pearson 31 sailboat review

Pearson Yachts Portal

The Pearson 31-2 : 1987–1991

In 1987 the Pearson 31-2 went into production as a new design by Bill Shaw

Contemporary and Traditional Values

Bill Shaw said; "With ample sail area proportioned into a powerful rig, and a contemporary hull with modern appendages, the new P31 has already shown her abilities as a fast boat". It was produced until 1991 and available with a standard or shoal draft wing keel. Hull number 268 was the last boat out of the Portsmouth factory before closing for good in 1991.

In 1996 Cal-Pearson re-introduced the P31 during a short lived revival of the Pearson brand.

Pearson 31-2

P31-2 (1987 Model)

Today we hear a lot about contemporary and traditional values as they apply to the many facets of our lifestyles. When these concepts are applied to yacht design, I have never considered them to be mutually exclusive. On the traditional side, the basic principles of hydrodynamics, aerodynamics, and human engineering continue to apply. Regardless of how you use your boat, the back to basics approach used by our designers insures you, the owner, that your boat will perform over a wide range of conditions and still provide engineered comfort even at the dock. The contemporary ingredient in the new P31 manifests itself in the form of a new elliptical keel in the standard version, or an optional wing keel that provides shallower draft. The P31's interior arrangement is traditional, but with a few new twists. Aft there is a huge open quarterberth that extends under the cockpit, spacious galley with unusually good storage to port, and a clever combination ice box/chart table to starboard. In the salon there is an offset centerline table which makes moving fore 'n aft easier, a spacious dinette, which converts to a double berth without using the table, and again, plenty of storage. Further forward, there is a roomy head with shower, and still further forward an exceptionally spacious V-berth area. On deck, the basic elements composed of cockpit, cabin trunk, etc., are still there naturally, but rather than simply translating wooden shapes with hard edges into fiberglass form, as so many others do, we have exploited the virtues of fiberglass with contoured seats that fit the human form and deck styling that fits the wind. Equally important to the cruiser or racer is the boat as a performer. With ample sail area proportioned into a powerful rig, and a contemporary hull with modern appendages, the new P31 has already shown her abilities as a fast boat. A very important factor even for those of us who never race. Come Sail With Us...

Pearson 31-2 By The Numbers

Specifications*, technical data, p31-2 standard equipment.

• External lead ballast
• Molded blue boottop (double stripe)
• Blue cove stripe
• Hull/deck joint with molded non-skid
• Foredeck anchor well
• Sail locker to port
• "T" cockpit with removable helmsman seat
• Teak toe rail
• Propane stowage bin
• Fresh-water cooled diesel
• Two-blade solid prop
• Aluminum fuel tank with deck fill and fuel gauge
• 1" diameter stainless steel propeller shaft
• Bronze propeller strut
• Bronze shaft log
• Alarm system

TANKAGE & PLUMBING

• Plastic water tanks with deck fills
• Hot/Cold pressure water with shower and sump pump
• Manual bilge pump mounted in cockpit
• Bronze ball valves on all underwater thru-hulls
• Marine toilet and holding tank with deck pump out and offshore discharge valve
• Provision for dual 12-volt batteries under galley locker
• Navigation lights
• Anchor light
• Interior lights
• 12-volt DC electrical panel
• 110-volt AC electrical panel
• 110-volt AC shore power system with cord and outlets
• Ship’s display panel with clock
• Pedestal type with 32" stainless steel destroyer wheel with break and guard
• Emergency tiller
• Clutch and throttle controls pedestal mounted
• Space rudder

DECK HARDWARE

• Two Lewmar #43 self-tailing primary winches
• One Lewmar #30 self-tailing winch to accommodate main halyard, mainsheet, reef lines
• One Lewmar #16 to accommodate jib halyard
• Quad sheet stopper for halyards, etc.
• Double bow rail
• Split double rail stern pulpit with swim ladder
• Double lifelines
• Boarding gate
• Dual bow chocks and cleats
• Dual stern cleats
• Cabin-top mounted traveller with tag lines
• Seahood with two integral dorades serving main cabin
• Plexiglass companionway hatch
• Flush forward hatch
• Midship vent hatch
• Five small opening ports and two large opening ports
• Two large fixed ports
• Teak handrails
• Flagpole socket
• Winch island alcove
• Stemhead with tack shackle and anchor roller
• 8’ inboard genoa tracks with cars
• One 10" std. Winch handle
• One 10" lock-in winch handle

