ovni yachts reviews

Yachting Monthly

• Digital edition

• Dick Durham
• April 8, 2010

With her tough, aluminium hull, the Ovni 365 can cross oceans, yet her lifting keel and rudder enable her to explore the shallowest creek. Dick Durham steps aboard this amphibious Land Rover of the sea

Product Overview

Overall rating:, manufacturer:, price as reviewed:.

Beauty is in the eye of the beholder and those who cannot see past the Ovni’s boxy hulk and quirky French design will probably be those who cannot appreciate the benefits of a shoal-draught cruiser which is the perfect expedition yacht. The Ovni is designed to explore remote inlets and bays, as well as take you across oceans, from the Artic to the tropics.

She has been called  the Land Rover of the seas with good reason. She’s a very capable, long-distance, liveaboard cruiser. Her aluminium hull (65% as strong as steel, but one-third as heavy) makes her robust, if not bullet-proof, and the ability to beach the boat is a bonus. The only concern is being careful of electrolysis and as one owner said ‘ensure you are not a giant anode!’

• BOAT OF THE YEAR
• Newsletters
• Sailboat Reviews
• Boating Safety
• Sails and Rigging
• Maintenance
• Sailing Totem
• Sailor & Galley
• Living Aboard
• Destinations
• Gear & Electronics
• Charter Resources
• Ultimate Boat Giveaway

• By Alvah Simon
• Updated: January 31, 2007

The utilitarian styling of the Ovni 395 may narrow its market appeal, but any pragmatic cruiser will gladly allow function to lead fashion out onto the high seas. Philippe Briand has drawn a no-nonsense, go-anywhere cruiser that will carry its crew safely, quickly, and in comfort through any ocean of the world. However, those more used to fiberglass hulls must be aware that aluminum boats require extra attention with regard to stray electrical current, wiring, sacrificial anodes, and paint systems.

The Ovni 395 isn’t limited to oceans alone. The hydraulic lifting keel and rudder (with a 1-foot-11-inch draft), protective propeller skeg, and flat grounding plate just cry out for picnic beaching and gunkholing away from crowds.

The French builder, Chantier Alubat, has fashioned a robust hull out of the highest-grade aluminum. The deck layout is semiflush and simple. All sailing functions lead to the ergonomic aft cockpit. The trademark radar/antenna arch doubles as davits. A 55-horsepower Volvo with a three-bladed Max-Prop powers the vessel smartly. Even with a low SA/D of 15.22, the Ovni, I found, was easily driven in light air. It should prove stiff in heavy air due to initial form stability and ample lead ballast encapsulated into the shoal hull. With a board-down draft of 6 feet 11 inches, the boat performed to windward in sprightly and efficient fashion.

The light interior’s fit and finish are of a high standard, and it’s offered in several configurations. The usually problematic centerboard trunk is cleverly used to create open and useful spaces. The boat we tested had been actively sailed for eight months before arriving in Annapolis, and it showed evidence of the wear and tear a sailboat will incur offshore. That said, it also demonstrated that the Ovni 395 can walk the walk when it comes to voyaging, which, coupled with its favorable price, should pique the interests of any serious cruiser. Vive la France!

Ovni 395 Specs

LOA: 41′ 11″ LWL: 33′ 10″ Beam: 13′ 5″ Draft (board down/up): 6′ 11″/1′ 11″ Sail Area: 687 sq. ft. Displacement: 19,360 lb. Water: 115 gal. Fuel: 67 gal. Engine: 55-hp. Volvo Designer: Philippe Briand Price: $275,000 Nickle Atlantic, (703) 924-105, www.boatinium.com

Alvah Simon reviews the Ovni 395 for the 2007 Cruising World Sailboat Show.

• More: 2001 - 2010 , 31 - 40 ft , Coastal Cruising , keelboat , monohull , Sailboat Reviews , Sailboats
• More Sailboats

Sailboat Preview: Elan GT6 Explorer

For Sale: 1984 Camper & Nicholsons 58

Alubat Updates OVNI Models

For Sale: Little Harbor 63 Ketch

From Paradise to Medical Emergency: A Bahamas Nightmare Turns Lesson Learned

Free Medical Advice: The Unwarranted, Unprofessional Edition

Gatekeepers of the Waterway

Rigging Redo: Our Switch to Synthetic

• Digital Edition
• Customer Service
• Privacy Policy
• Terms of Use
• Email Newsletters
• Cruising World
• Sailing World
• Salt Water Sportsman
• Sport Fishing
• Wakeboarding

• Competitions
• British Yachting Awards
• Southampton Boat Show
• Print Subscription
• Digital Subscription
• Single Issues
• Advertise with us

Your special offer

Subscribe to Sailing Today with Yachts & Yachting today!

Save 32% on the shop price when to subscribe for a year at just £39.95

Subscribe to Sailing Today with Yachts & Yachting!

Save 32% on the shop price when you subscribe for a year at just £39.95

Boat test: Ovni 370

Ovni was one of the original pioneers of the all-aluminium ‘go anywhere’ yacht. The new 370 goes right back to those roots, being a 37’ pocket blue water cruiser. Sam Jefferson takes her for a spin

This article is brought to you in association with Pantaenius Sail & Motor Yacht Insurance

Notwithstanding this success, there is still the question of how to make building a sub 40 footer pay and Ovni has given a lot of thought to this. The basic problem is that you need much the same time and effort to produce a 40’ yacht as you do a 60’ one. Ok, slightly less materials but not enough to offset the price differential. Ovni’s design team of Mortain/Mavrikios and CBA design offices has put a great deal of thought into this and came up with a solution that works for aluminium boats. Generally yachts built in aluminium need longitudinal stringers in addition to latitudinal ribs and bulkheads to create rigidity, but slightly pre-curving the aluminium hull plates both longitudinally and latitudinally massively increases their rigidity. Marry this to thicker hull plates (10mm below the waterline and 8mm above) and it all means that in a 37’ boat there is no longer any need for longitudinal stringers. This saves both cost and labour time.

Climbing aboard you immediately grab hold of solid guardrails which set the tone for a very substantial, rugged boat. Ovni has decades of experience building blue water cruisers of this type and they definitely know what they are about. The side decks are wide and there is an ample sprinkling of grab rails as you move forward. Lower shrouds set inboard mean there is a clear walkway forward and there is storage for fenders in the forward anchor locker. At the bow is a fixed aluminium sprit for reaching sails and also a twin anchor roller set-up.

The cockpit features twin helms and comfortable seating for six. The cockpit coamings are thoughtfully curved for perching outboard and pleasingly festooned with non-skid – not always the case. The stern is fairly open, although seats behind the twin helms, bridged by a flip-up bench in between, provide an element of security and also extra storage space. There is a small locker for the liferaft just where it should be at the transom and a modest bathing platform. As mentioned, the solid aluminium arch also provides twin davits for a tender and also a bit of a platform for solar panels plus the frame for a roll-away bimini. The sprayhood is in canvas and at present there is no option for a solid aluminium doghouse as seen on larger models due to weight concerns relating to the boat achieving the boat’s Category A rating.

The cockpit set up features four winches with two sets on the coachroof and two more within reach of the helmsman. The two closest to the helm are for the Code 0 or gennaker. The aim is that you can control everything from the shelter of the sprayhood if the going gets heavy. Meanwhile in more favourable conditions, the helmsman can play with the bigger headsails while steering. The only real peculiarity in all this was that you had to start the engine from the saloon which struck me as slightly odd. Otherwise the set-up was extremely well thought out and comfortable.

The companionway was broad and heavily angled making for a very easy entrance into a space that was bathed in light thanks to the massive wraparound window, which features five opening portholes allowing for excellent ventilation. The early Ovni’s were famed for their rather stark and functional styling and while this remains to an extent, it has been softened to provide a space that is modern but also homely. The headlining is an interesting feature as it is a layer of painted cork which is both practical, sustainable and light. The light pine finish is also very pleasant and the ambience is relaxing. Ovni is providing two distinct options; one is more of a standard layout while the second is raised up in the classic ‘deck saloon’ manner. So far this layout has proven to be the winner, with all orders placed being for this option which certainly provides excellent levels of light and a good feeling of space.

There is a double cabin in the aft port quarter which offers a good amount of space, while the starboard quarter is designated as a workshop. On this particular version, two bunks had also been installed which were reasonably comfortable. This area also provided excellent access to the rudder quadrants and mechanism – a very important feature in a blue water yacht. There was also access to the engine both from the rear and via the companionway steps. There is space here for a watermaker and generator if needs be. Just forward of this workshop is a very roomy heads area.

The day of the test was heralded by very light winds which were to slowly fill in and peak at 12kn. There was a long, lazy rolling swell. Given this is a heavy boat that is designed to deal with whatever the weather gods throw at it, this was probably the most challenging of all conditions. It did make manoeuvring a piece of cake though. One thing about a twin rudder swing keel boat is that it can handle a bit like a shopping trolley if the breeze pipes up. The bow thruster has been a game changer in this respect, however and has taken the spice out of close quarters manoeuvring. Once out at sea we put up the main and the large gennaker and poked the bow into 6kn of true wind on a close reach. The boat sailed bolt upright in these conditions meaning that wetted surface area was kept low and we trickled along at a respectable 4-4.5kn. As the breeze grudgingly filled in, we heeled reasonably sharply and sat in that heavily defined chine as we continued to make impressive progress. I had eyed the rather stubby rudders doubtfully but they seemed well balanced and the helm was light and responsive for a heavy boat in light conditions.

This article first appeared in the December 2021 issue of Sailing Today with Yachts & Yachting magazine.

RELATED ARTICLES MORE FROM AUTHOR

New Gear at Southampton Boat Show 2024: Fresh Sailing Kit

Dream Yacht Ownership Programs: 10% Income Offer

America’s Cup Boats: What it’s like helming an AC75

Offering a wealth of practical advice and a dynamic mix of in-depth boat, gear and equipment news, Sailing Today is written cover to cover by sailors, for sailors. Since its launch in 1997, the magazine has sealed its reputation for essential sailing information and advice.

• Telegraph.co.uk

ADVERTISING

© 2024 Chelsea Magazine Company , part of the Telegraph Media Group . | Terms & Conditions | Privacy Policy | Cookie Policy

Ovni 370 : Resistant aluminium shell with a pretty core in the test

Michael Good

 ·  19.03.2024

New process, less effort

The measured values for testing the ovni 370, the ovni 370 in detail, equipment, price and shipyard, yacht review of the ovni 370, video of the ovni 370.

