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Catalina 22 Review

The Catalina 22 is the most commercially successful sailboat of all time and is one of the 5 inaugural members of the American Sailboat Hall of Fame.  Frank Butler of Catalina Yachts  designed the Catalina 22, which was Catalina’s first production boat.  Since 1969, Catalina Yachts has built and sold over 16,000 Catalina 22s.  Catalina continues to manufacture this boat to meet continued sprightly demand.  Continued market demand and production of a family cruiser and racer of this size contrasts with the next two models up in Catalina’s line, the Catalina 25  and the Catalina 27, which are no longer produced.

The Catalina 22 is an excellent day sailer, racer, and weekender.  She has classic Catalina lines and port light configuration that many sailors find timeless.  Although Catalina has updated the Catalina 22 throughout its production run, early boats remain modern-looking and attractive by today’s standards.  Many sailors will prefer the lines of the earlier boats over the lines of the most recent.  With its light displacement and available swing keel, the Catalina 22 can truly be considered a trailer-sailer by any modern standard.

Unlike many builders of sailboats available on the used boat market today, Catalina remains in business, and continues to manufacture and source parts for the Catalina 22.  Catalina 22 owners benefit from  Catalina Direct , which makes buying many  Catalina 22 specific parts  very convenient.  As an aside, it’s worth noting that Catalina Direct is a dealer for Catalina Yachts and is not run by Catalina, the manufacturer.  With the vast majority of Catalina 22s still afloat, the boat has a huge user base and a very active owners’ association with racing, the Catalina 22 National Association .  Many owners of the Catalina 22 report that the plethora of information available from other owners, that the manufacturer was still in business, that a version of the boat continues to be manufactured, and that spare parts were readily available, were key points influencing their decision to purchase a Catalina 22.

EVOLUTION OF THE CATALINA 22

Catalina produced the original Catalina 22, called the Mark I, until 1995.  In 1973, a fin keel was offered in addition to the swing keel.  In 1976, a stronger heavier mast was introduced.  In 1986, Catalina introduced the “New Design”, which saw revisions to the rigging but not to the sail dimensions, aluminum trimmed port lights replaced with smoked plexiglass, interior layout changes, addition of a separate fuel locker and battery compartment, moving the forward hatch aft of the foredeck to the cabin house, and addition of an anchor locker.  In 1988, a wing keel option was offered in addition to the swing and fin keels.  In 1995, Catalina introduced the Catalina 22 Mark II, which included revisions to the hull above the waterline, cabin house and port lights, interior layout, pop-top, and offered additional interior options.  In 2004, Catalina introduced the Catalina 22 Sport.   For the Catalina 22 Sport, Catalina redesigned nearly the entire boat except for the hull, keel, rudder, and sail plan, which were left the same so that these boats could compete in one-design racing.

Catalina introduced an additional 22 footer, the Catalina Capri 22, in 1984. This boat has a different underbody from all of the above Catalina 22 boats and is not eligible for Catalina 22 one-design racing.  Catalina continues to manufacture this boat, today called the Catalina 22 Capri .

CONSTRUCTION

The build quality of the Catalina 22 is good for its intended purpose as a daysailer and weekender for inland and protected waters.  The hull is solid hand-laid fiberglass.  Some Mark I models had plywood stringers, which can rot.  The deck is fiberglass sandwich with a plywood core.  The hull-to-deck joint is Catalina’s preferred shoebox design, but only fastened with screws and chemical adhesive which are sufficient for the boat’s intended cruising grounds.  Interior fit and finish is excellent for this size and class of production boat.  The interior is a molded fiberglass liner.  Interior woodwork is an attractive and durable marine ply with teak veneer with some solid teak pieces for structural loading.

All standing rigging is stainless steel.  Catalina 22s built before 1977 had a lighter, weaker mast, and lighter gauge standing rigging.  These early boats were not designed to carry a headsail greater than a 110%.  A few of these earlier boats suffered mast failures when carrying a larger genoa. In 1978, Catalina fixed this issue on all new Catalina 22s by installing a stronger, heavier mast and heavier gauge rigging that could support the greater loads associated with larger headsails.

Minor blistering was an issue on some earlier Catalina 22s, which was a common issue for boats manufactured during that period.  Hull blistering issues are hit and miss, with some Catalina 22 owners reporting never having any.  Due to the long production run and improvement of fiberglass technology during this time, blistering issues were reduced in each successive year, and were nearly non-existent by the mid-1980s.

As with all early Catalina boats that had aluminum trimmed port lights, leaking is a common problem.  Catalina Direct offers a Catalina 22 specific  kit to reseal these port lights.

On Mark I boats, the electrical panel was installed on the side of the aft dinette seat where it can be damaged by kicking when moving about the cabin and by water intrusion between the hatch boards.  Some owners install kick plates over the electrical panel to protect the switches.  Due to the relatively simple electrical systems on the boat, moving the electrical panel to a better location is only a small project.  For the New Design, Catalina moved the panel to the shelf in the port side of the hull.  Catalina moved the panel again for the Mark II model, placing it beneath the companionway steps, which returned it to the same location issues as the Mark I boats have.