SPARS & RIGGING

• Keel stopped masthead rig with double spreaders swept aft
• Internal wire/ rope halyards
• Internal continuous-line jiffy reefing led to deck
• Fixed gooseneck
• Topping lift led forward on boom side exit with spar cleat

INTERIOR-GENERAL

• Teak bulkheads
• Molded FRP headliner- with bosses
• Full teak and holly side (varnished)
• 4" mattresses, 3" backrests
• Vacuum-bonded FRP interior pan

FORWARD CABIN

• Flush cabin door- bifold
• V-berth with insert and storage under
• Shelves and P& S
• Bureau with alcoves
• Molded step
• Enclosed head to starboard
• Molded vanity with overhead locker storage outboard and locker under
• Marine toilet with cover
• Hanging locker to port with louvered door
• Settee to port (water tank under)
• L-dinette to starboard (water tank under), converts to double
• Shelf and overhead locker storage P & S
• Dropleaf table
• Companionway ladder
• U-shaped galley to port with drawer and locker storage
• Gimballed two-burner propane stove with oven
• Locker storage outboard and under
• Stainless steel sink
• Dust bin in cable sole
• Trash bin located through aft bulkhead
• Liquor cabinet

NAVIGATION CENTER

• 4.5 cubic foot ice box with chart tabletop and storage
• Electronics locker

AFT STATEROOM

• King-size berth with stowage under
• Wing keel version

Bill Crain's 1991 P31-2 (#268) was the last boat out of the factory before closing for good in 1991. He made a digital copy of his owners manual and contributed it for sharing on the web. The manual has a fair amount of detail for the 31-2 and there is a fair amount of cross over for other Pearson boats on the line at the end of production. The models include: P27, P28-2, P33-2, P34-2, P35-2, P36-2, P37-2, P39-2, P38.

• Pearson 31-2 Owners Manual
• Pearson 31-2 Standard Equipment
• Cal-Pearson 31

External links open in a new window or tab:

• Pearson Info
• P31-2 Specs by SailBoatData.com

Pearson Yachts Brochure

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• Sailboat Guide

Pearson 31 is a 31 ′ 0 ″ / 9.5 m monohull sailboat designed by William Shaw and built by Pearson Yachts between 1977 and 1981.

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)

A second PEARSON 31 (PEARSON 31-2), introduced in 1987, is an entirely different design (though also from William Shaw).

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Pearson 31-2 reviews and more

Pearson 31–2 (1987 Model) – By The Numbers

Specifications*, technical data.

Today we hear a lot about contemporary and traditional values as they apply to the many facets of our lifestyles. When these concepts are applied to yacht design, I have never considered them to be mutually exclusive. On the traditional side, the basic principles of hydrodynamics, aerodynamics, and human engineering continue to apply. Regardless of how you use your boat, the back to basics approach used by our designers insures you, the owner, that your boat will perform over a wide range of conditions and still provide engineered comfort even at the dock. The contemporary ingredient in the new P31 manifests itself in the form of a new elliptical keel in the standard version, or an optional wing keel that provides shallower draft. The P31’s interior arrangement is traditional, but with a few new twists. Aft there is a huge open quarterberth that extends under the cockpit, spacious galley with unusually good storage to port, and a clever combination ice box/chart table to starboard. In the salon there is an offset centerline table which makes moving fore ‘n aft easier, a spacious dinette, which converts to a double berth without using the table, and again, plenty of storage. Further forward, there is a roomy head with shower, and still further forward an exceptionally spacious V-berth area. On deck, the basic elements composed of cockpit, cabin trunk, etc., are still there naturally, but rather than simply translating wooden shapes with hard edges into fiberglass form, as so many others do, we have exploited the virtues of fiberglass with contoured seats that fit the human form and deck styling that fits the wind. Equally important to the cruiser or racer is the boat as a performer. With ample sail area proportioned into a powerful rig, and a contemporary hull with modern appendages, the new P31 has already shown her abilities as a fast boat. A very important factor even for those of us who never race. Come Sail With Us…  Sincerely, Bill Shaw

P31 Resources

Original documents and drawings from Pearson Yachts. The old website pearson31.com is up but no longer supported and the forum is non-functional. If anyone knows who the webmaster is (or domain owner) please email us so we can attempt to recover any pertinent information.

