jaguar 21 sailboat data

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Jaguar Yachts Ltd. Jaguar 21

General Data

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• Vela ristrutturata 6,50 mt
• Cna Brezza'22
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• The boat as such
• The cockpit
• For sailboats: The keel
• For sailboats: The rig
• For trailable boats: The boat on a trailor

Practical Boat Owner

• Digital edition

Jaguar 27 review and test sail

• Peter Poland
• August 11, 2020

The American designed Jaguar 27 became one of the most popular UK-built cruisers of its size, as Peter Poland reports

Boat testing is fun. But testing in the Ionian under an October sun is even better. Quite a few years ago I was invited to join a flotilla as part of an assignment to test the Jaguar 27. I jumped at the chance, despite never having been on a flotilla holiday and, in my ignorance, dismissing the whole notion as being ‘for beginners’.

Put simply, flotillas are great fun, totally stress-free sailing for crews of greater or lesser experience alike; and the Jaguar 27 (originally built in the US as the Catalina 27) is one of the most successful early GRP cruisers of its size.

A well maintained example can offer great value for money.

The company we sailed with in Greece, Sailing Holidays , started life in the 1970s as the Flotilla Sailing Club offering flotilla holidays aboard a fleet of Jaguar 27s and UFO27s. It was a great success. One of the company’s engineers, Barrie Neilson, became a flotilla leader and then eventually took over the company, changing its name to Sailing Holidays in 1987.

Unlike most charter operators who use OPBs (other peoples’ boats) – paying owners a cut of the takings – Neilson believes in owning his 165-boat fleet. This way he controls a rigorous maintenance schedule.

Jaguar 27s were the smallest yachts in the fleet until they were sold off in about 2015, which made the Beneteau 311s and 323s the smallest. Neilson said he moved up a size because couples now want a proper shower and double cabins. The fleet goes up to Beneteau 50s.

Our flotilla of 11 Jag 27s set sail from Corfu to roam the Ionian under the skilled but unobtrusive guidance of a team of three – all under 30 years old – who lived aboard their slightly larger lead boat. What then followed was a relaxing succession of trips – some as long as 20 miles, others as short as ten – from port (after breakfast) to bay (for lunch at anchor) to port (for sundowners and tavernas).

And while getting to know the fascinating cast of characters on the flotilla, I was also able to get a real feel for the boat and its abilities.

Jaguar 27 design and variations

The Jaguar 27 has proved to be ideal for short-handed or leisurely family cruising. Designed by Frank Butler as the US-built Catalina 27, large numbers went on to be built and sold by various companies around the world.

Jaguar 22. Photo: David Harding Catalina Yachts has been one of the leading American builders for many decades. Its current range includes the 315, 355 and 385. Early Frank Butler-designed models – the Catalina 22, 25 and 27 – were built in the UK under the names of the Jaguar 22 (right), 25 and 27, and all sold in large numbers. The 22 has a pivoting lifting keel while the 25 was offered with swing, fin or twin keels and 27 with a choice of twin or fin keels. The UK builder was Eric Birch and the boats were successfully marketed under the Jaguar banner from the mid-1970s to the mid-80s.

The UK Jaguar Yacht Owners’ Association says that British Jaguar 27s were built in Essex by Eric Birch from the early 1970s. To this day, buyers of old Jags get excellent back-up and information from this association. And because cruisers of this vintage tend to be of heavier displacement and solid construction, well-maintained Jaguars do as good a job today as they did when first launched.

When it hit the market, the Jaguar 27’s sleek lines, elegant sheer, swept fin keel and balanced spade rudder gave it a sporty image. A version with a transom-hung rudder was also made. We sailed fin keel versions drawing 1.32m/4ft 4in while a twin keel version (drawing just 0.2m/8in less) was later introduced in the UK.

