International 110 Class

2024 National Regatta Scheduled

The 2024 National Championship is scheduled for Hull YC, MA on September 16 – 20. The Nationals will be followed by the signature event of the Hull YC, the Great Chase Race, on Saturday September 21. The Great Chase Race is a separate event, with a separate entry fee, that all competitors are encouraged to… Read More »

2022 National Regatta Results

Inverness YC hosted the 82nd International 110 National Championship regatta on Tomales Bay August8-12. With the largest 110 fleet in the US, IYC hosts the regatta every three years.Twenty boats competed in this year’s regatta, including two father-son teams from the recentlyformed fleet on Bainbridge Island, WA; two more family teams from Hull YC outside… Read More »

National Championship History

Here is a list of all the prior regatta winners. Year Venue/Host Fleet Skipper Crew Boat Home Fleet 2024 Hull YC, Hull, MA 2023 Not Held 2022 Inverness YC, Inverness, CA Skip Allan Sean Callagy # 695 Smart Shoes Inverness # 56 2021 Hull YC, Hull MA Joe Berkeley Linda Epstein # 632 Retread Hull… Read More »

2021 Membership Form

Please download it and mail it in. Only paid members can vote. Membership is required for the National regatta.

2021 National Regatta – Results

sailboat 110

Good morning, 110 Nation. We heard back from the Executive Committee of the Hull Yacht Club. The 110 Nationals in Hull September 6-10 is a go. Competitors are cordially invited to participate in the Great Chase Race on Saturday, September 11th which is a separate regatta. Best regards, The 2021 International 110 Nationals Committee Contact… Read More »

2019 National Regatta – Final Results

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July 29th – August 2nd, Inverness, CA Results can be found here. 2019 110 Nationals will be sailed for a third time at Inverness Yacht Club and if it goes like the last two, 20+ teams will have a FABULOUS time racing on a very special body of water and socializing at a wonderfully casual club… Read More »

International 110 Class Handbook

The handbook contains the charter, bylaws, and measurements for the class.  Updated 2019. 110 Handbook January 2019

2018 National Regatta – Macatawa, Michigan

110 Fleets 7, 28 and 36 cordially invite you to attend the 2018 International 110 Championship Regatta! Regatta Gear is Available at Pirates Lair.  Shirts, Hats, Bags, everything you could want, it’s all at Pirate’s Lair. Attached please find the Notice of Race which also sets for the anticipated schedule of races, events and parties,… Read More »

2017 National Regatta – July 6-9 – Sail Newport Regatta

sailboat 110

110 sailors and friends of the class, we are looking forward to a great Nationals this year as part of the Newport Regatta in Rhode Island. The regatta itself will be a 3 day event (Friday, Saturday and Sunday), with an additional day for the tune up race and other practice on Thursday. We will… Read More »

2016 National Regatta – Results, NOR, Entry Form and Clothing Orders

The 2016 Nationals were held in Inverness, CA, August 1-5.  Results available. Congratulations to Maggie Craig for an outstanding performance with crew and father Tom Craig. Maggie won the Overall Regatta and the Woman’s Championship trophies as well as a smattering of other awards. Competition was fierce yet well balanced with each of the top six… Read More »

International 110

Class contact information.

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Class Email

Class Website

One-Design Class Type: Keelboat

Was this boat built to be sailed by youth or adults? Adult

Approximately how many class members do you have? 50

Join/Renew Your Class Membership – Click here

Photo Credit:Jim Laws

International 110 Class credit Jim Laws

Photo Credit: Jim Laws

I 110 Class Jim Laws

Photo Credit: Michael Sporer

I 110 Class

About International 110

Designed by legendary yachtsman, yacht designer and sailing Hall of Fame member C. Raymond Hunt, the International 110 is an extraordinary boat. 24′ long, 4′ wide and weighing only 910 lbs, this double-ended, flat bottomed, slab-sided planing boat is extraordinarily fun and fast in all directions. Its small sail plan, light weight, long waterline and low wetted surface make it a pleasure to sail in all wind conditions from very light to very breezy. Sailed by a crew of two, with one on the trapeze, the 110 feels and responds like a dinghy but with the stability of a keel.

Boats Produced: Approx 800

Class boat builder(s):

New Holland Marine Group 722 Park Avenue Holland, MI 49423


Approximately how many boats are in the USA/North America? 75

Where is your One-Design class typically sailed in the USA? List regions of the country:

Northeast, Lake Michigan, Northern CA, Peugeot Sound

Does this class have a spinnaker or gennaker? Yes

How many people sail as a crew including the helm?  2

Ideal combined weight of range of crew:  300-350

Portsmouth Yardstick Rating:   Approx 89.3

Boat Designed in  1939

Length (feet/inches): 24’0″

Beam: 4’2″

Weight of rigged boat without sails: 910

Draft: 2’9″

Mast Height: 22′

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Modernizing the International 110

  • By Joe Berkeley
  • April 11, 2023

A black and white image of a man standing next to his sailboat build in progress.

There must be something in the soil at Point Farm in Warren, Rhode Island. On this land, Steve Clark has reaped everything from traditional dories to C-class catamarans to International Canoes, and all sorts of genetically modified vessels in between. His latest crop is a brand-new International 110 crafted from sheets of mere marine plywood.

Members of the International 110 class talked about the creation of a kit boat for decades. When Clark rejoined the class, the dream became reality in short order. As the ­previous co-owner of Vanguard Sailboats, Clark was accustomed to building 3,000 sailboats per year. In the glory days, it took his firm about 18 hours to build a Sunfish.

Why is he putting his time and talent into building a kit for a one-design first built in 1939? With a mischievous grin, Clark says: “It’s the same reason why a dog licks his balls. Because he can.” At the age of 69, Clark is retired and still enjoys boatbuilding. He came back to the 110 because he saw it as a “geezer Canoe.”

“My competitive days in International Canoes are fewer than they used to be,” he says. “And I also wanted to be able to sail PHRF on Wednesday nights and navigation races. The 110 qualifies.”

Clark views the International 110 class as his client, and his goal is to build a quality boat that is as fast but not faster than existing boats. The first question he had to answer was what shape to make the kit boat? Clark brought in Casey Brown, who was a collaborator on previous projects, and they scanned a ­fiberglass International 110 built by Westease in Holland, Michigan. “The 3D scanning is remarkable,” Clark says. “Kasey set it up. The thing bounces light off the boat. We get a raw scan, then we run it through a fairing program on the computer.”

a man stands over a wooden kit-build sailboat in his woodshop and the viewer can see the inner framing of the vessel

After the shape was approved by the 110 class technical chair, Clark worked on how to build the inside of the boat, spending a lot of time creating different layouts on the computer. Along the way, there were numerous obstacles to overcome. One of them was when Clark had a heart attack in June 2022. Another was the chine log. The original wooden 110s had a complicated chine that came out of a shaper. Back in the day, the builders had a large industrial machine to shape the chine. They also had a seemingly endless supply of 25-foot-long pieces of clear Douglas fir. Neither the shaper nor the stock is available.

Clark solved this challenge by treating the chine more like a stitch and glue boat. He covered the edge of the boat with a small chine, then carved a radius into it using a power plane. “It’s the same technique you use for making a round mast. You start off with a square, you cut 45-degree corners, and you sequentially facet the radius. After you’ve done that twice, you are within sandpaper of the right radius.”

Clark went through eight or nine iterations of the construction design until he was happy with the layouts. The files were prepared to be cut on a CNC machine. In the past, Clark has done the same thing with sailing canoes, noting that it is easier to ship files than big, bulky molds. “I’ve had guys in Australia build boats that I designed,” he says. “I send them a compressed file, and away it goes.”

A man holds a length of wood up next to a worked, shaped, hull of a sailboat.

Chesapeake Light Craft cut all of the plywood to build the hull and delivered it in a flat pack for $5,600. Clark sees this technology as a game-changer. “It used to be you had to draw the boat full size on the floor, correct all the shapes. That was a week or two of lofting. Now you can do it all in computers, get the parts cut accurately, then set them up and go.”

With the assistance of ­fellow boatbuilder Bro Dunn, Clark believes his kit-boat International 110 will be completed by May and racing this summer. The response to the project has been positive, with many of the faithful making the pilgrimage to Clark’s barn and laying hands upon the boat. “People are excited to see a new 110 take shape. The 110 class has a large alumnae,” Clark says. “There’s a great deal of nostalgia.”

But he’s not just looking back. He has a plan for the future. Out back, Clark has seven vintage wooden 110s that could use some love. He hopes to create a program with the nearby Herreshoff Museum such that teenagers and young adults can get a boat, learn how to take care of it, then go out ­sailing. The talks with the museum have been positive, and there are still details to be finalized.

