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Sailboat rudder types – full, spade, skeg, outboard.

The four rudder types are: full, spade, skeg, and outboard. This article discusses the advantages and disadvantages of each.

Full The full or full keel rudder lies at the aft end of a full length keel. The keel-rudder streches along the entire length of the bottom of the hull. The full rudder is safe and nearly invulnerable to damage. The leading edge of the keel protects the rudder from flotsam. The full rudder is quintessential of offshore cruisers like Wetsails and Cabo Ricos. Even grounding may not cause damage. The boat will sit comfortable on its side until the tide returns and floats the boat back up.

Spade The spade rudder lies at the aft separate from the keel. A spade rudder is easy to turn because the water rushes both against its fore and aft edges – great for using a tiller. A spade rudder is also fast as the wet area less than a full keel. The boat racing along with less resistance. Spade and partial spades are becoming the most popular rudder type. The Hylas 70 has a partial spade rudder as well as early 54’s.

Skeg A skeg rudder is more modern in performance and safety. It is the most popular and common type of rudder on production boats these days. The rudder is fast and looks like a spade keel. Except, the skeg rudder has a fake keel which extends from the hulls aft and protects the fore edge. Most Hylas yachts have skeg rudders.

Outboard Outboard rudders are seen on smaller boats. They simply hang over the stern of the boat. For example, racing prams use outboard rudders. They are easy to fasion as emergency rudders. You can make one out of a handlerail and cabin door.

Conclusion A rudder is either full, spade, skeg, or outboard. Each type has its benefits. The most important part is make sure she is in good condition and have a spare.

4 Replies to “Sailboat Rudder Types – Full, Spade, Skeg, Outboard”

Ahoy Mateys, it’s Fox Axel the Pirate. I’ve got a swashbuckling yarn to tell ye. Me was drifting along way out at sea. Me had lost me steering while pillaging a friendly ship. The knaves canon knocked me rudder off. Me had nought to to turn to. The authorities would hang me, the villainous lot. But, me was getting desperate out of grub and rum, nothing to sage me drunken pirate ways. I had lost me last vestige of sanity.

Finally, me saw in the distance a giant whaler coming. The big ship sailed straight at me. “Ahoy mateys!” me spake. The freighter came near, too near. Shiver me timbers. The goulish crew must be drunk out of thee minds. Me could not steer away. She rammed straight slicing me ship in twain. Down to Davy Jones’ locker we went. Take care with ye rudders mateys – the Pirate of Monkey Isle.

Ok ye swabs ave a told me to finish me story. Ere dis da rest. As the freighter tore away leaving me to perish in the sea. I climbed on a board of driftwood from me sinkin’ ship. I passed out adrift, alone. When I came to, I found meself shipwrecked on a deserted island. I stumbled around and ran into, who of all? Big Red, me pirate enemy! Aye, I’m shipping as mate with his goulish fleet until I can betray and kill him. Aye, hope Big Red ain’t reading dis here blog. Black Fox the Pirate.

I am ye swab. I am too sharp for some ere fool like ye. I ain’t gots no book learning, but me hast carniving ways from many years below the mast. Iffen ye be trying to betray me, I am a gonna get ye.

Thank you for sharing this article.It’s quite easy to understand the difference.

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Sailboat Rudders

Sailboat Rudders

The primary purpose of sailboat rudders is of course to give the helmsman the ability to steer the boat, but a well-designed one will also provide hydrodynamic lift to windward, in the same manner as does the keel.

Placing sailboat rudders into distinct categories is fairly straight forward - they're either:

Outboard or inboard rudders, which can be
Unbalanced, balanced or semi-balanced, and be
Keel-hung, skeg-hung, transom-hung or spade rudders.

Take a stroll around any fair-sized boatyard during the lay-up season and you'll see examples of most of them...

Inboard & Outboard Sailboat Rudders

If the rudderstock passes through the underside of a boat's hull, it's an inboard rudder. Conversely, if it doesn't, it's an outboard rudder.

Most outboard rudders are turned by a tiller as there's no rudderstock to which a wheel-steering quadrant can be mounted.

The two rudders shown below are quite different examples of outboard rudders.

Fig 1 shows an example of a keel-hung outboard rudder that is seldom seen on today's cruising boats.

Outboard rudders like the one in Fig 2 can be easily removed for service or repair with the vessel afloat. You might struggle with trying to do that with the 'barn door' of a rudder in Fig 1 though!

Examples of inboard rudders can be seen in Figs 3, 4, 5, 6, 7 & 9.

Unbalanced Rudders

This unbalanced rudder is supported by a full-length skeg.

It is unbalanced because the entirety of the rudder is aft of its axis, the axis being on the centreline of the rudderstock.

When turned, the full force of the water flowing past the skeg acts on one side of the rudder - a fact that will be very much apparent to the helmsman, particularly on a tiller-steered boat.

The rudder shown here is said to be balanced because part of it is forward of its axis.

As the rudder is turned, the force exerted by the water flow acting on the forward part partially counteracts the force applied to the area of the rudder that is aft of the axis.

This reduces the load on the tiller and makes life easier for the helmsman.

The rudder shown here is supported by a half-length skeg.

The upper part of the rudder (aft of the skeg) is unbalanced.

However, the section of the rudder below the skeg is balanced by the part of the rudder projecting forward of its axis.

The helm loads will be lessened as a result.

Hence this type of rudder is said to be semi-balanced.

Keel-hung rudders are often seen on heavy-displacement, long-keel boats of yesteryear.

This one's on a Nicholson 32 from the 1960's.

Whilst the propellor is well protected, the propwash from it acts on only a small area of the rudder which, combined with the massive displacement and full-length keel, makes close-quarters manoeuvring under power something of a hit-and-miss affair.

Transom-hung rudders are attached to the boat by hinging mechanisms known as Pintles and Gudgeons.

Pintles always incorporate a pin, whereas Gudgeons always have a hole for a pin. Usually, Pintles are attached to the rudder and Gudgeons are attached to the transom - but not always.

The example shown here (on a Sadler 25) is something of a hybrid, incorporating a full length skeg to provide additional security.

From a hydrodynamic point of view, the Spade Rudder is most efficient and is becoming the norm on modern sailboats.

The smaller the gap between the rudder and the hull, the greater the end-plate effect provided by the hull.

But being a cantilever with no support along its leading edge, unless it's properly designed and engineered, robustness may be an issue.

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Why are Skeg Hung Rudders Good for Ocean Sailing?

Elena Russo

Skeg-Hung Rudder and Dual Keels Support the Weight of this Sailboat

Skeg-hung rudders are good for ocean sailing because they provide good steering control and stability, even in rough conditions. The skeg, which is a vertical fin that projects below the hull of the boat, helps to keep the rudder from being damaged by waves or other obstacles.

Why Ocean Sailboats Need a Skeg-Hung Rudder

Here are some of the reasons why skeg-hung rudders are good for ocean sailing:

Stability: The skeg helps to keep the boat stable, even in rough conditions. This is important for ocean sailing, where the boat may be subjected to large waves and strong winds.
Control: The skeg helps to provide good steering control, even in rough conditions. This is important for safety, as it allows the boat to be maneuvered in difficult conditions.
Durability: The skeg helps to protect the rudder from damage. This is important, as the rudder is a vital part of the boat’s steering system.
Overall, skeg-hung rudders are a good choice for ocean sailing. They provide good steering control, stability, and durability, which are all important factors for safe and enjoyable sailing.

Disadvantages of Skegs

Here are some of the disadvantages of skeg-hung rudders:

Weight: The skeg can add weight to the boat, reducing its speed.
Maintenance: The skeg can be difficult to maintain, as it is located below the hull of the boat.
Cost: Skeg-hung rudders can be more expensive than other types of rudders.
Despite these disadvantages, skeg-hung rudders are a good choice for ocean sailing. They provide good steering control, stability, and durability, which are all important factors for safe and enjoyable sailing.

Do you really need a Skeg to Sail Offshore?

The skeg is traditional advice. But if you start digging a little deeper, there are those who say you don’t need a skeg.

“Skegs do tend to be rather long and of limited fore aft thickness hence of rather spindly and weak as to impact strength but they do add a second vertical strengthen compared to non-skeg mounted rudder so there is a sharing of loading across the two structures…Then in the ‘60s leading yacht designers such as Sparkman & Stephens moved to fin keels and hung the rudder on a skeg. This became the norm for cruiser-racers until – in pursuit of ever more speed – skegs began to disappear and most rudders became ‘stand-alone’ spades.” – Cruisers Forum

“…early fan of properly built spade rudders but if you’ve never seen a Dashew designed spade rudder you’ve missed something. The rudder can take the weight of its share of the boat. They are very large rudders with bullet proof internal structures.” – Cruisers Forum

If you browse Hylas and Amel new ocean cruising designs, you’ll see they went from skeg-hung rudders to spade rudders…hmm. Something to think about.

Tell Us Your Thoughts

Is a skeg-hung rudder necessary for offshore sailing? Are the advantages better than the disadvantages? Can a spade rudder do the job safely? Join the discussion down below.

Share this post!

4 responses to “why are skeg hung rudders good for ocean sailing”.

Full keel = fully protected rudder. That’s my 2 cents.

Do you really want the performance decrease in a full keel? You’re in the ocean, not a lake with tree stumps popping up everywhere.

Pretty sure Hylas and Amel aren’t making pieces of crap. I’m confident their spade rudders will outperform and be just as strong as any old skeg-hung rudder. I just can’t afford one of those yachts.

Interesting thoughts about the skeg being not as strong as they thought they would be. Also interesting to think about big ocean yachts using spades. I’d like to hear more about this rudder topic. Thanks for a great article Sailboat Life!

Throw in your two cents, start a discussion Cancel reply

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4 Rudder Types for Sailboats

Rudder Types for Sailboats | Life of Sailing

A rudder is an ancient piece of technology that people still use to steer sailboats today. Modern sailboats use many different types of rudders.

If you turn the rudder to the left, the stern will turn right, and vice versa. You can use either a steering wheel or a tiller to move the rudder. Not every type of boat has the same kind of rudder, nor should every boat - different boats need significantly different rudders.

There are several different types of rudders in common use. Sailboats use full keel rudders, spade rudders, outboard rudders, and skeg-mounted rudders, plus variations on each type. What type of rudder is best depends on the shape of the hull and the boat's size.

Table of contents

Different rudder types and their advantages

Full keel rudders.

Many sailboats have a full keel rather than a fin keel, which requires a particular type of rudder. A full keel is the standard type of keel, or flat blade at the bottom of a sailboat. A full keel is designed for stability, not speed - it can keep you safe in rough water.

A generation or two ago, nearly all cruising boats had full keels. However, this is no longer true. Many customers today prefer fin keels, which are designed with speed rather than stability in mind.

A fin keel is smaller than a full keel and shaped differently. Fin keels are more popular today because many sailors today never go far from the coast. If you are near the coast, fin keels are relatively safe.

