pearson 365 sailboatdata

Pearson 365

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Pearson 365

Between 1976 and 1982, Pearson Yachts built 405 Pearson 365s. Although a few were sloops, cutters or pilothouse models, the vast majority were designed with ketch rigs.

The Pearson 365 benefits from the materials of the day, including near impervious hand-laid-up fiberglass that ensured the hull and deck were rugged enough to withstand the elements. The keel is well-ballasted with 7,300 pounds of lead, a material most marine surveyors agree is far superior to iron. The skeg-hung rudder pairs nicely with the shallow keel for maneuverability.

The saloon has 6 feet 3 inches of headroom. Features include a nav station with chart table, a hanging locker, twin settees for sleeping four persons, and a cabin with V-berth forward for two others. A galley near the companionway is fitted with a two-burner stove and oven, single-basin stainless steel sink, icebox, cabinet storage and adequate counter space.

The head has a sink, toilet and separate shower stall. The freshwater tank holds 150 gallons. A hot water heater makes the shower more inviting. The bulkheads and sole are white, with wooden inspection plates.

Source: Sailing Magazine . Image Credit: RCR Yachts

LOA: 36.42 ft LWL: 30.00 ft Beam: 11.42 ft Draft: 4.50 ft Displacement: 17700.00 lbs Ballast: 7300.00 lbs Hull type: Fin with rudder on skeg Hull construction: FG Rigging type: Masthead Sloop

Pearson 365 for sale in the last 12 months

Below you'll find the latest Pearson 365 listings for the last 12 months. We compare the listing price with boats listed in the past and the color coding indicates if the price is good (green = below the average listing price) or more on the expensive side (red = seller is asking more than the average listing price).

Pearson 365 listing prices over time

Listing details.

Pearson Yachts Portal

Pearson sailboat table.

Table of All Models by Pearson Yachts

All sailboat models.

Listed by model name - click header field to sort by column.

Key to Sailboat Table

• Model: Pearson model name and link to line drawing.
• Type: Boat and Rig Attributes. All types are Bermuda rigged sloop, single mast with fore-and-aft sails, unless otherwise specified by Cat, Ketch, or Yawl.
• LOA: Length Over All, the maximum length of the hull, in feet, from stem to stern measuring parallel to the waterline. This does not include projections of pulpits or spars.
• Draft: Deepest extent of hull, typically bottom distance from waterline to bottom of keel.
• DISP: Displacement, the vessel's weight in pounds, calculated from the volume of water displaced by it.
• SA/D: The sail area to displacement ratio is a bench-mark to evaluate light air performance as well as heavy air conditions.
• Production: Approximate years and number produced.
• Designer: Yacht designer
• Links: Web-Page references. External sites open in new tab or window.

Specifications are approximate from Pearson Yachts.

Key to Designers

• Shaw – William H. Shaw joined Pearson Yachts in 1964 as Chief Architect, eventually running the entire Pearson Yachts Division of Grumman. During his tenure, he and his team designed over 50 different sail and power boats. Bill Shaw
• Alberg – Carl Alberg's successful career as a designer can be linked back to his partnership with Pearson Yachts and early fiberglass yacht construction. Carl Alberg
• Tripp – During the 1960s, William H. Tripp Jr. was one of America’s most successful yacht designers. Bill Tripp
• Rhodes – Philip L. Rhodes was a naval architect known for his diverse yacht designs. Philip Rhodes | Philip Rhodes Vanguard
• Tritt – Bill Tritt is a yacht builder with a keen interest in fiberglass as a material to use in boats and cars. Bill Tritt
• Alden – John G. Alden was an American naval architect and the founder of Alden Designs. John Alden

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• Sailboat Reviews

Rugged, versatile and handsome, the Pearson 35 has held her value well over the years.

Even to those of us who had begun serious sailing in that era, 25 years ago seems like history. Finisterre , a beamy centerboarder by the standards of the time, with a yawl rig, had won a remarkable three straight biennial Bermuda Races at the end of the 1950s. In 1964 another relatively beamy centerboard yawl, a Pearson Invicta, won again. It was the beginnings of an era of shallow wide boats that not only sailed through a gaping loophole in the popular rating rule of their day but also offered interior space unavailable in the typically narrower, deeper boats that preceeded them.

