pearson yacht

First impressions First impressions are long lasting, even if they do date their authors when revealed. There was a well-kept Pearson 26 moored just down the dock from my family's Sabre 28 on the Clinton River in Mount Clemens, Michigan. We're talking back in the early '70s. I remember clearly (despite my tender age) how it had a putrid green deck and cabintop. Seasick green we dubbed it. The Pearson 26 was one of the first boats available in different colors, and the shades offered were interesting to say the least. Still I liked the lines of the P26 then and continue to appreciate them today. The qualities that led to Pearson's popularity are evident in the 26. It is solidly constructed, handles well when the wind pipes up and is extremely user-friendly. It is also an excellent value. The P26 has a modest sheer, typical of the times, and an unobtrusive stair step in the cabintop that provides headroom and light below. The Weekender and the One-Design have a straight cabintop and consequently about 5 feet of headroom. The clean, gentle entry has a fair amount of overhang and leads to a rather flat forefoot. The fin keel is swept back as is the spade rudder. Displacement is 5,400 pounds, with 2,200 pounds of iron ballast providing a 40 percent ballast-to-displacement ratio, which partially accounts for the boat's stiffness. Sail area is 321 square feet, translating into an SA/D ratio of 16.6, a classic so-called coastal cruiser. Beam is a generous 8 feet, 8 inches and the draft is 4 feet. The sloop rig has an air draft of just over 35 feet. The boat motors smartly with a 9.9-horsepower outboard.

Construction The Pearson 26 construction varies a bit from early boats like the Ariel, Wanderer and Pearson Alberg 35. Production techniques were becoming more efficient and Pearson didn't hesitate to employ them. The hull is solid fiberglass, and like almost all boats of that time, the deck is balsa cored. In fact, Everett Pearson was a pioneer in developing end-grain balsa as a coring material. The P26 makes use of molded liners, which are a blessing and a curse. While liners streamline production and offer a bit of hull rigidity and uniformity, they make accessing wiring and hull fittings very difficult and can also give the boat a sterile look. The hull-and-deck joint is on an outward flange, sealed, through-bolted and covered with a vinyl rubrail. What is interesting about this joint is that it is fiberglassed from the inside. This makes it watertight, and few 26 owners complain about leaking hull-and-deck joints. However, the external joint is exposed to damage from smacking into docks and other things that boats occasionally smack into. If production efficiencies were responsible for this joint, then I would understand because it is easier to manufacture boats with external flanges. However, glassing over the joint from the inside is anything but efficient, and we all know what a bother vinyl rubrails can be. Still, it's important to note that few 26 owners mention problems and replacement rails are available. The keel is cast iron, which is something of a maintenance headache, and externally fastened with eight hefty bolts.

What to look for If you are considering a P26, the first thing to look for is Dan Pfeiffer's Web page. It can be found at www.en.com/users/danp/boat/boat.htmor by searching for Pearson 26. Other P26 owners refer to Pfeiffer as "The Guru," and his site contains an incredible amount of detail about the boat, so be certain to check it out. He has an owner's page with comments from many P26 owners, both past and present, which is very informative. Naturally, with so many boats floating about, most problems have been well documented, as have most solutions to those problems. Let's first take a look at some changes made during 13 years of production. In 1975 the Weekender first went on the market. This model has the identical hull shape of the P26, but the cockpit is a couple of feet longer and the cabintop is a bit shorter, reducing interior volume. If you plan to strictly daysail the Weekender or the later One-Design, which had slightly tighter sheeting angles, might be the models to look for. Also in 1975, a separate shelf was added in the port locker for fuel tank storage. This was an important addition since it was otherwise possible for gas fumes to end up in the bilge. The Weekender was phased out in 1976 and the P26 One-Design was offered until the last year of production in 1983. According to Pfeiffer and most P26 owners, the biggest maintenance issue on the boat is the rudder shaft and bearings. The rudder itself is a rather heavy blade made of solid fiberglass, and the stock is aluminum, a poor choice of material since it's soft and subject to wear. Fortunately, the problem has been around for a long time and many 26 owners have replaced the rudder and/or the bearings that slowly eat away at the stock, particularly on the bottom bearings. When evaluating a P26 be sure to carefully check the rudder stock when the boat is out of the water. New bearings can help solve the problem, and if necessary, a new rudder with a stainless stock can be purchased from Foss Foam Products, in Warwick, Rhode Island. Other items to check for are a delaminated cockpit sole, keel bolt corrosion, keel corrosion and faulty wiring. There is also a plywood core under the maststep on deck that may be rotten. Of course, all age related items, from standing and running rigging to tired sails and outboard motors, should be inspected. Be wary of bargains, especially if you want to spend your time on the water, not in the yard bringing the boat up to speed.

