who owns island packet yachts

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Island Packet Yachts Sold to New Owners

• By Mark Pillsbury
• Updated: April 15, 2016

Two longtime Florida boat builders that joined forces last year for production purposes have further consolidated operations with the purchase by Hake Marine of Island Packet Yachts , which also builds the Blue Jacket line of performance cruising sailboats.

Hake Marine is the parent company of Seaward Yachts , which last year closed its Stuart, Florida, production facility and moved its molds to the Island Packet yard in Largo.

Island Packet, founded by designer Bob Johnson, launched its first model, a 26-footer, in 1980. Johnson followed with a long line of full-keeled cruisers, most of which sported the company’s off-white hulls and rigs that incorporated a Hoyt Jib Boom. In 2013, Johnson collaborated with longtime Tartan Yachts designer Tim Jackett to debut the Blue Jacket 40, which was named Cruising World’s 2014 Domestic Boat of the Year.

Seaward Yachts, designed by Nick Hake, include three models, all with lifting keels, the 26RK, 32RK, and 46RK. The two smaller sailboats are intended to fit on a trailer.

“When we met with the staff at Island Packet, I was moved by the loyalty and longevity of the team,” said Jessica Lynch, director of Hake Marine, in announcing the purchase via Facebook. “Some of them have been with the company for more than 30 years, bringing with them an enormous amount of talent and dedication for fine American craftsmanship”, she said. “Our plan is to further develop each brand with new designs, streamline manufacturing processes, and organize for efficient and effective boat production.”

Hake Marine plans to offer all three sailboat brands — Blue Jacket, Island Packet and Seaward — through select dealers, along with factory direct sales.

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Industry Leader Profile: Island Packet’s Bob Johnson

 “I guess I was genetically programmed to be a boatbuilder,” he says from his office in Largo, Florida. “My ninth-grade civics paper was titled ‘My Career in Naval Architecture,’ and I was 14 when I built my first boat, a 12-foot, gaff-rigged, V-bottom catboat with a bowsprit. I built it in the carport, and Mom made the sails from muslin we bought at Sears.”

Just as that freshman in high school predicted, Johnson went on to earn a bachelor’s degree in mechanical engineering from the University of Florida, then a master’s in naval architecture and marine engineering from the Massachusetts Institute of Technology, but his start in the boat business took a circuitous route. At graduation, he was a prime candidate for the draft during the Vietnam War, so he took a “critical skills” job at McDonnell Douglas designing and analyzing missiles and rockets in Southern California before getting into the sailboat business, which was decidedly less critical to the war effort. And in between, he took a sidestep into the offbeat world of surfboards.

“I joined W.A.V.E. Inc. in Ventura, California, in 1970 to help introduce aerospace technology into the surfboard-manufacturing process. This chapter in my career lasted five years and was the equivalent of earning an M.B.A. in grad school.” Or to put it another way, he took rocket science to the beach crowd.

“My partner and I designed and developed surfboards made with epoxy prepreg and an aluminum honeycomb shell. Hobie Alter bought the first 25 we built.” But by then, Johnson was married with two kids, and he was concerned that his career track was moving away from the boats he loved. So he and his wife, Jeri, took the kids back to Florida to be closer to family and so he could finally get into the boat business. Not long after they arrived, he says, “I landed a design job at Irwin Yachts. One of my first assignments there was to modify an existing one-ton design from a fin keel to internally ballasted with triple daggerboards and to incorporate hard chines. It was built with a new material-Kevlar-and it was campaigned in the SORC. Pretty cool stuff at the time.”

He was soon promoted to plant manager of manufacturing, then hired away to be the designer/plant manager at the relatively new Endeavour Yachts. “I was at Endeavour for three years, until 1979, when I left to start my own boatbuilding business, Traditional Watercraft.” That remains the proper name of the company, but thousands of owners and boat-show visitors know the company by the name of the boats he builds: Island Packet Yachts.

“I started by buying the almost-new molds for a 26-foot centerboard sloop called the Bombay Express from the recently defunct New Bombay Trading Company. I redesigned the interior, rig, and other elements and introduced the boat as the Island Packet. Since I had very limited capital, construction of the first boats was subcontracted out to the local custom shop that had built the plug and molds. My marketing consisted of a detailed brochure and classified ads in Cruising World, and the sales office was our kitchen at home. “Thankfully, several courageous buyers were willing to take the leap and allowed me to get things rolling. I am and will be forever grateful to those early owners who bought and paid for those early boats, sight unseen,” says Johnson.

“After about 18 months, sales and earnings had increased to the point where I could afford to rent a building, hire a crew, move the office out of the kitchen, and start building the boats myself.” By 1983, Johnson and his team designed and built a larger model from scratch, the IP 31. The following year, he was able to purchase two acres near the company’s original shop and build the first of its own manufacturing buildings.

“We now own 10 acres and have 125,000 square feet of space. We’ve built about 2,200 Island Packets so far and have dealers around the United States and in Europe and Australia.”

So how does a guy who starts out in the high-tech world of aerospace and then makes a name for himself with radical surfboard and boat designs end up building what are viewed as traditional, sturdy, moderate-displacement, full-keel boats?

“I still love playing with go-fast designs and fast cars, too,” he says. “And I’m in awe of the raw power and crazy speeds that something like a Volvo Ocean Race boat can produce, but after watching the footage of those drag racers on P.B.S., I can’t say I’d want to cruise on something like that. The coolest thing for me is knowing that a large number of our owners have completed circumnavigations or made extended voyages across oceans to adventurous destinations. The fact that they select an Island Packet for these journeys and that they literally trust their lives with what we’re able to create is a huge source of pride.”

As I’ve learned over the years from chatting with Bob at boat shows and in his manufacturing facility, Johnson loves boats with his heart, but he also brings his scientific mind to the process, and he cares not only for his company but for the entire boatbuilding fraternity and boat-buying public.

