hinckley 40 sailboat

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Hinckley’s Picnic Boat 40 is Unforgettable

• By Patrick Sciacca
• Updated: October 4, 2018

Why should an owner have to climb over his yacht’s gunwale to open the side boarding door from inside the cockpit? Hinckley Yachts asked that question. And then answered it.

With the press of a key fob, the starboard-side boarding door on the Hinckley Yachts Picnic Boat 40 slides back and tucks away under the gunwale, creating a 2-foot-wide deck-level entrance. As the door disappears, a teak step folds out, easing the transition from finger slip to boat. The system works, has had hours’ worth of endurance testing, and has zero impact on cockpit real estate, which is not the case with most inward-opening boarding doors. (The door also can be operated manually.)

That 30-second display of wow-cool technology has about 600 hours of engineering behind it, according to Hinckley. And it’s just one of many such features on the builder’s new flagship Picnic Boat, which combines today’s leading technology with traditional Downeast styling.

There are also the helm’s overhead hatches, which open with the push of a button. No more tippy-toe stretching to pop them up. And when they retract, the hatches automatically dog down. The helm windows to port and starboard also open electrically for fresh air, whether for the skipper on the double-wide Stidd helm seat or for guests on the companion seating across from it.

For days when the heat gets to be too much, air conditioning is standard at the helm. To keep guests cool, an optional SureShade Bimini top extends from the yacht’s hardtop to cover the majority of the cockpit seating.

The builder says the cockpit-seating setup is designed to make guests feel surrounded in cruising comfort. The transom bench is set relatively low into the boat so guests feel like they are sitting in the boat, not on top of it. (To me, it offered the same feeling as a sunken-living-room sofa. From the teak cockpit sole to the top of the seat cushions is 16 inches.) A second bench across from the transom, facing aft, is about 17 inches to the top of the seat cushions, again creating that same feeling but without impeding the view.

The yacht’s gadgetry, which also includes a dynamic-steering system and a second-generation JetStick (see “Easy Rider” page 89), is impressive, and equal tech advances are put into construction. Michael Peters penned the PB40’s deep-V hull form with a 19-degree transom deadrise. Supporting that form is Hinckley’s new infusion-build process.

It starts with an outer layer of Kevlar, an inner layer of carbon fiber, and a stringer grid all placed dry into the hull mold. The entire hull, grid and all, is epoxy-infused in one shot, eliminating secondary bonds. The hull is then post-cured in an 85-foot oven at Hinckley’s Advanced Composite Center in Maine. The resulting monocoque structure is relatively lightweight and tough. (The PB40 displaces around 25,000 pounds.) Hinckley guarantees its hulls and decks for life for the yacht’s original owner.

I found out how tough that build is on a snotty Narragansett Bay off Portsmouth, Rhode Island, ahead of several thunderstorms. Steady 15-knot winds soon increased to 20 to 25 knots and whipped up a 3-foot short chop. Powered with standard 480 hp Cummins diesels (550 Cummins are optional) and running into the teeth of the chop at a 27-knot cruise, the yacht chewed up the frothy whitecaps and dispatched them with malice. And I ran the boat sans trim tabs because it simply didn’t need them. At 5 feet 7 inches tall, I had clean sightlines in all directions. The tabs do come in handy when adjusting for load.

Hinckley states that the PB40’s standard-power cruise speed in good conditions is 30 knots. Given that my test vessel easily made 27 knots in less-than-ideal conditions, I could see a 30-knot cruise on a nice day. Running down-sea, the PB40 made a ­37-knot top-end. Going into the sea, it made 36.5 knots at wide-open throttle.

As much as I tried, I couldn’t get the hull to bang or slap, no matter how hard-over I turned at speed or how fast I pushed it into the sea. Its performance is a solid statement about how well-packaged its hull design, construction, power plants and jet-propulsion system are. The yacht turns like a professional hockey player, decking opponents left and right. It’s a true joy to drive. I didn’t want to give up the wheel.

One of the most intriguing aspects of the PB40 is that it retains the same timeless Downeast lines as the first Hinckley Picnic Boat that launched 24 years ago. And 1,100 jet boats later, the look remains as fresh as it did then. But in this case, underneath those classic lines is 21st-century technology that’s evident from the very first step aboard.

