pc class sailboat

50th Anniversary Collectors Issue - September/October Issue No. 300 Preview Now

The Pacific Class Sloop

  The crew on ROUTE 66 hikes hard during the final charge to the finish line of the first 2019 Sun Series Race. To leeward of them is BLUE CHIP (No. 43), also recently restored by her owner, Chris Frost. BLUE CHIP was owned by the PC Class’s designer, Paul Kettenburg, and Frost sailed on her as a teenager. Many PCs have been handed down to owners who are willing and able to oversee restorations.

L egend has it that on the storied waters off San Diego, California, where Dennis Conner defended the AMERICA’s Cup not so long ago, there has been an unusual gathering of what some in nautical circles call “angels.”

In San Diego, California, the Pacific Class (PC) sloop ZEST, built in 1942 and recently restored, works to windward with owner Steve Brownsea at the helm. The first PC was launched in 1929, and the class is still actively raced.

Those angels have built, sailed, and nurtured a class of large and sleek knockabout sloops known affectionately as “PCs.” The Pacific Class was the first one-design racing sloop constructed for Southern California waters, and over the past 90 years this class of about 80 boats has sailed into yachting mythology. WINGS, hull No. 8 and perhaps the oldest hull in existence, is on display at the San Diego Maritime Museum.

PCs have attracted an enthusiastic follow­ing for about four generations. Today, 18 of them line up in their slips on E Dock at the San Diego Yacht Club (SDYC) like a con­cours d’élégance of trophy boats, and another dozen lie at various locations around San Diego. On weekends they raise their sails for jaunts or races around San Diego Bay. When first built in 1929, the PC sloop was conceived as a club and class racer within the price range of sailors of ordinary means who could maintain their own boats. But today a restored PC can cost you well over $50,000, which is no modest outlay for a daysailer.

I asked Rish Pavelec, who has rescued quite a few PCs, what the boat’s big attraction is. He paused, then his voice began to almost purr as he spoke. He said the PC looks just like the sailboat you see in your dreams. “It looks the way a sailboat should look.”

Dr. Alex Caldwell, who grew up sailing and racing PCs with his parents, is a glider plane enthusiast. He says that sailing his late father, Bud’s, Pacific Class ONION TRUCK is as close as you can come on the water to piloting a glider. “It’s like soaring.”

A fter hearing such testimonials, I thought I owed it to myself to go in search of the magic. So it was on a windy March afternoon in San Diego that I found myself in the cockpit of PC No. 16, DAWN, built in 1934 and recently restored. Our crew of four included three sailors who are among the current angels shepherding the PC toward its centennial. Aboard and calling the shots was DAWN’s restorer, the Pied Piper of San Diego’s wooden boat renaissance, C.F. Koehler. He’s a 54-year-old wooden boat guru, president of the family Koehler Kraft yacht yard, professional skipper, and inspired jazz trumpeter. Amanda Del Bello and Danielle Richards, two of the “young bloods” in the PC fleet, were tending the jib.

DAWN has no engine, and freeing her from her berth deep amid a warren of docks and boat slips seemed to me like an accident waiting to happen. So I was not all that excited to take the helm. But as soon as we shoved off the dock and Koehler began hoisting the mainsail, I felt DAWN’s helm come alive in my hand. She pivoted through the twists, turns, and narrow fairways like a smart, little junior racer a third her size.

SKYLARK (No. 31) was skippered by Commodore Jerelyn Biehl in the 2019 San Diego Yacht Club (SDYC) Opening Day race. The boat had a doghouse, which was removed to enlarge the cockpit. NEPENTHE (No. 62) and ROUTE 66 (No. 66, though the sail says 23) are in the background.

In the open waters of San Diego Bay, she really showed her nimbleness as she slalomed amid the Saturday afternoon boaters motoring about in swarms. Folks on other boats cheered as we scooted by them with the crisp, modern-yet-traditional Oceanus sails set wing-and-wing. Heading upwind in puffy conditions, DAWN tacked with surety and swiftness, then heeled into the gusts and took off like a thoroughbred. She skimmed over powerboat wakes like they weren’t even there. No question, I felt the truth of what Caldwell had told me. Reaching and off the wind, sailing a PC was like soaring. Going to windward in DAWN had all the thrill of driving a classic roadster on a twisty highway.

No wonder someone shouted at us, “Rock ’n’ roll!”

NEPENTHE (No. 62) leads the fleet at the 2019 SDYC Opening Day. She is owned by Rick Arneson, who is new to the fleet and also an avid Snipe sailor. In the background from left to right are FIRST FIDDLE (No. 11), JEWEL (No. 35), and ONION TRUCK (No. 21).

P acific Class sloops did not spring from the drawing board of a celebrity yacht designer of the 1920s, the likes of Nathanael Herreshoff, Starling Burgess, or B.B. Crowninshield. Rather, PCs came from a local San Diego builder named George Kettenburg, Jr. (see sidebar, page 36), whose shop was then a backyard operation according to Danielle Richards, the current class secretary. She’s got an impressive history of class racing in all sorts of traditional and modern dinghies, but smiles when she confesses her preference for PCs and their improbable origins. A native San Diegan, she takes more than a little pride in the fact that PCs are homegrown.

The ROUTE 66 crew maneuvers to the dock before the first of the 2019 Sun Series Races. The boat’s cabinhouse extends forward of the mast, which means she was built after World War II.

Pavelec, who in addition to rescuing the boats is a PC owner and an SDYC member, sets the scene on the club’s website: “The year was 1929. Herbert Hoover was president of the United States. The stock market had crashed. Within the last 10 years, the population of San Diego had exploded from 74,361 in 1920 to a whopping 147,995 people by 1930. On the waterfront in San Diego Bay, the now-popular Shelter Island was still a natural bar of sand, accessible only by boat. Those taking the trolley out to the commercial basin area or Roseville could see Star-boats, Starlets, R-boats, 6-Meters, and such racing in the bay.”

Aboard one of those boats was Joe Jessop, a nationally known and well-traveled regatta competitor with a soft spot for Herreshoff’s S-class daysailers (see WB No. 267). According to PC fleet lore, Jessop came back to San Diego after some East Coast racing in Herreshoff boats and asked why there was no boat specially built for Southern California winds and waters that could compete in the S class.

In the summer and fall of 1929, a collection of avid SDYC racers pondered this question as they searched for a one-design boat better suited than S boats (with their rather blunt ends) for the unusual combination of moderate winds but choppy seas and ocean swells typical of Southern California. The racers admired the long, lean look of a 22-square-meter imported from Norway. But they were truly infatuated with the smaller and less expensive Starling Burgess-designed Atlantic class sloop.