“I’m also particularly proud of my involvement with an International Standards Organization technical work group that was created to write a new international standard for the stability assessment of sailboats,” he says. The group’s agenda was prompted by the formation of the European Union and its desire for unified standards (called CE standards) to facilitate international trade. Johnson was asked by the National Marine Manufacturers Association to help represent the U.S. in this technical effort, and for the better part of the 1990’s he worked with a diverse international group of about 20 experts in boat design to create this new standard.

“I feel that the result, while complex, represents the most comprehensive and correct method to evaluate and document a boat’s stability characteristics and suitability for various ‘use environments,’ or weather conditions, that’s ever been available to the design community,” he says.

“So after all these years,” I ask, “are you still having fun?”

“Boatbuilding has always been fun, invigorating, and full of challenges-market pressures, economic cycles, and the like-and I still really enjoy the business and the people I work with every day. I stay close to all aspects of the business -too close, some say-and I remain very much a hands-on manager.”

Still, he says, the creative process for new products and designs is his favorite part of the job. “My two happy places are the drawing board-yes, I’m a dinosaur-and the tooling department where the plugs and molds for new models are built.”

“You don’t still use a drawing board, do you?” I ask with a wink and a nod. (My dad, a carpenter and trained draftsman, just finished designing his new house on a drawing board-the way he’s always done it.) “What about all the advancements in computer design?”

“Computers don’t design boats,” Johnson responds, in a decidedly non-crotchety way. “We use them here, and they certainly facilitate the process, but people design boats. I always draw each new design by hand, and this forms the basis for a set of accurate working plans used to build the plugs and, ultimately, the boat. I have a feel for working with a pencil that has a certain Zen for me after decades of drawing boats.”

That said, Johnson acknowledges that for some time, he’s turned his drawings over to Island Packet’s engineering staff for conversion into digital files. This can speed up the development process and creates renderings useful for marketing new models. “No,” he adds to underscore the point, “I don’t use a slide rule-anymore.”

Johnson is a bit of a paradox: always thinking ahead despite holding on to tried-and-true techniques. So I wasn’t surprised by his reply when I asked him where sailboat design is headed.

“I’m convinced that automated sail systems are a big part of sailing’s future. When fully integrated with onboard nav systems and typical instruments, this will enable anybody to get all the benefits of sailing without ever touching a line.” He describes a boat of the future in which all sailing functions-furling and unfurling, trimming, reefing-are powered by hydraulics and controlled by a central computer. “And it’ll be faster,” he predicts, “than virtually any crew would be able to sail the boat.” Sailing could be as easy as plugging in your destination, then keeping an eye on things from the comfort of the cockpit, with the boat’s systems taking care of everything else. “This will keep older folks in sailing longer, expand the appeal of sailing to a broader base of current nonsailors, and grow our industry in the process,” says Johnson, whose SP Cruiser, a sailing/motoring hybrid boat, was designed to do just that.

“We’re working to bring this technology to market. The slow economy has delayed the project somewhat, but it’s on our agenda. I’ve sailed a prototype of this system on a non-IP installation, and I’m convinced it has the potential to change sailing. And all the diehards who may pooh-pooh this can still trim and tweak a conventional rig to their heart’s content.”

“Oh, I’ve got to ask,” I say toward the end of our conversation. “Why are all Island Packets built with that off-white-colored gelcoat you use?”

“Bill,” he says with a smile, “it’s not off-white. It’s ivory. And we’ve always done it that way for one simple reason: It’s distinctive. You always know that an Island Packet is an Island Packet.”

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What Happened To Island Packet Yachts?

Table of Contents:

In January 2017, Darrell and Leslie Allen took ownership of Island Packet and Seaward Yachts, a company that has been in business for over 25 years. The Allens have a long history with Island Packet as the dealer in San Diego, CA, and are now focused on building the best boat possible at a great value. They do not build hundreds of boats each year and have a team of master craftsmen.

The new Island Packet model, the IPY 349, continues the innovation of the next generation Island Packet, starting with the IP 349. The larger 439 offers even more choices and customization options while maintaining the excellence, quality Island Packet Yachts. Founded by Designer Bob Johnson, the company was first known as Traditional Watercraft Inc. and built a modified version of the Johnson designed BOMBAY EXPRESS.

In January 2017, the company aimed to reinvigorate the Island Packet brand by introducing the new model (IP349) and allowing new owners to specify certain aspects of both interior and rig configuration. Under new ownership, the company was reborn and in June, the Factory Rendezvous is moving ahead full steam. Hake Marine, the parent company of Seaward Yachts, closed its Stuart, Florida production facility and moved all production to the Island Packet Yard facility in Largo.

The Island Packet Yacht Owners Association (IPYOA) and the Island Packet Yacht Company have no affiliation with IPY, the Island Packet Yacht Company.

📹 Don’t Buy an Island Packet?

Why I talked my friend out of buying an Island Packet. I know, right? How could I ever have said such blasphemous words? Well …

What happened to Seaward yachts?

In January 2017 the company was bought by Darrell and Leslie Allen. Nick Hake went on to found a new company, NH Designs, which specializes in powerboat and sailboat brokerage, transport, repair and consultation.

By 2022 the Seaward Yachts company website redirected to the Island Packet Yachts website and that company no longer offered any Seaward series boats for sale.

• Slipper 17 – 1981
• Seaward 23 – 1984
• Seaward 24 – 1984
• Seaward 25 – 1984
• Seaward 22 – 1985
• Seaward Fox – 1993
• Seaward Eagle – 1996
• Seaward 26RK – 2005
• Seaward 32RK – 2009
• Seaward 46RK – 2012
• ^ a b c d e f g McArthur, Bruce. “Hake Yachts (Seaward)”. sailboatdata.com. Archived from the original on 13 September 2020. Retrieved 3 February 2022.
• ^ a b c d e f Sea Time Tech, LLC. “Hake Yachts (Seaward)”. sailboat.guide. Archived from the original on 3 February 2022. Retrieved 3 February 2022.
• ^ a b Seaward Yachts. “Seaward Yachts – Sail Without Boundaries”. seawardyachts.com. Archived from the original on 30 August 2016. Retrieved 3 February 2022.
• ^ a b c d Nicholson, Darrell (10 March 2005). “Seaward 26 RK”. Practical Sailor. Archived from the original on 6 February 2022. Retrieved 6 February 2022.
• ^ McArthur, Bruce. “Slipper 17”. sailboatdata.com. Archived from the original on 3 February 2022. Retrieved 3 February 2022.
• ^ Henkel, Steve: The Sailor’s Book of Small Cruising Sailboats, pages 56, 202, 203, 309, 310. International Marine/McGraw-Hill, 2010. ISBN978-0-07-163652-0
• ^ Gelov, Jessica (12 April 2016). “Hake Marine Acquires The Assets Of Island Packet And Blue Jacket Yachts”. seawardyachts.com. Archived from the original on 24 August 2016. Retrieved 3 February 2022.
• ^ “About”. NH Designs. Archived from the original on 6 February 2022. Retrieved 6 February 2022.
• ^ Island Packet Yachts. “Island Packet Yachts”. ipy.com. Archived from the original on 3 February 2022. Retrieved 3 February 2022.

