luders sailboats

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

• Free Newsletter
• Give a Gift

How to Sell Your Boat

Cal 2-46: A Venerable Lapworth Design Brought Up to Date

Rhumb Lines: Show Highlights from Annapolis

Open Transom Pros and Cons

Leaping Into Lithium

The Importance of Sea State in Weather Planning

Do-it-yourself Electrical System Survey and Inspection

Install a Standalone Sounder Without Drilling

When Should We Retire Dyneema Stays and Running Rigging?

Rethinking MOB Prevention

Top-notch Wind Indicators

The Everlasting Multihull Trampoline

How Dangerous is Your Shore Power?

DIY survey of boat solar and wind turbine systems

What’s Involved in Setting Up a Lithium Battery System?

The Scraper-only Approach to Bottom Paint Removal

Can You Recoat Dyneema?

Gonytia Hot Knife Proves its Mettle

Where Winches Dare to Go

The Day Sailor’s First-Aid Kit

Choosing and Securing Seat Cushions

Cockpit Drains on Race Boats

Rhumb Lines: Livin’ the Wharf Rat Life

Re-sealing the Seams on Waterproof Fabrics

Safer Sailing: Add Leg Loops to Your Harness

Waxing and Polishing Your Boat

Reducing Engine Room Noise

Tricks and Tips to Forming Do-it-yourself Rigging Terminals

Marine Toilet Maintenance Tips

Learning to Live with Plastic Boat Bits

• Sailboat Reviews

Though a dated design with short waterline and full keel, this boat sails better than her contemporaries.

The 1960s produced a whole passel of smaller production yachts of a similar style designed by the likes of Phil Rhodes, Carl Alberg, Olin Stephens, and Ted Hood. These are quite traditional boats with moderate overhang fore and aft, modest topside height, full keel, heavier displacement, low aspect rig, and perky sheerline.

One of the most popular and typical of this style of boat is the Luders 33 designed by Bill Luders and built by Allied Yachts of Catskill, NY, from 1966 to 1974. Luders, a former boatbuilder as well as designer, designed the 1964 America’s Cup contender American Eagle , a fleet of 44′ yawls for the US Naval Academy, and the Sea Sprite 34.

It is unfortunate that the builder of the Luders 33, Allied Yachts, had such a troubled existence, struggling for survival from the early 1970s until the firm finally succumbed for good in 1981. In its heyday in the late 1960s, Allied built some popular boats including the 35′ Seabreeze, the 39′ Mistress, and the semi-classic Seawind 30 (later the 32′ Seawind II) as well as the Luders 33.

The problem for the used boat buyer in considering a boat from a defunct builder is compounded in the case of Allied. In its struggle in its latter years the quality of the boats Allied built became inconsistent. This is more notable in the detailing and finish work than in basic construction, but it is a factor to consider. However, this should not be as much a problem for buyers of the 33 as for later Allied products.

A Close Look at the Boat

Throughout its nine year production run, a bit more than 100 Luders 33s were built. Still, like such similar boats as the Alberg 30, the relative scarcity and traditional styling have made it a bit of a cult object.

With her short waterline, heavy weight, short rig, large amount of wetted surface, and small prop in aperture, the 33 can hardly be termed a spritely performer under either sail or power. For instance, against the more modern (designed in 1968) but otherwise comparable Tartan 34, the 33 gives away more than 20 seconds per mile under PHRF.

At the same time the 33 is no slouch when sailing among heavier boats of her type. At her introduction, much was made of her hull design having been tank tested; indeed in the later 1960s, 33s compiled a creditable racing record. At their best in winds of 10 to 15 knots and smoother seas, a number are still successfully raced in PHRF events in the Northeast where winds are typically moderate. Although short, the rig with its big mainsail and masthead foretriangle provides plenty of sail power; however, a good reefing system is needed to prevent overpowering in a breeze. One advantage of the large mainsail is the ease with which the boat can be handled under mainsail alone, in contrast to the difficulty of sailing a modern tall, skinny mainsail design without a headsail.

For power the 33 will have either the original Gray 25 hp gas engine, the 27 hp gas Palmer (after 1967), or a small retrofitted diesel. All can provide enough push ahead, but the prop location and size hurts backing down.

Belowdecks the 33, like so many of boats of her size and type, is decidedly cramped compared to more recent 33-footers, although it’s spacious for a boat with a waterline length of merely 24′.