Thus, in the mid-1960s when Pearson Yachts sought to replace in its line the venerable but “old fashioned” Alberg 35, it chose to do so with a centerboard 35-footer. Retaining the traditional long overhangs, modest freeboard, curved sheer and moderate displacement, Pearson’s in-house designer Bill Shaw put together the Pearson 35.

The 35 was introduced in 1968 and remained in production for the next 14 years. In all, 514 P35s were built, almost all for East Coast and Great Lakes owners attracted by the 35’s shoal draft (3′ 9″ with centerboard up) and “classic” proportions. Even the popular Pearson 30, usually heralded as the enduring boat from a builder otherwise noted for its frequent introductions of new boats and short production runs, remained in production only 10 years, albeit with almost 1,200 boats built. Equally remarkable during an era when builders were quick to make regular changes to existing boats in concert with their marketing departments (and afix a “Mk” whatever to to designate changes), the 35 remained essentially unchanged. A yawl rig continued to be an option and the original dinette layout was replaced by a traditional settee layout, but otherwise the most significant changes were the variety of auxiliary engines used over the years. Thus in talking about the Pearson 35 we can talk about 14 years of production all at once.

A Close Look At The Boat

The success of the Pearson 35 was no accident. Like the Tartan 27, the Alberg 30, and its Pearson predecessors the Alberg 35, Vanguard and Triton, the P35 gave a broad spectrum of sailors the type of boat they were looking for: traditional design, contemporary styling, solid construction, and eminently livable space both in the cockpit and belowdecks. And those same qualities continue to make the Pearson 35 a highly sought after boat on the used boat market almost 25 years later.

Introduced in the midst of the how-many-does-she-sleep era and, with that, the convertible dinette fad, the 35 boasted six berths, only three or four of which promised comfort. It took a number of years but the discomfort of the dinette/double berth combination became evident and the small upper berth became shelf space. Remaining have been the good sized forward V-berths and a reasonable transom (pull-out) berth in the main cabin. In the mid-1970s a pull-out double berth replaced the dinette although it remained better as a single berth with the boat capable of sleeping a total of four without crowding.

Excessive berths notwithstanding, the 35 has a livable interior. However, note that it does not have a navigation table, the galley tends to interfere with the companionway, and the head is small by modern standards. We do not consider any of these shortcomings serious.

Although the interior is more spacious than the average boat of her era (but less so than 35-footers nowadays), perhaps the strongest appeal of the 35 is her cockpit. By any standard old or new it is big (over 9′ long), comfortable, and efficient, equally suitable for sailing or dockside entertaining, especially with wheel steering and a sloop rig to leave it uncluttered by tiller or mizzenmast. The lack of a quarterberth results in sail lockers port and starboard as well as a usable lazerette.

Below, the decor is strictly functional with a fiberglass head and hull liner and lots of Formica, a plastic enactment of the typical decor of the 1970s.

The performance of the Pearson 35 is moderately good (average PHRF base rating, about 180). Like many moderately beamy boats with full keel and low aspect sailplan, she quickly picks up a weather helm as she heels. However, the combination of adjustable centerboard and judiciously shortened sail makes that helm only inconvenient, not annoying, especially if the 35 is equipped with wheel steering. She tends to be at her worse in lighter winds, particularly when seas are sloppy, at her best on a close reach in at least moderate winds, then she feels fast, solid and seaworthy.

Owners report no lack of confidence in the 35, either in her strength or performance, in storm conditions. However, the size of the cockpit is a serious drawback in heavy seas offshore.

The original engine in the 35 was the Universal Atomic 4, about the largest (and heaviest) boat for which that engine is suitable, with the prop in an aperture. By 1975 the Farymann diesel became an option, followed by a variety of Westerbeke and Universal diesel engines. Accessibility to the Atomic 4 was marginal; for the diesels it became next to impossible, prompting the most common owner complaint about the boat: retrofitting a diesel to replace the Atomic 4 is difficult.

The 35 would never be mistaken for a motorsailer, given her succession of modestly powered engines. It would be a shame to further saddle her mediocre light air performance with the drag of a three bladed prop to improve performance under power; backing down will always be “an adventure,” as one owner deems it, regardless of engine or prop.

