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Classic Plastic: O’Day 27

• By Jim Carrier
• Updated: January 7, 2021

There was a day, before wide screens, all-night buffets and king-size beds, when a family would cruise happily on a boat like the O’Day 27. Solid and simple, the little sloop was just right for lake, harbor or coastal exploring. Small enough for a quick daysail with friends, big enough for a weekend or week gunkholing, the 27 was hugely popular: Between 1972 and 1979, 720 boats were produced at O’Day’s factory in Fall River, Massachusetts.

George O’Day, who founded the company in 1951, wasn’t a cruiser (he won a gold medal at the 1960 Olympics in the 5.5 meter class), but he understood that an ­uncomplicated sailboat was something a whole family could enjoy.

Alan Gurney designed it. Famous in the high-end yachting world for Windward Passage and other one-off race boats for millionaires, Gurney is said to have worked with what sailing writer Ted Jones called “a seaman’s eye; he thought like the water through which he had sailed.” Commissioned to create an everyman’s sailboat, Gurney sketched a ­compact, almost blocky hull with a 22-foot-9-inch waterline and 4-foot draft. Half of its 5,000-pound displacement was in the lead keel, which balanced a mast 38 feet above the water, 320-square feet of sail, and the heft to carry a chute or big genoa. The hull was solid, hand-laid fiberglass, with teak brightwork to dress it up. It came equipped with outboard motors or, later, an inboard gas or diesel engine.

Step aboard, as I did on ­Jonathan Heller’s 1974 O’Day 27, moored on Lake ­Champlain in Burlington, ­Vermont, and you will first find a long cockpit with a ­tiller, an ample entryway and an interior that is surprisingly spacious, due in part to its 9-foot beam, with a fold-up table, stepped mast and 6-plus-foot headroom. According to Jones, writing in Professional Boatbuilder , an O’Day salesman complained about headroom in Gurney’s initial design. Gurney handed him a pencil and “asked him to draw where he thought the headroom should be.” If the cabin “appears to be a bit high,” Jones wrote, “that’s the reason!”

O’Day’s sales brochures for its first keel boat were hyperbolic: a “luxurious cruiser,” “big, airy sleeping accommodations for five,” “a truly superior yacht.” But at a sail-away price of under $7,000, the first O’Day 27s were an instant hit. By the end of their run, they cost $14,500.

By today’s standards, the boat’s galley and head remind me of a small ­camping trailer—adequate but tight. There’s an icebox, an alcohol stove and an ­optional shower (if you watch your ­elbows). One striking compromise is the absence of any ­anchor hardware. A bow ­pulpit was standard but nothing on which to hang a hook. Over the years, owners have also had to deal with water ­intrusion on chainplates.

The good news is that these boats can be had for a song, from $3,900 to $8,000, and that many parts are still ­available. Heller, a ­handyman, musician and father of a 3-year-old girl, purchased the boat for $7,000 from a college student who had been ­living on the hook. Still learning how to sail his yet-unnamed love, he plans to explore Champlain, a cruising ground “big enough to be challenging but not big enough to be scary.” The same could be said of the O’Day 27.

Journalist and author Jim Carrier is a CW contributing editor.

• More: classic plastic , o'day , print dec 2020 , Sailboats
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Catalina 27

The catalina 27 is probably the most popular 27-footer ever built. though cheaply made, owners love them..

Catalina Yachts is a strange company. The builder does no advertising—it’s left up to the local dealers. The operation is owned and run by Frank Butler, who designs the boats, decides on who the dealers will be, sometimes answers his own phone, and for all we know sweeps up at the end of the day. He is probably one of the few people in the marine industry who has made money from building sailboats.

Catalina probably produces more pounds of sailboats every year than any other US builder, and has done so for a long time.

The Catalina 27 has been in production since 1971, and well over 6,000 of them have been built.

This is undoubtedly the largest production run of any 27′ sailboat in US history, and probably the biggest anywhere.

The flip side of the coin is that Catalinas are known as cheaply built boats, with lots of corners cut

in places they shouldn’t be cut. According to owners, Catalina dealers have what may be the worst track record in the business in providing warranty service. Yet the owners keep coming back for more, and they love their boats.

The Catalina factory, by contrast, has a pretty good record for solving customer complaints. It is quite common for Frank Butler himself to return owners’ calls, making that owner a Catalina customer for life.

Because the Catalina 27 has been in production for so long, there have been numerous changes in the boats over the years. Most of these are small, but as a rule they have represented a steady stream of improvements. For this reason, more recent models are usually more desirable as used boats than earlier models.