Front view of a family barn on a day with a clear blue sky. The double front barn doors are open to show the workshopo inside.

On Bainbridge Island, 3,000 miles away just west of Seattle, Fleet 19 is building a prototype 110 from a kit it developed independently of the Clark project. Its approach to 110 construction uses a combination of fiberglass-covered foam and marine plywood. Brandon Davis of Turn Point Design in Port Townsend, Washington, is deeply involved in the project. He knows his way around a build. He has worked on four America’s Cup campaigns, aerospace projects, rockets, satellites, submarines, flying cars and small-boat kits.

“The 110 has traditionally been built with a tortured plywood bottom and deck,” Davis says. “To spring the shape into the 3/8-inch plywood took quite a bit of force, requiring strong internal frames, 12 big trucker ratchet straps, boxes of screws and lots of persistence.”

To simplify the build, the Fleet 19 team chose a 100 percent recycled PET foam core because it was easier to shape. That decision meant there needed to be less internal structure, which resulted in a quicker build. There were ease of ownership considerations as well. “Most trailerable boats sit in the backyard over the winter and, if they are not tarped perfectly, will gather rainwater in their bilge. That can spell the untimely end to a plywood boat. With a foam-core International 110, you will not have to worry so much about rainwater,” Davis says.

The Seattle team’s plan is to have the first hull ready, which is already built and certified by the class measurer. They’re keen to rig it and do some testing to make sure their boat is not “unfairly fast.” Like Clark, the Seattle-area 110 sailors are drawn to the International 110 because of its simplicity. Many of them are coming from the 6 Meter yachts, which are substantially more complex and expensive than Ray Hunt’s venerable design.

A man walls through an arrangement of stored vessels, boat hulls covered in tarps.

Milly Biller is the president of the 110 class, and she has rebuilt at least a dozen vintage 110s for her Inverness, California, fleet. She’s running out of old boats to repair, so she is thrilled to have new options for new sailors all over the country.

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Classic Sailboats

C. Raymond Hunt International 110



In 1936 Raymond Hunt along with engineers Bror Tamm and Gordon Munro decided to build a 36’0″ prototype at the Lawley Yard in Neponset, Masachusetts. Although there were doubts about her potential sailing abilities, she quickly proved doubters wrong. But, at the time, no one seemed to want one, the prototype was too peculiar, and slab-sided for her size.


After much thought and consideration the Raymond Hunt brain trust decided to scale down the 36′ prototype twelve feet. The new yacht was called the International 110, and with it a new era in yachting was ushered in.

1939 Lawley and Sons Shipyard

After the 1938 Hurricane “A Wind To Shake The World” yacht construction prices were skyrocketing. Through Hunt’s association with George Lawley & Sons in the mid to late 30s, Raymond began experimenting with a new boat building material Harborite Plywood. The miracle overlayed fir plywood, offered “Armor Plate” protection with two tough, abrasion resistant surfaces of plastic resin impregnated fibres that are permanently welded together, creating a seamless easy, and cost effective way to build a boat. The 110 was built with four 12 foot sheets of Harborite laid over laminated oak frames and would use a simple rig with a rated sail area of 110 square feet, hence the name.


The International 110 was introduced at the 1939 Marblehead Race Week Regatta. Ray Hunt raced the boat around the coarse beating everyone boat for boat except the International One Design. With a price of $480.50 with sails the demand for this vessel began in earnest.

Ray Hunt would forever change the sailing world, hundreds of his new 110 design were being delivered as fast as they could build them. Unheard of for the time period, where other ship yards at best were producing 6-8 yachts a year, there were over 400 hulls built in a two year time period. Today as true testament to Hunt’s abilities, the 110 is still in production, and recently the class celebrated its 75th anniversary in Marblehead, Massachusetts, the place where things all began in those depression years prior to World War II.


Other innovations that were created through the nimbleness and speed of the 110 was the creation of a trapeze system. A simple wire and harnessing system that allowed crew weight to extend outboard. The one ten was iconic in the harbors there were used in, ultimately claiming namesake to today’s ultralight sport boat concept.


Through the initial aesthetic development of the 110, it was believed that painting the hull in such a way that would accentuate the roundness of the edges was absolutely necessary, if the shape of the hull is to look well. The new painting schedule was encouraged, but was often overlooked, in favor of more budget friendly all in one color paint scheme.

The Internation 110 is still in production, the current builder is Westease Yacht Service, Inc., 66th St & 135th Ave N, Saugatuck, MI 49453, Phone: (616) 394-0076. There are active racing fleets across the US in Maine, Massachusetts, Rhode Island, Connecticut, New Jersey, Illinois, Michigan, California and Hawaii.

International 110 Specifications:

LOA: 24’0” / 7.3m LWL: 18’0″ / 5.5m Beam: 4’0” / 1.2m Draft: 3’0” / 0.91m Displacement: 910 lbs Ballast: 300 lbs Designed: C. Raymond Hunt Hull material: “Harborite” Plywood Construction Original Contract Cost: $480.50 Sail Plan: Main, Jib, Spin Spinnaker: Conventional Upwind sail area: 157 sq ft Spinnaker sail area: 100 sq ft Mast Height: 23’0″ Crew: 2 In production: Yes Class Website: International 110 Class Approximate number built: 750+

Photo Credit: James W. Laws Photography – Location: Inverness CA Blake Jackson – Marblehead, Massachusetts


Related posts:

  • C. Raymond Hunt (International 210 Class)
  • C. Raymond Hunt – The International 510 Class
  • C. Raymond Hunt’s “TEN” Series (110-210-310-410-510-1010)
  • C. Raymond Hunt The “TEN-TEN”

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sailboat 110

Published on July 12th, 2017 | by Editor

International 110: Where Everyone Wins

Published on July 12th, 2017 by Editor -->

by Joe Berkeley As an International 110 pulled up to the hoist at the 33rd Annual Newport Regatta, one design iconoclast Skip Whyte said, “There goes the venerable 110.”

At the age of 78, the 110 has seen a resurgence. There are 26 boats in the Inverness, California fleet where class President Milly Biller has a passion for restoring old boats. With grass roots fundraising efforts, the fleet has bought up old boats and brought them back to life with new plywood bottoms.

According to Milly, restoration is easy. You just remove the bottom, most of the frames, the keelson, and before you know it, you’re sailing again. She said, “This fleet is such a tight group. If I asked anyone for a mast or a boom, I’d probably end up with three.”

In the Midwest, Westease of Holland, Michigan is building new boats from fiberglass. John Huff, a longtime 110’er from Chicago has a new boat on order.

sailboat 110

Back East, the International 110 class is a family affair, with most participants having less than one degree of separation from the Craig/Charles family. Tommy Craig has won five National championships with his brother Will, his wife Ann, his son Ben, and his daughter Maggie.

Fleet morale is buoyed by the presence of the Craig’s antique Lyman motorboat, the One Tender which continues to float and run. As an anniversary present, Tom repowered the Lyman for his wife Ann. At the time, he said, “a Lyman is forever.”

The spirit of Tom’s brother Will Craig lives on in the wooden 110 hull he rebuilt. In the early 1980’s, boat #632 was decked out for cruising with two genoas and a hole in the deck where the skipper’s poodle would go up for air. In his spare time, in a small basement, Will rebuilt the boat with Okoume plywood. His workmanship was nothing short of spectacular.

When the new Okoume plywood deck, bottom, and sides was glistening in the sun, a friend asked if it was a new boat. Will said, “No, it’s a retread.” The name stuck and Will is still with the fleet in spirit after he passed away before his time.

At the 110 US National Championship at the Newport Regatta , 15 International 110s with sailors from both coasts vied for bragging rights in Newport, RI. When it was all over, Brad Read quipped at the award’s ceremony, “The double-ended 110 goes forward or backward just as well.” All of the people who love this interesting, quirky, one-of-a-kind Ray Hunt boat went home winners.

To learn more about the 110 class, join the International 110 Class group on Facebook .

Photos : Onne van der Wal.

Joe Berkeley is an amateur sailor and a professional content creator. His work is at

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Tags: 110 US National Championship , International 110 , Joe Berkeley

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C&C Express 110

The first new c&c since the acquisition of the c&c name by tartan, the 110 is available with a surprising number of keel and rigging choices. she’s fast and fun to sail, but as a cruiser her stowage comes up short..

The Fairport Marine Company of Fairport Harbor, Ohio was organized by a group of investors to rescue Tartan Yachts when it suffered the financial vagaries of the boatbuilding industry during the early 1990s. Tartan was reorganized under the direction of general manager and chief designer Tim Jackett. It is one of the last few production builders to construct built-up wooden interiors rather than use fiberglass pans.

