starlight 35 yacht

Yachting Monthly

• Digital edition

Sadler Starlight 35: a solid 35-footer

• Duncan Kent
• January 13, 2021

Duncan Kent examines the enduring appeal of the Sadler Starlight 35 and discovers a yacht that is a delight to sail and built to last

The Starlight 35 has a low coachroof allowing a clear panoramic view from the helm. Credit: Bob Aylott Credit: Bob Aylott

Product Overview

Manufacturer:.

Stephen Jones drew up the first of Sadler International’s Starlights, the 38 in 1988, which soon after became the 39. He followed this in 1991 with the equally popular Starlight 35.

The company was rescued from the recession in 1993 by Rival Bowman Yachts , which continued to build the range, launching an improved MkII model with a slightly larger rig.

Sadly, it too went under in 1998 and the moulds were sold to Rustler Yachts , which built a few more to order.

In total 105 were launched.

Design detail of the Sadler Starlight 35

The 35 was similar to the 39; in fact several of the deck mouldings and the entire cockpit were incorporated into the 35, giving her the feel of a much bigger boat.

She has a long bow overhang and a noticeable sheer rising from quite a low freeboard aft, to high bows with a little flare to keep her dry in heavy seas.

She is relatively heavy by modern standards and has a healthy amount of form stability, together with generous ballast to enable her to carry a good sail area and keep her stiff and upright in a blow.

Her hefty ballast keel is bolted onto a GRP stub, keeping the weight low and forming a deep bilge to stop any water from reaching the accommodation when heeled.

The cockpit has enough space for three to work the boat, and more for relaxing on deck. Credit: Bob Aylott

Starlights came with a wing keel option, which is said to add lift to windward whilst keeping her draught as shallow as possible.

Though built using the foam-filled technique, Jones never claimed her to be unsinkable, unlike the earlier Sadlers.

But she still had an inner moulding, bonded to the hull at the ring frames, with closed-cell foam injected between this and the hull.

This produced plenty of additional positive buoyancy as well as insulating the hull from the cold and noise.

The inner moulding provided the basis for much of the furniture and a smooth, easy-to-clean finish inside lockers and stowage bins.

The decks on the Sadler Starlight 35 are wide with a very effective, moulded-in, non-slip surface.

The coachroof melds nicely into the foredeck and there are virtually no slippery areas to avoid except, maybe, the top of the cockpit coamings.

All lines leading back to the cockpit from the mast run under hinged covers, which protect them from the sun and remove a trip hazard.

The handrails – big, through-bolted stainless rails leading all the way from the sprayhood to the foredeck – are excellent.

Her foredeck has a deep chain locker with a plinth for a below-decks windlass, twin chunky bow rollers for self-stowing anchors, sizeable deck cleats and fairleads integral to the aluminium toe rail.

The cockpit is spacious enough for a crew of three to work in without hindering each other.

A flared topside gives the Starlight 35 a racy look. Credit: Bob Aylott

It has a deep, self-draining well with a seat-height bridge deck and a cutaway aft to clear her large wheel.

Steering from the coamings is easy and comfortable and she has stowage aplenty in three deep lockers.

Access to the small transom platform and hinge-down boarding ladder is through a rail gate and requires climbing over the helm seat.

She has a stout masthead rig with deck-stepped, twin spreader Seldén mast.

Her standing rigging is generously sized and boasts both fore and aft lower shrouds plus an adjustable back stay.

She has a fully battened mainsail with lazyjacks and luff cars for easy handling.

All lines are led into the cockpit via clutches, to two Lewmar 30ST winches.

The primary winches are Lewmar 48STs, which handle the large genoa with ease.

The Starlight 35 is comfortable to live on for extended periods. Credit: Bob Aylott

Under way A 29hp Volvo drives a two-bladed prop through a conventional shaft, which gives her the ability to cruise at around 6 knots at an economical 2,400rpm.

Maximum speed is just over 8 knots at 3,600rpm.

She goes where you point her and is easy enough to manoeuvre at close quarters, providing you make allowances for the prop walk.

Her spreaders are swept aft just 10°, allowing the boom to go nearly right out without the mainsail fouling on them, so the chances of an accidental gybe are minimal.

Her deep rudder and skeg kept her tracking dead straight with little effort on the wheel.

Working through tacks and gybes is easy and safe, thanks to a sensible deck layout and good, strong deck gear and winches.

Her mainsheet is just forward of the pedestal, within easy reach of the helm, but the genoa winches are set a bit too far forward to reach from behind the wheel.

Upwind she ploughs a dead straight furrow as soon as the genoa is trimmed.

The helm is light until she is really pushed and the deep rudder means she never breaks out.

The chart table is spacious, with plenty of stowage. Credit: Bob Aylott

In one test sail we had the lee rail well under during a few 22 knots plus gusts with little effect except that the hard-over rudder was knocking a knot off our speed and we had to gimbal the tea mugs!

Her wing keel exhibits the same effect as a much deeper fin and appears to produce no more leeway than a normal fin keel.

The wings also have a damping effect, which helps prevent pitching in big seas.

The Sadler Starlight 35 tacks easily and confidently through 80° and will point right up to 32° off the apparent wind until the mainsail luff starts flapping and the speed drops off.

Her favourite point of sail is around 45° off the wind, when she’ll see 7 knots in a stiff breeze.

Despite having a tall bridge deck, going below is made safer thanks to sturdy stainless grab bars each side of the companionway, both above and below the hatch.

The lower step is the engine box, which is well forward, making it easy to access the engine for servicing.

Accommodation

The layout is pragmatic and well suited to long-term cruising.

Because she has foam between the GRP inner moulding and the hull, a small amount of interior volume is lost, but this is barely noticeable.

