navy 44 sailboat

Navy 44 mk ii

The navy 44 mk ii is a 44.5ft masthead sloop designed by david pedrick and built in fiberglass since 2007..

The Navy 44 mk ii is a moderate weight sailboat which is a reasonably good performer. It is reasonably stable / stiff and has an excellent righting capability if capsized. It is best suited as a heavy bluewater cruising boat. The fuel capacity is average. There is a good water supply range.

Navy 44 mk ii for sale elsewhere on the web:

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• Sailboat Reviews

New Boat Review: A Look Inside the New Leadership 44

Morris yachts and designer dave pedrick combine talents in the coast guard academy’s new training vessel..

The U.S. Coast Guard Academy has always been a strong advocate of sail training, but for decades, the tall ship Eagle has held center stage. Of course, the Coast Guard Academy has always maintained a fleet of sailing vessels at its New London, Conn. campus, but the boats were usually hand-me-downs from the U.S. Naval Academy—boats that had been sailed hard for two decades or more.

This time, when the Naval Academy received its new fleet of Navy 44 MkIIs ($1.3 million per boat, including cost over-runs), the Coastie cadets set their sights on a new boat, too. Largely due to the efforts of the U.S. Coast Guard Foundation, they got it: the new Leadership 44, built by Morris Yachts, a company best known for its high-end semi-custom yachts. As with the Navy 44 MkII ( PS , August 2008), the boat’s designer is David Pedrick, whose extensive resume ranges from America’s Cup boats to capable cruisers.

Fewer and fewer new sailboats are set up for 24/7 underway operation, so when we come across one that has the features we expect in a true offshore workhorse—offshore sleeping berths, ventilation in rough weather, a galley and head that work well underway, and a sail plan that’s efficient and easy to handle—we naturally get excited. At its heart, the Leadership 44 is a service academy boat, and its mission is to provide cadets at the U.S. Coast Guard Academy with both leadership and small-boat seamanship experience. It is more than just a platform for building teamwork and seamanship, however. Sailing skills learned at the academy often get put to use in the real world.

Now-retired USCG Capt. Kip Louttit often recalls his time spent sail training at the Coast Guard Academy. Later, as a junior officer aboard a cutter responding to a mayday call from the crew of a sailboat with engine trouble and a seasick crew, he put that training to work. Instead of plucking the crew from their unpleasant but non-life threatening seafaring experience, he and another crew member from the cutter were transferred from to the sloop. They set a reefed mainsail and jib that dampened the motion, got the engine started, charged the batteries, and then continued under sail for a couple of days to Shinnecock Inlet, where the local Coast Guard station crew took over. During the passage, they helped the owner and crew to recover from their misadventure and demonstrated how to handle an offshore passage.

Design Objectives

This sail training boat is neither an all-out-racer nor an ocean-crossing iceberg chaser. What the Coast Guard wanted was a sailboat to teach leadership skills as well as small-boat seamanship. And the reason that neither the Navy nor the Coast Guard could simply head to the Newport or Annapolis boat show and pick their boat form the fleet on display, was that nothing on the floating shelves quite met their needs. Both institutions realized that their demand for a sail-training boat required a vessel that could be driven hard and endure year after year of rough treatment ranging from wicked squalls to groundings.

Based on the Academy’s experience with its old Ludders yawls, it was clear that the demands of the mission were far more challenging than what individual owners or even charter companies placed upon mainstream production boats.

In short, the structural requirements needed to be upgraded, and functionality superseded luxury, aesthetics, and finish. For both the Coast Guard Academy and the U.S. Naval Academy, the right boat needed to offer the performance of a racer, the carrying capacity of a cruiser, and the durability of a workboat.

Once Pedrick had a clear picture of what the Coast Guard was looking for, he took the lessons learned from the Navy 44 project and designed a lighter-weight, fuller canoe-body sloop with a fractional rig sail plan and a carbon-fiber spar. The mission was clear, and what the superintendent of the Coast Guard Academy signed off on was a boat with, “contemporary lines, simplified rig and improved sail plan, that will meet the rigorous demands of the Coastal Sail Training Program and give the Academy excellent performance for years to come.”

Engineering

Taking weight out of a boat is easy if you’re not concerned about strength and stability. But if you are, effective engineering is the only answer to the challenge. Less ballast cuts down on weight, but you will sacrifice when in comes to the limit of positive stability or (LPS), also known as the angle of vanishing stability (AVS). Because the primary mission of the L44 lies in the coastal domain, reducing weight to increase light-air sailing ability could be justified. So the decrease in ballast and LPS was acceptable, and the result still delivered a boat that would have no trouble fulfilling the 115 stability index required for the Newport to Bermuda Race, if participation was on the agenda.

