pearson 303 sailboat review

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Pearson 303

• By Bob Reeve
• Updated: April 22, 2008

Pearson303cp368

By the early 1980s, Pearson Yachts of Portsmouth, Rhode Island, had built more than 1,000 Bill Shaw-designed Pearson 30s. To replace that seemingly timeless design, in 1983 Shaw created the Pearson 303, and it’s an entirely different boat. More than 300 were built before production ceased in 1986.

Above the waterline, the Pearson 303’s hull is solid laminate. Balsa core is used in the bottom and in the deck. The rudder is mounted to a substantial skeg, which helps the boat track well downwind.

With its broad beam, the Pearson 303 is quite stiff, and it likes to be sailed on its feet to avoid excessive weather helm. It has a seakindly motion and offers a dry ride and a comfortable, “big boat” feel.

Four adults can occupy the cockpit in comfort. On early models, the mainsheet was at the end of the boom, and with primary winches mounted just forward of the wheel, one person can singlehand with ease. Later boats had midboom sheeting from a traveler on the coachroof. A single-spreader rig supports the keel-stepped mast.

The companionway steps are easily removed to expose the two-piece box surrounding the 13-horsepower Yanmar diesel that will move a P-303 through calm water at 6 knots. Some owners feel it has insufficient power in rough conditions.

The galley, to port just forward of the companionway, is small but adequate. Its best feature, the well-insulated 5-cubic-foot icebox, unfortunately drains to the bilge. Most boats were fitted with a two-burner Origo alcohol stove and a small single sink serviced by both pressure and foot-operated freshwater pumps. A deep bilge sump ensures that the cabin sole stays dry.

Aft to starboard is a large quarter berth. Lockers outboard of it convert readily to a navigation station; later models have a chart table fitted at which the navigator can work while seated at the head of the berth.

Port and starboard settees in the saloon are comfortable berths with the seatbacks removed. A dining table folds down from the starboard bulkhead and has a leaf that extends to the port bench to allow seating for four.

Forward of the saloon and to starboard is the head compartment. Quite large for a 30-foot boat, it has standing headroom, a handheld shower, and an electric pump to drain the sump overboard.

A bifold door opens into a truly comfortable owner’s cabin. It has a small bureau and a large V-berth. Headroom throughout the cabin is more than 6 feet. Large Bomar hatches, above both the forward and main cabins, and four large fixed ports and four opening ports provide plenty of light and air below.

At prices from $30,000 to $35,000 for examples in good condition, the Pearson 303 is an economical and versatile family cruiser from a builder with a reputation for producing solid and reliable boats.

Bob Reeve sails his Pearson 303, Evergreen, from Old Saybrook, Connecticut, with his wife, Susan, and their teenage daughters, Allison and Kristen.

• More: 31 - 40 ft , before 2000 , Coastal Cruising , keelboat , monohull , Pearson , Sailboat Reviews , Sailboats , sailboats classic plastic
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Pearson 303

This spacious, well-built coastal cruiser is an affordable way to enter the big boat world

W hen Bill Shaw designed the Pearson 30 in the early 1970s, sailors responded by buying nearly 1,200 of them during a decade of steady production. Yachts in the 30- to 35-foot range were selling briskly, so just as the last Pearson 30s came off the assembly line, Shaw released the cruiser-friendly Pearson 303.

While it may have the same overall length as its predecessor, there were more differences than similarities. Certainly not a racing yacht, the Pearson 303 was targeted at families intending to go daysailing and coastal cruising for an affordable price. The gambit paid off handsomely, given that between 1983 and 1986, Pearson Yachts in Portsmouth, Rhode Island, churned out over 300 of these compact but roomy masthead sloops.

Shaw, who was at the helm of Pearson Yachts as chief designer and corporate executive from 1964 to 1986, has been criticized for cranking out different models that look too much alike. Harsh tongues have lumped the Pearson 303 in with this group, but the 303, which Pearson labeled a performance cruiser, had found an audience of admirers ready and willing to accept a design that sacrifices a bit of speed and handling ability for additional space and comfort below deck.

First impressions

Owners frequently can be heard remarking the P303 has a "big boat feel" that defies its 30-foot length. High off the water, it looks safe and capable of keeping its passengers dry. The small, deep cockpit with its bridgedeck exudes an air of oceangoing security, while the mast, stepped to the keel, suggests overall strength.

Construction

Solid fiberglass constructed of resin and hand-laid laminates is integral throughout the hull, while a sandwich of balsa wood between layers of fiberglass can be found on deck. The design features a fin keel with encapsulated lead ballast, so there's no need for concern about rusting keel bolts. The rudder is mounted on a sturdy skeg, a design that owners say provides protection for the blade. Seacocks are bronze. Most hardware is stainless steel.

"Pearson has a great reputation and these boats have held up fairly well," said Maryland yacht broker Jay Porterfield, who in July sold one of two 303s in his inventory. "The Pearson 303 is a performance cruiser built for sailing."

What to look for

Crazing at stanchions and deck fittings is certainly a possibility after nearly 30 years of use, so check the decks because water infiltration leads to delamination. Portals, pulpits, chainplates, travelers and other equipment installed by boring into the fiberglass have been known to lose caulking over time and begin to leak. Inspect the bilges for trapped fuel or water, which could indicate a leak. Keep in mind the icebox drains into the bilge. Give the engine close scrutiny, looking for worn belts, blown gaskets and signs of shoddy maintenance. Most through-deck fittings should have a backing plate. If possible, inspect the hull-to-deck fastenings.

