rhodes 24 sailboat

Boats for Sale

22' rhodes sailboats for sale.

Connecting with Marinesource.com

Copyright 1992-2024 MarineSource Network, Inc. All Rights Reserved.

The Rhodes 22 Reviewed

by Thome Burns

There are interesting characters in the boat building business. The Spitzer brothers, Stan (photo left) and Eldon, are two of them to be sure. They are engaged in building, refining and marketing the Rhodes 22. Nothing seems to excite Stan more than to show off the score or so of gadgets they have perfected over the years to enhance the ease of use and the functionality of the boat. They have had plenty of time to perfect the Rhodes 22. Philip Rhodes designed the boat in 1960.

The boat is a trailerable cruiser for a couple that wants the amenities of a larger boat without the cost or maintenance hassles of a larger boat. It makes no claim to fame that it "sleeps five or six." Its pretty much a couple boat with room for an occasional second couple or children. Don't get me wrong its not small down below. The space is just not devoted to maximum sleeping quarters. When a boat is designed with a purpose and then improved over the years it can be surprising how well the boat actually performs its cruising purpose in a trailerable package.

I sailed the Rhodes 22 with Eldon and a customer from Mexico at the Miami Boat Show. A front was moving in and the wind was moderate at first, between 8-12 knots but gusts were soon up in the 20 kt range. Waves were 1'-3'. Before leaving the dock, Stan showed me his outboard system. It rests on a track slide and moves up and down with a six to one purchase tackle system. It is the easiest outboard to raise or lower I've seen. This boat has alot of cockpit which makes operating outboards, etc. easy. Once away from the dock the main unfurls from the 26' mast and the 170% genoa is also furling. The boat sails on its feet in 8 knots. It initially heels quickly in 12 knots plus gusts but it stiffens up considerably at about 20 degrees of heel. A little rail weight helps alot.

The boat feels responsive and is both easy to sail and fun. To put this into perspective, the PHRF of the Catalina 22 is 270, the O'Day 22 is 279 and the Rhodes is 258. Not a race boat like the J-22 (177), but very respectable for a 22' trailerable cruising boat.

The Rhodes has a fairly long waterline at 20'. It has minimal overhangs which is essential to interior volume. The hull has a pronounced flare at the gunwales. It looks a little odd but it provides a comfortable hiking seat and deflects spray while adding some buoyancy when heeled.

Unlike most trailerable sailboats built today, the Rhodes 22 uses a shoal keel with a centerboard built in. Most boats use either water ballast or a swing keel. With the board up, the boat draws 20" of water; 48" with the board down.

The keel/centerboard combination costs a little in initial stiffness compared to a swing keel but for the same weight it is stiffer than water ballast because the weight is lower. It also eliminates the winch and anoying hum of swing keel boats.

The mast is hinged and has a very effective raising and lowering system. The 26 foot mast stores the furling mainsail. The mast is supported by nine stays and shrouds: forestay, two backstays, two upper shrouds, two forward lowers and two aft lowers. There is plenty of rigging to grab when walking around the deck. One disadvantage of all this standing rigging is the extra time and effort required in preparation for trailering and launching.

The Rhodes 22 is built in sophisticated but conventional ways with attention to detail. The hull is laid up with a layer of chop on the skin, followed by a layer of roving, followed by Coremat. The nearly one inch thick deck and cabin top use a glass syntactic foam core.

For safety, the Rhodes 22 has two molded foam sections glassed into the hull; one forward under the v-berth and one under the cockpit sole. The Spitzers said that these make the boat unsinkable, a feature not found in most small cruisers.

The keel is molded into the hull. As an integral part of the hull, problems associated with attachment are avoided while reinforcing the bottom of the boat. Inside, there's a separately molded centerboard trunk, and 630 lbs. of encapsulated ballast. The centerboard weighs 70 lbs. but requires only a braided pennant to raise it and secure it on a cleat.

The hardware is good with Lewmar winches, Schaefer blocks and stainless cleats. You may want to size up the winches.

The Rhodes 22 has a large, wide cockpit. It's 7'4" long and almost 8' wide. It's also self-bailing with bench seats on both sides and across the aft end of the cockpit. The benches are unusual in that they are open in front which allows you to put your feet under them. Since the Rhodes 22 has no quarter berths, it has alot of storage area aft.

The cockpit can also be converted into a boom room (photo left) with the addition of a boom tent. This is quite an accessory in that it adds a third or more to the enclosed boat.

As in modern boats, all controls lead aft and are easily at hand for single or double-handed sailing. The most noticeable control which is not there is a boom vang. It cannot be added due to the hinged mast and pop-top arrangement. The most unusual arrangement is the traveler which is on a stainless tube between the backstays. It worked well when we used it and it has the advantage of keeping the center of the cockpit open and the cabin top open for the pop-top.

