if 26 sailboat

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C&C 26 Impressions

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The original 26 was part of the same series including 29 MK1 and the 34 - some of the earliest cored-hull production boats from C&C. It's a roomy boat for it's length, a bit boxy-looking compared to the standard C&C fare of the day. All three boats were said to be 'tender', but sailed well by all reports. Not sure of the difference between that 26 and the 'Encounter'... only a year apart. The 26 Wave looks to be simply a shoal draft version of the 27 MK5.. virtually identical moldings and dimensions. Late 80s offering, good looking boats with crisp molding detailing on deck. I've not heard of people claiming tenderness for that boat, but in general most C&Cs sail quite well, as I'm sure you know. Hull speeds will be similar.. that's a function of length rather than design - esp when planing is not going to be involved.  

Faster, made a point about the hulls, and I checked my 'owners manual' and the 'Encounter' 26 has "Single unit moulded fiberglass, alternate layers mat and woven roving". The deck is "alternate layers hand laid up mat and roving, balsa cored". Maybe they changed things in later boats, I'll check with CnC Photoalburm, but that is what my book says. I'm thinking this is a good thing? I think she is a little tender, it doesn't take much to heel her over, but she does sail well. If under main only, a guest of about 15 will round her up, and nothing you can do to stop her, a good thing for stupid people like me who, 'THINKS' they are sailors! Look forward to hearing more about your boat.  

I have a C&C 34, and while my experience is limited, I don't think of her as tender... more as spirited. I find she just likes to sail at 15-25 degrees over... almost no matter the wind speed. I had a problem of her rounding up in gusts, but now I just trim accordingly on a gusty day, and not much issue anymore. As for hull speed, I've had her above hull speed for consistent stretches, without feeling like I was on edge of control.  

I like that..."spirited". C&C's traditionally are stiff boats. The construction as well as the use of the balsa helped with their frame strength and rigidty. It can be like different cars...some people love power steering...some like the feel of the road. With a C&C you will feel like you are sailing and you can respond accordingly. The tenderness is part that and part learning how to keep the boat on its feet without over trimming it or having too much sail area for conditions. While its fun to bury the rail at times, long term sailing and cruising for most on here not racing it would wear them out kept up over 6 hours time. Each boat you have the find whats its sweet spot is and how to reduce sail area and from which sail Our C&C 35 MKIII likes a full main and reefed headsail first, other boats handle differently. She is faster at 20 knots steady with a partially reefed 135 and full main, then leaving everything up and depowering or reefing the main. Different trails have taught me that. I have sailed a lot on all three of the 26 and they are fun boats. Quuality when built was good. Condition depends on the owners maintainence and upkeep program individual; for each boat. Dave  

If under main only said: That doesn't sound good -- I just sold my Mirage 26 which did very well at gusts of even 20 knots ( bottom of flags curl and white caps - right?) she was her best heeled over between 15 to 25 degrees. Just bought my C&C which was dry docked and had her shipped to my Marina -was impressed by the interior space, wide decks, diesel engine and also her wheel steering. Never had her in the water and can't wait until next spring but now I feel perhaps I should have done some research before handing over the bank draft. Click to expand...

That doesn't sound good -- I just sold my Mirage 26 which did very well at gusts of even 20 knots ( bottom of flags curl and white caps - right?) she was her best heeled over between 15 to 25 degrees. Just bought my C&C which was dry docked and had her shipped to my Marina -was impressed by the interior space, wide decks, diesel engine and also her wheel steering. Never had her in the water and can't wait until next spring but now I feel perhaps I should have done some research before handing over the bank draft. Click to expand...

No, you did not waste your money, the 26 is a great boat, my rounding up is because I only sail on main alone. Everyone will tell you CnC's are well built boats! Did not mean to give you any negative feelings about the 26, I love mine, as you say it has alot of room on deck, and below.  

I don't think you have anything to worry about. I'd rather have a boat that was lively enough to react to a puff than a dog that can't get out of her own way... C&C knew what they were doing. As long as all the usuals were checked/surveyed/dealt with you'll be just fine.  

Thanks .. felt a bit disappointed for a while but I'm over it. Why sail with main alone? When only going out for a quick sail I sometimes only put up the fore sail because putting up the main is a bit of a hassle for me.  

Ha, ha, I think the main is easy? My wife doesn't know anything about sail trim, so I try to K.I.S.S. for her. She is more of a rider than anything else. I would like to hear more owners input on the 26.  

