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• Sailboat Reviews

Stiletto 27: The Beachcat Grown Up

S27: performance multihull meets trailerable, pocket-cruiser..

It’s hard to mistake the Stiletto 27s appearance-typically with blazing topside graphics and aircraft-style, pop-top companionway hatches. It’s also hard for the average sailor to appreciate the sophistication of the Stilettos construction-epoxy-saturated fiberglass over a Nomex honeycomb core.

Florida-based Force Engineering was formed to build the Stiletto in the late 70s. Forces then marketing director, Larry Tibbe, had been an aircraft account salesman for Ciba-Geigy, which manufactured Nomex. Nomex coring is used in a variety of aircraft parts (like helicopter blades), as well as the Stilettos hulls.

The 27, or Stiletto Classic, was offered in several versions. The Standard Stiletto had a mainsail, a nearly naked interior, and no options. The racing version, the Championship Edition, came with a few options like deck hatches, rubrails and removable berths, plus extra racing sails, winches, and a knotmeter. The Special Edition, the most expensive of the three, was equipped with pocket-cruising options like a galley, head, berths, carpeted interior, and running lights. The GT (Grand Tourismo) model came with daggerboards in each hull rather than a centerboard (as did the Stiletto 23 and Stiletto 30).

About 500 Stiletto 27s were built during the 10-year production run from 1976 to 1986, and most were Special Edition models; only six boats were GTs. However, like most older boats, custom buyer options and owner modifications over the years mean current Stilettos can vary widely in design details, deck hardware, sail options, rig sizes, etc.

Force engineers (and brothers) Ron and Andy Nicol bought the Stiletto brand in 1983 and continued to build new boats until 1986. After production ceased, the Nicols Stiletto Catamarans became a supplier of Stiletto parts and offered refurbishing and modification services. Recently, the Nicols partnered with the North Carolina-based Stiletto Manufacturing, which was founded by Jay Phillips to re-launch Stiletto boatbuilding. Stiletto Manufacturing has just begun producing the new Stiletto X-Series boats. (See Stiletto Foiler on Horizon accompanying this article on right.) Stiletto Catamarans, which continues to offer parts and services for the classic Stiletto models in Venice, Fla., will be regional distributors for the new X-Series boats.

Photos courtesy of Sail Stiletto and Ben Appel

Classifying Cats

Multihulls larger than 20 feet can usually be classified as cruising or performance boats. The cruising multihull is characterized by beamy hulls, with a cabin house across the bridgedeck, stubby rigs, monohull-like displacements, and spacious interiors. Their design priority is comfort. Performance multihulls feature light displacement, powerful rigs, and lean interiors. Custom ocean-racing trimarans fall into this latter category, as do a few production catamarans like the Stiletto 27.

The 27 has become a popular choice for owners looking for a more affordable option for multihull class racing. You’ll find active fleets of 27s racing in many parts of the country, but they’re likely most popular in Florida, the birthplace of Stiletto. In fact, the Stiletto Nationals are annually held in PSs homewaters of Sarasota, Fla.

While the Stiletto does offer ripping speed, its also a good family boat. Its trailerable and beachable, making it a fun platform for weekend camping trips aboard or exploring desolate beaches and sandbars with the kids. It doesn’t have the creature comforts of a typical cruising cat, but for a low-maintenance crew, it makes near-shore and inshore cruising accessible. It offers a stable ride and can easily accommodate six to eight people on deck. Its also a forgiving boat for new multihull skippers or sailing newbies; with only 9 inches of draft (centerboard up) and weighing only 1,100 pounds, there’s no need to worry about soft groundings as it can easily be pushed off the bottom.

Construction

Very few boats are cored with the Nomex honeycomb that make up the 27s hulls and bridgedeck. Sandwiching a core material between two layers of fiberglass laminate is not a new technique, but most boatbuilders use cores of balsa wood, Airex foam, or Klegecell foam. Core construction offers several advantages over single-skin construction. It is stiffer for a given weight, lighter for a given stiffness, makes the boat quieter, and reduces condensation.

Honeycomb is rarely used for boatbuilding because the molding procedure is far more sophisticated (and expensive) than with balsa or foam cores. Honeycomb can be made of several materials: paper, aluminum, and nylon. Using paper or aluminum honeycomb in boats is questionable because of their susceptibility to water damage should the cores outer laminate be breached. However, the Stilettos Nomex honeycomb core is made of nylon.

According to Stiletto, a Nomex honeycomb-cored panel, for a given weight, is stronger, stiffer, less brittle, and more puncture resistant than foam or wood cores. Nomex is also said to be impervious to water, so there is no water migration between the honeycomb cells should the outer skin be ruptured.

Getting the honeycomb to bond to the fiberglass skins isn’t easy. First, the fiberglass cloth must be pre-impregnated with epoxy resin. Most boat builders use polyester resin, which lacks the adhesive strength of epoxy, and saturate the fiberglass after it has been laid into the mold-a messy and inexact procedure. Pre-impregnated cloth, or prepreg, has an exact resin-to-cloth ratio, which means that the builder always has the optimum strength-to-weight ratio. Most boat builders must err on the resin-rich side when saturating cloth, which increases weight but not strength.

To cure the prepreg after layup, the mold was baked at 250 degrees for 90 minutes. At the same time, the fiberglass skins were vacuum-bagged to the honeycomb to ensure proper adhesion.

Most builders vacuum-bagging process entails laying a sheet of plastic into the mold and sucking the air out with a single pump. Force Engineering used a blotter to absorb excess resin and 16 spigots to distribute the vacuum, a more effective technique. When finished, each of the Stiletto 27s hulls weighed only 220 pounds and was impressively strong and stiff.

Unlike the high-tech hull and bridgedeck, the aluminum mast and crossbeams were built with conventional technology. All-up, the Stiletto weighed 1,100 to 1,570 pounds, depending on optional equipment.