On deck The Pearson 26 has a roomy, relatively comfortable cockpit for three or four adults. As noted earlier, the Weekender and One-Design have slightly larger cockpits. All boats came with tiller steering, although I am sure somewhere in the world there is a 26 retrofitted with wheel steering. There are two sail lockers for storage, and the mainsheet traveler is aft, allowing for end-boom sheeting, which keeps the cockpit clear. There is not much of a bridgedeck-basically just a sill-but this is not a boat intended for offshore sailing. The cockpit seats are low and visibility from the helm over the deckhouse is not great, especially if you're short. The tradeoff is more room below and a drier boat. There are teak handrails on the raised section of the deckhouse and double lifelines with well-supported stanchions. The boat feels bigger than 26 feet when you make your way forward. The nonskid may be quite worn and not particularly effective, although older Pearsons have aged well and you don't see the gelcoat crazing and cracking common on other boats. The mast is deck stepped, with a compression post below. Look carefully for a depression at the step; it may be sign of delamination. The genoa tracks allow for decent sheeting angles and many boats will be set up to fly spinnakers.

Down below Few people buy the Pearson 26 for its spacious accommodations below. However, the interior plan is well-thought-out, and the boat has more room than you might think. Dropping below, the first thing you'll notice is the headroom, about 5 feet, 10 inches by my estimate. The galley is to port and the icebox faces forward, with the nav station opposite and the settee serving as the seat. Other details may vary as owners have made changes over the years. The boat I recently climbed through here in Ft. Lauderdale had a two-burner stove and sink facing aft. Most boats have a dinette arrangement to port in the saloon, which is a good use of space in a small boat. This can usually be converted into a double bunk. There is a straight settee to starboard with storage lockers behind. The head and hanging locker are private, with a large V-berth forward. Many boats have a 22-gallon water tank under the forward berth. Teak trim accents the molded white finish, and the overall effect is rather cozy. Two large ports light the saloon, while two smaller ports are in the head compartment. If you live where it's warm, converting these into opening portlights would be a good idea. There is a hatch over the forward cabin. The boat was designed for an outboard motor, with a built-in motor well eliminating the need to mount a bracket astern and providing a solid, midtransom mounting platform. The fuel tank storage shelf accommodates a standard 6-gallon plastic tank rather nicely. The boat handles well under power, using the tiller for steering and the rudder can be completely turned around for control in reverse. Today's outboards, especially four-strokes, are quiet, clean and reliable. They're also convenient. If you have a problem, you can toss the engine in the trunk and take it the mechanic. Although it is rare, I have heard of P26s fitted with inboards.

Under way Owner comments reflect the forgiving nature of the P26. It's an ideal first "big" boat because it's easy to sail and will stand up in gusty conditions. The helmsperson can control the tiller and sheets, and with a bit of experience, it's ideal for singlehanding. Pfeiffer refutes the notion that the boat develops weather helm, arguing that if sailed on its lines and not wildly overcanvassed it is not an issue. The shape of the hull supports his claim as the P26 has a flat forefoot; the only effect of heeling will be to create leeway. The rudder is also large and located well aft, which serves to reduce helm. Several owners report that they race their boats locally under PHRF. By all accounts they perform best when the wind is more than 10 knots. The P26 needs a headsail, since performance is marginal under main alone, and a large 130- to 150-percent genoa can be carried upwind with a full main in winds to about 15 knots. At that point shortening up the headsail flattens the boat and keeps the speed up. Most owners tie a reef in the main as the apparent wind inches toward 20 knots. The P26 handles well off the wind, and several owners describe surfing downwind at near double-digit speeds.

