hans christian sailboat models

Hans Christian Yachts

Design Philosophy

Hans christian yachts is known for producing a series of high-quality, traditional-looking, long-distance cruising sailboats.

The design philosophy behind Hans Christian Yachts has always been to create vessels that are not only aesthetically pleasing but also robust and seaworthy. Their traditional lines, inspired by old-world sailing vessels, are combined with modern construction techniques to produce yachts that can handle the rigors of long-distance cruising.

Navigating the Market: Choice Vessels Ready for Open Waters

1976 Hans Christian 38t: A Timeless Seafarer’s Dream

“ Footloose “- revered Hans Christian 38t series . A vessel that harks back to the golden age of sailing, she’s built with the robustness and craftsmanship that Hans Christian is renowned for. Her interiors are a blend of tradition and comfort, featuring two private staterooms, a seagoing galley, and a spacious main salon. While she’s in need of some TLC, particularly in areas like refrigeration, stove/oven, and teak deck rejuvenation, this is a golden opportunity for a hands-on sailor to acquire a classic at a value well below market rate

Hans Christian 38 MK II: A Mariner’s Timeless Classic

Behold the Hans Christian 38 MK II, a vessel that embodies the very essence of traditional seafaring. With her unmistakable lines and robust craftsmanship, she stands as a testament to the golden age of blue water cruising. Every inch of this yacht speaks of adventures across vast horizons, from her sturdy full keel to the intricate woodwork that graces her interiors. Designed for the discerning sailor, the 38 MK II offers a harmonious blend of performance and comfort, ensuring safe passage through both calm seas and tempestuous waters. Whether you’re charting a course to distant shores or seeking a tranquil anchorage, this classic cutter is your trusted companion on the timeless journey of the sea.

1986 Hans Christian 33: A Nautical Legacy

Yacht seamlessly blends tradition with functionality. This classic sailboat, moored in Willemstad, Netherlands Antilles , boasts a fiberglass hull designed for displacement, ensuring stability and grace on the water. At a length of 10.06 meters, she’s powered by a Sole Mini 44 engine from 2010, with only 575 hours on the clock.

The interior reveals a well-maintained space, accommodating two single berths, a twin berth, and a head. Sailors will appreciate the new navigation equipment, overhauled systems, and the freshly painted mast & boom. The vessel also comes equipped with a range of sails, including a main sail, stay sail, genoa, and jib, all inspected and serviced by Doyle in November 2020.

Whether you’re charting new waters or anchoring in a tranquil bay, this Hans Christian 33 promises reliability, comfort, and the timeless charm of classic sailing.

Not  just a vessel

Why do we hold our Hans Christian in such high regard? Well, mate, she’s not just any vessel; she’s a blend of tradition, craftsmanship, and true blue-water spirit.

Traditional design

Hans Christian sailboats are easily recognizable by their classic, traditional design. They often feature a canoe stern, clipper bow, and a lot of teak woodwork, both inside and out

Blue Water cruisers

Hans Christian Yachts are often referred to as “blue water cruisers” because of their ability to handle long ocean passages safely and comfortably.

Heavy displacement

Hans Christian Yachts are known for their heavy displacement, which contributes to their stability in rough waters. This makes them slower in light wind conditions but more comfortable in heavier seas

The interiors of Hans Christian yachts are often noted for their warm, cozy, and traditional feel, with extensive use of teak and other high-quality materials

Yacht delivery

Frequently asked questions, what are the primary methods of transporting a yacht from the usa to europe.

Answer: The primary methods include shipping on a freighter (either as deck cargo or in a shipping container), hiring a delivery crew to sail the yacht, or sailing it yourself. W can arrange transport or support you in your passage.

How much does it cost to transport a yacht from the USA to Europe?</p> <p>

Answer: The cost varies based on the size of the yacht, the method of transportation chosen, and the specific starting and ending locations. It’s best to get quotes from multiple shipping companies for an accurate estimate. Push a Contact button and let us know 

What documentation is required to transport and import my yacht into Europe?

Answer: You’ll need the yacht’s registration, proof of ownership, a bill of sale, and potentially a Certificate of Conformity. It’s also essential to check the specific import regulations of the European country you’re importing to.

How do Hans Christian Yachts perform in rough seas?

Answer: Known for their heavy displacement and robust construction, Hans Christian Yachts are designed to handle rough waters with stability and comfort. Just be sure, your boat passed a boat survey ans she is prepared for planned passage. And … Bon voyage 🙂

BRUTAL take down of a Hans Christian 38T

The video discusses a Hans Christian 38T sailboat that is priced at $37,000 US dollars, whereas a good one typically costs around $130,000. The video seems to explore why this particular boat is priced so low. Questions raised include:

• What’s wrong with the boat?
• Why is it so cheap?
• Does it need a new marine diesel engine?
• Does it need new sails?
• Can you buy a bad boat and fix it up to go sailing?