This is where the Spitzers have thought of most everything. The pop-top provides 6'4" headroom. There is about 4' of sitting headroom. The boat can be sailed with the pop-top up.

The cabin layout of the Rhodes 22 is roomy, open, airy and liveable. This is a cruiser and it hasn't been compromised. It is also specifically designed for a cruising couple. The dinette area converts into a 6' 6" double with 6' V-berths. There are no quarter berths, but you can add room with the optional "Boom Room".

The galley and head are unusual for their completeness and size in a boat this size. The galley has a real 4' 6" counter with sink, a stove and a large front-opening icebox with adjustable shelves and an ice-water tap. There's a large open storage shelf just below the ports, a deep storage cabinet underneath and more storage berneath the counter. Built into the shelf are both 12 DC volt and 110 volt AC outlets.

The Swell Head as described by Spitzer is fully enclosed, with a clever multi-paneled door that opens up to provide a large, non-claustrophobic space or closes to occupy a minimum of floor space when it's not in use. There's a marine toilet, with sea cock-controlled water intake, holding tank and fittings for dockside pump-out or macerated discharge.

Inside, there is a mirror, shelf, toilet paper holder, medicine cabinet, towel rack, magazine rack, lighting and a 110 volt outlet. The hatch is large and allows you to let your upper body emerge while you stand and use the facilities.

The Rhodes 22 does exactly what its designed to do. It packs more cruising capability into a small trailerable boat than most. As a cruiser for two people or a couple with children, it is hard to beat in a trailerable boat. While it is an old design built in a conventional way, this is not necessarily bad. Many in fact would argue that its good. The Spitzers have had a long time to perfect the boat. I would say in many respects its overbuilt in that over twenty-five molds are used. This means you get smoothe under surfaces inside lazarette covers and built in shelves. The boat is virtually "tricked-out" with handy gagdets. For the right buyers, the Rhodes 22 is unequaled in many ways.

The Spitzers have also not forgotton their used boat customers. They have a buy-back policy. I like and admire a company which does this. Reconditioned used boats are sometimes available from the factory.

Return to Sailing Breezes Magazine About Sailing Breezes Magazine Please send us your comments!!

All contents are copyright (c) 1998 by Northern Breezes, Inc. All information contained within is deemed reliable but carries no guarantees. Reproduction of any part or whole of this publication in any form by mechanical or electronic means, including information retrieval is prohibited except by consent of the publisher.

About the Rhodes 22

The Rhodes 22 is a masthead sloop, constructed of molded fiberglass. It was designed by the naval architect Philip Rhodes for General Boats International.

In the 1970's, General Boats contracted out construction of the Rhodes 22 to a series of other boat building companies, but was never satisfied with the quality of the work. In the 1980's, General Boats took on manufacturing of the Rhodes 22, initially on Long Island, then soon after at a facility in Edenton, NC. They've been there ever since.

The Rhodes 22 is 22' 0" long overall, with a waterline length of 20' 0". The beam is 8' 0".

Displacement of the boat can vary, but is generally between 2700 and 2900 lbs (boats built in the 1970's are probably lighter).

Ballast in the shoal keel is about 650 lbs.

The draft of a Rhodes 22 is about 20" with the centerboard and rudder raised. With the rudder down, the draft is about 3'. With the centerboard fully deployed, about 4'.

The 'floor plan' above shows the Rhodes 22 with the fully enclosed head option. The fully enclosed head is entered by a doorway from the main cabin. A more common configuration is the partially enclosed head, which features a partition just forward of the galley that extends to the centerline of the boat. The partially enclosed head is entered from the port side.

For many boat manufacturers, a boat in this size range is built as a 'starter' boat. They hope that in a few years you will want to move up to one of their larger, more profitable models. To increase the liklihood that you will make this move, they tend to minimize the features offered on the smaller model.

The Rhodes 22 is the only boat made by General Boats. There's no larger model to move you up to. So they put the features into the only model they have.

A partial list of Rhodes 22 features is below:

A Real Galley: Well, it is only a 22' boat, so it's not as big as your kitchen at home, but there's about 4 1/2' of counter top with a sink. Under the counter, General Boats provides an RV style front opening ice-box, and storage areas behind sliding doors. A butane stove is the most common option for cooking. Some boats are equipped with one that pulls out on drawer slides.

Customizable Cabin: On many boats, large parts of the cabin interior are molded fiberglass. This construction approach makes modifying the cabin difficult. On the Rhodes 22, most of the cabin interior can be disassembled with a screwdriver. Many owners have taken advantage of this by customizing the cabin to meet their specific needs.

Pop-Top: A large section of the cabin roof can be raised to provide 6' 4" head room. The pop-top is raised in two motions. The first lifts the rear end on telescoping arms that click into place. The second motion lifts the forward end on a slider attached to the mast which also clicks into place. Raising the pop-top changes the cabin from a cave-like cubby to a open and airy space. This is not just an option for dock-side, or while at anchor, the pop-top can be left raised while sailing or motoring in most weather conditions.

