40 ft pilothouse sailboat

• Subscribe Now
• Digital Editions

Best pilothouse boats: 12 of the best boats for year-round adventures

• Top stories

In the last few years, we’ve noticed an explosion of interest in adventure boats that you can use all year round. Here’s our pick of the best pilothouse boats on the market right now…

From Axopar to Viggo, the new boat market seems to be overflowing with pilothouse boats right now and the appeal isn’t hard to fathom.

With enclosed wheelhouses that offer great all-round visibility as well as protection from the elements, the best pilothouse boats have outgrown their Scandinavian roots.

Yards from Italy and Turkey are getting in on the action too, and we’ve recently experienced the joys of boating around the Seychelles in a pilothouse boat .

If you’re looking to try this style of boating, read on for our essential guide to the most exciting pilothouse boats on the market right now…

12 of the best pilothouse boats

Twin-stepped hull gives the Axopar 37 XC first rate performance, efficiency and sea-keeping

Axopar 37 XC

The Axopar 37 XC is a great-looking multi-purpose adventure platform with a range of flexible indoor and outdoor spaces plus the option of authentic four-berth accommodation.

With its second-generation twin-stepped hull, it handles like a proper sportsboat too, while still returning cruising efficiency of around 2.3l/nm at 28 knots with a pair of Mercury 300s on the transom.

It also offers the option of gullwing doors for uprated access and ventilation in the forward cabin, and the options elsewhere are just as rewarding. You can upgrade to twin 350s for 48-knot performance, or spec the aft deck with a stern bench, a wet bar module, a storage compartment or a brilliant aft cabin .

You can also augment the styling with the Brabus Line package or you can add extra functionality with a forward heads compartment and a pilothouse kitchen module. For full-on adventure, it’s very tough to beat.

Axopar 37 XC specifications

LOA: 37ft 9in (11.50m) Beam: 9ft 8in (3.35m) Engine: Twin 225-350hp outboards Top speed: 48 knots Starting price: £278,000 (inc. VAT)

Read more about the Axopar 37 XC

The Dale 40 makes light work of big seas

Introduced in 2019, the award-winning Dale 40 is a pilothouse boat unlike any other. As you would expect of a Dale , it gives you a steady trim angle throughout the rev range and a perfectly judged balance between forward buoyancy and softness of entry, but it supplements that with extra bow flare and deeper freeboards for an even drier ride at sea.

It’s also a great boat for adding flexibility to your nav plans. The fore-and-aft ensuite cabins enable two couples to cruise for weeks on end and the wheelhouse is easily converted for a third couple.

In terms of range, a combined fuel capacity of 2,300 litres delivers 350nm at 20 knots – and if you want to leave the open sea behind and explore Europe’s inland waterways, the Dale 40’s wide side decks, open aft helm and arrow-straight tracking make it perfect for that too.

Dale 40 specifications

LOA: 44ft 2in (13.48m) Beam: 13ft 10in (4.23m) Engine: Twin Volvo Penta D6 340-480s on shafts Top speed: 28 knots Starting price: £987,777 (inc. VAT)

Read more about the Dale 40

The Dromeas D33 SUV is a stylish 50-knot weekender

Dromeas D33 SUV

As the larger of Dromeas’s two pilothouse boats, the very latest D33 SUV takes the same thoroughbred underpinnings as the D33 WA but adds an enclosed cockpit with twin side doors for uprated year-round practicality.

Available with inboards or outboards , this 50-knot offshore platform also uses aggressive spray rails, thickset rubbing strakes and elevated forward gunwales for a safe, dry ride.

There’s a range of options to help configure the aft deck to your needs, and down below, an open-plan layout provides bright, comfortable sleeping for four. Easily customised and inherently versatile, the new Dromeas D33 SUV is a seriously impressive piece of work.

Dromeas D33 SUV specifications

LOA: 27ft 1in (10.50m) Beam: 8ft 10in (3.15m) Engine: Single or twin outboards up to 800hp Top speed: 50 knots Starting price: £211,200 (inc. VAT)

This is the Daddy of the Nimbus pilothouse boat range, complete with fully enclosed wheelhouse and a pair of Volvo’s 4-cylinder 320hp sterndrive diesels for good measure.

It is, being a Nimbus , incredibly practical and well thought out. There are guardrails all the way along the side decks and wherever there isn’t a guardrail you can guarantee there is going to be a hand hold.

The side decks are deep and safe and there is bespoke storage for the boat’s fenders on the transom and a dedicated slot for the wooden boat hook outside the cockpit doors. These are the sort of practical details that Nimbus’s designers chalk off in their sleep but they make life on board so much easier.

Nimbus C11 specifications

LOA: 40ft 7in (12.4m) Beam: 11ft 4in (3.46m) Engines: Twin 320hp Volvo Penta D4 Top speed: 40 knots Starting price: £361,549 (inc. VAT)

Read more about the Nimbus C11

The Nordkapp Gran Coupé 905 is available with twin 225hp outboards or a single 600hp V12

Nordkapp Gran Coupé 905

The Gran Coupé 905 is a practical, versatile (and rather beautiful) four-berth adventure companion but the V12 model ramps things up in a serious way.

For a start, there are no optional extras here because everything is included. That extends from the Webasto heating, hot and cold water, stern anchor and electric soft top to the bow and stern thrusters, forward sundeck, convertible cockpit and fully featured heads.

And then there’s the engine. While the base 905 is available with a 300hp outboard or twin 225s, this top-of-the-line variant comes with Mercury’s 7.6-litre V12 Verado 600hp outboard motor for ferocious pick-up and speeds in the region of 55 knots.

With sociable outdoor zones fore and aft, plus convertible pilothouse shelter and class-leading performance, this unashamedly high-spec four-season family cruiser is a boat you simply can’t ignore.

Nordkapp Gran Coupé 905 specifications

LOA: 29ft 11in (9.12m) Beam: 9ft 9in (2.98m) Engine: Mercury Verado 7.6-litre 600hp V12 Top speed: 55 knots Starting price: £240,450 (inc VAT and 300hp engine) / £319,950 (inc. VAT and 600hp engine)

Modified chines make the Nord Star 33+ an even smoother ride than its predecessor

Nord Star 33+

The Nord Star 33+ uses the existing 32 hull with modified chines to make it even softer and more forgiving at sea. It also comes with bonded windows and smaller mullions for uprated visibility, plus revised bulwark boarding gates and twin side doors for extra practicality.

The optional Cruiser package looks particularly well judged. In addition to French doors that bring the cockpit and saloon into easy union, it offers some useful flexibility in relation to the way the galley and lower atrium interact.

You can spec each side of the atrium with a heads and separate shower; you can swap the port space for a lower galley; or you can leave the galley up top and use the port compartment as a massive walk-in wardrobe.

Either way, with a pair of D4 270s, this practical four-berth Nordic pilothouse boat offers a really satisfying combination of fuel efficiency, performance and living comfort.

Nord Star 33+ specifications

LOA: 36ft 5in (11.40m) Beam: 11ft 1in (3.40m) Engine: Twin inboard diesels up to 872hp Top speed: 45 knots Starting price: £365,000 (inc. VAT)

Read more about the Nord Star 33+

Pardo has eased back the power to give the Endurance 60 extra efficiency and range

Pardo Endurance 60

The Pardo Endurance 60 might look more like a mini superyacht than an all-action pilothouse boat, but its credentials are very strong. At 59ft in length with a fully enclosed wheelhouse and deep walkaround side decks, it uses a compact, low-slung flybridge to keep the centre of gravity as low as possible.

The decking ahead of the flybridge wind deflector is a great place to sit with a view or ideal for stowing a couple of bikes or stand-up paddle boards . Back aft, in addition to a hydraulic swim platform big enough for a proper jet tender, twin fold-down bulwarks create an extra 180ft² of cockpit space with great access to the water.

Available with a pair of IPS 700s or 800s and capable of sleeping up to eight people, the Pardo Endurance 60 is by no means a fast boat, but if you want long-distance adventure with extra style, refinement and luxury, this is a fantastic way to achieve it.

Pardo Endurance 60 specifications

LOA: 59ft 3in (18.08m) Beam: 16ft 8in (5.13m) Engines: Twin Volvo Penta IPS 700-800s Top speed: 25 knots UK starting price: €2.83 million (inc VAT)

Read more about the Pardo Endurance 60

Despite the extra weight created by the pilothouse, the Quarken 27 Cabin still tops out at 43 knots

Quarken 27 Cabin

The Quarken 27 Cabin takes all the user-friendly day boating intelligence of the award-winning Quarken 27 T-Top and adds a pilothouse for extra multi-purpose flexibility.

Like the open models, it uses an asymmetric design with a full-width port walkway to keep fore-and-aft movement free and easy. It also factors in a full-size sliding door for simple single-handed berthing, plus a seating design that enables you to face out from a sheltered position.

Capable of sleeping two people and seating up to eight, the Quarken 27 Cabin employs the same twin-stepped hull and Yamaha F300 outboard with finger-light digital steering as the rest of the 27 models.