Her navigation area, just inside to port, contains an Admiralty chart-size, forward-facing chart table with neat instrument storage trays.

There’s a deep bin beside the table for pilot books and logs, and ample space for electronic instrumentation next to the switch panel and on the half bulkhead.

The conventional saloon has a central drop-leaf table and settee berths. Credit: Duncan Kent

The L-shaped galley is large and has all you’d need for preparing and cooking during a long voyage.

There are two deep sinks, a large fridge and a fully gimballed cooker with crash bar and bum strap.

The abundant stowage is well organised and partitioned, and the worktop fiddles are deep enough to rest your tea mugs against when heeled.

Above are two portlights.

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Teak handholds on the deck head enable you to go forward safely.

The saloon isn’t huge, but it is seamanlike and the two 1.98m x 0.65m (6ft 6in x 2ft 2in) settees make excellent sea berths.

The starboard side also has a pull-out extension.

Light and ventilation are good thanks to the four ports each side (two openable), so despite teak in abundance it isn’t gloomy.

Electric lights all have a red/white option for night passages.

Beneath the seating is stowage, and above are a mix of lockers and fiddled shelves.

The table seats four to six comfortably and has a large bottle store.

A fiddled centre section ensures items stay put when the leaves are folded down.

The two cabins are roomy enough and comfortable, with plentiful lockers and shelves and a small dressing area with standing headroom.

Duncan Kent is a technical writer for marine publications and websites

The berths, however, are not large by modern standards.

The fully lined heads compartment, aft of the nav station, is a good size and has a shower seat over the toilet.

Headroom, like the saloon and aft cabin, is 1.83m (6ft).

The Sadler Starlight 35 has a reputation of being a tough, long-legged blue water cruiser with an above average sailing performance.

She is built to last and her outstanding seakeeping qualities and well-balanced handling make her a delight to sail.

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• Starlight 35

The Starlight 35 Sailboat Specs & Key Performance Indicators

The  Starlight 35, an aft-cockpit masthead sloop,  was designed by Stephen Jones and built in the UK by Sadler Yachts (initially) and Rival Bowman.

Published Specification for the Starlight 35

Underwater Profile:  Wing keel & semi-balanced rudder

Hull Material:  GRP (Fibreglass)

Length Overall:  36'1"  ( 11.0m)

Waterline Length:  28'1"  ( 8.6m)

Beam:  11'6"  ( 3.5m)

Draft:  4'9"  ( 1.4m)

Rig Type:  Masthead sloop

Displacement:  13,200lb (5,987kg)

Ballast:  5,300lb (2,404kg)

Designer:  Stephen Jones

Builder:  Sadler Yachts & Rival Bowman Yachts (Both in UK)

Year First Built:  1991

Year Last Built:  1997

Number Built:  50

Published Design Ratios for the Starlight 35

1. Sail Area/Displacement Ratio:  16.

2. Ballast/Displacement Ratio:  40.2

3. Displacement/Length Ratio:  266

4. Comfort Ratio:  25.9

5. Capsize Screening Formula:   1.9

read more about these Key Performance Indicators...

Summary Analysis of the Design Ratios for the Starlight 35

1. A Sail Area/Displacement Ratio of 16.5 suggests that the Starlight 3 will, in the right conditions, approach her maximum hull speed readily and satisfy the sailing performance expectations of most cruising sailors.

2. A Ballast/Displacement Ratio of 40.2 means that the Starlight 35 will stand up well to her canvas in a blow, helping her to power through the waves.

3. A Displacement/Length Ratio of 266, tells us the Starlight 35 is a moderate displacement cruiser, which means she'll carry all your cruising gear without it having a dramatic effect on her performance. Most of today's sailboats intended for offshore cruising fall into this displacement category.

4. Ted Brewer's Comfort Ratio of 25.9 suggests that crew comfort of a Starlight 35 in a seaway is similar to what you would associate with the motion of a coastal cruiser with moderate stability, which is not encouraging news for anyone prone to seasickness. 

5. The Capsize Screening Formula (CSF) of 1.9 indicates that a Starlight 35 would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0. 

Any Questions?

What other versions of the Starlight 35 were built?

The Starlight 35 was launched in 1991 as a smaller version of the Starlight 39, which was designed by Stephen Jones in 1988. The Starlight 35 had a MkI and a MkII model, with the latter having a slightly larger rig. The Starlight 35 also had different keel options, such as a fin keel, a shallow fin keel and a wing keel.

What is the accommodation like in the Starlight 35?

The Starlight 35 has a spacious and comfortable interior, with an inner moulding that provides insulation and a smooth finish. The accommodation consists of a forward cabin with a double berth and a hanging locker, a saloon with two settees that can be used as single berths, a folding table and plenty of storage, a U-shaped galley with a two-burner stove, an oven, a fridge and a sink, a navigation station with a large chart table and an instrument panel, and an aft cabin with another double berth and a hanging locker. The head compartment is located aft of the saloon on the port side, with a marine toilet, a washbasin and a shower.

What keel options are available for the Starlight 35?

The Starlight 35 has three keel options: a fin keel with a draught of 5'11", a shallow fin keel with a draught of 5'0", and a wing keel with a draught of 4'9". The keels are made of cast iron and bolted onto a GRP stub that forms part of the hull. The wing keel option is said to improve her windward performance while reducing her draught for shallow water sailing.

What is the Starlight 35 like to sail?

The Starlight 35 is a delight to sail, as she is responsive, balanced and easy to handle. She has good directional stability and tracks well on all points of sail. She tacks easily and confidently through 80° and can point up to 32° off the apparent wind. She is fast and agile in light airs, reaching up to 7 knots at 45° off the wind in a stiff breeze. She is also stiff and seaworthy in heavy weather, thanks to her high ballast ratio and low center of gravity. She has a well-protected cockpit with good visibility and ergonomics.

