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• Sailboat Reviews

PS Boat Review: Island Packet Estero

Island packet’s new shoal-draft cruising sailboat keeps it simple..

Photos by Billy Black

Florida-based Island Packet targets a relatively narrow niche, so the toughest competitors to its new boats are often older Island Packets. Introduced in 2010, the 36-foot shoal draft Estero is the company’s latest attempt to introduce a distinctive model that doesn’t stray too far from the company’s proven formula for success: moderate displacement, full-keel cruisers designed to be lived on, sailed far and in comfort, and endure the bumps, scrapes, and storms that cruising boats inevitably encounter.

Like every new Island Packet, the Estero emerged from the drawing board of founder, owner, CEO and chief designer Robert “Bob” Johnson. A graduate of Massachusetts Institute of Technology with a masters in naval architecture and marine engineering, Johnson worked for McDonell Douglas for two years on ballistic missiles, dabbled in high-tech (for that era) surfboards, then followed his boat dreams to southwest Florida in 1974. He ran the Irwin Yachts plant for production-boatbuilding pioneer Ted Irwin, and then moved onto Endeavour. Johnson designs from that era include the Stamas 44, Endeavour 43, and the Endeavour 40.

Opportunity knocked in 1979, when Johnson turned the liquidated molds for the 26-foot Bombay Express into the Island Packet 26, a catboat-like center-boarder that quickly found a niche. The IP 26 eventually became the full-keel IP 27, which enjoyed a run of 249 hulls between 1984 and 1992. Island Packet has unveiled 24 new Johnson designs during the past three decades. With a few exceptions—the Packet Cat catamaran, the Packet Express powerboat, and the recently introduced 42-foot motorsailer, the SP Cruiser—the line is dominated by full-keel auxiliary sailboats sharing the same basic traits: a U-shaped hull, Johnson’s patented “full-foil” keel, conservative ballast displacement ratio, low aspect rig, and roomy interiors with an emphasis on cruising. Details oriented toward longer-term cruising such as storage space and tankage are an Island Packet strong point.

Currently, Island Packet produces seven boats, ranging from the Estero to the 48-foot flagship, the IP 485. The company’s cult-like following, worldwide dealer network, and the popularity of the SP Cruiser have helped keep the factory operating four days a week through the recent downturn.

courtesy of Island Packet

In many ways, the Estero represents a return to Island Packet’s roots. The shoal draft and flat stern bring to mind boats like the Island Packet 31 (launched in 1983), which had a flat transom and appealed to gunkholers with a centerboard version. All of Island Packet’s mid-range cruisers have a relatively shallow draft, but the Estero’s four-foot draft opens up Carolina backwaters and Florida canals where other Island Packet owners will have to play the tides.

Apart from the keel-haircut, the hull profile is otherwise consistent with Johnson’s previous designs. Johnson is tall, so all of his boats carry plenty of headroom. The high freeboard and lack of any long windows to interrupt the expanse of buff-colored gelcoat make the deckhouse appear higher than it is, but the bowsprit, opening ports, and spring in the shear-line present the intended overall look of a classic, salty cruiser.

One traditional element missing from the Estero found on previous Island Packet designs is the traditional teak caprail—a signature feature for more than 30 years. This offers welcome relief from annual maintenance, although some old salts will no doubt miss the aesthetic appeal.

The boat’s length-to-beam ratio of 2.95 is also in keeping with Johnson’s previous designs, as is the conservative ballast displacement ratio of 40 percent. Comfort in a seaway—like seaworthiness itself—is difficult to quantify, but the boat’s motion-comfort ratio (a calculation introduced by designer Ted Brewer) of 31 puts it not far below that of the Island Packet 370, which has a longer waterline and an additional 5,000 pounds of displacement.

Johnson, who represented the National Marine Manufacturers Association on the Conformité Européenne (CE) committee that helped establish the ratings categories for sailboats (Category A for Ocean, Category B for Offshore, etc.), is keenly aware of the importance of stability, scan’tlings, and resistance to down-flooding in a boat that is to be sailed on oceans. His boats’ solid fiberglass laminate schedule, high freeboard, and conservative ballast-displacement ratios reflect his philosophy on these matters. All Island Packet yachts meet CE Category Standard A for Ocean, “designed for extended voyages where conditions may exceed wind force 8 (Beaufort scale) and significant wave heights of 4 meters and above but excluding abnormal conditions, and vessels largely self-sufficient.” Although PS does not regard the CE Category A to be an automatic stamp of approval of ocean voyaging, we do believe that Island Packets more closely approach our ideal of a cruising boat than some other boats that bear the same rating.

In the endless quest to turn a 36-foot boat into a comfortable second home, and still provide secure and comfortable berths while the boat is underway, the Estero takes a most radical step by placing the main social area forward of the mast. (The new IP 360 features the conventional V-berth/main saloon layout on the same hull.)

Boats with forward main saloons are by no means original, but they remain very rare birds. Perhaps the most familiar contemporary cruisers with this feature are those of the Gozzard line, which dedicate the space forward of the mast to a spacious sitting/dining area that easily converts to a queen-size berth. In the Gozzard version, the berth conversion can be a semi-permanent setup, because even the smallest Gozzard 37 has an alternate dining nook near the galley.

The Estero’s forward saloon is principally a social/dining area. With the drop-leaf table down, there’s comfortable seating for two couples. With the dining table up it could seat a family of four, and squeeze in a couple of guests, as needed. The table pivots, making it easy to slide in and out of the seats. Throw down sheets and pillows, and the two settees make comfortable berths.

Conversion to the larger berth is more complicated than it should be, considering the premium, well-ventilated sleeping space the saloon occupies. It requires two people (one on their hands and knees fiddling with a troublesome support pole) and optional filler cushions. And once it is set up for sleeping, there is no place to dine belowdecks. With room for four (friendly, we presume) adults and a passel of kids, it is the proverbial feather bed, but the conversion could be easier.

Just aft of the mast and to port is the U-shaped galley. The galley placement is probably the biggest advantage of this layout compared with other boats in this size. Instead of being tucked into an aft corner or in the line of traffic, the galley is set near the fore-and-aft center of the boat, with a hatch overhead and opening portlights for ventilation and a view. The galley covers all the essentials such as counter space, cupboards, and deep well-insulated fridge-freezer systems, but we were disappointed in the shallow, 6-inch-deep sinks—unusual for Island Packet.

Johnson stands 6-feet, 3-inches tall, so his interior designs are sensitive to a tall person’s needs. Just opposite the galley is a super-sized head featuring a bench seat in the separate shower stall.

The owner’s stateroom, located aft and to port, has 6-foot, 4-inches standing headroom, with a cutout in the berth for sitting or getting dressed. A hanging locker, bureau, and full-length mirror add homey touches. A 9-inch overhead hatch and opening portlight offer ventilation, although the hatch won’t allow much breeze if the boat is fitted with a dodger. Our test boat was fitted with a single, full-sized inner spring mattress. We would ask for a folding or two-piece mattress here to simplify access to the storage below, as well as access to the stern gland and stuffing box.

Opposite the owner’s cabin is the nav station with a fold-down chart table and a roomy pilot berth. This area could also be used for storage of larger items like sails, cushions, or guitars.

For the past 30 years, the standard Island Packet sail plan has been a cutter rig, featuring a high-cut foresail and a furling working staysail that sets on a Hoyt boom. While a deck-sweeping, club-footed staysail gobbles up foredeck space and leaves remarkable shin bruises, Island Packet owners praise the arrangement for balancing the helm and running wing-and-wing. The Hoyt boom has the added advantage of being self-vanging, keeping the leach clew from lifting as the sheet is eased.

The Estero breaks away from the cutter tradition (although its sistership, the soon-to-debut IP 360 brings it back). The Estero’s working staysail is eliminated, and a foresail sets from a Hoyt boom fixed just forward of the stem on the bowsprit. In this way, both the jib and the main are self-tacking, so working to windward is as easy as turning the wheel. The arrangement also allows for tight sheeting angles.

Although conventional mainsails with lazy jacks were the standard on earlier Island Packets, the company has seen a clear trend toward in-mast furling. According to Bill Bolin, vice president of sales and marketing at Island Packet, the company has sold few, if any, boats with conventional full-battened mainsails in the past eight years. PS generally prefers conventional mainsails for voyaging in boats this size, but if you plan to do a lot of short coastal hops, the in-mast Sparcraft mainsail furler can make life easier, allowing you to set, reef, and furl both sails from the cockpit.