Who owns the Island Packet Yachts?

Who makes Island Packet Yachts?. Darrell and Leslie Allen took ownership of Island Packet Yachts in January 2017 to continue the legacy started by Johnson. Following a long career as an Island Packet Yachts dealer in San Diego, CA, they are now moving the brand onto the next generation of Island Packet Yachts. The builders behind the brand have grown to over 50 employees, many returning craftsmen from the past, some over with 20 years of experience building Island Packet Yachts.

Where are Island Packet Yachts built?. Island Packet Yachts are still built in Largo, Florida today.

What type of yachts are Island Packets?. Island Packet Yachts are blue water cruising sailing and motor yachts, built with a Full Foil Keel® with protected prop and rudder, roller furling cutter rig or Solent rig with Hoyt® boom. The goal with every yacht built is to create the ultimate comfort and safety while cruising.

What yacht did John Wayne own?

Wild Goose The History of Wild Goose Before she became John Wayne’s yacht, Wild Goose was a warship. Built in 1942, the ship was originally a U.S. Navy Yard Mine Sweeper known as USS YMS-328. The 136-foot ship sailed in World War II and served the Aleutian Islands in Alaska and the surrounding areas.

What is the difference between island packet 485 and 525?

Several decades and thousands of Island Packet’s built, later, Bob and his team are introducing the 520/525; the largest cruising yacht the company has ever made. The 520 is a stern cockpit model while the 525 is a center cockpit. Prior to this new model introduction, the largest Island Packet, the 485 (replaced by 490/495) is about 4 feet shorter than the all-new model. The length was added at the stern to provide more waterline for speed and more storage for long passages.

As with the entire line of Island Packet Yachts, the new 525 flagship offers a variety of technology, workmanship and craftsmanship not found in other production boats with the cruising sailor in mind. It starts with a one-piece, integral hull and keel of 100% hand laminated, high modulus knotted fiberglass that is infused with their own proprietary application system. So, that, still to this day, Island Packet hulls come with a 10 year warranty against osmotic blistering. they can do this because they developed their own PolyClad® gel coat system. Island Packet remains one of the few manufacturers to offer such a level of coverage. You will also find the lead ballast has been fully encapsulated, which in effect, forms a double bottom over the length of the keel with no keep bolts to worry about. Island Packet goes to great lengths to create a strong hull including their structural floor grid which bonds the hull to the interior, in effect, making the boat twice as strong as others in this class. While we could spend hours extolling the virtues of their attnetion to detail, like no other manufacturer, the best way to understand is to come and see one to compare against other boats in this class.

Who owns Meridian Yachts?

Meridian Yachts For Sale | Luke Brown Yachts. Meridian Yachts is a component of the Sea Ray Group, an operating unit within theBrunswick Boat Group. Meridian was formed in 2003 when Brunswick management decided to give Bayliner’s bigger yachts a new name.Side Note: Bayliners had long suffered from the reputation of being “price” boats, andas Bayliner models grew to include yachts as large as 57 feet it was decided to formMeridian to market these products without the Bayliner name.In late 2008—a time of plant closings throughout the marine industry—Brunswickclosed Meridian’s Arlington, WA, manufacturing facility and relocated productionto Palm Coast, FL.A Meridian owner’s group can be found at meridianyachtowners.com.

LOA Manufacturer Year List Price Sold Price Location.

58′ MERIDIAN 2008 $635,000 (05/19) $610,000 (07/19) CA, USA.

What happened to Paul Allen’s yachts?

And while it is not exactly a home, much less eight, Allen’s “Octopus” superyacht sold to Swedish pharmaceuticals billionaire Roger Samuelsson after originally being listed for $325 million. Even though the final sales price was not disclosed, the estate had earlier lowered the asking price to $278 million.

Where are island packet yachts built?

Island Packet Yachts is an American builder of blue water cruising sailing and motor yachts, based out of Largo, Florida. The incorporated name for the company is Traditional Watercraft, Inc. Production facilities are located on five acres of ground with 52,000 square feet (4,800m2) of covered manufacturing space in central Pinellas County.

Island Packet Yachts is a subsidiary of Traditional Watercraft, Inc., founded by naval architect Bob Johnson in 1979. In January 2017, Darrell and Leslie Allen took ownership of the company, and it became Island Packet and Seaward Yachts. The Allens have a long history with Island Packet as the dealer in San Diego, CA, for over 25 years. The Allens started with just 13 employees and today are at over 50, with many returning craftsmen who have over 20 years of experience building Island Packet Yachts. Island Packet Yachts 349 model, introduced in 2018, was named Cruising World’s 2019 Domestic Boat of the Year and the 439 model won Cruising World’s 2021 Best Full Size Cruiser of the Year.

Island Packet models have won several industry awards over the years, including seven Cruising World magazine “Boat of the Year” awards and three SAIL magazine “Best Boats” awards. Most recently, Island Packet Yachts has won Cruising World Magazine’s “Domestic Boat of the Year” Award in 2019 for the IP349, and in 2021, they won Cruising World Magazine’s “Best Full-Size Cruiser of the Year” Award for the IP439. Original owner and Naval Architect Bob Johnson is also the recipient of the 1999 “Industry Award for Leadership” presented by SAIL magazine.