The company has doubled its plant size in the last three years, increased the number of employees from 38 to 130, and is building 90-100 boats per year. Russ Byrnes, who was plant manager of Tartan during the 1980s, returned to reassume that position and two full-time employees have been hired in customer service. The company now has 21 dealers located in most major sailing areas.

Following a fire that ruined the company’s molds and several boats under construction, C&C, the long-time Canadian builder, fell on hard financial times in the early 1990s. Its assets were purchased by a group of Hong Kong investors intent on building sailboats and powerboats, but that venture failed.

Jackett describes the 1997 acquisition of C&C’s name and assets as an opportunity to take advantage of C&C’s reputation for building performance-oriented boats. The company purchased the engineering library and equipment necessary to provide customer service for a loyal following of owners, some of whom may be in the market for new boats.

Part of C&C’s inventory included the hull and deck mold for a 52-foot cruiser that may be offered as a semi-custom boat and companion to the Tartan 46-footer. A 32-footer, the C&C 99, and the 40-foot C&C 121, both designed by Jackett, round out the current line.

Design Introduced in 1998, the C&C 110 replaced the 34R, a misnamed 36-footer that was sold as a performance cruiser capable of J/35 speed.

“But it didn’t have the speed,” Jackett said.

The new 110 is 36′ 4″ with a 31′ 6″ waterline.

“Our objective was to come up with a totally new design because the old boat was 10 years old, and we didn’t think the market would be excited about an old boat.”

After inspecting blueprints and a fleet of used C&C’s, he started from scratch to create a design similar to her predecessors.

The boat features the same flat sheer line and deck camber that defined C&C products. The hull has a finer entry than its predecessors, and the run aft is flatter. The moderate deadrise produces a stiffer form that is less prone to heeling. Freeboard is slightly greater in response to a perceived need for large interior volume.

Underwater, the keels are high-lift, low-drag sections with a bulb tip to lower the center of gravity and increase stability. They were “optimized” at NASA’s Lewis Space Center. Three keels, with drafts ranging from 4′ 10″ to 7′ 3″, are available.

Thirty-five Express 110’s have been built to date.

Construction “In order to improve performance, we had to control weight more than we do with Tartan Yachts,” Jackett said.

To that end, the lamination schedule includes the use of vinylester resin throughout and vacuum-bagging. Vinylester is most noted for its blister-resistant properties, but Jackett said it also is 10% lighter than conventional polyester resins.

The company has been using vinylester since the 1986 Tartans were introduced, and claims its boats have been blister-free since.

“Part of the reason is the quality of the gelcoat we use, and part is timing. We spray gelcoat in the morning so we can apply the skin coat within eight hours, which creates a better physical and chemical bond.”

Light, bi-directional E-glass and Kevlar are employed in the lay-up. Kevlar strips run the length of the boat on the centerline, and athwartships from gunwale to gunwale to add reinforcement for the chainplate areas.

The entire hull and deck is cored with Core-Cell structural linear foam that meets ABS requirements and is Lloyds approved.

“We use that product in lieu of end-grain balsa because it is lighter, though not as stiff, and has better impact resistance,” Jackett said. It’s the “bends but doesn’t break” theory.

To offset the difference in impact resistance, 5/8″ CoreCell is used in areas that would otherwise be constructed of 7/16″ balsa.

Unlike the Tartans, the C&C 110 has a fiberglass interior pan. It is bonded to the hull with Core-Bond adhesive that is supposed to eliminate voids that could fill with water.

Bulkheads are bonded to the hull with Plexis 320 adhesive rather than fiberglass tabs because, Jackett said, “glass will pull off the hull under 1,200-1,500 pounds of pressure, but the adhesive withstands loads of 1,700-2,000 pounds.”

“The hull-deck joint follows the same design we’ve used for 25 years,” Jackett said.

The deck overlays a flange on the hull between which is sandwiched an aluminum bar, all of which are bonded with 3M 5200 and fastened with 1/4″ stainless steel fasteners on 9″ centers. Because the fasteners are tapped into predrilled holes in the aluminum there’s no need for locking nuts, and they are removable.

Cabinetry belowdecks is constructed of cored fiberglass panels covered with varnished cherry. Compared to the Tartan 3500, Jackett said that he’s reduced cabinet weight by 40-50 pounds. From an aesthetic standpoint, you can’t tell the difference.

Access to wiring runs, which are color coded and located in PVC conduit running along the hull, is excellent. Cutouts in the PVC where wires are led to fixtures make repairs easier.

The same holds true for plumbing fixtures, hoses and through-hulls, all of which are easily accessible below floorboards and in cabinets.

Deck Plan Though the boat has been designed for the cruising sailor, its deck layout incorporates features typically found on race boats. Also, halyard and mainsail control lines are led aft underneath fiberglass covers. We like this setup for two reasons: it eases sail handling and removes toe-stubbing clutter.

The triple-spreader mast is made by Offshore Spars with an Awlgrip finish. Navtec rod rigging is standard equipment. Inside the boom, also constructed by Offshore, is a 4:1 outhaul and reef line. The boom is internally stiffened for a vang lug.

One of the most interesting differences between the 110 and its competitors is the choice of spinnaker setups. One may fly a conventional spinnaker from the masthead, though the spinnaker pole is 16′ long and will be penalized 3-6 seconds when racing under PHRF. The payoff should be increased downwind performance at low sailing angles.

As an alternative, the boat may be ordered with a carbon fiber sprit that retracts into a tube that extends from the bow to inside the forward stateroom; it’s the same setup popularized on some of the J-Boats. We think this is an excellent option because it allows couples to fly large sails downwind without the hassle or stress associated with a conventional pole, topping lift and fore and after guys. The additional sail area will greatly improve downwind speed, and dousing an asymmetrical can be as simple as furling a 150% genoa.

The downside of sprits is that to get the extra speed you must sail higher jibe angles, thus covering more distance.

Jackett said that about 50% of the boats are equipped with sprits.

We also like the fact that the drum of the Furlex 200S furler is recessed below deck level, out of the way when anchoring or picking up a mooring buoy. And, because the bow pulpit is 24″ forward of the headstay, working the foredeck is quite manageable.

To keep the decks clear of unnecessary lines and clutter, PVC tubes are glassed against the inside of the hull, in which run the lines for controlling the furler (which exits near the helmsman’s left foot), and for the sprit.

The self-draining anchor locker is large enough for a 35-lb. anchor and adequate rode. One owner, however, discovered a leak between the locker and hull, which resulted in water draining into the bilge. The area was reglassed by his dealer, but that’s an area we’d examine closely.

All of the deck gear, including hatches, winches, rope clutches, blocks, stanchions and stanchion bases are made by Lewmar. Ventilation and light are provided by five, smoke gray acrylic Ocean and Coastline series hatches. The hatch over the forepeak measures 24″ x 24″, a second at the mast measures 16″ x 18″, a third over the saloon is 12″ x 17″, and 10″ x 10″ hatches are over both galley and head.

Primary winches are Ocean Series Lewmar 42 self-tailers. Secondaries are 40STs, and 30STs are on the coachroof for halyards, mainsail controls, and vang. Two pairs of rope clutches are mounted on each side of the cabintop.

The mainsheet arrangement presents potential owners with three options. The standard traveler is mounted atop the coachroof and the mainsheet is led forward to the base of the mast, then back to a sheet stopper.

Alternatively, a 48″ traveler can be mounted on the bridgedeck aft of the companionway. This will give better boom control when coupled with an optional vang. The downside is a sheet located directly in front of the companionway.

For single-handed sailors, the traveler can also be located immediately forward of the pedestal steerer. When coupled with rope clutches on the coaming directly in front of the primary winches, a solo or shorthanded sailor will have all sail controls within reaching distance of the helm. One owner told PS that the arrangement works well.

Except for a pair of short stainless steel handrails running from forward of the companionway to the mast, the deck is remarkably free of clutter. The 20″ sidedecks and 24″ double lifelines make movement about the boat easy and safe.

The cockpit handles six passengers comfortably. Seats are 60″ long and 19″ deep. The 15″ seatbacks are contoured. Knee support is 14″ from the cockpit sole and a footbrace has been molded into the sole to provide support while beating—a nice touch.

The standard wheel is a 48″ Edson, which will suit most buyers; our test boat had an optional 55″ wheel that we appreciated when seated on the rail watching telltales on the genoa.

Under the direction of Rob Ball (who used to work as a designer for C&C), Edson has designed a pedestal, instrument pod and rack and pinion steering system for the 110.

The primary shortcoming of the cockpit is a lack of stowage, because of the location of the engine and stateroom below the cockpit.

