sailboat data shannon 38

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• Sailboat Reviews

Shannon 37 & 39 Vintage

Cutter-rig or ketch, walter schulz’s classic designs still hold their value after 30 years of sailing..

Walter Schulz arrived in Bristol, R.I., from Connecticut in 1975 in his pickup truck with an irrepressible desire to design and build beautiful, semi-custom offshore yachts of the highest quality. He rented a portion of the old Herreshoff yards and put together a crew of seven to build what would be the first of Shannon Yacht’s most popular designs: the Shannon 38.

The first Shannon 38 splashed into Narragansett Bay in 1975, setting the standard for all the offshore sailboats Shannon has since produced. The finished boat married the elegant look of the classical Herreshoff with the construction and design details that distinguish a bluewater voyager. It is a testament to the breed that hull No. 1,

Long Passages

(owned by Bob Burns and Judi Nester), just completed a 14-year circumnavigation, though it is now over 30 years old.

With its traditional full keel, heavy displacement, and ketch rig, the Shannon 38 is a far cry from cutting-edge design. However, by successfully integrating a myriad of details required for shorthanded offshore passagemaking, the boat stands far above many of its contemporaries. A total of 99 Shannon 38s sailed away from the Shannon yard in Bristol between 1975 and 1984. During those years, Schulz extended the Shannon line by introducing the Shannon 28, 38 pilothouse, 43, and 50.

In the early 1980s, Schulz returned to the venerable design that had established the company, and the first Shannon 37 was launched in 1985. Above the waterline, the 38 and newer 37 were similar, though fuller sections in the aft quarter of the 37 were designed to increase stability when heeling and power when reaching. Below the waterline, the 38’s traditional full keel was replaced with a cutaway forefoot and a fiberglass-covered, stainless steel centerboard that retracted into a modified fin keel. The Shannon 37 drew only 4 feet, 3 inches with the board up, making it ideal for cruising the Chesapeake Bay, Intracoastal Waterway, and Bahamas. Nineteen were built between 1985 and 1993.

The Shannon 37 and 38 are traditional designs. The relatively heavy displacement and long keel on both boats makes them seakindly. Both hulls track very well, even running dead downwind, which means a windvane or electric pilot can maintain control in nearly all conditions. While performance will suffer in light coastal breezes, the conservative sailplan is well adapted for shorthanded passagemaking. At 11-foot, 6-inches, the max beam is about the same as a similarly sized, modern coastal cruiser, although it does not carry as far aft, reducing interior volume in the stern.

Like most boats this size, too much weight in the bow will cause the Shannon 37 and 38 to hobbyhorse. Running in serious storm conditions, the Shannon’s small, almost heart-shaped transom will rise over the largest of waves, so long as the stern is not loaded down.

The majority of Shannon 37/38s (60 Shannon 38s, five Shannon 37s) are cutter-rigged ketches with a staysail on an inner forestay and two parallel headstays. This rig divides the sailplan up into many small sails, which makes the boat easy to handle and gives the crew many different sailplan options. The others are cutters with the same parallel headstay arrangement. The cutter rig has somewhat better windward performance, while the ketch rig offers a greater variety of sail combinations running downwind in the trades.

Typically, a headsail furler is fitted to one of the two parallel headstays, and a hank-on headsail is flown from the second headstay when running downwind in the trades. The parallel headstay arrangement causes considerable chafe on the furling sail at certain wind angles. The stresses on the masthead crane from the two headstays can also cause cracking of masthead welds. But for a downwind passage, the advantages of the double headstay arrangement outweigh the disadvantages. Other sailors may want to remove the second headstay and use a flexible furling system to fly a large reaching or running sail in lighter winds. Most Shannons were fit with a self-tacking staysail on a club, which makes for ease of handling when tacking, but limits the size and compromises the shape of the staysail. On the ketch rig, a mizzen staysail can boost horsepower when the wind is on the beam and aft.