The forward berths are comfortable; the upper or pilot berth in the main saloon is handier as a catchall than it is for sleeping; the pull-out transom berth is not bad as either a seat or a berth; and the “convertible dinette” is just fine for those who want to have a double berth and who don’t object to the compromise.

Other than the dinette, the layout of the 33 is definitely “traditional” with an athwartships galley aft, a small head, and an icebox lid that doubles as a chart table. The raised cabin trunk with large windows was a popular feature in production boats of this era, providing headroom, light, and cockpit protection.

The interior decor of the 33 was intended to be plain and functional, although a number of owners report dressing it up with wood, replacing Formica surfaces. The quality of the joinerwork and finish varied somewhat during the production run but in general can be deemed about average.

The cockpit is short by modern standards but has more abundant stowage space in seat lockers and lazarette than in later boats fitted with quarterberths and cockpits extending to the transom. The original design was for tiller steering, but many 33s have been subsequently fitted with wheel steering. Owners report wheel steering preferable for ease at the helm but are divided on whether it should be located forward or aft in the cockpit.

The decor might be plain, but there seems no question that the basic construction of the 33 is rugged. The weight of the boat apart from ballast amounts to a whopping 8,000 pounds, a weight that today is closer to the all-up displacement of boats with waterlines 2′ to 4′ longer.

What to Look For

As with so many boats built more than, say, 10 years ago, weaknesses such as inadequate hull-to-deck joints, poor bulkhead tabbing and the like have long since become apparent and should be found in any professional survey. What may be less apparent in the 33 is deck and cabintop delamination—separation of the laminate from the balsa core.

Similarly there are reports of gelcoat problems (crazing, voids, etc). And, as with any deck-stepped mast the step and under-deck support system should be carefully checked. So too should the rudder and its hangings.

In the era in which the 33 was built, strength was often obtained by using heavy fiberglass scan’tlings in place of good construction engineering, one result of which is sloppy glasswork although not necessarily a weaker hull structure.

With a boat of the type of the 33, upgrading and refurbishing seems a worthwhile investment. Performance can be markedly improved with slab reefing, a roller traveler, good sails, etc. The looks of the boat can be dramatically enhanced with well finished exterior wood trim and refinished gelcoat surfaces. Thus, in considering used 33s, look for those in which past owners have worked—and spent—to make their boats better. The alternative is to look for a sound but unimproved model at the right price and plan to invest in bettering her. Finding the right one may take time and effort, but they do come on the market. As one owner put it, “Look for three years and close the deal in three minutes if you find her.”

Conclusions

Given the price on the used boat market of similar “traditional” boats such as Cape Dories, Sea Sprites, and Albergs, the Luders 33 strikes us as a most promising alternative. The 33 sails better than most of her full keel/short waterline kin, is built to last as long, and should represent good equity. In return, the 33 may need some refurbishing, perhaps a new diesel engine if not already retrofitted, but the result is a superb boat at a price that should be well below that of other production boats of her type.

RELATED ARTICLES MORE FROM AUTHOR

Leave a reply cancel reply.

Log in to leave a comment

Latest Videos

Bahamas Travel Advisory: Cause for Concern?

Island Packet 370: What You Should Know | Boat Review

How To Make Starlink Better On Your Boat | Interview

Catalina 380: What You Should Know | Boat Review

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

Luders 16 by A. E. Luders

The Luders 16 is the smallest of a series of yachts designed by “Bill” Luders, in which beauty was one of the primary design objectives.  Created a bit later than many of the designs on this site, she has a definite air of modernity about her, with her steeply angled, shapely ends, relatively high freeboard, distinctive cabin trunk, and rounded transom.

Small and light for this general shape, she has a delicacy of appearance that we find very appealing. Her relatively high freeboard gives her cockpit a little more depth and her cabin a little more headroom than one might expect in a boat of this size. You sit down inside the boat and have a clear passage into the cabin, which gives a great feeling of security. The boats customarily carry a pair of pipe berths in the cabin, over a small bench on either side. Sitting on the benches one has sitting headroom under the side decks, which is very rare in a boat of this size and type, and is a great addition to her comfort and utility.

Deeply V’d sections mean she will have the best possible motion going to windward in a chop, and will not pound. These characteristics will make her faster, drier, and more comfortable sailing to windward in those conditions, compared to many other boats.

