choate 37 sailboat review

Professional BoatBuilder Magazine

Survivor i: dennis choate.

By Dan Spurr , Nov 10, 2016

Editor’s Note: The following article first appeared in Professional BoatBuilder issue No. 126. It is one of a series we’ve published since the Great Recession of 2008, profiling boat builders who have managed to stay in business despite challenging economic circumstances. 

Transom extensions are a common upgrade on older yachts. Dencho Marine recently extended a Doug Petersen–designed and Southern Ocean Shipyard–built 62-footer (19m) by 3′ (0.9m). The complicated, flush, opening transom door was designed and built in Choate’s shop.

On a recent tour of marine businesses in the greater Los Angeles area, I stopped in to visit with Dennis Choate, a longtime boatbuilder in Long Beach. Operating under the name Dencho Marine, he’s located in an industrial zone a few miles from the water. In business since 1973, Choate has built an enviable list of boats large and small, sail and power, working mainly in glass, but adept as well at metalwork, wood, and, today, advanced composites like carbon fiber.

Dennis Choate

He’s also a longtime sailor, having skippered the 48 ‘ (14.6m) Arriba , which he built, to victory in the 1979 Transpac Race. When he was younger, Choate enjoyed great success in local and in what he calls “the Mexican races,” and once was named Yachtsman of the Year by One Design & Offshore Yachtsman magazine (which over time morphed into Sailing World) .

A list of his past projects is impressive: numerous well-known West Coast raceboats like Pelegroso , Cottontail , and Magnitude 80 ; five Robert Perry designs, including the 59 ‘ (18m) high-performance sailboat Starbuck and the 75 ‘ (23m) motor­yacht Victoria ; powercats from 22 ‘ to 75 ‘ (6.7m to 23m); a wet-preg carbon Andrews 70 (21m); plus transom extensions, hard dodgers, and cockpit expansions on all sizes of boats; numerous refits and repairs; and a variety of other work. Choate also showed me photos of large floating foam-and-wood docks he’d recently built for a Long Beach business.

In this difficult economy, you take what you can get and are happy for it.

The pert gaffer in build at Dencho was designed by Robert Perry as a day boat for a Louisiana physician. Choate built the carbon rig; it was easier and faster to make in-house than try to find one already manufactured by a sparmaker—if one even existed.

Now Showing

At the time of my visit, Choate had a half-dozen projects under way—enough to keep about 12 employees busy. That number’s down from the 25–30 crew he had for 30-plus years. Some workers have been with him 20 years and more. Surprisingly, he said he has never had to lay anyone off, and only reduced his work force through attrition.

Dencho Marine’s property amounts to 20,000 sq ft (1,860m 2 ), about half inside and half outside. The pad is all concrete with removable sections over which Choate can position sailboats with their keels in the pit, thereby lowering the height of the hull and deck for easier and safer access.

Over one pit was a 20 ‘ (6.1m) gaff-rigged sloop—essentially a daysailer—that Robert Perry designed for a New Orleans physician. All the doctor wanted was a portable toilet in the small cabin, but Perry decided to add V-berths, “a rack for binoculars, ChapStick, flashlight, and a corncob pipe or two, and some lockers for the Dinty Moore.” Auxiliary power is a Torqeedo electric outboard motor.

The 77′ (23m) Alchemy, designed by Alan Andrews and built by Dencho Marine, finished first in the 2003 Chicago–Mackinac Race. Her retractable keel adjusts from 9.5′ to 14′ (2.9m to 4.3m).

The fiberglass hull was laminated over a male mold. To save money, Choate lofted the boat manually—“though,” he says, “most builds today are done from computer offsets. It’s been maybe eight years since we lofted a boat. We didn’t ask Bob [Perry] for offsets, because we were looking for a job and trying to save the customer some money. How many people are looking for a 20 ‘ custom boat?” Both Choate and Perry were happy to get the work.

“It’s always fun to work with Dennis,” says Perry. “He has a lot of experience and contributes ideas to the project.”

To save weight, the spars and bowsprit are carbon fiber, made by Dencho Marine in two halves. A master of improvisation and flexibility, Choate modestly explains: “We’ve made a couple of carbon spars. The quotes we were getting [from sparmakers] were for spinnaker poles; we could go only so far, so we said, ‘Hey, we’ll make it ourselves.’ Because if it gets to be a science project for somebody, it’s not cost effective. Our preference is always to buy from a specialist like Hall Spars. But this particular spar was only 27 ‘ [8.3m] long. You can get a really good spar for a Santa Cruz 70. But if you have a 56 ‘ [17m] cruising boat, they’re not out there: either too big, too small, too many spreaders.… In those cases, including this little gaffer, we’ll just make a mold and make our own.”

