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The Simaril

Designed and Built for You to Sail the Seas in Comfort

Offering up the Silmaril 2001 Hans Christain 41 Cutter Located in St Tomas VI

Silmaril is a 1990 example of the Hans Christian 41T with double berth cabins fore and aft which was designated as the Molokai version. This is a vessel especially designed and built for offshore cruising. This particular vessel is believed to have been built by the Dutch East Insides Trading Company in Thailand, but some of the original hull work may have been accomplished in Taiwan prior to the company's move to Thailand in 1990. Built in the Far East to very high standards, Silmaril features a heavily built solid laminate fiberglass hull with a cored deck structure overlayed with teak. The vessel is heavily rigged with substantial hardware and is well appointed below decks to be a comfortable cruising boat for four to six people. Silmaril has in previous ownership been operated as a captained daysail excursion boat for the Peter Islands resort in the British Virgin islands and was stored ashore at the Nanny Cay boatyard in September of 2017 when hurricanes Irma and Maria ravaged the area. She was knocked over and incurred minor hull damage and was dismasted. The vessel was subsequently righted, repaired and refitted. Other recent improvements include being re-rigged and a new engine and many other significant upgrades and improvements have been undertaken. The vessel has an awlgrip white hull, original gelcoat deck and cabin structure and received all new teak decks in the last few years. Overall, the impression is of a well maintained vessel and with attention paid to the findings in this report, should serve the owners well for their intended purpose.on April15, 2019 and was found to be a well constructed, appointed and comfortable vessel. The vessel is very capably captained and well-kept. SILMARIL is considered to be fit by USCG standards, for the intended use of Pleasure sailing and limited 6 pack coastal charters

Silmaril is a great opportunity to have you ready to operate your turn key charter sailing company 

Recent Up grades include: 

new Hood aluminum mast w/ 1 x 19 Stainless steel standing. New Rigging with sta lock fittings 2019 , Hank on main ok , hank on Jib fair , Hank on Stay sail w/ boom Fair , custom awning , Bimini top , manual windless bronze.

 Has a dinghy and out board good condition. 

Kimmarie Skinner (779) 875-7081 Email: [email protected]

Silmaril Sailing

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SILMARIL SAILING (Peter Island) - All You Need to Know BEFORE You Go

Silmaril Sailing

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Silmaril Sailing - All You Need to Know BEFORE You Go (2024)

Silmaril Sailing

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SILMARIL SAILING: All You Need to Know BEFORE You Go (with Photos)

Boat plans to make the sea more beautiful

Arwen marine.

• Post author: François Vivier
• Post published: 28 July 2015
• Post category: France
• Post comments: 2 Comments

Emmanuel Conrath founded Arwen Marine a few years ago, to market plywood-epoxy boats kits. Actually, he is the French representative of Chesapeake Light Craft ( CLC), USA, who is probably the first boats kits sellers in the world. The Arwen Marine best seller is the Skerry. 55 Skerries are already sailing in France in September 2015. Emmanuel takes part of most “sail and oar” gatherings in France.

In 2013, Emmanuel asked me to design a new boat, larger than the Skerry, and better suited to the French market. This Silmaril is strongly inspired from the american whitehall. Emanuel has included a water ballast and the construction is almost 100% marine plywood to be light. I have supplied the CNC cutting files, including many holes in order to allow to assemble the hull with stitches. Silmaril is now proposed as kit or complete boat.

In 2015, Arwen Marine has built the first unit of one of my new design, Gabian, a meditterranean boats with latin sail.

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Grand-Largue, France

This post has 2 comments.

It is a good idea! Please get in touch directly with Arwen Marine. Kind regards

Would like to build this boat

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Le poids lège est proche de la définition de masse lège définie par la norme ISO 8666.

C’est le poids du bateau prêt à naviguer avec un armement minimum comprenant la voilure de base, le moteur de puissance moyenne recommandée, une ligne de mouillage et quelques amarres. S’il y a un ballast liquide, il est vide.

Pour les voile-aviron, il n’y a pas de poids moteur mais le poids des avirons. S’il y a plusieurs versions de gréement, je prend la plus simple.

Le poids est susceptible de varier d’un bateau à l’autre en fonction du choix des essences de bois et des équipements choisis.

Il est courant que le poids indiqué sur les documentations d’autres architectes ou chantiers, ou publiés dans la presse, ne soit que celui de la coque seule et parfois même fortement sous estimé. Aussi je vous invite à faire preuve de discernement lors de la comparaison de mes bateaux avec d’autres.

Lire avant de passer commande

Le dossier d’évaluation est un extrait du plan pour en savoir plus avant achat. Donc inutile d’acheter plan et dossier d’évaluation.

Le plan, ou dossier de construction, est le document de base pour construire le bateau. Il comporte dessins, instructions de montage, photos, listes de matériaux et fournitures, etc… Il donne droit à une assistance par email ou téléphone. Le plan doit être acheté pour construire le bateau.

Ce bateau ne peut être construit qu’avec un kit de contreplaqué en découpe numérique ou les tracés vraie grandeur. L’un ou l’autre doivent être acheté en complément du plan. Compte tenu du nombre important de panneaux de contreplaqué, le kit est vivement conseillé.

