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Table of All Models by Pearson Yachts

All sailboat models.

Listed by model name - click header field to sort by column.

Key to Sailboat Table

• Model: Pearson model name and link to line drawing.
• Type: Boat and Rig Attributes. All types are Bermuda rigged sloop, single mast with fore-and-aft sails, unless otherwise specified by Cat, Ketch, or Yawl.
• LOA: Length Over All, the maximum length of the hull, in feet, from stem to stern measuring parallel to the waterline. This does not include projections of pulpits or spars.
• Draft: Deepest extent of hull, typically bottom distance from waterline to bottom of keel.
• DISP: Displacement, the vessel's weight in pounds, calculated from the volume of water displaced by it.
• SA/D: The sail area to displacement ratio is a bench-mark to evaluate light air performance as well as heavy air conditions.
• Production: Approximate years and number produced.
• Designer: Yacht designer
• Links: Web-Page references. External sites open in new tab or window.

Specifications are approximate from Pearson Yachts.

Key to Designers

• Shaw – William H. Shaw joined Pearson Yachts in 1964 as Chief Architect, eventually running the entire Pearson Yachts Division of Grumman. During his tenure, he and his team designed over 50 different sail and power boats. Bill Shaw
• Alberg – Carl Alberg's successful career as a designer can be linked back to his partnership with Pearson Yachts and early fiberglass yacht construction. Carl Alberg
• Tripp – During the 1960s, William H. Tripp Jr. was one of America’s most successful yacht designers. Bill Tripp
• Rhodes – Philip L. Rhodes was a naval architect known for his diverse yacht designs. Philip Rhodes | Philip Rhodes Vanguard
• Tritt – Bill Tritt is a yacht builder with a keen interest in fiberglass as a material to use in boats and cars. Bill Tritt
• Alden – John G. Alden was an American naval architect and the founder of Alden Designs. John Alden

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The Pearson Era

Posted by Steve Mitchell | Sailing , Sailor Profile

Starting in a garage, cousins Clinton and Everett Pearson initiated an era in yachting history

It’s a familiar story to sailing buffs. The Pearson cousins, Clinton and Everett, began the modern era of fiberglass production sailboats at the New York Boat  Show, in January 1959, with the introduction of the Carl Alberg-designed Triton sailboat. They sold 17 of those 28-foot boats at the show, and “it started us chasing money,” says Clinton. Indeed, that one show put the fledgling company on the map and in solid financial shape, but this well-known story reveals only part of the roots of Pearson Yachts.

“The Navy ROTC sent me to Brown University,” says Clinton, “so after I graduated, I had to serve three years of active duty on the destroyer Joseph P. Kennedy. This was from 1952 to 1955. While on the Kennedy, I built a small model for an 8-foot fiberglass dinghy. Later, I built a mold for the dinghy in my father’s garage. I started the company in May 1955 with the $2,000 I received when I left the Navy.”

Clinton tried making the dinghies using a vacuum process. “But I had no luck with it after six or seven attempts. So I started making them from mat and resin in a lay-up in the garage.”

It didn’t take Clinton long to run out of money. He started working for an insurance company during the day and making the dinghies at night. But sales were promising enough for him to incorporate in early 1956. A high-school classmate named Brad Turner helped out by investing $5,000 in the business.

Clinton’s cousin, Everett, who was a couple of years behind Clinton at Brown, also served in the Navy after graduation. He worked with Clinton, building the dinghies when he could, and was able to come to the new company full-time in 1957. Fred Heald, a fellow Brown alumnus, joined them as head of sales.

At the request of customers, the cousins built larger dinghies, which they exhibited at the New York Boat Show in 1957. Sales were so good that the young company needed room to expand. The Pearsons found an empty textile mill on the waterfront on Constitution Street in Bristol, R.I., with a flexible lease that allowed them to pay just for the space they used. Soon they were renting the entire first floor. By the time of the show in 1958, they also were making 15- and 17-foot runabouts based on Clinton’s designs, in addition to the line of dinghies.

Things started to gel in 1958. “A fellow named Tom Potter, who worked for an outfit called American Boat Building, over in East Greenwich, asked us if we would be interested in building a 28-foot fiberglass sailboat that would sell for under $10,000,” says Clinton. “Tom knew Carl Alberg, who was working at the Coast Guard Station in Bristol, across from where we were renting space. We agreed, and Tom had Carl design the boat for us. So Tom Potter was really responsible for the concept of the Triton.”

Big in Europe

“I had an idea for a family cruising boat using fiberglass,” says Tom. “Family cruising was a big thing in Europe at the time, but not in the U.S. The idea hit me that we could do the same thing, and it would be successful if the price was under $10,000. Everyone was still building boats from wood, but I thought fiberglass was the way to go.” Building with fiberglass allowed for a much roomier interior compared to wooden boats.

Tom adds: “I approached a number of people about my idea. My employer at the time, American Boat Building, wasn’t interested. I talked to Sparkman & Stephens. They wouldn’t give me the time of day. I got to know Carl while I was at American Boat Building, and talked to him about the idea. He’s the one who introduced me to Clint and Everett. He knew they were building fiberglass dinghies and runabouts across the way from him and thought they might be interested in building a sailboat. Naturally they were. So Carl designed the boat, and I financed the tooling for it. Carl had been designing ammunition boxes for the Coast Guard when the Triton idea came along.”

The cousins built the boat and had to borrow money to truck the Triton to the 1959 New York Boat Show. They didn’t even have the cash between them to pay the hotel bill. The boat’s base price was $9,700. When it became an instant success, with $170,000 in orders, the hotel bill was paid, and the young company was off to a solid start.

“Right after the boat show,” continues Clinton, “we still needed money to build those 17 boats. We already owed the bank $6,000, and we had to go back to the bank to ask for even more. We asked for – and got – $40,000. That started us chasing money. From the very beginning, we had to chase sales to pay off loans, a never-ending process.

“Carl sold the Triton plans to us for $75,” states Clinton, “and then he wanted royalties of $100 per boat sold.” The Pearsons agreed to those terms, although eventually it would work against Carl.

Flush with the success of the January 1959 show, the cousins took the company public that April. “The shares opened at $1,” says Clinton. “They were $3 a share the next day. By the end of 1959, the price was $13 a share.”

Sales stayed strong enough for the company to add another production site. Pearson bought the legendary Herreshoff Yard in November 1959 for $90,000, half in cash and half in stock. Production also continued at the Constitution Street site in Bristol.

Clinton explains, “In 1959, the market was just right for us. The price [of the Triton] was right. Leisure time was a big thing. They were pretty simple boats to build at the time, and we tried to build one boat a day to keep up with the demand.”

Controlling Interest

In 1960, the Pearsons were trying to obtain approval for another stock offering, but had trouble getting the proposal through the Securities and Exchange Commission. The money chase was continuing, and the company needed another cash infusion to finance its rapid growth.

“Luckily, Grumman was there and interested in the company,” says Clinton. In 1961, Grumman Allied Industries bought a controlling interest in Pearson Yachts for $800,000. Grumman wanted to diversify its military-aircraft business. It already had an aluminum-canoe division as a toehold in the boating industry. Grumman sought a stake in the developing fiberglass-technology area, and Pearson was a leader in the field at the time. The Grumman purchase started a long period of growth and stability for the yacht manufacturer.

