sailboat 110

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Modernizing the International 110

• By Joe Berkeley
• April 11, 2023

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.”

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.”

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.

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.

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.

• More: one-design , Print March 2023 , Racing
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International 110

Class contact information.

Click below

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

Photo Credit: Jim Laws

Photo Credit: Michael Sporer

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

616-836-6847

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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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

Sailboat class / from wikipedia, the free encyclopedia, dear wikiwand ai, let's keep it short by simply answering these key questions:.

Can you list the top facts and stats about International 110?

Summarize this article for a 10 year old

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 the prototype carried. [4]

In 1946 the 110 was developed into the larger 29.83   ft (9.09   m) International 210 . [5]

In the past the design has been built at home by amateur builders , as well by a number of American manufacturers, including Cape Cod Shipbuilding , W. D. Schock Corp , George Lawley & Son and Graves Yacht Yard . The current builder is New Holland Marine Group in the United States and it remains available for order. A total of 750 examples of the design have been completed. [1] [3] [6]

W. D. Schock Corp records indicate that they built 17 boats between 1966 and 1971. [7]

The International 110 is a racing keelboat , with the early boats built from plywood and the more recent ones built predominantly of fiberglass , with wood trim. It has a fractional sloop rig with wooden or aluminum spars. The canoe hull features a flat bottom that allows planing . The hull has a plumb stem , a plumb transom , an internally mounted spade-type rudder mounted well forward and controlled by a tiller and a swept, fixed fin keel with a weighted bulb. It displaces 910   lb (413   kg) and carries 300   lb (136   kg) of iron ballast. [1] [3]

The boat has a draft of 3.00   ft (0.91   m) with the standard keel. [1]

For sailing the design is equipped with a spinnaker of 200   sq   ft (19   m 2 ) , launched from a tube, plus a roller furling jib . It has a single trapeze , which is unusual in a keelboat. It has built-in buoyancy, which makes it unsinkable. [3]

The design has a Portsmouth Yardstick DP-N racing average handicap of 89.6. It is normally sailed by a crew of two sailors or sometimes three. [3]

Operational history

The boat is supported by an active class club that organizes racing events, the International 110 Class Association . [8]

In 1994 it was reported that the majority of the 110 racing fleets were in New England, on the US west coast and the US upper midwest. [3]

In a 1994 review Richard Sherwood wrote, "this fin-keeler was a breakthrough design of the late thirties. Rule changes, allowing a trapeze, enabled the 110 to win the Keel Division of the One-of-a-Kind Regatta in 1969. She points extremely well, planes on the flat bottom, and goes well downwind, but unless weight is kept well aft the bow tends to bury. Because of the very simple lines, the 110 is easy to build ... The cockpit is small and, with the narrow beam, it is difficult to work off the foredeck." [3]

• List of sailing boat types

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• [2] McArthur, Bruce (2020). "Raymond Hunt (C.R. Hunt & Assoc.)" . sailboatdata.com . Archived from the original on 21 November 2020 . Retrieved 21 November 2020 .
• [3] Sherwood, Richard M.: A Field Guide to Sailboats of North America, Second Edition , pages 122-123. Houghton Mifflin Company , 1994. ISBN   0-395-65239-1
• [4] International 110 Class Association (1989). "International 110 Yearbook" (PDF) . 110class.com . Archived (PDF) from the original on 18 February 2017 . Retrieved 21 November 2020 . {{ cite web }} : CS1 maint: numeric names: authors list ( link )
• [5] Sherwood, Richard M.: A Field Guide to Sailboats of North America, Second Edition , pages 130-131. Houghton Mifflin Company , 1994. ISBN   0-395-65239-1
• [6] New Holland Marine Group Inc. (2013). "Westease Internal 110 - 2013 edition" (PDF) . 110class.com . Archived (PDF) from the original on 29 August 2018 . Retrieved 21 November 2020 .
• [7] W. D. Schock Corp . "Boats built by W.D. Schock" . wdschock.com . Archived from the original on 21 February 2010 . Retrieved 9 August 2022 .
• [8] McArthur, Bruce (2020). "International 110 Class Association" . sailboatdata.com . Archived from the original on 21 November 2020 . Retrieved 21 November 2020 .