Hans Christian models

Anchored in tradition and crafted for the open seas, Hans Christian Yachts’ models are the quintessential mariner’s vessels, blending old-world craftsmanship with blue-water performance, making every horizon a new adventure for the salt-blooded sailor ??‍☠️

""Hans Christian Yachts: A harmonious blend of timeless craftsmanship and innovative design, these vessels are more than just boats; they are floating legacies that capture the boundless spirit and romance of the sea.""

Marcello ★★★★★

"Hans Christian Yachts: Synonymous with unparalleled comfort and steadfast safety, each vessel is meticulously crafted to ensure every journey is as serene as it is secure, embodying the true essence of luxurious and worry-free sailing"

Borys Borkowski ★★★★★

"Hans Christian Yachts: Crafted with an unwavering commitment to onboard luxury, each vessel offers a haven of comfort, where every nook and cranny is designed for the utmost relaxation and ease, making life at sea feel like a home away from home"

Oskar  ★★★★★

"Quis blandit erat. Donec laoreet libero non metus volutpat consequat in vel metus. Sed non augue id felis pellentesque. Semper leo et sapien lobortis facilisis aliquam feugiat ut diam non tempus et malesuada."

Preserving the Legacy of Hans Christian Yachts

Join our quest to preserve the legacy of Hans Christian Yachts. Contribute documents, blueprints, and photos to help keep the dream alive for future sailors. Your support is vital in safeguarding the history of these timeless vessels

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• Sailboat Reviews

Hans Christian 34/36

In many ways this blue-water cruiser represents the best and worst of taiwan boatbuilding- heavy but maintenance-intensive construction..

The story of the Hans Christian 34 and 36, and their successors, is a microcosm of the history of the Taiwan/U.S. boatbuilding industry. That is to say, a mixture of good designs, fine hand craftsmanship, knockoff gear, occasional shoddy finish and detail work, double-dealing and broken promises. Sometimes out of the mix comes a well-built, good-sailing blue water cruiser like the Hans Christian 34.

The Designer(s) and Builder(s)

Hans Christian Yachts got its start 24 years ago when a former Long Beach, California high school teacher named John Edwards approached naval architect Robert Perry about a plan to build quality yachts economically on the island of Taiwan. It wasnt an original thought; the Formosa Boat Building Co. in Taipei and Cheoy Lee in Hong Kong had been at it since the 1950s. Edwards and Perry had collaborated on an earlier Taiwan-built boat, the CT 54. For Edwards, Perry came up with plans for the hull, keel and rig for what would become the HC 34.

Before the first 34 was built, Perry says he was informed that Hans Christian had blown up his design to a 36-footer but that, no, he wouldnt be getting any royalties. Thus ended, for a time. Perrys role with the design, although the company continued to credit (or exploit) his name in connection with the 36.

Under Edwards Taiwan arrangement, he owned the designs and controlled the distributorship. An outfit called Union oversaw construction, and the yard basically owned the tooling. House designer for subsequent designs such as the 33 and the 41, was listed as Harwood S. Ives of Cruising Design in Winterport, Maine (Perry says hes tried unsuccessfully to track down Woody Ives, has found no one who knows him and tends to doubt his existence. Hans Christians new president, Jerry Finefrock, who took over this year, says he understands that Ives is English, but that he hasn’t been able to locate him either.)

Finefrock, a lawyer who concedes his knowledge of the firms earlier history is somewhat incomplete, says that through some sort of Chinese chicanery someone took the HC 36 molds and began building the Union 36. He said a lawsuit, filed by Edwards after Union lightened the scan’tlings and reverted to the Hans Christian name, ended the chicanery. Perry, who meanwhile had retaliated by designing the Tayana 37, disagrees with that version. He suspects that Edwards somehow alienated the yard, which owned the molds, much as he had with the earlier project, the CT 54.

Later, the Union people asked Perry to lend his name to the 36 in return for royalties. He agreed to a compromise in which the yard could claim the boat was based on a hull by Bob Perry, which was true to the extent it was a knockoff of his 34. When the company continued to claim it as his design, he disassociated himself and the royalties stopped.

In the middle of all this, a Union employee asked Perry at a meeting in Taipei to redesign the 36s keel, paid for the job with a personal check, then took the design and began building his own boat at the Mao Ta yard. The 36, ultimately more successful than the 34 in sales, popped up as the Mariner Polaris 36 and EO 36. None did as well as the Tayana 37, however, of which 570 eventually were made.

