etap sailboat review

Better Sailing

Etap 24i Review

The Etap 24i is the boat that will do whatever you want it to. It is small enough to trail, big enough to cruise for a fortnight, and fast enough to win races, the Etap 24i is as versatile as they come.

Back in 2007, I headed across to Holland to sail a new boat from neighboring Belgium. This was the Etap 24i, and she was well worth going to see. Introduced as a big sister to the popular 21i, she shared the same twin rudders, backstayless rig, unmistakable Etap styling, and, of course, the doubleskinned, foam-filled construction that makes all Etaps unsinkable. Today, I had the chance to sail with the same boat again and see how it help up after 14 years. 

A twist to this test session for Europe’s yachting journalists was that Etap had two boats on the water – one with a deep fin and one with a shoal-draught tandem keel developed by the designer, Marc-Oliver von Ahlen, in conjunction with Berlin University. We were not told which keel was on which boat: it was the testers’ job to work it out. 

Since this sail, Etap has ceased production. After building more than 5,000 boats in 38 years, the company was bought by Dehler in 2008. Then it all came to an end a few months later. Although the rights and the designs have been bought by another Belgian company, signs of the long-talked of reincarnation are still awaited. In the meantime, if you want an Etap, it will have to be second-hand. 

The good news is that Etaps tend to last pretty well. When I was sailing the 24i, the company claimed to have known about just five cases of osmosis – that’s 0.1% of the production. By all accounts, the hulls are pretty stiff, and, importantly, the foam injected between the skins means they will stay on the surface if the worst happens. On more than one occasion, it has. Etaps (and their crews) have lived to tell the tale following rather-too-close encounters with ferries and reefs, among other hazards of the ocean.

Refreshingly Different 

While unsinkability has been an influence for some buyers of Etaps, at most, it’s incidental. The boats wouldn’t have sold as well as they did had they not offered a good deal more than the ability to stay afloat if holed.

Take the 24i as an example. Here’s a boat that looks good for a start. Builders of cruisers in this size range have often tended to err on the side of volume, believing that compromising the accommodation as it would need to be compromised to achieve attractive lines would limit the appeal. Etap took a refreshingly different approach, setting out to make the boat sporty – not racy, just sporty – and well proportioned. Never mind standing headroom; the 24i was meant to be fast, fun, attractive, durable, and, of course, unsinkable. 

It’s a formula that appealed to a friend of mine, who was looking for a boat about eight years ago. The Etap seemed to do everything he wanted, so he found a nice-looking fin-keeled example at Hamble, UK, and trailed it back to Weymouth, UK, behind his VW camper van. 

Trailable though the Etap is, that hasn’t stopped him and his wife from treating her as a fully-fledged cruising yacht. They have done all sorts of things with the Echo 42i that many people would never dream of doing with a 24-footer, including crossing the channel most years to Brittany, France and, at various times, most of the Channel Islands as well, spending up to two weeks aboard at a time. 

Initially, they were surprised to find people on larger yachts raising an eyebrow and asking if they had really sailed ‘all the way from England on that?!’, but they soon got used to it. 

In the 1960s and ’70s, a 24-footer was a typical size for a cruising boat, and it was by no means uncommon to find one accommodating a family of four. While expectations have changed over the past 40 years – many owners and crews considering a boat unacceptable if it doesn’t have full standing headroom and a shower at the very least – the practicality of sailing a smaller boat remains the same. ‘It’s so useful to have a boat that’s small enough to trail yet big enough for proper cruising,’ says my friend. ‘We can tuck into corners of marinas where most other boats won’t fit, and on occasions, that has meant being right next to the shower block while other people have been stuck on pontoons in the middle of the river waiting for the water taxi’.

The early years with Echo were a steep learning curve. He recalls a trip to Dartmouth in what turned out to be a south-easterly Force 8. ‘Even with our limited skill levels at the time, we reckoned it was safer to keep going than to turn back. Some of the seas were higher than the boat was long, but she looked after us!’

As well as cruising extensively, they have made Echo a name to be feared in their local racing from Weymouth, last year managing a near clean sweep of the silverware despite often sailing two-handed or with an occasional third. 

Many Etap 24is have the tandem keel. Giving a draught of just 2ft 9in (0.85m), it allows the boat to sneak into shallow water and also to sit lower on the trailer than with the substantially deeper fin. It’s also pretty efficient for such a shallow appendage, with the benefits of being both cheaper and simpler than the lifting keel that Etap had offered on their smaller models until the introduction of the 21i. Also, extra cabin space is a bonus. 

As has been demonstrated time and time again, however, there’s no substitute for draught, so I was pleased to hear that Echo is a fin-keeler. The tip of the fin’s lead bulb plunges to just under 5ft (1.5m) below the waterline. It was a sensible decision for Etap: having given buyers a shallow alternative, why compromise with the fin? 

Despite the secrecy surrounding the two boats’ keel profiles in Holland all those years ago, it soon became abundantly clear which was which. A few yards of sailing and a couple of tacks was all it took to give the game away.

That’s not to say that the tandem keel doesn’t work well for its draught; just that a deep fin is better for stiffness, righting moment, speed, acceleration, and maneuverability. They have proved that it works, as did I during a pleasant early-season (pre-season for most people) sail from Weymouth. Portland Marina had lifted the boat for a scrub only a few days earlier, so she had a clean bottom despite having otherwise remained afloat since the beginning of 2013. Combined with the folding prop on the leg of the Yanmar 9hp 1GM saildrive (Etap offered an outboard as an alternative), it gave her no excuses. 

Thankfully she didn’t need any, reminding me that she’s a fun, fast, and responsive boat to sail. My friend says that she comes into her own when the breeze reaches 15 knots. He has a good deal of experience in fresh conditions, including having planned (not surfed, but planned) at 12 knots down the entire leg of a race a few years ago under spinnaker. ‘It was fine until we approached the leeward mark and had to take the kite down’, he remembers. ‘That’s when it all started to get a bit messy!’

We had gentler conditions for our sail, having to make do with between 8 and 12 knots of wind. It was noticeable how much more positive Echo became at the upper end of this range. In 12 knots, she felt alive and responsive, clocking up to 5.3 knots on the breeze and feeling fully powered up. A marginal lull was all it took for us to lose half a knot of boat speed. She came upright and needed a substantial change of gear – crew position and sail trim – to stop her sticking to the water. Many boats have these transitions at various wind-speeds; the Etap’s just happens to be more pronounced. 

Learning how best to tickle her along is all part of the challenge for a racing crew. At one stage, we were ambling upwind happily enough in 10-12 knots with all three of us in the cockpit – one to leeward – and the log showing 4.7-4.8 knots. Moving two crew up to the weather rail and the helmsman to the forward end of the cockpit brought immediate results, the speed increasing to 5.1-5.2 knots. 

Crew weight affects any boat, and the smaller and lighter the boat, the greater its effect, so this came as no surprise. Harder to assess without another boat to sail against is the optimum pointing angle upwind. Sailing as I was initially, we tacked through around 80°. My friend has found he does better by sailing a little deeper, the extra speed more than compensating for the increased tacking angle. I was in no position to argue, as Echo’s results suggest that whatever he has been doing has worked. Easy ways Lest all this talk of tweaking should give the impression that the Etap is an overly sensitive creature, I should make it clear that she’s not in the least. She’s an easy and forgiving boat to sail; just one that’s agreeably responsive, and that makes her fun to be aboard. 

After beating out through the breakwater and a little way into Weymouth Bay, we turned around, popped the kite up, and made our way back downwind at 6.5 knots. Reaching up as shy as we could, we brought the apparent wind to around 70° and the log to 6.9 knots. The helm loaded up at that point, but the twin rudders continued to grip tenaciously. 

