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Dufour 28 Mezzo

Dufour 28 Mezzo is a 27 ′ 11 ″ / 8.5 m monohull sailboat designed by Jacques Fauroux and built by Dufour Yachts between 1982 and 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)

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Dufour 2800 review: from the archive

• April 9, 2021

Jeremy Evans enjoys cruising around Mallorca’s Bahia de Pollensa, living aboard one of Michel Dufour’s classic designs

The small mainsail is easily managed, but the big genoa demands a lot of grunt. Credit: Jeremy Evans Credit: Jeremy Evans

Product Overview

Manufacturer:.

In the 1970s, Dufour was France’s biggest yacht builder, launching a plethora of new models including the Dufour 2800, which superseded the Dufour 27 in 1978.

More than 1,300 Dufour 2800s were built over seven years, making it one of Michel Dufour’s most successful designs.

Its popularity was due to a striking modern design, well ahead of its time, with a high-volume hull and a bright, airy saloon.

Combined with the promise of good sailing performance from an easily managed, race-bred hull and rig, it was a popular formula.

Three decades on, does the Dufour 2800 still deliver the goods? I spent a few days aboard a well-maintained example, Milike , to find out.

Design, construction & sailplan

High freeboard and a high coachroof with big windows sounds like a recipe for an ugly yacht.

But the Dufour 2800 is surprisingly well balanced and pleasing to the eye, with the advantage of large amounts of practical, well planned space both above and below decks.

The standard fin keel is deep enough to provide good sailing performance and long enough to dry out against a wall with normal due care.

A few Dufour 2800s were built with deeper ‘Club Special’ keels for enhanced performance at the cost of reduced access to shallow water.

The centreboard version has a minimum length stub keel for creek crawling, which seems likely to reduce performance, with possible maintenance worries should the centreboard get jammed up or down.

Milike under sail in Bahia de Pollensa close to Puerto Pollensa. She is normally fi tted with a small bimini and sprayhood for extremes of weather.

Steering is direct from tiller to unbalanced rudder, so the rig must be well balanced at all times to keep the helm light.

Unlike more modern yachts with bulbous sterns containing an ‘owner’s stateroom’ plus massive cockpit lazarettes and a swimming platform, the 2800 has a neat, trim transom that is less likely to get pushed around by following waves.

The rig is a typical development of Half Ton and One Ton Cup racers from the 1970s, with a small, easily handled mainsail dwarfed by a very large overlapping genoa, which can require a lot of effort to winch in.

As the breeze increases, you have to partially furl the genoa before reefing the mainsail.

The cockpit was clearly designed by a racing enthusiast, for cruising enthusiasts: safe, secure and well protected at sea with good footholds and handholds.

You have to accept that the tiller sweeps across the back of the cockpit and the mainsheet traveller crosses the companionway – typical features from a yacht of this age that demand some extra care – but there is enough comfortable space for a crew of three to sit in the cockpit on the benches, or up on the coamings.

The cockpit also works well at anchor or in a marina, though without the wide-open space and easy boarding via a sugar-scoop stern of more modern yachts.

A home-made cockpit table works very well on a boat of this size.

With slab reefing led back to the cockpit, there is little need to go on deck at sea.

But when it is necessary, the flush, wide side decks and foredeck make it easy to move around the boat with grabrails along the coachroof and still good grip for your feet after more than 30 years’ wear.

And while Milike may be a little faded from the Mallorcan sun, the gelcoat of her white hull, blue coachroof and grey deck also looks pretty good after three decades, with no major problems from cracks, crazing or, heaven forbid, delamination.

As with any yacht, regular maintenance is required to ensure everything continues to work well.

Two years ago, all the original coachroof windows had to be replaced, which took a week of hard labour – they had become horribly crazed with age.

Below decks

The most striking aspect down below on Milike was light pouring into the saloon through the new windows, illuminating the woodwork, headlining and an overall finish that still looks pretty good.

The galley functions equally well in a marina or under way, with a cooker, sink, fridge and cupboards close to hand.

It was originally fitted with a two-burner stove on gimbals balanced by a Camping Gaz cylinder attached directly underneath.

Looking forward in the saloon, both the cockpit and saloon tables are stowed against the bulkhead.

Moving the gas supply to a transom locker proved too challenging, so an Origo alcohol stove was installed instead.

It performed well initially but went ‘off the boil’ during our spring cruise due to sub-standard fuel.

