pearson ensign sailboat specs

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• Sailboat Guide

Pearson Ensign

Pearson Ensign is a 22 ′ 6 ″ / 6.9 m monohull sailboat designed by Carl Alberg and built by Pearson Yachts between 1962 and 1982.

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)

In 1959 Carl Alberg was commissioned by Pearson Yachts to design a 22-foot cruiser suitable for racing in the Midget Ocean Racing Club (MORC). This was the ELECTRA, which had a masthead rig, a small, self-bailing cockpit, and a cabin with galley space, head and bunks. About 350 ELECTRAS were built over the next six years.

Pearson dealers surmised that prospective Electra buyers might prefer the boat with a larger cockpit and smaller cabin. They passed the information along to Pearson, who subsequently asked Alberg to design a day sailor, suitable for one-design racing, based on the ELECTRA hull.

Other changes made included moving the mast six inches s forward, increasing the area of the mainsail, and reducing the height of the fore triangle.

The ELECTRA DAY SAILOR, as it was first called, was an instant success: 219 were sold in the first year (1962). At this time, the first class racing was organized (Fleet #l, out of Larchmont, New York).

The next year saw 213 more boats built and nine more fleets formed - in Houston, Texas; Hingham, Massachusetts; Providence, Rhode Island; Huntington and Port Washington, New York, Miami, Florida; Gibson Island, Maryland; and Falmouth, Maine. The last known builder (2003) was Ensign Spars Inc. of Dunedin, FL (USA).

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Ensign pearson

The ensign pearson is a 22.5ft fractional sloop designed by carl alberg and built in fiberglass by pearson yachts between 1962 and 1982., 1776 units have been built..

The Ensign pearson is a moderate weight sailboat which is a good performer. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a day-boat.

Ensign pearson for sale elsewhere on the web:

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In 1962 Carl Alberg designed the Ensign as a family daysailer and one-design racer. The Ensign design was a development of a previous Alberg design called the Electra, which had larger accommodations but a smaller cockpit.

If you are not familiar with Carl Alberg I can tell you that he distinguished himself as the designer of capable and fast boats back in the days when the line between racer and cruiser was not so distinctly drawn. The conventional-looking Alberg 35 is today sought after as a tough cruising boat. In 1963, however, many races were won in Alberg 35s. Alberg was not a very adventurous designer. His boats all tend to look the same, i.e., flat sheers, cutaway full keels, long overhangs and slablike topsides with firm bilges.

With 1,776 Ensigns built by Pearson between 1962 and 1983, interest in the boat waned and production was stopped. But as the market filled up with daysailers that required life jackets and crash helmets, the search for a safe and sane daysailer resulted in renewed interest in the Ensign. Today there are 45 active fleets in the United States.

In 1995 Zeke Durica of Dunedin, Florida, set up a shop, Ensign Spars Inc., to supply replacement parts to the aging fleet of Ensigns. This led to the purchase of the original molds and, this past year, the taking of orders for new Ensigns. The new Classic Ensigns began at hull number 2,000 and are available on a semicustom basis. Two are currently in the water with numbers three and four on the way.

If you wonder what has made the Ensign such a durable design I would have to say it boils down to that big, deep cockpit, the generous displacement and the stiffness of the boat in terms of stability. This stiffness comes from a hull shape with a wide BWL, a firm turn to the bilge and 1,200 pounds of internal lead ballast. That's a ballast-to-displacement ratio of 40 percent. Interestingly, the original construction drawing from 1962 calls for 2,000 pounds of ballast.

The long overhangs are an artifact of the old CCA rule where a boat's sailing length was approximated by a waterline taken 7-percent of beam above the DWL. This rule produced short DWLs with the justification that once a boat heels over its sailing length is increased. Well, in some cases maybe. Nonetheless this was once the look du jour and pretty much reigned until the IMS reintroduced short ends and longer DWLs. The D/L of the Ensign is 213.

Take a look at that keel. It sure is long, but if you go back a few decades and look at 12-meters like Vim and Columbia you will see a family resemblance, although the Ensign keel is proportionally much longer.

The original drawings show a head nestled between the V-berths. If you do go cruising in your Ensign you will have to cook in the cockpit. You might also want to consider the optional doors for the cuddy cabin. (my computer's spell check always wants that to be "cruddy cabin"). There is enough room below to put a small table between the berths. But I'm not sure there is sufficient sitting headroom to make the table useful. I suspect not. Oh well, a toasted cheese sandwich and a bowl of tomato soup can be cradled in your lap easily. If the rain you can hope for an invite over to the Swan 65 anchored nearby.

