omega 30 sailboat

The Omega 30 s is a 30.67ft fractional sloop designed by Ron Holland and built in fiberglass by Vindo (Nötesund Varv AB) between 1982 and 1986.

320 units have been built..

The Omega 30 s is a light sailboat which is a high performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a racing boat.

Omega 30 s for sale elsewhere on the web:

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• Sailboat Guide

Omega 30 S is a 30 ′ 8 ″ / 9.4 m monohull sailboat designed by Ron Holland and built by Vindo (Nötesund Varv AB) between 1982 and 1986.

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)

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• Latest News

• July 16, 2021
• Design , Latest News , Naval Architecture

The story of the Omega 30:

Omega Yachts, Founded by Rolf Gyhlenius  in Sweden, built the Ron Holland Design ‘Omega 30’ between 1982 through 1986.

Omega Yachts built several other R H Designs,  from 11 meters up to 30 meters in length.  

A very successful design/build collaboration for the Scandinavian Market.

MULTI PURPOSE DINGHY WITH HUGE CAPACITY

The Topaz OMEGA is one of the most successful boats in the Topper Range. It is a fantastic all rounder that everyone can enjoy. The reasons for the popularity of the Omega are that it is so versatile, and easy to rig, launch and sail. Omega is just as happy sailed one up, two up or even up to five. The combination of the stability and performance together with reefing and easy control systems mean the Omega is the ultimate multi purpose family sailboat. The attention to detail given to the boat design and the deck layout means the Omega delivers versatility, comfort and performance without compromise. As you’d expect the Omega is ideal for recreational sailing, teaching or racing.

The ultimate multi-purpose sailboat (1 to 5 crew)

• Versatile, fast day cruising sailboat/ club racer/ school trainer/ recreational sailing.
• Comfortable carrying capacity for five adults.
• Manageable performance to satisfy even the most demanding sailors.
• Very robust, maintenance free TRILAM construction. Read more …
• ISAF ‘Learn to Sail’ Class
• Voiles et Voiliers Magazine ‘Coup de Coeur’ Winner BEST DINGHY

The added bonus is that she also offers more experienced sailors impressive performance potential, pedigree handling and high specification throughout.

The beamy, chined hull inspires great confidence making the Omega more stable and easy to control. The huge, spacious cockpit with its gnav (boom vang on top of the boom) offers roomy and comfortable sailing for a large crew.

The Omega comes with Dacron sails made by Hyde. Furling jib is standard. The mast head flotat is included with every boat and this, together with the boat’s sealed mast offers safe, fun family sailing. Righting lines and grab rails are all fitted as standard.

The boat can be sailed single-handed or depowered using Selden’s simple single-line reefing system in the mainsail.

The single-line halyard makes for easy launch and retrieval of the gennaker which could be operated by beginner sailors.

The boat comes with epoxy centerboard and rudders fit for a high end racing class and all fixtures and fittings are of the highest quality available.

Other features:

• Safe, stable and reassuring hull shape.
• Additional built in buoyancy and high freeboard ensure perfect sailing without the boat taking on water.
• The lightweight pivoting sandwich centerboard makes for easy, family-friendly sailing.
• High boom makes the boat feel comfortable and spacious.
• Gnav system as standard.
• Handy storage compartments in cockpit and transom areas.
• Optional outboard bracket and standard storage locker inside the boat.
• Single-line reefing mainsail allows power to be controlled depending on conditions and user ability.
• A mast head float is standard, fitted at the head of the sail, removes the risk of total capsize.
• Furling jib is simple enough for a beginner to use and fitted as standard.
• Supremely efficient single-line gennaker system enables effortless launches and recoveries.
• Trapeze kit as optional.
• Hinged mast step for easy rigging by just one person.
• TRILAM technology unique to Topper gives unrivaled strength to weight ratio and great uniformity, buoyancy, stiffness and durability.
• Easy to launch and recover.
• Returns/Exchanges
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Topaz Sailboats 5300 Highway 70 West, Morehead City, NC, United States, North Carolina

Tel: (252)725-8130 Email: [email protected] Web: https://www.topazsailboats.com/

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• Model Sailboat Yachts

Omega 46 Sailboat Wood Sloop Model Yacht 30" Fully Built

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Product Description

This high quality, highly detailed, expert level, Omega 46 yacht model is Brand New, fully assembled and ready for display (not a kit). Shipped with the masts and sails folded down, assembles in minutes. All the sails are made of cloth and are adjustable with working lines. This item requires some semi-assembly you will need to raise up the mast (a moderate skill level is required).

This Sailboat Yacht Model was specially designed & built by the plank on bulkhead method (joining multiple small pieces of wood like Western Red Cedar, Mahogany and Teak together on the hull). The sailboat model is built exactly to scale as the original Omega 46 was with many details. The task required skillful craftsmen hundreds of hours to accomplish. The model has been sanded smooth and painted with many coats of paint to achieve a mirror finish. The Omega 46’s hull is painted a bright green with a gold cove stripe, white boot stripe and red bottom paint. The mast, boom and boom vang are painted in silver. The sails are authentically stitched and that extends all the way to the masthead. The model exhibits a wooden deck on the topsides and in the cockpit. The lifelines have metal stanchions. There are also numerous details on the deck such as hatches, winches, metal steering wheel, cabin and companion way. This Omega 46 yacht model measures 30" long from bow to stern. It's a fabulous yacht model that will be a conversation piece for any room or office.

