 100 years ago, with 100’s of modern rules boats available in North America and worldwide

Class boat builder(s):

Henderson Boat Company: https://www.facebook.com/HendersonBoatCompany Ovington Boats: https://www.ovingtonboats.com/shop/international-78.html Composite Craft: https://www.compositecraft.co.uk

Approximately how many boats are in the USA/North America? 100+

Where is your One-Design class typically sailed in the USA? List regions of the country:

CA: San Diego, Long Beach, Cabrillo Beach, Santa Barbara, San Francisco Bay (Richmond); PNW: Columbia River Gorge, Seattle; Kaneohe Bay, HI. Smaller fleets in Ohio & Minnesota

Does this class have a spinnaker or gennaker? Yes

How many people sail as a crew including the helm?  2

Ideal combined weight of range of crew:  No ideal weights: typically teams range from 350-380 lbs total: however lighter crews can utilize flatter sails, heavier crews fuller sails.

Portsmouth Yardstick Rating:   780

Boat Designed in  The International 14 is a box design rule that’s evolved over the years. First designed in 1928, the rule has evolved to always be on the leading edge of sailing and boat building technology.

Length (feet/inches): 14 foot hull length

Beam: 6 feet at the widest point including hiking racks.

Weight of rigged boat without sails: Minimum hull weight is 70kg (154.3 lb), without mast and foils. There is no minimum weight for masts, rigging, or foils

Draft: Typically 6′ with board down. Open design rule allows for variance.

Mast Height: 25′ .02″

Back to One-Design Central

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International 14

INT 14 AT A GLANCE

A HIGH-PERFORMANCE DEVELOPMENT SKIFF

The International 14 is a 14 foot twin trapeze racing dinghy sailed in many countries around the world. It is a development class being controlled by a set of rules that allow for innovation and changes in hull and rig design as long as they fall within a set of specific limitations. The class has permitted its rules to be revised at various times in its history in order to keep the class at the forefront of dinghy racing development. Modern  boats weigh little, have unlimited asymmetric spinnaker size, square top fully battened mainsail, an adjustable carbon rig and a hydrofoil rudder.

Ovington Boats has a long history of building the International 14, along with Chris Turner who joined in 2005. We are building boats to the latest Beiker 6 design.

Association Link int14.org

Int.14 Bieker 6 Complete Boat

• Complete, fitted hull
• Launching trolley
• Top / Under Cover

Price:  £37,850

            (£31,541.67 ex VAT)

Int.14 Bieker 6 Moulded Hull Complete

• Carbon moulded with gel coat finish – Fitted carbon racks and bowsprit, ready for a home fit-out** NOT FITTED OUT **

Price:  £18,700

            (£15,583.33 ex VAT)

INT 14 PARTS

Int.14 Rudder blade

Int.14 Rudder Wing

Int.14 Rudder & wing assembled

Int.14 Daggerboard

Looking for something else, we sell parts & spares.

From sails to rigging, mast fittings and covers.

TERMS & CONDITIONS

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• Sailboat Guide

International 14

International 14 is a 14 ′ 0 ″ / 4.3 m monohull sailboat built by Ovington Boats Ltd. starting in 1928.

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)

Spinnaker (typical size) 32 sq. m. Dimensions are only based on class limits. The International 14 is a high performance 2-Man, development racing dinghy with a long history of performance developments that often been adopted in the design of later boats. For example it became one the earliest trapeze dinghys in 1938. Twin trapezes were adopted in 1984 to increase the sail carrying power and ease the handling of the large asymmetric spinnakers. In 1996, the international version merged with the ‘Aussie’ version(orginally with slightly diferent rules). Today, with hiking racks, a giant flat head main, and it’s ‘skiff’ like hull, an up-to-date racing model bears little resemblance to the boats of even 20 years ago.

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The Beauty and Brawn of the International 14 Fleet

• Post author: Kara
• Post category: Sailing
• Reading time: 28 mins read

They told me the I14 was a tough boat, but when the opportunity arose to spend a long weekend racing that sliver of carbon fiber on the sparkling turquoise waters of Oahu’s Kaneohe Bay , I was all in. That there would be a hand-carved Koa wood trophy for the first woman in the 2016 Pac Rim Championships was just a bonus.

The boats get off the start line on the first day of the 2016 Pac Rim Championships on Kaneohe Bay in Hawaii. Photo: Courtesy of Pasha Hawaii

Arriving in Hawaii, I meet my competition: Women from Australia, Italy, the mainland, and a couple of locals. The youngest woman was 23, the oldest, well, quite a bit older than that. Among my own friends and family, they think I’m pretty daring (and kind of crazy) for wanting to swing around on a skiff trapeze, not to mention that I’m a girl. In Hawaii, I met women of all provenances who are far more daring than I.

What is an I14?

For those of you that don’t know what an International 14 is (and I’m sure there are many—I had no I idea what it was until I saw one), it’s a 14-foot skiff, which is kind of like the very light jet of the sailing world (the HondaJet to Oracle’s fighter jet).

Elise Leroux making it look easy downwind. Photo: Courtesy of Pasha Hawaii

It has a mainsail, jib, and a huge masthead spinnaker. It’s sailed by two people, a driver and a crew, both wearing a trapeze harness, and more often than not, flying over the water on said trapeze, kite sheet in hand, ideally with one shoulder just a few inches from the water’s surface.

The I14 is not a one-design Olympic class boat like the 49er skiff ; it’s a box design development class boat (kind of like the America’s Cup rule). That means that no two boats on the water are exactly the same. They can be customized and improved as much as one wants, as long as they don’t exceed certain parameters like a minimum hull weight and maximum mast height. Perfect for engineers and tinkerers.

Big breeze and flat water

We had been invited to Hawaii by long-time I14 fleet members and regatta organizers Andy and Maureen Bates, whom we knew from the 2015 Transpac race on Adrenalin . We’d been enticed out there by the promise of big breeze and flat water. While the breeze never fully materialized, the surface of the water was as flat as can be—very different from sailing on San Francisco Bay—and very warm. Which was good, because in my limited experience of skiff sailing, I don’t think I’ve ever dumped the boat over as many times in such a short amount of time.

Many competitors were drawn to Kaneohe Bay by the promise of big breeze and flat water, and the views weren’t bad either. Elise Leroux driving the boat with the yellow kite; Maddy Kennedy crewing on the boat with the red kite. Photo: Courtesy of Pasha Hawaii

The I14 isn’t my first skiff; I’d been sailing an RS800 , which is a slightly less- powered-up and more forgiving one-design skiff very popular in the UK, on the San Francisco Bay for almost four years when I got the news that my skiff partner had traded up for a new I14.

The author, sailing on a brand new Bieker 6 built by Kris Henderson in Seattle. Photo: Courtesy of Pasha Hawaii

The boat, a shiny new Bieker 6 built by Kris Henderson, arrived in San Francisco on a truck from Seattle one early January morning. We’d only sailed it twice before it had to be packed up and loaded into a Pasha Hawaii container.

For the author, keeping the boat upright is a full-time job during the chaos of the start. Photo: Courtesy of Pasha Hawaii

We got to Kaneohe Bay the Thursday before the weekend regatta. We sailed an hour or so that first evening after putting the boat together, and almost four hours on our second practice day. By the time we got off the water on Friday afternoon, I was dehydrated, bruised, and had a huge blister tearing across the palm of my left hand.

And I still had four days of actual racing to go.

I’ll admit, the thought did cross my mind at least once that evening… Why did I want to do this again?