With a full keel sailboat , the rudder appears to be part of the keel. It is attached with a hinge and looks like a continuation of the keel. There may be a hole between the keel and the rudder, where the propeller is, although not all boats use this design.

What is the advantage of a full keel rudder?

A full keel rudder is strong and protects the boat from harm. A full keel rudder helps a boat survive a storm. Any debris floating by will not snag on a full keel rudder as it will snag on some other rudders.

Do full keel rudders have any disadvantages?

It is harder to move a full rudder than to move other types of rudders. Water flowing by the boat puts a great deal of pressure on a full keel rudder and makes the rudder hard to move. It takes a lot of force to push the rudder against the water moving past the boat.

Spade rudders

Spade rudders are for fin keel boats rather than full keel boats. A spade rudder sticks straight down into the water. A spade rudder can rotate left or right with a rudder post that extends into the hull.

Advantages and disadvantages of spade rudders

The most obvious advantage of the spade rudder is that it can be part of a fin keel boat. A full keel rudder requires a full keel - you could not attach a rudder of this type to another type of boat.

It is also not nearly as difficult to turn a spade rudder as it is to turn a full keel rudder. The water does not put all of its force on one side of the rudder, so it does not take as much force to turn it.

One disadvantage is that debris floating in the water can get caught on a spade rudder. Spade rudders are more delicate than full keel rudders in many ways. Debris can damage a spade rudder.

A spade rudder can also be damaged by rough water. Large waves may exert enough pressure on a spade rudder that it will break. A large wave can bend the rudder post, and after that happens, your rudder becomes useless.

Outboard rudders

An outboard rudder is not part of the boat's hull and is mounted outside of it, at the back of the boat. Usually, an outboard rudder is not hooked up to a steering wheel.

Instead, it is hooked up to a tiller, which is a steering lever. A tiller can take a bit of getting used to if you are used to a steering wheel, but a tiller is not hard to use. Many sailors prefer a tiller, especially for smaller boats.

Advantages and disadvantages of outboard rudders

If an outboard rudder is damaged, it is not likely to damage the rest of the boat. Since there is no rudder post running through the hull, damage to the rudder usually won't mean damage to anything else as well.

You may also be able to remove and fix a damaged outboard rudder while you are still out at sea. There is no way to remove a rudder that is part of the hull and beneath the boat, but a rudder attached to the boat with hinges may be possible to fix at sea.

Outboard rudders are not necessarily weaker than and can be stronger than other types of rudders. The hinges that hold an outboard rudder in place may be stronger than a rudder post.

In some ways, an outboard rudder is worse than either a spade rudder or a full keel rudder. Unlike a full keel rudder, things like rope floating in the water can get caught on an outboard rudder. Objects floating by can also hit and damage an outboard rudder more easily than they can damage a more durable full keel rudder.

Compared to a spade rudder, the outboard rudder is harder to turn. The water pressure will always be on one side of the rudder; this is not always the case with spade rudders.

Skeg mounted rudders

Skeg rudders are both durable and possible to use on fin keel rather than full keel boats. Skeg mounted rudders are more durable than the spade rudders you usually find on fin keel boats.

Skeg mounted rudders have the same disadvantage as full keel rudders and outboard rudders, which is that they require more energy to turn. The water will put all of its pressure on one side of the rudder. Only spade rudders avoid this problem.

Is a tiller better than a wheel?

Either for inexperienced or veteran sailors, a tiller can work better. With a tiller, you will get immediate feedback. If you turn a wheel, the boat won't turn right away, which can confuse or annoy a new sailor.

The tiller should be long enough, as it is harder to turn if it is shorter. In strong winds, you need a long lever to turn your boat without it taking a great deal of strength.

It is easier to turn a wheel than to turn a tiller, as there is more leverage with a steering wheel. Therefore, wheels are better for larger boats; as a tiller is harder to turn with a bigger boat.

A tiller's advantage is that it is more responsive than a wheel, even though it is harder to turn. The boat will start to change direction almost immediately if you use a tiller. In racing, it is normal to use a tiller because you can change direction more quickly.

How does a rudder work?

A rudder works through water pressure. If you turn the rudder, the pressure becomes higher on one side of the rudder than the other. The rudder then moves toward the side with the lower pressure, which causes the boat to change direction.

When a sailboat turns, it pivots around a point near the middle of the boat. Both the stern and the bow move simultaneously, with the middle of the boat not moving. You have to take this into account while sailing, or else you might swing the end of your ship into another boat.

What is the purpose of the keel?

The keel keeps the boat stable. Without a keel sticking down from the boat into the water, it would be easy for the wind to push the boat around. Without a keel, the wind could easily push you sideways and make the ship much harder to control.

A keel is also weighted. The keel is full of ballast, which is weight that keeps the boat from flipping over. Without ballast, a boat would be top-heavy and unsafe.

Keels are usually made out of the same material as the rest of the boat - if the boat is aluminum, the keel will be as well. The ballast is usually lead.

While full keels are better in rough weather in most ways, a fin keel does a better job of preventing the wind from blowing your boat around. Wind can create leeway, which is sideways movement of the boat. Leeway is most likely if you are sailing into the wind.

Do rudders often fail at sea?

Yes, a rudder failure is one of the more common hazards you might encounter at sea. Not every sailboat has a good, durable rudder. The rudders on cheap boats, especially cheap fiberglass boats, can fail.

The rudder pole should neither be too weak nor too strong. If the rudder pole is too weak, it will bend easily. If it is too strong, it may damage the hull rather than bend, which is even more dangerous.

A rudder has a metal framework inside of it. If the framework breaks, the rudder will become unusable. With a cheaper boat, the metal framework may not be welded together properly.

Make sure you buy a sailboat that has a reputation for safety. Don't buy the cheapest boat you can find - look into whether or not the boat is safe to take out to sea.

Daniel Wade

I've personally had thousands of questions about sailing and sailboats over the years. As I learn and experience sailing, and the community, I share the answers that work and make sense to me, here on Life of Sailing.

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All About the Rudder on a Sailboat

The rudder on a sailboat is one of those important parts that often gets overlooked. It’s hidden underwater most of the time and usually performs as expected when we ask something of it.

But when was the last time you seriously considered your sailboat rudder? Do you have a plan if it fails? Here’s a look at various designs of sail rudder, along with the basics of how it works and why it’s there.

How are sailboat rudders different than keels, how does the rudder work, wheel steering vs. tiller steering, full keel rudder sailboat, skeg-hung rudders, spade rudder, variations on designs, emergency outboard rudder options, looking to sail into the sunset grab the wheel, steer your sail boat rudder, and get out there, sail boat rudder faqs.

What Is a Boat Rudder?

The rudder is the underwater part of the boat that helps it turn and change direction. It’s mounted on the rear of the boat. When the wheel or tiller in the cockpit is turned, the rudder moves to one side or another. That, in turn, moves the boat’s bow left or right.

When it comes to sailing, rudders also offer a counterbalance to the underwater resistance caused by the keel. This enables the boat to sail in a straight line instead of just spinning around the keel.

Sailboat hull designs vary widely when you view them out of the water. But while the actual shape and sizes change, they all have two underwater features that enable them to sail–a rudder and a keel.

The rudder is mounted at the back of the boat and controls the boat’s heading or direction as indicated by the compass .

The keel is mounted around the center of the boat. Its job is to provide a counterbalance to the sails. In other words, as the wind presses on the sails, the weight of the ballast in the keel and the water pressure on the sides of the keel keeps the boat upright and stable.

When sailing, the keel makes a dynamic force as water moves over it. This force counters the leeway made by air pressure on the sails and enables the boat to sail windward instead of only blowing downwind like a leaf on the surface.

The rudder is a fundamental feature of all boats. Early sailing vessels used a simple steering oar to get the job done. Over the years, this morphed into the rudder we know today.

However, thinking about a rudder in terms of a steering oar is still useful in understanding its operation. All it is is an underwater panel that the helmsperson can control. You can maintain a course by trailing the oar behind the boat while sailing. You can also change the boat’s heading by moving it to one side or the other.

The rudders on modern sailboats are a little slicker than simple oars, of course. They are permanently mounted and designed for maximum effectiveness and efficiency.

But their operating principle is much the same. Rudders work by controlling the way water that flows over them. When they move to one side, the water’s flow rate increases on the side opposite the turn. This faster water makes less pressure and results in a lifting force. That pulls the stern in the direction opposite the turn, moving the bow into the turn.

Nearly all boats have a rudder that works exactly the same. From 1,000-foot-long oil tankers to tiny 8-foot sailing dinghies, a rudder is a rudder. The only boats that don’t need one are powered by oars or have an engine whose thrust serves the same purpose, as is the case with an outboard motor.

Operating the Rudder on a Sailboat

Rudders are operated in one of two ways–with a wheel or a tiller. The position where the rudder is operated is called the helm of a boat .

Ever wonder, “ What is the steering wheel called on a boat ?” Boat wheels come in all shapes and sizes, but they work a lot like the wheel in an automobile. Turn it one way, and the boat turns that way by turning the rudder.

A mechanically simpler method is the tiller. You’ll find tiller steering on small sailboats and dinghies. Some small outboard powerboats also have tiller steering. Instead of a wheel, the tiller is a long pole extending forward from the rudder shaft’s top. The helmsperson moves the tiller to the port or starboard, and the bow moves in the opposite direction. It sounds much more complicated on paper than it is in reality.

Even large sailboats will often be equipped with an emergency tiller. It can be attached quickly to the rudder shaft if any of the fancy linkages that make the wheel work should fail.

Various Sail Boat Rudder Designs

Now, let’s look at the various types of rudders you might see if you took a virtual walk around a boatyard. Since rudders are mostly underwater on the boat’s hull, it’s impossible to compare designs when boats are in the water.

Keep in mind that these rudders work the same way and achieve the same results. Designs may have their pluses and minuses, but from the point of view of the helmsperson, the differences are negligible. The overall controllability and stability of the boat are designed from many factors, and the type of rudder it has is only one of those.

You’ll notice that rudder design is closely tied to keel design. These two underwater features work together to give the boat the sailing characteristics the designer intended.

The classic, robust offshore sailboat is designed with a full keel that runs from stem to stern. With this sort of underwater profile, it only makes sense that the rudder would be attached to the trailing edge of that enormous keel. On inboard-powered sailboats, the propeller is usually mounted inside an opening called the aperture between the keel and rudder.

The advantages of this design are simplicity and robustness. The keel is integrated into the hull and protects the rudder’s entire length. Beyond reversing into an obstacle, anything the boat might strike would hit the keel first and would be highly unlikely to damage the rudder. Not only does the keel protect it, but it also provides a very strong connection point for it to be attached to.

Full keel boats are known for being slow, although there are modern derivatives of these designs that have no slow pokes. Their rudders are often large and effective. They may not be the most efficient design, but they are safe and full keels ride more comfortably offshore than fin-keeled boats.