Vous pouvez aussi commander des fichiers de découpe numérique pour faire découper le kit par une entreprise de votre choix.

Pour commander un kit, s’adresser à l’un de mes partenaires.

Les frais postaux et la TVA, si elle s’applique, sont inclus dans les prix affichés.

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BVI Sailing Charter at Peter Island

Being marooned on Peter Island for our honeymoon was like spending a week at the Kennedy family’s Nantucket compound.

There are water playthings galore. Whether it’s maneuvering around on a Sunfish or kayaking along the shore, all you need to do is ask and it’s free to use.

There are some premier features like the spa amenities for which you need to pay.

However, if you would like to take advantage of the true spirit of Peter Island, you should think about chartering the Silmaril, BVI’s 41-foot classic wooden yacht, owned by Paul and Judy Rydburg.

There are many options when chartering the

Silmaril. Paul and Judy make planning your adventure a breeze. You can take anywhere from a half-day to three-day sailing excursions . If you have a large party or family, the vessel can accommodate up to eight.

As much as an overnight was temping, my husband and I decided to book the Silmaril for a half-day, which included some cave-snorkeling in the middle. Like all things on Peter Island, it was easy to arrange.

We just walked up to the docked boat, peered in and asked when we could sail. A quick check of the record books showed availability the next day.

We left about 10 a.m. the next day. The Caribbean, at least when we were there in mid-July, is very blustery, which caused a choppy sea. It took about five or ten minutes to get used to the jostling and swaying, but once our sea legs attached, we were ready to hoist the mainsails.

After a gentle entrance into the sea, we did raise the sails and and ldquo;test her out. and rdquo; Now I’ve grown up with powerboats my whole life, but there is no sensation of power and force quite like a dialed-in sailboat.

The tilt of the hull and the tightness of the sails ripped the Silmaril through the water, and my husband and I were fighting for the prime seat in the front. (Well, we were just married, so we did share.)

After stretching the ship’s legs somewhat, we moored just off of a series of underwater caves, where we took an hour or so to explore the sea life with Paul. Though we had snorkeled off the beaches of Peter Island, neither my husband nor myself have been cave diving. It was quite a treat.

The trip back was more enjoyable than the jaunt out. The wind had picked up and the captain and his first mate had a better feeling about our sailing skills, so they really opened up the Silmaril and we zipped across the water at breakneck speed.

Entering the channel that leads to Peter Island Resort, we were met by an aggressive dingy-sized skiff, which circled the Silmaril like she was prey. Though the driver look more like a pirate than a person, Paul informed us that it was a man named Guy, who owned a company called Yacht Shots.

He and his dog spent their afternoons snapping pics of Peter Island guests on water adventures.

With a few clicks of the shutter he motored away, the 14-footer bouncing on the burly waves.

The day went by too fast, but it was one of the most unique adventures we could have done on our vacation. It’s not every day you can spend four hours on a classic, wooden sailing yacht.

At least, not my every day.

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Classic open sailing/rowing boat Silmaril with open transom sloop

Characteristics

4.6 m (15'01" )

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Silmaril Sailing

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Silmaril Sailing - All You Need to Know BEFORE You Go (2024)

Small Craft Advisor

Review: Sea Pearl 21

Convenient and capable, the marine concepts sea pearl is a trailersailing jewel..

The eminent L. Francis Herreshoff called his Walrus design a “man’s boat.” A motorsailer, Walrus carried 755-square-feet of sail, two 65-horsepower gasoline engines, and a pot-bellied stove in her saloon. She was ideally suited to the cold-weather expedition.

Her only weakness, especially in the eyes of a venturesome coastal-cruising captain, was her six-foot draft. Herreshoff thought Walrus deserving of an able tender to serve as a secondary cruising boat for exploring shallows; this boat he called Carpenter.

A double-ended 18-footer, Carpenter was designed to carry substantial loads even through rough water. She was also intended to be easily beached—drawing a mere five inches with her centerboard retracted into her flat bottom. So impressed with the Walrus’ tender was Herreshoff that he wrote, “it might become something of a question as to which boat was tending which.”

In 1979, fifty years after Herreshoff ’s sketches, George Jeffries and Ron Johnson formed a boatbuilding partnership called Marine Concepts. Their first “concept” was a family boat based on Herreshoff ’s Carpenter. Expanded to 21 feet, their “Sea Pearl” maintained the length-to-beam ratio of the original. Not quite double-ended, the Sea Pearl had a narrow tombstone transom.

Early versions employed a centerboard, but by the eighties leeboards were being offered. The leeboard model excelled in shallow water, since the boards remain somewhat functional while drawing no more than the hull. And the absence of a centerboard trunk meant more room inside the forward cockpit or under the optional canvas cabin. Centerboard Pearls were soon all but obsolete.