The competition

I wasn’t the only woman new to the I14s that weekend. Freya Vickery says she’s been to just about every single I14 regatta since she was born—23 Australian nationals and six worlds—but it was the first one she got to race in.

Freya Vickery crewing for her father Stewart on USA 1160. The Vickeries are Australian, but sailed a charter boat in Hawaii. Photo: Courtesy of Pasha Hawaii

“I told my dad in Toronto, I’ve had enough of this. I’m sick of sitting on the sidelines, I want to get involved,” she recalls. She grew up sailing a range of dinghies: optimists, 420s , 29ers , Hobie 16s , and a B14 .

“My dad was so happy, I think he’s been waiting his whole life for me to say that.”

She raced in Hawaii with her dad who is 61 and has been sailing since he was 20.

“He loves his I14 sailing!”

Maddy Kennedy concentrating hard on her kite. Photo: Courtesy of Pasha Hawaii

Maddy Kennedy, a recent graduate of the University of Hawaii, is even newer to the boat. “I’m a sailing instructor at the yacht club. Andy [Bates] found me one day and he needed a crew.” Maddy grew up in Minnesota sailing dinghies and raced FJs in college, but she says the I14s are a lot more fun. “I’m hooked.”

Simona Saccani, a native of Italy who lives in France and now sails out of the U.K. was the veteran of the fleet in Hawaii, at least on the women’s side. She’s been sailing I14s since 2000, when her boat partner Dominic Van Essen, decided to start a new fleet on Lago Maggiore in Ascona, Italy . “He had recruited a bunch of people, we were all working together in the same institute as scientists. So we built up a mini fleet over there.”

Elise Leroux was the veteran female representative from Hawaii. A native mainlander, she says the “short version” of the story is, she visited for a week in the late 1990s, and pretty much never left. In 2004, she was doing bow on a Farr 1020 when a rival bowman said, “Hey, I just bought this great boat…”

“I came out one weekend to sail with him. We did a lot of swimming, but we had some great rides,” she recalls. “We sailed together for a year until he left town. No one needed crew, so it was either buy the boat or stop sailing I14s.” Elise bought the boat.

There were a couple of other women in the regatta with similar stories: My husband really wanted a 14; my dad grew up sailing them and now so do I. It seems that in just about every case it was a man who dragged these women into this boy’s club. I started to wonder, why?

“I guess the guys, somehow, they like the women around,” says Simona. “They treat us like little princesses. I like women, but I don’t like girlies. To be with the men is easy, and the other girls that are around, they’re like me, so it’s perfect.”

I believe I can fly…

So what’s the attraction of I14 sailing? Well, first of all, there’s that aspect of flying.

“When you’re flat on the wire and you’re in control, you feel like you’re flying,” says Italian I14 sailor Simona Saccani. Photo: Kai Andrade

“The excitement that you have sailing downwind—you don’t have that with other boats. You go so fast, it’s so amazing. When you’re flat on the wire and you’re in control, you feel like you’re flying,” says Simona.

The I14 is a very narrow boat with a very tall mast, proportionally. So even in light breeze, at least the crew can generally be out on the trapeze.

Freya told me that sailing in Australia is a lot like sailing in San Francisco Bay, with big breeze and huge chop. Sometimes you’re really knocked around. In Hawaii, the flat water makes sailing feel as smooth as a summer breeze. The I14 can plane in as little as eight knots, and sailing it feels like skimming across the surface of a bed of silk.

“I love the flat water. The flat water is amazing. I’m so glad to get this chance to sail at this magical place,” says Freya.

To drive or crew

It’s commonly understood that the best configuration for a mixed crew to sail a skiff or small catamaran, is for the man to crew and the woman to drive, which I suppose leverages masculine strength and feminine finesse. My skiff partner and I have always known we were doing it “wrong” since he drives and I crew, but in sailing, for me, there’s nothing better than trimming the kite and he likes to drive.

Like father like daughter: Freya Vickery crewing for her father. Photo: Courtesy of Pasha Hawaii

In Hawaii, I was surprised to discover that just about all of the women were crew. “Dad wants me to crew because he can’t crew,” says Freya. “It gets pretty hectic skippering, but hopefully one day I’ll get into it.”

Elise Leroux was the only female driver at the Pac Rim this year. Photo: Courtesy of Pasha Hawaii

Elise was the only driver. When she bought her own boat, she had two other women, Maureen Bates and Heather MacCafrey, come out to crew for her. “They took a beating because I was not very good, but we had a great time and I still love doing it.”

Simona on the other hand, says she prefers to crew. “I get too stressed when we go downwind, I don’t feel good to drive the boat. We tried to switch, but for me it’s much more stressful. I feel relaxed if I have the main and do the hard jobs.”

I would tend to agree. As long as you can trust your driver, crewing is the much more physically demanding, but far less stressful position. However, I wasn’t the only one to mention how tired I was at the dock.

“I think after yesterday I don’t know if there’s a time I’ve been more tired after a regatta. The four-lapper—it was about all I could do to get the kite up and back down,” says Maddy. And then she hastily adds, “I’d definitely do it again though.”

It’s not all work

Even more than the smooth water and the chance to fly, everyone told me that what keeps them in the class is the welcoming community.

Left to right: Elise Leroux says one of the things she loves about the I14 community is how supportive everyone is, but on the water, it’s every sailor for herself!; Group shot of regatta participants after the boats were packed back into the Pasha Hawaii containers for the trip back to the mainland; the I14s enjoyed four days of spectacular racing on Kaneohe Bay. Photos: left and right courtesy of Pasha Hawaii, center:Maureen Bates.

“I love the 14 fleet because it’s just fantastic—young and old, we’re all partying together. I went backpacking around the world and camped at every 14 sailor’s house around America and Germany. It’s just a really good fleet to get involved with,” says Freya.

And it’s not just partying—the fleet truly wants to help newcomers get started.

“It’s a really supportive fleet. Both this whole group here and locally. If I need help fixing my boat, there are people willing to help me or give me advice,” says Elise.

In Europe, Simona says the atmosphere is similar. “The class is really welcoming in general. You feel easy. Everybody’s helping, it’s a nice atmosphere. It doesn’t matter your level, you have your own race within the big race. We are at the bottom of the fleet, but we have fun anyway.”

A personal trophy

I didn’t win the hand-carved Koa half-model; Freya did, and it was a job well done. I did get my own trophy in the roast though, a Viking helmet from our host Andy Bates for being the “toughest girl in the race.” I was purple polka-dotted by the end from climbing back in after we’d capsized the boat, and I’m not going to lie, there were a few times, like when sailing to a mile marker out in the ocean along a reef that just happens to be one of the largest breeding grounds in the world for hammerhead sharks, I was pretty terrified.

The author won the “Viking Award” for being the toughest crew in the regatta during the post-race roast. Photo: Maureen Bates

But would I do it again? Definitely.

And not just because flying on a trapeze along turquoise water under a clear blue sky is an experience to be repeated as many times as possible, but for the chance to hang out with this incredible group of women, our own fleet within the fleet.

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International 14 Foot Skiff Class - Australia

Welcome to the International 14 Foot Skiff Class - Australia  

The International 14, or "14," is a twin trapeze, high-performance sailboat renowned for its exhilarating speed and agility on water. Originating over a century ago, this dynamic class of skiff has evolved into a cutting-edge racing machine that pushes the boundaries of innovation and skill. 

This platform serves as a hub for enthusiasts, novices, and experts alike, providing a wealth of information, insights, and resources about the International 14 foot skiff. Whether you're a seasoned sailor or just beginning to unfurl your sails, our website is your gateway to immersing yourself in the world of International 14 foot skiff sailing like never before. 