Plenty of stout offshore designs sport full keel rudders. The Westsail 38s, Lord Nelsons, Cape Georges, Bristol/Falmouth Cutters, or Tayana 37s feature a full keel design.

A modified full keel, like one with a cutaway forefoot, also has a full keel-style rudder. These are more common on newer designs, like the Albergs, Bristols, Cape Dorys, Cabo Ricos, Island Packets, or the older Hallberg-Rassys.

A design progression was made from full keel boats to long-fin keelboats, and the rudder design changed with it. Designers used a skeg as the rudder became more isolated from the keel. The skeg is a fixed structure from which you can mount the rudder. This enables the rudder to look and function like a full keel rudder but is separated from the keel for better performance.

The skeg-hung rudder has a few of the same benefits as a full keel rudder. It is protected well and designed robustly. But, the cutaways in the keel provide a reduced wetted surface area and less drag underwater, resulting in improved sailing performance overall.

Larger boats featuring skeg-mounted rudders include the Valiant 40, Pacific Seacraft 34, 37, and 40, newer Hallberg-Rassys, Amels, or the Passport 40.

It’s worth noting that not all skegs protect the entire rudder. A partial skeg extends approximately half the rudder’s length, allowing designers to make a balanced rudder.

With higher-performance designs, keels have become smaller and thinner. Fin keel boats use more hydrodynamic forces instead of underwater area to counter the sail’s pressure. With the increased performance, skegs have gone the way of the dinosaurs. Nowadays, rudders are sleek, high aspect ratio spade designs that make very little drag. They can be combined with a number of different keel types, including fin, wing keels , swing keels, or bulb keels.

The common argument made against spade rudders is that they are connected to the boat by only the rudder shaft. As a result, an underwater collision can easily bend the shaft or render the rudder unusable. In addition, these rudders put a high load on the steering components, like the bearings, which are also more prone to failure than skeg or full keel designs. For these reasons, long-distance cruisers have traditionally chosen more robust designs for the best bluewater cruising sailboats .

But, on the other hand, spade rudders are very efficient. They turn the boat quickly and easily while contributing little to drag underwater.

Spade rudders are common now on any boat known for performance. All racing boats have a spade rudder, like most production boats used for club racing. Pick any modern fin keel boat from Beneteau, Jeanneau, Catalina, or Hunter, and you will find a spade rudder. Spade rudders are common on all modern cruising catamarans, from the Geminis to the Lagoons, Leopards, and Fountaine Pajots favored by cruisers and charter companies.

Here are two alternative designs you might see out on the water.

Transom-Hung or Outboard Rudders

An outboard rudder is hung off the boat’s transom and visible while the boat is in the water. Most often, this design is controlled by a tiller. They are common on small sailing dingies, where the rudder and tiller are removable for storage and transport. The rudder is mounted with a set of hardware called the pintle and gudgeon.

Most outboard rudders are found on small daysailers and dinghies. There are a few classic big-boat designs that feature a transom-hung rudder, however. For example, the Westsail 38, Alajuela, Bristol/Falmouth Cutters, Cape George 36, and some smaller Pacific Seacrafts (Dana, Flicka) have outboard rudders.

Twin Sailing Rudder Designs

A modern twist that is becoming more common on spade rudder boats is the twin sailboat rudder. Twin rudders feature two separate spade rudders mounted in a vee-shaped arrangement. So instead of having one rudder pointed down, each rudder is mounted at an angle.

Like many things that trickle down to cruising boats, the twin rudder came from high-performance racing boats. By mounting the rudders at an angle, they are more directly aligned in the water’s flow when the boat is healed over for sailing. Plus, two rudders provide some redundancy should one have a problem. The twin rudder design is favored by designers looking to make wide transom boats.

There are other, less obvious benefits of twin rudders as well. These designs are easier to control when maneuvering in reverse. They are also used on boats that can be “dried out” or left standing on their keel at low tide. These boats typically combine the twin rudders with a swing keel, like Southerly or Sirius Yachts do. Finally, twin rudders provide much better control on fast-sailing hulls when surfing downwind.

Unbalanced vs. Balanced Rudders

Rudders can be designed to be unbalanced or balanced. The difference is all in how they feel at the helm. The rudder on a bigger boat can experience a tremendous amount of force. That makes turning the wheel or tiller a big job and puts a lot of strain on the helmsperson and all of the steering components.

A balanced rudder is designed to minimize these effects and make turning easier. To accomplish this, the rudder post is mounted slightly aft of the rudder’s forward edge. As a result, when it turns, a portion of the leading edge of the rudder protrudes on the opposite side of the centerline. Water pressure on that side then helps move the rudder.

Balanced rudders are most common in spade or semi-skeg rudders.

Sail Rudder Failures

Obviously, the rudder is a pretty important part of a sailboat. Without it, the boat cannot counter the forces put into the sails and cannot steer in a straight line. It also cannot control its direction, even under power.

A rudder failure of any kind is a serious emergency at sea. Should the rudder be lost–post and all–there’s a real possibility of sinking. But assuming the leak can be stopped, coming up with a makeshift rudder is the only way you’ll be able to continue to a safe port.

Rudder preventative maintenance is some of the most important maintenance an owner can do. This includes basic things that can be done regularly, like checking for frayed wires or loose bolts in the steering linkage system. It also requires occasionally hauling the boat out of the water to inspect the rudder bearings and fiberglass structure.

Many serious offshore cruisers install systems that can work as an emergency rudder in extreme circumstances. For example, the Hydrovane wind vane system can be used as an emergency rudder. Many other wind vane systems have similar abilities. This is one reason why these systems are so popular with long-distance cruisers.

There are also many ways to jury rig a rudder. Sea stories abound with makeshift rudders from cabinet doors or chopped-up sails. Sail Magazine featured a few great ideas for rigging emergency rudders .

Understanding your sail rudder and its limitations is important in planning for serious cruising. Every experienced sailor will tell you the trick to having a good passage is anticipating problems you might have before you have them. That way, you can be prepared, take preventative measures, and hopefully never deal with those issues on the water.

What is the rudder on a sailboat?

The rudder is an underwater component that both helps the sailboat steer in a straight line when sailing and turn left or right when needed.

What is the difference between a rudder and a keel?

The rudder and the keel are parts of a sailboat mounted underwater on the hull. The rudder is used to turn the boat left or right, while the keel is fixed in place and counters the effects of the wind on the sails.

What is a rudder used for on a boat?

The rudder is the part of the boat that turns it left or right

Matt has been boating around Florida for over 25 years in everything from small powerboats to large cruising catamarans. He currently lives aboard a 38-foot Cabo Rico sailboat with his wife Lucy and adventure dog Chelsea. Together, they cruise between winters in The Bahamas and summers in the Chesapeake Bay.

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Interesting Sailboats

Tuesday, november 11, 2014, what rudder is best for cruising: skeg rudders single spade rudder twin spade rudder.

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Catalac 8M upgrade Rudders and install Skegs

Post author By Rick
Post date June 30, 2010
1 Comment on Catalac 8M upgrade Rudders and install Skegs

by Didier Grieten contact Didier Grieten

When I bought my 8M, it was equipped with the older style lifting steel blade rudders.The rudder blades however were in very bad condition, with considerable corrosion and rust. Also, the wood support structure had to be replaced as it was rotting away and looking at the rudder blades showed they required some TLC as well.

In some areas thickness was reduced to 50% and rust still working to get it even thinner… This meant some serious work on the rudders was required… Here’s what it was supposed to look like:

I had three options, the first being replace the wood, remove the heavily corroded areas and weld in new material or just entirely replace the steel blades with new ones, get them galvanized and throw on a few coatings of paint… The second one was to replace the whole rudder setup with the newer style Catalac skeg / rudder setup.

Tom Lack had received complaints about windward performance of the lifting steel rudders and in 1980 he redesigned the rudders and gave the Catalac 8M and 9M new underwater profiles. This was a newly designed skeg hung rudder system. I heard this modification was a success and greatly improved the windward performance of the boats. Since this upgrade was on all Lack family designs going forward, I figure this will improve my 8M’s handling and tracking. Here’s an example of the redesigned skeg hung rudders:

Third option, design something new. But as this is not a racing boat I figured I’d stay with a known working setup so I did not even consider going that way as it might involve a lot of trial and error…

After some inquiring on various forums and this web site, I found out (obvious?) pros and cons of both Catalac setups

Original Lifting steel blade Rudders
Pro	keep rudders out of water when not sailing
	no rudder fouling
	no rudder constraints when ‘beaching’ common in some UK areas

Cons:	crabbing
	Directional stability provides for snake tracks (more work on helmsman / autopilot)
	Tendency to stall ie create turbulence when turned quickly
	Heavier – a single rudder with its wood support block weighs about 20 kg
	Poor windward ability


New Style Skeg Hung Rudders
Pro	better tracking stability
	improved windward sailing (no figures provided)
	lighter – rudders and skegs I built weighted 20 kg for both port and stbd

Con:	not always clear of grounding when ‘beaching’

I don’t intend keeping the boat on a mooring where she will ground twice a day, which was the original intent of the lifting steel rudders, so after some consideration, I decided I would redesign the worn out rudders to the newer skeg hung rudder Catalac design.

I’m sorry to say that I’m unable to provide improvement figures on this redesign, as I never sailed the boat with the original rudder configuration. It may be a bit late in the game, but if anyone has done this conversion and can provide data on the Catalac before and after conversion, I would be more than happy to incorporate his findings/data into this article!

Phase One: decide on rudder/skeg dimensions… Initially I was thinking of building big skegs. After all, the whole purpose of adding skegs is to improve boat handling…

However, a second thought slowed me down. Skegs are a good thing, but keep them a reasonable size. I didn’t want to end up with a boat which wouldn’t tack anymore due to too much stability! Over sizing the skegs might mean backing the headsail to tack, maybe even having several attempts before a successful tack or even worse, I’d have to start the engine just to tack…

As I had no intention of going through trial and error sessions I decided to stay close to the original dimensions.

No one seems to have any dimensions or data readily available but the webmaster of this site (Rick) provided me pictures of his boat on the hard. From the pictures it wasn’t difficult to determine the dimensions of his rudders and skegs…

The total rudder/skeg surface being a bit smaller than the surface of the original steel blades, I made my rudders just a bit larger than Rick’s rudders, not exaggerating as I did not feel I needed to match up the surface area with the surface of the steel blades. (so maybe even bigger rudders would be OK)

The drawing below this sentence shows the dimensions I used, and could be used as a template or draft for others…

The above drawing shows dimensions for skegs, rudders and Rudder ‘top’, this last one is added onto the top of the rudders and I did this to make my life easy. In this way, the top of the rudders are the same thickness as the original wooden blocks and I did not need to adapt the rudder hinges and other connecting pieces 😉

I then purchased a few marine grade plywood panels: 18mm plywood for skeg & rudder main part and 10mm plywood for rudder top. I then cut out all required parts, 4 of each :

Skegs : 4 sets Rudders : 4 sets Rudder top : 4 sets

building new rudders and skegs Catalac 8M

Next step is working with a wood router. Shaping the leading edge of two rudder panels. Rudder & skeg leading edge radius 1.8 so circular as width = 3.6 (2*1.8 panel glued) Skeg trailing edge radius 2.1 to approx keep distance between skeg & rudder equal, I estimated the distance between both would be about 5 to 6 mm (big guess number, but I think it is about right.