Gelcoat cannot be used in the Stilettos molding process. Instead, each boat must be faired with putty and painted with polyurethane. Paint has the advantage that it will not chalk like gelcoat and is much easier to repair yourself, but it is more susceptible to nicks, scrapes and peeling, especially if improperly applied.

Except for the handful of GT models, the Stiletto 27 was designed with a single centerboard mounted on centerline through a slot in the bridgedeck. It is held snugly in place by a latticework of stainless-steel tubes designed to collapse in the event of a hard grounding. The airfoil centerboard on older models was made of wood, and chipped trailing edges were a common problem. Later boards were molded of fiberglass and more resistant to damage.

Some performance-minded Stiletto owners have done away with the centerboard all together, opting instead for a high-aspect daggerboard in each hull, with added bulkheads to support the daggers. This increases the boats pointing ability and boosts overall performance.

Few Classics still have the original aluminum spars and crossbeams. Common modifications on the 27s include moving the forward crossbeam forward 18 inches (increasing overall stiffness and adding sail area in the foretraingle) and extending mast heights three feet to accommodate a larger, square-top mainsail. Many of these modifications, along with the daggerboard refits, were carried out by the Nicols at Stiletto Catamarans.

The Stiletto 27 gets high marks for its rudders. They have strong aluminum heads and double lower pintles. To be beachable, a catamaran must have kick-up rudders; these kick-up systems often refuse to work when you need them most. However, the Stilettos rudders worked smoothly and positively on the boats we test sailed.

Trailerability

One of the Classics selling points is its trailerability. But while it is light enough to be pulled by a vehicle with a tow capacity of 3,500 pounds (stripped-down racing 27s may get away with only 2,000 pound capacity, but wed err on the side of caution), rigging and launching the Stiletto is not a simple chore. Owners say it takes several people (two to four) several hours (three or four). To shrink the beamy (13 feet, 10 inches) Stiletto down to legal highway trailering width (8 feet typically), both the Stilettos crossbeams and the trailer collapse. The compression tube that spans the bows must be removed for trailering, as must the dolphin striker beneath the mast step and the 125-pound bridgedeck.

To raise and lower the mast, the headstay is shackled to a short, pivoting gin pole mounted just aft of the trailer winch. The winch is used to pull the gin pole, which in turn provides leverage to hoist the heavy mast. Owners say that lifting the bridgedeck and manhandling the spar is next to impossible with just a couple. As long as you have the muscle, this clever system does work.

The Stiletto is a performance catamaran. In a breeze, owners report, she is as fast or faster than a Hobie 16. Most have been upgraded with genoas, drifter/reachers, and spinnakers. Many also sport deep reefs and storm jibs, required to keep the boat manageable in a blow.

According to owners, the Stiletto does not have some of the bad heavy-air habits of smaller catamarans. It is relatively dry to sail up to about 12 knots, does not hike up and fly a hull too easily, has no tendency to pitchpole, and does not get light as it comes off a big wave sailing upwind.

Like most cats, the Stiletto has a fully battened mainsail. The advantage is that it can have a much larger roach, and because the battens dampen luffing, the sail will last longer.

The Stiletto also has a rotating mast. The older masts have only athwartships diamond shrouds; the later 27s have an added third diamond extended forward to control fore-and-aft bend in a strong breeze. This three-diamond system is strongly welded together and a real plus for heavy-weather sailing.

Deck Layout

The Stiletto has a solid bridgedeck stretched between the two hulls aft of the mast, and a polypropylene mesh trampoline forward of the mast. You’ll find varying trampoline setups; some are laced with a series of hooks and others have bolt rope edges that slide into tracks on the hull and crossbeams.

The bridgedeck, which is where crew spends the most time, has no proper seats, but it does have molded-in benches running the length of each side of the bridgedeck. These are not the most comfortable for seating underway, but some owners have reported that using marinized beanbags for lounging is a practical option. Bridgedeck cushions were standard on the Special Edition, and many owners have added them over the years-some also have added a backrest for the helmsman.

A wire stretched between the bows forward of the headstay acts as a traveler for the optional reacher/drifter. Many owners have added roller-furling headsails and main halyard winches; headsail winches were standard on the Championship Edition but were an extra-cost option on the other models as sheet loads on such a light boat are not that high.

The Stiletto has a ball-bearing mainsheet traveler, but the original mainsheet setup had only a 6-to-1 purchase, which owners say is insufficient in a breeze; an 8-to-1 setup is recommended. The tiller extension passes behind the mainsheet, and the tiller crossbar is adjustable so you can align the two rudders. The jibsheets are led to ratchet blocks (Harken brand on our test boat) to make trimming easier.

The outboard engine bracket is hung off the aft crossbeam. Engines up to 18 horsepower are common on the 27s, giving motoring speeds of 12 to 14 knots, but a 6-horsepower outboard is adequate and more popular with racers.

The Standard Stiletto version is nothing but an empty shell below. The Special Editions original interior was completely covered-ceilings, overhead and sole-with marine carpeting. No doubt, most owners have removed the carpet by now, or at least replaced it.

The Stiletto has the narrow hulls of a fast catamaran, which means that its berths are only 31 inches wide (twin size) but are extra long (14 feet), with one in each hull. There is stowage space under the berths.

Stilettos were offered with an optional mosquito-tight bridgedeck tent. Owners have reported that the tent was bulky and cumbersome, so most have ditched it in favor of popup tents set up on the trampoline or DIY boom tents over an air mattress on the bridgedeck.

The Special Edition had a self-contained head under one berth and a small galley with a sink, a hand-pump faucet, and a two-gallon water tank. There was no standard mounted stove, but many owners keep a portable stove onboard, which is more practical for this boat in our opinion. The Special Edition was also the only model with standard running and interior lights.

Perhaps the most distinctive feature of the Stiletto is its conical, jet-fighter-looking companionway hatches. The canopies are vacuum-formed polycarbonate. These canopies can’t be cracked open like a conventional hatch, so it can get stuffy down below when its raining.

