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Catalina 30 plastic logo in original script style

• Thread starter OS2Dude
• Start date Sep 15, 2015
• Forums for All Owners
• Parts Search

Anyone know where I can find a Catalina 30 logo in script, as is on our 1985 Catalina 30 now? The logo in the store is block style, not script.  

If you run out of options to purchase the classic Catalina logo that you are looking for, you might consider making your own. You'll need to find a Catalina owner with the logo you want to use as a basis of this project. If you're handy, this sounds like a fun winter project. http://stingysailor.com/2015/06/06/how-to-reproduce-classic-brand-emblems/  

Stu Jackson

Ted, very clever idea in that link. Thanks. Does anyone have any experience with a 3D printer? Would that work?  

Leeward Rail

Stu Jackson said: Ted, very clever idea in that link. Thanks. Does anyone have any experience with a 3D printer? Would that work? Click to expand

The Catalina 30 logo on our boat is the name 'Catalina' in script followed by a separate number '30'. I have the numbers, just the 'C' of Catalina is missing. If you want it, I can photograph the 30. What do you need? A ruler along side for a scale?  

Sure, if you can take a photo, shot straight on, of all the parts you have. Make sure there is no perspective distortion. A ruler alongside for scale would work. (just the accurate dimension of total length would also work)  

I will try to get a shot in the next week. It is raining for the next few days.  

Biobob Catalina 27

I should have thought of stingysailor's process as I used to be a dental lab tech (many years ago), but haven't got any of the tools and other resources I used to have. I have an 86 Catalina 27 that has the same partial C missing, but until reading this thread, didn't notice I am completely missing everything on the port side. I would be happy if I could get someone to make me even just the name like stingy showed in the above thread. His looked great.  

Biobob: PM me a reference photo and measurements. If it's the same lettering style as my 87 Catalina 22 then the 3D file would be easy to make. Supposedly, Catalina used a couple different lettering styles over the years. this will be a winter project for me and I'll do a test on a 3d printer. I'm hoping to do it in both metal or plastic. In my previous life I worked in TV and one part of that career was 3D animation.  

I too would love to have a set for my Catalina 30  

lpbosch said: I too would love to have a set for my Catalina 30 Click to expand

You guys have your hearts in the right place, but you're reinventing the wheel. http://www.catalinadirect.com/index.cfm/product/958/molded-plastic-logo-c-30.cfm They have others, too: 22, 25, 27, 30, 34, 36!!! If you could do it for less, I'm sure it would be quite welcome by many sailors. It'd be a great thing to have for Phil to add to this sbo store, too. I'm not sure why anyone with a Catalina doesn't know about Catalina Direct, as well as Catalina Yachts themselves, in addition to the fine store which supports this superb website.  

Still, not the same logo  

lpbosch said: Still, not the same logo Click to expand

Hi Leeward Rail, I will try to get a picture soon, but it does look a lot like the logo pictured on the car. And Stu, I have known about CD since I got the boat a year ago, but all of the models they show are the "block" script, and although they say there are 3 different types, each boat size pictures only the block and the description states that is the only one available.  

Leeward Rail said: Sure, if you can take a photo, shot straight on, of all the parts you have. Make sure there is no perspective distortion. A ruler alongside for scale would work. (just the accurate dimension of total length would also work) Click to expand

Attachments

I've never seen 3d feedstock that is advertised as uv stabile. Cast and copy might be '70's, but the polymers are seriously uv stable, and there's something to be said for that.  

Meriachee said: I've never seen 3d feedstock that is advertised as uv stabile. Cast and copy might be '70's, but the polymers are seriously uv stable, and there's something to be said for that. Click to expand

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International Catalina 30/309 Association

Home of the Catalina 30 and 309 Community

Catalina 30/309

Designed around 1974, the traditionally styled Catalina 30 remains extremely popular with cruisers, due to its wide and deep hull creating exceptional volume above and below decks and for its stability under sail. It was offered in standard and tall rig configurations, each with a bowsprit option. Shoal, wing and deep fin keels were offered for varying performance. It offers more space than a typical 34′ boat. There are seven full adult berths, 6′ 4″ headroom and large storage areas under the settees, v-berth, q-berth and in the three cockpit lockers.

