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Pacific Seacraft 31

Pacific Seacraft 31 is a 31 ′ 9 ″ / 9.7 m monohull sailboat designed by William Crealock and built by Pacific Seacraft starting in 1987.

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 :

Not to be mistaken for Pacific Seacraft’s earlier 1977 full-keeled Mariah 31 , the Pacific Seacraft 31 introduced in 1987 shares its heritage with the celebrated Crealock 37  which earned a spot on the American Sailboat Hall of Fame for its seaworthiness and build quality. The diminutive 31 foot design encapsulates the same concepts of comfort and safety but in packs it into a much smaller package. It’s a pricey boat given her size, but you can expect Pacific Seacraft’s usual high build quality. Overall she’s proven to be a surprisingly roomy boat, easily handled and well suited to couples.

To describe the history of the Pacific Seacraft 31 we need to go back a few years to 1980 when Pacific Seacraft acquired the molds for a boat called the Crealock 37 , the previous owner, Cruising Consultants, had built a few boats before going bankrupt. The Crealock 37 was designed by Bill Crealock , and over time it garnered such a reputation that it entered the Sailboat Hall of Fame. By the early 1980s Pacific Seacraft recognized the need for a smaller version and Crealock was approached to design the smaller sibling along the same concepts of the 37. This smaller boat was launched in 1984 as the Pacific Seacraft 34 .

In 1987, an even smaller 31 foot version was introduced to fill out the range. This boat, also designed by Crealock, became the Pacific Seacraft 31 and it enjoyed an initial twelve year production span between 1987 and 1999 with 79 hulls produced. In 2002 production was restarted after Pacific Seacraft continued to get numerous customer request for a smaller boat. Total production stands at some number over 100 boats thus far.

Configuration & Layout

The Pacific Seacraft 31 differs from the larger boats in the range in that it makes a departure from the traditional double ender styling in favor of a near vertical transom which opens up more space in the aft sections. The long cruising fin, bustle and skeg hung rudder is still there and above deck a cutter rig is retained, though there is an option for a simpler though less ocean-going sloop rig.

There is a shoal draft version which features a Scheel keel drawing 4′ over the standard 4′ 11″. The patented Scheel keel is said to reduced leeway and improve tracking over a standard shoal draft fin. Other variations include tiller steering found in earlier boats, later boats offered Edson rack-and-pinion steering.

On deck is a relatively large cabin truck with lots of portlights. The cabin top is flat featuring a large forward two-way hatch as well as twin dorade vents. Further back in the cockpit are seats that are 7 feet long with contoured backs; three lockers are below the seats, there’s also a vented gas locked on the starboard coming. The helmsman also has a contoured seat.

Down below the boat has a very open feel which is usually the domain of much larger vessels. The V-berth is 6′ 6″ in length with plenty of storage alongside the hull, as well as above and below the berths. A curtain separates the V-berth from the main saloon. In the saloon are twin settees either side of the table which seats six comfortably and attaches to the compression post. The table can be stowed away completely beneath the V-berth.

Further back on port is the galley with its two burner stove and twin sinks, unfortunately both are a decent distance from the boat’s centerline . Opposite on starboard is a standup nav-station. There’s also a seagoing double berth on the port quarter which can be access by climbing through behind the galley.

The engine is located in the usual location below the companionway stairs which forms an engine cover, there is very good access from all sides to the engine and the stuffing box is very easy to reach.

Construction

The hull is laid up by hand in solid fiberglass and water resisting vinylester resin is used on the outermost layer and isophthalic polyester resin in the layers below. This combo should provide excellent resistance to osmosis. Some articles document the hull being hand-laid with vinylester resin throughout with kevlar fiber reinforcing which provides excellent toughness; this may be true for later boats.

Lead is used for ballast. The fiberglass rudder has internal reinforcing from a steel plate and mounted to the fiberglass skeg which itself is reinforced with steel. The pivot is bronze.

The deck is made of marine plywood sandwiched between GRP on both sides with a non-skid pattern molded on the top. The hull-to-deck join is glued and is solidly through-bolted with 1/4 inch stainless bolts every four inches.

The interior is built from a single full-length molded pan bonded to the interior of the hull. It’s a method that’s consistent with many modern production boats, cheaper to build with advantages in increased hull stiffness, reducing creaks and groans but has the sacrifice of accessibility to all areas of the hull.