Just as they were placing an order for four Atlantics, Kettenburg, then 25 years old, made the yachtsmen an offer they couldn’t refuse. He could build a boat with the sail-carrying ability and sweet overhangs of the meter boat and the light displacement of the Atlantic class. But unlike the Atlantic’s open cockpit, Kettenburg’s boat would have decking and a cuddy cabin for safety and comfort during open-ocean sailing. The cuddy would also give the crew a place to sleep aboard when taking the boat to race up the coast at Dana Point, Newport Beach, Long Beach, Los Angeles, or further north. Kettenburg said he could build his prototype within the rules of the S class and at absolutely no cost to the yachtsmen.

LA CUCARACHA (No. 14, pictured here) and some other PCs have elaborate control consoles on either side of the companionway; others are rigged minimally.

The young shipwright promised that he and Jessop would race his prototype against the 22-square-meter and local Herreshoff R-boats. If the Kettenburg boat won…well, how about some contracts? He thought he could sell the boats for $2,100, complete with sails—two-thirds the cost of an Atlantic. He would call his boat the Pacific Class in bold defiance of the dominance of East Coast designers and builders in yachting circles of the era.

With only a high-school education and no training as a naval architect, Kettenburg drew on his exceptional eye for speed, beauty, and sail-carrying qualities and got to work carving a half model of his concept for a Southern California inshore racer. After lifting the offsets from the model and laying the lines out on the lofting floor, he had the plan for a sleek, light-displacement, fin-keel knockabout sloop with low freeboard and long overhangs. The hull measured 31′10″ LOA, with an LWL of 21′ and a beam of 6′8″. The draft was 4′6″, and the displacement was 5,000 lbs. The fractional sloop rig carried 385 sq ft of sail.

Four months after carving the model, Kettenburg had built a boat that stood out not only for its light displacement and swift looks, but also for its light construction. He built the keel of Douglas-fir. Frames were steam-bent white oak measuring only 11/8″ × 11/8″ on 8″ centers. Planking was ¾″ Philippine mahogany fastened with bronze. The decks were spruce. The boat carried about 2,450 lbs of outside lead ballast. Kettenburg named his creation SCAMP.

Jessop and Kettenburg sailed SCAMP in a test race, where she dominated the R-boats and the 30-square-meter. The SDYC had its new class racer. Despite the stock-market crash of October 1929, what was to become Kettenburg Boat Works had orders for PCs and there was an organized class association. By 1931, Kettenburg had built six more PCs for customers at the yacht club.

At this point, Jessop, acting as both a promoter for Kettenburg and an emissary of the SDYC, challenged the East Coast S-boat sailors to a four-boat match race in Honolulu. The PCs won, and they grabbed headlines for their victories.

Hawaiian sailors purchased the four PCs that raced in Honolulu, and their former owners placed orders with Kettenburg for new PCs. Additional orders started arriving from up and down the West Coast. By the start of World War II, Kettenburg had built 35 of the boats, and other builders on the West Coast and Hawaii were soliciting permission to build them.

As time passed, the interior and deckhouse on the PC evolved. Kettenburg added a forward V-berth and small galley to some boats. He also tried a raised doghouse to improve headroom, but the concept was short-lived.

It’s easy to see the small variations in a PC’s deck and cabin arrangements when TRADEWIND (No. 27), DAWN (No. 16), CARL M. EICHENLAUB (No. 84), and YANKEE (No. 72) are lined up and dressed for the SDYC Opening Day festivities.

A huge U.S. market for recreational watercraft followed WWII, and the PC was once again in high demand. With the orders coming in, Kettenburg ruminated on what he had learned from building his fleet of PCs and decided he could improve the rig by changing the headstay position and a few other details. He also stretched out the deckhouse and added a head to make PCs at least seem as if they could be potential weekend cruisers.

There was one other big change. Having built scores of small boats for the Navy during the war, Kettenburg Boat Works was now a “production” boatbuilder, and the yard’s construction team had learned about the efficiencies of building hulls upside down on a jig, so Kettenburg began building PCs this way as well. The company also licensed construction of a few hulls to a builder in British Columbia. Some bare hulls were built in San Diego, then shipped upside down via rail to a Seattle builder to finish.

The last Kettenburg PC, No. 83, rolled out of the shop in the late 1950s. But PCs did not vanish with the fiberglass revolution in boatbuilding. According to Pavelec, perhaps as many as 30 PCs are still actively sailing.

A s one generation of PC owners faded away in the 1990s, a new gathering of angels comes into the picture—namely Bud Caldwell (Alex Cald­well’s father), Morgan Miller, and AMERICA’s Cup skipper Jack Sutphen. They began scooping up PCs that were being neglected. “They had a habit of inviting people for a nice Saturday sail in a PC,” says Richards, amid sheet-handling aboard DAWN, “and when the sail was over and the guest was gushing about the ride, these guys would say, ‘and by the way, here’s your new boat. Welcome to the fleet.’”

Danielle Richards and Seth Johnson crew with ROUTE 66’s owner, Brent Boyd. Boyd borrowed a mainsail from them to test a different cut while Richards and Johnson are currently having their PC, CHAOS (No. 23), restored.

Richards says that when she was a junior sailor at the SDYC she would walk past the PCs on E Dock almost every day on her way to sail dinghies with the sailing school. It wasn’t long before Bud Caldwell noticed her. He was a longtime employee at Kettenburg, and by the 1980s had been on hand for the development and building of more than a half-dozen Kettenburg designs. But he had a soft spot for PCs, especially his own boat, ONION TRUCK.

“Bud would see me coming down the dock,” says Richards, “and he would ask me what I was doing on Saturday. If I didn’t have a quick response, he drafted me to crew on ONION TRUCK for a race.”

So it was with a core group of junior sailors at SDYC. And while the PC fleets in places such as Newport Beach, Los Angeles, and Santa Barbara began to disappear as a generation of owners crossed the bar, the San Diego fleet more than held its own. Today, Richards is one of three PC owners in their early 30s who race with a crew of young cohorts.

Longtime fleet member George Lindley, seen here aboard his 1935 PC LA CUCARACHA (No. 14), has been sailing PCs his whole life. LA CUCARACHA is the most successful PC in the class’s history, having taken numerous National and Fleet Championship titles.

Pavelec was also among the novices drawn into the fold by a casual invitation to sail in a PC. “My eyes popped out of my head,” he recalls about his first sail, “I fell in love.” The next thing he knew he had made an offer on a PC and raced home on his Harley to clean the house and cook dinner before he sprung it on his wife that he had just bought a 50-year-old boat that he “didn’t know how to sail.”

