outbound 45 sailboat

Outbound Yachts Are Built To Take You Wherever You Want To Go

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Outbound Yachts

The ultimate offshore cruising sailboats.

Outbound Yachts are first and foremost exceptional sailing yachts. Our flagship model, the Outbound 46, was first designed and built over 20 years ago to be a capable offshore sailboat that provided the capacity required for serious cruising, added safety that comes with performance and handling, and maximum comfort to encourage living aboard. Today, these same characteristics are still hallmarks of the Outbound brand as we continue to offer finely crafted cruising sailboats that are built to the highest standards.

Your Escape Awaits

Fast, safe, comfortable sailboats are few and far between, but Outbound delivers these desired attributes on every boat. Built for offshore passagemaking, each model can take her owners anywhere in safety, comfort, and style.

Built For Offshore Sailing

Experienced sailors value the added safety that comes with good sailing performance. The ability to sail off a lee shore, shorten a passage to within the available weather window, and safely maneuver through heavy seas are all features that make Outbound Yachts some of the best cruising sailboats in the world. Equally important is having the comfort required to avoid fatigue when heading offshore. A dry and comfortable cockpit, good visibility, and a forgiving motion are essential for a safe and enjoyable passage.

Outbound 46

An aft cockpit with 2 cabins, the Outbound 46 was is the ultimate cruising boat for couples who want to go offshore.

Outbound 521

A center cockpit with 3 cabins, the Outbound 521 is a capable bluewater cruiser that offers a spacious interior.

Outbound 5360

Offering spectacular 360 interior views, the all new Outbound 5360 is a raised salon unlike any other cruising yacht on the market.

The All New Outbound 5360

The new Outbound 5360 is a next generation cruising yacht featuring impressive interior spaces that provide panoramic 360 views from within.

Outbound 521 Center Cockpit

A center cockpit offshore passagemaker that is safe, comfortable, and can be handled by a cruising couple with ease.

World-Renowned Outbound 46

Designed and built for serious sailors, the Outbound 46 is a fast, easy-to-handle, couples cruising boat that is capable of crossing all oceans in comfort and speed.

Owner Testimonials

"we had to write to tell you, again, how much we love this boat.".

It was such a delight to have Allora flying along day after day with such power (800 miles). We almost caught up with a boat that left several days ahead of us. One particularly great trait....

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Highlights & features.

Offshore Safety

From deep cockpits that are designed to keep you secure in any condition, to heavy duty lifelines and grab rails, Outbound sailboats are equipped with all the features for safe offshore cruising.

Classic Styling

Beautiful clean lines and elegant interiors with fine woodwork, Outbound sailboats have a classic yacht style that is lost on most of today's production boats.

Dedicated Workrooms

Each Outbound has a workroom onboard that is a dedicated space for tool storage and to perform repairs and maintenance.

Comfortable Interiors

The interiors of Outbound yachts are built to maximize comfort for long distance cruising and extended onboard living.

Built For Performance

Outbound sailboats are designed to sail fast and handle adverse conditions.

Additional Resources

Learn more about what goes into an outbound sailboat.

Outbound Yachts are built to the highest standards with quality construction methods, top of the line materials, and fine craftsmanship. Discover what goes into an Outbound.

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Outbound owners are an active group that have sailed their Outbound sailboats to locations all over the world. See photos, videos, stories, and testimonials from Outbound owners themselves.

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Outbound 44/46

• By Alvah Simon
• Updated: July 7, 2009

Of a small sailing craft, E. B. White wrote, “It is without question the most compact and ingenious arrangement for living ever devised by the restless mind of man-a home that is stable without being stationary, shaped less like a box than a fish or a girl, and in which a homeowner can remove his daily affairs as far from shore as he has the nerve to. Closehauled or running free-parlor, bedroom, and bath, suspended and alive.”

The restless minds behind the Outbound 44 belong to Phil Lambert and Craig Chamberlain, founders of Outbound Yachts.

In Annapolis, Maryland, last October I said to Phil, “There are so many cruising designs already available to choose from; why go back to the drawing board?”

He told me he came from a racing background. “I was convinced we could develop a boat with the capacity required for serious cruising, with sufficient comfort to encourage living aboard, and with the added safety that comes with performance and handling,” he said. “But too often, that quest for performance led me to vessels that were too exotic, expensive, and uncomfortable. I wanted a solid-glass hull-heavy, yes, but safe, and well suited for hard offshore work. I felt we could still achieve high performance through sophisticated shape, a powerful rig, and by keeping the weight well away from the ends.”

Phil admits that his choice of designer, Carl Schumacher, who was known for squeezing every last ounce out of his creations, was at first reluctant when approached with these design parameters. After reviewing Chamberlain’s original drawings and lengthy discussion, however, Carl felt challenged to find that coveted speed without compromising hull integrity or the seakindliness that can only come from displacement.

And rise to that challenge he did, for one of the last designs to come off Schumacher’s board before his death in early 2002, is an elegant blend of sensibility and sophistication. For a slippery underbody, he combined long waterline length (40 feet 3 inches) with moderate beam (13 feet 6 inches). This is steered with a high-aspect spade rudder with a standard 4-inch stainless-steel rudderstock, or a carbon-fiber upgrade. For power, he balanced a high-aspect solent rig of 1,151 square feet with the righting moment of a 6-foot-6-inch, 10,000-pound encapsulated bulb keel.

To convert concept into craft, Lambert sought a yard capable of constructing vessels of consistently high quality yet at an affordable price. In 1999, he chose Hampton Yacht Building Company of Shanghai, China. While no one disputes that the quality-to-cost ratio of Chinese craftsmen represents good value, Phil concedes that public perception of Chinese yards may yet be tainted by the irregular quality control from the industry’s nascent years. Still, he says, “The Chinese industry has matured. They now recognize that to remain competitive, they must establish rigid standards. To further ensure absolute consistency, we decided to source the entire boat from the United States.

The hull is built of hand-laid fiberglass, reinforced with brawny stringers, longitudinals, and bulkheads bonded to the hull while in the mold. High-stress points receive additional laminates. Knytex biaxial fiberglass enhances impact resistance, but attentive to the potential dangers of an increasingly littered ocean, a watertight crash bulkhead is added 7 feet aft of the stem. This laudable safety feature doubles as a sealed and spacious locker to hold sails and rodes. Outer layers of vinyl-ester resin keep blisters at bay, while Valspar ISO-NGP gelcoat ensures long luster.

The decks are Baltek balsa cored for stiffness. The hull/ deck joint is bonded with 3M’s indestructible 5200, then mechanically fastened with stainless-steel through-bolts centered every 4 inches. The two structures are still further fused by adhesion to interior bulkheads perimeters.

No area of the vessel is more central to safety, comfort, and convenience than the cockpit. The Outbound’s aft cockpit is enormous yet won’t wallow under the weight of boarding seas, for it’s self-bailing aft through a wide, open-ended sole. Still, the companionway is protected from flooding by a 9-inch bridge-deck and two forward scuppers.

The cockpit sole extends out onto the swim platform via a box containing the life raft. This allows deployment and entry from the safest part of the boat without exposure to swinging booms or boarding seas and doesn’t require the cumbersome raft to be hefted over high lifelines, as in deck-mounted rafts.

The main hatch slides smoothly and is tight. But it could use a two-way latch to firmly secure it yet allow access from above or below. The companionway is well protected by swinging doors backed up by three Lexan washboards securely slid into parallel grooves.

Ergonomically designed with high, comfortable backrests, the cockpit seats are long and wide enough to sleep on yet aren’t so far apart as to allow bodies to be dangerously pitched across. Manual bilge pumps are located strategically at both the helm and the navigation station below.