There is a large anchor locker in the forepeak. With a huge companionway hatch and large forward hatch, the boat is well ventilated and bright inside. Over the years, many changes were made to fabrics, decorative materials, trim, colors and fashion, and the boat has remained remarkably appealing. The hull Catalina 30 deckhouse, windows and sheer line still define the entire Catalina family of boats.

The original or Mark I model was built from 1975 to 1986 and features the straight cockpit designed for tiller steering and end-boom main sheeting. This model has been widely modified and updated by the owners and improved by the factory with a skeg, a balanced rudder, mid-boom (cabin-top) main sheeting. and pedestal/ wheel steering. It typically had wire-rope external halyards lead to mast winches. The early Yanmar, Universal 5411 and Atomic-4 engines were phased out in favor of the 3-cylinder Universal M-25 diesels during the middle 80s. Design deficiencies with the chain plates (bulkheads) and rudder were eliminated in the late 1970’s production models. Upgrade kits for most of these changes are available from the factory.

The updated Mark II was built from Sept 1986 until 1993 and featured a T-shaped cockpit mold with wide flat coamings and oriented totally to pedestal steering. Halyards were moved inside the mast and lead back to the cockpit. The M-25 became the only engine option in Oct 1988. During this production period, the original SeaWard blocks and Nicro mainsheet gear were replaced by Garhauer equipment. The curved traveler was flattened using more Garhauer equipment. More optional equipment became standard and more opening ports were added, included in the midship hull. The new wing keel option was introduced in Nov 1986. It became standard on the newer Mark III.

The Mark III was introduced in 1994. The broader Mark III stern has a walk-thru transom with boarding/swim platform which takes advantage of the original split backstay. The cockpit is now even more comfortable than ever with wider coamings for outboard seating and new observation seats built into the stern rail. Low maintenance materials have been used extensively to give you more time to enjoy your C-30. New stainless steel traveler supports improve visibility and reduce friction on halyards. The galley has been made even larger with new custom countertop surfaces, more cupboards and drawers, and a dish and cup storage rack. The varnished interior teak cabin surfaces are accented by polished brass light fixtures. Natural light has been increased through the addition of 3 fixed ports in the hull.

Catalina MARK III shares the under body and rig of earlier Catalina 30’s and is eligible to participate in Catalina 30 One Design events and Class Association activities. Mechanical and electrical components remain essentially the same throughout the entire production run. An electrical cable upgrade (cockpit to engine) eliminates some low voltage and charging problems in all three models. Universal, PAR, Seaward (Hillerange), EDSON, and LEWMAR brands are used almost exclusively. Hood and Scheafer furling gear has been standard. Since 1990, Garhauer Marine, has supplied all of the topside rigging and running gear.

Now out of production, last produced at about a dozen per year, the venerable C30 is now the oldest model in the Catalina Yachts family, having the longest production life of over 25 years and nearly 6500 hulls. (A redesigned C22 has been produced since 1995). A MARK IV change was planned in 1997, but was developed as an entirely new boat, the C310 which appeared at the Atlantic City Sail Expo in Feb 1999. The Catalina 30 was inducted into the Sail America Hall of Fame in 2001.

The last Catalina 30 was #6454 5/15/08 – Sold to Catalina Yacht Anchorage out of Channel Islands. Catalina introduced the C309 as the follow-on design for the C30 marketing concept.

During its long production run, the C30 was built in four rigging configurations and three major models or styles. There are three types of keels; the original 5′ 3″ deep keel is still preferred for all-around performance where water depth is no problem. The early 4′ 5″ shoal keel has been replaced by the modern 3′ 10″ deep wing keel. According to the factory, all hulls share the same dimensions and overall weight.