Hans Christian went on to create a number of successful models (John Edwards has a good eye for a boat, Perry concedes), eventually parting ways with the Hansa yard, which had taken on the line land presumably dropping German-built from its advertising claims, claims that made a lot of people believe the boats were built in a little Bavarian village high in the Taiwan Alps). The boats then were built at several other Taiwan yards before relocating, in 1989, to Thailand. Edwards then faded from the scene (Hes out of the business, Finefrock said) and the new ownership took over early in 1993 from Edwards former partner, Geoffrey White. Hans Christian now consists of two distributorships, one headed by Finefrock in Annapolis, another in Europe, and a new plant in Bangsaray, Thailand. Finefrock said the factory has air-conditioned lay-up facilities, a new quality control program directed by Michael Kaufman of Annapolis, and is certified to build to ABS standards.

Gone from production, the president said, are the 33 and 38; the 33T (traditional) is suspended, the 38T has been idle since 1990, and the 38 MK II is dead and buried. The 43T, out of production since 1989, will be reactivated, while the 43 Christina, part of Hans Christians updated Euro line, will continue. The 40 Christina is gone, but a new version of the 48T will be made. Plans are in the works for a 60-footer. In all, there are some 1,100 Hans Christians sailing the oceans of the world, including the 34 and 36.

Dont ask Hans Christian for the plans or any data, however; all was lost when the company relocated from California to Annapolis.?You can, however, call Perry (Robert Perry Yacht

Designers, 6400 Seaview Ave. N.W., Seattle, WA 98107; 206/789-7212), who feels a connection to Hans Christian owners, even if he didnt design all their boats. His consultation fee of $250 entitles per- sons to ongoing access and consultation, drawings and any technical backup you need.

As designed by Perry, with a little help from Edwards/ Ives, the Hans Christian 34/36 is a heavy, double-ended, cutter-rigged cruising yacht designed specifically for ocean sailing. Like others of its kind, its often described as a traditional North Sea double-ender, although the tradition exists mostly in the imaginations of builders and owners rather than with any vessels that actually existed. They are exaggerated caricatures of old boats, says Perry. Nevertheless the 34/36 has pleasing lines that draw admiring glances. And it was boats like this that helped Taiwan expand its boatbuilding industry during the 1960s and 70s.

The boat is typical Taiwan in other ways-solid construction (it displaces 18,300 pounds), its real teak decks and all-wood interior. The craftsmanship is excellent and affordable only because native carpenters were paid a tenth of what their U.S. counterparts earned. All this weight, of course, tends to make it a poor light-air sailer.

The 34/36 has a low chin bow, a short canoe stern, a long flat run aft and a fairly straight deadrise in the mid-section over a V-bottom, similar to Perrys U.S.- built Valiant 40. Perry said he began rounding his hulls for boats like the Tayana 37 and FD 35 before realizing hed gotten it right the first time. Thats a hull shape I went back to as time went on.

The hull is solid (and thick) hand-laid fiberglass. The deck is 5/8″ teak planks over a sandwich of 3/8″ glass, 3/4″ plywood, and another 3/8″ glass layer. The cabin top is cored with 1/2″ plywood. Although the deck bungs are bound to loosen with time (this is a boat that requires lots of maintenance) we saw no evidence of deck delamination in the 1978 model we inspected. The hull-deck joint is glassed over on the inside and appears to be through-bolted as well. Solid bulwarks allow the lifeline stanchions to be mounted vertically for better strength than those through-bolted to the deck. Interestingly, the nuts are embedded in the glass, a practice used elsewhere on the boat. (Hans Christian, incidentally, in the future will drop the thick glass and wood-cored hulls in favor of lighter Divinycell foam-cored hulls.)

The solid bronze traveler is definitely heavy-duty, although its position well forward on the boom makes sheeting difficult (photos of other 34s show boom-end sheeting). The bronze, like the wooden blocks, is part of the traditional aesthetic. Despite the overbuilt nature of the boat, little flaws here and there can create problems. On the 34 we sailed out of Newport in the summer of 1993, the Rosalie, a worker had failed to drill a weep hole in the port stanchion of the boom gallows. The result was a persistent leak over the galley that took the owner many hours to track down and remedy. And theres occasional mismatching of metals-in one case we saw stainless steel screws inserted into a bronze fitting.

Another complaint was a squared-off leading edge on the 7,000-pound full keel, described by the owner as looking like a cheese wedge. Perry says that probably was his fault as a relative newcomer, who neglected to give precise enough instruction to the yard that built the keel. The best solution, he said, is to reshape the leading edge with foam and fiberglass.