I have a C&C 24 but have never seen a 26! I have a 26 Mirage and a 27 C&C near my boat and there are many 25's but on lake St. Claire where there many C&C's the 26 is elusive! My 24 is tender but well built and fun to sail! I like my marina neighbor's Mirage 26 and had offered to buy it before I bought mine several years ago. If the C&C 26 sails like it, it!s a nice all around boat( especially with it's diesel inboard and this guy has Rolly Tasker heavy duty sails)! My other neighbor has a 82 27 C&C he bought new over $30k and is still a great boat! WhAt years were the 26's made?  

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Honolulu Fire

Ka ʻoihana kinai ahi.

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COMMERCIAL BOAT FIRE EXTINGUISHED AT PIER 36 IN HONOLULU HARBOR

• April 27, 2024

On April 26, 2024, the Honolulu Fire Department (HFD) received a 911 call at 3:34 p.m. for a boat fire near 1005 North Nimitz Highway at Pier 36 in the Honolulu Harbor and responded with 8 units staffed with 32 personnel. The first unit arrived on scene at 3:41 p.m. to find light smoke coming from a 70-foot commercial fishing boat that was secured to the dock with three injured occupants sitting on the curb.

Fire fighters secured a water supply and deployed hand lines to provide fire protection while entering below-deck to investigate further. Heavy smoke from the engine room was encountered and led the fire fighters to the smoldering seat of the fire. Portable fire extinguishers were used to extinguish the fire and surrounding hot spots. After extinguishment, all searches for occupants confirmed no one else was on the boat. Overhaul techniques, used to look for hidden fire in void spaces, ensured it did not extend into adjacent areas. During the fire attack, other fire fighters performed medical assessments, provided basic life support, and transferred medical care of a total of five boat occupants to the Emergency Medical Services at 3:47 p.m.

All HFD personnel were accounted for with no reports of injuries.

The United States Coast Guard and the State of Hawaii Department of Transportation were informed of the incident to handle notification to the boat owner.

The HFD Fire Investigator was requested to determine the origin and cause of the fire as well as provide damage estimates. An update will be sent out once the final investigation report is complete.

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• Sailboat Guide

Contessa 26

Contessa 26 is a 25 ′ 5 ″ / 7.8 m monohull sailboat designed by David Sadler and built by J.J. Taylor and Sons Ltd., Maclan Marine, Jeremy Rogers Ltd., and Chris Carrington between 1965 and 1990.

• 6 / 16 Sandusky, OH, US 1973 Contessa 26 $14,500 USD View
• 7 / 16 Marlboro, NY, US 1977 Contessa 26 $9,900 USD View
• 8 / 16 Sandusky, OH, US 1973 Contessa 26 $14,500 USD View
• 9 / 16 Marlboro, NY, US 1977 Contessa 26 $9,900 USD View
• 10 / 16 Sandusky, OH, US 1973 Contessa 26 $14,500 USD View
• 11 / 16 Marlboro, NY, US 1977 Contessa 26 $9,900 USD View
• 12 / 16 Sandusky, OH, US 1973 Contessa 26 $14,500 USD View
• 13 / 16 Marlboro, NY, US 1977 Contessa 26 $9,900 USD View
• 14 / 16 Marlboro, NY, US 1977 Contessa 26 $9,900 USD View
• 15 / 16 Marlboro, NY, US 1977 Contessa 26 $9,900 USD View
• 16 / 16 Sandusky, OH, US 1973 Contessa 26 $14,500 USD View

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

From BlueWaterBoats.org :

Designed by David Sadler and Jeremy Rodgers in the 1960s, the classic little Contessa 26, like her popular sibling the Contessa 32 , is one of the better known and loved British productions yachts, with around 650 cruising the world today. She’s a pretty boat, built from fibreglass, and owes her looks to the Swedish Folkboat whose elegant and seaworthy design influenced so many cruisers of the era. Although not speedy by today’s standards the Contessa was a fast boat for her time and established a reputation as a one-design racer with an active class association.

She’s proven very capable, and despite her size and cramped 5′ 8″ of headroom, her blue water pedigree includes several circumnavigations and a score of Atlantic and Pacific crossings. The Contessa 26 association tells us that those who buy her are traditionalists and keen sailors who appreciate her easy-to-handle and dependable performance.