Ironically, one of the Outbound’s best ideas may also be the worst. The port cockpit seat opens up to a massive stowage locker and workbench below. With the locker lid up, even the tallest person can stand up straight over a spacious workbench with a vice and all tools readily at hand. The workspace becomes well lit and cool, while isolating noise and dirt from the cabin interior. Bravo-but such a large opening exposes the interior bilge to flooding. It therefore should be gasketed, not just guttered, and all hinges and latches need to be thumb-thick and fastened with backing plates. These are quick and affordable fixes; I note them only because there were so few other faults to report.

Movement forward on deck is free-flowing yet made safe with ample handholds, well-fastened rails, stern rails that extend past the vulnerable point of exit from the cockpit to the side deck, mast pulpits, and aggressive nonskid. Stanchions, an exceptional 30 inches high, hold twin vinyl-coated lifelines.

The twin anchor rollers extend far enough outboard to protect the stem from anchor damage but are wisely supported with the headstay and a short bobstay. A clever catch tray with a drain helps keep anchor muck off the foredeck. Ground tackle was deployed and retrieved smoothly via a Lewmar Ocean 3 windlass.

A keel-stepped Charleston spar with moderately swept double spreaders comes standard, with a separate trysail track already installed. Outbound has chosen the increasingly popular solent configuration, with a Harken-furled 140-percent Hood genoa and a hanked Hood 75-percent jib on a removable inner stay. This is a versatile cruising setup that also provides a long run of foredeck space for dinghy stowage.

For all its lush allure and flawless finish, the interior reflects the sound philosophy of allowing form to follow function. A slight rise in the main cabin creates a bright and airy feel without breaking the sole into tiers. Ample handholds and bulkheads make moving about in a seaway secure.

A single head stands to starboard of the companionway steps, where it enjoys maximum ventilation and doubles as a wet locker. A snug but complete forward-facing navigation station nestles to port.

The well-appointed U-shaped galley is spacious without being dangerously open. All surfaces, including the Corian countertops, are deeply fiddled. Foot-operated pumps wisely back up the twin sink electrical pumps. A large saloon table sits across from a starboard settee. These seating surfaces convert into four practical sea berths aft of the mast. A private double berth lies aft to starboard, and the workshop/stowage area is aft to port. An elegant owner’s cabin is situated forward, and in the case of Ginger (hull number 10), it included a slick computer/office station in lieu of a second head. Commodious stowage is found throughout.

The sole is teak and holly, and all boards lock down. The well-limbered bilges are gelcoated for cleanliness and drain into an 18-inch sump, a valuable feature lost in many modern designs. Range-extending tanks carrying 160 gallons of fuel and 200 gallons of water sit low and central in the bilge, minimizing hobbyhorsing and freeing stowage space beneath the settees.

The cleanly installed 75-horsepower Yanmar is accessed under a pneumatically lifted companionway ladder and from two side panels. The one Group 27 and three 8D batteries (with room for more) are well secured.

The six-page equipment list accompanying the Outbound 44 is complete down to the safety flares, making this a genuine turnkey package. Mel and Barbara Collins, the satisfied owners of Ginger, put it best: “They provide strong leadership, and they don’t nickel-and-dime you.” The Outbound team has clearly discovered the word custom within the word customer, for they happily accommodate wide divergences from the original design and welcome the owner’s participation in the process. To best express this, they’ve included in the sale price a trip to the boatyard in China at any phase of construction.

While a good gale would’ve more properly assessed seakeeping characteristics, the 14-knot autumn breeze offered on the day of our testing was appropriate for addressing heavy-displacement/light-air performance concerns. With full main and genoa, we held 6 knots on a broad reach, 7.5 on the beam, and a solid 8 knots respectably close to weather. The boat stood up stiffly, answered its helm with precision, and balanced well. With a hanked jib, furling genoa, and a fully battened main with lazy jacks, the raises and strikes were effortless.

E. B. White concluded his description of a small sailing craft with this thought: “It is not only beautiful; it is seductive and full of strange promise and a hint of trouble.” The Outbound 44 is indeed beautiful and seductive. Because of its genuine bluewater readiness, it’s also full of strange promise. But, alas, because of its thoughtful design and meticulous execution, any new owners will have to provide their own hint of trouble.

Alvah Simon, author of North to the Night ($15; 1999; Random House), has lived for two years in Whangarei, New Zealand, with his wife, Diana.

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Our Ideal Boat: The Outbound 46

“A Southerly 38 ticks many of the boxes you listed.”

“A Frers-designed Swan 36 that I raced from SF to Tahiti impressed.”

“This sounds an awful lot like the musings of a future catamaran owner.” 

These were just a few of the many, varied comments we received in response to our “ Is It Time for a New Boat? ” blog.  Other guesses were an Oyster 495, the new Island Packets (an IP349 or 439) with the Solent rig, a Pacific Seacraft 40, a Valiant 42, even (jokingly) a Lord Nelson.  All very capable, comfortable boats.  But, the ideal boat we eventually landed on—the one Phillip and I consider a premiere ocean-crossing, comfortable, capable cruising boat—was …

the Outbound 46.

So, how did we get there?  As with our first boat, our 1985 Niagara 35—which was the perfect boat to fulfill our needs at the time—it all started with Kevin Barber, an exceptional friend and an even better boat broker.  We often joke that “Kevin doesn’t sell boats, he sells friendships,” because he often becomes very good friends with clients.  Likely because the process of finding the right boat for people starts with getting to know them very well.  Once Phillip and I had reached the conclusion that a newer, probably slightly bigger, boat with a few more complex systems would be the better choice than an upgrade of our Niagara for our next full-time live-aboards chapter, we brought Kevin on board to have him help us find and vet our options, poor guy.  I say that because we (well, honestly more Phillip) put him through the ringer.  If you haven’t guessed this already, Phillip is a very (very) picky man.  For good reason.  He wants what he likes and he knows very well what he wants (and does not want).  I’m incredibly lucky that he picked me!  But, when it came time to pick our next boat, it was simply a tough call to make. 

Having cruised rather comfortably for years on our 35-foot Niagara, Phillip and I initially believed any boat over 40-feet would be too big, so we had Kevin start shopping in the 35- to 40-foot range and the 3- to 5-year-old range, or newly built if that appeared the better option.  Kevin dialed in.  He began sending us listings for slightly used Tartans, Island Packets, even an Ovni.  Unfortunately, each one had something we didn’t like.  The saloon location not right by the companionway, a cockpit that did not look comfortable (or that it was clear you could not lay down comfortably in), no better tankage than our Niagara.  None were checking all of the boxes, and we did not want to compromise.  This was a huge, “next chapter in our lives,” decision and we were all in.  This would be the boat we would live on and sail the world in.  It simply had to be the right one.  Honestly, the “best boat” in the 30- to 40-foot range, in our opinion, was our boat upgraded, but we had already made the decision to adjust our tolerance for systems and finances in deciding to get a newer boat.  But, it seemed, our aggressive hunt had come to a bit of a lurch. 

Insert Kevin again.  Fortuitously, we ran into Kevin (and his awesome wife, Laura) one evening in downtown Pensacola and sat down to have a pretty fun, but frank, conversation about how many “nos” we had given him.  Kevin joked that Phillip had proven to be his most difficult client of the year!  But, in so doing, Kevin also gave us (I suspect) just the right nudge we needed.  He reminded us of the other list he had sent us.  You see, Kevin, wisely, had also sent us a “dream list.”  Initially, Phillip and I had dismissed it because the “dream” boats had all been in the 44- to 46-foot range, if not bigger (which just seemed massive for two people), and more than we thought we were willing to pay for our next boat.  But, it seemed in order to meet our high demands, we would have to let our tolerance for size, systems, and sticker shock “grow.”   The next morning over coffee, Phillip decided to take another look at the other list.