The original gas geyser – unpleasant and slightly dodgy – has been replaced by a calorifier with a heating element, fitted in the cockpit locker to ensure there is hot water for the shower when connected to shore power or after running the engine.

A useful addition to Milike is the home-made, full-size dining table that stows vertically against the main bulkhead.

Moving forward, the moulded plastic sink facing the heads opposite is a lurid shade of faded tangerine, but who cares when it works well.

And unlike most comparable cruisers, you can even enjoy a hot shower with a surprising degree of comfort!

Without doubt, the Dufour 2800 is a proper sailor’s boat. She will appeal to folks who were brought up on dinghy sailing and expect immediate response from tiller, hull and rig.

Given that she’s a heavily laden, live-aboard cruiser, Milike was rewarding to sail and fun to steer, particularly upwind, while we spent an enjoyable few days exploring Bahia de Pollensa with its lovely anchorages near the northern tip of Mallorca.

Thanks to regular maintenance, cleaning and greasing, Milike’s winches and blocks are all original and working perfectly.

The big genoa provides most of the drive on a reach, pushing her comfortably past 7 knots, with a light, precise feel on the helm. With the genoa creating so much power forward of the keel, correct trim and the right amount of sail area are vital to keep the boat pleasantly balanced.

The design was well ahead of its time, with a high-volume hull and very good sailing performance.

For best performance deeper downwind, the small mainsail needs a cruising chute or traditional symmetrical spinnaker – there’s plenty of space to stow a spinnaker pole on the side deck and a good foredeck working area for launching and retrieval.

Under power, Milike chugged along quietly with little vibration from her original Volvo MD7. Apparently always reliable, this engine has had one major overhaul and been repainted bright blue.

For a boat of her age, she manoeuvres reasonably well in a marina and we had no great problem negotiating her tight, bows-on berth.

As with any yacht, practice is necessary to feel confident whenever you go astern in crowded surroundings.

Tony Lean placed his order for a brand new Dufour 2800 while visiting the 1981 Earl’s Court London Boat Show.

Later that year, he travelled to the west coast of France to collect the newly launched Milike and sailed her directly to Mallorca, where Puerto Pollensa has been her happy home port for more than 30 years.

During that time, Tony has enjoyed cruising around the coast and the neighbouring island of Minorca with his family and friends, using two bath plugs to transform the deep footwell into a paddling pool for young children. Such is cruising life when you keep a yacht in the Mediterranean!

Tony’s regular crewman, Rodney Evans, a keen handyman, helps with maintenance and upkeep.

Tony and Rodney tend to visit at different times of the year, staying on board for a fortnight or more during spring, summer or autumn, which ensures Milike gets at least two months’ proper use and solid cruising each season. In terms of sailing pleasure, she has proved an excellent investment over three decades.

Our verdict on the Dufour 2800

What’s she like to sail.

Pleasing hull lines reflect excellent sailing performance, which made the Dufour 2800 a potent cruiser-racer in her day.

In light to moderate winds she is a delight to drive hard and high upwind, steering on the headsail telltales while perched on the weather cockpit coaming with the tiller extension easily to hand.

This provides a comfortable position with a good view ahead, though the huge overlapping genoa blankets the view to leeward.

In stronger winds and waves it is more secure to sit inside the cockpit where the tiller comes nicely to hand, with precise pull from the spade rudder.

It’s not a balanced rudder, so she will turn into wind if you let the tiller go (or fall over the side).

The cockpit has comfortable space for three adults or a young 2+2 family under sail.

The mainsheet can be grabbed by helm or crew, which is useful for instant tweaking, but you need to be wary of the track across the companionway.

While the mainsail is small and easily managed, the large masthead genoa requires prompt sheeting to avoid a lot of winding during tacks, which is typical of yachts from that era.

Many 2800s are fitted with slab reefing controlled from the cockpit, so only hoisting and dropping require a trip along the wide side decks to the mast.

A stack-pack with lazyjacks could be a worthwhile investment, though it’s not difficult to roll and secure the small mainsail neatly on top of the boom.

What’s she like in port and at anchor?

We found the 2800 comfortable for three adults to spend a week living aboard in a marina and daysailing, despite some challenging weather.

Her large coachroof windows ensure light fills the cabin and you can get a very nice view of the outside world if you stand up in the saloon.

There is ample space for four or even more adults to socialise below in reasonable comfort.