The boat with its long cruising fin and skeg-hung rudder tracks well. The best point of sail is beam or broad reach, however it’s not particularly close-winded with boat speed dropping off quickly with apparent wind angles of less than 40 degrees. Overall the boat is well balanced and is easily sailed short handed.

Buyers Notes

There are no reported weaknesses for this boat, in general Pacific Seacraft build very strong purpose-driven boats. Most problems that have been reported have resulted in owner neglect and to a lesser degree age. Prices have remained high reflecting buyer demand.

As of 2010 the asking price is in the range of: 1987-1999 $90k – $110k USD 2003-2007 $155k – $180k USD

Links, References and Further Reading

» Pacific Seacraft 31 info at the official Pacific Seacraft website. » Twenty Affordable Sailboats to Take You Anywhere by Gregg Nestor (Ch 16. p145-p152) ISBN:978-0939837724 » Blue Water Sailing Magazine, Jan 2005, review of the Pacific Seacraft 31 by Greg Jones. » Latitudes and Attitudes Seafaring Magazine, Feb 2009.

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Pacific seacraft 31

The pacific seacraft 31 is a 31.83ft cutter designed by william crealock and built in fiberglass by pacific seacraft since 1987., 100 units have been built..

The Pacific seacraft 31 is a heavy sailboat which is slightly under powered. It is very stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is originally small. There is a short water supply range.

Pacific seacraft 31 for sale elsewhere on the web:

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Review of Pacific Seacraft 31

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season. And outside the sailing season, just bottom cleaning and perhaps anti-fouling painting once a year - a few hours of work, that's all.

The boat is equipped with 246.0 liter fresh water capacity.

The Pacific Seacraft 31 is equipped with a fin keel. The fin keel is the most common keel and provides splendid manoeuvrability. The downside is that it has less directional stability than a long keel.

The boat can enter most marinas as the draft is just about 1.50 - 1.60 meter (4.92 - 5.22 ft) dependent on the load. See immersion rate below.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Pacific Seacraft 31 is 1.77, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 6.6 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Pacific Seacraft 31 is about 147 kg/cm, alternatively 828 lbs/inch. Meaning: if you load 147 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 828 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 25m 2 (269 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Pacific Seacraft 31 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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Living Small on the Big Sea

Tiny-house movement meets luxury boat in pacific seacraft 31..

Photo courtesy of Pacific Seacraft

Readers familiar with the work of William Crealock-the renowned designer of the Crealock 37, the Cabo Rico 34, the Dana 24, and at least 30 other production-built vessels-understand that his designs are steeped in practicality. Crealock famously wrote: Seaworthiness in a cruising boat has to be the No. 1 consideration. It doesn’t matter how cute the boat is if it doesn’t get [to the destination] in one piece. And those familiar with his life are aware that his knowledge of sailing wasnt just grounded in the study of design, but also in extensive hands-on experience at sea-an imperative for any designer of boats intended for offshore.

As a young man, Crealock completed his degree in naval architecture and worked in a Glasgow shipyard for several years. Afterward, he spent nearly eight years cruising the Atlantic and Pacific oceans under sail. A portion of that time was invested as first mate and navigator aboard a 110-foot schooner. Though the young Brit cut his teeth in yacht design working on large-scale commercial vessels, his expertise matured during the golden age of fiberglass production boatbuilding-the 1960s-in what was then the industrys epicenter: Southern California.

Because Crealock knew the exigencies of offshore sailing firsthand, he conceived his designs accordingly. The Pacific Seacraft 31 exists in that vein. Introduced in 1987, its heritage can be traced to 1984, when Pacific Seacraft commissioned Crealock to produce a smaller version of his then-popular Crealock 37. Initially, he drew a 34-foot adaptation, but several years later, he condensed the design into the 31-foot package that is reviewed here. (The company did build a full-keel, double-ended 31 model dubbed Mariah from 1977 to 1983, but that was an entirely different boat.)

Production of the Pacific Seacraft 31 ran until 1999, and 79 boats were built. Production resumed in 2002. However, in May 2007-after completing 129 of the 31s-the company filed for bankruptcy. A few months later, the majority of its assets were purchased by Steve Brodie and his father, Reid, of Washington, N.C. The duo moved the tooling for all models except the Dana 24 and the rest of the operation to their homebase across the country via 21 tractor-trailer loads, and began building sailboats under the name Pacific Seacraft.