What is the comfort ratio of an island packet?

Sailboat CalculationsS.A. / Displ.:15.38Comfort Ratio:34.12Capsize Screening Formula:1.84S#:1.95Hull Speed:8.19 kn.

SA/Disp.:A sail area/displacement ratio below 16 would be considered under powered;16 to 20 would indicate reasonably good performance;above 20 suggests relatively high performance.SA/D = SA (ft²) ÷ (Disp (lbs) / 64)^.666Bal./Disp.:A Ballast/Displacement ratio of 40 or more translates into a stiffer, more powerful boat that will be better able to stand up to the wind.Bal./Disp = ballast (lbs)/ displacement (lbs)*100Disp./Len.:The lower a boat’s Displacement/Length (LWL) ratio, the less power it takes to drive the boat to its nominal hull speed.less than 100 = Ultralight;100-200 = Light;200-275 = Moderate;275-350 = Heavy;350+ = Ultraheavy;D/L = (Disp / 2240) / (0.01*LWL)^3.Comfort Ratio: This is a ratio created by Ted Brewer as a measure of motion comfort. It provides a reasonable comparison between yachts of similar size and type. It is based on the fact that the faster the motion the more upsetting it is to the average person. Consider, though, that the typical summertime coastal cruiser will rarely encounter the wind and seas that an ocean going yacht will meet.Numbers below 20 indicate a lightweight racing boat, small dinghy and such;20 to 30 indicates a coastal cruiser;30 to 40 indicates a moderate bluewater cruising boat;40 to 50 indicates a heavy bluewater boat;over 50 indicates an extremely heavy bluewater boat.Comfort ratio = D ÷ (.65 x (.7 LWL +.3 LOA) x Beam^1.33), where displacement is expressed in pounds, and length is expressed in feet.Capsize Screening Formula (CSF): Designed to determine if a boat has blue water capability. The CSF compares beam with displacement since excess beam contributes to capsize and heavy displacement reduces capsize vulnerability. The boat is better suited for ocean passages (vs coastal cruising) if the result of the calculation is 2.0 or less. The lower the better.CSF = Beam/Disp (cubic ft)^.333. The displacement in cubic feet can be found by dividing the displacement in pounds by 64.S#: S# first appeared (that we know of) in TellTales, April 1988, “On a Scale of One to Ten” by A.P. Brooks. The equation incorporates SA/Disp (100% fore triangle) and Disp/length ratios to create a guide to probable boat performance vs. other boats of comparable size. For boats of the same length, generally the higher the S#, the lower the PHRF.Under 2 – Slow, under powered.2-3 – Cruiser3-5 – Racer Cruiser5+ – Fast/RacingS# = 3.972*(10^(-(@(Dsp/LWL))/526+(0.691*(LOG((@(SA/Dp)))-1)^0.8)))Hull Speed: The maximum speed of a displacement hull (referring to a hull that travels through the water rather than on top of it, e.g. planing).HS = 1.34 x √LWL (in feet)Pounds per Inch Immersion: The weight required to sink the yacht one inch. Calculated by multiplying the LWL area by 5.333 for sea water or 5.2 for fresh water.

FOR MULTIHULLS ONLY:BN – Bruce Number: The Bruce Number is a power-to-weight ratio for relative speed potential for comparing two or more boats. It takes into consideration the displacement and sail area of main and jib. 100% fore-triangle only, no overlapping sails.Chris White, “The Cruising Multihull”, (International Marine, Camden, Maine, 1997), states that a boat with a BN of less than 1.3 will be slow in light winds. A boat with a BN of 1.6 or greater is a boat that will be reefed often in offshore cruising.Derek Harvey, “Multihulls for Cruising and Racing”, International Marine, Camden, Maine, 1991, states that a BN of 1 is generally accepted as the dividing line between so-called slow and fast multihulls.BN = SA^0.5/(Disp. in pounds)^.333Kelsall Sailing Performance (KSP): Another measure of relative speed potential of a boat. It takes into consideration “reported” sail area, displacement and length at waterline. The higher the number the faster speed prediction for the boat. A cat with a number 0.6 is likely to sail 6kts in 10kts wind, a cat with a number of 0.7 is likely to sail at 7kts in 10kts wind.KSP = (Lwl*SA÷D)^0.5*0.5.

Specifications Help. LENGTH: Traditionally, LOA (length over all) equaled hull length. Today, many builders use LOA to include rail overhangs, bowsprits, etc. and LOD (length on deck) for hull length. That said, LOA may still mean LOD if the builder is being honest and using accepted industry standards developed by groups like the ABYC (American Boat and Yacht Council).It is often difficult for us to know which use of LOA the builder is reporting.As a result, we use LOA as reported by the builder regardless of whether it includes overhangs or not.When we know, we use LOA to include overhangs and LOD for hull length.LENGTH WATERLINE (LWL): LWL is the length of the hull at the level where it sits in the water (the waterline) as measured from the bow ending at the waterline to the stern ending. The LWL will increase as the yacht sinks into the water with the added weight of stores and equipment.BEAM: This is the greatest width of the hull and is often expressed as Beam (Max). Beam WL: Greatest width of the hull at the waterline.DRAFT: This is the depth of the hull from the LWL to the bottom of the keel or fin. Like the LWL, it will vary with the weights of fuel, water, stores and equipment. A boat’s actual draft is usually somewhat more than the original designed or advertised draft. For boats with adjustable keels (centerboards, daggerboards, lifting and swing keels), Draft (max) is with the board down. Draft (min) is with the board up.DISPLACEMENT: If you weigh the boat on a scale, that is her actual displacement. It is the weight of sea water that she will displace when she is afloat. Many designers figure displacement when half loaded with stores, liquids and crew. Some report light displacement which is the weight of the hull and permanent equipment but with empty tanks. Light displacement does not include stores, removable equipment (ex. Sails) or crew.GROSS/NET TONNAGE (GRT/NRT): Not a measure of the ship’s weight or displacement, gross tonnage is a ship’s total internal volume expressed in “register tons (GRT)”, each of which is equal to 100 cubic feet (2.83 cubic meters or 748 US Gallons). Net tonnage (NRT) refers to usable space by subtracting from gross tonnage the volume of spaces such as engine rooms, fuel tanks and crew quarters. It reflects the remaining space available to accommodate passengers and cargo.BALLAST: Material that is placed low in a vessel to improve its stability. Commonly used materials are (but not limited to) lead, iron, water (which can be added or removed via tanks) and/or concrete.S.A.: Sail Area. The total combined area of the sails when sailing upwind. S.A. (reported) is the area reported by the builder. (Verses ** S.A. (100% Fore + Main Triangles) which is the area as defined by the rig measurements.) S.A. (reported) can differ depending on the size of the head sail used to calculate the S.A.

