Sailing the Salish Sea on Canada’s west coast is the dream of many a sailor. With a lifetime of sailing dinghies and messing about with family boats at various points across Canada, Scott decided to explore opportunities in the marine world upon retirement. With the intention of relocating to Sidney, British Columbia with his wife Jane, he explored the possibility of establishing a small business re-conditioning older boats to supplement their retirement income. In his search for suitable boats Scott headed to the Seattle area in 2003, where he promptly fell in love with a well-used 1970 Ericson 41. Imagine his wife’s surprise with the phone call announcing the purchase of their first cruising sailboat! Naming the newest member of the family Lady Jane smoothed the somewhat ruffled waters.
A steep learning curve of boat maintenance and renovation led to sailing experiences in the Canadian Gulf Islands and American San Juan Islands, which encouraged longer voyages to the fabled Desolation Sound in the northern reaches of the Salish Sea. Dreams of a Vancouver Island circumnavigation were on the horizon. Lady Jane could certainly fulfill those dreams. The epitome of a coastal cruiser with offshore capability (previous owners had sailed her to Mexico), the Ericson 41 is a fast, comfortable cruiser of a bygone era.
HISTORY
In the chaotic world of fiberglass boat building in the 1960s, a small group of enthusiastic employees escaped Columbia Yachts and started Ericson Yachts in southern California. A pair of boats soon emerged, the Ericson 26 and Ericson 30. A young Bruce King and his design team were on board and, over the years, an entire fleet of sailing craft from 23 to 46 feet sailed from the factory. King’s designs consistently focused on pleasing lines and sailing ability—the Ericson 41 no exception. From the sweeping shear to the generous overhangs, Lady Jane simply looks “right.”
Constructed from 1967 to 1971, there are various counts of how many 41s actually reached the water, with the number ranging from 50 to 70. Sailboat design in the mid 1960s favored narrow beams and extended overhangs, taking advantage of the Cruising Club of America (CCA) racing rules of the time. Lady Jane is typical of many of the early fiberglass designs inspired by those rules with a 10-ft. 8-in. beam stretched over her 41-ft. length.
CONSTRUCTION
Ericson Yachts was part of a shift in the boatbuilding industry fueled by low prices for fiberglass, resin, hardware and other materials. Hand-laid, molded, fiber-reinforced plastic (FRP) construction had brought production boat building into the realm of affordability to the sailing middle class. The key was factory assembly line production with low labor costs combined with volume purchasing of supplies. With little historical data to base construction techniques on, a few corners may have been cut to save costs when it came to quality of finish, but there was plenty of fiberglass and resin around, and the basic structure was robust and has stood the test of time.
The Ericson 41’s lean hull, round sections, cutaway forefoot and the early fiberglass-enclosed swept fin keel reduced wetted surface compared to the previous generation of full-keel boats, both of wood and fiberglass construction. This added to the boat’s light-air capability and certainly didn’t harm her heavy weather abilities. A separate swept spade rudder and modest 6-ft. draft contributed to her maneuverability under both power and sail.
The balsa-cored deck is reinforced with solid laminate where hardware is attached. The hull/deck joint is an inward turned flange through bolted to the balsa-cored deck, then enclosed in fiberglass and topped with a solid teak toe rail. This arrangement could pose a real challenge should it develop leaks over time or be damaged in an impact. Fortunately, Lady Jane has suffered very few leaks in this area, even after 50-plus years of service, a testament to her solid construction. Scott ensured the joint remains dry by renewing a small bead of sealant along the teak toe rail where and when needed.
Ericson yachts of this era are known for a lack of osmotic blistering and the 41 is no exception. The bottom paint was removed in 2008 and very few blisters were uncovered, all easily repaired.
DECK AND RIGGING
Wide, unobstructed side decks and a huge cockpit make this 41-ft. sailboat a pleasure to sail. The shrouds terminate at chainplates just inboard of the teak toe rail, allowing for easy passage forward without having to struggle past the rigging. The relatively low freeboard designed into the pleasing shearline makes for easy boarding at the midships gates but does require a substantial step up to the coach roof to work at the mast. Two large deck hatches dominate the coach roof allowing for plenty of light and ventilation into the cabin. Not original to the design, a seahood has been added to the companionway slide by previous owners, probably in the interest of keeping offshore seas at bay.