Early models were unballasted, but since 1988 most have a hull liner and water ballast tanks that when full add 360 pounds. The unique reefing gooseneck system was added by 1990. Four hundred-nineteen monohull Sea Pearls had been built when we wrote out initial review in 2004 (see issue #25). Marine Concepts remained “in the family,” operating under the watchful eye of owner Jim Leet—Ron Johnson’s brother-in-law. At that time we asked Jim about his typical customer.

“Most of our business comes from 60 to 80-year-olds. The Sea Pearl is so easy to rig and launch that older folks really like them.” Leet sees tremendous potential for his lightweight, rowable, sailable Sea Pearl in another market as well. “I’d also like to get the younger camp-cruise, kayak and canoe crowd. Our boat would be the absolute Cadillac of their market.”

We sailed with owner Drew Squyres aboard his 1991 model, Persuasion, and we asked the real experts—Sea Pearl owners—for their comments.

Note: Before publishing this article we reached out to Marine Concepts and didn’t get a reply. We were told by one Sea Pearl owner (but were not able to confirm) that Marine Concepts has ceased production of new boats, but that Jim Leet is possibly still selling accessories.

PERFORMANCE:

“I have sailed along side a Drascombe and Bay Hen and had to luff both my sails to keep my speed down to theirs. Downwind, the ability to go wing-onwing in air too light to sustain flying a spinnaker cannot be matched.” Steve Churchill, 1993 Silmaril.

“People claim to tack through 90 degrees. I guess you can, if you’re pointing to the max. I prefer to sail about 55 degrees off the wind for a little more speed.” Phil Bacon, 1986 Scout .

“In a light breeze I get 3-4 knots easily. When the wind is over 10 knots, I consistently get 4.5 to 5.5 knots upwind and 6 to 6.5 knots downwind. I’ve surfed occasionally over 7 knots.” John Weiss, 1998 DragonSong.

“The Sea Pearl is a family and recreational cruising boat, not a racing boat comparable to Flying Scots, Lightnings, Thistles, etc. Still, it is quite fast—commonly the fastest boat overall of a group of various trailerable cruisers such as the West Wight Potters, O’Days, Drascombes, Wayfarers, Dovekies, Hen boats, Sanibel, Com Pacs, etc. The 21 does not point well. The cat ketch rig, shallow draft, and leeboards in lieu of a keel or center/daggerboard all work against sailing close to the wind. I have found that about sixty degrees off of the wind is the best I can do in good conditions. In rough seas, achieving even that upwind success requires close attention to such things as weight distribution and tell-tales.” Bill Fite, Moon Shadow.

“Not as fast upwind as some, but often passes boats on a broad reach and downwind. Points fairly well, and sailing close-hauled is fun because it likes that initial heel, but some sloops can certainly out-point her at times. The lug rig has some mysteries I never fully solve, because sometimes I’m amazed how well it does even when close-hauled.” Tom Lyons, 1984 Besito (lug rig).

In a dead calm, we had a chance to test the Sea Pearl’s standard auxiliary propulsion system—9-foot oars. Drew rowed while I manned the tiller—later we switched. We pulled our way quietly through the desolate back bay. Almost any small boat can be made to row, but there’s a clear difference with those in which rowing was a design consideration. The Sea Pearl goes well. She’s too heavy to move like a. rowboat or racing shell, but if I owned her I think I’d frequently leave the outboard at home. I’d be tempted to make her an exercise machine in the morning’s light air and sail home on the afternoon sea breeze.

After rowing to a shallow spot near the dunes we unfurled the sails in an attempt to catch the freshening breeze. Sure enough the Pearl responded. The cat-ketch rig’s 136-feet of sail area was just enough. Light air performance was good.

Sixty minutes later the Santana arrived in force. Our mirror-like reflection on the water was shattered by whitecaps. Drew suggested we fill the tanks. “It’s like giving her a glass of wine,” he said, “the extra ballast relaxes her and takes the edge off.” The Pearl felt more substantial now—especially hard on the weather, clipping the tops off the foamy swells.

We were surprised when the wind built to a sustained 17 knots. Drew demonstrated another Sea Pearl strength—heaving to. Ease the main, harden the mizzen and let go. The boat weather-vaned, drifting slowly backward—the rudder turned sideways and acted as a brake. To reef, Drew lifted the thumb tab on the ingenious rotating gooseneck, unclipped the vang and eased the outhaul. This allowed him to rotate the mast— which spins freely in the mast tube— and roll up sail area. Very simple. Very Sea Pearl.

To keep a balanced rig we reefed using the Sea Pearler’s standard “3/2”— three turns on the main and two on the smaller mizzen. This leaves the Pearl—which can be set to sail with a neutral helm in any conditions—with a slight weather helm for assistance rounding into stronger gusts. To resume sailing Drew simply backed the mainsail, which was right at his fingertips. Obviously, traditional battens won’t fly on these roller-reefing masts but the factory does offer special vertical batten performance sails as an upgrade.

Even under reduced sail the Sea Pearl performed admirably. She was fast and predictable—and pointed fairly well. Owners told us Sea Pearls tack in 90-110 degrees. The truth is somewhere in between; not quite as good as a similar sloop-rigged centerboarder, but not bad.