The mainsail and jib halyards are led to dedicated Lewmar Ocean Series 16C two-speed winches on the mast; this reduces clutter at the cabin and makes sense for cruising boats with a furling mainsail. The mainsail roller-furling control line, jib sheet, and spare mainsail halyard lead aft through stoppers to the Ocean Series 30CT two-speed self-tailing winch on the portside of the companionway. The mainsheet and boom-vang lead through a stopper and matching winch on the starboard side of the companionway.

Those accustomed to contemporary sloops will be surprised to find that the only sail control line within easy grasp of the helmsman is the jib furling line, which is on 16CT Lewmar on the starboard coaming. Because the mainsail and jib set on self-tacking booms, the arrangement is not as inconvenient it would seem. Leading the mainsail traveler lines (fixed in cam cleats) aft allows limited sail control from the helm. A port coaming winch will be missed when you want to kedge off a shoal, or when trying to warp the stern to port.

The 7-foot-long cockpit seats offer plenty of room to stretch out. A large starboard locker offers room enough for two folding bikes and more; a port tray keep small items accessible. Liner bins in the coamings keep the deck clear of running rigging. The emergency tiller has a dedicated spot in the starboard locker.

Visibility is excellent, and the twin 2-inch cockpit drains and high bridgedeck deal with any boarding waves. Drop boards are solid hardwood. Comfortable platform seats are integrated into the stern rail.

The boat we test-sailed had an optional stern swim platform. By eliminating the sugar-scoop transom/swim platform on other Island Packets, the Estero benefits from more usable interior space, a larger cockpit, and more cockpit storage space. A boarding ladder is accessible from the water for emergency reboarding. One drawback to this design is the inevitable “slap” that will accompany pitching at anchor. According to Johnson, the platform is elevated high enough (24-inches above displacement waterline) so that slapping at anchor or added drag underway is unlikely.

“This is an immensely strong installation typical of our approach to all structural components on an IP,” Johnson said. “(It) has been validated over a number of years . . . by other IPs that have this identical installation.”

A high coaming and wide passage forward leads to the foredeck where a deep locker with an aft-opening Lewmar hatch seals a deep anchor well. The divided well swallows up chain and fenders and drains into the bilge through a watertight bulkhead that seals the locker off from the rest of the boat. An optional VRC 1250 Muir windlass, single bow roller, and chain stopper handled anchoring duties on our boat.

except where noted.

Johnson brings his engineering expertise to bear on the Estero’s mechanical systems. The conventional drive train is the most sensible choice for long-term cruising. The solid Edson CD-I geared rack-and-pinion steering is well adapted to belowdecks autopilot. The propeller and rudder skeg are protected by a long “shoe” extending from the keel to the skeg.

Twin lead-acid house batteries and a dedicated engine battery serve electrical storage needs. Pre-tinned, labeled wiring meets American Boat and Yacht Council (ABYC) standards. A Charles 5000 series three-stage temperature-compensated charger with a galvanic isolator protect the electrical system and ensure it is well charged at the dock.

The 60-gallon fuel tank is made of heavy-gauge, marine-grade aluminum (5052-H32), while the freshwater (120 gallon) and holding tanks (35 gallon) are located below the cabin sole and made of fiberglass. All through-hulls are bronze and through bolted to flanged seacocks.

Cables for the anchor windlass and bow thruster are pre-wired. The LPG system meets ABYC standards with a self-draining locker and shut-off valve in the galley. LED lighting is an option. The bow thruster, located under the main-saloon settee, had tighter all-around clearances than installations we’ve seen on other boats with big V-berths.

Performance

By contemporary fin-keel standards, the sailing performance of the Estero is unimpressive, but Island Packet owners aren’t the kind that go looking for the extra 5 percent of hull speed and the Estero isn’t meant to be a Wednesday-night racer.

Our test boat was provided by Ed Massey of Massey Yacht Sales and Services, and the test sail took place within sight of Massey’s Bradenton dealership on the Bradenton River, Fla., in squally weather, with light gusty winds from the east between 8 to 12 knots, with gusts to 14 knots.

At 2,400 rpm, the Yanmar 40-horsepower engine with a big 17-inch, three-bladed prop pushed the boat at 6.6 knots. At wide-open throttle, 3,400 rpm, the average speed was 7.3 knots. The higher RPM is clearly not an efficient motoring speed, but testing it confirmed that reserve horsepower is available if needed. Unlike flat-bottomed fin-keel boats, the Estero’s hull speed is tightly constrained by its waterline length. At the lower cruising speed, we registered 79 decibels in the center of the main saloon and a quiet 74 decibels in the cockpit with the companionway open. Vibration at the higher RPM raised the main saloon volume to 83 decibels. (Conversation is about 60-70 decibels.)

Under power, the Estero embodies the typical tradeoffs of a full keel. The full keel’s tracking ability—so helpful on long passages—becomes a handicap in close-quarter maneuvering. The lateral resistance lengthens turning radii, and when backing, the boat has a stronger tendency to “walk” in the direction of the prop rotation. Our test boat was equipped with a $6,000 Vetus bow thruster that took the drama out of docking and maneuvering at slow speeds. A good skipper will soon become accustomed to the Estero’s idiosyncrasies under power and learn to use prop-wash and spring lines to his advantage, but full-keel novices will appreciate the bow thruster.

Like her cutter-rigged cousins in the Island Packet line, the Estero is happiest on a reach. Broad reaching with the apparent wind at 135 degrees, the boat balanced well, but averaged only 4 knots speed over ground in about 9 knots of apparent wind—suggesting an asymmetrical spinnaker would be a wise addition in light-wind areas. On a beam reach in 9 knots apparent, average speeds were about 5.5 knots. The best sustained speed during our test was 6.3 knots, with the apparent wind at about 10 knots and 110 degrees.

Any shoal-draft boat must sacrifice windward performance, and the Estero is no exception. The Estero’s tight sheeting angles and foil-shaped full keel help add lift, but the windward performance is still held back by the increased skin drag and low-aspect keel.

The course made good on our test sail fell below fin-keeler standards, but it was comparable to that of similar boats we have sailed. The best sustained speed close reaching was 5.7 knots, and the boat tacked through 100 degrees, including leeway. (For a stark comparison, the lightweight J/95 daysailer, drawing 3 feet with its board retracted, tacked through 92 degrees in similar conditions.)

The Estero doesn’t like to be pinched, and it will quickly let you know when the main is over-trimmed with an insistent weather helm. Like many full-keelers with low-aspect rudders, too much helm will stall the boat. It responds slowly but positively to the helm, and it is slow to pick up speed. We would not characterize the Estero as exciting in light winds, but in breezier areas, the boat’s ability to keep her feet and to shoulder aside chop will be appreciated.

The Estero will appeal strongest to Island Packet fans who’ve been waiting for a shoal-draft, easy-to-sail boat that compares to the IP37 in terms of interior space. These strengths will be most apparent on intracoastal or riverine adventures like the Great Loop.

The novel changes aren’t suited for everyone. Those who cruise warm climates in summer, for example, will miss the large overhead hatch of a V-berth. The self-tending headsail will please sailors who prefer a relaxing bay sail or motor-sail to winch-grinding and close-hauled excitement.

The list price of $350,000 seems steep when you see IP37s going for less than half that, but Island Packet offers a generous 10-year warranty on both the hull and deck, and a three-year stem-to-stern warranty. Past owners have done fairly well sailing their boat for a couple of years and then trading up or selling for close to purchasing price, while the boat is still covered under warranty.

For those who like the shoal-draft concept but would prefer a conventional layout, the cutter-rigged IP360, with 130 square feet of additional sail area, fits the bill. While we see a niche for the Estero, we expect the IP360 will be a more popular design.

• Estero’s solid FRP hull, balsa-free deck is built to last

• Island Packet

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Island Packet Yachts launches new line of performance cruising sailboats

Island Packet Yachts is proud to announce the launch of a new line of performance cruising sailboats to be called BLUE JACKET YACHTS. The Blue Jacket 40 is the first in a series and has been designed by Tim Jackett (ex-President and Chief Designer at Tartan and C&C) in collaboration with Bob Johnson (CEO and Chief Designer at Island Packet). With 15 Boat of the Year award-winning designs between them, the new Blue Jacket 40 embodies the creativity and broad-based experience these noted designers have displayed over the past 30 plus years, melding the performance prowess of Jackett with the cruising focus and manufacturing acumen of Johnson and Island Packet.