The Omega 46 is one of the most beautiful yachts on the water. Classic looks combined with the most modern techniques. Designed by Ron Holland, build by Omega in Sweden. It has beautiful teak decks and cockpit, very spacious cockpit benches, superb lines and the best quality in finish and detail. Equipped options included an electric winch in the cockpit for setting the mainsail, a bow thruster for extra comfort in the harbor and an electric anchor winch with extra controls at the helm. The magnificent and very spacious interior has 2 large double rooms, one in the bow, and one in the stern. The enormous galley has a fridge and a freezer. The salon is very comfortable with beautiful upholstery. Highlights about this Omega 46 yacht model:

• 100% hand built from scratch using “plank on frame” construction method
• Included with this modern style yacht model is a wood base with a brass name plate
• Size: 30" overall length x 45" height x 7" width
• Condition: New (fully assembled)
• Hundreds of hours where required to finish this ship model
• Completed Omega 46 sailboat model contains 100s of details created by skillful master craftsmen.
• Made of finest wood like Western Red Cedar, Mahogany and Teak.
• Chrome and brass fittings and ornaments constitute the excellence of this model
• Extensive research through original plans and pictures make this model authentic
• This Bristol yacht sailboat model went through a demanding quality control process before leaving the workshop

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Omega 30 S - Sailboat Sheets

Pre-Spec sailboat sheets for your Omega 30 S. Genoa, gennaker and spinnaker shets to fit your cruising or racing sailing style. Full range of options.

MAURIPRO Rigging shop brings years of expertise to the sailing community. Our riggers are constantly working with sailboat owners to provide high-quality genoa, mainsail and spinnaker sheets for their cruising or racing sailboats. From traditional polyester double braid to the latest on high tech lines made out of Dyneema or Stirotek, we offer a wide range of materials and diameters to fit any need of sailboat sheets.

We at MAURIPRO Sailing are looking forward to helping you the best way we can, but most importantly, we are looking forward to seeing you on the water. Let's Go Sailing!

Copyright © 2024 MAURIPRO Sailing LLC.

Review of Omega 30 S

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season. And outside the sailing season, just bottom cleaning and perhaps anti-fouling painting once a year - a few hours of work, that's all.

The boat equipped with a fractional rig. A fractional rig has smaller headsails which make tacking easier, which is an advantage for cruisers and racers, of course. The downside is that having the wind from behind often requires a genaker or a spinnaker for optimal speed.

The Omega 30 S is equipped with a fin keel. A boat with a fin keel is more manoeuvrable but has less directional stability than a similar boat with a full keel.

The keel is made of iron. Many people prefer lead keel in favour of iron. The main argument is that lead is much heavier than iron and a lead keel can therefore be made smaller which again result in less wet surface, i.e. less drag. In fact iron is quite heavy, just 30% less heavy than lead, so the advantage of a lead keel is often overstated. As the surface of a fin type keel is just a fraction of the total wet surface, the difference between an iron keel and a lead keel can in reality be ignored for cruising yachts.

The boat can enter most marinas as the draft is just about 1.55 - 1.65 meter (5.09 - 5.39 ft) dependent on the load. See immersion rate below.

The boat is typically equipped with an inboard Yanmar diesel engine at 6 hp (4 kW). Calculated max speed is about 3.5 knots

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Omega 30 S is 2.03, indicating that this boat would not be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 6.9 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Omega 30 S is about 157 kg/cm, alternatively 883 lbs/inch. Meaning: if you load 157 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 883 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 27m 2 (290 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Omega 30 S it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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• Sailboat Reviews

Used Sailboats from the 1970s: Practical Sailor Puts Plastic Classics Under the Microscope

Pearson 30, tartan 30, and catalina 30 stand out in colorful field of groovy fiberglass boats..

The fiberglass revolution in boats really hit its stride in the 1970s. Builders experimented, learned, and improved construction processes during the 1960s, so by the early 1970s, there were a lot of big- time builders pumping out a lot of good boats. In the East was Pearson Yachts; in the Midwest was Tartan Marine; in the South, Hunter Marine and Irwin; in Canada, C&C Yachts flourished; and out West were Jensen Marine (Cal), Ericson, and Columbia Yachts, to name just a few of them.

Narrowing The Field

In selecting a handful of 30-footers for review, we figured why review a boat no one can find? So we browsed online listings for plentiful boats. We also consulted our own files for old brochures, lines drawings, and owner comments, as well as past reviews of each model.

While there were at least several dozen 30-footers built in the U.S. during the hippy-dippy days of Woodstock, The Smothers Brothers, and Watergate, the most enduring are those built by the major builders—all-around family boats sometimes called racer/cruisers or cruiser/racers. Whatever you call them, they are fun to sail and have sufficient accommodations for a family to live aboard for a week’s vacation.

The facing table shows the nine models we settled on for preliminary discussion: Tartan 30, Pearson 30, Catalina 30, Hunter 30, Irwin Competition 30, Newport 30, Cal 2-30, O’Day 30, and C&C 30. For various reasons, a number of interesting 30-foot designs are omitted—the S2 (1977), Sabre 30 (1979), and Dufour Arpege (1968) come to mind—primarily because they are on the cusp of a different time period where they seem a better fit.

Before we move onto the chosen three, here are brief notes on six models dropped in the final cut.

More than 800 C&C 30s were built between 1973 and 1984, making it one of North America’s most successful 30-footers of all time. Though C&C was a pioneer in the use of balsa core in sandwich hull construction, the early C&C 30s have solid-glass hulls. Like other C&Cs of this period, the keel and rudder are swept aft.