Turbulent times lie behind Alubat in France. On the one hand, the aluminium specialists in Les Sables-d'Olonne are building their first cruising catamaran. The Ovnicat 48 project was put on ice for some time due to a lack of buyers, but is now being realised. At the same time, the shipyard is expanding its upmarket semi-custom Cigale range. A particularly powerful 16-metre vessel is currently being built and a new Cigale 15 is due to go into series production soon.

On top of this, Alubat has also announced another change in management. Luc Jurien is the new man at the helm of the company, a man with a wealth of experience as a blue water sailor. The engineer and his family spent a total of six years sailing the world's oceans on an aluminium yacht from Alubat.

Deck saloon planned as a variant is now standard on the Ovni 370

Irrespective of this, the shipyard is continuing to work hard on expanding its core business, the cruise and blue water programme. With the Ovni 400 (test YACHT 3/2020), Alubat has thrown the brand's long-established design parameters overboard for the time being and surprisingly presented a radically different boat. The visually eye-catching and very polarising design from the collaboration with the designers from Mortain & Mavrikios was presented as a novelty at boot in Düsseldorf 2020 and is now coming to the market. as Ovni 430 in a revised version on the market.

Most read articles

The Ovni 370 followed with a very similar visual appearance. 11.95 metres in length, its hull is only a good 30 centimetres shorter than that of its larger sister, but significantly less wide. The maximum extension is 3.99 metres, which corresponds to an average aspect ratio of 3.0 for cruising yachts.

Despite many visual similarities on the outside, there are major differences between the two latest Ovni models, particularly below deck. The 370 was launched as a true deck saloon yacht, i.e. with multiple stepped living levels and a raised seating area where you can enjoy an unobstructed view to the outside even when seated. On the Ovni 400, on the other hand, the layout remains conventional, with all functional areas on one level. This classic layout was also considered as an extension option for the 370 at the beginning of the project planning phase, but was rejected as an option by the shipyard. Of the first 20 orders received for the smaller ship, all buyers without exception opted for the deck saloon version. The classic layout had thus become obsolete.

New construction method for lower material costs

In general, aluminium constructions are mainly reserved for larger ship formats. For medium-sized yachts with a hull length of up to twelve metres, however, aluminium construction is rather rare because the design is complex in relation to the size of the ship and the prices are ultimately high compared to competitors made of GRP.

With a completely new construction method for the shipyard, Alubat can counteract this to a certain extent for the production of the 370. The boat is welded over an auxiliary frame, and the frames and stringers are only installed later. For the hulls of earlier models, Alubat welded a total of seven plates over the entire length of the hull. In the Ovni 430 and 370 models, the hull now consists of just five aluminium panels, each with two, but clearly pronounced kinks in the hull on each side. The look is correspondingly angular, which is visibly more radical on the newer and smaller ship than on its larger sister. Characteristic are the high, flat freeboards, which slope almost vertically from the bow to the stern and create a hard chine in the transition between the aluminium panels, especially at the rear of the hull.

Swivelling integral blade now made of aluminium

The Ovni 370 can make good use of the pronounced kink in the stern for additional buoyancy when heeling and thus more dimensional stability in the wind. This is because Alubat traditionally builds the boats in the Ovni series with a swivelling integral centreboard, which can be completely retracted into the hull when dry or parked ashore. On the older Ovni models, the variable fins are made of cast iron and represent a considerable amount of ballast. On the new generation vessels, however, the shipyard is installing a lighter aluminium daggerboard, which is easier and quicker to hoist using only sheet tension, but also offers hardly any righting moment. The shipyard has to compensate for this loss with a significant increase in internal ballast. Deep in the bilge are encapsulated lead blocks with a total weight of no less than 3.2 tonnes.

Nevertheless, the shipyard has to keep the centre of gravity of the Ovni 370 as low as possible so that the design can fulfil the classification in CE design category A (high seas). This is why, surprisingly, no permanently installed generator is offered for the designated blue water yacht, but alternative methods of energy generation via solar panels or hydrogen generators are used for long sea voyages.

Ovni 370 stands for safety on long passages

Also due to the tightly calculated centre of gravity, Alubat does not offer a furling mast as an option for the new model; the conventional, comparatively short aluminium rig with two spreaders remains. In addition to the standard wardrobe with conventional mainsail and short overlapping genoa made of Dacron, there is an optional performance upgrade made of dimensionally stable laminate as on the test boat, with a fully battened mainsail and sporty topsail. A self-tacking jib is not available as an option.

A boat like the Ovni 370 is not so much made for sailing from A to B as fast and racy as possible, but rather for mastering longer passages at sea and ensuring the necessary safety. The very high and wide coamings offer good protection in the cockpit and the massive cockpit table offers the best holding options. The large sprayhood shields the crew sitting at the front of the cabin bulkhead very well against wind and water. Although the sprayhood is only available as an option, it is a must for a blue water yacht.

The helmsman sits isolated and with little freedom of movement behind the steering columns, which are mounted far aft. However, because the sheets for the mainsail and genoa are operated at the front via the winches on the companionway, the helmsman has no direct access to them. This is a disadvantage for single-handed sailing. For long trips, where the autopilot steers most of the time, the compact operation of all sheets and halyards on the companionway is advantageous because the crew does not have to leave the protection of the large sprayhood to adjust the sails.

Ovni 370 with advantages and disadvantages

The YACHT test with the Ovni 370 in moderately strong winds without any significant swell confirms what the test with its bigger sister has already shown: Sailing upwind is not the speciality of the new designs by Mortain & Mavrikios for Alubat. In perfect sailing conditions around 15 knots of wind and despite the sail upgrade, the 370 only manages an average speed of 5.7 knots with a relatively wide tacking angle of 95 degrees.

The Frenchwoman is much more dynamic when the sheets are shifted and the yacht is allowed to run. The reactions of the full-bodied and comparatively heavy aluminium construction are surprisingly good. The manoeuvres are easy and controlled to sail through, and a well-dosed rudder pressure makes it easy for the helmsman to steer the boat optimally on the wind edge.

The concept of the 370 as a yacht with deck saloon, long pantry line at the side and elevated navigation does not allow for any significant variation in the interior layout. There is a double cabin both forward and aft on the port side. Due to the enormous hull volume, the forward berth is record-breakingly wide (more than 2.20 metres at shoulder height), but only a modest 1.85 metres long on the test ship. The shipyard still wants to improve this.

The toilet area is divided into two parts. A comparatively small wet room with washbasin and toilet is located at the back of the boat. In front of the main bulkhead, to the side in the passageway to the forward cabin, there is also a separate shower area. This compartment can also be used for other purposes if required, for example as a walk-in wardrobe or for installing a washing machine. The aft section on the starboard side is reserved for use as a large, internally accessible locker. If desired, this space can be converted into a workshop or two additional Pullman berths can be installed by the shipyard.

Internal values of the Ovni 370

The furniture for the interior fittings is manufactured in Alubat's own joinery workshop and makes a very solid and neat impression. Without the dependence on ready-made built-in modules from external suppliers, Alubat can work more flexibly and, to a certain extent, cater to individual customer wishes in the design.

Due to the many thermal bridges, insulation is also an important issue for aluminium boats. For the Ovni 370, Alubat is using sprayed-on cork for the first time as insulation and as panelling on the visible inside of the hull. The look and feel of the surfaces are reminiscent of the roughcast on the walls of a house - an exciting parallel. However, the material apparently also has a tendency to tear. On the new test ship, the insulation has already burst open in several places.

470,050 euros is the price of the Ovni 370 in the basic configuration including 19 per cent VAT, and the sails are already included in this price. However, the lack of direct competition makes it difficult to categorise the price.

If you are planning a longer trip at sea, want to play it safe and are looking for a boat in a handy, well-organised and affordable format, the Ovni 370 should also be on your shortlist. Sailors with a pronounced wanderlust will be happy with her - even if the long trips may take a little longer.

With the new model, Alubat has radically changed the construction method. In all older models, as well as the larger sister Ovni 400, a skeleton of frames and stringers is created in advance and then the preformed hull plates are welded to each other and to the existing structures. In the new ship, on the other hand, the hull is first assembled over a moulded shell framework; only then are the frames welded into the hull. For this technique, the plates of the hull are somewhat thicker and heavier, but significantly fewer frames and stringers are required than with the conventional construction method. And the shipyard can save time, about half of the previous production time for the hull.

Technical data of the Ovni 370

• Designer: Mortain & Mavrikios
• CE design category: A
• Torso length: 11,95 m
• Total length: 12,25 m
• Waterline length: 11,40 m
• Width: 3,99 m
• Depth: 0,92-3,08 m
• Mast height above WL: 16,74 m
• Theor. torso speed: 8.2 kn
• Weight: 9,4 t
• Ballast/proportion: 3,2 t/35 %
• Mainsail: 36,0 m2
• Furling genoa (106 %): 33,0 m2
• Machine (Nanni): 27 kW/38 hp
• Fuel tank (plastic): 300 l
• Fresh water tank (plastic): 300 l
• Holding tank (plastic): 50 l
• Batteries: 3 x 90 AH/AGM

Hull and deck construction

The hull and deck are made entirely of aluminium (AW 5083 H111). For the hull, five preformed plates (8/10 mm) are welded in the folding bulkhead over a slipway

• Base price ex shipyard: 470,050 € gross incl. 19 % VAT.
• Standard equipment included: Sail, engine, sheets, railing, navigation lights, battery, compass, cushions, galley/cooker, bilge pump, toilet, sailcloth, fire extinguisher, electric cooler, holding tank with suction. For an extra charge: anchor with chain, fenders/mooring lines, clear sailing handover (incl. antifouling paint)
• General guarantee: 2 years
• included in the price: Watertight companionway bulkhead, bathing platform with integrated bathing ladder, cork interior insulation, bowsprit with anchor holder, anti-slip deck covering, cockpit table with folding teak tops

Status 03/2024

Electronics

B&G equipment package at extra cost: Triton 2 with wind, log, plumb bob, two displays, autopilot, chart plotter, radio, VHF with AIS reception

2 x Lewmar 46ST sheet winches, 2 x Lewmar 46ST halyard winches

Motor and gearbox

Standard: Nanni N4-38 with shaft drive and three-blade fixed pitch propeller. No option for performance upgrade

Rig and sail

Double aluminium rig (anodised) from manufacturer Z-Spars. The standard scope of delivery includes simple upwind sails (main and genoa) made of Dacron from Incidence

Alubat Chantier Naval, 85180 Les Sables-d'Olonne (France), www.alubat.com

Distribution

AluYacht GmbH, 20149 Hamburg, www.aluyacht.de

Hard-wearing and dry-dock capable aluminium folding chandlery from France with a clear focus on the requirements of blue water sailors. The Ovni 370 is one of the smaller boats in this range and is attractively priced

Design and concept

• + Extremely robust design
• + Modern construction
• + Easy to fall dry
• - High centre of gravity

Sailing performance and trim

• + Agile in the manoeuvres
• + Good fittings on deck
• - Rather sluggish at the cross
• - Not suitable for one-handed use

Living and finishing quality

• + Magnificent view from the lounge
• + Large kitchen, lots of storage space
• + Forward berth unusually wide
• - Wet room rather small

Equipment and technology

• + Well-tuned control system
• + Large sprayhood, good protection
• - Insulation not permanent
• - No rolling mast as an option

The article first appeared in YACHT 06/2022 and has been updated for the online version.