The centerboard on the Shannon 37 gives it better performance to weather than the Shannon 38, but neither are greyhounds on this point of sail. The centerboard trunk is below the waterline, which means that the boat must be hauled to fix any problems with it. The fiberglass trunk top was originally secured with a permanent sealant and bolts, making it difficult to open. Later 37s were built with a stainless trunk top that was easier to open. On some 37s, a host of different metals were used inside the trunk, creating electrolysis problems that damaged the stainless steel pendant or the bronze sheave it ran through. Unless you need the shoal draft, the Shannon 38’s full keel is less hassle.

DECK LAYOUT

The diamond-patterned fiberglass on the decks of all the Shannon sailboats makes for excellent nonskid and is emblematic of the focus on offshore safety evident throughout the deck layout. The sidedeck is wide, and the teak toerail is adequate. Solid teak handgrips run down either side of the coachroof. On the foredeck, the staysail club and staysail stay can be used as handgrips. The high lifelines and solid pulpits at bow and stern are reassuring.

At bow, stern, and midships, solid stainless-steel cleats large enough to hold two 5/8-inch lines in a proper figure-eight are through-bolted into the deck. Well-positioned bronze or stainless fairleads for the bow and midships cleats set into the teak toerail prevent chafe on snubbers and docklines while leading lines fair from almost any angle. Two large anchors can be deployed or retrieved easily from the anchoring platform. One bow roller is located about midway along the starboard side of the bowsprit, and another is placed at the end of the bowsprit on the port side. Separate deck pipes lead down to the divided chain locker, which cannot be accessed from the deck. The design is safe offshore, but it is inconvenient in an anchorage, where you’d have to go below to clear jammed chain.

The traditional-looking teak and frosted Plexiglas hatches, while handsome, tend to leak over time. Upgrading to top-of-the-line, offshore-rated hatches is recommended for any long passage. The sea-hood also tends to leak on older boats and will need to be rebuilt with extra gasketing material to be watertight.

The solid-teak toerail traps water on the deck, and the scuppers in the side deck have trouble removing water quickly enough in a big sea or a heavy rain. The large cockpit could also be fitted with better drainage for clearing green water. On some Shannons, the diesel tank breather exits the boat through a fitting in the side of the cockpit seat, making it vulnerable to flooding if the cockpit is pooped.

On the other hand, the cockpit is very comfortably laid out for sailing, watchkeeping, or for cocktails. The helm seat is humped and the deck angled behind the wheel, making for comfortable positions whether sitting or standing, even when steering for hours at a time. The cockpit seats are long enough for napping. Adequately sized primary and secondary winches are located on the coamings, and the mainsheet winch is located next to the companionway. The bridgedeck is high enough that the crew can leave the cabin without removing the hatchboards in heavy weather.

Depending on the interior layout, large lockers are located under either one or both of the cockpit seats. The lockers are sealed with hollow tubing gaskets and have drainage channels, but water can still find its way through on occasion. The batteries are located in this locker on most of the Shannon 37s, which makes the power supply somewhat vulnerable to water intrusion. Other water-sensitive equipment should not be installed in this locker.

ACCOMMODATIONS

Shannon prides itself on being a semi-custom boatbuilder, but you can’t get too creative with only 31 feet of waterline. Most 37s and 38s have one of two interior layouts with only relatively minor variations. However, the layouts vary significantly in terms of interior volume and stowage, and those differences are worth considering.

The main difference between the two layouts is the location of the head. In one, the head is aft, at the base of the companionway, with a hanging locker for wet gear behind the toilet. In this design, the navigation station faces outboard in front of the head compartment with a freestanding chair for the navigator.