With the full backing of the new owners, the Pearson cousins expanded production to include more boats, both large and small. Most also were Alberg-designed boats. The 20-foot daysailer called the Electra, “which we made into an open 22-foot daysailer called the Ensign,” says Everett, was added in 1960. The Alberg 35 followed in 1961.

According to Clinton, “When we started building the Ensign, it was an exception [to the one boat a day goal.] We eventually got that line up to two a day, then three a day” to meet the demand. It became a popular one-design racer, with nearly 1,800 produced in its 21-year production run.

Other Alberg designs were the Rhodes 41, a 26-footer called the Ariel, and a 16-footer called the Hawk. Pearson also built the Invicta, a 38-footer designed by Bill Tripp, in the early 1960s. “It was the first production fiberglass boat to win the Newport-to-Bermuda Race, which was the 1964 race,” Everett says proudly. The young firm also produced powerboats, including the 34-foot Sunderland.

States Clinton, “A lot of credit for the early success of the company has to go to Tom Potter for selecting a line that would sell.” For his part, Tom says, “Fred Heald and I were close friends, and we ran the marketing end together. I primarily worked with the designers on boats we thought would sell, while Fred worked more on marketing the boats. It was a pretty exciting period of my life.”

As with the Triton, Carl Alberg received a royalty on each of his designs that was sold. “As the boats got more expensive, the royalties went up,” states Clinton. “By 1964, Carl was making $40,000 a year from us, on top of what he made from the Coast Guard. Grumman wasn’t happy at all with the royalties and said we should hire our own architect.” But first, Everett approached Carl about renegotiating the deal on royalties. “He was a stubborn Swede and refused,” says Everett. “So we had to say: ‘No more boats from him.’ ”

A Grumman employee named John Lentini had a hand in the next serendipitous step for Pearson Yachts. John had purchased a sailboat designed by the prestigious New York firm of Sparkman & Stephens. One of the naval architects involved in that boat was a young fellow named Bill Shaw, and he and John became acquainted. When Lentini learned of the opening at Pearson Yachts, he mentioned it to Bill, who went to Bristol, R. I., for an interview with the Pearson cousins.

Momentous Year

“I had worked for Sparkman & Stephens for 11 years before leaving to work for an outfit called Products of Asia, which also was based in New York,” says Bill. “It imported custom wooden yachts from Hong Kong, and I ran their marine division.” The company’s most famous import later on was the Grand Banks line of trawlers.

The interview went well, and Bill was hired as the Director of Design and Engineering with a starting salary of $18,000. “We hit it off,” says Everett. “It worked out very well.”

“Rhode Island was my home state, and I was thrilled to be able to return there,” he adds.

As it turned out, 1964 was momentous for Pearson Yachts for more than the hiring of Bill Shaw. Grumman financed the construction of a 100,000-square-foot manufacturing plant in Portsmouth, R.I., and planned to move the company there the following year. “Lots of people didn’t want to make the move,” says Clinton. “Plus, Grumman fired me in 1964.”

“Yep, fired.”

“My boss was a sailor,” explains Clinton, “and thought himself an expert. He was the comptroller of Grumman but actually acted more as the treasurer. We got along OK for a couple of years, but what set him off was a new concept we had. Tom Potter had an idea for a full-powered auxiliary. This comptroller said we needed to sell five of them before we could go with it. We discussed this for an hour at a board meeting. At the end of the discussion, they took a vote, and I won. I knew that sealed my fate. The boat turned out to be the Countess 44, which was quite successful.

“I really hated working for a big company,” Clinton goes on. “I had already made plans to do something else. I was ready to resign anyway. If they had just waited a few more weeks, I would have left on my own, and everyone would have been happy.”

Clinton bought out a troubled sailboat-maker called Sailstar in West Warwick, R.I. “I still had the lease on the Bristol factory, and moved the company there,” he says. “Carl Alberg designed a 27-footer for me. I called it the Bristol 27, and soon the Sailstar name faded away.” He changed the company’s name to Bristol Yachts, and thus was born another famous sailboat manufacturer with a Pearson pedigree.

Back in Portsmouth, business was booming for Pearson Yachts, but not everything the company was building would float. Grumman combined the sailboat company with its subsidiary that made aluminum canoes and truck bodies. “Grumman was building aluminum trucks for United Parcel Service,” states Everett. “Soon Pearson Yachts was making the fiberglass rooftops and fronts for the trucks. We did it really just to accommodate Grumman.”

Tom Potter was the next to leave. “I hated working for Grumman,” he says, “and I quit. I actually was out of work for a while when Clint asked me to join him at Bristol. He was building stock boats, and I wanted to do custom work.” Tom stayed with Bristol Yachts until he retired in 1972. He then went back to school to become a naval architect and began a second career designing boats. Today at the age of 84, he’s still designing sailboats.

Special Permission

By 1966, Everett Pearson also was ready to leave. According to Everett, “We were run by a board of directors. We had to write quarterly reports and go to board meetings. I didn’t like it at all. My interests were in producing sailboats. I decided to go out on my own. I agreed not to compete with the company for three years, so I decided to go into the industrial business.

“But first,” continues Everett, “I helped out with a 58-footer for a fellow I knew named Neil Tillotson. I had to get special permission from Grumman to do the boat, which was granted since it didn’t compete with anything Pearson was building.” Later, he teamed up with Tillotson to form Tillotson-Pearson, Inc., which has become a major force in industrial uses of fiberglass-reinforced plastics and other, more exotic composites. Known today as TPI Composites, its varied product line includes windmill blades, flag poles, aquatic therapy pools, and J-Boats, among other sailboats and power boats. Everett, 65, now serves as chairman of the board of TPI. Just 10 short years after it all began in Clinton’s garage, no one named Pearson was running Pearson Yachts.

“Shortly after [Everett left], Grumman asked me to run the company,” says Bill Shaw. “Never having done that, I said sure.” Bill was made the general manager of the Pearson Yacht Division.

“We put together a great team,” he continues. “And Grumman was great to work for. They were very supportive in getting us the best equipment and machinery. We had computers to help us cut out materials. They also expanded the Portsmouth facility later on so that we could build bigger boats.”

According to Bill, Grumman also started making firetrucks and motor homes based on a truck body. “It’s interesting to build boats on one side of a plant, and motor homes on the other. I had to be a diplomat. At one point, we even built some modular housing for Grumman. We erected it at the plant and used it as an office as a prototype.” Grumman began manufacturing the housing at another site and continued making aluminum canoes in New York.

Under Bill Shaw’s leadership, Pearson Yachts enjoyed rapid growth in sales in the late ’60s and early ’70s. The product line was varied and included powerboats as well. Sizes ranged up to 44 feet, thanks to the new production facility Grumman funded. Then the fuel crisis hit in the early ’70s, and the company found itself at a crossroads of sorts.

“When the fuel problems hit,” says Bill, “the powerboat business was hurt badly. We found that people went to sailboats who never thought they’d set foot in one previously. We decided we were a sailboat company and wanted to concentrate on that. We also came face-to-face with the realization that to be successful in that line of business, we had to be committed to the dealers. Other manufacturers were always after our dealers, too, trying to steal them away from us.”