Early Catalina 22s came from the factory with through-hull plumbing fittings secured only by single hose clamps, instead of two.  This is of course easy to fix if not done already.  Early boats also had gate valves installed for through-hulls, which was common at that time.  Gate valves should be replaced with proper seacocks.

The Catalina 22 is a masthead sloop with a sail-area-to-displacement ratio of around 18 (depending on keel), which puts her traditionally in a medium-cruiser class.  The mast is deck stepped with a compression post below decks to support the mast.  The mast is supported by one set of spreaders and one set of upper shrouds, and two sets of lower shrouds.

Some Catalina 22s came equipped from the factory with boom vangs, while others did not.   Catalina 22 specific boom vang kits are available from Catalina Direct.  All boats came with an adjustable mainsheet traveler.  The jib car tracks are very short, but this is not likely an issue for the vast majority of sailors who will rarely adjust the location of their jib cars anyway.  A small winch and clutch is installed on each cockpit coaming to manage jib sheets. No halyard winches were installed from the factory, but clutches were typically installed at the aft end of the cabin house so as to be accessible from the cockpit.

Catalina has deliberately never changed the dimensions of the rig during the entire production run so that any Catalina 22 regardless of year can compete in Catalina 22 one-design racing.

KEEL AND RUDDER

The vast majority of Catalina 22s were delivered with a swing keel.  Over the production run, Catalina introduced two additional keel options, a fixed fin and a fixed wing.  The fin keel has a draft of 3′ 6″ and provides 765 lbs. of ballast.  The wing keel has a draft of 2′ 6″ and provides 708 lbs. of ballast.

The Catalina 22 swing keel warrants its own discussion.  On earlier boats, the swing keel was cast iron and in later boats, cast lead. Beginning with the Mark II model, all swing keels were encapsulated in fiberglass.  The swing keel weighs 452 lbs. and serves as all of the ballast for the boat. The heavy weight of this swing keel prevents many of the annoying banging noises associated with unballasted swing keels. The keel can be raised by way of a simple and reliable manual winch system located below the companionway steps. Little effort is required to operate the winch.

The swing keel pivots from a down position to an aft-and-up position on a 1” diameter cast bronze rod hung between stout cast bronze hangers mounted to the underside of the hull. When down, the keel provides a 5′ draft, which is very deep for a boat of this size.  When the keel is fully raised to its horizontal position, the Catalina 22 has a draft of only 2′, which is of course handy for gunkholing or if the water gets shallow when exploring. In the event of a grounding, the keel gently swings back and away rather than getting damaged or causing damage to the hull as can happen with fixed keels and vertically lifting (not swing) keels.  When the swing keel on the Catalina 22 is fully lowered, the keel orientation is high aspect and has a symmetrical foil shape, similar to modern race boats, so that the boat points to weather extremely well and tacks on a dime. When completely raised, only a small part of the keel is enveloped in the hull, with the rest protruding. Therefore when the keel is fully raised, the keel orientation is very low aspect, making for nearly a full keel configuration, enabling the boat to track well with little helm attention, even when sailing downwind.

Catalina recommends that Catalina 22 swing keel hardware be inspected every two years if in a salt water environment, and allows for longer if in fresh water. However, some owners in fresh water environments report never inspecting their swing keels after thirty years of use and have no problems.  Catalina also recommended a retrofit be performed on earlier Catalina 22s to reduce the side-to-side movement of the keel along the pivot pin, which could cause the keel to wear through the pin.  If not already done, owners should perform or have this retrofit performed.  A retrofit kit is available from Catalina Direct.

Despite the early swing keels being cast iron, Catalina did not typically install a sacrificial anode on Catalina 22s at the factory.  Catalina 22s should have a sacrificial anode installed, especially if in salt water, although owners of fresh water boats without sacrificial anodes have reported little corrosion.   Sacrificial anode kits , including the drill bit necessary to go through the cast iron, are available from Catalina Direct.  Catalina 22s produced from 1995 onward had the cast iron keel encapsulated in fiberglass, which further reduced potential corrosion issues.

The Catalina 22 has a transom hung rudder commanded by a tiller.  Mark I boats came with a kick-up rudder that may avoid damage if grounded, and can also be secured up when in shallow waters using the factory-installed rudder rigging.  New Design and later, boats were delivered with a solid rudder instead of the kick-up model.  The solid rudder can provide better sailing performance but can be damaged when the keel is raised in shallow waters because the rudder extends beyond the depth of the raised keel.

SAILING CHARACTERISTICS

The Catalina 22 has a very flat canoe body and beam carried well aft resulting in excellent initial stability, and low wetted-surface area contributing to speed.  The boat has a relatively deep forefoot, which prevents the flat body aft from pounding.  Catalina 22s are stiff, and if knocked down, right themselves quickly.  The swing keel is the least ballasted of the boats and is the most tender.  The fin keel is the most ballasted and most stable version.

All three keel configurations sail well on any point of sail.  Catalina 22 owners consistently refer to the boat as “forgiving”.  The swing keel performs the best to windward due to its deep and high-aspect orientation when lowered.  Due to its extremely low-aspect when raised, the swing keel can also perform the best running with the wind.  The fin keel performs better on all points of sail than the wing keel.