On the dream list was a Passport, a Hylas, and an Outbound, all in the 45- to 46-foot range, all pricier than we had wanted.  And, the Outbound 46 listing Kevin had sent was a much older model than we wanted.  A 2007, which was why we hadn’t given the Outbound a thorough review initially.  But, after talking with Kevin the night before and re-reviewing the dream list, Phillip decided to launch his own search on YachtWorld the following morning for any Outbound 46s on the market.  “Oh sh*% honey!” his voice bellowed through the living room, startling a splash of coffee out of my cup.  It seemed my picky man had found the type of boat he wanted, and it was an Outbound 46.  Once we finally dialed into this boat and began to learn about the construction, performance, the overall thoughtfulness of the design of the Outbound 46, it was a sealed deal for these sailors.  Plus, everything Phillip and I were prepared to devote to, invest in, and give to our next boat simply called for it.  The Outbound 46 is (pardon my French) a damn fine vessel.  But, Phillip and I are damn fine boat owners, too, fully aware of the time and money it takes to maintain a boat the right way and ready to pour our blood, sweat, dollars, and time into the newest member of our family.  We knew whatever Outbound 46 we did acquire would be one lucky boat, and she would also make us two incredibly lucky, live-aboard sailors.  And, money is something we can make, or borrow.  Time and a boat this beautiful, we cannot.  The Outbound would definitely require us to strrreettcch our budget and our brains to fit 46-foot boat into our lives.  But, with the beauty of hindsight, I’m so glad we did.  Sometimes you just have to take a bit of a terrifying leap, to land in paradise.  So, why the Outbound 46?  Just look at this thing!

Outbound 46

First, the Outbounds are not mass-production boats.  They generally only build between one to two Outbounds a year, because they build them right.  Phil Lambert commissioned the design from Carl Schumacher, with the idea that every feature be designed to be capable while comfortable.  One word sold us.  MODERATION.  Lambert wanted a boat that was exceptionally strong, with a fully-glassed hull and encased keel, that did not sail like a tank.  Schumacher fulfilled with a moderate draft, beam, and mast height that proved a fun day sailer, a capable ocean-crosser, and a spacious, luxurious liveaboard home simultaneously.  Sailing in brisk winds and choppy seas, Lambert described the experience below as “being in a library.”  In addition to the immensely impressive tankage and power/water generation systems that would allow us to go comfortably off-grid at any time, a thousand other little commendable features sold us: clear visibility from the helm, no ducking down the three, wide companionway stairs, locking floorboards, a crash bulkhead in the bow, fuel vents located high on the stanchion posts, curved counter edges, an island queen vberth bed.  All of this in a boat with a beam of only 13’6” and a draft of 5’6.”  Every element spoke to a commitment to moderation, which I feel speaks to so many elements of life: work, play, food, wine.  Enjoy, imbibe, thrive, but do them all in moderation. 

Now, the water maker, generator, AC, heater, hot water heater were all systems we would have to learn, troubleshoot, and maintain, but Pandora’s box had been opened at that point.  Phillip and I knew we had found our ideal boat.  While 46 feet did sound a bit large, I did have a sage follower advise it is the actual length on deck that is the true measure of a boat and its accommodation potential, and the Outbound 46 is really a 44-foot boat with a 2-foot swim platform, so it was really just a skosh out of our comfort length.  In addition, after we began exploring the Outbound option and talking with other owners, Phillip and I learned Phil Lambert is truly hands-on during the entire build and post-purchase process, addressing issues, helping with repairs and getting parts, welcoming feedback, even adapting later models to include owner ideas and upgrades.  Manufacturer support was key for us, and it seemed the Outbound offered this in droves.  Plus, she is just a gorgeous boat.  Do not miss the exceptional design details in these videos Phil Lambert filmed showcasing this amazing boat.    

Exterior Video Tour:

Interior Video Tour:

Now.  The next tough decision.  New or used?  While we knew commissioning a new Outbound would likely take a year, perhaps longer, and cost a heck of a lot more, we knew that might have to be an option if we could not find a slightly used one on the market that ticked all of our boxes.  But, the moment we pulled up listings for a used Outbound 46 on YachtWorld, our fates were joyously sealed.  We didn’t know it at the time, but the hunt was already over.

You might say we didn’t really find our “next chapter” boat.  She found us.  Stay tuned!

Share this:

16 thoughts on “ our ideal boat: the outbound 46 ”.

There is no doubt that this boat is a great place to call home. I like your choice.

Thank you! We were quite smitten with the Outbound!

As always, working with you guys was a blast! I am so excited to see where this amazing boat takes you. This was definitely one of my favorite experiences as a a Broker. Thanks for allowing me to be a part of it!

We couldn’t have done it without you, Kevin! It was fun to bring you along on the process … again! : ). You were definitely a key player in the whole process.

Beautiful boat, excellent choice! I’ve been checking in every day to find out what you’ve selected, suspense has been killing me!

Awww, thanks! We definitely fell hard for this boat once we learned about the design and build quality. We’re excited to share every step of the search and are glad to have you following along.

Congrats on the purchase! I really love what I’ve seen of the Outbound 46. I’m jealous!

Well I think I’m in love too. The Outbound 46 Was definitely not on my radar what a brilliant find. yes it’s built in China but that doesn’t matter they have been making really good boats for a long time. I poured over the specs and I agree it’s a wonderful boat if I had one slight reservation it would be at the lightwave 48 Oyster ( same designer). My father complained slammed rather a lot going up wind in a blow which he did from Fuji to New Zealand some years ago as part of the delivery crew, one of which was so full of his own self importance to catch a Flight from NZ that they could not wait for better conditions ! But the Outbound yes I think probably a more moderate version so will have some of those vices removed. There was an interesting thread on sailing idiots (anarchy) which included bob PERRY chiming in so here is the link if you have not seen it ( I would not normally look at or share anything from SA but since BP was commenting I’ll let it go!) https://forums.sailinganarchy.com/index.php?/topic/128735-outbound-46/

Oh also FYI I like that the boat has a plain spade rudder and not a dumb Skeg. Nigel Calder did a long write Up in professional boat builder mag about how he damaged his rudder on his 40+’ boat with a skeg in the Mediterranean and ended up having to fix it twice because of the serious damage it did to the hull. Instead of just bending a spade type Rudder shaft which would require much less work to repair and the entire rudder can be replaced in the water on many yachts ( did that on a Jeaneau 43). Wonderful choice and perhaps you got something ‘almost new’????? Cheers Warren

Always sage advice from you, Warren. Outbounds were definitely not on our radar (at all) when we started shopping. We had never seen or even heard of them, but darn if they don’t impress, right? I’m glad you agree. Funny, Phillip said he had read that Bob Perry thread, too, when researching the boat. Interesting (valid) thoughts there. Phillip also said (although this will reveal a bit …) that Carl Schumaker had passed away by the time the Outbound we got was built, so Bob Perry actually handled the design of our deck, can you believe that? We feel like incredibly happy new boat owners. Can’t wait to share!

Captain Annie, you will have no problems docking this yacht as it has a bow thruster. It’s just a great yacht for you and Phil. It’s a big step up but with in no time it will fill just right. Just look at all the space you have. Just a note about two things, now I could be wrong because you don’t see every thing and you don’t see how it works sometimes. I was thinking about the fuel breather being where it is thought that maybe better in the cockpit area, just a thought. Also he mention he didn’t like a pump in the anchor locker but rather have drain into the mains bilge . Not sure I would like that because you have now a hole in the bulkhead. But as I said he may have a I sea cock on it.

It’s a very lovely yacht and I am very happy for both of you.

Thanks Captain Mark. We certainly were impressed with the design and quality of the Outbound. We’re excited to share this next chapter. It is my understanding the location of the fuel tank vents was to make it exceptionally rare that water could ever get into the tank via the vent. I’m not sure where in the cockpit might be a better location and I’m not sure those fumes would be helpful in the cockpit, just some thoughts. Thanks for the nice thoughts and well wishes. We’re excited to share this boat with you all!