Not surprisingly, these ‘twins’ soon gained a reputation for good sailing performance. Unlike many twin keelers of the mid-1970s, the Jaguar 27’s deeper draught makes it surprisingly efficient and owners speak highly of its windward performance. One owner wrote on a Forum: ‘I have sailed my Jaguar 27 [a twin keeler] with a family of five for several seasons. She points well, has a balanced rig, feels very safe and is easy to handle. [She has] decent keels so sails well but can also ghost up the creeks. there’s a good internal layout [and] a decent sized cockpit.’

Unlike many British-built yachts of the 1970s the Jaguar 27 made extensive use of internal GRP mouldings for both its furniture modules and the hull side and deck-head linings. These may look a little clinical, but they do away with the cost and hassle of renewing droopy ageing headlining panels or stripping and re-varnishing tired and water damaged plywood bunk sides.

Layout down below

With a couple of rolls in the main and the genoa, the Jaguar sails very comfortably with little heel.

The internal layout is largely dictated by these internal mouldings. The boat I sailed had the MkI layout that features a dinette (convertible to a wide berth) and quarter berth to starboard with a linear galley to port opposite the dinette. The owners’ association points out that the later MkII version has an L-shaped galley aft to port beside the companionway, which leaves space for a saloon settee/berth opposite the dinette.

Both versions feature the same functional heads compartment amidships that my co-skipper on the flotilla – a leading barrister who cooked me breakfast everyday – and I found perfectly adequate for basic requirements. The heads compartment on the flotilla Jags also had a washbasin with pressurised water.

Ahead of this, there’s a V-berth in the forecabin. Despite being 1.88m (6ft 2in) tall, I passed out comfortably in this berth each night. But it might have been a tight squeeze if there had been two of me there. The barrister chose the quarter berth and slept well. For a UK boat, I’d consider the ‘aft galley’ version because the extra saloon settee could be useful in less clement weather.

My friend John Goode (contributor of PBO’s seamanship and navigation articles for many years) and his wife, Rosie, were allocated the prototype of the revamped Jaguar 27. This featured a far bigger forecabin with large double berth, a spacious separate heads with a proper shower and a quarter berth aft. The galley was still a good size but the saloon was smaller and there was no dinette.

This new prototype is an eminently suitable model for warm weather cruising – those who cruise in the Ionian spend most of their time in the cockpit. Where the sun shines (invariably), the breeze blows (occasionally) and the cabin is only used for stowage, sleep, cooking and occasional forays into the heads/shower compartment, Sailing Holidays’ bold experiment in small boat accommodation won a lot of friends.

John Goode said: “If any of these modified boats ever come onto the market they would be a great buy.” Several more Jags were converted to this popular layout before the fleet was finally sold in around 2015.

Sailing Holidays’s clients get a thorough initial briefing on every aspect of the Jaguar 27

Back to the standard layout: being in the Ionian, we spent almost all our time in the cockpit – with or without the bimini deployed. The cockpit is around 2.44m/8ft long and an ideal width to brace yourself comfortably when the boat is heeled. The coamings are also nicely angled and comfortable to perch on. Cockpit stowage is good with a voluminous lazarette aft, a deep locker to port and a shallow locker to starboard to take ropes etc.

The companionway is worthy of mention because the sliding hatch is unusually wide and the aft bulkhead is not vertical but angled forward. In sunny climes this gives excellent ventilation down below and a comfortable backrest when lounging in the cockpit. But on a wet and windy day a sprayhood becomes a necessity if you want to sail with the washboards out and the hatch open and still keep the interior dry.

The masthead rig features a large headsail and relatively small mainsail, both roller reefing. Our Jaguar had a split mainsheet system spanning the aft end of the hatch, which worked well. However many standard Jags have the mainsheet anchored at the rear of the cockpit.

The mast is held up by cap shrouds and fore and aft lowers that are anchored well inboard. This gives a tight sheeting angle for upwind sailing.