Pop-Top Enclosure: This is a tent-like structure that's supported by the raised pop-top, snaps onto the edges of the cabin top, and provides a more protected environment inside the cabin. It has large clear plastic panels both forward and to the sides. There's insect screening on two smaller side windows, and on the door panel which is closed with zippers. At the dock, or at anchor, it makes life on board in rainy or windy weather much more pleasant. This really is a must-have for cruisers. General Boats does not make these, but they might be able to sell you one.

Large Cockpit: It's big. At 7' 4", it's almost exactly 1/3 of the overall length of the boat. Sitting cheek-to-cheek, you could fit more people into the cockpit than you should probably ever have on-board at once. But, it's also an excellent space for lounging. With filler cushions, it can serve as additional sleeping space.

Storage: Many small sailboats use the space under the cockpit seats for quarter-berths; cave-like sleeping spaces accessible from the cabin. These allow the manufacturer to claim that the boat can accommodate a large number of people overnight (22 feet - sleeps eight!). In fact, most quarter-berths end up being used for storage. As storage areas, quarter-berths are difficult to access and organize.

The Rhodes 22 also uses the space under the cockpit seats for storage. However, the space is accessed directly from the cockpit, making it easier to get to and organize. As it happens, commonly available Rubbermaid 10 gallon totes fit quite nicely into this space. As many as four of these totes, or similarly sized containers, can be slid under each seat. The cockpit floor is raised slightly above the floor under the seats, which creates a lip that helps keep bins and containers in place even when heeling.

Also accessible from the cockpit, is the lazarette at the stern. This space is the full width of the boat and is large enough to crawl into. It is particularly useful for bulky items such as boat fenders.

Of course there are storage spaces in the cabin as well. The galley has storage areas both above and below the counter top. There's a large drawer beneath the companionway step. There are shelves along each side of the v-berth. And there are other nooks and crannies available for creative uses.

Inner Mast Furling: This is a feature found on some larger sailboats, but no other boat in the same size category as the Rhodes 22. When the mainsail is furled, it is rolled up inside the mast. To deploy the main, pull on a rope to pull the sail out of the mast. To furl, pull on another rope to roll it up inside the mast again. Of course the sail can be partially furled to accommodate different wind conditions. Both furling and unfurling are best done with the boat pointed into the wind.

Two Position Boom: Normally the boom is attached to the mast about two feet above the cabin top. This puts the boom high enough to be safely over the head of most adults standing in the cockpit. But by pulling a pin at the gooseneck, the boom and mainsail can be lowered about 18". Doing this lowers the mainsail's center of effort, which will reduce heeling. This maneuver is sometimes called 'the first reef'. Naturally, in order to drop the boom into its lower position, the pop-top needs to be down, and the bimini (if there is one) needs to be stowed.

Nine Shrouds & Stays: One jib stay, two upper shrouds, four lower shrouds, and two backstays. Critically, the two forward lower shrouds are forward of the mast. This ensures that the loss of any single shroud or stay will not bring the mast crashing down.

Shoal Keel & Centerboard: The combination of a shallow keel to provide ballast along with a relatively light fiberglass centerboard to provide latteral resistance, is a best- of-both-worlds solution. There are other design options, but they all have issues. A fixed deep keel can't be raised. A daggar board won't kick-up if it hits something. A heavy centerboard that is also ballast (a swing keel) needs additional machinery to lift it. Water ballast doesn't put enough weight down low enough.

As an added benefit, the Rhodes 22 centerboard can be serviced from the cabin with the boat on its trailer.

Motor Lift: Like most small sailboats, the Rhodes 22 uses an outboard motor to be able to go when not using the wind. One of the many benefits of using an outboard, rather than an inboard motor, is that the outboard can be lifted out of the water when not in use to reduce drag. General Boats was apparently not satisfied with existing motor lifting brackets, and designed their own system. Rather than using parallelagrams and springs, it uses heavy gauge aluminum rails attached to the transom that the mounting bracket rides up and down on. Power is provided either by muscule, aided by rope and pullies, or an electric motor, operated by the push of a button.

Unsinkable: Really. The areas under the cockpit and the v-berth are filled with foam to ensure positive floatation.

Mast Raising System: Naturally, General Boats has also designed a system for raising and lowering the mast. The system has two primary components: the crane and the crutch. The crane is a manual winch attached to the end of an aluminum pole about 5' long. This attaches to the boat near the bow. The crutch supports the mast while it is down. It's about 6' high and rests on the top of the transom. To raise the mast, attach it to its base on the cabin top, attach a pair of shrouds to the crane, and turn the winch handle.

Of course, some details have been left out of this description, but the process is not much more complicated than that. It can easily be done by one person.