Accommodations

This is a good-sized boat with commodious, if less than perfect, storage and space below. The galley, to port at the foot of the companionway stairs, is small, with a two-burner stove, ice chest for cold storage and limited counter space.

Rosalies owner, Frank Girardi, cut a door into the compartment under the sink to convert otherwise dead space to storage. To starboard aft is a quarter berth that the owner says is his favorite sleeping berth. Theres also a generous chart table, positioned and sized for the dedicated navigator.

In the saloon is a settee berth to starboard and to port a U-shaped dinette; theres plenty of stowage behind and under seats. Six opening bronze ports, oval in size, and a large rod-reinforced skylight introduce lots of light to the main living area. A second, smaller hatch and several more ports forward provide natural light for the head and V-berths.

This is a deep boat with a big bilge, good access to the systems including the engine, and lots of tank- age; the original boat came with two stainless steel water tanks under the main salon and a smaller one forward. A previous owner removed the saloon tanks and replaced them with a single fiberglass unit that holds 150 gallons-sufficient for almost any trip. Girardi installed filters between tank and head and galley for better-tasting water.

Other alterations made (and worth checking on any boat) included replacing an (illegal) T-joint in a propane line behind the dinette, leading to a LPG water heater, and replacing a gate valve in the head with a Wilcox-Crittenden seacock. The owner also cut another door under the head sink for better access to seacocks. A check of all the seacocks, which may or may not be cheap knockoffs, is a good idea.

Performance

At 18,000-plus pounds and with a 5′ 6″ full keel (with cheese wedge up front), this is not your ideal light-air cruiser, despite its three sails (main, Yankee and staysail) and total sail area of 676 square feet. In fact, it requires a good 15 knots to get up and go at anywhere near its hull speed. We were doing 5.6 knots close-hauled, relatively-speaking, in 13-15 knots and small Narragansett Bay waves. The owner has reached a top speed of 11 knots (while surfing in a following sea) and recorded a high of 9 knots on the return of this years Bermuda One-Two race. For the record, the only PHRF data for the 34 and 36 we could find, one boat each, was 204 and 186 respectively.

Despite Hans Christians one-time claim that the 34/36 has a genuine appetite to go to weather in a drifter or a blow. this boat is best on a reach. The highest youre likely to get to point is 45 degrees; we tacked through an even 90 degrees on our outing. A bigger jib should help the boats overall performance, according to comments Practical Sailor has received. In fact, Perry recommends sailing with a genoa and without the staysail to maximize light- air performance. Sailed as a sloop, he says the 34s performance compares favorably to other boars of this genre.

While hardly the boat for a drifter, its definitely a good boat to be on during a blow. Owners report that it rises exceptionally well to the steepest of waves. High-sided with big bulwarks, it may not be the aerodynamic ideal, but it is dry and safe. The cockpit, surrounded by teak staving, is comfortable in size and configuration, but small enough to be safe at sea and with adequate drainage. The bulwarks make going forward feel quite safe.

Although OSTAR and BOC veteran Francis Stokes calls a cutter sail plan the best for ocean sailing, it can be difficult to learn to trim. Perry agrees that the clutter rig is the most difficult for the beginner to master, noting that an over-trimmed staysail acts like a parking brake. We experienced some backwinding of the mainsail by the staysail tin part because its foot was too long for the club and had quite a hook in it) and felt occasional weather helm. Part of the problem may have been the extreme forward location of the mainsheet traveler, which made trimming difficult; a dodger also interfered with cranking the winch a full turn.?The boat itself balances well; the owner reports that his Monitor wind vane works well in most conditions. On the wind, he was able to simply lock the wheel and sit back and relax while the boat held its course.

Heeling was not excessive at 15-17 degrees in 15- knot winds. Reefing should not be necessary until well into 20 knots of wind; easing the mainsheet will buy some extra time without suffering undue consequences.

Hans Christians came powered with a variety of engines. Two 34s we know of, one with an Isuzu 40, the other with a 3-cylinder, 35-hp. Volvo, got about the same results in speed-about 6 or so knots at 1,800 rpm. Rosalies performance under power improved (for a time) to about 8 knots with a three-bladed propeller, but fell off during the season, possibly because of bottom fouling. The owner had switched from his two-blade because it thumped when passing behind the deadwood; fairing the aperture would help this condition.

While not a good boat for the weekend coastal cruiser, or for anyone who does much sailing in light-to-moderate air, this is an excellent choice for the serious blue-water sailor. This is a boat that will take you offshore to Bermuda or just about anywhere and will stand up to a gale. The 34/36 wont get you there fast, but it will get you there safely.