The split rig is essentially self-tending, that is, her skipper can ignore the sheets on tacks. Push the tiller over, lower the leeward board, and raise the windward board. Optionally, the Pearl can be sailed less efficiently with both boards down as some owners do in short tack situations.

TRAILERING AND LAUNCHING:

“Even my 1982 Saab hauls it at highway speeds with ease. It sits so low on the trailer, it’s stable even in crosswinds . . .I blew a trailer tire at 65 mph and didn’t even know it except for a bit of rumbling noise from the wheel on the pavement” John Weiss, 1998 DragonSong

The lightweight Sea Pearl is one of the few trailerables appreciably lower than her tow vehicle. She also sits low, so the view in the rearview mirror is less impaired. Few boats are easier to tow.

We were ready to participate in the rigging and launching of Drew’s Persuasion, but we didn’t have a chance to do much—Drew had already stepped both masts and rigged in the time it took us to snap a few pictures. Many owners claim to rig and launch in less than 8 minutes—and we believe it.

Launching is even easier. Drew showed us how, with his tilt trailer, the Pearl can be launched without dunking the trailer hubs. That’s right—not just dry automobile hubs—but dry trailer hubs. A gentle push and the boat slid right off. Drew deftly played bow and stern lines to turn his boat toward open water, tied off at the dock, and we were ready to go.

SEAWORTHINESS :

“I had my Pearl out in tropical storm Frederick in 1988 with winds of 45 knots, with sails reefed down to tiny size. We not only didn’t capsize, but made near hull-speed upwind. I had her offshore (along the coast) in 12-foot waves and stayed dry and in complete control.” Steve Churchill, 1993 Silmaril.

“I use ballast tanks whenever I’m alone, or in more than 12 knots or so. In combination with prudent reefing, she keeps right on going.” Phil Bacon, 1986 Scout.

“So far, so good. My boat does NOT have water ballast as many newer models do, but I really don’t want it. My only worry is in a possible breach situation when we are unavoidably crossways to big surf, but I have never rolled the boat or had it knocked down despite some adventurous chances. I do know the 21-foot length is a lot for its somewhat narrow beam and this helps when going upwind in a chop. The boat feels a bit light in big winds but it can take water over the rail without any problem because it just flows back to the cockpit and drains readily” Tom Lyons, 1984 Besito (lug rig).

Who can forget small-boat adventurer, Shane St. Clair’s account of sheeting the mizzen tight and going below to get some sleep in a 40-knot blow near Cape Hatteras. (SCA #13). In total darkness, surrounded by angry seas, St. Clair crawled forward, closed his eyes and left his Sea Pearl to fend for them both.

One look at the 600-pound Pearl, with its minimal freeboard and lack of a fixed cabin, and you’ll appreciate St. Clair’s courage. But Sea Pearls have been employed for a number of ambitious journeys.

She’s not only an able sailer, but also easy to reef and easy to beach—two qualities that add to a small-boat’s seaworthiness and versatility. Many owners laud their boat’s performance in high winds and big seas.

The Sea Pearl is not exempt from the realities of a narrow, relatively light, open boat. It’s possible to swamp or capsize her, and we’re told she can be difficult if not impossible to self-rescue. A few owners prepare for this unlikely possibility by adding more foam flotation to the hull and masts, but we’ve several reports of Sea Pearls bring towed to shore upside down.

Pearls benefit from hearty construction and a basic simplicity. The split rig means both low-aspect sails are easily manageable—neither requires winch or mechanical advantage. And unlike a centerboard, the leeboards are totally open to inspection and unlikely to jam with rocks or sand.

ACCOMMODATIONS:

“I think four can daysail comfortably, but three is great for balance and stretching out. For overnight, one can sleep in the center cockpit and one on the stern platform I made from folding plywood. Three of us have done extended cruising in the Sea of Cortez, but we slept on the beach and set up a full-blown camp. If you treat the Pearl as you would a big backpack, she will hold weeks worth of stuff. Of course, I never took three dozen tortillas and a case of Negra Modello on a backpacking trip.” Drew Squyres, 1991 Persuasion .

“ There’s plenty of room, but a lot of it is in inconvenient shapes or locations. (e.g., stowage racks under side decks are too shallow; space under cockpit is voluminous but hard to access).” John Weiss, 1998 DragonSong.

As a daysailer the Sea Pearl is one of the more accommodating small boats on the market. Six people for an afternoon sail is said to be plenty comfortable. Under-deck storage is good, with most owners customizing the space with storage boxes or duffel bags.

Overnighting aboard below the tonneau cover, optional convertible cabin (3' 6" headroom), or a canopy of stars (limitless headroom) is comfortable enough for two persons—if a bit spartan. Drew Squyres constructed his own aft tent to cover an aft berth made with plywood filler boards. This combination creates a giant caravan suitable for more extended cruises.

There is no designated spot for head or galley. Cruisers typically carry buckets, camp stoves, air mattresses, and other tent-camping gear.

“At 34 years old (the boat, not me), I have replaced some wooden spars (cheap and easy) on the lug rig and repaired a lee board that was losing a lead shoe. Most Sea Pearls have the aluminum marconi rig, which must last forever. (But mine looks cooler and gets under low bridges better!) Virtually everything that can break is fixable with some line and a few minutes of creative rigging.” Tom Lyons, 1984 Besito (lug rig).