The rest is history. Since those days, Pavelec has owned seven PCs, gone as far as Alaska to rescue a boat from oblivion, sold some of the boats to bring new blood into the San Diego fleet, and restored several with the help of Koehler.

For Alex Caldwell, owning and maintaining what he still thinks of as his father’s PC is about his connection with his father and his mother. He’s a busy family physician in central California, but as often as he can, he drives four to five hours to San Diego to sail ONION TRUCK.

“My wife and I actually sleep aboard,” he says. “I see my dad everywhere in that boat.” And what memories it brings back. He remembers his final years of sailing ONION TRUCK with his father in a race called Men’s Mayhem, when they both qualified as senior citizens. But the PC also brings back memories of youth, like the time his dad asked Caldwell, then 15, and a couple of his friends to deliver a PC about 135 miles north to a regatta at Marina Del Rey.

“We didn’t have an engine, and we spent about a day becalmed off Oceanside, then again just outside Avalon Harbor [on Santa Catalina Island]. It took us four days before we sailed into Marina Del Rey.” ONION TRUCK taught the boys a lot about seamanship and seafaring adventure.

Sometimes Caldwell thinks that it’s crazy for him to keep his dad’s PC when he lives so far from San Diego. “But I’m hoping to get my grandkids interested in it,” he says. So he’s not letting go.

There’s no doubt that owners’ emotional connections to PCs have ensured their survival for far longer than Kettenburg could have imagined. The characters of the people who have sailed them for more than three generations have played a role in this, too—as have the beauty of the boats and the thrill of sailing them.

In recent years, there has been a new flurry of PC restorations. Koehler has been engaged in seven of these at his yard on Shelter Island in recent years. He tells a surprising story for a shipwright who once believed that classic yachts deserve restorations using traditional methods and materials.

Steve and Heather Brownsea (seated astern and on the port rail) with guest crew take their ZEST on a reach to the finish line on the first of the three races of the 2019 Sun Series Trophy. Steve bought her in 2011 from the defunct Marina del Rey fleet and has been restoring the boat himself ever since.

“Bud Caldwell had a tired and leaky PC,” says Koehler. As a surfer, Caldwell knew the ins and outs of making repairs with resins. “So he decided to stop the leaks in his boat by recaulking the seams with polyester line soaked in epoxy, then coating the hull in epoxy.”

Purists scoffed. They thought it would never work, says Koehler. “But years went by. The boat won races, and it didn’t fall apart. It seemed to me maybe this guy had hit on something.”

But while Koehler and a number of PC owners were evolving variations of this epoxy method to add strength and stop the leaks in aging hulls, an amazing thing happened. The legendary Shelter Island boatbuilder Carl Eichenlaub decided he was ready to build his last boat, and that he wanted it to be a PC. He had been the U.S. Olympic Sailing Team shipwright from 1976 until 2004 and was a builder of world-champion Star-boats. So, after gaining the necessary permissions from the Kettenburg family, Eichenlaub set about crafting the first new PC to join the fleet in nearly 50 years. Traditionally constructed, hull No. 84 took to the water in 2004. Eichenlaub presented it as a gift to his daughter, Betty Sue Sherman, to celebrate her appointment as the first female commodore of the SDYC. She returned the gesture by naming her new PC the CARL EICHENLAUB.

At about the same time Eichenlaub was building his PC, a number of other owners were completing restorations. One was Koehler’s ground-up, stem-to-stern restoration of DAWN for Pavelec.

“About the only thing we saved was the ballast,” Pavelec says. “I hate to think how much money I’ve spent on these boats. But I’d do it all again. They have given me such joy.”

Randall Peffer is a regular contributor to  WoodenBoat.  His latest book is Never to Return: Surviving the Worst Combat Loss in the History of the U.S. Coast Guard.

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Pacific Cruising Class

The Pacific Cruising Class (PCC) was designed by George Kettenburg Jr. in 1945 and is one of the most significant ocean racers in the heritage of American yacht design. The PCC dominated all major west coast ocean races from post World War II through the late 1950’s.

The boat George Jr. originally designed and built was 44′ 10″. Joseph Jessop (Commodore of the San Diego Yacht Club-1929) had been instrumental in the selection of the Kettenburg PC as the One-Design yacht commissioned for the San Diego Yacht Club, and who greatly influenced their sale to other yacht club members. Joseph Jessop commented at the time to George Jr. that he thought the 44′ 10″ foot boat looked too short. Consequently, George Jr. redesigned the boat, and the PCC was built as a 46′ 4″ one design ocean racing yacht.

The Kettenburg Boat Works built the 46′ 4″ PCC hull #1 in six months. PCC #1 was built production style over an inverted jig, like every wooden boat constructed at Kettenburg Boat Works from the 40s on. PCC #1 EULALIE was launched in May 1946. EULALIE was built as George Kettenburg Jr.’s personal boat, and he named the boat after his wife. George Kettenburg Jr. raced EULALIE extensively, and won numerous major regattas. EULALIE is one of twenty-five PCCs, which were built between 1946-1959. PCC hull numbers 1, 2, were built with Honduras planking over oak ribs. PCC hull numbers 3 to 17 were built with straight grain Douglas fir planking over oak ribs. PCC hull numbers 18 to 25 were built with Philippine mahogany planking over oak ribs.

Information courtesy of www.kettenburgboats.com

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About the PC Fleet

ABOUT THE PC

This is the first wooden One Design racing sloop designed and built especially for Southern California waters. Designed by George Kettenburg Jr. in 1929, the PC has survived over 77 years and is still enjoyed today. While the largest of the fleets is in San Diego, there are smaller groups in Marina del Rey, Los Angeles and Washington State. Of the 84 hull numbers assigned, all but 19 of these lovely vessels have been identified as never built, lost, destroyed, on the hard or still sailing! Many have been totally restored to live another 77 years! Hull #8 WINGS, believed to be the oldest hull in existence, is now on display at the San Diego Maritime Museum.

I hope you enjoy visiting our web page and encourage you to share any history, photos or information with our webmaster so that our webpage continues to grow! For now, take a trip down memory lane and see what present PC skippers are up to as well!

THE BIRTH OF THE PC

The year was 1929. Herbert Hoover was president of the United States. The stock market had crashed. Within the last 10 years, the population of San Diego had exploded from 74,361 in 1920 to a whopping 147,995 people by 1930. Through the generosity of business man and philanthropist, G. W. Marston, San Diego citizens were invited to visit the new; Presidio Park above our Old Town. From there we could see San Diego Bay with sail boats coming and going. Ruben H. Fleet would soon move his aircraft business from New York to San Diego to spur the growth in population and employment even more. This was a city on the move.