Lazarettes in the stern are 45″ deep and run the width of the boat, but they are so narrow that access is difficult. Inside are the batteries, hot water tank, inverter, refrigeration unit and 16-gal. holding tank; maintenance chores in this area will be most easily performed by a person of Lilliputian stature.

One owner fashioned a group of mesh bags that he attached to the hull inside the lazarette and organized several plastic containers for storage of fenders, cleaning gear and a small liferaft. Solving the stowage problem is possible, but challenging.

Jackett’s approach to the design of a swim platform is one of the most innovative we’ve seen on a sailboat, a concept we’d guess has it origins in European power boats.

The swim platform is inset flush to the stern in a watertight cavity that is almost unnoticeable. By switching on a HatchMaster electric motor, the 24″ x 36″ platform swings out and down, anchored by stainless steel wires connected to the hull. A three-section stainless steel ladder attached to the aft end of the platform then telescopes downward to allow easy access from the water. It’s a mechanical and cosmetic masterstroke.

Interior The accommodations plan is conventional, but we like the combinations of wood, smooth gelcoat and chrome accents. Headroom is 72″.

The galley is to starboard at the foot of the companionway, opposite the head and nav station. A dining table is located in the center of the saloon with hinged 42″ x 18″ leaves that, when elevated, provide seating for four adults on the 25″-wide settees.

The port settee is 81″ long, the starboard 68″. If outfitted with lee cloths, they can double as sea berths. Outboard of the settees are small storage areas, but most of the space below them is occupied by an aluminum 70-gal. water tank and 26-gal. fuel tank. A second water tank is located beneath the V- berth in the bow.

Tanks are secured to the hull with 1″ wide aluminum straps secured in solid wood beds.

The nav station is located to port at the aft end of the settee and displays another of Jackett’s innovations; a double-railed stainless steel backrest hinged to the cabinet swings inboard to provide the navigator with a backrest when seated on the settee. The chart table is 33″ x 19″ deep, and has cabinetry large enough for a full range of instruments.

The galley is fully equipped but small. The double stainless steel sinks are only 12″ x 10″ and the ice box is really only useful for weekenders. There is some stowage in three cabinets outboard of the Force 10 two-burner stove and oven.

By comparison, the head is uncharacteristically large for a 36-footer. The main compartment is 45″ x 28″, and is equipped with a 12″ stainless steel sink, Jabsco toilet, a small counter space and two storage compartments.

The 22″ x 44″ shower stall is located behind clear Plexiglas panels and is equipped with a seat and modern Scandvik fixtures.

The V-berth measures 80″ on the centerline, is 76″ wide and has 26″ of space at the foot. Stowage below the berth is in wire baskets. The stateroom has a hanging locker and a closet with three shelves.

The aft cabin is in the starboard quarter and has an athwartships double berth measuring 80″ x 60″. It is ventilated by two portlights. A hanging locker and small counter round out the accommodations. Considering its size, location below the cockpit, and intrusion by the aft end of the engine box, it is a “minimum” double berth.

As with the cockpit, the major shortcoming is the lack of stowage space for cruising. And for racers, a full inventory of sails will spill over into living areas such as the shower and aft cabin.

Performance Jackett’s polar predictions indicate that the boat’s best upwind performance will be 7.25 knots in 20 knots of wind sailing 36°-38° off true wind. Downwind performance is best at 20 knots of wind sailing at 135° off true wind, when she’ll hit more than 10 knots. Polars, of course, tend to be optimistic.

Following the launch of hull #1 in San Francisco, Jackett reported speeds of 6.7 to 7 knots in 8 to 12-knot winds. When the breeze increased to 16 knots, boat speed reached 7.8 knots.

We tested the boat on Lake Michigan on a breezy day in very lumpy conditions created by a northwesterly that blew through the previous evening. Unfortunately, after sailing for an hour in 14 knots of true wind with a 135% genoa it became obvious that the boat’s instruments required calibration because speeds never exceeded 5.5 knots.

If you’re not used to helming a lightweight, sporty boat with a narrow keel, the 110 might take some getting used to before you can consistently steer a straight line. Nevertheless, the boat tacked smoothly and quickly and accelerated quickly. In what could have been uncomfortable conditions, we were impressed with her buoyancy in a close, 2′-4’ chop, and its ability to knife through waves without hobbyhorsing. She’s also dry.

Under power, the 28-hp. Volvo Penta MD2030 powered the boat at 6.5 knots at 2,800 rpm.

Owner John Dodge, who sails his boat on Lake Michigan, told us he’s a performance sailor who previously raced a Hobie and S.2.

“I sail shorthanded, primarily, and wanted a clutter-free cockpit for days when the grandchildren are aboard,” he said regarding his choice of the singlehander’s sheeting configuration. “The conduit system, with lines led to the winches, is very efficient.”

“The boat sails 6.5-7 knots in less than 20 knots of wind. In 25 knots we sail under the genoa at 8 knots on a broad reach. She heels to 15-20°, then stops,” he said.

Rich Bergman, a veteran racer in San Francisco, purchased the sprit model as a multi-purpose family boat.

“I like this boat because it’s dry, doesn’t heel dramatically, and has better creature comforts than a J/105, though I don’t think it points as high as the J-Boat,” he said. Still working to maximize performance, he’s recorded several mid-fleet finishes in a local PHRF fleet.

“On a typical weekend, I’ll race the boat, then be joined by my wife and daughters for a cruise and dinner aboard.”

Warranty Fairport Marine’s warranty provides coverage of the boat and all parts manufactured by Fairport for 12 months from delivery; additional coverage for chainplates, mast step and floor timbers is extended to 10 years.

Below-the-water gelcoat surfaces are warranted to be free from osmotic blistering for 10 years from the date of delivery, to the original purchaser.

Based on our recent review of the industry’s practices (PS July 1, 1999), C&C’s warranty is as good (or bad) as its major competitors.

Conclusions Jackett and Company have designed and built a boat that should have wide appeal. She meets the requirements of a casual cruiser and dedicated racer. Its projected PHRF rating of 72 will be subject to revision if the 110 fares too well on the race course.

We especially like the optional sprit arrangement, which allows both full and shorthanded crews to fly asymmetrical spinnakers, thereby sailing to her potential.

Creature comforts are well thought out, though short on stowage both in the cockpit and below.

Base price of the boat is $137,500, to which cruisers should add approximately $7,000 for refrigeration, inverter, microwave, entertainment center and other amenities. Racers will add approximately $11,000 for spinnaker gear, adjustable genoa tracks, rigid vang and a hydraulic backstay adjuster.

Stock boats are equipped with a Dacron full-batten mainsail and 135% genoa, which will be adequate for cruisers but racers should add the cost of high performance sails.

Contact- C&C Yachts, Fairport Marine Co., 1920 Fairport Nursery Rd., Fairport Harbor, Ohio; 440/354-3111.


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International 110; 24 foot double ender lake racer

  • Description

Seller's Description

Very nice C. Raymond Hunt design International 110!! Not perfect but sound and very good condition. This one, #705 was reportedly the last wooden 110 built at the holland ship yard. Multiple sets of sails including one brand new set of Doyles! Aluminum mast and boom, titanium spinnaker pole, roller furling, ( needs hooked up), hiking out harness, bulkheads for and aft with some flotation, running rigging so-so, standing rigging good shape, custom trailer that pulls light and true and has been modified for ramp launching. Nice boat; sails close to the wind and there aren’t many 110’s left in this good of condition. $1,500 and THAT is a WAY FAIR price. Thank you.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

  • SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
  • D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

  • D: Displacement of the boat in pounds.
  • LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

  • D: Displacement of the boat in pounds
  • LOA: Length overall in feet
  • Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

An Olympic class in 1920 and 1928. Still raced today with fleets across Europe and Scandinavia. New boats available from a number of builders.

This listing is presented by . Visit their website for more information or to contact the seller.

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    Beam:  13.9'    Draft:  5'7'
    Beam:  9.4'    Draft:  4.8'
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    Beam:  10.92'    Draft:  5.3'
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    Beam:  4.5'    Draft:  .7'
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    Beam:  11.82'    Draft:  5.4'
    Beam:  9'    Draft:  4.5'
    Beam:  8'10'    Draft:  4''
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    Beam:  7.75'    Draft:  3.75'
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    Beam:  8'    Draft:  4'
    Beam:  6.67'    Draft:  4.3'
    Beam:  7'    Draft:  4.5'
    Beam:  4.5'    Draft:  .5'
    Beam:  7.82'    Draft:  4.5'
    Beam:  8'    Draft:  3.4'
    Beam:  7.25'    Draft:  0.9'
    Beam:  8'    Draft:  3' 5'
    Beam:  4'    Draft:  .25'
    Beam:  7.6'    Draft:  4'
    Draft:  3.5'
    Beam:  7' 11'    Draft:  4'
    Beam:  9'    Draft:  5'
    Beam:  3.5'    Draft:  2.75'
    Beam:  8'    Draft:  2.25'
    Beam:  8.6'    Draft:  2.6'
    Beam:  9'2'    Draft:  4'6'
    Beam:  7'10'

sailboat 110

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  • By Quentin Warren
  • Updated: December 2, 2001

sailboat 110

It’s trick to hop aboard a new-model J/Boat because these guys always have something new, tweaky and refreshing up their sleeves. Whether it has to do with a modified deck system, an unprecedented sail plan, a different attitude about cruising amenity or simply an out-and-out quest for a little more speed, the J/People never fail to give you a reason to check out a new concept. In the continuum of sprit boats, the J/110 represents number six, but that doesn’t make it the same old thing in a slightly different size. This is a really neat boat in its own right.