Latest news

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International 14

O ne of the world's premiere sailing classes.

Published on May 24th, 2018 | by Editor

USA test for International 14 Worlds

Published on May 24th, 2018 by Editor -->

The US International 14 class will compete for its National Championship title on May 26-28 in San Francisco, CA.

The I-14 is a development class dating back to the early 1900s with big names over the years, such as Uffa Fox, Bruce Kirby, Stuart Walker and StFYC’s Alan Laflin, Jim Holmes, Peter Szasz, Chris Boome and Zach Berkowitz. Dick Watts sailed on the early I-14 when they resembled small Thistles, with skinny rails and no trapeze.

Competitors will be face off along City Front for the Founder’s Trophy (US National Champion), the President’s Trophy (US National Distance Race Winner) and additional perpetual trophies for First Female, Wind Master’s Trophy (oldest combined age) and the Avenger’s Trophy (best team with an older boat).

Although the I-14 is the oldest One Design class to be recognized by World Sailing, it’s a class that’s inspired feats of innovation and creativity. “They’ve always been 14 feet, but the development aspect has led to a lot of firsts in sailing, such as asymmetrical spinnakers, Cunninghams and more. It was the first dinghy to have a double trapeze,” said US I-14 Class President Terry Gleeson.

“It’s really been a cutting-edge fleet at the forefront of sailing. Compare them to many other dinghy classes, which still look like they were designed in the 70s – and today our I-14s look more like mini TP52s.”

The only hard and fast rules are the 14-foot boat length, 9-foot sprit length, fixed 25-foot mast length, a combined main and jib sail area and only one hydrofoil – almost everything else is open to experimentation. Lightweight carbon fiber hulls with unlimited spinnaker area means the boats hit 20+ knots downwind and 12-13 knots upwind.

With the 2018 I-14 World Championship to be held later this season on the eastern section of San Francisco Bay, known as the Richmond Rivera for its warmer climate, the Nationals venue along the City Front heightens the test with stronger winds and currents.

“These boats literally get blown out of the water at about 25 knots so you can get in trouble,” notes local Mike Lazzaro. “Just getting in and out of the harbor can be tricky. You have to budget enough energy to get home because there’s a lot of short tacking required.”

The challenge of sailing these boats is part of their charm, as is their lower cost and longevity. “A lot of people don’t realize you can sail these boats until you’re over 65,” shared Lazzaro. “It’s not really age dependent; it’s about your skill level. You can have a lifetime’s worth of skiff sailing cheaper than a year of doing an Olympic campaign on a boat like the 49er.”

Gleeson finds the challenge of the boat parts of its attraction. “There’s tremendous camaraderie in the class because we all realize how difficult the boats are to sail. I saw that right away and it’s kept me involved. That, and the boats travel easily. We can fit nine in a shipping container and go anywhere.”

Event details – Entry list – Facebook

Source: Amanda Witherell, St. Francis Yacht Club

Tags: I14 , International 14 , International 14 US National Championship

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International 14 World Championship at Flensburger Segel-Club

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Twin trapeze development class that has always been at the forefront of racing development.

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• International 14 Skiffs

I’ve had experience in many kinds of boats and have done many kinds of sailing, from trans-Pacific cruising and racing to around the buoys in dinghys. However I believe that most of what I know about boat design and construction was learned in the International 14 class. The open nature of the rule, the open nature of the sailors, the rapid evolution of the boats, foils and rigs, as well as the excitement of sailing these boats made them a natural for me. In addition, when my boats became successful, I found myself building them for a living over a period of 9 years (while continuing my Naval Architecture work on a part time basis). This taught me many of the challenges on the construction side of producing a performance yacht. My first design to win the World Championships was in San Francisco in 1999 and people sailing my designs have won all but one of the World Championships since then. -Paul

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International 14 Sailboat Boats for sale

INTERNATIONAL 14 SAILBOAT PROJECT*****RELIST*****

Clovis, California

Make International

Category Racer Boats

Posted Over 1 Month

International 14 Sailboat Project*****RE-LISTED DUE TO NON-PAYING BUYER****** I bought this to restore to original International racing boat configuration. Listed as a 1970 (date required for listing) but I have no idea when it was built The previous owner wanted simpler rigging and had filled and faired most of the original fitting holes. The fiberglass hull/ deck is almost ready for paint. The original rigging and fittings are included which I had intended to remount, as is the plywood foredeck to use for a pattern for replacement. Sails include the main and two headsails.These boats are very popular and there are many I-14 chapters/ clubs for organized racing. I purchased the trailer separately and had new tires, wheels and hubs installed. All the lighting has been checked and is fully functional. There is also a custom dolly to allow easy positioning for the restoration project. It would be relatively easy to continue the conversion to a more simply rigged day sailor by modifying the original rigging/ fittings and shortening the mast if desired. I don’t have the time or space required to finish this project so am selling it for less than the value of the like new trailer. Local pickup only. Trailer requires 1 7/8" hitch ball. Paypal or cash only.No negative or zero feedback bidders unless you contact me first.USA and Canada only.

Escape Captiva Sailboat  11.5Ft 5' Beam + Sail Boat Dingey

Berlin, Massachusetts

Make Escape

Model Captiva

Category Daysailer Sailboats

Length 11.5

This 11.5ft 5' Beam Escape Captiva is in good condition. No Cracks or leaks. Sail is in great shape. We do have a couple of these for sale. So if you are looking for more then one, please email us. The other one is the same with a blue sail. For more information on this model Click Here . For a review on this model Click Here . Pictures are of the actual items being sold. Contact Us 888-407-6010 Monday - Friday 9-5 EST Categories Other Camcorders Apple Laptops High Defintion Camcorders Pro Video Accessories Other Pro Video Equipment Video Mixers Camcorder Cases Pro Microphones Shipping We only ship to Paypal Provided Addresses (Whatever address you choose as the shipping address in Paypal, is the address we ship to). We also include Signature Confirmation for all items over $250. We will ship your item within 1 business day (Mon-Fri) after payment has cleared. Shipping will be USPS Priority Mail or UPS Ground. All International buyers are responsible for all custom duties and fees. Shipping will be USPS Priority or USPS Express Mail International. Return Policy We want you to be happy with your purchase. So we offer a 14 day return policy if the item comes not as stated. Please notify us within 3 days of receiving the product, and send back the item within 14 days. If the item is not as described, then a full money refund will be issued once the item is received back. Restocking fee may apply for items found to be as described. Products listed “as is” are ineligible for returns, so please bid accordingly. About Us JAMPRO specializes in buying and selling quality pro audio and video equipment. We only take in products that we can fully stand behind and resell to proffessionals around the globe. We fully stand behind the products we sell and offer a full warranty on a wide range of items that we sell. Please contact us if you have any questions and we will do our best to ensure complete customer satisfaction. _gsrx_vers_586 (GS 6.8 (586))