Adding a carbon mast was another weight-saver, paring away pounds where it counts the most. But when you get to the hull laminate, weight reduction with strength retention becomes more and more costly.

In order to shed some hull-and-deck weight, Morris used SP-High Modulus to engineer the laminates. The 30-year-old composite engineering company has an aircraft-savvy approach to boat building. Their SmartPac B³ system uses the designer’s files and finite element analysis to come up with a layer plan for putting the right amount of reinforcement in every given area of the boat. Then SP uses computer-controlled nesting software and fabric cutters, much the way a sailmaker cuts panels. Cloth, mat, stitched fabric, and foam are cut like parts of a tailored suit.

The process can be leveraged to favor light weight, low cost, or high strength, but not all at the same time. An advantage to the system is material standardization and less waste and clutter. The challenge lies in picking the right safety margin. Sailing loads are predictable, but wave impacts on decks or hitting a sharp edge of a large piece of flotsam may put loads where they weren’t anticipated, so how to value toughness and point load resistance to penetration also counts. The Leadership 44 mission statement doesn’t reflect as much open-ocean sea time as the Navy 44, so a slightly lower scan’tling could be justified.

Dr. Paul Miller, a naval architecture professor at the U.S. Naval Academy and consultant on the design of the Leadership 44, performed original research on the development of the laminate schedule for the Navy 44 MkII. He’s quick to point out that the Navy boat is built to a higher scan’tling and utilized more laminate in the hull and deck.

Both boats were resin-infused, a process that improves the slot filling in the core, increases the fiber-to-resin weight ratio and decreases void content. The scan’tlings of each boat fit the mission of the vessel.

The original McCurdy and Rhodes Navy 44 sloops, also built to robust scan’tlings, were pressed hard for 20 years. The boat’s success proved that enhanced structural strength is essential to achieving the durability required in a sail-training craft.

The rig and deck layout of the Leadership 44s signify a performance sailboat with a sea-going pedigree. Though not principally designed as a long distance passagemaker, the new boat bristles with offshore attributes. The low-profile cabinhouse, modest sized windows, and absence of ports in the hull emphasize impact-resistance and a readiness to handle breaking waves. The functional rub strake, a hard-won battle during the design of the Navy 44 MkII, made its way to the Leadership 44s.

The rig and rigging of the Coast Guard boat reflects the modern trend of a large mainsail and smaller jib, but by keeping shrouds inboard and avoiding excess spreader length, the ability to use a larger, over-lapping genoa remains an option. The Navy 44 MkII stuck with piston-hanking headsails and the belt-and-suspenders redundancy of a removable forestay and running backstays on an alloy spar. In this case, the designers went with the tried-and-true arrangement that would also give cadets experience with setting, reefing, and dousing non-furling sails. Whether the convenience of roller furling outweighs the experience of time on the foredeck that comes with conventional sails remains to be seen.

The Leadership 44’s rig is simpler than that of the Navy 44. A welded single-point chainplate cluster through-bolts to a no-nonsense double bracket. This transfers rig loads to a sizable knee that’s bonded into the hull and deck. The fitting is directly above the upper berths in the main saloon, so whomever draws the top bunk will soon learn whether the engineering is a success by the presence or lack of a persistent drip-drip.

The Navy 44 MkII took a different approach, creating a monocoque form incorporating the hull, deck, and chainplates. Time will tell which approach staves off the top bunk water-torture test, a recurring problem on the original Navy 44s, which featured a notoriously leaky stainless-steel angle bracket to carry the loads into the hull.

It’s nice to see a hull and deck that are designed with on-deck work as the priority. The Leadership is pleasantly free of bulging cabin sides, excess freeboard, obstacles to vault, and slick areas of untextured gelcoat. Ergonomically designed for safety and freedom of movement, particular underway, the layout offers a good model for the way a cruising boat should look.

The Tiflex Treadmaster nonskid (rated best in PS’s nonskid test, July 2012) is the epitome of un-slipperiness. Coachroof handrails are no-nonsense stainless steel, through-bolted in a fashion that is sure to keep them in place. The 30-inch double lifelines, securely attached stanchions, and effective geometry of the bow and stern pulpits are consistent with the leads for jacklines and clipping points in the cockpit—all demonstrating an ongoing concern for crew safety.