The forecabin is spacious enough for an adult or two children to sleep quite comfortably, with the moulded heads and shower/bathroom unit sandwiched between main bulkhead and saloon.

The chart table aided by a Yeoman plotter and a Garmin GPS Map 230.

Two decent single berths in the saloon are augmented by a tight quarterberth behind the chart table, which could play an important role on a long passage or for basic stowage.

Nav station and galley are well designed and more than adequate.

Would she suit you and your crew?

With 1,300 Dufour 2800s built between 1978 and 1984, there is a healthy second-hand market throughout Britain, Europe, the Caribbean and USA.

A huge variation in asking prices from well under £10,000 to over £15,000 reflects overall condition, specification and owners’ expectations.

The one we sailed was in very good condition for her age, with well-preserved gelcoat and solid laminate – these yachts were built to last and should provide many more years of sailing pleasure.

The Dufour 2800 is fun to sail and easy to handle with excellent accommodation in a light, airy, attractive interior.

A good example could be very comfortable for an adult couple who enjoy coastal cruising, or provide lots of fun for a young family, with two kids sleeping in the forecabin or playing in the safe confines of the deep cockpit while the yacht gently rocks at anchor.

First published in the May 2015 issue of YM.

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Dufour Yachts Dufour 28 (s)

General Data

Shipbuilder:, see also: boats for sale.

• Dufour Yachts Dufour 29
• Dufour Yachts Dufour Arpege
• Michel Dufour (Francia) DUFOUR 31

Overall length:

Maximum beam:, straightening:.

Dufour 56 sailboat

Ocean calling.

Like you, we want to experience the ocean.

Every day, we strive to design yachts to make your dreams of offshore adventures a reality.

A peerless long-range sailing yacht with stunning aesthetics, the Dufour 56 is designed, first and foremost, for high-sea sailing . Fast, seaworthy and reliable in all circumstances, it embodies the very essence of a powerful, safe and easy-to-manoeuvre sailboat . With its tilling consoles equipped with commands for all winches and electric furlers, sailing on the Dufour 56 is child’s play.

Inside, the Dufour 56 sets a new standard for on-board luxury and comfort with a sophisticated design and high-end features.

As many owners report , the Dufour 56 will give you the most thrilling emotions and take you wherever you wish to go.

Virtual Tour 360°

Technical specs

Construction

• Architect: Felci Yacht Design
• Hull construction: Fiberglass / contact
• Deck construction: Injection

Technical specifications

• Overall length 17.15 m
• Waterline length 15.17 m
• Hull length 16.30 m
• Max beam 5.05 m
• Light displacement 17.625 kg
• Draft 2.50 m
• Keel weight 4.900 kg
• Fuel tank capacity 440 L
• Water tank capacity 730 L
• Engine power 110 (150 cv opt.)
• Sail area 141 m²
• Mainsail 72 m²
• Genoa 69 m²

In the Press

Sailing today – dufour 56 review, giornale della vela – dufour 56 review, voile magazine – 56 / 310 / 412 / 36 (french), voiles et voiliers – 56 exclusive (french), are you interested in the dufour 56 sailboat.

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Gagarin Cup Preview: Atlant vs. Salavat Yulaev

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Gagarin cup (khl) finals:  atlant moscow oblast vs. salavat yulaev ufa.

Much like the Elitserien Finals, we have a bit of an offense vs. defense match-up in this league Final.  While Ufa let their star top line of Alexander Radulov, Patrick Thoresen and Igor Grigorenko loose on the KHL's Western Conference, Mytischi played a more conservative style, relying on veterans such as former NHLers Jan Bulis, Oleg Petrov, and Jaroslav Obsut.  Just reaching the Finals is a testament to Atlant's disciplined style of play, as they had to knock off much more high profile teams from Yaroslavl and St. Petersburg to do so.  But while they did finish 8th in the league in points, they haven't seen the likes of Ufa, who finished 2nd. 

This series will be a challenge for the underdog, because unlike some of the other KHL teams, Ufa's top players are generally younger and in their prime.  Only Proshkin amongst regular blueliners is over 30, with the work being shared by Kirill Koltsov (28), Andrei Kuteikin (26), Miroslav Blatak (28), Maxim Kondratiev (28) and Dmitri Kalinin (30).  Oleg Tverdovsky hasn't played a lot in the playoffs to date.  Up front, while led by a fairly young top line (24-27), Ufa does have a lot of veterans in support roles:  Vyacheslav Kozlov , Viktor Kozlov , Vladimir Antipov, Sergei Zinovyev and Petr Schastlivy are all over 30.  In fact, the names of all their forwards are familiar to international and NHL fans:  Robert Nilsson , Alexander Svitov, Oleg Saprykin and Jakub Klepis round out the group, all former NHL players.