The Catalina 22 easily achieves hull speed in light-medium airs.  Many Catalina 22 owners report preferring to reef when winds reach above 10 knots, while others report never reefing even with much higher wind speeds.  The boat has a tendency to round up into the wind when over canvassed, which can count as a safety feature.

Unlike smaller day sailers, the cockpit of the Catalina 22 provides a very secure and dry ride.  The cockpit is large (larger than its bigger sister, the Catalina 25 ) with a moderately deep sole and wide benches.  Leaning against the bulkhead at the forward end of the benches provides an excellent lounging position facing aft.  The coamings are moderately high, which add to a sense of security when seated.  The benches are long enough for sleeping when overnighting or weekending.

On Mark I boats, the cockpit sole slopes forward so that scuppers are necessarily located at the forward end of the cockpit.  On any boat with cockpit scuppers located in the sole, keeping the scuppers free from debris, especially when the boat is not being used, is a common maintenance concern.  Clogged scuppers can lead to cockpit flooding in heavy precipitation, and eventually flooding below decks.  The scuppers drain through plumbing connected to a y-fitting and then a through-hull fitting beneath the companionway steps.  Catalina Direct offers a kit to install additional scuppers in the transom of the boat to aid the factory installed scuppers.  With the New Design, Catalina began installing scuppers that drain through the transom.

Beneath the port cockpit bench is a relatively large lazarette, accessible from a hatch at the aft end of the port bench.  The lazarette is not big enough for sail storage but works well for storing lines, bumpers, and other equipment.  On Mark I models, this lazarette also functions as a fuel locker, which is functional because the locker is not open to the interior of the boat or the bilge.  The lazarette is vented to the outside by cowlings on the side deck.  The sole of the lazarette slopes downward to forward so that fuel fumes can accumulate in the lazarette.  Some Mark I owners report that fuel fumes can seep through the bulkhead at the forward end of the lazerette into the cabin.  For the New Design, Catalina improved this design so that the fuel tank was separated from the lazarette and vented to the cockpit.  Some Catalina 22s came equipped with a manual bilge pump mounted in the port lazarette, with the pump handle accessible from the cockpit.

A boarding ladder hung from the transom on the starboard side was optional.  While boarding ladders are an easy fit to most any boat, a Catalina 22 specific boarding ladder is available from Catalina Direct.

Moving forward from the cockpit, the side decks are necessarily narrow.  For a boat of this size, the side decks are excellent.  Many boats of this size eliminate side decks all together, especially newer designs, requiring sailors to cross over the cabin house to access the foredeck, which is disastrous in appearance.  Butler maintained the boat’s good lines and proportions by keeping side decks, even if narrow.  Some owners remove their lifelines, which generally looks attractive, and in this case makes moving along the side decks easier.  Considering the limited effectiveness of the lifelines due to their low height, their removal may add to safety aboard on any Catalina 22 unless small children will be aboard.  Due to the size of the boat, there is always some rigging to hold within arms’ reach.

The foredeck is a good size for managing a foresail and includes a sufficiently secure bow pulpit.  On Mark I boats, there is a large hatch in the center of the foredeck, which opens to the v-berth below.  On New Design boats, this hatch was moved aft to the forward end of the cabin house, which improves the foredeck for sail handling.  On Mark II boats, this hatch was changed from solid fiberglass to smoked plexiglass.  Due to the rising sheer line of the forward end of the deck, the plywood core in the foredeck is prone to rot if the watertightness of the foredeck fittings is not maintained.  Many owners have addressed rotted cores with various techniques that involve removing the rotted core from below decks.  Addressing this issue from below leaves no adverse blemishes on the foredeck.

Mark I Catalina 22s have no anchor locker.  Many Mark I boats are fitted with an anchor holder mounted on the bow pulpit.  For any Catalina 22 not already outfitted with one, anchor holders are available from Catalina Direct.  Catalina introduced an anchor locker with the New Design.

The Catalina 22 has Catalina’s traditional wide companionway with three hatch boards.  With the hatch boards removed, the interior of the boat is greatly opened.  This companionway is an excellent place to stand while under sail from which all operations of the boat can be observed and guests in the cockpit tended with food and beverages.

Headroom is limited at 4′ 4″, which owners report is great for their children.  In 1973, Catalina began offering the pop-top as an option, which swings up on 4 stainless steel struts and increases headroom to 5′ 7″.  Catalina modified the pop-top for the Mark II model, replacing the struts with a hinge at the forward edge, making it easier to raise.

Below decks, there is a wide but short v-berth forward with a removable central insert at the aft end.  On Mark I, New Design, and Mark II boats, beneath the central insert is a large storage area open to the salon.  Many owners keep port-a-potties in this space and some install marine heads.  Some Catalina 22s were delivered from the factory with marine heads installed in this space.  Also beneath the v-berth are two smaller storage areas.  The aft end of the v-berth can be enclosed with the factory-installed curtains, which offers some privacy if used as a head area.

On the New Design models, there is an icebox to port a centerline sink between the aft end of the v-berth and the forward dinette seat back.  To starboard there is a two burner stove and a drawer beneath.  Some owners remove this stove, leaving a deep shelf for storage.