This modern interpretation of a performance cruiser features either a three-cabin arrangement (with an option for a two-cabin layout) with the amenities and build quality expected of a luxury sailing yacht. The powerful and versatile Solent-type sailplan features a working jib with self-tending Hoyt Boom® along with a large reacher for offwind work. Twin wheels and a large cockpit enhance both sailing and socializing, and all frequently used sail controls are convenient to the cockpit. Construction features 100% VE resin infusion technology with Divinycell® coring for both hull and deck. Fit, finish and materials and equipment selections typify the high standards of Island Packet.

With Island Packet’s international acclaim for exemplary product quality, value and its long history of award-winning customer satisfaction, the Blue Jacket 40 represents a bold and important new entry into the performance cruising sailboat market.

See attached “Q&A” session for more details on this new venture.

An Interview with Tim Jackett and Bob Johnson

Q: Tell us about the inspiration behind creating the new Blue Jacket line?

A: (BJ) For some time now Island Packet has been considering adding a line of performance-oriented cruising sailboats to expand our market. Tim and I have had a long friendship and a respect for each other’s work, so when I heard that Tim had established a new independent design office we contacted him to explore the possibility of working together on this new venture.

A: (TJ) Bob and I have admired each other’s work for many years so when he first reached out to me about this project I quickly realized what a great opportunity it would be to work together on a new boat line with him and the Island Packet team.

Q: Two of the industry’s better known and most experienced “Chief Designers” working together has the potential for conflict and compromise . . . how is this working out?

A: (BJ) Let me make it clear that the Blue Jacket is Tim’s design with my collaboration. We are enjoying working together and are both learning from each other’s experience, which I feel has tangibly benefited the creative process for this new yacht. I think it’s the proverbial “win-win” arrangement, largely facilitated by our compatible personalities.

A: (TJ) Bob and I both have years of experience in materials and manufacturing technologies, yacht design, and corporate management that puts us in a uniquely qualified position within our industry. The new Blue Jacket series will reflect the benefit of our combining this depth and scope of experience.

Q: The Blue Jacket 40 is described as the first in series of planned designs. What do you envision down the road?

A: (TJ) We are considering at least two additional models. While we have some ideas regarding these, we’re not ready to share anything yet.

A: (BJ) I also think we will gain a lot of insight on how to evolve the designs both from owner feedback and the expansion of our new Blue Jacket dealer network in the US and abroad.

Q: This sounds like you’re planning for both a US and export market?

A: (BJ) Yes. Island Packet’s export market historically represents over a third of our total sales. Our plan will be to design and build the Blue Jacket series to meet or exceed all ABYC domestic standards as well as the ISO/CE standards in place for export yachts. Island Packet was the first US sailboat builder to become CE certified back in 1992 when the standards first took effect, and we plan to continue supporting this third-party validation for compliance with all design and construction standards.

Q: Where will the Blue Jackets be built?

(BJ): Our Largo, Florida facility will be headquarters for the actual boat construction, utilizing our Island Packet manufacturing team. This will ensure the same quality, customer support and corporate culture that have made Island Packet Yachts one of the world’s most respected yacht builders. Sales and marketing responsibilities for the Blue Jacket will also come from our Largo offices, assuring consistent messaging and a level of dealer involvement and support that has become renown in the industry.

A: (TJ) The tooling is being done at both my Ohio facility and at the Island Packet plant. I am rapidly assimilating many of Island Packet’s preferred manufacturing methods and melding these with my own experiences for what we think will be a great new product. With Bob and I each having many decades of building experience, our shared efforts in this respect are producing a “best practices” solution that will benefit all parties and the yacht.

Q: Bob, given Island Packet’s successful 33 year track record with over 2,500 yachts built and sailing in all corners of the world, how do you see the Island Packet line evolving, and what impact might the Blue Jacket series have on future Island Packets?

A: (BJ) Wow…give me a crystal ball! I guess I’d respond by first saying the “design brief” for Island Packet will almost certainly remain unchanged, with its focus continuing to be on seakeeping, safety, livability and ease of handling for a cruising couple. Different manufacturing technologies (infused composite hulls and decks, carbon fiber components, etc.) introduced with the Blue Jacket line may eventually find their way into Island Packet construction if deemed appropriate, but the two product lines address different market segments with different sets of priorities.

Q: Where does the name “Blue Jacket” come from?

A: (TJ) Well, while it has an obvious connection with my last name and Bob’s initials, “Blue Jacket” has historical connections in the sailing world. First, for centuries the name has been a reference to both US and British sailors. The extreme US clipper ship “Blue Jacket” was also named for this reference, complete with a figurehead of sailor in a blue jacket. This clipper ship was known for her speed and luxury, features that will be associated with our own Blue Jackets.

A: (BJ) I’ll add that the clipper “Blue Jacket” was also part of a fleet of well known “packet ships” providing fast and comfortable passenger service in the days of large sailing ships, part of the inspiration for our Island Packet name as well.

A: (TJ) And don’t forget that the owners of the clipper ship “Blue Jacket” (the White Star line) were well known for their “impeccable level of customer care”, something Island Packet is certainly highly regarded for and will bring to the table with the new Blue Jacket line.

Q: How would each of you then summarize your decision to create the new Blue Jacket line?

A: (TJ) Bob and his team have successfully built a strong and loyal following for the Island Packet brand over the last 33 years, building yachts noted for many superlative qualities, not the least of which is exceptional and consistent build quality. In my work with Tartan and C&C, I’ve also been responsible for the design and construction of over 2,500 yachts; between the two of us that’s more than 5,000 yachts worth of experience! The Blue Jacket series will greatly benefit from Island Packet’s stellar corporate culture and capabilities and will give sailors looking for a contemporary performance cruiser a great new choice.

A: (BJ) Not only does Island Packet bring a wealth of manufacturing experience to the table, but also a history of designs that have been recognized with numerous industry awards for being the best for their intended purpose, for their innovation and for their value. Tim’s designs for Tartan and C&C have also garnered an equally large number of similar awards, with 15 Boat of the Year Awards alone between the two of us. This combination of proven talent and experience will produce a formidable new choice in the performance cruising yacht market.

BJ40 PRELIMINARY SPECIFICATIONS

LOA 39’ 10” (12.14 m)

LWL 35’ 0” (10.67 m)

BEAM 12’ 4” (3.76 m)

DRAFT 7’ 5” (2.29 m) deep               5’ 2” (1.56 m) shoal

DISP 16,500 lbs (7,484 kg)

BALLAST 6,100 lbs (2,767 kg) deep

SAIL AREA 810 sq ft (75.25 sq m) (100% FT)

MAST HEIGHT 62’ 6” (19.05 m)

POWER 40 HP (30 kW)

FUEL 40 US gal (151 l)

WATER 110 US gal (417 l)

WASTE 25 US gal (80 l)

DESIGNER Tim Jackett w/Bob Johnson, N.A.

By Ocean Navigator

Yachting Monthly

• Digital edition

Island Packet 380: The best liveaboard cruiser out there?

• Rachael Sprot
• June 17, 2022

When it comes to liveaboard credentials, is the Island Packet the cream of the crop? Rachael Sprot went to find out...

Product Overview

With their ivory colour and tall, rounded coachroof, the Island Packets are nothing if not distinctive and the Island Packet 380 is a fine example of the popular marque.

Designed and built in Florida, they’re sought after across the pond for blue-water cruising but a few of them have migrated to colder climes.

I joined Jalan Jalan , an Island Packet 380, to find out how they perform in our northern waters.

The first Island Packet was built in 1979. Designed by Bob Johnson, it was a 26-footer with a cutter rig, long keel and 10ft beam!

The yard soon made a name for itself producing well-built, spacious cruising yachts. From the outset, safety and stability were front and foremost in the design.

The 380’s wide beam gives her plenty of stability with a relatively low angle of heel. Credit: Richard Langdon/Ocean Images

The Island Packet 380 came along some 20 years later and was a highly successful model – 169 were built between 1998 and 2004.

My first impression of the boat was just how much boat there is – she dwarfed the Sigma 38 next-door.

The bow platform and davits mean she’s about a metre longer than her 38ft title suggests, and with a 4m beam she considerably out-girths her rivals too.