I can’t believe you’re saying goodbye to “baby girl”. But, the Outbound is stunning! Absolutely beautiful. Good for you two for taking the leap. With your knowledge and experience gained from Plaintiffs Rest, you’re up for the challenge of a bigger boat and new systems to maintain. Big rewards and confidence will follow. I’m very happy for you two and I look forward to future blog posts documenting the transition to live aboard cruisers.

Awww … you get it! It was a very tough decision to think about getting a new “baby girl.” But, without disclosing too much, I can tell you baby girl’s next chapter is going to be awesome. How everything played out with the transition was really an inspiring and touching turn of events. It all worked out in such a wonderful way. We can’t wait to share. Thank you for the kind words and following along. The Outbound will certainly be an impressive upgrade! : )

Annie and Philip: I have seen several Outbounds in cruising areas of note over the years. They never look out of place! Some craft do.

A Bob Perry tip I always loved and adopted is to make certain the cooking equipment fits into the galley storage and onto stove. This came up during a design review once and Bob’s a good cook so I paid close attention. Yes, you’ve a stunner and I hope you move in comfortably.

Perusing the Maine craigslist, I think I found my next heart-throb. A great feeling, no? Going up next week for a look.

Keep sailing, writing, sharing your adventures please.

All the best, Norman Cape Cod

Thank you! We were certainly pleased with this make and build as well. Outbounds were never on our radar before so we were so glad Kevin brought them to our attention. Everything relating to the galley is always super important to us because cooking aboard is a huge part of our lives and enjoyment as liveaboards. Thanks! We will do it, Norm, don’t you worry! Have Wind Will Travel is about to travel further and in far more style! : )

I am reminded of all the wonderful things I have found that were not on my radar screen! And, all the “perfect” things that weren’t…

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The Outbound 44/46 Sailboat Specs & Key Performance Indicators

The Outbound 44, an aft-cockpit masthead sloop, was designed by Carl Schumacher and built in Shanghai by the Hampton Yacht Building Co. The Outbound 46 differs from the 44 in that it has an extended boarding platform.

Published Specification for the Outbound 44

Underwater Profile: Bulb  Fin Keel with Spade Rudder

Hull Material:  GRP (fiberglass)

Length Overall:  44'9" (13.6m)

Waterline Length:  40'3" (12.3m)

Beam:  13'6" (4.1m)

Draft:  6'6" (2.0m), or shoal draft version 5'6" (1.7m)

Rig Type:  Masthead sloop

Displacement:  28,000lb (12,700kg)

Designer:  Carl Schumacher

Builder:   Outbound Yachts

Year First Built:  2001

Number Built:  50

Published Design Ratios for the Outbound 44

1. Sail Area/Displacement Ratio:  18.9

2. Ballast/Displacement Ratio:  35.8

3. Displacement/Length Ratio:  192

4. Comfort Ratio:  32.5

5. Capsize Screening Formula:   1.8

read more about these Key Performance Indicators...

Summary Analysis of the Design Ratios for the Outbound 44

1. A Sail Area/Displacement Ratio of 18.9 suggests that the Outbound 44 will, in the right conditions, approach her maximum hull speed readily and satisfy the sailing performance expectations of most cruising sailors.

2. A Ballast/Displacement Ratio of 35.8 would usually mean that the Outbound 44 would have a tendency to heel excessively in a gust, and need to be reefed early to keep her sailing upright in a moderate breeze.

However, as she has much of her ballast concentrated in a bulb at the foot of the keel, she's likely to be considerably stiffer than her published Ballast/Displacement Ratio might suggest.

3. A Displacement/Length Ratio of 192, tells us the Outbound 44 is clearly a light displacement sailboat. If she's loaded with too much heavy cruising gear her performance will suffer to a degree.

4. Ted Brewer's Comfort Ratio of 32.5 suggests that crew comfort of a Outbound 44 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 1.8 tells us that a Outbound 44 would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0.

More about the Outbound 44

Accommodation

The Outbound 44 sailboat has a spacious and comfortable interior that can accommodate up to six people. The layout features a large owner's cabin forward with a centerline queen berth, a hanging locker, drawers, and an ensuite head with a separate shower stall. Aft of the saloon, there is a guest cabin with a double berth, a hanging locker, and access to the aft head. The saloon has a U-shaped settee to port that can convert to a double berth, and a straight settee to starboard. The galley is located to starboard of the companionway and has ample counter space, storage, and appliances. The navigation station is to port and has a large chart table, instrument panel, and seat. The interior is finished in teak with white overhead panels and cushions.

Sail Plan & Rigging

The Outbound 44 sailboat has a high-aspect solent rig that can carry up to 1,151 square feet of sail area. The standard rig includes a two-spreader aluminium mast from Ballenger, with continuous 1x19 stainless wire stays. The mainsail has full battens and two reef points, and is controlled by a Harken mainsheet traveler and boom vang. 

Keel options

The Outbound 44 sailboat has only one keel option: a medium-chord fin keel with a lead bulb. The keel has a draft of 6 feet 6 inches and weighs 10,000 pounds. The keel is encapsulated in fibreglass and bonded to the hull with stainless steel bolts.

Sailing Performance The Outbound 44 sailboat is designed to be a fast and seaworthy cruiser that can handle a variety of conditions. The boat has a long waterline length of 40 feet 3 inches and a moderate beam of 13 feet 6 inches, which give it a low drag coefficient and a high stability factor. The boat also has a high righting moment due to the low centre of gravity of the keel and the tanks located under the cabin sole.

The boat can sail close to the wind with the help of the staysail, and can reach speeds of over 9 knots on a beam reach or downwind with the spinnaker. The boat is easy to steer with the balanced spade rudder, and responsive to the helm with the powerful rig. The boat is well-balanced and does not need much weather helm or autopilot correction.

Average Cost The Outbound 44 sailboat is not a mass-produced boat, but rather a semi-custom boat that is built to order according to the owner's preferences. Therefore, the cost of each boat may vary depending on the options and upgrades chosen. However, based on some online listings, the average cost of a secondhand Outbound 44 sailboat ranges from $350,000 to $450,000. Of course, this may change depending on the condition, location, and availability of the boat.

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

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• Cockpits—Part 2, Visibility and Ergonomics

There are few areas on any boat that are used for more diverse tasks than an offshore sailboat cockpit. Everything from lounging on a quiet day at anchor to handling a fast-moving emergency at sea with a bunch of sail up…in the black dark…with a ship bearing down on us.

Given that, picking a boat with a good cockpit layout is one of the most important parts of boat selection.

It’s also one of the hardest to get right, because we will inspect most prospective boats at the wharf or mooring where features supporting lounging will be a lot more obvious than features that will work offshore at oh-dark-thirty when it’s blowing stink and the yogurt’s flying.

And, further, many of us will have to make this decision without a lot, or maybe any, offshore experience, one of the reasons I strongly recommend making an offshore passage with someone else before buying a cruising boat.

That said, I can provide a cockpit selection framework to make this process easier based on the thousands—literally, I did some back-of-the-envelope estimating—of hours I have spent on watch, mostly offshore, in all weathers, in sailboat cockpits.

To further set the parameters, I’m going to focus on cockpits optimized for one to four people. This is important to make clear since full-crew racing-optimized cockpits will be very different.

Also, keep in mind that this is just one article among many that I have written about boat selection, so, for example, I have already explored main traveler positioning options, and won’t cover that again here.

As usual I will use the Outbound 44/46, the Boréal boats, our own Morgan’s Cloud, and a couple of others to illustrate each point.