On the water front in San Diego Bay, the now popular Shelter Island was still a natural bar of sand, accessible only by boat. The San Diego Yacht Club, while having moved several time since it's inception in 1886, would soon move again to its present location. It would be 5 additional years before the SDYC would see its first female Flag member. The Commodore was the young Joe Jessop, of the Jessop Jewlery family. Those taking the trolley out to the commercial basin area or Roseville, could see Star Boats, Starlets, R boats, 6 meters and such racing in the bay. Jessop was known for his racing skills and often went to New York to sail in races. Among the boats he favored were the S Class yachts, designed by the father of modern day boat design, Nathanial Herreshoff. Word of mouth stories tell of Jessop coming back to San Diego and meeting with friends asking why there was no boat built especially for Southern California winds and waters that could compete with such boats as the S Class.

George Kettenburg Sr., having retired at the young age of 40, moved his family from back east and bought a home with an expansive lot on Kellogg Street. Point Loma was largely undeveloped at this time. It was here, in the back yard of the Kettenburg home, that George Jr. spent his time building boats as a hobbie.. With his father interested in motorized speed boats, George Sr. asked his son to assist with the construction of a 24' power boat from plans he has purchased. Admired by local yachtsmen, George Jr. set about to build others as each was sold. Seeing his son's designs and efforts being successful, George Sr. elected to finance his son's endeavors and officially founded Kettenburg Boat and Engine Company. With the father acting as machinist, George Jr. did all the wood work. An entry into sailing boats came with the request of 4 Alden Design 22' knockabout sloops. Soon to follow were the Star Class vessels and eventually the Starlets. Launching of all these vessels in the early days must have been a sight to see, when the Kettenburgs and their crew hauled the vessels down the hill from their Kellogg Street (high above what is now La Playa in San Diego Bay) and waited for high tide to launch! Jump ahead to 1929. Bye this time, George Sr.'s passion for power boats had the family designing and building fast and award winning boats powered by aircraft engines (purchased at bargain prices from the US Government!) while George Jr. had proven his talent with the design and construction of several sail boats. While in his 20's, George Jr. was already an accomplished wood worker and was, among other things, building dingy and fishing dories as well. In fact, the local Portuguese fisherman often bought his creations, swearing by their worth.

Seeing that their combined efforts were seeing some success, the Senior Kettenburg elected to buy property and relocate to the Commercial Basin district (on the north east side of San Diego Bay). The business name was officially changed to Kettenburg Boat Works. A new building was constructed and this location on the water made launching easier, to say nothing of making the Kettenburg neighbors happy with no more aircraft engine testing in their back yard!!!

Kettenburgs two sons, George Jr. and Paul, were friends of Jessop and shared his interest in boats and sailing. Following a recent return from back east, Jessop approached his young friend George and asked him what his thoughts were about creating a sail boat for San Diego waters. They talked about the S boats and other local known one designs. They discussed what features this new boat might have and which "improvements" might make this a unique vessel for local sailors. Most importantly, the boat was to be built within the "rules" of the S Class, (thus a One Design) so that competition between the two boats would be fair without the need for handicapping. Thus the concept of the PC (Pacific Class) came to mind.

George Jr., with no formal naval architect, engineering or mathematical training, gave the project much thought. After some time, he picked up a block of wood, and with a whittling knife, cut away at the block until the chips freed, and thus reveled, the hull of what would become the first PC. Sand paper gave improvements to the hull design that only George could feel and see in his minds eye. With no lofting plans and lacking the talent or formal knowledge to draw them properly, Kettenburg drew full size lines (as best he could) on the floor of his father's shop. With his father's permission, he went about building the first PC #1 SCAMP, (named after his young sister who, I'm told was often in the way).

Thus San Diego Citizens looking out at the bay had the pleasure of seeing SCAMP sail proudly. She was immediately immensely popular and it was not long before friends of George Jr. requested that he build hull number 2 and 3 and so on. And so begins the tale of the Kettenburg PC Class.

PRE WAR BOATS

The PC Class was an immediate success. The PC Association was founded and boats were racing up and down the bay on a regular basis. Skippers were convinced that this One Design would not only compete with R boats and the S Class, but beat them in races! By 1931, a total of 7 hulls were completed. Joe Jessop, acting for the San Diego Yacht Club, contacted the S Class fleet back in New York, and challanged them to a 4 boat match race in Hawaii at the Honolulu Yacht Club. With "navy town connections", 4 PC's were transported across the Pacific via US Navy ships. The following is a list of the hull numbers and skippers who participated in the PC/S Class 1931 Regatta:

#2 Joe Jessop BLUE JACKET

#3 A. E. Childs TIANA

#4 George Jessop JEAN

#7 Bob Mann JADE

The PCs were, in fact, sucessful and smartly won the series. The vessels proved to be so popular in Hawaii, that all were purchased by local yachtsman! Previous owners returned to San Diego with the regatta trophy, but without boats to sail. In most cases, owners immediately ordered replacement boats. The next hull number to follow was #8 WINGS.

By this time, the PC was the rage of Southern California and intrest was being developed as far up the coast as Washington State as word spread. By the time hull #29 was completed, the PC experienced some interior changes. Owners wanted V berths to spend the night on. Stoage compartments developed into small galley areas. Talk of heads in the cabin was becoming a reality. Another change was addition of a raised "dog house" at the cabin entry way. Some were tired of banging their heads on the entryway, thus a dog house seemed to be the answer. Hull #30 and 31 were dog house boats. In fact, the idea did not catch on. People saw the dog house more of something to contend with rather than a huge benifit, thus the idea was scrapped.

By this time (1940), the PC had made it's mark. Boat yards up the coast and as far away as Hawaii were asking permission to build the, now patened design in their yards. The Kettenburgs agreed that hull numbers 32, 33 and 34 would be build in Hawaii. Sadly, before construction began, the Japanese bombed the Islands, and these hulls were never completed. The "pre war" PC production ended with hull number 35. Pacific Class production came to a hault along with most "pleasure boat" construction. The Kettenburg yard was now producing comercial fishing boats and work boats to assist with the war effort. The young men of San Diego were leaving their boats and homes and becoming soldiers, Marines, navy sailors and air force pilots. Leisure sailing would be at a lull until the war was over.