The rigging configurations are the original standard rig (STD), the standard with a bowsprit, a tall rig and the tall mast rig with a bowsprit (TRBS). The bowsprits add about 32 inches to the “J” measurement of the sail plan and the tall mast adds 24 inches to the “I” of the sail plan. The tall mast also has a boom or “E” measurement that is 6 inches longer. The standard boat without the bowsprit is popular along the Pacific coast while the predominant tall rig with bowsprit is the choice in every other sailing area.

The Catalina 30 is widely raced in several large west coast one-design fleets. Otherwise it is a favorite club racer/cruiser in PHRF fleets across the country. The C30 one-design class rules closely follow the PHRF guidelines to lower the costs of competition.

The PHRF ratings split between the standard (STD) and tall rig (TRBS) is usually 18-24 seconds per mile. This wide difference is not supported by most C30 sailors (who know better) and the national one-design rules keep them in separate racing classes. The boat is an excellent performer in flatter water and ocean swells. The sail plan is powerful but the broad hull entry doesn’t slice through choppy or tossed seas as well as some of its contemporaries. The masthead genoas are large, and the main has a moderately tall aspect. That popular 1970’s design theme calls for a spinnaker for off-wind sailing.

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• Sailboat Reviews

Catalina 320

Frank butler's 25-year-old company updates its image with a scoop transom, modern appendages and an innovative layout, but he still likes a solid fiberglass hull. we like the result..

Catalina Yachts has carved a reputation in the production boat world by producing yachts that make owner feedback sound like a mantra. Typical comments are, “They provide real value for the dollar,” “This is not a Swan,” “A lot of boat for the money,” or, “They sail well enough, considering that most own­ers are cruisers.”

Since January 1993, owners of the newest model in the line, the 320, have added a new mantra: “This boat is really fast, and is surprisingly spacious.”

Based on our test sail and factory visit in Southern California, they are correct, especially considering the performance characteristics of earlier models.

Frank Butler opened the doors of the factory in an abandoned aircraft facility in 1969. Since our first review of a Catalina, we’ve been making the point that the company has grown to its position as the largest producer of boats in the country by consistently offering boats that meet the needs of a price-conscious marketplace. Designs have typically carried high-aspect ra­tio mainsails and large overlapping genoas that powered the boats at rea­sonable speeds while offering owners comfortable accommodations below­decks.

The 320 stands apart from earlier models because de­sign modifications have dramatically altered sailing characteristics while in­creasing the living areas belowdecks and improved crew comfort on deck.

The 320 is pleasing to the eye, partially a reflection of a finer bow entry. While it has a modest over­hang at the bow and almost none at the stern, with a waterline of 28′ it’s clearly the product of the nearly plumb bow/reverse stern thinking so prevalent in architectural circles these days.

One of the design objectives was to improve performance, so modifications were made to the sail plan, keel and rudder, reflecting tinkering that chief designer Gerry Douglas and Daniel Casal began in the early 90s. Casal told us that the primary motiva­tion was to make the boats easy to handle, since they are often sailed as cruisers by middle-aged couples who often struggle to manage overlapping genoas. As a consequence, the mast on the 320 has been moved forward, resulting in an increase in the size of the main and reduction in jib size. This makes it easier for the designer to balance the rig. This boat can be sailed similarly to a fractional rig, and de­powered by furling the jib or changing to smaller headsails before reefing, and by easing the mainsheet when the wind pipes up (instead of flogging the jib). In a blow, trimming smaller headsails will be easier for the typical cruising couple, especially because the boats are equipped with Lewmar Ocean series self-tailing winches.

From a financial standpoint, Casal’s theory is that jibs are less expensive to replace than mainsails, and sailors will be more comfortable in the meantime. When forced to motorsail, more power will be derived from the mainsail, resulting in quicker trips and less fuel consump­tion. The flip side is that large mains can be cumbersome to reef and furl.