The L16 started life as a more conventional plank on frame boat, and was modified into its current form when it became one of the first keel sailboats to be built using “hot molded” plywood construction, differing from cold molded construction only in the use of earlier glues, which required heat to cure. Our version would be cold-molded using epoxy glue, and would (unless otherwise agreed) follow current racing practice in the use of aluminum spars and tasteful modern hardware. The interior of this boat is frameless, and thus very smooth and easy to clean and maintain. Most owners would want the interior to be finished bright, which we think would be a warm and rather stunning look much in keeping with the style of the boat. Maintenance characteristics would be very favorable, and we would predict a very long lifespan for the structure.

L16s are still raced in Northeast Harbor, Maine, and in Chicago.

Fast, pretty, nimble, easy to handle, useful as a small cruising boat, and requiring little strength to sail, an L16 would be a delightful and versatile boat.

What can we help you find?

• Yachts for Sale

SOLD – 38′ 1947 Luders 24

Sold – 38′ 1947 luders 24 $35,000.

North is a 38’ L-24 designed by Bill (A.E.) Luders and built at the Luder’s yard in Stamford CT in 1947. The “hot molded” wood composite Luders 24 offers everything you could want from a classic day racer: beauty, pedigree, sailing performance, and proven track record on the classic regatta circuit. North is a fine example, restored in the early 2000s and offered for sale in very good structural and aesthetic condition. She’s currently stored in Newport, RI ready for showings.

Rigs and Deck Gear: • New teardrop sitka spruce mast, built according to original specifications by Dexter Cooper in 2001; internal halyards, three winches, needs hardware and rigging. • Oval section aluminum mast, external halyards, SS standing rigging, Dacron running rigging. • Sitka Spruce boom. • 2 x 40ST Bronze primary winches • Lewmar 30ST bronze main sheet winch

Sails: • 2 mains • 3 jib / genoa • 1 symetrical spinnaker

Equipment: • Electric panel, VHF running lights • Manual and electric bilge pump • Fortress Anchor • Mainsail cover and cushions • Fenders and Docklines

Luders hot-molded construction: The Luders yard refined the “hot-molding” technique building laminated verneer/plywood lifeboats for the navy during WWII. The boats were airdropped to downed pilots so the hulls had to be strong but extremely light. The technique they devised, and later applied to the L-24, was to laminate 1/8th” thick mahogany verneers over a mold with resorcinol glue. Resorcinol required heat to cure so the hulls were baked in an autoclave oven, hence “hot molding.” The L-24s were, at the time of their build, the largest wood composite boats ever built. The technique was the predecessor to modern composite boatbuilding, the principal difference being a modern cold molded boat is laminated with epoxy, which doesn’t require heat or pressure to cure, rather than resorcinol. • hot molded mahogany plywood hull, diagonal veneers; • laminated mahogany backbone, rudder, and cabin house; • laminated sitka spruce frames; • plywood deck sheathed in Zylon • Lead ballast • bronze keel bolts and fasteners

Refit: Rebuilding work (concluded 2001; stored indoors until November 2010 launch): The ballast was dropped and the keel plank replaced from stem scarf to rudder post. Two-thirds of the underbody was re-laminated with 1/8” Honduras mahogany veneers, edge-scarfed and epoxy glued. New floor timbers, additional laminated frames amidships; new keel bolts, all other fasteners also renewed. New mast step with gripe fitted beneath it at the forefoot scarf; laminated ring frame girdling hull at main chain plates. Frames and knees renewed where necessary. New 5/16” Sapele deck covered with Zylon, deck beams replaced where necessary. Rudder reworked, faired and epoxy sheathed. New bronze gudgeons. Interior skin sanded, epoxy saturated, and varnished. Exterior surface of the hull epoxy sheathed with one layer Zylon, with two additional layers of 8 oz. glass between the underside of the keelplank and top surface of the ballast. Cabin reworked with additional layer of veneer on coach roof.

More complete listing to follow.

Inquire About this Boat

Join our brokerage mailing list.

Be the first to know when new brokerage listings are available.

Email (required) *

Example: Yes, I would like to receive emails from Rockport Marine. (You can unsubscribe anytime)

Nominees > Technical

Deceased , Historic

1909 - 1999.

Alfred E. (Bill) Luders was a sailboat designer and racer responsible for building many custom yachts, perhaps most notable, the 12-metre Weatherly , which successfully defended the America’s Cup in 1962.

Luders was an American naval architect and director of Luders Marine Construction Company, founded by his father in 1908.  During World War II, the company built more than 100 vessels for the military including minesweepers, patrol craft and submarine chasers.