Trailer: A trailerable sailboat needs a trailer. If you've read this far, it won't surprise you to learn that General Boats was not satisfied with 'off the shelf' models available, and so came up with their own design. The General Boats design features mostly come into play when putting the boat onto the trailer. There are guides for the keel that will help properly position the boat. Additionally there's a roller that will interact with the centerboard (which should be down) to also help in centering the boat.

The trailer also features a 10' extendable tongue, which helps in getting the trailer into deep enough water to launch or retrieve the boat, without also submerging the tow vehicle.

The Rhodes 22 trailer is built by Triad Trailers (but you can only get a new one from General Boats).

For more details about these and other features of the Rhodes 22, you should visit the General Boats website .

We offer used boats made by trusted brands and manufacturers with competitive pricing and personal customer service to ensure that you get the best value for your investment.

Princess 60 Flybridge

Gibson 5000

Gulfstar 49 Motor Yacht

Sea Ray 480 Motor Yacht

Fairline Phantom

Maxum 4600 SCB

Gulfstar 43 Trawler

Sea Ray 420 Sundancer

Regal 4260 COMMODORE

Maxum 4100 SCA

Sea Ray 400 Sundancer

Carver 396 Motor Yacht

Maxum 3700 SCR

Marinette 37 Sedan Bridge

2008 Rhodes 22

$38,899 | stafford, va, description, specifications.

2008 Rhodes 22 Pocket Sailor

This is one of the last from this well know custom builder. All updates have been done by his yard to the original one owner's specs. This 22 has it all. The motor has a jack plate for easy raising and lowering of the rarely needed outboard with only 10 hours. 

This Rhodes 22 has a new, never used main sail, new sheets (sail lines), fresh bottom paint and too many new items to list. This boat has always been in fresh water (on the Potomac) and has seen little to no use. Unless you buy a new one this is the closest you will ever get to a new one. 

This may be the last chance to own a Rhodes 22 by an Iconic builder know by few and revered by many as a master pocket sail builder. 

She has been maintained at the factory in North Carolina where, the bottom was professionally repainted. The boat has a 2008 8hp Yamaha T8 engine. It had a full service before it was brought to the factory and ran perfectly. This boat includes all standard equipment including upgrades as follows: cushions and 175 genoa. There is a sink with an electric faucet pump, a one burner butane stove and a large "built-in" cooler (easily removable) in the galley area. There is a separate head with a flushing toilet, holding tank or macerator.

The design of this boat makes it very stable on the water, virtually impossible to capsize. It sails single handedly with no modifications and has room for the whole family with a cockpit 7'4" long and nearly 8' wide. It is a delightful pocket sailer. It can be sailed in light or high winds thanks to its innermast furling system, eight stays plus the 175% 200-sq. ft. genoa is roller-furled on the fore-stay and 100-sq. ft. mainsail rolls up into a 26' mast. With its 1.5 foot draft the Rhodes 22 can be sailed in 20" of water with the board up.

Equipment: Inner-Mast Mainsail Furling (new) Updated "Traveler" (new) Two Deep Cycle Batteries (2019 new) New Sheets (sail line) Fresh Water Tank (Deck Fill) 12 Volt Pressure Fresh Water System 2 Captain Swivel Chairs Roller Furling 175% Genoa 2008 8hp Yamaha T8 w/Electric Start & Charging system 2 Solar Panels Manual Outboard Motor Lift (new) (with fittings for an electric lift) Depth/Speed Instrument and GPS Radio Full Bimini Single Axle Trailer Swim Ladder Shore Power Inlet Burner Propane Ice Box Pop-Top Hiking Stick New large round fenders New L shaped fenders Three Anchors Motor Stand Life Preservers (6?) Rail Mounted Portable Grill

Additional Information

Contact information.

Dominion Yachts - Dominion Yachts Rob Hess 571-436-5667 312C Poplar Alley Occoquan , VA 22125

For more info call Rob Hess 571-436-5667

Haven't found the right boat we can. Call me today to ask about our FREE location service. If we don't have the boat you want. We will help you find it at no cost to you.

Get More Infomation

Contact: [email protected] 703-497-BOAT 1.888.314.5509

Or fill out the information request form below and we'll be in touch.

Find your dream boat

Marine financing.

CINDY LEWIS Sterling Associates | Mid-Atlantic Sales Rep 410-903-6611 [email protected]

Great choice! Your favorites are temporarily saved for this session. Sign in to save them permanently, access them on any device, and receive relevant alerts.

• Sailboat Guide

Seafarer 24

Seafarer 24 is a 24 ′ 0 ″ / 7.3 m monohull sailboat designed by McCurdy & Rhodes and built by Seafarer Yachts starting in 1974.