Its important to note that the Brodies convinced many of the companys key personnel to make the move East as well, including the overall production manager, the mold shop manager, plumbing, mechanical, and electrical managers, the touchup and detail supervisor, several master carpenters, and skilled tradesmen. According to the company, this cadre of individuals represented hundreds of years of experience building Pacific Seacraft boats.

The boat PS tested for this review was hull No. 129, the last one built at the California plant.

Pacific Seacrafts design brief for the 31 was straightforward. This vessel was intended to have all the essential elements to qualify as a world-voyaging yacht. In fact, those words appeared in the marketing literature that promoted this model upon its introduction. And specifically, Pacific Seacraft intended for the 31 to appeal to cruising couples.

Similar in design to its immediate forebearers, the 31 has a proportionally broader beam and a longer waterline. The intent here was to produce reasonable speed under sail as well as comfortable motion and enhanced handling. The hull begins with a relatively fine, high bow and deep forefoot that extends aft accompanied by a subtly concave sheerline. Beneath its 24-foot, 2-inch waterline, the 31 sports a modified fin keel and a skeg-hung rudder. But the stern section is a definite departure from Crealocks design norm. Instead of the rounded, double-ended configuration seen on the 34 and many of his other designs, the 31 has a broad, flat transom that enables easier stern boarding and allows for a sizeable quarterberth.

The 31 comes in two keel options, a shoal-draft version that draws 4 feet as well as a standard version that draws 4 feet, 11 inches. According to Steve Brodie, having a shoal-draft option was important, because although we anticipate that these boats will sail in the open ocean, theyll also be used a lot around the southeast Atlantic coast and in the Gulf Coast area. And, it turns out that theyre popular in this region.

Aloft, this boat features a single-spreader, extruded aluminum mast supporting a cutter rig and 600 square feet of sail area (though a sloop rig option with 485 square feet is also available). Down below, the company opted for an open interior instead of the privacy afforded by segmented cabins. (Joseph Artese, who designed the interior of the 90-foot sloop Whitefin, was commissioned to conceive the 31s layout.) The styling is intentionally contemporary with a simple layout that the marketing literature describes as versatile.

by Bill Kund

Deck Details

The boat that PS tested was built in 2007 and is one of the few 31s with a Seldn anodized aluminum mast. (Historically, Pacific Seacraft delivered the 31 with powder-coated aluminum spars as standard equipment, a practice the Brodies are continuing.) The in-mast furling aboard our test boat is also not standard.

The boat that PS tested also has the optional low-maintenance package, which includes stainless grabrails instead of teak and an aluminum toerail instead of a teak caprail.

Nearly a third of the space on deck is occupied by the cockpit, which despite its low coamings, is well protected by the high cabin trunk, a deep footwell, and an optional dodger. Except for the two-speed, self-tailing Harken 40 primary winches, the coaming isn’t encumbered by hardware, affording additional seating in moderate conditions. The 6-foot, 2-inch cockpit seats are sufficiently long for a full-sized adult to stretch out fore and aft, yet they narrow to just 8 inches adjacent the steering pedestal.

Despite the 30-inch, stainless-steel Edson steering wheel and the 12- by 24-inch instrument pod that sits above it (an owner option), the helmsman can easily move forward to tend the halyard tails alongside the companionway. The sightlines forward from the raised helmsmans seat are clear.

Athwartships of the steering pedestal are cubbies recessed into the coaming that are 10 inches deep by 18 inches long and 4 inches high. Protected by a teak fiddle, theyre sufficiently sized to keep winch handles or handheld VHFs, etc., handy yet secure.

Beneath the helmsmans seat is a sizeable rear lazarette. Both port and starboard cockpit seats also have locking lids that access additional lazarette storage. On the transom, the owner of our test boat had an anchor roller mounted to port, which is a good feature if it can be placed appropriately to be both out of the way and securely mounted. Headroom beneath the optional bimini that covers the cockpit is a full 6 feet, 4 inches; however, this does obscure the view of the mainsail from the helm.

Embedded in the cockpit sole are 2-inch scuppers situated in the aft corners of the footwell. The owner of our test boat attested that this positioning comes with one drawback: An inch or two of standing water can accumulate in the forward part of the footwell under power at full throttle.