Conclusion The Pearson 26 is an ideal boat to test the waters, so to speak, to see if sailing is indeed something you might enjoy. If you find you can't get enough time on the water, the P26 is not a boat you will quickly outgrow. It pleases on a variety of levels. With prices ranging from $6,000 to $9,000, it is hard to go wrong with this popular American-built favorite.

Also in Used Boat Notebook

• Hunter Passage 42
• Pearson Rhodes 41
• Santa Cruz 52
• Allied Princess 36
• Kelly-Peterson 46

Also from John Kretschmer

• Hove to in the gales of Biscay
• Sailing's Promise
• Passage to nowhere
• Farewell to brothers of the sea
• Plotting a course to Caribbean sabbatical cruise
• Passage Planning
• Ready to Rumble
• Good vibrations
• Launching and boarding a life raft
• The Great Circle Route: Connecting the dots of a sailing life

• Sails & Canvas
• Hull & Structure
• Maintenance
• Sailing Stories
• Sailing Tips
• Boat Reviews
• Book Reviews
• The Dogwatch

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Pearson 323

Posted by Gregg Nestor | Boat Reviews , Monohull

A solid though somewhat stately cruiser

Pearson Yachts set off in a new direction in the 1970s. After the company’s founders, Clint and Everett Pearson, left in the mid-1960s, Bill Shaw took over as general manager and chief designer. His designs had a more contemporary look, with longer waterlines, more beam, moderate displacement, cruising fin keels, and skeg-mounted rudders. Pearson Yachts was firmly committed to building wholesome family cruisers, and leading the new wave of designs were the Pearson 365, Pearson 323, and Pearson 424. Introduced in 1976, the Pearson 323 was a mainstay of the new Pearson cruising-boat lineup for almost a decade.

Lucky Lady is a 1978 Pearson 323 owned by Ken and Eva Gorby. This is their first sailboat; they had previously been dedicated powerboaters. Their daughter, while serving in the U.S. Navy and stationed in Norfolk, Virginia, purchased the boat and enlisted her dad to help her fix it up. One thing led to another, the daughter was deployed elsewhere, and the saga of repairs and upgrades continues.

Compared to earlier Pearson designs that were influenced by the Cruising Club of America (CCA) measurement rule for racing, the 323 is a departure. Explaining his approach to its design, Bill Shaw said, “I set about to design an honest cruising boat with youthful ideas and an international flavor. The 323’s underbody configuration is as modern as her profile is traditional. To look fast is one thing. To go fast in comfort is quite another.”

The sidedecks are wide and the shrouds are outboard, above right. The elevated toerail assures secure footing.

With its sharp entry, long waterline, sweet sheer, and slightly rounded vertical transom, the 323’s hull looks sleek and powerful. A major design goal was to create volume in the interior, so the cabin trunk is quite tall. To minimize its visual impact, a wide black stripe, affectionately referred to as the raccoon or bandit stripe, encircled the entire cabin trunk. Black-anodized spars complemented this step toward modernism. The Gorbys softened the effect by painting the raccoon stripe to match the boat’s teal-colored hull and painting the spars white.

Construction

The hull of the Pearson 323 is a solid laminate of hand-laid fiberglass and polyester resin. The deck is of sandwich construction, with a core of end-grain balsa between two skins of fiberglass. Sandwich construction achieves the desired strength and rigidity while being lighter than solid fiberglass, and Everett Pearson was a pioneer in the use of end-grain balsa as a core material.

The hull-to-deck joint is bonded chemically, mechanically fastened with self-tapping stainless steel screws that also secure the teak toerail in place, and taped on the inside with fiberglass and resin.

Although much of the boat’s interior is teak-veneered marine-grade plywood and solid wood trim, Pearson used a fiberglass pan

The galley in the Pearson 323 is normally fitted with a 2- or 3-burner propane stove and oven. Because her owners use Lucky Lady primarily as a daysailer, they have removed the stove and replaced it with a microwave oven and electric refrigerator.

and overhead liner. The pan is the base for settees, lockers, and other cabin furniture. Overhead in the saloon is a removable sheet of plastic laminate secured with teak battens. While a fiberglass liner might offer some structural advantages, the main reason builders use moldings for the interior is to reduce costs.