The Pearson 303 is a masthead sloop. The small cockpit with bridgedeck can seat four adults. Five would be a squeeze. A medium-sized Edson pedestal-mounted Destroyer wheel takes up precious room in the cockpit. The aluminum-coated mast steps to the keel. Two Lewmar self-tailing winches and two smaller Lewmar deck winches help control the sheets. The bow and stern pulpits are made from stainless steel. The foredeck isn't exactly an open work area but nicely accommodates the roller furling drum and a recessed anchor chain locker. On the earlier models, the traveler was bolted to the bridgedeck behind the helm, with the main sheeted to a block at the end of the boom. Pearson later changed the configuration so that the traveler was mounted atop the coachroof with the mainsheet running to a midboom block.

"The cockpit is tight with four to five people," said Dennis Coolidge of Ohio, who recently traded his P303 Oceanid for a Pearson 37-2. "But the bridgedeck gives you a good feeling when you're on the ocean."

Coolidge replaced the stock traveler on the coachroof with an upgraded model fitted with cars so that it's easier to operate.

Spaciousness is the key word when describing this yacht's interior. The 10-foot beam allows sleeping quarters for five, a small galley, comfortable dining area, and adequate privacy. The galley to port is near the companionway and typically features a two-burner alcohol stove, single-basin stainless steel sink, modest countertop space and a 5-cubic-foot insulated, top-loading icebox. Settees to port and starboard in the teak-paneled saloon provide seating for meals at the drop-down table with a folding leaf.

For sleeping arrangements, there's a quarterberth aft while the settees in the saloon count as two single-berths. The master cabin forward has a generous V-berth for two with small bureau, hanging locker and cubbies. The head, located to starboard and forward of the saloon, is roomy enough so as not to feel cramped when using the handheld shower hose and nozzle. Some later models had a built-in, forward-facing chart table designed so the navigator can use the end of the aft quarter berth as a seat.

Four large portholes allow in plenty of natural light, enhanced by deck hatches for both illumination and ventilation. The yacht features a teak-and-holly sole and carries 38 gallons of freshwater. Headroom throughout is 6 feet 3 inches.

The P303 is powered by an inboard, two-cylinder, 13-horsepower 3GM Yanmar diesel, which has a reputation as a dependable propulsion system although it may seem lacking in a choppy sea or stiff current. Some owners report that the 13 horsepower isn't sufficient to push the boat unless seas are calm. The engine, fitted into a two-section box, can be serviced by removing the companionway steps. The fuel tank holds 22 gallons.

"I have been in Jacksonville, going straight against the current, and on shore a lady pushing a baby carriage was going faster than me," said Coolidge. "The engine could definitely use more power."

Because of its beamy hull, the P303 sails well at low angles of heel and owners say it sails "quite stiff" with a seakindly motion. The fin keel allows it to sail well upwind, although the relatively shallow 4-foot 4-inch draft has its disadvantages in a rough sea. The boat can be sailed short-handed. Hull speed under power seldom exceeds 6 knots in flat surface conditions.

"Having the traveler on the coachroof mitigates the need for a vang. And it's a pleasure to use the newer traveler system with cars and easier controls," Coolidge said. "But if I put too much genoa up, it overpowers the bow and you get lots of weather helm."

Coolidge has had plenty of opportunity to gauge how the P303 performs underway. He ordered Oceanid new in 1984 and sailed it extensively on the east coast of Florida as well as the Great Lakes.

"I have had her out on Lake Erie in 40 knots," he said, elaborating on the boat's ability to handle strong winds while remaining safe and comfortable. "She's solid below the water line."

"And she's no slow poke," he said, adding, "The 303 keeps up with the 35s and 37s."

Solidly built, affordably priced and easy to sail, with voluminous space belowdecks, the Pearson 303 is an ideal coastal cruising boat for a small family or a big-boat sailor looking to downsize.

PRICE: The going price for a P303 ranges from $22,500 to $35,000, although some have sold for less than $19,000 in recent years.

DESIGN QUALITY: Bill Shaw designed the P303 as a follow up to his popular Pearson 30. It is a shallow-draft yacht best suited to day sailing and coastal cruising, with a chubby hull shape that allows a spacious interior but results in slower sailing.

CONSTRUCTION QUALITY: Pearson Yachts in the 1980s built what were considered "better than average" boats. The hull is hand-laid fiberglass with sandwich construction of balsa between fiberglass layers on deck. Through-hull fittings are bronze and most deck hardware is stainless steel.

USER-FRIENDLINESS: The P303 is an easy boat to sail short-handed, with early models taking advantage of a traveler mounted on the cockpit bridgedeck and winches within reach of the helmsman. The boat's shallow draft means it can cruise into coves and rivers. The 48-foot mast allows passage under most fixed highway bridges.

SAFETY: The generous freeboard keeps sailors well above the water surface. The deep, scuppered cockpit has a bridgedeck, making it well suited to take a wave. The mast is keel stepped for strength and the stern and bow pulpits help the crew stay onboard.

TYPICAL CONDITION : The newest P303s are now 27 years old and quality construction has helped keep them from deteriorating. Brokers and marine surveyors report that the majority of P303s currently for sale have been well cared for, although some may require a thorough cleaning and attention to the brightwork and interior woods. Dock bites are common, but most owners report no hull blistering.

REFITTING: Many owners have added bladder waste holding tanks and increase freshwater tankage, as well as upgrades to the rig.

SUPPORT: Pearson Yachts went bankrupt in 1991, and while other models such as the Ensign have active owner's groups, there is little information on the P303 except for the Pearson Sailing Association of the Chesapeake Bay at www.cbpsa.org .

AVAILABILITY: There seems no shortage of P303s on the market, with more than 300 built.

INVESTMENT AND RESALE: The P303 has held up well over time, which helps maintain its value. The spacious interior also makes it attractive to cruising families.