More boats in the YACHT test:

• Bente 24 in the YACHT test: Striking small cruiser by sailors for sailors
• Flaar 24 on test: carbon fibre small cruiser enriches the small boat segment
• RM 1380: Sporty tourer with a focus on blue water cruising
• Esse 330 in the test: Weekender harmonises powerful performance and comfort
• Pure 42 DS: New aluminium deck saloon yacht
• Grand Soleil 42 LC: Convertible all-rounder in the YACHT test

Most read in category Yachts

The Ovni 400, the new 40-foot bluewater yacht by Alubat

January 13 2021

Written by Yachting Art English Edition

The new Ovni 400, which replaces the Ovni 395, retains the fundamentals of the French shipyard located in Les Sables d'Olonne (Vendée) - an integral aluminum-hulled construction - with significant changes to the hull lines. Ideal for those who enjoy long distance voyages and circumnavigations...

The sixth Ovni 400 is already under construction, announces the Alubat shipyard, and two other units in signature.

This new model stands out from the other models in the range with its straight bow, a hull with two chines and a deckhouse surrounded by Plexiglas, for 360° visibility when sailing. 

The high freeboard and the clear side decks allow a great comfort while sailing. Performance and stability at sea are there, with a heavy lifting daggerboard (1.3 tons) and a horn mainsail. 

In terms of interior fittings, the Ovni 400 stands out for its great luminosity and storage volumes at least equivalent to those of a 45-footer. It is equipped with a bathroom with separate shower and a large owner's cabin; the saloon has been offset to port to facilitate forward movement. 

Technical specifications of the Ovni 400: Overall length: 12.90 m - Hull length: 12.28 m - Length at waterline: 11.54 m - Maximum beam (width): 4.35 m - Draft low drift: 2.88 m - Draft high drift: 0.98 m - Empty displacement: 11,200 kg - Weight of ballast : 2600 kg - Water tanks : 2 x 200 liters - Fuel tanks : 2 x 270 liters - Sail area (sloop) : Classic 85 m² / Horn 93 m² - Mainsail : Classic 44 m² / Horn 52 m² - Solent : 41 m² - Motorization : Sail Drive Volvo D2-50 (50 hp - 36,5 kW) - Price : 381 600 euros

Alubat - L'Ovni 400, le nouveau voilier de 40 pieds de grand voyage, en images - ActuNautique.com

Le nouvel Ovni 400, qui vient remplacer l'Ovni 395, conserve les fondamentaux de la marque sablaise (dériveur intégral à coque aluminium), avec d'importants changements au niveau des lignes de ...

https://www.actunautique.com/2021/01/alubat-le-nouvel-ovni-400-en-images.html

Share this post

Comment on this post

• See the profile of ActuNautique Magazine on the Overblog portal
• Report abuse
• Terms of service
• Cookies and personal data
• Cookies preferences

Tour the Alubat Ovni 370

• October 24, 2023

Sitting at the salon, you have direct line of view to the outside, and for a 39-foot boat, it is the most optimal interior for a monohull. This is particularly apparent when underway and when working in the galley, which also gives you both side and forward views.

Of course, the impressive sailing performance of the 370 can only be appreciated on a sea trial. Watch our video below for highlights of the both the sea trial and a complete tour of the Ovni 370.

Making Waves

Alubat Ovni 430 at La Rochelle Show

The first 430 with the deck salon layout will be featured at the upcoming Boat Show on October 1 – 6 in La Rochelle, France. See you there!

Alubat Ovni 370 Test Sail with S/V Tonic

“It should be called the Alubat sub 40ft ULTIMATE short-handed Aluminium blue-water cruiser. We were blown away by this Ovni 370.”

Ovni 430 – A New Generation of Aluminum Sailboats

The OVNI 430 aluminum sailboat is part of the new generation of sailing yachts combining innovation, ergonomics, comfort and performance.

Be Bold. Be Antifragile.

CIGALE 15 QR

ALUBAT AMERICA

ALUBAT SHIPYARD

TRAVEL BOOKS

@ 2024 Alubat America. All rights reserved.

Attainable Adventure Cruising

The Offshore Voyaging Reference Site

• Colin And Louise’s OVNI 435, “Pèlerin”

Pèlerin , our boat and home, is an OVNI 435 cutter designed by Philippe Briand, built for us and launched in 2008. Here is a brief introduction to her, what has worked for us, and what we’d do differently if we were starting again.

The Designer

Philippe Briand has long been one of the foremost French designers, and a notable helmsman in his day, winning the half ton and one ton cups during the 1980’s. What was noticeable in those early days was that even his race boats were good looking, during an era that wasn’t noted for handsome lines. He then went on to design many well-known production yachts for the likes of Jeanneau and Beneteau, although today he is more involved in super yacht design. He designed many of the OVNI range, including the 495, which remains in production.

The Builders

In 1973, Alubat were amongst the first of the French builders to adopt aluminium as their build material. They have stuck to their formula of chunky, multi-chine designs with lifting keels ever since, and currently produce around fifty boats each year from their main base in Les Sables D’Olonne.

Specifications

LOA 44’ (13.37m) LWL 34’11” (10.59m) Beam 13’11” (4.22m) Draft 2’4”-8’4” (0.74-2.54m) Displacement -dry (10.3T) Sail area (working) 1065sq ft (99sq m) Measured rig height (I) 52’6” (15.9m) Fore triangle base (J) 15’6” (1.69m)

Cruising history

After 16 years skippering yachts commercially (in my case), Louise and I had Pèlerin built to fulfil a long-term plan to go cruising. With that in mind, we had a great deal of input into planning her above and below decks, assisted by the experienced team at Alubat who gave us much good advice and converted our ideas into reality very well.

Having lived aboard for over two years, we are currently making our way South after spending the 2009 season in the West of Ireland and the Western Isles of Scotland.

For us, Pèlerin is a near ideal size. Not too big to handle, especially at close quarters, and just the right side of affordable in terms of gear and maintenance. She has true shoal draft with her hydraulically controlled lifting centreboard and rudder and ability to take the ground, which gives her amazing versatility and opens up many otherwise off-limits cruising grounds. Being easily driven she doesn’t have a huge rig and is simple to handle short-handed. Like many centreboarders, upwind is not her favourite point of sailing, but if sailed a little free she’ll get on with it. Downwind, with the plate raised she is fast and stable and is the most controllable boat we’ve ever sailed. With her ballast all mounted internally she has a very comfortable motion in most conditions, and is a relaxing boat to sail, capable of keeping up good average daily runs without putting big demands on her crew.

OVNIs are all aluminium, chosen not necessarily to make them light, but to make them robust. Aluminium construction is massively strong with its matrix of frames and stringers, and should deform on impact if necessary. It lends itself very well to custom fabrication and features at little extra cost, and we tried to make a virtue of that, welding everything possible on deck to avoid leaks and corrosion. In any case, Alubat have many years of experience building in the material, and have long ago learned how to avoid most of the pitfalls.

Most of the problems with aluminium and electrolysis can be traced to connection to shorepower, so we installed an isolation transformer soon after delivery. OVNI’s also have a leak meter which will detect any current bleed via the 12V system, which we check daily.

We had Pèlerin fully insulated at the build stage, hull and deck down to the waterline, which keeps her cosy and condensation free in winter and cool in the summer. It also cuts down on one of the less attractive aspects of aluminium construction which is noise inside – she is really quiet at sea.

Pèlerin is a true cutter with a high cut Yankee and staysail. The Yankee is mounted on a roller and the staysail is hoisted conventionally. She has a fully battened main running on a Harken track, which has single line reefing worked from the cockpit. Much effort (and expense) has gone into reducing friction in all areas of sail handling, which has really paid off, so that reefing is now straightforward and effective. All working sails are in laminated fabrics, and are wearing well.

We carry a hanked on storm jib, but not a trysail. Our mainsail has three reefs at larger than standard spacing, and so our third reef is effectively not much larger than a trysail. The staysail can also be reefed.

For light airs we have a lighweight No 1 genoa that sets on a stay just aft of the roller, which has really improved our upwind and close reaching ability below 8 knots of wind. We also have an asymmetric spinnaker mounted on a gennaker furler, which sets from a detachable bowsprit, which is versatile and easy to use.

We have one power driven winch to handle all halyards, which also double for hoisting the dinghy aboard, and lifting large heavy items from our forward store room and workshop.

Mechanical systems

Pèlerin is fitted with a Volvo D2 – 55D normally aspirated diesel engine currently driving the original three blade fixed prop via a Hurth gearbox. The engine is adequate for the size of boat, and we when we fit a Max-prop in the coming months we hope we’ll gain some extra grip astern, as well as better sailing performance. In calm conditions we motor at around 6.5 knots, using around 4l of fuel per hour. We carry 300l of fuel in two integral tanks.

In keeping with our policy of simplicity we have no diesel generator. We do, however, have 180W of fixed solar panels, which can be augmented by a further 85W of portable panel when at anchor. We also have a highly efficient (and now quiet!) Superwind wind generator. So far a combination of these units combined with relatively frugal daily demand has allowed us to avoid running our engine to charge the batteries. We carry a small petrol driven Honda generator for emergencies, but have so far only used it once to test it out.

We have no bow thruster, although there are times when we wish we did. OVNIs are not the easiest boats to handle in tight harbours, especially in cross winds.

We carry 600l of water, which is adequate, but we have our one concession to complexity in the form of a Spectra Ventura 150 watermaker, which is not too power hungry, and allows us to have showers whenever we like.

Our refrigerator is by Isotherm, and is well insulated, and so very efficient. We have a 5Kw blown air diesel heating system by Webasto, and so far it has worked very well.

Electronics

On deck, we have a Simrad integrated system, including radar, plotter, wind, AI 50 AIS transceiver and a Simrad AP 28 hydraulic autopilot. We have an Echopilot FLS Gold III forward looking sonar, with a custom aluminium transducer housing. Down below we have a back-up Furuno GP 32 GPS linked to an ICOM M505 DSC VHF radio, and an Iridium phone for e-mail and long distance communication.