The companionway is well protected on either side by the cabin trunk and is fitted with a beefy hatch system overhead. The owner of our test boat opted for saloon-style teak doors instead of drop boards, which gave him the option of swapping out screens in the doors for solid panels.

At the aft end of the bridgedeck, the 31 has a Garhauer traveler that spans 36 inches and is controlled by a 4:1 purchase. Except for Harken winches and Ronstan turning blocks for the halyards and reeflines, most of the sailhandling hardware aboard our test boat was from Garhauer. The mast and boom are Seldn sections, and the boomvang is a Seldn Boomkicker. On new boats, standard hardware is all Harken.

The nonskid in the cockpit footwell and on deck is a raised diamond pattern that provides better grip than recessed grooves. Adjacent the cabintop, the sidedecks are just over 12 inches wide at the narrowest point. Amidships, just inboard of the 4-inch-high bulwark, there are scuppers on either side of the boat that drain overboard (through the deck and hull, and just outboard of those are hawseholes meant for spring lines, yet there were no cleats in that vicinity on the test boat; new PS31s do have midship cleats. The toerail is capped stem to stern with an optional, perforated aluminum strip intended to serve for anchoring snatchblocks, etc.

The chainplates (stainless-steel tangs measuring a quarter inch by 1.5 inches by 12 inches) are affixed outboard to the hull by way of half-inch, stainless-steel bolts run through a full backing plate inside the hull. The position of the chainplates means that the shrouds don’t obstruct fore and aft crew movement along the sidedecks. The cabintop is fitted with stainless grabrails on each side, and all of the portlights (five on each side) and their mounting hardware are polished stainless steel.

Both aft pushpit and the forward pulpit are mounted with stainless, hex head No. 12 bolts. The pushpit, which extends nearly 30 inches off the deck, is split into port and starboard sections to allow for a centerline boarding ladder on the transom. The optional bimini is mounted on the upper rail of the pushpit, meaning less hardware mounted to the deck and a cleaner application all around.

The pulpit extends aft just beyond the inner forestay, and its forward legs are integrated into a stout, stainless-steel anchor platform that houses two anchor bow rollers and a terminus for the headstay.

Accommodations

The openness of the interior is augmented by the choice of off-white gelcoat for the fiberglass, complemented by teak drawer and cabinet door faces and trim. The layout offers maximum space for a few individuals. For example, though they lack doors for privacy, both the quarterberth and the V-berth offer 6 feet, 6 inches of length with at least 5 feet of breadth. Standing headroom throughout the cabin is 6 feet, 1 inch. And every light downbelow or on deck is an LED fixture.

Adjacent the companionway, a compact galley sits to port and the head sits to starboard, cordoned off by the vessels lone interior door. The galley houses a gimbaled, two-burner stove, a double-well, stainless-steel sink, and sufficient storage areas outboard and within the main cabinet to accommodate foodstuffs and cooking implements for a full week on board. The surfaces here are Corian, an owner option.

A 5-cubic-foot icebox sits across the cabin with a teak lid that does double duty as the chart table. Tilt-out compartments on the inboard side of the icebox cabinet accommodate navigation tools and charts. Just outboard of the chart table is the main electrical panel, which is a marvel of organizational simplicity.

The head compartment is a combination of easy-to-clean, gelcoated surfaces complemented by handcrafted teak doors, trim, and a teak shower grate on the sole. There is ample storage here for personal hygiene items and first-aid materials. At the aft end of the compartment is a wet locker accessed by a 16-inch by 20-inch opening covered by louvered teak doors. The commode is fitted with bronze through-hull valves and a bronze base. Ventilation here and throughout the cabin is accomplished by way of seven 10-inch, opening ports. Theres also a 20-inch by 20-inch hatch at the forward end of the cabin.

Attention to detail is evident downbelow. The teak joinery is flawless. A sturdy, vinyl headliner has zippered seams to allow access to wiring and deck hardware fasteners. On either side of the cabin are settees that extend under the V-berth when a forward cushion is removed to offer a full 7 feet of length. (Each settee can fitted with lee cloths to serve as a functional seaberth for passagemaking.)

Outboard of each upright settee cushion are storage compartments for bedding or other bulky items. Between the settees, firmly anchored into the keel sump under the teak and holly sole, is a stainless-steel compression post that also supports a unique, centerline saloon table that slides out from beneath the V-berth. Even the cushions are well made, with stainless-steel snaps engineered into a separate outer flap so that they can be more easily attached.