When it came to racing, Mr. Luders’ early successes (1930s) came in the International 6-metre class of his own design and equipped on tight budgets imposed by his father. ”Briggs Cunningham was kind,” Mr. Luders said of a well-financed competitor. ”He would give me his discarded mainsails and jibs.”

In 1946, Luders was one of a committee of five boat designers (including George HInman, Arthur Knapp, Bus Mosbacher, and Cornelius Shileds) who codified and regulated the International One Design Class of Yachts.

In 1958, the yard built the America’s Cup boat Weatherly to the design of Philip Rhodes. Weatherly was not a successful campaigner in that series, but after a redesign by Mr. Luders, she successfully defended the cup in 1964.

Among the many famous yachts Mr. Luders designed was the sloop American Eagle , built originally for the America’s Cup competition but most successful as an ocean racer under the helm of media mogul, Ted Turner.

Mr. Luders designed, and his shipyard built, many others yachts for owners such as King Olaf V of Norway, actor Yul Brenner, Nelson Rockefeller and the Pulitzer family.

The Luders yard closed in 1968. The last racing yachts designed and built by him were a number of 5.5-metre sloops, a class used in Olympic and international competition. Some of his better known yachts, built in series, are listed below.

A Partial List of Boats Designed and/or Built by Bill Luders

ALC 46 (Le Compte)

Annapolis 44

Clipper 33 (Cheoy Lee)

Clipper 36 (Cheoy Lee)

Clipper 42 (Cheoy Lee)

Clipper 48 Ketch (Cheoy Lee)

Clipper 48 schooner (Cheoy Lee)

Cruisaire 30 Clipper (Cheoy Lee)

Cruisemaster 37

Fastnet 45 (Le Compte)

Luders 27 (1955)

Luders 27 (1960)

Luders 30 (Cheoy Lee)

Luders 33 (Allied)

Luders 36 (Cheoy Lee)

Midshipman 36 (Cheoy Lee)

Midshipman 40 (Cheoy Lee)

Offshore 28 (Luders)

Offshore 47 (Cheoy Lee)

Sea Sprite 27/28

Sea Sprite 30

Sea Sprite 34

Viking 31 (Luders)

Preserving America’s Sailing Legacy

Engaging Sailing’s Next Generation

Stay Connected to the National Sailing Hall of Fame

• Types of Sailboats
• Parts of a Sailboat
• Cruising Boats
• Small Sailboats
• Design Basics
• Sailboats under 30'
• Sailboats 30'-35
• Sailboats 35'-40'
• Sailboats 40'-45'
• Sailboats 45'-50'
• Sailboats 50'-55'
• Sailboats over 55'
• Masts & Spars
• Knots, Bends & Hitches
• The 12v Energy Equation
• Electronics & Instrumentation
• Build Your Own Boat
• Buying a Used Boat
• Choosing Accessories
• Living on a Boat
• Cruising Offshore
• Sailing in the Caribbean
• Anchoring Skills
• Sailing Authors & Their Writings
• Mary's Journal
• Nautical Terms
• Cruising Sailboats for Sale
• List your Boat for Sale Here!
• Used Sailing Equipment for Sale
• Sell Your Unwanted Gear
• Sailing eBooks: Download them here!
• Your Sailboats
• Your Sailing Stories
• Your Fishing Stories
• Advertising
• What's New?
• Chartering a Sailboat
• Cruising Yachts 35' to 40'

The Luders 36 Sailboat Specs & Key Performance Indicators

The Luders 36, an ultra-heavy displacement long-keeler, was designed by Alfred Luders and built in Hong Kong by Cheoy Lee Shipyard Ltd.

Published Specification for the Luders 36

Underwater Profile:  Long Keel

Hull Material:  GRP (Fibreglass)

Length Overall:  35'6" (10.8m)

Waterline Length:  25'0" (7.6m)

Beam:  10'3" (3.1m)

Draft:  5'3" (1.6m)

Rig Type:  Ketch

Displacement:  15,000lb (6,804kg)

Designer:  Alfred Luders

Builder:  Cheoy Lee Shipyard Ltd

Year First Built:  1966

Year Last Built:  1978

Number Built:  65

Published Design Ratios for the Luders 36

1. Sail Area/Displacement Ratio:  15.8

2. Ballast/Displacement Ratio:  35.0

3. Displacement/Length Ratio:  429

4. Comfort Ratio:  37.1

5. Capsize Screening Formula:   1.7

read more about these Key Performance Indicators...