The autopilot is matched by a Windpilot Pacific vane gear, which is powerful, easy to use and seems to match the boat very well.

Some other things that make Pèlerin a great boat

• She has a feeling of immense strength which leads us to have great confidence in her
• She is not at all demanding to sail, and has a very comfortable motion
• She is very light and airy down below
• We had considerable input over the interior design, and so far we feel it has worked very well, both at sea and in harbour.

What we would change if we had a magic wand

• A solid dodger/doghouse like on the Boreal 44 that we recently tested. We couldn’t have one at the build stage (although we asked), but plan to have one fabricated in due course, either in composites or alloy plate.
• Fit a Max-prop. We didn’t, and we regret it.
• NO PAINT! There is no question that the one real downside to aluminium construction is keeping paint on it. If it had to be painted, then just the coachroof and deck, but, please! Not the hull!
• We would change the deck hatches- all of them – to Goiot or perhaps Gebo.
• We have changed nearly all of the deck gear to Harken, and what a difference it has made. We’d change the rest if money were no option.
• Install a day tank so that we could monitor fuel condition and consumption.
• Better engine access – the engine is mounted very low in the hull to assist stability, and despite numerous detachable access hatches access is not good. This is especially true of the stern gland, which is a Volvo seal, and needs to be ‘burped’ every time the boat is dried out – a job best suited to a contortionist.

Do you have questions or comments about Pèlerin ? Leave a comment.

Please Share a Link:

More Articles From Ovni 435—The go anywhere Landrover of cruising boats:

• Turning The Dream Into Reality
• Choosing A Suitable Boat, New Versus Old
• A Boat Built To Travel
• Making The Most Of Aluminum
• Self-Defence In Harbour
• A Practical Interior At Sea Or In Harbour
• Limits To Complexity
• A Practical Cruising Rig
• The "S" Word—Stability
• Self-Sufficiency In Power
• The “C” Word—Corrosion
• Electrical Systems And Aluminum Boats
• What Has Worked So Far—Domestically
• What Has Worked So Far—On The Water
• Keeping The Water Out—Details
• Shoal Draft Voyaging
• Achieving The Impossible

I was very interesting to read more about your Ovni today and especially about what you would change vs what you have installed.

Although my Jeanneau SO 45.2 is a GRP production boat we do share the same designer and a surprising number of similarities that Philippe Briand must have discovered worked well with either GRP or alloy boats.

I cannot agree more with your decision to upgrade to Harken equipment. I have yet to find anything of theirs I don’t like, although I do like Spinlock for jammers, but for winches, travelers, bat cars, etc they make beefy equipment that does the job. I have not seen or used their furlers (I have Profurl) so cannot comment. I would look at Antal and Facnors (especially for a furling gennaker or code 0.)

Another issue is engine access. I guess Phillipe never had to change the oil, replace the impeller or worse the stern gland on his designs. If he had perhaps he would have been more kind to us.

One point that few designers address is stainless on an alloy boat. Why not weld solid aluminum stanchions directly into the toe rail and while at it make them a comforting 1 meter height so they hold you onboard rather than help make sure you fall over board. Personally I would also make the life lines of spectra instead of stainless cable for numerous reasons too.

My final gripe for today involves mounting winches. My preference would be to always have them mounted on access plates (with enough room to get a wrench underneath) so that they can be easily removed for annual service. How many ball bearings have we all lost trying to service on deck? Down below in your nice workshop in your standup engine room is the ideal place for this type of work.

Please keep the details coming. Problems are the same, solutions are different.

PS I look forward to seeing what you come up with for your hard dodger.

Who manufactured the hatches that you would replace? I have my suspicions.

Hello Colin

First I would like to thank you for your ongoing review of your Ovni experience. I look to your postings for ideas that I might apply. I have always been quite reluctant to be critical and all things considered, the positives of the design and construction far outweigh the niggles. The robust construction, flexibility of the builder, attractive and sea kindly accomodation, the forgiving characteristics of a centerboard and rudder that will retract on impact along with access to shallow places, the easy to manage sail plan and the sailing performance, off the wind, have made our Ovni 435, Let’s Go!, an almost perfect voyaging platform. After seven years and 45000 miles, my only serious complaint is that I am looking at a major cosmetic repair job related to stainless stanchions, grab rails, etc on an aluminium deck. It could be argued that I should have done a better job of catching the problem as it emerged. In addition, the insulation around the fridge and freezer proved less than adequate for the tropics and condensation has stained the woodwork. I understand that this is common problem not unique to the Ovni. But this, too, is a rather minor issue, however annoying.

All in all, the Ovni 435 is a fantastic voyaging vessel, difficult to beat, especially for the price. Most important: bullet proof construction; retractable centerboard and rudder; seaworthy layout; easy to sail.

Thanks again for your reviews.

Jim Let’s Go! Scalloway, Shetland

It seems that Phillippe Briand follows the same routes with many of his designs! All designers should make their very best efforts to make access to all service points truly accessible. On a 45ft boat this shouldn’t be the issue it always seems to be – Boreal managed it fine. Re the stanchions, Boreal use alloy, and whilst it’s not so aesthetically pleasing, it’s simple and light. And I’d agree about Spectra for lifelines, and when ours are due for renewal, that’s the way we’ll go.

Access to the bolts for the winches is fine on the OVNI, and much of the deck gear is mounted on plinths – much better with aluminium.

John, the hatches are Lewmar, and the two forward ones are their Ocean models that we specified at build, and they’re OK. The others just don’t feel robust enough to me, and the small ones have the handles glued to the lens, and I’ve seen a few of these come off – and that’s them finished.

Jim, it’s great to hear from another 435 owner, especially someone who has really put some miles on her. It sounds to me like your experience and impressions mirror mine, and I’d agree with everything you say. On the later boats Alubat started fitting plastic inserts into all of the stubs for stanchions etc., and so far ours have been OK. As for grab handles etc., we had everything welded and we’re very glad we did. Our fridge has coped well with the heat down here, so far, but we’ll watch out for evidence of condensation. It would be good to hear any other comments you might like to share – glad you’ve found mine useful. Best wishes Colin

Thank you for your feedback Colin. I am happy to share my experiences with you.

Regarding the stanchions, a sleeve was inserted in each base but the stanchion was locked in place with an aluminum screw. Therefore the sleeve was neutralised. There are, however, many areas of bubbling paint or areas where paint has come off in small sheets where the beneficial effect of Duralac around ss fastenings was reduced with time. I have removed the fastenings and coated these with Tefgel to slow the process and buy some time.

The condensation related to the fridge and freezer first showed itself with water between the cabin sole and its aluminium framing underneath. This warped the sole before I could effectively seal the end grains of the panels. Only the two cabin sole panels below the step down just forward of the galley were affected. The staining of the wood below the fridge and freezer did not occur until nearly three years after purchase when the insulation must have become saturated. While I originally thought that this was a problem with my boat only, I subsequently learned that the problem is common. I am sure that by 2009, the builder will have modified the design, perhaps sealing the insulation in, and you will remain trouble free.

I have not found engine access to be a real problem (but I am not a big person). I replaced the Volvo dripless seal with PSS within a year of purchase and this has performed well. I have damaged the all rubber cutless bearing twice with line wraps and recommend that you carry a couple spares since they are not an off the shelf item in most places. The engine has, thankfully, performed reliably, after initial teething problems. Engine mount nuts loosen occasionally and I have to check them periodically. I had the Max-prop installed at purchase.

For power, I have two alternators on the Volvo, an Aerogen 6 wind generator (installed in New Zealand in 2004 once I realised my actual power demands), two 55 watt solar panels, a 3.8 kw Mastervolt 220V generator (also installed in New Zealand) and six AGM 120 AH batteries that have performed reliably since their purchase in Australia in 2006 ( I must have been charging them adequately in spite of my ignorance. I had been equalising them regularly). The generator, used relatively infrequently, has performed well. It is my second Aerogen, the first having taken off in Batsi, Andros in a huge gust of wind while at anchor, in 2008.

I had a Spectra Catalina installed in New Zealand in 2005 after ditching my Pur Surv 40 and it has been extremely reliable with the exception of a leak in the Clark pump, replaced by Spectra at no charge in 2010.

Electronics are primarily Raymarine with twin C-Map plotters/radar at helm and at the nav station and dated by now. I have relied on the Raymarine ST6001 with 400 series course computer combined with Lecombe and Schmidt hydraulic ram and pump, all original equipment and have no wind vane. So far so good. I carry lots of spares but have not had to use them. I baby my AP. I use an ACR AIS transponder with a Watchmate, low amp draw, display. A fantastic piece of kit manufactured in NZ.

Completely unrelated, I met the owner of the Boreal prototype, “Borealp” in Reykjavik a few weeks ago. His was a 50 footer. While he said he loved the boat and I could certainly understand why upon inspection, I thought the doghouse could have been extended further aft and some additional cockpit protection provided. It was a large cockpit, very exposed. I know this is radical, but I could not imagine having to go forward to reef since, as you know, we can do all our reefing quickly and safely from behind our dodgers and standing in the companionway.

Well, enough from me. But you did ask and I am camping out in Lerwick.

All the best, Jim

Hi Jim and Collin,

Good you met the guys from Boréalp in Reykjavik. They were clients, they became friends. The owner, Fred, is one of the rare guys I know who has sailed in 70’s to South Georgia on his own boat with wife and children. Excellent sailor! When he arrived in Iceland he phoned us to say he felt fine with the boat in 45 knots headwind.

Colin, for your information, the doghouse and the cockpit on the 50 are exactly the same as on the Boréal 44.

The Boréal was not designed to be a one-off. We made something which we thought would meet the expectations of “everybody” allowing to have two people on watch outside, protected by the doghouse. Boréalp has the standard doghouse. Up to now, we have never had the demand for an extended doghouse but we could tailor-make.

Jean-François

Thanks very much for taking the time to share all your experience with the boat and equipment. Great stuff that I’m sure our readers will find very useful.

