24 m sailboat

	Beam:  8' 3'    Draft:  5' 6'19Year:Asking:$     Beam:  8'    Draft:  4.5'23Year:2020Asking:$15,000     Beam:  8'11'    Draft:  4'40Year:2007Asking:$349,000     Beam:  8.5'    Draft:  3.83'48Year:2013Asking:$349,000     Beam:  8.5'    Draft:  3.5'42'Year:1995Asking:$99,900     Beam:  8'    Draft:  1 5'25Year:1993Asking:$8,000 36Year:1988Asking:$27,000     Beam:  9'    Draft:  4.5'27Year:1983Asking:$8,500     Beam:  8'    Draft:  2'6'8Year:2012Asking:$1,100     Beam:  8.81'    Draft:  4.00'38Year:1979Asking:$30,000     Beam:  8'    Draft:  36'37Year:1994Asking:$51,900     Beam:  13'    Draft:  4.3'35Year:2001Asking:$25,000     Beam:  8'    Draft:  5'28Year:1976Asking:$22,000     Beam:  8'    Draft:  4'3'32Year:1991Asking:$39,000 18Year:2003Asking:$11,000     Beam:  8.9'    Draft:  4.0'45Year:2023Asking:$1,300,000     Beam:  8'    Draft:  2' © 2001-2024 ./)   . . ./)   . . Ordered by Shipyards & Yacht Brands Ordered by Date Yacht Designers About and Contact Yacht Support Vessels Tenders & Toys Some interesting other sites in the superyacht world 24m VICTORIA // Relaxity Yacht Design Victoria is a 24m modern sailing yacht design project by the design collective relaxity yacht design.. VICTORIA comes with a sporty yet elegant superstructure with a glass surface to welcome a lot of natural light in the salon. The owner’s cabin is aft; where is also the tender garage located. Two guest cabins are in the forward section, while a crew cabin for two people is in the bow. The 24m sailing yacht has a beam of 6 meters and a fixed keel with a draft of 3.80 meters. Relaxity Yacht Design contains: Carlo Corona – Architect  (Italy) Anu Doki – Interior Designer (India) Andrea Rigillo – Naval Engineer (Italy) Kiran Arora – Interior Designer (UAE) They graduated from Politecnico di Milano, and VICTORIA is the master thesis of the designers and engineers. Main Specifications of project VICTORIA 24.00 m 22.45 m 6.00 m 3.80 m 29.909 kg 320 sqm 180 hp 27.80 m 10.20 m 28.70 m 28.70 m 10.35 m SHARING IS CARING - THANK YOU! Aquijo // vitters // oceanco, dona francisca // astillero buquebus, tripp 90 // yyachts, wallywind110, y7 tripp 70 // michael schmidt yachtbau, mm38 // malcolm mckeon yacht design, alithia // abeking & rasmussen, bmw technology takes role in the america’s cup. About Publisher Using a minimum of third party cookies for YouTube, Vimeo and Analytics. Privacy Preference Center Privacy preferences. 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Check Your Stuffing Box The Rain Catcher’s Guide Boat Maintenance for the Technically Illiterate: Part 1 Whats the Best Way to Restore Clear Plastic Windows? Mastering Precision Drilling: How to Use Drill Guides Giving Bugs the Big Goodbye Galley Gadgets for the Cruising Sailor Those Extras you Don’t Need But Love to Have UV Clothing: Is It Worth the Hype? Preparing Yourself for Solo Sailing How to Select Crew for a Passage or Delivery Preparing A Boat to Sail Solo On Watch: This 60-Year-Old Hinckley Pilot 35 is Also a Working… On Watch: America’s Cup On Watch: All Eyes on Europe Sail Racing Dear Readers Chafe Protection for Dock Lines Sailboat Reviews The right boat at the right time, the J/24 has proven to be a wildly successful one-design racer. The J/24 is one of those boats that happened along at just the right time, with the right marketing to a ready market. Some may wonder whether the tale of her success would make a better textbook or a better storybook. Either way, much of the marine industry has studied her story, and then flattered her with the praise of emulation. However, no imitation or variation of the J/24 has yet to achieve her popularity. Since her humble beginnings in 1976 in the garage of an amateur designer, thousands of boats have been sold from factories in Rhode Island, California, Australia, Japan, Italy, England, France, Brazil and Argentina. All of the builders are licensed by a company called J-Boats to build the J/24 to strict one-design tolerances. J-Boats is owned and run by two brothers—Bob and Rod Johnstone (the J in J-Boats). Bob is the marketing whiz and Rod is the designer. Conservative estimates put their total revenue from the J/24, after buying the boats from the builders and selling them to the dealers, at several million dollars. Not bad considering how it all began…. Ragtime was a 24′ inspiration evolved by Rod Johnstone and his family in their garage as a two-year weekend project. Rod was a salesman for a marine publication, and an avid racer with a successful background in high-performance one designs. He had undertaken, but never completed, the Westlawn home-study course in naval architecture (although he has since been awarded an honorary degree so the school could use his name in its advertisements). Ragtime was launched in 1976, and was an instant winner, taking 17 firsts in 19 starts in eastern Connecticut. People began asking for their own boats. At this time, brother Bob, also a respected racer, was working in the marketing department of AMF Alcort (Sunfish, Paceship, etc.). When Alcort declined to produce the J/24, Bob quit and formed JBoats. Tillotson-Pearson, builder of the Etchells 22 and the Freedom line of boats, was more receptive and production began in 1977. The first J/24s were as fast as Ragtime , and dominated regattas like the 1977 MORC Internationals. Bob made sure that the favorable results were well publicized; more than 200 boats were sold that year, and nearly 1,000 the next. It was a big hit for a number of reasons. She moved into a void, appealing to two groups of sailors who were ripe for her type of racing: those who had outgrown athletic small boats, yet still yearned for the competition of one-design racing, and those who wished to compete without the expense, hassles and uncertainties of handicap racing. The J/24 is a one design’s one design. Like the Laser, Windsurfer, and Hobie Cat, she is proprietary-built under the supervision of one company. Unlike most proprietary one designs, sails are not provided by the J/24’s builder. This was a particularly astute move by the Johnstones as it involved sailmakers in the class. Sailmakers comprise many of the big names in racing; by getting them in the regatta results, the Johnstones added instant credibility to the J/24’s budding status as a “hot” class. By the midwinter championship in 1979, almost every boat in the top 15 finishers had a sailmaker on board. The big advantage that proprietary one designs have over “independent” one designs (classes with competing builders) is the power of centralized, bigbucks promotion. J-Boats has organized and promoted regattas, and had a heavy hand in running the class association. J/24s got a lot of press, thanks to JBoats. Full