What is the average cost of a secondhand Starlight 35?

The average cost of a secondhand Starlight 35 depends on the year, condition and equipment of the boat. According to some online listings, the price range can vary from £40,000 to £65,000 (as of July 2023).

Is this boatbuilder still in business?

The original boatbuilder of the Starlight 35 was Sadler Yachts, which was founded by David Sadler in 1974. Sadler Yachts went into receivership in 1993 due to the recession and was taken over by Rival Bowman Yachts, which continued to build the Starlight range until 1998. Rival Bowman Yachts also went out of business in 1998 and sold the moulds to Rustler Yachts, which built a few more Starlights to order. Rustler Yachts is still in business today, but it does not produce the Starlight 35 anymore.

The above answers were drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; to the best of our knowledge,  we believe them to be accurate.

Other sailboats in the Starlight range include:

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Starlight 35

The starlight 35 is a 36.08ft masthead sloop designed by stephen jones and built in fiberglass by sadler yachts between 1991 and 1997., 50 units have been built..

The Starlight 35 is a moderate weight sailboat which is a reasonably good performer. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a short water supply range.

Starlight 35 for sale elsewhere on the web:

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NEW LISTING – Starlight 35 ‘CAPELLA OF LORNE’

Wednesday 10th March 2021

Mark Cameron Yachts are delighted to have been appointed to act in the sale of the Starlight 35 ‘CAPELLA OF LORNE’.

The Starlight 35 was an evolution of the extremely popular Starlight 39. Sharing the lines and appearance of her big sister the Stephen Jones designed Starlight 35 is a large yacht for 35’ and has proven a very capable offshore cruiser. Below decks the Jon Sherwill designed interior provides a modern and spacious living space, ideal for two couples cruising in comfort.

The London Boatshow 2000 display yacht CAPELLA of LORNE is the last of the Starlight 35’s to be moulded for Rival Bowman Yachts by Westerly Marine Construction. Still with her original owners she has proven to be a reliable performer easily sailed with just two aboard. Enjoying continual professional maintenance and upgrading she has been wintered ashore annually.  A reluctant sale due to advancing age she is offered with a comprehensive inventory, ready to commission and sail away this season. Inventory highlights include:

• Lead keel with moulded GRP stub keel.
• Skeg hung rudder
• Underwater hull stripped back to gelcoat in 2018
• Volvo Penta MD2030 marine diesel engine
• Sterling digital alternator regulator
• Rope cutter
• 240VAC shore power system, professionally installed 2019
• Sterling 240VAC – 12VDC battery charger (2019)
• Pressurised hot and cold water
• Diesel fired blown air heating system
• Raymarine navigation instrumentation and plotter
• Icom DSC VHF (2016)
• Standing rigging replaced 2015
• Comprehensive sail wardrobe
• Sprayhood fitted new 2019
• Winter cockpit Tonneau cover fitted new 2019

We have a comprehensive selection of additional photos of the boat available upon request. Wintering ashore currently CAPELLA of LORNE is available for virtual viewing immediately.

Press Review:

‘The Sadler Starlight 35 has a reputation of being a tough, long-legged blue water cruiser with an above average sailing performance. She is built to last and her outstanding seakeeping qualities and well-balanced handling make her a delight to sail.’

Ducan Kent, ‘Sadler Starlight 35: a solid 35-footer’, Yachting Monthly, January 13th 2021.

FIND FULL DETAILS HERE

Starlight 35 – CAPELLA OF LORNE

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• Sailboat Guide

Starlight 35

Starlight 35 is a 36 ′ 1 ″ / 11 m monohull sailboat designed by Stephen Jones and built by Rustler Yachts Ltd. and Sadler Yachts between 1991 and 1997.

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)

Fin keel draft: 5.92’/1.8m.

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• Starlight Yachts Profile

Very rarely do yachts genuinely break new ground in as many areas as the Starlight yachts. Even more rarely is this achieved in yachts which are pleasing to the eye and which have all the virtues of design, set to outlive their more radical contemporaries. Here are yachts, which successfully blend modern innovation with those traditional virtues which have attracted sailors to the Sadler marque for so many years.

“A yachtsman’s yacht” is how Yachting Monthly summed up their description of the Starlight 35 “. . . representing as she does the very best attributes of contemporary yacht design – space, high performance, impeccable manners and above all the ability to operate efficiently at sea. Whilst other yachts of her size can claim some of these qualities, very few combine all, which along with her construction standards make the Starlight a tribute to her designer and builders” .

“Sadlers have come as close as is possible to producing the ideal modern 39 footer” was the Yachting Monthly verdict on the Starlight 39. Why have the press been so fulsome in their praise of these two yachts? What is it that makes them stand head and shoulders above other boats of their size?

Performance At Sea

To understand just what it is that makes the Starlights so special, it is necessary to take a close look at some of the more significant design features. A key element in the Starlight concept is the lead keel bolted, to a deep moulded GRP stub. Ballast ratio is in excess of 40% and this high percentage of the total boat weight, sited as low down as possible, provides exceptional stiffness and righting moment. The boats can therefore carry more sail and go faster; also in extreme conditions, when most yachts have to reduce sail to such an extent they can hardly overcome the windage on their hull, the Starlights continue to drive powerfully to windward. The keel stub also provides a feature rarely found on boats these days – a deep sump, so ending the misery resulting from bilge water finding its way around the inside of the boat when heeled.