POST WAR BOATS

WWII was declared over! Our young men and women were returning home. People were laughing and dancing and smiling again. The economy was beginning to grow and more money was being into pleasure and leisure instead of a war effort! The Kettenburg yard was now being flooded with requests for boats. The PC was now back in popular demand. With 35 hull numbers to serve as "test models", the PC was in for the first significant changes since 1929! Owners had complained about not having enough cabin space. They wanted more head room, sliding hatchways, windows for improved lighting, V berths and such ammenities that a small crusing boat would have. More importantly, rigging changes were in the wind. In order to make the rig more efficient and cleaner, the jumber was raised 3'. The headstay (from the bow to the mast head) was removed and the old "diamond rig" was done away with and replaced with the jumper strut arragnement. The double Jib stay was moved forward by 1' to take more of the load in order to compensate for the missing headstay. In order to stay within the "one design" rules, the longer foot of the jib was compensated for by shortening the leach, thus the sail area was unchanged. Post war boats are easily recognized by their elongated cabin that runs afore the mast. Most post war boats have a hatch afore the mast for light and ventilation. While many of the pre war vessels have added windows and sliding or cut out companion ways, their absence (and other features mentioned above) make it easy to determine whether a boat is pre or post war. In some cases (#72) past owners have cut the cabin in order to make a cleaner sweep of the jib while tacking, however most post war boats still have the extended cabins. These were the only changes allowed in order to stay within the class rules. The PC Association, over the years, has approved very few changes and set down few rules. Examples such as specificing the location of the jib car track, limiting the use of modern sail materials (kevlar, etc), lead keel shaping and hull weight have been carefully controlled in an effort to keep competation between pre and post war boats fair.

Because the PC popularity increased, the Kettenburgs were somewhat receptive to hulls being assigned to being built in other boat yards up and down the coast. In fact, hulls 13, 15 and 17 were built by South Coast Boat Yard in Newport, Ca. Hulls 56, 57, 58 and 59 were built in British Columbia and hull numbers 80, 81, 82 and 83 were built by Kettenburg in San Diego, however shipped upside down via rail to Seattle where they were finished. The last Pacific Class yacht completed (in the late 1950's) was hull #83. To date much effort has gone into locating and identifying which vessels are still in existance. 64 of the 83 hull numbers assigned have been identified as lost, sailing or on the hard. 19 boats are yet unaccounted for. 47 of the original 78 boats BUILT are known to be still sailing. 17 hull numbers are classified as never built (4), converted and no longer a PC (1) and lost or destroyed (12). My search continues. Any information you might offer will be helpful and appreciated.

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1947 Kettenburg P.C. (Pacific Class) - 32' Boat $10,950

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32 Feet 1946 Kettenburg Boat Works Pacific Class Sailboat

$19,000 (usd), boat id: 27898, contact us directly - 800-675-4089, learn how the process works (faq).

This is a beautiful antique sailboat that has won many races off San Diego. It s built of Philippine mahogany and has been fully restored to better than original condition. It has small cabin, 40 ft mast, new sails and spinnaker, fresh paint on topsides and deck. It has a brand new cover that covers the entire boat and topsides. Draft is about 4'. 4 fresh coats of varnish on the mast.

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Cyclone Class Coastal Patrol Ship - PC

Builder: Bollinger Shipyards, Inc.

The primary mission of these ships is coastal patrol and interdiction surveillance, an important aspect of littoral operations outlined in the Navy's maritime strategy. The Cyclone-class PCs are particularly suited for the maritime homeland security mission and have been employed jointly with the U.S. Coast Guard to help protect the U.S. coastline, ports and waterways from terrorist attack; in addition, the ships have been forward deployed to the Gulf region in support of the war on terrorism.

The Cyclone-class ships are assigned to Commander, U.S. Fleet Forces Command. Of the 13 ships, two operate out of the Naval Amphibious Base, Little Creek, Va., three operate out of Mayport, FL., and eight are forward deployed to Manama, Bahrain. These ships provide the U.S. Navy with a fast, reliable platform that can respond to emergent requirements in a shallow water environment. USS Cyclone was the lead ship of the Navy's Cyclone-class of patrol coastal boats. The ship was decommissioned and stricken from the Navy list on February 28, 2000, and was given to the U.S. Coast Guard the next day. There, the Cyclone was re-commissioned as USCGC Cyclone (WPC 1). Serving in this role for another four years, the ship was finally transferred to the Republic of the Philippines on March 8, 2004, where the Cyclone entered naval service as BRP Mariano Alvarez (PS 38).

The Navy and Coast Guard signed an agreement in August 2004 that allowed five ships to be under the operational command of the Coast Guard beginning in October 2004. Two of five ships were returned to the Navy in 2008. The remaining three are scheduled for return in October 2011. In 2009, the ships began a sustainment program to update their ships engineering, navigation, communication, combat and support systems.

Ships in class: USS Hurricane (PC 3), Little Creek, VA USS Typhoon (PC 5), Manama, Bahrain USS Sirocco (PC 6), Manama, Bahrain USS Squall (PC 7), Manama, Bahrain USS Chinook (PC 9), Manama, Bahrain USS Firebolt (PC 10), Manama, Bahrain USS Whirlwind (PC 11), Manama, Bahrain USS Thunderbolt (PC 12), Manama, Bahrain USS Shamal (PC 13), Mayport, FL USS Tornado (PC 14), Mayport, FL USS Tempest (PC 2), Manama, Bahrain USS Monsoon (PC 4), Little Creek, VA USS Zephyr (PC 8), Mayport, FL

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Wednesday 27 august 2014, cyclone class patrol coastal boats of the united states navy.