Magnitude 80 (24m) at left, and her 35′ (10.7m) powercat tender, below, were designed by Alan Andrews and built by Dencho Marine in 2004. Magnitude 80, created for flat-out speed, has a Baltek SuperLite core; all-carbon laminates (engineered by High Modulus) in a PRO-SET epoxy matrix; a canting keel with bulb (Dirk Kramers, structural consultant); a daggerboard; a retractable sprit; and a Cummins 1.7 MS diesel auxiliary with retractable outdrive. The tender was built with E-glass, SuperLite balsa core, and vinyl ester resin.

Carbon prices have been coming down a bit, Choate says, and he’s using carbon for applications other than spars. “We haven’t put a foot of metal chainplate in a boat in five years. Now it’s all composites.”

Dwarfing the little daysailer, a 62 ‘ (19m) Doug Peterson–designed cruising sailboat sat alongside it in the yard. Originally built by Southern Ocean Shipyard, in the United Kingdom, Dencho gutted her interior and extended the transom 3 ‘ (0.9m). To improve performance, a Dencho crew was fabricating a new keel with a steel fin, lead bulb, and fuel tanks inside. Keels, Choate says, are the biggest metal jobs he tackles. For such work, a trailer at the back of the property contains a small machine shop, equipped with a lathe, drill press, and other tools.

To reduce costs, Kevin McCarthy, the owner of the Peterson, was assisting Choate’s crew as he hustled in and out of the shop with drawings in hand. He and his wife hope to head for Mexico later this year. Not many yard owners agree to have customers working on their own boats, but if you want the work, why send them somewhere else?

On the opposite side of the building was an old Cal 36 (10.9m) that had undergone a total refit. The owner loves the boat and decided to invest in a new interior and paint job rather than buy a new yacht. The bulkhead and other tabbing were in poor shape, so Dencho had removed, remade, and reinstalled all the plywood parts.

Choate can set up a spray booth anywhere in the yard. He works with all the major brands of paint, noting that Awlgrip, Imron, Sterling, and others seem to age differently. One might have the highest gloss when new, but after five years might fade more than another brand. Choate takes special pride in paint jobs, and if the Cal 36’s deep-blue Imron coating was representative, then he has every reason to be proud.

In one corner of the yard was the tooling for a 22 ‘ (6.7m) power catamaran, and next to it the first hull taken from it—unfinished. The customer ran out of money.

Nearby was a Phoenix sportfisher man whose diesel fuel tank had rup tured and caused a mess inside. Choate was critical of some of its systems and construction: automotive hoses, undersized rudders, coarse chop in the laminate that wouldn’t wet out. In fact, Choate sees a lot of substandard work brought to his door, and while it provides him work and income, he’d prefer to see builders do better by their customers.

Another example lay on a table in the shop: a broken daggerboard from a catamaran. On inspection it was easy to understand why: no stiffening structure inside, just the thin fiberglass skins and high-density foam. Under load, the daggerboard sheared. Choate shakes his head. He’s critical of inexperienced customers who go to inexperienced builders to save money, and then have problems. “A new builder takes on a project he doesn’t know how to do,” he says, “and everything is an adventure.”

By “adventure” Choate doesn’t mean fun .

Suppliers, Then and Now

Choate talked at length about changes he’s witnessed in the way suppliers support customers like Dencho Marine. The rise of the Internet, and the determination to cut expenses, have led many companies to eliminate field reps and pull those duties in-house, often relying on their Web sites to approximate the same job. To listen to Choate, that isn’t working.

“We used to have the Barient rep in here all the time,” he begins, “and the Barlow rep. All our suppliers. They’d ask, How’re you doing? What do you need? What can we get you? Let me help you.

“We got help from our suppliers. I can’t tell you how many boats that Barient people like Don Vaughn laid out, or Dick Sea when he joined Lewmar. When Harken started making hardware, Don Whelan would come up. Those days are gone.”

The Peterson cruising boat also got a new steel keel, with a ballast bulb for improved performance and internal tanks to centralize weight.

Choate appreciated the reps because they’d show him the latest gear, recommend models based on calculated loads, order everything needed to rig the boat—including the right size fasteners—and then deliver the order themselves. They’d bring the box on deck, show Choate every part, and help him determine where every one should be mounted, taking into account critical factors such as proper line leads.