The ballast — 4,500 pounds of lead — is internal, so there are no keel bolts. It is set inside the keel, which is an integral part of the hull molding, and glassed over. The rudder is supported at its foot by a bearing attached to the skeg, which itself protects the rudder in the event of a grounding or collision with an underwater object.

The 323’s standard auxiliary power is the ubiquitous gasoline Universal Atomic 4 driving a two-blade propeller. Fuel is supplied from a 30-gallon tank that appears to be made of galvanized steel. A 2-cylinder Volvo Penta diesel was offered as an option. Both engines were coupled to a Walter V-drive. In reverse gear the 323 walks to port.

The Pearson 323 is a masthead sloop with a sail area of 478 square feet on a single-spreader mast supported with cap shrouds and forward and aft lower shrouds, all ¼-inch stainless steel wire. A boom lift is attached to the single backstay. Bridge clearance is 45 feet 4 inches.

The rig is simple and powerful and can be easily handled by a singlehander or a short-handed crew. The double-braid main and headsail halyards are external. They lead to Lewmar #8 single-speed winches on the mast and are made fast to cleats mounted just below the winches. Jiffy reefing with a single reef point in the mainsail was standard. The mainsheet is attached to a traveler that runs across the aft portion of the bridge deck.

A 9-foot genoa track is mounted on the teak toerail on each side of the boat and the headsail sheets lead aft to Lewmar #40 two-speed winches on the cockpit coamings. Two cleats, a jam cleat, and an open-throat cleat are fitted near each winch.

With its displacement/length ratio a moderate 275 and a low sail area/displacement ratio of just 14, the 323 is somewhat underpowered.

Deck features

The 323’s deck is pure simplicity and functionality. At the bow, there’s a no-nonsense stemhead fitting and a pair of open-throat cleats. Just aft of the cleats is an anchor locker that drains overboard. The rest of the foredeck is free of obstructions.

Rounded corners on the cockpit seats were a Pearson feature in the 1970s. The cockpit seat lockers are the means of access to the engine, water heater, batteries, and the 30-gallon fuel tank. Aft of each seat locker is a propane locker. Surprisingly, there’s no built-in helm seat aft of the 27-inch wheel.

The sidedecks are wide and the shrouds are outboard. A stainless-steel bow pulpit, dual lifelines, teak-capped bulwarks, and 9 feet of teak handrail along the cabintop enhance security and ease of movement.

Forward, on each side of the cabin, is a pair of opening portlights. Aft of them is a pair of rather long smoked-acrylic fixed portlights. On the gently cambered cabintop are two Bowmar hatches, one over the V-berth and the other over the saloon, and a single Dorade vent to starboard, above the saloon. The companionway hatch slide is protected by a sea hood.

On Lucky Lady, an aftermarket roller aids in stowing and deploying the anchor. The anchor locker has the capacity to easily house 300 feet of rope and chain rode and a spare anchor.

The 323’s cockpit measures over 7 feet in length, with 1 foot of that taken up by a substantial bridge deck. Two 1½-inch scuppers forward in the cockpit footwell discharge below the waterline via through-hulls with seacocks. A pair of coaming cubbies and rather large and cavernous seat lockers port and starboard provide stowage in the cockpit.

A small panel with the engine controls is located in the footwell adjacent to the helm, and some of the gauges are mounted on the face of the bridge deck. A fitting for the emergency tiller is accessible under the cockpit sole aft of the steering pedestal, and there’s also a clear port for viewing the fuel gauge. Completing the picture is a pair of open-throat mooring cleats outboard on the stern, a transom-mounted swim ladder, and a stainless-steel stern pulpit.

An insert increases the V-berth’s already large area. When placed in its lower position, it becomes a cozy centerline seat.