In normal sailing mode, the helm remains comfortably light. If there’s any slop in the rudder bearings, it’s time for new bushes. My friend replaces them every year – it’s a simple enough job. 

The helming position on the coamings is pretty good. If you find it a bit too close to the guardwire for comfort, the answer is to dip your torso underneath. 

The standard boat-testing ‘circuits-and-bumps’ routine showed up with no surprises. Trimmed normally and left to her own devices on the wind, Echo rounded up, tacked, tacked back, rounded up, tacked again, and continued this routine until we interrupted her to carry on sailing. Hove to, she sat almost dead in the water but could still be gybed round with the main pinned in to resume her original course. Making upwind under either just the main or the headsail on its own presented no challenges. She could even be put into the ‘hove one’ position, as I call it – heaving to without the jib. 

Control of the mainsail is helped by the full-width traveler, which can quickly and easily be removed if you want to open up the cockpit for picnics or to socialize. There’s no backstay, however, so you have to use alternative approaches to flatten and depower the wellroached mainsail.

Hardware throughout is up to spec and from well-known names such as Lewmar and Seldén. Most of the aluminum extrusions apart from the spars came from Etap’s own factory. 

>>Also Read: Fin vs Full Keel

Accommodation 

Etap was clever in the way they managed to incorporate enough foam to keep the boat afloat, habitable, and able to sail if flooded without restricting interior space or stowage to an appreciable extent. In fact, the stowage is remarkably good, which is one of the reasons why my friend and his wife were struggling when they eventually started to look for a bigger boat. The question they most often found themselves asking was, ‘where are we going to put everything?’ 

Etap’s trick was to hide the bulk of the foam in the ends, using space that would otherwise be mostly wasted. Side effects of the double-skinning and foam injection are the smooth, wipe-clean insides to the lockers and good thermal and acoustic insulation. Etap’s use of resin-transfer techniques means that every molded surface is smooth gelcoat. 

Accommodation is good for a spirited 24-footer. There’s no double aft cabin. Instead, you have plenty of cockpit locker space on each side and, below decks, generous settee berths in the saloon whose backrests can be removed and clipped alongside to extend their width for sleeping. Also, multitasking is the door to the hanging locker to starboard, forward of the main bulkhead. It doubles as a table in the saloon or the cockpit. 

The galley is split either side, abaft the bulkhead. Moving forward, you find the heads to port and then a V-berth in the bow. Compression loads from the rig are taken by an aluminum arch molded into the deck and by the bulkhead beneath. 

On Echo, the woodwork, finished in beech laminate, has worn well – as has the whole interior. It’s still clean, fresh, and showing no signs of having been lived in extensively.

Etap 24i Review – Verdict

After sailing the Etap twice, once when it was pretty and another one now, my conclusion is that she was out of the ordinary sailboat then and still is now, offering a combination of qualities that simply can’t be found in any other boat, old or new.

She offers a sporty yet easy-going nature combined with unsinkability, a choice of keels, and an interior that, while less roomy than some, is appealing, comfortable, and eminently practical. Although a boat of this size can’t be considered a trailer-sailer, her beam and weight make her trailable behind a suitably robust tow-vehicle.

The 24i confirms that Etap’s reputation for producing cleverly designed, attractive, and soundly engineered performance cruisers with a difference is well deserved.

Etap 24i Specification

Peter is the editor of Better Sailing. He has sailed for countless hours and has maintained his own boats and sailboats for years. After years of trial and error, he decided to start this website to share the knowledge.

Related Posts

The Ultimate Guide to Choosing the Best Fishing Line for Trolling

Lagoon Catamaran Review: Are Lagoon Catamarans Good?

Best Inboard Boat Engine Brands

Are O’Day Sailboats Good? A Closer Look at a Classic Brand

• Buyer's Guide
• Destinations
• Maintenance
• Sailing Info

Hit enter to search or ESC to close.

Jakatar, a Corbin 39 in Portugal

• Boat Maintenance

Thursday, February 16, 2017

Performance pocket cruiser review no. 1 - etap 26i.

No comments:

Post a comment.

• 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

Maine Cat 41 Used Boat Review

CS 30 Used Boat Review

Hinckley 49 Used Boat Review

Island Packet 31 Used Boat Review

Best Crimpers and Strippers for Fixing Marine Electrical Connectors

Thinking Through a Solar Power Installation

How Does the Gulf Stream Influence our Weather?

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

Master the Sailing Basics: Never Stop Learning the Little Things

How to Mount Your Camera on Deck: Record Your Adventures with…

Un-Stepping the Mast for America’s Great Loop

Headsails and Spinnakers: How to Explain Their Functions to a Beginner

Sinking? Check Your Stuffing Box

The Rain Catcher’s Guide

How to Change Your Engine Mounts

Keeping Water Clean and Fresh

Vinyl Boat Lettering DIY Application and Repair

Those Extras you Don’t Need But Love to Have

Three-Model BBQ Test

Alcohol Stoves— Swan Song or Rebirth?

Womens Foul-Weather Gear

Preparing Yourself for Solo Sailing

How to Select Crew for a Passage or Delivery

Preparing A Boat to Sail Solo

Chafe Protection for Dock Lines

Waxing and Polishing Your Boat

Reducing Engine Room Noise

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

Marine Toilet Maintenance Tips

• Sailboat Reviews

This Belgian-built sloop offers style and comfort—as well as a nice turn of speed—in an 'unsinkable' package, but its high freeboard and low lifelines give us pause.

Unlike the bastions of this industry that were founded by sailors interested in manufacturing boats, Etap, the parent company of Etap Yatching, was formed in 1948 by Achilles Daelmann, who initially operated out of a small shed. At the outset, Daelmann earned his living by manually rewinding electrical motors, eventually venturing into the manufacture of light fittings, which is still the company’s primary business.

The firm eventually entered the boatbuilding industry for the purpose of experimenting with the uses of fiberglass, which was then an untested, newly emerging material. The first Etap offered to the public was a 22-foot, trailerable sloop designed as an affordable, safe daysailer for families entering the sailing world. With surprising insight, Etap promoted her as speedy and lightweight, and safe, since blocks of foam were inserted between the hull and inner liner, which allowed the boat to be categorized as unsinkable. After producing 1,800 of that model, the company followed with a 28-footer in 1977, and 20-footer in 1980. The Etap product line now includes eight models ranging in size from 21 to 39 feet. With more than 6,000 boats built to date, the company’s boatbuilding division—100 workers strong—now produces 200 boats per year.

Design Still a family operation, the company is managed by a group of engineers who hire architects to convert their concepts into working drawings. The Etap 37s was designed by Mortain and Mavrikios, a European firm that has created several other models for Etap, as well as Dufour, Feeling and Locwind.

“The target was a fast, safe, comfortable cruiser for sailors seeking quality, safety and performance,” according to Dane Somers of Sail La Vie, the U.S. importer. “It will especially appeal to sailors who are committed to making extended passages.”

The hull presents a relatively low profile, especially since she is considered a pilothouse sloop. With a nearly plumb bow and flat sheer that leads to a reverse stern over which towers a high-aspect rig, the Etap 37s carries her beam well aft. In many cases “pilothouse” equates to an unsightly box sitting atop the deck; not so with this vessel, which sports three broad plexiglass ports on the front of the cabin. The boat’s underbody complements that by way of a rounded section with little chine and plenty of volume below the waterline, both of which contribute to headroom and storage capacity down below.

On paper, she ranks as a performance cruiser; her D/L is 161 and the SA/D 17.61 with a 100-percent foretriangle, placing her in the fast-to-moderate classification. Based on our test sail, we estimate she will sail to those numbers.