The teak decks and wood interior are attractive, but carry with them the burden of constant upkeep. This is a good-looking boat, particularly to those who like the traditional canoe stern and all the trimmings. And you can probably pick one up in the $50,000-$55,000 range.

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Edwards Yacht Sales

• 866.365.0706

1985 Hans Christian Yachts 48T With Custom Pilothouse

• Center Cockpit
• Saint Augustine, FL, US

Yacht price

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$25,000 PRICE DROP! "I Yam What I Yam" is Hull # 5 of only 30 Hans Christian 48T's that were built. PROVISION AND GO! She is a true seagoing vessel, capable of taking you and your family around the world, around the Caribbean, or simply up and down the East Coast.

Why would you choose this boat? Read testimonials from the owners below! Sandra says: "She feels like she is at harmony with the sea..." And from Larry: "She is beautiful, we are almost always the prettiest boat in the anchorage." 

Her interior represents the finest craftsmanship that boats of this era had, with beautiful teak joinery, fine marble, and luxurious leather, while her exterior is as rugged as they come. She has a custom hard dodger/pilothouse, which was approved by the Hans Christian builders.

Only 30 of these boats were built and they don't come on the market often, so don't miss the chance to take a closer look at this beauty. She was the last one built at the Taiwan factory, so her craftsmanship is superior and hardwoods and stainless steel of are of the highest quality. Her current owners have cruised her extensively, sparing no expense on redundant systems and anything and everything they have needed to make her comfortable and seaworthy. She is a gem!!! Breathtaking! More photos and video coming soon!

This list of features barely scratches the surface of what is onboard this amazing boat!

• Well over $200,000 spent on refits since current owners purchased her in 2008
• Brand new bottom paint 6/17
• Hull stripped and barrier coat applied in 2014
• 6 sealed house batteries new in 2011
• Starter battery new 2017
• Fire alarm system
• Marble salon table AND marble countertops in the galley
• 2 CruiseAir reverse cycle air conditioning units, new in 2010, oversized and perfect for warm climates!
• D iesel heater, perfect for cool climates!
• Red courtesy lights all through interior
• Lights and glass windows in cabinets
• All lights upgraded to LED
• 3-Way light with strobe on mast head
• Lightening brush and 2 grounding rods
• Hull-stepped mast with extra strong brass compression post combined with new standing rigging makes this rig nearly invincible
• 2 spreaders--some of these boats only had 1!
• Engine upgraded from original Yanmar that was standard on this boat to a naturally aspirated Perkins 4.236 (only 3,001 hours total, new gage in 2012 reads 500, top end rebuilt, injector rebuilt in 2014, meticulously cared for and low hours for this model...she has many many more hours to go!)
• Fuel transfer and polishing system (a much needed piece of equipment when purchasing diesel worldwide!)
• Cutlass bearing and Racor filters brand new 2017
• Northern Lights 5KW Genset
• New seacocks for engine and generator 2017
• ProSine inverter
• Isolation transformer for 110 OR 220 shore power--you can cruise EVERYWHERE
• 3-blade folding Max prop (just re-swung, re-packed, and polished 2017)
• Excellent engine and generator access from all angles
• Superior copper grounding system with over 200 feet of copper (see photo!!!) 65# Bruce anchor with 300 feet of newly galvanized chain
• Anchor locker split into two sections for extra ground tackle
• Storage everywhere
• Ample port lights and deck prisms to provide natural lighting
• Huge aft cabin with fold-out desk area and private head
• CUSTOM mattress for aft master cabin
• Washer and dryer
• Forward cabin has separate head to offer a good level of privacy and comfort
• Nav station large enough to serve multiple purposes. It's a communications hub, a work station, etc.
• Dickenson Mediterranean propane stove, new 2011
• NovaKool refrigerator and freezer
• Double sink and large food preparation area--a sailing chef's dream galley!!!
• Elegant teak staircase from companionway to salon
• Teak side decks have been maintained to a very high standard--teak is bare and has been regularly cleaned and care for. All teak is incredibly thick on this boat.
• EasyWeigh electric anchor windlass
• Electric winch cockpit starboard
• Elevated helm position for excellent visibility
• Cockpit table with fold-out leaves
• True battery charger 40 amp by Xantrex
• Air Marine 400W turbine wind generator
• Solar panels mounted to arch
• Chartplotter at helm
• Icom 802 SSB radio and Pactor modem connected to PC at chart table
• Autohelm ST60 for all instruments (including a speed log in the aft cabin so that the person off watch can be clued in as to what's happening up top!)
• Autohelm ST70 Autopilot
• Stereo system with cockpit speakers
• 2 ships computers (including one 12V) at chart table used for weather and navigation and anything else--both wired to flat-screen swing-mounted monitor
• All standing rigging replaced in 2008
• New insulated backstay in 2015
• Mast steps all the way to top
• Custom made running rigging - July 2011 by Brian Toss 
• Mainsail fully battened, 2 reef points, new 2011
• Yankee cut head sail 125% new 2011
• Working jib on inner forestay
• Harken furlers on both headsail and staysail BOTH new 2011
• Drifter new 2011
• Rigid boom vang
• 6 man Viking life raft
• Safety package, life sling MOB recovery system.
• Hard cockpit enclosure 'wheel house'
• Fishing rod holders
• Dinghy - 10.6 AB 2007 aluminum ribbed hull with 25HP, 2 stroke Yamaha outboard
• Spare parts for your spare parts!
• VHF M604  
• All sails were new 2009 Port Townsen, custom made and reinforced with leather by Carol Hasse
• Inner stay new 2011
• Drifter like new hardly used
• Halyard  winches Barient (not electric)
• Electric winch Harken 2 speed power ratio 40 Operation from starboard in Cockpit
• Running back stays new 2018 Amsteel
• Tri sail and Storm sail with new mast tracks 2008
• AIS  Simrad transceiver
• Auto pilot Raytheon RT 7000
• Smart plug power cord new 2017
• Forward head new tile shower    