The skeg leading edge was treated the same with a router as the rudder leading edges …

The panels were then glued together with epoxy glue. I used woodscrews to hold the panels together… Screws were countersunk and covered with epoxy, then sanded smooth:

The rudders trailing edge was treated a bit differently :

The rudder top parts then were copied from the original rudder head blocks to match the boat rudder mounting detail. There was some routing involved and all fixings to the rudder changed over from woodscrews to nuts and bolts. I epoxy glued bushings in every rudder attachment point. I figured in theory, no wood will ever be in contact with water as all is covered in epoxy…

The rudder trailing edge, no router, no saw, we have abused our planing tool to do this one…

At some point after most profiling was done, the involved areas were smoothened out with a wood file…

Next step was to attach the skegs to the hulls. I saw two options… Bolt the skegs through or glass them on. The Catalac skegs were glassed to the hulls, they were not part of the original hull mold.

My initial idea was to bolt the skegs through the hull into the rear wet locker.

In investigating this option I discovered the wet lockers had a double bottom. If I persisted in bolting the skegs onto the boat, this would actually mean removing the bottom of the wet locker just to be able to access the bolts and then creating and re-installing a new locker bottom or at a minimum install a big inspection hatch.

In considering both options again, I reasoned that if the boat stuck an underwater object, resulting in ripping the skeg off and causing a gap in the hull, that the damage would obviously be under that locker behind the main rear bulkhead. I could see no large difference between having the bolts ripped out with the reinforcement or a glassed skeg ripping out a hole when hitting something at speed. The result would be the same, and the boat would be in no danger of sinking.

This pretty much dissuaded me from going through the difficulties of bolting and remanufacturing the locker bottom. I glassed the skegs to the hulls under the rear lockers. I made sure to have a very strong hull attachment expecting the skeg to break before anything being ripped off the boat structure…

So to glue/glass the skegs to the hulls, the procedure I used was the following :

– Installed the rudders

– Put a thick cloth around the rudders to provide for space as both rudders and skegs will need some spacing and they both will still receive an epoxy underwater coating.

– Aligned the rudders straight, presented the skegs to the hulls and, taking into account the skegs are a few cm longer than the rudders. I then corrected the top of the skeg to the hull curvature (I had to check this on the boat as both hulls did not seem equal so I could not easily have measured this). Then we glued the skegs to the boat with epoxy glue, using the portable workmate bench in the photo.

After completing the installation, as the weather permitted, I overlapped 6 layers of fiber/epoxy. Every layer of fibermat about two to three cm over the previous one. This has taken some time, as I had to wait for good weather conditions and unfortunately I have not taken progress photos, but I suppose you understand what I did… If anyone is in doubt please contact me and I will try to explain in detail…

After this all that was left was the underwater epoxy coating….

Here is a photo of the nearly completed skeg/rudder installation. (in this picture the stainless steel skeg shoe is not installed yet, there is a plug in the bushing in order to keep it clean from excessive epoxy. The shoe has been bolted to the skeg through this bushing)

I still need to clean and repaint the metal parts (hinges and bar connecting to the steering quadrant), but other than that, I’m done!

Tags Catamaran Interviews

Owner of a Catalac 8M and Catamaransite webmaster.

1 reply on “Catalac 8M upgrade Rudders and install Skegs”

Hi Rick. I am the proud new owner of Duetta 1996, 900 Sail number 911. It needs a little work (sail drives service and engines recomissioned) and the rudders. The trailing edge on one has a small amount of rot. I’m planning to plane the bad one back to good wood and match the good one then sand and epoxy them. The metal work is pretty good but there to a fair bit of slack in the hinge bolts (there’s probably a better name for them) I have access to a lathe and am intending to ream the holes back to round, bush and replace the bolts with double nuts or cotter pin. Do you have any comments or has anyone else come up with another suggestion. I’m on a tight budget otherwise I would probably get them remade is stainless so any suggestions for painting the metal prior to refitting would also be great received. Thanks in advanve.

H30 replacing skeg with spade rudder

Thread starter keelboatguy
Start date Jan 13, 2014
Hunter Owner Forums
Ask A Hunter Owner

keelboatguy

Hello, I have taken my '81 H30 skeg apart due to delamination. I have previously read about a gentleman that used a H37 spade rudder design and permanently replaced his skeg. Can someone point me in the right direction, any information is truly appreciated.. Thank you

DianaOfBurlington

I can imagine one reason why you would want to do this; but in terms of general seaworthiness the rudder is better with a skeg on it. I am considering replacing my H25's modified-spade rudder with a skeg for strength and safety reasons. * * *

Nereussailor

Why?

The reversing characteristics of the 74-83 hunter is very poor, major prop walk. I sail mostly solo (read non sailors) and want more maneuverability for the tighter marinas/harbours. As mentioned I have my skeg apart, and find this my opportunity to 'check out' my options. There was a previous poster, Steve Fredrick, that removed his skeg and replaced his rudder with a H37 design. He reported that his prop walk was basically eliminated. I am a lake/bay sailor so snags like lobster pots and the like are not an issue. The H30 is the only hunter designed with a skeg. My research has shown that the Hunter 'typical' rudder has the same bearings structure whether a skeg or spade.

JK_Boston_Catalina310

I like the idea but can't offer any help. I did want to address the previous post about spades not being seaworthy. Look at modern designs, most now have spade rudders. This includes "blue water" boats. Do some research on rudder failures and show us any links where spades have failed and the cause isn't poor maintenance (I.e. Delamination, failed bearings that are original, etc.) as opposed to being caused by hitting something. Most people with a failed rudder will report one load bang, not a series of bangs like you would expect if something floating hit the hull multiple times on the way to the rudder indicating that many rudder failures are likely falsely reported as caused by hitting an object. Next look at the efficiency of rudders based on hydrodynamic principles. Spades are more efficient and take less stress while being used. This is why they are made from thinner wallled tubes instead of solid rod. It's not that they are weaker, they don't have the same stress load so they don't need to be over built. Finally, do some googling on spade rudders and boat designers. You will find several that admit to only using skegs and partial skegs due to public perception. In other words, the people who buy the boats influence that design not the realities of safety, strength or efficiency. Good luck with the project and fair winds, Jesse

Pro: skeg For slow-speed maneuvering, especially in reverse, the spade rudder has much to commend it. It reacts fast and 'with authority', as my dad would say. For sailing (when the actual underbody of the boat is doing the leading and propelling), the two-plane 'bent' aspect of a rudder hung on a skeg behaves more tamely, creating its own Bernoulli effect and encouraging a curved path (like having steerable back wheels on a car, or like all-wheel pivoting on a railroad car). By the same token a single-plane skeg-hung rudder can be very skittery if allowed to get a little too far out of bounds (wear an athletic supporter if you have a tiller!). And Rousmaniere, Stephens, Chichester and others have commented on the almost unbearable awkwardness of a spade rudder in strong following seas or generally rugged weather. Also (and speaking as one who just recently repaired one, post-Sandy), the skeg-hung rudder is much stronger and provides some sacrificial or defensive material (the skeg) in the event of surfing through an inlet and whacking the rudder on God-knows-what under there. I actually substantially stiffened my spade rudder's rudder post sleeve inside the lazarette and added a short bulkhead damming off that space from the rest of the bilge, in the (however unlikely but entirely possible) event of the rudder shaft's ripping aft into the hull skin. As it is now, I have at least a fighting chance if I hit the rudder fin on something. It's an old-boat fix I would recommend to anyone cruising where you can't walk ashore or get help in 20 minutes. In response to Jesse's post, spade rudders are under phenomenal stress-- the whole blade, cantilevered out there, takes 100% of it with no help. The fact that 'most boats have them these days' is because they are cheaper to build (and repair), not 'better' technically or structurally. That's also the reason the rudders (like the whole boats) are lighter in construction as well. When our 1970s Hunters were designed and built, there was at least a mindset that boats were to be used for sailing in deep water in yet-unknown conditions. The Hunters of the 1990s and 2000s were designed and built with (what was assumed to be) a conviction that 'most' people don't sail like that any more, that most sailing is done by the day, between safe anchorages at night, and in predictably mild conditions and with plenty of electronic and mechanical assistance. I'm only suggesting a technical or theoretical position here. What happens in the 'real world' may be entirely coincidental to what is, technically, compromised logic. Maybe I'm just the Dilbert here (!) but I'd prefer to be a little pessimistic rather than optimistic when it comes to working on people's boats, giving them advice or sailing myself. I get the rep of being 'Doctor Doom' on here; but it's true what I have long said: 'Prudent pessimism is the mark of a responsible skipper.' * * *

KeelBoatGuy, While a spade rudder may be more nimble in close quarters than a skeg mounted rudder, no type of rudder is effective against prop walk until you have sufficient way-on. How much prop walk you have in reverse at slow speed is dependent on the type of prop you have, not the rudder design. If your aim in getting rid of the skeg is to reduce prop walk, I think you may be disappointed. As DianaOfBurlington said, the skeg mounted rudder is a stronger design, with unique handling attributes under sail. Mr. Cherubini designed these boats that way for a reason and changing the design could result in unintended consequences. I believe you should repair and reinstall your delaminated skeg. You're in Ontario, so you still have time before sailing season. Grind off the delaminated fiberglass, dry out the wood core indoors for 2 or 3 months (near a radiator or fan helps) and re-glass it. Then stick it back on with 5200 and stainless bolts as it was designed. It seems counterintuitive, but do not glass over the joint. See DianaOfBurlington's post about this dated 5/21/13. The P.O. of my '82 H30 made that mistake and I repeated it once. It leads to a annual problem of water seeping in behind the fiberglass at the rudder post where you can't cover the joint, then freezing and splitting the glass at the lower end of the joint during the winter.

The skeg on my H30 has a closed cell foam core, it has been removed with only the stainless frame remaining. The only requirement for the radiator would be for my warmth during the Canadian winter. If you compare the typical Hunter rudder system design to the H37 rudder design then to my H30 rudder system the only difference is the H30 has a skeg/rudder the other a spade rudder, same bearing/post/thru hull design. I'm unclear as to why one system would leak and the others not. In reality you can remove the rudder in water at the dock without leakage. I would choose a calm day. I do agree you require way-on to maneuver in reverse, and all my boats have had prop walk, however not as severe as the H30 (my smallest boat, creaping age syndrome). The debate goes on as to which prop style is best at reducing prop walk, Mr Cherubini designed it with it's current propeller. I do have lots of time to research and come to a decision, as the skeg skeleton is still on the boat. As forementioned, I appreciate any info in the skeg/spade debate. Thank you

Interesting. If we both have the original skeg on our boats, then Hunter changed the skeg construction from a closed cell foam core with stainless steel frame in '81 to a solid wood core in '82. I wonder why. Could you please post a photo of it for information purposes? It might help someone in the future. Keep us posted on whatever you decide to do. We'll be interested to see how it turns out.