1982 S2 8.5A 28 foot Sailboat with Inboard Yanmar Diesel - In Racine Wisconsin

Racine, Wisconsin

Category Cruiser Motorcycles

Length 28.0

**** PLEASE NOTE: Because of the relatively low BUY IT NOW price, payment will be due within 24 hours via paypal. I will send you a paypal invoice after a successful "BUY IT NOW" or an accepted offer. Please only buy or offer if you have positive feedback. Your buy it now or offer constitutes a binding agreement to purchase so please ask questions BEFORE clicking "BUY IT NOW" or making an offer. After receiving your payment I will overnight you the title or meet you in person depending on timing and my availability.**** Very Nice S2 8.5A (28ft) for sale in Racine Wisconsin. I'm expecting a second child soon and really don't want to sell this excellent great lakes cruiser. Clean and clear Wisconsin title.Tiller steering. (always my preference)Inboard Yanmar diesel is extremely clean and fuel efficient. Recent full Yanmar service checkout since boat was last launched.Furling headsail in good shape. Newer mainsail in excellent shape.New Raymarine autopilot professionally installed. Shore power and long power cable. Halyards in good shape.New marine head and holding tank (never used). Chainplates recently professionally rebedded by boatyard. Interior in excellent shape.Solid fiberglass hull. All tabbed in joinery in excellent shape. Cored deck with NO soft spots. Very large cockpit.Includes steel cradle as well. I looked at everything in this size and price range in the lower half of lake Michigan for two years and this is the nicest boat I could find by leaps and bounds. Solid turnkey value. Launch is all ready paid for with the boat yard. You can be in the water tomorrow. No better deal can be found on solid and ready to sail Great Lakes cruiser with a clean inboard diesel - it is just time for me to move it along. Currently out of the water at Racine Riverside Marina in Racine, WI. Summer storage is paid through the end of this month and a launch is included in the purchase. If you chose not to launch until next season the storage rates at the Marina for winter are extremely reasonable and the pre-paid launch will still be yours come next summer. Here is a Review from "Practical Sailor" S2 8.5 MeterThe 8.5 is good for cruising the coasts in comfort and style--as long as you like the modern look.When Leon Slikkers founded S2 Yachts in 1973, much of the attention to detail that had previously characterized Slickcraft powerboats—Slikkers’ earlier boatbuilding venture— traveled with him to the new boatbuilding company. In the 13 years S2 sailboats were in production (S2 still makes powerboats), the company produced a variety of modern cruising designs from the board of Arthur Edmunds, all characterized by longish fin keels, freestanding spade rudders, straight sheerlines, and a staggering variety of draft options and cockpit locations. In the early ’80s, S2 reached more for the performance market with the Grand Slam series of small boats, and the 10.3 “offshore racer-cruiser.” These higher performance boats were designed by Scott Graham and Eric Schlageter, well known for their MORC and smaller IOR designs.The S2 8.5 is a 28-footer cast in the company’s traditional mold. Her hull dimensions, sail area, displacement, and general design characteristics put her square in the middle of the modern 28-footers such as the Tanzer 8.5, Newport 28, O’Day 28, and the Pearson 28.The boat’s styling is conventionally modern. She has a fairly straight sheer, fairly high freeboard, and low, raked cabin trunk with dark tinted flush ports. Production of the 8.5 ran from 1981 to 1983. The boat was replaced by the similar S2 8.6, which continued until S2 stopped making sailboats in 1986.ConstructionThe hull of the S2 8.5 is a solid hand layup. Glasswork is excellent, and is noted by owners as one of the main considerations in buying the boat. Gelcoat quality is excellent.Slight roving printthrough is evident, but it is not objectionable. Minor hard spots are visible in the topsides, probably caused by the attachment of interior furniture and bulkheads.The deck molding is cored with end grain balsa, giving a solid feel underfoot as well as providing reasonable insulating properties.S2’s hull-to-deck joint is the basic type that we would like to see adopted throughout the industry. The hull molding has an inward-turning flange, onto which the deck molding is dropped. The joint is bedded in flexible sealant, and through bolted on six inch intervals by bolts passing through the full length slotted aluminum toerail. The joint is also through bolted across the stem.All deck hardware is properly through bolted, although pulpits, cleats, and winches merely use nuts and washers on the underside of the deck, rather than the aluminum or stainless steel backing plates we prefer.Another feature of the hull-to-deck joint is a heavy, semi-rigid vinyl rubrail at the sheerline, quite aptly termed a “crash rubrail” by S2. This will go a long way toward absorbing the shock of the inevitable encounters with docks and the other hard objects that seem to be attracted to the topsides of the typical sailboat. Although this rail is black when the boat is new, it had dulled to a chalky gray on older S2’s we examined.The builder advertises “bronze seacocks on all through hull fittings.” These are not traditional tapered plug seacocks, but are ball valves mounted directly to through hull fittings. A proper seacock—whether it uses a ball valve or a tapered plug—has a heavy flange to allow through bolting to the hull. This is an important safety feature. Should a valve seize, it may become necessary to apply a great deal of leverage to the handle in order to open or close the valve. The deeply threaded through hull stem can easily break under these conditions, and more than one boat has been lost in this manner.We also suggest that seacocks be installed on the cockpit drain scuppers and the bilge pump outlet, both of which may be under water while the boat is sailing. Light air performance would benefit by the fairing in of the through hull fittings, particularly the head intake and discharge, both of which are far enough forward to have a significant effect on water flow past the hull.Ballast is a 3,000 pound lead casting, epoxied inside a hollow keel shell. We prefer an external lead casting bolted to the hull for its shock-absorbing qualities and ease of repair. This preference was reinforced recently when we examined an old Bristol 27 just sold by a friend. The surveyor noticed dampness near the bottom of the leading edge of the keel, which showed slight external damage. Probing the loose putty revealed some abrasion of the glass keel molding. In order to sell the boat, it was necessary to grind away a large portion of the glass at the front of the keel, dry out the ballast, and reglass the lead—a job that took several days of work and cost our friend a fair chunk of money.Much of the boat’s interior structure is plywood, glassed to the hull. Fillet bonding is neat and workmanlike with no rough edges to be found.Chainplates are conventional stainless steel flat bar, bolted to bulkheads and plywood gussets in the main cabin. These are properly backed with stainless steel pads. Due to the fact that the hull is lined throughout with a