“Building a boat then was a collective effort,” Choate continues. “Even the engine people would come to the shop to help solve problems: ‘Let’s try this shaft, or modify the beds this way.’ The sailmaker would say, We gotta do this, we gotta do that.

“It’s all in-house now. If we have a technical question, no one can give us an answer. We order off a Web site and then wait to see what we get. We can’t get all the pieces of hardware together at once, even for a little 20-footer. It comes in dribs and drabs. We have to check to make sure each block is what we ordered. Each comes in a plastic bag with no instructions; they don’t even tell you whether the fasteners are metric or SAE. Before, we’d say to the rep, ‘When you get all the hardware organized, bring it up here.’ We’d have a day together when we put it on the boat and place everything and decide where to drill.

The Cal 36 (10.9m) was a popular model built by Jensen Marine in the late 1960s. Rather than buy a new boat, the owner of this Cal opted for a restoration that included rebuilding the interior, and a new polyurethane paint job.

“The fiberglass suppliers, the carbon suppliers, they used to be here all the time, too, explaining their products and how to use them. We don’t have that anymore. Just to get the materials to do a repair job, I could spend three days on the phone trying to locate what I need.

“We used to have electronics reps helping our customers. Now we’re sourcing out electronics, trying to get the best price. You order off the Internet, a box arrives, and you open it to see what you got. Is this five prong or three prong? You spend two days trying to find an adapter to make the five prong fit the three prong. Nothing is complete. Say you buy an engine. Where’s the harness? Didn’t it come with it? You call the company and they tell you, ‘Well, you didn’t read the paperwork.’

“It’s like a surprise. We got the resin, but where’s the catalyst?”

On the Economy

Choate, his customer Kevin McCarthy, and I are standing in the shop talking about the state of the economy and the marine industry in particular. The word is, I say, that boat owners may not be buying new, but are investing in upgrades to their existing boats. Choate acknowledges that this is the conventional wisdom, but with few exceptions he isn’t see ing it. “Here on the West Coast,” he says, “if you go to Ventura, you don’t see any refurbishing. Same in Marina del Rey. I was in Driscoll’s [a San Diego yard] the other day, and everyone is saying what you just said, but our answer is the same: ‘ Where is it? It’s not here .’ Owners are keeping their boats but not spending any money on them, not even on electronics.”

Tooling and a set of composite parts for a 22′ (6.7m) powercat were finished, and then the current recession forced the investor to pull the plug on the project.

It’s so bad, he says, that owners are abandoning their boats, often in the water, and walking away from them because repair costs are prohibitive. At one local marina, Choate says that leaky diesel fuel tanks have caused a toxic situation that the city wants cleaned up, but the owners have no money, so the boats sit there continuing to leak.

Choate had an old abandoned boat on the roof of his building and the city ordered it down. “We cut it up,” he said. “It would have cost more money to have it shipped away to a hazardous waste yard than for us to cut it up.”

“City personnel drive by every day,” McCarthy chimes in.

“I mean every day ,” Choate repeats. “Every time it rains, some guy in a white suit comes over to measure the runoff. It’s part of what we do.”

But I think he means: part of what we put up with .

Doing jobs you don’t like and putting up with regulators come with the territory—the territory of a builder still in business.

And yet, there’s a lot to admire and respect in that.

About the Author: Dan Spurr is Professional BoatBuilder ’s editor-at-large.

For Further Reading:

Survivor II: James Betts in Professional BoatBuilder issue No. 129

Survivor III: Mark Bruckmann in Professional BoatBuilder issue No. 139

Survivor IV: Precision Boat Works in Professional BoatBuilder issue No. 164

Read more Yards articles

Rebuilding Mattapoisett Boatyard

Mattapoisett Boatyard has been on Ned’s Point since 1962 and was run under the watchful eye of Art McLean. He eventually passed it on to his son-in-law, David Kaiser, who… Read more »

An Aluminum Expedition Catamaran

Hauling toys beyond the horizon is the raison d’être for a rugged go-anywhere catamaran designed and built in the U.S., a notable exception in the world of big yacht projects…. Read more »

Museo della Barca Lariana — A Fine Place for Old Boats

There are places in this world that seem to have been blessed by the gods, Italy’s Lake Como being one of them. With local roads resembling tortuous paths, boats were… Read more »