And while the pilothouse structure does incur a little extra weight, this model still manages to achieve a top end of 43 knots, alongside claimed running efficiency of 1.6l per nm for a cruising range of 150nm.

Quarken 27 Cabin specifications

LOA: 27ft 5in (8.35m) Beam: 8ft 6in (2.59m) Engine: Single Yamaha F300 outboard Top speed : 43 knots Starting price: £144,442 (inc. VAT)

Read more about the Quarken 27 Cabin

Rhea is known for its 1970s-style flared bow and classic frigate stern

Rhea Trawler 34

The Rhea Trawler 34 is a seriously flexible boat. It’s available as a flybridge or a sedan and with single or twin shaft drives hooked up to Nanni, Volvo or Yanmar engines.

Like the Timonier line, it’s easy to helm, easy to beach and very kind in a North Atlantic swell. With flat decks, raised bulwarks and a closed transom, it’s also ideal for exposed passages.

And it also comes with a spacious forward owner’s cabin , plus a bathroom with separate shower, a starboard guest cabin and an optional crew cabin for those who need a third double berth.

Rhea Trawler 34 specifications

LOA: 34ft 1in (10.40m) Beam: 13ft 1in (3.98m) Engine: Single 380hp – twin 270hp inboard diesels Top speed: 21 knots Starting price: €585,000 (inc. VAT)

Impeccable seafaring and fit-out make the Sargo 45 our pick of their pilothouse boats range

The Sargo 45 is a very easy boat to enjoy. From the quick-access fender stowage to the massive single-level side decks, the wide-gauge fuel fillers and the side-entry engine bay, the simple things are superbly executed.

With its adjustability, all-round views, skipper’s side door and whisper-quiet double-glazed refinement, the helm also feels like an object lesson in seafaring ergonomics.

And then there’s the accommodation. The fit-out is impeccable, headroom throughout is great and with a convertible dinette, an ingenious ensuite mid cabin and a pair of forward cabins with large day heads, you could easily sleep six to eight people in the utmost comfort.

Even the cruising efficiency looks good. Twin 480hp Volvo Penta D6-IPS650s will deliver 36-knot performance alongside four litres per nautical mile at 30 knots and a range in excess of 300 miles – and you also get the option of sterndrives and a flybridge.

Sargo 45 specifications

LOA: 47ft 11in (14.60m) Beam: 14ft 0in (4.25m) Engine: Twin Volvo D6 440 / IPS-650 Top speed: 36 knots Starting price: €995,000 (inc. VAT)

Read more about the Sargo 45

The Targa 32 Coupe can reach speeds of up to 48 knots

Targa 32 Coupe

The Targa 32 is a fantastic all-rounder. It comes with a flybridge and second helm as standard but, as elsewhere in the range, you can also spec it with a flat roof, an aft door and a large roof rack for your kayaks and paddleboards.

Down below, two comfortable cabins make it popular for families, but you can also choose between a sociable foredeck cockpit or an optional raised bow for extra space in the forward double. It’s also the most versatile Targa in terms of engines.

Diesel options range from twin Volvo D4s right up to the biggest D6s for performance of up to 48 knots alongside a fast cruise of 38 to 40 knots. A pair of Mercury Verado V8 300 or V10 400 outboards are also an option.

But even twin D4 320s will deliver a top speed of 40 knots, while creating some handy extra space in the engine room for bulky baggage or folding bikes .

Targa 32 Coupe specifications

LOA: 35ft 4in (10.78m) Beam: 11ft 1in (3.37m) Engine: 640-880hp inboard diesels Top speed: 48 knots Starting price: £399,840 (inc. VAT)

Viggos are known for their tough aluminium construction and shallow draft

Viggo C10 Offshore

Viggo’s C10 Offshore employs the same deep-vee (24-degree) hull form as the 8m boats but uprates it for Category B use. It also benefits from a more acute bow shape, single or twin engines, separate fuel tanks, and a backup system for the power supply.

As on the Viggo C8 , the layout has been designed so you can pass freely from bow to stern through fore and aft doors and remarkably, up to ten passengers can sit underway in the shelter of the pilothouse.

It’s a seriously quick boat too, thanks to a twin 450hp outboard option that brings a rip-snorting 65 knots into play. And to harness all that power, it also uses a pair of central K-Plane hydraulic trim tabs, which do much the same job as a 200-litre bow tank – pinning that nose in a rough head sea and avoiding any unnecessary air time.

Viggo C10 Offshore specifications

LOA: 35ft 11in (10.95m) Beam: 9ft 8in (2.95m) Engine: Single 450hp / Twin 300-450hp outboards Top speed: 48-65 knots Starting price: £359,400 (inc. VAT)

If you enjoyed this…

Be first to all the latest boats, gadgets, cruising ideas, buying advice and readers’ adventures with a subscription to Motor Boat & Yachting . Available in both print and digital formats, our monthly magazine will be sent directly to your home or device at a substantial discount to the usual cover price. See our latest offers and save at least 30% off the cover price.

Galeon 440 Fly sea trial: You won’t believe how much they’ve packed in!

Pardo gt65 first look: 64 footer with expansive foredeck lounge, how to check your chartplotter’s accuracy, latest videos, parker sorrento yacht tour: 50-knot cruiser with a killer aft cabin, yamarin 80 dc tour: a new direction for the nordic day cruiser, is this the best compact cruiser money can buy aquador 250 ht tour.

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

• Free Newsletter
• Give a Gift

How to Sell Your Boat

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

Rhumb Lines: Show Highlights from Annapolis

Open Transom Pros and Cons

Leaping Into Lithium

The Importance of Sea State in Weather Planning

Do-it-yourself Electrical System Survey and Inspection

Install a Standalone Sounder Without Drilling

Rethinking MOB Prevention

Top-notch Wind Indicators

The Everlasting Multihull Trampoline

In Search of the Snag-free Clew

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

Reducing Engine Room Noise

Breaking Point: What Can Go Wrong With Your Yanmar?

Mildew-resistant Caulks for Boats

Can We Trust Plastic Boat Parts?

Repairing Molded Plastics

Mailport: Marine plywood, fuel additives, through bolt options, winch handle holders

The Day Sailor’s First-Aid Kit

Choosing and Securing Seat Cushions

Cockpit Drains on Race Boats

Rhumb Lines: Livin’ the Wharf Rat Life

Resurrecting Slippery Boat Shoes

Shoe Goo’s Gift to Sailors

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

Marine Toilet Maintenance Tips

Learning to Live with Plastic Boat Bits

The Ultimate Guide to Caring for Clear Plastic

• Sailboat Reviews

Valiant 40: Reshaping the Cruising Hull

Nearly 50 years later, globetrotters still prize bob perry’s iconic design..

The Valiant 40 has a long history. In 1972 Nathan Rothman decided to start a boatbuilding business and approached old friend Bob Perry to design the ultimate cruising yacht. At that time Rothman and Perry were young, poor, relatively inexperienced, and full of ideals. Perry accepted the offer without even asking to be paid right away.

The decision to make the Valiant a double-ender was a marketing one based on the skyrocketing success of the Westsail 32. The Westsail had just been featured on the cover of Time magazine; double-enders were “in.” Rothman sent Perry a photo of Aage Nielsen’s Holger Danske and said, “Let’s have a stern like that.”

So I took that fanny,” said Perry, “and with all my experience on race boats, I designed a high-performance cruising boat.” Rothman contracted with Uniflite to build the boats in Bellingham, WA, and the first Valiant was launched in 1973.

In the late ‘70s Rothman sold Valiant to Sam Dick Industries, who continued to build the boats under contract with Uniflite. Uniflite eventually bought the company from Sam Dick Industries. Finally, in 1984, Rich Worstell, one of Valiant’s most successful dealers, bought Valiant Yachts, and began building the boats on Lake Texoma.

In 1992 Worstell began building the Valiant 42, which featured a new deck, new keel, more ballast and three different interior configurations. PS reviewed this boat in December 2006.

Until closing up shop in 2011, Worstell also manufactured the Valiant 32, 37, Pilothouse 40. and 47. Every boat was semi-custom and each Valiant buyer was encouraged to come to the factory at least three times—once to decide exactly which options they wanted, once to oversee the building, and once to commission the boat.

“We like every customer to shake his boat down at our lake facility so an) problems can be fixed right here at the factory,” said Worstell.

Over the years Valiant has gained a considerable reputation. Veteran singlehander Francis Stokes sailed his Valiant 40 Mooneshine to victory (first American monohull) in the 1980 Ostar; in 1983 Mark Schrader sailed a Valiant 40 safely around the world singlehanded, and again, in 1986-87. Schrader’s Valiant 47 Lone Star completed the BOC.

Although proud of the design’s offshore record, Perry points out that it’s not the boat for everyone. “If I were going to hang out in St. Tropez or Portofino, I’d need a different boat—no question. I’d need pointy deck shoes-and a pointy boat there’s a comfort that comes with being in a slightly less-than-all-perfect, smarmy environment—and the Valiant seems to suit that.”