The result is a boat with a huge interior volume. Unlike other boats of these proportions though, she has the underwater profile to match.

The ‘full foil’ keel, which Johnson espoused, means there’s a lot more going on below the surface than meets the eye.

Forwards visibility is restricted due to the large sprayhood. Credit: Richard Langdon/Ocean Images

The keel-hung rudder is well-protected from encounters with floating objects and the encapsulated keel is another sound feature for blue-water cruising.

Despite her substantial size, the hull itself has a nice touch of sheer emphasised by the rubbing streak, and the stern has a wineglass shape which counterbalances the boxy coachroof.

Simple solutions

There’s seamanship in evidence in much of the design: the bow platform has twin bow rollers as standard, and the chain locker below is split in two thereby accommodating both sets of chain.

A sloping shelf beneath the hawse pipe helps the chain to self-stow and there’s easy access through the forward cabin if it doesn’t.

It’s the kind of simple, practical solution which comes from a designer who goes cruising himself.

There are five mooring cleats on each side, each one with a stainless chafe protector guarding the teak toerail beneath.

The self-tacking staysail makes the cutter rig easy to handle on the Island Packet 380. Credit: Richard Langdon/Ocean Images

The low-profile toerail is attractive but I’d have liked a more substantial brace on an ocean-going yacht.

The high coachroof has an excellent handrail which gives good security on the side decks though.

Four full-size dorades with storm blanks provide good ventilation below and there’s room for a liferaft or rolled up dinghy under the boom.

Safety over sportiness

The cockpit is carried all the way aft to the pushpit. It’s a big space, which is exactly what you want in the lower latitudes where you spend more time outdoors, but it feels wide when heeled.

There are two huge lockers under the cockpit seats and there’s space beneath the cockpit sole for a generator.

A split backstay and small sugar scoop makes getting on and off the transom easy.

The wheel is fairly small and because the sprayhood is necessarily wide to take in the big coachroof, forwards visibility is restricted.

The Island Packet 380 is ideal for blue-water cruising, with a keel-hung rudder and encapsulated keel. Credit: Richard Langdon/Ocean Images

We found ourselves standing with a foot on either cockpit bench in order to keep a proper lookout.

A bigger wheel would have made it easier to steer and peer around the side of the sprayhood. However, it does mean there’s good access when berthed stern-to.

Davits and solar panels are easily accommodated, and her volume means she copes well with all the cruising gear.

The companionway hatch is a heavy duty, GRP moulding which can be bolted into position to secure the washboards beneath.

It’s a reassuring feature on an ocean sailing boat – you may encounter green water before arriving at your blue-water cruising grounds.

The short traveller forward of the companionway is another feature which prioritises safety over sportiness.

No back rest makes the chart table impractical at sea. Credit: Richard Langdon/Ocean Images

Island Packet pride themselves on their superior construction standards.

The hull is solid laminate, which is heavier than a cored hull, but this means damage is easily repaired.

The trademarked Polyclad 2 gelcoat system below the waterline is reported to offer better protection against osmosis, and above the waterline Durashield gives a high-gloss finish.

The hull is a single moulding, as is the deck, and they’re bolted and bonded together.

The deck is cored with Polycore, which is supposed to be impervious to rot.

The davits, solar panels and sprayhood add windage. Credit: Richard Langdon/Ocean Images

The chain plates are another example of robust design: the single spreader rig is stayed with forward and aft lowers and together with the cap shrouds are terminated to three separate chain plates.

The separate chain plates are welded and braced together with a framework that locks into the hull to deck joint before being glassed to the hull – very much a belts and braces solution.

It’s below decks that the Island Packet 380 wins her admirers, though.

The high coachroof gives an unparalleled sense of space, feeling more like a 42-footer. The saloon is bright and comfortable with lots of natural light.

There’s a mixture of solid teak joinery and GRP mouldings which gives a feeling of excellent quality without making them prohibitively expensive.

Sturdy structure

There’s a structural ‘pan’ which forms the sole, and the bulkheads, structural webbings and many of the bunks and seats are bonded to the hull to give more rigidity.

It’s a more labour-intensive process than the ‘tray’ style construction of many production boats, but the result is a much stronger structure.

The headlining is a single moulding, which is durable and easy to maintain. It also means the underside of the deck is well insulated and during the cold March nights I spent on board the only condensation was on the hatches and portlights.

The portlights themselves are a window into Island Packet’s philosophy.

Twin bow rollers point to the Island Packet 380’s seaworthiness. Credit: Richard Langdon/Ocean Images

The stainless steel frame has two threaded lock nuts to clamp them shut, in the moulding above there’s a perfectly positioned hook to hold them open.

They’re simple, tough and functional, with no friction hinges or plastic catches to wear out.

The fold-up table is versatile, creating lots of floor space when you need to get the tools out or for morning yoga sessions, although it’s a shame it doesn’t have a fiddle.

A small, aft-facing chart table utilises the end of the starboard saloon berth, maximising the seating in the saloon, but making it impractical at sea: there’s no back rest and nothing to stop the charts from sliding off the top.

It’s a strange oversight on what is otherwise a well-thought-out interior.

The deck of the Island Packet 380 feels secure, with plenty of hand holds. Credit: Richard Langdon/Ocean Images

For many though, the vast U-shaped galley makes up for any shortcomings.

It’s a fantastic area with a double sink, lots of locker space and plenty of surface area for food prep.

The top-loading fridge and freezer are bigger than most boats’ cockpit lockers.

There’s a roomy master cabin in the forepeak with an island bed which allows you to get up in the middle of the night without disturbing the other person – a nice feature for a liveaboard.

The heads is also vast with two access doors, one to the forward cabin and one to the saloon.

Access on and off the Island Packet 380 is easy with a split backstay and small sugar scoop. Credit: Richard Langdon/Ocean Images

It would be nice to see some sort of wet-locker arrangement or hanging rail though, especially in our colder, wetter climes.

The aft cabin is also a generous double which runs athwartships. Beneath it there’s excellent access to the gearbox, stern gland and back of the engine .

The front and sides of the engine box have access panels too.

However, it looked like removing the engine entirely would involve dismantling some of the joinery.

Spotless condition

Despite Jalan Jalan ’s fairly high mileage, there wasn’t so much as a scuff in the gelcoat or joinery.

They’re the kind of boats that attract conscientious owners and many of the examples on the market have been well looked after.

The accommodation on offer is as much about what you don’t see as what you do see.

The deep bilges are cleverly compartmentalised and the storage space extends well below the waterline.

The high coachroof makes the saloon feel roomy. Credit: Richard Langdon/Ocean Images

I managed to extract a cruising chute, spinnaker sheets and storm jib from underneath one corner of the port seating!

The Packet boats of the 18th and 19th centuries were originally designed to take cargo, passengers and mail up and down the coast, and the Island Packet 380 pays more than a nod to this heritage.

The flip side to this is the windage.

Jalan Jalan ’s sprayhood doesn’t fold down easily, and once you’ve added in davits and solar panels she’s challenging in confined spaces.

The long keel helps to stabilise her, so she doesn’t skate around as much as a fin-keeled yacht, but she’s hard to turn in strong winds.

The 56hp Yanmar is hefty for a boat of this displacement, but with the large wetted surface area and drag from the superstructure, she needed 2,500rpm to achieve 6 knots in calm conditions, which doesn’t leave a lot of headroom for when it’s windy.

With a little help from the bow-thruster she did follow her rudder in astern, although she was slow to respond to helm inputs.

A 4 metre beam means there is plenty of space in the master cabin. Credit: Richard Langdon/Ocean Images

As with most long-keeled boats, steerage in reverse is a privilege and not a right, and it’s one which may be withdrawn at short notice.

The million-dollar question though, is how does she sail? The answer is: better than you think.

She doesn’t want for sail area: there’s a 16 per cent sail area/displacement ratio just taking the mainsail and fore triangle into account.

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If you add in an overlapping genoa and the staysail, it pushes up to 18 per cent.

The headsail track is on the toerail and with her 1.4m draught, it is an early indicator that she isn’t designed to be close-winded.

The heads can be accessed from the saloon and forward cabin. Credit: Richard Langdon/Ocean Images

She likes to be sailed ‘full and by’ according to the manual.

Apparent wind angles of 50-55° were optimum where she made a comfortable 5.5-6 knots upwind in a Force 4 and above.