Where are island packets made?

What happened to Meridian yachts?

The company announced the closure at an all-staff meeting Thursday, saying a dramatic decline in boat sales nationwide forced the decision.

“Many people cried,” said Antonio Ibarra, of Mount Vernon, who has worked at the company for seven years.

“The plant manager almost cried. He had a big speech, but he could not talk. We thought we were working for a company that was strong,” Ibarra told The Herald of Everett.

Sergo Ruben-Lopez, who joined Ibarra for a beer at the Buzz Inn after work, said the shutdown was a big loss.

Did Bayliner become Meridian?

One of the first Meridian yachts to be introduced, the 490 Pilothouse wasn’t really a “new” model; she was originally marketed as the Bayliner 4788 Pilothouse. She became the Meridian 490 in 2003 when Bayliner went out of the big-boat business and Meridian Yachts was formed. The 490 was already a huge sales success before Meridian took over having found the sweet spot in the market where price and value intersect. She continued her popularity as the 490 Pilothouse, remaining in production with Meridian for another six years before being retired from the fleet. Whether sold as a Bayliner or Meridian, the price of this yacht was always affordable compared with competitive models. Her three-stateroom cherrywood interior features a spacious full-beam salon, big U-shaped galley, two full heads, and a raised pilothouse with flybridge access. The third stateroom, accessed from master stateroom, has a settee with hinged upper/lower berths allowing it to double as a dressing room. Note the companionway washer/dryer location. The extended flybridge easily stows a dinghy. On the downside, the cockpit is small and the engine room is a little tight. Cruise at 20 knots with Cummins 330hp diesels.

How much did James Packer pay for his yacht?

Billionaire, casino mogul and inveterate superyacht collector James Packer has just taken delivery of his latest plaything, a brand-new 108-metre Benetti gigayacht he’s named IJE. The Italian-built floating palace—Benetti’s longest yacht ever—is estimated to have cost Mariah Carey’s former fiancé around $290 million.

Host cities of modern-day Olympic Games have gotten into the competitive spirit by trying to stage the most spellbinding, over-the-top opening ceremony on record. Beijing enlisted 2008 drummers. London featured James Bond escorting Queen Elizabeth II. All Rio needed to wow the crowd was Gisele, who turned the stadium into her personal catwalk, strutting the length of the field solo. But only Paris could make the unprecedented gamble that the city itself is spectacular enough to be the star of the show.

If all goes according to plan when the Summer Olympics alight in Paris this July, the opening ceremony will play out like a Hollywood epic: timed to coincide with the sinking of the sun, an open-air flotilla of boats will ferry the athlete delegations on the Seine, sailing toward the sunset as hundreds of thousands of spectators cheer from either side of the river’s banks and the bridges above, all bathed in the amber afterglow.

It will mark the first time the ceremony will be held outside a stadium, let alone on a waterway. So too many of the events themselves, instead of being mounted in mostly generic stadiums on the outskirts of the city, will take place in the heart of Paris, reframing the French capital in a way that locals and visitors alike have never experienced—and that’s sure to dial up the promise of pageantry and emotion.

📹 Do Not Buy an Island Packet – CHAINPLATES! – Episode 224 – Lady K Sailing

This week we talk about Island Packet Sailboats and buying a sailboat. What to look for in a sailboat and what to avoid including …

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• Where Are Island Packet Yachts Built?
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Debbie Green

I am a school teacher who was bitten by the travel bug many decades ago. My husband Billy has come along for the ride and now shares my dream to travel the world with our three children.The kids Pollyanna, 13, Cooper, 12 and Tommy 9 are in love with plane trips (thank goodness) and discovering new places, experiences and of course Disneyland.

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Island Packet 380: The best liveaboard cruiser out there?

• Rachael Sprot
• June 17, 2022

When it comes to liveaboard credentials, is the Island Packet the cream of the crop? Rachael Sprot went to find out...

Product Overview

With their ivory colour and tall, rounded coachroof, the Island Packets are nothing if not distinctive and the Island Packet 380 is a fine example of the popular marque.

Designed and built in Florida, they’re sought after across the pond for blue-water cruising but a few of them have migrated to colder climes.

I joined Jalan Jalan , an Island Packet 380, to find out how they perform in our northern waters.

The first Island Packet was built in 1979. Designed by Bob Johnson, it was a 26-footer with a cutter rig, long keel and 10ft beam!

The yard soon made a name for itself producing well-built, spacious cruising yachts. From the outset, safety and stability were front and foremost in the design.

The 380’s wide beam gives her plenty of stability with a relatively low angle of heel. Credit: Richard Langdon/Ocean Images

The Island Packet 380 came along some 20 years later and was a highly successful model – 169 were built between 1998 and 2004.

My first impression of the boat was just how much boat there is – she dwarfed the Sigma 38 next-door.

The bow platform and davits mean she’s about a metre longer than her 38ft title suggests, and with a 4m beam she considerably out-girths her rivals too.

The result is a boat with a huge interior volume. Unlike other boats of these proportions though, she has the underwater profile to match.

The ‘full foil’ keel, which Johnson espoused, means there’s a lot more going on below the surface than meets the eye.