At the same time, Catalina 27 owners seem to be inveterate tinkerers, constantly changing and improving small details in the boat. It is not unusual to see an older Catalina 27 meticulously upgraded with many of the changes that are standard on newer models.

Sailing Performance

The variety of options that significantly affect the performance of the Catalina 27 means that you must carefully evaluate the individual boat when determining how she is likely to sail. Most Catalina 27s are the standard keel, standard rig model. About half of these have optional inboard engines, while the others have outboards mounted in an awkward cockpit well. The outboard-powered versions are slightly faster than the inboard boats, since they have less weight to drag through the water.

There is also a shoal keel model, and a tall rig model. The shoal keel has a less-efficient foil, and is heavier than the deep keel to give the boat comparable stability.

The tall rig is favored in light air areas. Boats with the standard rig are generally equipped with 150% genoas to give them additional power in light air.

The standard keel, standard rig boat with inboard has a typical PHRF rating of 208. This puts the

Catalina 27 at the fast end of the fleet of boats of its size and type, such as the Hunter 27, Ericson 27, and O’Day 27. Tall rig and outboard versions are slightly faster.

Because of the large number of Catalina 27s built, you are likely to find good racing for the boat in many areas all around the country, from southern California to the Great Lakes and Chesapeake Bay. A boat that is actively raced may have upgraded sail handling equipment—bigger winches, reinforced chainplates, better mainsheet traveler, more and better sails, etc. This could be a real plus in a used boat.

Because of the differences in rig, ballasting, keel, and engines, the various versions of the boat can’t fairly race against each other as one-designs. The fastest version of the boat is the tall-rig, deep keel boat with outboard; the slowest, the short rig, shoal keel with inboard. You pays your money and takes your choice.

You can find everything from a beat-up 15-year-old outboard to a brand new diesel pushing the Catalina 27. Originally, you could have your choice of outboard or Atomic 4 gasoline inboard power. The Atomic 4 is twice as much power as the boat needs, but it was one of the most compact inboards made.

All the inboard engines are tucked away under the cockpit, and owners uniformly condemn the installation for its lack of access for service. On a scale of 1 to 5, with one being awful and five being great, the installation is typically rated one or less. Forewarned is forearmed.

At the same time, the outboard well doesn’t win any points for accessibility either, and remote controls in the cockpit are a must for ease of operation. Getting the engine in and out of the well is a chore.

A 10 horse outboard is just about the right size for the boat, and should push her at hull speed in any conditions in which you would care to motor.

Inboard powerplants have been another story. In the late 1970s, a single-cylinder Petter diesel of about 6 hp was offered as an option. Owners report that the boat is grossly underpowered with this engine. In addition, parts are likely to be hard to find. We would definitely avoid the Petter diesel. Far more desirable is either the 11 or 14 horsepower Universal diesel offered in more recent models.

The Atomic 4 presents a dilemma. Though it has been discontinued, parts are readily available. On the other hand, access to the engine is so poor—oil changes require major contortions—that routine maintenance may have been neglected by the owner, shortening the engine’s life. If service access is bad, we suspect that access to replace the engine would be abominable. Some owners report that service access has been improved by cutting holes in the bulkhead between the quarterberths and the engine.

Construction

The Catalina is the Volkswagen of the boat market. It’s basic, but it will get you where you want to go. Originally, there were no backing plates on stanchions, rails, or deck hardware. This means that you’re likely to find gelcoat cracks around these fittings on older boats. Many owners have chosen to upgrade this aspect of their boats, so you may find an older boat that has been conscientiously brought up to higher standards.

The through hull fittings on older boats are simply gate valves screwed onto pipe nipples glassed into the hull—a poor practice. Many owners have replaced these with proper seacock installations. Another problem with through hulls is the placement of the skin fitting for the icebox drain—it allows water to run back into the box when the boat is heeled.

“Minor” complaints from owners include gelcoat voids, deck delamination, leaking chainplates, leaking ports, and leaking hull-to-deck joints. Not all

owners report these, of course, and the number of complaints may simply be a function of the huge number of Catalina 27s built.

Ironically, many of those with complaints love the boat, and say they would buy it again. While a number of Catalina buyers are first time boat owners, others buy the boat knowing the reputation for mediocre workmanship, but recognizing that they can get more boat for their dollar with Catalina than withalmost any other boat built. They are willing to either accept the limitations, or do themselves the upgrading that they feel is required.

This results in a much higher level of satisfaction with the boat than you would expect with a lowpriced product.