Colin and John, I have Goiot hatches on my Jeanneau and they are surprisingly dry except of course in cold weather they will drip condensation but that is my “fault”. I don’t think any hatch manufacturer has thought of thermal breaks like commercial and residential glazing. As for the aesthetics of alloy stanchions, I like all the shiny stuff below but not on deck. In the same vein I would not have any wood on deck. I abhor aesthetic maintenance. Let the alloy stand up for itself. I say. Finally Boreal has not shown me how accessible their engine area is. I hope that includes tranny and stuffing box too. It would help change my mind about their otherwise refreshing design. Cheers Victor

Hi Victor I like the Goiot hatches because they are castings (at least the ones I looked at), and are therefore ‘stiff’ – the handles looked robust, too. And I’ve never seen any double glazed hatches, either – a pity. Totally agree re wood on deck, and apart from the floor and seating in the cockpit, we don’t have any. The engine access on the Boreal was very good – the whole engine cover lifts up and is supported by a strut when raised. You can then climb in from the starboard side and get to everything – a well thought out approach, I felt. Best wishes, Colin

Hi Colin and Victor,

I had a dreadful time keeping Lewmar opening ports water tight in my old boat, which was why I asked the original question. At that time (30 years ago) the Lewmar hatches were just about OK, but, as Colin says, flexible and given to leaking.

I have always found it much easier to prevent deck leaks on this aluminum boat, in the few places that we have caulked joints like the hatches, than I did on the old fiberglass boat. I think the difference is that there is just less flexing stressing the joints.

And yes, the world really needs a good quality double glazed hatch but, like you, I have never seen one. After all, it does not need to be very cold before water starts to pour off a single glazed hatch. Even 20c will do it if it’s damp.

We have the condensation on the ports problem cracked and are thinking about a similar solution for the hatches.

Hi Victor and Colin,

Access to the engine: You can access the engine in two ways : 1) Frontal by lifting the staircase and you have direct access to the front, and the starboard, and the rear of it. There is enough room not to stand but to crawl around it. 2) In the port cabin you have a second access… There is enough room to store extra batteries AND a group and a watermaker (depending on model) as you have pretty much height… You don’t have a real engine room in which you can stand but compared to (a lot of) other boats, I think there is pretty much room and an easy access. Please Colin, do not hesitate to disagree on this if you feel like…

Jean-Francois, Thank you for explaining the engine access of the Boreal. I don’t mind crawling as long as I am not likely to get stuck half in or out. 🙂 I would love to see some photos some time. Maybe better would be to visit in person……

Colin, John, Since my Jeanneau came with Goiot I never really paid any attention to other manufacturers but apparently I should. Yes, the frames are cast which leaves a sort of speckle finish which is pleasant. The one complaint I have with the Goiot is that the dogs from one size hatch to another do not work or unlatch the same way, i.e. left or right, all to center or whatever. Over living areas Jeanneau has provided hatches that you could escape from. However, in an emergency situation it would be nice to have only one solution to remember to open any hatch.

I would be curious to know whose hatches Boreal uses since they are double glazed. Jean-Francois…..?

Jim Thank you for the explanation re: stanchion to base corrosion. Colin, this is case in point why I would prefer welded alloy stanchions…less ongoing maintenance and/or replacement.

Victor and Jean-François have both mentioned photographs in the last few days, as did another reader in a direct email to us.

It seems to me that it would be really good if we at AAC could provide some easy way for ourselves and readers to post photographs, perhaps to Flicker, and then link to those pictures in the comments. I will look into it.

Great stuff, and thanks for enlarging your thoughts. A couple of things – I’m planning to do the same with the Volvo seal – the PSS is a much better (and longer lived set-up), and I’m planning to have some custom cutless bearings made up with machined down phenolic resin casings – much better, and we did this before with our last boat – if you’re interested just let me know. And the stanchions are now secured with stainless machine screws through nylon inserts – so far, so good, although keeping the paint on the outer casings is still a problem….

Victor, I like the Goiot hatches, too, and despite the niggles with handles, they are stiffer and stronger than any others I have looked at – in fairness, until I reviewed the Boreal I hadn’t realised just how good they were. And unless you’re a man mountain, you’d definitely be able to get into the engine compartment on the Boreal! This is partly possible because the beam is drawn well aft on the Boreal, and thus has allowed more space between the cabins, and wisely they’ve used this to improve engine access – once again, the reality of a boat designed by sailors.

Jean- Francois, I wouldn’t disagree – as I’ve outlined above. Some images, as John suggests, would be good to show what can be done when the needs of the long term cruiser are put first.

Best wishes to you all, and thanks so much for the lively and interesting thought train this has opened up. Colin

Colin (and others with comments on this),

Would you mind discussing a bit more about the interior layout you chose and what you would change (or not)? You have made passing comments in your articles (which were very beneficial to me) but some more detail about the configuration(s) would be great (e.g. cabin spaces, work areas…on passages and at anchor). I am especially interested in ideas of workshop space and how it has worked out.

For context, I am planning on building an Aluminum boat for cruising with similar purposes as you (and John/Phyllis) have described in articles.

Cheers, Robert

Hi Robert Our interior differs quite considerably from the standard boat – Alubat were very helpful with this, and as our boat was no 104, there were already many configurations available in their design portfolio, that we could call upon. To detail it all here might take up too much space, and not show the changes to full effect, so what I’ll do over the next week or so is to draft a new post with accompanying slide show, and discuss what has worked, and what we’d change. I realise that I didn’t include enough in my first piece on interior, and maybe I should put that right. For what it’s worth, this was an area were we put a tremendous amount of thought in – and we’re very glad we did. Not that all of our choices will suit all prospective owners or builders, but I’ll offer them on the basis that they can be useful for discussion – or dissent! I hope that suits you. Best wishes Colin

Colin….that would be fantastic. This is the area I am most concerned about screwing up. I agree that the interior design requires a tremendous amount of thought and is quite subjective and personal. My wife and I keep notes on what we like and dislike, but we don’t have yours or John’s experience in off-shore high latitude sailing. We have tended to be coastal cruisers so I’m sure there are lots of “obvious” features that I have/will miss in the design phase. Your comments and opinions are very valuable to us. Thanks!

Great article, thanks! Your boat sounds like a real beauty.

Not having sailed in alloy boats before, I do have a couple of questions: I’m interested to know if you still get noise in the cabin from the uninsulated area of the hull below the water-line? Also, do you have to be careful with different grades of alloy when you weld on attachments to the hull, or does any alloy labelled as “marine” grade work?

I note your comment that you would have appreciated having a solid wheel shelter but that it was not a possibility as original equipment.

I asked the same question at their stand at the Salon Nautique (Paris) and they told me the contrary.

FWIW “Pelage Service” do custom solid dodgers http://www.pelageservice.com (I have no connection, I’ve just seen their ad in a French magazine.)

I think it’s a case of ‘that was then, but this is now’. Our 435 is no longer built, having been replaced by the 445, and it may be the case that they are prepared to fabricate a hard dodger for the new model. The refusal on ours was cited due to the need to re-submit stability calculations in order to maintain the EU Certification.

And, yes, I am aware of Pelage, and have seen one or two of their composite solid dodgers on French yachts I’ve seen, and they looked pretty good. But I’d still rather have a solid alloy one, with a watertight door!

Best wishes

The Boréal 44 is a lovely boat and is definitely on the wish-list.

However steering in the pilot station is by automatic pilot. When conditions are at their very worst you need to hand-steer as pilots no longer cope. In which case, you are back outside when you most want and need protection.

For that reason principally I like open dog-houses such as on the Salar 40. The better ventilation probably lessens the risk of sea-sickness too. http://www.google.fr/imgres?imgurl=http://www.pixstel.com/salar-40-tehari-ii-_picm91-9179.jpg&imgrefurl=http://www.pixstel.com/salar-40-tehari-ii-_urlb9179.php&h=600&w=900&sz=157&tbnid=DjRnS1jJAbQxAM:&tbnh=90&tbnw=135&prev=/search%3Fq%3Dsalar%2B40%26tbm%3Disch%26tbo%3Du&zoom=1&q=salar+40&usg=__isfTIdMpHihFw2RCaWiLKyE415s=&docid=lV0-epESIEAbdM&hl=fr&sa=X&ei=OFmBUaxZiY21BsaZgaAI&sqi=2&ved=0CDgQ9QEwAQ&dur=40

http://www.youtube.com/watch?v=yEFPCjtb4yY

Drawbacks of a large doghouse are as you indicated with respect to the OVNI’s: weight aloft and aesthetics – unless the boat is very big.

Maurice Griffiths, in designing the 27’ Kylix as his retirement boat, wanted a cuddy to shelter under while he was sitting and of a height where he could look over when standing. His was a pretty boat. When sitting he has a view forward which is not always the case when there is an overhang of the cockpit.

A really good example of water-tight doors to a deck saloon, is on Philippe Poupon’s boat, Fleur Australe (20m) which is now up for sale. Designed by Michel Joubert it’s built in Strongall by Meta.

Great site this; tons of useful inforamtion.

Best wishes,

I have to disagree with your statement “When conditions are at their very worst you need to hand-steer as pilots no longer cope.”

First off, a good autopilot can easily steer a well mannered boat like the Boreals up to and probably a bit above gale force. Our Autopilot on “Morgan’s Cloud” is quite happy in these conditions, even though it is quite old and not the sharpest knife in the draw and MC is almost certainly harder to steer than the Boreal.

Further, in my opinion, when conditions are at the very worst is exactly the time when you don’t want to be steering. I’m a pretty experienced helms person, but I can’t steer for more than about two hours in challenging conditions without getting very tired with the associated risk of making a bad mistake. So unless you have at least four, and preferably six, helms people of my skill level or better aboard, the idea of steering through really heavy weather, is, in my experience, flawed.

Rather you need to be able to go passive and in this case the Boreal ‘s small pilot house will be a great place to stand watch out of the cold and wind, which will, in turn, preserve the crew’s energy.

I can tell you that after standing watch in the open for 40 years, I covet the Boreal wheelhouse like you would not believe!

Colin, I saw by chance your comment about “watertight doors”. I own a steel cutter with a totally inadequate, if typical, Lexan dropboard. Like you, I want something sturdy enough to take a pooping sea or at least to defer its entry into the pilothouse.

I discuss my thoughts here: http://alchemy2009.blogspot.ca/2013/02/hatch-snatch.html

If you’ve had any thought on how I should proceed, or if you wish to utilize any of my own ideas, I’d be pleased to discuss it here or offline. I feel that decent companionway doors are hard to find without getting into the “submarine” type, and would welcome your real-life thoughts on this important topic.

I had a look at your weblink, and think that you’ve come up with a good, strong, viable option. There’s quite a bit of engineering involved, but nothing that a good fabricator should struggle with.

Companionways fall in to two categories, I think – the standard drop in type (as you and I currently have) and the more robust hatch or watertight door type. The first has known weaknesses, as was discovered in the ’79 Fastnet Race, for example, but these can be largely mitigated against with good strongbacks and mechanisms to stop them falling out in the event of a bad knockdown. But it takes something really robust to resist a breaking wave coming aboard, and that’s certainly where your design looks good.