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• Pearson 303

The Pearson 303 Sailboat Specs & Key Performance Indicators

The Pearson 303, a heavy-displacement masthead sloop, was designed by William Shaw and built in the USA by Pearson Yachts.

Published Specification for the Pearson 303

Underwater Profile:  Fin keel & skeg-hung rudder

Hull Material:  GRP (Fibreglass)

Length Overall:  30'4" (9.2m)

Waterline Length:  23'4" (7.7m)

Beam:  10'11" (3.3m)

Draft:  4'4" (1.3m)

Rig Type:  Masthead sloop

Displacement:  10,100lb (4,581kg)

Ballast:  3,500b (1,588kg)

Designer:  William Shaw

Builder:  Pearson Yachts (USA)

Year First Built:  1983

Year Last Built:  1986

Published Design Ratios for the Pearson 303

1. Sail Area/Displacement Ratio:  15.8

2. Ballast/Displacement Ratio:  34.7

3. Displacement/Length Ratio:  276

4. Comfort Ratio:  24.1

5. Capsize Screening Formula:   2.1

Read more about these  Key Performance Indicators...

Summary Analysis of the Design Ratios for the Pearson 303

1. A Sail Area/Displacement Ratio of 15.8 suggests that the Pearson 303 is slightly underpowered and will need a stiffish breeze to get her going. In light conditions, unless you've got plenty of time on your hands, motor-sailing may be the way to go.

2. A Ballast/Displacement Ratio of 34.7 means that a sailboat like the Pearson 303 (which doesn't have a stiffness-enhancing bulb keel), is likely to benefit from being reefed early to keep her sailing upright in a moderate breeze.

3. A Displacement/Length Ratio of 276 tells us that the Pearson 303 just creeps into the heavy displacement category. You can load her down with all your cruising gear and equipment and it will hardly affect her waterline. A steady and robust choice for coastal sailing, but she'll come into her own on an offshore passage in testing conditions.

4. Ted Brewer's Comfort Ratio of 24.1 suggests that crew comfort of a Pearson 303 in a seaway is similar to what you would associate with the motion of a coastal cruiser with moderate stability, which is not the best of news for anyone prone to seasickness. 

5. The Capsize Screening Formula of 2.1 tells us that a Pearson 303 would not be as good a choice of sailboat for ocean passage-making, owing to the increased risk of capsize in strong winds and heavy seas when compared to a sailboat with a CSF of less than 2.0.

Any Questions?

What other versions of the Pearson 303 were built?

The Pearson 303 was not built in different versions, but it was a successor to the popular Pearson 30, which had a similar hull shape but a different rig and interior layout. The Pearson 303 was replaced by the Pearson 31, which had a longer waterline and more sail area.

What is the accommodation like in the Pearson 303?

The Pearson 303 has a spacious and comfortable interior for a 30-foot boat. It can sleep up to six people in two cabins and the saloon. The forward cabin has a large V-berth and a bureau, the saloon has two settees that can be used as berths, and the aft cabin has a quarter berth that can also serve as a navigation station. The head compartment is located to starboard, opposite the galley, which has a two-burner stove, a sink, and a large icebox.

What is the Pearson 303 like to sail?

The Pearson 303 is an easy and stable boat to sail, with moderate performance and good handling. It is not very fast or agile, but it can handle various wind and sea conditions well. It tracks well downwind thanks to its skeg, and it does not heel excessively thanks to its beam. It is suitable for coastal cruising and occasional offshore passages.

What is the average cost of a secondhand Pearson 303?

The average cost of a secondhand Pearson 303 depends on the condition, equipment, and location of the boat. According to some online listings, the price range can be from $20,000 to $40,000 USD.

Is this boatbuilder still in business?

No, Pearson Yachts ceased production in 1991 after being sold to Aqua Buoy Corporation. The company had been in business since 1959 and had built over 10,000 boats of various models and sizes.

What other sailboats have been created by this designer?

William Shaw was the chief designer of Pearson Yachts from 1964 to 1991. He designed many successful sailboats for the company, such as the Pearson Triton, the Pearson Ensign, the Pearson Vanguard, the Pearson Ariel, the Pearson Flyer, the Pearson Renegade, the Pearson Wanderer, the Pearson Coaster, the Pearson Countess, the Pearson Invicta, the Pearson Alberg 35, the Pearson Rhodes 41, the Pearson Ariel II, the Pearson Commander II, the Pearson Electra II, the Pearson Triton II, the Pearson Vanguard II ...

What is the history of Pearson Yachts?

The history of Pearson Yachts is a story of innovation, success, and decline in the sailboat industry. Here are some key points:

• Pearson Yachts was founded by cousins Everett and Clinton Pearson in 1956, who started building fibreglass dinghies in their garage in Seekonk, Massachusetts. They were among the first fibreglass sailboat manufacturers in the world;
• In 1959, they launched the Triton 28, a fibreglass auxiliary sailboat designed by Carl Alberg, at the New York Boat Show. The boat was a hit and they received 17 orders by the end of the show. They moved their production to Bristol, Rhode Island, and introduced more models, mostly designed by Alberg;
• In 1961, they sold a controlling interest to Grumman Allied Industries, a large aerospace and defence company. Bill Shaw became the chief designer when the Pearson cousins left the company in the 1960s. He created many successful boats for Pearson, such as the Pearson 40, the Pearson 424, and the Pearson 303;
• In the 1980s, Pearson faced financial difficulties and changed ownership several times. In 1991, they filed for bankruptcy and ceased production. The rights to the name were acquired by TPI Composites, which later became Pearson Marine Group.

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

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The Pearson 303 : 1983–1986

A boat that we feel fits the real sailing needs of a large number of yachtsmen.