This low centre of gravity and high ballast ratio also gives the designer a much freer hand in determining the hull lines. Most yachts, with proportionately lighter iron keels bolted directly onto the hull, rely on hull shape to provide a certain amount of initial stability. This necessitates a relatively slab sided, flat-bottomed and usually beamy hull, with a hard turn to the bilge. Although this does give some initial stability when upright, it presents a very distorted underwater shape when heeled and lacks stiffness when pressed further in heavy conditions.

The Starlights do not depend on form stability, so the hulls are designed without this compromising feature. A section through the hull shows a semi-circular form, which retains a very similar wetted shape when heeled. This is the reason why the boats are so remarkably well balanced even when hard pressed, while many yachts exhibit an alarming tendency to broach and turn head to wind when heeled beyond a critical point.

This hull shape also results in a lower wetted area. Though Starlights are firmly in the moderate displacement category, their fine waterlines mean better light weather performance too.

Drawing on designer Stephen Jones’ experience from generations of racing and cruising yachts, Starlight hulls embody all the features necessary to provide fast, comfortable and vice-free sailing. Forward sections are a soft U-shape which gives a gentle upwind motion but are not so deep as to cause the boat to ‘trip over her nose’ downwind.

Smooth and well drawn-out stern sections, enable Starlights to surf comfortably off the wind at surprisingly high speed and under complete control. More than one 39 has been clocked at 16 knots! Starlights are exceptional in their ability to combine stunning upwind performance and impressive downwind capability. A lot of boats are good one way, but very few excel at both!

A partial skeg enhances directional stability, whilst affording additional protection for the rudder. The rudders themselves are a particularly generous size, keeping the boats on track in the most boisterous of conditions. There is very little tendency to roll downwind and even with a quartering sea, rolling is considerably less than with other comparable yachts – thanks to the undistorted sections and underwater shape of hull, keel and rudder.

Displacement

Moderate displacement and sail area/displacement ratios give the Starlights a combination of excellent sailing performance and easy handling under all conditions.

Many people are under the impression that a cruising boat needs to be of heavy displacement and have a long keel. The trouble with this configuration is that the combination of high weight and large wetted area means the boat has a sluggish performance in lighter winds. Also, the rig and all gear needs to be heavier and consequently more difficult to handle. Downwind performance of such yachts also tends to suffer, because they roll downwind and are reluctant to surf. The apparent wind is therefore stronger, the loading on the rig greater and the waves are overtaking the boat faster, making downwind control difficult and progress slow. The light displacement yacht is the other extreme. These may sail very quickly when not laden, though giving a rather bumpy and skittish ride, but try loading them up for cruising with a few thousand pounds of gear and their performance falls away dramatically. They require to be sailed with great concentration to avoid being knocked off course by the waves, need to be reefed early and require lots of weight on the weather rail to keep them on their feet. Not the kind of sailing most cruising yachtsmen are after!

By now it is clear why moderate displacement is favoured for the performance cruising yacht. Enough weight combined with a suitable hull form to carry the extra cruising gear and not be thrown around too much by the waves, enough sail to keep going in light and moderate conditions – such an important consideration for long distance passages and for maintaining good downwind speed.

A masthead rig (for strength and simplicity), powers the Starlights, with a smaller fore triangle and larger mainsail, than found on most masthead rigged yachts. This means less winching on the headsails, and more off-wind drive from the mainsail which, when fitted with full-length battens and lazyjacks, is a good deal easier to manage than conventional mainsails of the same size.

The strong double-spreader rig has cap shrouds with slightly swept back spreaders, intermediate and aft lowers. This results in a rig that is only moderately stressed, is easily tuned and is tolerant to variations in wire tension.

Below Decks

The interior design has to blend and balance a number of important features. Starlights are comfortable – just because the boats are fast, there is no need for the crew to “rough it” down below. They are practical for living in, both at sea and in harbour and they also have that unmistakable flair and style, that is so evident in every aspect of the design. Judging from the reaction of the yachting press and from Starlight owners, this has been achieved in no small measure.

Interior designer Jonathan Sherwill (an experienced offshore sailor), was called in and together with the Sadler in-house design and production teams, set about creating a style which is a refreshing blend of warm teak woodwork and light, contrasting fabrics. Starlights feature plenty of opening portlights and hatches, which help to create an exceptionally light and airy “below-decks” environment.

The engine is further forward than in most yachts, so the engine box provides a convenient step at the base of the companionway ladder, which doubles as a handy seat for the galley or chart table.

Being positioned here, the engine does not intrude into the aft cabin and allows a “walk-through” between the aft cabin and heads, which is a standard feature on the Starlight 39 and an option on the 35. Galleys are designed with ample stowage and work space and being close to the companionway they benefit from plenty of ventilation, are easy to wedge oneself into and are at the point of the boat where there is least motion. Opposite are the navigation stations with an eye-level console (teak clad in later boats), which houses a comprehensive switch panel and provides space for mounting navigational instruments, VHF and radio cassette or CD player.

Heads compartments are an object lesson in practicality, being high quality GRP mouldings with smooth curves, rather than hard corners, making them exceptionally easy to keep clean. The aft cabin provides a roomy double berth, while the forecabin, which is so often nothing more than a cramped V-berth with barely room to stand (or stoop!), is unusually spacious and particularly well endowed with hanging space and plenty of stowage.

The main saloon is undoubtedly the centre feature of any boat’s accommodation and the Starlights belie their sleek external lines with a central living area that would grace boats several feet longer. Generous sea berths and plenty of handholds ensure the whole below-decks environment is as practical in mid-Atlantic, as it is comfortable for relaxing and socialising in port.