The Contessa 26 was conceived in 1965 in Lymington, England from a collaboration between Jeremy Rogers and David Sadler over many late night sessions around the Rogers family dinner table. Jeremy Rogers was traditionally a builder of wooden boats and of the classic Swedish Folkboat in particular. David Sadler, one of his Folkboat customers, had the idea of tweaking the Folkboat design to give it a horizontal base to the keel so that it could ‘dry out’ upright, as well as fitting a masthead rig and a large genoa to improve racing performance. Although the design was Sadlers, Rogers has stressed that the Contessa 26 would never have been produced without the financial backing of Vernon Sainsbury of the Sainsbury grocery family who was an avid yachtsman and took a leap of faith in providing the funding for the tooling.

Rogers decided to build his modified Folkboat out of GRP and the Contessa 26 saw his boatyard change over from wood to fibreglass production. Before this Rogers had only used fibreglass for dinghies. The first boat Contessa of Lymington was manufactured and released in 1966 and, along with the next few boats off the line, was an instant hit on the racing circuit. The Contessa’s boat show debut was a tremendous success and her winning formula of good looks, easy handling, seaworthiness and affordability brought the orders rolling in. It didn’t hurt her popularity that the first few boats clocked up a number of early racing successes in both short and long distance events including a Round Britain win by Binkie , the smallest entrant there, and a twenty-fifth placing in the 1972 OSTAR (Observer Single-handed Transatlantic Race) by  Shamal . As a nice touch, thanks to the hand they had played in her production, David Sadler and Vernon Sainsbury sailed away in hulls number five and six respectively.

In total the UK production was around 400 boats. Jeremy Rogers’ boatyard built 350 from 1966 until 1977 when the yard decided that these small boats were too labour intensive to be profitable and sold the moulds to Chris Carrington. A few more boats were built  by Carrington before the moulds went to Maclan Marine who produced only a few more in 1977 and 1978. The Roger’s boatyard had also sold a set of moulds in 1969 to J. J. Taylor in Toronto, Canada who produced the Contessa 26 under licence, also making the transition from wooden boats to fibreglass production. The Canadian Contessa 26 had an identical hull but a modified deck moulding with a larger cockpit area, short aft deck and no lazarette. There were also minor differences to the interior layout. Due to problems with the license these boats were renamed the Taylor 26 from 1984 onwards and around 400 boats were produced in total before J.J. Taylor ceased business in 1990.

The two recorded circumnavigations, by Tania Aebi in Varuna (described in her book “Maiden Voyage”) and Brian Caldwell in Mai Miti Vava’u , were both in the Canadian version of the boat and there has been some debate amongst owners over which is the better version, with both camps claiming the superior design but with no hands down winner.

Configuration and Layout

The Contessa is a masthead sloop with a deep keel cut away at the forward end and the horizontal base which allows her to be dried out easily. Like the Folkboat, she has graceful lines, low freeboard and an acutely raked transom with a distinctive rudder shaft mounted to the hull. Her other distinctive feature is the exaggerated ‘hump’ at the aft end of the coach roof and keyhole companionway which replaces the standard sliding companionway hatch. This is a feature more commonly seen on modern offshore racing boats as it makes for a stronger and more waterproof companionway, as well as reducing production costs. However, it means some stooping to get below and with no overhead hatch to let in light, the interior can be dark and a little oppressive. And with only 1.73 metres of headroom below, the stooping doesn’t end at the companionway. Her short waterline and narrow beam results in only four and a half square metres of living space inside, however the cabin feels secure and ‘cocooned’ from the elements which for some is no bad thing.

The good news is that the berths are generous at between 6’3″ to 6’6″ depending on the interior layout so there is plenty of room for lying down. The Contessa 26 was originally offered with a choice of three layouts A, B or C. Layout A featured a twin v-berth with the head inbetween, the cooker and chart table opposite each other amidships and two large quarter berths aft. Layout B featured the galley to port by the companionway, two settee berths in the saloon, the head in its own compartment and a double berth forecabin. Layout C featured a two berth forecabin, the head in a separate compartment to starboard, a hanging locker opposite to port and a gimballed cooker amidships with the chart table opposite and two quarter berths aft.

On deck the 7′ 6″ beam creates some limitations with a small foredeck and narrow side decks, but a raised bulwark offers security when going forward in nasty conditions. There are also plenty of sturdy grabrails and lifelines. The cockpit is small and deep and protected by coamings but can get wet. It has been acknowledged that the cockpit in both versions is too large to be truly bluewater suitable, and in fact the Canadian boat has a larger cockpit than the British, but this fact does not not seem to have held back her owners.