And unlike many modern boats with aft swept spreaders, the Jaguar’s cap shrouds are in line with the mast; so the mainsail can be set much squarer on a dead run. Which can be very useful.

On deck, these flotilla Jag 27s differ in some details from the standard production models. They have robust stainless steel bow platforms for stowing the anchor and boarding when moored bow-on to a quay. On their transoms are bolted equally robust stern platforms that also accommodate a fold down swimming ladder. Both these bow and stern additions double up as beefy bumpers, protecting the hull from the occasional excess of enthusiasm over technique when mooring bow- or stern-on to a concrete quay.

Performance under sail

Despite a fairly shapeless in-mast reefing mainsail, the Jaguar 27 slips along at a respectable speed in a good breeze

I greatly enjoyed sailing the Jaguar 27. On the one day when the wind blew strongly, it was a delight to be reacquainted with the easy and steady motion of a heavier boat – as opposed to the less forgiving and more bouncy motion of a fat modern lightweight.

Thanks to the hull’s easy lines, moderate ends (compared to modern wide-sterned boats) and healthy ballast ratio, helming in these conditions was never demanding. A DLR of 297, ballast ratio of 40% and Brewer Comfort Ratio of 25 suggest a stable yacht with better than average performance.

Even though our in-mast reefing mainsail was shapeless and roach-less and the well-used reefing genoa did not set flat enough, the boat sailed satisfactorily to windward. And when we bore away on a reach to see what she would do in these conditions, the Jag took off at around 6 knots.

All in all, this day with a stiff breeze showed the Jaguar to be a comfortable and capable performer. As a crew of just two elderly sailors we found sail handling simple and steering a pleasure. What’s more even the least experienced crews in the flotilla coped with this boisterous upwind blast and made port with tales to tell and satisfied smiles on their faces.

In lighter airs, our Jaguar performed easily if unspectacularly. The batten-less and roach-less mainsail would never win regattas. But the recently fitted 17hp Volvo 2002s was always on hand if we needed to get a move on, giving ample punch. Handling under power was straightforward so long as the helmsman kept a firm hand on the tiller when going astern.

John Goode summed up his Jag 27 experience well: “While there are many online reviews available that detail the finer sailing performance of a standard Jag 27 (pointing ability, tacking angles, speed on different points of sail, etc) this wasn’t a priority for those of us who chose to join this particular flotilla. The iconic Jaguar 27, with its safe sea keeping qualities and ease of handling under sail, fitted the bill perfectly.”

Having sailed Jaguar 27s since the 1970s, Barrie Neilson told me: “I suppose the Jags are the story of my life! We have kept Emerald Girl for old time’s sake. The main feature of the Jag [era] was that we were all young! In a sense it was a bit like a floating Woodstock with Greek music and dancing. We didn’t need electronics or even VHF. We were totally self-contained and everything was repaired if we didn’t have a spare.

“All but one of the Jaguars (once there were 80) were sold off as we all grew a bit older and felt that an inside shower might be nice now and again. The little plastic shower bags on deck had had their day. I have no doubt that they are still popular with the younger generation.”

And I have little doubt that for those looking for a tough, elegant little cruiser at a modest price, the same popularity would apply to a well-maintained Jaguar 27.

SPECIFICATIONS LOA: 8.18m (26ft 10in) LWL: 6.63m (21ft 9in) Beam: 2.69m (8ft 11in) Draught (fin keel): 1.32m (4ft 4in) Draught (twin keel): 1.11m (3ft 8in) Typical displacement: 3,113kg (6,850lb)

Other American yacht designs that made the jump to UK builders

Legend 36 (photo by David harding)

Luhrs Marine, a subsidiary of the American Hunter Marine, set up a factory in Portland, Dorset, to build a selection of its Legend cruisers for the European market. Most of these comfortable cruisers offered well-ballasted bulbed twin keels as an option and the Legend 33, Legend 36 (pictured) and Legend 356 proved particularly popular. Luhrs was finally hit by stiff competition from French and German yacht builders so in 2006 decided to re-consolidate its production back in the USA.