The spars and rig of the 35 are workmanlike. Owners of yawls extol the opportunity to “get anywhere in anything” with jib and jigger. However, with slab reefing we’d opt for the sloop rig. Sail area is not so large that it cannot be worked even with a shorthanded crew, and “modern” conveniences such as roller jib furling and roller travelers make the task even more feasible.

As a further aid, several owners report having fitted their 35s with an inboard staysail, in effect a double head rig, but the short foretriangle base (“J”) of the 35 would seem to militate against much effectivess from that rig except in extreme conditions.

What To Look For

With the few changes in the Pearson 35 during her long production run, any basic faults with the boat were soon cured in the earliest models. There seems to have been few even of these. Indeed, the 35 is structurally a rugged vessel. As a result, buyers in the market for a 35 should concentrate on the effects of age on particular boats. Following is a sampling of the problems owners report:

– The aluminum ports, fiberglass hatches, and through deck fittings such as stanchions and chainplates are prone to leaking. So too on occasion does the hull-to-deck joint. These are largely annoying rather than serious and no more so than any boat of the vintage of the 35.

– The centerboard boat definitely has appeal, but with that appeal goes difficulties of maintenance including that of the pennant and pivot. Any survey of a prospective purchase should include a thorough inspection of the board, trunk, pivot and pennant.

Incidentally, some owners report having permanently pinned the board up (and wedging them to prevent thunking), but we’d think twice before both compromising windward performance and control of balancing the helm by such a move.

– Gelcoat crazing is a common complaint, although most owners have learned to endure the disfigurement while enjoying the rest of the 35’s aesthetic qualities. Bottom blistering seems about average for 10+ year old production boats.

– The rig is the typically rugged one that Pearson is noted for, and its problems are apt to be largely corrosion and age.

– Check the condition of the auxiliary engine with the help of a professional. The same goes for the fuel tank. Major repairs or replacement are not easy.

Conclusions

If we were looking for a Pearson 35 we would spend our time checking out those built from the mid-1970s and later but not, if price were an object, one of the last ones built. We would want one with the “standard” (not dinette) accommodation plan, a sloop rig, and a diesel engine, preferably a Westerbeke. Cosmetic abuse would not bother us particularly; the basic quality of the boat lends itself to refinishing with polyurethane outside and even extensive refurbishing inside. A number of owners report upgrading of the interior with woods, fabrics and fittings, reducing or eliminating the formidibly antiseptic fiberglass liner and “teak” faced laminate on the bulkheads.

The degree that the Pearson 35s have retained their value—and seem destined to the prospect of paying a high price for an older boat. And on this score, make no mistake; a vintage Pearson 35 in good condition has become one of the more expensive used boats of her type and original price on the market. For the kinds of use she is best suited for—coastal cruising for up to four—she is a rugged, versatile, and handsome craft for which there should continue to be a healthy market for many years to come.

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Pearsons 35 are easly crossing oceans and circumnavigating so how the bloody hell you classify this strong boat as coastal. It is offshore cruiser you imbecile. Your revue is worthless by missing solid details on the construction.

not fair or called for , to say it is capable for both would be fair description

After watching what this couple went through, not only with regard to this incident, but also others seen in their newer videos, I think I’m crossing this one off my list as a potential boat for anything other than coastal cruising. https://www.youtube.com/watch?v=e6YCq4cz06Y https://www.youtube.com/watch?v=CM9H44M-W4M&t=599s

They ran into something at sea and were holed. Can’t really blame the boat.

Ever watch Atomvoyager’s channel?

He frequently makes the entire compartment under the V berth watertight on the boats he works on.

It isn’t hard to do and it is a really good idea.

Also, anyone that ventures off shore should have materials on board to do external patches. Really not difficult to do in moderate warm seas.

After watching the next video, it seems that it was infact a failure of the hull and not an impact, although given the location, it is safe to assume that past impacts were likely a factor.

So, my question is, should we simply write off all old FG boats for offshore use?

Can this sort of thing be detected before actual failure?

The P35 (and many boats built in the early/mid-70s) had high-resin layups in the glass. On the Pearson, the main freshwater tank sits beneath the v-berth, and abuts the interior of the hull; in heavy seas, that puts a tremendous amount of force on the contact point, and leads to failures.