We asked owners about all aspects of construction, trying to uncover any pattern of failure or corner-cutting. Owner responses bordered on the mundane. A bent cleat, some faded paint—very little trouble of any consequence. The only significant report we heard related to some leaky ballast tank seams. Potential owners might want to double-check this system.

Marine Concepts cores the Pearl’s double-laminate hull and deck with Klegecell™ (cross-linked PVC), where older models used end-grain balsa. We crawled around Drew’s boat, pushing and pulling, and were impressed with both strength and finish.

Jim Leet tells of one Sea Pearl that fell from its trailer at 70 mph. The owner reportedly picked up the scattered components and sailed that afternoon.

COMPROMISES:

“You can’t throw it on top of your car, and you can’t put a queen-sized bed in it. It’s a perfect compromise between those two.” Drew Squyres, 1991 Persuasion .

“You forgot to ask about shallow-water worthiness. That’s where this boat shines. The Sea Pearl can go just about anywhere a kayak can go. With lee boards barely in the water she can work her way upwind. Stick the boat on a sandbar 5” deep and it still usually floats free as soon as you step onto the sand. For exploring little islands and mangrove lagoons that other sailboats have to steer clear of, the Sea Pearl is wonderful. And it is great for taking shortcuts where other boats must go around. . Who needs channels?” Tom Lyons, 1984 Besito (lug rig).

We’ve touched on some compromises already. The Sea Pearl is essentially open, so the boat and her crew are more exposed than they might be on a cabin cruiser, and accommodations are comparatively rudimentary. Some sailors—and especially non-sailors—are put off by the Pearl’s initial tenderness, although she stiffens up considerably once heeled. The Sea Pearl is nearly defined by its cat-ketch rig and leeboards, which are both compromises—trading certain virtues for others—but we think the net results are positive.

MODIFICATIONS:

“I bought an aftermarket rudder for about $400 in hopes of getting extra lift for perhaps a bit of extra speed or higher pointing. Every penny of that cost was a waste, as I have found absolutely no evident advantage to the rudder, which I later learned was simply a Com Pac 16 rudder. I also eventually replaced my original sails with the horizontally-battened sails which have added roach and sail area, and therefore make the boat slightly faster in light air. Once I have to reef, however, anyone with standard sails can put up as much sail I do.” Bill Fite, Moon Shadow.

Several owners we spoke with who have older boats have retrofitted them with ballast tanks. Additional flotation, side motor-mounts and custom storage bins were common mods. Owner Kevin Mart was more ambitious, having built a beautiful new deck of mahogany and teak.

“A bit pricey at first glance, but worth every penny! There may be cheaper boats, but I doubt there are any with the Sea Pearl’s quality and versatility.” John Weiss, 1998 DragonSong .

“I suppose I could have bought two clunky 24-foot Chlorox bottles, complete with bunks, galley and head, for the same price. I think the Sea Pearl, at $4-5k for a good used one is a better deal” Phil Bacon, 1986 Scout .

“If you want a built-in cabin where you can keep your bunk made, this boat isn’t for you. It is a good-sized day-sailor and readily used for camping, but not in easy comfort at all times. You will get wet when sailing in the rain. Fun to sail, but not on auto-pilot while you mix martinis. It is a lively boat and you stay close to the water.” Tom Lyons, 1984 Besito (lug rig).

Sea Pearls are custom built and the options list is long. Even central components like the gunnel rub-rail are offered three ways. Vinyl is standard—teak, aluminum, and the “heavy teak classic” are optional upgrades. The base boat sailaway price is $11,295. Pearls appear to hold their value remarkably well. Few used models are found for less than $5,000.

The Sea Pearl has a noteworthy pedigree and is both attractive and capable. She even has an avid owner’s group with whom to share the excitement. But nothing makes her so appealing as her simplicity. Like Marine Concepts’ Jim Leet told us: You can arrive at the launch ramp parking lot the same time as an owner with a different trailerboat, and you’ll be two miles off shore by time the other boat is rigged. In a world where time seems to be an increasingly precious commodity, the Sea Pearl allows us to hurry up and relax.

ONE OWNER’S OPINION

We asked well-known Everglades Challenge veteran and Sea Pearler, Bill Fite, if he would offer a list of the design’s pros and cons.

• The SP 21 is simple. Its rugged fiberglass construction makes it easy to maintain. The masts are free-standing, and the sails furl around the masts for easy reefing and storage. There is a sheet for each sail, and a pennant each for raising and lowering the leeboards and the rudder. The leeboards avoid the through-hull penetrations (and potential problems) that come with centerboards and dagger boards. Once in place, the excellent camper top can be put up or down in seconds.

• At less than 1000 lbs, the SP 21 is easy to trailer, launch, and recover.

• The hull is a beautiful design that helps make the boat reasonably dry and remarkably seaworthy in coastal and bay waters, even in severe chop.

• The SP 21 is surprisingly fast for a recreational family boat not designed for racing, especially on close reaches to broad reaches and on runs.