Conclusions

There is probably no production hull built in the U.S. with a better strength-to-weight ratio than the Stiletto. And although the design is 40 years old, the Nomex honeycomb fabrication is still impressive.

The Stiletto seems to appeal to the catamaran sailor hooked on fast performance, but who wants a boat that be taken places-either sailed to nearby weekend destinations or trailered out of state for a race or getaway. There are other options with more creature comforts for the multihull sailor who wants to weekend cruise, but few in this size and price range can offer the same speed performance and trailerability.

As PS contributor and former Stiletto 27 owner Drew Frye put it, How many $10,000, 40-year-old designs can top 20 knots with just Dad and a 10-year-old for crew, and then pull up to the beach so you can look for crabs with your kid?

If you’re considering a used 27, the ones in ready-to-sail shape run $15,000 to $25,000, but they hold their resale value. Replacement parts can still be bought from Stiletto Catamarans, and there is a very active and knowledgable owners group online.

The Stiletto 27 is certainly a niche boat-somewhere between beachcat and performance cruiser-but it serves that niche well, as its 40-year history can attest.

Thanks to its Nomex core and slick design, the Stiletto 27 is much lighter than most multihulls in its size range.

• Stiletto Catamarans
• Stiletto Manufacturing
• Stiletto Owners Group
• Stiletto Foiler on Horizon

RELATED ARTICLES MORE FROM AUTHOR

I had a 27′ Stiletto. Took it to the nationals and trailered it everywhere. I would do it again, if my wife would let me

Get another wife!

I worked for Hawaiian Tropic and sailed the 23 and 27 for 9 years loved both . Sucks I had 2 stroke’s recently and have been looking in my area for one. Should get back pay soon watch out!

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• By Michael Robertson
• Updated: September 28, 2010

newport 27 368

Success came quickly to Capital Yachts of Harbor City, California, when it debuted the Newport 27 in 1971. The boat, designed by George Cuthbertson and George Cassian, the founders of C&C Yachts, quickly established itself on the local racing scene. The 27 was in production for about 15 years.

For a 27-footer, the boat has an unusually commodious interior. Standing headroom is just over 6 feet, and the most common interior layout features a V-berth, a head, and a small hanging locker forward of the main bulkhead. Settees measuring 6 feet in length run along either side of the saloon. Two people can sit comfortably on each settee at the table, which can be folded up flush with the bulkhead when not in use; under way, this surface serves as a nav station.

Aft of the settees, a small counter to port contains a sink and icebox access. Opposite is another counter with a recessed two-burner alcohol stove. Variations on this layout include a starboard quarter berth, a fixed dinette with raised seating fore and aft, and an aft-placed head. Regardless of the layout, oiled teak was used liberally, its warm traditional aesthetic spoiled somewhat by the adjacent wood-patterned Formica that covers all horizontal surfaces.

Construction is typical for the era and the price point. The hull is hand laid, and the keel is lead. All through-hulls are bronze, but they’re fitted with PVC gate valves. Dry storage seems endless, but tankage is inadequate for longer than a weekend cruise; the holding tank is only 6 gallons.

Tiller steering is standard, and the underbody features a fin keel and a balanced spade rudder. Early models draw a modest 4 foot 3 inches; the Mark II models have 5-foot-2-inch draft for improved upwind performance. Displacing 6,000 pounds, either version scoots along in light air, but both are tender. As wind and boat speeds increase, so does weather helm. On my boat, a Mark II, an Autohelm 1000 tillerpilot could only manage so much weather helm, and I often reduced sail earlier than I might have otherwise done.

The traveler is forward of the companionway. Friction between the traveler and its track makes it difficult and dangerous to adjust it if the mainsheet is under any significant load. Installing a modern traveler should join replacing the PVC through-hull valves at the top of any improvements list.

Most Newport 27s came with an inboard auxiliary, either a gasoline-powered Atomic 4 or, later, an 11-horsepower Universal diesel. Access to the engine on either inboard version is excellent.

Used Newport 27s list between $10,000 and $18,000, depending on condition and the upgrades made. While not a stout offshore cruiser and no longer a competitive racer, the Newport 27 is still a capable, inexpensive daysailer that, when upgraded and outfitted accordingly, can deliver modest coastal cruising to a couple or a singlehander.

Newport 27 LOA 27′ 0″ (8.23 m.) LWL 22′ 4″ (6.81 m.) Beam 9′ 2″ (2.79 m.) Draft (early/Mark II) 4′ 3″/5′ 2″ (1.30/1.57 m.) Sail Area (100%) 360 sq. ft. (33.44 sq. m.) Ballast 2,400 lb. (1,088 kg.) Displacement 6,000 lb. (2,721 kg.) Ballast/D .40 D/L 241 SA/D 17.4 Water 14 gal. (53 l.) Fuel 19 gal. (72 l.) Engine Atomic 4 (gas) or Universal (diesel) Designer Cuthbertson & Cassian

Michael Robertson and his wife sailed their Newport 27, Del Viento, from Ventura, California, to Florida via most of Central America. That was in 1996 and 1997. They plan to go cruising again soon, with their two young daughters.

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*Recommended retail price. Value-Added Tax is subject to change, according to the country of purchase. For pricing information, availability and product characteristics, thank you to contact your dealer.

• Description
• Main Points

Specifications

First 27 delivers fun and modern downwind planing sailing thanks to modern design and building technologies. Families will go cruising, you'll enjoy a fun and exciting day sailing, and she will win trophies on the club races. Interior of this pocket-cruiser can welcome up to 6 persons and offers separated bow-cabin, open space saloon, galley with freshwater, fridge and separated classic marine toilet.

NAVAL ARCHITECT : Samuel Manuard INTERIOR DESIGN : Sito Concept & R&D : Seascape

WHY FIRST 27 ?