C. William Lapworth was the designer for nearly all of Jensen Marine’s (Costa Mesa, Calif.) many models. The 2-30 was in production from 1967-1973, followed by the 3-30, which lasted until 1976. Cals have stout solid fiberglass hulls, but fairly plain interiors.

The Hunter 30 was an early model from Hunter Marine, a spin-off of the Luhrs’ family’s powerboat company, Silverton. The boat was in production from 1974-1983, with more than 1,000 built. It came with a deep keel or keel/centerboard. The rudder was skeg-hung. The designer was John Cherubini, who worked for Hunter at the time. Marketed for value, workmanship was below average.

Irwin Competition 30

Based in Florida, Irwin Yachts built three different 30-footers in the 1970s: the Competition 30 (1972), Citation 30 (1978), and the plain ol’ 30 (1975). All designed by Ted Irwin, one-time kingpin of southeastern sailboats who fell from grace with a thud. Shoddy workmanship resulted in lawsuits he couldn’t overcome. Many of his designs, however, were quite good. The Competition 30 was configured to rate as a 3/4-tonner under the International Offshore Rule (IOR).

Newport 30 (PHASE ii)

Capital Yachts (Harbor City, Calif.) introduced the Gary-Mull-designed Newport 30 PHII in 1971. Like Hunter and Irwin, Capital Yachts’ boats were built to a price. Like the Irwin Competition 30, the Newport was designed to compete as a 3/4-tonner under the IOR. It’s noticeably lighter than many of these boats, and has a shorter waterline.

O’Day 30

More than 350 O’Day 30s were built between 1977 and 1984. Designed by C. Raymond Hunt Associates and built by Bangor Punta Marine, the boat came with a full keel or keel/centerboard (3’6″-7’2″). In 1984, the stern was stretched to make the O’Day 31. By some reports, the Ranger 30 and O’Day 30 share the same hull. (Bangor Punta bought the Ranger and Cal lines from Jensen Marine.)

Bottom Line

At this age, maintenance history is key. Any upgraded and well-preserved specimen from the above group may serve well as a family coastal cruiser, but we’d focus on the three finalists on the following pages: the Pearson 30, the Tartan 30, and the Catalina 30. All are fin keel, masthead sloops, but each has unique features that sets it apart and will appeal to certain buyers.

The Pearson 30 is the smallest of the three, but a good sailing boat that still competes in club races. It’s the lowest priced of the three. If you’re counting dollars, grab the best one you can find at your price.

The Tartan 30 has a stronger following than the Pearson, partly because of its S&S pedigree. It, too, sails very well. Engine placement poses some complications, but you can get used to it.

The Catalina 30 is the logical choice for the family battlewagon. It’s heavier, roomier, newer … and more expensive. With a displacement/length ratio of 291 and a sail area/displacement ratio of 15.1, however, don’t expect performance matching the Tartan 30 and Pearson 30.

Budget-friendly Pearson 30 reflects Bill Shaw’s growing influence.

The Pearson 30 was introduced in late 1971, and when the last boat went out the door in 1980, 1,185 units had been built. Most were sold in the early and mid 1970s. All were built in Portsmouth, R.I. The P30 was succeeded by the Pearson 303.

Bill Shaw joined Pearson Yachts in 1965, after Grumman bought the company from Everett and Clint Pearson, and during the following few years, he began to exert his influence on the design of the yachts. Fin keels and spade rudders replaced full keels with attached rudders, underbodies became shallower, and displacement less. In short, Shaw modernized the Pearson fleet, and the Pearson 30 is a good example of contemporary design at that time, in particular the swept-back keel and scimitar-shaped rudder. George Cuthbertson was drawing similar appendages at C&C, noting that test-tank data indicated super speed, but on the water, they proved not as efficient upwind as vertical keels and rudders with higher aspect ratios. Extra care must be taken in blocking the boat if not in a cradle.

Our July 15, 1984 review of the Pearson 30 added these comments: “The boat’s underwater shape is somewhat unusual. The hull is basically dinghy-shaped. The sections aft of the keel are deeply veed, however, so that deadrise in the forward and after sections of the boat is similar. Coupled with a fairly narrow beam by today’s standards, this provides a hull form that is easily balanced when the boat is heeled—an important consideration in this relatively tender 30-footer.”

Construction

The hull is a solid laminate with alternating plies of 1½-ounce mat and 18-ounce woven roving. The skin coat under the gelcoat is two layers of mat to prevent the pattern of woven roving from showing (print-through). The external flange of the hull-deck joint is secured with self-tapping screws and then fiberglassed. The deck is balsa-cored for stiffness.

Interestingly, the Pearson 30’s lead ballast is encapsulated in the fiberglass keel molding, which means there are no keel bolts to worry about. This is somewhat unusual for a fin-keel boat.

About the only problem particular to this boat is the rudderstock. Early boats had aluminum rudderstocks, some of which broke, prompting the company to replace the approximately 200 others with stainless steel. Even the stainless steel stocks were not without problems, turning as they do in Delrin bushings, which wear and cause slop in the steering system. They are owner replaceable, however, by removing the tiller fitting and dropping the rudder.

Molded fiberglass floor pans and headliners are bonded to the hull and deck. Through-hull valves may be gate valves (like garden faucets) or positive action seacocks; chainplates are properly through-bolted to structural bulkheads.

Pearson Yachts’ construction methods were above average.