carpet-like synthetic material, it is not possible to examine the bonding of the chainplate knees to the hull. The stemhead fitting is a stainless steel weldment, through bolted to the deck and hull and reinforced inside the hull with a stainless steel gusset to prevent deflection of the deck from the pull aft of the headstay. We’d like to see a metal backup pad behind this fitting rather than the washers which are used.General construction is thoughtful and well executed, with excellent glasswork, a strong and simple hull-to-deck joint, and reasonably installed hardware and fittings.Handling Under PowerAlthough some early models of the 8.5 used a seven horsepower BMW diesel, the 1982 version employs an eight horsepower Yanmar. These small Yanmars are quite impressive, light in weight and far smoother than the company’s older rockcrushers.Because of the high freeboard and considerable windage of the 8.5, the standard engine is the absolute minimum power plant for the boat. Recognizing this fact, the company offered a 15 horsepower, two-cylinder Yanmar as an option. For another 75 pounds and $1,150, we would want this option on the boat if the ability to get places under power is a real consideration.The extra fuel consumption of the larger engine will scarcely be noticed. The 18 gallon aluminum fuel tank will probably give a range under power of over 250 miles—more than adequate for a 28 foot cruising boat.The fuel tank is located under the cockpit and is securely mounted and properly grounded. There is an easily reached fuel shut off between the engine and tank. Unfortunately, the fuel fill is located in the cockpit sole. Spilled diesel oil turns even the best fiberglass nonskid into an ice skating rink. Fuel fills should be located on deck, where spills can be efficiently washed away.Engine access is via a large removable panel on the inboard face of the quarterberth. This panel lacks any kind of handhold to make it easily removable, which will discourage regular checking of the engine oil. The top companionway step also removes for access, but it’s a long reach to the dipstick.There is no oil pan under the engine. It will be necessary to be very careful when changing oil to keep the bilge clean. We have yet to see anyone change oil and filters on a boat engine without spilling something.With the quarterberth panel removed, access for routine service is excellent. The quarterberth has remarkable headroom over, so that the mechanic will not feel like a trapped spelunker after a half hour of work. Engine removal will require some joinerwork disassembly.Handling Under SailThe S2 8.5 is no slug under sail. Her PHRF rating of 174 to 180 compares very favorably to other boats of her size and type. The Sabre 28, for example, has a rating of 198. The Pearson 28 about 195, and the O’Day 28 about 198.Part of this is no doubt due to the fact that the standard sails on the boat come from the North loft. While North’s OEM sails may not be the vertical cut Mylar-Kevlar wonders that adorn custom boats, they’re a lot better than most.S2 now uses Hall spars. The simple masthead rig is extremely clean, with airfoil spreaders and internal tangs. The boom features an internal outhaul and provision for two internally-led reefing lines, with cam cleats at the forward end of the boom.The deck-stepped mast is mounted in a stainless steel deck plate incorporating plenty of holes for the attachment of blocks. Halyards and Cunningham lead aft along the cabin house top to a pair of Lewmar #8 winches. Lewmar #16s are optional, but hardly necessary.The main is controlled by a six-part Harken rig mounted on the end of the boom, and a Kenyon traveler mounted on the aft cockpit coaming. This will work fine with the tiller-steered version of the boat. With wheel steering, the mainsheet is likely to be a nuisance to the helmsman.Because of the end-of-boom sheeting, a boom vang will be essential for full mainsail control. Ironically, the boat’s drawings show almost mid-boom sheeting, with the traveler mounted on the bridgedeck at the forward end of the cockpit. This is probably a better arrangement, although it heavily loads the center of the boom and requires more sheeting force.Owners of 8.5s have little but praise for the interior of the boat. The cabin has a wide feeling, created by pushing everything outboard. The “chart area” on the plan is a myth, as far as we can tell.Despite the fact that the shrouds are set well in from the rail, the boat lacks inboard headsail tracks. Rather, you are limited to snatch blocks shackled to the toerail track. A six-foot piece of track set inboard of the rail would be a useful addition.Standard headsail sheet winches are two-speed Lewmar #30s. Options include both larger winches and self-tailers, both of which are worth considering for either racing or cruising. The cockpit coamings are wide enough for mounting larger primaries and secondaries.The high-quality rig and sails add to the price of the S2, but they are additions well worth the cost.Deck LayoutThe deck layout of the 8.5 is clean and functional, with no toe stubbers to catch you unawares. There are two foredeck mooring cleats, but no bow chocks. The necessity to lead an anchor line well off the boat’s centerline, coupled with high freeboard forward, is likely to result in a boat which sails around on her anchor or mooring. The 8.5 has a pair of wide stainless steel chafing strips at the bow which will greatly protect the deck from the chafe of the anchor line.The 8.5’s foredeck anchor well is one of the best we’ve seen. It is shallow—just deep enough to hold an anchor and adequate rode. There are double scuppers, which offer less likelihood of clogging. The lid is held on by a full-length piano hinge, and there is a positive latch.The shallow locker well above the waterline means that water is less likely to enter through the scuppers, which can be a real problem with a deep anchor well. When the bow pitches into waves, a deep anchor well can fill with water, and if the scuppers clog with debris, you can find yourself sailing around with several hundred pounds of extra weight in the worst possible position. There is no provision for securing the bitter end of the anchor rode, but a big galvanized eyebolt installed in the well by the owner will solve that one.The running lights leave something to be desired. Their location at deck level just aft of the stem makes them vulnerable to damage when handling ground tackle. We much prefer an international style bicolor mounted on the pulpit, another two feet off the water: easier to see, and out of the way. Wiring for the running lights is exposed in the anchor well, and should be secured out of the way.A recessed teak handrail runs the full length of the cabin trunk, serving the dual function of heavy weather handhold and cabin trim piece. Its shape makes it far easier to oil or varnish than the conventional round handrail, although the wide, flat section seems somewhat awkward after years of grabbing round rails.The 8.5’s cockpit is the maximum size we’d want to see on a boat of this size. The T-shape is designed to accommodate the optional wheel steerer, yielding a somewhat odd layout for the tiller-steered version. A bench seat spans the aft end of the cockpit. Although this makes good seating in port, we doubt