Bill started holding meetings with an advisory board partially composed of dealers. “The boats were developed with specific price points in mind and with dealer input,” he continues. “A new design had to satisfy a lot of people; otherwise it wasn’t worth the trip. More than once we had what we thought was a great idea, but the dealers would turn it down. We would pull them into the plant and bounce ideas off them. They were extremely helpful to the success of the company.”

John Burgreen, who now owns Annapolis Yacht Sales in Annapolis, Md., one of the earliest Pearson Yacht dealers, was one of those dealers Bill counted on. “Pearson would get a group of us together from different parts of the country,” explains John, “to brainstorm new ideas. We talked about what should go in a particular boat, what the market was demanding. We’d discuss such things as heads that had to be bigger, or we had to have stall showers, or we needed more performance-oriented boats, or more cruising boats. All the dealers worked together pretty well.

“One boat that comes to mind,” muses John, “is the Pearson 37. We called it the condo boat. We had more fun than you can imagine working on that boat. We went berserk. Everyone there was at fault for that one, although it did pretty well.”

The 37 was introduced in 1988 to considerable dock chatter. At the Annapolis Boat Show, people could be heard saying, “You’ve got to see the Pearson 37!” The boat had a queen-sized island berth forward, two swivel chairs in the saloon, a television and stereo center, and a separate shower stall. The cabin was about the most luxurious to be found in a production sailboat. It made a definite statement about how serious Pearson was at attracting new customers in a changing market.

Another key factor in the company’s success was its advertising firm, Potter-Hazelhurst. “Their strength was marketing, not necessarily in printing pretty ads,” Bill says. “One of their employees developed an index of buying power by county and city for the whole country.” The company used the data to develop sales estimates for particular markets, a most effective tool. “It worked well for the dealers, giving them sales goals, and a good idea of what their sales should be,” he adds.

According to Tom Hazelhurst, his firm handled Pearson’s marketing and advertising efforts from 1969 until the end in 1991. “Pearson grew during that period, and so did we,” he says. “Under Bill’s tutelage, they built damn good boats. I’m not saying that because I was their advertising man, but because I bought two of their boats. The boats just don’t break.”

In 1980, Grumman expanded the Portsmouth plant to 240,000 square feet to build even larger sailboats. The Pearson 530 was the largest boat the company ever built. The firm also began building powerboats again, although none was designed by Bill.

By the mid-’80s, Grumman started looking for a buyer for Pearson Yachts. “I tried to buy the company in 1985,” says Clinton, “when Grumman made it known they wanted to sell. But the deal didn’t come off. Times were already starting to change in the sailboat business. Pearson only lasted as long as it did because of the kindness of Grumman. I doubt the company ever made any money for Grumman.”

Bill Shaw disagrees. “We certainly had some lean years, but we also had some very productive ones,” he states. “Sure, Grumman looked at it as a business, and we turned a good profit for Grumman in the healthy years, especially when we started building the larger boats with larger profit margins. I don’t think they would have kept the company that long if we weren’t doing well for them.”

Business Downturn

In March 1986, Grumman sold Pearson Yachts to a private investor group headed by Gordon Clayton.

“Gordon had no prior experience in the boating business,” says Bill. “When he came on board, we looked forward to taking advantage of his overall business experience to add a healthy element to the company. It’s unfortunate that when he came along, business started going badly for the entire industry.”

The company was also faced with an aging model line. “Things like aft staterooms and open transoms were popular, and we couldn’t add those features to many of our boats,” Bill explains. “We worked with the models we could adapt. For example, we brought back the 34, and we also changed the Pearson 36 , which we extended and called the 38.”

In 1987, Pearson introduced several new designs with wing keels and 10-year warranties against hull blisters. “I’m partial to centerboarders myself,” adds Bill, “but not everyone is. The wing keel was a good way to get shoal draft.”

Gordon Clayton was “aggressive in picking up Sunfish and Laser for us,” says Bill, “and also O’Day. That gave us entrée to a segment of the market we had missed before.” O’Day also had acquired the Cal name earlier, so Pearson had a number of well-known names for marketing purposes.

But a general drop in business was well under way. The money chase that began in 1956 for Pearson was getting tougher.

Bill Shaw says of the demise of the company: “It was a number of things, not the least of which was a rapid fall-off in sales volume. When we thought about it, the most serious competition we had going against us was our old boats. Also, sailing was getting so expensive, and that created a loss in interest [by the public.] When the Ensign first came out, it sold for $4,000 to $5,000. At the end, it sold for $14,000, and not one screw was different. The Ensign association wouldn’t let us change anything. Add to that the rising costs of slips and insurance, and owning a sailboat was simply too expensive for many people.

“We needed volume to make a go of it,” continues Bill, “and without that, we had to increase prices. We couldn’t just cut out the unneeded overhead. We had that huge 240,000-square-foot plant for one thing.”

By 1990, the boating industry was rocked to its roots by an economic recession, and by a 10-percent federal luxury tax on such items as new boats costing over $100,000. While Bill maintains the luxury tax had little impact on Pearson, because few of its sailboats cost over $100,000, the buying public was confused about what the tax did and did not apply to. For example, the tax did not apply to brokerage boats – but sales of those fell, too. Many wealthy clients simply stopped buying boats altogether, refusing to pay the luxury tax on general principle even though they could easily afford it.

The end result was disastrous for many boat manufacturers. The drastic drop in sales forced Pearson into bankruptcy court in 1991, with Bill retiring just before the end. “I miss the business tremendously,” he states. Bill, now 73, has had some health problems, but “with medical science these days, they keep me going,” he says.

Record Production Run

When asked to name his favorite from the many designs he did for Pearson through the years, Bill laughs, saying, “I get that question a lot. When I was active in the company, my answer always was ‘the next one.’ In its day, the Pearson 30 (pictured on Page 19) was quite successful, especially with racing in mind. I’m helping my son do some alterations to his 1972 P-30. I also am very partial to the 365 as a cruising boat. It was so popular we had two production lines for it. It’s a good, wholesome cruising boat. The Pearson 35 was one of our most successful. It was in production for 14 years, which was quite a record. We never approached that again. Most designs would last five years or so.

“I get several calls a week from boat owners, asking for help,” he continues. “When the company went on the blocks [with the turmoil of many ownership changes] we lost control of so much. Everything was documented so well, and that’s all gone now. When I get calls now from owners about their boats, I can’t answer them unless I can remember, and that is getting to be more of a problem,” he chuckles. “It was a wonderful 27 years for me.”

Shortly after the bankruptcy, the Pearson molds and trademarks were sold to Aqua Buoy Corporation. To make the situation even worse, Aqua Buoy went bankrupt before taking possession of the molds and moving them from the Portsmouth plant, which Grumman still owned. Grumman reacquired the molds in a bankruptcy sale.

This began a tumultuous time for the remnants of the Pearson name and molds. Through a series of other sales and actions, the Pearson and Cal molds and trademarks eventually were sold to a new company, formed in January 1996, called Cal-Pearson Corporation. In the disclosure statement sent to prospective stock purchasers, the principal office was listed as Bristol, R.I., but the corporate office was in Bethesda, Md. Clinton Pearson was listed as the chief executive officer and Christian Bent as the chief financial officer. The company began a campaign to raise the capital needed to build Cal 33s and 39s and Pearsons ranging from 27 to 39 feet. Bristol Yachts, then owned by Clinton’s two sons, was to build the sailboats.

