pearson 30 sailboat interior

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• Thread starter fred1diver
• Start date Nov 20, 2021
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hey everyone, I know I would rather have a blue water boat but until I get enough money to find my dream boat, I would still like to upgrade my Grampian 26 to something a bit bigger, I found a Pearson 30 that seems to be in good shape at a good price, but I would like to hear what people who have sailed on one think about it. thank you in advance  

I've always liked the Pearson 30's. They do tend to have the Atomic 4 gasoline engine that I don't care for, well, that engine is fine, I just don't like gasoline on my sailboat. But that's just personal preference. The Pearson 30's I've sailed on seemed to sail quite well. They are a bit narrow on the interior compared to some other boats of that same vintage, but overall, nice boat. dj  

Hi, i have some time on the p30. Sweet sailing boat. Nice feel from the tiller. Well balanced. Small inside (compared to many other 30’ boats) barry  

The Pearson made boats are great sailboats. Granted they are from an earlier design standard. Narrow boat beam 9.5ft. Why the seem small compared to more modern designs. with a capsize rating of 1.88 they are an ocean going boat. Still they are considered coastal cruisers.  

fred1diver said: hey everyone, I know I would rather have a blue water boat but until I get enough money to find my dream boat, I would still like to upgrade my Grampian 26 to something a bit bigger, I found a Pearson 30 that seems to be in good shape at a good price, but I would like to hear what people who have sailed on one think about it. thank you in advance Click to expand

Practical Sailor has a good write-up about the Pearson 30. Friends had one and enjoyed it a lot. Quite the capable cruiser, though it seems only half as wide as a Catalina. Sails beautifully and is quite quick in light air. They seem to hold up well and are not too complicated to fix if need be.  

David in Sandusky

The Pearson 30 design is good for blue water cruising. Certainly, equipment and mods would be needed to make it ready. I would go see the boat for sale. If you like the looks and interior and a survey is OK, this would be a good boat to start with. And may well carry you to your blue water dreams.  

Just make sure it's a Pearson 30, not a Pearson Flyer which is also 30'. The Flyer is a great boat for racing but not at all a cruiser. I raced on a Flyer for a few years on Lake Ontario, lots of fun but a handful in a breeze.  

Make sure that IF this one of the Pearson's with rubber gasket under each stanchion base, that someone has re-bedded all of them properly. Coring was probably replaced in the process. (It was a production decision with very unpleasant consequences. ) Where possible, like maybe aft under the side deck, make sure that the hull/deck joint is solid. Helps a lot to find places where you can view the hull at the top. As stated, good design with a decent rep for sailing. Just be sure you tap and meter the decks.  

We used to have a very nicely maintained one at the club and no one could beat it around the buoys.  

Don’t worry about atomic 4, or gas. Had old (1964) 28’ Triton Pearson with gas Atomic 4 for many years. Very reliable workhorse! (Yes, a gas engine can ignite. You can get hit by lightning or have fatal car wreck driving anywhere…)  

thank you everyone, I'm supposed to go see it this coming Saturday  

fullbore said: (Yes, a gas engine can ignite. You can get hit by lightning or have fatal car wreck driving anywhere…) Click to expand

dLj said: don't like the sound of gasoline engines, Click to expand

DArcy said: The A4 runs pretty smooth and is quieter than a comparable diesel. It doesn't have the same sound and feel of trying to shake itself to bits like a small diesel. The smell I could do without. Click to expand

@dLj do you have insulation in the saloon floor? My diesel is under the floor as well but makes itself well known at cruising RPMs. I've been thinking about adding some soundproofing on the underside of the floors.  

DArcy said: @dLj do you have insulation in the saloon floor? My diesel is under the floor as well but makes itself well known at cruising RPMs. I've been thinking about adding some soundproofing on the underside of the floors. Click to expand

Regarding diesel engine noise and vibration... On any used sailboat over 15 or 20 years old, be sure that the engine mounts have been replaced within the last decade, and that the drive train has been properly aligned. There are thousands of older sailboats out there where no (zero) preventative maintenance has ever been done on this stuff. A succession of owners will have adopted the approach of "out of sight, out of mind". Also, if the original builder installed foil-face acoustic foam around the engine, it's likely all fallen down or disintegrated from oil vapors and heat. Most of those old engines will run forever, or until replacement parts become too scarce, but they DO need maintenance of everything around and under them....  