Aft to starboard is a settee long enough for sleeping.  On the Mark I models, aft to port is the dinette, which can seat two adults and two children.  Outboard of the starboard settee, and the dinette to port, are shelves built into the hull.  There is storage beneath the starboard settee, the dinette seats if on the Mark I model, and the port settee if on the Mark II model.  On the Mark II model, the port settee continues aft beneath the cockpit, making the port settee long enough for sleeping.  Aft of the starboard settee is the “Captain’s Quarter Berth”, which is uncomfortable as a berth due to low headroom.  Most owners use this space for storing whisker poles, boat hooks, camp stoves, oars, and similar long and flat gear, or mounting radios and other equipment.  The aft most end of this quarter berth is accessible from a hatch in the cockpit.

For Mark I and Mark II boats (but not the New Design boats), Catalina offered a galley that would slide out from under the quarter berth for use.  On Mark I models, the slide-out galley included a sink, two burner stove, icebox, and storage drawer.  On Mark II models, the galley was smaller, and only included a sink and single burner stove.  The icebox was moved to and became an integral part of the companionway steps.

For the Mark II models, Catalina made the interior more spacious by widening the hull above the water line and widening the interior by 10″.

VENTILATION

The Catalina 22 has no opening port lights, but none are necessary.  Ventilation on the Catalina 22 is excellent.  The large forward hatch funnels air into the cabin when under sail.  At the dock, owners report that a box fan can be placed in this hatch to effectively force air throughout the cabin.  The pop-top opens the entire salon dramatically. The large companionway contributes to this openness as well.

AUXILIARY POWER

The Catalina 22 is powered by an outboard motor hung on the port side of the transom on an adjustable mount.  Long shaft motors are preferred.  A 5 h.p. motor is more than adequate for pushing the boat even in rough conditions.  Many owners report having Catalina 22s equipped with less powerful motors without issue.

With a maximum displacement of 2490 lbs. or less depending on keel model, the Catalina 22 is easily pulled without a powerful truck as a tow vehicle.  The light weight also enables the Catalina 22 to use a single axle trailer, although the trailer wheels should be of the 5-lug type.  The swing keel and relatively flat bottom also mean that many powerboat trailers can be easily modified to support the Catalina 22.

USED CATALINA 22 MARKET

Catalina 22s can be found on the used boat market typically ranging anywhere in price from $2,000 to $22,000, mostly depending upon age and condition, installed equipment and upgrades, and whether or not a trailer is included in the sale. However, derelict project boats occasionally pop-up for much less. Due to the ubiquity of the Catalina 22, it is always easy to find one for sale on Craigslist, Sailboat Listings, Sailing Texas, and other venues, and there are a plethora on Yacht World. If shopping for a Catalina 22, make sure all swing keel maintenance has been performed or be prepared to do it. Check early boats with aluminum trimmed windows for leaks, which was common but easily repairable. Check for foredeck core rot, stringer rot, and hull blistering, which were hit and miss problems on earlier boats. Otherwise, there is nothing special to consider with these boats that you would not for any other boat.

Special thanks to Jeremy Smith for his contributions to this article.

ADDITIONAL RESOURCES

Catalina 22 Mark II Brochure

Catalina 22 Sport Brochure

Catalina 22 National Association

Catalina 22-Specific Parts Available from Catalina Direct

Catalina 22s Available for Sale on Craigslist, Nationwide

FAMILY CRUISING (SAILING AWAY) ON A CATALINA 22

CATALINA 22 RACING

LAUNCHING A CATALINA 22

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6 thoughts on “ catalina 22 review ”.

Had no idea that a Catalina was that affordable! Definitely going to get a yacht someday soon!

Excellent review. The only suggestion that I can make is that a matrix that compares the various features and problems of each model and age boat would be extremely helpful. I will use this review as my guide for the purchase of a Catalina 22. Congratulations on a very professional job.

Jim Vaughan Grass Valley, Ca

• Pingback: Used Catalina 22 | Pualwalker

Great informative article! Thanks for sharing your wealth of knowledge!

Great review that I will keep going back to for more research on things I had to skip over. I’m a senior age guy and have spent my life boating and commercial fishing but never sailing. I’m definitely going to buy a Catalina 22. This boat was recommended to me by my sailing instructor Gary of Outercape Sailing in Wellfleet Massachusetts. I live in Provincetown Massachusetts with a great harbor and Cape cod Bay. I’m so thankful for all this information. Thanks Peter Cook

Thanks for all the help. I am looking to purchase one right now but on all sites they are minimal at best. Can’t blame the people for not wanting to get rid of one unless trading up. Thanks again.

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• Practical Boat Owner
• Digital edition

Catalina 22: The most successful cruising yacht ever designed

• August 31, 2021

Built as the Jaguar 22 and Alacrity 22 in the UK this Frank Butler design has been in continuous production since 1969 with over 18,000 units sold, writes Rupert Holmes

Photo: David Harding/SailingScenes.com

When he launched this modest ballasted centreboarder in 1969 Frank Butler is reputed to have said he would consider it a success if he built 100 boats.

Six years later the 5,000th boat left his Catalina Yachts factory and the model has remained in continuous production for more than 50 years, albeit with many improvements during that time.

The Catalina 22 is by far the most popular ballasted sailing boat with accommodation ever, with total numbers thought to be over 18,000.