Fits The Mold

Professionals who specialize in such things will tell you that successful boat companies build to the needs of their customers and, frankly, that’s what the new 303 is all about — a boat that I feel fits the real sailing needs of a large number of yachtsmen. The design parameters were laid down as follows: 1) A really big boat in the 30 foot range that sails at low angles of heel, has a shallow draft, and excellent sailing qualities across a wide range of wind conditions. 2) An easily driven boat that can be handled easily by a couple or a young family- an efficient boat for experienced or inexperienced sailors alike. Abovedeck, her cockpit is big, deep, and safe. Below her wide beam and generous freeboard give exceptional interior space- comparable with many competitive designs several feet longer. I’m gratified that over 100 sailors have chosen the 33 in just eight months of production. Quite frankly, she’s a lot of boat. And I know she’s a lot of boat for the money. Come Sail With us...

Pearson 303 By The Numbers

Specifications*.

Technical Data

Pearson 303 Resources

• Pearson 303 Standard Equipment
• Pearson 303 Factory Options
• Owners Guide (55MB, be patient)
• P303 Thru Hulls

Pearson 303 On The Web

• Boat Review: - Practical Sailor
• Boat Review: - Sailing Magazine
• Boat Review: - Cruising World
• Pearson 303 Specifications - SailboatData.com
• Pearson-Info P303 - dan.pfeiffer.net

Pearson 303 Brochure

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• Sailboat Guide

Pearson 303

Pearson 303 is a 30 ′ 3 ″ / 9.2 m monohull sailboat designed by William Shaw and built by Pearson Yachts between 1983 and 1986.

• 2 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 3 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 4 / 34 Clayton, NY, US 1982 Pearson 303 $14,500 USD View
• 5 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 6 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 7 / 34 Clayton, NY, US 1982 Pearson 303 $14,500 USD View
• 8 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 9 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 10 / 34 Clayton, NY, US 1982 Pearson 303 $14,500 USD View
• 11 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 12 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 13 / 34 Clayton, NY, US 1982 Pearson 303 $14,500 USD View
• 14 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 15 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 16 / 34 Clayton, NY, US 1982 Pearson 303 $14,500 USD View
• 17 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 18 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 19 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 20 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 21 / 34 Clayton, NY, US 1982 Pearson 303 $14,500 USD View
• 22 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 23 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 24 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 25 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 26 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 27 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 28 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 29 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 30 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 31 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 32 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 33 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View
• 34 / 34 Gainesville, GA, US 1985 Pearson 303 $22,500 USD View

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

Thanks to ‘Capt Rob’ for providing correction. Dimensions from builders brochure.

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• Sailboat Reviews

A successful design that's good for both club racing and short-term cruising, the 30 is a good investment.

The Bill Shaw-designed Pearson 30 entered production in late 1971. By January 1, 1980, 1,185 of the fin-keel, spade-rudder sloops had been built in the company’s Portsmouth, Rhode Island plant. Peak production years were 1973 and 1974, with about 200 boats produced in each of those years. Production tapered off to about 70 boats per year in the last three years of production, and the P30 was discontinued with the 1981 models, later replaced in the Pearson line by the Pearson 303.

The Pearson 30 was designed as a family cruiser and daysailer with a good turn of speed. The boat is actively raced throughout the country, however, with some holding IOR certificates, and many more racing in PHRF, MORC, and one-design fleets.

The P30’s swept-back fin keel and scimitar-shaped spade rudder are fairly typical of racing boat design from the late 1960s and early 1970s but look somewhat dated next to today’s high aspect ratio fin keels and rudders.

The boat’s underwater shape is somewhat unusual, The hull is basically dinghy-shaped. The sections aft of the keel are deeply veed, however, so that deadrise in the forward and after sections of the boat is similar. Coupled with a fairly narrow beam by today’s standards, this provides a hull form which is easily balanced when the boat is heeled—an important consideration in this relatively tender 30-footer. Above the water the Pearson 30 carries out the standard Pearson credo—moderation in all matters. The hull has a moderate amount of conventional sheer curvature with modest overhangs at bow and stern. The cabin trunk is well proportioned but is of necessity somewhat high to achieve headroom in a small boat without excessive freeboard. Styling is clean and modern with—thankfully—no attempt to incorporate “traditional” detailing. The boat’s appearance may not stir the soul, but neither will it offend the eye.

The Pearson 30 has a well-proportioned masthead rig. The mainsail comprises 44% of the working sail area, more than is found on many modern “racercruisers,” but a reasonable proportion for a true multi-purpose boat.

Base price in 1971 was $11,750. By November 1979, base price had jumped to $28,300. The builder’s option list included about $8,000 worth of goodies for the gadget addict, including wheel steering, a LectraSan toilet system, and a $500 stereo system.

Average 1979 sailaway price was about $35,000. The average 1992 price for that 1979 model is $20-$21,000.

After years of using the Palmer 22 horsepower and 30 horsepower Atomic Four gasoline engines, the late model Pearson 30s came with a two-cylinder Universal diesel, which weighs about the same as the Atomic Four.

Construction

Pearson is one of the oldest fiberglass boatbuilders in the country. Their Triton and Alberg 35 are two of the classic “modern” boats. With over 20 years of fiberglass boatbuilding experience, Pearson has solved most of the construction problems that seem to plague some builders.

The layup schedule of the Pearson 30 did not change during the production life of the boat. The hull structure is a hand layup in a one-piece mold of alternating plies of 1 1/2-ounce mat and 18-ounce woven roving. Two layers of omni-directional mat are used beneath the gelcoat to prevent “print through” of the first roving layer, an unsightly and unfortunately common problem with some builders.

Below the waterline, the Pearson 30 hull is a solid seven-ply layup, yielding an average bottom thickness of .29″. Along the keel, the plies from each side are overlapped, doubling the thickness in this critical area. The topside skin is five plies of mat and roving, with an average thickness of .21″. The deck is a fiberglass/balsa sandwich.