In the other layout, the head compartment is placed forward, just aft of the forepeak. In these boats, the navigation station is oriented athwartships and located on the port side at the base of the companionway. The navigation table is larger than in the first design, with a small hanging locker built into its base. A quarterberth extends aft under the port cockpit seat behind a bench seat with a half-height backrest for the navigator. In deciding between these layouts for offshore voyaging, the quarterberth and larger navigation station must be traded off against the convenience of having a head right by the companionway and the comfort of a real navigation seat.

The attention to detail is what really sets this interior apart. Teak handgrips line the overhead on either side of the cabin, always within reach. The galley sinks are deep enough to keep water in even when heeled at 30 degrees, and close enough to the center of the boat that they rarely backfill.

Deck hardware, fuel and water tanks, and electrical conduit are accessible, though several teak trim pieces might have to be removed first. Even the headliner has been designed so that it can be removed without damage. The two opening hatches, six dorades, and eight opening portlights provide adequate ventilation even in steamy tropical climes.

The finish was also specified by the owner, but in most of the older 38s, high quality, matched teak was used throughout, which makes for a beautiful, but dark interior. The white paneling on the coachroof and headliner help to brighten up the interior considerably. A solid teak-and-holly sole was standard on both the 37 and 38, excellent nonskid in wet weather. Over time, galley countertops from butcher block to Corian, a major improvement, both practically and aesthetically.

While most of the tankage in the 38 can be accommodated below the waterline, the centerboard trunk takes up prime stowage areas on the 37. Water tanks are located under the settee berths on the 37, and the fuel tank is under the quarterberth. These areas can be used for stowage on the Shannon 38, greatly increasing the amount of stores and/or equipment that can be carried.

Though simple by today’s standards, the systems on the Shannon 37/38 are generally of high quality. Generous inspection ports allow for steam cleaning of fuel and water tanks. The fuel tank has a sump that will collect contaminants, though this cannot be drained from below and must be pumped out through the inspection hatch. While Shannon used bronze through-hulls and seacocks below the waterline, many of the fittings in the rest of the boat are PVC or nylon, including the above-waterline through-hulls for the deck scuppers, and these are prone to breakage as they get brittle with age. (Shannon switched to stainless through-hulls 10 years ago.)

The batteries on the Shannon 38 are located under the quarterberth, while those in the 37 are located in the cockpit locker. In both cases, the stock batteries are well-secured, but the cockpit locker location on the 37 is harder to access and doesn’t allow much room for additional batteries.

Wiring throughout the boat is marine-quality, tinned wire color-coded by function. The early Shannon 37s and 38s were powered by a 40-horsepower Westerbeke or Perkins, and the later models had 44-50 horsepower Yanmars. Accessing the engine is not without its difficulties (three cumbersome pieces of teak at the front and rear access through the cockpit locker), but it is better than on similar boats.

PERFORMANCE

On both the Shannon 37 and 38, the propeller lies in a relatively small aperture between the skeg and the rudder, which protects it from lines and logs, but reduces motoring efficiency. At 2,200 rpm in flat water, the 40-horsepower Shannon 37 motors at a bit less than 6 knots. When fully loaded for cruising, the boat will lose a half-knot to a knot of speed under motor. Like most boats with traditional underbodies, the Shannon 38 doesn’t like backing. Even with its modified fin keel, the Shannon 37 can be unruly in reverse.

Under sail, both boats’ passage averages reflect their heavy displacement and traditional designs. Burns and Nester averaged about 120 miles per day during the course of their 14-year circumnavigation. Well-known bluewater voyagers Beth Leonard and Evans Starzinger averaged 117 miles per day over the course of a three-year circumnavigation on their Shannon 37,

, including periods becalmed and hove-to. That means that the Shannon 37/38 is a 5-knot boat on average over a wide variety of conditions. However, in winds of 20 knots and more, the boat does considerably better, averaging 150 miles per day.