The Valiant 40’s generous beam carries well aft, allowing ample room below.  Owners were allowed great latitude in customizing the interiror. The ‘traditional’ layout features the head forward, just aft of the v-berth.

• The ample main saloon features a fold-down table and two full-length settees for sea berths during long passages. Offset slightly to port, thecompanionway’s position allows for a bigger galley and a wider aft cabin.

• The U-shaped galley features plenty of counter space for food prep and ample drawers and overhead cupboards for storage.

• The aft cabin offers a small locker and room for two. An overhead and two ports hatch provides good airflow, rarely found in many aft cabins.

• In the traditional layout, the functional head and shower are located just aft of the v-berth on the port. Later versions of the hull, moved the head aft, where it was more accessible from the cockpit.

• The forepeak could be arranged like a traditional v-berth, but some owners opted for a pullman berth (or storage shelf and additional lockers.

Construction details

Early in Valiant’s boatbuilding history, Uniflite Corporation experienced extensive hull blistering problems both above and below the waterline due to their use of a fire-retardant polyester resin. To combat the problem, Worstell began using a 100-percent isophthalic resin used in conjunction with an isophthalic gelcoat. Although tests performed by Comtex Development Corporation in Bridgewater, MA prove that vinylester blisters less readily than isophthalic resin, Worstell claims he has had no problems with blistering since 1984.

Valiant was convinced that the answer to hull blistering lies not just in the choice of materials but in the care with which boats are built. Resin was catalyzed a gallon at a time, and hulls were laid up by hand. Valiants also came with 21 mils of epoxy, about eight coats, applied to the bottom of the hull. Topsides were coated with Imron polyurethane paint.

The Valiant hull is an uncored, solid laminate. The deck is balsa-cored fiberglass with molded nonskid surface. Anywhere “stressed” through-bolts enter the deck or cabin house, Valiant puts in high-density foam or hot-coats the end-grain balsa to prevent water from seeping in. All heavily-loaded deck hardware, including grabrails, is installed with backing plates or heavy-duty washers. Chainplates are stainless steel straps that extend through the deck.

Valiant V-cuts their chainplate slots so that extra 3M 5200 sealant can be forced in to form a pressure gasket against the chainplate. Two chainplates through-bolt to 1 ½-inch to 2-inch knees glassed to the inside of the hull. One of the chain plates through-bolts to the main bulkhead. All are very accessible.

The hull-to-deck joint on the Valiant is hard to fault. At the top of the bulwark there is an inward-turning flange. On deck, the edge of the molding turns upward to form the inner bulwark face, then outward at the top to overlap the hull flange. The joint is bedded in 5200 and through-bolted. The bulwark is then capped with a teak or aluminum rail. We would be tempted to opt for the aluminum one, since it eliminates the upkeep of teak and is more protective against chafe.

The rubbing strake is made of high-density foam glassed to the hull with a sacrificial teak strip on the outside. There is also a stainless rub rail option.

The keel is an external lead casting, bolted to the stainless steel bolts and backing plates. A conventional keel is standard, but some owners choose the shoal-draft model. Valiant would build the Valiant 40 keel anywhere from 5’ 2” to 6’ in depth, but it can only be cut down in 2-inch increments.

Rather than molding the skeg as an integral part of the hull. A steel weldment is encased in a two-piece fiberglass shell filled with high-density foam and mish-mash. The skeg is then epoxied to the bottom of the hull and bolted in place with stainless steel bolts, nuts, lock-washers, 5200, and a backing plate. Valiant glasses over the skeg again once it is in place to cover the seam. This type of skeg construction is very strong and should provide adequate protection if you hit a submerged object or run aground.

The skeg heel is through-bolted to the bottom of the skeg. The rudderpost, made of 1 3/4” diameter stainless steel bar, rides on three bearings—one in the gudgeon, one where the rudder post goes through the hull, and a final bearing at the top in the rudder support bracket. Like the skeg, the rudder is filled with high-density foam and mish-mash and molded in one piece with the rudderpost. Valiant fabricates over 50-percent of the components for its boats in-house, including the mast step timber which is the same for the Valiant 37, 40, 47, and Pilothouse 40.

To form the mast step, ½-inch aluminum plate is TIG-welded to form a massive H-beam. The H-beam is then through-bolted to the floor timbers, and the mast sits in an oval-shaped aluminum weldment that is bolted to the custom mast step. This arrangement provides a strong platform, and eliminates corrosion problems that occur if a mast is stepped in the bilge. A tie-rod extends from the mast step to the deck to keep the deck from overflexing or ‘’panting.”

Wooden bulkheads, which end at the cabin sole, are glassed to the hull with three layers of fiberglass mat and cloth. Valiant also glasses-in a series of 12 transverse floor timbers made of 2 ½-inch to 30-inch high-density Divinycell closed-cell foam, to stiffen the hull. Many production boats use continuous bulkheads or a molded floor pan for the same purpose. Installing floor timbers, rather than a molded fiberglass body pan, not only provides strength, it also gives Valiant the freedom to customize its interior. Valiant believes that glassing furniture to hull and bulkheads replaces the need for longitudinal stringers. (This holds true, they say, regardless of which layout you choose.) The deep bilge is gelcoated and all furniture is structurally bonded to the hull.

Valiant uses bronze ball-valve seacocks screwed directly onto the threaded tail of the through-hull fitting. We consider this type of seacock inferior to flange-type seacocks because it can put too much stress on the fitting. We recommend a flange-type seacock with mechanical fastenings and a backing plate. If you are averse to putting holes in your hull, there is a simple solution. (see “Seacocks for Thin Hulls,” PS February 2019).

Two water tanks located under the settees port and starboard hold 140 gallons of water. Tanks are built of high-density polyethylene. Each tank has a large inspection plate, and vents to the bilge.

Valiant bonds their boats to protect them from electrolysis. Seacocks, prop shaft, and all underwater hardware are tied to a 6”x6” zinc that is recessed into the hull. On older boats we’d recommend a corrosion survey to ensure that bonding system has no stray current leaks and that the anodic protection is properly matched to prevent galvanic corrosion.

For lightning protection, Valiant grounds the chain plates and mast base to the keelbolts. A single sideband counterpoise, consisting of copper strapping tied to the keelbolts is also available as an option.

Except for the significant blistering that plagued the Uniflite hulls, most of the problems with Valiant 40 are typical of many boats of this era or easily fixable. Owners have learned to live with many of the issues that irked our testers. Most of them have been remedied in the later Valiant 42.

• The trademark fin keel was offered in a deep (maximium 6 feet) and shoal draft versions (minimum 5’ 3”). Owners could also specify a draft in between the minimum and maximum, at 2-inch intervals.

• The dual roller crowds the furler but serves its purpose. Some owners have added a small sprit, standard on the newer Valiant 42.

• High quality silicon bronze seacocks thread directly onto the through hulls. Bolted, flanged seacocks are preferable.

• A PVC chain pipe leads chain aft into the forepeak, but is prone to jamming. Some owners cut acces slots at the top for easy unjamming.

• A lift-open hatch offers good access to the engine space.

Engine And Mechanical Systems

The Valiant has a large, well-designed engine room. There’s plenty of space to sit down to check the batteries or work on the engine or generator. However, the engine room sole, which follows the curve of the hull, is slippery. We advise coating the sole with non-skid.

Over the years, Valiant has used Westerbeke, Perkins, and Volvo engines. The late 1980-era model we tested had a three-cylinder Volvo 2003 Turbo, rated at 42 horsepower at 3000 rpm with a V-drive transmission and a 3:1 reduction gear. The front of the engine is accessible from the engine room for servicing filters and belts or changing the oil. The aft ends of the engine and transmission are accessible from the owner’s stateroom or head, depending on which interior layout you choose. Sound insulation is good.

Volvo’s flexible mounts are bolted to pieces of 4”x4” aluminum angle through-bolted to two high-density foam beds glassed to the hull. The engine has a Volvo water-lift type exhaust system. The exhaust system hose is looped high to prevent salt water from back-siphoning into the engine. In general, installation is very good.

However, many mechanics believe that a turbo-charged engine is too complicated for a small boat (see “ Diesel Mechanics Forum ,” PS January 15, 2002). We’d prefer to see the Valiant fit with a naturally aspirated four-cylinder engine, about 100 cubic inches.

The electrical system includes 110-volt AC 12-volt DC service, and is controlled by a custom distribution panel mounted next to the navigator. Wiring is to ABYC specification, and color-coded, and neatly run through a PVC pipe to the engine room. There’s a handy pennant supplied for running extra wires.

Two 105-hour deep-cycle batteries come standard and owners could order two extra 105-amp-hour batteries wired in parallel with the original two batteries. Many owners have changed the system, creating two nominally isolated house banks of 180-200 amp-hours each, and upgraded the size of the alternator. For those who want all the amenities of home, Valiant neatly installed an auxiliary generator (Northern Lights 5kW) behind a sound-proofed door in the aft end of the engine room. The plumbing system includes hot and cold pressure water.