Best of all (in my view) is a solid watertight door, in a doghouse, a la Boreal, perhaps with the inclusion of a deck hatch in the upper part to allow ventilation and communication in less than the severest conditions. But – you have to work with what you’ve got, don’t you?

Like the sliding hatch arrangement on your boat, too!

Ciao, i was very happy with the companionway solution designed by Garcia.it was vey practical and safe.Also the new Pogo are using the same design. i linked a pic to better express my point http://aluaka54.blogspot.it/search?updated-max=2011-12-15T05:45:00-08:00&max-results=7&start=13&by-date=false

Giancarlo, that is very clean, but would take up too much room inside my pilothouse. Thank you for the pictures of your beautiful boat.

Colin, thanks for having a look…and quickly, too! It’s meaningful to me as a sailor with limited saltwater experience (not to mention limited fabrication skills!) to receive this sort of constructive feedback from an experienced mariner such as yourself.

As you noted, ventilation in wet, but not “hove to” conditions, is important. That’s why the top half of my “Dutch door” is fold-down,*not* hinged, as is the case with S/V Hawk, which also sports the sort of hard dodger I expect you would enjoy on Pelerin.

If that flap is open and the hatch is closed, air and words may pass easily. If it’s pouring rain and blowing wind, I have rooftop and side portlights to provide circulation in all but the foulest weather.

Now all I have to find is a decent fabricator in aluminum who understands how to make a complex little door that isn’t much bigger than a bar fridge door, but which must be closely fitted and strong as the sea. Good luck if you wish to do the same.

I would be happy to build this for you!

Well, I was skeptical at first, Brian, but then I looked at your site. Because we have a custom boat (you will recognize this from my blog), I would think a hands-on, “fitted on site” approach would be necessary.

Then I noticed you’re in Dartmouth, N.S.

Now we’re talking. We have plans to do our first season going from Toronto to N.S. as a shakedown cruise and then to over-winter in N.S. before doing a trans-Atlantic the next spring (I want to take the RYA course available in N.S.) I was looking at hauling out in Mahone Bay, but if this job hasn’t been done before we leave Toronto, I may very well come to you.

If you email me with a rough estimate, I will file that for future reference. I note you also do hull painting: I was thinking of shelling out for getting the bottom blasted back to bare metal, and going for plenty of barrier coat and a hard anti-foul good for a couple of years. Maybe even Ameron, Endura or Imron on the topsides…it’s not really an Awlgrip sort of vessel.

So thanks for letting me know of your shop. Your build floor looks strangely familiar.

I have fitted a max prop to my OVNI 435 – really great – top motoring speed up – revs when cruising down speed when sailing up – all good. SB

Thanks for the real world experience, we always appreciate getting that here at AAC.

Re max prop. If fitting one make sure that you have the ‘angle of attack’ (or bite ) set just right. Look at the engine spec sheet to see max revs then look for min revs constant at full throttle and set the prop up to be about half way between the two. i.e max revs for a volvo 50 may be 3600 and min full throttle revs at 3200. Set the prop so that the max revs with the prop on in calm water come out at about 3400/3500. I found I was well under propped and my max speed jumped by about 1.5knts and so cruising revs for a giving log speed were lower. Hope this helps anyone thinking of fitting one.SB

Hi Simon B,

Good point. We have a post on that here.

Hello Colin “custom cutless bearings made up with machined down phenolic resin casings” How did you get on with this? I need to be planning a replacement on my Ovni and I would be interested to hear of your experience. Thank you Regards George

Hello Colin “custom cutless bearings made up with machined down phenolic resin casings” How did you get on with this? I need to be planning a replacement on my Ovni and I would be interested to hear of your experience. Thank you Regards George

Hi George I apologise for the long delay in replying to your query, which somehow passed me by when it came in. The answer is that I haven’t taken this any further (yet). Partly this is because I’ve only replaced the cut less bearing once (we don’t motor a huge amount) and also because it has been suggested to me that the tube might be rather ‘rough’ internally, which might make for the perfect setting for an old cased bearing to get stuck in place! And we had enough trouble getting the old neoprene bearing out in the first place. As we were in a hurry to change the bearing we just went with another the same, and, as I say it’s now done many thousands of miles and is still in good nick. Best wishes Colin

Hi Colin , A question related to insulation , or lack thereof , with some of the Ovnis , if I may ? I am in discussions for a 455 and am concerned about apparent lack of insulation . She has sailed mainly in tropical waters but I would want to keep her in Southern BC and cruise mainly in the PNW . Have you had any feedback from Ovni owners that might help me to decide whether to continue , or abandon this particular prospect . Most of my other boxes would be ticked . Not keen to consider tearing out panelling to retrofit . Your thoughts would be very welcome . Thanks, Dave

Hi Dave plenty of Ovni’s were built without insulation (it was an extra, not standard), but I’d have to say I’ve never understood why. Here are three good reasons why insulation is not just a good idea: In cold weather it keeps the boat much warmer internally and cuts condensation down dramatically. In hot weather it keeps the boat cooler internally. It significantly reduces internal noise levels when at sea or at rest. For all of those reasons I’d want my aluminium boat to be insulated. It would indeed be a major undertaking to remove much of the interior and install insulation – although the insulation Ovni used is easy enough to fit once you can get at the hull and deck, as it is 5 cm flat sheet building insulation that can easily be cut to shape and tack glued and secured in place. In the tropics the lack of insulation would be less of a problem, but in the PNW I think you might find it a far less attractive option. Best wishes Colin

Hi Colin , Thank you for your very prompt and comprehensive response . You confirm almost all my thinking about uninsulated metal hulls . I have owned steel vessels in the past but sailed only in the tropical regions , where the lack of insulation was not so keenly felt . Your personal experiences with your own Ovni , plus other info gleaned from the web , encourages me to continue my search for the “next” (insulated )boat for this area and to ,sadly , sidestep the current prospect . Best regards, Dave

Hi Dave Well, sorry to have been the bearer of bad news, but I’d do the same thing. In fact I looked at several steel and aluminium boats before we decided to go for a new build, and I’d have to say lack of insulation was a real deal killer, especially as we planned to go to high latitudes. The real bonus is that the boat is so quiet down below, which provides real relief in bad weather – once you go below in a blow it sounds like two wind strengths less! Best of luck with the hunt for the right boat. Colin

Life on my steel boat would be impossible without sheet insulation down to the waterline. It’s covered with screwed-down melamine sheets and cherrywood battens. With this insulation currently out in the pilothouse roof for service to the electrical runs, I had to cable-tie a white tarp to the top of the roof just to mitigate the summer heat.

It’s crazy to conceive of an uninsulated metal boat, not only due to noise and temperature shifts, but because of condensation mitigation.

Hi Colin and Marc , I appreciate the input and comments . It came as something of a surprise that Alubat do not insulate all their hulls as standard . We did a circumnav on an uninsulated steel boat , in the ’80’s but stuck to the tropics and had very good ventilation , so did not experience too much discomfort . There was some condensation in cold water in Cape Town and again in the Galapagos but the ambient temp meant hatches could remain wide open , with a constant warm breeze through the boat . Not an option one can contemplate in the damp PNW ! Thick fog and raining , as I type ! The ” new boat” search continues . Regards, Dave

just a thought, but have you had a look at the Ovni 435 that’s advertised here on AAC? It’s a good, well maintained and equipped boat – and it’s insulated! Might be worth a look. Kind regards Colin

Thanks for the suggestion Colin . Sadly , the price translates to a scary number of battered Canadian dollars ! Best, Dave

Hello Colin, How are you ? Benoit is going to contact darglow for a propeller Featherstream Nous serions ravis d’avoirs de vos nouvelles. Best regards Benoit et Anne Moody 35 Baltian David’s Harbour Grenada

Hi Benoit et Anne

On a parti de Grenada seulement hier, pour Carriacou. On est a l’ancre en Tyrrel bay aujourd’hui, et faire noter depart pour Union Island mercredi.

J’espere que nous rencontrons cet année dans des iles, et vous pouvez me contacter par ce site.

Bon vents et bonne route

We are potentially in the market for a used Ovni 435 or 445. In your opinion, are the improvements in the 445 worth the typical cost differential?

We will normally be two handing with a mix of Nfld to the Abacos.

Thank you Mh

My wife and I have been looking for a boat to realise our dream. We have poured over literature for Boreal, Garcia, Alubat, and even Ed Joy’s Good Hope 56. I have been reading as much as I can about aluminum sailboats from this website, which is a treasure trove of information. In the end, I feel that Alubat is the right choice for the money. I have been mulling over both the Ovni 435 and the Ovni 455. I would love the 455, but the twin rudders gives me pause. I wish there was a way to retrofit the single kick up rudder from the 435. My question is what are your feelings on refitting a 435 and adding an aluminum dodger. I have significant experience with aluminum welding and have no fear of tackling the project. Thanks

It’s unlikely Colin will answer. See https://www.morganscloud.com/2013/11/10/aac-comment-guide-lines/ (#3).

That said, twin rudders would make the 455 a non-starter for me too.

As to refitting a 435, I guess if it were me, and there was any way to stretch to a Boreal, that’s the way I would go.

Welding on an existing boat becomes a very big job very quickly: removing cabinetry, dealing with insulation issues, clean up, and on it goes. (This is the voice of experience talking.)

If you do decide to take this further I would highly recommend engaging Colin to advise: https://www.morganscloud.com/services/consulting/

Hi Colin / All,

A few questions re the Ovni:

1) Anywhere I look on the internet I find that Ovni’s supposedly are such safe and solid boats due to the aluminium construction. I cannot find anything about the aluminium plate thickness however (deck, hull above waterline, hull below waterline, keel) and the internal skeleton. A Boreal supposedly is reinforced at and below waterline to be able to cope with ice. How safe is an Ovni for trips to the Antarctic (I realise there is the odd example of Ovni’s having been there – but how happy are they really in such environment)? And what about the type of aluminium used?

2) Plenty has also been written about Ovni’s AVS. Supposedly it’s fine. But it just doesn’t make sense in my head (unless assisted by waves). Yes, a lot depends on how capable its captain is – but knockdowns and capsizes simply do happen. The same applies to Boreal and similar shallow draft boats.

3) Hatches and windows: more generally applicable to yachts filled with daylight. How safe are all of these windows and their surrounding (aluminium) construction really? What happens if a 15 meter wave dumps on top?