Comfort Quotient

The Picnic Boat 40 has a 12-foot-10-inch beam, which is about a foot wider than the beam on Hinckley’s 37-footer. The yacht’s extra girth allows the dinette table, when lowered, to form a California-king berth. With 6-foot-2-inch salon headroom, three overhead hatches, and optional hull windows that flank the berth forward, the belowdecks living area feels light and airy. Satin-finish cherrywood throughout warms the space.

Easy  Rider

The Picnic Boat 40 is the first yacht with Hinckley’s dynamic-steering system, giving helmsmen fewer wheel turns lock to lock at slow speeds, and a looser feel at higher speeds. I found the steering to be effortless at a 27-knot cruise and a 37-knot top hop, even while skating across a nasty, 3-foot Narragansett Bay short chop. The helm also has Hinckley’s second-generation JetStick, which allowed me to point the PB40 into the teeth of the wind, and hold station with the press of my thumb and index finger. The hydraulics that make up the system are military spec and have the same level of strength one would see in a million-dollar excavator, according to Hinckley. The vessel’s bow thruster is also hydraulic, and the whole steering system is intuitive. The water jets make movements smooth at slow and high speeds.

High-Tech Teak

Another way Hinckley blends its traditional look with today’s technology is with teak. The builder uses teak veneers over foam coring in strategic places, such as the hatches above the stowage spaces behind the cockpit seating, resulting in a lightweight yet strong hatch. That teak also has more than 10 coats of varnish on it, creating a mirrorlike finish.

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HINCKLEY BERMUDA 40: Everybody’s (Wet) Dream Boat

With its classic long overhangs, perfectly pitched sheer line, wide side-decks, graceful cabin profile, and distinctive near-vertical transom, the Bermuda 40 has inspired severe lust in the heart of many a cruising sailor. Designed by Bill Tripp, Jr., it is without doubt one of the most attractive production sailboats ever conceived. The B-40, as it is often called, was the very first fiberglass boat ever created by the famous Hinckley Company of Southwest Harbor, Maine, and was also one of several CCA-era keel-centerboard yawls built on a production basis after the great success of Carleton Mitchell ’s famous yawl Finisterre .

Unlike its contemporaries, the B-40 endured for a very long time, surviving both the advent and demise of the IOR regime that supplanted the CCA rule in the early 1970s. The first of these gorgeously proportioned hulls slipped down the ways in 1959. The very last hull, number 203, was launched over three decades later in 1991. So far this is the longest production run enjoyed by any fiberglass auxiliary sailboat anywhere in the world.

Three distinct models of the boat were produced over the years. The original iteration, known as the Bermuda 40 Custom, was replaced around 1968 by the Mark II model, which boasted a bit more sail area and a re-shaped foil centerboard. The longest lived model, the Mark III, introduced in 1972 in response to the new IOR rule, incorporated more significant changes. Even more sail area was added, as the mast was stretched four feet up and moved aft two feet to create a more modern high-aspect mainsail and a larger foretriangle for headsails. More ballast was also added and a sloop rig was offered as an option.

Like other CCA production boats introduced around the same time, the B-40 is very robustly constructed. Unlike its contemporaries, however, the B-40 also boasts outstanding finish quality and superb joiner work and is fitted with many components–much of the stainless-steel hardware, all spars, the steering pedestal, etc.–that were manufactured by Hinckley to its own exacting standards.

The hull in all versions is solid fiberglass laminate, though in the last boats built a more exotic hybrid Kevlar/E-glass knit fabric was employed. The two early models have solid glass decks; the Mark III boats were built first with balsa-cored decks, then later with foam-cored decks that were vacuum-bagged. The strength of the deck joint is legendary. It consists of an inward flange half an inch thick and six inches wide that is both laminated and through-bolted. Hinckley crews reportedly spent two days on average making sure the fit between hull and deck was perfect before marrying the two parts together. All bulkheads are tabbed to both the deck and the hull.

All deck hardware is well bedded and mounted over generous backing plates, with stainless-steel machine screws tapped through the deck and into the plates to minimize the potential for leaks. The ballast is external lead, mounted on stainless-steel bolts at the front of the keel. The centerboard is cast bronze and is controlled by a very reliable worm gear with an override mechanism that permits the board to kick up in a grounding.