The hull-to-deck joint is made by glassing together the external flanges of the hull and deck. This chemical bond is backed up by stainless steel self-tapping screws at intervals of approximately 4″. The flanges are covered by an extruded plastic rubrail holder, covered by the familiar Pearson soft vinyl rubrail.

One Pearson 30 owner who races his boat reported that the hull-to-deck joint had opened slightly at the bow from excessive headstay tension. No other owner reported this problem, and examination of a large number of Pearson 30s failed to reveal another hull with this problem. Excessive headstay and backstay loading is often found in racing boats and can damage any boat not designed for this type of loading.

The Pearson 30’s spade rudder has provided the only recurrent problem with the boat. The rudder stock consists of a thick-walled stainless steel pipe. The stock enters the hull through a slightly larger diameter fiberglass rudder tube, which projects above the waterline to the cockpit sole, eliminating the need for a stuffing box. The rudder stock rides in two Delrin bushings, one at the top and one at the bottom of the fiberglass rudder tube. Wear in these Delrin bushings causes play to develop in the rudder stock. This wear can be accelerated by failing to tie off the tiller when the boat is at rest, thus letting the stock turn from the natural motion of the boat.

The bushings are owner-replaceable when the boat is hauled out, requiring removal of the tiller fitting and dropping the rudder through the bottom of the boat. The bushings can then be pried out and replaced.

The frequency with which rudder bushings must be replaced varies with the amount of use the boat receives. Pearson considers the bushings an item of routine maintenance. We would recommend that they be replaced whenever any slop develops. About 30% of the boats we examined showed significant bushing wear.

We also found annoying and excessive play in the tiller fitting which might sometimes be confused with bushing wear. Correcting this requires shimming or bushing the cast aluminum tiller socket.

The first Pearson 30s had an aluminum pipe rudder stock rather than stainless. Several rudders broke off as a result of corrosion at the narrow gap between rudder and hull. To Pearson’s credit, the firm recalled and replaced the rudders on the approximately 200 boats built with aluminum stocks. The error in using aluminum stocks was far outweighed by the company’s willingness to correct a potentially serious problem.

The Pearson 30’s 3,560 lbs of lead ballast is encapsulated in the fiberglass keel molding, This avoids the necessity of keel bolts but makes the keel more vulnerable to grounding damage.

The deck-stepped, polyurethane-painted aluminum mast is supported by the main cabin bulkhead and an oak compression column. This column is glassed into the top of the keel.

If coaming-mounted genoa turning blocks are installed—and they are necessary for genoas larger than 150%—it is essential that large backing plates be used. Some of these blocks which were improperly installed by owners have pulled through the coamings, which are a relatively thin solid fiberglass molding.

Through hull fittings appear to be bedded with silicone, a less than ideal choice for underwater fittings. Proper seacocks or gate valves are installed in all underwater openings, although none are installed with backing blocks, which is highly recommended. Chainplates, where visible, are properly bolted to primary structural bulkheads.

Much of the interior construction is bonded to the hull, including the molded fiberglass floor pan and molded headliner. Molded hull liners are relatively expensive, and are seen less and less frequently in modern stock boat construction. Interior surfaces are teak- or Formica-covered plywood. Exposed plywood edges are covered by glued-on plastic trim, which, we noted, has often pulled off, even on new boats.

Seat back lockers have friction catches, which unless properly aligned can let the seat back/locker doors come open when the boat is heeled. The cabin sole is non-skid fiberglass. Exposed interior fiberglass surfaces are now covered by foam-backed tan basket weave vinyl which enhances appearance.

Pearson hull strength has never been questioned. Their boats tend to have slightly heavier scan’tlings than average, which is hardly a shortcoming. The construction of all their boats, including the Pearson 30, is of above average stock boat quality.

Handling Under Sail

The Pearson 30 is an active sailor’s boat. We find it responsive, and a pleasure to sail. It is also tender, and very sensitive to the proper sail combination. All owners responding consider the boat to be somewhat “tippy.” The P30 does, in fact, put the rail under quite easily.

In 15 knots apparent wind, we find that the boat is almost overpowered with the full main and 150% genoa. Gusts of 12-14 knots bury the rail, slowing the boat. The P30 does not, however, carry any substantial weather helm even when overpowered. Any tendency to round up or spin out can usually be controlled by a strong hand on the tiller and easing the mainsail.

As you would expect in a dinghy-hulled, spaderudder fin-keeler, the boat is quick in tacks. It is so quick, in fact, that the jib sheet winch grinder is likely to be growled at by the skipper for being too slow. The winch grinder is also handicapped by the difficulty of his bracing himself properly to exert full power on the winches, a common problem on production boats of almost any size. We strongly recommend the optional Lewmar #40 jib sheet winches, whether the boat is used for racing or cruising. The standard halyard winches are perfectly adequate. The optional roller-bearing mainsheet traveler is practically a must for effective trim of the mainsail although it does reduce cockpit room.

Although the Pearson 30 was not specifically designed for racing, some of the boats have had very successful racing careers. Pete Lawson’s Syrinx won the Three-quarter Ton North American Championship in 1972. Under IOR Mk IIIA, the boat’s average rating has dropped nearly two feet, making the boat rate just over Half Ton. The boat is still a successful club racer and is hotly raced as a one-design class in some areas, including Chesapeake Bay. Pearson 30s also race in MORC classes, and the boat has been measured for USYRU Measurement Handicap System (MHS) for hull standardization.

Owners report that typically only about 10% of their sailing time is devoted to racing. Another 10% is spent cruising, while fully 80% of sailing time is spent daysailing.