The exact number of boats Cal-Pearson actually built is not known, but certainly is in single digits. The company exhibited boats at the AnnapolisSailboat Show in 1996 and 1997. By 1998, no one was answering the phone at the Bethesda office, and the company disappeared in a cloud of lingering debt. A big part of its demise was the bankruptcy of Bristol Yachts, which left Cal-Pearson with no manufacturing partner. According to one insider, Cal-Pearson essentially ceased to exist when Bristol Yachts was forced into bankruptcy and its assets were sold at auction.

According to Clinton, “The Bethesda group offered me some stock to help them start the company. They were looking to publish the fact that I was involved to stimulate interest in others. They found it harder to raise money than they had thought. They did raise money in New York, but the overhead was so high with lawyers and accountants. It was a good idea, but only if they could have gotten proper financing. Training a new crew is so hard. It just takes quite a bit of money to get something like this started. Quite a few dealers were enthusiastic about the name returning to the market, too.”

Clinton, who is now 70, is “not currently active in the boat business, and I have no intentions of getting back into it,” he says.

Different World Today

Says Everett of the Cal-Pearson Corporation, “So many people jump into the boat business without knowing what it takes. They were trying to market 10-year-old designs, and that is tough to do in today’s climate. People knew they were old designs because their competitors were constantly pointing it out to the public. And trying to start the Cal line at the same time was too much.”

Bill Shaw has a similar take on the short life of Cal-Pearson. “People absolutely lose their smarts when they get around boats,” he says. “It’s a different world out there today. Unless you have a big bankroll, you can’t make it. To develop a new 35-footer, with molds and tooling, would take several hundred thousand dollars. If you are looking at a line of eight to 10 boats, as they were, it just doesn’t make sense.”

But the venerable Pearson Yachts name refuses to die. At the National Pearson Yacht Owners’ Association rendezvous in Bristol, R.I. in August, Everett Pearson announced to the group that his company, TPI, had just purchased the trademarked name of Pearson Yachts.

Says Everett, “I wanted to grab the name while I had the chance. We didn’t buy the molds. All that stuff is too old.”

He continues, “We do plan to develop new models. I bought the name so we’d have it there. But we have some projects involving buses, people movers, and a couple of other things that I need to get moving before we start [on a new Pearson product line]. We have some guys working on it, studying the market. Up here in New England, we’re more efficient at building large boats, rather than competing with small-boat manufacturers. So we probably will start with something over 35 feet, maybe in the 40- to 42-foot range.” It probably will be at least one to two years before any new Pearson yachts hit the market.”

When asked the purchase price of the trademarked name, Everett replies, “I haven’t told anybody. I paid too much. But when you’re buying your own name back, you get carried away.” He was determined to make the purchase. “It took me three months of phone calls to track these people down,” he says.

TPI will handle the marketing itself, as it has done for several of its other boat lines. Everett foresees a network of six to eight dealers. “That’s all we’d want. We need to give them enough territory so that they don’t compete with each other.”

With some 20,000 boats out there bearing the Pearson name, from eight-foot dinghies to 53-foot sailboats, the Pearson legacy is already well-established in the history of boating. Very active owners’ groups keep interest in the boats quite high. In some areas, certain Pearson models sell by word-of-mouth without even being advertised. The Pearson name also is one of the most active on the Internet. Pearson bulletin boards abound on the net, and usually are among the most active in the online sailing community.

Certainly, Pearson owners can take solace from knowing that for the first time in over 30 years, someone named Pearson once again is in charge of Pearson Yachts. The symmetry of events is satisfying for a company that has endured so much turmoil in the last decade. Pearson Yachts sails on.

Article first appeared in Good Old Boat magazine Volume 2, Number 6, November/December 1999 .

About The Author

Steve Mitchell

When not working at his job for the federal government or single-handing his 1989 Pearson 27 in the Annapolis, Md. area, Steve Mitchell is a part-time freelance writer. He writes for a variety of business and boating publications.

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Pearson Yachts

Founded by cousins, Clinton and Everett Pearson. It was the 28’ TRITON sailing auxiliary that put the company ‘on the map’. Before this they had been using the newfangled fiberglass construction materials to build dinghies and small power boats. At the request of Tom Potter, who worked for American Boat Building, the Pearsons set out to built a sailing auxiliary that would sell for under $10,000. Designer Carl Alberg was assigned the task of drawing the lines. After building the first boat, the Pearsons had to borrow money in order to have it transported to the 1959 New York Boat Show. Before the show ended, they had deposits for 17 orders and the Pearsons took the company public that April. Sales stayed strong enough for the company to purchase the old Herreshoff Yard as an additional production site. In addition, a number of new models were introduced, again, mostly designed by Carl Alberg and the company was building nearly one boat a day. In order to finance further growth, the Pearsons tried to get approval for another stock offering but were not successful. In 1961, Grumman Allied Industries bought a controlling interest in Pearson Yachts in order gain a stake in the developing fiberglass technology. Pearson was considered a leader in the field at the time. Under the Grumman umbrella the company experienced stability and steady growth for a number of years. During this period, new models continued to be introduced, most also designed by Alberg. There was the ELECTRA, which had been added in 1960, and the ALBERG 35 introduced in 1961. Also by Alberg were that 26 foot ARIEL, and a 16’ HAWK. Soon afterward came the INVICTA, a 38-footer designed by William Tripp Jr., the first production fiberglass boat to win the Newport-to-Bermuda Race. The lineup at this time also included a few medium sized powerboats. In 1964, Grumman financed the construction of a 100,000-square-foot manufacturing plant in Portsmouth, R.I., and planned to move the company there the following year. At this time, the designer, William Shaw was hired as the Director of Design and Engineering. At the Portsmouth factory business was booming for Pearson Yachts and Grumman combined the sailboat company with its subsidiary that made aluminum canoes and truck bodies. But the Pearsons began to chafe at the Grumman corporate culture and they both decided to go their own separate ways. Clinton Pearson bought out Sailstar Boat Co.of West Warwick, R.I. and moved the assets to the factory in Bristol, RI. and created a new company called Bristol Yachts. Everett Pearson joined Neil Tillotson to form Tillotson-Pearson, Inc., (later TPI Composits) which became a major force in industrial uses of fiberglass-reinforced plastics and other, more exotic composites, with a product line including windmill blades, flag poles, subway cars, aquatic therapy pools, and J-Boats, among other sailboats and power boats. William Shaw was named general manager of the Pearson Yacht Division. Under Shaw’s leadership, Pearson Yachts continued it’s rapid growth during the late 1960’s and early 1970’s. The product line continued to expand with new Shaw designed models up to 44 feet. In 1980, Grumman expanded the Portsmouth plant to 240,000 square feet and the company built ever larger yachts like the Pearson 530 which was the largest the company ever built. In March 1986, Grumman sold Pearson Yachts to a private investor group headed by Gordon Clayton. Clayton had also purchased the tooling and rights to built the LASER, SUNFISH, and the entire line of O’Day Corp. With the recession of 1990 the molds and trademarks were shuffled back and forth between a number of different entities. Grumman re-purchased all the assets and then promptly sold everything off in a bankruptcy sale. PEARSON HID (1972-): PEA CAL-PEARSON CORPORATION HID (1986-2003): KDG