Let’s dig in:

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More Articles From Online Book: How To Buy a Cruising Boat:

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• Cockpits—Part 1, Safe and Seamanlike
• Offshore Sailboat Winches, Selection and Positioning
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• Choosing A Cruising Boat—Shade and Ventilation
• Pitfalls to Avoid When Buying a New Voyaging Boat
• Cyclical Loading: Why Offshore Sailing Is So Hard On A Boat
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• Impact Resistance—How Hull Materials Respond to Impacts
• Impact Resistance—Two Collision Scenarios
• Hull Materials, Which Is Best?
• The Five Things We Need to Check When Buying a Boat
• Six Warnings About Buying Fibreglass Boats
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• US$30,000 Starter Cruiser—Part 1, How We Shopped For Our First Cruising Sailboat
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Hi John, Agree on all counts. The cockpit can be completely revealing of the intentions of the designer and what he/she thinks of the target audience/users. Nowhere else on a boat are the compromises that go into boat design so apparent. And, with your article in hand, these intentions can be read like a book. And your suggestion of offshore experience can’t be overstated (perhaps a good imagination and lots of coastal cruising experience could come close): most of us have a good sense of what makes us comfortable while having little initial idea what works (or doesn’t work) for the various fire drills that a good cockpit layout facilitates. A question: any thoughts on the tinted windows on the Outbound pictured. My guess is that they degrade visibility in marginal conditions and at night, but have no idea how much or whether an issue. I think I would want clear panes and use another method to cut back on sun intensity when needed. My best, Dick Stevenson, s/v Alchemy

Thanks for confirmation on that from someone. who has spent a lot of time offshore in a cockpit.

As to the tinting on the Outbound windows, I don’t know. What I can say is that the actual amount of tint is much less than the photo would indicate, so I’m guessing that it would not be much of a problem, if at all. The other good thing is that if unsure of what we are seeing, we can always stand up and look over.

Hi John, The overly huge steering wheel comes from fully crewed racing boats, of course, where the helm stays behind the wheel at all times. Putting this solution on cruising boats is like putting a huge Formula One wing on a family car. Maybe it feels cool, but it just doesn’t work the same way. Essentially it’s quite silly and as described here, it can destroy the functionality of the cockpit, even if all else is perfect.

Lately an interesting solution to this problem, an alternative to one huge wheel or twin wheels, has been presented by Danish Jefa, the worlds biggest in yachting steering systems. As an example, they are the maker of the autopilot drive units sold as B&G, Simrad, Garmin, and many more.

They now have a “Pendular steering pedestal”. The pedestal and wheel moves between 3 positions, centre and each side. This makes a 0,8 metre wheel do the job of a 2,5 metre wheel. One can sit on the suitable side of the cockpit or stand in the centre, while never blocking movement in the cockpit. The pedestal has a foot pedal that releases it from its position. When it reaches the next it locks in automatically.

I’ve seen a boat with this system, but never tried sailing with it. It looks well made and reportedly works as well as it looks. Some new models have this as a standard solution. https://jefa.com/steering/products/cable/WP900/wp900.htm

I agree, that offering from Jefa looks like a great idea. That said, like you, I would need to try it out to be sure.

Another benefit I just though of is that it could make fitting a practical emergency tiller much more practical than with a centre line wheel where the tiller is usually too short because it must clear the binnacle.

I would need convincing that this Jefa wheel could be adequately anchored to the floor. The fixing plate is very short fore and aft. The binnacle is a massively important strong point. I know of a wheel bent by helmsman’s body whose ribs were cracked when a wave came in over the stern in overfalls. From the brochure this looks only good for inshore boats.

Hi Richard,

You may easily be right. I have never even seen one, so no opinion.

Hi Richard, I’ve seen one and “tested” it, but as mentioned, not actually sailed with it, so I’m definitely not informed well enough to evaluate this. Still, FWIW, it felt good. Seemed just as stable as normal. There is a slight bit of fore and aft movement, if you try to do just that. While steering I think it will not at all move that way. There was no sideways wobble. I could not notice any difference in friction. Feels very direct.

When it comes to impact strength, I agree that it would probably not hold up if the boat hits a rock and the helm gets thrown towards it. I’m pretty sure that the deck plate will not break, but that part of the boat will. The leverage is just too much for normal laminates etc. However, i’ve seen binnacles collapse in that situation too. Perhaps it would be better if the mounting plate was bigger. I think so.

Still I don’t know if it should be made strong enough to take the above mentioned loads. As you mention, people can get hurt by such situations. Perhaps it’s better if the first object you hit does flex quite a bit to reduce the blow. I don’t know what to think about it. I’m nerdy enough to prefer tillers anyway…. 🙂

Hi, this sort of tilting binnacle has already been tried on aluminium boats: http://www.jfandre.com/2015_innovations.htm Not sure it’s worth the added complexity.

By the way, the cockpit layout of the new Boreal 44.2 is now public : https://www.boreal-yachts.com/portfolio/le-boreal-44/ (and, in my uninformed opinion, looks like a great solution)

Yes, Boreal sent me the renderings a bit before Christmas. I can’t say it would be my boat, or cockpit, much prefer the 44.1. I also worry that the 44.2 is too much volume for her length. Still, seems like that’s what the market wants. To me the Mk 1s were pure offshore boats, the Mk 2s, more marketing and sales driven designs.

I wonder what you think of the Amel’s? From what I have seen on video from Delos and others it seems to me that when steering you have to unzip the section above you and stand. Away from the wheel I’m guessing it is not possible to see above the roof without standing on a cockpit seat.

Sorry, reread that and it wasn’t very clear. On an Amel I think we only way to get a view without looking through glass is to zip open above the wheel and stick your head out. Is that adequate?

Hi Dave, a quick comment from a user perspective, we have a Beneteau 473 with a custom hard dodger. This provides excellent all-round visibility from the cockpit. When conditions and visibility are poor, my experience is that looking through a windscreen coated with something like Rain-X is no better or worse than squinting and blinking as you try and keep a look-out with the naked eye – and this view is from keeping watch on yachts and big ships. The only thing that really works when things are wild, is a clear view screen and who has that?

https://en.wikipedia.org/wiki/Clear_view_screen

If conditions are fine, we stand on the cockpit seat and look out over the dodger, not for visibility (which is as good or better through our lightly tinted window) but for the enjoyment of, and feel for, the breeze and conditions that you don’t get closeted behind plexiglass. Br. Rob

Nice, thanks. Our Rival 38 has the difference that the wheel is at the forward end of the cockpit. Similar to an Amel. As nothing opens in the front half of our wheelhouse we don’t get the extra visibility/sensory options when steering by hand at present.

Glass is way better than plastic, particularly if coated with Rain-X, as Rob suggests, particularly if you can get your face really close to it to eliminate any reflections.

That said I really do like to be able to get a clear view without anything at all intervening. I disagree a bit with Rob on this one.

I used to commute to an Island in all weathers and all seasons in a small motor boat with a hard dodger and glass windows coated with Rain-X, but I still found it useful to stick my head out the side when trying to sort out exactly what I was seeing on a black night, even with driving spray and rain.

The other benefit of this is having a listen. Two summers ago I was nearly run down by another sailboat, even though I was sounding a very loud horn every 2 minutes. They should have heard me, but didn’t because they were all buttoned up in a cockpit enclosure.

https://www.morganscloud.com/2019/08/24/dont-alter-course-to-port/

Summary, I think it important to be able to get clear of whatever enclosure you have to take a look and listen. This, by the way, is, I think, some of the reason big ships have open bridge wings.

So, I would evaluate the Amel by that criteria.

Thanks John. we had a bit of a design brainstorm about our own wheelhouse last night. Long term we already planned to make changes to improve ventilation (nothing opens at present, going to cook in the tropics). Plus it is a big angular and ugly at present.

Compared to us the Amel gains both head out visibility and ventilation but also offers better communication with the foredeck eg when anchoring/reefing. So we are looking at an option that gives us the possibility of open view when standing while changing as little as possible.

So thinking we cut the top 200mm off the front 3 windows, top them with an aftwards shelf (need to check head clearance for companionway but guess 150 or 200mm deep) and then vertical, opening windows at the aft edge of the shelf to the roof (keep existing roof as an overhang to give significant eyebrow for rain protection when the vertical windows are open).

So we can stand with an open view (very much as Phyllis is in the 5th picture above). Our “shelf” can have a good handhold fitted right across the length of it.