jssailem said: The Pearson made boats are great sailboats. Granted they are from an earlier design standard. Narrow boat beam 9.5ft. Why the seem small compared to more modern designs. with a capsize rating of 1.88 they are an ocean going boat. Still they are considered coastal cruisers. Click to expand

hello everybody, just went to see the boat today, it's in good condition for a 1972, the cushions need to be redone, good thing I do that as a sideline, still debating on it, the guy showed me the last survey just need to wait for a nice day to check the decks. I wish lines would be led aft, but it might be a project for the future, last time I sailed on a boat where halyards were at the mast was during my sailing class lol. what can you all tell me about pressurized alcool stoves, I know most people try to avoid them but it's built in the galley, so replacing would be a challenge. funny thing, well funny to me, the boat has both interior and exterior speakers, but no radio, I'm not sure but a speaker near the compass might not be the best placement lol.  

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PRICE: A used P-30 can be found for between $5,000 and $19,000, depending on the year of construction, overall condition and amount of upgrades. DESIGN QUALITY: The boat's scimitar-shaped rudder and soft bushings have their detractors, but overall the P-30 stays in the winner's circle, especially its encapsulated hull that has no keel bolts and little maintenance. CONSTRUCTION QUALITY: Born in the days when fiberglass boats were typically overbuilt, the P-30 is no exception. The hull is solid, the deck hardware and standing rigging super strong. USER-FRIENDLINESS: The P-30 has a simple sailplan and easy onboard systems. It requires early reefing. It is easy to handle in a light breeze and a comfortable racer-cruiser despite the annoyance of a long tiller handle. The engine is accessible by lifting the companionway steps, but the oil dipstick is located on the back side and difficult to reach. The boat has a head but no shower. SAFETY: Like most racer-cruisers, it's a compromise design and should be reefed early and often. Upgrades such as a vang or traveler can help tame the relatively long boom. TYPICAL CONDITION: Used P-30s run the gamut from pristine to project boat, but the vast majority offer a solid hull, sound deck and reliable standing rigging. REFITTING: Of all needed improvements, most later owners seem to target the Atomic 4 for replacement by a diesel. This is likely the most expensive undertaking for a refit, followed by attention to the rudder post and to the compression post where the mast steps onto the keel. The latter is mostly labor since a new compression post can be easily fashioned. Since no sewage discharge laws were in effect when the P-30 was made, the head must be updated with a Y-valve and a waste holding tank in most waters. Many owners added a boom vang and a traveler to make sailing in big winds a bit easier. SUPPORT: An active group of P-30 owners can be found online at the Pearson Sailing Association of the Chesapeake Bay at the website www.cbpsa.org. Additional information on the P-30 is available at www.sailboatdata.com and on blogs posted by specific P-30 owners. AVAILABILITY: Plenty of P-30s are available on both the East and West coasts of the U.S., in Florida, Texas, the Great Lakes and Canada. INVESTMENT AND RESALE: Depending the degree of upkeep and overall condition, the P-30 can be a sound investment. Most owners do not consider the P-30 a bluewater boat so its value is limited to coastal cruising.

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Updating the Legacy of the Pearson 30: Exploring the Evolution of Sailing in 2023

The Pearson 30, a 1971 sailboat that effortlessly combines vintage charm with thrilling performance on the water. A true nautical gem in 180 characters!

The Pearson 30 was built in 1971.

Pearson 30 1971: A Classic Sailboat Worth Exploring

Are you a sailing enthusiast looking for a classic sailboat that combines performance, comfort, and a touch of nostalgia? Look no further than the Pearson 30 1971. This timeless vessel continues to capture the hearts of sailors across the world, and for good reason.

The Legacy of Pearson 30:

The Pearson 30, designed by William Shaw, was first introduced in 1971 and quickly gained popularity among cruising and racing sailors. Its sturdy construction, sleek lines, and well-thought-out features set it apart from other sailboats of its time and earned it a reputation for being a reliable and versatile vessel.

While nearly half a century has passed since the Pearson 30 was first produced, its enduring design and performance remain highly regarded by sailors. Whether you’re a seasoned sailor or new to the world of sailing, this classic vessel offers a truly exceptional experience on the water.

Performance at Its Finest:

One of the key reasons sailors are drawn to the Pearson 30 1971 is its outstanding performance capabilities. It boasts a moderate displacement and a keel that provides excellent stability, allowing the boat to handle various weather conditions with ease. With its well-balanced helm and responsive steering, sailing the Pearson 30 feels effortless.