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INFORMATION ON THE CYCLONE CLASS PCs AND WPCs Cyclone-Class Patrol Coastal Length 179 feet Beam 25 feet Draft 7.5 feet Displacement 328.5 tons Engines 4 Paxman Diesels (3350 HP each) 4 Fixed Pitch Propellers 2 Caterpillar Generators (155 KW) Speed 35 knots Endurance 2,000 nautical miles Complement 4 Officers, 24 Enlisted, plus 9 SPECWAR/LAW Detach Armament 2* Mk.38 25mm cannons a Stinger missel station and 4 pintles that can hold either machine guns or grenade launchers. *The Navy is replacing one Mk.38 with a new Mk.96 platform that combines the same gun with a grenade launcher, all on a stabilized turret. CYCLONE-CLASS PC HISTORY In 1990, the Navy awarded a contract to Bollinger Machine Shop and Shipyard of Lockport, LA for construction of eight Patrol Coastal (PC) ships based on the Vosper Thornycroft Patrol Craft hull design. A follow-on contract for five additional ships was executed in July 1991. In October 1997, Bollinger was awarded a contract to build a fourteenth Patrol Coastal ship. Plans called for the keel to be laid in June 1998 with delivery in April 2000. Construction of the ships was funded by the United States Special Operations Command (USSOCOM). The ships are manned by Naval personnel and are assigned to the Naval Special Warfare Command under the cognizance of Special Boat Squadron ONE (Coronado, CA) and Special Boat Squadron TWO (Little Creek, VA). The mission of the Patrol Coastal ships is to conduct Maritime Special Operations, to include: maritime interdiction operations, forward presence, escort operations, noncombatant evacuation, foreign internal defense, long-range Special Operations Forces (SOF) insertion/extraction, tactical swimmer operations, reconnaissance, intelligence collection, operational deception and SOF support as required. The ship's operational capabilities are designed to meet the unique requirements of their Special Warfare missions. Operationally, the PC's are capable of accelerating from stop to 35 knots in under three minutes, then move from full ahead to 15 knots astern in 60 seconds. In high-speed, hard-over turns, the ship barely heels as the automatic stabilizers engage. The PCs are named for global weather phenomena with the first ship in the class being USS CYCLONE. CYCLONE-CLASS PC's Commissioned PC-1 Cyclone Decomissioned 28 Feb, 2000, transferred to U.S. Coast Guard Sold to the Philippine Navy March 2003 PC-2 Tempest 21 August 1993 Little Creek, VA Manama, Bahrain PC-3 Hurricane 15 October 1993 Coronado, CA Manama, Bahrain PC-4 Monsoon 22 January 1994 San Diego, CA Manama, Bahrain PC-5 Typhoon 12 February 1994 Tampa, FL Manama, Bahrain PC-6 Sirocco 11 June 1994 Washington, DC Manama, Bahrain PC-7 Squall 4 July 1994 St. Louis, MO Manama, Bahrain PC-8 Zephyr 15 October 1994 Corpus Christie, TX Mayport, FL PC-9 Chinook 28 January 1995 St. Augustine, FL Manama, Bahrain PC-10 Firebolt 10 June 1995 Alexandria, VA Manama, Bahrain PC-11 Whirlwind 1 July 1995 Memphis, TN Manama, Bahrain PC-12 Thunderbolt 7 October 1995 Philadelphia, PA Manama, Bahrain PC-13 Shamal 27 January 1996 Baton Rouge, LA Mayport, FL PC-14 Tornado 24 June 2000 Norfolk, VA Mayport, FL PC TIDINGS: The PCs of Special Boat Squadron ONE have been deployed to South American countries with operations in the South-eastern Pacific, South Atlantic and the Caribbean. On a deployment to Ecuador in 1996, HURRICANE and MONSOON navigated 42 nautical miles up-river to Guayaquil, proving the PC ability to operate in a riverine environment. In 1997, SQUALL and ZEPHYR completed a six-montb deployment in support of Exercise UNITAS 38-97, including the circumnavigation of the South American continent and operations with twelve nations. During this exercise, the ships covered 22,000 nautical miles and visited over 30 ports while carrying out operations in support of Maritime Special Operations, Coastal Patrol and Interdiction and amphibious events. In1998, HURRICANE and MONSOON conducted the first deployment of PCs to the Western Pacific (Wes Pac) since World War II. Accompanied by USS SIdes (FFG 14) the PCs logged over 22,500 nautical miles and visited Hawaii, Okinawa, Japan, South Korea, Hong Kong, Malaysa, Singapore, Thailand and Guam. Special Boat Squadron TWO PCs have been deployed to Europe and Africa, participating in Sixth Fleet operations in the Mediterranean and Persian Gulf and joint operations with allied Navies in the Mediterranean, South Atlantic, North Atlantic and Baltic Sea. In 1996, TYPHOON and SIROCCO visited eleven European nations, working with the Navies of Albania, Denmark, Finland, Germany, Latvia, Lithuania, the Netherlands, Poland, Portugal, Russia, Spain and Sweden. The ships called on 18 foreign ports including the first ever U. S. Navy ships to visit St. Petersburg, Russia. The PCs of Boat Squadron TWO have shown the flag from Dakar, Senegal to St. Petersburg, Russia. On October 1, 2002 the 9 East Coast PCs were transferred to the Commander, Naval Surface Force, Atlantic Fleet (SURFLANT) and the 4 PCs on the West Coast transferred to the Naval Surface, Pacific (SURFPAC). All 13 PCs are currently deployed with the U.S. Coast Guard in support of Operation Noble Eagle, homeland security of our coastline, harbors and ports. Following the terrorist attacks on the World Trade Center and the Penatgaon on 11 September 2001, the PCs were assigned to operate with the U.S. Coast Guard on Homeland Defense duties. The ships are manned and maintained by the Navy but are under Coast Guard operational control. In January 2003, USS Chinook (PC 9) and USS Firebolt (PC 10) along with their Maintenance Support Team, were deployed to the Persian Gulf and operated in the region during the Iraq war. They were relieved in mid-2004 by USS Typhoon (PC 5) and Sirocco (PC 6) along with their respective Maintenance Support Team. The Typhoon and Sirocco are presently on station in the Persian Gulf with their crews rotated under the Navy's experimental Sea Swap Program. The concept of the Sea Swap Program is that it is cost effective and less time consuming to swap out the entire crew, from Captain to Seaman, of a forward deployed ship than to bring the ship back on rotation. The plan calls for the ships to remain on station for up the 18 months, with the crews rotated on six-month intervals. On 30 September 2004, five PCs, USS Tempest (PC 2), USS Monsoon, (PC 4), USS Zephyr, (PC 8), USS Shamal, (PC 13), USS Tornada, (PC 14) were decommissioned and transferred to the U.S. Coast Guard, on loan for four years. The Navy will retain ownership of the PCs and be responsible for all life-cycle management maintenance, depot management and corrective services through fiscal 2008. The remaining eight Navy PCs, six stationed at NAB Little Creek, VA and two at NAB Coronado, CA will continue to operate with the Coast Guard on Homeland Defense duties. NAB Little Creek will provide the ships for Persian Gulf deployment and crews from both NAB Little Creek and NAB Coronado will be supporting the Sea Swap Program. USS MONSOON (PC-4) on deployment to Hawaii U. S. COAST GUARD PATROL COASTALS (WPCs) On 1 October 2004, the five