Perhaps the most impressive aspect of the interior is the easy access to the engine compartment for service. In fewer than 10 seconds, you can remove the companionway ladder, tilt open the insulated teak box that surrounds the engine, and have nearly 270 degrees of access. You can check the oil, the impeller, the water, and the wiring harness here, though access to the transmission fluid dipstick is more challenging. Access to the stuffing box requires removing a quarterberth cushion and a small panel beneath it.

Performance

The boat that PS tested was fitted with a shoal-draft Scheel keel. Aside from draft, the only difference between this model and the conventional, deeper keel is that this version produces a smaller bilge, limiting the size of the fuel tank to five fewer gallons.

Under power with the 30-horsepower Yanmar diesel churning at 2,400 to 2,600 rpms, the sound in the cabin registered an acceptable 90 decibels. At these rpms, in flat water, the boat cruised at 5.3 knots against a slight headwind. The owner told PS that the engine typically burns a half-gallon per hour under such conditions. The engine controls are all within easy reach of the helm.

This particular 31 is fitted with an in-mast furling mainsail, giving the boat a working sailplan of 485 square feet. With the full main and headsail close-hauled, and the wind between 10 and 14 knots, the 31 slid along through a 1-foot chop at 3.6 knots. When the wind speed increased to a steady 15 knots, the boat speed increased to 4.2 knots, requiring only minor sail-trim adjustments.

The owner told us that he typically sails upwind with full main and headsail. In winds above 20 knots, he furls the genoa and replaces it with the inner headsail. We took an alternate approach when the winds reached 16 knots and furled the mainsail to 60 percent. That configuration tamed the boats motion, decreased the heel upwind and enhanced speed by 2/10 to 3/10 of a knot.

The boat responded well to the 30-inch helm and Edson gear-steering system. Despite its lengthy fin keel, the 31 has a relatively tight turning radius and an acceptable amount of headway loss during tacks for cruising. In 18.7 knots of wind and a 1-foot chop, the 31 tacked from a heading of 45 degrees to 115 degrees, coming out of the tack with about 3.8 knots of speed. This is impressive given that this particular boat was fitted with a fixed, 12-inch, three-bladed prop.

Downwind and broad reaching, under the same sail configuration of a partially reefed main and full genoa, the boat moved at 6.7 knots and was very easy to steer. The rig aboard our test boat is fitted with running backstays, which appear to be overkill, in our opinion. However, the owner said they are handy in big blows and at anchor so that the mast wont pump in strong winds.

Underway, the cockpit easily accommodates four people; five would be comfortable as well, but a larger group would push it beyond cozy. The primary winches are close enough to the helm to be tended from there, which is ideal for solo sailing. However, their outboard placement means that rotation of the winch handle is obstructed by the lower lifeline; a problem that needs to be addressed.

Boatbuilder Steve Brodie told PS that the companys clients rarely compare the Pacific Seacraft 31 to other production-built sailboats of this size and intent. That implies the 31s singularity, which is borne of Crealocks simple outlook on design. When the designer passed away in 2009, Blanca Gonzalez of the San Diego Union-Tribune, wrote in his obituary: As a child in his native England, if he didnt know the answer on an exam, he just drew a picture of a boat. The straightforward nature of that statement captures the essence of the 31. Despite its diminutive size, this is a capable, offshore cruising vessel with no other pretensions. There are numerous testimonies from owners who have experienced bluewater voyaging aboard their 31s in many parts of the world.

Like those owners, we were impressed. Specifically, we like the 31s open, well-apportioned interior and its easy-to-navigate cockpit and deck. We like the attention to detail evident in its quality of finish. And though we were disappointed by its limited upwind speed in lighter wind ranges, for a 31-footer displacing 11,000 pounds, those speeds arent unexpected.

Depending upon your perspective, there are just two other conceivable drawbacks. At a base cost of $270,000 for a new model, the 31 is certainly pricey for a boat this size; however, a good-condition used model can be found in the $75,000 to $125,000 range. Also, it would be challenging to accommodate a second couple on board overnight without privacy issues. If you can abide those concerns, and youre in the market for a reliable, compact, offshore vessel, the Pacific Seacraft 31 should be on your short list.

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Gozzard 31 vs Pacific Seacraft 31?