Recent Posts

• Learn Electrical Systems from Nigel Calder
• PRO-SET Epoxy Named an Official Supplier for New York Yacht Club American Magic, Challenger for the 37th America’s Cup
• CNC Construction on the Rise
• Marine Trade Education News
• Sea Hawk Paints’ Colorkote is ‘reinventing the art of antifouling’
• Companies (82)
• Construction (105)
• Design (156)
• Drawing Board (8)
• Education (24)
• Environment (15)
• Events (20)
• Materials (48)
• Obituary (17)
• People/Profiles (46)
• Products (16)
• Propulsion Systems (30)
• Racing (15)
• Repair (37)
• Rovings (313)
• Short Cuts (3)
• Sponsored Partner News (13)
• Systems (80)
• Task Sheet (1)
• Uncategorized (26)
• Wood to Glass (7)

ProBoat.com Archives

• Forum Listing
• Marketplace
• Advanced Search
• About The Boat
• Boat Review Forum
• SailNet is a forum community dedicated to Sailing enthusiasts. Come join the discussion about sailing, modifications, classifieds, troubleshooting, repairs, reviews, maintenance, and more!
• Add to quote

Is anyone familiar with CF sailboats? Mfg.(Canadian?),build quality,etc.The ones I''ve seen on the net are older boats, but I''ve not been able to find any information on them.The 37 footer I was looking at was designed by Dennis Choate. Any information would be greatly appreciated.Thanks!  

Never heard of CF. Could you be thinking of CS which was Canadian built?  

Sailmc, I had never heard of the CF boats either.My thinking was along the same line as yours.After digging around the net a little more, I think the boat might have been built by a yard called "Dencho Marine" in S.Cal., but I don''t know this for sure.There are two of the "CF" 37 footers listed on "Yachtworld." They appear to be "old school" race boats.The ad on "Yachtworld" lists the hull material as fiberglass, but with a displacement of ~12K, I suspect that possibly the deck and hull are some type of composite material.That''s one aspect of knowing more about the boat that I''m particularly interested in.At this point, I seem to be "Lost in Translation." Where''s Jeff_H when you need him? 8^)  

CF stands for Choate-Feo, I believe. Dennis Choate (Dencho) built many of these boats in Long Beach, CA. A CF 27 was famous a few years ago when campaigned by Dennis C. CF 37s are good boats similar in size and shape to Catalina 38s. I''m sure there are much more knowledgeable folks than me out there who could give you info.  

jgeissinger, Thanks for the info.I have a couple of design databases on my home PC.I''ll try entering the Choate-Feo as manufacturer,and see if they bring up anything.I did find the boat listed on "Carl''s Sailing Calculator," as a CF 37 and the specs.for the boat were almost identical to a Farr 11.6 (38 footer)with the exception of the CF 37 being about ~2500lb.heavier.  

I''m looking at a CF37 also. I was told only 10 were built. There are a couple still sailing in Southern California. I really like the style, having owned a Santana 30 that is very similar. Let me know if you find out anything. Troy  

I am the owner of an awesome CF 37 designed and built by Dennis Choate. The boat is located in Santa Barbara and is now for sale. Let me know if you are interested.  

Sorry to wake the dead on such and old post but I am looking at a CF37 in Michigan and I am curious if anybody has information about these boats.  

yep a old string but I chip in anyway, ..... I have a CF37 Dennis Choate or Choate Feo 37 ... a awesome boat ! made a 3.25 hr trip last month, from two harbors to Long beach Very comfortably.  

I recently purchased a choate 37.5. was wondering if it's a cored hull or not as well as the deck. I bought it to live in and it is very livable now just needing to get some things done to it. Brought it down from Bremerton WA to Portland, or.  

• ?            
• 173.8K members

Top Contributors this Month

The Cf 37 is a 37.67ft fractional sloop designed by D. Choate/E. Feo/S. Turner and built in fiberglass by Dencho Marine since 1977.

10 units have been built..

The Cf 37 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 average. There is a short water supply range.

Cf 37 for sale elsewhere on the web:

Main features

Login or register to personnalize this screen.

You will be able to pin external links of your choice.

See how Sailboatlab works in video

We help you build your own hydraulic steering system - Lecomble & Schmitt

Accommodations

Builder data, modal title.

The content of your modal.

Personalize your sailboat data sheet

Great choice! Your favorites are temporarily saved for this session. Sign in to save them permanently, access them on any device, and receive relevant alerts.