• The divided sail plan of main and mizzen allows easy balancing of sails as well as quick and effective heaving to—a potentially valuable safety measure.

• The collapsible Sunbrella camper top is brilliantly designed and constructed to provide virtually complete protection from weather and insects.

• Beside sailing well, the Sea Pearl is easily rowed for a 21 foot sailboat, and easily motored with an electric or small gasoline outboard (the Honda 4-stroke 2 hp is a favorite).

• The extreme shoal draft (6 inches) of the Sea Pearl opens many shallow areas for gunkholing or riding out a thunderstorm at anchor, and emergency beaching.

• Use of the water ballast tanks can add stability and a reassuring heavier feel to the boat in high winds and chop.

• The 21 is tender. Despite strong final stability, it can be difficult to right if capsized, and can “turtle” readily without rapid employment of flotation such as an inflated boat roller.

• The boat does not point well due to the lack of a jib, centerboard, or keel. Tacking about 60 degrees off of the wind is about the best the boat can do.

• Sleeping two adults within the camper top is cramped. Removing baggage to the rear cockpit to make room, and sleeping head to foot is common in expeditionary races or challenges.

•The boat is slightly bow down in the water during even solo rowing. Placing heavy baggage in the rear cockpit before rowing long distances can help improve rowing efficiency.

• The SP 21 is self bailing only at rest, as the weight of the helmsman puts the drain hole below the water line when underway.

• The rear cockpit is small, and the relatively low seating position with little backrest is uncomfortable for some (extending legs to place feet against the opposite seat improves comfort).

• The narrow canoe-like transom of the SP 21 makes it less stable running in high winds. Surfing down swells at 12 or more knots is common, but more exciting than one would wish. It is important to take advantage of the SP 21’s easy reefing options early.

• The narrow stern makes outboard motor access difficult for some using the standard rudder mount.

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I have owned this vessel for a little over 20 years and really love the way it handles anyone else out there in cyberland own one?  

doctor, yes, i own one. i only got mine last year, but i have had it in some pretty heavy weather already. this boats loves big wind. eats it up and is built like a tank. very easy to handle in my opinion. for cruising most would disagree with the interior layout and the pit. tom  

Heritage 1 ton Hi Tom Thanks for the response. They have a lot or rules on this site for exchanging info so I don't know if this will go thru or not. I have some pictures of my boat and will send them along if you are interested. If so, send me your email or call 508-432-2327 Terry  

best that i can tell there are two others on sailnet also (that makes 4). one hit a tree at over 6 knots and bent his rudder shaft. i don't know how many of these boats were made. my guess is under 75 perhaps much less. the only other one out here in the PNW has had major water intrusion into the deck, and is IMHO not seaworthy anymore. i don't think that one is worth repairing. i am curious if anyone has some of the factory specs as well as a stability curve for the boat. i think i have a deck layout drawing, but that is all. be happy to share it. tom  

Dawn Dawn is harbored in Hilton Head SC. Hull #14 out of what I am to understand was 20 hulls. I have owned her for the last 5 years and couldn't be happier with her "issues". She has been one ton of fun every time I am on her. She loves strong wind and resourceful crew! I would be interested in sharing pictures and trading stories with other Heritage One Ton owners.  

"Silmaril" at dock... Hi! I'm the owner of the Heritage One Ton that "Hit a tree..." Her rudder is finished, an exact duplicate to the original (HMMMM I think my yard smelled $$$$ and charged accordingly) I had them put in more robust rudder bushings as well. Everything it super tight and brandy new back there. I bought her in '01 and have been having a blast working on her and sailing her ever since. (Well, the last two hears "on-the-hard" have been, well, hard... I may be relocating soon, so I wont put her in until I know where I will be landing. As far as scantling/loftings are concerned, I contacted Charlie Morgan a few years back and he told me that the fire at Heritage Yachts destroyed all the documentaion. Oh Well. Hey, if anyone ever needs a new rudder, I am the proud owner of a mold made from an original! Happy to share any experiances, and doctorsign, as the long standing owner amonst us, what ever you can share would be great! I know of another H 1-Ton that's down in St. Johns. I sailed with the owner on mine a few years back as well. Best regards and fair winds, Rick Dolson SV "Silmaril"  

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I raced a Heritage One Ton out of Saginaw Bay, Michigan for several years. we placed 5th in our class in 1981 Chicago-Mac race. That was the year of one of the worst big blows ever. We had winds over 70 kn off and on for about 7 hours at on point. A lot of boats quit and a few were dismasted but we made the finish line - puke and all. Later, we moved to the Cleveland, Ohio area and I found another Heritage to crew. We placed 3rd in class boat of the year one season. There was one other Heritage on the lake as well. After many seasons of racing, the rudder post fatigued and snapped off while we were leading in a long race. We were quartaring on a close reach in 28 kn of wind. Fortunately, it broke below the hull so no leaks. I recall the rudder post was 4" diameter solid SS bar. We pioneered a few new sail schemes that worked well with the extremely stiff rig. Try having a 3/4 oz tri-radial kite made with the first two panels 1-1/2 oz. It flys well up to 22 kn of apparent and holds shape. On the other end, we carried a 1/2 oz rip-stop nylon high cut 150% geny for very light air. It was a killer on those Lake Erie hot summer drifters. I just posted a couple photos from the good-ole days of the Heritage in my gallery. http://www.sailnet.com/photogallery/showgallery.php/cat/500/ppuser/159746  