Attachments

Someone correct me if I am wrong but I was thinking that on the H30 the shaft is offset a bit so to clear the skeg for removal. Could add to some of the prop walk issues on the H30.

There is no offset of the prop on the Cherubini H30. You would either have to remove the skeg to pull the prop shaft out or remove the engine and pull the prop shaft from inside. It's debatable which is more work.

Don't fix the core. After much procrastination I borrowed a moisture meter from a neighboring boat owner and checked my hull. I really had been dreading this, you know. But the hull was fine-- it was the rudder blade that banged the stops on the meter. Upon closer inspection I found all the seams between the two halves had been open -- they had blue bottom paint in them all the way through. (POs--! :naughty: ) I used the Dremel and v-ed these all out, applied epoxy filler, and then 'glassed the edges with tape, using epoxy. I never got anything from any of the weep-holes I made in the blade, both in the sides and along the bottom. I even applied the vacuum-cleaner hose to them: nothing. But it was pretty clear it'd had water in it and the foam core is probably shot. I concluded that the water had leaked in around the post in the top, which is properly sealed with 5200. I filled that gap with epoxy and 'glass (by way of 'glassing the seams) and then routed it out with the Dremel to accept a bead of 5200. Right now I owe it some tape across the bottom which will seal up the last of the seams, and then I'll put on barrier coat and call it done. At Cherubini we found that most of our foam-cored C44 rudder blades have gone rotten with the years. One of my conclusions was that people keep removing the cute teak fiddle on the top and taking it home in the winters to revarnish it (it should be painted as part of the boot stripe); and, when it got reinstalled with less than 5200 and/or mishmash, it was working back and forth and water was getting in through the mounting holes. That rudder is very stoutly made, the rudder pipe is phenomenally strong, and we concluded the foam core serves no purpose whatsover, so it's been omitted completely from newer and repaired boats. I don't know about the foam core in my rudder and I don't care. The original 'glass was pretty flimsy but it's now stiffened with new 'glass, extending 3-6" from the edges (it's a small blade). I am making no effort whatsoever to restore the foam inside it. I thought about cutting a hole in top and filling it with new foam; but after drilling a few holes I found it would not even accept a syringe's worth of epoxy. So in one of my weep-holes I will install a bronze drain plug. I recommend the drain plug for everyone's rudder. Take out the plug every haul-out; and if the boat will not be out of the water for more than a few weeks, apply a hair dryer or dehumidifier under it for a few hours and see if you get any sweat weeping out of it. Use epoxy on the threads when putting it back in. ( Never have faith in silicone for this.) If you have any difficulty threading it out again, touch it with the tip of a soldering-gun for about 15 seconds and then turn it out with a wrench. It was a tough pill to swallow to admit that all our C44 rudders get water in them (the C48s don't have the wooden thing on top and the boats are newer, so we haven't seen it with them). But it's futile to worry about it. Your best 'permanent fix' is to reinforce the 'glass skin itself and to provide the drain plug. Removing the plug and letting it dry each season will offer the SS pipe and welds inside a slightly-better chance at longevity. But, in short, I'd worry more about the metal bits inside than I would about the core-- and I certainly would not expend the time and energy to replace the core for its own sake. * * *

keelboatguy said: Just so you know...I cut my shaft out Click to expand

I had to replace my cutlass bearing as mentioned. I also removed and rebed

...sorry big fingers... I also rebed my prop shaft strut at that time which gave me plenty of lateral movement.

I'm not sure of the rules on name dropping here, but I just changed my prop on my 41 and have virtually eliminated walk in both forward and especially in reverse. This prop also improved motoring and motor sailing. It was a bit of money but no real work, just a prop change.

maxinterlude

Hello guys , I just lost my spade rudder near Caicos Islands . The boat will be haul out tomorrow .If someone could help me with the specs of the rudder of an Ontario 32 1978 , I would really appreciate .

To get my shaft out on my H30, I just ground a groove into the side of my skeg to slide the shaft out. That was before I seen my strut was cracked and needed to be replaced so the strut had to be removed anyway. The groove wasn't needed. The groove will be filled with epoxy and painted....no big deal.

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New Rudders

Replacement Sailboat Rudders and Centerboards

Four Types of Rudders On Sailboats

The four rudder types are: full rudder, spade rudder, skeg rudder, and outboard rudder. We will discuss the advantages and disadvantages of each.

Full Rudder

The full or full keel rudder is at the aft end of a full length keel. The keel-rudder runs along the entire length of the bottom of the boat’s hull. This full length rudder is safe and more resistant to damage. The leading edge of the keel protects the rudder from debris. The full rudder is a trademark of offshore cruisers like Cabo Ricos and Wetsails. Damage may be avoided even when grounding. The boat will rest safely on its side until the tide returns and lifts the boat off the shoal.

Spade Rudder

The spade rudder rests below the transom separate from the keel. A spade rudder turns easily because the water rushes both against its fore and aft edges – good when using a tiller. There’s less wet area so the spade rudder is fast. The spade, along with partial spade rudders are becoming popular in many sailboat designs.

Skeg Rudder

Compared to other styles, the skeg rudder is modern in safety and performance and popular on current production boats. The skeg rudder is similar to a spade keel and is fast. The skeg rudder’s fore edge is protected by a “faux keel” that extends from aft of the hull. Hylas yachts are known for their skeg rudders.

Outboard Rudder

Outboard rudders are used on smaller boats. They are attached to the transom of the boat, hanging off the stern. Racing prams employ outboard rudders. They are also easy to jerry rig as emergency rudders. Any long piece of metal and flat piece of wood, as in a cabin door, can work.

Each type of rudder has its advantages and disadvantages. Most importantly, inspect your rudder regularly and carry a spare.

Foss Foam products can create a replacement rudder for your sailboat. Contact us for more information.

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cookielicious yacht

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OYSTER MARINE LTD - available for sale:

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OYSTER MARINE LTD

Cookielicious - oyster marine ltd.

Specifications

All Specifications
Detailed Information

Basic Information

Builder: OYSTER MARINE LTD Category: Cruising Sailboat Sub Category: Center Cockpit Model Year: 2007 Year Built: 2007 Country: British Virgin Islands

LOA: 74' 9" (22.78m) LWL: 64' 9" (19.74m) Beam: 19' 2" (5.84m) Min Draft: 10' 2" (3.10m)

Speed, Capacities and Weight

Displacement: 48000 Pounds Water Capacity: 330 Gallons Fuel Capacity: 660 Gallons

Accommodations

Total Berths: 9 Total Heads: 3

Hull and Deck Information

Hull Material: GRP Deck Material: GRP Hull Designer: Rob Humphreys

Engine Information

Engines: 1 Manufacturer: Perkins Model: Sabre M225Ti Engine Type: Inboard Fuel Type: Diesel

Offered to co-brokers on a commission split of 50/50.

Broker's Comments

COOKIELICIOUS is hull 6 of the phenomenally successful Oyster 72 class. Well known, and very well specified, she offers comfortable cruising as well as excellent sailing performance. Her 3 double cabin plus 4 th bunk bed cabin layout makes her especially attractive. She is maintained to the highest standards, and is just used privately by her current owners. Since 2012 she has been used in the Caribbean in the winters, and predominantly the Med in the summer, and has been shipped by Sevenstar yacht transport, in both directions, rather than sailed across.

Oyster Marine say of the Oyster 72 – “The Oyster 72 was conceived from the outset to blend the live-aboard and seamanlike qualities of a typical Oyster within a design where high performance was of equal or greater priority. Modern composite engineering has produced a hull and deck that are both light and stiff, without compromising the strength, durability and ease of handling for which Oysters are well known.

The Oyster 72 has one of our sleekest deck and cockpit designs ever, with her rolled edge side decks, transom stairwell and a host of ‘superyacht’ style features.”

An eye catching yacht in her custom livery with a white hull and Vesuvius Orange painted and lacquered caprail, stripes and spars.

Construction

RCD Status: The yacht conforms with the essential safety requirements of Directive 94/25EC (Recreational Craft Directive) and is categorised A – “Ocean”

Hull, Deck & Superstructure Construction:

Hand lay-up GRP hull and deck; hull incorporates high-tech carbon/kevlar laminate.
Hull, tanks and deck laminates in vinylester resin.
Cored deck with teak laid deck, coachroof and cockpit. (teak deck refurbished 2014)
Self draining cockpit.
Eyebrow feature in deck saloon.
Estimated Stability Range: 121º (96º).
Air draft: 30.40m (99'8.5").
Sail Area/Displacement Ratio: 23.33.
Pounds per Inch Immersion: 3889.

Note: Owner’s manual with set of schematic drawing commissioned by Fox’s Marina, Ipswich, Suffolk, U, is stored onboard.

Keel & Rudder:

HPB (High Performance Bulb) external lead keel.
Protected and semi-balanced skeg-hung rudder.

E n gine & Gearboxes:

· 1 x Perkins Sabre M225Ti 225hp 168kW auxiliary diesel engine. (6150 hours).

· 2 x Racor water separator (500FG) with remote light.

Maintenance & Performance:

· Professionally Serviced on a continual basis.

Propulsion & Steering :

· Varifold 4 blade propeller.

· Aquadrive engine coupling system and mounts.

· Sleipner 285 20hp electric tunnel bowthruster.

· Whitlock Mamba torque rod linkage and gearbox.

· Twin custom GRP steering pedestals with SIRS compasses.

· 2 x Whitlock Mini-Maxi wheels.

Other Machinery:

· Lewmar Commander 400 5-function hydraulic power pack.

Electrical Systems

24v DC Electrics:

Battery Banks:

· 24v DC Electrics - deep cycle 6v battery cells (820 Amp hours).

· 24v DC for engine's electrical starting system (88 Amp hours).

· 12v DC for generator's electrical starting system (88 Amp hours).

· 12v Mastervolt gel cells for navigation electronics (110 Amp hours).

Alternators:

· Additional 150 Amp, 24v heavy duty alternator with Alpha pro regulator.

· Engine start battery alternator (40 Amp).

· Battery Banks replaced (2012).

220v AC Electrics:

Shore Power:

· 220v ring main with 2 x dockside power cables.

Battery Charger and inverters:

· 2 x Mastervolt MASS 24v/100 Amp, with remote controller.

· Onan 22.5kW 220v AC generator (New 2014, 382 hrs).

Other Electrical:

· 1 x Hydrometer (battery tester).

Plumbing Systems

Fresh Water & Water Heating System:

· 2 x 220v heat exchanger, dual water heating.

· Pressurised hot and cold water.