A slab reefing main instead of in-mast furling , and some crisp new sails would have given better performance.

Impressive in light airs

The self-tacking staysail sheets are closer to the centreline, so in stronger winds you’d achieve better tacking angles from this.

Off the wind we reached along at 6.5-7 knots in blustery Force 6, but there was a law of diminishing returns above that.

In light airs she was impressive though, managing 3.5-4 knots in 6-8 knots breeze, which is valuable on long passages where you don’t want to reach for the throttle every time the wind drops.

The Polycore deck should last, and it is reported to be impervious to rot. Credit: Richard Langdon/Ocean Images

Thanks to her beam she has plenty of form stability, keeping the angle of heel relatively low. She’s also well ballasted and forgiving in gusty conditions.

The large rudder gripped the water even when a 30-knot squall hit, never threatening to round up.

With in-mast furling it was easy to balance the sail plan to minimise weather helm.

She’s never going to point like a Sigma 38, and she needs to be sailed accordingly, giving lee shores a wider margin, but blue-water sailing is best done by tortoises, not hares.

The Island Packet 380 is superbly well adapted for tradewind sailing, exploring shallow atolls and spending long periods of time afloat.

The galley has plenty of stowage and has decent fridge and freezer space. Credit: Richard Langdon/Ocean Images

There’s a trend these days to pair high volume interiors with a flat, racy bottom and deep fin keel.

Comfort and performance: it’s a seductive mixture, but like all good cocktails the innocuous first impression could leave you with a headache offshore.

Not this boat – it is unapologetically safe, sensible and seaworthy.

The Island Packet 380 is a Marmite kind of a boat, but like it or loathe it, there’s a lot to admire in the design, not least that it isn’t trying to be something it’s not.

Expert opinion on the Island Packet 380

Ben Sutcliffe-Davies, Marine Surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA) www.bensutcliffemarine.co.uk

Over the years I’ve surveyed several of these for both pre-purchase and insurance claims.

Ben Sutcliffe- Davies has been in the marine industry for over 40 years as a long- time boat builder, has been surveying craft for over 20 years and is a Full Member of the YDSA.

These vessels have a distinctive off-white/cream hull moulding colour; while attractive, it can be a headache for yards to colour match when damaged.

When viewing, look carefully for areas of repair. The strength of the hull is unquestionably reliable.

I’ve surveyed several which have been bounced on the bottom, against rocks or quay sides, and the boat has upheld the stresses surprisingly well.

I am not keen on the method of laying the ballast into the keel moulding.

During hammer testing the keel moulding arrangements, I have had a couple where the ballast is not very tight within the moulding.

Surveying two Island Packet 380s after groundings, I have found water was able to easily ingress into the keel void and soften the lean mix of sand and cement used around the lead ingots.

The Island Packet 380 is ideal for living aboard long term and tradewind sailing. Credit: Richard Langdon/Ocean Images

This has been a very hard job to sort and in both cases quite expensive to deal with.

Protect the boat’s teak cappings before liftout as they can be damaged.

Have some carpeted blocks made and place below the strakes to stop the strops lifting the cappings off under load.

Lastly, be aware of the skeg fitting fastenings that can weep into the keel void, the security of her deck fittings and, most importantly, moisture in the deck core around fittings, especially around winches and the portlights.

Alternatives to the Island Packet 380

Moody 38 mk1.

All controls on the Moody 38 lead aft. Credit: David Harding

Moody was to the British what Island Packet was to the Americans: reliable, solidly built cruising boats.

They had a prodigious output, over 160 Mk 1 Moody 38s came out of the mould in the 1990s, and a further 37 of the Mk 2 version in the 2000s.

Owing to the centre cockpit, the master cabin is aft rather than forwards.

Described by the original Yachting Monthly review in 1992 as ‘truly splendid’, it’s still impressive today with lots of stowage and a portlight in the transom.

Like many centre-cockpit boats the cockpit lockers are sacrificed, with two deep but narrow lazarettes in each quarter instead.

Another compromise is that the companionway steps descend quite steeply.

Forwards there’s a generous V berth and second heads – useful if you’re cruising as more than a couple.

There’s a proper, forward-facing chart table to keep the fuddy-duddies (like me) happy too.

The 38 came with a masthead rig with double spreaders and fixed backstay as standard. Credit: David Harding

Below the waterline there’s a stout fin keel and semi-balanced rudder on a partial skeg. The masthead rig has the least sail area of all the boats in this selection.

The small mainsail area is partly because they came with in-mast furling as standard and they were also designed to have a generous genoa.

Once you add an overlapping headsail into the equation she has a better sail/area:displacement ratio. The smaller main will also make her easier to handle in a blow.

The modest draught will slightly limit upwind performance, but most cruisers aren’t concerned about losing a few degrees of pointing and it gives better access to tidal harbours.

The hull is solid laminate but the deck is balsa-cored, so you’ll need to watch out for moisture ingress.

The Plymouth-built hulls met Lloyd’s construction standards so should stand the test of time.

Although Moody didn’t splurge out on the joinery, they didn’t skimp on it either: the fit-out is good.

If you’re looking for an affordable fin-keeler with plenty of space but that’s easy to handle under power and sail, this is a great option.

Nauticat 39

A deep forefoot means the Nauticat 39 handles well in heavy weather. Credit: David Harding

Nauticat is not a name you normally associate with handsome sailing yachts.

They’re better known for their quirky motor sailors but in the 1980s and 1990s a touch of thoroughbred was introduced to the stables of the Finnish design team.

A series of much more athletic boats appeared, including the Nauticat 39.

With a narrow beam, relatively light displacement and large sail area she’ll likely outsail her contemporaries, especially upwind.

The deep forefoot makes her sea-kindly in heavy weather and the bulbed fin keel is substantial, giving better than average directional stability.

The joinery below decks is of Scandinavian quality with all teak sourced from the same trunk so that the colour and grain matches.

The master aft cabin has an en suite heads, with a second heads forward to serve the V berth and single cabin down the port side.

The major selling point of the boat is the wheelhouse, where you can sip a gin and tonic, enjoying the sunset in whichever beauty spot you’ve arrived in.

It’s quite ambitious to fit one of these on a boat under 40ft, so the seating area of the raised saloon is smaller than that of a conventional saloon.

It also means that the galley is buried in the belly of the boat which, whilst snug in heavy weather, is a bit lonely when the rest of the crew are enjoying sundowners on deck.

The interior helm station will appeal to anyone missing those working-from-home pyjama days – with a throttle control and hydraulic steering link you can wear your slippers on watch.

With her performance credentials, though, she’ll reward those who want to play on deck too.

Hunter Legend 41

The Legend 41 was designed for easy handling shorthanded. Credit: Graham Snook

Another American cruiser which has been popular in Europe is the Hunter Legend 41.

Like the Island Packet 380, it’s broad-shouldered and beamy with high topsides. The interior is voluminous.

The B&R rig is a trademark feature of the Hunter brand.

Originally designed by Swedish engineers Lars Bergstrom and Sven Ridder, it removes the need for a backstay by substituting aggressively swept back spreaders and a web of reverse diagonals.

The result is a sail plan that’s heavily weighted in favour of the mainsail, thanks to a big roach and small foretriangle.

It’s intended to make sail handling easier because there’s no large headsail to sheet in.

However, careful mainsail management may be required in order to reduce weather helm close-hauled.

The stainless-steel cockpit arch keeps the mainsheet clear of the crew yet still within reach of the helm.

Innovative rig design aside, the deck layout is fairly standard for this type of cruising yacht.

Accommodation-wise there’s little to fault.

The L-shaped galley has acres of work-space and a full-height storage locker. The saloon seating wraps around the table and could easily accommodate eight.

Big overhead windows let in lots of natural light. There are two big double cabins, one forward, one aft, both with an en suite heads.

A deck saloon version gives 7ft of headroom in the saloon! The shoal draught version comes with a bulb keel, whilst the full-fin keel will give better upwind performance.

She’s flighty for tricky offshore sailing, but would make a comfortable island-hopping liveaboard.

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Sailboat Life

Sailboat Cruising and Lifestyle Magazine.

Are Island Packets the Perfect Sailboat for Offshore Sailing?

If you’re looking for a sailboat that can handle offshore sailing, you might want to consider an Island Packet. These are sturdy, spacious, and comfortable yachts that have a loyal following among cruisers. But what is an Island Packet sailboat and why do cruisers like them so much?