that you’d want anyone sitting there under sail: too much weight in the end of the boat. It does make a natural helmsman’s seat for wheel steering.The engine controls and instrument panel are also located at the aft end of the cockpit, and are basically inaccessible to the helmsman of a tiller-steered version.There are two lifting lids in the aft cockpit bench, giving access to a cavernous space under the cockpit. To be useful, dacron bags should be fitted to the inside of these lockers. Then, they’ll be handy stowage for spare sheets and blocks.There are comfortable contoured seats along each side of the cockpit, with a huge locker under the port seat. Although plywood pen boards somewhat separate this locker from the engine space under the cockpit, it would be far too easy for deeply piled junk to get knocked over the board and into the engine. This locker should be partitioned into smaller spaces unless it is to be used exclusively as a sail locker.The battery boxes, fitted at the forward end of the locker, could benefit from plywood or fiberglass lids to keep battery acid off gear which might find its way onto the batteries. The box is designed to take two batteries—one battery is standard—stored in plastic containers. A single lid covering the whole box would be more efficient.The huge cockpit will accommodate up to six for sailing, and eight for in-port partying. The cockpit seat bottoms are contoured, and the cockpit coamings slope outboard for more comfortable seating. However, the seats are both too narrow and too short for sleeping.The forward end of the cockpit is protected by a narrow bridgedeck. However, the cockpit coatings extend a full foot above the level of the bridgedeck, To block the companionway to the level of the top of the coamings will require leaving two of the three drop boards in place when sailing.Although there is moderate taper to the sides of the companionway, making it easier to remove the drop boards, it is still necessary to lift each board about five inches before it can be removed. This is far safer than many tapered companionways, where boards practically fall out if you look at them wrong. The companionway slide is one of the best we’ve seen. It’s a contoured piece of acrylic fitted with a convenient grabrail. It slides easily in extruded aluminum channels, and is fitted with a fiberglass storm hood. As on many boats, the aft cabin bulkhead slopes forward, rendering it impossible to leave the drop boards out for ventilation when it rains.BelowdecksOwners consistently praise the interior design and finishing of S2 sailboats. From looking at the 8.5, it’s pretty easy to see why.There are no exposed interior fiberglass surfaces except the head floor pan molding. The hull and cabin overhead are lined with a carpet-like synthetic fabric. While this will undoubtedly cut down on condensation, we at first wondered how this fabric would hold up over time. Inevitably, the hull liner and even the overhead will get wet. In freshwater areas, this is no problem. The water will eventually evaporate. In salt water, however, wet fabric never seems to dry. Salt draws moisture like a magnet draws steel. Since first seeing this boat, however, we’ve had good experiences with the fabric. Be sure, however, to get a good wet-or-dry vacuum to keep it clean.Interior layout is fairly conventional, with Vberths forward, and immediately aft, a full width head. The head can be closed off from both the forward cabin and the main cabin with solid doors—a real luxury in a boat this size. There is a large hanging locker in the head, and reasonable storage space for toilet articles.The word for the main cabin is “wide,” with the settees pushed as far outboard as they can go. Décor is a little heavy on the teak for our taste, but it is one of the better coordinated interiors we have seen. S2 had a good interior decorator.A fold-down dining table seats four. When folded against the bulkhead, it is held in place by a single latch, which makes us nervous.Neither settee is full length. The foot of the port settee runs under the galley counter, making it long enough for sleeping, although your feet may feel a little claustrophobic in the tiny footwell.The starboard settee is an unusual configuration. The aftermost 12" of the settee folds up to form an arm rest, leaving a gap between the end of the settee and the head of the quarterberth.Inexplicably, this gap is referred to on the accommodation plan as a “charting area,” although there is neither a standard nor an optional chart table. It’s sort of like the designer ran out of energy before completing the interior design.Over the non-existent “charting area” is the best electrical panel we’ve seen on a 28 foot boat. The panel has a locking battery switch, battery test meter, and a panel with room for 14 circuit breakers, although only half are installed on the standard boat.The space is welcome, since with the proliferation of marine electronics most electrical panels are woefully inadequate.Most quarterberths tend to induce claustrophobia. That of the 8.5 is more likely to exacerbate any tendencies you might have to agoraphobia. At last, a quarterberth which will not give you a concussion when you sit bolt upright in the middle of the night after your neighbor drags down on you in a wind shift.The standard main cabin sole is carpet-covered fiberglass. For an additional $325, teak and holly was available for the traditionalist. We’d want it. Unfortunately there is no access to the bilge in the main cabin. None. This is inexcusable, and could be dangerous. A few hours with a saber saw should solve this rather basic problem.The galley is workable and accessible, with no awkward posturing required to do the dishes. The sink gets an A+. It is a full nine inches deep, is large enough to take a frying pan, and mounted close to the centerline.In contrast, the icebox gets a C-. It is larger than normal on a boat of this size, but it drains to the bilge, has a poorly insulated top, and a tiny, uninsulated hatch without a trace of a gasket. Boo.Because of limited counter space, the two burner Kenyon alcohol stove is mounted athwartships, rather than fore and aft. This means that the stove cannot be gimballed, and that it is necessary to reach across the inboard burner to reach the outboard one. Given the fact that countertop gimballed stoves are usually dangerous, the lack of gimballing doesn’t bother us much. What does bother us is that if you want to upgrade the stove to something more functional, the limited space allocated will stretch your ingenuity.A fold down table at the end of the galley counter gives additional counter space, but it must be left up in order to use the port settee for sleeping.Roominess, excellent execution, and good color coordination are trademarks of the interiors of all S2s, and the 8.5 fits well into this enviable tradition.ConclusionsThe S2 8.5 is a good boat for cruising the Great Lakes or any coast in comfort and a certain amount of style. Her appearance may be a little modern for traditionalists, with her straight sheer and European-style cabin windows.Pricey? Yes, but when you look at the things that go into the boat—the rig, good sails, and a comfortable, well finished interior—the price may seem a bit less painful. You still pay for what you get.