Associations

• Alberg 35 User Group

Pearson 10M

• Sunfish (Int. Sunfish Class Association)
• Ensign Class - USA
• 210 Class Home Page (USA)
• Pearson 424 owners
• LaserPerformance
• Pearon Ariel
• Pearson 385 Owners
• Pearson Yacht Owners Portal
• Alexander Bryan/Cortland Heyniger/Carl Meinart
• Carl Alberg
• Doug Peterson
• Doug Peterson (hull/unauthorized)
• Doug Peterson (unauthorized)
• Gary Grossman/Steve Nichols
• John G. Alden
• Philip Rhodes
• Raymond Hunt (C.R. Hunt & Assoc.)
• Robert B. Harris
• William "Bill" Tritt
• William H. Tripp Jr.
• William Shaw

83 sailboats built by Pearson Yachts

Pearson Ensign

Pearson Ariel 26

Pearson Vanguard 33

Pearson Electra

Pearson Commander 26

Pearson 26 Weekender

Pearson 424 Ketch

Pearson 424 Cutter

Pearson Wanderer 30

Pearson Renegade 27

Pearson Lark 24

Pearson Countess 44

Pearson Rhodes 41

Pearson 36 Cutter

Pearson 422

Pearson 36 Pilot House

Pearson 390

Invicta (Tripp)

Invicta II (Tripp)

Pearson Packet

Pearson 36-2

Pearson 33-2

Grumman dinghy.

Pearson Triton

Grumman Flyer

Pearson 23C

Pearson 37-2

Pearson hawk 16.

Pearson 34-2

Pearson rhodes 41 yawl.

Pearson 28 (1975-80)

Independence 20.

Pearson 365

Pearson 21 (Triton 21)

Pearson 419.

Pearson 323

Pearson 530

Pearson resolute 20.

Pearson 27 (Triton 27)

Pearson 300

Pearson 39-2

Pearson 28 (1980-82), pearson 26 (one-design), triton (pearson) yawl.

Pearson 365 Ketch

Pearson 303

Pearson petrel 12.

Pearson Coaster 30

Pearson 28-2

Pearson 386

Pearson 31-2

Pearson Flyer

Pearson 385

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Edwards Yacht Sales

• 866.365.0706

1984 Pearson 385

• Ft Myers Beach, FL, US

Yacht price

• Email Broker
• Call Broker

"Starboard Tack" is a clean and well kept vessel that would make a great family cruiser,  live aboard or island Hopper.  The layout is very open and roomy. The Pearson 385 is a tribute to William Shaw's design talent.

Please be sure to see full specification/descriptions section along with the video! 

With a custom hardtop and canvas section that connects to the dodger,  "Starboard Tack" affords a comfortable place to escape the weather.

"Starboard Tack" is large for a 38' vessel.  The vessel sports two full staterooms and two heads.  Both heads have showers,  with a shower stall in the Master head.

The vessel has one new start Battery and three new house batteries as of 2017.  Also, she  has two new chart plotters and Furuno radar.

The vessel's decks are solid all over and sides are waxed and shiny.

You will not be disappointed with "Starboard Tack"!

         Things To Consider

* New 2017: Xantrex 1000 watt inverter charger. * New 2017: One new start battery. * New 2017: Three new house batteries. * New 2016: Garmin Echomap DV multifunctional at helm. * New 2016: Garmin GPSmap 545s chart plotter below. * New 2016: Bottom Paint in June 2016. Bottom Cleaned monthly. * New 2016: Main engine heat exchanger. * New 2015: Replaced FM radio. * New 2015: West Marine VHF tranceiver at helm * New 2013: High gain TV antenna. * New 2013: Vizio Flat panel TV. * New 2010: Proctor Silex Microwave. * New 2002: Yanmar diesel main engine. 

         Brokers Observations

This Pearson 385 exceeds expectations. These are sturdy and comfortable vessels,  especially since the custom hardtop has been added. The vessel has all the navigation equipment necessary for safe and efficient passagemaking,  including radar. This is a lot of vessel for the asking price and is in very nice condition.  "Starboard Tack" represents an excellent opportunity to get into a safe seaworthy vessel for a reasonable investment.

Please be sure to see full specifications/descriptions and video!

Specifications

Descriptions, basic information, dimensions & weight, tank capacities, accommodations.

• View Option

         Engine

* Yanmar 4JH3E normally aspirated four cylinder diesel main at 40HP. * RACOR 500FG fuel filter/water separator with vacuum gauge. * New coolant heat exchanger 2016. * Kidde Mariner automatic engine room fire extinguisher. * Yanmar manuals.

         Electrical

* One Duracell Ultra group 31 Start Battery 2017. * Three Duracell group 31 House batteries 2017. * Xantrex 1000 watt inverter/charger 2017. * AC/DC breaker panel located in Salon. * AC voltage gauge. * DC voltage Gauge. * Perko start battery switch. * House battery switch. * Two 30 amp. shorepower inlets on bow and at cockpit.

         Galley

* Force 10 Stainless three burner propane stove with oven. * Xintex S-2 Propane Monitor: On/off with alarm monitor. * Proctor Silex microwave oven. * Stainless galley sink with drinking water spout. * Black and Decker toaster oven. * Seagull water filter under sink. * In counter refrigerator/freezer. * Ample stowage with custom over sink cabinetry. * On demand hot and cold running fresh water.

         Electronics

* Garmin GPSmap 545s at Nav. station. * Uniden UM525 VHF tranceiver with distress at Nav. station. * Sony XR-CA400 AM/FM cassette at Nav. station. * Vizio flat panel TV in Salon. * Garmin Echomap DV multifunctional plotter at helm. * Furuno Model 1623 RADAR at helm. * Furuno scanner dome on RADAR mast astern. * West Marine Submersible VHF585 transceiver at helm. * SIMRAD WP5000 autopilot at helm. * Raymarine ST-60 speed log in cockpit. * Raymarine ST-60 wind/true and apparent in cockpit. * Raymarine ST-60 depth with alarm in cockpit.

         Mechanical

* FCF 16,000 BTU reverse cycle A/C. * Jabsco 4 gpm Fresh water pump. * ShurFlo 3 gpm fresh water pump. * Par-Max3 3.5 gpm bilge pump.

         Salon

* Large area with settee's port and starboard. * Reading Lamps. * Three overhead hatches for light and ventilation. * Teak folding table with two leafs on centerline. * Hangup closet. * Stowage cabinetry and book shelves behind settee's. * Two teak overhead grab rails to port and starboard.

         Master Stateroom

* FCF Marine AC with remote and control pad mounted here. * Large double berth arranged athwartships. * Reading lights. * Overhead hatch for light and ventilation. * Large chest of drawers with countertop. * Settee at side of bed. * Ensuite head.

         Master Head

* Jabsco electric toilet. * Large shower stall with seat. * Large counter with stainless sink. * Large mirror behind sink. * Ample stowage. * Hot and cold running water.

