Motorsailer

The hull is beamy with an L/B of 2.98. A moderate L/B usually runs around 3.2 if you divide the LOA by the maximum beam. The D/L is a moderate 220. The entry is hollowed and the aft end filled out, which pulls the longitudinal central buoyancy aft for better speed. Note the convexity to the run aft and the lack of rocker forward, indicating V-ed forward sections. The rudder is very small for a sailboat, gut it is tucked well under the boat where it will not ventilate.

I know this type of keel protects the prop by putting it into an aperture, but it still looks like wetted surface to me. The lead is located on the lower half of the keel to help make this design very stiff. Another point of interest in this design is the fact that it is drawn sailing from east to west, or with the bow on the left side of the page. if you look at other designs, you will hardly ever see a boat drawn in this orientation. When a boat is drawn sailing to the west, it usually appears to be higher in the bow than the same boat drawn sailing to the east. Try an experiment sometime by reversing a drawing held up to the light and see if the boat looks the same sailing in both directions.

The SA/D of this design is a conservative 16. The rig features swept spreaders, but Yves-Marie likes sweep his spreaders forward instead of aft. This way, the swept spreaders stiffen the mast without inhibiting the distance you can let out the mainsail. The backstay is doubled and the mainsheet traveler bridges the span between the two backstays. The self-tacking jib has a wishbone boom so that as you ease the sheet, you will not need to move the lead forward for improved sail shape when reaching. The wishbone prevents the clew from rising.

This boat is laid out for two couple cruising. Both staterooms are spacious and have their own heads with shower stalls. There is lots of stowage space, including large stem lockers with deck access. This design is a perfect example of the compromise involved with a raised saloon or pilothouse, however. Note how the areas outboard of the pilothouse are unusable for accommodations. In a low-cabintrunk design, this area under the side decks would have sufficient clearance over it to allow the settees to move outboard, opening up the saloon area.

This layout depends upon the design feature of the raised cockpit. The cockpit, built entirely upon the aft cabintrunk, does not intrude into the interior volume. This is convenient for visibility but inconvenient for leading tines to cockpit winches. The height differential is too great for graceful solutions to sheet leads. A crane is included in this deck plan to hoist the dinghy on board, where it will be stowed across the broad stem.

This is a good-looking design. Yves-Marie has given the boat a strong spring to the sheerline and a short but shapely bow profile. The pilothouse and cabintrunk proportions work well together and that's not always an easy trick. The engine is a big Ford Lyman 120-horsepower diesel under the pilothouse. I would think this engine could push this boat along at 9 knots all day long. The engine layout has the benefit of leaving room outboard of the engine for large wing tanks. This design carries 200 gallons of fuel and 200 gallons of water.