• Pearson 31 Brochure
• Pearson 31-2 Brochure
• Pearson 31-2 Owners Manual
• Pearson 31-2 Standard Equipment
• Cal-Pearson 1997 Brochure  

PEARSON 31-2 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of PEARSON 31-2. Built by Pearson Yachts and designed by William Shaw, the boat was first built in 1987. It has a hull type of Fin w/spade rudder and LOA is 9.35. Its sail area/displacement ratio 17.05. Its auxiliary power tank, manufactured by Yanmar, runs on Diesel.

PEARSON 31-2 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about PEARSON 31-2 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the pearson 31-2.

PEARSON 31-2 was designed by William Shaw.

Who builds PEARSON 31-2?

PEARSON 31-2 is built by Pearson Yachts.

When was PEARSON 31-2 first built?

PEARSON 31-2 was first built in 1987.

How long is PEARSON 31-2?

PEARSON 31-2 is 7.75 m in length.

What is mast height on PEARSON 31-2?

PEARSON 31-2 has a mast height of 11.22 m.

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A dilema - 1989 Pearson 31-2

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Deck Dont Worry About The Deck If Its Not Soft You Got No Wories Worse Case Sand It Down And Recoat With Some Good Paint Like Interlux Or Two Part Enames Or Urethane I Wouldnt Let The Deck Deal Worry Me To Much I Be More Concerned About The Engine  

kale said: Dont Worry About The Deck If Its Not Soft You Got No Wories Worse Case Sand It Down And Recoat With Some Good Paint Like Interlux Or Two Part Enames Or Urethane I Wouldnt Let The Deck Deal Worry Me To Much I Be More Concerned About The Engine Click to expand...

Unfortunately, the diesel sounds badly neglected... and if the oil was overfilled, chances are good that it's done some damage, since overfilling the oil leads to the engine foaming the oil and preventing it from doing its job properly. The fact that the guy has been using sub-standard hardware to do the maintenance should be a big warning sign... however, if you're still interested in the boat, low-ball him and make it contingent on survey and sea trial. If he isn't willing to move on price... move on.  

Is that RCR Yachts in Buffalo? It's only 4 miles from me, I could keep an eye on it for you, or go look again if you ask them to fix stuff. Good looking boat, looks a little overpriced for sure though.  

Yes it is. Thanks a bunch. From 100 feet away the boat looks great. And of course the sales images were from favorably far away or avoided showing the deck. Standing on it was a huge disappointment. It is right below the picnic pavilion (I think slip #40). Based on the hardware upgrades I'm figuring it's diving board paint, but I'm waiting for a response as to what specific product was used. The deck is cosmetic. It's the engine that now worries me more. I have a nearby aquaintance who restores Tritons and he can make miracles happen . . . for a price. If he doesn't think this is a lost cause AND the current owner takes on the engine survey & required repairs at his expense we may still be on track; for an offer well below his asking price. ;-) Loved the layout. Perfect daysailor/weekender. But if another freshwater P31-2 pops up we may be out of there faster than a bunny in a bazooka. I can just picture myself finding metallic hardware Same day we looked at a CS36T in Fairhaven (how's that for coincedence, Sailingfool?) WoW! If I had seen this one before we bought the C34MkII there would have been no C34MkII in our silp. Just too much sail (and boat) for the two of us and the marina we're planning to stay at on Cayuga Lake. If we were still on Lake Ontario I'd have pounced. What a great layout and very respectable PHRF. I'll keep everyone posted. Maybe I should start a "Save a Pearson" pledge drive?  

Delirious said: .... Same day we looked at a CS36T in Fairhaven (how's that for coincedence, Sailingfool?) WoW! If I had seen this one before we bought the C34MkII there would have been no C34MkII in our silp. Just too much sail (and boat) for the two of us and the marina we're planning to stay at on Cayuga Lake. .. Click to expand...

I think you've got 550-mile syndrome--you go that far to look, you really want it to work. I believe in signs when looking at used stuff--boats, cars, houses, whatever. If you see questionable work, assume there is more of it you don't see. And that engine would be the kicker for me.  