There’s no question that the design team was comprised of experienced sailors seeking to optimize running rigging and hardware location. Winches and rope clutches team up where they make sense. Gone are the six lines running to a single winch, a choke-point we often see on many over-clutched production boats. The self-tailing winches are situated where the person grinding has plenty of room to work and is not constrained to 280-degree arc. The helmsperson is isolated by the traveler, within easy reach, and a bridgedeck over the semi-open transom doubles as a carport for liferaft storage.

Though far from getting a nod of approval for sumptuous accommodations, this Pedrick/Morris interior is an elegant vision of Spartan utility. The open interior is well-ventilated with four large dorades, and it succeeds because of what it lacks as well as what has been installed. Best of all, the accommodations work at varying angles of heel and make being underway a pleasure rather than an ordeal. In some ways it’s a retro look at the utility of going to sea.

A foursome of berths is given priority in the main saloon. This is a place where an off-watch crew can get some sleep. Amidships, the motion is lessened and good ventilation optimized. There’s even a foursome of pipe berths in the forepeak that will be just fine for off-the-wind sailing or while at anchor. The head and galley are also optimally located and work well while underway.

The treat, however, is that the capable crew at Morris Yachts just couldn’t help but trim things out with just enough wood to deliver a hint of the their abiding forté. The result is a no-nonsense interior with a spacious chart table, very user friendly L-shaped galley with a deep double (small/large) sink and a heavy-duty centerline restraining bar that keeps the cook from landing in the nav-station when the boat is on a rough starboard-tack beat.

These accommodations work well in port and even better when underway.

Photo by Onne Van Der Wal courtesy of USCG

The ubiquitous Yanmar naturally aspirated 4JH4 was the engine of choice for both the Coast Guard and Navy sail trainers, and interestingly, both with traditional drivetrains rather than sail-drives. A lot of institutional mechanical know-how went into the decision, and reliability and repairability certainly played a roll. The same block can be turbo-charged for more horsepower, but the idea was nixed over concerns about added complexity, fuel consumption, range, and the irrationality of pushing a displacement vessel past hull speed.

The mission also drove tankage selection, and with a coastal itinerary being the mainstay of vessel usage, the chance to pull in and top-off lessened the need to lug lots of liquid. A 50-gallon holding tank was deemed necessary and a 130-gallon potable water supply was there just in case a Bermuda run might come into play. The scan’t 50 gallons of diesel are consistent with the idea that cadets will have no shortage of opportunities to motor from port-to-port during their training on other vessels.

One of the biggest departures from the Navy 44 is the L44’s carbon-fiber spar and fractional rig, as much a commitment to new technology as to simplifying sail handling. The mainsail has no full battens, only partials. As many racers have found, full battens on a boat with a permanent backstay can be a nuisance and rob performance in light air. The lower two battens are parallel to the boom so reefs 1, 2, and 3 can be easily tucked in, and the bunt of sail beneath the reef-point can be gathered and tied in a simple process.

The relatively small working jib is functional in a 10- to 30-knot wind range and allows the cadets to forego the foredeck two-step of sail changing as a thunderstorm rolls through at 0300. This fractional rig does require the crew to be ready to reef the large mainsail, but with good hardware and proper crew technique, it is simple to accomplish once the crew has learned the all-important lesson of not waiting too long to tuck in a reef.

The new boat comes with a conventional spinnaker, and with a crew of agile youth on board and light wind in play, there’s good reason to run spinnaker gymnastics training. We are sure that the civilian cruising version would also offer an asymmetric option with some form of removable sprit just in case your crew isn’t comprised of a half-dozen 18- to 21-year-olds.

Underway, the Leadership 44 delivers, pointing high and footing fast. One of the value-added fringe benefits of the fractional rig is that the boat will sail to weather when reefed with just the mainsail up. Another big plus is that the small jib and large mainsail combo fits a wide range of wind speeds without the need for a sail change.

The main saloon in a sailboat doesn’t need powerboat sofas to sell. And if you are planning a lot of overnight passages, it makes sense to have at least a couple berths amidships where dorade vents keep the boat ventilated and the pitching motion found in a seaway is reduced. The same goes for a galley that has sinks that drain on either tack and a stove that has room to swing through a 40-degree arc, even when the boat is already heeled 15 degrees to leeward.