MODERN & FAST

Light vacuum-infused hull, modern design and deep low-centre-of-gravity keel allow us to make these sailboats significantly faster, which defines the boat's character – fast, stable and safe planing sailing experience. 

Very high stability, unsinkable hull due to three insubmersability chambers, crash-box, inboard engine and balanced twin rudders for complete control are all resulting in the fact that safety is one of her strongest points.

UNDER CONTROL

Carefully thought-out cockpit ergonomy, minimised and simplified deck controls, double winches and perfectly balanced steering system assure easy handling in single-handed, double-handed or fully-crewed setup.

Reliable 15 HP inboard engine coupled with simple linear shaft drive and foldable propeller guarantees high cruising speeds, ease of use and low maintenance.  

Despite the fixed keel, First 27 is still fully trailable boat offering you a new level of freedom. You can easily discover distant shores without long sea deliveries, save on marina costs and out of season, store your boat in your backyard. 

SAILING EXPERIENCE

The main promise and differentiation of First 27 are her performance and unique sailing experience. Again and again, she will surprise you by planing in as little as 12 k T of wind. A stable hull is sourcing its stability from the wide and flat on the waterline and the lead T-bulb keel. Increased bow volume, accompanied with a balanced twin-rudder steering system, keeps you in complete control, no matter if you are sailing upwind or safely planing downwind. Easy boat handling comes from carefully thought-out boat design and cockpit ergonomics, whether sailing solo, double-handed or fully crewed. Planing sensation and excitement will become your afternoon sailing routine.

LIVING ONBOARD

While being as fast as most racers, she offers a surprising level of comfort. The clean and minimalistic light-weight interior offers all main amenities for onboard living. She is designed to sleep up to 6 adults, 2 in the bow cabin and up to 4 in a very bright open-space saloon, also equipped with a removable table and fridge. In the midsection, you'll find a galley with a gas burner and a sink with fresh water. Thanks to inventive, foldable magnetic doors, the midsection can be converted into a proper marine toilet with a black water tank or used as a front cabin extension. A big and open cockpit welcomes you with comfortable benches, a removable indoor/outdoor table and a bathing ladder with a shower on the stern.

360° WALKTROUGH

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A connected boat

The mobile application, Seanapps , and its onboard unit lets you view the status of the boat's various systems (battery charge, fuel or water tank levels, maintenance scheduling) via your smartphone, as well as planning your route or reviewing your sailing status using your mobile phone.

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3902,18 lbs

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Introducing the Exciting New Planing Cruiser, the First 30

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Sailing the Southern Ocean in a 27ft boat: Extract from Captain Bungle’s Odyssey

• Tom Cunliffe
• June 16, 2020

Paddy Macklin describes a night of knockdowns and rollovers as he attempted a non-stop circle of the Southern Ocean in his 27ft wooden sloop Tessa

‘Captain Bungle’ is something of a misnomer – Paddy Macklin is actually a very well prepared sailor

Captain Bungle ’ s Odyssey by Paddy Macklin is a great sailing book belied by its humble title. Extraordinarily self-effacing, Paddy makes light of a remarkable circumnavigation executed in truly Corinthian spirit, without sponsorship or hype of any sort. He sets out in mid-winter 2009/10 to sail a non-stop circle, which will involve him in traversing the Southern Ocean in mid-winter. This used to be a daunting prospect in a pre-war 5,000-ton steel four-masted barque, let alone a 27ft yacht.

The good ship Tessa is a long-keeled, wooden Clyde Cruising Club sloop designed by Alan Buchanan and built in the 1950s, but there is little standard about her. Reading of Paddy’s preparations for the voyage , one realises that just about nothing was left to chance. When Tessa is put to the ultimate test described below with so little fuss, she comes out with flying colours, a living example of what a straightforward man can achieve by foreseeing trouble realistically and tackling it head-on.

Paddy’s attitude throughout the book is one of self-help and can-do. When asked why he was sailing in winter , he replied that if you thought too much about what you were taking on, you’d never go. A lesson for life in general, and this book is full of them.

From Captain Bungle ’ s Odyssey

My log reads, rather tersely: ‘Strong gale, 4 knockdowns, two 360° rollovers, damage occurred but rig OK. Position 43° 29S 37° 50E.’ The following is therefore a description of the events of August 11, 2010 from memory.

So there we were, lying to. This was all that could be done in the circumstances, as to re-reeve the broken tiller line was not feasible. There were heavy seas breaking over the boat and I might well have been washed overboard in the attempt.

Up to this point, my Southern Ocean heavy-weather tactic had been to keep the boat moving through all the gales. The wind by now had reached a sustained mean of 45-50 knots. By this time I was quite adept at judging wind strength and sea height, having been subjected to almost continuous heavy weather since South Africa, 5,500 miles away.

Article continues below…

Solo overboard: An extract from Miles Hordern’s Sailing The Pacific

Back in the early 1990s, a young man called Miles Hordern sailed his 28ft Kim Holman-designed Twister single-handed from the…

Solo Pacific sailing: The adventures of Webb Chiles and his Moore 24 Gannet

As soon as I opened the companionway I knew we had up too much sail. Gannet, my ultra-light Moore 24,…

The seas had become enormous, the day wore on and night closed in. This was, after all, midwinter in the Roaring Forties, so nights were extremely long and days very short. I was totally exhausted. This was the worst yet.

It’s hard to describe the conditions. By now the gale had raged for 48 hours, with the high-pitched scream of the wind in the rigging wires, and the continual rumble of the huge breaking combers all around the boat. Before the onset of dark I had been too scared to look out of the dome of the main hatch, the entire vista was so terrifying.

The seas had become monstrous mountains 40-60ft high, huge tumbling breaks collapsing down their fronts. Awe-inspiring doesn’t describe it. The blackness closed down on this scene from hell, I wedged myself across the cabin, wrapped in my bedding. Sleep was out of the question in spite of exhaustion. I just lay there and waited.