color, multi-page advertisements appeared monthly in the slick sailing magazines. Promotion has been primary; money is no object. J/24s have been donated for several high visibility USYRU championships. Big discounts have been given for fleet purchases (sometimes to effectively crush interest in competing one designs). With the help of British enthusiasts, the Johnstones were able to make the J/24 an IYRU (International Yacht Racing Union) recognized class. More international lobbying got the J/24 into the Pan American Games. There are some disadvantages to proprietary one designs. First, the class is in a real bind if the builder goes bankrupt. Likewise if the builder should ever abuse his power by ignoring class administration or changing construction of the boat to suit economic demands. Although a proprietary builder faces competition from other types of boats, there is no competition building his boat. This can inflate the price, especially when there are three substantial markups in the pricing structure (builder, J-Boats, and the dealer). Construction The J/24 has the distinct advantage of having been produced in great numbers and been subjected to the rigors of hard racing. It’s safe to say that nearly everything that could have broken, has broken, and that the J/24 is now almost bulletproof. J-Boats has done a commendable job in correcting nearly all of the “bugs” in the J/24. However, if you are planning to purchase a boat several years old you should be watchful for some of the old bugs. Boats built during the first two years of production had particular problems with leaking along the hull-to-deck joint, delamination of the main bulkhead, and the attachment of the keel to the hull. The hull-to-deck leak was due to failure of the silicone sealant in the joint. The inward-turning hull flange is overlapped by the deck, which is bedded in sealant and through-bolted at close intervals through a teak toe rail. Now this joint is bedded with 3M 5200, a pliable strong adhesive, and leaks are infrequent. Fortunately, the internal side of the joint is exposed throughout the boat’s interior, so recaulking is not difficult. Harder to rectify is the problem of delamination of the main bulkhead. J/24s are raced hard, often with substantial rig tension. The chainplates pierce the deck and are bolted to the main bulkhead. The plywood bulkhead is tabbed with fiberglass to the hull and deck. The mast is stepped through the deck and sits on an aluminum beam, which is also tabbed to the main bulkhead. Rig tension pulls upward on the bulkhead while mast compression pushes downward on the beam, resulting in tremendous shearing forces on the bulkhead and its tabbing. On some of the older J/24s, the plywood has delaminated, letting the mast “sink” 1/4 inch or more. Owners of these boats have either returned them to the factory for replacement of the bulkhead, or ground off the delamination and reglassed the bulkhead themselves. The builder now uses a better grade of plywood and installs screws to reinforce the bulkhead tabbing. As an added precaution, the boat owner may wish to bolt the mast-bearing beam to the bulkhead with an angle-iron. The third problem with some of the older J/24s is the keel-to-hull attachment. The builder used to fill the keel sump with a vermiculite mixture of resin and plant fiber. The keel bolts were fastened through the vermiculite which, when saturated with water, is less rigid than solid laminations of fiberglass. After several years of sailing, or a hard grounding, the keel bolts would begin to work, and the keel would loosen enough to be able to be wobbled by hand with the boat suspended from a hoist. The first sign of this problem is the appearance of a crack along the keel stub. Tightening of the keel bolts, which are quality stainless steel, is a simple but temporary fix. What is needed is a backing plate for the bolts, bedded on top of the vermiculite. There was a variety of other problems with early J/24s: The mast has three internal halyards; two jib halyards exit below the headstay with the spinnaker halyard above. On the older boats, a large square hole was cut in the mast to accommodate the sheaves, leaving an open, poorly supported space adjacent to the spinnaker sheave. This is sometimes the source of mast cracks; the fix is to weld a plate over it. In January of 1980, the J/24 got much-improved companionway and forward hatches. The hatches on older boats were molded of thin fiberglass, and had a tendency to leak and fracture under the weight of heavy crew members. The new forward hatches are lexan, and the companionway hatch is now much heavier with a lower profile. The J/24’s rudder is heavy and strong. The builder claims you can hang a 900 pound keel from the rudder tip without breaking it. Although the J/24’s rudder pintles appear more than adequate, after several years of use they have been known to develop corrosion cracks where the pintle is welded to its strap. In 1981, the builder began equipping J/24s with weldless pintles; the builder also offers the new system as a replacement for old boats. The starboard chainplate bolts through both the bulkhead and the hull liner. The port chainplate bolts through only the bulkhead. After the first two years of production, the port bulkhead was reinforced with fiberglass in the chainplate area. On earlier boats, a backing plate should be added to prevent the chainplate bolts from elongating their holes. The hull and deck of the J/24 are cored with balsa, which makes them stiff, light, quiet and relatively condensation-free. We have heard of occasional delaminations resulting from trailering with improperly adjusted poppets. The Kenyon mast section is the same as that used on the Etchells 22, a bigger boat. It is more than adequate for any strength of wind. The J/24 does not have positive flotation, and she has been known to capsize in severe conditions. This is usually not a problem as she floats on her side with the companionway well out of the water. However, should the leeward cockpit locker fall open, water can rush below, filling the cabin and causing her to sink. While fastening the lockers in heavy weather prevents the problem, the manufacturer began to seal off the lockers from the cabin with an additional bulkhead several years ago, as a safety measure. Of the 2,500 J/24s sold in the US, nearly 2,000 of them have been built by Tillotson-Pearson in Rhode Island. The others were built by Performance Sailcraft in San Francisco, which is now defunct. New boats are now shipped cross country. Top west coast sailors tell us they favor the east coast built boats, claiming the keels and rudders on the west coast built boats are too thick to be competitive. The west coast