 Sandra Jane: "Voyaging on this ship offshore has exceeded my expectations. We've travelled down the Pacific coast, starting out with 5 crew pulling into Ports along the way, Mexico where we did laps around the Disney cruise ship with full sails out arriving in Cabo San Lucas. Photo opp!!!

Then on to El Salvador and  Costa Rica before taking her through the Panama Canal to the Atlantic side. What a hoot!!

With much learned we could now sail her ourselves. 

It all started with a dream and a desire to go where the butter melts. We had fabulous crew that were thrilled to help get us started, and soon I realized we had a great boat which attracted the savviest of sailors. Lucky us!! As we felt comfortable and started to realize how she always got us to our next destination safely and effortlessly, I knew very little about sailing or even going offshore. I am so grateful that she has made me feel safe and comfortable.  She feels solid as she chops through the water like a real ship, with 15 - 25 knots of wind on her beam she moves gracefully at 6-8 knots , if you need another knot put out the staysail.  

The hard dodger has been an added feature which added protection from the elements, I haven't had to use my foul weather gear in 8 years. As the way finder and the helmsman it also provides a good place to mount the IPad so it's close at hand to the chart plotter.  

Night sailing is now become a comfortable and majestic time for a passage. She is easy to move around in while underway and there seems to be a handle or a grab hold in just the right spots both on deck and down below.  

She feels like she is at harmony with the sea,  almost like a peaceful mantra from Neptune.

The generous use of teak thru out has a natural charm which keeps you cool when its hot and warm when it cools down. Also as the swabby ( another pink job) I can honestly say the maintenance is minimal.  With a little help from the salt water the decks and sideboards stay a light honey color and the more salt we get, the better the teak seems to like it. 

She's defiantly not like camping on the water, she is a home where ever the anchor drops."

Larry: "Sandra and I were not finesse sailors, in fact, neither of us had any offshore experience so we needed a boat that was both safe and easy to sail short handed.

In the HC we found not only a safe well-built boat solid as a tank, but one that would allow us to make mistakes without dire consequences. Looking back now after about 25,000 offshore miles we can smile but when we first started WOW.   This boat was safe, and of course, she is beautiful, we are almost always the prettiest boat in the anchorage. Even inexperienced sailors can see the beauty in her.    And then there is the size, at 48 feet she offered lots of space to live and we were going to live full time eventually and we wanted the room. The hard dodger provided both safety and a way to stay out of the nasty elements.   So in a few words, we fell in love with her, the size, the safety the beauty, it brings a tear to my eye to have to sell her but that is another story."  

Melanie (broker) : I fell in love with this boat the first time I saw her. I was raised cruising and am a lifetime liveaboard sailor...I spent 34 of my life living on boats. I saw her out of the water while Sandra and Larry were doing a bottom job in 2017, and I thought, " what a beautiful and solid hull ..." I'm a sucker for a full keel! This is a boat I would feel comfortable circumnavigating aboard with my young daughter. And Sandra and Larry have thought of everything and are fastidious boat owners...the moment something breaks, they fix it. Everything on this boat is both functional and beautiful. Come see her!"

Specifications

Descriptions, basic information, dimensions & weight, tank capacities, accommodations.

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Luxury everywhere you turn!