As an option you can also order a Whale foot-pump in the galley or head that can be used fresh or salt water. We consider manual foot pump essential equipment for long-distance cruising We’d also be tempted to purchase the handy Jabsco deck washdown pump.

The standard electric bilge pump is a Par 36600 (eight gallons-per-minute capacity). This pump is inadequate for emergency bilge pumping. We’d recommend adding a second electric pump, even though there is a manual Whale Gusher mounted on the forward end of the cockpit well.

Patrick Childress taught us a lot. He taught us how to climb our mast alone, safely and easily. He gave us step-by-step instructions to repair and paint a leaky water tank without harmful poisons or paints, and how to build a boat security system for a few bucks. He showed us how to deal with a dismasting at sea, and how to rebuild the rig from chainplate to masthead so that it would never happen again. And that is just scratching the surface of Childress’ contributions to this publication, and a bare smidgen of the practical, cheap solutions that he’s shared with the cruising community.

His work has appeared in nearly every major US sailing publication and more recently reached a worldwide audience through the blogs, vlogs, and YouTube channel that documented he and his wife Rebecca Childress’ circumnavigation. And through it all, he was a low-key, just-the-facts dude, focused on getting the right message out—even if it meant running contrary to conventional wisdom, which it often did.

Patrick grew up in Miami and was soon drawn to the sea. In 1980, he set out on one of the most improbable small-boat voyages in cruising lore—a circumnavigation in a 27-foot Catalina Juggernaut that he’d upgraded significantly for the voyage. Three years later, he returned and began working toward his next big adventure.

Starting a home repair business in Rhode Island and sailing boats back and forth to the Caribbean, he and Rebecca soon earned enough freedom chips to embark on his second trip around the world with Rebecca on one of the most prudently outfitted Valiant 40s at sea today, Brick House .

On June 8, Childress died in Cape Town, South Africa of complications from COVID-19. He was 69. We will miss his wit, wisdom, and courage, though are comforted that his work lives on in this magazine, on the Web, and in the stories of friends and family who were fortunate to cross his path. To find out more about Patrick’s life and work, you can visit is blog www.whereisbrickhouse.com .

Handling Under Power

The Valiant 40 hull is easily driven; the 43-horsepower, Volvo 2003 Turbo at a normal cruising RPM of 2400 gives you a speed of 6 knots through the water in flat seas. The boat handles particularly well under power in tight quarters or when docking stern-to. A two-bladed fixed propeller is standard equipment. You can order a two- or three-bladed feathering Max-Prop, which will improve your performance under power and sail. If you order the genset option, fuel is stored in two aluminum saddle tanks with a total capacity of 110 gallons. Without a generator, fuel is carried in one 90-gallon aluminum fuel tank. There’s a handy fuel gauge mounted at the nav station which eliminates guessing how much diesel you have left.

Handling Under Sail

With a fine entry, a long waterline, a reasonably efficient underbody, and moderate wetted surface, the Valiant sails as well as any fast cruiser of her size.

The Valiant’s broad flared bow makes her least efficient in a steep chop to weather. As soon as you bear off, however, the big flared bow becomes all sailing length, and the boat becomes very powerful, especially on a reach or broad reach in heavy air. She also performs respectably downwind. She’s not as fast as a more modern, lighter racer/cruiser, but she’s no slouch, either.

The Valiant is cutter-rigged with the mast stepped fairly well aft. This makes for a small manageable mainsail (306 sq. ft.). and a foretriangle that is substantially larger than it would be on a typical sloop-rigged 40-footer. Still, the boat is unusually well-balanced and easy to handle. You can sail it either as a sloop or cutter (there’s a quick release option on the inner forestay), and if you’re shorthanded you’ll probably prefer the double headsail rig.

Perry broke tradition when he designed a fin keel and skeg rudder for the Valiant. (At that time full keels were considered de rigueur for serious offshore cruising.) Since 1973 Perry has updated the keel twice.

“The initial keel was expensive and difficult to build, so Uniflite asked me to design a stiffer, less expensive one,” Perry told us. His second keel design lowered the VCG (vertical center of gravity), deepened the bilge, and generally improved the boat’s performance. It was also much easier to build. The last change was again an effort to make the building effort more efficient, and provide a variety of keels.

“With new foil developments we thought we could make it better yet,” said Perry, “so I called up Dave Vacan’ti, who specializes in keels, and we came up with another foil-the same foil shape that was used on Mongoose in the Transpac.”

The latest keel packs more weight into a shorter chord length and changes the leading edge angle. With increased stability, the newer deep-keeled Valiants can carry more sail and are faster than older boats. The shoal draft models are a compromise. They don’t point as high as the 6-foot keel, but they do permit the cruising sailor to venture into shallower waters. Unless shoal draft is critical for you, we’d stick with the normal keel.

The Valiant came with continuous Navtec rod rigging; the inner forestay and intermediates, however, are wire. Instead of using running backstays to counteract the load of the inner forestay, the standard Valiant rig incorporates fixed intermediate shrouds which lead just behind the aft lower shrouds. The intermediates give minimal fore and aft support to the mast and could cause unnecessary chafe on the mainsail downwind. Running backstays would solve this problem.

A Navtec hydraulic backstay adjuster is optional, but you might want it if you go for roller-furling on the headstay. The tapered mast is custom-welded by Spar Tech Inc. in Seattle, and then painted with Imron. Sail handling hardware is excellent, with Schaefer genoa and staysail tracks. Winches are Lewmar and adequately sized.

The halyard winches can be mounted on the mast or on the top of the cabin trunk at the front of the cockpit. Unfortunately, the staysail winches are located directly in the way of the cockpit dodger, preventing you from swinging the winch handle in a complete circle. Wheel steering is Edson with radial drive. The drive wheel is easily accessible from the cockpit locker. The emergency tiller arm is offset 90-degrees so you don’t have to remove the wheel to install the tiller, but there’s no comfortable place to sit when using it.

Because the cockpit lockers are huge, the hatches should be gasketed and fitted with latches that can apply pressure to the seal. Surprisingly, there is no molded breakwater for a cockpit dodger. This makes it almost impossible to get a watertight seal around the bottom of the dodger.

Hatches are Lewmar except for the main hatch, which is custom-made of fiberglass and Lexan. Two dorades and a mushroom vent provide extra ventilation below. While these help beat the heat in the tropics, we are prejudiced against cutting unnecessary holes in the deck.

Below decks

One of the biggest advantages of a semi-custom boat without a molded hull liner is the ability to alter interior arrangements to meet an owner’s needs. Presently, the Valiant 40 has two standard layouts, but Worstell was willing to make any changes a buyer wants provided they didn’t interfere with the seaworthiness or integrity of the boat.

The original standard belowdecks arrangement has V-berths forward with an insert to form a double. There’s a divided chain locker in the bow and a PVC pipe can be led to a locker under the forward berth for anchor chain storage. Although we agree with keeping weight out of the bow, we’d worry about the anchor chain jamming in the PVC pipe.

Closed-cell foam, ½-inch thick, is used throughout the boat above the waterline for insulation. Aft of the forward berths to starboard are two cedar-Lined hanging lockers plus additional storage The head is to port. The head door has a complicated levered door handle that, on the boat we inspected did not catch properly. We prefer very simple closing devices on all doors to avoid this type of problem. There is ample locker space in the head for towel and sundries. The oval-shaped stainless steel sink is moderately deep, but we’d opt for a manual foot pump as well as the standard hot and cold pressure water.

On the boat we inspected the shower and head occupied one space. As an option, owners could order molded fiberglass shower stall with built-in seat an removable teak grates. There’s no separate shower sump; shower water is pumped directly overboard.

In the main cabin there are settees port and starboard with a choice of shelves or a pilot berth above the settees. You could even opt for a special television shelf. The port berth has a pull-out option that make a narrow double (6’ 8” x 3’ 2”). There is a white Formica drop-leaf dinette table that measures 3’5” x 4’ 3” when fully extended.

To port, aft of the saloon is a well-laid-out U-shaped galley. A four-burner Regal propane stove with oven and broiler is standard, but a Force 10 could be installed as an option.

Propane is stored in a vent lazarette locker holding two 11-lb. tanks. We’d prefer two 20-lb. tanks for long distance cruising, and Valiant owners have added safe on-deck storage to accommodate additional tanks. There are four, cedar-lined, lock-in-type drawers for cutlery, and oodles of storage above the sink and stove for food stores. spices, and dinnerware. However, we’d like to see the large port side locker divided into smaller cubicles to keep things in order offshore.

There are adequate double sinks (9-inch deep) located across from the icebox. Foam insulation in the box measures only 2 inches thick on the lid, and 3 inches on the inside. This might keep things cold in northern latitude but it won’t be as effective in the tropics.