keels are thick because they are covered with injection-molded gelcoat. Tillotson-Pearson fairs the keels with auto body putty. Handling Under Sail The J/24’s PHRF rating ranges from 165 to 174, depending on the handicapper. She rates as fast as or faster than a C&C 30, Santana 30, or Pearson 30. One must remember that, because the J/24 has attracted competent owners, her PHRF rating is probably somewhat inflated. While the J/24 is an excellent training boat because she is so responsive, a beginning racer may have an especially hard time making her perform to her PHRF rating. Aside from her speed, the J/24’s greatest asset is her maneuverability. With her stern hung rudder she can be turned in her own length, sculled out to a mooring in light air, and brought to a screeching halt by jamming the rudder over 90 degrees. The J/24 has a narrow “groove;” it takes a lot of concentration to keep her going at top speed. She is sensitive to backstay trim, sheet tension, weight placement and lower shroud tension. The lower shrouds act like running backstays, because they are anchored aft of the mast. They must be loosened in light air to create some headstay sag, and then tightened in heavy air to straighten the mast, making backstay tension more effective in removing the sag. Sheet tension is also critical. Top crews rarely cleat the genoa sheets, having one crewmember hold the tail while hiking from the rail. Some of the best sailors even lead the jib to the weather winch so the sail can be trimmed without sending crew weight to leeward. The class rules allow you to race with a mainsail, a 150% genoa, a working jib and a single spinnaker. This makes sail selection simple and the inventory affordable (about $2,600 total). However, the one genoa must carry the boat all the way from a flat calm up to 20 knots or more. To be competitive in light air, the genoa must be full; yet to hold the boat level with this full genoa in a strong breeze, you need a lot of crew weight. Most of the top crews are now sailing with five people on board for a total crew weight of 800 to 900 pounds. The J/24 is a small boat, and the additional fifth crew member really makes the boat cramped. Add to this the increasing trend of some skippers making the crew sit in the cabin on the leeward bunk in light air, and you have a boat which can be less than fun to crew on. There are two worthwhile improvements that can help a J/24’s performance. To decrease the boat’s slight tendency toward a lee helm in light air, the mast should be cut to minimum length allowed in the class rules, and the headstay should be lengthened to the maximum allowed to give the mast more rake. The other improvement is fairing the keel to minimum dimensions. The keel is much thicker than is necessary for optimum performance. It comes relatively fair from the builder, but most owners will want to grind off the builder’s auto-body filler and sharpen the trailing edge. On some of the older boats, the trailing edge is twice the minimum thickness. Some racers go so far as to spend $500-$1,000 to have the keel professionally faired. While all indications are that the builder has excellent quality control, there have been complaints that some of the spars provided by Kenyon in the last two years have come with the wrong length shrouds, or widely differing bend characteristics. One top sailor said he would never buy a used J/24 without first making sure that he could make the mast stand straight sideways with substantial shroud tension. The J/24 is best suited for racing; there are many boats in her size range that are far more comfortable and practical for daysaiIing. However, the J/24 is a joy to sail under mainsail alone. Unlike most boats, she balances and sails upwind at a respectable speed, and her maneuverability gives her tremendous freedom in crowded harbors. Handling Under Power The J/24 is powered by an outboard engine; an inboard is not feasible or available. Class rules require that an outboard with a minimum of 3.5 hp be carried while racing. Most owners opt for a 3.5-4 hp outboard. It provides adequate power and is as much weight as you want to be hefting over a transom. Although the cockpit locker is plenty big enough, most owners stow the outboard under a berth in the cabin to keep the weight out of the stern. This makes using the outboard inconvenient. The factory-supplied optional outboard bracket has a spring-loaded hinge to lift the engine for easy mounting; we recommend it. Because the outboard is likely to be stored in the cabin, a remote gas tank will keep fuel spillage and odor to a minimum. Above Decks The J/24 is very well laid out, yet she is still not a comfortable or easy boat to crew on. When she was first launched, sailors said her layout could be no better, and she was copied by manufacturers of competing boats. However, after years of racing, sailors have discovered several things that could be improved. Cockpit winches are located just forward of the mainsheet traveler, which spans the middle of the cockpit. Many sailors have moved the winches forward, so the crewmember tacking the genoa can face forward instead of aft during a tack. It pays to check to see if relocated deck hardware was installed properly; one J/24 owner we know discovered that the previous owner had moved the winches, but hadn’t installed proper backing plates or filled the original holes correctly. As a result, seepage had occurred and several square feet of the balsa-cored deck above the quarterberth had become sodden and rotten. The standard mainsheet cleat is attached to the traveler car so that, when you trim the sheet, you inadvertently pull the car to weather. Many sailors have solved this by mounting a fixed cleat with a swivel base at the center of the traveler bar. On older boats the backstay was single-ended at the transom. Boats now come with a double-ended backstay led forward to the helmsman on each side of the cockpit. Foot blocks need to be mounted on the traveler to keep helmsmen from falling to leeward as the boat heels (you must steer from forward and well outboard of the traveler). For those who plan to try cross-sheeting to the weather winch, leading the jib sheets through Harken ratchet blocks is advised. Most sailors will also want to mount barber haulers to pull the genoa sheet outboard in strong winds. Cam cleats for the barber haulers should be mounted on the companionway so they “self-cleat” when led to the weather winch. Cabin-top winches for the halyards and spinnaker guys are optional and essential. Because the J/24 has single spinnaker sheets, most sailors mount “twings,” which pull the guy down to the deck outboard of the shrouds when reaching. In the search for a cleaner deck, it