No description of the Starlights would be complete without mention of the keels. Both the wing and fin are cast in antimony-reinforced lead and represent the very best in hydrodynamic design. The wing produces stunning performance with remarkably shallow draft – 4’ 9″ on the 35 and 5’ 3″ on the 39. The swept-back wings are angled downwards and are broader in span than their draft – a feature incidentally which provides a wide and stable platform on which to dry out either alongside or with legs. One of the greatest attributes of the wing keel is the damping effect on the boat’s motion and the way in which the swept back wings simultaneously increase the draft and move the centre of lateral resistance aft as the boat heels. This reduces leeway and compensates for the weather helm, developed by all boats to a greater or lesser extent when they are heeled beyond a certain point.

The wing is therefore a keel highly suited to a cruising yacht. However, the favoured option for racing is the deep fin, with its smaller wetted area and even lower centre of gravity.

The deck and cockpit layout of the Starlights reflect the experience of tens of thousands of sea miles. The side decks are wide and the highly effective non-slip finish ensures secure footing in the wettest of conditions. Tapered stanchions add a touch of refinement and elegance to a deck layout, which is as well suited to short-handed offshore cruising as it is to fully crewed racing.

All principal sail controls and reefing lines are led aft in neatly covered recesses in the coachroof, which keeps them out of the way of the crews’ feet, but readily accessible when necessary. A battery of clutches and two powerful winches at the aft end of the coachroof handle these lines, making all sail handling operations manageable from the cockpit. Never before have such powerful and efficient sailing yachts been so easily handled by a small crew.

In true Sadler style, the cockpits are deep with comfortably angled backrests and just the right leg-bracing width between the seats. Stowage abounds, with large sail locker, aft lazarette lockers, cubby holes in the coamings and an exceptionally useful small locker opposite the gas stowage for storing such items as sunglasses, binoculars and drinks, which one needs readily to hand.

The recessed step in the transom not only gives the Starlights an exceptionally attractive stern, but also is an important safety feature, with a strong boarding ladder that hinges down deep into the water.

At the other end, the anchoring system has been designed to make life as easy as possible, with the anchor sitting snugly in its specially designed stem roller and a large, self-draining anchorwell accommodating the chain. A substantial plinth in the well provides a base for the windlass, which is covered by a hinged lid, to keep the foredeck clear.

Stainless steel handholds run along the length of the coachroof, with U-bolts fore and aft providing attachment points for the jackstays. The aluminium slotted toerail incorporates bases for the stanchions and provides for barber-haulers and preventers, when required.

These are yachts for which every piece of deck hardware is carefully chosen and positioned, so as to operate at maximum efficiency with the minimum of effort on the part of the crew. As a result of their ease of handling under sail and their great manoeuvrability under power, Starlights are the sort of boats which not only are capable of crossing oceans or sailing around the world, but which are perfect for a short sail in the evening. With a Starlight, the sailing is there to be enjoyed.

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Sadler Yachts Starlight 35 Boat for Sale

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• Manufacturer: Sadler Yachts
• Location: Dun Laoghaire
• LOA: 36'1" (11.00m)
• Beam: 11' 6'' (3.51m)
• Draft: 1.45
• Keel: Wing Keel
• ID no.: 30297
• Engine Make: Yanmar 3YM30
• Horsepower: 29hp
• Drive Type: Shaft drive
• Fuel Type: Diesel
• Fuel Tank Size: 136 Litres
• Engine Hours Starboard: 2012

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Sadler Starlight 35 designed by Stephen Jones. A robust comfortable cruiser with masthead rig and wing keel. This yacht is comprehensively fitted out for long distance cruising and the owners have covered many miles while maintaining the yacht to exacting standards. Yanmar diesel with shaft drive to four blade Darglow Featherstream propeller. Bow thruster. Well maintained teak deck and cockpit seats. Wheel steering and full instrumentation. Windlass and all the necessary equipment for cruising. Stored ashore every winter. This vessel is on the Irish Ships Register and €U VAT paid. Lying ashore Dun Laoghaire c 50 min from Dublin Airport.

Accommodation

Main saloon with settee berths either side with storage behind the back rests, below and above in cupboards with hinged drop down doors. Blue button back upholstery throughout. Central drop leaf table with bottle store. Overhead grab rails. Molded grp head lining. Chart table to port hand with electronics , switch panel and navigators seat. Chart table with "tidy" boxes with lids. Heads aft with shower and wash basin. Aft double cabin to starboard with opening portlight to cockpit. Galley to starboard. Twin stainless sinks. Pressure hot & cold water. Foot pump for cold water. Neptune oven with grill and two burners. Chest fridge with gas ram on opening top Fore cabin with infill piece and wash basin with hot & cold mixer tap. Hanging locker. Storage shelf each side. Overhead escape hatch with sun blind. Pleasing timber joinery with white panels on interior. Holly & teak on the cabin sole. Rail curtains on all ports. Two opening ports in the main saloon. Eperspacher hot air heating.

Mechanical and Rigging

ENGINE, DRIVE & ELECTRICS: Yanmar 3YM30 diesel 2012 Aquadrive B10 - shaft gearbox connection 2007 Darglow Featherstream 4 blade bronze propeller 2016 Spurs rope cutter 2008 Radice Axial shaft seal. Spare parallel gear & throttle cables Racor bowl fuel filter Bow thruster - side power EX series 2021 Raymarine Autopilot type E2 Linear drive ST6000 - 2009 Fuel tank 136L - plastic, three inspection hatches. Batteries - 3 X domestic 100ah Gel Victron 2018 & 1 engine starter AGM high output 2023 Whitlock cobra steering system. SAILS & RIGGING Double spreader masthead rig New standing rig 2017 Mainsail vectran loose footed fully battened 2019 Furling genoa 2015 Furlex drum Spare 110 Jib & 150 genoa. Assymetric cruising chute Spinnaker pole and jockey pole Lazyjacks & boombag for main sail 2020. 2 X Lewmar 40 winches 2 X Lewmar 45 2 X Lewmar 30 E wincher & spare battery & charger 2020 Wichard Gyb'easy boom brake preventer