While some of the complaints about construction details are minor, others deserve immediate attention. In older boats, check the lower shroud U-bolt chainplates to see if they have been upgraded. A number of the original fittings have failed, causing the rig to go over the side.

Another rig weakness is the cast aluminum spreader sockets originally used on the mast. They should be replaced with the later stainless steel fabrications. Failures of the cast sockets have cost several rigs.

While the best location for a mainsheet traveler would be the forward end of the cockpit, there’s no bridgedeck there for mounting it, so you’re stuck with either the original location in the aft end of the cockpit, or the newer location over the companionway hatch. Unfortunately, there are several drawbacks to the latter spot: it wipes out the possibility of a companionway dodger, which would be a good idea due to the huge opening the hatch makes in the deck. Owners report that the forward location results in so much friction and additional sheet load that the mainsheet is hard to trim. In addition, the traveler in this position partially blocks off the main companionway opening.

Catalina hardware has never been much to write home about. Almost everything on the boat beyond the barest necessity is an option—and by “option” we mean, if you want it, you do it yourself. But of course if you like to fiddle with your boat, this can be seen as a plus.

There are few pieces of exterior trim: handrails on the cabin top, trim around the companionway. Trim takes time to put on, and teak costs money. Remember, this is a Volkswagen.

A big plus in later model boats is a seahood over the sliding companionway hatch. The old hatch design leaks badly if heavy spray or solid water comes aboard.

Later models also have a molded-in foredeck anchor well, a significant improvement.

The Catalina 27 has gradually gotten heavier over the years. The original displacement of the deep keel, outboard model was 5,650 pounds, with the shoal keel model about 500 pounds heavier. With the addition of a more sophisticated interior, inboard engine, fuel tanks, more interior trim, and many other improvements, displacement has crept up to about 6850 pounds for the deep keel versions, and 7,300 pounds for the shoal draft boat. This helps explain why a number of owners complain that the boat floats with her waterline submerged. It also means that if you want to race, you might want to consider an older, lighter model.

The Catalina 27 has more headroom than most 27- footers, and the huge companionway makes the interior seem exceptionally spacious when the hatch is open.

There have been two interiors: a traditional, aft galley layout, and a midships galley/dinette version. Although owners tend to prefer whichever layout they have, there is some consensus that the traditional layout offers better storage and a more reasonable use of space. With the dinette made up into a double berth, that version has six berths—at least two more than you really want on a boat this size. On the aft galley model, the starboard settee makes up into a double, once again giving you six berths. Unfortunately, not all the berths are very usable. Most owners report that the forward V-berths are too short and too narrow to be comfortable for two people, so try it out before deciding on the boat. The quarterberths are the only decent size berths on the boat.

Although there’s a fair amount of storage space under the main cabin settees, it’s hard to get to. A common owner modification is to add access doors to the settee faces, making it unnecessary to lift the seat cushions to get to the storage below.

A lot of owners consider the Catalina 27 a twoperson boat, despite the number of berths. Six close friends on a boat this size could become bitter enemies on a rainy cruise that lasted a week or more, but that’s a characteristic of 27-footers in general, not the Catalina 27 in particular. Nominal headroom is 6′ 1″. This is on the centerline at the aft end of the main cabin. It’s less everywhere else, but still more than you expect in a boat this size.

Originally, the boat’s electrical panel was on the face of the port quarterberth—a poor location, vulnerable to spray through the companionway or water from the bilge. That rudimentary switch panel has been replaced on newer models with a good circuit breaker panel located in the starboard quarterberth— well-protected and reasonably accessible. We’d relocate the electrical panel on an older boat.

Icebox insulation on older boats is non-existent for all practical purposes. It’s better on newer models, but it’s still a far cry from a good icebox.

You are unlikely to find the Catalina 27 equipped with anything more sophisticated than a two-burner alcohol stove. As long as you don’t do a lot of cooking this will be adequate, but longer cruises could turn into a grim test for the conscientious cook who wants to do much beyond heating up cans of stew or boiling water for coffee.

Ventilation of the interior ranges from poor to excellent, depending on either the age of the boat or the amount of upgrading done by the owners. In old boats, the forward cabin is stifling in hot weather. Newer boats have two aft-facing ventilation hatches over the head and passageway, as well as a hatch in the forward end of the cabin trunk. Unless added by owners, there is no provision for foul weather ventilation. Several cowl vents in dorade boxes would be a good addition for this boat.

All in all, the Catalina 27 has about as much interior room as it’s possible to cram into a boat with a waterline of less than 22′. There is reasonable headroom without ungainly height of topsides something a lot of small-boat designers have yet to accomplish.