If it were me going through that much surgery on the dog house, I would simply reduce it’s hight so you can look over it when standing, and then add one or two small hatches in the top for ventilation. The Outbound 46 and our boat are set up this way and, after tens of thousands of miles including many high latitude voyages, I have found it works very well: good shelter when sitting, and great visibility and situation awareness when standing: https://www.morganscloud.com/2008/06/01/hard-dodger-for-morgans-cloud/

Then, if you want full coverage of the cockpit, go with a soft enclosure attached to a bimini top, that can be rolled up or down depending on circumstances: https://www.morganscloud.com/category/deck/cockpit-enclosure/

Thanks John,

I think we are looking at much the same thing.

One way of looking at our plans is to see the existing wheelhouse roof becoming the bimini (albeit currently with one section of solid sides) and the cut-down windscreen with “shelf” becoming the dodger (that you can look over when standing) with an opening windscreen between them.

You have your windscreen connecting the bimini to dodger at the forward end of the dodger top. We were thinking of putting it at the aft end. Our thinking is that makes reaching it to open from inside easier and uses the bimini as an eyebrow to keep rain off so improving visibility. If this section is going to be open in storm conditions the extra wind capture of the eyebrow won’t matter.

The work would strengthen the forward supports for the dodger and bimini (currently the window frames are the main support) and allow us to reduce the slab-sided and angular appearance of the grp dodger base. The aft supports are much better implemented and in good condition.

The existing enclosure was really only for boatyard use (one-piece almost impossible to put up from inside) so we will be sewing a replacement (mostly windows in several zipped sections) with better attachments. That will allow flexibility as to which panels are open or closed.

Between the bimini roof window which does provide a good view of the mainsail and the solar panels we probably have room for one small opening hatch.

Even with the current rather inadequate front supports we have been on board, in a quite exposed position in the boatyard, through several named storms (which funnel through the Menai Strait) from both forward and aft. No movement – of the wheelhouse anyway, everything else was shaking 🙂 So at least we know 50+mph winds are ok.

I suspect much of the issues around cockpit design are related to the intended market. Some of the issues you mention are issues for any boat that leaves the dock while others are only issues for boats that are sailed offshore. I am not someone who subscribes to the idea that any old boat above 30′ can be made suitable for offshore use and cockpits are just one more example of where I see important differences.

It is probably no secret that I think most boat designs are immature like proof of concept prototypes not product designs and a few things you have highlighted speak to this. The first and most obvious sign that a design was not fully detailed, there is not proper assembly documentation and/or the builder lacks proper materials management is that most boats show an amazing mishmash of fasteners that clearly show the assemblers were going and grabbing what was handy to put it together rather than having it kitted. Digging deeper though, you see much more troubling trends. Dodgers is one area where you can see how immature the design is, very few designers/builders put in any provisions for a dodger yet the majority of the boats, regardless of use case, will install one within the first year. Since the designer has not considered this, it means that rope clutches, winches, instruments, etc are all in places that can be badly compromised by one of these solutions. Interestingly, for all of their other faults, some of the big production boatbuilding companies do better in some of these regards as they realize much bigger economies of scale and actually realize that it pays to complete the design (heck, Beneteau have integrated dodgers in some of their designs these days, I don’t like how they have done it but bravo for doing it and I know that they at least have a proper BOM for their boats).

In an ideal world where all incentives are right, I think that basically all cruising boats (yes, including coastal cruisers) would have a factory option of a bolt on hard dodger. By having a single design, the designer could work in CAD to check sightlines, lay out hardware, etc and then a mockup could be built to double check this and in the end, it would all have good usability. Given how rarely people actually take down a soft dodger, hard dodgers are superior for probably 90% of owners and you could always not order it or unbolt it if you want to truck over the road or go racing or whatever. Maybe I am the only one who dreams about such things.

By the way, I think that your points are a bit of a mix of requirements and specifications. Something like visibility I see as a requirement while I see cockpit size as a specification as it is one way to meet the root requirements. The actual requirements for cockpit size are things like how many people can be seated, ability to move around, weight when flooded, etc. 

I agree, although I’m not generally a fan of their boats, Beneteau have done some great work in design and standardization.

The other way a boat can end up with a really well engineered cockpit is a combination of experience, iteration, simplicity and staying on mission.

Morgan’s Cloud has the best cockpit I have ever sailed in, Perfect? No, but close.

I’m guessing the reason is that Jim McCurdy had done a lot of sailing offshore himself (a rarity with designers) and he kept it simple with the single mission of sailing efficiency the guiding principle. For example, if you don’t bring the lines from the mast aft, and don’t try and add a fixed dining room table in the middle of things, it gets way easier to have a good design. And then if you have drawn and then sailed on a bunch of boats like Jim had when he designed MC, you get better and better, particularly if your a bit crusty and tend to dig your heals in about the important stuff, as Jim also did.

I also agree on the desirability of hard dodgers as standard. That said, there are benefits to the hard/soft approach we have too. More coming on that.

Hi John and all, I would like to suggest that, when underway, there can be too much cockpit protection. There is something to be said for being a little uncomfortable. The on-watch crew should always be harnessed up and dressed to go to the foredeck. Much of the time, this is layers with full foul weather gear, especially at night. Cockpit protection can tempt one to underdress. Moreover, good watch keeping means you have good contact with the elements: eyes not blinded by reading, at least one ear not blocked with ear buds, not “zipped in”, and with easy access to the outside world for a clear look-around. Like many comfort and labor savings devices for the sailing community: the increased physical ease brought by cockpit protection is offset by an increased demand for mental diligence and discipline. My best, Dick Stevenson, s/v Alchemy

Dick, I’m not sure one rule for all situations and climates works. For example Coastal areas vs mid ocean. Tropics vs high attitudes. Weather conditions. What equipment you have. etc etc.

I would concur. We have a pilothouse helm and an aft deck “sailing” helm, which is not really so comfortable, but is quite safe with plenty of places to tether to (and from). If we are actively steering, we stand in what isn’t much bigger than a footwell, but which has six winches to hand, three a side. We can look forward across the pilothouse roof and nothing is blocking our view aft or to either side, although I am considering weather cloths for the spring as it will be pretty brisk here in April, I think. But there’s certainly no places to sleep as the deck is flush and there’s just steel pipe and cherry wood “park benches” outboard; we issue Sunbrella cushions for socializing in the evenings in the summer, otherwise, it’s the far more comfy saloon seating. We aren’t masochists by a long shot, but if we are sailing, we are busy doing that, and that means, as has been pointed out, with both eyes and ears and even sniffing the wind to figure out if you might be close to land.

I could not agree more. I can’t count the number of times that being at least somewhat exposed to the elements has raised our situation awareness to the point that we noticed an issue that we would not have all buttoned up, well before it became a problem.

I also agree on being dressed to head out on deck at all times.

I think I may tackle the tradeoffs in the next chapter on cockpits.

Sorry, I had to take the new comment system down for a week or so. An upgrade broke it, but since we are very close to rolling out a new and much improved site design, there is not a lot of point in fixing the old one to work with the new comment system.

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European charity ship rescues 135 migrants but is assigned to distant port in Italy with 359 aboard

The rescue personnel of the SOS Mediteranee’s humanitarian ship Ocean Viking attend migrants rescued from a deflating rubber dinghy in the Central Mediterranean Sea, Wednesday, March 13, 2024. Survivors reported that some 50 people who departed Libya with them a week ago had perished during the journey. (Johanna de Tessieres/ SOS Mediteranee via AP, HO)

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ROME (AP) — The European charity ship Ocean Viking said Friday it rescued another 135 migrants, including a pregnant woman and eight children, from a double-decker boat in Maltese search-and-rescue waters.

In total, the vessel operated by the humanitarian group SOS Mediterranee was carrying 359 shipwreck survivors, it said, adding the ship had been assigned to the distant port at Ancona, in Italy’s central Marche region.