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Butler also licensed the Catalina 22 design to other builders around the world, including in the UK, where it was marketed as the Alacrity 22 and Jaguar 22 and some 1,500 boats were produced for the UK and European markets.

There’s accommodation for four or five in a bright open plan layout, although the boat is too small for standing headroom. Today the Catalina 22 makes a good, inexpensive coastal cruisers.

Catalina 22 / Jaguar 22 specification

LOA: 6.55m / 21ft 6in LWL: 5.9m / 19ft 4in Beam: 2.34m / 7ft 8in Draught ( keel up): 0.6m / 2ft 0in Draught (keel down): 1.5m / 5ft 0in Displacement: 1,130kg / 2,490lb Ballast: 250kg / 550lb Current market value: £1,500-£6,500 / $2,000-$9,000

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Catalina speed boat company, page actions.

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Catalina Speed Boat Company (1922-1956) (#00097868), was incorporated on February 8, 1922. Al Bombard, an excellent mechanic, helped develop the company with Clarence Ritchie. Their self-designed Miss Catalina speed boats featured a V-bottom and Liberty V-12 engine used in World War I planes. Surplus engines were purchased from the government, and the first four speedboats were built in Wilmington. The fifth and sixth boats were built in Avalon. Oak and Doulgas fir were used for the boat's ribs, with mahogany for planking. Subsequent boats used timber imported from the Philippines and Honduras.

Al Bombard designed and built the “Miss Catalina” series of six boats to an odd length of 29 feet, 11 inches for a specific reason. Back in the day, the US Coast Guard regulations required all passenger-carrying vessels 30 feet and over to be inspected and certified, so Bombard and the Catalina Speedboat Company built the boats one inch shorter. The Liberty engine in Miss Catalina boats held 10 gallons of oil, burned approximately half a gallon of oil an hour, and blazed through 30 gallons of gasoline an hour. Bombard kept three Liberty engines in reserve, overhauled and ready to go, for every engine currently in service.

For 36 years, the Catalina Speedboat Company provided tours for visitors around Catalina Island using Six – Catalina built Bombard speedboats. Between 1922 and 1958 the Liberty V-12 powered Bombards brought the thrill of speed on water to the thousands of paying passengers. The vessels had a short life-span, however, due to the high speeds at which they crossed the channel, and the pounding they received at speeds of up to 55 miles per hour.

• Miss Catalina Speed Boats

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• Sailboat Guide

Catalina 27

Catalina 27 is a 26 ′ 10 ″ / 8.2 m monohull sailboat designed by Robert Finch and Frank V. Butler and built by Cooper Enterprises Inc., Russell Marine, Essex, Catalina Yachts, and Eric Birch, Essex between 1971 and 1991.

• 3 / 29 Dayton, MT, US 1985 Catalina 27 $14,500 USD View
• 4 / 29 Smith Mountain Lake, VA, US 1989 Catalina 27 $10,000 USD View
• 5 / 29 Chicago, IL, US 1985 Catalina 27 $5,500 USD View
• 6 / 29 Stockton Lake, MO, US 1976 Catalina 27 $9,999 USD View
• 7 / 29 West Columbia, SC, US 1985 Catalina 27 $8,300 USD View
• 8 / 29 Smith Mountain Lake, VA, US 1989 Catalina 27 $10,000 USD View
• 9 / 29 Dayton, MT, US 1985 Catalina 27 $14,500 USD View
• 10 / 29 Chicago, IL, US 1985 Catalina 27 $5,500 USD View
• 11 / 29 West Columbia, SC, US 1985 Catalina 27 $8,300 USD View
• 12 / 29 Dayton, MT, US 1985 Catalina 27 $14,500 USD View
• 13 / 29 West Columbia, SC, US 1985 Catalina 27 $8,300 USD View
• 14 / 29 Dayton, MT, US 1985 Catalina 27 $14,500 USD View
• 15 / 29 Smith Mountain Lake, VA, US 1989 Catalina 27 $10,000 USD View
• 16 / 29 Chicago, IL, US 1985 Catalina 27 $5,500 USD View
• 17 / 29 Dayton, MT, US 1985 Catalina 27 $14,500 USD View
• 18 / 29 Smith Mountain Lake, VA, US 1989 Catalina 27 $10,000 USD View
• 19 / 29 Chicago, IL, US 1985 Catalina 27 $5,500 USD View
• 20 / 29 Smith Mountain Lake, VA, US 1989 Catalina 27 $10,000 USD View
• 21 / 29 Chicago, IL, US 1985 Catalina 27 $5,500 USD View
• 22 / 29 West Columbia, SC, US 1985 Catalina 27 $8,300 USD View
• 23 / 29 Chicago, IL, US 1985 Catalina 27 $5,500 USD View
• 24 / 29 Smith Mountain Lake, VA, US 1989 Catalina 27 $10,000 USD View
• 25 / 29 Chicago, IL, US 1985 Catalina 27 $5,500 USD View
• 26 / 29 Smith Mountain Lake, VA, US 1989 Catalina 27 $10,000 USD View
• 27 / 29 Chicago, IL, US 1985 Catalina 27 $5,500 USD View
• 28 / 29 Chicago, IL, US 1985 Catalina 27 $5,500 USD View
• 29 / 29 Chicago, IL, US 1985 Catalina 27 $5,500 USD View

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)

From BlueWaterBoats.org :

Launched in 1971, the Catalina 27 has been a popular favourite, enjoying the kind of commercial success that’s led to one of the longest and largest production runs of its era spanning 22 years and 6,600 boats. From the outset she was designed to be affordable (some have even said cheap) for weekend excursions, club racing and coastal cruising – offshore work was always outside of the design scope. Yet despite this there has been at least one circumnavigation demonstrating that this vessel, with the right preparation and skills, can be an ocean passage maker. We’ve included this boat here more for its popularity than its inherent seaworthiness.