Conclusions

Although there are smaller boats in the Catalina line, the 27 is a popular entry level daysailer and coastal cruiser. It’s a good-looking boat, and it sails well.

There are many trade-offs inherent in buying an inexpensive boat, and the Catalina 27 is no exception. You won’t find a lot of varnished teak or fancy systems in a Catalina 27. Unless upgraded by the owner, deck hardware and sail handling systems are likely to be rudimentary.

Because so many Catalina 27s have been built, there’s usually a number of them on the market at any one time. Careful shopping should result in finding a vintage and level of equipment that match your taste and pocketbook.

Despite the fact that the Catalina 27 was designed and built as a coastal cruiser-racer, several have actually made circumnavigations. We don’t recommendusing the boat this way, but it goes to show that good preparation and seamanship may be more important than your boat when it comes to successful offshore voyaging.

There have been so many minor changes made to the Catalina 27 over the years that we doubt if anyone has kept up to date on all of them. Some of these upgrades are structurally important, such as the modification of the shroud attachments and the change in spreader fittings. Others, such as the foredeck anchor well, make the boat more useful.

If you get seriously interested in a Catalina 27, get a normal marine survey, and in addition, look for a knowledgeable Catalina 27 owner to go over the boat with you to point out specific potential problems. This may be one case in which the amateur surveyor has some advantages over the professional.

Don’t buy a Catalina 27 thinking you’re going to get Mercedes quality at a Volkswagen price. This is basic sailing transportation, an entry level boat. But if you recognize the boat for what it is, you probably won’t be disappointed. Catalinas are always in demand, and they hold their value better than you would expect. Remember, however, that price will vary substantially with age, engine, and equipment. A new Catalina 27 costs several times the price of the original, 6,000 boats ago.

A lot of owners move up from the Catalina 27 to the Catalina 30. The boats are like peas in a pod in design, styling, and construction; anyone who is happy with the Catalina 27 is likely to be happy with the Catalina 30.

We’re sure that fact is not lost on Frank Butler. He has a good record with the Catalina 27, and we suspect he’s smiling all the way to the bank.

RELATED ARTICLES MORE FROM AUTHOR

Perfect for me!!!!

Les commentaires donnés sur le Catalina 27 s’avèrent concluant comme description. J’en possède un C27 1974 et acheté en 2016, dévêtu de ses accessoires électronique, avec un équipement minus de base. La cuisinière intérieur arrière bâbord retirée ainsi que la glacière et l’approvisionnement en eau potable. Il ne reste qu’un évier inutilisable, sauf pour y verser l’eau grise…

Pour le compartiment à batteries, via l’accès au moteur: 1- J’ai dû découpé un accès au moteur dans le mur de la cage bâbord, en passant de l’accès coque au moteur. 2- Pour les batteries, l’espace minable pour une banque est presqu’impensable, sauf si on est un peu bricoleur. J’ai refait des réparation sur le pont avant de repeindre et repeint l’extérieur. J’ai changé les encrages de haubans car une m’a lâché en naviguant.

J’ai ajouté de l’équipement de navigation électronique et un peu accessoires …

Si je songe le vendre je ne sais combien il vaudra. Merci pour votre résumé de commentaires.

Puis refaite avec des renforts résinés et des boulons de fixation.

Would a Catalina 27 be suitable for blue water sailing, say to cross the Pacific?

‘capable’, barely. “suitable’ not really. By the time you brought it up to standards to be considered a “Blue Water Cruising” boat you might as well have spent the money on a better boat. Search ‘traits of a blue water boat’. You will find things like deck to hull joint construction, Are the chainplates accessible and mounted to the hull not the bulkheads. Stoutness of the rigging. Comfort Ratio (how it handles big seas). Capsize screening formula (how easily will the boat right itself if knocked over) What navigation equipment does it have? Does it have a water maker? Some questions are about comfort and convenience, some about safety. Can it carry a life raft? Does it have davits? Or do you have to lift the dinghy on/off the foredeck? Solar charging? Enough battery power for off grid for 3 weeks at a time? Heck, Sam Holmes Sailing went to Hawaii on a Ranger 23 (YouTube). It can be done. Boats float. The trick is keeping afloat!

Like the article said, it can be done with good planning and more importantly good seamanship. I wouldn’t do it but I’m a novice sailor.

I just did discovered this personally…

“ Another problem with through hulls is the placement of the skin fitting for the icebox drain—it allows water to run back into the box when the boat is heeled.”