is now common to mount the spinnaker halyard cleat on the mast. Most sailors use only one jib halyard. Although a second jib halyard is optional, it is necessary only for long distance handicap racing. On short one design courses it is better to struggle along overpowered than to place crew weight on the bow to change headsails. Instruments are also unnecessary in one design racing. There are more than enough boats on a one design race course to judge your speed without the help of a speedometer. The J/24 comes equipped with a Headfoil II grooved headstay system, which works very smoothly. Early boats came with Stern Twinstays, which have occasionally failed when the bearings freeze up with age. Some sailors have exchanged the grooved headstay system for cloth snaps on their headsails (you seldom change sails anyway). We applaud this idea, as it makes the sails more manageable in severe weather. Although the flat decks are well suited for racing, the cockpit is less than comfortable for daysailing. There are no seat backs and the boom is dangerously low. Visibility with the deck-sweeping 150% genoa is terrible, and is often the cause of nightmarish collisions on crowded race courses. Lower life lines are optional and recommended for those with children, but they interfere with fast tacks when racing. The boom is rigged with a 4-to-1 vang, which is swiveled on the more recent J/24s to be adjustable from either rail on a windy spinnaker reach. The boom is also rigged with reef lines which exit through stoppers at the gooseneck. Top sailors have discovered that the boat always sails better without a reef, which is a good thing, because the stoppers are both difficult to operate and have a history of slipping. The interior is simple and functional. On most boats it is used for little more than sail storage. However, for a couple who enjoys roughing it, it could make for occasional weekend cruising. The first thing you notic below is the lack of headroom. You can sit in comfort, but to move about you must crawl. The interior is finished off in bare white gelcoat. Early boats had coarse, non-skid gelcoat on the overhead. While this may have been more attractive than smooth gelcoat, it really did a number on elbows and bald heads. It also tended to collect dirt and mildew. Earlier through-bolted deck fittings were capped with acorn nuts. Now the nuts lie flush with the overhead—less pain when bumped. A molded hull liner is used to form the two quarter berths, the cabin sole, and two lockers and a galley just aft of the main bulkhead. One locker is deep enough to serve as a wet locker for foul weather gear; the other is best used to store the rudiments of a meal. The galley consists of a sink with a hand pump. A small, two burner stove could be mounted in the small, removable “table” forward of the port quarter berth. The icebox, a large portable cooler made by Igloo, has a piece of teak glued to it and doubles as a companionway step. After a season or two of jumping on the ice chest, the lid disintegrates. The forward V-berth, although divided by the mast, is still large and comfortable enough for a couple. The boat does not come equipped with a head. To avoid the extra drag of a through-hull fitting, portable heads are often used. We would rather use a cedar bucket—there simply isn’t enough space in the cabin of a J/24 to cohabitate with a portable head. If you plan to seriously race, you won’t want to load the boat’s lockers with cruising equipment. If you do cruise, it will probably be out of a duffel bag. J/24: How Trailerable? The J/24 is not launchable from a boat ramp, unless the ramp is steep, paved or of hard sand, and you use a long extender between the tongue of the trailer and your trailer hitch. Her 3,100 pounds (fully loaded) require a big, 8-cylinder vehicle to tow her. She is easily launched from a 2-ton hoist which can attach to a strap on her keel bolts. However, the hatch slides just far enough forward to allow the hoisting cable to clear it, so the hatch tends to get chewed by the cable. The J/24 was originally designed to sail at a displacement of 2,800 pounds. The class minimum was later increased to 3,100. The original single axle trailer provide as a factory option was barely adequate for the intended, 2,800 pound boat, and totally inadequate for a fully loaded boat. Tales abound of blown tires and broken trailer welds. The factory now offers both a single and double axle trailer; we recommend the double axle. If you want to seriously race a J/24, trailering is a necessity. Local fleets grow and shrink each year with the whims of their members, but national and regional regattas continue to attract many participants. Make no mistake, however; trailering is expensive. The owning and maintenance of a big car, the gas and tolls of trailering, and the housing of crew are not cheap. Conclusions The appeal of the J/24 is as a racer. If you plan to do anything else, she is not for you. Although the J/24 is relatively easy to sail, she is very difficult to sail well. To many people, she represents a chance to compete in the big leagues; by traveling to major regattas you can sail against some of the best sailors in the country. However, the big leagues are tough—if you like to race with a pick-up crew and a hangover you’d also better be satisfied with finishing last. One appeal of the J/24 is that, unlike many big league boats, you can always come home and sail because the boat has so big a following. There are enough boats to race it one-design almost anywhere; and in a pinch, there is always handicap racing. As long as you don’t want to travel, the boat is inexpensive to maintain. Despite our effort to highlight every flaw that has appeared throughout the J/24’s evolution, we’d like to emphasize that she is more hardy than most boats of her type. Few boats can take the punishment that a J/24 gets during a season of racing and come through with so few scars. No racing boat will appreciate; but the J/24 can keep her value. The dream boat with the fairy tale success story has turned out, after all, to be a rugged winner in the real world. RELATED ARTICLES MORE FROM AUTHOR Leave a reply cancel reply. Log in to leave a comment Latest Videos The Perfect Family Sailboat! Hunter 27-2 – Boat Review Pettit EZ-Poxy – How to Paint a Boat The Boat From True Spirit – Sparkman & Stephens Top 5 Boat Hacks – Boat Maintenance Tips and Tricks Latest sailboat review. Privacy Policy Do Not Sell My Personal Information Online Account Activation Privacy Manager 25.5Year:1985Asking:$10,500 Featured Sailboat: 43Year:2007Asking:$129,000 Featured Sailboat: 18Year:1980Asking:$15,000 ... 44Year:2017Asking:$449,000 Standard Sailboat Ads: Standard Sailboat Ads:

Best Bluewater Sailboats Under 24 Feet

Last Updated by

Jacob Collier

December 28, 2023

Looking for a sailboat but don't want to bear the high costs? The best bluewater sailboats under 24 feet are trailerable and require low maintenance.

Many sailing enthusiasts cannot afford a large boat due to the docking fee and maintenance costs. Fortunately, bluewater sailboats under 24 feet, also known as pocket sailboats, are affordable small yachts that are trailerable to your choice of destination, so you don't have to bear the unnecessary docking fee.

The best bluewater sailboats under 24 feet are the Pacific Seacraft Dana 24, Norseboat 21.5, Catalina 22 Sport, Pacific Seacraft Flicka 20, and West Wight Potter 19. These sailboats have ample space for a couple and even a moderately-sized family along with all the amenities you may need.

A roomy cabin, galley, and settees are necessary to go cruising in the bluewater. However, sailboats are a cheaper and more convenient way to enjoy the shallow waters as all you require for sailing is a hull, rudder, mast, and sail. The sailboats on this list make your sailing experience even better with accommodations such as bedding.

We are a bunch of sailing enthusiasts and spend most of our weekends trailing our pocket sailboats, traveling to various offshore destinations. With years of knowledge, we have drafted a list of the best bluewater sailboats under 24 feet and discussed them in detail, so you can make an informed decision before buying your sailboat.

Table of contents

‍ Our Top Picks

West wight potter 19.

{{boat-info="/boats/west-wight-potter-19"}}

The West Wight Potter 19 is one of the most popular sailboats and has been at the top for over three decades. This sailboat is manufactured in California by International Marine, known for making reliable and robust sailboats.

Over the years, the West Wight 19 has seen significant changes in its design, making the boat easy to sail and increasing the storage space while keeping the design compact and available.

The 19-footer is the smallest sailboat on this list, but it doesn’t keep the boat from offering accommodations to make your experience comfortable.

Small sailboats are more about sailing instead of cruising with luxury. However, the Potter 19 offers several luxurious amenities.

The four berths allow you to camp in for a couple of days instead of spending only a day out on the water. Each berth is around six and a half feet long, with two settees and a v-berth.

The storage space under each berth and the ample walking space in between provide enough room for a small family to spend quality time. A small sink, stove, and mobile head increase the boat's functionality and ease the voyage.

The West Wight Potter 19 is far from disappointing when it comes to its sailing chops. Due to its lightweight build, you don't need a powerful truck to trail this sailboat to your preferred destination.

The hull and deck are fiberglass, which keeps the boat steady against rough water. A high freeboard keeps the cockpit and the deck dry.

The West White Potter 19's design is ideal for lake, river, and coastal sailing. However, this boat is up for the challenges as an individual has sailed from California to Hawaii, making history for the Potter 19.

You can buy West White Potter 19 from  Sailboat Listings  for $6,900.

Specifications

• Hull Type: Lifting keel
• LOA: 18.9 ft.
• LWL: 16.9 ft.
• Beam: 7.5 ft.
• Displacement: 1225 lbs.
• Ballast: 370 lbs.
• Sail Area: 115 sq. ft.
• First built: 1979
• Developer: International Marine (USA)
• Designer: Herb Stewart

Catalina 22 Sport

{{boat-info="/boats/catalina-22-sport"}}

The Catalina 22 Sport has quickly become a hot cake sailboat since the Sport version of the 22 feet hull was recently released. A retractable lead keel in the upgraded version makes it easier to haul the boat.

Other than that, the vinyl seating, a chrome fence, and a more dynamic frame give the boat a sporty yet exclusive look, putting it above its close competitors. That is why the Catalina 22 Sport has become a common sight at harbors across the state.

The update maintains the superior quality of the original Catalina yacht with a robust built, easy and comfortable sailing, and several accommodation features. The hull is made from hand-laid fiberglass bonded with a hull liner.

Beautiful single-piece fiberglass makes the deck a sight for sore eyes. It is treated with non-slippery material to keep the passengers safe from injuries.

A complete standing rig with an upgraded stern rail with controls keeps the boat sailing steadily. But the absolute joy of sailing this beautiful sailboat lies in an exclusive cockpit design. Raised contoured coamings keep the cockpit high and dry.

This boat is not just all about the looks and easy sailing. As mentioned earlier, it also has a roomy cabin with accommodations that can allow you to spend a couple of days on the boat. Two full-length berths measuring over six and a half feet are comfortable for full-grown people to sleep peacefully.

The V berth makes a bed for two where children can rest. Even though the Catalina 22 sport has enough space for a family of four to walk around without stepping on each other's toes, it is ideal for a couple to get away for a refreshing couple of days.

The best thing about Catalina releasing a newer model is that it boasts a 12 Volt electrical panel. You can keep electrical appliances working for a comfortable sailing experience.

Besides that, Catalina offers several optional features to enhance your experience on the 22-footer. These include a mast carrier at the front and rear, fabric cushion upgrade, headsail furling gear, and more.

Since the Catalina 22 Sport is made on order, you can contact dealers from  YachtWorld  to get the price of this boat.

• Hull Type: Fin w/spade rudder
• LOA: 23.62 ft.
• LWL: 19.32 ft.
• Beam: 8.67 ft.
• Displacement: 2,380 lbs.
• Ballast: 550 lbs.
• Sail Area: 110 sq. ft.
• First built: 2004
• Last built: -
• Developer: Catalina Yachts
• Designer: Gary Douglas

Pacific Seacraft Flicka 20

{{boat-info="/boats/pacific-seacraft-flicka-20"}}

The Pacific Seacraft Flicka is the most convenient and trailerable sailboat on our list, with an overall length of 20 feet. If you like a minimalist lifestyle and want the same in your bluewater pocket sailboat, this one's for you.