Underwater appendages were re­designed as well. Rudder size was increased and redistributed in an attempt to generate more lift per square foot of wetted surface. The new shape is deeper, has a shortened chord and elliptical trailing edge, changes that result in a higher aspect ratio. Keels, a fin or optional shallower version with winglets, were reduced in size as well. The new design is significantly narrower at the top so has less drag, and a lower center of gravity.

Increasing crew comfort also was a criteria in the design of the 320, so the hull tapers outward at a gentler angle at B max (maximum beam), which is located just aft of station six. The payoff is a comfortable, spacious cock­pit that has drawn positive comments from new owners, and increased living space belowdecks.

The result of the sail plan reconfiguration, which carries roughly the same sail area as the Catalina 34, and redesign of the appendages, are high­er pointing angles and better balance at the helm. Coupled with a finer entry and hull design, performance is improved, which even the most casu­al cruiser should appreciate.

Construction

With more than 25 years in business, Butler has overseen the construction of thousands of the 22′ to 42’boats he’s designed, including more than 15,000 Catalina 22s, which was among the first boats inducted into the Sailboat Hall of Fame last spring. It is reasonable to assume the company knows how to properly lay up a hull, though it is continually exploring methods that will reduce cost without compro­mising structural integrity. A change in material from woven to knitted mat was included in the 320, for instance, in an attempt to increase hull strength while reducing displacement and simplifying the fabrication process.

The hull of the 320 is solid fiberglass, nine alternating layers of 1.5-ounce mat and 21.7-ounce roving. Vinylester resins are used on exterior skins above and below the waterline, so the hull is guaranteed for five years against blistering. Seven additional thicknesses of mat, roving and 2415 Pro mat are laid up in the bottom of the hull until a thickness of 1″ is reached. Layers of 1208 Promat, and 2-mm Coremat reinforce the transom and sections where hull and deck are joined.

The hull-deck joint is a shoe box arrangement with a vertical deck flange extending downward over the hull, which results in a joint having both vertical and horizontal mating surfaces. Additional support is provided by a wood section inserted between the hull and liner, all of which are bonded with a putty consisting of filled polyester resin before being through-bolted with stainless steel fasteners located on 7″ centers. It is a strong joint.

The deck is cored with plywood sections, and the cabin top with end­grain balsa.

In typical Catalina fashion, the interior of the boat consists of molded fiberglass liners tabbed to the hull that add strength but make life diffi­cult when dealing with a problem such as occurred with some of the first 3 20s: Inadequate wiring runs were buried beneath the pans during the layout, and chafe and breaks occurred. Those boats were rewired and retro­fitted with PVC conduit; subsequent boats were redesigned to eliminate the problem. As we toured the factory and saw boats in varying stages of production, we were impressed by the level of attention to detail, even on surfaces that would ultimately be covered by the liners. Nonetheless, the wiring problem supports our bias against liners which restrict access to some parts of the hull.

The bilge in early models also proved to be too shallow, so new owners often found water sloshing about amidships. Those boats were retrofitted with baffles, which helps alleviate the problem. Later, the molds were retooled to create deeper cavi­ties below the floorboards. We didn’t notice any problem during our test of the boat.

The mast, a tapered double-spread­er section constructed by Sparcraft, is stepped on deck. However, to avoid stress problems in the deck, loads are transferred directly to a compression post, which is a hardcast anodized tube attached belowdecks to 4″ x 8″ beams laminated to a fiberglass struc­tural grid system.

Wire standing rigging is attached to deck plates that connect stainless tie rods located in the main salon to an L-shaped aluminum bar laminated into the hull that acts as a chainplate.

The 320 is designed specifically for the cruising market and accommoda­tions reflect the designers’ intent to enhance performance without compromising on creature comforts.