Aboard Lady Jane, all halyards have remained at the mast with applicable winches. The boom is original to the boat with the keel-stepped single-spreader mast and rigging was replaced in the fall of 2012 when she was moved to a shed at Philbrook’s Boat Yard, a highly respected yard in Sidney, for a complete Awlgrip application to the hull. The virtually maintenance-free, glossy finish brought the exterior to a better-than-new condition. As mentioned, the rigging chain plates are just inboard of the teak toe rail and then bonded to the hull, hidden behind the mahogany woodwork in the main cabin. Unfortunately, there is no easy access without removing some of that mahogany. This could pose a serious leak and delamination risk, although it has not done so after 50 years of service. Appropriate maintenance where the plates meet the deck is called for. The genoa track is mounted on the teak toe rail with no accompanying inboard track, somewhat increasing sheeting angles when sailing to windward. And there is plenty of teak on deck! Full length toe rails, deck hatches, Dorade boxes, handrails, cockpit coaming and the list goes on. A nice touch is a teak winch-handle box just aft of the mast. After years of diligent sanding and varnishing, Scott had Philbrook’s strip the teak and apply Allwood, a two-part alternative from the makers of Awlgrip Paints. The finish is a brilliant, clear gloss that appears to stand up to our damp climate.
The cockpit is a generous 10-ft. long with a mainsheet bridge/track just forward of the helm. This makes the mainsheet very handy but does divide the cockpit. The rudder post/tiller head is just forward of the wheel and readily available should an emergency tiller be needed. Standing room behind the wheel is somewhat restricted by lockers, making the helm position seem confining. The design does not lend itself to steering from the gunwale, as the high, narrow teak coaming is in the way. An elevated, removable seat for steering, particularly under power, has been added.
The long, narrow cockpit allows for comfortable seating with tall teak coamings for back support as well as the ability to reach the opposing seat for bracing while heeled. Primary winches are the original large Francis D25 two-speed with Barlow secondary winches mounted just forward—none of this self-tailing stuff! Although the helms person has to reach forward from the wheel to the primary winches, trimming sails is very possible for single-handed operation.
There are three cockpit lockers: a large deep one to port, a deep one under the helm seat and a sealed propane locker under the aft deck. A teak cockpit table with seating for six is stored in the port locker and mounts on posts set into the cockpit sole.
ACCOMMODATIONS
The Ericson 41 is most definitely a child of the 60s, with a narrow beam and long overhangs, cutting into available interior volume. Lady Jane reflects the traditional layout of the times, with an emphasis on offshore sailing accommodations. Climbing over the companionway bridge deck I was immediately struck by the abundance of warm mahogany cabinetry. Interiors of this era were built in place, one cabinet at a time, and in the case of Lady Jane, finished with a warm satin varnish. The hull interior is completed with mahogany strips with no fiberglass in sight, adding to the cozy feel. The glow of wood is everywhere.
The U-shaped galley is immediately to port of the companionway with the deep double sink close to the centerline facing aft under the bridge deck. There is plenty of storage for galley utensils, plates and cookware tucked behind cabinet doors and lockers accessible through the countertop. The original mustard-colored arborite countertops have been replaced with a more modern marble textured laminate. A matching panel fits the stove top to increase counter space. Previous owners have replaced what was probably a pressurized kerosene stove/oven with a three-burner Force 10 propane gimbaled appliance. The huge icebox was converted into an engine driven cold-plate refrigerator system by the previous owner. A very efficient system designed for the offshore sailing world before solar panels and 12-volt compressors came into vogue, the system has stood the test of time. Galley ventilation is provided by the main cabin overhead hatch, the companionway and an opening portlight into the cockpit. A 40-gallon main water tank is supplemented with a larger tank under the V-berth, a tank that Scott and Jane have never used.
To starboard of the companionway is a large navigation table with ample storage for sundry sailing supplies. Being a child of the 60s, there is very limited space at the nav station for the electronics now deemed critical for sailing. The installation of an AIS-capable VHF radio and multifunction chart plotter with GPS, radar and forward-looking sonar capabilities is at the helm, where it should be. The quarter berth provides seating with additional cabinetry added to the interior of the hull for storage. The quarter berth is also a favorite sleeping area. Almost 10-ft. long and with ample width, a person could get lost in there!