The Canadian version of the 26 used the same British-made hull moulds but with a modified deck mould. In 1983 J.J. Taylor’s Gary Bannister redesigned the deck mould and interior further. Headroom was increased by extending the ‘hump’ above the companionway further into the cabin and a hatch was added amidships for improved light and ventilation. Canadian Boats prior to 1983 had no anchor locker at the bow, cast iron ballast instead of lead, no teak and holly sole, and different positioning of the water and waste tanks.

Construction

The Contessa was hand built from fibreglass and the British version has a solid fibreglass deck with no coring, an advantage for older boats as it avoids the risk of core rot commonly found in balsa cored decks of this age. The early J.J. Taylor boats appear to have been built with either a 3/8″ plywood or balsa core. Some flex is apparently noticeable in the foredeck but overall construction is robust. Her mast is stepped on deck and supported from below by a deck beam as well as a main structural bulkhead to prevent compression sagging, another issue common to older boats with deck stepped masts. The first three Contessa 26 built, and many others from the early years, are still going strong, testament to the quality of the fibreglass construction.

As reflected by her racing successes the Contessa’s windward performance is excellent and she is surprisingly fast for her size as well as being responsive and well balanced. Thanks to her small size and rig, the Contessa 26 is easy to handle in just about any conditions, making her popular with single-handers. Her large, transom mounted rudder is also particularly good for self-steering systems. Her narrow beam means that she is tender initially but with half her weight in her keel overall stability is good. ‘Reef early and reef often’ is advice that is given by some Contessa 26 owners although others maintain that this is only the case if using an original oversized (130%) headsail and that she performs admirably under a more modest 100-120% headsail with full main.

Buyer’s Notes

No major flaws have been identified. There are generally several Contessa 26s for sale on the used boat market somewhere in the world at any one time but popularity remains high and is reported to be increasing in the UK thanks to the extremely active class association and the Contessa’s ongoing success on the racing scene. Prices range from 5k-16k UK pounds or up to $18k USD for a used boat. Prospective owners are recommended to contact the Contessa 26 class association in either the US/Canada or the UK (see links below).

Links, References and Further Reading

» Sailing Today ‘What makes the Contessa so special? April 2007 by Peter Poland » Contessa 26: A tradition in fibreglass by Paul Howard » The Contessa 26 – A Brief History (Contessa 26 Class Association) by Peter de Jersey » The Contessa Corner: A site for owner’s, sailors and dreamers (USA and Canada Group Site) » Jeremy Roger’s Boatyard, UK Contessa 26: Introduction

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The Frances 26 Sailboat

The Frances 26, a long-keeled, canoe-sterned sloop was designed by Chuck Paine and built in the USA by Morris Yachts.  

Essentially the same sailboat as the Victoria 26, but built in the USA by Morris Yachts and renamed the Frances 26.

Published Specification for the Frances 26

Underwater Configuration:   Long keel, canoe stern

Hull Material:   GRP (fibreglass)

Length Overall:  26' 0" / 7.92m

Waterline Length:  21' 3" / 6.48m

Beam:  8' 0" / 2.44m

Draft:  3' 10" / 1.17m

Rig Type:  Fractionally rigged sloop

Displacement:  6,800lb / 3,084kg

Designer:  Chuck Paine

Builder:  Morris Yachts (US)

Year First Built:  1975

Number Built:  200+

Owners Association:   Frances 26 Owners

Published Design Ratios for the Frances 26

1. Sail Area/Displacement Ratio: 15.1

2. Ballast/Displacement Ratio: 51.5

3. Displacement/Length Ratio: 316

4. Comfort Ratio: 29.0

5. Capsize Screening Formula:   1.7

read more about these all-revealing numbers...

Summary Analysis of Published Design Ratios for the  Frances 26

1. A Sail Area/Displacement Ratio of just 15.1 suggests that she'll need a stiff breeze to get her going. In any other conditions, unless you've got plenty of time on your hands, motor-sailing will be the way to go.

2. A Ballast/Displacement Ratio of 51.5 means that she'll stand up well to her canvas in a blow, enabling her to power through the waves.

3. A Displacement/Length Ratio of 316, tells us she's clearly a heavy displacement cruising boat. You can load her down with all your cruising gear and equipment and it will hardly affect her waterline. Not an ideal choice for coastal sailing, but will come into her own on an offshore passage in testing conditions.