“Such a long navigation should never be imposed on persons rescued at sea,” the rescue organization wrote on X, formerly Twitter.

Non-governmental organizations operating in the central Mediterranean Sea have repeatedly warned that the far-right-led Italian government’s policy of assigning ports farther north keeps their rescue ships out of waters where they can be saving lives.

Migrants, mostly from the Middle East and Africa, often flee war and poverty in their own countries in search of a better life in European nations via the Mediterranean Sea.

Rome has recently ordered the ships to port after each rescue, punishing groups that conduct other rescues by holding ships in port for 20 days at a time.

The Ocean Viking has been subject to three such blocks over three months, the most recently from Feb. 8 until a judge lifted the block 10 days later.

Friday’s rescue came a day after survivors saved from a deflating rubber dinghy in the central Mediterranean on Thursday reported that some 60 people who departed from Libya with them more than a week ago had perished during the journey.

The Ocean Viking spotted the dinghy with 25 people on board Wednesday. Two were unconscious and were evacuated to the Sicilian island of Lampedusa, some 60 miles (97 kilometers) to the north. The other 23 were in serious condition, exhausted, dehydrated and with burns from fuel on board the boat.

An SOS Mediterranee spokesman said the survivors were traumatized and unable to give full accounts of what had transpired during the voyage, adding that the number of missing and presumed dead was unlikely to ever be verified.

Humanitarian groups often rely on accounts of survivors when pulling together the numbers of dead and missing at sea, presumed to have died.

The U.N. International Organization for Migration says 227 people have died along the perilous central Mediterranean route this year through March 11, not counting the new reported missing and presumed dead. That’s out of a total 279 deaths in the Mediterranean since Jan. 1. A total of 19,562 people arrived in Italy using that route in the period.

Follow AP’s global migration coverage at https://apnews.com/hub/migration

Ahelani is owned in a California LLC and has a Jones Act waiver

Experienced sailors know the added safety that comes with good sailing performance: the ability to sail off a lee shore, to fetch a safe harbor that is dead upwind or to complete a passage within the available weather window. These are key safety factors that should not be overlooked when selecting an offshore passage maker. Ahelani, an Outbound 46, speaks to each of these requirements while also acknowledging the value of a comfortable environment in fighting fatigue when offshore and in enjoying new surroundings in a far-off anchorage. Designed by renowned naval architect Carl Schumacher, and built to the highest standards of sailing yacht construction, Ahelani will take you comfortably across any ocean. Her solid fiberglass construction offers the displacement required to give the yacht an easy and forgiving motion but her lines and design specification define those characteristics: long waterline, moderate beam, high righting moment, proper weight distribution and efficient foils. Her elegant handcrafted interior and semi-raised salon fill the cabin with natural light, comfortable accommodations and superb load carrying capability to ensure your comfort whether you plan to head out for an evening sail or a long offshore passage.

Highlights include: Northern Lights generator (350 hours) Bow thruster Outbound Yachts factory installed hard dodger Bimini/solar panel rack eMarine Systems Solar panels and wind generator Electric halyard winch Large Frigoboat refrigerator plus auxiliary freezer New Lifeline AGM house batteries in 2019 ICOM IC-M802 SSB radio 2 Marine Air air conditioning/ heat units Hood Sails Vectran working sails and assymetrical spinnaker Dinghy and outboard motor

Interior Accommodations

Beautifully handcrafted in satin varnished teak with a teak and holly sole and Corian countertops, Ahelani’s interior is both practical for offshore use and comfortable for entertaining guests at anchor. Her two-cabin layout with spacious island berth forward and quarter cabin aft plus convertible settee can sleep 6 comfortably. All hatches are locking and drawers and louvered cabinet doors have positive latches to keep gear in place. Large salon windows fill the living area with natural light. Opening ports and hatches with teak screens provide excellent ventilation, and there are plenty of handholds to ease one’s passage through the cabin when the seas kick up or you’re heeling over. Overhead dome and reading lights are well placed. Hella turbo fans are located in each cabin/space to assist with cooling. Courtesy lights illuminate the cabin sole underway at night.

The  master stateroom  is located forward of the main salon through a locking privacy door.  Ahelani   features a centerline queen-sized “island” berth that hinges up to access bin storage. Four drawers slide out from the aft end of the berth pedestal. The berth is fitted with a thick foam mattress and padded headboard on the forward bulkhead. Two reading lights are mounted on the forward bulkhead. Long, closed shelves with sliding doors are outboard, up high, below the deck edge on either side of the berth. Aft to starboard, a cedar-lined hanging locker sits below an open shelf. A cabinet with four deep shelves is just forward. To port, another matching cabinet with shelves is just forward of the ensuite head.  An overhead hatch, four opening ports, two dome lights, and 110V outlet complete this stateroom.

The forward head is entered through a privacy door in the port aft corner of the master stateroom. This space is finished “white” for easy maintenance with select teak trim around the mirror and a removable teak shower grate in the sole. The Corian counter with 10” round stainless steel sink slides out, over the head when needed. A medicine cabinet is located behind the mirrored door. There is a light over the sink, dome light, shower hose with nozzle and bracket and 110V outlets.

The  main salon  is aft of the owner’s cabin. There is a seven-foot-long U-shaped dinette to port with a drop leaf table, and a straight settee to starboard. The table lowers to transform the dinette into a double berth. The mid-section of the back rest of the starboard settee drops down to become a small table – great for a game of cards or a place for drinks! Bookshelves with adjacent lockers are above both settees. The straight settee converts to a comfortable sea berth when underway. The cushions are covered in “candlelight” Ultra-suede upholstery.

The  U-shaped galley  is located to port and includes polished Corian counters, forward facing Scandvik double stainless steel sink with Scandvik faucets and a Force Ten three burner propane stove with oven and broiler. A microwave oven is located in the roll top locker behind the stove. Jabsco fresh and raw water foot pumps augment the pressure hot and cold water system. There are two access hatches to the large top opening fridge below the counter just forward of the stove. An auxiliary freezer is located below the workbench in the mechanical room aft of the galley. Both refrigeration units are cooled by Frigoboat 12V systems. There is plenty of space for storage of ship’s stores, dishes, cutlery, and pots and pans. A teak dish rack is mounted above the sinks. While at first glance the galley will easily meet the needs of the most discerning chef, the space also meets the “safety at sea” requirement that is part and parcel of each Outbound yacht. When tucked into the U-section of the galley, one is not only secure but also out of the way of anything that might be launched from the stove top.

Across from the galley to starboard is the  navigation station . Situated adjacent to the companionway, the navigator will be in close proximity to those on watch allowing for clear communication with the helmsman. The top opening chart table easily accommodates all necessary navigational equipment. A Raymarine radar chart plotter display is mounted in the cabinet above the table and an ICOM SSB radio and Raymarine autopilot control are located forward of the nav table. Additional electronics, including the ICOM VHF radio and  Prosine Charger/inverter plus Bluesky solar/wind controllers  are located on the starboard side of the nav station.. The electrical panel is aft the helm seat.

The  guest stateroom  is aft of the nav station and is comprised of a comfortable double berth. A divided thick foam mattress lifts up to access aft storage and the Isotherm water heater.  There are lockers above and outboard of the berth with additional storage in cabinets along the aft bulkhead. There is a large hanging locker and bookshelves as well as two drawers below the berth. Two ports open into the cockpit, providing excellent ventilation.

Aft of the galley to port is the  aft head , finished in molded white surfaces that are both bright and easy to clean. The compartment is well situated next to the companionway – the perfect place to shed salty foul weather gear before entering the main cabin. The stainless steel sink is set into a Corian countertop outboard. A cabinet above the vanity has sliding mirrored doors. The head faces inboard along the hull side aft of the counter.