Cheers, Larry (aspiring (ant)arctic sailor)

It’s unlikely that colin will answer, see: https://www.morganscloud.com/2013/11/10/aac-comment-guide-lines/ (#5)

That said, he does provide consulting services if you get really interested in an Ovni, or most any other boats: https://www.morganscloud.com/services/consulting/

Alubat » OVNI

ALUBATS’s experience in centreboarders and the Mortain/Mavrikios and CBA design offices reputation bring together a fantastic model in terms of comfort and performances. Upwind or downwind, on long trips or just coastal cruising, the OVNI 370 will satisfy the most demanding of skippers.

Building on our experience and expertise in blue water sailing yachts, we have collaborated with the MORTAIN & MAVRIKIOS and CBA agencies to upgrade the OVNI 400 to the OVNI 430.

The OVNI 450 is the new version of the OVNI 445, of which already 46 units have been built since the first one in 2008.

With her pilot house and her deck saloon, the OVNI 490 will take you very far on the seas.

These constructions require a great capacity for adaptation and quality finishes that the shipyard reveals in each of its units produced.

A desire? A project?

The new Alubat Ovni 450

• February 9th, 2019
• Sailing Yacht

I do have a crush on aluminium boats, as you may know from my various articles, like my visit to Garcia and Allures lately in Cherbourg. Since I´ve completed my first sailing experience in an aluminium yacht (which was a pretty perfect 2-week trip, you might read it here ) I am convinced that for “serious” sailors aluminium may be the material of choice. So it was of no question to have a longer look at Alubat´s new Ovni 450 which was displayed at BOOT boat show Duesseldorf and I might say that this boat is a real step forward for the Ovni-Range itself.

Standing at the steering wheels I instantly noticed that this boat isn´t made for the easy leisure sailing in the Med, it´s made for the long trip and in this maybe for going to the higher latitudes. Everything has a firm grip, instruments are where they belong and the cockpit itself is sufficient enough to offer space, but narrow enough to as well provide safety in rough seas . The dodger on this very boat is an option, but also done with durability and safety in mind.

I might say that the standard design of the boat looks much sleeker and sexier without the large dodger but I can see the definitive arguments on the pro-side to have one, especially when it gets rough and cold. The lines and general layout of the new Ovni 450 are pretty classic: Working winches are placed under the dodger to both sides of the entryway down, Genoa-winches back aft. All in all her lines are pretty conservative, but I guess that´s because of an idea that lies behind these boats.

Going down and taking the navigator´s seat at the nicely done chart table I begin to understand: Ovni yachts are among the most built so called “explorer” yachts for people seeking a very special sailing experience. Ovni yachts can fall dry so that these boats are occasionally top be found in the North Sea and the tidal-hotspots of France. Ovni-owners are different. Sure.

That said, another detailed look at the main switch panel and the good sized chart table reminds me of the current trend in production boat building: Reducing of the “seamanship-stuff” in favour of providing maritime chill-out zones. Which is perfectly fine since the sailing market changed a lot over the past 15 years, but it is also very reassuring to see here and there boats being made with people in mind who want more than a nice holiday – who are seeking the adventure.

Serious long-haul sailing for a family

The new Ovni 450 is replacing the 445 which was one of the top-sellers at Alubat shipyard. Re-designed by renown naval architect Marc Lombard, who I had the pleasure to meet and interview a couple of times before delivered a fresh new interpretation of this yacht – with a great respect to what an Ovni owner is expecting. The boat has an overall length of 13.98 metres with a max beam of 4.29 metres. That’s a ratio of 1:3.2 which is, together with a fairly classic hull shape indicating a very comfortable motion in the seas, but certainly not high speed.

Under deck the boat offers a nice salon, this time in Oak, with a cozy dining area (the table can be lowered) and the housing for the lifting keel. This housing itself functions as well as a backrest for the ship´s cook and will certainly raise safety down here. Sufficient natural light will enter the salon via 3 large skylights, the big long coachroof-windows (which are a trademark of Lombard-designs ) and the hull-windows . Note the large chain plate-receivers which indicate a very stiff boat.

All in all I felt a welcoming atmosphere and a cosiness to this boat that is rarely to be felt. I think what most of today´s large production boats are lacking is this certain sense of character or “ship-like” feeling. They became interchangeable. The most part of these boats are run by charter companies which have a certain set of demands, so that there isn´t too much room to add “owner-like” thinks in the boats. (By the way, I am glad that the company I work for, Beneteau, has done a marvellous job in finding a clever balance of these demands in their new Oceanis 51.1 and 46.1 )

The only thing I found odd in the Ovni was the fact that the boats (by the way, in all layouts) have the galley to starboard side, which, for me, is a weird thing: A ship must have the galley on port side, this is how the tradition wants it. But I guess it was easier to have it here to have the head´s valves and pumps and stuff connected to those of the galley.

Sufficient cabin size – multiple layout options

Speaking of the layouts, there are no less than six(!) layouts available. This variety is due to the fact that of course the industrialization level of a yard like Alubat is lower than that of the large brands, so the ability to adapt to client´s wishes is a definitive must-have if you want to survive in the niche. The second is that the material aluminium is so strong, that hull and deck alone is ample enough to have a stiff boat. You do not need bulkheads anymore, so they can play with layouts.

The fore cabin for example can be placed a bit rearwars, thus lessen the size of the forward sails locker, but introducing a second en-suite forward head. The head can as well be placed aft of the sails locker in the bow. You can switch the head´s mounting positions to have one on starboard and one on port side – which is great so you can choose which head is better on which tack.

The aft cabin was a bit too small for my taste, which may be due to the fact that the hull shape of the Ovni 450 doesn´t carry the full beam aft. That´s a trick in other boats to increase aft cabin-size on the one hand and improve sailing abilities when running. The more classic design of the Ovni with a slightly reducing beam to the rear indicates the conservative approach with an emphasis on sailing comfort, not being as quick as possible.

To the back the Ovni 450 features (in this version at least) a full size cabin to port side and the bathroom to port. The bathroom is well-sized and it´s the only one on this boat offers all amenities a sailing couple or family wishes for. Another door opens up from here to the aft workshop, crucial for a long haul trip where a pilot berth can also be provided for a guest if surplus sleeping space in the salon is occupied.

Superior material quality in aluminium

I am convinced that for the ultimate sailing adventure which brings you to maybe rarely charted areas, unknown anchorages, to regions where weather might change its face rapidly (to the worse) the boat made of aluminium is the safest and best choice to be made: The material is durable, very light and upon impact way more solid that GRP. In this, the Ovni 450 will equally attract to the explorer sailor wanting to go “off the paved ways”. But there is another thing to it: Money.

The Ovni never was and will most certainly never be the fastest of all boats. That´s due to her conservative hull shape but also due to her hard-chined construction. But is speed really of such importance for the circumnavigator with his wife and kids? The fact that the Ovni is made with a hard chine hull lowers the construction costs and makes these boats also financially attractive. In the end, welding a hard chine hull will also save time, so the pleasant anticipation to finally receive one´s own boat is shortened.

The Ovni will never be my boat of choice, since I am desperately in love with Alubat´s Cigale , but I must confess she is a pretty boat. She won´t suit everybody but her design is thanks to Mark Lombard much, much more appealing than the 445 one year ago. I hope that this yacht will also have such an amazing impact for Alubat and that they may find lots of sailing families and explorers who want to set out to discover the world in one of their boats.

You like aluminium yachts? Might be interested in these too:

At the Alubat yard

The fantastic Berckemeyer 49 Pilot in the making

Gulliver 57 a.k.a. Cigale 18 – a walkthrough

• Search forums
• Liveaboard Link

OVNI 32 - just a wild dream?

• Thread starter snorkmaiden
• Start date 7 Feb 2016

snorkmaiden

Thinking of going to Med this summer - overland transport of Sadler 29 to South coast of France and carry on from there. BUT - I am aware that the Sadler is a great sea boat but ours suffers from the heat with comparatively little insulation and ventilation. We might go ahead and do it anyway, but I am wondering whether it is a good time to 'upgrade' to the boat we want next - considering an OVNI 32 IF we can find one and an owner ready to part with her. There were only 97 built. So I'm asking if any of you sharp eyed liveaboards have spotted one for sale - pretty much anywhere. We would also consider the 36 if it was an outrageous bargain.  

Active member

I transported my Sadler 29 overland to the Mediterranean in 1997 and have been here, full time single handed liveaboard, ever since. The port of delivery was Hyeres, and I was anchored at beautiful Porquerolles the next day. I share your interest in Ovnis, but see very, very few around. Others on this forum can comment on the insulation and ventilation of the sandwich cored Sadlers compared with that of the aluminium Ovni, which I would have thought would not be all that great. Actually, after 19 summers here I have never found those characteristics to be an issue. What you definitely do need is a Bimini top for the sun, snd a very sound engine. I also was very pleased to have installed early on a furling Facnor mainsail and a flexible 40 watt solar panel just in front of the instrument panel.For two people the 29 might be a bit cramped long term, but then I am single handed! Good luck  

Well-known member

Not sure an ovni is any better as a Med boat than a Sadler. More orientated towards ocean sailing but with the ability to go shallow and dry out. Not really of much value in the Med. If you are going to sail a Lt in the Med and want to change your boat, then why not buy one already there and equipped. Surely better than shipping an old less than idealboat out there. Plenty of good boats for sale, particularly in Greece and southern Spain.  

snorkmaiden said: We would also consider the 36 if it was an outrageous bargain. Click to expand...

This listing appears to be active, I think: http://xboat.uk/2629-ALUBAT+OVNI+32.html  

I don't see a lot of OVNIs in the Med - probably because they are not good Med boats. They are not good upwind due to the small and unprofiled centreboard, and are not good in light winds due to small rig and high weight. They are really better as offshore boats. As others have said, if you are changing boat anyway, then buy one that is already in the Med and set up for sailing here.  

If you add perserverance to patience, France is a good source of suitable yachts well prepared for Mediterranean sailing, despite initial high asking prices and frequently indifferent service via internet and websites. Deaing with foreigners is often just too much of a fag, even in these mulilingual times. One option is to make a holiday of the whole business, fly easyjet to nice or marseille, hire a car and then *do" as much of the French coast that you have time for. Out of season 2 or 3 star hotels around 60 to 70 euros. A friend recently acquired a 34 Hallberg Rassy for 25000 euros less than the asking price, plus 5k of extras. Another friend who was posted suddenly to another country,put up his new regatta boat for sale at 60k, and eventually sold it 2 years later for 25k. Call on a lot of people, leave your name, email and fone number, and wait!  

charles_reed

As already opined by Tranona and Vyv, I doubt you'll find the Ovni any better as a Med cruiser than your current boat. It will be hot, slow and lacking in living space (though not as much so as the Sadler). If you were thinking of a circumnavigation it would be ideal. Best bet, I reckon, and as already suggested, look for a boat already in the Med and set up for Med cruising. Get one between 10-12m loa (too many people for berths above that size). Don't waste time, get to the Eastern Med as soon as possible.  