         Forward Stateroom

* Large double "V" berth. * Settee in "V" of berth. * Ample stowage cabinetry. * Reading lights. * Hangup closet with chest of drawers. * Overhead opening hatch for light and ventilation. * Ensuite door to forward head.

         Forward Head

* Jabsco manual pump toilet. * Folding door to Salon. * Ensuite door to forward stateroom. * Stainless sink in counter. * Ample stowage. * Wet type shower. * Mirror over counter. * Hot and cold running water.

         Navigation Station

* Electronic instruments mounted up and out of the way. * Chart table atop desk. * Navigation equipment storage in lift up chart table top. * Under counter stowage cabinetry. * Flexible lamp.

         Cockpit

* Center cockpit design with ample seating. * Cockpit cushions and two removable chairs.  * Jib winches on combing. * Helm pedestal on centerline aft cockpit. * Stainless destroyer  ship's wheel. * Binnacle with Ritchie magnetic compass.

         Ground Tackle

* Ideal 12 VDC electric windlass. * 35# Bruce anchor with 25' chain and 120' nylon rode. * Spare Danforth anchor in bow anchor stowage compartment.

         Sails

* Furling Genoa at 140%. * Mainsail fully battened. * Lazy Jacks.

The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

Watch Video:

Video pearson 385.

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Tom olive 0 listing(s).

• 256.710.4419 727.449.8222
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• Pearson Yachts for Sale

Pearson Yachts began in a garage building sailing dinghies. Eventually the two cousins Clinton and Everett Pearson combined to found Pearson Yachts. There first true sailing yacht was designed by Carl Alberg and was the first production sailboat in fiberglass offered to the public. Pearson Yachts debuted their Triton 28 in 1959 at the New York Boat Show. A complete success, the cousins took home orders for 17 boats. The Triton 28 went on to sell over 750 of this family cruising boat. Pearson Yachts went onto build many more boats from different designers in many sizes. Pearson went through many owners and tribulations of the 1980’s and eventually sold off all assets but the name has gone back to the Pearson family. Contact Us for more info of the Pearson Yachts listed below.

Worldwide Listings (22) powered by IYBA

53 best revenge.

Pearson 530 Center Cockpit Ketch for Sale

Best Revenge info » $565,000

53 Rocky CS

Pearson 530 for Sale

Rocky CS info » $210,000

45 Socrates III

Pearson for Sale

Socrates III info » $40,000

Pearson 424 for Sale

Acadia info » $76,000

42 Raeven II

Raeven II info » $30,000

info » $68,000

BOLERO info » $38,000

40 Majestic

Pearson 40 for Sale

Majestic info » $52,000

Pearson 386 for Sale

info » $70,000

Pearson Convertible for Sale

info » $118,000

Pearson Invicta for Sale

info » $47,500

33 NORTH STAR

NORTH STAR info » $189,900

Pearson 34 Sloop for Sale

info » $22,500

35 MADLEIGH

Pearson Pearson 34-2 for Sale

MADLEIGH info » $37,500

34 Endurance

Pearson Sloop for Sale

Endurance info » $22,900

info » $34,500

Pearson 10M for Sale

Liberty info » $27,900

Pearson 10M Cutter for Sale

Pearson 323 Sloop for Sale

Pearson 323 for Sale

info » $29,900

30 DYER WOLF

DYER WOLF info » $12,500

Contact Us to find your very own Pearson Sailing Yacht for sale. Please also contact us for more Pearson information.

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40 facts about elektrostal.

Written by Lanette Mayes

Modified & Updated: 02 Mar 2024

Reviewed by Jessica Corbett

Elektrostal is a vibrant city located in the Moscow Oblast region of Russia. With a rich history, stunning architecture, and a thriving community, Elektrostal is a city that has much to offer. Whether you are a history buff, nature enthusiast, or simply curious about different cultures, Elektrostal is sure to captivate you.

This article will provide you with 40 fascinating facts about Elektrostal, giving you a better understanding of why this city is worth exploring. From its origins as an industrial hub to its modern-day charm, we will delve into the various aspects that make Elektrostal a unique and must-visit destination.

So, join us as we uncover the hidden treasures of Elektrostal and discover what makes this city a true gem in the heart of Russia.

Key Takeaways:

• Elektrostal, known as the “Motor City of Russia,” is a vibrant and growing city with a rich industrial history, offering diverse cultural experiences and a strong commitment to environmental sustainability.
• With its convenient location near Moscow, Elektrostal provides a picturesque landscape, vibrant nightlife, and a range of recreational activities, making it an ideal destination for residents and visitors alike.

Known as the “Motor City of Russia.”

Elektrostal, a city located in the Moscow Oblast region of Russia, earned the nickname “Motor City” due to its significant involvement in the automotive industry.

Home to the Elektrostal Metallurgical Plant.

Elektrostal is renowned for its metallurgical plant, which has been producing high-quality steel and alloys since its establishment in 1916.

Boasts a rich industrial heritage.

Elektrostal has a long history of industrial development, contributing to the growth and progress of the region.

Founded in 1916.

The city of Elektrostal was founded in 1916 as a result of the construction of the Elektrostal Metallurgical Plant.

Located approximately 50 kilometers east of Moscow.

Elektrostal is situated in close proximity to the Russian capital, making it easily accessible for both residents and visitors.

Known for its vibrant cultural scene.

Elektrostal is home to several cultural institutions, including museums, theaters, and art galleries that showcase the city’s rich artistic heritage.

A popular destination for nature lovers.

Surrounded by picturesque landscapes and forests, Elektrostal offers ample opportunities for outdoor activities such as hiking, camping, and birdwatching.

Hosts the annual Elektrostal City Day celebrations.

Every year, Elektrostal organizes festive events and activities to celebrate its founding, bringing together residents and visitors in a spirit of unity and joy.

Has a population of approximately 160,000 people.

Elektrostal is home to a diverse and vibrant community of around 160,000 residents, contributing to its dynamic atmosphere.

Boasts excellent education facilities.

The city is known for its well-established educational institutions, providing quality education to students of all ages.

A center for scientific research and innovation.

Elektrostal serves as an important hub for scientific research, particularly in the fields of metallurgy, materials science, and engineering.

Surrounded by picturesque lakes.

The city is blessed with numerous beautiful lakes, offering scenic views and recreational opportunities for locals and visitors alike.

Well-connected transportation system.

Elektrostal benefits from an efficient transportation network, including highways, railways, and public transportation options, ensuring convenient travel within and beyond the city.

Famous for its traditional Russian cuisine.

Food enthusiasts can indulge in authentic Russian dishes at numerous restaurants and cafes scattered throughout Elektrostal.

Home to notable architectural landmarks.

Elektrostal boasts impressive architecture, including the Church of the Transfiguration of the Lord and the Elektrostal Palace of Culture.

Offers a wide range of recreational facilities.

Residents and visitors can enjoy various recreational activities, such as sports complexes, swimming pools, and fitness centers, enhancing the overall quality of life.

Provides a high standard of healthcare.

Elektrostal is equipped with modern medical facilities, ensuring residents have access to quality healthcare services.

Home to the Elektrostal History Museum.

The Elektrostal History Museum showcases the city’s fascinating past through exhibitions and displays.

A hub for sports enthusiasts.