The most noticeable characteristic of the space belowdecks is that the boat feels bigger than a 32-footor. In fact, at 11′ 9″, it is beamy. One owner, who considered purchasing similarly-sized boats offered by two competitors, and the Catalina 36, told us that he purchased the 320 because he didn’t feel there was any compromise on space belowdecks, and the boat could be easily doublehanded by he and his middle-aged wife. He says he added a lot of cruising gear with the money he saved.

The immediate impression upon stepping below is of lightness reflected from the varnished ash battens that line the hull, teak bulkheads and hand rails, and a teak and holly sole. Non­wood surfaces are white, accented by suede-like cushions on two settees. Sunlight filters into the boat from two Lewmar hatches and 10 portlights, four of which open to provide ventilation. Overhead lights are scattered throughout. The companionway steps are rounded up at the ends, making it easier to use when the boat is heeled.

The galley, located to port, has a double stainless sink, Groehe faucets, laminated surfaces, a 5-cubic-foot Adler-Barber refrigerator with 4″ in­sulation, and a Hillerange two-burner stove/oven. A dry locker, three large overhead cabinets, and a pot and pans cupboard aft of the ice box, offer adequate storage space for cruising. The foot of the companionway, has adequate lighting but seems to in­crease in size with the light from a skylight and mirrors that cover a bulk­head. It is not spacious, but has a sink, toilet, and shower with its own sump pump. Access to head hoses is facili­tated by removing the back panel of the medicine cabinet; three through­hulls are located in a cubby near the wet locker.

The saloon has comfortable seat­ing for four people at a table, mounted on a post, that converts to a double berth, and for others on a port settee, the front of which doubles as seating for the navigator.

The nav station table is adequately-sized, but the boat’s electrical panel is located in a spot that would be a better candidate for loran, GPS and other instruments. A shelf located above the panel offers a great spot for books but could better have been utilized for electronics. One owner, who had added instruments, radar and autopilot to the boat, was forced to buy a second panel.

The forepeak is large enough to sleep two adults, and has storage bins port and starboard, and two drawers. A unique touch is that the main panels of the bulkhead separating the forepeak from the saloon are removable, adding to the sense of spaciousness by creating view corridors as well as improving air circulation between the cabins.

The master stateroom is amazingly spacious, considering this is a 32-footer. Accessed to starboard at the foot of the companionway, it is furnished with a queen-size berth and has standing headroom. It has a hanging locker, the only one on the boat (on wet trips, the head might have to be utilized for additional hanging space), and a small bookshelf. Natural light and ventilation are provided by three cockpit portlights.

Another owner, who described himself as being 6′ 2″ and weighing 230 pounds, shared the berth with his wife during a month-long cruise and told us he was very comfortable. Because it’s located below the cockpit, there’s the possibility it will be noisy when sailing through the night.

The engine is located aft of the companionway steps, and is accessed most easily from the stateroom. While it is well insulated and easily accessible when changing lubricants and filters, we wondered about the potential for odors. However, two owners, each of whom have spent extended periods aboard, reported neither odors nor noise problems.

Deck Layout

Owner feedback after 340 boats indicates that the size and design of the T­shaped cockpit is appealing to cruisers and dockside loungers. It’s 8′ 9″ long, 5′ 7″ wide, and has 17″ wide seats with 13″ high, ergonomically­designed backrests, and good storage capacity under the seats.

The helmsman can handle a conventionally mounted 40″ Edson wheel from a seat mounted on the stern, or take a position on either rail. Access to the rudder post for an emergency tiller is aft of the binnacle, which means that the emergency tiller will be steered “backwards” from the stern.