GROUND TACKLE Rocna 20kg anchor & 80m chain Spare 15kg CQR anchor Kedge anchor studland 6kg 10m chain and 30m rope. Lewmar pro series windlass 2019 Ankarolina 56m on reel SAFETY Seago cannister Liferaft sea cruiser 4 person transom mounted frame AIS Transponder digital Yacht AIT 1000 connected to cockpit plotter & chart table plotter EPIRB Global fix/GPS 2020 (Registered at Falmouth) Danbuoy & light 2 Horse shoe buoys & lights Rescue sling. Rescume EDF 1 electronic distress flare. Various flares in cannister. Heaving lines - 2 X 30m/16mm Various fire extinguishers. Echomax Radar Reflector. ELECTRONICS & NAVIGATION Separate ST60 wind/depth/speed displays & tridata repeater. All bulbs, domestic & navigation lights are LED Garmin 128 Navtex Furuno NX-300 VHF DSC standard Horizon GX2100E  ICOM handheld VHF Furuno radar Rutland 1200 wind generator 2018 Inverter 180 Watt Shorepower & 5 int sockets. Cockpit cig plug socket. Blaupunkt radio/CD Adverc Battery Management MISCELLANEOUS EQUIPMENT Seago dinghy lite 2.8m with air floor 2022 E propulsion outboard & charger 2022 SNAP davits on transom Mooring lines & fenders Flags Camping gas cylinders in locker Defee mast ladder Extended spray hood with grab bar. Cockpit/deck awning Brass clock & Barometer companion set.

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Disclaimer : Leinster Boats offers the details of this vessel for sale but cannot guarantee or warrant the accuracy of the information contained in the specification or warrant the condition of the vessel or equipment. A buyer should instruct his agents, or surveyors, to investigate such details as the buyer desires validated. This vessel is offered for sale subject to no prior sale, price change, or withdrawal without notice.

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Hull No 91 - British SSR Registered. VAT paid. Deep fin keel version of the much admired Starlight 35 aft cockpit, 7/8 berth cruiser/racer. Tsunami has clearly been set up for comfortable fast cruising by knowledgeable owners and regularly upgraded in their ownership with recent standing rigging, mainsail, Yankee, decks re-caulked, Plotter, AIS, VHF, holding tank. A well equipped example in good condition.

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Home > Company Hub > How much will IR35 cost you? Outside – Inside – Perm

How much will IR35 cost you? Outside – Inside – Perm

• March 9, 2020

This guide talks about the impact IR35 will have on your take-home pay. How much will IR35 cost you? Should you go Inside IR35/Umbrella or Perm?

In Part I of the IR35 mini-series we talked about the current state of contracting and the IR35 mess. We covered some pros and cons of being a contractor and how it compares with being a permie.

It’s now time to talk numbers. The math will hopefully help you decide whether IR35 has made contracting worth continuing. The answer, as usual, is: it depends! Before we dive in, first some definitions. What do we mean by Outside IR35, Inside and Perm:

Outside IR35: The pre-2020 contracting landscape. You operate as a limited company that pays corporation tax and personal income tax. You have the freedom to choose your taxes based on how much you want to withdraw as salary/dividends from your company. Also, business expenses can be claimed.

Inside IR35 / Umbrella : You still operate as a contractor through your limited company or through an umbrella . The take-home pay amounts between inside IR35 and umbrella are very similar. You are taxed more than a permanent employee. That’s because you have to pay both yours and the Employer’s National insurance. 

You’re not paid while drinking Pina Coladas on the beach or when sick (except a small amount of Statutory pay).

Your gross pay is usually higher than a perm to compensate for these plus all other minuses that come with contracting, like void periods, short notice period, accounting, DIY pension etc. You don’t get to choose when to withdraw your profits, as everything is taxed at source and you must take all income home now.

Permanent employee (perm) : The majority of the workforce belongs here. The usual employee of a company, who belongs to the company payroll, has a salary that lands in your bank account each month no matter what. Entitled to holidays, sickness pay, and potentially other benefits such as pension, training and mandatory performance reviews.

How much will IR35 cost me Inside IR35 or Umbrella?

This is the most common question. People switching from Outside IR35 to Inside or Umbrella want to know how much income they will lose.

For starters, we assume that the Outside IR35 contractor takes all income home and leaves nothing in the company.

Taking all income out is not the most tax-efficient way to deal with your company money. But it’s a good baseline so let’s start with that. The following graph shows the take-home pay Outside IR35 compared to Inside IR35/Umbrella at the same rate.

The higher the rate the more it will cost you to transition from outside IR35 to inside IR35. But it’s not that bad. (hint: it gets worse).

So in most cases, a contractor will lose anywhere between 15% to 20% of their take-home income. Here’s a graph, showing the percentage difference for the given rates.

Punchline: For tax-inefficient contractors who take all money home, the difference between Outside IR35 -> Inside IR35 (or Umbrella) is between 15-20%.

What if you switch to perm, instead? Let’s see how an Outside IR35 compares to the same gross income taken as a perm employee.

Cost of moving from Outside IR35 (All Out) to Perm

But a few people I know have abandoned contracting altogether and want to switch to perm. What would the impact be if we take the same gross income as a perm?

Here’s the take-home pay when taken as an Outside IR35 contractor vs the equivalent gross pay as a perm employee. I’ve used the salary calculator ( link ) to calculate the take-home pay of all perm salaries.