I looked at this boat today, it's on the hard now, and was open at their open house. The deck is terrible, such a shame but it's solid enough. But wow is the interior gorgeous, especially compared to the Hunter 31 and 33 right next to it. I do not like the tiny forward head but otherwise it's so nice compared to the new boats. One thing is for sure, there is no way it's worth $47,000 as it sits. If it had shiny gelcoat and a good engine, maybe. Rigging is rigging and can be replaced.  

Oh, one other thing, did you open the electrical panel? YOIKES!!! What a rats nest! That thing needs to be completely rewired, like NOW!  

Congratulations Charlie, What hull number is she? The p.o. on my boat did some creative home wiring also that I am still working through, I plan on rewiring parts of her this winter, all seems safe (and my surveyor agreed) just not the way I would have done it. Oh well, just another boat project. "There is nothing -- absolutely nothing -- half so much worth doing as simply messing about in boats. In or out of 'em, it doesn't matter. Nothing seems really to matter, that's the charm of it. Whether you get away, or whether you don't; whether you arrive at your destination or whether you reach somewhere else, or whether you never get anywhere at all, you're always busy, and you never do anything in particular; and when you've done it there's always something else to do, and you can do it if you like, but you'd much better not." Michael  

#80 Mole & River Rat - Wind in the Willows Happily that wiring was from the one we ran screaming away from. This one was owned by a day-sailer and has minimal electronics (except a ST4000+ Autopilot). Not even an AM/FM radio. That actually worked out as a lot we had looked at had disfunctional electronics and there you have the old holes to disguise or adapt to. Worst are the cut-outs for cockpit speakers. I have a pet peeve about external noise and would never have those myself. I want to hear the wind and the water, and in the slip the music of the halyard pings and dock creaks.  

A shorter version of a P-34 It looks like my 85 P-34, just shorter, so if you like the layout etc, try looking at some P-34's. Great boat. There's not that many around but I would expect one in very good condition for 47K  

Keep looking! There are many boats on the market right now and the DIY stuff done to the original boat you looked at boat make me walk, just from looking at the decks, forget running my moisture meter over them. Re-finishing those decks, not to mention the possible moisture mess under there, is a HUGE and expensive job. It appears he used a one part paint, though impossible to tell in photos, and went right over the molded in non skid. The proper repair is to sand off the molded non skid, fair it and then roll on a two part paint such as Awlgrip with a non skid component mixed in.. Do yourself a favor and spend the $200.00 on the CT33 moisture meter from Elecrophysics in Canada. It will help you identify which boats to look harder at and which ones to walk away from in the future.  

Speaking of the 34 I know where there is a very interesting 1997 P-34 (I guess mk III?). The incomplete hull was stored from 1991 and in 1997 some work was done on it to finish the hull & interior, and just recently it was rigged and fitted outby the Bristol Yard. I think they're asking $65K or something like that. 20 hrs on the engine, new sails, new running & standing rigging, new cushions. No electronics. A unique option.  

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• Sailboat Reviews

A successful design that's good for both club racing and short-term cruising, the 30 is a good investment.

The Bill Shaw-designed Pearson 30 entered production in late 1971. By January 1, 1980, 1,185 of the fin-keel, spade-rudder sloops had been built in the company’s Portsmouth, Rhode Island plant. Peak production years were 1973 and 1974, with about 200 boats produced in each of those years. Production tapered off to about 70 boats per year in the last three years of production, and the P30 was discontinued with the 1981 models, later replaced in the Pearson line by the Pearson 303.

The Pearson 30 was designed as a family cruiser and daysailer with a good turn of speed. The boat is actively raced throughout the country, however, with some holding IOR certificates, and many more racing in PHRF, MORC, and one-design fleets.

The P30’s swept-back fin keel and scimitar-shaped spade rudder are fairly typical of racing boat design from the late 1960s and early 1970s but look somewhat dated next to today’s high aspect ratio fin keels and rudders.

The boat’s underwater shape is somewhat unusual, The hull is basically dinghy-shaped. The sections aft of the keel are deeply veed, however, so that deadrise in the forward and after sections of the boat is similar. Coupled with a fairly narrow beam by today’s standards, this provides a hull form which is easily balanced when the boat is heeled—an important consideration in this relatively tender 30-footer. Above the water the Pearson 30 carries out the standard Pearson credo—moderation in all matters. The hull has a moderate amount of conventional sheer curvature with modest overhangs at bow and stern. The cabin trunk is well proportioned but is of necessity somewhat high to achieve headroom in a small boat without excessive freeboard. Styling is clean and modern with—thankfully—no attempt to incorporate “traditional” detailing. The boat’s appearance may not stir the soul, but neither will it offend the eye.