For Atlant, their veteran roster, with only one of their top six D under the age of 30 (and no top forwards under 30, either), this might be their one shot at a championship.  The team has never won either a Russian Superleague title or the Gagarin Cup, and for players like former NHLer Oleg Petrov, this is probably the last shot at the KHL's top prize.  The team got three extra days rest by winning their Conference Final in six games, and they probably needed to use it.  Atlant does have younger regulars on their roster, but they generally only play a few shifts per game, if that. 

The low event style of game for Atlant probably suits them well, but I don't know how they can manage to keep up against Ufa's speed, skill, and depth.  There is no advantage to be seen in goal, with Erik Ersberg and Konstantin Barulin posting almost identical numbers, and even in terms of recent playoff experience Ufa has them beat.  Luckily for Atlant, Ufa isn't that far away from the Moscow region, so travel shouldn't play a major role. 

I'm predicting that Ufa, winners of the last Superleague title back in 2008, will become the second team to win the Gagarin Cup, and will prevail in five games.  They have a seriously well built team that would honestly compete in the NHL.  They represent the potential of the league, while Atlant represents closer to the reality, as a team full of players who played themselves out of the NHL. 

• Atlant @ Ufa, Friday Apr 8 (3:00 PM CET/10:00 PM EST)
• Atlant @ Ufa, Sunday Apr 10 (1:00 PM CET/8:00 AM EST)
• Ufa @ Atlant, Tuesday Apr 12 (5:30 PM CET/12:30 PM EST)
• Ufa @ Atlant, Thursday Apr 14 (5:30 PM CET/12:30 PM EST)

Games 5-7 are as yet unscheduled, but every second day is the KHL standard, so expect Game 5 to be on Saturday, like an early start. 

The Unique Burial of a Child of Early Scythian Time at the Cemetery of Saryg-Bulun (Tuva)

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Pages:  379-406

In 1988, the Tuvan Archaeological Expedition (led by M. E. Kilunovskaya and V. A. Semenov) discovered a unique burial of the early Iron Age at Saryg-Bulun in Central Tuva. There are two burial mounds of the Aldy-Bel culture dated by 7th century BC. Within the barrows, which adjoined one another, forming a figure-of-eight, there were discovered 7 burials, from which a representative collection of artifacts was recovered. Burial 5 was the most unique, it was found in a coffin made of a larch trunk, with a tightly closed lid. Due to the preservative properties of larch and lack of air access, the coffin contained a well-preserved mummy of a child with an accompanying set of grave goods. The interred individual retained the skin on his face and had a leather headdress painted with red pigment and a coat, sewn from jerboa fur. The coat was belted with a leather belt with bronze ornaments and buckles. Besides that, a leather quiver with arrows with the shafts decorated with painted ornaments, fully preserved battle pick and a bow were buried in the coffin. Unexpectedly, the full-genomic analysis, showed that the individual was female. This fact opens a new aspect in the study of the social history of the Scythian society and perhaps brings us back to the myth of the Amazons, discussed by Herodotus. Of course, this discovery is unique in its preservation for the Scythian culture of Tuva and requires careful study and conservation.

Keywords: Tuva, Early Iron Age, early Scythian period, Aldy-Bel culture, barrow, burial in the coffin, mummy, full genome sequencing, aDNA