• Sailboat Guide

CF-37 is a 37 ′ 7 ″ / 11.5 m monohull sailboat designed by W. Shad Turner and built by Dencho Marine starting in 1977.

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)

Embed this page on your own website by copying and pasting this code.

• About Sailboat Guide

©2024 Sea Time Tech, LLC

This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.

CF-37 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of CF-37. Built by Dencho Marine and designed by W. Shad Turner, the boat was first built in 1977. It has a hull type of Fin w/spade rudder and LOA is 11.48. Its sail area/displacement ratio 17.84. Its auxiliary power tank, manufactured by undefined, runs on Diesel.

CF-37 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about CF-37 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, auxillary power tank, contributions, who designed the cf-37.

CF-37 was designed by W. Shad Turner.

Who builds CF-37?

CF-37 is built by Dencho Marine.

When was CF-37 first built?

CF-37 was first built in 1977.

How long is CF-37?

CF-37 is 8.84 m in length.

Member Boats at HarborMoor

• BOAT OF THE YEAR
• Newsletters
• Sailboat Reviews
• Boating Safety
• Sailing Totem
• Charter Resources
• Destinations
• Galley Recipes
• Living Aboard
• Sails and Rigging
• Maintenance
• Best Marine Electronics & Technology

• By Cynthia Hermans
• Updated: January 4, 2007

When my husband, Jan, and I decided to move up from our 30-foot Hunter, we had ocean passages in mind, so we were looking for a bluewater sailboat. A keel-stepped mast and a cutter rig were high priorities, and shoal draft was important for our thin home waters in North Carolina. We settled on the CSY 37 because it had the largest number of items on our wish list.

Peter A. Schmitt designed this seaworthy sailboat, and CSY built nearly 90 of them from the late 1970s to the early 1980s, primarily for the charter market. Its distinctive design, shaped a bit like a scimitar, prompted the name given to our boat by its original owner, who had it custom outfitted for personal use. CSY offered a couple of layouts for the 37; Scimitar has two staterooms and two heads. The other arrangement has just one large stateroom, with an en-suite head forward of the mast.

The raised, flush deck makes the CSY 37 seem larger than some longer boats of more conventional design. Another attractive feature is the solid-fiberglass deck, which will never suffer from water getting into the core. Nor has blistering been a problem on CSY hulls.

Although the cockpit is large, it has adequate bracing positions for when the boat is heeled. Adding to the feeling of security is the high coaming, which keeps some of the spray out. The raised, U-shaped helmsman’s seat feels very safe and provides a good view all around.

The three-step companionway is a big surprise; such an easy entry to a sailboat cabin is rare. On our boat, the galley is immediately to starboard, and the aft cabin is to port, with its head forward of it. Both the galley and the cabin are just steps away from the companionway and great places to be when under way and when the boat’s heeled. Going forward, to starboard, is a 21-cubic-foot engine-driven refrigerator that holds a tremendous amount.

In the saloon, a settee that converts to upper and lower bunks lies to starboard, opposite an L-shaped settee with a drop-down, bulkhead-mounted table to port. This table is a bit small for the six people that the boat can sleep, and it’s too far from the starboard settee. Aboard Scimitar, we get around the problem by adding two folding teak tables that we store, held by bungee cords, behind the door to the aft cabin. The V-berth is quite roomy, and the forward head has a shower and a sink and also an electric toilet that we added.

The aft-cabin bunk folds out to make a double, but that restricts access to the electrical panel located at its foot. The original layout had a chart table adjacent to the electrical panel, but Scimitar’s previous owner removed it and installed it in the companionway, where it blocked the passage. We took it out altogether, and the dining table now doubles as a chart table, with charts stored under bunk mattresses.

With two hanging lockers, plenty of drawers, shelves, and cupboards, plus two large cockpit lockers, the CSY 37 offers a lot of storage for a boat of its size. Six opening hatches and nine ports provide exceptional ventilation. A charcoal heater is a plus for cold-weather sailing.

Sailing Scimitar is a pleasure, especially rigged with a roller-furling jib, a self-tending staysail, a self-steering system, an autopilot, and a power windlass.

We’ve enjoyed two cruises from North Carolina to New England, via Chesapeake Bay, and a passage to Bermuda.

Listings for CSY 37s show a range of prices from about $40,000 to $80,000.