External links

Category Archives: Regattas

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 »

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 »

2021 National Regatta – Results

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

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 »

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

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 »

2015 National Regatta Results / NOR

Here are the results:    

Presentation by Jim Hunt – Son of C. Raymond Hunt

Long overdue, but finally published, the video from the 2014 Commodore’s Dinner at Eastern Yacht Club celebrating the 75th Anniversary of the International 110. The speaker Jim Hunt is the son of the renowned C. Raymond Hunt, the designer of the International 110. The talk reviews the lifetime of sailing and design accomplishments of CRH… Read More »

More From Forbes

110 years ago, the first commercial airline took off from florida.

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A photo-illustration of a Benoist flying boat, like Lark of Duluth, that provided the first ... [+] commercial airline service in the world, between St. Petersburg and Tampa, Florida. (Photo by Buyenlarge/Getty Images)

Florida is the Sunshine State, a place to relax in the sun or party at Spring Break. But the state also has a surprising history of aviation firsts.

Florida is best known in aviation history as the home of Cape Canaveral, where the U.S. space program, including the iconic Apollo moon missions, was launched.

But Florida also holds the distinction of hosting the world’s first commercial airlines flight, in 1914. And in the 1920’s, the rowdy city of Key West was the birthplace of one of the world’s most renowned airlines, Pan American.

This year marks the 110th anniversary of the first commercial airline flight . On January 1, 1914, a flying boat took off St. Petersburg, Florida, in front of a cheering crowd of 3,000 and the Mayor. It safely arrived in Tampa, a journey of about 24 miles, 23 minutes later. The first flight carried a pilot and a single paying passenger.

Percival Elliot Fansler, a diesel engine salesman excited about the future of aviation, organized the St. Petersburg–Tampa Airboat Line, (SPT) along with aircraft builder Thomas Benoist and pilot Anthony (Tony) Jannus.

Tickets on the SPT were $5, the equivalent of about $150 today. The first flight was conducted on an Airboat Line Benoist Type XIV flying boat, known as Lark of Duluth .

A view from the Sikorski S-42 Pan Am Bermuda Clipper. The flying boat was used on the Baltimore to ... [+] Bermuda route in 1938. Renamed the Hong Kong Clipper II in 1941, it was sunk in Hong Kong Harbor on December 8, 1941 (Photo by Ivan Dmitri/Michael Ochs Archives/Getty Images)

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A full-scale flying replica of the Lark of Duluth was built by the Florida Aviation Historical Society in 1984 for the 70th anniversary of the flight. The aircraft now is on display in the St. Petersburg Museum of History in St. Petersburg, Florida. “Thomas Benoist, Percival Fansler and Tony Jannus were the true pioneers of flight,” says Rui Farias, Executive Director of the St. Petersburg Museum of History. “Without their vision, who knows how long we would have stayed in trains, and not traveled through the air?”

Indeed, the museum is only steps away from the Central Yacht Basin, where pilot Tony Jannus and passenger A.C. Pheil took off for Tampa and immortality.

The flight was part of a three-month contract subsidized by the city. Lark of Duluth and Florida were the two Benoist flying boats operating the service. Over the next three months, the two aircraft carried 1,205 passengers (one at a time!) and flew over 11,000 miles.

When the city subsidy ceased, the airline was no longer profitable, (a constant problem for commercial airlines ) and the operation came to an end. Said Benoist, “We have not made much money, but I believe we have proved that the airplane can be successfully used as a regular means of transportation and commercial carrier.”

The Lark of Duluth was used to fly passengers at several cities around the United States It was damaged in a hard landing in an accident in San Diego and written off.

Tony Jannus continued to work as a pilot. In 1916, he was killed demonstrating another flying boat to the Russian military. Benoist died in a streetcar accident in 1917 at 43. But as he said, “Someday people will be crossing oceans on airliners like they do on steamships today.”