A good-sized nav station, facing fore and aft lies to starboard opposite the galley. The chart table is large enough for any chart folded in half and allows adequate space for electronics, navigation instruments, sextant, and books. There is also storage for charts under the nav table, as well as extra under the nav seat.

Just starboard of the companionway ladder are three vented storage lockers. One is a wet locker with canvas that unzips for ventilation. To port of companionway is a double stateroom—again with plenty of stowage under bunks and in lockers.

As an alternate arrangement, Valiant designed an interior which we think a cruising couple without children may prefer. As you come down companionway steps there’s a quarterberth to starboard, and a head to port. The layout in the main cabin is the same as the original interior layout. However, forward of the saloon on the port side is a good-sized double berth with hanging lockers and storage opposite. The forepeak then becomes a well-appointed storeroom for sails.

This layout is preferable offshore. First, the head is easily accessible from the cockpit—and aft where motion is less violent. Second, the off-watch can sleep snugly in the quarterberth, but still be in earshot of the person on deck, or within arm’s length of the nav station or galley. The double berth forward can be used for sleeping in harbor. Headroom everywhere is 6’ 2”. Lighting is good throughout the boat, especially in the nav station and engine room.

The Valiant comes with two standard interiors: oiled teak or white Formica with teak trim. An interior of white Formica with teak trim is a practical combination that provides light and a feeling of space, but it may appear stark to those familiar with wood interior spaces. We’d at least opt for the white Formica with teak trim (varnished) in the head and galley.

The cabin sole is not a cheap veneer. It’s ½-inch teak with poplar strips mounted on ¾-inch ply. Again, we’d choose to have it varnished rather than just sealed, but some people find a varnished cabin sole too slippery.

Conclusions

The Valiant 40 is a true high-performance blue-water cruiser. It’s also a well-built boat. You’ll be hard pressed to find another builder who was more dedicated to his product than Rich Worstell. Basically, he took pride in building the Valiant, and, if he wanted owners to be proud of it, too.

There are a few things we don’t like about the Valiant. Most of them have nothing to do with seaworthiness. They’re purely aesthetic. For example, the cabin trunk is too boxy for some people’s tastes, and we’d like to see the boat built with oval instead of rectangular ports. The joinerwork is good, but no better than you’ll find on other boats in this price range. Basically, the Valiant is just not as flashy as more expensive semi-custom boats like the Alden 44. But the Valiant is an honest boat. It’s strong, it’s seakindly, and as Perry so aptly said, it’s “been everywhere, and done just about everything.”

VALIANT , www.valiantsailboats.com

RELATED ARTICLES MORE FROM AUTHOR

Valiants are great boats. Most valiants will last another 50 years.

I’m a valiant owner, she has kept be safe in many a Heavy sea she may not be the fastest boat on the water but she’ll keep you safe and sail anywhere, I’ve hit rocks doing 8 knots only real damage i did was pull the skeg of the rudder, there just great boats i could talk for ever about a valiant 40

LEAVE A REPLY Cancel reply

Log in to leave a comment

Latest Videos

How To Make Starlink Better On Your Boat | Interview

Catalina 380: What You Should Know | Boat Review

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

Boats for Sale

40' mainship 40 pilothouse pilothouse.

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 contact the listing broker.

Price Reduced

Vessel Walkthrough: The Mainship 40 is a very comfortable, solid and economical cruiser for one couple with accommodations for the occasional second couple. One forward stateroom with ensuite head, pilothouse, combined salon/galley with carpet and new flooring, and day head. The cockpit is large and functional and the flybridge provides excellent visibility in good weather. The flybridge has bench seating forward of the helm station, with walkthrough on the port side. There are two upholstered helm chairs with weather covers. The rest of the huge flybridge area is open for more seating and enclosed with SS railing.

The salon is very bright and with the sliding doors into the cockpit, gives the feeling of a much larger yacht. 1" Levelor blinds and carpets. An Optimus AM/FM/CD with speakers in salon, pilothouse, and cabin. There is sunbrella canvas and see through screening on the pilothouse sides. Her seller has added some custom feature since he purchased he a little over 2 years ago. A health issues forces the sale. The salon has new flooring, A very nice custom bar has been added with overhead glass rack. New synthetic teak aft deck was added. Behind the louvered cabinet doors is a new Vizio 40� Flat Screen TV

• Specifications
• Description

� Dees Guys sleeps 4. Two in the forward master stateroom and two in a convertible custom berth in the salon. � The master stateroom is forward with a large double berth to the starboard side and has an ensuite head with a stall shower.

� Lots of storage space � Stand-up shower � VacuFlush marine toilet

� Convenient day head on the starboard side with a Vacuflush toilet

� 2 - under-counter Norcold 12v/110v refrigerators with freezers � 12 gallon 110v water heater � Ample storage and counter space � Princess 3 burner electric stove with oven � Single stainless steel sink with pullout faucet � Rival microwave

A large Master Stateroom features 6'3" headroom, an ensuite head with standup shower and is air conditioned. The queen size bed is situated on the STBD side. Lots of walk-around and dressing room in this Stateroom. Two large hatches and two opening side portals allow for a light airy feeling in the Stateroom. There is a large closet and lots of drawer space with a built- in bureau on the port side. Also drawer space under the master bed with shelves port and starboard. Access to chain locker at foot of bed (and on deck).

� 44# Claw anchor with 5/16" BBB chain & nylon rode � S/S Plow anchor with chain & rode. � Electric windlass � (6) life jackets � Bimini top � Solid stainless steel bow and side rails � Fenders and lines � AFI search light � Wicker furniture on upper deck � Swim ladder � Swim platform � Bow pulpit with rails � Navigation lights � Coast Guard safety package

� (2) 8D batteries; two for starting main engines, one for house/switchable, one genset starting battery � 1 Group 27 battery for Genset � Inverter � 6.5 kw Isuzu diesel generator � 110v/30 amp electrical input dockside � 12v DC system

� (2) VHF radios-one at each station � (2) Richie compasses � Raymarine 435i GPS/Chart lower station � Furuno 1715 Radar at lower station � Electric air horn � (2) digital depth sounders - one in lower station, Standard digital in upper. � Gemini 400C Fishfinder � Brigade Back Up Camera lower station � Raymarine rudder indicator

You won't believe how clean and organized the engine room is! Equipment has been fully maintained by very knowledgeable and conscientious owner. All equipment has easy access and in excellent condition. All wiring and plumbing is well marked and strapped professionally. � 2 VacuFlush marine toilets � 30 gallon holding tank � Fresh water cooling system � (3) Marine Air reverse cycle Marine Air conditioners, Digital controls � Aluminum fuel tanks 150/150 � Polyethylene water tanks 40/40 � Trim Tabs � Automatic Halon fire control system � Dual twin Racor 500 switchable fuel filter protecting both engines � Electric lube oil change system � Bilge blower � Emergency engine bilge pump valve � (2) automatic bilge pumps � Emergency steering

� Full set of manuals � Two nautical clocks � Two nautical barometers � Low maintenance Fiberglass swim platform with swing down swim ladder � Visio 40� Flatacreen TV � Optimus AM/FM/CD

Dees Guys has a centerline keel protecting her props from grounding. She is a well-maintained yacht, designed to accommodate a cruising couple. She has reliable and economical twin Perkins diesels and is equipped for cruising. There are few yachts on the market that offer the space, comfort and reliability that Dees Guys offers at a reasonable price.

Owner's personal property.

Contact Tracy Buczak CPYB, [email protected], 814-455-6800, 716-680-4554 cell, 960 West Bayfront Parkway, Erie, PA 16507

Connecting with Marinesource.com

Copyright 1992-2024 MarineSource Network, Inc. All Rights Reserved.