Furthermore, the Pearson 30 has a sail area-to-displacement ratio that gives it impressive speed, both upwind and downwind. Its design incorporates a high-aspect-ratio rig that enables the boat to harness the wind efficiently, making it a thrill to sail in any conditions.

Comfortable Accommodations:

While the Pearson 30 is undoubtedly a performance-oriented sailboat, it doesn’t compromise on comfort. Step belowdecks, and you’ll find a surprisingly spacious interior that can comfortably accommodate a small crew or a couple on extended cruises.

The main saloon is well-appointed with ample seating and a fold-down dining table, perfect for enjoying meals or relaxing after a long day of sailing. The galley features a functional layout with a stove, sink, and plenty of storage space, making meal preparation a breeze. Additionally, the boat offers a private head and a V-berth forward, ensuring a comfortable and enjoyable overnight stay.

Sailing into the Future:

The Pearson 30 1971 holds a special place in the hearts of sailors who appreciate its timeless design and exceptional performance. While newer sailboats have entered the market, this classic vessel continues to be a popular choice due to its solid construction and outstanding sailing characteristics.

If you’re in the market for a sailboat that combines the charm of a classic design with the performance of a modern vessel, consider the Pearson 30 1971. With its rich legacy and impressive features, it’s no wonder that this sailboat continues to capture the imagination of sailors around the world.

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Pearson Coaster 30

Pearson Coaster 30 is a 29 ′ 11 ″ / 9.1 m monohull sailboat designed by William Shaw and built by Pearson Yachts between 1966 and 1970.

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)

Also available with a yawl rig. A daysailer version called the GYPSY 30 was advertised but it is unknown if any were actually built.

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Pearson Flyer: Undeniable Appeal

• By Tony Bessinger
• Updated: August 14, 2007

PersonFlyer

While browsing classified boat listings, I happened to find a 1981-vintage Pearson Flyer, designed by Bill Shaw, for sale in Bristol, R.I. Audacious, owned by Hall Spars and Rigging salesman Skip Matos, won its PHRF class at the annual Buzzard’s Bay (Mass.) Regatta in 2004 and 2005. Ever since the Flyer was introduced in 1981, I’ve liked its flush-decked fractional-sloop look, but what I really liked was Matos’ asking price of $16,900, so I dug a little deeper.The Flyer was launched as a one-design racer, but never really took off. As a result, Flyers are scattered all over the United States. We found listings for boats in Texas, Rhode Island, North Carolina, New York, and Massachusetts. The lowest price we found was $9,900, which leaves plenty of room in the $25,000 budget for upgrades and repairs. The Flyer’s uncluttered deck layout works well for a race crew, and the roomy interior (thanks to 11 feet of beam) means the 30-footer can perform double duty as a weekend cruiser. Down below there’s bunk space for four, with two bunks tucked under the cockpit seats, and two settee berths in the main cabin. A small head sits on centerline, just forward of the primary bulkhead, and the foc’sle is wide open and perfect for sail storage and spinnaker douses. The engine is under the companionway ladder, and a small galley and nav station sit to starboard and port, respectively, well away from the companionway, just forward of the settee berths. The sunken 8-foot cockpit is roomy and ergonomically comfortable, and the mainsheet traveler is out from underfoot, mounted immediately aft of the companionway. Halyards and control lines lead aft from the mast to two banks of jammers located on either side of the companionway. The aluminum, two-spreader rig is keel-stepped and carries a slightly overlapping headsail and a tall, high-aspect-ratio main. One of the improvements Matos has made to his Flyer was replacing the aluminum spinnaker pole with a slightly longer carbon-fiber pole. Since he was only penalized one second by his local PHRF committee, it seems like a worthy modification. He also replaced the original single-ended six-to-one wire backstay with a cascading double-ended Spectra backstay.Flyers were built with balsa-cored decks and hulls, and as a result, there can be soft spots if water has penetrated to the core. The owner of Wavelength, Flyer hull No. 129, built in 1981, has an informative, detailed look at core repairs he made to Wavelength’s deck and hull on his website, www.teamwavelength.net . Pearson FlyerLOA 29’1″LWL 25’Beam 11’1″DSPL 6,235 lbs.Draft 5’9″PHRF 144SA/D 21.5Years built 1981-1983Designer Bill Shaw

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• Sailboat Reviews

One of Carl Alberg's most successful boats, the Alberg 30 enjoyed a production run of a quarter-century.