Forwards visibility is restricted due to the large sprayhood. Credit: Richard Langdon/Ocean Images

The keel-hung rudder is well-protected from encounters with floating objects and the encapsulated keel is another sound feature for blue-water cruising.

Despite her substantial size, the hull itself has a nice touch of sheer emphasised by the rubbing streak, and the stern has a wineglass shape which counterbalances the boxy coachroof.

Simple solutions

There’s seamanship in evidence in much of the design: the bow platform has twin bow rollers as standard, and the chain locker below is split in two thereby accommodating both sets of chain.

A sloping shelf beneath the hawse pipe helps the chain to self-stow and there’s easy access through the forward cabin if it doesn’t.

It’s the kind of simple, practical solution which comes from a designer who goes cruising himself.

There are five mooring cleats on each side, each one with a stainless chafe protector guarding the teak toerail beneath.

The self-tacking staysail makes the cutter rig easy to handle on the Island Packet 380. Credit: Richard Langdon/Ocean Images

The low-profile toerail is attractive but I’d have liked a more substantial brace on an ocean-going yacht.

The high coachroof has an excellent handrail which gives good security on the side decks though.

Four full-size dorades with storm blanks provide good ventilation below and there’s room for a liferaft or rolled up dinghy under the boom.

Safety over sportiness

The cockpit is carried all the way aft to the pushpit. It’s a big space, which is exactly what you want in the lower latitudes where you spend more time outdoors, but it feels wide when heeled.

There are two huge lockers under the cockpit seats and there’s space beneath the cockpit sole for a generator.

A split backstay and small sugar scoop makes getting on and off the transom easy.

The wheel is fairly small and because the sprayhood is necessarily wide to take in the big coachroof, forwards visibility is restricted.

The Island Packet 380 is ideal for blue-water cruising, with a keel-hung rudder and encapsulated keel. Credit: Richard Langdon/Ocean Images

We found ourselves standing with a foot on either cockpit bench in order to keep a proper lookout.

A bigger wheel would have made it easier to steer and peer around the side of the sprayhood. However, it does mean there’s good access when berthed stern-to.

Davits and solar panels are easily accommodated, and her volume means she copes well with all the cruising gear.

The companionway hatch is a heavy duty, GRP moulding which can be bolted into position to secure the washboards beneath.

It’s a reassuring feature on an ocean sailing boat – you may encounter green water before arriving at your blue-water cruising grounds.

The short traveller forward of the companionway is another feature which prioritises safety over sportiness.

No back rest makes the chart table impractical at sea. Credit: Richard Langdon/Ocean Images

Island Packet pride themselves on their superior construction standards.

The hull is solid laminate, which is heavier than a cored hull, but this means damage is easily repaired.

The trademarked Polyclad 2 gelcoat system below the waterline is reported to offer better protection against osmosis, and above the waterline Durashield gives a high-gloss finish.

The hull is a single moulding, as is the deck, and they’re bolted and bonded together.

The deck is cored with Polycore, which is supposed to be impervious to rot.

The davits, solar panels and sprayhood add windage. Credit: Richard Langdon/Ocean Images

The chain plates are another example of robust design: the single spreader rig is stayed with forward and aft lowers and together with the cap shrouds are terminated to three separate chain plates.

The separate chain plates are welded and braced together with a framework that locks into the hull to deck joint before being glassed to the hull – very much a belts and braces solution.

It’s below decks that the Island Packet 380 wins her admirers, though.

The high coachroof gives an unparalleled sense of space, feeling more like a 42-footer. The saloon is bright and comfortable with lots of natural light.

There’s a mixture of solid teak joinery and GRP mouldings which gives a feeling of excellent quality without making them prohibitively expensive.

Sturdy structure

There’s a structural ‘pan’ which forms the sole, and the bulkheads, structural webbings and many of the bunks and seats are bonded to the hull to give more rigidity.

It’s a more labour-intensive process than the ‘tray’ style construction of many production boats, but the result is a much stronger structure.

The headlining is a single moulding, which is durable and easy to maintain. It also means the underside of the deck is well insulated and during the cold March nights I spent on board the only condensation was on the hatches and portlights.

The portlights themselves are a window into Island Packet’s philosophy.

Twin bow rollers point to the Island Packet 380’s seaworthiness. Credit: Richard Langdon/Ocean Images

The stainless steel frame has two threaded lock nuts to clamp them shut, in the moulding above there’s a perfectly positioned hook to hold them open.

They’re simple, tough and functional, with no friction hinges or plastic catches to wear out.

The fold-up table is versatile, creating lots of floor space when you need to get the tools out or for morning yoga sessions, although it’s a shame it doesn’t have a fiddle.

A small, aft-facing chart table utilises the end of the starboard saloon berth, maximising the seating in the saloon, but making it impractical at sea: there’s no back rest and nothing to stop the charts from sliding off the top.

It’s a strange oversight on what is otherwise a well-thought-out interior.

The deck of the Island Packet 380 feels secure, with plenty of hand holds. Credit: Richard Langdon/Ocean Images

For many though, the vast U-shaped galley makes up for any shortcomings.

It’s a fantastic area with a double sink, lots of locker space and plenty of surface area for food prep.

The top-loading fridge and freezer are bigger than most boats’ cockpit lockers.

There’s a roomy master cabin in the forepeak with an island bed which allows you to get up in the middle of the night without disturbing the other person – a nice feature for a liveaboard.

The heads is also vast with two access doors, one to the forward cabin and one to the saloon.

Access on and off the Island Packet 380 is easy with a split backstay and small sugar scoop. Credit: Richard Langdon/Ocean Images

It would be nice to see some sort of wet-locker arrangement or hanging rail though, especially in our colder, wetter climes.

The aft cabin is also a generous double which runs athwartships. Beneath it there’s excellent access to the gearbox, stern gland and back of the engine .

The front and sides of the engine box have access panels too.

However, it looked like removing the engine entirely would involve dismantling some of the joinery.

Spotless condition

Despite Jalan Jalan ’s fairly high mileage, there wasn’t so much as a scuff in the gelcoat or joinery.

They’re the kind of boats that attract conscientious owners and many of the examples on the market have been well looked after.