Deck Layout We give the company two gold stars for the manner in which the traveler system has been designed, but we also award one demerit for not making available on this model the innovative steering system that they do offer on their 32-footer.

It’s no secret that we prefer end-boom mainsail sheeting because it produces better mainsail shape. It’s also no secret that most manufacturers now place the mainsail traveler atop the cabin so that it won’t interfere with crew comfort, and makes it easier and safer to move about the cockpit.

In this case, the manufacturer offers end-boom sheeting as well as a fine-tune on the mainsheet that significantly reduces the muscle power necessary to trim the sail, and a solid vang, as standard equipment.

Etap also has designed a novel system that solves the traveler-in-the-cockpit problem: the traveler on the 37s can be removed by releasing two pins; it’s a one-minute exercise, whereafter you can secure the mainsheet tackle to a padeye in the cockpit sole. The traveler is then stowed out of the way in a lazarette. The result: the ability to trim the sail properly and a cockpit free of clutter, since the cockpit table also is portable. In most conditions, the combination of mainsheet and vang will offset the reduced flexibility when the traveler is stowed. Additionally, padeyes located on the toerails on both sides of the cockpit allow the boom and mainsheet to be secured out of the cockpit when at the dock—the boating equivalent of wide open spaces. It’s a wonder it took decades for designers to perfect and produce this sensible arrangement.

The yang of the cockpit is a 40-inch-diameter wheel that, like most, interferes with movement since it diminishes the space between the wheel and cockpit seats. Because the benefit of a large wheel is that it eases steering, and tillers on boats this size have proven to be unmarketable in the U.S., it is a mystery that more companies aren’t installing pivoting wheels (like Beneteau), or folding models like that recently introduced by Lewmar.

This is where the tiller installed on the Etap 32 and 34—a marvel of creativity—would come in handy (see photo and explanation on pg. 26). To the company’s credit, the emergency tiller on the 37 is secured close at hand under the helm seat, rather than buried in the recesses of a lazarette.

In Europe, where boats are often tied stern-to (“Med style”), cockpit access commonly takes place via boarding steps on the stern, as is the case with this boat. Swimmers use a stern-hung stainless steel boarding ladder that is standard equipment. However, in most marinas, the boat’s 48-inch freeboard may necessitate the purchase of a step that will ease loading stores when docked beam-to.

Once aboard, we found that the 16″ (wide) by 14″ (high) cockpit seats (with backrests sloping outboard) provide good support when heeled, though beyond 15°, when sitting to leeward, they are less comfortable. The seats are finished with solid teak recessed into the framework, a good idea since it eases housekeeping. The helm seat swings up to ease access to the stern. The propane locker is located in the transom aft of the helm seat, a plus when loading a full bottle from a dinghy.

Cockpit storage reflects the boat’s bluewater pedigree: the starboard lazarette is 36″ deep and 42″ wide, large enough to store a six-person life raft, seemingly a redundancy in an unsinkable yacht. An aluminum frame built into the lazarette houses hatchboards, an excellent idea since they invariably seem to end up under settees or berth cushions. The port lazarette has storage in a 21″ wide, 33″ long, 14″ deep area that is adequate for dock gear and miscellaneous spare lines.

Two other aspects enhance onboard safety: the high toerail and an aggressive TBS non-skid pattern that allowed our deck shoes to grip firmly when the deck was covered with dew.

The toerail on board the Etap 37s is constructed of long sections of extruded, brushed aluminum elevated two inches above the deck; making it high enough to keep the crew aboard while still allowing water to flow underneath and overboard. Cleats are built into these sections, which we think is a nice consolidation of function. Brushed aluminum grabrails on the cabintop are located where they are most needed, and 24″ wide decks amidships (more than most boats this size), proved to be a real plus on the day we sailed the boat. The one drawback of all this, however, is that the upper lifelines are only 22″ off the deck—five inches shorter than we prefer for optimum safety.

The mast is a Selden 9/10th rigfitted with double spreaders. It’s stepped on deck because the company believes that method produces a watertight seal without compromising on strength, since a stout compression post is laid on the keel. Deck-stepped masts have pluses and minuses, but are becoming more common on larger boats since chainplates are commonly glassed into the hull. Etap leads all wire cables through a stainless steel tube in the mast to protect connections from weathering. Standing rigging is stainless steel wire; and the backstay is tensioned mechanically with a winch handle.

Our test boat was equipped with an in-boom mainsail furler that operated smoothly; the Elvström mainsail carries two full battens in the top sections, and two partial battens farther down that produced good sail shape, especially compared to battenless furling mainsails. Like most furling mainsails, however, this one suffers a loss of some power as a byproduct of its small roach. The sail is built with three reef points, and the boat was commissioned with a continuous reef line running through blocks at each reefing eye.

Halyard and sail controls are led aft so they’re close at hand and operate easily. Sheet stoppers port and starboard of the companionway are Antal Grip 10, through which halyards are led to Lewmar 40 self-tailing winches.

Headsail track is located inboard at the base of the cabin, with sheets led to Lewmar 44 self-tailing winches that were large enough for easily handling the 135-percent genoa, which carries 427 square feet of Dacron.

Belowdecks Though the configuration of spaces belowdecks is typical of the genre, we found several attributes that stand out when compared to competitive models. For instance, the on-watch crew can sit atop the companionway step and have an fairly clear, 360-degree view through ports on both sides of the cabin, and the large Plexiglas ports on the front of the cabin. The solid cherry and cherry veneer wood surfaces below enhance the feeling of spaciousness, and handrails port and starboard in the saloon are an absolute necessity for an offshore passagemaker.

Standing headroom in the main salon is 6′ 6″, sloping down to 5′ 11″ at the forward bulkhead. The saloon measures 11′ 6″ on the centerline, with 86″ of clearance between port and starboard settee backs. Settees are 6′ 7″ long, and fitted with leeboards as standard equipment. Storage areas are beneath the settees, and outboard on the hull, which is lined with cabinets.

Perhaps the most clever—and sensible—design feature is splitting the galley into two sections, rather than constructing the typical L-shape. On the Etap 37, the Eno two-burner stove and a 24″ x 28″ counter over the refrigerator are located along the hull to port. A recessed cutout in the cabinetry provides space for a microwave; storage is offered in three drawers aft of the stove, and below the stove, where pots and pans will live.

Particularly interesting is an island at the foot of the companionway measuring 18″ x 38″ that is finished with a Corian countertop and two 12″ diameter x 8″ deep stainless steel sinks surrounded by wooden fiddles. The arrangement adds form to function since one end of the island houses storage and space for a waste basket, as well as providing access to plumbing manifolds. In this configuration crew can move fore and aft on either side of the island, which also serves as a support for the cook when heeled. This arrangement actually adds counter space, since the area between the countertop to port and the island may be spanned by dropping in a custom 17″ x 20″ cutting board. It’s a nice, novel arrangement, but we’d have to spend some time living with it before rendering a final opinion.

The dining table is a drop-leaf affair on the centerline that produces a 42″ long x 40″ wide surface, seating for four, and a cubby for wine bottles.

The nav station is located aft of the starboard settee, and fitted with a 24″ x 30″ chart table, large enough for a folded chart, and 25″ x 18″ seat for the navigator. Four drawers reside below the chart table. The electric panel has adequate space for VHF radio, chartplotter and repeaters, as well as a storage area outboard. On balance, it is more functional than nav stations we see on similarly sized boats designed for coastal cruising. And located under the navigator’s seat are a 70 AH starting battery and a 108 AH ‘house’ battery, both standard equipment—off the centerline, but handy.