The Pearson 30 has a well-proportioned masthead rig. The mainsail comprises 44% of the working sail area, more than is found on many modern “racercruisers,” but a reasonable proportion for a true multi-purpose boat.

Base price in 1971 was $11,750. By November 1979, base price had jumped to $28,300. The builder’s option list included about $8,000 worth of goodies for the gadget addict, including wheel steering, a LectraSan toilet system, and a $500 stereo system.

Average 1979 sailaway price was about $35,000. The average 1992 price for that 1979 model is $20-$21,000.

After years of using the Palmer 22 horsepower and 30 horsepower Atomic Four gasoline engines, the late model Pearson 30s came with a two-cylinder Universal diesel, which weighs about the same as the Atomic Four.

Construction

Pearson is one of the oldest fiberglass boatbuilders in the country. Their Triton and Alberg 35 are two of the classic “modern” boats. With over 20 years of fiberglass boatbuilding experience, Pearson has solved most of the construction problems that seem to plague some builders.

The layup schedule of the Pearson 30 did not change during the production life of the boat. The hull structure is a hand layup in a one-piece mold of alternating plies of 1 1/2-ounce mat and 18-ounce woven roving. Two layers of omni-directional mat are used beneath the gelcoat to prevent “print through” of the first roving layer, an unsightly and unfortunately common problem with some builders.

Below the waterline, the Pearson 30 hull is a solid seven-ply layup, yielding an average bottom thickness of .29″. Along the keel, the plies from each side are overlapped, doubling the thickness in this critical area. The topside skin is five plies of mat and roving, with an average thickness of .21″. The deck is a fiberglass/balsa sandwich.

The hull-to-deck joint is made by glassing together the external flanges of the hull and deck. This chemical bond is backed up by stainless steel self-tapping screws at intervals of approximately 4″. The flanges are covered by an extruded plastic rubrail holder, covered by the familiar Pearson soft vinyl rubrail.

One Pearson 30 owner who races his boat reported that the hull-to-deck joint had opened slightly at the bow from excessive headstay tension. No other owner reported this problem, and examination of a large number of Pearson 30s failed to reveal another hull with this problem. Excessive headstay and backstay loading is often found in racing boats and can damage any boat not designed for this type of loading.

The Pearson 30’s spade rudder has provided the only recurrent problem with the boat. The rudder stock consists of a thick-walled stainless steel pipe. The stock enters the hull through a slightly larger diameter fiberglass rudder tube, which projects above the waterline to the cockpit sole, eliminating the need for a stuffing box. The rudder stock rides in two Delrin bushings, one at the top and one at the bottom of the fiberglass rudder tube. Wear in these Delrin bushings causes play to develop in the rudder stock. This wear can be accelerated by failing to tie off the tiller when the boat is at rest, thus letting the stock turn from the natural motion of the boat.

The bushings are owner-replaceable when the boat is hauled out, requiring removal of the tiller fitting and dropping the rudder through the bottom of the boat. The bushings can then be pried out and replaced.

The frequency with which rudder bushings must be replaced varies with the amount of use the boat receives. Pearson considers the bushings an item of routine maintenance. We would recommend that they be replaced whenever any slop develops. About 30% of the boats we examined showed significant bushing wear.

We also found annoying and excessive play in the tiller fitting which might sometimes be confused with bushing wear. Correcting this requires shimming or bushing the cast aluminum tiller socket.

The first Pearson 30s had an aluminum pipe rudder stock rather than stainless. Several rudders broke off as a result of corrosion at the narrow gap between rudder and hull. To Pearson’s credit, the firm recalled and replaced the rudders on the approximately 200 boats built with aluminum stocks. The error in using aluminum stocks was far outweighed by the company’s willingness to correct a potentially serious problem.

The Pearson 30’s 3,560 lbs of lead ballast is encapsulated in the fiberglass keel molding, This avoids the necessity of keel bolts but makes the keel more vulnerable to grounding damage.

The deck-stepped, polyurethane-painted aluminum mast is supported by the main cabin bulkhead and an oak compression column. This column is glassed into the top of the keel.