At 36 feet it falls into that popular category of sailing vessel large enough to carry a modest amount of “stuff” and to count for something in wind and waves, yet small enough to remain manageable, maneuverable and sensitive to trim.

What this means in a cruising context is that it will accept the gear and provisions you’re apt to require on a typical summer coastal cruise — within reason, of course — and it will make getting to where you want to go as fast as it is fun.

Needless to say, there is a performance agenda associated with this boat that may not appeal to dyed-in-the-wool cruisers, gunkholers and live-aboards whose realistic need for displacement outweighs the need for a playful lightweight ride. On the other hand, the J/110 gives you back in pure sailing what it might fail to provide in the realm of payload, and for many this is a worthy compromise.

Hull and deck utilize Baltek Contourkore end-grain balsa sandwiched between biaxial and unidirectional glass with vinylester resin on the outer layer of the hull to retard osmotic blistering; the boat comes with a 10-year warranty against the dreaded pox. J/Boat construction is undertaken at TPI in Warren, Rhode Island, using the builder’s exclusive SCRIMP resin-infusion process which optimizes glass content and so saves weight by reducing the amount of resin needed for wetting out.

The deck is bonded to the hull along a three-inch inturned flange by means of Plexus MA550 glue, another successfully proven TPI procedure. All bulkheads are tabbed to the hull and deck for stiffness; in fact the main structural bulkhead is a molded fiberglass element designed to carry chain plate loads and reinforce the area around the mast with the integrity of a ring frame.

The mast step at the keel is a custom fabricated aluminum I-beam; solid glass L-beam floors promote hull rigidity and carry the keel itself, a fixed 4,500-pound lead-and-antimony fin bolted and epoxy bonded to the molded-in sump.

The cockpit area is optimized for easy sail handling. All halyards and reefing lead back to the after portion of the cabin top. Lewmar primaries occupy the cockpit coaming nearer the helm, and the main traveler with a double-ended mainsheet is located immediately forward of the steering pedestal. Standing behind the wheel you have all major running rigging at your fingertips.

The cockpit itself is T-shaped, with a dedicated area for the helmsperson and comfortable seating for four between the traveler and companionway. Local instrument repeaters cleverly installed on canted sections of the coaming port and starboard allow you to steer from either side with convenient access to performance info and feedback. The cockpit is too short to sleep in, but it is comfortable and functional. A molded-in deck dam just forward of the companionway provides for the secure installation of a virtually weatherproof dodger.

The decks are open and clean. You do tap dance a bit around the helm to get to the transom swim platform, but there is plenty to hold onto en route. A Danforth- or Fortress-type anchor lives in a molded deck locker on the starboard side at the chain plates; a removable bow roller for the stemhead is available as an option. The carbon fiber J/Sprit deploys out of the starboard bow with a simple tackle arrangement, and it is gasketed to thwart the ingress of seawater into the forward cabin below. Deck storage is addressed in a gigantic cockpit locker on the port side that features additional access from the main cabin through a bulkhead door at the galley. There is a smaller lazarette farther aft.

The 110 has an easygoing traditional interior of teak trim and optional teak ceilings complemented by white Formica on all bulkhead and counter surfaces. Portlights along the cabin trunk combine with five opening deck hatches to promote ambient light and ventilation.

Forward is an owner’s V-berth with its own chest of drawers and hanging locker, plus a head and shower with entry from both the main saloon and the owner’s enclave. The saloon includes an L-shaped settee to port and a straight longitudinal to starboard, separated by a hefty folding dinette amidship. The galley is L-shaped, tucked in to port alongside the companionway, and it has access to the port cockpit locker as discussed above. On the starboard side is a very nice aft-facing nav station with a chart table and plenty of adjacent vertical surface area for electronics, communication equipment and a DC distribution panel. Also to starboard are a wet locker at the base of the companionway and a double berth aft in the hip.

Access to the Yanmar 3GM30 beneath the companionway is excellent with the easy removal of the stairway unit. The engine spins a 16-inch Martec folding two-blade wheel on a one-inch stainless shaft. A 50-amp alternator feeds two 8G24 deep-cycle gel cells. This 12-volt DC system is standard; a complete 110-volt AC shore power package and battery charger are available optionally. Tankage includes 65 gallons of water in two baffled tanks beneath the settees, 21 gallons of fuel in a single tank, and 18 gallons of waste.

Sailing the boat is delightful. The standard rig is a two-spreader aluminum spar by Hall with kite hoist at the masthead and headsail hoist a foot or two below the black band. The optional carbon spar by Hall saves you 100 pounds aloft. Standing rigging is Navtec continuous rod. It all adds up to smooth, sophisticated performance on virtually any point of sail.

Upwind in only 10 knots of breeze we tacked easily inside 85 to 95 degrees on the compass and held speed through the water at six knots. Cracked off on a reach with the asymmetrical flying off the sprit we hit the high sevens consistently. With the jib on a roller furler and the spinnaker in a sock, handling the sail plan was well within the means of two people. Steering was sweet and responsive with ideal feedback.

In short, the J/110 is a very likable 36-footer. She sails virtually to her numbers, which means that given Disp/Length of 190 she remains light, quick to accelerate and spry, and given SA/Disp of 19.9 she retains good horsepower without an intimidating sail plan.

Configured for a couple and the occasional guest, she offers any cruising type who loves the dynamic of pure sailing and is willing to forgo unlimited storage capacity a thoroughly rewarding ride.

J/110 Specifications:

LOA: 36’0″ (10.97 m.) LWL: 30’0″ (9.14 m.) Beam: 11’1″ (3.38 m.) Draft: 5’11” (1.8 m.) Ballast: 4,500 lbs. (2,041 kgs.) Displacement: 11,500 lbs. (5,216 kgs.) Sail area: 633 sq.ft. (58.8 sq.m.) Mast above water: 52’0″ (15.9 m.) Ballast/Disp: .39 Disp/Length: 190 SA/Disp: 19.9 Fuel tankage: 21 gal. (79.5 ltr.) Water tankage: 65 gal. (246 ltr.) Holding: 18 gal. (68 ltr.) Auxiliary: Yanmar 3GM30 28-hp diesel Cabin headroom: 6’1″ (1.85 m.) Designer: Rodney S. Johnstone Base price: $157,000 J/Boats Inc. P.O. Box 90 557 Thames St. Newport, RI 02840 (401) 846-8410

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Installing 110 Power

  • Thread starter Pat Hooyman
  • Start date Jun 4, 2000
  • Hunter Owner Forums
  • Smaller Boats

Pat Hooyman

I have a H26 with a solar panel which has served me well but in Texas marinas in the summer a fan is a must. This means I need more power. Has anyone installed a 110? What is the best set up? How to isolate the solar panel from the charger? What is the best spot to put the switches etc?  

Jon Bastien

Clarification? Pat, Do you mean that you want to install 110v power recepticles and an inverter on your boat, or just add a 110v battery charger to supplement your solar panel? (Are you planning 120v or 12v fans?) If it's the former, I recommend having the wiring done professionally. If it's the latter, then I think we could use a little more info about your current electrical system- Among other things, is your outboard electric start (and does it have an alternator that also needs to be isolated)? --Jon Bastien H23 '2 Sheets to the Wind' H25 'Adagio'  

Clarification on 110 Good point- I want to install a battery charger to use while at dock and a 110 receptacle for fans and other 110 volt stuff while docked. I would like the charger to also be able to run 12 volt fans at dock. The solar panel works fine away from the dock for instruments and lights but is not sufficient forr runninig a fan or other power hungry item. I do not want to use an inverter for 110. What I need advice on is the best location for for the shore power connector and some idea of a good circuit diagram for isolating the charger from the solar panel, ground fault breaker location, etc.  