A single head large enough for average-sized adults is a sensible arrangement on a 37-footer intended for bluewater passages. Located aft of the nav station, it is equipped with typical appliances, as well as an area designated for hanging wet gear near an opening hatch. Though a holding tank is an option on European boats, it is standard equipment on U.S. models. The builder located the tank aft of the head, which frees space to add a large closet in the head designated for the storage of tool boxes; the location of the tank also minimizes odors in the head and saloon.

The owner’s quarters are aft to port in a stateroom with 6′ 5″ of headroom, allowing the skipper to stand and dress comfortably, and space to bed down on a double berth measuring 6′ 7″ on the center and 5′ 6″ at the head., with lots of room for feet. Access to the steering quadrant is via a panel at the end of the cabin.

The forward cabin is smallish— just large enough for two adults—but it’s a sensible compromise because it increases space in the saloon, where most time will be spent anyway. Crew will bed down forward in a V-berth measuring 80″ on centerline, and 59″ at the head. The area below the V-berth is filled with foam and a water tank; fuel tankage is located amidships aft of the engine.

On balance, spaces down below combine a level of creativity while attaining the goal of producing comfortable living areas and adequate storage areas, plus water and fuel for the cruiser.

Construction The most unique aspect of the company’s construction methods is that it results in boats that are certified by the French Marine Marchande (merchant marine) as being “unsinkable.” The process involves production of a hull and liner bonded to the hull that stiffens the boat and provides the base for furniture and other attachments, a fairly standard method. However, in this case, the space between the hull, liner, as well as other voids, is large enough that it can be injected with closed-cell foam to form blocks of flotation.

The process involves spraying the outer skin of the hull with an osmosis-resistant, ISO-NPG gelcoat, followed by two layers of a 35-percent fiberglass roving and 65-percent resin blend that is hand-rolled to eliminate voids. Additional layers of woven roving are added to reinforce the bow, keel, and chainplate areas. Once the outer hull is constructed, the main bulkhead is installed, after which wiring runs and spare runs are installed in conduit. The liner, which is constructed in two pieces, is then sprayed with a two- part polyurethane closed-cell foam, and bonded to the hull. Additional foam is then injected into shaped cavities in the hull, all of which have exit holes through which excess foam can flow without adding pressure to the bond between hull and liner. Flotation, however, is not installed in the bottom to increase righting ability in the event of a capsize.

“The outer hull is as strong as a conventional boat,” Somers says, so, except as a home for the foam, the liner functions like those on most production boats.

Similarly, closed-cell polyurethane foam is laminated in the deck, along with plywood stiffeners. Hardware is attached to aluminum plates bedded in the deck areas, a solid method when executed properly.

The hull is bonded to the deck with resins and mechanically fastened with rivets and through-bolted on 4″ centers, then covered by a rubrail. The close attachment points produce a leak-resistant seam.

To receive French certification, the boat was required to pass four tests: a) when flooded, freeboard was not less than 3 percent of its overall length, so the water level was at the height of a settee cushion and the cook could work in the galley; b:) the flooded yacht floated in a near horizontal position; c:) the flooded yacht and a crew of eight righted itself from 90 degrees of heel; d:) the flooded yacht is capable of being sailed.

The company has added one more wrinkle to the purchase decision: the standard fin keel is a cast iron section with a draft of 6′ 5″. However, a tandem keel similar to that seen on some America’s Cup yachts is an option. In effect, two short keels are mounted to the hull and a wing-bulb is connected to each. The result is an improvement in performance produced by maximizing lift when sailing upwind, and a shallower draft. Priced at $1,604, the option isn’t cheap, but it will improve weather performance while reducing draft, and that’s a real plus. The downside is that it’s more prone to snagging something, and cast iron appendages require assiduous maintenance to avoid corrosion.

Performance With Somers at the helm, we tested the boat on Lake Michigan on an early spring day in winds ranging from 3 to 12 knots. We initially sailed with the mainsail only and found that she will go to weather at 3.75 knots in 8 knots of wind. The Selden-Elvström combination produced better sail shape than we are accustomed to seeing with furling mainsails.

With a full main and 135-percent jib, the boatspeed immediately increased to a steady 6.75 knots, the helm so well balanced we abandoned it while sailing hard on the wind into gentle, two foot rollers. Then, with the wind dying in advance of an approaching thunderstorm, we ghosted at 3.5. to 4 knots in 5 knots of wind. Though not nimble, she does not stick to the water in those conditions. However, one caveat: we sailed the boat when she was dry, so a potential owner should consider the effect on performance of full tanks and stores.

A practical option for the offshore sailor will be an inner forestay onto which can be hanked a non overlapping jib. In heavy winds and seas the smaller sail will produce a more comfortable ride, avoid beating a genoa to death or the need to change the sail on the furler.

At the end of the test, as we approached the marina we experienced several 50 to 60 knot gusts that caused her to heel to 40 degrees, despite having doused the sails. The Etap 37’s high freeboard adds windage while preventing the rail from dipping below the surface.

These gusts allowed us to test her performance while motoring with the Volvo 2030, three-cylinder diesel, with 28 rated horsepower at 3,600 rpm. She passed with flying colors. The boat maneuvered smartly in the marina under propulsion provided by a Volvo Saildrive with fixed, two-blade prop. One final unique feature among the mechanical aspects of this boat is an electric fan blower in the engine compartment that operates automatically when the engine is running; this is common on powerboats, yet we rarely see them on sailboats.

Conclusion Priced at $199,900 FOB an East Coast port of entry, the Etap 37 occupies a spot at the high end of the market when measured against most production boats of similar size. However, she is priced competitively compared to quality boats designed for offshore passages. Buyers will pay a premium for her unsinkability.

Somers explained that “this construction method adds 20 to 30 percent” to the cost of construction, which raises a question about a) the necessity of an unsinkable boat, or b) the veracity of CE category A. The CE certification (required of all recreational boats sold in the European Union) does not hold offshore cruisers to an unsinkable standard, or require construction methods as stringent as a Lloyd’s certification. Most sailors are aware of the risk of going to sea, but assume that a liferaft affords a great degree of protection in the event of a holing. Ultimately, then, a prospective owner may be forced to weigh the risks of an offshore catastrophe with the additional cost of an unsinkable craft. As with any monohull, if the keel falls off it will turtle, though this boat will be more buoyant than a conventionally constructed sailboat.

Ignoring that issue, this is a well-conceived boat that performs well over a broad range of wind speeds. It is also well-equipped, and user-friendly. The designers added some innovations that will improve performance and comfort (like the tandem keel and traveler arrangement), and features like the galley island that make sense.

The boat is targeted to experienced sailors with a bent for extended offshore passages. We think it’s a better candidate for that kind of buyer than the casual weekend sailor, or beginner. But even the experienced sailor will need a footstool to clamber aboard.

Contact – Etap Yachts, Sail La Vie, 207/865-1855; www.etapyachting.com .

RELATED ARTICLES MORE FROM AUTHOR

Leave a reply cancel reply.

Log in to leave a comment

Latest Videos

Hunter Legend 35.5 – Behind the Curtain

Whipping Line On Your Sailboat

Hallberg Rassy 42 – Behind the Curtain

The ICW – The Easiest Way – Sail to the Sun...

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

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

Etap 20 is a 19 ′ 10 ″ / 6.1 m monohull sailboat designed by E. G. Van de Stadt and built by Etap Yachting between 1975 and 1992.

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)

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.