CSY 37 Specs:

LOA: 37′ 3″ (11.35 m.) LWL: 29′ 2″ (8.89 m.) Beam: 12′ 0″ (3.66 m.) Draft (shoal/deep): 4′ 8″/6′ 0″ (1.42/1.83 m.) Sail Area: 610 sq. ft. (56.7 sq. m.) Ballast: 8,000 lb. (3,629 kg.) Displacement: 19,960 lb. (9,054 kg.) Ballast/D: .40 D/L: 359 SA/D: 13.3 Water: 50 gal. (189 l.) Fuel: 120 gal. (455 l.) Engine: Westerbeke 37-hp. diesel Designer: Peter A. Schmitt

Cynthia Hermans and her husband, Jan, recently gave Scimitar a brand-new engine and look forward to cruising her for years to come. This “Classic Plastic” article first appeared in the December 2006 issue of Cruising World .

• More: 31 - 40 ft , before 2000 , Coastal Cruising , keelboat , monohull , Sailboat Reviews , Sailboats , sailboats classic plastic
• More Sailboats

Sailboat Review: Tartan 455

Meet the Bali 5.8

Celebrating a Classic

New to the Fleet: Italia Yachts 12.98

Bitter End Expands Watersports Program

Miracle in a Bowl

Cole Brauer Completes the Global Solo Challenge

• Digital Edition
• Customer Service
• Privacy Policy
• Email Newsletters
• Cruising World
• Sailing World
• Salt Water Sportsman
• Sport Fishing
• Wakeboarding

Boats for Sale

37' choate feo cf 37 racers and cruisers.

ARCHIVED: This is a previously listed vessel and is no longer offered for sale If you would like assistance locating a similar vessel, Click Here to contact the listing broker.

Heavy constructed Blue Water Cruiser Racer that has sailed down from California to South America to Middle East and back to FlorIda.

• Specifications
• Description

Most forward is chain locker followed by Vee Berth with 4 storage lockers underneath. Aft is Head with toilet to port and Vanity with sink to starboard. Portside Salon has Settee with Pilot Bert behind and storage compartments underneath.Aft are storage lockers followed by Nav Station and Quarterberth. Starboard side Salon has storage shelves followed by Settee with Pilot Berth behind. Aft is "L" shaped Galley followed by Quarterberth. 3 steps up to cockpit

Top loading ice box with Adler Barbour 12vDc refrigeration

Galley Maid 3 burner propane stove & oven

20 gallon alumnum propane cannister

Trident electronic propane shut off valve

Manual foot pump fresh water & salt water systems

Stainless steel sink

Raymarine 5000 tiller pilot

2 Plastimo 4" compasses

Raymarine ST40 digital depth finder

ICOM IC718 single side band radio

Standard Horizon 2 Eclipse VHF radio

Raymarine Pathfinder SL72 GPS

Raymarine ST40 Tridata distance log

Weams & Plath stainless steel barometer & clock

Pioneer AM/FM/CD/MP3 stereo

Symphony 19" LCD TV

2 series 27 lead acid batteries

Battery selector switch

BP 75 watt hard solar panel

50' shore power 120vAC 30amp cable

12vDC & 120vAC electrical panels

Delta 44lb anchor with 170' of 8mm galvanized chain & 150' of 3 strand 1/2" nylon rode

Danforth 25lb anchor with 170' of 8mm galvanized chain and 150' of 1/2" braid on braid rode

Bow pulpit & rails

Fiberglass non skid decks

Fenders & dock lines

4 life jackets

Navigation lights

Swim platform

Simpson Lawerance manual windlass

Cruise Equipped

Hydraulic Boom Vang

Stainless steel rod standing rigging

Hood Sea Furl 3250 roller furler with 150% genoa

Full battened main sail with 3 reef points

Spare main sail with battens with 2 reef points

1 1/2"oz asymetrical spinnaker

Spinnaker pole

Aluminum spar stepped on keel

Mainsheet traveler

2 Lewmar #52 regular 2 speed primary winches

2 Lewmar #30 self tailing winches

Lewmar #42 self tailing winch

2 Lewmar #40 self tailing winches

Harkin mainsheet traveler

12vDC automatic bilge pump

Manual emergency bilge pump

Cockpit controls

2 manual fire extinguishers

Engine diesel fuel shut off valve

Propane electronic shut off valve

Engine fresh water cooling system

Diesel fuel filter/water separator

Manual toilet with 10 gallon holding tank

PURE 40 - 1 1/2 gallon per hour 12vDC water maker

CLL RANDY'S CELL PHONE 321-258-9941

Connecting with Marinesource.com

Copyright 1992-2024 MarineSource Network, Inc. All Rights Reserved.