Patol Coastals transferred from the Navy were recommisioned in the Coast Guard and designated as Coast Guard Cutters. Their names and hull numbers remained the same with the ships now designated as WPCs. In August 2008, Patrol Coastals Tempest (PC 2) and Monsoon (PC 4) were transferred back to the U.S. Navy and are now based at the Patrol Coastal Training Facility at NAB Little Creek, Virginia In 2011, CGC Tempest WPC-2, and CGC Monsoon WPC-4 were decommissioned and returned to the Navy. CGCs Zephyr, Shamal and Tornado remain in active service by the Coast Guard. WPCs IN ACTION On 13 February 2005, CGC Shamal (WPC 13) returned to Pascagoula after a five-week patrol in the Caribbean Sea. It was Shamal's first operational patrol as a Coast Guard cutter since being transferred from the Navy. While on patrol with the Dominican Republic frigate Altair, Shamal seized more than 2,000 pounds of cocaine and 2,000 pounds of maijuana from two different drug seizures and arrested several suspects for drug trafficking. All Patrol Craft Sailors are "Too Good To Be Forgotten." Thank you for visiting our web site! Short-cut to: Back to the main page. The PCSA Patrol Craft (PC) Patrol Gunboat Motor (PGM) Patrol Craft Escort (PCE) Patrol Craft Sweeper (PCS) Subchasers (SC) Patrol Craft Sailors Association © copyright 2005-20, all rights reserved Pilot Classic 47 The first PC47 launched in May 2022 and is based on a scaled-down version of the PC 55, designed for weekending with exceptional sailing performance and a winning combination of style and timeless elegance. The yachts feature a very spacious cockpit area able to seat 6 in comfort and a comfortable interior with 2 generous cabins, a dedicated nav area, galley and separate head/shower. Construction is in full composites with a Coracell M foam core, epoxy glass skins and a carbon grid system creating a light and very strong yacht. Safety features include watertight bulk heads fore and aft with alarms and a crash bow in the lower forward bow are standard. The deck layout is designed so that 6 can dine in style in the very generous cockpit whilst the coachroof and deck areas are very flush – no clutter or lines on deck with flush cambered hatches as standard. As with this series the designs have a large sail plan and withamodern underbody featuring a deep T keelandspaderudder performance in all conditions will be exceptional – really a sailors yacht! Sailing systems are designed so single-handing is easy. All lines are designed to come aft under under deckallowingtheraising, reefing and lowering of sails from the safety of the cockpit. A self-tacking jib is standard but canbe changedto a standard jib if required and it’s possible to have an optional furling boom. The interior features a double berth forward and a double berth aft to port, a spacious saloon and table, aworkinggalleywith stove and fridge and a very good size head with stand up shower. Interior finish is our standard “NewEngland Beach house style” which gives both a very light and chic interior. Tankage for water and diesel allows for a decent cruising range. Technical Specifications General Dimensions Download full specifications. Download full specifications for the PC47 Great choice! Your favorites are temporarily saved for this session. Sign in to save them permanently, access them on any device, and receive relevant alerts. Sailboat Guide Schock 34 PC Schock 34 PC is a 33 ′ 9 ″ / 10.3 m monohull sailboat designed by Nelson Marek and built by Schock W.D. between 1986 and 1990. Rig and Sails Auxilary power, accomodations, calculations. The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more. Classic hull speed formula: Hull Speed = 1.34 x √LWL Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL Sail Area / Displacement Ratio A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more. SA/D = SA ÷ (D ÷ 64) 2/3 SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay). D : Displacement in pounds. Ballast / Displacement Ratio A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize. Ballast / Displacement * 100 Displacement / Length Ratio A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more. D/L = (D ÷ 2240) ÷ (0.01 x LWL)³ D: Displacement of the boat in pounds. LWL: Waterline length in feet Comfort Ratio This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more. Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 ) D: Displacement of the boat in pounds LOA: Length overall in feet Beam: Width of boat at the widest point in feet Capsize Screening Formula This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more. CSV = Beam ÷ ³√(D / 64) PC=Performance Cruiser. Available with shoal draft wing keel. Draft 4.5’ Embed this page on your own website by copying and pasting this code. About Sailboat Guide ©2024 Sea Time Tech, LLC This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply. Horizon Yacht USA PC SERIES Sleek and Stylish Fast Displacement Timeless and Versatile Modern and Spacious Defining Exploration Elegant and Luxurious Superior Power Catamarans Custom Collection Elegant Design, Luxurious Amenities, and Ultra Comfortable Cruising The PC Series of advanced luxury cruising power catamarans are designed, engineered, and built to exceed the demands of discerning yachtsmen and watersports enthusiasts. Marked by excellence in quality and attention to detail, each yacht in the PC Series offers the high-end amenities and excellent seakeeping of a motoryacht along with the superior cruising stability, efficiency, shallow draft, and voluminous interior and exterior space of a luxury catamaran. Elegant in styling and décor and fitted to the highest standards, the PC Series yachts stand out in a class of their own as they are ideal for either owner/operation or as luxury crewed vessels. The design and development of the PC Series is the result of a collaborative partnership between Horizon Yachts, designer J.C. Espinosa, naval architect and catamaran specialist Angelo Lavranos of Lavranos Marine Design, and Stuart Hegerstrom and Richard Ford of The Powercat Company. News & Events Privacy Policy Cookie Policy Accessibility 1201 U.S. Highway 1, Suite 1, North Palm Beach, FL 33408 561.721.4850 [email protected] 276 IMAGES Pacific Class Sails "If you can sail a P, you can sail anything" Pacific Class Sails Kettenburg Boat Works Schock 34 PC Pacific Class Sails VIDEO Aquaglide Multisport 270 How not to install a Whisper 200 wind generator Dozens of Haitian migrants killed when overloaded boat capsizes Preparing to Abandon Ship #youtubeshorts #shorts #sailboat #sailing Sailing Norway’s Southern Coast JY1509 A New Toy COMMENTS PC Fleet View PC Fleet Schedule & Results. San Diego Yacht Club (SDYC) - The mission of San Diego Yacht Club is to encourage and foster all aspects of yachting. Our members are active fisherman, cruisers, racers, junior sailors, and more. SDYC hosts regattas year round at many levels of competition. PC (KETTENBURG) 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. The Pacific Class Sloop In San Diego, California, the Pacific Class (PC) sloop ZEST, built in 1942 and recently restored, works to windward with owner Steve