In short, we like the Leadership 44 because it’s a boat to be sailed and savored during a passage rather than one that has to be endured.

Morris has plans to build two civilian versions, a racer and a performance cruiser. Draft and interior options vary, but the same quality of build and attention to detail found in the L44 will apply. The cost of these semi-custom boats is in keeping with other boats in the Morris line, and for those looking for more pure sailboat than fashion statement, it is a very valid alternative.

• Leadership 44 is Strong, Stiff, and Lightweight

• Morris yachts

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Very nice, but this is the taxpayers money and personally, I see no justification for a $1.2M expense over a high quality semi customized production boat of $400-500K. Catalina 440, for example, could meet the specs really well and for sure, the builder could add/customize anything necessary. Training USCG mariners isn’t racing, it is seamanship and sailboat handling in different real world conditions. Nitzan Sneh s/v GDY-Kids Contest 43 Boston, MA

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Leadership 44

• By Steve Callahan
• Updated: September 7, 2011

If I were a third my age, I’d sure consider applying to the U.S. Coast Guard Academy, if for no other reason than to sail as much as possible on its new 44-foot training boats. Unlike many designs that are inching ever closer to becoming full-blown aquatic condos, luxurious on the dock but untenable offshore, the new Leadership 44—designed by David Pedrick and built by Morris Yachts—blends real advances in naval architecture and boatbuilding over the last few decades with practical features proven by centuries of seafaring ( see the Leadership 44 photo gallery ). These boats will replace the four 45-year-old Luders yawls that the academy previously employed, meaning that now every cadet will experience an up-close-and-personal taste of tides, fog, heavy weather, and boathandling while also receiving a dose of leadership training.

Despite providing near-Grand Prix performance, the design team was also asked to incorporate a forgiving nature. By most modern standards, the Leadership 44 isn’t radical. At 26,000 pounds, the boat isn’t an ultralight, although it’s a couple of tons lighter than the U.S. Naval Academy’s 44-foot trainers and features an updated yet nicely balanced hull form with a wider transom and stiffer quarters. The Leadership 44 also carries enough sail, and is light and spry enough, to feel fully powered up in 10 knots of breeze, accelerating quickly and tacking effortlessly under fingertip control, thanks to the big wheel and high-lift appendages. It can reel off 8 knots under power at very modest rpm. At the same time, although far from a heavyweight, the boat still feels very surefooted, with enough mass to bully through seas or carry forth when a novice helmsman waggles in and out of the slot.

Allen Kruger, who’s been managing the project for the Coast Guard, notes that when the 44 is in the hands of Coast Guard cadets—many of whom have no prior experience with yachts—the sails are unlikely to be properly trimmed all the time and that the hull will likely knock a few docks. Pedrick’s design office specified a robust foam-cored glass layup, and it even considered the possibility that the boat might run very hard aground, supplying the aft upper section of the keel with a crash box that should absorb excessive loads rather than fracturing the hull, a common issue with boats with deep fin keels. This boat will forgive mistakes, but its very lively nature will also provide immediate feedback, helping to tune the crew into the oceanic world. For those who may someday require Coast Guard assistance, it’s reassuring to know that those in command will be familiar with the nuances of handling a boat under sail.

Details of the boat are highly pragmatic. Designed for a crew of eight, it features a quartet of straightforward amidships single bunks, a quarter berth, and four folding pipe cots forward. For racing, the crew will likely fold the pipe cots to provide sailhandling space; offshore, the watches can hot-bunk amidships, where motion is minimized. The head also is nestled usefully next to the companionway, so the crew on duty can duck below without foul-weather gear dripping everywhere or otherwise disturbing the off watch. A large oilskin locker in the head, and the dampened motion there, will both be appreciated.

The chart table is actually big enough for a real chart, a near rarity these days. The engine cover is nicely rounded, with multiple access hatches and a totally removable lid. Deck-gear backing plates and fasteners are exposed and accessible, not hidden by headliners. Winches are less centralized than usual these days, minimizing the rat’s nest of lines in the cockpit; halyards, for instance, are handled closer to the mast. Dual life-raft cradles reside under a transom seat, perfect for security and availability. On deck and below, handholds are liberal. Treadmaster nonskid provides very sure footing. There’s no topside brightwork to varnish, but the cockpit area features faux-teak surfaces—great for footing, but easier on knees and foul-weather gear when crewmembers scramble about. Below, however, the attractive yet functional cabinetry is accented with enough wood to make the boat feel like a racer of yesteryear rather than a cold, stripped-out shell.