There’s comfortable seating for six in the cockpit, and two additional “observation seats” mounted on the stern pulpit. The helmsman’s seat is removable, which allows a section of the stern to be removed to reach the swim platform and ladder. The port lazarette was designed to provide cruisers with adequate space for two 26″ bicycles, or sailing gear. A removable tray in this compartment has space for electrical cords, winch handles and the like. A second self­contained storage compartment with an overboard vent houses a propane tank, hoses for which are installed in runs along the hull at the factory. Further aft, batteries are stored in a small compartment at the stern. A lazarette to starboard is large enough for stowage of a dinghy or life raft. Water and fuel fillers are on the corner of the stern, so spills should not slop into the cockpit.

Standard equipment includes four Lewmar winches. The primaries are self-tailing 44s, with self-tailing 30s mounted on the cabin top for hal­yards, the mainsheet and traveler controls. This arrangement will work well until owners opt to add a spinnaker, at which point two additional winches will be a must.

Halyards are led aft to sheet stoppers on the cabin top located just aft of the main traveler; controls for the solid vang and topping lift were not, a common complaint among owners not anxious to begin drilling holes in their new boats. Because the main­sheet and vang are the only controls for the fully-battened main, performance-oriented sailors are adding a Cunningham and adjustable backstay, options we feel cruisers should consider as well. One owner said he felt the sail track was inadequate for racing, so upgraded to sturdier gear.

Unlike more performance-oriented designs, the Schaefer 2000 roller furler has been mounted above the deck, which may reduce the efficien­cy of a genoa, in exchange for improv­ing visibility. The tradeoff, though, is a uniquely designed anchor well with two molded areas for lightweight-type anchors and a third for a plow, plus room for rode, which is attached to an electric winch mounted below.

Performance

We tested the boat in 10-12 knot breez­es in the Pacific Ocean and also solic­ited comments from other 320 owners. The boat moves effortlessly under power from the three-cylinder Yanmar that is now standard equipment. It is responsive, turns on its keel and, in the words of one owner, “could be steered backwards through a slalom course.”

The 320 tacks easily, and points to within 40-45 degrees of apparent wind. One owner reported that the addition of sail controls improved pointing ability by five degrees, but since our demo boat had only the mainsheet and vang, we couldn’t achieve higher angles. Purpose-built sails instead of a furler-mounted genoa also would improve performance.

Once into the 2′-4′ ocean swells, we found the motion to be seakindly, though the helm is so well-balanced it takes time to find a proper sailing groove. Sitting behind the wheel made it difficult to see the telltales, and finding a comfortable spot on the rail was somewhat difficult because the cockpit is so wide.

When we hit the groove, however, the boat buried its shoulder and re-warded good helmsmanship with squirts forward, sailing best at about 15 degrees of heel. We are not sure if it would have more feel and sail more efficiently with a tiller, or whether we just needed more time at the wheel.

We discovered the boat has a turn of speed when we overtook two 35-38-footers cruising in the same sailing lanes. One owner, who formerly sailed a Catalina 30, reports that the boat is significantly faster than the 30 or 34, and another won his cruising division the first year on the race course, sailing with a provisional PHRF handicap of 150.

Our only time downwind was spent with just a genoa; we suspect it will need a cruising or conventional spinnaker to improve performance when sailing deep jibe angles.

The sailaway price of a 320 as we tested the boat, including fully-battened main, 135% genoa on a Schaefer furler, 3-cylinder diesel, and assorted otherequipment,is$70,975. We agree with owners who say they are receiv­ing good value. During a tour of the factory, we had the opportunity to see several boats in various stages of production, and consider quality control to be well-above average. The design is well thought out, and the perfor­mance better than we’ve experienced with other Catalina models. The average weekend cruiser will be able to step aboard and spend enjoyable time afloat, but those planning extended cruises will find themselves reorganizing stowage and creating spaces and methods for hanging gear.

Racers should plan on expendi­tures for sail controls and well-cut racing sails.

Owners we talked to said after-sale service was excellent; one mentioned that when he has a problem he simply “calls Frank.”

We liked the boat, and think it bears close inspection.

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Thanks for a marvelous posting! I definitely enjoyed reading it, you may be a great author.

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