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• 12′ Scamp

  “I have to say it’s the biggest little boat I’ve ever sailed.”                        

– 48 north magazine.

The Scamp is a seaworthy 12′ sailboat that can handle a good dose of adventure.

Just under 12 feet in length, Scamp boasts an unusual combination of features that give her the unique ability to explore waters too shallow for a larger boat, while retaining most of the bigger boat’s comforts and capabilities. An offset centerboard opens up the cockpit and an 8′ 3″ sleeping area, and 172 pounds of water ballast provide exceptional stability. The cockpit is self-bailing, and a pair of grounding skegs on her flat bottom keep Scamp perfectly upright when landing on a beach or when the tide goes out.

Originally designed as a wood boat by John Welsford, Gig Harbor Boat Works worked closely with the designer and staff from Small Craft Advisor to create a fiberglass version. Scamp #1 hit the water for its first sea trial in July of 2013!

As a specialized boat, the Scamp has some different options than the rest of our boats. We have had quite a few questions about Scamp’s option list so I thought it best to go into more detail below about the various choices. Be sure to check out the “Scamp Options” tab below for photos and descriptions of all the available options.

I’d like to emphasize the fact that we build and sell all of our boats complete, ready to sail. Our “basic’” Scamp is sail ready with exactly the same top quality parts and materials as a “fancy” Scamp — you don’t have to add anything to go for a satisfactory sail. Our ‘Base’ boat’s level of completion is the same as specified in the Scamp plans or kit for DIY home builders. Options are exactly that… individual choices made by the owner to suit their cosmetic desires and refine performance.

Fiberglass SCAMP Overhead View

Shown with optional floor storage hatch and optional wood trim. Motor not included.

12' Scamp Full Specifications

Scamp photo gallery (click to enlarge):, more about the scamp:.

• 48 North Review
• SCAMP Options (as of Jan 2016)

  Gig Harbor Boat Works, known for their strong, esthetically pleasing rowing boats, has already shipped a number of the new SCAMPS all over the country and overseas. “The kit boat has a lot of intricate details that the home builder may not have the talent or tools to build,” says Dave Robertson, owner of GHB. “With the fiberglass version, they can enjoy using the boat right away.” The GHB boat is truly sail-away complete; from oars to sails.

There are many innovations designed into the SCAMP that make it truly a big little boat. One thing that usually takes up a lot of cockpit room of most small boats is the centerboard. The SCAMP’s centerboard, very heavy but swings up easily for trailer or grounding, is offset to starboard so that it doesn’t intrude into the cockpit. I’ll let you call Dave to explain the physics of the offset. Suffice it to say that we didn’t notice a difference on either tack. The result is it opens up the cockpit which feels more like that of a of a San Juan 24.

The boat was surprisingly quick and very stable. “This boat can’t be just 12’long,” I thought. I stood up and rocked it side to side with minimal affect. It felt like 20-footer.   Sailing the SCAMP made me a believer that it actually would be a safe and enjoyable way to explore the San Juans, as well as just knocking around the bay for a fun day of sailing. The SCAMP had lots of surprises, all good.   I have to say it’s the biggest little boat I’ve ever sailed.

See the price list for current pricing of Scamp options

Cosmetic options

Hull color change ( white hull exterior is standard).

This option allows you to customize the hull exterior to the color of your choice.  For the best balance of pizzazz and reasonable maintenance, we recommend that color only be added to the top strake and the balance of the hull be left white. Why? A white underbody doesn’t show scratches like a dark color, it is easy to repair, and Scamp has high freeboard so a darker sheer strake lowers the apparent freeboard. If you add color to the top strake, we will extend the color across the top of the bow and leave the stern all white for best visual balance.

Deck and interior color change (Bisque Tan deck and interior are standard)

The Bisque color is neutral so goes with any accent color – it also doesn’t show scratches and is easy on the eyes. However, we can make the topsides any color you want; for more than a basic color change the price varies with color and pattern.

Bronze Deadlights (white nylon deadlights standard)

Mahogany gunwale trim (standard gunwale trim is tan vinyl).

This wood trim option also includes mahogany ‘eyebrows’ on the cabin sides. Other wood trim such as coaming or seat top overlay is available on a custom basis.

Custom Sail Color (standard is ‘Egyptian cotton)

Any color available, price varies with color and pattern.

Hull options

Stainless steel keel guards.