The boat will be sailed quite differently by racers and cruisers. Experienced Pearson 30 racers keep the boat moving by reefing the main and carrying on with larger headsails as the breeze pipes up.

Cruisers will find it more comfortable to sail with smaller headsails and more mainsail even though there will be some sacrifice in performance on the wind. A good selection of headsails—at least a 150% genoa, a #3 genoa, and a working jib—is necessary. A small heavy-weather jib would be a good idea for boats that cruise in exposed waters.

Handling Under Power

The Pearson 30’s underwater configuration creates a boat that maneuvers remarkably well under power. The P30 easily turns in a circle its own length in diameter. The standard two-cylinder Universal diesel pushes the boat well, albeit with some vibration, although it lacks the power of the old Atomic Four when punching through a chop.

A strong arm on the tiller is required when backing down under power. “It’s a tough boat to handle in reverse. It can tear your arm off,” said one experienced Pearson 30 sailor. The aft-raking unbalanced rudder will easily go hard over if too much helm is applied while backing down, and an unprepared or off-balance helmsman could be thrown off his feet by the sweeping tiller under these conditions. Applying minimum rudder corrections reduces this tendency, but a rudder of this type, which is free to rotate through 360 degrees, can pose a real threat to the unwary.

Deck Layout

Certain compromises in deck layout are inherent in almost any 30-footer; the Pearson 30 is no exception. The shrouds hamper access to the foredeck, so that it is easier to walk on the cabin top to go forward than along the sidedecks. This is almost a universal shortcoming in boats of this size, as the requirements of interior living space necessitate a large cabin trunk and relatively narrow sidedecks.

The bow cleat is located well forward and is adequate for the size of lines likely to be used on the boat. However, we would prefer two bow cleats, nearly side by side, in the same location. This is particularly useful in boats which spend a major amount of their lives tied to a dock, as the rule of thumb is that the dockline which needs adjusting is always the bottom line on any cleat.

The vinyl rubrail around the hull-to-deck joint presents a problem when anchoring the Pearson 30. It will undoubtedly be chafed by the anchor line. Redesign or relocation of the bow chocks would be necessary to correct this potential chafe problem.

The large starboard cockpit locker is designated as the boat’s sail locker. We recommend that the locker be put to its intended use. The locker is so deep that small items would end up in a heap in the bottom almost out of reach if they were stored here. Space in the lazarette locker—a natural place for fenders, docklines, and sheets—is limited by the engine exhaust hose. Rerouting this hose would increase the usefulness of this space.

The large cockpit seats four adults comfortably for daysailing and six if they are active enough to stay out of the way of the tiller and the mainsheet. The 4′ long tiller definitely encroaches on the cockpit living space. We would normally be reluctant to recommend wheel steering for a high-performance 30-footer: it would, however, increase cockpit space and might reduce the idiosyncrasies created by the spade rudder when handling the boat under power.

The Pearson 30 has a light, roomy interior for a boat of its size. In the 1980 model, all four ports in the head and forward cabin are of the opening type, greatly improving ventilation, particularly when coupled with the optional, but recommended foredeck-mounted cowl ventilator.

The overhead hatch in the forward cabin is basically a ventilation hatch and is too small for either sails or emergency exit. Anchor storage is awkward without a foredeck anchor well, a welcome addition to many more recently designed boats the size of the Pearson 30.

The 22-gallon water tank and the standard holding tank occupy much of the space under the forward double berth. This double berth is actually the entire forward cabin, and can be closed off from the full width head by double doors. The standard marine toilet is equipped with a proper vented loop. The head wash basin is tucked under the deck and is difficult to use for anyone with less agility than a contortionist. The location of this wash basin is the only serious flaw in the otherwise functional head compartment.

The P30’s main cabin is large and comfortable, with capacious storage above, behind, and below the settees. Owners may find these storage spaces more useful if they are subdivided by partitions to prevent gear stored in one locker from ending up in another.

The under-settee and under-galley lockers cannot be considered dry storage unless the bilge is kept bone dry. Although the lockers are sealed to the bilge at the bottom, owners report that, with their boat heeled, bilge water finds its way into the lockers by running up the inside of the hull behind locker partitions, then down into storage spaces. Most dinghy-hulled boats lack real bilge space or a sump, and as little as a gallon of water in a boat of this type can be annoying.

It is unfortunate that a large number of berths has become a criterion for livability in modern boats. In the past, a 40-footer was likely to have four or five berths. Now six berths are standard on a 30-footer, including the Pearson 30, seven on a 35-footer, and eight on a 40-footer.

Cruising longer than overnight with six on a boat the size of the Pearson 30 is a sure way to terminate friendships and wreck marriages. No responding Pearson 30 owner reported cruising with more than four people on a regular basis.

The standard fold-down cabin table is a practical solution on a boat of this size. The optional slide-out chart table limits room over the quarterberth and lacks the fiddles which are necessary because of its slanted surface.

The Pearson 30 galley is typical of 30-footers. As much as possible is jammed into a necessarily small space. The deep lockers behind the stove and icebox will probably be partitioned into several smaller compartments by the moderately handy owner. Annoyingly, a short person has a hard time reaching the depths of the icebox, particularly if the stove is in use.

We cannot recommend the self-contained alcohol stoves almost always installed on the Pearson 30 and other boats of this size. There is a very real and well-documented risk of explosion if the stove must be refueled while hot. It is the fault of the marine stove industry—and an uninformed consuming public— that these potentially dangerous stoves are still used on many boats.

The galley sink and spigot partially block the companionway. The top companionway step is actually the lid of a nifty storage box, handy for winch handles, spare blocks, and tools.

Engine access is via the companionway steps, which lift out to expose the front of the engine. Two slatted doors in the quarterberth provide additional if awkward access to the engine and fuel tank under the cockpit. There is no soundproofing in the engine compartment.