We’re removing the main tank, using a combination of roving and epoxy to make that compartment stronger, and replacing the tank with a flexible bladder.

Beau and Brandy are sailing offshore with their P35; the compression post support block needs to be evaluated and replaced in some circumstances, and the wooden spreaders should be refit with aluminum ones before heading out there.

We also opted to replace the toerail, which covers the deck joint.

All of this is relatively normal for a 40-60 year old boat. Structurally, she is stout, and is cited as a bluewater boat by many others. Ensuring that she is in good condition is a requirement not unique to the model.

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The Pearson 30 is a 29.79ft masthead sloop designed by William Shaw and built in fiberglass by Pearson Yachts between 1971 and 1981.

1000 units have been built..

The Pearson 30 is a moderate weight sailboat which is a reasonably good performer. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a very short water supply range.

Pearson 30 for sale elsewhere on the web:

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• Sailboat Guide

Pearson 36 Cutter

Pearson 36 Cutter is a 36 ′ 5 ″ / 11.1 m monohull sailboat designed by William Shaw and built by Pearson Yachts between 1981 and 1983.

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 :

The Pearson 36 Cutter, also commonly known as the Pearson 367, is a variation on one of Pearson’s most popular boats – the Pearson 365 which was originally conceived as a coastal cruiser. Only 49 were produced between the years of 1981 and 1982. With its sturdy construction, layout, and seaworthiness the boat became a popular bluewater cruiser with hundreds of thousands of miles logged. Today they can be found almost anywhere in the world and garner a loyal following. The boat is forgiving to sail, easily handled by a couple, while having enough accommodation and storage for a family of four.

The original Pearson 365 proved a hit from the very beginning, when it launched in 1976 Pearson had signed up 23 boats in pre-sales. Over the years of production, which spanned to 1983, the Pearson 365 was delivered in three configurations – ketch, sloop, and pilothouse. These were “thin water boats” drawing only four feet five inches with modified full keels and large skeg-hung rudders.

In his 1978 book, The Proper Yacht , Arthur Beiser wrote:

“The Pearson 365 is an exceptionally well-conceived cruising ketch of moderate size.” He went on to say. “One of the few intelligently planned production cruising boats on the market, the 365 owes nothing to the antic fancies of the IOR, to the downwind fliers of the Transpacific Race, to the floating dormitories of the boat shows, to the pilot cutter of the Bristol Channel, or the sailing tugboats of the Lofoten Island. A true revolutionary for someone in his business, Mr. Shaw provided the 365 with accommodations for just five people and the rest of the space is a fine galley, a chart table, a stall shower, and stowage, fuel, and water in more than reasonable amounts for the size of the boat.” In his closing remarks Arthur commented on the choice of sail plan, “Perhaps a cutter rig would have been better, or longer ends to permit more sail area with taller masts without increasing the aspect ratios. On the other hand, more sail in a taller rig, whether cutter or ketch, might require deeper draft, which would be sad since a boat drawing 4 1/2 feet can go practically anywhere. So the 365 represents a compromise, but a sound one, and I am sure she will provide happy cruising on her for her owners and guests.”

Only three years later the Pearson 36 Cutter was introduced to try and capture more of the bluewater boat market. The underbody was modified to include a longer skeg-hung rudder and deeper fin keel drawing five feet six inches. Additionally the new cutter rig, taller and set approximately 18 inches further aft, made room for the staysail and increased the fore triangle by 13%.

The boat proved to be a very capable ocean cruiser, pointing high, with a nice motion and great handling in a variety of sea conditions. Unfortunately from the early to late 1980’s Pearson suffered financially and was sold off when its parent, Grumman, went bankrupt in 1991.

Configuration and Construction

Displacing 17,700 pounds and carrying only 599 square feet of sail area the Pearson 36 Cutter might be considered an under powered boat by today’s standards. The boat at 36.5 feet on deck plus a 30 inch anchor platform has 30 feet of waterline and a small overhang and pleasant shear displays a the look of a classic sailing vessel. The 11.5 foot beam provides a comfortable cruiser with ample storage and space for its owner and family to enjoy week long cruises or for a couple to enjoy an extended cruise.