A functional galley with a sink and a counter and a small sink, toilet, and shower provides you with the basic amenities you and a couple of your friends and family need for a few days offshore.

There's more to the accommodation you can expect from this 20-footer sailboat. This boat has four berths, including a v-berth, so sleeping comfortably or stretching your legs occasionally is not an issue. A pop-up dining table and a chart table within the cabin make eating and other activities doable.

Nevertheless, most people underestimate the Pacific Seacraft Flicka 20’s ability to handle offshore rigidity, and they are often surprised at what this boat has to offer. A full-ballast keel, hull shape, manageable rig, and a self-draining cockpit ensure satisfactory offshore performance by the littlest contender.

Moreover, we find its outstanding standing headspace one of the boat's best features. Unlike other pocket sailboats, the Pacific Seacraft Flicka 20 has a six ft. headspace. You don't have to duck every time to save your head from banging against the roof.

The Pacific Seacraft Flicka 20's size and its minimalistic yet fulfilling features are why this boat is in high demand. With only 400 of them ever made, you will have to dig deeper and longer to find one worth buying. Due to this, the price of this boat is also slightly higher.

You can buy the Pacific Seacraft Flicka 20 from  YachtWorld  for $29,900.

• Hull Type: Long keel
• LOA: 24 ft.
• LWL: 18.75 ft.
• Beam: 8 ft.
• Displacement: 6,000 lbs.
• Ballast: 1,750 lbs.
• Sail Area: 261.89 sq. ft.
• Fuel: 12 gallons
• Fresh Water: 20 gallons
• Engine: Yanmar
• First built: 1974
• Last built: 1994
• Developer: Pacific Seacraft
• Designer: Bruce Bingham

Pacific Seacraft Dana 24

{{boat-info="/boats/pacific-seacraft-dana-24"}}

The Pacific Seacraft Dana 24 is the best overall sailboat on our list. This one is the larger of the two Pacific Seacraft sailboats mentioned. It has an overall length of 24 feet but provides you with loads of amenities.

According to the features listed, the boat might seem insufficient for an overnight sail on the water. Once you are on the boat, it won't occur to you that you are on a sailboat that is just 24 feet long.

While only four feet longer than the Pacific Seacraft Flicka 20, it adds enough space to make the cabin roomier and another berth for one more person. Not only that, the extra length provides more space to the galley.

You have increased movement and work it better. However, the length still keeps the sailboat maintaining the qualities of a smaller sailboat, allowing you easy maintenance and mobility.

Despite being larger, Pacific Seacraft Dana 20 is faster than the smaller one. As surprising as it may sound, this is because this boat's engine is more powerful and helps the hull sail faster. A high bow flare and freeboard ensure the deck remains dry unless high tides take charge.

It is ideal for a pair, especially couples who do not look for much except spending quality days offshore with the basic amenities on hand.

The Dana 24 were sold as kits and bare hulls. No one knows how many of these sailboats exist and how many of those are factory assembled. Due to this, you might also find slight differences in the build from unit to unit.

You can get the Pacific Seacraft Dana 24 from  YachtWorld  for $49,000.

• LOA: 27.25 ft.
• LWL: 21.42 ft.
• Beam: 8.85 ft.
• Displacement: 8,000 lbs.
• Ballast: 3,200 lbs.
• Sail Area: 361.22 sq. ft.
• Fuel: 18 gallons
• Fresh Water 40 gallons
• First built: 1948
• Last built: 2007
• Designer: W.I.B Crealock

Norseboat 21.5

{{boat-info="/boats/norseboat-21-5"}}

Do you prefer an open sailboat with a rugged design to keep your sailing experience raw? Get your hands on the Open Cockpit Norseboat 21.5. This boat has no cabin.

Simple sailboat design with settees on the side and enough storage room for a couple of passengers to enjoy a voyage across the lake or cruise near the coast.

But that's not all. The Norseboat 21.5 also comes in a cabin design that offers enhanced comfort. Whichever version you prefer, this boat offers a rugged design with carbon-fiber material instead of fiberglass, making it stronger than most sailboats.

However, you will have to compromise on the beauty part. Still, the boat provides a steady sailing experience with all the necessities you might require.

The Norseboat 21.5 sits lower near the water, and with a simple handling sloop rig and fully battened mainsail, it sails light and quick against the light wind. The boat is highly responsive to the tiller, requiring minimum effort from you to put it in the right direction.

Both versions of Norseboat 21.5 are lightweight, making them easy to haul and trail. You won't need a large truck to trail this boat to your favorite spot.

A mid-sized vehicle will do the job. On the other hand, their build maintains a strong presence uplifting their seaworthiness while a foil-shaped stub keel maintains stability.

You can buy the Norseboat 21.5 directly from  Norseboat .

• LOA: 21.8 ft.
• LWL: 19 ft.
• Beam: 7.1 ft.
• Displacement: 1,750 lbs.
• Ballast: 275 lbs.
• Sail Area: 197.2 sq. ft.
• Developer: NorseBoat Limited (CAN)
• Designer: Kevin Jeffrey/Mark Fitzgerald

Easy handling, low cost of maintenance, minimalistic designs, basic amenities, all while going offshore — these are the main selling points of pocket sailboats. All the boats mentioned above will serve you well if you are looking for the best bluewater pocket sailboats. Choose wisely!

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Born into a family of sailing enthusiasts, words like “ballast” and “jibing” were often a part of dinner conversations. These days Jacob sails a Hallberg-Rassy 44, having covered almost 6000 NM. While he’s made several voyages, his favorite one is the trip from California to Hawaii as it was his first fully independent voyage.