• BOAT OF THE YEAR
• Newsletters
• Sailboat Reviews
• Boating Safety
• Sails and Rigging
• Maintenance
• Sailing Totem
• Sailor & Galley
• Living Aboard
• Destinations
• Gear & Electronics
• Charter Resources

Quick Look: Etap 28

• By Jeremy McGeary
• Updated: September 12, 2007

Bertone styling puts the curves in this pert pocket cruiser from decidedly quirky but in-all-things-practical, Etap. Constructed with Etap’s double-hull design it is, like all its siblings, unsinkable. For a 28-foot boat, it comes with a comprehensive specification which also leaves room for optioning up, for example to the tandem keel which gives access to gunkholes without giving up traction to windward.

Below, the designers have fitted berths for six, which might be handy if your boatload includes kids. An option to close off the forepeak to use it for storage will reduce stress on the agoraphibic. www.etap-usa.com

Etap 28s Specs

LOA: 29′ 5″ LWL: 27′ 8″ Beam: 10′ 11″ Draft: 3′ 7″/5′ 8″ Sail Area: 379 Displacement: 8,157 Water: 30 gal Fuel: 17 gal Engine: Volvo 19 hp Designer: Von Ahlen Yacht Design Etap Yachting n.v. 908-918-1886 www.etap-usa.com

• More: 2001 - 2010 , 21 - 30 ft , Coastal Cruising , etap , keelboat , monohull , quick look , Sailboat Reviews , Sailboats
• More Sailboats

New Sailboat Brand: Mishi Yachts

For Sale: 2005 Tayana 48

For Sale: 2015 Catalina 355

For Sale: 1998 Hinckley 51

Hurricane Beryl Relief Efforts: How You Can Help

Gary Jobson To Talk U.S. Prospects in Upcoming World Sailing Competitions

Make Downwind Sailing Fun Again. Turn Off That Motor and Unfurl Your Kite!

• Digital Edition
• Customer Service
• Privacy Policy
• Email Newsletters
• Cruising World
• Sailing World
• Salt Water Sportsman
• Sport Fishing
• Wakeboarding

Yachting Monthly

• Digital edition

Trying to sink an unsinkable boat

• Chris Beeson
• July 2, 2015

It’s every sailor’s nightmare: holed and taking on water. For Chris Beeson, the unsinkable Etap turned this sinking feeling into an unusual spa session

The Etap 21i sailing with her normal freeboard, before we opened the seacocks and attempted to scuttle her Credit: Lester McCarthy/YM

I thought it would feel stranger than it did, wading knee-deep through a flooded boat. While we were being towed out to the Needles, where we’d planned to founder, I was half expecting some mental switch to trip as the water started gushing in, overwhelming me with primal panic. Corporal Jones from Dad’s Navy, I thought. In the event, it was no more alarming than wallowing in a strangely shaped bath with several other men. Scary enough, but some way short of a crisis.

The bunk locker lids were barely awash when the water ingress stopped

The drama was limited first by the fact that we weren’t allowed to whack gaping holes below the waterline. The new owners of this boat, Grahame and Janine Mason, were understandably reticent about that. They did, however, kindly allow us to open the seacocks in an attempt to send their pride and joy to the bottom. And they did, sensibly, specify that we did so before they took delivery. The UK West Country broker of this yacht, Yachts of Dartmouth, set the wheels in motion.

We were towed out to the Needles by the SeaStart RIB. SeaStart was there to act as a photo-boat but aboard the Etap, I felt a good deal more comfortable knowing that there was something powerful, inflatable and fast nearby should anything go wrong. Once in position – and with nobody having said: ‘Actually, this is a daft idea. Let’s go back, eh?’ – we opened the seacocks.

We expected the seacocks to gush, but they merely dribbled

I was expecting something akin to ‘Old Faithful’ to erupt from the valve, bringing chaos with it. I had imagined the engine room scene from Noel Coward and David Lean’s wartime classic In Which We Serve . The reality was, frankly, disappointing, more like someone spilling a glass of water. This was the second drama limitation. When boats are holed and sinking, the hole is much larger, usually hidden behind joinery, and the ingress much faster.

It took a good 15-20 minutes for the flares canister to start bobbing about

Having established that we needed to slow to a stop to get any decent ingress, the flooding began. The boat took a while to fill up, even with both the sink and the larger heads seacocks open. It was a good 15-20 minutes before the flare canister started bobbing around. Within half an hour the lids of the bunk lockers began to open and shut with water pressure as the boat rolled in a gentle swell. After 45 minutes, the seacocks were no longer letting water in. We were as low as we could go.

The boat took a long time to fill up – even with all three seacocks open

We had a quick bash at sailing but the lack of wind prevented us finding out how her performance was affected by the extra load. Gert, the Etap representative onboard, has done this a few times, most notably in a 24ft Etap, crossing the Channel twice in a day with the boat flooded. He estimated that flooding slows the boat down by 1 knot, not bad considering he reefs to reduce strain on the rig.

Even flooded to the waterline, there was still plenty of freeboard thanks to the closed-cell foam that fills many of her cavities

Once we had all the photos we needed and the novelty of sinking had worn off, the seacocks were closed and the bailing began. We used a 14-litre bucket, scooping on average 8-10 litres each time. The last 30 buckets, filled using a bailer, were brim-full. We emptied 260 buckets in 40 minutes then mopped up the remainder with a sponge. A quick, approximate calculation suggests there were over 2,000 litres of water inside.

A rough calculation of the number of buckets we bailed suggested we took on 2,000 litres of water

Other than the fact that Etap does indeed make unsinkable boats, I’m not sure what we learned. I was hoping to vaccinate myself to the shock of a boat flooding so that, should the nightmare ever strike, I’ll be clearer headed. As it turned out, the height of the drama was a slightly damp mobile phone.

Tech Specs -Etap 21 i (Hull no. 549)

LOA: 6.56m (21ft 6in)

LWL: 6.10m (20ft)

Beam: 2.49m (8ft 2in)

Draught: tandem keel: 0.7m (2ft 4in); fin keel: 1.3m (4ft 3in)

Displacement: tandem keel: 1,230kg (2,712lb); fin keel: 1,180kg (2,601lb)

Ballast: tandem keel: 350kg (771lb); fin keel: 300kg (661lb)

Sail area: 23.9m 2 (258sq ft)

RCD Category: B/C

Price: £30,000 (new, in 2007)

Website: www.etapyachting.com

BUILDING THE UNSINKABLE

Spaces between inner and outer skins of hull and deck are packed with closed-cell polyurethane foam

Etap is the only builder of unsinkable yachts and is currently (2007) seeking a Lloyds certificate to that effect. Sadler Yachts used to have a claim to this title before it ceased production but, according to the only standard of unsinkability (that of the French Merchant Marine), unsinkability means that freeboard is reduced by less than 3% of LOA when flooded. Sadlers, though they wouldn’t actually sink, would flood close to deck level.

‘Unsinkable’ means freeboard is reduced by less than 3 per cent of LOA when flooded

The secret lies in the construction. The whole Etap range, from 21-46ft, uses double-skinned hulls and decks. The spaces between the two skins, and several other pockets throughout the hull and deck, are packed with closed-cell polyurethane foam.

This Etap 38i struck a reef and stuck fast while sailing in the Red Sea

Even if the hull is breached, only the foam damaged by the impact will absorb water. The rest of it, even when exposed to water rather than protected by GRP, has a maximum moisture absorption of 2% after 24 hours.

She was hauled off the reef and remained afloat, though flooded, as she was towed to safety

The result is an unsinkable boat, but there are other benefits. The boat is much stiffer as a result. Also, the foam acts as excellent insulation. It’s warmer below in winter and cooler below in summer. You can leave bedding on an Etap all winter and it will be condensation-free when you return in spring.