Performance

Though not designed specifically as a racer, the Pearson 30 enjoyed many successes in IOR and Midget Offshore Racing Club (MORC) classes. In fact, it won the ¾-Ton North American championship in 1972. And it was a very popular club racer. It balances well and is quick through tacks. On the downside, it is tender. Our 1980 reviewer wrote, “In 15 knots apparent wind, we find that the boat is almost overpowered with the full main and 150 percent genoa. Gusts of 12-14 knots bury the rail, slowing the boat. The P30 does not, however, carry any substantial weather helm even when overpowered. Any tendency to round up or spin out can usually be controlled by a strong hand on the tiller and easing the mainsail.”

For family daysailing and cruising, smaller headsails are recommended.

Still actively raced in local fleets, a typical the Pearson 30 has a PHRF number of 174 seconds per mile.

Accommodations

The interior layout of the Pearson 30 is straightforward, with a V-berth forward, small enclosed head, settees in the main cabin, a quarter berth aft to port, and a compact galley in the starboard quarter area. The port settee converts to a double berth, so the plan totals six berths, which are more people than you’d want to spend much time with on a 30-footer.

The four portlights in the head and forward cabin are opening, which combined with the forward hatch provide decent ventilation. Unfortunately, the forward hatch isn’t big enough for emergency exit. There is no anchor well in the foredeck, a feature that became more common later in the ’70s.

There’s adequate stowage under, behind, and above the settees. The 1984 reviewer wrote: “Although the lockers are sealed to the bilge at the bottom, owners report that, with their boat heeled, bilge water finds its way into the lockers by running up the inside of the hull behind locker partitions, then down into storage spaces. Most dinghy-hulled boats lack real bilge space or a sump, and as little as a gallon of water in a boat of this type can be annoying.”

Other shortcomings are limited engine access (though not any worse than most boats of this size), and a galley sink and spigot that partially block the companionway. On the upside, the interior is light and airy. Headroom is 5’ 11″ in the main cabin.

As with any boat of this age, one should ask the surveyor to look closely for delamination of the core and deck skins, separation of the hull-deck joint, water in the rudder, corroded electrical wiring, corroded through-hulls, and hoses that need replacement.

On early Pearsons the cockpit scuppers were connected to the bottom of the hull by fiberglass tubes, rather than hoses and seacocks/through-hulls. Though probably safe and secure, this drain system does not satisfy American Boat & Yacht Council standards.

As noted earlier, there are just a few areas in which the Pearson 30 falls short of quality building standards, principally the rudder stock design in which bushings wear faster than usual.

Pearson Yachts once ran one of the best customer service departments in the business; alas, it’s been out of business for more than 20 years, and several of the more helpful owner association web sites seem to have disappeared.

The Pearson 30 is a fun boat to sail—quick and responsive. It has the lowest displacement/length ratio (238) and highest sail area/displacement ratio (17.3) of the three. If you like performance, the fact that it’s a little tender shouldn’t bother you much. Reef or just enjoy the ride. It’s not a big 30-footer, but nicely proportioned and of better- than-average construction. There are quite a few on the used boat market in the low and mid-teens, enabling bargain hunters to get into a full-size boat for not much money. Asking prices we saw online, for all years, average around $14,000, with lows around $8,000 and highs around $25,000.

Tartan 30 brings fine S&S cachet within reach of ordinary Joes.

Built by Tartan Marine in Grand River, Ohio, and at a plant in Hamlet, N.C., between 1971 and 1980, the Tartan 30 was one of the first designs introduced by Charlie Britton after buying out partner Ray McLeod. The company could complete a boat in less than 4 days. It filled in the gap between the Tartan 27 and Tartan 34. Production totaled 630 units.

The Tartan 30 (like the 27 and 34) was designed by Sparkman & Stephens, probably the world’s most prestigious yacht design firm at that time. The lines are clean and crisp. Like the Pearson 30, its LOA is 29’11,” so it could qualify for competition under the MORC, a rating rule under which it proved quite successful. The bow is raked, and the reverse transom gave it a very modern look for the early 1970s. It has a fin keel and skeg-mounted rudder; a Competition model offered a taller mast (by 3 feet), deeper keel (5’6″ vs. 4’11″ for the standard model), and 500 pounds more ballast. It’s beamier than the Pearson 30, and of about the same displacement, but with a slightly shorter waterline. The rig is fairly high-aspect ratio with large headsails.

A highly unusual feature is the location of the Atomic 4 auxiliary amidships, under the dinette table. This places the considerable weight of an engine exactly where you want it most, near the center of gravity, to minimize hobbyhorsing, which slows a boat and is uncomfortable. Access is better than the usual location aft behind the companionway. And that space is opened up in the T30. The disadvantage is it takes up space in the saloon, particularly seatspace and legroom at the table.

The lamination schedule is typical of this period: hand-laid mat and woven roving. Liners make for an easy-to-clean interior, but make customizing difficult; they also tend to sweat more than wood interiors, and are noisier.

Ballast is external lead hung on 1-inch stainless steel keel bolts. The rudder is partially supported by a bronze shoe secured to the skeg.

Interior and exterior wood is teak. The sole is covered with cork, a quality home flooring material of the 1950s and ’60s.

Of the rig, our Jan. 15, 1987 review noted: “The rig, like most of those specified by Sparkman & Stephens, was designed to be practically indestructible. Given its inherent strength, look primarily for the effects of corrosion at the spreaders and the butt. Many 30s have been fitted with babystays in lieu of forward lower shrouds. For typical cruising we think the babystay is a pain and probably unnecessary, so we’d make it detachable.” Some owners added babystays as a cure for mast pumping. The standard rig has just single lower shrouds.

Early T30s had bronze pipe (no flanges) for through-hulls as well as gate valves instead of seacocks. Diligent owners will have replaced both by now, but it’s worth checking.