Upon entering from the companionway, descending upon solid teak stairs (no flimsy ladders on this boat!), you are immediately drawn into the warmth and spaciousness of this ship. The galley to port is a chef's dream, with marble countertops, refrigerator and freezer, double stainless sinks, a propane stove and oven, fresh water filtration system, and tons of storage. It's shaped as a deep U, so there's room to hang on and plenty of support when cooking at sea.

The nav station is truly set up as an all-purpose communications, safety, and navigation station. A 110 computer and a 12V computer both link to a flat screen monitor, and of course all of the navigation instruments are duplicated and run on repeaters from here as well. The space is amazing--you can lay out your paper charts, run your laptop, and keep on eye on your desktop ALL while you talk long-range on the SSB radio. It's an office to be proud of!

As if the nav station wasn't a big enough office, the large aft cabin is fitted with a custom desk that folds down into a work station, so two people can work at the same time in different parts of the boat. The design-work that went into all of this is brilliant (there's even a leaf that folds up on the desk to allow easy entry into the head!). The large double bed has been custom-fitted with a new mattress made specifically for the marine environment. Walking through the head, you come to a small washer and dryer--quite a luxury on a cruising sailboat!

Forward of the galley, there is a spacious u-shaped dinette with leather seating and a marble tabletop. The compression post for the mast is brass--just another example of how every detail of this boat was finished with beauty in mind. There is seating for 8 between the dinette and the settee on the starboard side.

The double bed up forward is offset and provides comfort for guests or additional crew as well as its own private head with a full stall shower.

The enclosed hard dodger/pilothouse is a room of its own, which encloses fully in cool weather or can be left open in warm weather. With it's comfortable seating leafed table, it could be an outdoor dining room or whatever you wanted it to be!

That's the thing with this boat. She is whatever you want her to be, and much, much more! "I Yam what I Yam" is whatever you make her.

PS. If you don't want to buy this boat for yourself, please consider buying her for me!

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Whether you are buying or selling your next boat or your first boat, one of Edwards Yacht Sales 45+ Professional Yacht Brokers throughout the Southeast are here to assist. Since 2003 we have acted as our clients trusted advisor throughout the entire process from shopping, to making an offer, to sea trial and survey, to closing.

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Hans christian 33

The hans christian 33 is a 32.74ft cutter designed by harwood ives and built in fiberglass by hans christian yachts since 1980., 165 units have been built., it accomodates 5 people in 2 cabins plus salon..

The Hans christian 33 is a heavy sailboat which is under powered. It is stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is average. There is a good water supply range.

Hans christian 33 for sale elsewhere on the web:

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Hans Christian 33

Hans Christian 33 is a 41 ′ 0 ″ / 12.5 m monohull sailboat designed by Harwood Ives and built by Shing Fa Boatbuilding Co., Ltd., Pantawee Marine Co., Ltd., and Hans Christian Yachts starting in 1980.

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)

From BlueWaterBoats.org :

Designed by Harwood Ives and introduced in 1980, the Hans Christian 33 is the smallest in the family of sturdy double-enders offered by Hans Christian Yachts. Like all boats from the Hans Christian line of that era, the HC33 is a heavy displacement double-ender, solid and seaworthy. She oozes the traditional feel with extensive use of teak inside and out.

At first glance you’ll notice the springy sheerline, large bowsprit and a cutter rig that’s become a favorite among blue water aficionados. Overhangs are quite moderate making for a long LWL for her size and a good hull speed. Below the waterline is a full keel with an aggressively shaped forefoot cutaway and a large rudder that’s hung at the very aft extremity of the boat. Compared to previous Hans Christian boats, the turn of the bilge has been tightened up and the HC33 carries more shoulder in the underwater sections which has resulted in more form stability (righting effort).

She was one of the more innovative boats at her introduction with an internal layout that utilized every nook and cranny that even today has yet to be surpassed. Ives, having designed the previous 38T , 38MkII and 43 moved the interior furniture outwards closer to the hull. The galley was located below the deck and molded fiberglass tankage (both water and fuel) was located in the keel cavity for stability.

What separates the HC33 from the larger boats in the Hans Christian line is her exceptional ease of handling, we’ve heard of a 90 year old skipper who sailed from San Francisco to Turkey with only one crew in tow. Given this and the massive amounts of cruising gear the HC33 can swallow, as much as the HC38 and even the HC41 , it’s believable to hear of older owners offering straight swaps of their larger Hans Christian model for the HC33.