I used to fantasize about sending my two boys off to go cruising on a boat like this. Now they just tell me, "We're taking the boat out, Dad," and there goes my boat. I couldn't be more proud. I think proper seamanship is best learned when you reduce the mechanical-electrical variables.

I wish Zeke the best of luck with his new Classic Ensign.

Also in Perry on Design

• Full Circle 30
• Tanton No. 309
• Dragonfly 40
• Wallyrocket 51
• Clubswan 28

Also from Robert H. Perry

ENSIGN (PEARSON) Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of ENSIGN (PEARSON). Built by Pearson Yachts and designed by Carl Alberg, the boat was first built in 1962. It has a hull type of Full Keel and LOA is 6.86. Its sail area/displacement ratio 18.12. Its auxiliary power tank, manufactured by undefined, runs on undefined.

ENSIGN (PEARSON) has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about ENSIGN (PEARSON) and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, accomodations, contributions, who designed the ensign (pearson).

ENSIGN (PEARSON) was designed by Carl Alberg.

Who builds ENSIGN (PEARSON)?

ENSIGN (PEARSON) is built by Pearson Yachts.

When was ENSIGN (PEARSON) first built?

ENSIGN (PEARSON) was first built in 1962.

How long is ENSIGN (PEARSON)?

ENSIGN (PEARSON) is 5.11 m in length.

What is mast height on ENSIGN (PEARSON)?

ENSIGN (PEARSON) has a mast height of 7.75 m.

Member Boats at HarborMoor

Cruising version of the Pearson Ensign

22' 3" 22' 6" 16' 9" 3' 0" 29' 9"

outboard 3 to 6 hp 40%

Carl Alberg Pearson Yachts 1960-1965 227 sq. ft. portable portable

Min./max. draft: Bridge clearance: Power: B/D ratio:

Designer: Builder:

Years produced: Sail area: Fuel tankage: Water tankage:

Approx. trailering wgt.: 4,600 lbs.

This early fiberglass Alberg design was introduced the year after the ground-breaking 29-foot Pearson Triton hit the ways in 1959, and was one of the very first small fiberglass cruising sailboats. In those days the marketers weren't always sure what the market would bear, so the Electra at first was sold as a basic two-berth overnighter, with extra-cost options that would make her a full-fledged cruiser (forward berths, galley, icebox, toilet, etc.). The Pearson Ensign 22 (page 191), a weekend version using the same hull but featuring a larger cockpit and smaller cabin, followed in 1962, and turned out to be much more popular than the Electra. Best features: The Electra, being a near clone of the Ensign, has many of the same stats, which make her relatively fast for her day (though definitely not faster relative to more recent designs). Some say she is better looking than many of the cruisers in her size range. Worst features: Compared to the Hunter 22, her comp other than the Ensign, she generally has less headroom. Her draft is deep enough for casual racing, but wouldn't stand up to many deeper-draft keelboats or shallower boats with centerboards (unless her extremely high PHRF rating could be brought to bear).

Continue reading here: Overnighter version of the Pearson Electra

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Readers' Questions

Can a pearson 22 ensign go in the water on a trailor or does it need a lift to get in the water?

A Pearson 22 Ensign can be launched from a trailer, but it would be beneficial to have a lift to help lower it into the water.

What type off hull is on my ensign cruiser?

The type of hull on an Ensign Cruiser is typically a deep V-hull. This type of hull is designed for improved stability and performance in rough water.

Where would i find the serial number on my peirson ensign sailboat?

The serial number should be located on the aft side of the boat on the starboard side. Look for a label, sticker or stamp engraved in the fiberglass. It may be on the transom or just forward of the transom. It may also be stamped in a bulkhead or on the hull bottom near the centerline. It should be in the range of 9-15 digits.

Pearson Ensign

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 Pearson Ensign?

Summarize this article for a 10 year old

The Pearson Ensign , or Ensign 22 , is an American trailerable sailboat that was designed by Carl Alberg as a one-design racer and day sailer and first built in 1962. It is the largest full-keel one-design keelboat class in the United States . [1] [2] [3] [4] [5]

The Ensign is a development of the Pearson Electra . [1] [5]

Click here for a drone video of the 2021 Region 1 Championship The 2020 ECA Yearbook has been published as a FlipBook. Click here, or go to the Library Two articles have been added to the Library. A product review of Removable Boarding Ladders and an article about Distance Race sponsored by Fleet 2 in Houston.

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Ensign Class Association

Welcome to the Ensign Class Association

Ensign class sponsors.