Compared to any modern sailboat the B-40 has a small interior, though in its day it was considered quite spacious. Hinckley purported to build custom interiors, but variations from the norm are in fact relatively minor. Most boats have a standard CCA-era racing lay-out with a V-berth forward and a saloon with pilot berths outboard on either side, narrow settees that pull out to form extension berths, plus a fixed centerline drop-leaf table. The galley is aft, ranged around the companionway, with the top of the icebox doubling as a nav desk.

The rode locker in the forepeak, complete with shelving, is very large, as are the two cockpit lockers and lazarette all the way aft.  The cockpit lockers, notably, are fully gasketed and can be secured from inside the boat–a very seamanlike feature. Alternative lay-outs featuring dinette tables and dedicated nav stations are seen on several of the later Mark III boats. A few examples also have double Pullman berths forward.

As far as performance goes, the B-40 in its prime was a competitive racer but these days must be considered relatively sedate under sail. As with any CCA design, it is not nearly as slow and heavy as its exaggerated D/L ratio might suggest. The boat tracks well with its centerboard down and has a light helm but is initially a bit tender, heeling quickly to 15-20 degrees before it firms up and builds forward momentum. Thanks to its long shoal keel the boat is reportedly a little slow to tack and needs to be babied a bit through the eye of the wind, but it is also reasonably fast once the wind is on or behind the beam. The B-40’s motion, as with most boats of this type, is regular and smooth, thanks to its heavy displacement and full keel. These features also, unfortunately, make it a difficult boat to back down under power.

Though a few of the very earliest B-40s came equipped with gasoline engines, most had diesel engines installed at the factory. Hinckley was one of the very first builders to put diesels on its boats as standard equipment. By now the vast majority of older B-40s, whatever engine they had originally, will have been repowered. It makes some sense to look for a boat where this has happened recently, as the engine space and companionway are cramped and repowering is a difficult job. Note, too, that the original Monel fuel tank is directly under the engine, hence cannot be replaced or repaired without removing the engine first.

Compared to any other CCA-era boat, a used B-40 is undeniably very expensive to buy. An appreciation of the boat’s great beauty and of the quality of its construction is required to justify this, as one could easily buy a brand new boat that sails faster and has more living space for about the same price or even less.

Still, I feel the B-40 is an excellent value. It serves well as both a coastal or bluewater cruiser and is excellent in shoal-water grounds such as Chesapeake Bay or the Bahamas. Most examples that come on the market are in very good condition, as it takes a very callous owner to neglect a boat like this. Equipment lists are usually very current, and a few boats even boast such major conveniences as in-mast mainsail furling and electric winches. In the long run, too, precisely because they are so beautiful and well built, a B-40 will hold its value much better than most comparably priced new boats.

Specifications (Mark III model)

LOA:  40’9” LWL:  28’10” Beam:  11’9” Draft –Board up:  4’1” –Board down:  8’9” Ballast:  6,500 lbs. Displacement:  20,000 lbs. Sail area –Yawl:  776 sq.ft. –Sloop:  725 sq.ft. Fuel:  50 gal. Water:  110 gal. D/L ratio:  415 SA/D ratio –Yawl:  16.82 –Sloop: 15.71 Comfort ratio:  36.36 Capsize screening:  1.73 Nominal hull speed:  7.0 knots

Typical asking prices:  $110K – $290K

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I would argue that there are only two fiberglass boats on the short list for all-time classics, the Bermuda 40 (expressing a prolonged moment in Atlantic seaboard sailing) and the Cal 40 (expressing a prolonged moment in West Coast sailing). Of the two, the Cal 40 has had more influence and success on the opposite coast, and I have put a lot of miles on Cal 40s. As Stan Honey says, “They have no bad habits.” And that said, I’ve always had a weakness for yawls, even though I know that Carlton Mitchell’s tiny mizzen (and the copycats) was a CCA Rule-beater gimmick and useless on most angles of sail. I’ve sailed on Dorade, but I have never sailed on a Bermuda 40, so there’s an item remaining on the bucket list.

I would argue the Cal 40 has been more influential on both coasts, but that the B-40 is prettier!