The Catalina 27 was conceived in a 1970 design partnership between Robert Finch, and the founder of Catalina Yachts, Frank Butler. Butler built an incredible number of 27s at his boat factory in Southern California using modern boatbuilding processes that are not too different to methods employed today. Initial production started in 1971. She had a incredibly spacious interior and she was affordably priced at a time when cruising sailboats had captured the public imagination. These factors helped the boat find immediate success, in fact in the first three years 1,500 boats popped off the production line – that’s ten per week.

Early models were only available with outboard engines, an inboard option of an Atomic 4 engine was added in 1973, which later expanded to other engine varieties in successive years. The outboard engine option was later phased out in 1989. For shallow waters, a shoal draft winged-keel version was introduced in 1979. And popular among club racers, there was a version with a taller, more efficient, high aspect ratio rig which added 24 sq.ft. of canvas.

Production spread also to Canada and the UK. Cooper Enterprises in British Columbia, at the time one of the largest Canadian boatbuilders, produced well over a thousand boats under license for the Canadian domestic market and are a common sight around BC waterways today. While across the pond in the UK, the boat was built under license from as early as 1971 under the brand name Jaguar for UK and European markets. These were produced in Essex by Eric Birch Yachts (from 1971) and Russell Marine (from 1975) with the hulls molded by Seamaster Boats.

In 1979 a young 28 year old Patrick Childress set off in his shoal draft Catalina 27, Juggernaut , on a successful 3 year single-handed circumnavigation which included a 6400-mile, 53-day passage of the Indian Ocean.

After an unprecedented 22 years of production resulting in 6,600 boats, production finally ceased in 1991. Catalina succeeded the long lasting design with an all-new water-ballasted and trailerable weekender, the Catalina 270.

Configuration

The Catalina 27 is a fin-keeler with a raked spade rudder hanging about as far aft as possible, pushed along by a masthead sloop rig that’s tall and efficient. The hull shape is shallow and beamy which is great for initial stiffness to the wind but reduces liveable volume below the waterline. Butler made up for this by drawing deep topsides and a high cabin top all while keeping the design sleek to the eye. The result gives this 27-footer class leading interior headroom and space.

Below deck can best be described as light and spacious, this boat offers so much accommodation that many are willing to forgo her flaws. The companionway and hatch is wide which poses a water ingress hazard at sea but is responsible for her spacious feel in the cabin while at anchor. There’s technically berths for six in the standard aft-galley layout – two in the forepeak and the port side settee will really only fit kids or very short adults, while the starboard settee converts to a cozy double berth, and finally there’s a starboard seagoing quarterberth. The galley with its two burner stove is located on port below the companionway while the head is located just aft of the forepeak on starboard and is comfortably sized. Opposite the head is a locker, but note, as is typical of boats this size, locker and stowage space is in short supply.

Construction

Construction was pretty light. The hull is of solid fiberglass and much thinner than typical offshore counterparts, particularly above the waterline where small impacts that would normally lead to just a scratch may result in fractures for the Catalina 27. Early boats, as a cost cutting measure, lacked proper backing plates on deck hardware, stanchions, and rails, which lead to cracked gelcoat and in some cases fiberglass delamination. This was remedied in later boats.

The feel of the helm is very light and she sails responsively, or to quote the ever humorous John Vigor in 20 Small Sailboats to Take you Anywhere, “She handles like a dinghy, which is hardy surprising since that’s what she basically is – a dinghy with grandeur”. She is relatively stiff and holds her canvas well in a breeze. All this makes for a fast boat that’s easily controlled. The downside is seaworthiness. For best results Vigor recommends keeping her cruising weight down, as reduced weight will reduce stresses on the rig and hull at sea.

Note that the Catalina 27 is a beamy boat, and like others, there is a tendency for weather helm on greater angles of heel that will require either reefing the mainsail to maintain balance.

Buyers Notes

More than 6,600 Catalina 27s were made, so there’s plenty to choose from. If you’re on the hunt for a boat to sail protected coastal waters at a good price then she’s a good choice. For offshore work do your research and make sure you’ve modified your boat according to recommendations – probably the most important are enlarging the cockpit drains, reworking the companionway hatch area to help direct water into the cockpit, and uprated rigging including chainplates for the aft lower shrouds.