If coaming-mounted genoa turning blocks are installed—and they are necessary for genoas larger than 150%—it is essential that large backing plates be used. Some of these blocks which were improperly installed by owners have pulled through the coamings, which are a relatively thin solid fiberglass molding.

Through hull fittings appear to be bedded with silicone, a less than ideal choice for underwater fittings. Proper seacocks or gate valves are installed in all underwater openings, although none are installed with backing blocks, which is highly recommended. Chainplates, where visible, are properly bolted to primary structural bulkheads.

Much of the interior construction is bonded to the hull, including the molded fiberglass floor pan and molded headliner. Molded hull liners are relatively expensive, and are seen less and less frequently in modern stock boat construction. Interior surfaces are teak- or Formica-covered plywood. Exposed plywood edges are covered by glued-on plastic trim, which, we noted, has often pulled off, even on new boats.

Seat back lockers have friction catches, which unless properly aligned can let the seat back/locker doors come open when the boat is heeled. The cabin sole is non-skid fiberglass. Exposed interior fiberglass surfaces are now covered by foam-backed tan basket weave vinyl which enhances appearance.

Pearson hull strength has never been questioned. Their boats tend to have slightly heavier scan’tlings than average, which is hardly a shortcoming. The construction of all their boats, including the Pearson 30, is of above average stock boat quality.

Handling Under Sail

The Pearson 30 is an active sailor’s boat. We find it responsive, and a pleasure to sail. It is also tender, and very sensitive to the proper sail combination. All owners responding consider the boat to be somewhat “tippy.” The P30 does, in fact, put the rail under quite easily.

In 15 knots apparent wind, we find that the boat is almost overpowered with the full main and 150% genoa. Gusts of 12-14 knots bury the rail, slowing the boat. The P30 does not, however, carry any substantial weather helm even when overpowered. Any tendency to round up or spin out can usually be controlled by a strong hand on the tiller and easing the mainsail.

As you would expect in a dinghy-hulled, spaderudder fin-keeler, the boat is quick in tacks. It is so quick, in fact, that the jib sheet winch grinder is likely to be growled at by the skipper for being too slow. The winch grinder is also handicapped by the difficulty of his bracing himself properly to exert full power on the winches, a common problem on production boats of almost any size. We strongly recommend the optional Lewmar #40 jib sheet winches, whether the boat is used for racing or cruising. The standard halyard winches are perfectly adequate. The optional roller-bearing mainsheet traveler is practically a must for effective trim of the mainsail although it does reduce cockpit room.

Although the Pearson 30 was not specifically designed for racing, some of the boats have had very successful racing careers. Pete Lawson’s Syrinx won the Three-quarter Ton North American Championship in 1972. Under IOR Mk IIIA, the boat’s average rating has dropped nearly two feet, making the boat rate just over Half Ton. The boat is still a successful club racer and is hotly raced as a one-design class in some areas, including Chesapeake Bay. Pearson 30s also race in MORC classes, and the boat has been measured for USYRU Measurement Handicap System (MHS) for hull standardization.

Owners report that typically only about 10% of their sailing time is devoted to racing. Another 10% is spent cruising, while fully 80% of sailing time is spent daysailing.

The boat will be sailed quite differently by racers and cruisers. Experienced Pearson 30 racers keep the boat moving by reefing the main and carrying on with larger headsails as the breeze pipes up.

Cruisers will find it more comfortable to sail with smaller headsails and more mainsail even though there will be some sacrifice in performance on the wind. A good selection of headsails—at least a 150% genoa, a #3 genoa, and a working jib—is necessary. A small heavy-weather jib would be a good idea for boats that cruise in exposed waters.

Handling Under Power

The Pearson 30’s underwater configuration creates a boat that maneuvers remarkably well under power. The P30 easily turns in a circle its own length in diameter. The standard two-cylinder Universal diesel pushes the boat well, albeit with some vibration, although it lacks the power of the old Atomic Four when punching through a chop.

A strong arm on the tiller is required when backing down under power. “It’s a tough boat to handle in reverse. It can tear your arm off,” said one experienced Pearson 30 sailor. The aft-raking unbalanced rudder will easily go hard over if too much helm is applied while backing down, and an unprepared or off-balance helmsman could be thrown off his feet by the sweeping tiller under these conditions. Applying minimum rudder corrections reduces this tendency, but a rudder of this type, which is free to rotate through 360 degrees, can pose a real threat to the unwary.