Been ther – done that…sailed “TIARE” out of Newport Beach Ca. for about 2-3 yrs. after my crew on “QUEEN MAB” in 67 trans-pac, sailed Honolulu to Newport.. wqith the Emigh family… Tiare was lost off Baja Ca. soon after with no indication of the failure of the centerboard… Otherwise a lovely boat..

Kimball, The Legacy B40 hull #2 is located at the SFYC in Belvedere, we can go out anytime. john c

Had a ball sailing Bermuda 40 “Kirsten” to a win on Transatlantic Race in 1966.

Does anyone know the whereabouts of Bermuda 40 “Kirsten” earlier owned by Thyge Rothe, the one we won the Transatlantic Race in?:D

We have owned and sailed our B-40 for almost 20 years, including cruising for 4 of those. After being sunk in a hurricane and a 4 year re-build/re-fit, for our uses she is the perfect boat. And she is beautiful like no other.

http://www.jcartier.com/2015/09/curriculum-vitae-resume.html

Our B40 is going through a renovation and when she is done she will be the best one out there! We have sailed her from Maine to New Zealand. Love it!

wned and sailed hull 35 in early 70’s. Enjoyed her tremendously. We bought her as Arrow and renamed her Kaijai. Sold 1979.

Does anyone know how to access the keel bolts? I know it sounds like a silly question, but I have had two surveyors look at my B40 and we can’t figure out how to access them. You can sight down the middle of the bilge, and there is nothing there. Do you have to remove the centerboard from the trunk? Are they off-center, perhaps under the water tanks?

@Quahog Bill: My guess is there are no keel bolts. The ballast is probably encapsulated in the keel. I’d get in touch with Hinckley, and they’ll let you know for sure.

I grew up sailing on “Huntress”, hull #1 when she was owned by James Enright, my grandfather. Does anyone know her current port of call or owner? I would love to get in touch with them and hear how she is doing. Thank you! Tim Dunning

Tim, I’m considering purchasing Huntress from a gentleman by the name of David Dale. Is there anything you can tell me about her

Hi Scott! All I can tell you is that she changed my life forever getting to sail with my Grandfather (James Enright) throughout the 80’s. I can tell you he maintained her meticulously, though that was now many moons ago. Please let me know if you purchased Huntress, I would love to see a recent picture! Thank you sir! Tim

Hello Tim. We sailed her up until 2001 and sold her TO Dr. Paul DALE, she had an extensive six month re-fit while we owned her., completed from new dorados , Lebanon on hatches, alwgrip decks and cabin house. Paul was from Hawaii, and I believe his son has her on the east coast. Google has a few pictures of him in cockpit during anniversary. She was an absolutely stunning yacht. Sailed her on the St. John river and Bay of Fundy, plenty of trips to Nova Scotia and Maine.

Hi Greg, thanks for the info! I had seen (via google) pictures of her in Hawaii during the anniversary, I do a google search every so often. So glad you enjoyed your time with her! All of my time with her was off of the coast of Maine. It sounds like she continues to be cared for which is splendid! Did you acquire her from my Grandfather James Enright? Just curious. I hope this finds you well! Tim

Huntress is at Hartge Marina in Galesville, MD

Tim, Huntress is currently based out of Galesville, MD. She is doing quite well – for the current owner’s info, contact the Chesapeake Bay Bermuda 40 Association :-).

Thank you Alex, I apparently lost contact with this thread but appreciate the information! Tim

Hull #1 Huntress is located at Hartge Yacht Harbor in Galesville MD

I had a B-40 for 16 yrs.; it took me 3 yrs to rebuild the boat the way I wanted it. Easiest boat I’ve ever sailed, pure pleasure. I lived in a small town on the Eastern Shore, Rock Hall, MD, and I was able to take “Ev Tide” out by myself on many occasions; she was hull #31. Always left the Mizzen up @ anchor and sailed her many times, Jib & Jigger”. Sometimes I contemplate buying another one!

This is a great blog. I am the current owner of EV Tide hull 31 B-40 and would love to get any info anyone has on her. (Harry I know how to get a hold of you) She is currently in a refit stage but can’t wait to sail her. Assume boat.

I spent a lot of time on Ev Tide as a kid. I know some of the history of the boat. I would love to get some photos of her after refit.