Some known weaknesses with this boat are listed below:

• As mentioned, early boats lacked backing plates on hardware, leading to cracks in the gelcoat and in some cases delamination of the GRP.
• Through-hull fittings were poorly installed and secondary bondings of attachments in some cases were poor.
• Leaky chain plates have caused bulkheads to deteriorate which in turn has increased the risk of rig failures.
• Fuel tank installations were poor on early inboard models.
• The original spreader sockets were made of cast aluminium which tended to crack when overstressed.
• Through-hull fittings in early boats were simply pipe nipples glassed into the hull and will need swapping out for proper flanged, bolt-through bronze fittings.
• While heeled, some have reported seawater back flowing into the icebox via the drain. Fit a proper seacock to the through-hull.

Links, References and Further Reading

» The Catalina 27/270 Owners Association » Twenty Small Sailboats to Take You Anywhere by John Vigor, (Ch8, p45-52) an in depth look at the Catalina 27. ISBN:978-0939837328 » Used Boat Notebook, Catalina 27, review by John Kretschmer, SAILING Magazine, Nov 2002, volume 37, no. 3 » Jaguar Owners Association for European Catalinas under the brand name Jaguar » A biography of Forbes Cooper of Cooper Yachts who built the Canadian Catalina 27s » Cruising World Magazine’s article on Patrick Childress’ two circumnavigations , first in his Catalina 27 and then in his Valiant 40 two decades later.

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Catalina 445

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OWNER PHOTO: "Hannah", Cuttyhunk Harbor, Gosnold, MA.

The 445 from Catalina incorporates crisp, contemporary styling with proportions and features that make Catalinas comfortable and secure underway and on the hook.

Based on a new hull design with a long waterline and moderate beam and freeboard, the 445 has excellent performance potential. The hull form is optimized to provide the gentle, predictable motion underway, which is so appreciated in other Catalina models.

The deck is strikingly handsome with a low profile cabin structure, twin helm stations and a roomy cockpit with tall, secure, comfortable coamings and a cockpit table that seats 4-6. The deck is finished with a traditional diamond-patterned non-skid.

The owner’s cabin is forward for privacy and optimum ventilation. Private head access from the forward cabin along with an electric head and separate shower complete the forward cabin arrangement. The guest cabin is aft with a large comfortable double berth, angled for easy access and greater headroom.

This design incorporates an innovative cabin on the port side. This cabin is a flexible space that can easily be converted to whatever your cruising style dictates at the time – sleeping quarters, storage, or a work room with a bench. The galley has the storage and features needed for extended cruising.

Virtual tour provided by Sail Place, Inc.

EXTERIOR PHOTOS

INTERIOR PHOTOS

GENERAL DIMENSIONS

Length Overall: 44′ 5″

Length of Hull: 43′ 3″

Length at Waterline: 38’ 4″

Beam: 13′ 7″

Distance from Waterline to Masthead: 63′ 10″

Draft: 5′ 0″

Ballast: 8,200 lbs

Basic Weight: 24,500 lbs

Draft: 6′ 8″

Ballast: 7,200 lbs

Basic Weight: 23,500 lbs

RIG MEASUREMENTS

Total with 100% Foretriangle: 856ft  2

Total with Standard 135% Genoa: 1002ft   2

TANKS & CAPACITIES

Water: Forward 50 gal, Port 62 gal, Starboard 56gal

Water Heater: 11 gal

Total Water: 179 gal

Sanitary Holding Tank: Fwd 31 gal, Aft 23 gal

Total Holding: 54 gal

Fuel: 66 gal

ENGINE & CONTROLS

Yanmar 4JH57CR, 57 HP @3000RPM

Common Rail, Electronic Diesel

Twin Pedestal Steering with 32″ Stainless Wheel

Single Lever Engine Controls

3 Blade Dynajet 18 x 14

1 1/4″ S.S. Shaft

WINDLASS & CHAIN

Quick Rider with 5/16″ Chain Wheel

5/16″ High Test Gd 40 or BBB Gd 30 Chain

CQR – XT 45 S.S. Plow #SP4204

All specifications are approximate and subject to change without notice.

Actual equipment also subject to change without notice.

STANDARD EQUIPMENT

Construction.

• One-Piece Fiberglass Hull with End Grain Balsa Core Sandwich Construction Above the Waterline, and a Vinylester Integral Barrier to Resist Osmosis Blistering
• One-Piece Fiberglass Deck with End Grain Balsa Core and Molded-In Diamond Pattern Non-Skid Surfaces Finished in Two-Tone White and Grey
• One-Piece Fiberglass Deck Liner Finished in NonGlare Texture
• One-Piece Molded Fiberglass Structural Grid
• One-Piece Molded Fiberglass Hull Liner with Satin Finish
• Lead Fin Keel with 316 Stainless Steel Attaching Bolts
• Five Year Gel Coat Blister Protection * ( 2 )
• Five Year Hull Structure Warranty * ( 3 )

SPARS & RIGGING

• Furling Mainsail with Vertical Battens
• 135% Genoa, with U.V, Protection, White
• Complete Standing and Running Rigging, 316 SS
• Internal Pre-Stretched Dacron Halyards
• PVC Wiring Conduit with Messenger in Mast
• Selden In-Mast Mainsail Furling System
• Selden Anodized Double Spreader Mast and Boom