Over 90% of the boats we build are specified with stainless steel keel protection. Fiberglass is a wonderful boatbuilding material; easy to conform to compound shapes, hard smooth finish, eminently repairable; but it is NOT abrasion resistant. Pulling a boat onto a beach is asking for grief, especially if parts of the boat have a sharp edges forming high pressure areas…. like the keelsons on Scamp. Protecting the keelsons is a lot cheaper than fiberglass repair.

Floor storage hatch

There is a lot of usable, easily accessible space under the cockpit floor. This optional storage is a sealed chamber approximately 18″ wide x 30″ long with depth varying from about 8″ at the forward end to 4″ aft. The hatch accessing the storage is a rectangular Armstrong style with 14″ x 21″ opening. If you plan to add electric propulsion or accessories this is an ideal location for batteries!

Bilge pump, handheld manual style

Rain and spray is contained in the cockpit sump at the transom. This can be scooped or sponged out easily. However, if you somehow get water inside the seats or underfloor that is a relatively inaccessible area. Although chances of getting much water in this area are slim, it helps to have a portable handheld pump handy.

Outboard motor bracket

Removable outboard motor bracket

Bolts to outside of transom. Owners have noted that a permanent motor mount on Scamp is, well, ugly. So we researched a removable mount that has only a flat plate permanently bolted to the transom. The actual motor carrier clips onto the plate with a simple quick pin, no tools required to install or remove the bracket.

Bronze 5″ cleats

Bronze cleat

Stainless steel pop–up cleats

Pop-up cleat

Performance / operational options

Trailer, galvanized, custom designed for scamp.

Scamp is very difficult to fit correctly on a trailer; the twin keelsons, wide chines and flat bow just don’t work with any standard trailer. We designed a custom trailer specifically for this hull. It is 100% galvanized and has three aft rollers to accommodate self centering on the keelsons. Scamp has a tendency to skate sideways when loading, so we install carpeted side guides and a central crossmember roller to make loading simple. Forward is a carpeted transverse bunk to support the fairbody, and finally a special twin chock winch pedestal. Oh yeah, bearing buddies are standard too.

Swiveling mainsheet cleat with removable base

The mainsheet cleat is fastened to a transverse board between the seat tops. You can adjust the position of the board and cleat fore or aft the length of the cockpit or remove it entirely by pulling two stainless steel fastpins.

Jiffy reefing

Three Reef points in the sail are standard, but there are no reefing lines or cleats. If you want jiffy reefing we”ll set up two complete ready to use reefs.

Compass, bulkhead mounted Richie #RITV57.2

Oars, 9’4″ 2-piece fiberglass shaft with bronze oarlocks.

Scamp’s high freeboard and wide beam requires 9’+ oars which are impossible to stow in Scamps’ cockpit. We have engineered high quality, strong 2 piece 9’4″ spoon blade oars that disassemble and store concealed inside the cockpit coamings. Another practical storage area is on the vertical seat sides, clipped into modified fishing rod holders.

Cover for trailering/storage

Top Notch fabric, custom sewn for Scamp.  Protects deck and cockpit during trailering and storage.

Bimini/Camping style cockpit cover

Fully enclosed bimini cockpit enclosure with zippered windows and side curtains. Sides zip off individually for fully-customized protection from the weather.

Scamp spar and sail bag

We are always looking for ways to simplify sailing, and one of the most vexing chores is the assembling the rig. Wouldn’t it be nice to be able to pull the completely assembled, ready to hoist sail and spars out of a bag? This special bag is 12′ long and has two long pockets; the lower pocket is for the two-section mast. The upper pocket has a full length zipper so you can store the sail lashed to the yard and boom with even the jiffy reefing in place. Just pull the mast with halyard attached from the bag and plop into the cabin-top ‘Scamp Ramp.’  Then fasten your halyard to the Yard and hoist the whole rigged sail out of the bag. All you have left to do is run the halyard and downhaul to their respective cleats, clip the mainsheet and lazy jacks to the boom and away you go. 10 minutes, done.

Stirrup reboarding system

Transom boarding ladder ….. still under development.

• 17′ Jersey Skiff
• 17′ Salish Voyager
• 16.5′ Melonseed
• 15′ Lobster Boat
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• 8′ Nisqually
• Available Now!
• New In Stock

SCAMP Rigging Tutorial

If you’re not familiar with balanced-lug rigging, here’s a great tutorial showing how to set up this simple and intuitive rig.