4. Ted Brewer's Comfort Ratio of 29.0 suggests that crew comfort in a seaway is similar to what you would associate with the motion of a coastal cruiser, which is not encouraging news for anyone prone to seasickness. 

5. Her Capsize Screening Formula of 1.7 tells us that she would be a better choice of sailboat for ocean passage-making than one with a CS rating of more than 2.0. 

Any Questions?

What other versions of the Frances 26 were built?

There were two main versions of the Frances 26: the original flush-decked version built by Morris Yachts in the USA, and the coachroof version built by Victoria Marine in the UK. The latter offered more headroom and a slightly different interior layout. Some Frances 26s were also custom-built using cold-moulded wood or fiberglass, and some had different rigs, such as gaff or sloop.

What is the accommodation like in the Frances 26?

The Frances 26 can accommodate up to four adults and one child in a relatively open-plan layout. Belowdecks, the interior is all wood, with a V-berth forward, a linear galley to port, a quarter berth to starboard, and a heads compartment aft. The saloon has two settees that can convert to berths, and a folding table. There is also ample storage space throughout the boat.

What, if any, alternative accommodation layout versions are available for the Frances 26?

The coachroof version of the Frances 26, built by Victoria Marine, had a slightly different interior layout than the flush-decked version. The main difference was that the head compartment was moved forward, next to the V-berth, and the galley was moved aft, next to the companionway. This created more headroom and a more spacious saloon.

What sail plan and rigging options are available for the Frances 26?

The Frances 26 was originally designed as a cutter, with a mainsail, a staysail, and a yankee. However, some owners have converted their boats to sloops, with a single headsail, or gaffs, with a gaff-rigged mainsail. The sail area is about 31.3m², and the mast height is about 10.7m.

What is the Frances 26 like to sail?

The Frances 26 is a fast and simple sailboat that can handle a wide range of conditions. She is easily driven, has excellent directional stability, and is surprisingly weatherly. She can hold onto her full sail area well after many others have reefed, and she can tack through less than 90 degrees. She is also comfortable and seaworthy, with good motion and balance. Owners comment that she is fun to sail and easy to single-hand.

What is the average cost of a secondhand Frances 26?

The price of a secondhand Frances 26 depends on the condition, age, equipment, and location of the boat. However, based on some recent listings, the average cost of a secondhand Frances 26 ranges from £15,000 to £25,000 in the UK.

Are the boatbuilders Morris Yachts and Victoria Marine  still in business?

Morris Yachts, the original builder of the Frances 26 in the USA, is still in business as of 2021. However, they no longer produce the Frances 26 model. Victoria Marine, the builder of the coachroof version of the Frances 26 in the UK, ceased trading in 1998.

What other sailboats have been by this designer?

Chuck Paine, the designer of the Frances 26, has created many other sailboats over his career. Some of his most notable designs include:

• The Annie 29, a larger version of the Frances 26 with more headroom and amenities;
• The Bermuda 40, a classic cruising yacht with graceful lines and performance;
• The Apogee 50/51/58 series, offshore bluewater cruisers with modern features and comfort;
• The Able Apogee series (34/36/42/44), smaller versions of the Apogee series with similar qualities;
• The Morris series (28/36/40/42/45/46/48), high-quality custom yachts built by Morris Yachts.

The above answers were drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; to the best of our knowledge,  we believe them to be accurate.

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• Sailboat Reviews

This C. Raymond Hunt design from the 1970’s has standing room and ample beam, making her a roomy family coastal cruiser. Our criticisms are few, the most serious of which is the iron keel.

Paceship Yachts was originally a Canadian boatbuilder, located in Mahone Bay, Nova Scotia. Later, it was bought by US conglomerate AMF in 1977 and based in Waterbury, Connecticut. AMF had already seen promise in the marine industry, having bought Alcort (Minifish, Sailfish, Sunfish, Super Sunfish, Force 5, etc.) in 1969.

But like most big companies focused more on the bottom line than on the romance of sailing and the sea, the labor intensive nature of building fiberglass boats proved resistant to the efforts of industrial efficiency experts who tried to speed up the production process and simplify assemblies. And, boat sales, because they are discretionary purchases, proved particularly vulnerable to the up and down swings of the economy. When Irwin Jacobs, head of the marine conglomerate Genmar (formerly Minstar) bought AMF (for its powerboat companies), Alcort was sold off and in 1981 the PY26 molds were sold to Tanzer in Canada where it was sold as the Tanzer 27, with a deck-stepped mast.