Elektrostal is passionate about sports, with numerous stadiums, arenas, and sports clubs offering opportunities for athletes and spectators.

Celebrates diverse cultural festivals.

Throughout the year, Elektrostal hosts a variety of cultural festivals, celebrating different ethnicities, traditions, and art forms.

Electric power played a significant role in its early development.

Elektrostal owes its name and initial growth to the establishment of electric power stations and the utilization of electricity in the industrial sector.

Boasts a thriving economy.

The city’s strong industrial base, coupled with its strategic location near Moscow, has contributed to Elektrostal’s prosperous economic status.

Houses the Elektrostal Drama Theater.

The Elektrostal Drama Theater is a cultural centerpiece, attracting theater enthusiasts from far and wide.

Popular destination for winter sports.

Elektrostal’s proximity to ski resorts and winter sport facilities makes it a favorite destination for skiing, snowboarding, and other winter activities.

Promotes environmental sustainability.

Elektrostal prioritizes environmental protection and sustainability, implementing initiatives to reduce pollution and preserve natural resources.

Home to renowned educational institutions.

Elektrostal is known for its prestigious schools and universities, offering a wide range of academic programs to students.

Committed to cultural preservation.

The city values its cultural heritage and takes active steps to preserve and promote traditional customs, crafts, and arts.

Hosts an annual International Film Festival.

The Elektrostal International Film Festival attracts filmmakers and cinema enthusiasts from around the world, showcasing a diverse range of films.

Encourages entrepreneurship and innovation.

Elektrostal supports aspiring entrepreneurs and fosters a culture of innovation, providing opportunities for startups and business development.

Offers a range of housing options.

Elektrostal provides diverse housing options, including apartments, houses, and residential complexes, catering to different lifestyles and budgets.

Home to notable sports teams.

Elektrostal is proud of its sports legacy, with several successful sports teams competing at regional and national levels.

Boasts a vibrant nightlife scene.

Residents and visitors can enjoy a lively nightlife in Elektrostal, with numerous bars, clubs, and entertainment venues.

Promotes cultural exchange and international relations.

Elektrostal actively engages in international partnerships, cultural exchanges, and diplomatic collaborations to foster global connections.

Surrounded by beautiful nature reserves.

Nearby nature reserves, such as the Barybino Forest and Luchinskoye Lake, offer opportunities for nature enthusiasts to explore and appreciate the region’s biodiversity.

Commemorates historical events.

The city pays tribute to significant historical events through memorials, monuments, and exhibitions, ensuring the preservation of collective memory.

Promotes sports and youth development.

Elektrostal invests in sports infrastructure and programs to encourage youth participation, health, and physical fitness.

Hosts annual cultural and artistic festivals.

Throughout the year, Elektrostal celebrates its cultural diversity through festivals dedicated to music, dance, art, and theater.

Provides a picturesque landscape for photography enthusiasts.

The city’s scenic beauty, architectural landmarks, and natural surroundings make it a paradise for photographers.

Connects to Moscow via a direct train line.

The convenient train connection between Elektrostal and Moscow makes commuting between the two cities effortless.

A city with a bright future.

Elektrostal continues to grow and develop, aiming to become a model city in terms of infrastructure, sustainability, and quality of life for its residents.

In conclusion, Elektrostal is a fascinating city with a rich history and a vibrant present. From its origins as a center of steel production to its modern-day status as a hub for education and industry, Elektrostal has plenty to offer both residents and visitors. With its beautiful parks, cultural attractions, and proximity to Moscow, there is no shortage of things to see and do in this dynamic city. Whether you’re interested in exploring its historical landmarks, enjoying outdoor activities, or immersing yourself in the local culture, Elektrostal has something for everyone. So, next time you find yourself in the Moscow region, don’t miss the opportunity to discover the hidden gems of Elektrostal.

Q: What is the population of Elektrostal?

A: As of the latest data, the population of Elektrostal is approximately XXXX.

Q: How far is Elektrostal from Moscow?

A: Elektrostal is located approximately XX kilometers away from Moscow.

Q: Are there any famous landmarks in Elektrostal?

A: Yes, Elektrostal is home to several notable landmarks, including XXXX and XXXX.

Q: What industries are prominent in Elektrostal?

A: Elektrostal is known for its steel production industry and is also a center for engineering and manufacturing.

Q: Are there any universities or educational institutions in Elektrostal?

A: Yes, Elektrostal is home to XXXX University and several other educational institutions.

Q: What are some popular outdoor activities in Elektrostal?

A: Elektrostal offers several outdoor activities, such as hiking, cycling, and picnicking in its beautiful parks.

Q: Is Elektrostal well-connected in terms of transportation?

A: Yes, Elektrostal has good transportation links, including trains and buses, making it easily accessible from nearby cities.

Q: Are there any annual events or festivals in Elektrostal?

A: Yes, Elektrostal hosts various events and festivals throughout the year, including XXXX and XXXX.

Was this page helpful?

Our commitment to delivering trustworthy and engaging content is at the heart of what we do. Each fact on our site is contributed by real users like you, bringing a wealth of diverse insights and information. To ensure the highest standards of accuracy and reliability, our dedicated editors meticulously review each submission. This process guarantees that the facts we share are not only fascinating but also credible. Trust in our commitment to quality and authenticity as you explore and learn with us.

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eastward ho sailboat for sale

• Boats for Sale

24' eastward ho cruisers.

ARCHIVED: This is a previously listed vessel and is no longer offered for sale If you would like assistance locating a similar vessel, Click Here to locate a similar boat

Designed by Eldredge-McInnis and built by Portsmouth Yacht Co., the Eastward Ho is a compact yet roomy sloop designed for family cruising in comfort. She is a proven design which combines traditional elegance with practical accommodations. Nothing has been overlooked to satisfy both the sailor and the cruising enthusiast. Her generous headroom, two berths, full galley, and enclosed head are unique on a boat of this size. Her spacious cockpit affords seats long enough for an afternoon nap or additional overnight guests. Sailing or under power she is lively and responsive with a motion reminiscent of a much larger boat. Her ample beam and sufficient ballast make her very stiff without sacrificing valuable draft.

Attabuoy  is in need of general cleaning inside and out and some cosmetic work. The keel will need some minor fiberglass work. The sails are like new. The engine turns over, but has not been operated for a number of years. Take a look and you will fall in love!

• Specifications
• Description

Hull color - white

Deck color - cream

Keel - internal lead

Cockpit Cushions

Stern Ladder

Opening Ports - 2

Pressure Water

Refrigerator

Battery - 1 (most likely is dead)

Shorepower 110V

Roller Furling

Depthsounder

Cradle - steel

Anchors - 3

Anchor Rode - 2

Fire Extinguisher

Life Jackets

Main - white, Dacron, The Yacht Sailmakers

Main Cover - blue, Sunbrella

Genoa - white, Dacron, The Yacht Sailmakers

Summer & Winter - Torresen Marine, Inc., Muskegon, Michigan

For more information or details, please contact Steve Dake, Director of Sailboat Sales, at (231) 759-8596 or by email at [email protected] .

Steve has been in the marine business for over 40 years. Please use his knowledge and experience to help you find the right boat for your needs.

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eastward ho 24 for sale

• eastward ho 24

1976 CE Ryder Eastward Ho 24 sailboat for sale in Connecticut

Ce ryder eastward ho 24.