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Live updates: Seven dead in 56m superyacht Bayesian sinking tragedy

Seven people have died in the Bayesian sinking disaster, according to the BBC. These include the six missing people who were inside the yacht when it sank, as well as a seventh person who was located shortly after the disaster. The seventh person is understood to be the yacht's chef, Recaldo Thomas. The other six are:

• British tech entrepreneur Mike Lynch, once dubbed 'Britain's Bill Gates'
• Lynch's 18-year-old daughter, Hannah
• Morgan Stanley's chairman, Jonathan Bloomer
• Judy Bloomer, wife of Morgan Stanley chairman
• Chris Morvillo, a lawyer working for London-based law firm Clifford Chance
• Neda Morvillo, an American jewellery designer and Chris' wife

It is understood that the yacht was being used to celebrate Lynch's recent victory in a 13-year £8 billion fraud acquittal.

No one remembers the mast snapping before 56m superyacht Bayesian sunk, says crew

No one recalls seeing the mast snap on board the 56-metre Perini Navi sailing yacht Bayesian which sank off the Italian island of Sicily on 19 August. The eyewitness account of a crewmember on board the vessel, which was obtained by BOAT International , said that the boat was struck by a freak weather event which led to the yacht heeling at around 20 degrees to starboard. As crewmembers were securing items, the heeling angle began to increase rapidly until the yacht started taking on water and sank rapidly.

The crewmembers who were up on deck were able to evacuate the yacht with minor injuries. The yacht is understood to have sunk in just twelve minutes, and it is believed that a "major ingress" of water from the top down would have caused the sinking, according to a captain who wishes to remain anonymous. This is based on the fact that no breaches have been reported in the yacht's hull, and the fact that the yacht should have been able to remain afloat with two flooded compartments.

"Very difficult to understand what could have overwhelmed a vessel of that size" says captain of sistership

The captain of the sistership to the sunken 56-metre Perini Navi sailing yacht Bayesian has said it is "very difficult to understand what could have overwhelmed a vessel of that size" and called the 56-metre Perini Navi series "bulletproof".

David Hutchinson, captain of Rosehearty , said he had taken the yacht around the world multiple times and he had "total faith in the boat".  "We've been to Antarctica and Chile, and we've had her in 70 knots of wind," he says, and the vessel had never put them in a situation that felt unmanageable.

However, Hutchinson noted there were differences between Bayesian and Rosehearty ; notably, Bayesian's  74-metre mast, which would have been heavier and added increased windage. The yacht's layout was also different, with guest accommodation on Bayesian located further forward.

Live updates

• During a news conference on Saturday morning (24 August), prosecutors confirmed they are in the early stages of investigating a "crime hypothesis" of culpable shipwreck and manslaughter. Authorities also said the yacht likely sunk because of a downburst (powerful wind that descends from a thunderstorm), rather than a waterspout.
• A search and rescue for six missing people has concluded. The final missing person is understood to be Hannah Lynch. 
• According to Reuters, six bodies have now been found in the sunken yacht. These include Mike Lynch, a British technology entrepreneur who co-founded Autonomy Corporation and founded Invoke Capital, although Italian authorities have not confirmed this.  
• One person was found immediately after the yacht sunk, and this is understood to be the yacht's chef. 
• Lynch’s wife, Angela Bacares, and a one-year-old are among the fifteen people rescued along with Bayesian' s captain, James Cutfield.
• Another sailing vessel in the area, the 42-metre Sir Robert Baden Powell ,  stepped in to offer assistance in the initial rescue.
• Divers have been able to reach Bayesian' s sunken hull, which lies at 45 metres of depth about half a mile from the coast. The yacht had the largest aluminium masts of any sailing yacht on the water.
• Eyewitnesses in the area reported "hurricane" conditions off the coast but local weather websites did not indicate any severe squall, which suggests that the weather event was not forecast.
• At around 5am local time on 19 August, Bayesian was hit by bad weather and sunk.  The sailing yacht was anchored or idle at the time of the incident.

Built in Italy by renowned builder Perini Navi and delivered in 2008, the yacht's naval architecture was developed by Ron Holland Design while the interior design is by Rémi Tessier . She was formerly known as Salute and was last refitted in 2016. She was listed for sale earlier this year, according to BOATPro . The yacht had accommodation for nine guests and 12 crew.

BOAT International will update the story as it develops.

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Italian prosecutor opens manslaughter probe in yacht sinking

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New Mexico Starbucks nicknamed 'Charbucks' after arson attacks

After two arson attacks at a Starbucks construction site in Taos, New Mexico, a developer is trying again to build the chain's first drive-through cafe in the mountain town with a history of revolts and opposition by some to national chains.

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Guide to LED Pontoon Boat Lights

• By Elliott Stark
• August 20, 2024

Whether on the lake, river or bay, nothing packs a party quite like a pontoon boat. Recent advancements in LED lighting take the pontoon boat party to a whole new level. What follows is our take on dialing in your pontoon boat led lighting setup.

What Lights Does a Pontoon Boat Need?

Like all vessels, the right pontoon boat LED lighting setup involves a combination of lights that you’re required to have and those that make the experience more fun. Whether navigation lights, spreader bars, underwater lighting or light strips around the deck, LED lights are functional, versatile and quite a bit of fun. 

LED setups offer a number of customization possibilities. For instance, they may be:

• Dimmable: You can control and adjust the brightness and lumen output via apps on your marine electronics or smartphone.
• Multi-color changing: The same bulb can produce an incredible variety of colors. Previous lighting options, if they had the ability to change color at all, were extremely limited. 
• Syncable with sound: With the right setup and installation, you can make the lights on your pontoon boat change in brightness and color to music. LED light strips like these are really cool for kids and adults alike.

Lighting for Pontoon Boats: Legal Requirements

The exact lighting setup you will need depends on the length of your pontoon boat. Be sure to check the legal requirements for your situation. The requirements include the number of lights, angle of light emitted, and visible range of the light.