• Available For Sale
• 46 Pilothouse
• 43E Pilothouse

38E Pilothouse

• Fabrications
• About Helmsman Trawlers
• Shows/Articles
• Trawler Talk

38E PILOTHOUSE

@import url("https://www.helmsmantrawlers.com/wp-content/plugins/ipanorama/lib/ipanorama.theme.default.css?ver=ipanorama"); Salon Galley Day Head Helm Station Master Stateroom Master Shower Master Head jQuery( document ).ready(function( jQuery ) { jQuery( "#ipnrm-f9yru-4987" ).ipanorama({ theme: "ipnrm-theme-default", autoLoad: false, autoRotate: false, autoRotateSpeed: 0.001, autoRotateInactivityDelay: 3000, mouseWheelPreventDefault: true, mouseWheelRotate: false, mouseWheelRotateCoef: 0.2, mouseWheelZoom: false, mouseWheelZoomCoef: 0.05, hoverGrab: false, hoverGrabYawCoef: 20, hoverGrabPitchCoef: 20, grab: true, grabCoef: 0.1, showControlsOnHover: false, showSceneThumbsCtrl: false, showSceneMenuCtrl: false, showSceneNextPrevCtrl: true, showShareCtrl: false, showZoomCtrl: true, showFullscreenCtrl: true, showAutoRotateCtrl: false, sceneThumbsVertical: true, sceneThumbsStatic: false, title: true, compass: false, keyboardNav: false, keyboardZoom: false, sceneNextPrevLoop: false, popover: true, popoverPlacement: "top", popoverShowTrigger: "hover", popoverHideTrigger: "leave", hotSpotBelowPopover: true, mobile: false, sceneFadeDuration: 3000, sceneBackgroundLoad: false, sceneId: "scene1", scenes: { scene1: { type: "sphere", cubeTextureCount: "single", sphereWidthSegments: 100, sphereHeightSegments: 40, image: "https://www.helmsmantrawlers.com/wp-content/uploads//2018/10/556218566.757903.jpg", saveCamera: true, yaw: -94.618, pitch: -27.838, titleHtml: false, titleSelector: "#ipnrm-data-scene-f9yru-scene1", hotSpots: [ { yaw: -177.75, pitch: -24.966, sceneId: "scene3", linkNewWindow: false, imageUrl: "", }, { yaw: -120.462, pitch: -24.654, sceneId: "scene2", linkNewWindow: false, imageUrl: "", }, { yaw: -145.824, pitch: -11.776, sceneId: "scene4", linkNewWindow: false, imageUrl: "", }, ] }, scene2: { type: "sphere", cubeTextureCount: "single", sphereWidthSegments: 100, sphereHeightSegments: 40, image: "https://www.helmsmantrawlers.com/wp-content/uploads//2018/10/556218586.398665.jpg", saveCamera: true, yaw: 204.262, pitch: -20.508, titleHtml: false, titleSelector: "#ipnrm-data-scene-f9yru-scene2", hotSpots: [ { yaw: -106.764, pitch: -21.424, sceneId: "scene3", linkNewWindow: false, imageUrl: "", }, { yaw: -182.872, pitch: -20.064, sceneId: "scene1", linkNewWindow: false, imageUrl: "", }, { yaw: -49.412, pitch: -0.59, sceneId: "scene4", linkNewWindow: false, imageUrl: "", }, ] }, scene3: { type: "sphere", cubeTextureCount: "single", sphereWidthSegments: 100, sphereHeightSegments: 40, image: "https://www.helmsmantrawlers.com/wp-content/uploads//2018/10/556218549.544149.jpg", saveCamera: true, yaw: 27.204, pitch: -26.322, zoom: 84.309, titleHtml: false, titleSelector: "#ipnrm-data-scene-f9yru-scene3", hotSpots: [ { yaw: -106.892, pitch: -2.468, sceneId: "scene1", linkNewWindow: false, imageUrl: "", }, ] }, scene4: { type: "sphere", cubeTextureCount: "single", sphereWidthSegments: 100, sphereHeightSegments: 40, image: "https://www.helmsmantrawlers.com/wp-content/uploads//2018/10/556218603.174369-1.jpg", saveCamera: true, yaw: 411.158, pitch: -32.982, titleHtml: false, titleSelector: "#ipnrm-data-scene-f9yru-scene4", hotSpots: [ { yaw: 221.936, pitch: -24.128, sceneId: "scene2", linkNewWindow: false, imageUrl: "", }, { yaw: 237.936, pitch: -14.128, sceneId: "scene1", linkNewWindow: false, imageUrl: "", }, { yaw: 412.158, pitch: -28.982, sceneId: "scene5", linkNewWindow: false, imageUrl: "", }, ] }, scene5: { type: "sphere", cubeTextureCount: "single", sphereWidthSegments: 100, sphereHeightSegments: 40, image: "https://www.helmsmantrawlers.com/wp-content/uploads//2018/10/556218642.051926.jpg", saveCamera: true, yaw: 113.688, pitch: -30.078, titleHtml: false, titleSelector: "#ipnrm-data-scene-f9yru-scene5", hotSpots: [ { yaw: -118.288, pitch: -15.16, sceneId: "scene6", linkNewWindow: false, imageUrl: "", }, { yaw: 1.878, pitch: -20.79, sceneId: "scene7", linkNewWindow: false, imageUrl: "", }, { yaw: -69.578, pitch: 11.65, sceneId: "scene4", linkNewWindow: false, imageUrl: "", }, ] }, scene6: { type: "sphere", cubeTextureCount: "single", sphereWidthSegments: 100, sphereHeightSegments: 40, image: "https://www.helmsmantrawlers.com/wp-content/uploads//2018/10/556218616.380880.jpg", saveCamera: true, yaw: -78.962, pitch: -22.126, zoom: 76.0627, titleHtml: false, titleSelector: "#ipnrm-data-scene-f9yru-scene6", hotSpots: [ { yaw: -288.964, pitch: -14.652, sceneId: "scene7", linkNewWindow: false, imageUrl: "", }, { yaw: -243.964, pitch: -31.652, sceneId: "scene5", linkNewWindow: false, imageUrl: "", }, { yaw: -355.916, pitch: 23.9, sceneId: "scene4", linkNewWindow: false, imageUrl: "", }, ] }, scene7: { type: "sphere", cubeTextureCount: "single", sphereWidthSegments: 100, sphereHeightSegments: 40, image: "https://www.helmsmantrawlers.com/wp-content/uploads//2018/10/556218630.431469.jpg", saveCamera: true, yaw: -38.83, pitch: -19.546, zoom: 79.9504, titleHtml: false, titleSelector: "#ipnrm-data-scene-f9yru-scene7", hotSpots: [ { yaw: -135.158, pitch: -13.83, sceneId: "scene6", linkNewWindow: false, imageUrl: "", }, { yaw: -115.158, pitch: 20.17, sceneId: "scene4", linkNewWindow: false, imageUrl: "", }, { yaw: -194.226, pitch: -43.186, sceneId: "scene5", linkNewWindow: false, imageUrl: "", }, ] }, } }); }); VIRTUAL TOUR

The Helmsman Trawlers 38E Pilothouse is an innovative design offering the spaciousness of a much larger boat while fitting into a 40 foot slip. The low-rise pilothouse has excellent visibility and open communication with the salon, and is a social area too while underway or in port. The full-beam salon is expansive and comfortable, with exceptional light and ventilation. A day head is a rare and practical feature, and the convertible settee and day head can be enclosed to provide a private suite for guests when needed. The flybridge is set back to maintain a low profile – which benefits windage and center-of-gravity. A high, flush bow, sturdy railings, full covered cockpit, deep pilothouse side deck footwells and secure flybridge stairs on both sides increase practicality and safety in adverse conditions.

Minimal exterior maintenance and reliable, economical propulsion systems allow owners to spend more time cruising.

All Helmsman Trawlers are designed for long-range, comfortable passage-making. They feature sturdy construction, reliable mechanical and electrical systems, quality components and materials, and stable, efficient hull designs. Beautiful nautical interiors are expertly crafted. Helmsman Trawlers are built to exceptional standards and our quality is superb – examine and compare!

SPECIFICATIONS / OPTIONS

The Helmsman Trawlers 38E Pilothouse is offered at $627,000, well-equipped with the most common and desirable features. Price is for the base model, delivered in Seattle, WA or Charleston, SC, including all U.S. duties. Canadians and other non-U.S. residents should contact us for pricing on non-U.S. deliveries.

LOA 40' 10" | LOD 37' 10" | BEAM 13' 11" | DRAFT 4' 0"

FUEL 400 GAL | WATER 145 GAL | WASTE 45 GAL

30,000 LBS DRY WT

Design and Construction

• Semi-displacement hull design with soft chines, deep forefoot, broad sections aft for form stability, and full keel
• Strong stainless steel skeg and large rudder
• Low profile with chariot-style flybridge and low-rise pilothouse
• Full-beam salon, open interior design, port and starboard pilothouse doors, secure steps and handrails to flybridge
• Separate head and shower compartments in master; day head with shower adjacent to salon
• Convertible settee in salon; space for a freestanding chair or recliner
• Exceptional light and ventilation – opening windows (7), opening portlights (5), opening hatches (2)
• Structural stiffness with a solid FRP laminate hull with vinylester resins in external layers — hull fitted with an internal FRP grid
• Decks built with substantial laminations and cored with PVC foam
• FRP fuel tanks (2), stainless steel water tanks (2), and FRP holding tank (1)
• Extensive use of sound deadening techniques and materials
• Multi-layer composite interior floor construction, with rubber cork inner layer for sound and vibration reduction, topped with teak and holly strip planks
• Expertly-crafted cabinetry — teak solids and veneers throughout for strength, water resistance and long-lasting beauty
• Hand-brushed and hand-rubbed two-part polyurethane varnish in multiple layers, with final satin finish
• Ceiling panels easily removable for wiring access
• Wireways and cable runs positioned for easy equipment installations
• Quality stainless steel deck hardware
• Aluminum sliding pilothouse doors (2) and aft cabin door
• Oversized double-rung stainless steel safety rails with finely polished welds