Built by CE Ryder (USA) and finished by Portsmouth Yacht Co., Rhode Island, USA, this stout pocket cruiser is a solid full-keel sailing vessel. Omoo has had a lot...

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Airyella is a classic New England style sloop - has incredible character, is very distinctive, and is a pleasure to sail. She is perfect for anyone looking for a...

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This boat has approximately 53 hours and in like new condition and only used in fresh water. Boat has been in dry storage when not in use. It's powered by twin 180...

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Yamaha sx240 h.o..

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• Portsmouth Eastward Ho

Portsmouth Eastward Ho Boats for sale

1976 PORTSMOUTH Eastward Ho

Neptune, New Jersey

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Model Eastward Ho

Category Sailboats

Posted Over 1 Month

1976 PORTSMOUTH Eastward Ho All of the prep work has been done and she's just about ready for paint. This is a great opportunity for someone looking to customize an Eastward Ho their way and do it cheap!   Seller has all parts to complete this project. Also available separately is the completely rebuilt 14HP Volvo MD7A Diesel engine, ready to be placed in the boat.  Top to Bottom rebuild was performed by world renowned Monmouth Marine Engines of Brielle NJ. $3000 Invested.

Belmar, New Jersey

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• Sailboat Guide

Eastward HO 24

Eastward HO 24 is a 23 ′ 7 ″ / 7.2 m monohull sailboat designed by Walter McInnis and built by C. E. Ryder starting in 1975.

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)

Originally designed for wood contruction. The hulls of the later, FG version were built by CE Ryder (USA) and finished by Portsmouth Yacht Co. Diesel power was available as an option.

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Eastward ho 24 preowned sailboats for sale by owner. Eastward ho 24 used sailboats for sale by owner.

Both salon settees turn into two twin beds so can sleep 4 adults. YEAR: 1977 MAKE: Portsmouth Yacht Co MODEL: Eastward Ho CLASS: Sloop, Pocket Cruiser LENGTH: 26' (24' with 2' boomkin) HULL MATERIAL: FIberglass reinforced plastic FUEL TYPE: Diesel. AIR CONDITIONING: Drop in Cruise Air. ALL PHOTOS ARE RECENT.

1978. 31'. 10'. 4.2'. Florida. $12,900. Description: Airyella is a classic New England style sloop - has incredible character, is very distinctive, and is a pleasure to sail. She is perfect for anyone looking for a boat that will sail, and anchor overnight with 1-5 people, comfortably in the bay and the Keys and beyond, at a fantastic price.

1976. 24'. 9'. 4'. Connecticut. $12,000. Description: Built by CE Ryder (USA) and finished by Portsmouth Yacht Co., Rhode Island, USA, this stout pocket cruiser is a solid full-keel sailing vessel. Omoo has had a lot of updates including new diesel engine (Kubota Beta marine), rebuilt gearbox (2021), new standing and running rigging (2020), new ...

Broker: Designed by Eldredge-McInnis and built by Portsmouth Yacht Co., the Eastward Ho is a compact yet roomy sloop designed for family cruising in comfort. She is a proven design which combines traditional elegance with practical accommodations. Nothing has been overlooked to satisfy both the sailor and the cruising enthusiast.

A boat with a BN of 1.6 or greater is a boat that will be reefed often in offshore cruising. Derek Harvey, "Multihulls for Cruising and Racing", International Marine, Camden, Maine, 1991, states that a BN of 1 is generally accepted as the dividing line between so-called slow and fast multihulls.

Model McInnis. Category Sailboats. Length 31'. Posted Over 1 Month. 1985 #1 Hull McInnis,31 ft., 4.5ft. draft, McInnis Cutter rig Eastward Ho series. 28hp Yanmar diesel, All hardwood Interior, Complete custom finished, In bristol condition. Completely blue water equipt.Leave Message at 772/283-0853. $40000.

Go to Sailing Texas classifieds for current sailboats for sale . Eastward HO 24, 1977 LOA 25'5" LWL 20' Beam 8'8" Draft 3'10" SA 283 sq ft Ballast 3,600 Displacement 7,000 Keel Full Designed by Thomas F. Eldredge/Walter J. Mcinnis and built by the Portsmouth Boat Company (UK).

Used 1978 Eastward Ho 31 for sale is located in Bienville National Forest (Mississippi, United States of America). This vessel was designed and built by the Eastward shipyard in 1978. Key features 1978 Eastward Ho 31: length 9.45 meters. engine: fuel type - diesel. 1978 Eastward Ho 31 refers to classes: sailing yachts , sailboats and sailing ...

Seller's Description. Portsmouth Eastward Ho 24, 1978 sailboat for sale I am selling my 1978 Portsmouth Eastward Ho 24 for $12,500. The boat is in Alamitos Bay (Seal Beach, CA / Long Beach, CA) where the buyer may assume the slip at $320 a month. Very nice location, across the street from the new 2nd and PCH outdoor mall.

Go to Sailing Texas classifieds for current sailboats for sale Eastward Ho, 24 ft., 1975 No. 55, 1975. Highly regarded Eldridge/McGinnis cruising design- Full keel, 4 ft. draft. ... 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. Formula. D/L = (D ÷ 2240) ÷ (0.01 x LWL)³ ...

Seller's Description. 1980 Portsmouth Yacht Co Eastward Ho 31. She is a classic designed in 1959, built in 1980. Similar to the Sea Sprite 33 that Robin Graham sailed around the world. Custom interior Volvo Penta MD2B 25hp Nice thick teak toe rail Electric Windlass Auto Helm Updated hardware above deck Updated rigging Bimini, dodger frames ...

Search eastward ho 24 prices - more than 1 listings - Built by CE Ryder (USA) and finished by Portsmouth Yacht Co., Rhode Island, USA, this stout pocket cruiser is a solid full-keel sailing vessel. ... 1976 CE Ryder Eastward Ho 24 sailboat for sale in Connecticut. Ce Ryder eastward ho 24 . Built by CE Ryder (USA) and finished by Portsmouth ...

Boat Trader currently has 3 Eastward boats for sale, including 1 new vessels and 2 used boats listed by both private sellers and professional yacht brokers and boat dealerships mainly in United States. The oldest model listed is a contemporary boat built in 2018 and the newest model year of 2021.

Join Date: Aug 2018. Posts: 3. Eastward Ho 31 Sailboat. Cutter Rig. Eldredge McInnis design, built in RI by C. Ryder Yachts. Roller furling jib. Jib boom & roller for twin furlers. Re-built Volvo Penta 30hp with spare engine & transmission. Bimini & dodger.

35.5' Endeavour E35 Presently on the hard for winter storage at Morgans Marina, New Jersey Asking $35,000

2015 Malibu Wakesetter 22 VLX. Battle Creek, MI. $40,000. 2008 Hydra-Sports 2200 CC. Sarasota, FL. $26,500. 2 new and used Portsmouth Eastward Ho boats for sale at smartmarineguide.com.

First S-400 bltn, Elektrostal, Moscow.

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Advertisement. Eastward HO 24 is a 23′ 7″ / 7.2 m monohull sailboat designed by Walter McInnis and built by C. E. Ryder starting in 1975.