As you can see, going perm doesn’t make much of a difference. On £600 per day, for which the equivalent annual gross is £132,000, the difference is just £6,000 per year.

However, here’s the catch:

It is really hard to achieve the same gross income as a perm. Here is a table outlining the equivalent gross amount of a daily rate when charged annually (44 working weeks. 5w hols, 8d bank hols, 7d sick/void):

Do you see the problem? In my experience, a contractor on £300/day will find it really hard to find a job at £66,000. Similarly, one who earns £600/day won’t easily find a £132,000 perm salary, even if you account for things like pension and bonus.

And it makes sense from a risk point of view. As we explained in Part I of this IR35 series , as a contractor your client doesn’t provide months of leave notice, job security or any perks. You provide a service at a cost. You are a Capital Expenditure (CapEx budget).

As a perm, the company makes commitments to you which is why the equivalent gross pay is unrealistic. I don’t know exactly what the equivalent “discount” we need to apply here when switching from Outside IR35 to Perm. But I do know there is one. So the percentage difference is higher than the table above suggests – to some extent.

The difference is BIG when the contractor is tax-efficient

The gap between Outside IR35 and all the other options widens further if you’re a tax-efficient contractor.

I’m sure you know a lot of people who don’t take all the money home.

Most contractors I know will at least take advantage of the minimum salary/dividends payout. So they all withdraw a minimum salary and dividends up to the point that doesn’t cross the higher taxpayer threshold (£50,000 as of 2020).

I think we can all agree this is a good tax strategy assuming you have no other (unsheltered) income outside your LTD affairs. Why take more £50,000 a year and pay higher taxes if you can just leave the money in the company and just pay corporation tax? Assuming, of course, you can live on this amount.

To the extreme end of this spectrum, there are people like myself who invest their company money . I consider my LTD money as “take-home” because it can provide income for years to come when invested. Others just leave it in there in cash and at some point, they claim “Entrepreneur’s Relief” (if this is not scrapped soon). This means they will only pay 10% tax to take it out of the company.

This all means the take-home pay for Outside IR35 contractors can be different from person to person despite having the same daily rate.

Putting it all together we have the following groups:

• All Out :  Some other people say I want all my capital in my pocket, therefore I’m happy to pay the extra dividend tax to do that. This means I’ll have to apply a 32.5% dividend tax on the money before it becomes “take-home”. All-out approach
• Leave Surplus In strategy:  Some, like me, consider the LTD surplus cash as “take-home” pay. Since you can invest the company money, the income/dividends will keep coming and I don’t need to (ever?) withdraw this surplus. So for the purposes of providing me income, the money is effectively take-home although it still belongs to the company. This is mathematically the most tax-efficient way.
• Entrepreneurs Relief approach : Some others take an accumulative approach but with ER in mind. They say, I will only withdraw a minimum salary and dividends as everybody else does and I will leave the rest of the money in the company. When the sum is big enough, I will close the company down and claim Entrepreneur’s Relief by paying only 10% tax to make the money mine . I will call this approach the ER approach.

So for an Outside IR35 contractor who takes a £50,000 take-home and leaves the surplus in the company (on 10% tax, Entrepreneurs Relief) here is the difference in take-home:

That’s a BIG difference. So if you leave some money in the company, moving from Outside IR35 to inside IR35 is going to cost you 30% loss of income on £650 per day. It’s “just” 15% on £200 per day but can go up to 33% loss on £1000 per day.

A bit depressing if you’re an Outside IR35 on a high rate. The data don’t lie!

Putting it all together: Outside IR35 vs Inside IR35 & Umbrella vs Perm

If we put all possible options in one single graph, it looks like this:

And that’s all on the same gross pay!!!

So when people ask me whether converting from contracting to perm has a difference, the answer is: It depends on how well you handle your taxes. If you’re wise with taxes, then it makes a massive difference . As you can see, an Outside IR35 contractor on £500 per day, who L eaves S urplus I n goes from £87,000 down to £70,000 (perm) or £62,400 (Umbrella). That’s a 30% drop in take-home income!

If you want to have a detailed look at the exact numbers, here’s the full table:

Even if you’re not working exactly 44 weeks and make the same assumptions as I do, the above table gives you a good indication. Here is a link to my spreadsheet which I used to calculate all the Outside IR35 take-home options. Use File -> Make a copy to edit the file, please do not request access to edit mine .

You may be wondering:

How can I improve my take-home pay if I cannot continue contracting Outside IR35? 

There are a few things you can do to improve your take-home pay.

• Negotiate a rate increase
• Contribute to your pension

Negotiating a rate increase can work sometimes but it’s a bit futile. If everyone is running around like a headless chicken, why would companies offer more? It’s a question of supply and demand really because I’m sure companies still need some flexible workforce to scale up and down quickly.

So we shall wait and see who needs who more 🙂

Contributing to your pension is a sure win from a tax point of view and makes the transition much smoother. That’s because your pension contributions are income-tax-free, NI-free and corporation tax-free. In the next article we are going to answer the following questions:

• How can I increase my take-home pay inside IR35, Umbrella or Perm?
• How much do I need to increase my rate inside IR35 to match my Outside IR35 take-home?

Calculation Notes:

• A contractor works approximately the same weeks as a perm employee. Takes 5 weeks holidays, 8 days bank holidays, 7 days sickness/void periods between contracts. Total: 44 working weeks. 
• All calculations were done for the Financial tax year 2019/20
• No pension was added to either perm or contract. It can save both perm and contractors a lot of tax. Pension deserves its own chapter, which is why we’re going to have another article just on how to use pensions to extract more out of your salary.
• Perm calculations include ALL benefits, bonus, overtime etc except pension.
• Used my Outside IR35 Contractor calculator ( Google Sheet ) to calculate all take home styles
• Inside IR35 calculations provided by Contractor Calculator – link
• Salary (perm) calculations by The Salary Calculator – link

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17 thoughts on “how much will ir35 cost you outside – inside – perm”.