An Island Packet sailboat is a type of cruising yacht that is built by Island Packet Yachts, a company based in Florida. They are known for their distinctive design features, such as a full keel, a cutter rig, and a cream-colored gel coat. They range from 34 to 52 feet in length and have spacious interiors with lots of storage and amenities.

They are known for their distinctive design features, such as a full keel, a cutter rig, and a cream-colored gel coat.

Cruisers like Island Packets for offshore sailing for many reasons. Some of the most common ones are:

• They are well-built and reliable. Island Packet Yachts has been making sailboats since 1979 and has a reputation for quality and durability. They use proprietary materials and techniques, such as their PolyClad3 gelcoat system, that protect the hull from osmosis and blistering. They also have a strong customer service and warranty program.
• They are easy to sail and handle. Island Packets have a full keel that provides stability and directional control in rough seas. They also have a cutter rig that allows for versatile sail configurations and balance. They have a moderate displacement and sail area that make them responsive and maneuverable.
• They are comfortable and livable. Island Packets have generous headroom, beam, and freeboard that create spacious living areas below deck. They have large berths, galley, head, and salon that can accommodate long-term cruising. They also have plenty of ventilation, natural light, and storage space.

Island Packet 44 – Offshore Sailing Machine

Island Packet sailboats are well-known for their quality, comfort and performance. They come in different models and sizes, each with its own specifications and features. One of the popular models is the Island Packet 44, which is a 44-foot cruising sailboat designed by Robert Johnson.

It has a beam of 13 feet and 3 inches, and a draft of 5 feet. It has a sail area of 1,018 square feet and a displacement of 28,500 pounds. The Island Packet 44 is equipped with a Yanmar diesel engine that provides 62 horsepower. It has a spacious interior with two cabins, two heads, a large salon and a galley.

The Island Packet 44 is a versatile and seaworthy sailboat that can handle various sailing conditions and destinations. It can take you pretty much anywhere as you sailboat travel the oceans.

Let’s look at three models of Island Packets and see whether they are perfect for offshore cruising and sailing.

Island Packet 27 for Offshore Sailing?

The Island Packet 27 is a monohull sailboat that was designed by Robert K. Johnson and built by Island Packet Yachts from 1984 to 1992.

It is a cutter-rigged boat with a long keel and a displacement of 3,629 kg. The sail area is 37.6 m² and the auxiliary power is provided by an 18 HP Yanmar diesel engine. The boat has a water capacity of 117 l and a fuel capacity of 72 l.

The Island Packet 27 is a coastal cruiser that offers a big-boat feel and comfortable accommodation. But is it a coastal cruiser? Or is it the perfect pocket cruiser for offshore travel? What do you think? There are many known problems with Island Packets, but do their strengths outweigh their weaknesses?

Is an Island Packet 40 the Perfect Sailboat?

The Island Packet 40 is a sailboat designed by Bob Johnson and built by Island Packet Yachts. It is a cruising boat that can handle long-distance ocean sailing as well as coastal cruising. The boat has a full keel, a cutter rig, and a spacious interior with two cabins and two heads.

The Island Packet 40 is known for its quality construction, comfortable ride, and good performance in various wind and sea conditions.

Some of the features that make the Island Packet 40 good for ocean sailing are its large fuel and water tanks, its sturdy hull and rigging, its ample storage space, and its well-equipped galley and navigation station.

Is the Island Packet 485 the Perfect Ocean Sailboat?

The Island Packet 485 is a 15.9-meter (52-foot) center-cockpit monohull sailboat designed by Robert K. Johnson and built by Island Packet Yachts starting in 2002. It is the largest and most luxurious model in the Island Packet range, offering spacious and comfortable accommodations for long-term cruising. The boat has a full-foil keel, a cutter rig with a Hoyt staysail boom, and a traditional buff-colored hull with teak accents.

The Island Packet 485 is well suited for ocean sailing, as it has proven its seaworthiness and performance in several offshore rallies, such as the Caribbean 1500 . The boat has a moderate displacement of 20 tons, a generous sail area of 1,269 square feet, and a mast height of 63 feet 6 inches. This sailboat can balance well off the wind as well as close-reaching and has a comfortable motion in waves. The boat also has a shallow draft of 5 feet 3 inches, which allows it to explore coastal waters and anchorages.

The Island Packet 485 is not a cheap boat, as it costs around $500,000 for a used model. However, it offers a lot of value for the money, as it has first-rate systems, ample storage space, and high-quality craftsmanship.

The boat has a large aft owner’s cabin with an island queen berth and an ensuite head with a separate shower stall. The forward guest cabin has a Pullman berth and access to another head with a shower. There is also a third cabin that can be used as an office or a workshop. The main saloon has a U-shaped settee with a fold-down table, a straight settee opposite, and a navigation station. The galley is well equipped with a three-burner stove, an oven, a microwave, a refrigerator, a freezer, and plenty of counter space and cabinets.

The Island Packet 485 is a boat that can be truly called home on the water. It is ideal for couples or families who want to sail around the world in comfort and style. It is not a fast boat, but it is a safe and reliable boat that can handle any weather conditions. It is also a beautiful boat that has a classic and elegant look.

The Island Packet 485 is one of the best cruising sailboats on the market today (do you disagree? drop a comment below).

It is not easy to find another boat that can match its quality, space, and features. It is definitely worth considering if you are looking for your dream boat.

Tell Us Your Thoughts

I hope this blog post has given you some insight into why Island Packet sailboats are good for offshore sailing and why cruisers like them.

We’d love to hear your thoughts in the comments.

• Would Island Packet be your first choice for offshore cruising?
• What sailboat would you choose over an island packet for offshore sailing?

Happy sailing!

Image Credits: Yacht World

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Bluewater Sailboat – Island Packet 380

The Island Packet 380 is a wonderful example of the well-known brand. The Island Packets are nothing if not striking with their white color and lofty, rounded coachroof. They are popular for blue-water travelling across the pond and were designed and constructed in Florida, while some have moved to colder climates.

Island Packet has a devoted following that it has attained by fusing a production philosophy that practically places it in a class by itself with honest and visible production quality. Despite what you might believe, IP is “pushing the envelope” in a number of ways, as the new Island Packet 380 demonstrates.

True cutter, the 380. There is plenty of space in the foretriangle to carry two headsails because the mast is located rather far back in the boat. A Garry Hoyt-style club that combines auto-vanging and self-tacking is used to rig the high-clewed staysail. For this kind of boat, the SA/D of 18.6 is really good.

IPs are always attractive. There is just enough teak trim to give the house a polished, yacht-like appearance without putting the owner under too much maintenance. Johnson demonstrates in this new model that he takes performance seriously while adhering to his overarching design philosophy.

Looking for a used sailboat for sale? Check out the bluewater sailboat data and specs to make an informed decision. Ocean Wave Sail has data for over 10000+ boats that can help you select one to meet your sailing needs.

• LOA 39’7″
• LWL 32′
• Beam 13’2″
• Draft 4’7″;
• Displacement 21,000 lbs.
• Ballast 9,000 lbs.
• Sail Area 885 sq. ft.
• Auxiliary 50-horsepower diesel
• Fuel 80 gals.
• Water 170 gals

The Island Packet narrative stands out. Island Packet entered the market and rose to prominence in just 26 years, making it one of the most reputable names in cruising yachts. The beginning of Island Packet marked the beginning and conclusion of two dreams. Bob Johnson, a naval architect, was hoping to launch his own business after The Bombay Trading Company closed its doors. Bob believed there was a market for a genuine cruising bluewater sailboat rather than just another racer/cruiser compromise that so many builders were putting out. He had worked on the design and production teams of both Endeavour and Irwin.

Bob was able to start his business affordably thanks to the availability of the 26 foot Bombay Express’s little worn moulds. With some minor alterations, including a masthead rig with a staysail, a little more freeboard, and a new keel shape that would eventually become the Full Foil Keel, Bob ventured off on his own with borrowed money.

Bob came up with the Full Foil Keel as a solution to a then-current issue. How to improve the performance and agility of a typical wine-glass-shaped full keel while maintaining its excellent seakeeping and safety features.

Bob took the modern “U”-shaped performance underbody of the fin keel boats of the day and took its fin keel shape and essentially “shortened and stretched it lengthwise,” giving it a longer cord length with less draught. This was done because he did not want to give up on the advantages of a shoal draught. The classic full keel’s smooth ride, tracking ability, and lateral surface area for maintaining windward ability were all retained. Even better, the advantages of the shielded propeller were acquired while the manoeuvrability was improved over the classic designs thanks to the balanced spade-hung rudder protected by the keel.