The new, smaller diesel engine is more accessible for service than the old Atomic Four. It has molded fiberglass engine beds and drip pan, an excellent idea, although some engine vibration is transferred to the hull despite the flexible engine mounts and shaft coupling.

It is rare for a 30-footer to have good engine access. The Pearson 30 is no better than average in this respect.

Despite the above shortcomings, the P30 is highly livable. The advertised 6′ 1″ headroom is really an honest 5 11″ in the main cabin. Achieving good headroom in a 30-footer without serious compromises in appearance is nearly impossible. The Pearson 30 comes as close to achieving this as any boat we have seen in its class.

Conclusions

The Pearson 30 was an industry success story. The boat is fast and responsive. Finish quality is above average. The interior is comfortable and reasonably roomy within the limitations inherent in a 30-footer. Many of the minor design problems can be corrected by the imaginative and handy owner who enjoys tinkering.

Pearson has a reputation for building solid, middle-of-the-road boats: a deserved reputation well in evidence in the P30. The Pearson 30 would be an excellent choice of boat for the aggressive and self-confident beginning sailor who desires high performance for daysailing or club-level racing as well as for reasonably comfortable short-term cruising. It is not the boat for the timid sailor, male or female. The family with two children will find it a comfortable cruiser. Sailors with friends who enjoy spirited sailing and who don’t mind frequent sail changes will also find it a good choice for daysailing and local racing.

The long production run and continued popularity have created a boat with few inherent major problems and high resale value. The Pearson 30 is a good investment.

RELATED ARTICLES MORE FROM AUTHOR

Why does the encapsulated lead in the keel make it more prone to damage in groundings?

“The Pearson 30’s 3,560 lbs of lead ballast is encapsulated in the fiberglass keel molding, This avoids the necessity of keel bolts but makes the keel more vulnerable to grounding damage.”

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Why'd you buy a Pearson?

• Thread starter Dave C - pearsonowners.co
• Start date Dec 18, 2007
• Brand-Specific Forums

Dave C - pearsonowners.co

No tug boat The P-34 is no tug boat. I like her because she sails well, will move right along. A lot of these have been club racers.I was attracted by getting a good turn of speed and the legendary Pearson brick s___house construction. Being a mid eighties boat, there is good headroom below, decent beam w/o being a real tub.She's not the prettiest girl at the dance, but she sure can dance.  

Sandy Stone

What he said I have a P-32, and agree with everything Shorty said. I would also add that for the amount of boat you get, the prices are generally very reasonable. One reason for this, I think, is the relatively simple and easy to maintain systems, which is just what I want on an older boat.  

Dave C20469

No offense taken I was mostly surprised by the comment (tug), because my P-34 moves right along. Also second on Sandy's comment. When looking, my budget was 50 - 100K & I bought @ 50 which was good because, just like the rest of you, I proceeded to spend an irrational amount on upgrades, improvements, and other absolutely, cannot sail safely without, stuff. Comparable Sabres & Tartans were +20-40K.  

Why I bought a peason Ive owned 2 pearsons over the last 25 years a 10 M and my current boat A p26wPearsons have stood the test of time. They sail well and they are bullet proofIve sailed on dozens of other makes lots are OK but in my opinion they just donot measure up to the venerable pearsons. If I could buy a brand new P26 todayI would do It in a heartbeat. But I cant they just dont make them like that anymore. Ive completely restored MY 1975 26w to like new condition and Im sure itwill still be sailing long after Im done.  

Rich (P303)

Maine... No story...Looked through Yacht World for about 2 years... as well as over 50 boats. It was quite frankly the most boat for the buck. I am from the Black Sheep side of the family... not cut from the same cloth as most yachters. Beer budget. First choice would have been a Sabre. Lobster buoys... lobster buoys... lobster buoys... and built like a tank. Went for the P303's modified keel... to shed the traps. Yanmar FWC engine. In mast furler (probably one in a kind... and over-kill). 6'+ headroom. Wide beam. Short draft. Modest price. Roomy. Quality built. Not the prettiest girl on the block... but a great coastal cruiser.Only drawback... a lot of windage.  

Why a Pearson? We've owned two -- first a P26, and after a bout of four-foot-itis, now we have a Pearson 30. We were looking for value for the buck (we're of limited means) and something that would give reasonable performance. You have that in the "two-digit" Pearson models like the 26, 30, 32, and 34 -- none of those are tugs! The 303 and the 323 were built less for racing and more for cruising with their low angle of heel and more commodious configurations. You give up performance for amenities, and as long as that's what you want, it works.We've done pretty decent racing the P30 here in Maine. Years ago, a sistership was quite competitive on the race course. We also cruise her for a couple weeks in the summertime. Not sure what the next boat will be. We're a little leary of the cored hull on the 34, and are not enamoured with the cabin-top mainsheet. Otherwise, we like the 34 a lot. We'll see.  