With the ability to easily carry double headsails, the more standard ketch rig, and the long keel, the Shannons are optimized for the downwind work of a typical westabout tradewind circumnavigation. The boat performs well from a dead run up to a close reach, but performance falls off markedly as the apparent wind shifts forward. Starzinger and Leonard reported that their ketch-rigged Shannon 37 with the modified fin keel could sail up to 38 degrees apparent and tack through 100 degrees in flat water when lightly loaded. Fully kitted out for cruising and in big seas offshore, the boat could tack through a minimum of 110 degrees. Burns and Nester said their ketch-rigged 38 performed similarly in offshore conditions. The cutter-rigged Shannon 38 will do slightly better.

The traditional underbody configurations may not match modern performance cruisers to windward, but they make heaving to simple. Starzinger and Leonard’s Shannon 37 hove to on the mizzen alone and lay about 50 degrees to the wind, making a knot and a half of leeway dead downwind. In winds over 40 knots, a reef in the mizzen kept the boat comfortably in the hove-to orientation.

Nester and Burns said they needed to heave to only once in 14 years on their Shannon 38. “We used the staysail, triple reefed main, and reefed mizzen. The windvane was set up to keep us into the wind—we forereached slowly.”

CONCLUSIONS

The new Shannon 39 costs $660,000. When the Shannon 38s and 37s were built, they were among the priciest offshore boats on the market. But as the Shannons have aged, their prices have come more in line with offshore production boats of the same vintage. Today, a Shannon 38 built between 1980 and 1985 can be purchased for between $100,000 and $120,000, about the same as for a Pacific Seacraft 37 of the same age and only about $25,000 more than for a Tayana 37.

A 25- or 30-year-old sailboat from any manufacturer is going to need some attention before heading over the horizon, but the initial quality of the Shannon build should translate into less money spent on the refit than for other production boats of the same age. While you may have to replace the engine or the rigging, the basics will be right on this boat, so you won’t be trying to rebuild the bow pulpit or figuring out how to shoehorn in more tankage. That said, like most boats in its size and age range, it was not designed to carry all the modern goodies and gadgets. Cruisers will be hard pressed to fit a generator or air-conditioning aboard. If that’s what is needed to go cruising, look for another boat. But those looking for an affordable older boat that is designed and built to be taken offshore should definitely put the Shannon 37/38 on their short list.

• Interior Notes: Shannon 37/38
• Contruction Details: Shannon 37/38

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Shannon 38 - Sailboat Data, Parts & Rigging

Sailboat data, rig dimensions and recommended sail areas for Shannon 38 sailboat. Tech info about rigging, halyards, sheets, mainsail covers and more.

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Shannon 38 HPS

• By Jen Brett
• Updated: November 6, 2014

I will be the first to admit that I’m a fair-weather sailor. Balmy breezes are my thing, so although I love to be out on the water, you wouldn’t typically find me sailing on a brisk November day. But that’s when the opportunity arose to take the new Shannon 38 HPS out for a spin on Rhode Island’s Mount Hope Bay, where I discovered that my love of sailing trumped even my love of warmth — and fortunately I could enjoy both.

The Shannon 38 HPS, which stands for High Power Sailboat, is the second in this line of motorsailers from Shannon Boat Company (the first is a 53-footer released in 2010). When designer Walter Schulz set out his primary design goals for the 38 HPS, number one was that it must sail to weather in only 10 knots of breeze yet have a shoal draft and the ability to cruise under power at 12 knots. A tall order, for sure. The result is a patented hull shape that’s based on the Shannon Shoalsailer 35, but has been extended and modified with a flatter, powerboat-style aft section.