The short (long) story on how I bought my Heritage... Back in '80 I was crewing on a Peterson 34. We thought we were pretty hot, the best of the best from s couple of yacht clubs, private syndicate yada yada yada... After a spring of training and looking smart on the races we entered, we were thinkin we had the Block Island Race Week that year in our class, if not overall, in the bag. We did pretty good that week, but there was this one boat that always had us by a spot. I think we had like two 2nds, two 3rds and a 4th. Consistant concidering every other boat (but one) tanked at least one race. You see there was this Blue hulled with Buff decked Heritage One Ton in our class. We tried protesting it's rating, and anything else we could think of, but no dice. I vowed to own a boat like that one day. Flash forward to 2000. I see a YachtWorld listing for a Pearson 37. Hmmmm, Don't recall one of those.... The listing had a picture that was NOT a Pearson, but something very familiar... White hull, white decks blue boot top stripes. I went down to the broker's office, he pointed out what dock she was on and I went down to check her out. What I found was a rough, but sound, Heritage One Ton. Looking through her papers, I found out that she was once Blue with Buff decks, our nemesis from the '80 BI Week! Bought her next day and began a slow and delightful rebuilding process that continues to this day.  

Neat history. You might like to have the boat weighed. We found that at leaso one of the other Heritage One-Tons on Lake Erie floated suspiciously 4 inches higher out of the water than we did. Their crew quickly moved the boat when they noticed us checking it out. They also had the boom 18 inches lower (more area). We always had trouble head-to head with them. We suspect that the 7500# keel had been cored. Perhaps you should have pressed thast protest. If you ever replace the rudder you might consider moving the center of effort slightly forward from factory in order to reduce the heavy helm you get when the boat is powered way up. We used a tiller for many years and positioned crew to assist the skipper by foot power to ease some of the helm force. With a wheel, you can't snap the rudder fast enough to brute-force the thing the way you need to as the flow begins to sepearate and stall. The tiller lets you recover and still live with too much sail for the puffs.  

Heritage 1 Tons just keep on ticking.... Sorry to pull up an old thread,but I just happened across it by chance. Silmaril was referring to our boat when he mentioned the one in St John - we keep her moored in Coral Harbor in the VI. We bought her, demasted, back in 2005 and have spent the last few years refitting and updating the boat. We repaired the stick and replaced the rigging, plumbing, wiring, etc. Now she's set up for easy single / double handing, and is a ball to sail around the islands. My understanding is that Charlie built 20 some hulls before the Clearwater factory burned down. In researching the boat, I've come across a number of Heritage 1 Tons that are still being sailed and raced. Here's list of boats that I put together back when I was researching to make the buy decision on our boat: Adventuress - PA Captain Marvel - Charleston, NC Dandelion - St Joeseph, MI Distand Drummer - ? Dueces Wild - ? Fiji Warrior - ? FreighTrain - Seattle, WA Goldfish - Chesapeake Bay Grand Cru - Shelburne, VT Hawke of Tuonela - Opua, NZ MonkeyFace - Detroit, MI PowderHound - Erie Yacht Club, PA Prospector - Seattle, WA Red Red Wine - St Petersburg, FL Ruffian - Jacksonville, FL Samari - Gulf Port, MS Savage Spirit - Port Angeles, WA SeaGull - Fort Meyers, FL Silmaril - Branford, CT Slot Machine - Racine WI Station Break - Erie Yacht Club, PA Windborn - St John, USVI Some of these boats may have been re-named over the years, and therefore double-counted. It would be interesting to get a group of owners together to share war stories. I'd be happy to share what I've learned with anyone that's looking for info on these boats.  

Heritage One Ton Interesting list. The lighter than normal with sails larger than normal and waterline higher than normal was Dandelion on Lake Erie at the end of a race to Mentor, Ohio. We raced on a Heritage One Ton named Kalakini - later changed to Star Path. Star path is still on the Great lakes basin last I knew - probably name changed. See photos of that boat in my gallery on this site. http://www.sailnet.com/photogallery/showmembers.php?sl=n&cat=500&limit= Also about the same time as I mentioned above, I raced on another Heritage One Ton in the Macinaw race (1981) It was a famously big blow. We competed on Cheap Shot - probably also re-named. It was equiped with the optional tall rig.  

Heritage One Ton I am looking at a Heritage One Ton named Koi located in Ohio. Does anyone know the boat and have comments as to condition? Are these suitable for both club racing and some basic cruising or given the boat and rigging is it necessary to always have a large crew?  