Information about authors: Marina Kilunovskaya (Saint Petersburg, Russian Federation). Candidate of Historical Sciences. Institute for the History of Material Culture of the Russian Academy of Sciences. Dvortsovaya Emb., 18, Saint Petersburg, 191186, Russian Federation E-mail: [email protected] Vladimir Semenov (Saint Petersburg, Russian Federation). Candidate of Historical Sciences. Institute for the History of Material Culture of the Russian Academy of Sciences. Dvortsovaya Emb., 18, Saint Petersburg, 191186, Russian Federation E-mail: [email protected] Varvara Busova  (Moscow, Russian Federation).  (Saint Petersburg, Russian Federation). Institute for the History of Material Culture of the Russian Academy of Sciences.  Dvortsovaya Emb., 18, Saint Petersburg, 191186, Russian Federation E-mail:  [email protected] Kharis Mustafin  (Moscow, Russian Federation). Candidate of Technical Sciences. Moscow Institute of Physics and Technology.  Institutsky Lane, 9, Dolgoprudny, 141701, Moscow Oblast, Russian Federation E-mail:  [email protected] Irina Alborova  (Moscow, Russian Federation). Candidate of Biological Sciences. Moscow Institute of Physics and Technology.  Institutsky Lane, 9, Dolgoprudny, 141701, Moscow Oblast, Russian Federation E-mail:  [email protected] Alina Matzvai  (Moscow, Russian Federation). Moscow Institute of Physics and Technology.  Institutsky Lane, 9, Dolgoprudny, 141701, Moscow Oblast, Russian Federation E-mail:  [email protected]

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Rusmania • Deep into Russia

Out of the Centre

Savvino-storozhevsky monastery and museum.

Zvenigorod's most famous sight is the Savvino-Storozhevsky Monastery, which was founded in 1398 by the monk Savva from the Troitse-Sergieva Lavra, at the invitation and with the support of Prince Yury Dmitrievich of Zvenigorod. Savva was later canonised as St Sabbas (Savva) of Storozhev. The monastery late flourished under the reign of Tsar Alexis, who chose the monastery as his family church and often went on pilgrimage there and made lots of donations to it. Most of the monastery’s buildings date from this time. The monastery is heavily fortified with thick walls and six towers, the most impressive of which is the Krasny Tower which also serves as the eastern entrance. The monastery was closed in 1918 and only reopened in 1995. In 1998 Patriarch Alexius II took part in a service to return the relics of St Sabbas to the monastery. Today the monastery has the status of a stauropegic monastery, which is second in status to a lavra. In addition to being a working monastery, it also holds the Zvenigorod Historical, Architectural and Art Museum.

Belfry and Neighbouring Churches

Located near the main entrance is the monastery's belfry which is perhaps the calling card of the monastery due to its uniqueness. It was built in the 1650s and the St Sergius of Radonezh’s Church was opened on the middle tier in the mid-17th century, although it was originally dedicated to the Trinity. The belfry's 35-tonne Great Bladgovestny Bell fell in 1941 and was only restored and returned in 2003. Attached to the belfry is a large refectory and the Transfiguration Church, both of which were built on the orders of Tsar Alexis in the 1650s.  

To the left of the belfry is another, smaller, refectory which is attached to the Trinity Gate-Church, which was also constructed in the 1650s on the orders of Tsar Alexis who made it his own family church. The church is elaborately decorated with colourful trims and underneath the archway is a beautiful 19th century fresco.

Nativity of Virgin Mary Cathedral

The Nativity of Virgin Mary Cathedral is the oldest building in the monastery and among the oldest buildings in the Moscow Region. It was built between 1404 and 1405 during the lifetime of St Sabbas and using the funds of Prince Yury of Zvenigorod. The white-stone cathedral is a standard four-pillar design with a single golden dome. After the death of St Sabbas he was interred in the cathedral and a new altar dedicated to him was added.

Under the reign of Tsar Alexis the cathedral was decorated with frescoes by Stepan Ryazanets, some of which remain today. Tsar Alexis also presented the cathedral with a five-tier iconostasis, the top row of icons have been preserved.

Tsaritsa's Chambers

The Nativity of Virgin Mary Cathedral is located between the Tsaritsa's Chambers of the left and the Palace of Tsar Alexis on the right. The Tsaritsa's Chambers were built in the mid-17th century for the wife of Tsar Alexey - Tsaritsa Maria Ilinichna Miloskavskaya. The design of the building is influenced by the ancient Russian architectural style. Is prettier than the Tsar's chambers opposite, being red in colour with elaborately decorated window frames and entrance.

At present the Tsaritsa's Chambers houses the Zvenigorod Historical, Architectural and Art Museum. Among its displays is an accurate recreation of the interior of a noble lady's chambers including furniture, decorations and a decorated tiled oven, and an exhibition on the history of Zvenigorod and the monastery.

Palace of Tsar Alexis

The Palace of Tsar Alexis was built in the 1650s and is now one of the best surviving examples of non-religious architecture of that era. It was built especially for Tsar Alexis who often visited the monastery on religious pilgrimages. Its most striking feature is its pretty row of nine chimney spouts which resemble towers.

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