Great article Michael, this really clarifies what I’d always suspected but could never work out the maths for — and thanks for the spreadsheet.

You rock Michael! Great article!! I’m sure it will help lot of people at this time of chaos.

Hi Michael,

Thanks for this. Do you invest your company money through pension (so before corporation tax), or do you do it after you’ve paid corporation tax and invest it privately as profit?

I’m wondering because I’m quite loathe to leave it in government’s control (even private pension age is planned to go up), and that puts me off pensions.

Thank you, Michael. Great article.

I was using the minimum needed salary and dividends approach so it will be a big hit. One of my client has agreed to increase the rate so mitigate the impact and I’ll put the revised rate for future contracts. Increasing pension contribution is another option and I’d also suggest making the full use of ISA allowance while it lasts for any spare income you are forced to withdraw given that tax is already paid. Any dividends invested and re-invested in ISA, hopefully, coupled with some increase in rates, along with pension contribution will hopefully take the edge out of 33% or so hit on income.

@D I do both. As you rightly said, pension contributions suffer from lack of control but are 100% tax-efficient. So some of my investments go into a SIPP (saving corporation tax) and some I invest through my limited company after corporation tax is paid but still pre-income-tax. https://www.foxymonkey.com/how-to-invest-your-company-profits/

@Peterparker sounds like a good plan. I understand not everyone can increase their inside-IR35 rates but should definitely ask to share the pain with the employer.

@Satish, @Peter Jones – Glad you liked it 🙂 Hopefully, the chaos won’t last long!

Great article Michael – thanks for sharing the insightful graphs and calculator. You managed to make a difficult topic enjoyable to read!

Very well thought out and presented Michael. I have already gone permie as I saw the writing on the wall. The tax hike the past 9 months has been painful but at least some respite today in that Entrepreneurs relief has not been canned. I have a reasonable level of co. reserves over 100k; appreciate in your other posts you talk about opening a holding co. and investing via there but I think unless you have 200k plus or a growing warchest (on the expectation of being able to stay contracting outside IR35) the costs of running the two cos. would eat into potential returns too much.

Thanks, Andrew. I was glad to hear ER is not going away too! Starting an investment company for me has a much lower limit. £50k or so. If you can make a say 7-10% on £50,000 that’s between £3,500 to £5,000 versus £0 returns in the bank. But yeah, there’s hassle involved I hear you.

Thanks Michael. That makes sense if you’re planning on adding in fresh capital over time. But if you’re out of the contracting gig like me I think its harder to justify, and the fees for running the co. are going to eat into those returns. That’s why I was so relieved ER was retained as I can pull out the stagnant cash with only a minor hit. If I was staying contracting I would go down your second company route. But what with the world as it is and mine (and presumably most other’s) pensions and investments decimated knowing what to do with anything spare is all up in the air anyway! FIRE is perhaps less achievable but also not likely the top priority right now. Stay safe folks!

Indeed, Andrew, take care!

@Michael. A very in depth article, thanks!

Did you ever do the followup article covering the necessary increase in rate necessary to maintain the same take-home when moving from outside to inside IR35?

With the revised implementation date for IR35 changes now coming into force in a few months time, it’d be great to see your analysis on this.

Glad you found it useful, Martin. I haven’t written the article yet. You can probably estimate that by looking at the last take-home table based on your rate. So for a £500 per day outside IR35 contract (All money out) the equivalent would be ~£650 per day inside IR35.

The more tax-efficient you are with the company money the higher the rate increase to match it. Goes to show why IR35 can be a big showstopper and why it has really killed most of the freelancing job postings!

Hi @Michael, thanks for your response!

Just to check my understanding is correct: following your example, if I translated a £700 a day outside all out (£98k) that would be equivalent to around £900 a day Inside IR35?

Does the same logic apply to cross referencing between the Outside IR35 Entrepreneurs Relief and Inside IR35? ie a £650 a day at Outside ER (£107k) is equivalent to approximately £1,000 a day Inside IR35?

Hi Martin, both your examples are correct. Goes to show how big of an impact moving inside IR35 has. Plus how much room for tax optimisation company directors have!

Very good article. However, I am one of those contractors who are efficient with their tax. I am loosing 30% pay in real terms and its ruining my life. Sold my car (not a really nice one) and had to hand notice in to my sons private school. its heartbreaking. IR35 has ruined my life.

Hello Michael, I’m wondering what would be the best strategy for someone who has stopped contracting and taken on a perm role. Would you close the company, go with ER and take surplus funds out? Or continue down the strategy of investing surplus funds in stocks/shares or property?

I see the benefits if you continue to do contract work outside IR35. Investing surplus funds make total sense especially if you’re being tax efficient. However with Entrepreneurs Relief on the table I seem to think it flips to the other side.

Asking for a friend 😉

Hi Mannuel, short answer is it depends on your goals. If keeping Entrepreneur’s relief is important to you then investing a substantial amount might lose this benefit. You have to be more careful how you want to go about it.

See can I claim entrepreneur’s relief if my company invests?

ER also restricts you from operating in the same space for 24 months. That’s the “phoenixing” rule. So if you want to leave your perm job and go back to contracting, that’s another thing to consider.

Having said that, the Entrepreneur’s Relief rules change all the time so it might not be here for long. Just speculating though, but now we definitely know it’s on the table.

Overall, it depends on many different factors, and you have to run different scenarios. It’s a popular question and part of the tax pillar in the company investing course.

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