Blistering of all boats was not as common as later in the ’70s and into the ’80s, but there were isolated cases for which one should be on guard.

Tartan’s quality of construction, in the early ’70s, was at least as good as Pearson’s, in some respects better, in others not. It was certainly better built than the Catalina.

The Tartan 30 is a wholesome design with few bad habits. Our 1987 review said, “The Tartan 30 sails well. In a breeze to windward—perhaps the best test of any boat—she is at her best: comfortable, stable, reasonably handy, and modestly dry. Off the wind, she is more steerable than a host of successors with free-standing spade rudders and dagger-thin keels. Only on a broad reach with biggish following seas can her weather helm be tough to handle. Under such conditions, good sail control hardware—vang, traveler, reefing, adjustable backstay, etc.—is important.”

The skeg helps provide good directional stability or tracking, and the narrow sheeting angles (due to inboard genoa tracks) contribute to narrow tacking angles. The largest T30 PHRF fleet in the U.S., on Lake Erie (20 boats), races with a handicap of 168, though most of the other fleets, including the 18-boat fleet on the Chesapeake Bay, rate higher, around 177. So it and the Pearson 30 are very similar in boat speed, though the Pearson has the edge in light air, where the Tartan’s shorter waterline is a disadvantage.

Two interior plans were offered, one with an aft galley, the other with a midship galley, the latter with two quarterberths, the former with a single quarterberth to port and a settee amidships to starboard, where the galley is in the midship model. With either, there are simply too many berths. The aft galley seems preferable mainly because of the two opposing settees in the saloon.

One reason why five berths in a 30-footer is at least one too many is that berth length is diminished; this is particularly evident in the V-berth. Another reason is that quarterberths subtract from available stowage space; instead of stowing sails in cockpit seat lockers, on this boat they end up in a quarterberth.

The midship galley is, of course, more spacious than the aft galley, but neither has a stove/oven combo. Owners note that when the boat is heeled, the sink can fill and slosh water onto the sole.

The cockpit is of average size and would be more comfortable if the wood coamings weren’t so low.

Beyond the usual issues afflicting old boats, like bedding failing on deck hardware, the Tartan 30 has few peculiarities of construction. A number of owners have installed tie rods between the lower portion of the mast in the cabin, and the underside of the deck, to prevent deflection when the rig is heavily tensioned. Check tabbing of the main bulkhead. Also check the starboard chainplate and its attachment to the bulkhead, which reportedly isn’t as stiff as the port side bulkhead; water migration down a chainplate and into a wood bulkhead is a serious problem. Other issues noted online include inadequate insulation of the ice box, and an engine exhaust system prone to back-siphoning.

Tartans enjoy very active owners groups, especially in the Chesapeake Bay area. T30 owners’ websites have much useful information on troubleshooting and upgrading.

The Tartan 30 is probably the classiest boat of the three finalists. Part of the reason is that Sparkman & Stephens is one of the world’s great yacht design firms, and the work they did for Tartan was very good, with handsome, classic lines. And Tartan construction was above average. Online asking prices start at just under $10,000 and run up to around $23,000, with an average of about $17,000.

The family-friendly Catalina 30 comes with the largest fan club.

More than 6,500 Catalina 30s have been built since the boat was introduced in 1974, which must be some kind of record. Its design was continually upgraded over the years, but the first model, the Mark I, was in production through the same period as the Pearson 30 and Tartan 30. The Mark II came along in 1986. Owner Frank Butler has built more than 70,000 boats since he founded the company in 1970, so he must be doing something right. In 2001, the Catalina 30 was inducted into the American Sailboat Hall of Fame.

Butler drew most of the early designs himself, though he has no formal training in naval architecture or yacht design. He was a machinist by trade, and smart. His first design was the Coronado 25, which he’d asked Sparkman & Stephens to design, but they told him it would take two years and they’d first have to check his finances. So he designed the boat himself, with a fiberglass pan interior, which he believes was an industry first (Henri Amel was doing something similar in France.)

The Catalina is three years newer than the Pearson 30 and Tartan 30, and was not intended as a racer, which explains its wider beam and heavier displacement. Like most Catalinas, the 30 is a family boat, best suited to coastal cruising.

Here’s what we said about the design in our Nov. 15, 1980 review: “The boat has a swept-back, fairly high-aspect-ratio keel of the type made popular by IOR racing boats in the early 1970s. The high aspect ratio spade rudder is faired into the underbody with a small skeg. The boat is conventionally modern in appearance. She is moderately high-sided, with a fairly straight sheer and short ends. The cabin trunk tapers slightly in profile, and is slightly sheered to complement the sheer of the hull. When coupled with the tapered cabin windows—a Catalina trademark—this yields a reasonably attractive appearance compared to many modern boats.”

Of course, what was modern in 1980 and what is modern today are two different things. For one, waterline lengths have increased in relation to length overall, which means shorter overhangs, which means bows that are more plumb.

The hull of the Catalina 30 is solid fiberglass; there is no balsa, no foam, which makes for a heavier boat, but also one that isn’t susceptible to potential delamination. The hull-deck joint is a shoebox, in which the wider deck, with downward-facing flanges, fits over the hull. It is then bonded and fastened with self-tapping screws. A wood sheerstrake glassed to the hull adds strength. The joint is then covered with a vinyl rubrail secured in an aluminum extrusion.

Shoal and deep keels were offered, both external lead through-bolted to the hull.