The large 8 foot cockpit is large enough to comfortably entertain 6 adults yet small enough to withstand a significant poop. Seating is provided on all four sides with high coaming forming nice back rests. The companion way is offset to starboard and protected by a nice size bridge deck which reduces the cockpit volume. Sturdy drop boards are standard along with a heavy sliding hatch that is protected by large sea hood.

The foot well is narrow enough to provide good footing when heeling yet large enough to enjoy a meal at anchor. Two large drains forward in the cockpit well allow water to drain easily. However, the addition of two aft drains would improve the drainage in rougher seas.

The decks are uncluttered and wide enough to easily move around on under all weather conditions. Molded bulwarks provide safe footing. Four large scuppers drain green water quickly along with the high cockpit coaming which sheds water around the cockpit and overboard in roughest seas.

Hand rails run the length of the cabin along with double lifelines provide safe and easy movement about the deck for sail management. All lines are run to the mast for ease of control.

Pearson’s construction quality is considered a cut above most production boats of its day and this boat is no exception. The hull is a sturdy hand-laid-up fiberglass strong enough to handle the rigors of coastal and offshore sailing. The 7,300 pound lead ballasted fin keel is well encapsulated and should stand all but the most sever grounding while the rudder is well protected by its skeg and provides adequate control.

Like other Pearson sailboats, the boat is built utilizing a liner, tabbed in place along with a solid bulkhead separating the cabin from the engine compartment. The liner provides some insulation but may complicate repairs as well tracking and repairing leaks.

The hull is solid glass while the deck and coach roof are sandwiched balsa wood. The deck-to-hull joint is an inward flanged screwed and glued together with what appears to be a thickened epoxy adhesive. The bow is well built giving owners a sense of confidence and safety should a collision occur.

While the joinery and finish belowdecks in the 365 and other Pearson boats were considered plain and average at best, often made of Formica wood grain over marine plywood, the 36 Cutter’s interior is nicely done in teak with teak and holly sole throughout. Workmanship and quality throughout the boat is above average for production boats of the time.

The layout of the Pearson 36 Cutter is a classic layout used since the days of wooden boats with a U-shaped galley to port at the bottom of the stairs and navigation station to port leading to two 7-foot settees port and starboard. Forward is a dry hanging locker to port and large head to starboard. The V-berth or owners cabin is comfortable with ample storage as well as access to the small forepeak which stores the anchor rode.

The galley includes a deep double sink, three burner propane stove and oven, storage, and a large 11.2 cubic foot ice box. The sink is fed by both pressurized and manual foot pump fresh water. Handholds are plentiful and well placed making food preparation possible while underway.

Opposite the galley is a functional nav-station with a hanging wet locker. A fold-out stool provides seating while working at the navigation station but is not that comfortable in rough seas. Pearson offered an optional configuration which included a rotated navigation station and a quarter berth. Boats configured with this option are very desirable but limited and difficult to come by.

The saloon is has two 7-foot settees port and starboard that make nice sea berths with the addition of lee cloths. The starboard settee pulls out to form a double berth. Under the settees lives two of the three 50 gallon fresh water tanks. Behind and above each settee is more storage including an alcohol cabinet with wine storage. The dinette table is mounted on the forward bulkhead and folds down to allow four adults to comfortable sit, eat, and relax. However, movement around the table is limited once fully extended. The table can be configured for either four or two. More storage can be found on the bulkhead behind the table that is easily accessible with the table down or stowed.

The large head is a traditional head with small sink and more than average storage including a dirty clothes hamper. Once you enter the head you will notice the separate shower to your right with seating and more storage. Opposite the head is more storage including a hanging locker.

The v-berth includes a 7 foot berth and more storage. The v-berth sleeps two comfortably however head room in the forward half of the v-berth is limited. Shelves on each side of the berth provide nice storage. To port and starboard – more storage. The center aft portion of the v-berth can be removed and stored making dressing and moving around the forward cabin much easier.

Under the v-berth is more storage as well as the third 50 gallon fresh water tank and a 15 gallon holding tank.

Two large sturdy Bomar hatches along with five opening ports provide nice ventilation under most conditions. The hatches can be configured to open forward or aft and are equipped with four sturdy “dogs” making them strong and secure. Four larger fixed ports provide light to the saloon, galley and nav-station. Pearson did offer as an option that o replaced the fixed ports with opening ports. Once again a rare but desirable option.