The accommodation on offer is as much about what you don’t see as what you do see.

The deep bilges are cleverly compartmentalised and the storage space extends well below the waterline.

The high coachroof makes the saloon feel roomy. Credit: Richard Langdon/Ocean Images

I managed to extract a cruising chute, spinnaker sheets and storm jib from underneath one corner of the port seating!

The Packet boats of the 18th and 19th centuries were originally designed to take cargo, passengers and mail up and down the coast, and the Island Packet 380 pays more than a nod to this heritage.

The flip side to this is the windage.

Jalan Jalan ’s sprayhood doesn’t fold down easily, and once you’ve added in davits and solar panels she’s challenging in confined spaces.

The long keel helps to stabilise her, so she doesn’t skate around as much as a fin-keeled yacht, but she’s hard to turn in strong winds.

The 56hp Yanmar is hefty for a boat of this displacement, but with the large wetted surface area and drag from the superstructure, she needed 2,500rpm to achieve 6 knots in calm conditions, which doesn’t leave a lot of headroom for when it’s windy.

With a little help from the bow-thruster she did follow her rudder in astern, although she was slow to respond to helm inputs.

A 4 metre beam means there is plenty of space in the master cabin. Credit: Richard Langdon/Ocean Images

As with most long-keeled boats, steerage in reverse is a privilege and not a right, and it’s one which may be withdrawn at short notice.

The million-dollar question though, is how does she sail? The answer is: better than you think.

She doesn’t want for sail area: there’s a 16 per cent sail area/displacement ratio just taking the mainsail and fore triangle into account.

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If you add in an overlapping genoa and the staysail, it pushes up to 18 per cent.

The headsail track is on the toerail and with her 1.4m draught, it is an early indicator that she isn’t designed to be close-winded.

The heads can be accessed from the saloon and forward cabin. Credit: Richard Langdon/Ocean Images

She likes to be sailed ‘full and by’ according to the manual.

Apparent wind angles of 50-55° were optimum where she made a comfortable 5.5-6 knots upwind in a Force 4 and above.

A slab reefing main instead of in-mast furling , and some crisp new sails would have given better performance.

Impressive in light airs

The self-tacking staysail sheets are closer to the centreline, so in stronger winds you’d achieve better tacking angles from this.

Off the wind we reached along at 6.5-7 knots in blustery Force 6, but there was a law of diminishing returns above that.

In light airs she was impressive though, managing 3.5-4 knots in 6-8 knots breeze, which is valuable on long passages where you don’t want to reach for the throttle every time the wind drops.

The Polycore deck should last, and it is reported to be impervious to rot. Credit: Richard Langdon/Ocean Images

Thanks to her beam she has plenty of form stability, keeping the angle of heel relatively low. She’s also well ballasted and forgiving in gusty conditions.

The large rudder gripped the water even when a 30-knot squall hit, never threatening to round up.

With in-mast furling it was easy to balance the sail plan to minimise weather helm.

She’s never going to point like a Sigma 38, and she needs to be sailed accordingly, giving lee shores a wider margin, but blue-water sailing is best done by tortoises, not hares.

The Island Packet 380 is superbly well adapted for tradewind sailing, exploring shallow atolls and spending long periods of time afloat.

The galley has plenty of stowage and has decent fridge and freezer space. Credit: Richard Langdon/Ocean Images

There’s a trend these days to pair high volume interiors with a flat, racy bottom and deep fin keel.

Comfort and performance: it’s a seductive mixture, but like all good cocktails the innocuous first impression could leave you with a headache offshore.

Not this boat – it is unapologetically safe, sensible and seaworthy.

The Island Packet 380 is a Marmite kind of a boat, but like it or loathe it, there’s a lot to admire in the design, not least that it isn’t trying to be something it’s not.

Expert opinion on the Island Packet 380

Ben Sutcliffe-Davies, Marine Surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA) www.bensutcliffemarine.co.uk

Over the years I’ve surveyed several of these for both pre-purchase and insurance claims.

Ben Sutcliffe- Davies has been in the marine industry for over 40 years as a long- time boat builder, has been surveying craft for over 20 years and is a Full Member of the YDSA.

These vessels have a distinctive off-white/cream hull moulding colour; while attractive, it can be a headache for yards to colour match when damaged.

When viewing, look carefully for areas of repair. The strength of the hull is unquestionably reliable.

I’ve surveyed several which have been bounced on the bottom, against rocks or quay sides, and the boat has upheld the stresses surprisingly well.

I am not keen on the method of laying the ballast into the keel moulding.

During hammer testing the keel moulding arrangements, I have had a couple where the ballast is not very tight within the moulding.

Surveying two Island Packet 380s after groundings, I have found water was able to easily ingress into the keel void and soften the lean mix of sand and cement used around the lead ingots.

The Island Packet 380 is ideal for living aboard long term and tradewind sailing. Credit: Richard Langdon/Ocean Images

This has been a very hard job to sort and in both cases quite expensive to deal with.

Protect the boat’s teak cappings before liftout as they can be damaged.

Have some carpeted blocks made and place below the strakes to stop the strops lifting the cappings off under load.

Lastly, be aware of the skeg fitting fastenings that can weep into the keel void, the security of her deck fittings and, most importantly, moisture in the deck core around fittings, especially around winches and the portlights.

Alternatives to the Island Packet 380

Moody 38 mk1.

All controls on the Moody 38 lead aft. Credit: David Harding

Moody was to the British what Island Packet was to the Americans: reliable, solidly built cruising boats.

They had a prodigious output, over 160 Mk 1 Moody 38s came out of the mould in the 1990s, and a further 37 of the Mk 2 version in the 2000s.

Owing to the centre cockpit, the master cabin is aft rather than forwards.

Described by the original Yachting Monthly review in 1992 as ‘truly splendid’, it’s still impressive today with lots of stowage and a portlight in the transom.

Like many centre-cockpit boats the cockpit lockers are sacrificed, with two deep but narrow lazarettes in each quarter instead.

Another compromise is that the companionway steps descend quite steeply.