Bob’s new business, Traditional Watercraft, Inc., unveiled the first boat under the name “Island Packet,” a modest 26-foot pocket cruiser with a swing keel, a barn door rudder, and a sprightly demeanour. The year was 1979, hardly the best for starting a new business, but there was a market for the “Island Packet,” and Bob marketed the yachts from his kitchen phone while outsourcing the majority of the production to a nearby sailboat builder. From a basic hull and deck for those who wanted a kit boat to a finished yacht that was ready for an afternoon sail, the company built the “Island Packet” to various stages of completion. The boat performed as expected in terms of sailing and sales.

The Island Packet 380 is a wonderful example of the well-known brand. The Island Packets are nothing if not striking with their white color and lofty, rounded coachroof. They are popular for blue-water travelling across the pond and were designed and constructed in Florida, while some have moved to colder climates.  In 1979, the first Island Packet was constructed. It was a 26-foot bluewater sailboat with a cutter rig, long keel, and 10 feet of beam, designed by Bob Johnson!

The shipyard quickly established a reputation for manufacturing well-designed, roomy cruising yachts. Safety and stability were prioritized throughout the design process.  Twenty years later, the Island Packet 380 appeared. It was an extremely popular model, with 169 being constructed between 1998 and 2004. The boat’s size seemed to overwhelm the nearby Sigma 38 at first glance.

She is nearly a metre longer than her 38-foot title would imply due to the bow platform and davits, and with a 4-meter beam, she significantly outweighs her competitors. A yacht with a sizable internal volume is the end result. But unlike other boats of this size, she has a corresponding undersea profile.  There is a lot more going on below the surface than is apparent, according to Johnson’s “full foil” keel. The bulkheads, structural webbings, and several of the bunks and chairs are attached to the hull to increase strength. A structural “pan” serves as the sole. Compared to the “tray” style construction used in many manufacturing boats, it requires more labor, but the end product is a considerably stronger structure.

The headliner is made of a single, long-lasting, and simple-to-maintain moulding. Additionally, it indicates that the deck’s underside is well-insulated and that the only condensation on the ship’s surfaces during chilly nights is on the hatches and portholes.  The portlights provide a glimpse into Island Packet’s guiding principles.

Two threaded lock nuts on the stainless steel frame seal them shut, while a strategically placed hook in the moulding above keeps them open. They don’t have plastic catches or friction hinges, so they are simple, durable, and useful.

Although it’s a shame it doesn’t have a fiddle, the fold-up table is adaptable and frees up a lot of floor room when you need to get the tools out or for early yoga practises.

The seating in the saloon is maximized by a small, aft-facing chart table, but it is impracticable at sea because it lacks a back rest and anything to prevent the charts from slipping off the top. It’s an odd mistake in an otherwise well-designed interior.

Each of the five mooring cleats has a steel chafe shield to protect the teak toerail underneath. There are five mooring cleats on each side. Although the low-profile toerail is elegant, an ocean-going yacht need a stronger bracing. On the side decks, the high coachroof’s strong railing provides a high level of security.  Underneath, there is ample ventilation thanks to four full-size dorades with storm blanks, and space is available for a liferaft or a rolled-up dinghy under the boom.  The pushpit is reached by carrying the cockpit all the way aft. In lower latitudes when you spend more time outdoors, a large space is ideal, but when you’re wearing heels, it feels especially broad.

Under the pilot seats, there are two enormous lockers, and there is enough for a generator beneath the sole of the cockpit. Getting on and off the transom is made simple with a split backstay and a little sugar scoop.

Since the wheel is relatively tiny and the sprayhood must be broad to accommodate the large coachroof, forward visibility is constrained. It would have been simpler to steer and look around the side of the sprayhood with a larger wheel. However, it does imply that when berthed stern-to, there is decent access.  Because of her volume, she can easily accommodate davits and solar panels and manage all of the cruising equipment. A strong GRP moulding that can be put into place to hold the washboards below the companionway hatch.

You can come across green water before reaching your blue-water cruising grounds, which is a comforting element of an ocean sailing yacht. Another design element that places safety above sportiness is the short traveller that is located forward of the companionway.

Island Packet takes great pride in their high standards of construction. The hull is made of solid laminate, which weighs more than a hull with a core but allows for simple repair of damage. Below the waterline, the patented Polyclad 2 gelcoat technology is said to provide greater osmosis protection, and above the waterline, Durashield provides a high-gloss finish.  The deck and hull are both made of a single moulding and are fastened together with bolts and glue. Polycore, which is intended to be resistant to decay, is used to core the deck.

The single spreader rig is supported with forward and aft lowers, and the cap shrouds are terminated to three distinct chain plates, which are another illustration of a sturdy design. A belts and braces approach is used to weld and brace the individual chain plates with a framework that locks into the hull to deck junction before being glassed to the hull.

The Island Packet 380, however, gains her lovers below decks.  The tall coachroof creates an unmatched sense of space that makes the bluewater sailboat feel more like a 42-footer. The saloon has plenty of natural light and is spacious and cheerful. The solid teak joinery and GRP mouldings are combined to provide the impression of outstanding quality without making them unduly expensive.

But for many, the spacious U-shaped galley makes up for any drawbacks. A double sink, loads of locker room, and a large surface area for food preparation make this a terrific place. The top-loading refrigerator and freezer are larger than the cockpit lockers on most yachts.

A wonderful feature for a liveaboard is the spacious master stateroom in the forepeak with an island bed that enables you to get up in the middle of the night without waking the other person. The front cabin and the saloon both have access doors, and the heads is also quite large. However, it would be wonderful to have some form of hanging rail or wet-locker setup, especially in the colder, wetter climate.

Additionally, the rear cabin is a roomy double that runs amidships. Excellent access is available to the gearbox, stern gland, and back of the engine from underneath it. Access panels are also present on the front and sides of the engine box. However, it appeared that taking apart some of the woodwork would be necessary to completely remove the engine.

The lodging options emphasise what you don’t see just as much as what you see. The storage capacity in the deep bilges is carefully divided into compartments, and it extends well below the waterline. The Island Packet 380 gives more than a passing reference to the tradition of the Packet boats of the 18th and 19th centuries, which were initially built to transport freight, people, and mail up and down the coast.

Performance

Although she is more stable thanks to the long keel than a fin-keeled boat, she is difficult to manoeuvre in severe gusts. Although the 56hp Yanmar is substantial for a boat of her displacement, the enormous wetted surface area and drag from the superstructure meant that she needed to turn the engine at 2,500 rpm in order to reach 6 knots in calm weather, which doesn’t offer much headroom for windy circumstances. She did follow her rudder in astern with a little assistance from the bow-thruster, however she is slow to react to helm commands.  Steerage in reverse is a privilege, not a right, and it can be revoked at any time, as is the case with the majority of long-keeled boats.

She doesn’t need more sail area because the mainsail and fore triangle alone account for 16% of the sail area/displacement ratio. It increases to 18% if you include the staysail and an overlapping genoa. Given her 1.4m draught and headsail track on the toerail, it is clear from away that she wasn’t built to be close-winded.  She enjoys being sailed “full and by,” per the guidebook. She made a pleasant 5.5–6 knots upwind in a Force 4 and higher at apparent wind angles of 50–55°. Better performance would have been achieved with a slab reefing main instead of in-mast furling and some fresh new sails.  Because the self-tacking staysail sheets are closer to the centerline, you may obtain superior tacking angles in stronger winds. Off the wind, in blustery Force 6, it can reach along at 6.5-7 knots, but above that, there is a law of diminishing returns.

She is outstanding in light winds though, managing 3.5–4 knots in a 6–8 knot breeze, which is helpful on lengthy passages where you don’t want to reach for the throttle every time the wind dies down. She maintains a low heel angle due to the ample form stability provided by her beam. In windy situations, she is also forgiving and adequately ballasted. Even when a 30-knot gale struck, the huge rudder held onto the water and never threatened to round up.