It's free advice... and you get what you pay for Hi Pat, You can take this with a grain of salt, as I have only a passing familiarity with the inner workings of the H26. From the way you describe your needs, there seems to be a simpler solution. I think I would run a heavy duty (marine grade?) extension cord from the dock to a 15-Amp recepticle mounted in the cockpit, on the side opposite the walk-through opening in the transom. The recepticle is available at West Marine, and is marketed as a "Battery charger inlet" (WM #191991, $16.99, pp484 of catalog). Into the back of the inlet, I would plug in a heavy-duty power strip, with a built in circuit breaker. I would probably mount the outlet strip somewhere near the galley. At this point, I have two options: a.) Plug in the battery charger in the galley, and run the battery charger's power cord through the appropriate bulkhead or wiring channel, or b.) put an outlet splitter on the back of the power inlet, and plug the power strip in one side, and the battery charger into the other. To isolate the charger from the solar panel, I would probably install a switch in the positive lead from the solar panel to the battery, allowing you to disconnect the panel while the battery charger is plugged in. I would locate the switch near the power inlet, to help me remember to disconnect and reconnect the panel when using shore power. The battery charger you select is also important; The "maintenance chargers" generally put out about 0.5 Amps, and are useless if you plan to run any loads on your system. I would recommend a 'smart' charger which charges at 10-amps "bulk" to meet your needs. It's not the most attractive setup, but it would be effective, semi-permanent, and much better looking than just running an extension cord through the companionway. It could also save you a chunk of $$, over having internal wiring and receptacles installed. --Jon Bastien H23 '2 Sheets to the Wind' H25 'Adagio'  

Michael Bell

Not that difficult In the rear compartment, if you open the starboard door, you are looking at the inside of the motor well. On the portion of the well facing you, I mounted a thin piece of plywood, and to that the charger. The outlet for the power is mounted high on the motor well to the outside (just below where the stern-rail seat attaches, as I recall). That puts the connectors of the power outlet in the same space as the charger. I then mounted the circuit panel on the wall of the rear compartment, starboard to the opening you were just looking in to see the motor well (that puts the circuit panel next to your head if your in the berth, and in the same space as everything else. That may seem like an awkward place, but you don’t have to get at the panel very much). Then I ran wire to an outlet located in the starboard storage area below the seats (just in front of the galley sink). Sounds like a lot of work, but it’s not really to bad. If your accustom to wiring outlets in the house, you can do this. I wouldn’t suggest going with the extension cord solution. By the way, you have a choice of 30 or 50 AMP service. 30 amps is plenty, but in your case if you go with air conditioning, you might consider 50 amp. Check with your marina to see what’s available.  

Dave Condon

wiring Pat; The biggest headace of course running the wire and placement of the Inlet. Done it too often and I will be glad to explain if you want to get hold of me. Call Gregg Emerson at Hunter and he will give you my phone. Crazy Dave  

Fred Kinkel

Another Option Another option for mounting the 110v inlet is below the aft stantion (just infront of the cockpit) and just above the rub rail on the starboard side. The back of the inlet fits into the same area that the back of the 12v panel fits into. So I put a 3 circuit 110V breaker right next to the 12V. It is nice having all the switches in the same spot and it is a short run from the intlet to the breaker. I am no electrician but the wiring was pretty simple. I installed 3 outlets. One underneath the stove facing toward the aft birth, one by the battery for a battery charger and one in the head for my wifes hair dryer. Another one somewhere forward in the cabin would be nice but I haven't gotten around to this. One thing that made hidding wiring helpful was a spray on contact cement from 3M. In several places I simply pulled back the gray felt on the walls laid in the wiring and put the felt back in place with this contact cement. It was all in the aft berth so it wasn't very visible. I still have an Excel spreadsheet with all the material and part numbers I used. It's been a couple of years so some of the prices have probably changed but I would imagine most of the part numbers are the same. Send me an e-mail at [email protected] if you want a copy. Good Luck! Fred Kinkel '95 H26 - Escape  

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Woman is killed after falling off boat, hit by another boat

PORTLAND, Ore. ( KPTV /Gray News) – A woman died after falling from a boat into a river in Portland, Oregon on Saturday, according to the Multnomah County Sheriff’s Office.

Deputies and firefighters were called just after 8 p.m. to respond to reports of a person unconscious in the water.

The caller told authorities they had seen the woman fall off a boat and then get hit by another boat while she was in the water.

Officials said the woman was taken to the hospital, where she was declared dead.

Kaileigh Seidel was identified as the woman killed in the accident by a GoFundMe fundraiser started to help cover funeral expenses.

“Her amazing energy and beautiful smile always made this world a better place,” wrote Terra Yoder on GoFundMe. “This tragedy has left so many of us heartbroken and confused as to why such a young, beautiful life can be cut so short. Kaileigh was a light for so many.”

Deputies are investigating the incident.

Copyright 2024 KPTV via Gray Media Group, Inc. All rights reserved.

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Drug deflection plans stir heated debate post M110

PORTLAND Ore. (KPTV) - On September 1, it will once again be against the law to possess drugs. It’s part of the rollback of Measure 110 that lawmakers passed earlier this year.

Today Multnomah County officials gave an update about plans to crack down on possession while also keeping people out of jail.

When the state legislature decided to recriminalize the possession of drugs, lawmakers like State Senator Kate Lieber hoped that most people would be able to be deflected away from arrest.

“We’re asking counties, and jurisdictions to think about putting in a deflection program. And that is a pre-booking diversion program,” said Senator Kate Lieber when she sat down with Fox 12 in April.

But what does it mean to be deflected?

In Multnomah County, it means simply that an individual was connected with services.

In practice, that will look like the police either taking someone to a drop-off center or calling out a peer worker who can connect with the person on site.

Once the connection is made, that person is considered deflected, and out of the criminal justice system.

“The connection is the only thing that we are requiring at this point,” said Multnomah County Chair Jessica Vega Pederson during the meeting when questioned about what is to stop people from cycling through the deflection system over and over. “In the conversation so far, there has not been a limit on the number of times people can go through.”

And while the deflection program will be voluntary and available before ever getting booked into jail, Portland Police Chief Bob Day, had a reality check.

“I fully expect that we will be taking people into custody, handcuffing people, searching people incident to arrest, and then offering the deflection piece. And so even though you can characterize it as voluntary, it’s not truly voluntary,” said Day.

Around the state, 19 counties have announced deflection plans. Of those nearly half will use a law enforcement-assisted deflection style program, or LEAD.

In these programs, participants are offered a case manager and ultimately treatment. While the person is not booked on charges, the police and district attorney stay involved throughout the process, adding a level of accountability.

It’s something County Commissioner Rene Gonzalez says is missing locally.

“This is not a good launch for Multnomah County. On substance, based on what we know about the plan, the perception that we have less structure than neighboring divisions is concerning. The lack of accountability for users is unacceptable,” said Gonzalez

The group managing the rollout of this deflection program meets again on Wednesday, and for the first time, incoming Deputy District Attorney Nathan Vasquez will be in attendance.

Copyright 2024 KPTV-KPDX. All rights reserved.

Dave Sattem

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sailboat 110

Aquaglide Cirrus Ultralight 110 Review: The Lightest, Most Packable Inflatable Kayak

Yes, some kayaks are packable , but they're still too big or not convenient for transport - and many don't offer the performance suited for challenging conditions or long miles. That's where Aquaglide's Cirrus Ultralight 110 breaks the mold.

This inflatable kayak is performance-driven, efficient, light yet capable of carrying cargo, and a joy to paddle. It can be a kayak for a casual paddle down your local river, or a vessel for a bigger adventure. And at under 15 pounds, the boat, which packs into a dry bag, is also extremely easy to travel with.

In short: Aquaglide's Cirrus 110 is the most high-performance open cockpit kayak that we've tried. At sub-15 pounds, it's also the lightest and most compact when it's rolled up and stored in the included drybag. At first glance, it’s similar in concept to the Kokopelli Chasm Lite . When assembled, the boat is comfortable enough to paddle for long hours over multiple days, with the storage space to carry the gear you need for overnight trips. We were most impressed with the boat's straight tracking and efficient handling, and capability to carry extra weight. It's also fast to set up - inflation only took a couple of minutes.

Aquaglide Cirrus Ultralight 110 Inflatable Kayak

  • Cockpit size 63" x 15" x 10"
  • Materials TPU/nylon and dropstitch fabric
  • Storage Bungee on bow and stern, behind-seat D-ring attachments, MOLLE plates
  • Verified weight 14 lbs., 12 oz.
  • Drybag included, paddle and pump not included
  • Plenty of room for cargo (or a dog)
  • Stable under load
  • Extremely light and packable
  • Great for travel
  • Tracks well compared to other inflatables
  • Can handle person plus cargo, but only up to 300-lb. weight limit
  • Not suitable for all waters
  • Paddle not included

Aquaglide Cirrus Ultralight 110 Inflatable Kayak Review

Aquaglide's Cirrus Ultralight 110 and its sister boat, the tandem Cirrus Ultralight 150 , are high-performance touring boats that are the lightest and most packable you can buy. They're easy to set up and to pack up, they track straight and paddle efficiently, and they're fun for casual outings as well as overnight trips.