48 foot Sailboat, Ta Chaio Ketch. Make and offer! MA NEW PICS

Milford, Massachusetts

Interior upgrade in 2007; 3 cabin arrangement and large U-shaped galley; private master cabin with centerline queen berth and private head; private v-berth with hanging locker and head; teak interior and cabin sole; louvered doors on lockers; clean and bright overhead; two showers and 3 hanging lockers; dressers for folded clothes storage. New Helm, 3 winches rebuilt, new exterior chainplate, all running rigging replaced, all teak stripped and refinished, new bilge pump, new hot water heater, new vhf and antennanew engine lift pump, water pump, raw water pump, belts and alternator. Many other new items, repairs and repalcements, recent hull survey completed in May 2012.Very safe and comfortable sailboat. Easily sleeps 5 and is legally registered to have charters for up to six persons. Gusto" Is an incredibly well founded safe and comfortable vessel. She has made trips from Boston to Central America and back several times. She is a full keel vessel that offers a high degree of stability and comfort in any seas The below is my last survey May 30, 2012 Yacht Survey and Condition Report At the request of Mr. Peter M Licnikas the undersigned surveyor conducted a condition and valuation survey of the yacht “GUST-O” a 1978 48 ft Mermaid Ketch sailboat as it lay on jack stands at Yankee Landing Marina Merrimac St, Newburyport, Ma 01951. Name: GUST-O Year: 1978 Builder: Pali Shiang Taipei Hsien, Taiwan Model: Mermaid 42 Ketch Documented: 624951 Hull ID: TAC420251278 Dimensions: LOA 48' LOD 42' Beam 12’2” Draft 6’3” Displacement: 14 net tons Type: Sail Intended Use: Pleasure Hull Graphics and Color: White hull, green bottom Estimated present Value: $71,200.00 Estimated replacement value $245.000.00 Scope of Survey: The purpose of this survey was to estimate the current market value and marine risk evaluation. The survey of this vessel is based solely on careful visual and non-destructive inspection of all accessible portions of its structure and available equipment. Complete inspection can only be made by removal of soles, decking, headliners, ceiling or hull lining, tanks, and joiner work. Complete inspection of machinery, auxiliaries, piping, tanks, systems, electrical wiring, electrical and electronic equipment can only be made by continued operation or by disassembly. This would be damaging in nature and prohibitively time consuming, and therefore was not done. This vessel was surveyed while in lay up at Yankee Landing Marina, Merrimac St. Newburyport, Ma 01951. I visually inspected all sections of the vessel and its equipment detailed in this report. General Description: This hull is a reinforced fiberglass molding hand laid up using alternate layers of mat and woven roven with polyester resin. It is stiffened with web floors, bulkheads and joinery flanges. The hull design incorporates a molded lead filled keel and rudder for ballast. The hull is heavily built and is rigged as a Ketch designed for sail with a 45’ main mast, and 25’ mizzen mast. Bottom: Underwater surfaces were smooth and fair with no signs of damage or recent groundings. The bottom paint was in fair condition. I sounded the entire hull with a phenolic hammer and found no voids, blisters or delamination. I also placed an Electro-physics moisture meter on the hull and found it to be in the acceptable dry range with readings of 15 and less. Through hull fittings were all bronze and appeared original and in good condition, however none were removed for inspection. I observed several through hull fittings that were plugged or partially blocked by barnacles and growth. I recommend the fittings be cored out. The keel is lead filled for ballast rated 9400lbs. The propeller shaft is a 1” in diameter stainless steel supported with a rubber stern bearing with an external housing, all in good condition. I placed a target on the shaft and rotated it. The shaft tracked true within visual tolerances. The rudder is supported at the top with a 1.5” bronze shaft. The shaft and bearings turned smoothly with no signs of wear. Boot top up was white epoxy paint. The paint was in overall good condition with only minor scuffs. I observed one deep scratch on the starboard side that I recommend be repaired to prevent moisture intrusion into the underlying fiberglass. Topsides: Topside teak wood has been removed and replaced with fiberglass with non skid. The topsides were in good condition solid with no signs of moisture or rot. Cabin ventilation is through four Lexan covered 24”X24” teak hatches and four brass 6” air scoops. The life rail was rubber coated stainless steel cable with stainless steel stanchions. All stanchions were well secured and solid. All cleats were stainless and wood in good condition well bedded and solid. The rub rail is teak in good condition. Tanks: The two fuel tanks were rectangle in shape located under the cabin sole. The tanks were aluminum and well secured with proper fill and vents and rated at a total of 88 gallons. Water tanks were rectangle in shape and located under the cockpit sole. The tanks were well secured and fitted with proper vents and fill. The tanks were rated at 110 gallons. Spars & Rigging: Masts and booms are constructed of wood and appeared straight and in good condition. Both masts were rigged with no stretch stainless steel cable and turnbuckles. All rigging was in good condition well secured to the hull and properly tightened. The masts were in need of new paint. Hull Interior: Below decks I removed loose floorboards, opened lockers, and removed drawers for the best inspection of the hull interior and bilge area. I found all bulkheads to be secure with no signs of stress or damage, and the bilges to be in need of a minor cleaning. The interior was finished in custom teak in good condition, and consisted of a V berth forward with full head and shower. To the rear was a salon area consisting of a bench seat on the starboard side and a dinette on the port side. To the rear of the dinette was a galley consisting of a 4 burner natural gas stove with oven, ice box, and double stainless steel sink. The starboard side contained a large chart table with electrical panel. To the rear was a second full head on the starboard side and large master stateroom with queen size bunk. Bilges where sited were generally clean. Bilge pumping was with one super gulper manual pump in the galley. Along with a 12v rule 1500 main pump, and a rule 1000 backup. Steering on board is a pedestal center post with a 3’6” wheel turning a Sea Star hydraulic system rated at 1000 psi. Electrical: The vessels electrical supply is both 120ac powered by a shore power cord only, and 12v. The shore power only powers several outlets. All AC outlets were GFI protected except the outlet near the chart table. I recommend that outlet be changed to a GFI outlet in accordance with ABYC recommended practices. The 12v system not powered up at this time. The 12v wiring was well run, secured, and appropriately sized with a breaker panel and battery selector switch mounted above the chart table in accordance with ABYC recommended practices. The 12 v system was powered with three 800 amp combination starting/house batteries and one 1200 amp and 1000 amp dedicated house batteries. All batteries were in acid proof boxes and well secured located under the aft bunk. Fire Protection: Fire extinguishers consisted of four BC size I. Propulsion Machinery: The yacht power is from a 1978 Perkins 4108 diesel rated at 80 hp. The engine has a 60 amp alternator for charging the starting and house batteries. Engine compartment ventilation was through two 3” intake and exhaust. Engine mounts bolt to steel I beam beds with no apparent signs of movement. Fuel lines are copper hose in good condition. Engine seawater intake is through a bronze ball valve with sea strainer. Engine exhaust is direct to the transom through rubber hose. Fuel filtering is with a Racor filter/water separator in good working order. Lube oil was clean and filled to the proper level. Engine was not running at this time due to winter layup. Engine controls were mounted in the rear cockpit with a single throttle/shift lever with push pull cables. The cables functioned smoothly and were in good working order. THERE IS NO WARRANTY GIVEN OR IMPLIED FOR THE FUTURE USE OR LIFE OF THE ENGINE DESCRIBED HEREIN. Ground Tackle: Ground tackle on board consists of a 40 lb plow type anchor with a good lead of chain and of 5/8” nylon anchor rode. Sail Inventory: 1 mizzen sail 1 mainsail 1 130 jenoa Electronic & Navigation Equipment: Garmin 3210 Plotter/sonar/weather Standard Horizon digital depth sounder Cobra Marine VHF radio Sony Am/Fm/Cassette stereo 1 Ritchie compass Safety Gear: 4 12 gauge Arial flares 8 Type I adult life vests 1 Type V throw ring 3 Type III adult life vests Horn/bell/whistle Conclusion: Overall this vessel appeared very well maintained and in good condition for its age and class. As seen, this vessel would be a considered a suitable marine risk for its intended use of inland, bay, and near costal operation provided all (*) recommendations are complied with, and all U.S. Coast Guard safety equipment is properly fitted. The estimated value was based on the average selling price of vessels of this size, type, construction, condition, and age, with all equipment and accessories observed aboard. This value is based on personal knowledge and experience with the present sales market, along with listings on the internet, references, resources, and publications available to this surveyor, and is represented as our best opinion with available information. This survey has been prepared and submitted in good faith. It is understood and agreed that the services rendered by Capt. Craig Poirier Master marine surveyor as the attending surveyor, were performed to the best of our ability. Any reports furnished either oral or in writing, are accepted as our opinion and best judgment. They are not in any way intended as a representation or warranty as to the condition of the vessel or any of its parts. It is further understood and agreed that the attending surveyors of record will not be responsible for any loss or damage direct or consequential arising out of the condition of the vessel, or by any error or omission on our behalf as surveyors. This document is for the sole use of the person contracting for and named in this survey. Payment and/or use of this survey report constitute acceptance of these conditions. This report is based on over 30 years of Marine experience and membership with US Surveyors Association (MMA Master Marine Surveyor), Association of Certified Marine Surveyors (CMS Certified Marine Surveyor), International Association of Marine Investigators (CMI Certified Marine Investigator), and USCG licensed 100 ton Master Mariner. Member ABYC. All surveys done to ABYC and NFPA codes.