Brownsea at the helm. The first PC was launched in 1929, and the class is still actively raced. Those angels have built, sailed, and nurtured a class of large and sleek knockabout sloops known affectionately as ... Kettenburg PC Kettenburg PC is a 31′ 9″ / 9.7 m monohull sailboat designed by George Kettenburg Jr. and built by Kettenburg Boats between 1929 and 1959. ... Also known as PACIFIC CLASS or PACIFIC COAST ONE-DESIGN. Originally commissioned by San Diego Y.C., USA. Suggest Improvements Source: sailboatdata.com / CC BY. Embed Pacific Cruising Class The Pacific Cruising Class (PCC) was designed by George Kettenburg Jr. in 1945 and is one of the most significant ocean racers in the heritage of American yacht design. The PCC dominated all major west coast ocean races from post World War II through the late 1950's. The boat George Jr. originally designed and built was 44′ 10″. Blue Chip II: Classic Kettenburg PC-32 Blue Chip II is hull number 78 of the Kettenburg Pacific Class. This one-design model was originally commissioned by the San Diego Yacht Club and the first one was delivered in 1929. Over the next 30 years, 83 hulls were built of mahogany on oak by the Kettenburg Boat Works. The line was designed by Geroge Kettenburg, an avid racer who ... About the PC Fleet The PC Class was an immediate success. The PC Association was founded and boats were racing up and down the bay on a regular basis. ... By this time (1940), the PC had made it's mark. Boat yards up the coast and as far away as Hawaii were asking permission to build the, now patened design in their yards. The Kettenburgs agreed that hull numbers ... 32 Feet 1946 Kettenburg Boat Works Pacific Class Sailboat Learn how the process works (FAQ) Boat Summary. $19,000 (USD) SOLD. Boat ID: 27898. This is a beautiful antique sailboat that has won many races off San Diego. It s built of Philippine mahogany and has been fully restored to better than original condition. It has small cabin, 40 ft mast, new sails and spinnaker, fresh paint on topsides and deck. Kettenburg Boat Works and Owners Association Phone. (619) 234-9153. Berthed. Maritime Museum. Email. Maritime Museum. History: WINGS is believed to be the oldest PC in exhistance. She was built in San Diego, for Mr. Ed Depew (a builder). In fact, George Kettenburg Jr. agreed to build the boat in trade for a piece of land on Point Loma, that the Kettenburg family still owns. 1947 Kettenburg P.C. (Pacific Class) Model: P.C. (Pacific Class) Boat name: Mystic: Year: 1947: Price: $10,950 Description: ... The single-hand set up makes for easy day sailing and light cruising, but she has also won many a race since her launch in 1947. She is a real head turner that has been well maintained. See www.kettenburgboats.com registry and brokerage pages for photos. 32 Feet 1946 Kettenburg Boat Works Pacific Class Sailboat 32 Feet 1946 Kettenburg Boat Works Pacific Class Sailboat. 32 Feet 1946 Kettenburg Boat Works Pacific Class Sailboat. $19,000 (USD) Boat ID: 27898. Request Details. Email Listing. ... Pacific Class (PC) Length: 32 Beam: Engine Details. Year: Make: Cylinders: Hours: Max Speed: Fuel Type: Trailer Details. Year: Cyclone-class patrol ship Cyclone-class patrol craft USS Firebolt (PC-10) ... At 56.7 m (186 ft), the new design, at first designated PBC (Patrol Boat Coastal), and later PC, was much larger than the boats that they were to replace. It was planned to build 16 PBCs to replace the 17 PB Mk IIIs, with first deliveries expected in 1991. The program was stopped at 14 boats ... P-class sloop Patrol boat HMS P32. Ten of these ships were completed as Q-ships, with their numbers being altered by the addition of a "C" after the "P".These were termed the PC class sloops. A further batch of ten ships were ordered in 1917 (PC.65 to PC.70 in January, and PC.71 to PC.74 in June) as PC class sloops.These were built to resemble small merchant vessels for use as decoy (Q) ships, and were ... Pacific Class Yacht Racing Association Pacific Class Yacht Racing Association, San Diego, California. 293 likes · 1 talking about this · 3 were here. Pacific Class Yacht Racing Association, To promote and develop PACIFIC CLASS racing... Cyclone Class Coastal Patrol Ship USS Cyclone was the lead ship of the Navy's Cyclone-class of patrol coastal boats. The ship was decommissioned and stricken from the Navy list on February 28, 2000, and was given to the U.S. Coast ... Cyclone class patrol coastal boats of the United States Navy The Cyclone class is a class of 14 patrol coastal boats (PC) built by Bollinger Shipyards and commissioned between 1994 and 2000. The PC hull/propulsion design is based on the Vosper Thornycroft design-built fast attack craft of the Ramadan class constructed for Egypt (six units completed the period 1981-1982), Oman (four units completed the period 1982-1989) and Kenya (two units ... CYCLONE CLASS PCs Operationally, the PC's are capable of accelerating from stop to 35 knots in under three minutes, then move from full ahead to 15 knots astern in 60 seconds. In high-speed, hard-over turns, the ship barely heels as the automatic stabilizers engage. The PCs are named for global weather phenomena with the first ship in the class being USS CYCLONE. Patrol Coastal Ships The Cyclone class ships are assigned to Commander, U.S. Fleet Forces Command. Of the 13 ships, three operate out of Mayport, Florida, and 10 are forward deployed to Manama, Bahrain. PC47 The first PC47 launched in May 2022 and is based on a scaled-down version of the PC 55, designed for weekending with exceptional sailing performance and a winning combination of style and timeless elegance. The yachts feature a very spacious cockpit area able to seat 6 in comfort and a comfortable interior with 2 generous cabins, a dedicated ... Schock 34 PC PC=Performance Cruiser. Available with shoal draft wing keel. Embed this page on your own website by copying and pasting this code. Schock 34 PC is a 33′ 9″ / 10.3 m monohull sailboat designed by Nelson Marek and built by Schock W.D. between 1986 and 1990. PC Series Elegant in styling and décor and fitted to the highest standards, the PC Series yachts stand out in a class of their own as they are ideal for either owner/operation or as luxury crewed vessels. The design and development of the PC Series is the result of a collaborative partnership between Horizon Yachts, designer J.C. Espinosa, naval ... SailboatData.com SailboatData.com …is a database that contains information on over 9000 production and semi-production sailboats dating back to the late 1800's. COMPARE BOATS To compare up to three boats at one time, click the (+) Remove a compared boat by clicking (-) PC-461-class submarine chaser The PC-461-class submarine chasers were a class of 343 submarine chasers constructed mainly for the US Navy and built from 1941 to 1944. The PC-461s were based primarily on two experimental submarine chasers, PC-451 and PC-452.While PC-461 began the series, the first of the class to enter service was PC-471.As part of the Lend-Lease program, 46 ships of this class were transferred to allies of ... catamaran gulet motorboat powerboat riverboat sailboat trimaran yacht