Did it twice Had a Pearson 26 for 12 years and would have kept it except the kids got too big to cruise without "issues" (teenage girls). Bought a 303 and have had it for 9 years. The girls are now in college and working on weekends, so I'm thinking about another 26--my crew is usually my wife and our 9 year old golden retriever who has some "issues" of his own with the companionway ladder in the 303.I do almost all my own work and on 2 boats with a combinded age older than me that is a lot of systems to rebuild. The nice thing about Pearsons is you feel like all the time and effort is worth it--they are built well in the first place and the things that wear out can be fixed without tearing the boat completley apart (ususally). Both of my decisions were based on a cost/quality analysis and Pearson is the sweet spot on that continuim for me. Not to metion they look good, sail good and are fairly well respected on the waterfront. Sure I would like a Hinckley, but as Practical Sailor ssid in its review of the 303 "What's not to like?" It's the same ocean, either way.First post for me, looks like a good site. Glad to see some new 303 owners out there, you won't be sorry. I have done the hoses, head, water and holding tanks, added additional water under the v berth, ports, cabin sole, exhaust elbow, cutlass bearing, hot water tank, etc. so maybe I can help out. Don't worry, the boat would still sail without doing all this work, but it is nice to have things the way you want them.Here is a link to my boat. Would consider a P 26 in southern New England in partial trade.Best ,Bob  

P-34 cored hull Gail - when looking for a boat, one my no-no's was a cored hull & I ended up buying it anyway because it is such a solidly built boat. A cored hull in a Catalina or Hunter would probably be the kiss of death. I guess only time will tell.Midboom mainsheet cannot be reached from the helm but keeps the cockpit clear. Autopilot is a necessity for singlehanding.  

It's all a tradeoff We have not completely eliminated a cored-hull boat, just a little hesitant. In fact, there's a certain P-34 in our area that we'd snatch right up if the price was right. On the mainsheet, yeah it's all a tradeoff. My other half learned to sail on an Ericson 33 with a bridge-deck mainsheet and that's the configuration he likes. You get ease of trimming, but the tradeoff is that the dodger can only come back so far before interfering with the mainsheet.  

1st Pearson I am considering the purchase of a 303 and have heard lots of good things. How about some of the items that could be better or I need to watch for? Would a boat built in 1983 be better than a boat built in 1985? Appreciate any feedback.Cappep  

1st Pearson Cappep,Pick whichever of the two boats are in best condition. There were no differances in the boats when they were new. Pearson used the same laminates from W.R. Grace throughout the 70's to the 90,s. Others experimented in the 80's with lighter laminates with bad results and most returned to the Grace products. Dave  

They didn't have... many changes through the production years. The earlier ones had more fiberglass in the interior... the later ones had more teak, more teak/holly floor... chart table.Find the one that looks the best... and go for it.Great coastal and weekend cruiser. It is not a blue water boat.$25,000-$30,000 would be a ball park price in "good" condition depending on the year.My P303 was in great condition when purchased... so I couldn't tell you where to look for problems.Good Luck,Rich  

303 Grace Products hanls for the info. What is "Grace Products"?  

Grace Products Cappep,What I ment by Grace products was that the glass mat (laminants), epoxy rein, hardners, curing agents, etc. were produced by W.R. Grace Corp. They were prety much the leader of fiberglass products at the time. Other boat manufacturers tried other products to reduce weight and cost with various success. Pearson only changed chemistry after extensive study and trials.Somewhere in my notes I have the name of the company that made the gel coating. At the time I thought it might be important for future repairs. Now, with new developments of fiberglass products, it no longer makes any differance as to the glass or gel coat manufacturer to do repairs.The point I was making is that Pearson developed a manufacturing method and suppliers that worked well and stayed with it. Daves/v ARIEL  

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Pearson 303, P30, Flyer

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Seriousely looking for a 30'' Pearson. What are the differences in the 303, 30 and Flyer, ie: construction, sailing qualities, problems to look for @ survey? Thanks  

I owned a Pearson Flyer for 11 years. The Flyer is NOTHING like the typical Pearson. The Flyer was conceived as a one design racer/weekender. It has a D/L of 175, so it is not quite an ultralight. It is flush deck, outboard unbalanced spade rudder, fractional rigged sloop. Hull is balsa core. It looks like a J24 on steroids. There is not much to the interior. It has headroom of just over 5 feet in the main cabin area. The forepeak is for sail storage and a portable head. There is no vee berth. Next aft there is a small sink and room for a small stove (not gimballed). Settees port and starboard and very comfortable and roomy quarter berths as there is no cockpit lazarette. Inboard is a one cylinder diesel (BMW I think). Mine had been replaced with a Yanmar 1GM10. Rigging is good with a bendy mast and adjustable back stay. The boat sails like a dinghy with the fin keel and unbalanced spade rudder, but it sails well and is a tremendously fun boat to sail. We had ours on SF bay and sailed on the bay and a little way down the coast to Monterey a couple of times. This is definitely not a "cruising" boat, if that is what you are looking for. If, on the other hand, you are looking for a fun boat to sail with an occasional weekend overnight, then this is a nice boat to consider. Gerhard  

The P-30 is much more performance oriented than the 303 with enough room for some cruising. The P-303 was designed pretty much for cruising. The 303 displaces about 2,000 lbs more than the P-30, and has much better accommodations down below. So as you might expect, the 30 is better under sail of the two. As already stated, the Flyer is different yet. For example, it displaces about 2,000 lbs less than the P-30 but the sail area of the two is nearly equal.  

Thank you for the info. Is there any significant difference in construction quality between the 30 & 303 or any major problems that routinely occur on either one? thanks  

First, let me state my bias. I own a 1989 Pearson 27. Just want you to know, OK? As for build quality, I wouldn''t say there is much difference in overall quality between a P-30 and the 303. Do note that the 30 is a lot older design and that a LOT more of them were made than the 303. I have known 3 people well who own or owned 303''s, and none ever complained about the quality. The fact that many P-30''s are 30 years old and still sailing should speak for them. As to what to look for, go back to the Buying a Boat category and look about 10 topics down for one titled along the lines of "What to look for in a Pearson 30." Some good info there. But if you want more opinions, Sailnet has a separate P-30 email list, so ask away there. If you want to know more about the 303, send me a message or an email and I can get you the email address for a friend of mine who runs a 303 email list on his own. He will either know, or can get you the info from the list in no time. Good luck.  

SailorMitch I would love to get the e-mail address of your friend who runs the 303 list, [email protected] thanks  

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