During our test sail of hull number 1, the shifty breeze was light and gusting into the teens with a wind chill in the lower 30s. Since our sail was combined with a photo shoot, we had plenty of opportunities to tack up and down the bay so photographer Billy Black could do his work. Even in the light air, the 38 HPS had some get up and go, and we hit 6.5 knots on a close reach. From the dual helm stations in the cockpit, visibility forward is best when perched on the leeward coaming; otherwise, while standing at either wheel your view forward is through the pilothouse windows. Each helm has a lighted compass and engine controls, and a multifunction display mounted on the aft end of the cockpit table can turn to face either side. The pilothouse roof extends aft over the cockpit, and mainsail trim can be viewed through the large sunroof. Our test boat had the optional self-tending 100 percent headsail on a jib boom and a fully battened main, though an owner could also choose the Shannon Scutter rig with a 150 percent genoa plus a 75 percent working jib. All control lines are led aft to Harken electric winches, making sail handling doable for one person. The roomy cockpit would be the spot for entertaining — a propane grill can be mounted on the table, with leaves that open up to make plenty of space for dining. For storage, the base of the cockpit table also conceals the propane tanks, and the bench seats open up to reveal large lockers.

On-deck safety is increased with good molded-in nonskid and bulwarks, and I was impressed with the high stainless-steel lifeline rails that run the length of the boat and the cabin-top handrails. After maneuvering from the cockpit helm stations for a while, I took the opportunity to warm up in the pilothouse and check out the rest of the interior. Access to the pilothouse from the cockpit is through a sliding-glass door, and in warmer weather, keeping this door open would create a large indoor/outdoor living space. But on this day, I appreciated that I could seal out the chill behind me and enjoy the Espar heating system inside. Sailing from an enclosed helm station is new for me, and without the feel of the breeze on my face, it took me a minute to get my bearings in relation to the wind. Visibility is excellent, though, through the tempered glass windshield and side windows, and a full set of navigation instruments is right at hand. Two hatches and a large skylight let you see the masthead wind indicator and keep an eye on sail trim. My guess is that most of the time, the interior helm will be used when motoring, and it seems to be an ideal setup for traveling along the Intracoastal Waterway.

Under power, the 38 HPS feels nimble, and the single 165-horsepower Nanni Toyota diesel (twin 75-horsepower Yanmars are an option), ensures that there’s juice to spare. The shallow 3-foot-draft powerboat-influenced hull form allows for efficient motoring.

Shannon is a semi-custom builder, and owners can choose from several interior options; if there’s something else you have in mind, the builder will work with you to make it happen. The first 38 HPS was designed for a cruising couple in their 80s who “didn’t want to die owning a powerboat,” and they plan to use it for cruising the U.S. Gulf Coast. The simple interior they specified has an island berth forward that’s open to the rest of the saloon, creating a spacious cabin that’s easy to move around in. The port and starboard settees have cleverly designed backrests that can lift to form double bunks, and the centerline table has fold-out leaves to comfortably seat two couples. The American cherry furniture and cab-inetry, white overheads and cushions, and Imtra LED lighting throughout also added to the bright, homelike feel. As on other Shannons, the interior joinery is top notch. Ventilation is adequate, with opening ports and three overhead hatches in the saloon and two in the pilothouse. The seagoing galley included a double sink, front-access refrigeration, a top-loading freezer and a two-burner stove. Across from the galley, there’s the head with separate shower stall. In the pilothouse you’ll find a settee and table, the interior helm station, and custom helm and navigator seats that I found to be ridiculously comfortable and a great place from which to watch the world go by.

Overall, this is a boat with certain owners in mind — a couple who plan to explore thin-water places such as the ICW, Florida and the Bahamas, and want to sail when the weather is good and be warm and dry when it’s not, yet still make easy headway to their destination. Sounds just about right to me.

Jen Brett is a CW associate editor.

This article first appeared in Cruising World March, 2014.

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Beyond the Sail

The shannon boat company.

Currently my office, Wright Yacht Sales in Seattle Washington, is listing a Shannon 38 that has been well respected and appreciated by the same family since her initial delivery in 1981. The seller will not board this boat with his shoes on, and neither do we. For any boat in the Pacific Northwest there is evidence of water weeping through a portlight when the seal cracks, or a companion way hatch. Don Casey says “ Port light and hatch gaskets are invariably kept in service long past their useful life ” But without de-masting a sailboat and storing her undercover, it will happen eventually. The important matter is, when a defect was discovered, it was professionally addressed and repaired without hesitation.