The masthead rig has upper and double-lower shrouds and is deck- stepped. A wood compression post transfers rigging loads to the keel. A tall rig, for light-air regions, was an option. Check wood spreaders for rot. Early boats had fixed portlights, but these can be upgraded to opening.

Stanchions, double lifelines and double stern and bow pulpits were standard. Stanchions are though-bolted, but backed only by washers, not backing plates of fiberglass or aluminum, which do a better job of transferring loads and preventing cracking of the gelcoat, and possibly the deck laminate, in way of the stanchion bases.

Like Tartan, early models had through-hulls made up of bronze pipe. Gate valves were standard and must be replaced with bronze positive-action seacocks.

The Catalina 30’s generous beam (for its day anyway) gives it good initial or form stability. And coupled with a conservative sail plan, the boat is stiff, much more so than the Pearson 30. The downside of such beamy hull forms is the tendency to develop weather helm when heeled; so it, like many other modern boats, is best when sailed relatively level.

The smallish sailplan also means that performance in light air is not particularly sparkling. Our 1980 review said, “To get good performance in light air the boat will either have to be ordered with the taller rig, or very large headsails must be carried. If headsails larger than a 150% genoa are carried with the normal rig, turning blocks will have to be added aft in order to get a proper lead to the headsail sheet winches.”

The biggest Catalina 30 PHRF fleets, both in California, rate 180 and 192 respectively; the Pearson 30 is 174 and the Tartan 30 177.

A gasoline Atomic 4 engine was standard; a small, underpowered diesel was optional. Look for a boat that’s been repowered with a newer engine like the Yanmar 3GM30F.

Interior “furniture,” such as berths and galley, are formed by an interior fiberglass pan or module dropped into the hull prior to the deck going on. A fiberglass headliner covers the underside of the deck. These make for an easily cleaned interior, and one that looka nicely finished (albeit like a refrigerator). Such liners do, however, restrict access to parts of the hull and deck, make customizing difficult, and are not as good thermal and acoustic insulators as wood. The bulkheads are teak-faced plywood.

Again, owing to its beam, the Catalina 30’s interior is more spacious than the Tartan 30’s or Pearson 30’s. The V-berth is comfortable, followed aft by the head and hanging lockers; a shower was optional. The engine is located very near the center of the boat, under the short leg of the L-shaped portside settee. Access is very good. There’s a U-shaped galley with alcohol stove/oven to port, and a quarterberth and chart table to starboard. But if you thought the Tartan 30 has too many berths, check this: The Catalina 30 supposedly sleeps seven! Two in the V-berth, two in the convertible portside dinette, one on the starboard settee, and two squished into the “double” quarter-berth.

The interior is spacious and wellplanned, but finish quality is only average.

The Catalina 30 is a pretty straightforward boat in terms of both design and construction. No big surprises.

Several potential issues mentioned recently on owner forums: corroded wiring harness between engine and control panel, poor rudder design (corrected with new design in December 1978), wear of rudderstock tube, chainplate attachment to bulkheads, gate valves on pipe through-hulls, and hollows in the lead keel.

A positive with any Catalina is that the company is still in business and able to offer customer support.

Catalina Yachts has been one of the country’s most successful builders because it offers a lot of boat for the money. If construction quality is only average, one must ask, “Do I need more?” Generally, what’s lacking is not structural integrity, but details, like more drawers with dovetail joints and hardwood sides. There’s lots of room in the Catalina 30, and there are hundreds on the used boat market, so you can find a deal. Because the Catalina is a somewhat newer boat than the Pearson 30 and Tartan 30, its prices run higher. Though fixer-uppers can be found, most run between $16,000 and $29,000, with an average of about $22,000.

An examination of 30-footers from the 1970s seems like a good place to begin our comparison of used boats, and the reasons are several: First, though boats 30-plus years old admittedly are getting a little long in the tooth, many are still around, and those well kept may represent great buys on the used-boat market—between $10,000 and $20,000. Second, the 30-foot size is where full cruising accommodations begin, with stand-up headroom, enclosed head, berths for four or five, inboard auxiliary engine, and a decent galley with ice box, sink, and stove-oven possible. Sure, you can find these features in some 27- and 28-footers, but the squeeze is telling.

• 30-Footers From The 1970s
• Pearson Web Resources
• Tartan Web Resources
• Catalina 30
• Catalina Web Resources

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I am looking at a Cooper Seabird 37 mast head sloop, can you point me to any credable reviews on this particular vessel. Any help would be appreciated thank you.