I don't know the boat by that name. I raced a Heritage as noted above for many years on Lake Erie. There are several of these boats being cruised as passagemakers and several still racing very competively on Lake Erie. Two could easily sail one cruising style. It takes four to race light air and 6 to 8 in higher wind. Its a very stiff rig and goes well to windward. It could easily be made into a cutter rig with two roller furlers for short hand sailing. I really like the boat. Be sure the condition of the hull regarding blisters. We did a blister job on the race boat and they were the right vintage for the problem. As long as its only gel-coat it is easily fixed. Stomp the decks. We ahd no problems and I know of none of the others that had soft deck troubles. I think they were well made. Check the photos in the gallery I noted above. Most people I know who have sailed the Heritage really like it.  

svPatriot I am the owner of Patriot (formerly Monkeyface). Our Heritage One Ton is located on Lake Erie at Presque Isle Marina in Erie, PA. Koi is docked across the bay at Erie Yacht Club. I don't know much about the boat but I do see her sailing often in the bay ... looks good.  

windborn heritage one ton history windborn please email me at [email protected] i have some cool things to share with you about your boat. thanks  

H 37 Erie boat "Koi" is on Yachtworld. Pics show it nicely upgraded below.  

I crewed on a Heritage one-ton in a race a couple years ago and fell in love with the boat. I'm now looking to buy a boat and one of these beauties has come available nearby. Anyone have any advice on what to look out for on a '76?  

I purchased 1 around 1977/78 in toronto named "jackal" yellow hull. Can't remember hull #.. Renamed "ommadawn".. Kept her for 10 yrs with many upgrades including imron to light grey w/red waterline, interior forepeak refinish in slatted teak, holding tank, and other usual stuff.. Sold her out of midland in georgian bay, canada... Boat was moved to quebec and i lost track after that.. Really loved that boat and still wish i still owned her...  

Hi, I'm new to this site and I also own a Heritage One ton. I bought mine in in 1994. I'm not a racer but have used it as a cruiser. The boat now lives in Arcadia, MI on Lake Michigan. I retired in 1999 and sailed the boat from Lake Mich to Lake Erie, through the Erie Canal to the Hudson, to New York City, down the ICW to Florida. The boat stayed in Florida for 8 yrs. We visited the Bahamas three times, sailed through the Keys, to the Tortugas and up the gulf to Tampa. In 2010 we sailed the boat back to MI. I try to do most of my own repairs and service, so over the past 18 yrs I have come to know my boat quite well. I expect to be sailing "Varmint" for as many yrs in the future as possible. I would like to get to know other owners of those 20 or so hulls to compare notes and share our appreciation of a fine boat.  

Hi everyone, I have a what I believe to be a Heritage 1 ton. Although, you wouldn't know it in the title. It reads,"Morgan 37' " 1976. This boat is or was red in color and goes by the name of "Duce Is Wild". Shes in ruff shape, but I love working on her and seeing the shape I fell for, come alive. My boat had 4 bunks, a head and a little galley. Used for off shore racing only. It did not require much. Does Any one mind showing me cabin pictures of there Morgan 1 ton. I'd like to see how she should look like. My boat is in my yard in Amesbury M.A.  

There was both a Morgan One Ton and a Heritage One Ton, both designed by Charlie Morgan. The Morgan One Ton had a very strange keel that raked back at a very steep angle. The Heritage One Ton had a typical IOR Trapazoid. I think both were sold as 36 footers.  

Late post but another happy Heritage 1-ton owner. I bought "Varmint" in Muskegon, MI. I bought it in 1994 from John Wright. I am the third owner. My wife and I have enjoyed Varmint for many years. We made the trip from Lake Mich to Florida and the Gulf with 3 trips to the Bahamas. Varmint has returned to Mich and now slips at Arcadia, Mich. I would be happy to email you some pics and share what little I know.  

I also own one of these amazing boats. I'm interested in finding out what the design below decks was as it came from the factory. Anyone have some drawings or pics?  

I own one of the Heritage one tons, she was originally called "Seagull" and was sailed out of Ft. Myers, Florida. She is a great boat and loves the wind. Just an FYI, there were only 20 of these hulls built in the Clearwater facility. Who knows what would have happened if there had not been a fire.  

re deuces wild sail no 22222 i owned and raced this boat in the 80.s alwys wondered what happened afta i sold it. i was heavily modified with a bulb on th e keel, reshaped keel section longer boom and a custom balanced rudder with harken bearings. ss spreader bases and oter upgrades . did bb regatta block island etc. loved the boat ithas an intersting history. i live in nh.  

Re: "Silmaril" at dock... Molds for a rudder. You posted this long time ago but remembered readying you have or had the Molds for a Heritage One tone rudder. I am presently replacing my Rudder on my Heritage and would it be fantastic if those molds did not end up in a dumpster somewhere. The original lasted 40 years so no complaints. My fabricator finfab in Ca can for sure make one from an updated design that they do have molds for alas the original did work very well and I would rather not gamble that a newer design is an improvement if it in the end turns out to not be as good as hoped for. The original will work and that a fact I would like to stick with. If you still follow the forum please be kind to send me a note. Or call my cell :510 387 3494 Thank you so much Kim Pedersen I have never posted before on this forum. Spend years restoring and sailing for fun and for a living back in Europe.  

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