The engine which is located under the cockpit is accessed from panels below the companion way and from the cockpit sail lockers. Space around the engine is limited and accessibility is tight. Aft of the engine is a 50 gallon aluminum fuel tank.

The Pearson 36 Cutter is a forgiving boat that is suitable for both the experienced as well as those still honing their passage-making skills. The motion through the water is comfortable as expected with a motion comfort ration of 33, but as noted by some owners it can be a bit wet in rougher seas.

Configured with a larger main, 95% headsail, and small staysail she is easily balanced and sails well on all points of sail in a wide variety of conditions. Performance and comfort is best on a reach and at a heal angle of 15-20 degrees. Downwind performance is respectful and very comfortable. These boats do not point as well as more modern boats but at 40 degrees off the wind performance is respectable.

Acceleration is sluggish and light weather performance is nothing to brag about. In fact you will need 10 knots of wind or more for the boat to move nicely, but when the rest of the fleet begins to head for shelter the Pearson 36 Cutter will be just coming into its own. The boat feels a little tender at first but it stiffens nicely at 15 degrees. Sail reduction begins at 20 knots of wind with the headsail and at 25 knots and up it is time to reef in the main and rely on the staysail. The self-tending staysail combined with a double reefed main makes for an easy and safe sail combination in rougher conditions.

For many sailors the cutter rig takes a little getting accustom to sailing. While the joke is, “set the staysail and you pick up a half of a knot; put away the staysail and you will gain a half of a knot”, cutter owners, of all brands, are quick to sing the praise of the rig for a variety of conditions and on most points of sail and smile at the joke.

With all this said, it is not uncommon for owners to report consecutive 120+ mile days on passages and even an occasional 140+ mile days in comfort and safety.

Buyer Notes

Some common problem areas with the 36 cutter:

• Mast step and base of the mast – the keel stepped mast sets on a steel base plate. Prolonged exposure to standing water can result in corrosion to the steel plate and lower portion of the mast. While more common on the 365, repairs are straight forward and do not require replacement of the mast. Several vendor provide taller aluminum mast steps can be install after cutting of the lower 3-6 inches of the mast.
• Bent propeller shaft from improper lifting — this is more common with the 367 than other boats because of the long exposed shaft and narrow gap between the skeg & propeller.
• Fuel tank leaks – both the Pearson 365 and 367 fuel tanks appear to have 25 to 30 year life. Replacement of the large 50 gallon tank requires removal of the engine. A common approach avoid removing the engine is to replace the single 50 gallon tank with two (2) 25 gallon tanks that can be installed via the sail lockers. This of course requires additional plumbing but eliminates the need to remove the engine.
• Keel damage – the 36 cutter has deep sump (34 inches) in the aft portion of the keel that can be damaged if the boat is involved in a hard grounded on rock or coral.
• Leaking ports and the damage that can be caused by the leaks over time. Leaks are more likely to be associated with the fixed ports than the opening ports. This is a common problem with the boats of this period.

Links, References and Further Reading

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Elvers worth $500K seized at Toronto Pearson Airport

The baby eels are worth about $5,000 per kilogram — more than lobsters, scallops or salmon — making them the most valuable fish by weight in Canada

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Federal officials say they’ve made what they describe as a major seizure of baby eels after finding 109 kilograms of elvers at Toronto’s Pearson International Airport earlier this week.

Elvers worth $500K seized at Toronto Pearson Airport Back to video

The seizure was carried out on Wednesday by the Department of Fisheries and Oceans and the Canada Border Services Agency, who say the fish were slated to be shipped overseas.

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Officials estimate the elvers seized are valued between $400,000 and $500,000.

The federal government closed the lucrative elver fishery on March 11 after violence and intimidation plagued last year’s fishing season in Nova Scotia and New Brunswick.

Elvers are typically flown to Asia where they’re raised to maturity and sold for food, as mature eels are used in unagi dishes at sushi restaurants.

The baby eels are worth about $5,000 per kilogram — more than lobsters, scallops or salmon — making them the most valuable fish by weight in Canada.

Federal data shows 149 people have been arrested for elver-related crimes, and nearly 208 kilograms of elvers have been seized so far this year.

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