· Quooker instant boiling water system.

· Filtered drinking water tap

Watermaker:

· Seafresh water maker

· Full service incl. new membranes 2015 – currently 58 hrs.

Bilge Pumps:

· Manual bilge pump.

· Electric bilge pump with 3-way control.

· Total capacity of 2500 litres (550 gallons).

· Tank tender fuel gauge.

Fresh water:

· Total capacity of 1250 litres (275 gallons).

· Tank tender water gauge.

Grey/Blackwater holding tanks:

· 3 x Polypropylene holding tanks with Raritan contents gauge.

Navigation Equipment

Nav Station:

Raymarine Autopilot with Whitlock drive (Serviced 2014).
Raymarine St60 + Graphic.
Raymarine Smartcontroller Autopilot remote.
Raymarine 240 DSCVHF.
Furuno GPS.
Furuno Navtex.
Digital yacht with Sony flat screen keyboard and mouse.
Iridium phone.
Fleet33 phone.
Icom IC- M801e DSC SSB.
Oregon Scientific Barometer.

Starboard Helm Position:

Raymarine ST 60+ Wind.
Raymarine St60+ Wind CH.
Raymarine ST60+ Graphic x 2.
Raymarine C120 integral radar/chart plotter/GPS - LCD type, with 4 kW radome interfaced with autopilot.
Raymarine MOB switch.

Port Helm Position:

Raymarine ST 60+ wind.
Raymarine ST60+ Wind CH.
Raymarine ST6002 Smart pilot controller.
Kobelt engine controls.
Side power bowthruster controls.
Raymarine 240e DSC VHF.

Companionway:

Raymarine ST60+ speed.
Raymarine ST60+ Graphic.
Raymarine ST60+ Depth.

Domestic Equipment

· Neff electric non-gimballed oven and ceramic hob.

· Hotpoint extractor fan (New 2014).

· Frigoboat 24v DC Keel Cooled refrigeration in front-opening box and top-loading freezer (new seals 2015).

· Panasonic Microwave.

· Fisher & Paykel Single Dish Drawer (New 2015).

· U-Line Ice maker – Filtered water flow (New Seals 2014).

· Electrolux washer dryer (New 2015).

· Oyster custom Wedgewood bone china dinner service (for 12).

· Oyster custom Sheffield stainless steel cutlery set (for 12).

· Set of high quality tumblers and wine goblets (for 12).

Heads/Showers:

· 4 x Hot and cold showers with electric discharge.

· FW Quiet Flush WCs.

Heating & Ventilation:

· 3 x Electric engine room fans.

· Eberspacher heating throughout.

· Crusair reverse cycle air conditioning.

· Hella fans

Entertainment:

· Stereo CD/FM radio; 4 x saloon and 4 x cockpit speakers.

· Flat screen televisions in saloon (interfaced to yacht computer) and all cabins.

· YachtSpot Wifi receiver – wifi throughout cabins.

· 2012 MacMini Boat Computer.

· 24v LED deck head and reading lights throughout.

· Low level courtesy lights.

Accommodation

Summary of Accommodation:

· 3 x Folding chairs for main saloon.

· Maple joinery with burrs on many of the surfaces.

· Oyster custom locker door fittings.

· Beech avonite counter tops, galley and heads. Professionally polished 2014.

· Teak tongue and groove cabin sole.

· Lee screens on sea berths.

· Quality upholstery on all berths.

· Leather saloon seating (re-tensioned 2014).

· Alcantara master cabin and cabin berth surrounds - stitched panels.

· Curtain system to all cabins, including Oyster Deck Saloon.

· Hydraulic deck saloon table that lifts, drops and extends.

· Head linings in off-white vinyl.

· PC area positioned in Nav station aft of saloon.

· Oceanair sky screens to all deck hatches (Saloon blinds new 2014)

Description of layout from forwards:

· 9 berths in 4 cabins with 3 doubles and an upper and lower berth cabin for crew; pipecot above starboard seating in forward double guest cabin.

· Double guest cabin forward with ensuite heads.

· Fully equipped galley, full width with central work area, in black corian, open to the main saloon.

· Deck saloon accommodates 12 comfortably for dinner.

· Navigation station to starboard in the deck saloon.

· Aft of the deck saloon is the main sleeping accommodation.

· Double guest cabin to port.

· Crew cabin to starboard.

· Separate heads with shower.

· At the stern is the master cabin with a large double berth, sitting area, ample storage and an ensuite heads with shower.

Deck Equipment

Fully hydraulic inmast cutter rig.
Custom spars.
Keel-stepped masthead cutter with in-mast furling with Range Rover Vesuvius Orange paint finish and hydraulic mast jack.
Hydraulic headsail and staysail furling systems for cutter rig (Reckmann Major Service 2014).
Sail numbers (GBR 7206L).
Hydraulic vang.
2 x Hydraulic backstay tensioners.
Navtec remote panel.
Hydraulic mainsail outhaul tensioner.
Discontinuous rod rigging.
Lewmar racing blocks.
New running rigging 2014.
Lewmar 24v electric genoa sheet winches (88-3 EST).
Lewmar 24v electric secondary sheet winches (66 CST).
Lewmar 24v electric mainsheet winch (64 CEST)
Lewmar 24v electric main halyard winch (64 CEST).
North Spectra Mainsail 2010.
North Spectra1 Yankee 2010.
North Spectra 1 Staysail 2010.
Cruising chute (North) 2007.
Sail area 150% foretriangle – 300sq m (3,228 sq ft).
Original North main and staysail
Stainless steel pushpit and pulpit.
Stern and mid ship boarding gates.
Reverse stern bathing platform with inset steps.
Large lazarette in stern deck.
Vertical sliding acrylic washboard for main companionway hatch.
Stainless steel transom ladder.
Varnish teak cockpit table with insulated GRP fridge box.
Gateway midships stanchions with hinged ladders.
Lewmar hatches and deck gear.
12 x Gebo opening hull ports.
Oyster deck saloon toughened glass windows; 2 x forward windows open with gas strut supports.
Cockpit and helm seat rope lockers.
Stainless steel dorade vent cowls.
Cockpit fridge.
Heyco marine toolkit (large).
Ensign staff.
Custom hydraulic stainless steel davits 400kg (wire drops replaced with spectra 2014)

Anchoring & Mooring Equipment:

· Custom stainless steel stern fairleads.

· 8 x Folding stainless steel mooring cleats and fairleads.

· Lewmar hydraulic anchor windlass 3500 gypsy/drum model.

· 48kg CQR anchor and 100m chain.

· 6 x Fenders and 6 x dock lines.

Covers, Canvas & Cushions :

· 1 x Sprayhood New 2012

· 1 x Bimini New 2012

Tender, Outboard & Toys:

· Ribline 3.7m RIB with Yamaha 40hp outboard in the COOKIELICIOUS colours.

· Wakeboard.

· Waterskis.

· 2 x windsurfers.

· 2x Towing ring.

· 1x 3 person donut.

· Snorkeling gear.

· Fishing equipment.

· Kneeboard.

· 3 man dinghy.

Safety Equipment:

· Stainless steel grab rails atop coach roof and deck saloon.

· Pair backrests/grab rails at helm seats.

· 1 x Jonbouy danbouy.

· 1 x Jonbouy MOB recovery system.

· 2 x 8 man liferafts.

· 2 x Horseshoes with lights.

· Fire blanket.

· EPIRB

Fire-fighting equipment:

· 5 x Fire extinguishers.

· Automatic engine room fire extinguishers with remote light.

Additional equipment:

· The yacht also has a comprehensive store of spares for the onboard systems not inventoried but available for inspection.

· Various diving equipment and compressor.

· Sun covers and awnings.

Yacht name «COOKIELICIOUS» – OYSTER MARINE LTD is for sale and located in Bitter End, Virgin Gorda, Caribbean, British Virgin Islands.

Cruising Sailboat Center Cockpit «COOKIELICIOUS» built by manufacturer OYSTER MARINE LTD in 2007 — available for sale. Yacht location: British Virgin Islands. If you are looking to buy a yacht «COOKIELICIOUS» or need additional information on the purchase price of this OYSTER MARINE LTD, please call: +1-954-274-4435 (USA)

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COOKIELICIOUS

Sailing vessel, mmsi 211315600.

VesselFinder
Miscellaneous

The current position of COOKIELICIOUS is at Aegean Sea reported 2 hours ago by AIS. The vessel is sailing at a speed of 4.7 knots. The vessel COOKIELICIOUS (MMSI 211315600) is a Sailing vessel and currently sailing under the flag of Germany .

Position & Voyage Data

Predicted ETA	-
Distance / Time	-
Course / Speed
Current draught	-
Navigation Status	Under way
Position received
MMSI	211315600
Callsign	DNNW
Flag	Germany
Length / Beam	22 / 6 m

Map position & Weather

Recent port calls.

COOKIELICIOUS current position and history of port calls are received by AIS. Technical specifications, tonnages and management details are derived from VesselFinder database. The data is for informational purposes only and VesselFinder is not responsible for the accuracy and reliability of COOKIELICIOUS data.

WHAT WE SAY

The Oyster 72 was conceived from the outset to blend the live-aboard and seamanlike qualities of a typical Oyster within a design where high performance was of equal or greater priority. Modern composite engineering has produced a hull and deck that are both light and stiff, without compromising the strength, durability and ease of handling for which Oysters are well known. The Oyster 72 has one of our sleekest deck and cockpit designs ever, with her rolled edge side decks, transom stairwell and a host of ‘superyacht’ style features. Most owners in this size range will appreciate the advantages of separating the crew and galley from the owner’s and guest accommodation, a proven configuration that works really well, with few compromises. The Oyster 72 saloon is spacious and complements the large cockpit. The standard layout makes best use of space, but we will be pleased to configure a custom layout to best match an owner’s individual needs and priorities.

IN PICTURES

Oyster 72 image gallery

FIND OUT MORE

More information

YEAR	2005 onwards (14 built)
LOA	22.53m / 73'11"
LWL	19.43m / 63'9"
BEAM	5.85m / 19'2"
DRAFT	2.80m / 9'2"
DISPLACEMENT	48,000kg / 105,820lb

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Yachts for Sale Location: Moscow

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Ferretti Yachts and Riva to attend Moscow Boat Show 2013

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Written by Zuzana Bednarova

To be represented by Premium Yachts, Ferretti Yachts and Riva , two prestigious brands of the Ferretti Group, will be present at the Moscow International Boat Show 2013, displaying motor yacht Ferretti 530 as well as Riva Iseo yacht tender.

Luxury motor yacht Ferretti 530

Luxury yacht Ferretti 530 was very keen to undertake in collaboration once again with AYT – Advanced Yacht Technology, Ferretti Group Engineering Division and Studio Zuccon International Project . The compact dimensions, 16 meters long and almost 5 meters wide, allow the 530 yacht to deliver grand Italian luxury and cruising immersed in such comfort until now unheard of in a yacht of this size.