Deck Layout

Certain compromises in deck layout are inherent in almost any 30-footer; the Pearson 30 is no exception. The shrouds hamper access to the foredeck, so that it is easier to walk on the cabin top to go forward than along the sidedecks. This is almost a universal shortcoming in boats of this size, as the requirements of interior living space necessitate a large cabin trunk and relatively narrow sidedecks.

The bow cleat is located well forward and is adequate for the size of lines likely to be used on the boat. However, we would prefer two bow cleats, nearly side by side, in the same location. This is particularly useful in boats which spend a major amount of their lives tied to a dock, as the rule of thumb is that the dockline which needs adjusting is always the bottom line on any cleat.

The vinyl rubrail around the hull-to-deck joint presents a problem when anchoring the Pearson 30. It will undoubtedly be chafed by the anchor line. Redesign or relocation of the bow chocks would be necessary to correct this potential chafe problem.

The large starboard cockpit locker is designated as the boat’s sail locker. We recommend that the locker be put to its intended use. The locker is so deep that small items would end up in a heap in the bottom almost out of reach if they were stored here. Space in the lazarette locker—a natural place for fenders, docklines, and sheets—is limited by the engine exhaust hose. Rerouting this hose would increase the usefulness of this space.

The large cockpit seats four adults comfortably for daysailing and six if they are active enough to stay out of the way of the tiller and the mainsheet. The 4′ long tiller definitely encroaches on the cockpit living space. We would normally be reluctant to recommend wheel steering for a high-performance 30-footer: it would, however, increase cockpit space and might reduce the idiosyncrasies created by the spade rudder when handling the boat under power.

The Pearson 30 has a light, roomy interior for a boat of its size. In the 1980 model, all four ports in the head and forward cabin are of the opening type, greatly improving ventilation, particularly when coupled with the optional, but recommended foredeck-mounted cowl ventilator.

The overhead hatch in the forward cabin is basically a ventilation hatch and is too small for either sails or emergency exit. Anchor storage is awkward without a foredeck anchor well, a welcome addition to many more recently designed boats the size of the Pearson 30.

The 22-gallon water tank and the standard holding tank occupy much of the space under the forward double berth. This double berth is actually the entire forward cabin, and can be closed off from the full width head by double doors. The standard marine toilet is equipped with a proper vented loop. The head wash basin is tucked under the deck and is difficult to use for anyone with less agility than a contortionist. The location of this wash basin is the only serious flaw in the otherwise functional head compartment.

The P30’s main cabin is large and comfortable, with capacious storage above, behind, and below the settees. Owners may find these storage spaces more useful if they are subdivided by partitions to prevent gear stored in one locker from ending up in another.

The under-settee and under-galley lockers cannot be considered dry storage unless the bilge is kept bone dry. Although the lockers are sealed to the bilge at the bottom, owners report that, with their boat heeled, bilge water finds its way into the lockers by running up the inside of the hull behind locker partitions, then down into storage spaces. Most dinghy-hulled boats lack real bilge space or a sump, and as little as a gallon of water in a boat of this type can be annoying.

It is unfortunate that a large number of berths has become a criterion for livability in modern boats. In the past, a 40-footer was likely to have four or five berths. Now six berths are standard on a 30-footer, including the Pearson 30, seven on a 35-footer, and eight on a 40-footer.

Cruising longer than overnight with six on a boat the size of the Pearson 30 is a sure way to terminate friendships and wreck marriages. No responding Pearson 30 owner reported cruising with more than four people on a regular basis.

The standard fold-down cabin table is a practical solution on a boat of this size. The optional slide-out chart table limits room over the quarterberth and lacks the fiddles which are necessary because of its slanted surface.

The Pearson 30 galley is typical of 30-footers. As much as possible is jammed into a necessarily small space. The deep lockers behind the stove and icebox will probably be partitioned into several smaller compartments by the moderately handy owner. Annoyingly, a short person has a hard time reaching the depths of the icebox, particularly if the stove is in use.

We cannot recommend the self-contained alcohol stoves almost always installed on the Pearson 30 and other boats of this size. There is a very real and well-documented risk of explosion if the stove must be refueled while hot. It is the fault of the marine stove industry—and an uninformed consuming public— that these potentially dangerous stoves are still used on many boats.