Tessa is a 27ft Alan Buchanan-designed sloop

Without wishing to sound in any way heroic, it never once occurred to me that I wouldn’t get through, or to ask for any kind of rescue. Complete trust in my little boat was essential and in the event she repaid my faith. We didn’t have to wait very long. The growling ‘thrump’ of the huge breaks all around meant it was only a matter of time.

The first knockdown was of course the most shocking. There was an almighty roar like an express train, then an explosive crash as the break hit the side of the boat. In a split second, Tessa was on her side, with the mast horizontal. Everything in the cabin that could fly flew fast as we were smashed sideways at high speed.

Apparently if you break up an ants’ nest, their first reaction is to wash their faces. I guess I was like an ant. My immediate reaction was one of indignation, and I set to putting everything back in its rightful place.

This was a Shackletonian discipline that had evolved over the months of Southern Ocean sailing. I had to know where everything was or chaos would ensue and endanger the ship. The old sailor’s prayer, “Lord, thy ocean so vast, my ship so small… Guide me”, was very fitting at this point.

It is not the huge seas that damage a strong, well-found yacht; it’s the breaking tops of the seas – several tons of very fast-moving water – that present the greatest danger. An hour later, the same again. Indignant swearing as I put everything back once more.

By now all the stowage cubbies were being stuffed with any available spare clothing, cushions etc. The galley cubby was blocked off with a sheet of plywood so that, in the event of a repeat, at least all its contents were contained, rather than flying jars breaking on the other side of the cabin, leaving a trail of jam or chutney and a lot of dangerous broken shards of glass.

Nothing in its place… aftermath of a knockdown

For me this was a night of reckoning, as I was already exhausted. Two more of these violent knockdowns occurred. They were frightening because of the sheer vicious force, first the roar of the break, then the terrifying impact, a 5-ton sledgehammer.

Double rollovers

Shortly after, the rollovers were almost benign by comparison, as they were relatively quiet. The mast was horizontal again, but instead of stopping there, it just kept on to 180° (i.e. upside down) then on round and up the other side. In the space of about 40 seconds I was thrown out of my bunk, onto the deckhead, then back to my bunk again.

The whole rollover happened quite slowly because 5 tons of ballast keel and a 32ft mast are being pulled in a 360° circle. Throughout the time I spent upside down, the most noticeable thing was the complete silence.

Enormous seas were a part of everyday life in the Southern Ocean

As Tessa righted herself, the raging, thunderous black maelstrom started again. My first reaction was to shine the torch through the dome to check the mast. Phew! Still there. Losing the mast was my greatest fear, and although I could see other damage, mast and rig were still intact.

There followed a second 360° rollover, though not much flew about this time, as I had chocked, tied and stuffed pretty much anything that could move, and surprisingly most things returned to their original stowage, more or less.

I had always been fastidious about keeping the bilges as empty as possible, using a cheap little hand-operated siphon pump (£5 from Halfords), as the larger, main pumps couldn’t clear the very last of the water. So when the boat was upside down very little water escaped from the bilges; if it had, it would have made me and my bedding wet. There was never more than one or two litres at most.

Stern view off Uruguay

The importance of keeping salt water at bay cannot be stressed enough. Every time I’d been on deck I would wash my hands and face in fresh water afterwards. Clothes or bedding wet with salt water do not dry and salt-water sores are a constant danger.

The bilges would fill from the condensation that prevailed most of the time. A surprising amount would work its way down and back to the well to be sucked out into a 2½-litre plastic container I had rigged up to the pump and emptied through one or other of the opening cabin ports, depending on which side the seas came from. It became quite an art to eject the bilge water without letting the sea in at the same time.

The next quick check with the torch through the dome hatch gave me a rough idea of all the other damage incurred. When daylight finally arrived it was easier to see the full extent. The plywood wind vane was snapped at the base; it was designed to do just this and Starr, a good friend in Falmouth, had given me three spares. The radar reflector on the backstay was torn to pieces; all the instrumentation at the masthead had been wrenched off and was gone.

Paddy Macklin is a proper Corinthian sailor

The big 60W solar panel, lashed to the dinghy on top of the cabin, had been ripped out of its frame, like the open top of a tin can; the wind generator’s pole was bent to 45°, and so were its supporting struts; and the plastic surround of the main bulkhead compass had been torn off – a design fault.

So there was a lot of ancillary damage, but the mast was still there, which meant we were not out of commission yet. My relief about this was profound, although the gale was far from over. It had already lasted for over 60 hours. Playing on the radio was the song Good Riddance by Green Day with the ironic final chorus refrain of ‘I hope you had the time of your life!’

It would be a lie to say it wasn’t all very frightening. But when you are exposed to prolonged danger, there is a kind of locking off, and the heart-thumping adrenaline and fear transform into apprehension and anxiety.

I still had to cut free the solar panel that had shattered into tiny pieces like a car windscreen. I changed the plywood wind vane and the tiller line, hoisted the 50ft 2 storm jib and started sailing. Then I finished trying to restore the cabin to a semblance of order, made a cup of tea, smoked a cigarette and wondered what to do. The rising pressure indicated that the weather would moderate, though the interludes between gales were sweet but very short.

Mmm… I unwrapped the satphone and rang a dear old friend in the UK who, although not a sailor, was very empathetic. At a time like that the satphone came into its own. What a relief to hear my mate’s clear, objective voice after all I’d gone through.

I was about 450 miles south-west of Tasmania and realised that the project of sailing non-stop was now compromised, mainly because the charging systems were depleted by two-thirds. All that was left was a small old 25W solar panel that had miraculously escaped being wrenched from the pushpit.

Macklin managed to keep smiling

All the thought that I had put into the rigging was now paying off, though there is never room for complacency. As Amundsen wrote: ‘Victory awaits him who has everything in order – luck, people call it. Defeat is certain for him who has neglected to take the necessary precautions in time – this is called bad luck.’