I’ve always loved these boats but never had the chance to sail one. Can anyone tell me more about their perfomance to windward? Also I noticed their ballast is quite light with respect to their displacement and am worried about them being overly tender. Thanks!

around 1986 My dad sold Prime Time a white hulled b-40 that he kept in Oxford MD. I don’t have a hull # but would love to hear about her whereabouts if anyone knows. THANKS! – Ham morrison

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• Sailboat Guide

Hinckley Bermuda 40-1

Hinckley Bermuda 40-1 is a 40 ′ 8 ″ / 12.4 m monohull sailboat designed by William H. Tripp Jr. and built by Hinckley Yachts starting in 1959.

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)

Originally designed in 1958 as a refinement of the BLOCK ISLAND 40. All models were available as a sloop or yawl. Approximately 200 built of all variations since introduced.

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Hinckley 49 Used Boat Review

While light-wind sailing performance takes a backseat with Henry's Hinckley 49, it is a well-crafted and elegant vessel with plenty of brightwork to keep the wood-connoisseur engaged. Her two cockpits and well thought-out interior offer cruiser comforts that create an elegant coastal home with solid long-term resale value.

Alright, we know what some of you are thinking. “A Hinckley? In Practical Sailor ?” For those of us with more utilitarian tastes, the “practical” nature of an elegant, floating example of Maine’s finest craftsmanship does seem elusive. But, in our book, a good boat deserves a good look, and this particular model makes some un-Hinckley-like detours worth sharing. Finally, when used boat prices are falling, you can bet the Hinckley’s of the world will be in a better position to recover their value when the market turns, making them—as far as used boats are concerned—a practical investment. Now is a very good time to dream.

A proven builder of boats for others, Henry R. Hinckley envisioned the H49 as a comfortable cruiser for his own family. The big, beamy (for the era), shoal-draft centerboard ketch would prove to be a capable cruiser, at home in Maine’s cool waters or while meandering the near-tropical conditions of the Bahamas. And for those so inclined, the H49 also lived up to the demands of around-the-world voyaging. Between 1971 and 1976, 24 ketch and sloop versions of the sailboat were built, and today the fleet’s cruising accomplishments and owner satisfaction is hard to beat.

Built in the classic ritual of all early fiberglass Hinckley’s, the 49s sport a thick-as-a-plank solid glass hull; a massive inward-turning, mechanically fastened hull-to-deck joint; and an all-around heavy-duty set of scantlings that have stood the test of time.

In this boat review, we will address why it can make sense to buy a quality-built older vessel and why it’s essential to make sure that the boat’s attributes meet the needs of the present-day owner and crew.

The H49’s cult following is in part due to Henry R.’s vision and his willingness to step out of the mold when it came time to design the boat he wanted to cruise. It was 1970, and despite the company’s growing success in high-end production boatbuilding, he tacked away from the Hinckley trend of low freeboard, less roomy, and smaller payload-carrying sailboats symbolized by the Pilot 35, B40, and SW50. The existing fleet bridged the racer-daysailer-cruiser market, but the boats also excelled as fashion statements while swinging on yacht club moorings.

Altering the formula, Henry shed the runway-model mandate and allowed his design to take on a more usable hull volume, plus an un-Hinckley-like broadened stern that made room for a comfortable aft cabin. The H49’s center cockpit also ran contrary to Hinckley tradition, but some boatbuyers preferred the better visibility from the helm and the way a dodger and bimini top could be worked in to the equation. Even the mini owner’s cockpit aft of the cabin house—in spite of its questionable usefulness—earned praise.

Other significant design departures were the small sail plan and significant reduction in drive as well as heeling moment. Less sail area, combined with the boat’s primary role as a coastal cruiser, led the designer to call for only 8,000 pounds of ballast and a 500-pound centerboard. That is a very small amount of lead for a vessel displacing 38,000 pounds.

The very modest 22-percent ballast ratio negatively affects the vessel’s secondary righting moment, and its limit of positive stability is likely to be less than 110 degrees. Despite this ultimate stability shortfall, many of the H49s have made lengthy ocean passages, including a few voyages around the world. One of the mitigating factors is the H49’s inherent strength and rugged well-thought-out construction details, just as important as a vessel’s righting moment when it comes to contending with heavy weather at sea.