Blue Jay, J109 (photo David harding)

J boats have dominated sectors of the yacht racing scene since the 1970s and are still going strong. The first J – the J24 – was also built in the UK by Westerly, and large numbers were sold. Even its greatest fans would not call the J24 a family cruiser, but a reasonably priced second-hand example can make a splendid day-sailer and occasional club racer. The J109 (pictured) is a very different type of boat and many were also built outside the USA – this time in France. It was one of the earliest yachts to offer an asymmetric spinnaker on a retractable bowsprit and makes a splendid fast cruiser. It also has a habit of burning off the opposition on a race course. Not cheap – but a fantastic boat for the keen cruiser-racing fraternity.

The Jeff Schionning-designed Jaguar 36 is another highly popular South African cruising cat. In the last years, she has been built in great numbers and has earned her reputation as a good sailer at a reasonable price. The volume in the saloon rivals that of 40-foot multihulls , thanks to her extra-wide beam. As long as care is taken not to overload the boat, the bridgedeck clearance will be adequate for offshore sailing. A fractional sail plan assures that a couple can master the boat from a single helm station, which is located on the port side of the cockpit. The Jaguar is available in various layouts: charter version, 4 cabin plan and owner's version, which is shown below.

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Readers' Questions

Is a jaguar 36 catamaran blue water?

Yes, a jaguar 36 catamaran is blue water capable. The Jaguar catamarans have been designed with ocean sailing in mind and they have been built to be strong, reliable, and seaworthy. With a displacement of 4,800 lbs, a beam of 11'9" and a draft of 2'1", the Jaguar 36 catamaran has the capacity to take you on extended coastal voyages and even longer blue water trips.

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• Sailboat Guide

Jaguar 22 is a 21 ′ 5 ″ / 6.6 m monohull sailboat designed by Frank V. Butler and built by Russell Marine Ltd. starting in 1975.

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)

European version of the CATALINA 22. The ALACRITY 22 is also similar.

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 Mikoyan Gurevich MiG 3 172IAP For the Party of Bolsheviks with Nikolai Sheyenko May 1942 01