Ferretti 530 yacht boasts three revolutionary innovations: the full beam master cabin with chaise longue and two large open view windows that make it a real suite at sea level bathed in light, tones and the natural essences of teak. Moving the galley from the center to the aft section creates a unique open space that includes the saloon, galley, cocktail bar and the dining area, the cockpit area continues thanks to the tilting window. The roll bar free sky lounge and the spoiler allow the 530 a sporty appearance combined with elegantly formal lines.

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Riva , the iconic Ferretti Group brand, presented a new model at the historical Lake d’Iseo shipyards in July 2011. Featuring elegance and ease of transportation as its distinctive characteristics, Iseo superyacht tender , a 27 foot runabout, is destined to become a must-have for those who love cruising on both lakes and the sea, and, most importantly, design enthusiasts. It is also perfect for anyone wishing to enhance their yacht with an exclusive tender that will never go unnoticed.

Riva Iseo superyacht tender

Due to its ease of manoeuvrability and size, Iseo yacht tender is also ideal as a tender for large yachts. Innovative and elegant, it can also guarantee comfort in bad weather conditions. Besides the electrohydraulic bimini top, it was also designed with a waterproof, automobile-style soft top which protects those on board against water and the wind during cruising.

Please contact CharterWorld - the luxury yacht charter specialist - for more on superyacht news item "Ferretti Yachts and Riva to attend Moscow Boat Show 2013".

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> > Moscow Boat Show 2015



8th International exhibition for yachts and boats Moscow Boat
Dates: Tuesday, March 10, 2015 - Sunday, March 15, 2015
Venue: Crocus Expo IEC, ,

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Moscow Boat Show provides the perfect platform from which to preview new products, evaluate market trends, and establish long-lasting and commercially profitable partnerships. Despite the dynamic changes taking place in Russia and the rapid growth of the yachting sector, the show continues to complement and reflect the industry's demand and is a promotional opportunity not to be missed! The best companies professionally involved into yachting and small navigation business - 180 exhibitors from 16 regions of the Russian Federation and 12 countries traditionally presented the best and the newest in the world of yachting: vessels, water sports, equipment, services, specialized mass media and many other things. The overall exhibit space comprised 18 000 sq m.
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			Mezhdunarodnaya str. 16, 18, 20, Krasnogorsk, Krasnogorsk area, Moscow region, Moscow Tel: +7-495-727-2626



			Mezhdunarodnaya str. 16, 18, 20, Krasnogorsk, Krasnogorsk area, Moscow region, Moscow Tel: +7-495-727-2626


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125212, Moscow, Leningradskoye Highway, 39 p. 6 Royal Yacht Club
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View the latest images, news, price & similar yachts for charter to COOKIELICIOUS. Originally launched by Oyster Marine in 2007, sailing yacht Cookielicious is a lovely Oyster 72 vessel, with the last refit by Lyman-Morse in 2013.

Other Berthon Listings - https://www.berthoninternational.com/yacht-sales-brokerage/yachts-for-sale/.COOKIELICIOUS is hull 6 of the phenomenally successful O...

Cookielicious is a fine example of the new Oyster 72 model and is available to charter in the Mediterranean or Caribbean. Built in the United Kingdom to the traditional standard of Oyster s build quality, this ocean going yacht will provide you with comfort and style from exhilarating sailing to relaxing cruising. Cookielicious has the latest ...

yachts available on our sale's list. We also work in close contact with all the big yacht manufacturers from all over the world. If you would like to buy a yacht COOKIELICIOUS — OYSTER MARINE LTD or would like help answering any questions concerning purchasing, selling or chartering a yacht, please call +1(954)274-4435

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COOKIELICIOUS yacht returned to Lyman Morse the end of September for some additional work before heading south for the winter. Team Lyman-Morse painted the boom and the mast. Interior work included rebuilding the heads amidships and forward, re-varnish the cockpit table. Interior carpentry and finish projects include refinishing handrails ...

This is the Yacht profile for S/Y Cookielicious on the Yachtly Crew Boat Database - sailing and yachting community. View yacht location, tech spec, construction

Oyster 72-06 (COOKIELICIOUS) for sale COOKIELICIOUS is hull six of the phenomenally thriving Oyster 72 course. Properly known, and very effectively specified, she provides at ease cruising as effectively as great sailing functionality. Her 3 double cabin additionally 4th bunk mattress cabin structure makes her especially desirable.

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The current position of COOKIELICIOUS is at US East Coast (coordinates 41.59925 N / 70.70707 W) reported 59 days ago by AIS. The vessel is sailing at a speed of 4.0 knots. The vessel COOKIELICIOUS ( MMSI 211315600) is a Sailing vessel and currently sailing under the flag of Germany.

WHAT WE SAY. The Oyster 72 was conceived from the outset to blend the live-aboard and seamanlike qualities of a typical Oyster within a design where high performance was of equal or greater priority. Modern composite engineering has produced a hull and deck that are both light and stiff, without compromising the strength, durability and ease of ...

Details and realtime position for the vessel COOKIELICIOUS with MMSI 211315600, IMO 0 that is registered in [DE] Germany

Real-time and current position of SY COOKIELICIOUS (Sailing, MMSI: 319068700) on ais live map is in Mediterranean Sea - Western Basin with coordinates 43.45394° / 6.97882° and speed 4 knots as reported on 2020-02-18 16:07 by AIS live data.

Vessel COOKIELICIOUS is a Sailing Vessel, Registered in Cayman Is. Discover the vessel's particulars, including capacity, machinery, photos and ownership. Get the details of the current Voyage of COOKIELICIOUS including Position, Port Calls, Destination, ETA and Distance travelled - IMO 0, MMSI 319068700, Call sign ZGDV9

Information, photos and AIS vessel tracker for the Ship COOKIELICIOUS (IMO 0000000, MMSI 211315600)

AIS Name SY COOKIELICIOUS. Type Sailing ship. Flag Cayman Islands. IMO —. MMSI 319068700. Callsign ZGDV9. Year Built —. Length 229 m.

COOKIELICIOUS - 72' Oyster sloop sailboat for crewed yacht charter sailing vacations in the Mediterranean Type: Sailing yacht Length: 72 ft Guests: 6 Cabins: 3 Crew: 2 SCUBA diving aboard? No, Rendezvous diving Winter: Summer: Mediterranean View: Online brochure Contact: Paradise Connections for more info Website: www.paradiseconnections.com

Every yacht for sale in moscow listed here. Every boat has beautiful hi-res images, deck-plans, detailed descriptions & videos.

Luxury yacht Ferretti 530 was very keen to undertake in collaboration once again with AYT - Advanced Yacht Technology, Ferretti Group Engineering Division and Studio Zuccon International Project.The compact dimensions, 16 meters long and almost 5 meters wide, allow the 530 yacht to deliver grand Italian luxury and cruising immersed in such comfort until now unheard of in a yacht of this size.

Oyster 72/06 (COOKIELICIOUS) Sailing - Yacht for Sale - Berthon International Yacht Brokers Oyster 72/06 (COOKIELICIOUS) Sailing - Yacht for Sale - Berthon International Yacht Brokers Oyster 72/06 (COOKIELICIOUS) Sailing - Yacht for Sale - Berthon International Yacht Brokers by: Easy Branches Team.

8th International exhibition for yachts and boats Moscow Boat: Dates: Tuesday, March 10, 2015 - Sunday, March 15, 2015 Venue: Crocus Expo IEC, Moscow, Russia: Moscow Boat Show provides the perfect platform from which to preview new products, evaluate market trends, and establish long-lasting and commercially profitable partnerships. Despite the ...

New yachts; Charter; News; Contacts; EN RU. Home; Contacts; Contacts. Central office MindYachts . 125212, Moscow, Leningradskoye Highway, 39 p. 6 Royal Yacht Club ; Miami +1 786 233 7721. London +44 203 807 94 54. Moscow +7 495 215 19 11. [email protected] ; Miami +1 786 233 7721.

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Skeg hung rudders

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johnshasteen

To add a touch of hard dollar reality to this thread - the last time Paloma (a second-generation Bristol with cutaway forefoot and skeg-hung rudder) was out of the water for her tri-annual bottom job, the majority of the boats (over 20 boats - some as big as 40 feet) out of the water for repairs were spade rudder boats with rudder problems. I talked with a number of those owners (many who came over to go gaga over the strong underbody of Paloma) and most said they would never own a spade rudder boat again. Several of them had run aground and damaged the rudder getting unstuck.

It's long keel for me every time. Spade rudders for those that like them. I do not. A long keel really cannot hang on anything, this side of sanity. The weight penalty is certainly something to consider with a long keel, and the extra wetted area does not help much in the light airs, but you wait for the big seas.... it's different then. A spade rudder in a big sea? Not for me.

Johnshasheen, your comments are interesting in that they run counter to what I found here on the Chesapeake Bay where running aground is an artform. As I said earlier in this thread, "I asked a number of boat yard managers how frequently they see damaged rudders and bent rudder posts here on the Chesapeake Bay. It was an interesting discussion, which suggested that they saw as many as one or two damaged rudders each year depending on the size of the yard. The discussion was interesting. They indicated that the incidence of damaged rudders is more related to the popularity of boats with shoal draft and rudders that have a nearly the same depth as their keels. They did not think that it made much of a difference whether the boat had a rudder that was hung off the keel, skeg hung or post-hung. In fact they seemed to agree that prior to the trend in shoal draft post hung rudders that are nearly equal in depth to the keel (like Island Packets for example) the majority of damaged rudders were keel hung rudders since they tended to be closer in depth to the keel than either skeg hung or post hung rudders would have been until sometime in the mid 1990's." Jeff

Damn....I gotta get rid of my boat...not only is the keel a bad design....so is the rudder.... what was I thinking......

"what was I thinking...." Fat girls need lovin' too. (?) (g)

sailaway21 said: "what was I thinking...." Fat girls need lovin' too. (?) (g) Click to expand...

Jeff_H said: It was an interesting discussion, which suggested that they saw as many as one or two damaged rudders each year depending on the size of the yard. The discussion was interesting. They indicated that the incidence of damaged rudders is more related to the popularity of boats with shoal draft and rudders that have a nearly the same depth as their keels. They did not think that it made much of a difference whether the boat had a rudder that was hung off the keel, skeg hung or post-hung. In fact they seemed to agree that prior to the trend in shoal draft post hung rudders that are nearly equal in depth to the keel (like Island Packets for example) the majority of damaged rudders were keel hung rudders since they tended to be closer in depth to the keel than either skeg hung or post hung rudders would have been until sometime in the mid 1990's. Click to expand...

camaraderie

Giulietta said: would you not like to have this "fat" baby???? C'mon tell the truth.... Click to expand...

Harbour Dog said: Wow. As someone who sails and also lives in an outport where the major fishery is crab, that is a staggeringly arrogant remark. That's people's livelihoods you're destroying. Click to expand...