Equipment and Features Included in Base Price

• Matterhorn White gel coat hull, superstructure and deck surfaces
• Sleipner bow and stern thrusters
• Transom door
• FRP swim platform with pull-out ladder
• Opening side handrails at pilothouse
• Full-length cockpit cover
• Lewmar V4 windlass with 200’ of 5/16” high tensile chain
• 45 lb stainless steel Bruce-type anchor
• Anchor chain locker access hatch on foredeck
• Raw water anchor washdown at bow
• Hawse cleats on transom (2), aft (2) and amidships (2)
• Flybridge control center with stainless steel wheel
• Lazarette storage compartment
• Flybridge L-shaped settee
• LED navigation lights
• Dual-trumpet electric horn
• Pedestal helm seat on flybridge (1)
• Radar mast with hinge or radar arch with hinges
• Three pantographic windshield wipers
• Stainless steel handrail on transom
• Seahawk epoxy barrier coating and bottom paint
• Seahawk Barnacle Blocker on underwater metal
• Cummins QSB 6.7 liter 380 hp electronically controlled common-rail diesel engine
• Dual Racor or Griffin fuel filters
• PYI Dripless-type prop shaft seal with inspection window
• Tides Marine rudder shaft seals
• Sea Star hydraulic steering system with autopilot hydraulic steering taps installed
• Electric bilge pumps (3) with automatic switches and high water bilge alarm
• Shower sump pump
• Hinged interior floor hatches with gas stays
• Removable deck plates throughout engine room
• Tool / storage cabinet
• Victron 200 A-hr AGM house batteries (2); AGM bow thruster battery (1)
• AGM start battery (1)
• Victron inverter/charger
• Blue Sea Systems remote battery switches and automatic charge relays
• SmartPlug 30 amp shorepower inlets (2) on transom
• Victron isolation transformers (2)
• Blue Sea Systems electrical (AC/DC) distribution panel
• Bonding system with anodes
• LED interior overhead lighting with dimmers
• LED lighting in engineroom
• LED reading lights in salon, galley, pilothouse and master stateroom
• LED cockpit lighting
• Storage cabinet with sliding doors aft of galley
• Pilothouse control center with teak wheel
• Louvered storage cabinet doors for ventilation
• Overhead handholds in pilothouse
• Laminated teak / holly overhead beam with hanging knees in salon
• “Watertight” door for engineroom access from day head
• Stainless steel overhead hatches and portlights with screens
• Privacy door for master stateroom
• Opening center windshield window
• Wood blinds in salon and pilothouse
• Sliding lower helm seat with flip-up bolster
• Caesarstone galley countertops
• Spice rack in galley
• Overhead drop-down storage cabinets in galley
• Medicine cabinet in master head

DOMESTIC SYSTEMS

• Force 10 galley range - propane or electric; microwave
• Nova Kool 9 cu. ft. refrigerator/freezer
• Webasto Air Top 55 cabin heating system (or credit toward optional reverse-cycle heating/cooling system)
• Raritan Elegance macerating-type electric heads (2)
• Macerator overboard pump with through-hull fitting
• Marco variable speed potable water pump
• 17 gallon, Torrid electric hot water heater
• Cockpit shower (hot and cold)

MISCELLANEOUS

• Lines, fenders, shore power cable, and USCG safety equipment included
• Delivery and commissioning in Seattle, WA or Charleston, SC. Subsequent transportation may be additional.

OPTIONS AVAILABLE

A wide range of options and customizations including: engine brand and horsepower selections, generators, galley appliances, exterior gel coat colors, upholstery and granite choices, custom cabinetry, bridge layouts, and more.

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

• Sailboat Guide

Pacific Seacraft Pilothouse 40

Pacific Seacraft Pilothouse 40 is a 42 ′ 1 ″ / 12.9 m monohull sailboat designed by William Crealock and built by Pacific Seacraft starting in 1997.

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)

Shoal Draft - 5.16’/1.57m.

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

• About Sailboat Guide

©2024 Sea Time Tech, LLC

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

CREATING AN ALUMINIUM SAILBOAT FOR BLUEWATER CRUISING

"I have always been fascinated about the idea of sailboat traveling on the ocean energy self-sufficient like the satellite rounding the earth. Producing its own energy by the power of wind, sea and sun.

The Li Yachts project started with my own desire of the boat that will be used in dive expeditions with aim to reach even the remotest locations – and I wanted to do that with freedom of fossil fuels."

Voyage started from my hand drawn sketches. Here drawing the 47 ft centreboarder.

We have designed a 40 ft centreboard pilothouse sailboat made of aluminium and the 33 ft version is in initial sketch stage. My search for the perfect cruising boat lead me to start the design project and a company called Li Yachts in 2015 in Finland. The name was borrowed from my old aluminium yacht and now refers to low impact because of sustainability goals.

The basis for the project was a life-time passion for the sea. Contributing personal factors included my long sailing experience in Nordic waters and the technical and artisan education I had completed earlier. Also my desire to realise long research expeditions on the world’s oceans in the future was part of my personal background.

The strongest motivational factor was the fact that I was not satisfied with the properties of most modern yachts. Based on the above, the need for a totally new sailing boat concept crystallised

Late autumn gale approaches, I'm dreaming of keeping watch from warmth of the pilothouse.

My goal in the Li Yachts project is to create a modern sailboat made of aluminium, the simple and strong tool for bluewater cruising. The main design elements will include safety, practicality and sustainability The new design concept covers production, use and maintenance. Zero pollution and high level of recycling of materials are some of the specific goals. Please read more about the background in The Blog  page.

At a very concrete level, I have understood what changes in design will be needed for the boat of the future when I have been owning, sailing and re-building an old aluminium sailboat called Li built in 1967 , since 2011.

During the years with my current aluminium yacht, I have kept notes on the observations as regards the design elements which could be improved. In many cases they would actually need to be drastically redefined in order to satisfy my dreams as to the perfect expedition sailboat. For more information of these details, kindly see  The Concept  page.

Familiar snowy views while winter sailing at 60°N has given lessons on how well an aluminium sailboat intended for high latitude sailing should be insulated.

I believe I am not alone with my thoughts. I think most experienced sailors would share my ideas. I believe many of them have actually realised there is a need for some basic changes in the design as regards our future yachts.

As the resources of the world are becoming more and more scarce, we need to take this into consideration, in addition to considering the improvements needed in other operational details of a sailing boat.

Please contact me in case you need more information or want to share design or production ideas. At the moment we are working hard to be able to build the 40 ft prototype. The goal is to produce a small serie, which would give reasonable priced opportunities for the first interested sailors.  I hope that a new advanced and sustainable aluminium sailboat will soon sail the seas and oceans of the world.

Fair winds,

Simo Nyrönen

Founder of Li Yachts

Pacific seacraft pilothouse 40

The pacific seacraft pilothouse 40 is a 42.16ft cutter designed by william crealock and built in fiberglass by pacific seacraft since 1997..

The Pacific seacraft pilothouse 40 is a heavy sailboat which is slightly under powered. It is stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat.

Pacific seacraft pilothouse 40 for sale elsewhere on the web:

Main features

Login or register to personnalize this screen.

You will be able to pin external links of your choice.

See how Sailboatlab works in video

We help you build your own hydraulic steering system - Lecomble & Schmitt

Accommodations

Builder data, modal title.

The content of your modal.

Personalize your sailboat data sheet

Sailor Cole Brauer makes history as the first American woman to race solo around the world

Aboard her 40-foot racing boat First Light ,  29-year-old Cole Brauer just became the first American woman to race nonstop around the world by herself.

The New York native pulled into A Coruña, Spain, on Thursday after a treacherous 30,000-mile journey that took 130 days.

She thanked a cheering crowd of family and fans who had been waiting for her on shore.

“This is really cool and so overwhelming in every sense of the word,” she exclaimed, before drinking Champagne from her trophy.

The 5-foot-2 powerhouse placed second out of 16 avid sailors who competed in the Global Solo Challenge, a circumnavigation race that started in A Coruña with participants from 10 countries. The first-of-its-kind event   allowed a wide range of boats to set off in successive departures based on performance characteristics. Brauer started on Oct. 29, sailing down the west coast of Africa, over to Australia, and around the tip of South America before returning to Spain.

Brauer is the only woman and the youngest competitor in the event — something she hopes young girls in and out of the sport can draw inspiration from.

“It would be amazing if there was just one girl that saw me and said, ‘Oh, I can do that too,’” Brauer said of her history-making sail.

It’s a grueling race, and more than half of the competitors have dropped out so far. One struck something that caused his boat to flood, and another sailor had to abandon his ship after a mast broke as a severe storm was moving in.

The four-month journey is fraught with danger, including navigating the three “Great Capes” of Africa, Australia and South America. Rounding South America’s Cape Horn, where the Atlantic and Pacific Oceans meet, is often likened to climbing Mount Everest because of its perfect storm of hazards — a sharp rise in the ocean floor and whipping westerly winds push up massive waves. Combined with the frigid waters and stray icebergs, the area is known as a graveyard for ships, according to NASA. Brauer  said  she was “so unbelievably stoked” when she sailed past Cape Horn in January.