Backup for backup

What to do next? I phoned my sister at our appointed time, explained what had happened and told her we would have to put in to Tasmania for repairs. Apart from the fact that I was battered and exhausted, with toes like fat chipolatas, I was close to suffering from frostbite, as up to this point I had been doing all deck-work barefoot. I was finally forced into the tedious business of wearing socks and deck boots.

I had backup for backup on Tessa . The hybrid three-way generating system consisted of sun, wind and a towing turbine. The Aquair towing generator was the one charging unit left, which up till now had remained lashed down in the forepeak, buried under all the sail bags.

Captain Bungle’s Round The World Odyssey by Paddy Macklin is published by Podkin Press. RRP: £16

Although the bracket to the pushpit was already rigged up, I had never had cause to use it. I ferreted it out, along with the towing turbine plus 120ft of unused 12mm towing line. This generates power, according to the boat’s speed, at the rate of 1A per knot. The job took all day, as doing anything had to be thought out in advance like a military operation.

Finally the big moment came. Over with the turbine, pay out the line very fast, then wait for the snatch and – bingo – Aquair spinning! Check battery regulator: 3-4A going in… Yippee! This meant the batteries started to charge up again.

It dawned on me that I could make it to New Zealand, to my old friends Graeme and Jules Donaldson in Timaru, who have a good slipway and a pressure washer. I had friends and family in New Zealand but none in Tasmania. After all, what was another 1,700 miles across the Tasman Sea in winter between old friends? Decision made.

The Southern Ocean doesn’t change, of course. These are the log readings:

13/7/2010: ‘Rain, wind shifted to north-west 8 and dropped. Sea chaotic. Shattered, feel like we’ve been in a gale for ever.’ 14/7/ 2010: ‘As above, more endless gale, exhausted.’

And the next 22 days were more of the same.

First published in the May 2020 edition of Yachting World.

The 273cc - The best just got bigger.

Everglades Boats' 243cc has long been regarded as the premier hybrid inshore/offshore boat. True to our reputation for constant innovation, this model takes the 243cc to the next level. Meet the 273cc: everything you know and love about the 243cc, upgraded to answer your every desire...even those you didn't know you had yet.

Adding to the superior fishability of our ultra-stable, fish-hungry fiberglass bay boats, the 2021 273cc's innovative Upper Station configuration improves your visibility. It features a second helm station, trim tab indicators, integrated forward rod holders, and a folding foot platform. See fish before they spot you!  The low-profile, powder-coated bow rails and pop-up cleats combine with the casting platform/bow seating to make cast-netting live bait a breeze! The stainless steel gunwale flush-mounted rod holders bedded and through-bolted, in addition to the standard under gunwale rod racks, circulating live well with light, and more than 82 gallons of fishbox space makes the 273cc a ready-to-fish machine. The most comfortable place to sit on any boat while underway is the stern and the 273cc provides two incredible foldaway seats on either side of insulated storage.

• •  An upgrade from our 243cc model, the 273cc is a bigger version of the industry’s number-one hybrid inshore/offshore boat.
• Download a 273cc Spec Sheet

Specifications

Standard Features

Construction.

Lifetime hull warranty and 3 year component warranty

Variable deadrise deep v-hull

Patented closed molded RAMCAP  construction process

NMMA Certified

Self-bailing cockpit

No wood construction

High density, closed cell, structural foam flotation

Hull laminate - premium gel coat, vinyl-ester barrier and knitted bi-axle fiberglass

High density composite transom

Hull liner and deck mated perfectly for a rigid one-piece construction, adding to its long term durability

Hull liner completely finished inside

Molded-in diamond non-skid

ABS backing used to receive self tapping screws and bolts

Aluminum framework fabricated in-house, sand blasted then powder coated using premium marine grade materials

Wire harnesses - manufactured in-house using marine grade materials

Circuit protection - circuit breakers or fuses protect all electrical circuits

Heavy-duty rub rail with 316 stainless steel insert and end caps

316 cast stainless steel and chrome plated fasteners for additional corrosion and stain resistance

All hardware bedded or gasketed to resist corrosion

Heavy-duty, welded bow and stern eyes, bedded and sealed in polyurethane

Bronze high speed intake strainers

Transhield™ shipping cover

Patented hydraulic sliding windshield with tempered glass and intelligent wiper & washer system

Console glove box/storage bin

Console power port & USB charging ports

Stainless steel drink holders (2)

Stainless steel steering wheel

Molded-in fiberglass footrest at the helm

China bowl head with macerator and holding tank

Fiberglass hardtop with aluminum powder-coated frame includes LED lights, spreader lights, electronics box, (4) rod holders, ski pylon

Premier audio package - Fusion 770 control head with bluetooth & JL M-series speakers, JL amplifier and subwoofer

Canvas life jacket storage in hard top

DECK / COCKPIT

200ft 1/2 - 8PLAIT 10ft 3/8 chain with swivel and anchor

Full spectrum LED lights

Anti-Fatigue helm pad - mocha or storm gray

8" pull-up cleats cast 316 stainless steel & through bolted (6)

Stainless steel drink holders

Recessed cockpit drains

Low profile aluminum powder-coated bow rails

Retractable boarding ladder at transom with stainless steel grab rail

Cockpit coaming bolsters

Forward console seating

Removable bow filler with cushion

Bow seating with removable forward facing backrests and locking storage

Stern seats with folding backrest that converts to casting platform

Helm seat with armrest

MECHANICAL & ELECTRICAL

High-water alarm

LED full spectrum lighting

LED anchor light & navigation lights

LED courtesy lighting

Electric horn

Engine starting battery bank with charging system

House battery bank with charging system

Stainless steel trim tabs with position indicator and auto retract (single cylinder)

Raw-water and Fresh-water washdown spigots

Fishability

Fishability.