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)

Available with the ‘Classic’ (std. trunk cabin) or ‘Futura’(shown here)deck styles as well as 4 different interior layouts. Also available with swing keel and lifting rudder as the SEAFARER SAIL’N TRAIL 24. Draft (max.): 3.75’ / 1.14m Draft (min.): 1.75’ / 0.53m

Embed this page on your own website by copying and pasting this code.

• About Sailboat Guide

©2024 Sea Time Tech, LLC

This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.

Nautical Company

This is more than a job, this is our lifestyle.

Boat life is our passion. It’s our lifestyle. We love what we do and we love people who share the same passion. If you love the sea as much as we do, then you’ll understand that a cruise is just the start of an incredible journey on the water.

We offer our clients the comfort and pleasure of luxury cruises around the beautiful island of Rhodes. We guarantee a superb day of sailing in a relaxing atmosphere. This unique holiday experience affords a harmonious balance of luxury, nature and Mediterranean dining.

Royal Sailing Rhodes will combine amazing destinations, professional crew and exquisite cuisine always with a local flavor. The perfect ingredients for an ultimate boat cruise experience.

START THE JOURNEY

DAY CRUISE (ALL INCLUSIVE)

SUNSET CRUISE boattrip

Enjoy a private sunset wedding sail with your guests on the boat in Rhodes.

If you want to experience an unforgettable evening, this boat party in Rhodes at sunset is the perfect plan for you.

yoga cruises

The Yoga Cruise really is a special experience, far away from the touristic places.

AROUND THE ISLAND

Destination.

Kallithea springs is a popular swimming spot. The thermal springs of Kallithea in Rhodes were known from the ancient times for the beneficial properties of the waters gushing from the rocks around.

Book your summer boating break today

Join this incredible boat trip.

The beach at Anthony Quinn bay is one of the most beautiful beaches on Rhodes. The waters owe their deep emerald colour to the lush green vegetation which surrounds the beach. Natural stone surfaces ideal for reclining under the sun, pine trees reaching down to the water’s edge, emerald green water. Upgrade your Rhodes trip with a boat experience.

ACTIVE SINCE 2021

Royal sailing rhodes.

• New Sailboats
• Sailboats 21-30ft
• Sailboats 31-35ft
• Sailboats 36-40ft
• Sailboats Over 40ft
• Sailboats Under 21feet
• used_sailboats
• Apps and Computer Programs
• Communications
• Fishfinders
• Handheld Electronics
• Plotters MFDS Rradar
• Wind, Speed & Depth Instruments
• Anchoring Mooring
• Running Rigging
• Sails Canvas
• Standing Rigging
• Diesel Engines
• Off Grid Energy
• Cleaning Waxing
• DIY Projects
• Repair, Tools & Materials
• Spare Parts
• Tools & Gadgets
• Cabin Comfort
• Ventilation
• Footwear Apparel
• Foul Weather Gear
• Mailport & PS Advisor
• Inside Practical Sailor Blog
• Activate My Web Access
• Reset Password
• Customer Service

• Free Newsletter

Pearson Rhodes 41/Rhodes Bounty II Used Sailboat Review

Hallberg Rassy 42 Used Sailboat Review

How to Perform Your Own Pre-Buy Inspection

Beneteau 323 Used Boat Review

How Does the Gulf Stream Influence our Weather?

Can You Run a Marine Air-Conditioner on Battery Power?

Preparing Yourself for Solo Sailing

Your New Feature-Packed VHF Radio

Practical Sailor Classic: The Load on Your Rode

Anchor Rodes for Smaller Sailboats

Ground Tackle Inspection Tips

Shoe Goo II Excels for Quick Sail Repairs

What Oil Analysis Reveals About Your Engine

An Unusual Sailboat Shines a Light On A Sustainable Future

Is It Time to Get an Electric Dinghy Motor?

Bottom Paint 30-Month Update

Battle of the Teak Cleaners — Snappy Teak-Nu vs. Star Brite

New Seacocks for the Offshore Sailor

Bottom Paint Care

Are E-bikes Worth the Extra Weight and Cost?

How to Handle the Head

How to Select Crew for a Passage or Delivery

Preparing A Boat to Sail Solo

Re-sealing the Seams on Waterproof Fabrics

Waxing and Polishing Your Boat

Reducing Engine Room Noise

Tricks and Tips to Forming Do-it-yourself Rigging Terminals

Marine Toilet Maintenance Tips

Learning to Live with Plastic Boat Bits

• Sailboat Reviews

The unmistakable Phil Rhodes design style exemplified in the 50s-era Bounty II and her kissing cousin the Pearson Rhodes 41.

Few designers ever see a set of lines catch on like those belonging to Phil Rhodes classic sloop Altair . Not only did the wooden masterpiece spawn a gaggle of sisters such as Thor of Oyster Bay, but in 1956, Rhodes son, Bodie, who was working for his father at the time, scaled Altair s lines into a slightly smaller sloop, a boat destined to become the prototype of the 40-foot fiberglass production racer-cruiser.