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OPDATERET OG VELHOLDT ÉN-EJERS OMEGA 30-S MED SPRIT NY MOTORINSTALLATION I 2021. Her er virkelig rigtig meget båd for pengene. Om hovedinteressen er ”onsdags-sejladserne” eller om det er sommersejlads i Skandinavien, så er man rigtig godt sejlende i denne velholdte Omega 30-S. Omega 30-S har et stort cockpit – og dens adgangsforhold fra cockpit til salon er eksemplariske og findes kun tilsvarende på langt større både. Salonen er med langsgående pantry og stort u-sofa-arrangement. Der er 5-6 gode sovepladser i båden. Dette eksemplar er i en meget flot stand og ejeren har gjort rigtig mange nye investeringer i vedligeholdelse, forbedringer og nyt udstyr gennem årene. I flæng kan nævnes: Ny Volvo Penta D1-13 m. gear, propel og gummileje, 2020-2021 Nyt toilet m. holdingtank, 2015 Nyt komfur, 2013 Raymarine kortplotter, 2015 Raytheon log, ekkolod og vindinstrument Hynder nybetrukket, 2009 Båden har været vinteropbevaret hos Humlebæk Bådeværft siden 2013, der som minimum har bundmalet og foretaget småreparationer, så båden altid har været ship-shape. – Her er ingen ”løse ender”! Af større vedligeholdelsesarbejder skal nævnes: 2013 Bunden renset af 5 x epoxy 2 x VC 17 2014 2 stk. 28” Andersen spil 2014 Reparation efter grundstødning 2015 2 stk. 28” Andersen spil 2015 Indre træværk renoveret 2018 Søventil skiftet 2020 Teakrist i cockpit repareret 2020 3 søventiler skiftet Der findes komplet sejlgarderobe indeholdende Elvstrøm EPEX storsejl m. 2 reb og Lazy Jack, kun sejlet få mil. Max rullefok, Elvstrøm EPEX, Anskaffet til sæson 2009 Selftacker fok, Elvstrøm, Anskaffet til tursejlads omkring 2014 – næste ubrugt. Genakker, Elvstrøm FURLSTRÖM, Anskaffet 2008 Spiler, Elvstrøm, Ældre dato OMEGA´en er tegnet af Ron Holland og bygget på Vindø Værft i Sverige. Dette flotte eksemplar kan ses på Øresundskysten.

UPDATED AND WELL-MAINTAINED ONE-OWNER OMEGA 30-S WITH BRAND NEW ENGINE INSTALLATION IN 2021. Here is truly a lot of boat for the money. Whether the main interest is "Wednesday races" or summer sailing in Scandinavia, you will be sailing very well in this well-maintained Omega 30-S. The Omega 30-S has a large cockpit - and its access from the cockpit to the salon is exemplary and only found on much larger boats. The salon has a longitudinal pantry and a large U-sofa arrangement. There are 5-6 good berths in the boat. This specimen is in very good condition and the owner has made many new investments in maintenance, improvements, and new equipment over the years. Among other things, it includes: New Volvo Penta D1-13 with gear, propeller, and rubber bearing, 2020-2021 New toilet with holding tank, 2015 New stove, 2013 Raymarine chartplotter, 2015 Raytheon log, echo sounder, and wind instrument Cushions reupholstered, 2009 The boat has been winter stored at Humlebæk Boatyard since 2013, where at a minimum, it has been antifouled and minor repairs have been carried out, so the boat has always been ship-shape. - There are no loose ends here! Some major maintenance works include: 2013 Bottom cleaned with 5 x epoxy 2 x VC 17 2014 2 pcs. 28” Andersen winches 2014 Repair after grounding 2015 2 pcs. 28” Andersen winches 2015 Interior woodwork renovated 2018 Sea valve replaced 2020 Teak deck in cockpit repaired 2020 3 sea valves replaced There is a complete sail wardrobe including Elvstrøm EPEX mainsail with 2 reefs and Lazy Jack, only sailed a few miles. Max roller jib, Elvstrøm EPEX, Acquired for the 2009 season Self-tacking jib, Elvstrøm, Acquired for cruising around 2014 - almost unused. Genoa, Elvstrøm FURLSTRÖM, Acquired 2008 Spinnaker, Elvstrøm, Older date The OMEGA is designed by Ron Holland and built at Vindö Shipyard in Sweden. This beautiful specimen can be seen on the Øresund coast.

UPPDATERAD OCH VÄLVÅRDAD ETT-ÄGARES OMEGA 30-S MED SPRILLANS NY MOTORINSTALLATION 2021. Här får du verkligen mycket båt för pengarna. Oavsett om huvudintresset är "onsdagsseglingarna" eller sommarsegling i Skandinavien, så seglar man riktigt bra i denna välvårdade Omega 30-S. Omega 30-S har en stor sittbrunn - och dess tillgänglighet från sittbrunnen till salongen är exemplarisk och finns bara på mycket större båtar. Salongen har ett långsgående pentry och en stor U-soffa. Det finns 5-6 bra sovplatser i båten. Detta exemplar är i mycket fint skick och ägaren har gjort många nya investeringar i underhåll, förbättringar och ny utrustning genom åren. Några av dessa är: Ny Volvo Penta D1-13 med växellåda, propeller och gummilager, 2020-2021 Ny toalett med septiktank, 2015 Nytt spis, 2013 Raymarine plotter, 2015 Raytheon logg, ekolod och vindinstrument Dynorna ombetäckta, 2009 Båten har varit vinterförvarad hos Humlebæk Bådeværft sedan 2013, där man minst har bottenmålat och utfört små reparationer, så att båten alltid har varit i toppskick. Här finns inga "lösa trådar"! Några större underhållsarbeten inkluderar: 2013 Botten rengjord med 5 x epoxy 2 x VC 17 2014 2 st 28" Andersen vinschar 2014 Reparation efter grundstötning 2015 2 st 28" Andersen vinschar 2015 Inre träarbete renoverat 2018 Sjöventil bytt 2020 Teakdäck i sittbrunnen reparerat 2020 3 sjöventiler bytta Det finns en komplett segelgarderob inklusive Elvström EPEX storsegel med 2 rev och Lazy Jack, endast seglat några få sjömil. Max rullfock, Elvström EPEX, Inköpt inför säsongen 2009 Selftacker fock, Elvström, Inköpt för kustsegling runt 2014 - nästan oanvänd. Gennaker, Elvström FURLSTRÖM, Inköpt 2008 Spinnaker, Elvström, Äldre datum OMEGA är designad av Ron Holland och byggd på Vindö Varv i Sverige. Detta fina exemplar kan ses på Öresundskusten.