TOPSHOT - NASA's Artemis I Moon rocket is rolled out to Launch Pad Complex 39B at Kennedy Space ... [+] Center, in Cape Canaveral, Florida, on August 16, 2022. Artemis 1, an uncrewed test flight, will feature the first blastoff of the massive Space Launch System (SLS) rocket, which will be the most powerful in the world when it goes into operation. It will propel the Orion crew capsule into orbit around the Moon. The spacecraft will remain in space for 42 days before returning to Earth. (Photo by CHANDAN KHANNA / AFP) (Photo by CHANDAN KHANNA/AFP via Getty Images)

Another Florida institutions commemorates even longer flights, the Kennedy Space Center at Cape Canaveral. U.S. manned spaceflight began there on May 5, 1961, when a Redstone rocket hurled Alan Shepard’s Mercury capsule Freedom 7 into space. Mercury was followed by Gemini, Apollo and some 135 Space Shuttle missions.

The Kennedy Space Center is both a museum and a working space port, with four launches (most from SpaceX) in March 2024 alone. You can keep up with events and even book a hotel at the Center’s Launches and Events page .

Another Florida coastal area, Hemingway’s Key West, was improbably where one of America’s greatest airlines was launched.

After World War I, foreign competition for U.S. commercial mail and passenger routes alarmed a pair of U.S. Army Airforce officers.

It spurred them to help found what became Pan Am Airways as a scheduled airmail and passenger service flying between Key West and Havana, Cuba. A discussion in a restaurant in Key West ended up in the creation of the new airline in 1927. The officers, Henry "Hap" Arnold and Carl Spaatz would later serve prominently in World War II.

Tickets were actually sold for Pan Am flights out of the restaurant. Between 1927 and 1930 , Pan American Airways mostly flew Fokker Trimotors from Key West to Cuba. The restaurant, still operating almost one hundred years later, is now known as First Flight.

Pan Am Boeing 747-100s taxiing in a queue, the tail-fin of 747 named 'Clipper Ocean Spray' and nose ... [+] of 747-100 named 'Juan T. Trippe'. (Photo by: aviation-images.com/Universal Images Group via Getty Images)

Pan Am expanded greatly from its palmy days in Key West. The airline’s great flying boats, known as the Pan Am Clippers, traveled the world before World War II. The company was credited with many innovations that shaped the international airline industry, including the widespread use of jet aircraft, jumbo jets and computerized reservation systems.

First Flight Island Restaurant & Brewery is in the heart of Key West, at 301 Whitehead St. The restaurant is a fun place to spend time. Its main level includes soaring trees that create a living canopy in the main garden and sparkle with lights at night. As Key West lies at the far southern tip of the Key, just 90 miles from Cuba, First Flight also boasts the southernmost brewery in the USA.

You can drink their brew outdoors or in the Crash Bar, which features a mock Sikorsky sea plane plunging through the ceiling. The drinking surface at Crash Bar is an aluminum wing. The rest of the restaurant features Pan Am memorabilia like baggage carts, logos, photographs and posters dating back to the “Pan Am Clipper” flying boat era. The iconic Pan Am logo (“the blue meatball”) is displayed prominently on the wall.

Sitting at a table in the outdoor garden or bellying up to the bar, at First Flight it’s easy to imagine the two Army officers who founded Pan Am planning operations and hustling tickets from their “office.”

Pan Am was one of the best-known and largest international air carriers in the United States from 1927 until its collapse on December 4, 1991. It was known for its great planning, spanning seas and continents with grace and style.

Princess Grace of Monaco, American former actress Grace Kelly (1929 - 1982) standing by the Pan ... [+] American World Airways Boeing 707-321 airliner, Clipper Mohawk, circa 1960. (Photo by Pictorial Parade/Archive Photos/Getty Images)

The restaurant survives, but sadly Pan Am has flown away.

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• Sailboat Guide

Southerly 110

Southerly 110 is a 35 ′ 5 ″ / 10.8 m monohull sailboat designed by Rob Humphreys and built by Northshore Yachts starting in 1999.

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)

As with other Southerlys, designed specifically for it’s ability to navigate shallow water and to rest upright when beached. The sing keel itself weighs 2300 lbs. Several rig options available.

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