SAIL HANDLING & EQUIPMENT

• ( 2 ) Two-Speed Chrome Self Tailing Primary Winches
• ( 2 ) Two-Speed Chrome Self Tailing Jib Halyard Winches ST Port/Starboard led Aft to a Bank of Sheet Stoppers
• Mainsheet Ball Bearing Gauhauer Block System
• ( 1 ) 10 ” Winch Handle, ball bearing
• Ball Bearing Mainsheet Traveler with Car Adjuster System led to Portside
• Genoa Tracks Inboard with Ball Bearing Low Lead Blocks
• All Halyards led Aft, to Sheet Stoppers
• Headsail Furling System

PROPULSION, STEERING & CONTROLS

• Single Lever Engine Controls Mounted on Starboard Side with Steering Brake in Wheel Hub
• Yanmar ( 4 ) Cylinder Diesel Engine, 54 HP, Fresh Water Cooled with Reduction Gear
• Bronze Propeller, Three Blade
• Sea Water Filter for Engine Cooling
• Centrally Mounted Engine Instruments
• Emergency Tiller Access and Emergency Tiller
• Dual Station Pedestal Steering
• Twin 32 ” Destroyer Wheels
• Bilge Blower and Ventilation System
• Illuminated Compass in Cockpit Table

DECK HARDWARE

• Fiberglass Cockpit Table with ( 2 ) Leaves, Foot- brace, Center insulated Compartment, and Handrails
• Walk Through Stern with Transom Boarding Platform
• Stern Boarding Ladder. Telescopic Type
• 27 ” Double Lifelines with Gates Port and Starboard
• Midship Spring Line Cleats with Chocks
• Molded-In Gel Coat Waterline, Midwatch Blue
• Midwatch Blue and Silver Sheer Stripes
• Large Double Anchor Rollers on Foredeck with Mounting Point for Bowsprit
• Electric Anchor Windlass with Power Up and Down Foot Switches
• Large Divided Anchor Locker for Below Deck Chain and Rode Storage
• Stainless Steel Handrails on Cabin Top
• Stern Rails with Observation Seats, Cup Holders, Outboard Bracket
• LPG Storage Locker for ( 2 ) 10 lb. alum. Tanks
• Hot & Cold Shower Mounted In Transom Boarding Area
• Water-Tight Strike Zone Collision Bulkhead at Bow
• Varnish Finish On Interior Teak
• Veneer Bulkheads with Solid Teak Trim
• Cabin Window Shades
• Navigation Station with Chart Table with 110 and 12 volt outlets
• Owner’s Stateroom with Large Double Berth, Cedar lined Hanging Locker, Drawers, and Private Head
• Teak and Holly Textured High Pressure Laminate Sole
• Inner Spring Mattresses on Fore and Aft Berths with Custom Fitted Sheets
• LED Interior Lighting
• Main Saloon Features Large Dinette, Gloss Finished Dining Table to Port, Settee Seating Starboard
• Guest Stateroom Aft on Starboard, Features Large Double Berth, Hanging Locker, and Private Access to Head
• Third Cabin Aft to Port, Convertible to Double Berth, Upper/Lower Berths, or Storage Locker
• Dedicated Cabinet for easy access to Engine Filters located in Aft Port Cabin
• Filler Cushion for Conversion of Main Salon Dinning Table to Sleeping Berth
• Front Loading Refrigeration, D.C. Powered with Freezer Compartment
• Top Loading Insulated Compartment, Available as a Second Refrigerator or Freezer
• Polished Double Stainless Steel Sinks
• Large Storage Cabinets over Galley
• Large Storage Lockers with Drawers and Bins
• Gimbaled ( 3 ) Burner L.P.G. Stove w/Oven, Stainless Steel, Oven Hood, Light & Vent
• Multi-Drawer Bank with Utensil Storage Rack
• Microwave Oven, AC Powered
• Single Lever Faucet with Pull-Out Sprayer

PLUMBING SYSTEM

• Pressure Water Distribution System with Filter at Pump and Tank Selection Valves for ( 3 ) Tanks
• 11 Gallon Hot Water Heater with Engine Heat Exchanger and 110V Electric Heating Element
• ( 2 ) Electric Macerating Heads with Holding Tanks and Deck and Thru-Hull Outlets
• Electric Bilge Pump with Float Switch
• Manual Bilge Pump and Bilge High Water Alarm
• Head Compartment Forward with Vanity Counter, Medicine Chest and Shower Compartment Stall
• Head Aft with Vanity, Sink, Medicine Chest, and Shower

ELECTRICAL SYSTEM

• Three Heavy Duty 8-D 12 Volt Marine Deep Cycle Batteries
• 40 Amp Battery Charger, Multi-Bank Automatic
• L.E.D. Running Lights, Fore and Aft
• 110 Volt, 30 AMP Shore Power System
• ( 1 ) 110 Volt, 30 AMP, Shore Power Cord 50 ft.
• L.E.D. Anchor Light at Masthead
• 12 Volt Lighting Throughout
• Custom 115 Volt AC/12 Volt DC Electric Panel
• Circuit Breakers for AC and DC Electrical Panel and Windlass Control
• Shore Power Galvanic Isolator
• Ground Fault Circuit Protection
• A.C. Duplex Receptacles Throughout

SAILING INSTRUMENTS

• Raymarine i70 2-Multi Function Displays with Transducer 1 Mounted at Port and the other at Starboard Helm Stations – Speed, Depth & Wind

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