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The Molded Fiber Glass Boat Company (MFG)

Union City, Pennsylvania

History written by Jim Coffman Molded Fiber Glass Corporation was founded by Robert S. Morrison in Ashtabula, Ohio in 1948. MFG's intentions were to mass-produce commercial products by using polyester resins and fiberglass reinforcements, (in short, FRP-Fiberglass Reinforced Plastics). In 1950, the MFG Sheet Co. was formed. Because of their success thus far, another division was warranted. In 1952, the MFG Tray Co. was started in Linesville, Pa. In 1953, they needed yet another division, due to acquiring the contract with Chevrolet Motor Company to produce the fiberglass body components for the Corvette. This division was MFG Body Co., formed in Ashtabula, Ohio. In 1954, MFG felt it needed another product other than the Corvette. So to have another product line, one they felt would be very successful, they decided to produce boat hulls for another company. Did you ever wonder where the lapstrake hull design came from for MFG's boats?: Lyman Boat Co. MFG took a Lyman hull, tooled up, and produced a mold from it. They then took the finished hull and presented it to Lyman to show them what they could do for their boat, in fiberglass. Result of this business proposal, Lyman Boat Co. said...,No. Now, the ironic part of history, MFG never wanted to produce boats. They only wanted to produce hulls for another company. As a matter of fact, Robert Morrison wasn't a boater, he didn't even have a true interest in boats. So after their pitfall with Lyman, and being tooled up to produce hulls, they had no choice. Finish what they started. So they produced their own deck, attached it to the hull copies, and formed Molded Fiber Glass Boat Co. in Union city, PA in 1955. So now, MFG has their own line of boats, without ever having the intention. Now they needed to name the models they were producing. Best way to come up with names, and to keep in the spirit of their surroundings, look at the map. All of MFG's models were named after surrounding cities. MFG's boat production proved to be a great success. In 1959, MFG Boat Co. decided to try producing two models completely out of fiberglass, the Edinboro, and the Oxford, another success. Come 1960, only one model still had a wood deck, the Celeron. The following years greeted MFG with continuing growth, the boating community anxiously awaited for the following years releases. In 1965, for undetermined reasons, MFG Body Co. in Ashtabula bought Crestliner Boats . But MFG did not move Crestliner's operations to Union City. They left operations at Crestliner's current plants, as well as retaining the Crestliner name. Once in awhile, a Crestliner boat came through with MFG markings. Reason for this is unexplained as well, possibly a marketing test. In 1968 MFG Boat Corporation began producing boats for Sears . These models were the Sears Gamefisher and later the Adventurer series boats. The Sears line was produced in Ashtabula, not Union City as one might think. According to one MFG contact, this continued into the very early 80's. In 1972, MFG Corporation sold off Crestliner, and concentrated on production of their own models. 1977 brought a new line into their plants. MFG began production of fiberglass hoods and other components for Outboard Marine Corporation . This continued on into the 80's. As for the Boat Co. themselves, the 80's meant the end of MFG Boats. Epilogue It is in my opinion, researching the history of MFG Boat Co., information became very vague. Late summer of 2002, I had the opportunity to talk with Richard Morrison, the son of Robert Morrison, the founder. Our conversation was via telephone, whereas, I had to make an appointment to call him at his office. A huge percentage of the information contained above is the result of our conversation. There are a couple of points I wanted to add to this page, but before I receive confirmation, I will keep them to myself. As receive any further information, I will update this page. If anybody has any valid documentation on the history and would like to share it, please feel free to contact me.