The galley sink and spigot partially block the companionway. The top companionway step is actually the lid of a nifty storage box, handy for winch handles, spare blocks, and tools.

Engine access is via the companionway steps, which lift out to expose the front of the engine. Two slatted doors in the quarterberth provide additional if awkward access to the engine and fuel tank under the cockpit. There is no soundproofing in the engine compartment.

The new, smaller diesel engine is more accessible for service than the old Atomic Four. It has molded fiberglass engine beds and drip pan, an excellent idea, although some engine vibration is transferred to the hull despite the flexible engine mounts and shaft coupling.

It is rare for a 30-footer to have good engine access. The Pearson 30 is no better than average in this respect.

Despite the above shortcomings, the P30 is highly livable. The advertised 6′ 1″ headroom is really an honest 5 11″ in the main cabin. Achieving good headroom in a 30-footer without serious compromises in appearance is nearly impossible. The Pearson 30 comes as close to achieving this as any boat we have seen in its class.

Conclusions

The Pearson 30 was an industry success story. The boat is fast and responsive. Finish quality is above average. The interior is comfortable and reasonably roomy within the limitations inherent in a 30-footer. Many of the minor design problems can be corrected by the imaginative and handy owner who enjoys tinkering.

Pearson has a reputation for building solid, middle-of-the-road boats: a deserved reputation well in evidence in the P30. The Pearson 30 would be an excellent choice of boat for the aggressive and self-confident beginning sailor who desires high performance for daysailing or club-level racing as well as for reasonably comfortable short-term cruising. It is not the boat for the timid sailor, male or female. The family with two children will find it a comfortable cruiser. Sailors with friends who enjoy spirited sailing and who don’t mind frequent sail changes will also find it a good choice for daysailing and local racing.

The long production run and continued popularity have created a boat with few inherent major problems and high resale value. The Pearson 30 is a good investment.

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Great Pearson 31

Seas the day.

Well-Maintained with Updates!

The Pearson 31-2 is one of Bill Shaw’s best designs. The deck is clean and simple and the wheel steering keeps the cockpit open.

The interior space seems bigger than you would find in a 31 foot boat. The arrangement is traditional, with a few pleasant twists. The quarterberth is unusually spacious, extending under the cockpit, the galley is larger and has more storage than one might expect and the offset centerline table makes moving forward and aft a bit easier.

The Pearson 31 is a classic cruiser in the Pearson tradition. She is a great starter boat for anyone looking to get into sailing in a good-looking, well-built boat. This boat offers a complete package at an affordable price.

See the full specs for more details and call the listing broker today!

Measurements

Electronics.

• Depthsounder
• Log-Speedometer
• Fully Battened Mainsail
• Furling Genoa
• Steering Wheel

Inside Equipment

• Electric Bilge Pump
• Manual Bilge Pump
• Marine Head
• Air Conditioning
• Refrigerator
• Battery Charger

Electrical Equipment

• Shore Power Inlet
• Mainsail Cover

Accommodations

Nice open layout sleeps six with forward cabin V-berth, large main cabin and settee to port, fixed teak table with leaves on centerline, and L-shaped settee to starboard which converts to form double berth. U-shaped galley is next aft to port and nav station and double quarter berth are opposite to starboard.

Electronics and Navigational Equipment

• Ships Power-12 Volts & 110/220 v
• Number Of Battery Banks-2 total of 3 Batteries
• Battery Charger Automatic-2007
• Shore Power Amps-30 Amps

Deck and Hardware

Sails, spars, and rigging.

• Fin Keel Hull Configuration
• Fiber Glass Hull
• Gelcoat Hull Finish
• White Hull Color

Broker’s Disclaimer

The Listing Brokerage 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 regardless of information provided. 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. PLEASE NOTE: All electronics are listed for verification purposes but not warranted in the selling price of the boat.

Engine hours are as of the date of the original listing and are a representation of what the listing broker is told by the owner and/or actual reading of the engine hour meters.  The broker cannot guarantee the true hours.  It is the responsibility of the purchaser and/or his agent to verify engine hours, any warranties expressed or implied and/or any engine service as well as all other representations noted on the listing brochure.

All the yacht brokerage agents at the listing company are Independent Contractors.

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