BIG-BOAT TRADEOFFS

Most boat reviews heavily weight a vessel’s ability to perform under sail in light-to-moderate conditions. Sea trials and the anatomy of how a vessel is built also take center-stage importance. We’ll follow that prescription in this review, but we’ll also look closely at long term live-aboard requirements and how a larger vessel can still be user-friendly to a short-handed crew.

The implications of tradeoffs, like the stability issue mentioned above, are important to recognize. And features of design, such as heavy displacement and limited sail area, shut the door to the H49 fitting the role of a performance cruiser with light-air capability. But this boat was designed to be an agile motorsailer with favorable ability under sail-once the breeze hits 14 knots or more.

Among the big pluses of the H49 are her shoal-draft cruiser capability and true long-term live-aboard characteristics. The smaller sail plan is easier to handle, and its comfortable motion underway includes a slow roll period—a feature linked to less ballast and a higher center of gravity.

Installing a bow thruster makes tight-quarters maneuvering a user-friendly experience. The 49 sports Hinckley’s trademark elegant and utilitarian rubstrake, a feature that takes some of the contact-sport trauma out of docking.

True to the Hinckley reputation, the H49 sports plenty of high-quality hardware, fasteners, and components—even in places that may never see the light of day. The stuffing box for the prop shaft, the rudder stock, and the gudgeons that attach the rudder to the massive skeg are the best silicon-bronze castings available. Details like the stem plate and chocks follow the Hinckley tradition of top-notch metallurgy and attention to detail.

Ground-tackle handling gear varies from boat to boat, but the foredeck has room enough for either a vertical or horizontal capstan windlass, and the deep forepeak area is spacious enough to keep the chain from castling.

CONSTRUCTION

In an era of higher-performance lightweight sailboats, many have forgotten the value of a thick-skinned non-cored hull like that of the Hinckley 49. Such hand layups were a blend of 24-ounce woven roving and 1.5-ounce chop strand mat. The latter added bulk and helped fill the “crimp” valleys formed in the warp/weft weave of the roving.

Early Isopthalic polyester resins easily wet out the material, and a dedicated work force armed with rollers and squeegees worked out the air bubbles. Thanks to such conscientious efforts, and the extra-thick hull laminate, blistering rarely ravaged these hulls, and when symptoms did occur, they could easily be repaired.

In addition to the overbuilt hull adding longevity, it also adds to peace of mind during accidents such as a grounding or when a heavy chunk of flotsam goes thud in the night.

The H49s have “stick built” interiors with mahogany joinery bonded to the inner hull skin and finished in place rather than fashioned on the shop floor and secured to liners and pans. There’s a hand-built wooden boat ambiance to the interior. This stick-built approach also allows better access for interior modification, wire conduits, heat and air conditioning ducting, and other features of a comprehensive systems upgrade.

ACCOMMODATIONS

Belowdecks, the companionway ladder leads to the junction of the nav station, the galley, and the main saloon—each with enough space to eliminate any sense of claustrophobia. Despite the dark mahogany finish, the cabin has plenty of light thanks to an abundance of well-placed hatches and ports.

The L-shaped dinette with opposing settee/transom berth, shelves, and cupboards offer the right balance between open and functional space. Just as important is the fact that these accommodations work both in port and underway.

PS testers initially had some reservations about the in-line galley set up on the H49’s port side in the passage leading toward the aft cabin. But we found that there was plenty of working space, a well-gimbaled LPG stove, 9 cubic feet of fridge/freezer space, and deep double sinks—all great features that make it easier to cope with life at sea. The vessel’s high form stability and smaller sail area make extreme heeling angles less likely, and despite the fact that many chefs prefer a U-shaped, centerline galley, Hinckley’s approach worked just fine during our examination.

The aft-cabin layout is the antithesis of the contemporary trend toward cramped interior design, where a king-size mattress is wedged under the cockpit sole with only a few feet of headroom. The Hinckley 49 aft cabin has its own cabin trunk with full centerline standing headroom and comfortable twin berths port and starboard. An owner’s head with a freshwater shower resides just forward and to starboard of the cabin, and an aft companionway in the cabin opens out into the small stern “owner’s” cockpit mentioned earlier. There is storage galore in the cabin to handle the demands of long-term live-aboard life.