Heres a little bit of information about the Shannon Company Construction and History from my research, Practical Sailor publications & The World’s Best Sailboats Book Volume II. 

The Shannon Boat company and Walter Schulz is one of the last of a wonderfull breed – A complete boatbuilder. Unlike other boat builders who designed and tested only on computers or paper, the Shannon Boatbuilders would take saw and rasp and build a half-model. And then he built the real boat. Shannon Yachts is celebrated at one of the world’s best sailing yachts.  The Shannon 38 is a jewel that reflects Schulz’s admiration for the Allied Princess and the Block Island 40, and instantly a success.

Walter Schulz earned his reputation designing and building boats for the extreme rigors of ocean cruising.

 ‘I think one of the big reasons why so many of our boats are doing long voyages is that they simply don’t beat up their owners. When they get into a bad storm, they know they can trust the boat. There is no fatigue from anxiety. If you get a boat that’s fast but tires the crew so much that they haven’t the strength left to get the maximum out of the boat, then where’s your gain? Where is the advantage? ‘  -Water Schulz

The Coast Guard keeps records of all the major accidents and fatalities that happen on boats. 95% of them are related to fatigue. 

The construction methods of the Shannon 38 Sailboat Yacht

Hull Construction: . The Shannon hull construction takes seven days. Starting on the first day with a NPG isopthalic gelcoat and 1.5-ounce mat set in vinylester resin, the 2nd day gets another 1.5 ounce mat and 2.6mm layer of Coremat (thick compacted fibers) and a layer of biaxial S glass. Subsequent days get three more layers of S glass. 

The hull cures in the mold for a week (far beyond the 72 hours recommended) after which the mold is dismantled to release the hull. At the sheer, the layup is about 3/4” thick and at the bottom. it is nearly 2” thick. It is very stiff construction and bulked up with longitudinal stringers with biaxial laminates. Bulkheads are stitched and glassed into place. Ferenc Mate, author of ‘The World’s Best Sailboats’ comment that a Shannon “meets the specification of an icebreaker”. 

The hull deck joint is calked and bolted on with 5” centers with aircraft nuts. 

The encapsulated lead keel is sealed in fiberglass laminates inside the boat. The engine bed is 4” x 16” laminated oak timbers, both sealed and bonded to the hull. Wood is used instead of solid fiberglass to absorb vibration and reduce noise. 

Interior: The interior of every Shannon has a least bit of customizing, all Shannons are semi-custom. The interior is hand-fitted with solid 2×3 mahogany framing screwed and epoxied in place. Drawers and cedar-lined lockers are built of Baltic Plywood, A vey expensive material.

Unknown to most owners, there is a drawer aboard every Shannon that if withdrawn and turned over displayed under a coat of varnish the names of every Shannon employee who worked on building that boat. 

The solid teak plank sole, splined with holly, is 5/8” thick and varnished. The well ventilated deck has 12 opening portlights, 2 overhead hatches, and 4 dorados. 

In conclusion, the Shannon is perhaps more then any production or semi-custom fiberglass boat ever built. A singularly-exact expression of one mans’s view backed by the opinions of 300 experienced sailors, of what a fine-handling, seagoing sailboat should be. The Shannon 38 Ketch, compared with a sloop, pays a small penalty going to windward, especially if racing in very light air. However, like most Shannons, a “Reaching Machine”. Given her conditions and course, she’ll show her heel.

For quality, a Shannon sailboat has few structural peer. For finish work, a Swan, Morris or Hinckley might be a shade higher but even that is a continued debate. The Shannon 38 is a “long-distance cruiser” that can sail the seven seas ably and with good speed, built without compromise, to serve her crew well regardless of weather.  