Under sail, she’s seakindly without the tendency to bounce or bob over waves and owners report hoving-to in relatively high comfort when the going gets rough. Fully laden at over 25,000 lbs in typical cruising trim there can be no expectation for fast passages yet the HC33 can perform well, you can expect easy 125 mile days in the trades and we’ve heard of a 7 knot overall average from Mexico to San Francisco via Haiwaii. On the lighter end of the wind spectrum, when Yachting Monthly took a factory fresh model for a boat test in flat water and 5 knots of true, they reported slipping along at 3 knots managing to tack through 95 degrees of angle and making 4.4 knots on a reach with 8 knots of wind.

The HC33 was commissioned by Hans Christian Yachts founder John Edwards around 1979 to replace the Hans Christian 34 and her unauthorized stretched sibling, the 36. Various disagreements over the two boats, not only with designer Bob Perry (who did not receive royalties for the bootleg 36 stretch) but also the Union boatyard that owned the molds meant a new 33 would be the easiest path out of strife for Edwards.

By then, Edwards had engaged a new designer, Harwood Ives, described as creative with an uncanny eye for lines, and shared Edwards’ love of traditional boats. Having designed the 38T, 38MkII, and the 43T in the direction set by Perry, the HC33 became Ives’ most technical design challenge to date, resulting in many clever innovations which helped set the course for many boats in what has been described as the “Golden Age” of Taiwanese boatbuilding. For Ives’ work on the Hans Christian boats, it’s interesting to note his payment was his own HC33 from the factory.

The first boats were built at Hansa Yachts Und Shifbau, a new yard located in Taiwan with state of the art facilities. The yard itself was built by former Hans Christian employee Herbert Guttler (a German engineer noted for his genius as a boatbuilder) and his Taiwanese wife, Susan. Hansa continued construction from 1980 through to 1987, the year Hans Christian Yachts ownership passed to its new owner Geoffrey White. Shin Fa Industries, a boatyard located in Taipei, Taiwan took over production in 1988 and these boats, although good, never match the exceptional quality attained by Hansa.

In 1990 Hans Christian operations shifted to Thailand in search of lower costs under the twin pressures of a recession and a Taiwanese luxury tax. In Thailand, Edwards set up a company with the lofty name of Dutch East Indes Trading Company (DEITC) to carry on Hans Christian production for its new owner. We believe one HC33 was constructed in 1992 before production properly recommenced in 1996 under Andersen Yachts Ltd, the boatyard that had essentially risen from the ashes of DEITC.

By 2003 when Andersen’s owner sought retirement, its production manager, a Kiwi by the name of Jack Hall migrated production to his new facilities in Pattaya operating under his own company, Pantawee Marine Ltd. Pantawee presently manufactures all boats from the current Hans Christian line and the Hans Christian 33 is available for purchase at the base price of $297k USD.

In all 155 boats have been produced with the last recorded build in 2009 which shipped to a European dealer.

Buyers Notes

HC33’s in general have been built well and have stood the test of time. Signs of osmotic blistering in some boats are common but none have been structural. The boats built by Hansa up to 1987 are of higher quality. One owner who has owned both for example has noted solid fiberglass decks in the earlier build and plywood coring, more susceptible to water damage, in the later. Additionally a change was made to through-bolted chainplates over the original monolithic joint embedded in epoxy. We believe the last Hansa built hull was HIN#131.

The HC33 has retained its popularity through the years and is readily sought after. Resale value remains high and in some ways the boat has verged on cult status.

Links, References and Further Reading

» Yachting Monthly, Jul 1988, a review of the Hans Christian 33 » BoatUS: Hans Christian 33 review by Jack Horner » Hans Christian Owners Association , owner information and discussions

Thanks goes to Craig Beckwith for providing the extensive history of Hans Christian Yachts, its boats and its people. Craig Beckwith joined Hans Christian Yachts in 1979, was involved with overseeing construction in Taiwan, and served as VP of Sales.

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HANS CHRISTIAN 43 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 HANS CHRISTIAN 43. Built by Ta Shing Yacht Building Ltd. and designed by George Stadel III, the boat was first built in 1974. It has a hull type of Long Keel and LOA is 12.99. Its sail area/displacement ratio 14.40. Its auxiliary power tank, manufactured by undefined, runs on Diesel.

HANS CHRISTIAN 43 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 HANS CHRISTIAN 43 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the hans christian 43.

HANS CHRISTIAN 43 was designed by George Stadel III.

Who builds HANS CHRISTIAN 43?

HANS CHRISTIAN 43 is built by Ta Shing Yacht Building Ltd..

When was HANS CHRISTIAN 43 first built?

HANS CHRISTIAN 43 was first built in 1974.

How long is HANS CHRISTIAN 43?

HANS CHRISTIAN 43 is 11.23 m in length.

What is mast height on HANS CHRISTIAN 43?

HANS CHRISTIAN 43 has a mast height of 14.23 m.

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