Morris Yachts was chosen from a roster of boatbuilders to deliver a solid, yet elegantly built, workboat. The commission began quite coincidentally, when Cuyler Morris’ son and Allen Kruger’s son were dinghy racing at the Atlantic Coast Optimist Championships. Kruger wasn’t sure if Morris Yachts would be interested in such a Plain Jane vessel, but according to Morris, “The timing was impeccable.” Due to the economic black hole that’s eaten up many a boatbuilder in recent years, the project allowed the company to rehire a number of workers, and it also allowed Morris to tackle a new approach without compromising the firm’s reputation for quality. In the end, the Coast Guard chose Morris not simply based on price per unit but because it offered the best blend of quality and value.

And should one question the timing of the U.S. Government commissioning yachts, rest easy: Your tax dollars continue to be spent elsewhere. The non-profit Coast Guard Foundation and the Coast Guard Academy Alumni and Parents associations are closing in on their $5.5 million fund-raising goal, permitting a more holistic, value-based approach than is typical for a government contract. Shearwater, hull number one, was launched in June; another seven will be delivered through 2012.

The Leadership 44 will likely be a contender during its full-on racing schedule, and it appears especially suited to such offshore events as the Bermuda races. The Coast Guard fleet will certainly see more ocean in a year than many boats will manage over several decades. I’m not surprised that there’s already talk about Morris developing a model for sailors who may enjoy more comfortable berths, a wine rack, and a flat-screen TV but whose primary interests lie in making passages efficiently while reaping real fun and fulfillment from the very act of sailing itself.

Leadership 44 Specs: LOA 44′ 6″ (13.59 m.) LWL 38′ 7″ (11.79 m.) Beam 12′ 6″ (3.84 m.) Draft 7′ 3″ (2.25 m.) Sail Area 1,383 sq. ft. (128 sq. m.) Ballast 10,000 lb. (4,535 kg.) Displacement 26,000 lb. (11,793 kg.) Ballast/D 38.5 D/L 200 SA/D 25.2 Water 130 gal. (492 l.) Fuel 50 gal. (189 l.) Holding 50 gal. (189 l.) Mast Height 68′ 0″ (20.7 m.) Engine 54-hp. Yanmar 4JH diesel Designer Pedrick Yacht Designs Price $800,000 Morris Yachts (207) 244-5509 www.morrisyachts.com

The latest project for author and yacht designer Steve Callahan ( http://stevencallahan.net ) took him to Taiwan as the technical consultant for acclaimed director Ang Lee’s upcoming feature film,_ Life of Pi_.

• More: 2011+ , 41 - 50 ft , Bluewater Cruising , Coastal Cruising , keelboat , morris , Sailboat Reviews , Sailboats
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Luders 44 (FG)

Luders 44 (FG) is a 44 ′ 2 ″ / 13.5 m monohull sailboat designed by Alfred E. Luders and built by Uniflite Corp. starting in 1963.

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)

Built for the US Naval Academy by Luders Marine Construction. (AKA NAVAL ACADEMY YAWL/NA 44) Originally of wood planked construction (1939). Replaced with a fiberglass version (by Uniflite) in 1963 with a slightly different hull/rig design and different interior layout. (4 went to the US Coast Guard) A few of the FG version were sold to individuals as sloops/cutters. (See ANNAPOLIS 44). Naval Academy boats were passed on to the US Coast Guard Academy for a few years before being sold off to individuals. (Replaced in 1985 with the NAVY 44/DEFIANCE CLASS by McGurdy & Rhodes and again, in 2000, with a Dave Pedrick designed 44 footer.) The layout shown here is for the original wood version. Thanks to Mainbrace 76, and several others for providing additional background information. Specs above are for the fiberglass version See LUDERS 44 for specs on the wood (1939) version.

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Navy 44 1987 for sale only $65,000 price new 2022 boats for sale & yachts.

Navy 44 1987 Boats Review and Specs

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Major price reduction.  Last reduction before boat comes off the market!   Here’s your chance to own the boat that has been a symbol for sailing in Annapolis.  The Navy 44 was originally designed as a training boat for the U. S. Naval Academy in 1985.  The boat was built by TPI in Rhode Island and has proven successful is both seaworthiness and durability.  Navy 44’s have been raced competitively in both buoy and distance races. It also has the basic ammenities to make it a great cruiser.  Don’t miss your chance to own a sailing legend.

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