The first Paceships were built about 1963 and included a 16-foot daysailer, the East Wind 24 cruiser, and the Paceship 32, formerly the Bill Tripp-designed Galaxy, first built by American Boatbuilding in East Greenwich, Rhode Island. In 1965, the McVay 20 Cruisette was added and the following year the company introduced the 30-foot Acadian yawl. The Northwind 29 appeared about 1970, and in 1973 Britton Chance designed the Chance 32/28, a racer, for Paceship.

The first of the company’s two popular trailer sailers, the PY23, was offered in 1974. Designed by John Deknatel of C. Raymond Hunt Associates, it sold very well. Interest was sufficient to prompt the company to try a larger, similar looking version, the PY26, also designed by Deknatel. Production ended around 1980.

The Design The PY26 was first offered with a fin keel drawing 4′ 6″. Unfortunately, this was cast iron instead of lead. In 1979, just before production ceased, a centerboard version was made available; draft with board up was 2′ 7″ and 6′ 7″ with the board down. Like the smaller PY23, the board pivots from a ballasted stub keel external to the hull, an arrangement we like for trailerable boats.

Though the PY26 centerboard version is theoretically trailerable, its 9′ 6″ beam exceeds standard highway limits, and its 6,900 lb. displacement would require a substantial towing vehicle.

The canoe body (hull without appendages) is relatively shallow. The PY26’s displacement/length ratio ranges between 227 to 250, depending on which displacement figure is used (early brochures show 5,800 lbs., 6,000 lbs. and 6,400 lbs. for the keel model). The wide beam gives the boat good initial stability and the 2,200 lbs. of ballast in the 4′ 6″ keel will provide adequate ultimate stability.

The rudder is mounted outboard on the transom, which may seem a bit unusual for this size boat, but this location provides good control and certainly is easier to inspect and maintain than an inboard spade rudder.

The sloop rig gives the boat a modest 15.7 sail area/displacement ratio. Surprisingly, the mast is stepped on the keel, which is generally considered to be better than deck-stepped (less likely to break and therefore can be a small, lighter section). This could be thought of as a “big boat” feature.

The cockpit coaming is high and provides good back support. Deknatel liked to bring the coaming up and into the cabin to either side of the companionway. He did this with several of his designs for O’Day as well, so those boats (O’Day 23, etc.) share a common style. The tall coaming forward helps keep water on deck and spray out of the cockpit and makes for cleaner fitting of a dodger.

There is a nice though conservative rake to the stem and the reverse transom is almost vertical. The sheerline is quite straight, which is both contemporary and maximizes space below. We think the PY26 is a good looking boat that does not appear dated even 20+ years after its inception.

Construction Both the PY23 and PY26 were built with the usual materials of the day—hand-laid fiberglass cloth, mat, woven roving and balsa core. The interior is built up with a fiberglass pan that forms the cabin sole and berth foundations. Overhead, a one-piece fiberglass headliner finishes off the underside of the deck. Bulkheads are plywood and the trim is teak. Note that fiberglass headliners preclude the tabbing of the bulkheads to the underside of the deck. Instead, a channel is molded into the headliner into which the bulkhead snugly fits. While perfectly acceptable for local sailing, this arrangement does permit the bulkhead to work as loads on the hull and deck push and pull the two structures.

The rig includes an anodized mast and boom, with stainless steel wire rigging—split backstay (for the tiller), headstay, upper shrouds and single lower shrouds that terminate at the same chainplate. The mainsheet is attached near the end of the boom and leads to a traveler at the aft edge of the bridge deck. This places the mainsheet handy to the crew or helmsman, but can obstruct access to the companionway and interfere with seating forward in the cockpit.

The Canadian-built boats had teak toerails, but this was changed to a slotted aluminum toerail at AMF, a feature popularized by C&C. While the aluminum extrusion may not look quite as nice (and the anodizing may get nicked), it needs no maintenance and the slots are convenient places to shackle snatch blocks for the spinnaker sheets.

As noted above, the keel is cast iron, which, unlike lead, can rust. To protect it, the keel must be coated with epoxy before painting. A primer will be required.

The design and construction of the PY26 seems pretty good, and more than adequate for its intended purpose, which we take to be club racing and coastal cruising.