Cooler (fwd. 97qt) - (aft 45qt)

Circulating livewell with light & clear acrylic lid with stainless steel friction hinges and latch - 31gal

Fish box (fwd.) - 82gal

Rod/cup holders (6)

Under gunwale power ports (2); Bow USB power ports (2)

Under gunwale rod racks (2) on each side

Lockable rod storage

Engine Packages

Engine packages.

Yamaha Twin 300hp with DES

Helm Master EX with DES & Auto pilot

Helm Master EX with DES, Auto pilot & Joystick

Options & Accessories

Rod/Cup Holder Combos (4) - 2 FWD; 2 BOW

Docking lights

JL M6 Series LED Speaker upgrade

LED Underwater Lights

Outrigger quick-cam cleats

GEMLUX  Outrigger Package - 18' poles

8' Power Pole Blade  black or white

Additional swim platform with ladder

Heavy-duty tow eye

Sport station: 3 position sliding sun roof/helm seat, poly cup holders, footrest, trim tab indicators, Garmin GHS 11 wired handset, Garmin 8612 Additional screen

CANVAS & UPHOLSTERY

Upholstery colors: solid white, solid almond, or solid flagstone

Canvas colors: black, blue, silver, tan and white

Canvas package: helm seat cover, forward console seat cover & console cover

Upper station cover

Mooring cover

Mediterranean bow shade - white

Color Options

Gel coat & paint.

All gel coat color options can be to the waterline or complete hull

Hardtop undersides can be matched to hull color (gelcoat only)

Ice Blue, Sky Blue, Seafoam Green, Whisper Gray, Caribbean Blue, White (Standard no charge)

See your local dealer for an Everglades Awlgrip  paint chart

Premium powder coating to match hull color (gelcoat only)

Black powder coating

Electronics

Electronics.

Garmin Basic Package: VHF 215, Single Display GPSMAP 8616xsv Chart plotter, BH175HW Transducer

Garmin Basic Package with Second Garmin Screen: VHF 215, Dual Display GPSMAP 8616xsv Chart plotter, BH175HW Transducer

Garmin Premium Package: VHF 215, Dual Displays GPSMAP 8616xsv Chart plotter, Chirp Transducers B175H & B175L, Radar Fantom 54 (Fantom 24 if Sport Station is selected)

GXM 54 SiriusXM marine weather receiver (requires subscription)

Performance

Compare To Other Models

273cc Bay Boat  Gallery

Cruising from the new upper station

Fold away upper station standing platform

New for 2021. Upper station console

Take The Tour

Kind words from actual owners.

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Grady Days Sales Event Incentives Now Available!

Freedom 275

27' dual console.

For fishing, watersports, or cruising with family and friends, the Freedom 275 is the best dual console for every activity on your list! This 27-foot boat is spacious and chock-full of features that will enhance your time on the water. From the anchor windlass with remote switches at both the helm and windlass to the integrated swim ladder with transom door access, the 275 combines supreme functional features with Grady’s uncompromising quality to deliver the most amazing boating experience ever, all on the unrivaled SeaV² ® hull.

PHOTO GALLERY

Photo gallery.

Grady-White Freedom 275 27-foot dual console boat port side sunrise

Grady-White Freedom 275 27-foot dual console boat port side with family at sunrise

Grady-White Freedom 275 27-foot dual console boat starboard side running

Grady-White Freedom 275 27-foot dual console boat fishing starboard side

Grady-White Freedom 275 27-foot dual console family on boat starboard side

Grady-White Freedom 275 27-foot dual console boat bow overall

Grady-White Freedom 275 27-foot dual console helm layout with flush mount electronics area

Grady-White Freedom 275 27-foot dual console boat cockpit

Grady-White Freedom 275 27-foot dual console boat port side console head

Grady-White Freedom 275 27-foot dual console boat hardtop

Grady-White Freedom 275 27-foot dual console boat running starboard side

Grady-White Freedom 275 27-foot dual console boat starboard side

Grady-White Freedom 275 27-foot dual console boat bow shade

Grady-White Freedom 275 27-foot dual console boat bow seating and table

Grady-White Freedom 275 27-foot dual console boat starboard fish box

Grady-White Freedom 275 27-foot dual console boat aft fish box

Grady-White Freedom 275 27-foot dual console boat cockpit seating

Grady-White Freedom 275 27-foot dual console boat wet bar cockpit step

Grady-White Freedom 275 27-foot dual console boat optional helm seating

features & options

Performance, freedom 275 main specifications, beam amidships, 8'6" (2.59 m), center line length w/o engines, 26'11" (8.20 m), bridge clearance, 8'1" (2.46 m), cockpit depth, 27" (0.69 m), 20" (0.51 m), transom deadrise, 19 degrees (seav 2® progression), 400 (298 kw), fuel capacity - standard, 184 gal. (696 l), weight w/o engines, 4972 lb. (2255 kg), freedom 275 features & options.

If your PDF does not download, click here.

Select camera icons where available to view feature photos

Denotes feature as trademarked, exclusive, patented, or patent pending

2 automatic bilge pumps (total 2600 GPH) (9842 LPH)

Basic flotation

Bow grab rail - low profile 316 grade stainless steel

Cockpit toe rails

Composite stringer system & transom - water impervious

Nonskid fiberglass liner

Self-bailing cockpit w/cockpit drains (4)

Stainless steel through-hull fittings

Cockpit & Deck

100% hand laid SeaV² hull & deck

Accessory outlet - 5V duplex USB port

Accessory outlet - 12V

Anchor windlass w/rode, line, and remote switches at helm & windlass

Batteries (2) w/battery select switches (one per engine)

Cleats - flush mount (pull up)

Cockpit bolsters

Cockpit freshwater shower (recessed)

Cockpit lights - blue LED

Companion grab rail

Cutting board

Deck hardware - 316 grade stainless steel through-bolted

Drink holders - stainless steel (12)