Marco Nannini, organizer of the Global Solo Challenge, said the comparison to scaling Mount Everest doesn’t capture the difficulty of the race. Sailing solo means not just being a skipper but a project manager — steering the boat, fixing equipment, understanding the weather and maintaining one’s physical health.

Nannini cited the relatively minuscule number of people who have sailed around the world solo — 186, according to the International Association of Cape Horners — as evidence of the challenges that competitors face. More than 6,000 people have climbed Mount Everest, according to  High Adventure Expeditions .

Brauer stared down 30-foot waves that had enough force to throw her across the boat. In a scare caught on camera, she badly injured her rib   near the halfway point of the event. At another point, her team in the U.S. directed Brauer to insert an IV into her own arm due to dehydration from vomiting and diarrhea.

She was able to stay in constant communication with members of her team, most of whom are based in New England,   and keep herself entertained with Netflix and video calls with family through Starlink satellites.   That’s also how Brauer was able to use Zoom to connect with NBC News for an interview, while she was sailing about 1,000 miles west of the Canary Islands.

While Brauer was technically alone on First Light, she had the company of 450,000 followers on Instagram, where she frequently got candid about life on an unforgiving sea while reflecting on her journey.

“It all makes it worth it when you come out here, you sit on the bow, and you see how beautiful it is,” she said in an Instagram video, before panning the camera to reveal the radiant sunrise.

Brauer grew up on Long Island but didn’t learn to sail until she went to college in Hawaii. She traded in her goal of becoming a doctor for life on the water. But she quickly learned making a career as a sailor is extremely difficult, with professional racers often hesitant to welcome a 100-pound young woman on their team.

Even when she was trying to find sponsors for the Global Solo Challenge, she said a lot of people “wouldn’t touch her with a 10-foot pole” because they saw her as a “liability.”

Brauer’s message to the skeptics and naysayers? “Watch me.”

“I push so much harder when someone’s like, ‘No, you can’t do that,’ or ‘You’re too small,’” Brauer explained.

“The biggest asset is your mental strength, not the physical one,” Nannini said. “Cole is showing everyone that.”

Brauer hopes to continue competing professionally and is already eyeing another around-the-world competition, but not before she gets her hands on a croissant and cappuccino.

“My mouth is watering just thinking about that.”

Emilie Ikeda is an NBC News correspondent.

Advertisement

Cole Brauer is the first American woman to sail nonstop, alone around the world

Copy the code below to embed the wbur audio player on your site.

<iframe width="100%" height="124" scrolling="no" frameborder="no" src="https://player.wbur.org/hereandnow/2024/03/14/cole-brauer-solo-trip"></iframe>

• Julia Corcoran

Fewer than 200 people have ever sailed solo non-stop around the world. Cole Brauer is the only American woman among them.

The 29-year-old completed the 30,000-mile journey last week when she stepped off her 40-foot sailboat, First Light, and onto dry land after 130 days at sea. Brauer was the only woman out of 16 boats that competed in the race, the Global Solo Challenge, this year. She finished the race, which began in late October, on March 7 in Spain.

9 questions with Cole Brauer

What is it like to walk on land after 130 days at sea?

"Everyone really thought that I was going to like trip or stumble and people were really concerned about me. My dad even kind of picked me off the boat and carried me for a second. But I think because I was exercising on the boat, I was doing things, I wasn't just sitting down below, and the boat is constantly moving quite quickly that I never got the vertigo type of feeling that you normally would get."

What was it like to see people, your family again? Did you laugh? Did you cry?

"I think I was the only person not crying on the dock. The entire crowd, my parents, my team, I got second place and even the first-place competitor when he handed me my trophy was even crying. I think I was the only one not crying. And I don't know if maybe it just hasn't hit me yet."

How did your boat hold up?

"My boat held up pretty well. I was a little disappointed in how she held up, but when I look at the other competitors and what it actually takes to go around the world, she did great. And I think maybe I'm just a perfectionist in that kind of way. I don't want things to break. I felt like we were going through things too quickly. The last couple of days my team and I have been dedicated to looking at what is broken and taking the whole boat apart."

What did break?

"Oh god, do you want the list? I think the majority was actually electrical. Saltwater is just horrible for electronics, and your electronics are waterproof with freshwater, not saltwater. The salt is just really good at corroding and killing everything."

Tell us about the route and what the hardest spot was for you?

"You leave from Acuña, Spain, and you travel south and then you navigate through the Canary Islands and Cape Verde, which is off of Africa. And then you go across the equator, there's a couple of islands off of Brazil. You go through those and then you take a left turn to go and start your Cape [of Good Hope] journey. To be honest, that whole area inside the Southern Ocean—you have the South Atlantic, the Indian Ocean and the Pacific Ocean, and each individual one is so different because of the currents, because of the wind, the waves, and how close each of these oceans is to the land. And so each have their own struggles. I think no sailor out there will disagree that the Southern Oceans are by far the most challenging."

You must have learned a lot about the weather, weather patterns, wind patterns.

"100%. I had a very good team behind me. My weather router, Chelsea, sent a 10-year historical analysis about the Southern Oceans to me about three weeks before the start of the race, so I read her entire booklet. She sends me where she thinks that the breeze is going to be coming from, and then I have to decide on what sails to use, and how big the sails should be that I'm going to use, and where I'm going to go. We talked every single day. My team was like, 'Okay, we trust that your eyes are seeing this firsthand and you're going to make the right decisions for how big the seas are and how windy it is.'"

How did you stay on course?

"I, of course, have like an autopilot system that’s driving at all times, because the autopilot can drive perfectly 100% of the time, where I can drive perfectly for maybe 10 minutes. On the ocean, autopilots are 100% necessary and almost every boat has them. It's just not really possible to drive all night long and there's no place to just pull over and park. A lot of the technology is programmable, so you have a PC and you're constantly programming it for the specific conditions. And I'm not a video game geek, so I struggle with that, but everything has a manual. If you can read a manual, you can sail."

You’re on Instagram, and I read that you began with the goal of having maybe 10,000 people following you around the world. I think you're at about  500,000 followers now on Instagram. You were posting a lot during this trip. I understand some of your sponsors weren’t necessarily happy about that. Why did you decide to do it?

"I had it in my mind that if you wanted to make this important, people had to see it. You know, there's one thing to go around the world and there's another thing to actually show the world what you're doing, and show the sport that is so obscure and that people don't really know about. Exposing myself on to social media didn't seem like that crazy to me and to an older generation it did."

Are you hoping to inspire young people to try things, to sail, to do something adventurous?

"Yeah, of course. I have a protegé. I started working with her when she was 15, and I think she's now 17 going to be 18. She flew all the way from Connecticut to Spain just to see my finish. I look at her and, you know, her friends, and anyone else that I've spoken to about this and I’m at the forefront of this campaign, but it's the people behind me that have been lifting me up the entire time. My advice to anyone is keep those friends that really respect you and understand your dreams and want to be a part of it. Find the people that are willing to participate in your dreams and don't laugh at you or think that you're crazy, because when you actually get the opportunity, you want to have some people in your corner."

Julia Corcoran  produced and edited this interview for broadcast with  Todd Mundt . Corcoran also adapted it for the web.

This segment aired on March 14, 2024.

Scott Tong Co-Host, Here & Now Scott Tong joined Here & Now as a co-host in July 2021 after spending 16 years at Marketplace as Shanghai bureau chief and senior correspondent.

Julia Corcoran Producer, Here & Now Julia Corcoran is an associate producer for Here & Now.

More from Here & Now

• Election 2024
• Entertainment
• Newsletters
• Photography
• Press Releases
• Israel-Hamas War
• Russia-Ukraine War
• Global elections
• Asia Pacific
• Latin America
• Middle East
• AP Top 25 College Football Poll
• Movie reviews
• Book reviews
• Financial Markets
• Business Highlights
• Financial wellness
• Artificial Intelligence
• Social Media

Three people were rescued after a sailboat caught fire off the coast of Virginia Beach

Emergency personnel try to put a fire on a sailboat off the coast of Cape Henry, Va. early Friday, March 8, 2024. Three people were rescued as the U.S. Coast Guard asked the Virginia Beach Fire Department’s fire boat crews to help respond to the fire about 3 miles (4.8 km) off the coast of Cape Henry around 3:40 a.m., department spokesperson said in an email. (Virginia Beach Fire Department via AP)

• Copy Link copied

VIRGINIA BEACH, Va. (AP) — Three people were rescued after a sailboat caught fire off the coast of Virginia Beach early Friday, a fire official said.

The U.S. Coast Guard asked the Virginia Beach Fire Department’s fire boat crews to help respond to the fire about 3 miles (4.8 km) off the coast of Cape Henry around 3:40 a.m., department spokesperson Barbara Morrison said in an email.

A pilot boat picked up the three adults after they jumped into the water from the 75-foot (22.9-meter) sailboat and they were taken to the nearby Virginia pilot house, Morrison said. EMS checked out the patients and no injuries were reported, she said.