The boats are made from TPU/nylon construction with a TPU drop-stitch floor. This is the lightest construction for an inflatable kayak that's also stiff enough to be enjoyable and efficient to paddle for miles or days. The hull of the boat is double-coated 0.13mm TPU 70-denier nylon fabric, which is rigid when inflated, but supple and easily foldable when deflated.

The floor is made from Ultra DropStitch TPU (TPU ULDS). It gives the boat comfortable padding and adds additional rigidity. Because the boat is TPU and not PVC, it can be recycled at the end of its life.

The boat comes in a drybag that can be filled with clothing or gear and stashed under the boat’s bow or stern webbing. It can also be stored in the cargo bay behind the seat once the boat is out of the bag and on the water.

The open-cockpit Cirrus 110 Ultralight is a single-person boat made for touring, expeditions, and overlanding. Because it packs so small, it's the ideal boat for van lifers, or anyone with limited storage space, from apartment dwellers to RVers. The 11-foot boat is 35 inches wide and 10 inches high, with a 9.5-inch tube diameter.

The 14-pound kayak comes packed inside a drybag that also includes an inflatable seat, footrest, and fin with pin. Folded, the boat is 19 x 19 x 8 inches, and if you really focus, you can pack it even smaller than that. A pump, paddle, and PFD are sold separately.

Inflating the Boat

The Cirrus Ultralight 110 has three primary inflation chambers, the two sides of the kayak, and the floor. You can use a standard pump for this. The chamber valves have the same connectors as a SUP - a Halkey-Roberts valve. The seat is also inflatable, but it needs to be manually inflated (by mouth).

Both when I used a manual pump and when I used an electric pump, the boat was extremely quick to inflate. Chambers are inflated to 3 psi and 6 psi, which is very low pressure compared to what it takes to inflate a SUP. Because the dual side tubes and the floor each inflate separately, this boat feels significantly more rigid than other inflatables I've tried.

Inflate the boat with the valve in the extended position, the air goes in but doesn't come out (one way). If the valve is locked into the compressed/open position, as soon as you remove the connector, the boat will deflate.

When I wanted to deflate the boat, I pressed the valve in and was able to lock it open for passive deflation. This is also a fairly common setup across inflatable kayak models and brands.

The Fin and Tracking

Once the boat is inflated, it's time to attach the fin. Aquaglide's weed-free fin design was super easy to set up, and it helped the boat track straight.

The plastic fin slides into a track on the bottom of the boat and secures with an expanding toggle pin, which can be squeezed to release the fin when you're ready to repack the boat. The toggle is also attached to the fin so that it doesn't get lost (again, a common feature of inflatable boats).

Because the fin is low profile, even paddling a pond with milfoil, the fin didn't get bogged down and wrapped in weeds. We found the low-profile fin cleared any vegetation almost instantly. And, the Cirrus Ultralight was easy to both steer straight and turn on flatwaters and in rivers.

The Seat and Footrest

With the fin installed and the boat inflated, I placed it in the water and installed Aquaglide's high-back inflatable seat. It clips onto D-rings on the sides of the boat, and wedges between inflatable chambers that hold it in place. Side straps are adjustable with a pull on the end of the webbing, which gave me enough range to paddle sitting up very straight and also semi-reclined.

The floor of the boat has long Velcro loop strips that gave me a huge range of options of where to attach the fabric-covered TPU foam footrest, which has long straps with "hooks" that attach to the loops. The footrest has a low-profile triangle shape with enough space to brace my heels.

Aquaglide Cirrus Ultralight 110 on the Water

I expected this boat to paddle like a duckie. Instead, it was a straight-tracking, easy-to-maneuver craft that was rigid and responsive, and a delight to paddle. Whether I was paddling it around Vermont's lakes and reservoirs, or floating down the Winooski River, the boat was responsive and went where I wanted it to without a struggle. That included when I paddled with just me in the boat, and when I loaded the boat with 50-75 pounds of "cargo" - my dogs.

While this boat is open cockpit, it's not a sit on top. Sitting on the boat's inflatable seat, I was inside the sidewalls of the boat, so there was none of the tippiness of a standard sit on top.

The seat was comfortable and easy to adjust to keep my back comfortable on long paddles. I could bring myself into a more upright position by tightening the side straps, or I could settle in to a more reclined position when the conditions were appropriate.

I love to paddle with my dogs. This boat has a spacious rear cargo zone that easily accommodated my 75-pound rescue, Maple. When I first loaded up Maple, I thought that her nails might puncture the boat. But the boat proved shockingly tough for such lightweight construction. Even when Maple moved around while we were paddling in waves or got a change of scenery, the boat was stable and I never felt like I would capsize.

For touring, the cargo storage bay (behind the seat area) could hold camping gear and a cooler for an overnight or multiple overnights. There's was also plenty of room in front of my feet for gear, and both the bow and stern had bungees that held a PFD, flip-flops, and dry bags. The cargo storage bay could also easily hold a child.

In addition to bungeed storage, the boat has a Mini-MOLLE Attachment System on the cockpit right next to the seat. It's a great place to clip in a knife, sunscreen, GPS , and other gear I wanted to keep at my fingertips.

In waves or in water fights, the boat sometimes got water inside. In many instances, it was easy enough to pick it up and dump it. A drain port on the bottom also unscrews to drain water from inside the cockpit if necessary.

Expedition-Ready? (With Exceptions)

Aquaglide says that this boat is suitable for expeditions. It has the stability as well as the storage for multiday trips. Most importantly, it can support a person plus gear.

But, the boat can’t accommodate a spray skirt. It’s not suitable for ocean or other cold-weather paddling where you’d need a spray skirt, or where conditions could involve the boat rolling. Yes, you could use this boat for some great trips, within these limitations.

Aquaglide Cirrus Ultralight 110: Conclusion

I loved paddling this boat both for a cruise around a lake, and for longer river adventures. While I never got to go camping in it during the time I had it for testing, I plan to soon. And if I get to travel to some tropical beach destination this winter, for sure I'll pack this boat.

It's so light and small - it will fit inside a checked bag with clothes, mask, and snorkel. The Cirrus Ultralight 110 is dog-approved for being unlikely to capsize, and for being plenty spacious to lie down in.

It's human-approved for its big carrying capacity-to-weight ratio, practicality in muddy and grassy waters, and being a whole lot of fun. The fact that I could carry dogs, gear, and myself is an impressive point and a big draw for this ultralight boat.

Finally, we’ve got to mention the price. For all that fun, capability, and performance - in an ultralight package - it’ll set you back $1,300. Not bad for a kayak, but definitely more expensive than some of our favorite alternatives ( performance SUPs and packrafts ).

Aquaglide's Cirrus Ultralight boats come in two sizes. The 110, which I tested, is 11 feet and weighs 14.75 pounds. The 150 is 15 feet and weighs 18 pounds. Note: the latter is intended for tandem. While we only tested the 110, based on its performance, we hope the 150 paddles just as well.

Paddle Like a Kayak, Stand Like a SUP: STAGE 2SIDE Double-Sided Paddle Review

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The post Aquaglide Cirrus Ultralight 110 Review: The Lightest, Most Packable Inflatable Kayak appeared first on GearJunkie .

This article may contain affiliate links that Microsoft and/or the publisher may receive a commission from if you buy a product or service through those links.


First Alert Weather Day: Humidity and heat to create dangerous combination

The heat index will jump back to near 100-110° wednesday afternoon.

Wednesday will see highs in the upper 90s with heat index over 100°

GREENVILLE, N.C. (WITN) - Wednesday will be a First Alert Weather Day due to dangerous heat. Temperatures will reach the mid to upper 90s across many communities and, with humidity staying creeping back upward, our heat index will likely range between 100 to 110°. To put this into perspective, when the heat index hits 105° to 110° for several consecutive hours, the National Weather Service issues a Heat Advisory. Our current expected range would put most in the East under a possible heat advisory with southwesterly winds keeping the heat consistent.

Wednesday will be a First Alert Weather Day due to dangerous heat and humidity levels.

Temperatures across the Carolina could make a run to the mid to upper 90s and close to the scorching 100s further inland. This is not accounting for the humidity. If you are going to be outdoors for any prolonged period of time, be sure to take frequent breaks, trying to stay indoors during peak heating hours. Hydrate, hydrate, hydrate!