SPECIFICATIONS

• DESCRIPTION

(SOLD) 2008 Pearson Ensign Classic

Just Offered

Here you go!

Rare, newer, Ensign Spars Classic. Those who may already be members of the Ensign cult need no introduction.  Note: This is not an older Pearson Ensign (see below)

For those who aren't as familiar: "The original Ensign was designed by Carl Alberg and built by Pearson Yachts of Bristol, Rhode Island. From 1962 to 1983, Pearson built 1776 Ensigns. In the following 18 years the only Ensigns that were available were existing boats. That all changed in the year 2000, when Ensign Spars, Inc. became the official licensed builder of the new Ensign Classic. Through a unique arrangement with the Ensign Class Association, Ensign Spars is the only official licensed builder of the new Ensign Classic. Built to original specifications, the Ensign Classic is the same boat Pearson Yachts built; a design that has lasted through the years, making old, restored Ensigns competitive with new Ensigns built by Ensign Spars."

More details to come, but feel free to call for more information

Trailer available

Honda outboard included

• Manufacturer: Pearson
• Model: Ensign Classic
• Category: Sail
• Condition: Used
• Location: Freeport US
• Hull Material: Fiberglass
• Length: 23 ft
• Draft - max: 3 ft
• Fresh Water Tank:
• Holding Tank:

DESCRIPTIONS

Disclaimer The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

PRESENTED BY

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Fill out the form below to download the PDF brochure for 2008 Pearson Ensign Classic

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1976 Pearson Ensign

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Pearson Yachts Portal

Pearson sailboat table.

Table of All Models by Pearson Yachts

All sailboat models.

Listed by model name - click header field to sort by column.

Key to Sailboat Table

• Model: Pearson model name and link to line drawing.
• Type: Boat and Rig Attributes. All types are Bermuda rigged sloop, single mast with fore-and-aft sails, unless otherwise specified by Cat, Ketch, or Yawl.
• LOA: Length Over All, the maximum length of the hull, in feet, from stem to stern measuring parallel to the waterline. This does not include projections of pulpits or spars.
• Draft: Deepest extent of hull, typically bottom distance from waterline to bottom of keel.
• DISP: Displacement, the vessel's weight in pounds, calculated from the volume of water displaced by it.
• SA/D: The sail area to displacement ratio is a bench-mark to evaluate light air performance as well as heavy air conditions.
• Production: Approximate years and number produced.
• Designer: Yacht designer
• Links: Web-Page references. External sites open in new tab or window.

Specifications are approximate from Pearson Yachts.

Key to Designers

• Shaw – William H. Shaw joined Pearson Yachts in 1964 as Chief Architect, eventually running the entire Pearson Yachts Division of Grumman. During his tenure, he and his team designed over 50 different sail and power boats. Bill Shaw
• Alberg – Carl Alberg's successful career as a designer can be linked back to his partnership with Pearson Yachts and early fiberglass yacht construction. Carl Alberg
• Tripp – During the 1960s, William H. Tripp Jr. was one of America’s most successful yacht designers. Bill Tripp
• Rhodes – Philip L. Rhodes was a naval architect known for his diverse yacht designs. Philip Rhodes | Philip Rhodes Vanguard
• Tritt – Bill Tritt is a yacht builder with a keen interest in fiberglass as a material to use in boats and cars. Bill Tritt
• Alden – John G. Alden was an American naval architect and the founder of Alden Designs. John Alden

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• Sailboat Reviews

Pearson 303

An above-average coastal cruiser that makes the most of its 30-foot length..

The Pearson 303, introduced in 1983, is a fairly typical example of the kind of work Pearson was doing in the mid-1980s, continuing until its sale in 1991 to Aqua Buoy, which has yet to resume production. During 1983, Pearson built 12 different models, ranging from the durable 22′ 6″ Ensign to the Pearson 530, the largest boat the company ever built. The long-standing 35 centerboarder and 365 ketch had been dropped the year before, and the mainstays of the fleet were the 323 and 424. Only the 30′ Flyer departed from the company’s commitment to cruiser/racers—the unfortunate appellation given to just about any boxy boat with a fin keel.

Pearson was decidedly more into the family coastal cruiser than serious racing, though its boats were commonly club raced under PHRF.

The Pearson 303, and later the 34, 36, 37 and 39 seemed to be nearly the same boat drawn to different lengths. Indeed, in 1991, all of the above models, except the 303 (terminated in 1986), were in production at the same time. There was a bland sameness to them. Not only in terms of the standard hull and deck colors, non-skid pattern, window treatments and interior finish, but in their lines as well.