Accommodations There’s only so much you can do in 26′, but the PY26 has just about all one could expect in this size. There is a V-berth forward and access to a tiny forepeak. A door from the head opens into the forward cabin, so it won’t be possible to fit a V-berth insert without removing the door.

The head compartment extends to both sides of the boat, with the toilet to port (a Porta-Pottie was standard, a Wilcox-Crittenden through-hull toilet optional) and to starboard a small sink and vanity. The saloon has two settees. On the AMF boats, the one to starboard extends through the main bulkhead to provide needed footroom under the head compartment sink. There is stowage behind each backrest. A quarter berth is located aft of the port settee.

The dinette table folds up against the main bulkhead when not in use. Down, there’s space for four place settings.

This leaves a modicum of space for the galley under the bridgedeck, with just enough room for a sink, a generous 125-lb. icebox, two-burner alcohol stove and stowage bins. The stovetop was gimbaled in some models, fixed flush in others. The AMF boats had a slightly different configuration, with an L-shaped galley work space and it is in these boats that the starboard settee was pushed forward under the head compartment sink. The Canadian-built boats did not have the L-shape and so have a conventional starboard settee.

If the boat still has the original fabrics, it is probably time to upgrade them as they will be old and the patterns dated: plaid upholstery and shag carpeting.

The 6′ 1″ of headroom is remarkable for a 26-footer, considering that not many years earlier designers were pressed to give you 5′ 9″, and when they did, the cabin, when viewed in profile, often looked ungainly. The Pearson 26 is a good example of this.

Owners are nearly unanimous in their praise of the interior. As the owner of a 1979 model wrote us, “We cruise Long Island Sound for three weeks with three children, and stay sane!”

Performance Owners completing our Boat Owner’s Questionnaire rate the boat’s upwind and off the wind speed between average and above average. One owner said his boat is “Surprisingly fast for a heavy boat. Have outsailed many 30-footers.” Another said his PY26 “Points very well.”

Several owners had not purchased genoas and noted that with mainsail and lapper performance lagged a bit, as would be expected. It’s always nice to have big sails for light air days. PHRF ratings are between 194 and 207 for the keel model; the centerboard model rates between 207 and 210. This is faster than a Cal 25, Pearson 26 or Catalina 27.

In terms of seaworthiness and stability, owners again feel good about their boats, generally rating the PY26 as above average for these categories. The owner of a 1976 model wrote, “Sailed in over 40-knot winds across deck, 10- to 12-foot waves and she was very secure.”

At the same time, several owners cautioned that this is not an offshore boat. True. In any case, the PY26’s generous beam does provide a good deal of initial stability. Reefing will begin in about 15 knots of wind.

The standard boat was fitted for outboard propulsion, with a transom bracket and gas tank stowage. Typical outboards used range from 7.5-hp. to 9.9-hp. However, most owners responding to our survey have 8-hp. Yanmar diesel inboards. Many of them stated that their boats are underpowered. One said he can cruise at 5.5 knots in gentle conditions, but slows to 3 to 4 knots in heavy chop. Nearly all said they wished they had a 12-hp. diesel. Several also said the engine was loud, though better soundproofing with lead-lined foam should help.

Conclusion It is our impression, and that of our readers, that the PY26 is a wholesome, family cruiser with a lot of interior volume for a 26-footer, as well as a fair turn of speed. Her systems are fairly simple, so upkeep shouldn’t be too much hassle, especially if you have the outboard model. For this type of boat, we prefer an outboard to an inboard for ease of maintenance. An underpowered inboard has almost no redeeming features. The major drawback to the outboard is its tendency to lift out of the water or cavitating when motoring into headseas.

Some boats may not have seacocks on all through-hulls, which should be installed per ABYC (American Boat & Yacht Council) recommendations. And the electrical system is minimal; given its age, it may need upgrading. As with any balsa-cored boat, have a surveyor check for delamination.

We did not pick up any major differences between the Canadian-built and AMF-built boats, so it appears that construction quality was fairly consistent. There are, however, some minor design differences, which we have noted, such as the toerail material and galley shape.

Asking prices we found are consistent with the BUC Used Boat Price Guide and range between $10,000 and $12,500. You can buy a 1970’s-era 26-footer for less; in fact, during our search we found several Pearson 26’ for less than $3,000, but these are probably beat. And, the Pearson 26 is an earlier design without the headroom or beam of the PY26.

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