The Alberg 30 was in continous production from 1962 until 1987, an impressive run of 25 years. Made the entire time by the original builder, Whitby Boat Works, production was down to a trickle towards the end of the run: only three Alberg 30s were delivered in 1984, for example.

No other sailing auxiliary that we know of has a production record of that duration, the previous record belonging to the old Tartan 27 that was introduced in 1961 but discontinued in 1979.

During those 25 years, over 700 Alberg 30s were built with virtually no substantive changes: boats built 30 years ago can race one-design with 30s built at the tail end of the run.

The designer of the 30, Carl Alberg, most successfully made the early transition from wood to fiberglass boat design. His 28′ Triton for Pearson Yachts is credited with starting the boom in fiberglass auxiliaries (1958).

A series of Alberg designs have been the mainstay of the successful line of Cape Dory Yachts since the early 1970s.

The Alberg 30 is an adaption of a 30-footer Alberg designed for San Francisco Bay and was first built in response to a request by some Toronto sailors for a cruising auxiliary that could be fleet raced.

By the time the first boat was built, a large group of Chesapeake Bay sailors had also commissioned a fleet. Today those two areas are still the hotbeds of Alberg 30 ownership with more than 100 boats represented in the Toronto association, almost 200 in the highly active and enthusiastic Chesapeake Bay association.

Price of the first 30s was $10,000 delivered and reasonably well equipped; 25 years later the “base price” of a 30 was about $45,000 Canadian, or $34,000 US at the time.

A Close Look At The Boat

Clearly the Alberg 30 is anachronistic. Her low freeboard, long overhangs, narrow beam, low aspect rig with long boom and short foretriangle base, broken cabin profile are clearly vintage, harking not just from the time of early fiberglass, but of the previous era of wood. So too is her accommodation layout: settee berths, ice box top doubling as a chart table, jammed head, and split galley.

Yet a demonstrable demand has endured for such “old fashioned” boats on both the new and used boat markets.

Owners of boats of this heritage accurately perceive that they are ruggedly built and seaworthy. At the same time, with their moderately heavy displacement and large wetted surface, they are relatively sluggish performers and, because of their short waterline lengths and narrow beam, cramped for space compared to more modern boats of comparable overall length and/or displacement. Similarly, with their relatively slack hull sections and narrow beam, they seem quicker to heel than the more initially stable modern hull forms, although at about 20 degrees they firm up reassuringly. Ballast is encapsulated cast iron.

The Alberg 30 is well built, modestly finished, and so-so performing. Owners report a remarkable absence of structural problems that cannot be attributed to normal wear in a vintage boat. The finish and decor of the boats has undergone routine upgrading during the long production run, reflecting the changing marketplace and styles, although the 30 has never been considered to have an elegant or even especially “yachty” decor. Plain oiled teak has been commonly used topside and below, though earlier boats (pre-1970) had the more fashionable, at that time, mahogany .

Performance of the Alberg 30 has systematically suffered by comparison with newer boats introduced over the years. At an average PHRF base rating of 220, the 30 may be equated with such full-keel kin as the 28′ Triton (245), the Seawind 30 (240), the Bristol 29 (225), the 32′ Vanguard (230), and the redoubtable Tartan 27 (235). At the same time, the maintenance of the one-design standard of construction and absence of major changes permits excellent fleet racing as a class.

Although changes during the production run have been minimal, they are important to the prospective buyer. These include a variety of engines and, in 1969-70, the adoption of a fiberglass interior liner as well as some changes to the cockpit. The original engine in the 30 was the Graymarine 22 hp, followed by the Atomic Four, the 10 hp single cylinder Bukh diesel, the more powerful Volvo Penta MD7A and finally the Volvo 2002.

The Gray and the Bukh reportedly are shy of adequate power for the 30 as well as not being easy (or cheap) to get parts for. The Atomic Four, as dependable as it is, should be getting close to the end of its expected life span; repowering with the Universal diesel should be feasible, though not inexpensive.