Of course, the extra design, materials and labour that go into building an Etap make this a fairly expensive 21-footer but, it you want to, you can buy peace of mind.

DISASTER-PROOFING

Watertight bulkheads

All new ocean racing yachts are fitted with watertight bulkheads. These are sealed, internal bulkheads with a lockable, watertight hatch and as few cable ducts as possible placed as high as possible. To be effective, at least two are required, dividing the boat into roughly equal volumes so that, should one area flood, there is sufficient volume left unflooded to maintain buoyancy. It’s rare for cruising owners to request watertight bulkheads but the more expensive boatbuilders can fit them during build.

Flotation bags

This is a well-established, relatively inexpensive and very effective method of creating buoyancy. These durable bags are easy to store when deflated and can be inflated with carbon dioxide from a SCUBA tank and secured either to anchor points inside the hull or to slings beneath the hull using webbing strops attached to the bags. As GRP supports 25% of its own weight in seawater, you need enough bags to support at least 75% of the boat’s displacement.

PUMPING POWER

A good engine-driven bilge pump will shift about 40 gallons per minute under ideal conditions. The average hand-operated one will only pump half that quantity.

Bilge pump ratings in the manufacturers’ claims are usually for 60 pumps per minute against no resistance, and with no need to lift the water (to a particular height above sea level) before discharging it. A head of 7ft will halve the output.

Any length of piping will rapidly reduce the efficiency of the pump, as length of pipe plays an important role in generating the resistance against which the pump is working.

Just to depress you further, you cannot pump faster than the time it takes the pump to fill and empty. Otherwise the pump loses efficiency. The classic ‘frightened man with a two-gallon bucket’ will shift about 20 gallons a minute. That involves lifting and throwing 20lbs of water every six seconds.

GOING DOWN: FACTS AND FIGURES

The flow of water through a hole is directly proportional to the fourth power of the radius of the hole. A two-inch hole will let in four times as much water as a one-inch hole.

If the hole letting in the water is bigger than the smallest part of the bilge pump pipework, you will surely sink unless you can make the hole smaller.

At a depth of three feet, a hole just one inch in diameter is estimated to pass 34 gallons a minute. Over an hour, that amounts to 2,040 gallons.

• Search forums
• Practical Boat Owner's Reader to Reader

Beneteau 211 Versus Etap 21i

• Thread starter DMac
• Start date 5 Apr 2004

Hi, I am currently interested in buying a 21ft sailing boat and am looking at either the Beneteau First 211 or the Etap 21i. I have spoken to a number of owners of the 211 and they have all been positive about the boat however I have not been able to find any Etap 21i owners so I'm looking for some here! The boat will be sailed off the south coast of Ireland mainly for cruising but I'd like to keep the option of racing open. I have heard that the Etap suffers somewhat with the tandem keel when racing but I dont know how much this would affect cruising - the fin keel version is not an option unfortunately. If anybody has experience of sailing either of these boats I'd be very interested in your opinion and pros and cons of both. Thanks a lot, Declan. Cork, Ireland. <hr width=100% size=1>  

I have an ETAP 21i, which I purchased new in 2001. I also looked at the Beneteau First 211 as well as the Jeaneau 2000. I dismissed the Jeaneau early on in the buying process as I thought it was too cheap and this was reflected in the quality of the end product. I then tried to view a Beneteau First 211 at my local Beneteau dealer in South of Scotland, but he was quite blatantly disinterested in my enquiry. He justified his disinterest by stating that there was not enough profit in a First 211 for him to invest much time in my enquiry. On the other hand the Etap dealer (Yacht Services based at Derwent Water), could not have been more helpful. When I viewed both boats (I viewed a Beneteau at my local yacht club at Port Edgar & I viewed an Etap at the Etap dealer), the Etap was in my opinion quite obviously better built. The Beneteau seemed to be more flimsy in construction and of course you have the swing keel, which is just something else to go wrong and seize up. In addition, the Etap is certified as unsinkable, which I find quite reassuring especially as I have a young family. As the prices of the Beneteau & the Etap were quite similar, I decided to purchase a new Etap 21i with tandem keel. I took delivery of my new boat in July 2001 and I have to say that the after sales service has been excellent, with the dealer spending a considerable amount of time, at Port Edgar, setting up and commissioning the boat. Three years later I am still very pleased with my purchase. The boat is still in excellent condition, looking as good as new and I have not had any problems. It always attracts positive comments from onlookers. The only slight down side is the tandem keel, as it does impact upon the upwind performance. I don’t want to overstate this issue, as it is not a major problem, but it does not perform as well as a fin keel, although it does outperform a twin keel. I have raced the boat a few times and you do become aware of the slight limitations of the keel in this situation. However, when cruising (which is what I spend most of my time doing) you do not notice any performance loss. Another slight gripe is the lack of an anchor well, but as I do not anchor the boat that much, this does not bother me. Finally, the rudders on earlier boats do not lift, so they do get covered in weed, which can be a bit of a pain. I understand that newer boats have lifting rudders so this should not affect you if you are buying new. Finally, the Etap depreciates slower than the Beneteau and this is demonstrated by the secondhand prices in the yachting press. This is of course good news when you come to sell your boat. If you have any other questions please contact me. Regards David <hr width=100% size=1>  

Johnboy2004

i would disagree. i checked out the etap 21i before buying my current Beneteau 211, and found the 211 to be the better boat. the 211, looks smarter, can sail closer to the wind, which is handy if you want to do some racing. also the etap21i has an RCD class of C where the 211 has RCD class of B4. which means the 211 can take rougher weather than the 21i etap. the 211 is also certified as unsinkable. the 211 is also cheaper than the etap 21i also the 211 has a furling jib the etap doesent.,.... the sailing equipment on the etap is very basic compared to the 211.. the 211 is a cruiser/racer. just look at the number of 211's in ireland compared to the number of etap 21i, and that will tell you what a good boat the 211 is. also when fitting extra deck gear on the etap 21i it is more difficult as you have foam inside the hull, which can be a problem if it gets wet........ anyways i chose the 211 over the etap 21i as the boat is a lot better, the finish is also quite good on the 211...... but anyways thats just my opinion,,,, im based out of dublin. <hr width=100% size=1>  

Looks are a matter of personal taste. The overall design of the two boats is quite similar. I accept the Beneteau can sail closer to the wind but only against the Etap with the Tandem Keel. The Etap 21i can be converted to RCD B using an official Etap conversion kit (see Etap website), which consists of a small conversion kit to heighten the entrance to the cabin by a few centimeters (to a height of 25 cm), so the statement that the Beneteau can take rougher weather is a bit misleading. Also I am not convinced that either boat is really suitable for RCD B - with or without a conversion kit. As for unsinkability, it is my understanding that the Beneteau has not been truly and independently certified unsinkable. The Etap has been certified independently and just to demonstrate this someone opened up all the valves and flooded the boat and then sailed it across the English Channel. Not something you would want to do, but demonstrates an important point. The Etap does have a furling jib as an optional extra, which I ordered with the new boat. Most Etap 21i’s are sold with this extra. As for the equipment levels and the price (at time of purchase in 2001), they are very similar as I studied the specifications for the 2 boats very carefully. The Etap was slightly more expensive at the time but the difference was minimal. Of course the 211 is more popular. It is produced by one of the largest mass production manufacturers, with a big marketing budget. However, being popular does not necessarily mean that you are the best by any stretch of the imagination. You only have to look at the car market to demonstrate this. The point about deck fittings is quite right, but like anything else if the work is done properly there, will not be any problems. Again I would point out that the quality of finish on the Etap is definitely better and I think most people would be hard pushed to argue against this. This fact is also reflected in the superior residual values. Also the Etap has some nice design features – eg the aluminum toe rail is a far better idea than a strip of teak as on the 211. The teak just rots while you can use the aluminum toe rail to hang and attach all manner of items. Finally, I think your decision has to be based on what you want to do with your boat. If you want to race and the fin keel Etap is not suitable, then go for the Beneteau First 211. If you want to cruise then go for the ETAP 21i. I am sure that every Beneteau owner will say buy a Beneteau and every Etap owner will say buy an Etap. Ultimately I think they are both good boats. Regards David <hr width=100% size=1>  