Moving forward in the main cabin, the substantial salon table dominates the space. Fortunately, it folds against the bulkhead and leaves plenty of room. An L-shaped settee forms the port-side seating area with storage compartments behind, below and above the seatbacks. A straight bench and pilot berth on the facing starboard side complete the salon. The bench pulls out to make up a generous single berth. There is additional storage in nicely detailed drawers under the pilot berth. The salon cushions have been reupholstered since purchase in 2004.
Cabin heat is provided by an electric furnace when secured to a dock, while a propane Force 10 Cozy Cabin Heater mounted on the mast cabinet provides heat when underway or at anchor. Scott reports that although the propane heater is quite old, it still works and provides sufficient heat for those cooler shoulder seasons. Interior ventilation is through the two large opening deck hatches along with an opening portlight in the head. Cabin portlights are all fixed, a blessing in the sometimes monsoon Pacific Northwest weather.
A narrow corridor separates the salon from the V-berth. Finely crafted storage drawers and lockers are to starboard with a roomy head to port. A small holding tank is located under the vanity cabinet.
The V-berth is wide and long, offering ample room for any six-footer to stretch out. Crafted mahogany doors provide access to a very generous chain locker at the bow.
Lady Jane’s interior has remained very traditional by design, as Scott and Jane wanted to maintain the boat’s Ericson heritage.
MECHANICAL
The Ericson 41 emerged from the factory with engine options, including the Universal Atomic 4. With a deck fuel filler cap labeled “GAS,” it’s probably safe to assume that Lady Jane came equipped with this venerable four-cylinder gasoline engine tucked behind the companionway. Fortunately, the previous owner replaced this museum piece with a Perkins 4-108 diesel producing 53 hp at 2500 rpm, facing aft and driving a Max prop through a Paragon V-drive. This combination allows for a comfortable cruising speed of 6 knots at 1900 rpm with rpm in reserve. Access to the engine compartment is excellent with the cabinetry behind the companionway steps being removable. There is additional access through a large panel in the quarter berth. Access to the aft end of the engine compartment is a bit more problematic because it is through either of the two cockpit lockers. The raw water strainer and fuel filters are within easy reach from the main cabin, the oil filter is mounted remotely for access. The 6-gallon hot water tank is mounted under the galley sink in the same compartment. Although not as quiet as later-day sailboats of similar size, Lady Jane moves along nicely under power with an acceptable level of noise.
The original steel fuel tanks (a 40-gallon main tank and a 25-gallon reserve tank) eventually leaked and were replaced with a 36-gallon stainless steel unit, more than enough fuel for their current cruising needs.
With refrigeration mechanically driven off the engine, electrical demand is extremely low aboard Lady Jane. One starting and two deep-cycle 12-volt batteries under the quarter berth are more than adequate to keep the electrical system up and running, so no solar panels, and no genset!
Market Scan Contact
1970 Ericson Sloop | 41ft Bayview Yacht Sales
$58,144 USD 250-800-3660
Sidney, British Columbia Yacht World
1968 Ericson 41 Colin Plant
$75,000 AUD +61 0438919800
Buddina QLD
AustraliaYacht Hub
1969 Ericson 41 Contact seller via Sailboat Listings
$65,000 USD (386) 603-4112
Fort Pierce, Florida Sailboat Listings
1971 Ericson 41 Yachtfinders/Windseakers, Inc.
$79,500 USD Contact via YATCO
San Diego, California YATCO
UNDERWAY
I was fortunate enough to be invited aboard Lady Jane for an early fall sail off the Sidney waterfront, the wind rising as the afternoon progressed. I was immediately impressed by how stable the Ericson 41 felt. The 18,000-lb. hull accelerated quickly under power and proved very maneuverable in tight quarters, attributable to the early version of a fin keel and spade rudder. Scott cruises at 6 knots but the reserve engine rpm would easily reach theoretical hull speed of 7.2 knots. The relatively short 29-ft. waterline extends considerably when the stern squats onto the overhang under power and higher speeds are definitely possible.