One of the unique aspects of the accommodations aboard  Ahelani   is the space dedicated to the engine and mechanical systems. The companionway stairs lift easily on gas struts to provide access to the front end of the engine compartment which is well insulated. Additional panels in the head and guest stateroom provide excellent access to all sides of the engine. A dedicated shop and  mechanical room  is accessed via the aft head. The cockpit lazarette opens into this mechanical space, providing standing headroom at a workbench that runs along the port side when the hatch is open. The auxiliary freezer is located below the bench and there are drawers for tools and spares outboard. A Northern Lights genset in sound enclosure is located inboard on the centerline just aft of the main engine. There is also excellent access to the propeller shaft seal in this well-conceived space. Further aft, the steering quadrant can be easily accessed through a hatch in the aft bulkhead. While there is plenty of room for all the gear necessary for long term cruising, there is also space available to service these systems in conditions better than most stand up engine rooms.

(2) Marine Air air conditioning/heat units

Isotherm water heater

Emerson microwave

Frigoboat refrigeration with compressors, keel coolers – refrigerator in galley, freezer in lazarette

Force 10 three burner stove/oven

Scandvik double stainless steel sink with Scandvik pull out nozzle faucet

Fresh and saltwater foot pumps

Outbound dish rack

INSIGNIA TV

(2) Raritan marine toilets

Electronics and Navigation

Icom IC-M803 SSB Radio with SP-24 speaker & Pactor DR7400 P4-Dragon Modem

Icom IC-M504 VHF radio with RAM mic

Raymarine AIS 500 receiver/transceiver

Raymarine ST6002 and E12098-P auto pilot control

Raymarine E12023 wireless autopilot remote

Raymarine C120 radar/chartplotter

Raymarine C90W radar/chartplotter

Raymarine ST60+ graphic display, tridata display and wind display over companionway

Raymarine ST60+ graphic display at nav station

Richie compass

Alpine stereo system

Electrical Systems

12v DC and 120v AC electrical systems

4 new Lifeline AGM batteries (2019)

New starter battery (2019)

Outbound Yachts AC/DC breaker panel with AC voltmeter and ammeters, DC voltmeter and Xantrex LinkLite meter

Separate on/off switches for house and engine battery banks with emergency cross connect switch

30 amp shore power inlets at bow and stern with selector switch

Northern Lights generator (350 hours)

Prosine battery charger/inverter with Prosine 2.0 remote panel at nav station

Bimini/solar panel rack

Wind generator/solar panel control panel with Blue Sky Energy regulator remote and MTS-70 meter

eMarine Systems solar panels

Wind generator

Mechanical Systems

Yanmar 75hp turbo diesel engine with direct drive transmission (1100 hours)

Max Prop 3-blade feathering propeller

Bow thruster

Tank Tender tank level monitor

Deck and Hull

The hull of the Outbound 46 is designed and engineered for serious offshore cruising. Each yacht is individually constructed of 100% hand laid solid fiberglass laminate… still the preferred choice with a massive system of stringers, longitudinals and bulkheads that are carefully bonded directly to the hull while it is still in the mold. Laminates are increased in high stress areas and in the bow and bilge for added strength. Bi-axial fiberglass cloth adds to the overall impact resistance, outer layers of vinylester resin will protect against osmosis and Ashland MaxGuard premium grade ISO-NPG gelcoat will maintain the yacht’s beauty for years to come. To eliminate keel bolts and for maximum strength, the hull and keel are molded as a single lamination. After the deck is through-bolted and sealed to the hull with 3M 5200 polyurethane sealant, the bulkheads are fiberglassed on their entire perimeter, not just screwed in place. All furniture is then carefully bonded to the hull, adding to the structural support system.

The  deck  is Baltek cored and vacuum bagged with the core materials removed and replaced with solid fiberglass with stainless steel backing plates and easy access removable overhead panels at all deck hardware locations. Pushpit and pulpit are 1 1/2″ diameter stainless steel connected by double lifelines with gates port and starboard. Solid handrails extend from the pushpit to the midships gates to assist cockpit exit and entry. There are stainless steel grab rails along the coach top, a custom stainless steel double anchor roller, and six stainless steel 12″ mooring cleats. There are ten opening ports and eight Lewmar hatches. Four dorades with chrome cowls, inside closures and line guards keep the air circulating in inclement weather when ports and hatches are battened down.

The  cockpit  is a safe and comfortable place whether driving the boat in a gale or resting in a quiet anchorage. The long seats provide plenty of room for entertaining, sleeping outside while your partner is on watch or sunbathing. Most importantly, the cockpit is deep and narrow with seat backs ergonomically designed for maximum comfort. For safety and comfort the Outbound 46 was designed to make moving about the cockpit and cabin as easy and safe as possible. A three-step companionway allows you to use the whole boat without having to plan a major voyage down a steep and unsafe ladder. Forward of the companionway is a molded sea hood with integral instrument box under the factory-installed hard dodger. A walk-through transom with boarding platform and fold down swim/MOB ladder makes accessing the dinghy or returning to the boat after a refreshing swim easy.

Excellent  stowage  and load carrying capacity are designed into all aspects of the Outbound’s hull and deck. Water (200 gallons) and fuel (180 gallons) tankage is below the sole and over the keel which adds to the boats upwind performance and opens up space under the settees and bunks for stowage. There is a large foredeck locker located forward of the watertight bulkhead that easily accommodates sails, dock steps, fenders anchors, or any cruising gear you want to keep out of the living spaces. The locker also offers standup access to the chain locker and makes setting and stowing the asymmetrical spinnaker a breeze. In addition to the forward locker there is a giant cockpit lazarette, a large propane locker, an outboard motor locker and room for the life raft under the helm seat for easy deployment.

Lewmar v-4 with wired remote windlass

Rocna primary anchor with 300 feet hi test anchor chain

Custom stainless-steel anchor block

Fortress FX37 secondary anchor with rode

Custom stainless-steel stern anchor mount

Lewmar cockpit table

Mast pulpits

Stainless radar pole with outboard motor hoist plus additional wind generator pole

2010 West Marine 9-foot dinghy

Outbound Yachts dinghy davits

Optional Outbound Yachts rubrail

Liferaft stowage box aft of helm (30″x16″x12″)

Sails and Rigging

Sparcraft aluminum double spreader mast, painted white

Sparcraft aluminum boom, painted white

Hood Sails Vektran full batten mainsail with low friction Antal mast track

Hood Sails Vektran furling genoa

Hood Sails Vektran furling solant jib

Hood Sails asymmetrical spinnaker

Sparcraft aluminum/carbon telescoping whisker pole

(2) Lewmar 68 primary winches

(1) Lewmar 48ST halyard/reefing winch

(1) Lewmar 48ST electric mainsail halyard/mainsheet winch

Genoa leads adjustable from cockpit

Hydraulic backstay adjuster

Miscellaneous and Safety

Winslow 6-person Life Raft (certification expired)

Full boat canvas cover

Light weight boat covers

A migrant boat sinks off the Turkish coast, killing at least 22 people

ANKARA, Turkey — A rubber dinghy carrying migrants sank off Turkey’s northern Aegean coast on Friday, killing at least 22 people, officials said.

Turkish coast guard personnel rescued two migrants from the sea off the town of Eceabat in Canakkale province, while two others reached the shore by themselves and notified officials, Gov. Ilhami Aktas said.

It was not clear how many people were on the boat when it sank and the coast guard was continuing to search the area, he said.

Aktas told the state-run Anadolu Agency that seven of the dead were infants or children.

The migrants’ nationalities were not immediately known.

They were trying to reach the Greek island of Samothraki, the private Demiroren News Agency reported.

Eighteen rescue boats, a plane, two helicopters and a drone were involved in the search and rescue mission, the statement said. Ambulances were on standby at a nearby port, Anadolu reported.

Although their numbers have declined in recent years, migrants mostly from the Middle East and Africa often leave Turkey to try to reach Greece or Italy in search of a better life in European countries.

The Turkish coast guard said it caught at least 93 migrants attempting to leave the Turkish coast on boats this week.