1960 Chris-Craft Constellation-Great Condition

New Port Richey, Florida

Make Chris-Craft

Model Constellation-Great Condition

In 1970 the original 430 Lincoln motors were replaced with 427 Ford motors. In 1999 the aft deck enclosure was changed to an EZ2CY system in sliding tracks as well as the bottom being sanded smooth and the application of VC-17 paint for improved fuel economy. Clair Shores. Other features include halon fire suppression Bennett trim tabs and a water maker. In 1999 with the new enclosure chromed rail stations and fresh paint on the hull the vessel was judged and awarded Best in its Class award at the Blue Water International Boat Festival. A buyer should instruct his agents or his surveyors to investigate such details as the buyer desires validated. This is not a restoration she has had owners who have cared for her. Throughout the years numerous upgrades and maintenance projects including painting chrome bright work accessories and interior decoration have been completed whenever needed. Boats Motor Yachts 8536 PSN . Clemens MI area who used the boat to vacation with his family in northern Lake Huron Lake Superior and on Lake St. A port side companionway leads below. In 2009 the propellers were replaced. Clair and Erie and often for charitable boat outings and in parades. She has everything you need to get you where you want to go and back home safely. Today the vessel s uniqueness and condition turns heads wherever she is. On deck we start with a teak foredeck with stainless steel bow rail wide teak side decks and wing doors to aft deck. This vessel is offered subject to prior sale price change or withdrawal without notice. These motors provided more horse power than the original motors with replacement parts more readily available. the forward stateroom has upper and lower bunks. In 1997 the motors were changed to the current set of 454 Crusaders with Borg Warner transmissions. Forward and down is a full galley with wraparound cabinets full size refrigerator built-in microwave oven and three-burner range with oven. the vessel was used for vacationing in Lakes Huron St. In 1993 the vessel ownership was transferred to the third owner s son a USCG Master Captain 100 Ton and Licensed Professional Engineer who continues to operate the boat today.In 1995 the navigation electronics were updated to the most up to date equipment at the time including GPS Loran Chart Plotter Auto Pilot and Radar all linked together via SeaTalk. the vessel was occasionally used as a press boat for the Port Huron to Mackinaw sailboat race and various other events. A convertible dinette is to starboard and seats four or sleeps two. Call now and make an appointment to see for yourself what classic boating is all about.  Motivated seller says bring offers! Dimensions Displacement: 38000 Engines Total Power: 320 Tanks Fuel: 410 Fresh Water: 200 Holding: 60 Accommodations Large windows warm wood tones and beige carpet provide a bright and airy interior. Forward is a centerline helm with original gauges Auto Helm tridata depth sounder Raytheon GPS Loran chart plotter radar and VHF radio & hailer. the second owner purchased the vessel in 1965. the first owner was an automotive dealer in the Detroit area and moored the vessel in St. Sweeping bow teak decks wood hull covered helm spacious aft deck and traditional salon make her stand out in any marina. Throughout this vessel s history it has been enjoyed by hundreds of passengers whether it was for an afternoon or on a week s voyage. Three Marine Air reverse cycle HAC units maintain interior comfort and an Onan 10kW generator provides offshore electrical power. the vessel was sold in 1978 to its current owner s family. This greatly increased the usability of the boat. There are three staterooms. the third owner of the vessel was a businessman in the steel fabrication business from the Mt. Twin 1996 Crusader 454XL Engines MSTS Ignition 5000 Series Velvet Drive Trans Four-Blade 24x20 Propellers Bennett Trim Tabs Halon Fire Suppression Onan 14kW Generator Four 30-amp Shore Powers Connections 60-amp Electrical Panel 20-gallon Water Heater Three Marine Air HAC Units Water Maker History This vessel was manufactured in Algonac Michigan purchased new in 1960 and delivered in Detroit by the Gregory Boat Company. Clair. There is a forward head compartment serving both staterooms. the vessel is not a restoration project; rather it has always been cared for in a meticulous manner. the master aft cabin has two full berths. the open salon has large windows beige carpet and warm wood tones providing a comfortable and relaxing living area. When not in use the vessel was summer stored in a covered boat well on the Clinton River in Harrison Township MI and winter stored out of the water in the same boat well. the aft deck has EZ2CY enclosure three bentwood loveseats coffee table and wet bar with refrigerator ice maker and liquor storage. In 1978 the hard top of the vessel was extended. the boat was named Tamba. Forward Guest Stateroom with Upper and Lower Bunks Forward Guest Head Mid-Cabin Stateroom with Offset Upper and Lower Berths Full Galley with Convertible Dinette Open Salon with Sleeper Sofa Twin Easy Chairs Entertainment Center and Refrigerated Wine Storage Master Aft Cabin with Two Full Size Berths and Private Head with Shower Galley Dinette seats four and sleeps two. In 2000 the vessel was awarded the Popular Choice award at the Wallaceburg Antique Motor and Boat Outing. It is important to note that this vessel has never left the fresh water of the Great Lakes and is in the condition that is today due to the its continued care and maintenance and indoor storage. U-Shaped Galley Solid Surface Counter Top Stainless Steel Double Sink Full Size Refrigerator/Freezer Three-Burner Range with Oven Built-in Microwave Oven Bridge Deck Enclosed Centerline Helm Station Aft Deck Lounge with EZ2CY Enclosure Comfortable Seating with Three Bentwood Love Seats and Large Coffee Table Wet Bar with Ice Make and Refrigerator Provide Refreshment Wing Doors to Side Decks Steps Aft to Swim Platform Electronics & Navigation Raytheon 398 GPS & Loran Raytheon 601 Chart Plotter Raytheon R40 Radar Raytheon 202 VHF Radio Raytheon 650 Auto Pilot Danforth Compass Original Gauges Deck & Hull Teak Deck Stainless Steel Bow Rail Fender Racks Teak Deck Lockers with Cushioned Seats Swim Platform Mechanical & Electrical Recent surveys available. the boat is still summer and winter stored in the same Clinton River Boat House as it has been since 1978 keeping it in its pristine condition. Whether you are planning a day on water or a weekend getaway this 50' Constellation is ready to accommodate with three staterooms. Clemens MI area who renamed the boat Arrivederci. the vessel proved to be very convenient while anchoring off shore for long periods of time with its 32 volt systems large water and holding tanks and 10 kilowatt generator. the center stateroom has offset upper and lower berths. This beautiful 50' motor yacht is exceptionally well maintained and ready to cruise. the current owner has used the vessel for vacationing and entertaining with his family and friends in Lakes Huron St. There are two easy chairs a sleeper sofa with coffee table entertainment center and even refrigerated wine storage. Clair and Erie. the aft head compartment has large shower stall. Disclaimer the Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. When not in use the vessel was summer and winter stored in a covered boat well on the Clinton River in Harrison Township MI. This Chris-Craft was re-fitted in 1996 with twin Crusader 454XL engines and is equipped with Groco oil change system Velvet Drive transmission and new four-blade propellers. He was a business man in the flower bulb business from Mt. 1960 Chris-Craft Constellation-Great Condition Location: Harrison Township MI US (LOCATION: Harrison Township MI) This 50' Chris-Craft Constellation is a fresh water time machine with classic features and drop-dead good looks...

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Victorian 14 foot sailing council

2023-24 Australian Championships 28th Dec to 4th Jan. Manly 16ft Skiff Club, NSW

About 14 ‘s

The International 14 is at the leading edge of the sailing world. This high performance, racing dinghy is where it is today because it has managed to effectively balance development and performance against fleet growth at the national and international levels. Throughout its long and esteemed history, the I14 has stayed at the forefront of design and technology, without forgetting why it exists – great sailboat racing!

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29-30 Septemeber i14 State Championships Metung Yacht Club

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14 people feared dead after boat capsizes in Tana River

The police are currently at the scene and a rescue mission is ongoing.

The officers are also trying to establish the exact number of travellers who were on board.

Some 14 passengers are feared dead after the boat they were travelling in capsized at the Kona Punda area within Madogo in  Tana River county.

According to a witness, the boat which had more than 40 passengers on board was on its way to Garissa from Madogo where it had picked up the passengers.

The Kenya Red Cross has also confirmed that their teams from Garissa and Tana River County are currently responding to the situation.

The 3 boats have been ferrying people since yesterday charging Sh1,500 per person.

More to follow..

Garissa boat owners hike fare by 200% as floods cut off road network

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Monday, 29 April 2024

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Drugs worth Rs 600 crore seized from Pakistani boat off Gujarat coast; 14 crew members held

The Indian Coast Guard has seized 86 kg of drugs worth Rs 600 crore from a Pakistani boat and arrested 14 persons on board the vessel off the Gujarat coast, the maritime security agency said on Sunday.

The overnight operation in the Arabian Sea was carried out in coordination with the Gujarat Anti-terrorism Squad (ATS) and the Narcotics Control Bureau (NCB), it said.

“In a breathtaking overnight operation, Indian Coast Guard undertook an intelligence-based anti-narcotics operation at sea on 28 Apr 24. Approx 86 kg of narcotics worth Rs 600 crore has been apprehended along with 14 crew from the Pakistani boat,” the agency said in a release.

The Coast Guard is yet to disclose what kind of narcotic substances were recovered from the Pakistani boat.

Coast Guard ships and aircraft were deployed for the operation, it said, adding that ICG ship Rajratan was used to identify the suspect boat with the help of NCB and ATS officials on board.

“No amount of evasive manoeuvring tactics employed by the drug-laden boat could save it from the swift and strong ICG ship Rajratan. The ship's specialist team embarked on the suspect boat and, after thorough checks, confirmed the presence of a sizable amount of narcotics,” the Coast Guard said.

The Pakistani boat along with its 14-member crew were apprehended and were being brought to Porbandar for further investigations, it added.

“The jointness of ICG and ATS, which has led to eleven such successful law enforcement operations in the last three years, itself reaffirms the synergy for national objectives,” it added.

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Best baguette 2024 - Paris Forum

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Get your baguette where President Macron gets his!

2 replies to this topic

But, thanks so much for the post.

Pirate 🏴‍☠️

Just another contribution Pirate to the endless search for "the best of...." whatever.

I used to bring back coffee as well as croissants and a baguette - he'll get the hang of it :-))

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