Mikoyan-Gurevich MiG-3

National origin:- Soviet Union Role:- Fighter Interceptor Manufacturer:- Mikoyan-Gurevich Designer:- First flight:- 29th October 1940 Introduction:- 1941 Status:- Retired 1945 Produced:- 1940-1941 Number built:- 3,422 Primary users:- Soviet Air Forces (VVS); Soviet Air Defence Forces (PVO); Soviet Naval Aviation Developed from:- Mikoyan-Gurevich MiG-1 Variants:- Mikoyan-Gurevich I-211 Operational history MiG-3s were delivered to frontline fighter regiments beginning in the spring of 1941 and were a handful for pilots accustomed to the lower-performance and docile Polikarpov I-152 and I-153 biplanes and the Polikarpov I-16 monoplane. It remained tricky and demanding to fly even after the extensive improvements made over the MiG-1. Many fighter regiments had not kept pace in training pilots to handle the MiG and the rapid pace of deliveries resulted in many units having more MiGs than trained pilots during the German invasion. By 1 June 1941, 1,029 MIG-3s were on strength, but there were only 494 trained pilots. In contrast to the untrained pilots of the 31st Fighter Regiment, those of the 4th Fighter Regiment were able to claim three German high-altitude reconnaissance aircraft shot down before war broke out in June 1941. However high-altitude combat of this sort was to prove to be uncommon on the Eastern Front where most air-to-air engagements were at altitudes well below 5,000 metres (16,000 ft). At these altitudes the MiG-3 was outclassed by the Bf 109 in all respects, and even by other new Soviet fighters such as the Yakovlev Yak-1. Furthermore, the shortage of ground-attack aircraft in 1941 forced it into that role as well, for which it was totally unsuited. Pilot Alexander E. Shvarev recalled: "The Mig was perfect at altitudes of 4,000 m and above. But at lower altitudes it was, as they say, 'a cow'. That was the first weakness. The second was its armament: weapons failure dogged this aircraft. The third weakness was its gunsights, which were inaccurate: that's why we closed in as much as we could and fired point blank." On 22 June 1941, most MiG-3s and MiG-1s were in the border military districts of the Soviet Union. The Leningrad Military District had 164, 135 were in the Baltic Military District, 233 in the Western Special Military District, 190 in the Kiev Military District and 195 in the Odessa Military District for a total of 917 on hand, of which only 81 were non-operational. An additional 64 MiGs were assigned to Naval Aviation, 38 in the Air Force of the Baltic Fleet and 26 in the Air Force of the Black Sea Fleet. The 4th and 55th Fighter Regiments had most of the MiG-3s assigned to the Odessa Military District and their experiences on the first day of the war may be taken as typical. The 4th, an experienced unit, shot down a Romanian Bristol Blenheim reconnaissance bomber, confirmed by postwar research, and lost one aircraft which crashed into an obstacle on takeoff. The 55th was much less experienced with the MiG-3 and claimed three aircraft shot down, although recent research confirms only one German Henschel Hs 126 was 40% damaged, and suffered three pilots killed and nine aircraft lost. The most unusual case was the pair of MiG-3s dispatched from the 55th on a reconnaissance mission to PloieÅŸti that failed to properly calculate their fuel consumption and both were forced to land when they ran out of fuel. Most of the MiG-3s assigned to the interior military districts were transferred to the PVO where their lack of performance at low altitudes was not so important. On 10 July 299 were assigned to the PVO, the bulk of them belonging to the 6th PVO Corps at Moscow, while only 293 remained with the VVS, and 60 with the Naval Air Forces, a total of only 652 despite deliveries of several hundred aircraft. By 1 October, on the eve of the German offensive towards Moscow codenamed Operation Typhoon, only 257 were assigned to VVS units, 209 to the PVO, and 46 to the Navy, a total of only 512, a decrease of 140 fighters since 10 July, despite deliveries of over a thousand aircraft in the intervening period. By 5 December, the start of the Soviet counter-offensive that drove the Germans back from the gates of Moscow, the Navy had 33 MiGs on hand, the VVS 210, and the PVO 309. This was a total of 552, an increase of only 40 aircraft from 1 October. Over the winter of 1941-42 the Soviets transferred all of the remaining MiG-3s to the Navy and PVO so that on 1 May 1942 none were left on strength with the VVS. By 1 May 1942, Naval Aviation had 37 MiGs on strength, while the PVO had 323 on hand on 10 May. By 1 June 1944, the Navy had transferred all its aircraft to the PVO, which reported only 17 on its own strength, and all of those were gone by 1 January 1945. Undoubtedly more remained in training units and the like, but none were assigned to combat units by then.

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Naples man, Bonita Springs woman die in Little Hickory Bay boat crash in North Naples

Two Southwest Florida residents died on Friday in a boat crash that remains under investigation by the Florida Fish and Wildlife Conservation Commission.

John C. Moulder and Judy M. Eaton, both 71, suffered fatal injuries when the 21' Cobia Open Bay boat they were on crashed into the mangrove trees near Little Hickory Bay, Florida Fish and Wildlife said in a statement.

Moulder was from Naples and Eaton was from Bonita Springs.

Moulder and Eaton were the only occupants of the boat and no other vessels were involved in the crash, Florida Fish and Wildlife said.

Eaton was found in the trees and pronounced dead at the scene, while Moulder died from his injuries in a local hospital after being recovered from the water.

Collier had no boating death s in 2021 or 2022, according to the most recent statistical report released by Florida Fish and Wildlife.

Authorities have not released any further information as the investigation continues.