The Bounty II project was undertaken by Fred Coleman and Vince Lazzara at Aero Marine in California, using Rhodes’s design work and Bill Garden’s engineering input. With all the talent brought to bear, it’s no surprise that the vessel became an instant success. Its heavy scantlings and the building teams precautionary approach with the new material called fiberglass paid off in the long run. Their “thick as a plank” hull skin may have been overkill, but the results speak for themselves. Many of these classic plastics still easily pass survey today.

When Aero Marine closed its doors in 1960, an enterprising group of Grumman executives with a keen boating interest and a desire to diversify the company bought Aero Marine’s assets and shipped the Bounty II tooling to a New England boatbuilder in which it already held a controlling interest. Cousins Everett and Clint Pearson had entered into partnership with Grumman, and under the Pearson label, some changes were made to the Bounty II , creating a sloop that Pearson dubbed the Rhodes 41. Perhaps the best measure of the success of this effort lies in the fact that of the approximately 50 Rhodes 41s (built from 1961 to 68), not only are nearly all still around today, but a cult following has arisen that makes them one of the most sought-after oldies-but-goodies afloat.

The all-around success of these boats is perhaps best demonstrated by the accomplishments of Eric Crawford and his Chesapeake Bay-based crew. Crawford painstakingly restored his three-decades-old Pearson 41, Restless, to pristine condition. With the addition of modern hardware, cordage, and winches, plus a good suit of sails, he and his able crew have tallied an impressive string of race results on the bay.

In 2000, he took the program to sea with hopes for a respectable showing among a fleet of much newer, much more race-refined sailboats. Crawford and crew did more than hold their own. They took home the prestigious overall win in the premier of ocean races: the biannual Newport to Bermuda Race. Yes, reaching conditions prevailed, and an age allowance helped the rating, but as every Pearson 41 owner will attest, when the breeze fills in and the beat gives way to a reach, the thoroughbred in the classic Pearson 41 comes to life.

Another Chesapeake Bay local, George Dunigan, has favored a cruising tack with the restoration of his Pearson 41, Lightfoot . And as the photos in the accompanying chart show, his Rhodes restoration efforts reveal how modern coatings can help give an older boat a facelift and make her easier to maintain to boot. With an Awlgrip-coated hull, Interlux Perfection buff-colored deck, and Cetol-sealed woodwork, she’s an eye-catcher and a great example of what can be done to rejuvenate a sound but cosmetically tired sailboat.

Dunigan and his wife appreciate the good-sized aft cockpit, and the low-profile dodger/bimini combination offers protection against the searing summer sun. Lightfoot’ s conversion to the cruising side included the addition of an anchor roller and windlass, furling headsail, electric refrigeration, and a 27-horsepower Westerbeke, which was shoehorned into the space once occupied by an Atomic 4.

The big plus is that the vessel retains its seakeeping ability and remains very easy to handle when sailing shorthanded.

DESIGN AND CONSTRUCTION

In a marketplace currently driven by putting less material in a structure but still generating adequate strength, it’s nice to see what the alternate can deliver. The Pearson 41 features a solid fiberglass hull with encapsulated lead ballast held as tightly as an NFL fullback holds the ball when punching through the line. Hull stiffness is generated by extra units of alternating 24-ounce woven roving and 1.5-ounce mat. The high-quality polyester resin of the era and Pearson’s approach to the hand lay-up process delivered hulls with good void control and better-than-average blister resistance. In cases where blistering has occurred, the thick laminate can be easily repaired without jeopardizing strength.

Built in the era before pans and liners dominated interiors, these “stick built” accommodations were more time-consuming to build, but each bonded gusset and tabbed-in bulkhead added additional support to the hull and deck. This approach also allowed access to more of the inner surface of the vessel. However, some surveyors frown when they lift cutouts in the cabin sole and see tanks preventing inspection of much of the bilge area. The good news is that the encapsulated ballast has no keelbolts to inspect, and the tanks, at least the ones in the earlier hulls, were monel, a nearly inert metal that’s the material of choice for tanks, shafts, and heat exchangers. Unfortunately, its cost has skyrocketed and made its use all but disappear from the waterfront.

Some of the most meaningful changes made in the Pearson/Rhodes evolution were the upgrade from iron to lead ballast and the addition of more freeboard. Pearson also eliminated the bulwark found aboard the Bounty II . The Pearson 41 incorporates an inward-turning, hull-to-deck joint and a traditional, mechanically fastened teak toerail. The one rather large coachroof window, a signature of the Bounty II , was split into two smaller windows with fiberglass-reinforced plastic (FRP) reinforcement between the two, a change that improved both aesthetics and the structural integrity of the cabinhouse.

Opening ports, substantial hardware and a teak cabin sole gave the Pearson 41 a traditional feel. Both of these Rhodes-designed boats share a fine lineage, and neither should be considered deficient due to the small differences between them.