In the forward cabin, fiddled shelves are fitted port and starboard above the V-berth. Beneath it are three stowage bins. In the forward bin on Lucky Lady is an optional plastic 35-gallon water tank. Aft of the berth and to port is a bureau with drawers and to starboard is a series of open shelves. Much of the plumbing for the head, including the Y-valve and a portion of the plastic holding tank, is behind these shelves. Additional amenities include a pair of reading lights, port and starboard portlights, and an overhead hatch.

A sliding door separates the V-berth from the head compartment, which is finished with white plastic laminate. Lucky Lady is fitted with the optional centerline shower and large teak shower grate. Port and starboard opening portlights illuminate and ventilate this rather small compartment. A folding door separates the head compartment from the saloon.

The dinette table swivels to face either the starboard or port settee, at left, and lowers to convert the dinette to a double berth. The molded fiberglass liner is quite elaborate. It forms the sole and the foundations for the berths and covers the sides of the hull, complete with molded-in storage cubbies.

On the port side of the saloon is a single settee berth and on the starboard side a U-shaped dinette with a pole-mounted table. Beneath the dinette there’s a pair of lockers. Plastic 20-gallon water tanks, each with its own deck fill, are fitted under each settee. Stowage is provided behind both settee berths and on shelves and a pair of cubbies above them. A 6-foot-long metal grabrail is fitted on either side just below the two fixed portlights. While some 323s had a teak-and-holly sole, Lucky Lady’ s sole is a fiberglass pan with wooden inserts that lift out to allow access to the bilge. The single Dorade vent provides ventilation when the boat is closed up. Headroom is 6 feet 2 inches.

The companionway is offset to starboard. Outboard of it is a compact nav station. Across from the nav station is the L-shaped galley, with one leg of the L along the aft bulkhead. A large top-loading icebox occupies the corner, and other fixtures include a stove with an oven, a single stainless-steel sink with pressurized hot and cold water, and a foot pump for fresh water. For stowage there’s a shallow flatware/cutlery bin, a pair of cubbies for plates and bowls, a reasonably large locker with sliding doors outboard, and a pots-and-pans locker beneath the stove.

A door beneath the galley sink provides access to the freshwater manifold and the engine’s heat exchanger. Removing the companionway ladder makes more of the engine accessible.

The Pearson 323 sails quite well on both a run and a reach, but is not close-winded. When sailed high on its lines, the 323 sails surprisingly well, but too much gear packed into those cavernous cockpit lockers will weigh down the stern and severely diminish that performance. The boat will heel quickly to 17 degrees, more in really heavy air, and needs a reef before the wind reaches 15 knots.

Things to check out

Servicing the engine is not easy despite several access points. Some operations vary between the Universal Atomic 4 gas engine and the Volvo diesel.

As the youngest Pearson 323 is 30 years old and the oldest nearing 40, much of the must-do maintenance on this good old boat will be due to its age. Leaking portlights are common, and so are hull blisters. Delamination of the deck’s balsa core does occur, especially in areas where hardware is mounted. Because crevice corrosion weakens stainless steel, fittings that should be inspected and might possibly need to be replaced include the chainplates and the mast step.

Generally speaking, the Pearson 323 has aged quite well compared to its contemporaries. Over its 10-year production run, several options were offered. While a few of them were performance oriented, most dealt with creature comforts, which speaks well for its cruising emphasis. While a large number of 323s were built, usually only a handful are offered for sale at any one time. Prices range from $11,000 to $16,000, depending upon condition and equipment. Those interested in the boat can check out the internet and the very active owners association.

Pearson323.com

www.pearsonyachts.org

Comments from Pearson 323 owners

I like the cockpit, especially the well-rounded seat edges that allow for comfortable sitting for hours, even without cushions. I don’t like the low boom. It’s a real head knocker and also really puts limits on a dodger.

–Peggy Kapisovksy , Georgetown, Maine

The 323 is very headsail-driven. With the moderate to heavy winds we have around here — generally 20+ knots in summer — I am often overpowered with a 100 percent jib, and I let the main luff. In some cases I drop the main and rely on the jib alone. She balances well, and, surprisingly, points as high without the main.