At its most basic, your pontoon boat needs the following:

• Masthead lights: These are typically white lights that are mounted in a place that is visible to other boats. This base-mounted, fold down LED pole light is a great example. 
• Navigation lights: These are the classic red and green lights mounted on the bow of your boat. In addition to being required by law, they let other vessels know which direction you are traveling at night. 
• Stern lights : You also need stern lights mounted on the back of your boat and an all-around light. 

‘Nice-to-Have’ Lights for a Pontoon Boat

Beyond the lights required by law, you can outfit your pontoon with an incredible variety of exciting LED lighting options. Consider illuminating the dock, installing courtesy lights along pathways and steps, and adding submersible underwater LED lights . 

You also have many options when it comes to deck lighting. For instance, you can mount a series of recessed LED lights along the walls or beneath the covering boards. You can also mount an LED light strip to run the length of your pontoon boat.

Other great varieties of pontoon boat LED lights include:

• Spreader lights to illuminate where you’re going 
• Utility livewell lights
• Tube lights that light the console

Boating’s Top Spotlights for Boaters provides a breakdown of spotlight options for your pontoon boat.  

Benefits of LED Lights for Pontoon Boats

LED lights for pontoon boats provide a wide ranging number of benefits. They provide a significant energy savings and produce less heat than other forms of lighting. 

The primary benefits include:

• Energy efficiency : LED lights draw less battery power to produce the same number of lumens than do halogen or incandescent lights. 
• Longevity and durability : When properly maintained, LED lights last longer and stand up to the elements. If you do need to replace a bulb, they’re more consistent between lights than other types of lighting.
• Brightness and visibility : LED lights produce more light in smaller packages than other types of boat lighting. 
• Versatility in color: LED lighting systems allow you to customize the color of your boat’s lighting. You can also control many LED light kits with apps. 

Installing Pontoon Boat LED Lights

Just as there are many LED lighting products, you have a range of installation options. Hire a professional, or install them yourself. Integrate all your pontoon boat LED lights into a single circuit, or install and control them individually. 

Check out the 2024 Pontoon Boat Buyer’s Guide for some design inspiration. This review of the SunCatcher Elite provides some additional perspective. 

Marine Mounting Considerations

Where and how you mount your LED lighting systems depends on your boat’s setup and the look you’re after. You can install a series of individual recessed lights or mount an LED strip on a track . 

Professional vs. DIY Pontoon Light Installation

Most LED lighting systems are wired into your pontoon boat’s battery system. If you are technical, you may be able to install a new lighting system or modify the one you have. 

Professional installation is a great option, too. Professionals understand your boat’s voltage (and can make sure to install the appropriate lights). Most LED manufacturers make them in 12V and 24V options. 

How you install LED lights on your pontoon boat also depends on how complex and feature-rich you’d like your system to be. When you start including dimmability and app control, or integrating different LED lighting components, the installation gets more complex. 

Maintaining LED Pontoon Lights 

When properly maintained, your pontoon boat LED lighting system will last a long time. Clean and dry the lights after use to keep them in ship shape. Make sure that your connections are secure and that the wiring and batteries stay dry.

If you use your pontoon boat in saltwater, take extra care to avoid corrosion. Also, be sure to test your navigation lights before you leave the dock. Being in the middle of the lake at night is no time to find out that your lights are out. 

Make a Safe Investment in LED Pontoon Boat Lights

So you’ve got your pontoon boat. You know the many benefits of LED lighting setups. Now it’s time to bring a fully customized, brighter LED setup to the biggest party on the water. Pontoon boats are great. They’re even better with LEDs. 

What lights should be on when boating at night?

You’ll need navigation lights (a red and green light on the bow), stern lighting on the back of your boat, a masthead light, and an all-around light. These are the basics, and you can of course add to this. 

Where do the lights go on a pontoon boat?

To satisfy the law, you’ll need lights on the bow, on the stern, and atop the console. From there, you could illuminate the deck, any steps, and maybe even beneath the water’s surface under your pontoon boat. Where you place them depends on the design you’re after.

Will lightning strike a pontoon boat?

Any time you are on the water, you should be aware of the weather. If there is lighting in the vicinity, you should consider heading to shore. Lighting can strike boats of all kinds, pontoon boats included.

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Boat bursts into flames at Wildwood, NJ marina

WILDWOOD, New Jersey (WPVI) -- A boat caught fire at a Wildwood marina Thursday afternoon, sinking and damaging the dock.

Officials say no one was injured.

Viewer video sent to Action News shows the 42-foot boat burning at the Schooner Island Marina.

The plume of smoke could be seen for miles. Witnesses say they heard an explosion.

"The whole sky was nothing but black. The sun was blocked and everything," said Mark Demberger of North Wildwood.

Officials say the boat was at the end of the fuel dock when it burst into flames around 12:40 p.m.

Two people who were on the boat at the time escaped without injury. Four Marina employees were evaluated at the scene but refused transport to the hospital.

"They were in the immediate area of the fire as well as other employees who were trying to assist with getting fire extinguishers initially before they realized the fire was too extensive," said Wildwood Deputy Fire Chief Daniel Dunn.

The location of the boat - at the end of the dock - made for a challenging job.

With the help of other nearby companies, the fire was under control in about an hour. A portion of the dock was damaged.

Now what's left of the boat is underwater.

"Once the boat sank, the burning fuel rose to the surface of the water and started to spread towards other docks. So they had to form a foam blanket around that burning fuel to prevent extension to any other docks or boats," said Dunn.

The cause of the fire is under investigation by the Cape May County Fire Marshal's Office and the New Jersey State Police.

Officials say next they're going to work with Seatow and the marina to pull the wreckage out. That will help in determining a cause.

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• Sailboat Guide

LM 24 is a 23 ′ 7 ″ / 7.2 m monohull sailboat designed by Palle Mortensen and built by LM Glasfiber between 1973 and 1984.

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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