One would suppose that designer Bill Shaw believed the formula to be successful, and for a time it probably was. Nevertheless, we suspect it also may have accounted for the company’s eventual demise. Time and again it has been said that larger boatbuilders, because they end up competing with their own previously-sold boats, must continually introduce new models. Example: You want to buy a Pearson 36, and are tempted to buy new. But a three-year-old model sells for less and is better equipped. You conclude that buying new is bad business. The dealer, sensing you are on the fence, tells you the company is about to introduce the Pearson 37, a much bigger and better boat with all sorts of improvements. So you take the hook and buy a new 37. But the phenomenon perpetuates itself, and because each new model requires expensive tooling, the company is making nowhere near the money it appears to be.

In their defense, Shaw and Pearson over the years designed and built a number of very interesting boats that were atypical of the rest of the line. The centerboard Pearson 40 and one-design Flyer come to mind. And though Pearson sold quite a few of each by any other builder’s standard, these departure designs never were accepted as well as the company’s family cruiser/racers. It seems the company was consumed in a vortex spun of its own successful sameness.

A quick look at the numbers shows that the Pearson 303 is a conservative design, moderate in every respect. Its displacement/length ratio is 274, and its sail area/displacement ratio is 15.6. These figures suggest a boat that is easily handled and with adequate volume for stowing cruising supplies. They also suggest a boat that is not particularly fast, corroborated by owner comments that are discussed under “Performance.”

The typical cruiser/racer will have a fairly shoal keel, as does the 303, which draws just 4′ 4″. This is great for cruising the Chesapeake Bay’s back rivers, Florida Bay and the Bahamas, but unnecessarily shallow for just about anywhere else. A deep keelwould improve windward performance noticeably.

The 303’s length/beam ratio (2.77 using LOA) is quite low. This gives the boat a lot of room inside, and helps provide initial stability so the boat won’t feel tender. At the same time, it is not the best proportion for ultimate stability or ease of handling in severe conditions. U.S. Sailing’s glossary of terms in its IMS Profile booklet, says values range from “2.5 (short, wide) to 5.0 (long, narrow). High length/beam ratios mean lower wave making for a given displacement/length ratio and better controllability for given ratios for sail area/displacement and sail area/wetted surface.”

Unlike many later Pearsons, the 303 does have a skeg-mounted rudder, which tends to decrease then stalling angle, and, mounted far aft as it is, the skeg also adds a bit to lateral plane, which should help directional stability. Skegs also permit an added bearing support to the rudder, and may help protect the rudder in a collision with an underwater object.

Our conclusion is that the Pearson 303 is a big 30-footer, intended for safe coastal cruising. She admirably succeeds in doing what she was designed to do. The only risk accrues to those who mistake her for something she is not—an offshore, passage-making boat.

Construction

The hull of the 303, again differing from many later models, is uncored. Weight was not a concern, and, if keeping a scorecard, we’d give the 303 a point or two for its solid fiberglass hull. Lead ballast is internal, so there are no keel bolts to worry about.

The propeller shaft is molded into the hull. And, as previously mentioned, the rudder is hung on a skeg. While this rudder won’t be as efficient as a balanced spade rudder, it has its advantages, especially for cruising. One thing that might have been done differently would have been locating the lower rudder bearing maybe 6″ or more above the bottom of the skeg, so if the skeg grounds or hits an object, there is less likelihood of disabling the rudder. An emergency tiller was provided.

End-grain balsa was used in the deck. We’re not exactly sure how the hull/deck joint was fastened, but Pearson had given up through-bolting on many 1970s models, so we assume the 303’s hull and deck were fastened with self-tapping screws. This method saves time, and while perfectly satisfactory for the its coastal purpose, it detracts somewhat from overall quality.

Pearson generally did a good job with details, such as backing plates for hardware, installing bronze sea cocks, and choosing quality materials for pulpits, stanchions and the like.

The cabin sole is a one-piece fiberglass molding bonded to the hull. A teak and holly overlay hides it. We like the fact that the berths are not part of this molding, rather built up of plywood, which as we have said many times, is a better acoustic and thermal insulator, and is easier to modify. The teak bulkheads are bonded to the hull, but not, we assume, to the deck, as the one-piece fiberglass overhead must be bonded to the deck before the deck is lowered onto the hull and bulkheads. Some early brochure photos show what appear to be stainless angle braces securing the bulkheads to the deck, intended to prevent working. The head is a fiberglass molding, which is appropriate considering that water from the sink, toilet and shower is a danger to plywood.