Harbour Dog said: Why not? It was an arrogant comment then and remains so today. Pathetic attitude to have. Click to expand...

Yes, your point is right that the sentence in question is an unfeeling and disrespectful comment to those whose hard toil harvest our dinners. But as Schock was pointing out, there is no point in spitting into the wind, it comes back at ya twice as hard. Besides John S hasn't been on SailNet since 2015. Jeff

?
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09-07-2012, 09:38
Boat: Dufour35 1982 and Moody 425

09-07-2012, 09:49
	built , (Partial skeg), Hans Christian 48... etc - Elmore Leonard

09-07-2012, 10:07
	You can have new or used. The 52 RDP they showed at the last show">Annapolis show is a great new design. Carl

09-07-2012, 10:08
	, have a look at these : It's the same company under different brand names. Really gorgeous semi-custom yachts. Not huge volumes of information on the website about the bigger Rustlers or Bowmans, you would to contact them - bear in mind that since the yachts are built to order, a detailed website isn't really their modus operandi. For example, the 44' is the result of someone coming along and asking for a bigger version of their 42' with a raised coachroof. It's that sort of company! Be prepared to pay a premium compared to a Bene, Jean or Bav though, these are proper yachts. As you have probably guessed, I'm a fan!

09-07-2012, 10:38
Boat: Bavaria 36	and not the other way around. Dave

09-07-2012, 10:51
Boat: Dufour35 1982 and Moody 425	. My 1982 35 has a full skeg. The is only superficially attached at the bottom. Hoping to find something similar. The Ben's and jeau's and Dufour's all seem to have spade rudders. Will check the suggestions though.

09-07-2012, 11:03
Boat: none	is going to hit something way before my rudder does! I prefer the better handling of the spade rudder instead. Choosing a boat based on a rudder seems, well ........ Bet if it was that important to you a good yard could modify a boat to it

09-07-2012, 11:04
	If routinely taking a spade ruddered yacht across oceans, I would be tempted to construct some watertight bulkheads round the rudder in case it fails. Frankly, all ocean-going yacht bulkheads should be watertight, but few are. I suppose most people in the back of their minds think they can always get rescued. Self sufficiency really is a virtue in sailing... I'll stop now, I'm off topic!

09-07-2012, 11:32
Boat: Dufour35 1982 and Moody 425	above the line due to the rear shear of the . So some comfort here. I have rolled (frigging big trees that have been logged) on occasion and the skeg has done its job :-) What I want and what I can get is always going to be a compromise. Just read the Megawat report; SObering news. So the position and attachment of a trim rudder caused the failure? So did the rudder and broken stock just fall out or did it tear the hull? Guess we will not know. Good that their buddies managed to pick them up so quickly. When I read about these incidents makes me think of lawn bowling for a pastime!!

09-07-2012, 11:53

. My 1982 35 has a full skeg.

09-07-2012, 12:18
Boat: Dufour35 1982 and Moody 425	type. Seems that the skeg went out of fashion or was not deemed necessary for the fleets needs.Still looking, rudders are one concern many other factors. However having a rudder that can take a bump bump without sinking the boat is important factor. Search goes on, but no rush.

09-07-2012, 12:34
	types. companies have produced a strong market force towards cheaper, roomier coastal or light cruisers, and skeg rudders are not part of that requirement, and haven't been for a long time. By the sound of things, you're looking for a boat which is 'used' (i.e. nicely depreciated) but not ancient! If you gave me a few more specifics, I might be able to come up with something...

09-07-2012, 12:38
Boat: Compass 47	47 has a beefy skeg.

09-07-2012, 20:39
Boat: Dufour35 1982 and Moody 425	and me sailing our Dufour for profit. I think that is nuts and the boat is too small for that. So I was thinking why not sell the Dufour in Aus or and then instead of a hous in get a much larger boat, Sttes etc and then charter for 6 months and then do our own thing the other. So looking, as you guessed for one of the ex charter fleet or what is out there. If it is not a go she can have her land based fancy restaurant and I will be happy in the waters around Krabbi and Phuket!

09-07-2012, 20:50
Boat: Prior boats: Transpac 49; DeFever 54	from BC to Not the fastest girl in the brothel but roomy, stable and heaps of fun to sail. Massive rudder attached to skeg, good protect for prop, long waterline but not too fine an entry. Lived aboard and cruised for over 5 years... Capt Phil

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IMAGES

What is a Skeg in a Vessel?
Sailboat Rudders
Cavalier 32 hull and skeg-rudder arrangement
45-55 ft Sailboats Skeg Hung Rudders !
A Macwester 27 sailboat, sitting perfectly on her bilge keels and skeg
Sailboat Rudders

VIDEO

New Finn-Dinghy LIFTING RUDDER
We Sunk The Tugboat On Purpose
Sailing Sanibel Island to Kice Island
Skeg and Rudder
Skeg and Rudder
Sailing Marathon to Little Duck Key

COMMENTS

Boats with Skeg Hung Rudders or Not?
General design principles for a post hung of skeg hung rudder places the depth of the bottom of the rudder well above the bottom of keel. (Typically 80-85% of the draft of the boat above the bottom of the keel.) The bottom of a keel hung rudder is generally a matter of a few inches above the bottom of the keel.
Sailboat Rudder Types
The four rudder types are: full, spade, skeg, and outboard. This article discusses the advantages and disadvantages of each. The full or full keel rudder lies at the aft end of a full length keel. The keel-rudder streches along the entire length of the bottom of the hull. The full rudder is safe and nearly invulnerable to damage.
Skeg hung rudders
Skeg hung rudders
Spade Rudders vs. Skeg Hung
Changing a boat from a post hung to a skeg hung rudder has been done in the past. I once had a commission to design a modification to a foul- handling ketch with a metal sharpie or powerboat style counterbalanced rudder. This rudder was converted to a stern post- mounted outboard rudder with a partial skeg. The project was made easier by a ...
List of boats with skeg and sugar scoop
Location: cruising SW Pacific. Boat: Jon Sayer 1-off 46 ft fract rig sloop strip plank in W Red Cedar. Posts: 21,395. Re: List of boats with skeg and sugar scoop. Well, Don, Unicorns DO exist! Our boat, a one-off design by Jon Sayer, has a partial skeg rudder and a big sugar scoop.
Sailboat Rudders
Skeg-Hung Rudders. The skeg is a structure built into the hull of a sailboat solely for the purpose of supporting the rudder. Full length skegs provide a high degree of rudder security but can be generate high helm loads, requiring a long cockpit-sweeping tiller or wheel steering.
Why are Skeg Hung Rudders Good for Ocean Sailing?
The skeg, which is a vertical fin that projects below the hull of the boat, helps to keep the rudder from being damaged by waves or other obstacles. Why Ocean Sailboats Need a Skeg-Hung Rudder. Here are some of the reasons why skeg-hung rudders are good for ocean sailing: Stability: The skeg helps to keep the boat stable, even in rough conditions.
4 Rudder Types for Sailboats
4 Rudder Types for Sailboats
All About the Rudder on a Sailboat
Skeg-Hung Rudders. A design progression was made from full keel boats to long-fin keelboats, and the rudder design changed with it. Designers used a skeg as the rudder became more isolated from the keel. ... Larger boats featuring skeg-mounted rudders include the Valiant 40, Pacific Seacraft 34, 37, and 40, newer Hallberg-Rassys, Amels, or the ...
Interesting Sailboats: WHAT RUDDER IS BEST FOR CRUISING: SKEG RUDDERS
The next step, following the search of a more efficient and better sailboat, in what regards rudder, it was to separate the rudder from the keel, using modified fin or fin keels. Almost all the first rudders of that era used a skeg, most of the times an integral one that protected all the length of the rudder. ... and the skeg-hung rudder at ...
Catalac 8M upgrade Rudders and install Skegs
This was a newly designed skeg hung rudder system. I heard this modification was a success and greatly improved the windward performance of the boats. Since this upgrade was on all Lack family designs going forward, I figure this will improve my 8M's handling and tracking. Here's an example of the redesigned skeg hung rudders:
H30 replacing skeg with spade rudder
By the same token a single-plane skeg-hung rudder can be very skittery if allowed to get a little too far out of bounds (wear an athletic supporter if you have a tiller!). ... If we both have the original skeg on our boats, then Hunter changed the skeg construction from a closed cell foam core with stainless steel frame in '81 to a solid wood ...
Four Types of Rudders On Sailboats
Skeg Rudder. Compared to other styles, the skeg rudder is modern in safety and performance and popular on current production boats. The skeg rudder is similar to a spade keel and is fast. The skeg rudder's fore edge is protected by a "faux keel" that extends from aft of the hull. Hylas yachts are known for their skeg rudders. Outboard Rudder
Beneteau sailboats for sale
Fin w/Skeg Rudder (33) Wing Keel (29) Swing Keel (25) Standard Keel (23) Daggerboard (19) Long Keel (18) Fin w/Bulb (16) Bulb Keel (15) Catamaran Twin Keel (14) ... Looking to sell your sailboat? Post your sailboat for free and find a buyer. List Your Sailboat 2008 Beneteau 43 | SUNQUEST Miami, Florida, United States ...
cookielicious yacht
We have received your message and will get back to you shortly. We will call you back. Consultation, answering your questions. Your email: or your telephone: Industry leader in. s
Skeg hung rudders
To add a touch of hard dollar reality to this thread - the last time Paloma (a second-generation Bristol with cutaway forefoot and skeg-hung rudder) was out of the water for her tri-annual bottom job, the majority of the boats (over 20 boats - some as big as 40 feet) out of the water for repairs were spade rudder boats with rudder problems.
The Moscow school of F1A glider models
Complete model F1A ready to fly. LDA Long - World Champion 2011 design. Wing span 2360 mm., airfoil "MID-103 modified", fibafilm covered, stabilizer 4.0dm2, arm 725mm. LDA Universal. Wing span 2260 mm., airfoil "Titov/Kozyrev", icarex or fibafilm covered, stabilizer 4.2dm2, arm 710mm. Universal.
Fin Keels
Join Date: Dec 2008. Location: sausalito. Boat: 14 meter sloop. Posts: 7,260. Re: fin keels, skeg hung rudders, full keels... Nothing better than a long passage when, after going days without seeing another boat, at sunrise I spot the glint of a distant set of sails on the horizon.
Low Volume 14' Advantage Kayak (S14LV)
Two water tight hatches allow for ample storage for day and overnight trips, while the retractable skeg in the stern helps with tracking. The S14-LV comes standard with fittings to upgrade to a rudder steered boat as well. Its short length and light weight make it ideal for those who want a high performance boat, but are short on storage space ...
45-55 ft Sailboats Skeg Hung Rudders !
Images: 5. Re: 45-55 ft Sailboats Skeg hung rudders! Euroa flyer: There is used and used! I have seen few, other than the heavy, full keel type. Seems that the skeg went out of fashion or was not deemed necessary for the charter fleets needs.Still looking, rudders are one concern many other factors.