Elite wet bar w/side-facing wet bar, sink, storage drawers (3) & trash compartment

Engine flush system w/hose attachment aft (one per engine)

Factory engine pre-rigging

Fish/ice box - 165-qt. (156.1 l) aft insulated box w/light & ob drain

Fish/ice box - 96-qt. (91.5 l) starboard insulated box w/ob drain

Flush mount electronics area

Footrests - helm & companion

Forward bolsters

Hardtop w/painted aluminum frame, storage net, LED spreader lights, tri-colored (red, blue, white) LED recessed lights (4), side mounted rod holders (4), radar flat, tow eye hardware & outrigger plates

Head - lockable port console w/dome light, bulk storage, mirror, shelf, composite cherry & holly sole & marine head w/electric flush, 7.5-gallon (28 l) holding tank w/macerator, overboard discharge & deck pump out

Hydraulic trim tabs w/indicator & retractor

Integrated outboard mounting system w/swim platform & ladder

International lighting

Livewell - 29.5-gallon (111.7 l) aft insulated raw water livewell w/light, full column distribution inlet & ob drain (1100 GPH pump) (4164 LPH)

Rod holders - cockpit (4), transom (1)

Rod storage racks - horizontal (3)

Rubrail - high density PVC w/stainless steel insert

Seating - Command Elite helm chair (1) horizontally & vertically adjustable w/deluxe cushioning & flip-up bolster

Seating - Deluxe companion seating w/electromechanically extendable lounge seat

Seating - foldaway aft bench seat w/cushion

Seating - port & starboard bow cushioned seating

Steering - hydraulic tilt

Steering wheel - 316 grade stainless steel w/knob

Stereo system w/waterproof touch screen display, AM/FM tuner, Wi-Fi & Bluetooth® connectivity & remote unit; speakers w/LED lights - bow (2), hardtop (2), cockpit (2)

Stern eyes - 316 grade stainless steel

Storage - forward anchor locker w/rode storage

Storage - lockable starboard console compartment w/light & storage pocket w/tackle trays (2)

Storage - port bow storage box

Storage - port console tablet/phone compartment

Table - fiberglass bow table (doubles in cockpit area)

Transom door - fiberglass

Washdown - pressurized raw water w/hose

Water tank - 20-gallon (75.7 l) freshwater

Windshield - walk-through tempered glass w/stainless steel header & windbreak door

Windshield wiper w/washer (starboard)

CE certification package (European Conformity)

Cockpit step - starboard

Convenience package - battery charger (1) & dockside power w/galvanic isolator

Hardtop color - underside of fiberglass hardtop (requires matching gelcoat hull)

Hull color - Celestial Blue, Coastal Fog, Ocean Mist, or Sea Glass gelcoat

International AC electrical conversion - 220V (50Hz)

Lighting - underwater blue LED (3)

Outrigger kit - 18-ft. (5.5 m) crank hardtop mounted stainless steel outriggers w/carbon fiber poles

Painted hardtop top mounted rod holders (4) (not available w/SureShade® option)

Seating - electromechanically adjustable helm bench seat w/flip-up bolster & Deluxe wet bar w/Corian® countertop, sink w/removable cover, drink holders (2), storage drawers (3), trash compartment & fire extinguisher holder (replaces standard seat and wet bar)

Steering - Helm Master® EX w/Full Maneuverability (requires convenience package)

Sun platform insert w/cushion

SureShade® electrically retractable cockpit shade w/Sunbrella® canvas (oyster) (not available w/top mounted rod holders or outrigger kit options)

Canvas Options

Aft curtain (ivory) (requires front & side curtains)

Bow cover (ivory)

Drop curtain (ivory) (requires front & side curtains)

Easy up bow shade (ivory mesh)

Front & side curtains (ivory)

Tonneau cover (ivory)

Freedom 275 Performance Data

200 Yamaha Four-Stroke

Top Speed : 48.9 MPH @ 5800 RPM

Optimum Cruise : 30.3 MPH @ 3800 RPM

GPH at Optimum Cruise : 13.0

MPG at Optimum Cruise : 2.33

CLASSIC WHITE

Engine Size

14 1/4 X 18 Reliance SDS

Weight as Tested

7866 lb. (including persons, fuel, water, gear, engines & accessories)

Bottom Paint

Optimum Cruise

30.3 MPH @ 3800 RPM

Freedom 275 Overhead

Select the hotspots below to learn more about the Freedom 275 features.

Grady-White Boats Freedom 275

Freedom 275 Walkthrough

CUSTOMER REVIEWS

Customer reviews, industry reviews, industry reviews.

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27m Sunreef sailing catamaran Little Giant joins market

The 26.8-metre Sunreef sailing catamaran Little Giant has joined the market with Staley Weldman of The Catamaran Company.

The GRP catamaran was commissioned as a custom build by an experienced owner and delivered in 2017 as the Polish shipyard's flagship.

The customised Sunreef 88DD (Double-Deck) is fresh out of a one-year, $1,500,000 refit at Derecktor Shipyard . This refit included the addition of a tender lift platform aft, making her actual LOA 28.7 metres. The broker pointed out that she has only ever been used privately.

She offers considerable floor space for her length, at over 300 square metres, with a full-beam master cabin on the main deck facing forwards, three VIPs and a further twin, plus quarters for a crew of four.

An impressive 12-metre beam rivals that of a 60-metre monohull, offering guests plenty of space to roam and is perhaps best showcased in the main saloon where a lounge and dining area share the space.

On the sundeck, a six-person dining table sits under a rectangular Bimini accompanied by a spread of sunpads aft. Sunreef’s attention to detail is evident here too, with recessed slots built into the teak for housing glasses and wine bottles.

This yacht for sale is commercially compliant for unlimited world cruising – MCA and RINA – and has a top speed of just over 20 knots. Her engines were renewed during the refit.

Little Giant is asking $6,675,000 and lying in Fort Lauderdale, USA.

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