hi dont get me wrong, i am not knocking the etap 21i , its a nice boat, and the finish is good, when i priced it here a couple of months ago it was about 3,000 euros dearer than the fully loaded 211.....(with yacht club pack and electronics pack). the problem that i found with the etap was that, it came pretty basic and as you say, furling jib is an optional extra, and you have to buy a few extras. which add up and add to the overall cost. i liked the etap, but it was too expensive. i bought the 211 cause it came with everything i need ,,, and didnt have to add extras. both boats are well made. i have the PBO review , if anyone wants to read it i can scan it in , it reviews the boats quite well..... what ever decision you make,, enjoy! and good sailing! <hr width=100% size=1>  

Thanks for the replies, still not fully decided but leaning towards the 211 at the moment. The main factor going against the 21i is the tandem keel, would like the option to race it at some stage. Price is not really a deciding factor as we've negotiated on both to within a couple of hundred of each other with the same spec. Johnboy, if you can scan that PBO review I'd be interested - not sure if you can post it here or just email it to me. Thanks, Declan. <hr width=100% size=1>  

hi Declan do you mind if i ask what price you were quoted on the 211? cheers..... <hr width=100% size=1>  

• 23 Mar 2005

Hi Declan, Just wondering if you made your decision as I'm at the same point myself. Have pretty much decided on the 211 and am looking at a few in the UK. I'll be sailing in Dungarvan Co. Waterford. Regards,  

• 24 Mar 2005

Hi Jj I purchased an Etap 21i in 2001 and a friend purchased a 211 at the same time. If you wish to race and want a flyer then the 211 is the one. If you want to cruise with family the 21i is the one. The 211 is basically a big dinghy and acts like one, whereas the 21i is far more sedate. The internal design and comfort is better on the 21i. I feel the deck hardware on the 211 is more durable and I would agree that the 211 would stand high winds better without anything breaking, but the 211 is a considerable handful in strong winds whereas the 21i is very calm when reefed. Hope this helps!!  

Active member

Just taken delivery of the 21.7 (211 in old money) very very pleased with it. Only been out once so far for the commisioning sail in around 15 gusting 20 knot winds. Having come down from a 34 footer I was a little nervous as how the boat would handle but I was absoutely delighted at its performance and the helm balance. Even in the gusts she remained very predicable and light on the helm. Went through similar thought processes re 21i, finally went for the beneteau as it representd better value for money and although I prefered the etap interior layout. Have to say interior finish of the 21.7 is very good. Better than the 34 footer I downsized from. Guess what I'm doing this weekend? yep out to play. Asymetrical arrived yesterday so lots of fun for the weekend.  

• 29 Mar 2005

Hi Davidwf How much weight did you have up? When racing on 211 we have found you need considerable weight on board or you spend a lot of time with the guard rail in the water in strong winds. But she can fairly move Regards  

Just two of us, we did sit out but were able to keep her fairly level by easing mainsheet with loads of vang on to keep boom level. Think she'd benefit from a mainsheet track but that would be a bit intrusive in the cockpit as I mostly want to single hand her and having to hop over a track to get at the Jib sheets would be a pian. Took her out Friday single handed in about a F2 - 3 found her easy to handle on my own and didn't really need the autopilot in those conditions. Out yesterday in about 3 knots of wind to play with the asymetrical found the long gun pole really made for easy gybes just let the kite fly gybe and haul it through the gap between end of pole and forestay. Mind you may not be so easy in stronger winds !!! Still very impressed with the performance and apart from position of the loo cannot really fault her.  

• 30 Mar 2005

A mainsheet track will make it easier to play the gusts but it does fill the cockpit. All 211 here have spinnakers have not seen one with asymmetric. Flying the spinnaker they develop a life of their own. I have fitted spinnaker to 21i instead of asymmetric which means downwind I can keep up with 211 at least until we come back on the wind, then it's like someone puts the brakes on.  

Members online

• richard77777
• MystereMarcus
• Andrew_Fitton
• FulmarJeddo
• RivalRedwing
• boomerangben
• Beneteau381
• green kestrel
• AntarcticPilot
• Hot Property
• Corkysailor
• justanothersailboat
• Bristolfashion
• annarobertar26

Share this page

Review of Etap 23

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season. And outside the sailing season, just bottom cleaning and perhaps anti-fouling painting once a year - a few hours of work, that's all.

The boat is equipped with 4 berths.

The keel is made of iron. Many people prefer lead keel in favour of iron. The main argument is that lead is much heavier than iron and a lead keel can therefore be made smaller which again result in less wet surface, i.e. less drag. In fact iron is quite heavy, just 30% less heavy than lead, so the advantage of a lead keel is often overstated.

The boat can enter even shallow marinas as the draft is just about 0.70 - 0.80 meter (2.30 - 2.60 ft) dependent on the load. See immersion rate below.

An outboard motor is often used on this boat. In that case Etap 23 will typically require a power of 3 - 4 hp, alternatively 66 - 80 lbs thrust if you prefer an electrical motor. Electric outboards are becoming popular for sailboat owners who want clean instant power with less noise and no exhaust fumes.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Etap 23 is 2.19, indicating that this boat would not be accepted to participate in ocean races.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Etap 23 is about 114 kg/cm, alternatively 638 lbs/inch. Meaning: if you load 114 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 638 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

SA/D (Sail Area Displacement ratio) Indicates how fast the boat is in light wind: - Cruising Boats have ratios 10-15 - Cruiser-Racers have ratios 16-20 - Racers have ratios above 20 - High-Performance Racers have ratios above 24 Sail-area/displacement ratio (SA/D ratio): 20.95

Maintenance

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Etap 23 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

• Forum Listing
• Marketplace
• Advanced Search
• About The Boat
• Boat Review Forum
• SailNet is a forum community dedicated to Sailing enthusiasts. Come join the discussion about sailing, modifications, classifieds, troubleshooting, repairs, reviews, maintenance, and more!

WHAT''S AN ETAP?

• Add to quote

WHAT''''S AN ETAP? Do any of you own an etap saw a couple on the net. seems to be rather inexpensive for such a new boat. Is it something to stay away from,not sure if it would pass the good ole boat test.A brag mag gave them an award for inovation(vertical tiller,unsinkable(they said that of the titanic)and something else but can''trecall it now)Are they Racers,Cruisers, or something in between?  

WHAT''''S AN ETAP? Etap''s are made in Belgium and have been around a long time. They make very good boats from what I have seen. The unsinkability comes from injecting foam between two skins of the hull -- thus you lose some interior volume. Etap was in the US market in the ''80''s and left when the recession hit. They are making a comeback now with some new models. The new 37 looks interesting on the website, and the 39 is a knockout boat. I know a woman who bought a 1980''s vintage Etap 30 a couple of years ago and loves it. She bought it from a couple who bought a new Etap 34 that was in the Annapolis boat show two years ago. The 30 sails nicely. I can''t vouch for the sailing characterisics of the others. The vertical tiller is very cool in operation. Looks and acts very much like a joystick in an airplane. One big problem with them is dealer support. Right now the only dealer I know of is the importer in Maine. But they do work with local marinas to commission boats. It just so happens that many of the boats come in through the port of Baltimore and a marina up the creek from me commissions the ones for the east coast. I know the owner of that marina and he is very high on the boats. He lets me snoop around on them occasionally. The Etaps have several unique features that may not appeal to everyone, but they are worth a look IMHO.  