Structure and stability are a strong point in this vessel. Narrow beam and a healthy ballast/displacement ratio mean that she can recover from a deep capsize. Her thick-as-a-plank glasswork has made the boat heavier than perhaps necessary, but the resulting strength has lessened worry over fatigue cycle-loading and any flexing in the garboard region that might lead to delamination and keel failure. These ruggedly built hulls will continue to deliver owner satisfaction for years to come.

The decks are cored, and some boats have areas where delamination and water intrusion have become an issue. If these regions are small (a square foot or so), an epoxy injection repair may solve the problem. This involves localized top-down hole drilling, drying the core area, and carefully injecting epoxy into the holes. Compression with weights (sandbags work) while curing, followed by re-finishing the deck completes the repair. When larger areas are involved, you may need to cut out a portion of the deck and remove the old rotted core. Inserting new core and rebonding the top FRP skin is a time-consuming but straightforward job, a feasible DIY project for those comfortable working with epoxy products, core materials, and tabbing secondary FRP bonds. A number of fiberglass repair books document this type of repair, including the “Fiberglass Boat Repair & Maintenance” guide, available free at www.westsystem.com .

These modest-freeboard, wide-sidedeck sloops have none of the bulging proportions of modern production boats with their high-volume interiors. Yes, they lack the big open space saloon, but for many, the simple layout with four usable sea berths located in the most stable part of the boat makes more sense.

The galley is split port and starboard, with the stove on one side and the big ice box/fridge on the other. Though not ideal, this arrangement affords additional galley counter space and useful room to spread a chart while sailing.

The lack of a dedicated sit-down chart table may turn off the technophile, but with some creativity, a place can be found for all the necessary electronics. A small enclosed head, lockers, and a conventional V-berth lie forward of the keel-stepped mast.

Pearson’s rendition of the Rhodes design regarded wood-grained Formica as a new wonder material, but, like the Palmer-Johnson crew that finished off a few of the Bounty IIs, the Pearson team also understood that interior decor was significantly enhanced with well-done wood trim, fiddles, and hand rails, offsetting the effect of the faux wood grain. A step above Good Humor-white Formica, the Pearson version, like the Palmer-Johnson-built Bounty IIs , has a traditional yacht feel below.

There’s no question that this boat needs a breeze to really get going. Its long keel is thick at the foot and wide in the garboard region, adding more drag than one would find in a modern fin-keeler. Heavy displacement and substantial wetted surface make sailing in light-wind conditions less than invigorating. But at sea, the sloop has a kind motion, and lots of directional stability. This is a big plus for short-handed crews with an interest in energy-efficient self-steering. For decades sailors simply added a mechanical steering vane to the transom and an anchor winch on the foredeck and headed for the Caribbean or South Pacific. The boat remains a viable passage maker for budget-minded sailors who adore simplicity and the value of a versatile cruiser.

The Pearson 41 sports a relatively short, low-aspect-ratio rig, with a rather modest sail-area-to-displacement ratio. Consequently, every effort should be made to keep as much versatility in the sail plan as possible. One option is to set up a double-headsail (cutter) rig using a removable inner forestay and runners. Another option negates the need for runners by installing hardware to rig a Solent stay. This involves installing a 1×19 wire to a fitting near the masthead that’s far enough below the top so that the wire does not chafe against roller-furling gear. A halyard must also be set up to work in conjunction with this stay. Both a hank-on, heavy-weather jib and a storm jib can fly from this removable stay. In light air, other sail-carrying options can augment the “one-size-fits-all” roller furler. (A 150-percent furling genoa is the standard for the Chesapeake.) These include a drifter and asymmetric spinnaker that can be tacked to the end of an anchor roller that has been intentionally structured to take such loads. Such light-air sails can also be flown from a short removable deck-mounted sprit.  The result is an ability to achieve decent performance in 8-10 knots of wind and save the diesel fuel for even calmer conditions.

Waterline length is not the sole determiner of top-end boat speed. The Pearson 41’s short, 28-foot waterline lengthens as she heels or starts to squat with speed. With either a tiller or wheel, the attached rudder has none of the rebellious characteristics associated with many unbalanced rudders. However, those really interested in making a great boat even better may want to consider a modification made by one aerospace engineer just prior to sailing his Bounty II to a class victory in the classic Trans-Pacific Yacht Race.

The skipper designed a spade rudder that was professionally fitted in the lengthy counter aft. Its even possible to retain the attached rudder and use it as a trim-tab steering appendage. Connect a Monitor or other servo-pendulum self-steering gear to a mini tiller that steers the new spade rudder, and you’ll have a boat with enviable self-steering performance and outstanding steering control. As an added bonus, this arrangement also offers rudder redundancy. For a decade or so, many custom ocean racers were designed with both a keel-attached trim tab and separate skeg or spade rudder, a combination valued in long-distance passage making.