The changes in 1970, as much the result of tired tooling as of inherent drawbacks, did away with a cockpit access to the icebox (a “beer box” that melted ice at an unconscionable rate), improved the nonskid deck pattern, replaced teak plywood hatch covers, changed the hull-to-deck joint, added a seahood for the companionway, and provided the winch bases with a molded recess for handles. The wood coamings remained.

Below, per the fashion of the era and production economy, the interior became a molded component, although the most recently built boats have more teak trim.

What To Look For

With a boat as fundamentally solid, built for as many years, as the Alberg 30, prospective buyers should feel a warm confidence in her structural soundness. The major areas of concern are the condition of her engine, rig, and cosmetics. On the basis of owner input, we’d especially check the following:

• Some rudders on earlier boats failed, the strapping pulling away from the glass laminate. It should be checked regardless of the age of the boat. Rudder bearings have also become worn on older boats, resulting in a discomforting amount of play. The gudgeon and/or the heel fitting may need bushing. On tiller-equipped 30s the tiller head fitting is subject to wear as well as cracking.

• Perhaps the weakest part of the 30 may be the forward lower shroud chainplate fillet: a number of owners report having them enlarged and reglassed. This seems to have occurred as a gradual failure that can be anticipated; creaking and signs of separation from the hull give prior warning.

• Any engine, but particularly those in older 30s, should be carefully examined prior to purchase of a boat, not an easy task since engine accessibility is not good. The original galvanized steel gas tanks have a history of eventually rusting through; optiminally they should be replaced with ones of greater capacity (original gas, 22 gal; present for diesel, 12 gal) but this is not easy in the existing space.

• All the equipment should be checked. This includes the stove and head, but it particularly applies to the rig and deck hardware. The same mast and boom have been used on the 30 since its inception. However, earlier boats had wooden spreaders that, if original, will undoubtedly need replacement. Similarly, roller mainsail furling was standard and should have been replaced with slab or jiffy reefing (important given the 30’s large mainsail and initial tenderness). Rigging swages should be meticulously examined as should tangs and spreader bases. In cases of doubt, attachments should be removed to check the condition of the spar underneath.

Given the age of many of the Alberg 30s as well as the active racing life many have undergone, owner replacements of original equipment and upgrading seem commonplace. If done to quality standards, such work has much to recommend itself to buyers.

Price—The Bottom Line

Getting a handle on how much a buyer should expect to pay (or a seller to ask) for an Alberg 30 is difficult. About half the boats are concentrated in areas where there are strong, active owner associations. Indeed, most of the boats bought and sold in those areas are to some degree transactions involving the associations. This is decidedly to the advantage of buyers in those areas in that there is a readily available list of boats on the market, absence of broker involvement (and brokerage commissions), and a promise of continual efforts to maintain the value of the boats. For buyers outside of those areas, we find that 30s can be bought for lower prices.

Clearly the upgrading that took place about 1970 (hull #410) has increased the value of those boats, even though the changes were perhaps more textural than substantive.

At the same time, buyers must consider the relative differences in auxiliary engines as well as the question of whether a lined hull is preferable to an interior of joinerwork.

Given the lack of real difference between the various model years, we’d look for an older boat in above average condition and save a few thousand dollars.

Conclusions

Clearly and simply, the Alberg 30 is not a boat for everyone. A buyer has to be willing to compromise on the 20% to 25% less interior space in this boat, compared with more modern 30-footers that are just as readily available at a comparable price.

At the same time, not many 30-footers old or new seem as basically seaworthy and rugged as the Alberg. Add to these decided appeals the 30’s traditional (pleasing) appearance plus the benefits of highly active, albeit localized owner associations, and the result is a boat that should appeal to a moderately large number of prospective buyers.

In buying an older boat we’d budget some refurbishing and upgrading on top of the purchase price. The boat lends itself to being retrofitted with wheel steering, good sails, polyurethane restoration of the gelcoat, some improvement to the interior decor, etc. If not done already, replacing an original old engine, improvement of the galley, and adding some amenties would make an older 30 a better boat.

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Would this be a good boat for a solo trip around the Pacific for an inexperienced sailor?

This boat has been circumnavigated single handed by a number of individuals. The most famous is Yves Gelinas.

My friend Terrell Adkisson circumnavigated in Altair (#575) in 1975-1978. That was a big influence on my decision to buy La Brisa, (#579) which I sailed on the Gulf Coast for ten years. I would point out that the Hinckley Bermuda 40 had even a longer production run from 1959 1991- though with less than half the number of boats built.

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