At the time of purchase the Ericson came with seven sails, including an assortment of white sails, symmetrical spinnaker and a cruising gennaker. The previous owner had sailed to Mexico and a variety of sails are prudent for offshore passages. For local cruising Scott and Jane keep the 110% genoa, full-batten main and cruising gennaker aboard.
We were able to haul the lightweight tape-drive UK mainsail up without the need to use a mast winch, then rolled out the 130% genoa off the Harken Mark IV furler, and were soon underway. Sailing is where the Ericson really shines. With a relatively narrow beam she initially heels over in a fresh breeze and then stiffens, surging forward for virtually hands-off sailing. The short, static waterline stretches considerably when heeled, just as the designers intended. I’ve driven a number of boats in this size range, including older Beneteaus and C&Cs, and I was favorably impressed, not expecting a hull of this vintage to perform as well as the more recent race-oriented hulls. Directional stability was remarkable. I found the steering a bit stiff, the early spade rudder design needs a bit more balance forward of the rudder post.
The wind rose to 10 knots with gusts to 15 across the deck as we sailed close hauled into the chop. Scott indicated that the knot meter was reading low (which it was) and I estimated a solid 6 knots to windward, the sail shape in excellent condition. Off the wind, Lady Jane was stable on a reach with Scott reporting that running in windy conditions with quartering seas the stern tends to get skittish, the rudder is not quite deep enough to counter the push of larger quartering waves.
Scott and Jane have sailed extensively throughout the Salish Sea, from Seattle to Vancouver and as far north as the fabled Desolation Sound. Scott gets out under sail as often as he can, spending an average of 50 days on the water during the sailing season. Winter sailing is not out of the question either and Lady Jane is always ready to slip the dock lines.
CONCLUSION
Perhaps not as flashy as the most current designs, and perhaps not as light and fast as the most recent racing hulls, Lady Jane is a proud example of an Ericson 41 of a bygone era. The wide side decks and comfortable cockpit make her a pleasure to be aboard at anchor or under sail. At any point of the wind, the Ericson 41 is a genuine coastal cruiser with proven offshore capabilities. Time has shown she is solidly built and will sail for years into the future with proper respect. Scott and Jane have ensured that the glory of the early years of fiberglass racer/cruiser has been maintained to a very high standard. Because I’m not being a fan of the cookie-cutter approach to modern sailboat design, if I were to move up to a larger boat, this is the style of boat I would be looking for.
Ericson 41
Sailboat Specifications Courtesy: sailboatdata.com
Hull Type: Fin Keel
Rigging Type: Masthead Sloop
LOA: 41.33 ft / 12.60 m
LWL: 29.17 ft / 8.89 m
S.A. (reported): 732.00 ft² / 68.01 m²
Beam: 10.67 ft / 3.25 m
Displacement: 17,800.00 lb / 8,074 kg
Ballast: 8,200.00 lb / 3,719 kg
Max Draft: 5.92 ft / 1.80 m
Construction: FG
Ballast Type: Lead
First Built: 1968
Last Built: 1971
# Built: 50
Builder: Ericson Yachts (USA)
Designer: Bruce King
Auxiliary Power/Tanks (orig. equip.)
Make: Westerbeke
Model: 4-107
Type: Diesel
Fuel: 40 gals / 151 L
Accomodations
Water: 80 gals / 303 L
Sailboat Calculations
S.A. / Displ.: 17.24
Bal. / Displ.: 46.07
Disp: / Len: 320.16
Comfort Ratio: 35.80
Capsize Screening Formula: 1.64
S#: 1.62
Hull Speed: 7.24 kn
Pounds/Inch Immersion: 1,112.11 pounds/inch
Rig and Sail Particulars
I: 46.50 ft / 14.17 m
J: 16.50 ft / 5.03 m
P: 41.00 ft / 12.50 m
E: 17.00 ft / 5.18 m
S.A. Fore: 383.63 ft² / 35.64 m²
S.A. Main: 348.50 ft² / 32.38 m²
S.A. Total (100% Fore + Main Triangles): 732.13 ft² / 68.02 m²
S.A./Displ. (calc.): 17.25
Est. Forestay Length: 49.34 ft / 15.04 m
Lovely and lively boat …..!
this is a “41 foot boat” that’s only 29 feet at the waterline. imagine having a 41ft boat and still not having a decent cockpit to sit in. no thanks.