MECHANICAL/ELECTRICAL

There’s not much room under the companionway ladder and even the venerable Atomic 4, Pearson’s favorite auxiliary, found it a pretty tight squeeze. When it came to putting the gas engine out to pasture, the solution aboard Lightfoot involved the installation of a 27-horsepower Westerbeke, the largest block that would fit into the available configuration. Finding room for the exhaust, water strainer, fuel and oil filters, and a bigger alternator was a bit of a challenge, but a skilled local mechanic maximized the use of the available space.

There wasn’t much worry about a suite of electronics or high-current, 12-volt DC needs in 1962, and Pearson delivered boats with a battery switch and a minimal fuse panel. Most owners rewire from scratch, if they plan to turn the boat into a modern high-current-capacity DC platform. Others resist the urge and keep systems simple and easier to maintain. Either way, this is a versatile tabula rasa interior that can be high-tech tuned or left alone. There’s room for a radar pedestal, locker space for a watermaker, and deck area for a dinghy.

The question that every used-boat buyer should ask themselves is, “When is a bargain really a bargain?” And the answer has as much to do with how well a particular boat fits your needs as it does with its condition and the price tag. Those who enjoy sailing inshore and offshore, and are looking for a cost-effective vessel that’s as user-friendly underway as she is in the boatyard, should take a close look at the old Pearson 41. A structurally sound, cosmetically neglected Pearson 41 is usually worth spending the time and money to re-power, re-rig, and re-coat with an LPU paint makeover. You wont break the bank if you keep things simple. Savvy boat buyers may look for a boat that costs a little more but comes with some or all of the following: a relatively new engine, sound rigging, and decent sails (in other words, a boat that has already benefited from the accumulated TLC of the previous owners).

Due to increasing demand for these boats, prices have risen in some parts of the country and range from $70,000 for one in sound but fairly tired cosmetic condition to $140,000 for one that has been through a rehab that includes a new or nearly new engine, electrical system, tanks, refrigeration, rigging, sails, etc. In our online shopping, we found Pearson 41s ranging from $10,000 for a more-or-less gutted project boat, to $100,000 for a boat that was professionally restored to A standards. The bottom line is that these are modest-draft sailboats with lean, long overhangs and real sea berths, an easy motion, and enough functional space to qualify as a good inshore or offshore cruiser. They make excellent DIY candidates and continue to make their way to more than their fair share of distant landfalls.

• Interior Notes Pearson Rhodes 41
• Download PDF Format

RELATED ARTICLES MORE FROM AUTHOR

Leave a reply cancel reply.

Log in to leave a comment

Latest Videos

The No Expense Spared Antigua 60 Cruising Sailboat Soolaimon

How To Buy Sails – With Joe Cooper

Bavaria C42: What You Should Know | Boat Tour

Universal Diesel Engines – What You Should Know

• Privacy Policy
• Do Not Sell My Personal Information
• Online Account Activation
• Privacy Manager

Time in Elektrostal , Moscow Oblast, Russia now

• Tokyo 09:24PM
• Beijing 08:24PM
• Kyiv 03:24PM
• Paris 02:24PM
• London 01:24PM
• New York 08:24AM
• Los Angeles 05:24AM

Time zone info for Elektrostal

• The time in Elektrostal is 8 hours ahead of the time in New York when New York is on standard time, and 7 hours ahead of the time in New York when New York is on daylight saving time.
• Elektrostal does not change between summer time and winter time.
• The IANA time zone identifier for Elektrostal is Europe/Moscow.

Time difference from Elektrostal

Sunrise, sunset, day length and solar time for elektrostal.

• Sunrise: 04:06AM
• Sunset: 08:40PM
• Day length: 16h 34m
• Solar noon: 12:23PM
• The current local time in Elektrostal is 23 minutes ahead of apparent solar time.

Elektrostal on the map

• Location: Moscow Oblast, Russia
• Latitude: 55.79. Longitude: 38.46
• Population: 144,000

Best restaurants in Elektrostal

• #1 Tolsty medved - Steakhouses food
• #2 Ermitazh - European and japanese food
• #3 Pechka - European and french food

Find best places to eat in Elektrostal

• Best steak restaurants in Elektrostal
• Best bbqs in Elektrostal
• Best breakfast restaurants in Elektrostal

The 50 largest cities in Russia

Category : Gorodok factory

Subcategories.

This category has only the following subcategory.

• Gorodok pipe bridge ‎ (7 F)

Media in category "Gorodok factory"

The following 41 files are in this category, out of 41 total.

• Factories in Pavlovsky Posad
• Gorodok (Pavlovsky Posad)
• 1900s architecture in Russia
• Weaving mills in Russia
• Brick architecture in Pavlovsky Posad
• Uses of Wikidata Infobox
• Uses of Wikidata Infobox with maps
• Pages with maps

Navigation menu