We received several complaints about leaks, citing the bedding compound used in portlights and deck hardware—time consuming, but not difficult to fix.

The interior has an attractive amount of oiled teak to highlight the high-pressure laminates used on cabinet facings. Stowage is pretty good for a 30-footer, with three drawers in the galley, a bureau in the forecabin, and stowage behind the settee seatbacks. The hanging locker is short and small, however. The quarter berth was advertised as a double, but as one owner put it, “No way!”

The high freeboard and generous beam make for a lot of space in the cabins. Headroom is 6′ 3″. Freshwater capacity is 38 gallons.

All things considered, construction of the Pearson 303 is above average. That has always been Pearson’s reputation, and we see nothing in the 303 to alter that perception.

Performance

The 303 has a keel-stepped mast, which is a nice feature and something that Bill Shaw must have felt strongly about. The mainsail has near end-boom sheeting to a traveler mounting across the cockpit bridgedeck. It won’t be easy to reach from behind the pedestal, but the jib sheets are, as the winches are mounted just forward of the wheel.

While most owners praise the 303’s balance, stability and seakindliness, most are honest about its speed. “Definitely not a racer,” said the owner of a 1984 model. Upwind performance is especially marked down, and this is no doubt due at least in part to the boat’s high freeboard, wide beam and shoal keel. But few owners feel it is a significant problem. Offwind performance is rated more highly.

Typical PHRF ratings from fleets around the country range from 171 to 192, with most in the mid-180s. This is a bit slower than the popular 1970s vintage Pearson 30 at 180, a Cal 30-2 at 174, and a C&C 30 at 168.

Auxiliary propulsion is furnished by a Yanmar 2GMF 13-hp. diesel. Tankage is 22 gallons in an aluminum tank under the cockpit. This would seem on the small side, and a number of owners said so. Others rate boat speed and maneuverability under power as acceptable. One owner said he switched from the standard two-blade prop to a 15 x 11 three-blade prop, making 6.5 knots at 2,000 rpm. Another owner who was critical of the engine size, said he makes 5.5 knots at 2,500 rpm.

The Pearson 303 is a good looking boat, especially considering its high freeboard and wide beam. Bill Shaw did a good job integrating all the elements to avoid a boxy-look. One owner said, “Looks like it needs another 10 feet, but that’s a trade-off for roominess and livability.”

While it’s easy to overlook the Pearson 303 as another member of a fleet that looks depressingly similar and lacking in pizzazz, the 303 is a wholesome family cruiser with a workable, traditional interior, acceptable performance and above average construction. Hey, what’s not to like?

The BUC Research Used Boat Price Guide lists average retail low and high of the 1983 models at $35,300 to $39,100. 1986 models come in at $42,900 to $47,600. A check of asking prices in the classifieds of Soundings corroborates these numbers, but given the state of the used boat market, we’d want to pay no more than the low $30s for a Pearson 303 of any vintage.

RELATED ARTICLES MORE FROM AUTHOR

Why do you say that the one thing she is not is an “offshore passage making boat”. I am a passage making sailor and am interested in making passages with this boat so I need to know what reasons you have that says I should not.

The self-tapping screws as opposed to bolts is the number one reason. I’ve a 1983 Pearson 303 and treat her as a coastal cruiser . At my present age 65 and preferring to single hand I find the 303 suitable form my “wants in a sailboat. She’s sturdy, she’s roomy for a boat in the 30 foot range. I’ve added davits and a custom chart table (which I prefer to the one Pearson added in either 84 or 85.)

I’ve downsized as the family has grown and my needs for long-range crusing has diminished. Went from a 52’ Irwin’s cutter/ketch rig istraring ion the nis 1980s to a 37’ Fisher Motorsailer in the first decade of the 2000s. Also kept an Ericsson 32’ after selling the Fisher (which, to this day, I wish I had kept). Did not like the Ericsson for my needs and “wants” l. Then went through a quick succession of a modified Grampian that The previous owner had lengthened and put some heavy standing rigging replacement. She ended up being around 34’. Let her go quickly and cheaply. Then an Irwin Citation 34’ the year I don’t recall because I got rid of her quickly. I took a few years looking for a good deal on a Pearson 303. I purchased the 1983 hull#065 and began the process of bringing her up to my needs a little over two years ago. With the additions and upgrades. (Yanmar) , Motor mounts, davits, nav table, I’m a happy Pearson owner again. “Cripple Creek” suits me across the board for now.

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