–Paul Morgan-Witts, San Francisco, California

I rebuilt the mast step because the old one looked terrible (rusty) but it actually had a lot of intact metal. I repowered with a Universal. My advice for someone considering buying this boat? Repowering the engine and V-drive will cost near the value of the boat, even as a DIY job — $15,000.

–Dan Haun , New Orleans, Louisiana

It is comparatively slow. I tell friends I can pass other boats — they just have to be moving in the opposite direction. It doesn’t point particularly well, but well enough. My greatest complaint is that the boat is very difficult to work on because of the cramped quarters. I wanted to replace the bow roller and it was simply impossible to reach the bolts. Much work must be done blind, if you can reach it at all.

–Steve Hayes , Readfield, Maine

The engine compartment is very hard to access. With the V-drive transmission, I have no idea how anyone can access the packing gland on the prop shaft. You have to just about do a headstand to simply check the fuel level.

–John Speck , San Francisco Bay, California

Some of my chainplates snapped during a crossing of the Gulf of Mexico. That was really my fault for thinking 30-year-old stainless steel was still strong. I have replaced them all.

–Dave McGovern , St. Mary’s, Georgia

Ceilidh was solidly built, never “oil-canned,” and was structurally sound. Her keel, which is part of the hull, took a major hit when it struck a sharp underwater object at cruising speed. It took a gouge out of the front but that was all.

–Clifford and Bezy McKay , Winter Park, Florida

The 323 was built like a tank and just loved being out in the weather. I never felt overwhelmed by the boat; it seemed to just want to shoulder down and lay into it.

–Dave Breski , Cape Cod, Massachusetts

About The Author

Gregg Nestor

Gregg Nestor is a contributing editor with Good Old Boat. He has authored four books on sailing: Twenty Affordable Sailboats to Take You Anywhere, Twenty Comfortable Sailboats to Take You Cruising, The Trailer Sailer Owner's Manual, and All Hands on Deck. He became a snowbird a few years back, after relocating his boat from the Great Lakes to Florida.

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• Sailboat Guide

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)
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• 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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Pearson Yachts Portal

The Pearson Ensign : 1962 – Present

Originally called The Electra Day Sailer , the Ensign is a Carl Alberg design

Time-honored Reliability

The Ensign hull design by Carl Alberg is based on the Pearson Electra . He modified the design for the Ensign in response to customer demand for a day-sailer with a larger cockpit and smaller cabin. Pearson Yachts was the only builder of the boat from 1962-1983 with 1775 boats constructed before ceasing production. Production was resumed in 2001 by Ensign Spars, Inc. of Dunedin Florida, where reportedly another 33 boats, (hull #2000 and above), have been produced as of 2019.

Consider this: The Ensign is the only sailboat from Pearson Yachts that is still in production today — and Pearson has been closed for close to 3 decades. Now isn't that a true test of time!

The Ensign is by far the largest one-design fleet of full-keel sailboats in the country. It was inducted into the American Sailboat Hall of Fame in 2002.

"Consider what has made the Ensign so popular… a large eight foot cockpit with full length teak seats so perfect for the safety and convenience of a large family; a twin-berth cuddy cabin with optional head for those overnights or weekends; national recognition as a one-design racing class; longevity of manufacturer; strict class rules for uniformity; Pearson Quality "! Pearson Yachts Inc.

More than 1700 ENSIGNS are sailing nationwide in a strong, active one-design association numbering 47 fleets in 20 states (1979). Rigid class rules insure continuity of design and manufacture thereby enhancing resale value. Her remarkable ability to race well while providing all the comfort and stability required of a good day-sailer or weekender has endeared here to hundreds of experts and novices everywhere.

Since the class was introduced in 1962, the ENSIGN has proven herself to be the ideal all-around family boat. Her ability, seaworthiness, and forgiving attitude have encouraged numerous people of all ages to "take to the water" for those precious leisure hours while providing those with a competitive spirit with a bonafide compromise between the thrill of racing and the lure of cruising.

Ask many of the experts now racing larger boats and they tell you it all started with the ENSIGN. Ask present ENSIGN owners, they tell you how difficult it is to find another boat that dollar for dollar represents the real value they presently enjoy.