GEÜPDATEERDE EN GOED ONDERHOUDEN OMEGA 30-S VAN ÉÉN EIGENAAR MET EEN SPLINTERNIEUWE MOTORINSTALLATIE IN 2021. Hier krijg je echt heel veel boot voor je geld. Of je nu vooral geïnteresseerd bent in "woensdagavondraces" of zomerzeilen in Scandinavië, je vaart echt goed in deze goed onderhouden Omega 30-S. De Omega 30-S heeft een ruime cockpit en de toegang vanuit de cockpit naar de salon is voorbeeldig en vind je alleen op veel grotere boten. De salon heeft een langsgeplaatste kombuis en een grote U-vormige zithoek. Er zijn 5-6 goede slaapplaatsen in de boot. Dit exemplaar verkeert in zeer goede staat en de eigenaar heeft door de jaren heen veel nieuwe investeringen gedaan in onderhoud, verbeteringen en nieuwe uitrusting. Enkele hoogtepunten zijn: Nieuwe Volvo Penta D1-13 met versnellingsbak, schroef en rubberen lager, 2020-2021 Nieuw toilet met vuilwatertank, 2015 Nieuw fornuis, 2013 Raymarine kaartplotter, 2015 Raytheon log, dieptemeter en windinstrument Kussens opnieuw gestoffeerd, 2009 De boot is sinds 2013 in de winter opgeslagen bij Humlebæk Bådeværft, waar minimaal antifouling is aangebracht en kleine reparaties zijn uitgevoerd, zodat de boot altijd in topconditie is geweest. Hier zijn geen losse eindjes! Enkele grotere onderhoudswerkzaamheden zijn onder andere: 2013 Onderkant gereinigd met 5 lagen epoxy en 2 lagen VC 17 2014 2 stuks 28" Andersen lieren 2014 Reparatie na aan de grond lopen 2015 2 stuks 28" Andersen lieren 2015 Binnenhoutwerk gerenoveerd 2018 Zeeafsluiter vervangen 2020 Teakdek in de cockpit gerepareerd 2020 3 zeeafsluiters vervangen Er is een complete zeilgarderobe aanwezig, waaronder: Elvstrøm EPEX grootzeil met 2 reven en Lazy Jack, slechts enkele mijlen gevaren Max rolreefgenua, Elvstrøm EPEX, aangeschaft voor het seizoen 2009 Selftacker fok, Elvstrøm, aangeschaft voor toerzeilen rond 2014 - bijna ongebruikt Gennaker, Elvstrøm FURLSTRÖM, aangeschaft in 2008 Spinnaker, Elvstrøm, van oudere datum De OMEGA is ontworpen door Ron Holland en gebouwd op de Vindö-werf in Zweden. Dit prachtige exemplaar is te bezichtigen aan de kust van de Sont.

AKTUALISIERTES UND GEPFLEGTES EINZELSTÜCK OMEGA 30-S MIT BRANDNEUER MOTORINSTALLATION IM JAHR 2021. Hier bekommen Sie wirklich viel Boot für Ihr Geld. Egal, ob Ihr Hauptinteresse den "Mittwochsregatten" gilt oder ob Sie im Sommer in Skandinavien segeln möchten, mit dieser gepflegten Omega 30-S sind Sie bestens unterwegs. Die Omega 30-S verfügt über ein großes Cockpit - und der Zugang vom Cockpit zum Salon ist vorbildlich und nur bei deutlich größeren Booten zu finden. Der Salon verfügt über eine längs angeordnete Pantry und eine große U-Sofa-Anordnung. Es gibt 5-6 gute Schlafplätze im Boot. Dieses Exemplar befindet sich in einem sehr guten Zustand und der Besitzer hat im Laufe der Jahre viele neue Investitionen in Wartung, Verbesserungen und neues Equipment getätigt. Zu den Highlights gehören: Neuer Volvo Penta D1-13 mit Getriebe, Propeller und Gummilager, 2020-2021 Neue Toilette mit Fäkalientank, 2015 Neuer Herd, 2013 Raymarine Kartenplotter, 2015 Raytheon Log, Echolot und Windinstrument Polster neu bezogen, 2009 Das Boot wurde seit 2013 bei der Humlebæk Boatyard überwintert, die mindestens Antifouling durchgeführt und kleinere Reparaturen vorgenommen hat, sodass das Boot immer in Top-Zustand war. Hier gibt es keine "losen Enden"! Zu den größeren Wartungsarbeiten gehören: 2013 Rumpf gereinigt mit 5 x Epoxid, 2 x VC 17 2014 2 Stück 28" Andersen Winschen 2014 Reparatur nach Grundberührung 2015 2 Stück 28" Andersen Winschen 2015 Innenausbau renoviert 2018 Seeventil ausgetauscht 2020 Teakdeck im Cockpit repariert 2020 3 Seeventile ausgetauscht Es gibt eine komplette Segelgarderobe, darunter Elvstrøm EPEX Großsegel mit 2 Reffs und Lazy Jack, nur wenige Meilen gesegelt Max Rollfock, Elvstrøm EPEX, erworben für die Saison 2009 Selftacker Fock, Elvstrøm, erworben für Langstreckensegeln um 2014 - fast unbenutzt Gennaker, Elvstrøm FURLSTRÖM, erworben 2008 Spinnaker, Elvstrøm, älteres Datum Die OMEGA wurde von Ron Holland entworfen und auf der Vindö Werft in Schweden gebaut. Dieses schöne Exemplar kann an der Küste des Öresunds besichtigt werden.

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