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Here's the numbers comparison. There is just over a foot more beam to the Gozzard. I prefer the honesty of the Pacific Seacraft to the trailboards and clipper bow loomk of the Gozzard but each to their own. Here's a link to a review of the Pacific Seacraft. Pacific Seacraft 31 Review : Bluewaterboats.org  

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It depends what you're intended use is. If offshore cruising is part of the plan the Pacific Seacraft would be a better choice I think. The numbers don't always tell the tale. I think the leaner Pacific Seacraft with less wetted surface and a more efficient keel makes for a better sailor. Narrow boats would be my preference over wider boats in this type of boat. And I admit to being a fan of the late Bill Crealock. I don't think he ever designed a slow boat or a bad looking boat. No gingerbread, just function and beauty.  

mitiempo said: And I admit to being a fan of the late Bill Crealock. I don't think he ever designed a slow boat or a bad looking boat. Click to expand...

James, I'm pretty sure those sail area specs for the Gozzard include the staysail, whereas I know for a fact that the number for the PS 31 does not. So I don't think the SA/D figures above are really accurate, at least not for comparison purposes (apples to oranges). I think you would find the Gozzard felt quite a bit larger below decks. That extra 1'+ beam makes a big difference in hull volume. Then again, the extra hull volume usually comes with a performance penalty. I expect that the Gozzard uses it's staysail routinely, whereas we don't really need ours for the most part to keep the boat moving nicely.  

jbarros said: John, thanks, that makes a lot more sense. I couldn't imagine the sail area being that different on the two. Also, I'm not sure if this should be a new thread, but... I understand how a staysail could be really beneficial on long offshore passages. An extra knot or two over a few weeks journey, another way to balance the boat with less sail area up, if you want to drop the genoa, etc etc etc, but I know from experience what a pain tacking a cutter rig is. I believe that the PS 31 comes in either cutter or sloop rig. I've heard of boats that have a "removable"? staysail, which is to say that the staysail stay unclips from a point on the foredeck and attaches somewhere out of the way for near coastal and channel work, effectively leaving you with an easy to tack sloop. Do many boats do this? Does it work without doing horrible things to the structural integrity of mast and deck? Other advantages and disadvantages of this type of design? Thanks. -- James Click to expand...

John, Are you sure about the heritage of the Westsail? See link: Westsail 32 Review : Bluewaterboats.org The Westsail is influenced by Thistle  

Crealock's redesign basically kept the same hull form of the Atkin design. Later when the deck and interior was redesigned to become the Westsail weight was added not helping much.  

As far as sailing a cutter, offshore tacking is not done as often as inshore, so the cutter stay is less of an issue. When it blows a staysail with a high cut foot and a reefed main is a very efficient rig.  

jbarros said: John, Thanks for the chance to educate myself. On you mentioning it, I looked up the difference between a double headsail sloop and a true cutter. It appears the main difference is that in a true cutter the mast is placed farther aft, and thus, it's designed to rely on the headsails more, whereas a double headsail sloop is really designed around a single headsail, then has another added for a little extra canvas, better use of or shaping of the pocket, or something else? Is that even vaugely right? What are the advantages of each of these designs? BTW, is the PS31 a cutter or a double headsail sloop? Thanks -- James Click to expand...

Re: Gozzard 31 vs PS 31... Gozzard is building a re-designed G31 this winter for a repeat customer. Performance should be improved with a more powerful rig. Perhaps there is a trend to smaller boats. Ronbo  

Which sails into the wind better? It's one of the boats cannot go into the wind then the other might be faster overall. Sent from my GT-P3113 using Tapatalk 2  

I have a PSC31 with a cutter rig, i.e. a high cut Yankee and a staysail. This week, in anticipation of really light winds on the Chesapeake, I swapped out the Yankee for a 130 Genoa that the prior owner used to sail the boat as a sloop. I like the look of a cutter rig but didn't have any real comparative experience. I do know now that a high cut Yankee gives poor down wind performance ( see one if my other posts about an asym elsewhere), so before I rush out to buy an asym, I wanted to test out the 130. So of course it was blowing 18-22 kts. I just had a wind gauge installed so I was able to get some good feed back. I was able to get up to 40 degrees off the apparent wind with the 130, with the staysail furled. Then I tried just the staysail, and I could pinch to 32-34 degrees. I dropped boat speed but the upwind difference was palpable. Of course the genoa sheets run outside the shrouds and the staysail sheets run to the coach roof. Fwiw. Elan  

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