Model Information

1955 to 1959 MFG outboard boat models

1960 to 1962 MFG outboard boat models

1965 to 1967 MFG outboard boat models

1968 to 1971 MFG outboard boat models

1955 Information Thanks to Lee Wangstead

1955 Brochure, Page 1

1955 Brochure, Page 2

1955 MFG ad

1956 Brochure

1956 Brochure, Page 1

1956 Brochure, Page 2

1956 Brochure, Page 3

1956 Brochure, Page 4

1956 Miscellaneous

1956 MFG Ad 1

1956 MFG Ad 2

November 1956 MFG article

1957 Brochure Thanks to Jim Whaley

1957 Brochure, Page 1

1957 Brochure, Page 2

1957 Brochure, Page 3

1957 Brochure, Page 4

1957 Brochure, Page 5

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1957 Miscellaneous

1957 MFG Ad

1957 MFG Article

1958 Brochure Thanks to Jim Maier

1958 Brochure, Page 1

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1958 Miscellaneous

1958 MFG Magazine Ad

1958 MFG "Five Beauties for '58" Ad

1958 MFG New Models Article

1958 MFG New Plant Article

1958 Mercury Boathouse Bulletins

1958 MFG Cambridge Mercury Mark 58E test

1958 MFG Cambridge Mercury Mark 78E test

1958 MFG Suburban Mercury Mark 28test

1959 Brochure

1959 Brochure, Page 1

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1959 Brochure, Page 4

1959 Miscellaneous

1959 MFG Magazine ad

1959 MFG Ad

1959 MFG Celoron Ad

1960 Brochure

1960 Brochure, Page 1

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1960 Brochure, Page 5

1960 Brochure, Page 6

1960 Miscellaneous

1960 MFG Magazine Ad

1960 MFG 19' Seaway Ad

1961 Information

1961 Article, Part 1

1961 Article, Part 2

1961 Article, Part 3

1961 Article, Part 4

1961 Article, Part 5

1961 Article, Part 6

1962 Brochure

1962 Brochure, Page 1

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1962 Brochure, Page 3

1962 Brochure, Page 4

1962 Brochure, Page 5

1962 Brochure, Page 6

1963 Brochure

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1963 Brochure, Page 7

1963 Brochure, Page 8

1963 Miscellaneous

1963 Pricelist, Page 1

1963 Pricelist, Page 2

1963 MFG Magazine ad

1964 Brochure Pricelist thanks to Janet Lowry

1964 Brochure, Page 1

1964 Brochure, Page 2

1964 Brochure, Page 3

1964 Brochure, Page 4

1964 Brochure, Page 5

1964 Pricelist

1964 Pricelist, Page 1

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1964 Pricelist, Page 3

1964 Pricelist, Page 4

1965 Brochure

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1965 Brochure, Page 19

1965 Miscellaneous

1965 MFG Magazine ad 1

1965 MFG Magazine ad 2

1965 MFG Westfield Custom I/O MerCruiser 60 test

1966 Brochure

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1966 Brochure, Page 24

1967 Brochure Brochure thanks to Lee Wangstead

1967 Brochure, Page 1

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1967 Miscellaneous

1967 MFG Magazine ad

1968 Brochure

1968 Brochure, Page 1

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1968 Miscellaneous

MFG in a 1968 Evinrude ad

1968 MFG Magazine ad

1969 Brochure Thanks to Kelly Wood

1969 Brochure, Page 1

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' 1969 Miscellaneous

1969 MFG Magazine ad

1969 Article, Part 1

1969 Article, Part 2

1969 Article, Part 3

1969 MFG Challenger Mercury 110 and 75 test

1970 Brochure

1970 Brochure, Page 1

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1973 Brochure Thanks to Ted Sampanes

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MFG Boats in Use

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1976 Starcraft Marine Sea Scamp 12

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• Sailboat Guide

1976 InterYacht Italy Yatimer 50 / Ketch

• Description

Seller's Description

French-built 1976 50-foot ketch, center cockpit, aluminum masts, needs cosmetics and other repairs, ideal live aboard, sleeps 6, 72” headroom, 2 heads, fin keel, 7 draft, 60 mast height from water. Sailed in 15 Harvest Moon Regattas, including 2021. Sailed across Atlantic 5 times per previous owner. I live nearby and can show boat by appointment. $32,000 or best offer.

Equipment: 4 cyl 85 HP Ford Lehman diesel (overhauled in 2010, runs great!), V-drive. Extras include: sails (new 145% genoa), new halyards, fuel polishing system, spare propeller, spare anchors (aluminum Danforth & plow) 200 line, off-shore life jackets, MOB pole, 2 FRP fresh-water tanks (total 386 gal), 2 aluminum fuel tanks (total 150 gal), navigation package (Garmin 740S, fixed VHF with DSC, hand-held VHF, Furuno Model 1621 radar), 6-person DBC liferaft, ACR PLB-300 EPIRB.

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)

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Two men rescued from capsized sailboat near Cape Canaveral

by Skyler Shepard

CAPE CANAVERAL, Fla. (CBS12) — Two men were rescued from their capsized sailboat by a Good Samaritan and the U.S. Coast Guard (USCG) on Tuesday.

An urgent marine information broadcast was issued after the men's 18-foot sailboat capsized two miles off the coast of Cape Canaveral. The men were both wearing life jackets, had a marine radio onboard and one man had a personal locator beacon on his life jacket, the Coast Guard said.

See also: 'Out of a Hollywood movie:' Woman jumps out of a burning vehicle on I-95, survives

That broadcast allowed the Good Samaritan to find the men standing on top of their overturned boat.

Photos provided by the USCG show the remains of the capsized sailboat and the boat of the Good Samaritan that found the two.

USCG crew in Port Canaveral retrieved the two men from the Good Samritan's boat and brought them to Jetty Park Ramp with no injuries.