Summary Analysis of the Design Ratios for the Luders 36

1. A Sail Area/Displacement Ratio of 15.8 suggests that the Luders 36 will need a stiff breeze to get her going. In light conditions, unless you've got plenty of time on your hands, motor-sailing may be the way to go.

2. A Ballast/Displacement Ratio of 35.0 means that a sailboat like the Luders 36 (which doesn't have its ballast concentrated in a bulb at the foot of a deep keel), is likely to benefit from being reefed early to keep her sailing upright in a moderate breeze.

3. A Displacement/Length Ratio of 429, tells us the Luders 36 is firmly in the ultra-heavy displacement category. Load her up as much as you like and her performance will be hardly affected, not that it was ever startling. Few if any sailboats are built to this displacement category these days - but they remain popular with some long-distance sailors.

4. Ted Brewer's Comfort Ratio of 37.1 suggests that crew comfort of a Luders 36 in a seaway is similar to what you would associate with the motion of a moderate bluewater cruising boat - a predictable and acceptable motion for most seasoned sailors.

5. The Capsize Screening Formula (CSF) of 1.7 tells us that a Luders 36 would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0. 

Cruisers' Questions about this Sailboat...

What is the accommodation like in the Luders 36?

The accommodation in the Luders 36 sailboat varies depending on the layout and the modifications made by previous owners. However, a typical layout would have a V-berth forward, followed by a head compartment with a shower to port and a hanging locker to starboard. The main saloon would have a U-shaped dinette to port that converts to a double berth, and a settee to starboard that can also be used as a single berth. The galley would be aft to port, with a stove, an oven, a sink, and a refrigerator. The navigation station would be opposite to starboard, with a chart table and an electrical panel. There would also be a quarter berth aft of the nav station. The interior would have teak joinery and trim, with ample storage space and ventilation.

What sail plan and rigging options are available for the Luders 36 sailboat?

The Luders 36 sailboat was produced as a sloop, a yawl, and a ketch. The sloop version has a single mast with a mainsail and a headsail. The yawl version has two masts, with the smaller mizzen mast located aft of the rudder post. The ketch version also has two masts, but the larger mizzen mast is located forward of the rudder post. The sail plan and rigging options may also vary depending on the modifications made by previous owners. Some common options include roller furling for the headsail, lazy jacks or stack pack for the mainsail, spinnaker or gennaker for downwind sailing, and self-tailing winches for ease of handling.

What keel options are available for the Luders 36 sailboat?

The Luders 36 sailboat has only one keel option, which is a long keel that runs almost the entire length of the hull. The long keel provides directional stability and protection for the propeller and rudder, but also increases wetted surface area and drag. The long keel also makes the boat less responsive to steering and harder to manoeuvre in tight spaces.

What is the Luders 36 sailboat like to sail?

The Luders 36 sailboat is a classic cruiser that performs well in moderate to heavy winds and seas. It is stable, sturdy, and seaworthy, capable of handling rough conditions and long passages. However, the Luders 36 sailboat is slow and sluggish in light winds owing to its heavy displacement and large wetted area. It has a low sail area/displacement ratio, which means that it needs a stiff breeze to get going. It also has a high displacement/length ratio, which means that it has a lot of inertia and resistance to overcome.

The above answers were drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; to the best of our knowledge,  we believe them to be accurate.

Recent Articles

'Natalya', a Jeanneau Sun Odyssey 54DS for Sale

Mar 17, 24 04:07 PM

'Wahoo', a Hunter Passage 42 for Sale

Mar 17, 24 08:13 AM

Used Sailing Equipment For Sale

Feb 28, 24 05:58 AM

Here's where to:

• Find  Used Sailboats for Sale...
• Find Used Sailing Gear for Sale...
• List your Sailboat for Sale...
• List your Used Sailing Gear...

Our eBooks...

A few of our Most Popular Pages...

Copyright © 2024  Dick McClary  Sailboat-Cruising.com

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

• Sailboat Guide

Luders 44 is a 43 ′ 11 ″ / 13.4 m monohull sailboat designed by Alfred E. Luders and built by Luders Marine Construction starting in 1939.

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 original wood version See LUDERS 44 (FG) for specs on the Fiberglass (1963) version.

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

Discover Related Sailboats

Annapolis 44

• About Sailboat Guide

©2024 Sea Time Tech, LLC

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