Forward of the mast is a classic twin-berth double cabin, an expanded version of what you might find squeezed into a 40-footer. With larger berths and extra cabinets and drawer space, the “V-berth” is very comfortable. A good-sized second head goes along with this forward cabin and hanging lockers fill in the space to starboard.

But the pièce de résistance for many cruisers is the real engine room access that’s provided by the numerous well-positioned doors and access panels. Henry R. saw the H49 as more motorsailer than racing sailboat, and he set aside plenty of room for the hefty Ford Lehman 6-cylinder 120-horsepower diesel to “breathe,” and to give those maintaining the engine enough room to work.

PERFORMANCE

Most of the 49s were rigged as ketches, but later retrofits of most included switch-overs to furling sails and power winches, which make sail handling even easier. A few boats in the line also were rigged as cutters with sprit-mounted headstays and furling inner forestay sails. Regardless of the sail configuration, the relatively short, single-spreader rig and heavy displacement hull make light-air sailing a lesson in patience.

Hinckley understood this drawback to his design well before the first boat was in the mold and wisely opted for a substantial diesel and a good-sized fuel tank.

In less than 10 knots of breeze, a 1,200- to 1,500-RPM motorsail delivers 7-knots-plus capability and can get the crew where they want to go in a relative hurry. The top-end cruising speed under power is around 9 knots, allowing the crew to keep up with trawlers or to efficiently stem a foul current. The crew intent on long distance passagemaking will find more regular stints of 12-knot winds and above, conditions that enable the well-balanced boat to romp along with a very manageable sail plan.

Despite the fact that few owners will be racing the H49, its worth looking at Performance Handicap Racing Fleet (PHRF) ratings for some perspective on how the boat performs compared to boats of a similar size and nature. The H49’s 150 PHRF (Northeast region) handicap is driven by weight and limited sail area, factors that stifle performance in 10 knots of breeze or less. The Island Packet 45 has a 126 PHRF rating while the bigger-rigged Passport 47 has a 114 handicap.

However, the 120-horsepower Ford Lehman diesel and 300-gallon fuel tank are the H49’s aces in the hole. It’s more than an auxiliary sailboat; in fact, when it comes to solving the light-air puzzle on this boat, a twist of the key trumps sock-snuffed spinnakers or furling gennakers every time.

With its comfy accommodations and versatility as a motorsailer, the H49 is a great candidate for a live-aboard. But those considering the purchase of one must also see the boat from the other side of the coin.

Calling the H49 a varnish farm is by no means an overstatement, and those who love the rich amber hue of well-maintained teak on deck and the sumptuous glisten of varnished mahogany below won’t be disappointed. In addition to the coamings and toerails, there are grabrails, hatches, dorades, and plethora of bits and pieces on deck that represent a boatyard manager’s dream come true. Keeping all the brightwork gleaming is a time-consuming or wallet-lightening endeavor, but one with aesthetic rewards for the owners and onlookers.

Another challenge with the H49 is balancing the value of the asking price with what will be needed in the form of a systems upgrade. Some are approaching five decades of use, and most have gone through several major refits. Those considering an H49 should look closely at what a good surveyor has to say about hull and deck condition and also should pay heed to the condition of the engine, tanks, spars, rigging and electrical systems.

New sails and an array of modern electronics is nice to find on board, but we would much rather find a tired mainsail, an old Kenyon, and a blinking Raytheon depth sounder and know that the previous owner had sprung for a new engine, generator and fuel tank. This is a big vessel with room for systems galore, and with each comes a maintenance cycle and a need for power.

Those with cruising and live-aboard requirements that lean toward a bigger vessel but who have a budget on the south end of the six-figure range should look closely at the Hinckley 49. We noted brokerage listings with boats priced more dependent upon condition rather than the year the boat was built.

Henry R. Hinckley was well ahead of his time. Today, Hood Yachts, Island Packet, Nordhaven, Bruckman, and a gamut of European builders are reintroducing motorsailers that switch-hit between power and sail. Some have big rigs, and others are as modestly canvassed as the H49.

The bottom line for boat buyers is to rank well ahead of time their boating priorities. And for those interested in a solid, capable and elegant floating home, who don’t mind (or prefer) powering in lighter conditions, but still want to sail when the breeze is up, the Hinckley 49 can be both a bargain and good investment in the long run.

• Interior Notes Hinckley 49
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