Forwards there’s a generous V berth and second heads – useful if you’re cruising as more than a couple.

There’s a proper, forward-facing chart table to keep the fuddy-duddies (like me) happy too.

The 38 came with a masthead rig with double spreaders and fixed backstay as standard. Credit: David Harding

Below the waterline there’s a stout fin keel and semi-balanced rudder on a partial skeg. The masthead rig has the least sail area of all the boats in this selection.

The small mainsail area is partly because they came with in-mast furling as standard and they were also designed to have a generous genoa.

Once you add an overlapping headsail into the equation she has a better sail/area:displacement ratio. The smaller main will also make her easier to handle in a blow.

The modest draught will slightly limit upwind performance, but most cruisers aren’t concerned about losing a few degrees of pointing and it gives better access to tidal harbours.

The hull is solid laminate but the deck is balsa-cored, so you’ll need to watch out for moisture ingress.

The Plymouth-built hulls met Lloyd’s construction standards so should stand the test of time.

Although Moody didn’t splurge out on the joinery, they didn’t skimp on it either: the fit-out is good.

If you’re looking for an affordable fin-keeler with plenty of space but that’s easy to handle under power and sail, this is a great option.

Nauticat 39

A deep forefoot means the Nauticat 39 handles well in heavy weather. Credit: David Harding

Nauticat is not a name you normally associate with handsome sailing yachts.

They’re better known for their quirky motor sailors but in the 1980s and 1990s a touch of thoroughbred was introduced to the stables of the Finnish design team.

A series of much more athletic boats appeared, including the Nauticat 39.

With a narrow beam, relatively light displacement and large sail area she’ll likely outsail her contemporaries, especially upwind.

The deep forefoot makes her sea-kindly in heavy weather and the bulbed fin keel is substantial, giving better than average directional stability.

The joinery below decks is of Scandinavian quality with all teak sourced from the same trunk so that the colour and grain matches.

The master aft cabin has an en suite heads, with a second heads forward to serve the V berth and single cabin down the port side.

The major selling point of the boat is the wheelhouse, where you can sip a gin and tonic, enjoying the sunset in whichever beauty spot you’ve arrived in.

It’s quite ambitious to fit one of these on a boat under 40ft, so the seating area of the raised saloon is smaller than that of a conventional saloon.

It also means that the galley is buried in the belly of the boat which, whilst snug in heavy weather, is a bit lonely when the rest of the crew are enjoying sundowners on deck.

The interior helm station will appeal to anyone missing those working-from-home pyjama days – with a throttle control and hydraulic steering link you can wear your slippers on watch.

With her performance credentials, though, she’ll reward those who want to play on deck too.

Hunter Legend 41

The Legend 41 was designed for easy handling shorthanded. Credit: Graham Snook

Another American cruiser which has been popular in Europe is the Hunter Legend 41.

Like the Island Packet 380, it’s broad-shouldered and beamy with high topsides. The interior is voluminous.

The B&R rig is a trademark feature of the Hunter brand.

Originally designed by Swedish engineers Lars Bergstrom and Sven Ridder, it removes the need for a backstay by substituting aggressively swept back spreaders and a web of reverse diagonals.

The result is a sail plan that’s heavily weighted in favour of the mainsail, thanks to a big roach and small foretriangle.

It’s intended to make sail handling easier because there’s no large headsail to sheet in.

However, careful mainsail management may be required in order to reduce weather helm close-hauled.

The stainless-steel cockpit arch keeps the mainsheet clear of the crew yet still within reach of the helm.

Innovative rig design aside, the deck layout is fairly standard for this type of cruising yacht.

Accommodation-wise there’s little to fault.

The L-shaped galley has acres of work-space and a full-height storage locker. The saloon seating wraps around the table and could easily accommodate eight.

Big overhead windows let in lots of natural light. There are two big double cabins, one forward, one aft, both with an en suite heads.

A deck saloon version gives 7ft of headroom in the saloon! The shoal draught version comes with a bulb keel, whilst the full-fin keel will give better upwind performance.

She’s flighty for tricky offshore sailing, but would make a comfortable island-hopping liveaboard.

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Specifications

Basic information.

• Builder Island Packet
• Category Cruisers
• HIN/IMO TDL27105J687
• Condition Used
• Fuel Type Diesel
• Hull Material Fiberglass
• LOA 27'
• Number of Engines 1
• Make Yanmar
• Power HP 18.00 HP
• Hours 800.00

1987 Island Packet 27'

Quality Built Boat Bottom Job, 2024

Full Description

Listing MLS by Yachtr.com

Brewer Yacht Sales is pleased to assist you in the purchase of this vessel. This boat is centrally listed by St. Petersburg Yacht Sales & Service. It is offered as a convenience by this broker/dealer to its clients and is not intended to convey direct representation of a particular vessel

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Island Packet and Island Packet Yachts are registered trademarks of IPY (Island Packet Yachts, Inc.). IPYOA and The Island Packet Yacht Owners Association, have no affiliation with IPY, the Island Packet Yacht Company. Throughout our IPYOA Facebook Group and on this  IPYOA.com  website the terms Island Packet and Island Packet Yachts are used for identification purposes only. This use is FAIR USE and NOMINATIVE. We are NOT a yacht manufacturer we are a yacht owners group.

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What makes an Island Packet Yacht special?

Each aspect of every Island Packet has been carefully designed and built to maximize the safety and pleasure of the cruising lifestyle. Exclusive design features, proprietary materials technologies, unmatched resale values, and award winning customer service, all combine to make Island Packet Yachts the benchmark for cruising yachts.

About Island Packet Yachts

The new 349 showcases an unparalleled combination of features that further Island Packet’s unwavering commitment to meeting the needs and desires of the cruising sailor. 

IP 349 Info

The larger 439 offers even more choices and customization options while maintaining the excellence, quality and safety features the Island Packet Brand is famous for.

IP 439 Info

The IP 42 MS

The Island Packet 42 Motor Sailer is designed for comfortable, offshore cruising. Sailors can enjoy the livability of a trawler and maintain the ability to easily sail in all weather.

42 Motor Sailer Info

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