Temperatures across the Carolinas may climb close to the 90s and near 100 degrees

Once we head into Thursday, the heat will begin to break with a chance of showers and thunderstorms.

Copyright 2024 WITN. All rights reserved.

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  1. International 110

    The International 110 is an American sailboat that was designed by C. Raymond Hunt as a one-design racer and first built in 1939. [1] [2] [3] While most boat designs have numerical designations that reflect their length overall, waterline length, displacement or some other dimensional parameter, the 110 class was named for the sail number that ...

  2. International 110 Class

    Inverness YC hosted the 82nd International 110 National Championship regatta on Tomales Bay August8-12. With the largest 110 fleet in the US, IYC hosts the regatta every three years.Twenty boats competed in this year's regatta, including two father-son teams from the recentlyformed fleet on Bainbridge Island, WA; two more family teams from Hull YC outside…

  3. International 110

    About International 110. Designed by legendary yachtsman, yacht designer and sailing Hall of Fame member C. Raymond Hunt, the International 110 is an extraordinary boat. 24′ long, 4′ wide and weighing only 910 lbs, this double-ended, flat bottomed, slab-sided planing boat is extraordinarily fun and fast in all directions.

  4. Modernizing the International 110

    April 11, 2023. Master boatbuilder Steve Clark's latest creation is a kit-build, class-legal International 110, which he started with a 3D scan and built in his boat barn in Rhode Island. Joe ...

  5. 110

    Notes. Originally designed for plywood construction, many early 110's were built by indiviuals as well as other yards besides the ones listed here. Hunt launched the 110 production boats from Lawley's in 1939. Spinnaker: 100 sq. ft.

  6. C. Raymond Hunt International 110

    The Internation 110 is still in production, the current builder is Westease Yacht Service, Inc., 66th St & 135th Ave N, Saugatuck, MI 49453, Phone: (616) 394-0076. There are active racing fleets across the US in Maine, Massachusetts, Rhode Island, Connecticut, New Jersey, Illinois, Michigan, California and Hawaii. International 110 Specifications:

  7. 110

    110 is a 24′ 0″ / 7.3 m monohull sailboat designed by Raymond Hunt (C.R. Hunt & Assoc.) and built by Schock W.D., Lawley (George Lawley & Son), Graves Yacht Yard, and Cape Cod Shipbuilding starting in 1939. ... The higher a boat's D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat ...

  8. International 110: Where Everyone Wins

    In the Midwest, Westease of Holland, Michigan is building new boats from fiberglass. John Huff, a longtime 110'er from Chicago has a new boat on order. Back East, the International 110 class is ...

  9. C&C 110

    C&C 110 is a 36′ 3″ / 11.1 m monohull sailboat designed by Tim Jackett and built by C&C Yachts starting in 1999. ... the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more. Formula. D/L = (D ÷ ...

  10. C&C Express 110

    used_sailboats; C&C Express 110 The first new C&C since the acquisition of the C&C name by Tartan, the 110 is available with a surprising number of keel and rigging choices. She's fast and fun to sail, but as a cruiser her stowage comes up short. By. Darrell Nicholson - Published: July 27, 2000 Updated: November 6, 2019. 0. Facebook.

  11. Performance

    Superior Cruising Performance. VMG is the best measure of sailboat performance; Velocity Made Good straight into the wind or away from the wind, regardless of tacking or jibing angles. A J/110 sailing at 6.6 knots, 41 degrees off the true wind (27 degrees apparent wind angle), makes good a velocity (VMG) of 5.0 knots straight into the wind.

  12. Sail C-c 110 boats for sale

    US$36,999. Performance East Inc | Goldsboro, North Carolina. <. 1. >. * Price displayed is based on today's currency conversion rate of the listed sales price. Boats Group does not guarantee the accuracy of conversion rates and rates may differ than those provided by financial institutions at the time of transaction. Find Sail C-c 110 boats for ...

  13. International 110; 24 foot double ender lake racer

    This one, #705 was reportedly the last wooden 110 built at the holland ship yard. Multiple sets of sails including one brand new set of Doyles! Aluminum mast and boom, titanium spinnaker pole, roller furling, ( needs hooked up), hiking out harness, bulkheads for and aft with some flotation, running rigging so-so, standing rigging good shape ...

  14. C&C 110

    Called the 110 EXPRESS when first introduced. Shoal Draft version: Draft=4.83'/1.32m Disp.=11200 lbs. /5080 kgs. Ballast=4500 lbs./2041 kgs. ... on the carbon fiber masts. Despite the C&C 110 now having a slightly lighter carbon fiber mast, the post cured epoxy boats are still 250-500 lbs. heavier than the vinylester hulls with the aluminum ...

  15. PDF Vessel Dealer or Manufacturer s Sales Tax Certification, BOAT 110

    boat 110 (rev. 2/2010) WWW dealer X. Title: Vessel Dealer or Manufacturer s Sales Tax Certification, BOAT 110 Author: ca dmv Subject: index-ready This form is a sales tax certification used by vessel \(boat\) dealers or vessel \(boat\) manufacturers. The dealer or manufacturer further certifies that the applicable taxes on the sale will be ...

  16. International 110 Class

    The International 110, often just called the 110 is a one-design racing sailboat designed in 1939 by C. Raymond Hunt. People familiar with 110's don't understand why people think the concept of...

  17. 110 sailboats for sale by owner.

    110 preowned sailboats for sale by owner. 110 used sailboats for sale by owner. Home. Register & Post. View All Sailboats. Search. Avoid Fraud. ... Featured Sailboats (all): 24' Martin Boat Works Martin 243 Mount Hamilton, California Asking $17,950. 33'9' Hunter 340 Smith Mountain Lake, Virginia

  18. Southerly 110

    I test-sailed the new Southerly 110 in the shallow waters of Florida's Biscayne Bay to see just how stable, comfortable, and shoal-water-friendly an offshore boat can be. Wind speed was in the 12-knot range, seas were flat, and the sails were brand-new. In deeper water, with the keel down to its maximum draft of 7 feet, 2 inches, upwind ...

  19. J/110

    J/110. Save to Favorites . Beta Marine. BOTH. US IMPERIAL. METRIC. Sailboat Specifications Definitions ... 1997), states that a boat with a BN of less than 1.3 will be slow in light winds. A boat with a BN of 1.6 or greater is a boat that will be reefed often in offshore cruising. Derek Harvey, "Multihulls for Cruising and Racing ...

  20. J/110 Sailboat Review

    Steering was sweet and responsive with ideal feedback. In short, the J/110 is a very likable 36-footer. She sails virtually to her numbers, which means that given Disp/Length of 190 she remains light, quick to accelerate and spry, and given SA/Disp of 19.9 she retains good horsepower without an intimidating sail plan.

  21. Sail boats for sale

    A sailboat refers to any class and subclass of boat that is designed with one or more masts and rigging system as the main source of propulsion. Sailboats are available in a variety of models and rigs, including racing boats, sloops, schooners, catamarans, trimarans, sailing cruisers, and others. Some of the first sailboats on record date back ...

  22. Installing 110 Power

    Jun 7, 2000. #7. Another Option. Another option for mounting the 110v inlet is below the aft stantion (just infront of the cockpit) and just above the rub rail on the starboard side. The back of the inlet fits into the same area that the back of the 12v panel fits into.

  23. Woman is killed after falling off boat, hit by another boat

    PORTLAND, Ore. (KPTV/Gray News) - A woman died after falling from a boat into a river in Portland, Oregon on Saturday, according to the Multnomah County Sheriff's Office. Deputies and ...

  24. Drug deflection plans stir heated debate post M110

    It's part of the rollback of Measure 110 that lawmakers passed earlier this year. ... Woman dies after falling from boat, being hit by 2nd boat on Willamette River. Man, woman seriously hurt in ...

  25. Aquaglide Cirrus Ultralight 110 Review: The Lightest, Most ...

    Aquaglide's Cirrus Ultralight boats come in two sizes. The 110, which I tested, is 11 feet and weighs 14.75 pounds. The 150 is 15 feet and weighs 18 pounds. Note: the latter is intended for tandem ...

  26. First Alert Weather Day: Scorching Heat Arrives Wednesday

    To put this into perspective, when the heat index hits 105° to 110° for several consecutive hours, the National Weather Service issues a Heat Advisory. ... Two injured after boat runs ashore in ...

  27. S2 11.0 A

    A boat's actual draft is usually somewhat more than the original designed or advertised draft. For boats with adjustable keels (centerboards, daggerboards, lifting and swing keels), Draft (max) is with the board down. Draft (min) is with the board up. DISPLACEMENT: If you weigh the boat on a scale, that is her actual displacement. It is the ...