 I hope you find my research and information helpful as you explore the imagination of sailing away in perhaps this beautiful Shannon 38. You are welcome to contact me anytime to discuss this sailboat listing, the Shannon Company, or just good old’ sailing. 

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Shannon 38 ph

The shannon 38 ph is a 37.75ft cutter designed by g, h. stadel & son and built in fiberglass by shannon yachts since 1975..

The Shannon 38 ph is a heavy sailboat which is slightly under powered. It is reasonably stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat.

Shannon 38 ph for sale elsewhere on the web:

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Illinois Fighting Illini

Iowa Hawkeyes

Terrence shannon jr. scores 25 as no. 12 illinois beats iowa 73-61.

IOWA CITY, Iowa -- — Terrence Shannon Jr . scored 25 points, Quincy Guerrier had 14 points and 13 rebounds, and No. 12 Illinois beat Iowa 73-61 on Sunday.

The Illini (23-8, 14-6 Big Ten) built a big early lead, then pulled away late in the second half after letting the Hawkeyes (18-13, 10-10) get within 59-53 with 6:58 left. Illinois, which finished three games behind Big Ten champion Purdue, will be the No. 2 seed in this week’s Big Ten Tournament in Minneapolis.

The Illini were coming off a 77-71 home loss to Purdue on Tuesday, and coach Brad Underwood said his team “kind of practiced angry for a couple of days” afterward.

“We made every drill competitive with consequences,” Underwood said. “Everything was very dialed up. Every mistake, there were consequences for. It was getting guys to understand effort.”

That effort showed early. Illinois opened with a 17-2 run in the first 6 1/2 minutes as the Hawkeyes missed 13 of their first 14 shots.

“We got it going, just by effort,” Illinois center Dain Dainja said. “I think that was because the last couple of days of practice was really hard. We locked back in on our defense, and it showed.”

The Illini led by 21 points before Iowa went on a 14-2 run, getting within 33-25 with 3:27 to play and trailing 39-29 at halftime.

“We kept fighting,” Iowa coach Fran McCaffery said. “We had good shots. It wasn't like I was going to criticize anybody for the shots we were taking. I thought we were taking good shots, I thought we were moving the ball. It was just frustrating for everybody.”

The Hawkeyes continued to cut into the Illinois lead in the second half, getting within 51-47 with 11:15 to play. But the Illini scored six points in 70 seconds to get the lead back to double digits and kept control from there.

“I think this group understands that teams make runs, especially good teams,” Underwood said. “They just kind of maintained. We got in the huddle, everybody was positive, everybody was upbeat. They were saying all of the right things.”

Shannon had 18 points in the first half and finished 10 of 19 from the field, hitting three 3-pointers.

Payton Sandfort led Iowa with 23 points, 19 in the second half. Josh Dix had 13 points.

“We missed some shots we normally make,” Sandfort said. “That happens.”

Illinois held Iowa to just 35.4% shooting for the game.

“Our defense had really slipped the last couple of games,” Dainja said. “We really focused on that.”

Marcus Domask added 11 points for the Illini.

BIG PICTURE

Illinois: The Illini dominated early, but a lull at the end of the first half and early in the second half allowed the Hawkeyes to get back into the game. Illinois controlled Iowa inside, with a 50-33 rebounding edge.

Underwood appreciated the way his team slowed Iowa's offense.

“They're as explosive as heck,” he said. “You never feel comfortable, even with an 18 or 20-point lead. I thought we had some bite to us today.”

Iowa: The Hawkeyes, who were 5-5 in mid-December, had played themselves into NCAA Tournament consideration in recent weeks, but could have used a win over a ranked opponent to close the regular season.

Underwood said the Hawkeyes were an “NCAA-worthy” team.

“I think we have work to do,” McCaffery said. “I appreciate what Brad said and I think he's right. We've had some difficult wins in a really good league. ... It's not something you want to leave to chance. We want to do some more damage.”