If the ENSIGN will be your first boat, you can start with confidence — confidence in your boat and your investment. If it's your next boat you can rest assured that she will bring out the best of your experience.

Consider what has made the Ensign so popular… a large eight foot cockpit with full length teak seats so perfect for the safety and convenience of a large family; a twin-berth cuddy cabin with optional head for those overnights or weekends; national recognition as a one-design racing class; longevity of manufacturer; strict class rules for uniformity; Pearson Quality!

Pearson Yachts Inc. 1979

Ensign … one design sensation

Pearson Yachts 1961

Pearson Ensign – by the Numbers

Hover on hyperlink for definitions

• Construction Detail

Rev 9 - 26-Feb-1992

Standard Equipment

CONSTRUCTION: Hull and deck are integrally molded fiberglass laminate construction (hand lay-up) with bonded bulkheads. Deck is balsa-core fiberglass for strength, rigidity, and insulation. Teak coamings with winch mount areas. Teak seats and cockpit sole.

HARDWARE AND DECK FITTINGS: Chromeplated brass or bronze, stainless steel and special marine alloys. Stainless steel stemhead fittings, backstay and shroud chainplates. Bow cleats with chocks (P &S), stern cleats (P &S). Two fixed ports.

SPARS: MAST: Anodized aluminum 6061-T6 alloy with aluminum spreaders. Rigging fittings of stainless steel and aluminum alloy. Cleats for main, jib and downhaul. Gooseneck track, sail track and gate.

BOOM: Anodized aluminum 6061-T6 alloy with standard gooseneck, slide, topping lift fitting and mainsheet blocks.

STANDING RIGGING: Seven/eighths foretriangle rig (fractional). Stainless steel 1 x 19 construction with swaged tru-loc end fittings. Turnbuckles on all shrouds and stays. Toggles on headstay and shrouds.

RUNNING RIGGING: Main and jib halyards of 7 x 19 stainless steel wire with Dacron tails (spliced). Dacron jib and main sheets. Jib sheet lead blocks and cleats. Main sheet blocks and cleats.

INTERIOR: Provision for two full-length bunks in cuddy cabin.

SAFETY EQUIPMENT: All standing rigging and spars are grounded for lightning protection. Non-skid deck and cabin top.

Pearson Yachts Inc. 1962

Ensign Class Association

The Ensign Class Association was founded in 1962. It is one of the strongest national organizations in the country, with numerous local fleets from coast to coast.

The objectives of the assocation:

• To promote and develop Ensign Class racing under uniform rules.
• To rigidly maintain the one-design features of the Ensign.
• To promote use of the Ensign as a family boat for recreational sailing.
• To educate the public, and particularly the youth, in sailing and sailboat racing.

Features described by the association:

• It's a great looking boat, with classic lines, and a wonderfully large, deep cockpit where passengers feel comfortable, safe, and secure.
• It has a sail plan that achieves hull speed in breezes as low as eight to ten knots, and a full keel that delivers performance when the boat is sailed flat, and forgiveness when allowed to heel.
• It is a strong, durable boat, affordable to buy and easy to sell.
• There are not many designs that get everything so right
• For these reasons, the Ensign, on January 25th, 2002, was the first boat inducted into the American Sailboat Hall of Fame.

Ensign Resources

• Pearson Ensign One-Page Flyer
• Ensign Drawing
• Line Drawing
• Ensign Specifications
• Factory Installed Equipment
• Factory Options

Ensign On The Web

• Class Association - Ensign Class
• Ship's Store - Ensign Class
• Ensign Classic - EnsignSpars.com
• The Pearson Ensign - MainBoats.com Fleet 67
• Ensign Fleet 72 - SailSaratoga.org
• Pearson Ensign - Wikipedia.com
• Restoration of #1484 - Eraser
• Invictus #748 - Ensign Class Story
• The Other Woman - Ensign Class Story
• Ensign Specs - SailBoatData.com
• Pearson Info - dan.pfeiffer.net
• American Sailboat Hall of Fame - Archive.org

Pearson Ensign Brochures

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