WHAT''''S AN ETAP? ETAP is an electronic beer dispenser  

WHAT''''S AN ETAP? Denr, I was all set for an Etaphuntalina from you. You''re slipping!  

WHAT''''S AN ETAP? He is slipping isn''t he? Not been the same since he got back from vacation... too much of the good life, I guess.  

WHAT''''S AN ETAP? Ken, I''ll second Mitch''s description. Etaps are a great example, sailing and engineering qualities aside, of how stillborn innovation is among the household brands of sailboats these days. But you will have to make do with less volume in the boat. Based on my "let''s take that, we''ve got the room" tendencies, that''s not a bad thing. Jack  

WHAT''''S AN ETAP? A short write-up of the Etap 32 can be read in the January 2003 issue of Cruising World magazine. It''s featured as one of the mag''s picks for Boat of the Year.  

WHAT''''S AN ETAP? Actually, the Cruising World article is in the February 2003 issue (page 108). They gave the Etap 32 their award for most innovative boat in their 2003 Boat of the Year contest.  

SailorMitch said: I know a woman who bought a 1980''s vintage Etap 30 a couple of years ago and loves it. She bought it from a couple who bought a new Etap 34 that was in the Annapolis boat show two years ago. The 30 sails nicely. I can''t vouch for the sailing characterisics of the others. Click to expand...

The Etaps were real popular here in Europe in the mid 80's. I had a lot of friends that had all kinds of ETAP... They all had a red stripe on the hull. Altough its true they do not sink, a real life test was done to one here in the end of the 80's and was deliberatley sunk... It does not sink but water inside gets to above your knees. The water level inside will raise to the seating part of the sofas. The theory they had is that its safer to stay on the boat and take a beating than to abandon ship...however....for it to work, the sails must be down otherwise, it can capsize and stay...... They still sell and must admit they look better now than they ever did.. Here they are classics...you have a good boat...all the best with it http://www.etapyachting.com/index.php?pageID=28 G  

A few other things about Etaps. They tend to have a bit less interior volume, compared to other boats in the same size range, since the hull is considerably thicker than that of a standard boat. One reason the Etaps seem to hold their resale value well is due to the extremely rigid hull that their construction gives them. Essentially, the Etap can be described as either a double hulled boat, with foam between the hulls or a very thick cored hull—depending on how you want to look at it. The exterior skin on an Etap hull is almost as thick as the hull on a standard solid fiberglass hull from what I've been told. Needless to say, the Etaps tend to be a bit heavier than some comparably sized boats of similar design.  

Question: Are they really a cored hull with adhesion between the foam and 2 hulls or is there really just a hull liner with foam filling? I always thought it was the latter. How do you get at the exterior hull for leaks, fittings etc. over time?  

"ETAP Yachting decided on a unique, technically refined construction method known as the ETAP ship-in-ship construction. In the ETAP ship-in-ship construction, the deck and hull are double-skinned. The hollow space between the two decks and two hulls is filled with closed-cell polyurethane foam. The closed cell structure is almost entirely non-absorbent and gives the boat sufficient buoyancy." From the ETAP website.  

Here's a couple of pictures taken 1n the ETAP factory. http://i167.photobucket.com/albums/u149/Idiens/PIC00091.jpg http://i167.photobucket.com/albums/u149/Idiens/PIC00096.jpg The first is an example of the inner hull and the second is of boats going out the door. ETAP claim that the water take-up of the foam they use between the hulls is only 1.5% in 10 years. They admit that what is not designed into the boat is difficult to add afterwards.  

Cam- From what my friend's surveyor said, it sounds like the foam is bonded to both hulls... and basically, as ideins said... adding anything that isn't provided for initially is relatively difficult to do.  

My live aboard sailing class was on an Etap 37. Seems to be a very interesting boat. A few details: The head/galley/nav section of the boat had standing headroom for me (6'4.5") but forward of that has a lower roof. The two sinks are set in a centerline island which I'm still not conviced really makes sense, especially since the island does not cover the area directly behind the stove/range. At anchor or tied up it seemed to work just fine. For shoal draft, our boat featured twin keels connected by a bulb. Our instructor said that the 32' version with these keels was a joy to run even in reverse. Our boat was very maneuverable but I guess not the the same extreme. Another thing that didn't come up but might is that like many modern boats the bilge is very shallow. In this case there are no limber holes connecting the various areas and there was a hose you could manauver around to get the bilge pump to clear out any water. Someone mentioned lack of dealers, as far as I know the charter company I was with also sells the Etaps. They are in the Ft Myers area.  

Etap 30 - Local to Chesapeake Bay I'm looking for owners of any Etap 30's on the Chesapeake Bay, especially those that race them in PHRF. Also, I'm interested to learn if anybody has recommendations on rig tension numbers and rig tune. Take care, Carl Etap 30, "Cadence II" USA108  

Carl, I know of one just south of Annapolis -- Herrington Harbor area. The guy posts a lot on Sailing Anarchy and I will track him down over there to hook up with you. Current name of the boat is "Duck Sloop", which I think this guy wants to change for some reason? Ooops...just noticed you are that guy!!! So never mind. You changed usernames on me, Cheap.  

Etap= Portugese racing boat without a removeable anchor roller. (smile).  

SailorMitch said: Carl, I know of one just south of Annapolis -- Herrington Harbor area. The guy posts a lot on Sailing Anarchy and I will track him down over there to hook up with you. Current name of the boat is "Duck Sloop", which I think this guy wants to change for some reason? Ooops...just noticed you are that guy!!! So never mind. You changed usernames on me, Cheap. Click to expand...

cgschaefer said: Sorry about that! Yup, I'm one and the same. "Duck Sloop" is now "Cadence II" and we sail out of Herrington Harbour South. I had heard that there was another Etap 30 on the West River but I haven't been able to locate any additional information on it. If you hear of anyone with an Etap 30 on the Bay (or someplace else for that matter), please let me know. There aren't a lot of us in the States! Carl Etap 30, USA 108 "Cadence II" Click to expand...

It is indeed. After nearly a full season sailing my Etap 30, I can say that I truly like the boat. She sails quite well and she is surprisingly easy to sail single or shorthanded. Although she isn't a racing boat, we have raced her occasionally on Herring Bay. We haven't done especially well (finishing most often in mid-fleet) but I suspect that it isn't her rating but the fact that she has a 2-blade fixed prop and a very bagged out 140% genoa (which, by the way, is the largest headsail you can fly on this boat, given the original genny track placement and length). I hope to replace the sail with a new one next year and replace the current prop with a Geartec folder. We have one big project this winter - replace the wood cockpit seats. They are beginning to rot. Otherwise, the boat is in great shape and we're pretty happy with our purchase. Take care, Carl Cadence II, Etap 30, USA108  

Update on my Etap 30 Well, it seems that a new folding prop on the Saildrive and a new head sail from North Sails is all it took to totally transform this boat from a very nice cruiser to a very competitive and fast boat. We gained speed with the folding prop and "point" with the new headsail. She can keep up with boats with much greater LOA. We're doing very well in local beer can and distance races (she really likes the distance races) and we're heading down to Screwpile in a few weeks. It's too bad there aren't more of these boats in the States. I would love to start a owners association for owners in the States. Take care, Carl Carl Schaefer "Cadence II" Etap 30, USA108  

• ?            
• 175.5K members

Top Contributors this Month