Illinois: Opens Big Ten Tournament play on Friday against either Iowa or Ohio State.

Iowa: Plays its Big Ten Tournament opener against Ohio State on Thursday.

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AP college basketball: https://apnews.com/hub/ap-top-25-college-basketball-poll and https://apnews.com/hub/college-basketball

Game Information

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• Sailboat Guide

Shannon 28 is a 31 ′ 11 ″ / 9.8 m monohull sailboat designed by Walter Shultz and built by Shannon Yachts between 1978 and 1999.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

From BlueWaterBoats.org :

Launched in 1978, the Shannon 28 is regarded as one of the highest quality production 28 footers to come from America. The boat was conceived to serve well for family cruising right through to serious offshore sailing with liveaboard capability for two. Notable accomplishments include the two single-handed passages across the Atlantic by Rudder Magazine’s editor, Monk Farnham, at age 72 and again at age 76 which earn him a spot in the Guinness Book of World Records.

The design came from Walter Schulz, a boatbuilder described as one of the last of a wonderful breed, the complete boatbuilder – one who designs boats, invents rigs, iterates on hull shapes not only computer but also crafts the half models for testing and finally builds the real boat with his own hands. He founded Shannon Yachts in Rhode Island in 1975 with the launch of the sweet sailing Shannon 38 offshore cruiser. The Shannon 28 followed just 3 years later as the second yacht to join the stable.

Schulz’ design goals for the Shannon 28 was typical of a good cruiser – seaworthiness, comfort, and stable handling across all wind and seas condition, but he also wanted the boat to be exciting to sail. Her heavy displacement and full keel configuration fulfils the former, but interestingly, by positioning the rudder further aft and cutting away the aft portion of the keel, the Shannon 28 is also quite responsive. Rig selection also reinforces the design theme with the choice of a true cutter configuration, a favourite for offshore passage-making for its ability to maintain balance over a wide range of wind conditions. At 470 square feet of canvas, her sail area to displacement ratio is high enough to give her respectable light air performance and overall performance is good.

“I’d like to have every boat I build outlive me” – Walter Schulz

No article about Shannon boats should go without a mention of build quality – it’s exemplary. Right from the early days, Shannons have certainly earned their reputation for quality, not only in build quality but also in their seaworthy designs, even winning a nod of approval of Ferenc Mate by the inclusion of Shannon Yachts in his book The World’s Best Sailboats Vol. 2 .

The Shannon 28 was available in three interior layouts, including an offshore configuration that had an aft quarter berth. There were thoughtful details to ease maintenance like breaking her tankage down into three smaller water tanks plus a fuel tank, any of which can be removed without cutting away any part of the boat or joiner work. Choice of a outboard rudder and keel sections which allow her to stand on her bottom also simplify maintenance.

The hull was built as a one piece fiberglass molding – hand laid mat and woven roving with additional reinforcements in potential stress areas such as the bow, keel and transom intended to provide the hull with added strength in the case of grounding situations.

The decks were constructed in fiberglass and cored in balsa with well thought out deck hardware attachment points. Delamination and deck leaks are rare. The hull-to-deck joint was an internal flange bonded with adhesive bedding compound and bolted on 8-inch centers. Structural bulkheads were attached with fiberglass straps through the bulkhead and then further secured with continuous fiberglass tabbing along the entire joint. These belt and suspenders methods were typical of the entire construction.

In total around fifty-five boats were produced between 1978 – 1986, after which they continued to be available from Shannon on a semi-custom basis right up to 1999, by which time the price had risen from $55k to $175k. The Shannon 28 remains one of the classic models of the Shannon line, and continues to be sought after in the used boat market with their prices holding up very well.

Links, References and Further Reading

» The official Shannon Yachts website » The World’s Best Sailboats Vol. 2 by Ferenc Mate

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