It is simple to balance the sail plan with in-mast furling to reduce weather helm. Although she will never point like a Sigma 38 and must be sailed as such, leaving more room for lee coastlines, blue-water sailing is best left to tortoises rather than hares.  The Island Packet 380 is incredibly well suited for sailing in trade winds, visiting shallow atolls, and spending extended amounts of time at sea. These days, it’s fashionable to combine deep fin keels and flat, racy bottoms with big volume interiors. It’s a beguiling combination of comfort and performance, but like with many good cocktails, the innocent first impression can give you a headache offshore.

Not this boat though; it is blatantly reasonable, seaworthy, and safe. The Island Packet 380 is a Marmite type of boat, but whether you love it or hate it, there are many things about the design to adore, not the least of which is that it doesn’t attempt to be anything it’s not.

Quick Notes

The windage is the opposite of this. When davits and solar panels are added, the sprayhood is difficult to fold down, and she is difficult to manoeuvre in small locations.

While the off-white/cream hull moulding on these vessels is distinctive and appealing, it can be challenging for yards to color match when damaged. When observing, pay close attention for places that need repair. The hull’s strength is undeniably trustworthy, whether against rocks or quay sides, and the boat has unexpectedly successfully withstood the rigours.

With Island Packet 380, water can enter the keel void with ease and soften the lean sand and cement mixture used to surround the lead ingots. It has been incredibly difficult and expensive to resolve each of these issues.

Teak cappings on the boat should be protected before liftout to prevent damage. To prevent the strops from lifting the cappings off under weight, make some carpeted blocks and lay them below the strakes.

The security of her deck fittings, as well as moisture in the deck core around fittings, especially around winches and portlights, should all be taken into consideration. Finally, be wary of the skeg fitting fastenings that can weep into the keel void.

Now you can also precisely calculate the expenses related to boat ownership so that you can make smart choices based on your budget and sailing needs. Use this bluewater Sailboat Calculator to explore different options and make the best decision.

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It’s a modern-day “Castaway.”

Three stranded boaters were rescued from a remote Pacific island this week thanks to their clever “help” sign spelled out in palm fronds.

The men were fishing off the Pikelot Atoll, which is part of Micronesia, on March 31 when their 20-foot boat was overtaken by swells, US Coast Guard officials said in a statement .

The skiff’s outboard motor was damaged, and the men were forced to abandon ship on Pikelot, the outlet explained.

Once they made it to the uninhabited island, however, the trio’s radio ran out of battery.

Despite their desperate situation, they were able to come up with a viable alternative: Spelling the word “HELP” in large palm fronds on the island’s sandy beach, the Coast Guard said.

They subsisted on coconut meat and fresh water from a small well, which was installed by fishermen who occasionally stop by the island.

A search for the men started on April 6, after a relative reported to officials in Guam that they had not returned from the fishing trip.

The relative told authorities that the three men started their journey from the Polowat Atoll – which is more than 100 miles away.

Pikelot is even more remote, as the over 600 islands that make up Micronesia are dispersed across about 1.5 million miles of ocean between the Philippines and Hawaii, officials noted.

A US Navy P-8A jet set out from the Kadena Air Base on Okinawa, Japan, and spotted the palm frond sign on April 7, the Coast Guard said.

The sign was “crucial” to finding the three men in the search area that spanned over 103,000 square miles, Lt. Chelsea Garcia said.

“This act of ingenuity was pivotal in guiding rescue efforts directly to their location,” Garcia said.

The Navy dropped survival packs for the stranded boaters. One day later, a Coast Guard HC-103 from Hawaii dropped them a radio.

Finally, on Tuesday, the Coast Guard cutter Oliver Henry reached Pikelot.

One of the first officers on the island was Petty Officer 2nd Class Eugene Halishlius, who is from Micronesia and speaks the native language, CNN reported .

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“I could see on their faces, ‘Whoa! Who’s this guy pulling up that can speak our language?’” Halishlius told the outlet.

When Halishlius told the men his name, the group quickly realized they were all related.

“It’s a crazy world, I actually found out I’m related to them!” Halishlius gushed of the serendipitous moment. “[They] couldn’t believe I’m with the Coast Guard trying to rescue them.”

One of the men is his third cousin, while the other two are his fourth cousins, he explained of the family relationship.

As of Thursday, all three men had been safely returned to Polowat. Their names have not been released.

The US Coast Guard did not immediately respond to The Post’s request for a comment on the rescue.

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Cruising the Moskva River: A short guide to boat trips in Russia’s capital

There’s hardly a better way to absorb Moscow’s atmosphere than on a ship sailing up and down the Moskva River. While complicated ticketing, loud music and chilling winds might dampen the anticipated fun, this checklist will help you to enjoy the scenic views and not fall into common tourist traps.

How to find the right boat?

There are plenty of boats and selecting the right one might be challenging. The size of the boat should be your main criteria.

Plenty of small boats cruise the Moskva River, and the most vivid one is this yellow Lay’s-branded boat. Everyone who has ever visited Moscow probably has seen it.

This option might leave a passenger disembarking partially deaf as the merciless Russian pop music blasts onboard. A free spirit, however, will find partying on such a vessel to be an unforgettable and authentic experience that’s almost a metaphor for life in modern Russia: too loud, and sometimes too welcoming. Tickets start at $13 (800 rubles) per person.

Bigger boats offer smoother sailing and tend to attract foreign visitors because of their distinct Soviet aura. Indeed, many of the older vessels must have seen better days. They are still afloat, however, and getting aboard is a unique ‘cultural’ experience. Sometimes the crew might offer lunch or dinner to passengers, but this option must be purchased with the ticket. Here is one such  option  offering dinner for $24 (1,490 rubles).

If you want to travel in style, consider Flotilla Radisson. These large, modern vessels are quite posh, with a cozy restaurant and an attentive crew at your service. Even though the selection of wines and food is modest, these vessels are still much better than other boats.

Surprisingly, the luxurious boats are priced rather modestly, and a single ticket goes for $17-$32 (1,100-2,000 rubles); also expect a reasonable restaurant bill on top.

How to buy tickets?

Women holding photos of ships promise huge discounts to “the young and beautiful,” and give personal invitations for river tours. They sound and look nice, but there’s a small catch: their ticket prices are usually more than those purchased online.

“We bought tickets from street hawkers for 900 rubles each, only to later discover that the other passengers bought their tickets twice as cheap!”  wrote  (in Russian) a disappointed Rostislav on a travel company website.

Nevertheless, buying from street hawkers has one considerable advantage: they personally escort you to the vessel so that you don’t waste time looking for the boat on your own.

Prices start at $13 (800 rubles) for one ride, and for an additional $6.5 (400 rubles) you can purchase an unlimited number of tours on the same boat on any given day.

Flotilla Radisson has official ticket offices at Gorky Park and Hotel Ukraine, but they’re often sold out.

Buying online is an option that might save some cash. Websites such as  this   offer considerable discounts for tickets sold online. On a busy Friday night an online purchase might be the only chance to get a ticket on a Flotilla Radisson boat.

This  website  (in Russian) offers multiple options for short river cruises in and around the city center, including offbeat options such as ‘disco cruises’ and ‘children cruises.’ This other  website  sells tickets online, but doesn’t have an English version. The interface is intuitive, however.

Buying tickets online has its bad points, however. The most common is confusing which pier you should go to and missing your river tour.

“I once bought tickets online to save with the discount that the website offered,” said Igor Shvarkin from Moscow. “The pier was initially marked as ‘Park Kultury,’ but when I arrived it wasn’t easy to find my boat because there were too many there. My guests had to walk a considerable distance before I finally found the vessel that accepted my tickets purchased online,” said the man.

There are two main boarding piers in the city center:  Hotel Ukraine  and  Park Kultury . Always take note of your particular berth when buying tickets online.

Where to sit onboard?

Even on a warm day, the headwind might be chilly for passengers on deck. Make sure you have warm clothes, or that the crew has blankets ready upon request.

The glass-encased hold makes the tour much more comfortable, but not at the expense of having an enjoyable experience.

Getting off the boat requires preparation as well. Ideally, you should be able to disembark on any pier along the way. In reality, passengers never know where the boat’s captain will make the next stop. Street hawkers often tell passengers in advance where they’ll be able to disembark. If you buy tickets online then you’ll have to research it yourself.

There’s a chance that the captain won’t make any stops at all and will take you back to where the tour began, which is the case with Flotilla Radisson. The safest option is to automatically expect that you’ll return to the pier where you started.

If using any of Russia Beyond's content, partly or in full, always provide an active hyperlink to the original material.

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