Our Sadler is non-standard - no sandwich core. thanks for the comments, though. I love our Sadler but have been seduced by the look and feel of the OVNI as a cruiser. An affair of the heart!  

Ovni was designed as a high latitudes expedition boat, not sure I would want one long term in the med.  

• 10 Feb 2016

The 34 is tempting - I have looked around a couple and still liked the 29 - but it's the old 'can't have everything story! Thanks for the encouragement. We would have the tiniest bimini in the world! I am also seriously considering an anchor windlass or a lighter alloy anchor.  

• 22 Apr 2016

snorkmaiden said: Thinking of going to Med this summer - overland transport of Sadler 29 to South coast of France and carry on from there. BUT - I am aware that the Sadler is a great sea boat but ours suffers from the heat with comparatively little insulation and ventilation. We might go ahead and do it anyway, but I am wondering whether it is a good time to 'upgrade' to the boat we want next - considering an OVNI 32 IF we can find one and an owner ready to part with her. There were only 97 built. So I'm asking if any of you sharp eyed liveaboards have spotted one for sale - pretty much anywhere. We would also consider the 36 if it was an outrageous bargain. Click to expand...

Hi I have an Ovni 32 in Falmouth and am planning to go on the market soon. Are you still looking? If so I can send you more information. George  

• 30 Apr 2016

I have OVNI 395 and just completed circumnavigation. OVNIs do sail to windward but not as closely as some fixed keel boats, are comfortable in equatorial climates and in temperate climes (fans and Eberspacher do the jobs), usually come with large genoa for Med sailing, have strong rig for Meltemi etc., shallow draft takes you places other boats cannot go. Seems perfect for Med to me.  

• 12 Jun 2018

Thanks for all the replies - you all had something interesting to say. Ouhe Autumn r Sadler 29 is unique in that the original owner nixed the double skin in favour of more storage space and a lateral galley. I think in my original post I really confounded 2 separate ideas. My dream round-the-world boat has always been the OVNI. We did take a trip to the S of France in the Autumn of 2016, after making this post. First we headed for the biggest OVNI broker in Brittany with a stock of around 16 of them in his yard, and came face to face with reality. We realised that the RTW trip was not for us, at this time. An elderly parent and a working life still anchoring my husband to the shore. But the trip S was worthwhile, and we could see that there are a number of good options for a Med. boat. My husband loved the aft cockpit boats - almost enough space for a studio. I'm afraid I nxed those on the grounds that there is no cockpit locker space. We did decide that the Bavaria 34 looks like a good and economical option. Now aboard Snork Maiden awaiting a survey. I feel change is coming. If the story interest you, watch this space - I am threatening to revive the blog https://snorkmaidenlog.blogspot.com/  

We had a ketch and had and awning on the mizzen boom, another over the main mast boom and one over the foredeck, all give shade so works well.  

snorkmaiden said: Thanks for all the replies - you all had something interesting to say. Ouhe Autumn r Sadler 29 is unique in that the original owner nixed the double skin in favour of more storage space and a lateral galley. I think in my original post I really confounded 2 separate ideas. My dream round-the-world boat has always been the OVNI. We did take a trip to the S of France in the Autumn of 2016, after making this post. First we headed for the biggest OVNI broker in Brittany with a stock of around 16 of them in his yard, and came face to face with reality. We realised that the RTW trip was not for us, at this time. An elderly parent and a working life still anchoring my husband to the shore. But the trip S was worthwhile, and we could see that there are a number of good options for a Med. boat. My husband loved the aft cockpit boats - almost enough space for a studio. I'm afraid I nxed those on the grounds that there is no cockpit locker space. We did decide that the Bavaria 34 looks like a good and economical option. Now aboard Snork Maiden awaiting a survey. I feel change is coming. If the story interest you, watch this space - I am threatening to revive the blog https://snorkmaidenlog.blogspot.com/ Click to expand...

• 13 Jun 2018

Why not take your Sadler down through the canals and look for a new boat once you get to the med. They're cheaper there and you might change your mind on what you want once you've been there for a year.  

Members online

• boomerangben
• Portland Billy
• Jack Haines
• stevenbrasil
• Slipstream 34
• RunAgroundHard
• justanothersailboat
• Puffin10032

Share this page

Price is not available

Price data is acquired from numerous open sources and aggregated, it can only be used as a rough starting point and not a precise tool for comparison.

It most cases price:

• does not include VAT
• does not include delivery to a client
• accurate only for most basic options

Final price might be 30%-80% higher if you choose high specification.

0.77 m - 2.35 m

Anchored boats.

Look for this area at top right corner of the page.

Read reviews and tests

Ovni 365 | Single Hull Boat Reviews | Yachting Monthly

Similar boats, allures 40.9.

from EUR 270,000

from EUR 320,000

Boats by Ovni

from EUR 335,000

Yachting World

• Digital Edition

Jimmy Cornell: Why aluminium centreboarders are ideal for serious explorers

• Jimmy Cornell
• November 12, 2020

Having covered 100,000 miles in his aluminium centreboarders, Jimmy Cornell explains why he rates them so highly for adventure sailing

A true exploration yacht: Jimmy Cornell’s Ovni 43 Aventura III in Antarctica

Both Aventura III , an Ovni 43, and Aventura IV , a Garcia Exploration 45, were aluminium centreboarders. Having clocked some 100,000 miles with them, including passages to Antarctica and the North West Passage , I can state unequivocally that for safety as well as convenience, a centreboard is a great advantage on a cruising boat.

In my case, the choice of aluminium for a boat intended for exploring areas off the beaten track was logical, and so was that of a centreboard. One of the main reasons for the latter was to increase my cruising options. The ability to reduce draught instantly is also a safety factor, as it allows access to a protected shallow spot if needing shelter in an emergency. Also, with a flat bottom, the boat can dry out.

Another advantage is that the board can be used for sounding when entering an unfamiliar anchorage, a new meaning for the term ‘sounding board’. While in the North West Passage we hit an uncharted rock quite hard, but the centreboard did its job and swung up, scraped along the top of the rock, then dropped back into its lowered position. The only damage was to my ego, but any other boat would have been in serious trouble!

Both yachts have integral centreboards, so that when fully raised, the board retracts into the hull. The ballast is also internal, with a ratio to displacement of 32 in both cases, which is similar to that of most modern cruising yachts. This brings considerable performance advantages.

The main role of the board is to provide lift when sailing close-hauled, and to reduce leeway when reaching. With the board fully down Aventura III drew 2.4m, and, when trimmed properly, it could point as high, or almost as high, as most fixed keel cruising boats. With a draught of 2.8m with the board down, Aventura IV performed even better than her predecessor.

To take full advantage of this special feature, a centreboarder needs to be sailed quite differently, both on and off the wind. This is when the centreboard becomes a true asset as it allows the wetted surface to be reduced. The technique is to lift the board gradually as the apparent wind goes past 135°, and continue lifting it up to the point where the board is fully retracted. This is, for me, the greatest advantage as the risk of broaching is virtually eliminated.

Article continues below…

Zero-carbon cruiser: Jimmy Cornell explains his electric multihull project

In 2010 I sold my [Ovni 43] Aventura III and, as I was 70, I felt the time had come…

Allures 40.9 vs Ovni 400: French aluminium centreboarders go head-to-head

Back in the mid-2000s the niche market for aluminium centreboarders was disrupted by the arrival of a new upstart, Allures…

The absence of a keel to act as a pivot in a potential broaching situation means that the boat does not tend to round up when, in a similar situation, a fixed keeled boat would do just that. This has allowed me to keep the spinnaker up longer than I would have done otherwise.

With the board up, steering the boat in strong winds was easy, as there was no keel to act as a pivot if the person at the helm made a mistake, or a large wave forced the boat into a broach. With a flat bottom and no keel, Aventura III acted just like a large windsurfer, with the rudder having no difficulty keeping the boat on course. Aventura IV has twin rudders so tracked even better and was a joy to helm.

Alloy alternatives

If you are considering an aluminium centreboard, make sure to read our head-to-head test of the Allures 40.9 and Ovni 400 . If neither of those suit, you probably need to go up a level in size and price, to the more semi-custom options offered by shipyards such as Garcia, Boreal or even KM. It is pertinent, however, to note that many of these traditional monohull brands are now branching out into the multihull market too.

Photo: Morris Adant

Designed in collaboration with Jimmy Cornell to transit the North West Passage, this model set a new rugged standard for mid-size exploration yachts. In inclement weather, watchkeeping can be done from a completely protected position at the forward end of the cockpit, or from the helmstation inside the pilothouse.

Price: €498,000 (ex. VAT)

Boreal 44.2

Boreal is a brand born from the experience of Jean-François Eeman, who spent six years sailing around the world with his four children. The new 44.2 will replace the ten-year-old, award-winning, Boreal 44. It has the same interior as the 47.2 (pictured), but with a single helm and rudder and a more enclosed cockpit.

Price: €485,520 (ex. VAT)

Garcia Explocat 52

Garcia is maintaining its exploration focus with its first catamaran. Once again there is plenty of protection on offer. A hard-top runs almost back to the transom and there is a complete interior navigation station similar to Garcia’s monohulls. The Explocat also has a forward cockpit accessible from the saloon via a watertight door.

Price: €1,159,000 (ex. VAT)

Vaan is a new brand, which uses recycled and sustainable materials – its first 42ft R4 is due for launch in early 2021. The aluminium hulls are formed from drinks cans, road signs and window frames, it uses cork decks and the upholstery is made from bio fabrics. It’s offered with electric propulsion and an optional regeneration system.

Price: €399,000 (ex. VAT)

Allures & Ovni catamaran update

Plans to launch the first Allures multihull, the aluminium hulled and glassfibre decked C47.9 (above), have been put on hold due to the success of its sister company’s new Explocat 52.

Ovni’s multihull solution, meanwhile, is the Ovnicat 48, which has been on the drawing board for a couple of years but has yet to be built.

First published in the October 2020 issue of Yachting World.

Italy opens manslaughter investigation into Sicily yacht sinking

Italian prosecutors say no suspect has been identified in the investigation into the deaths of seven people after Monday’s sinking of the Bayesian.

Italian prosecutors said Saturday that they have opened an investigation into culpable shipwreck and manslaughter over the deaths of seven people in a yacht that sank off the coast of Sicily this week.

The British-flagged Bayesian sank in a storm off the northern coast of Sicily, after encountering what authorities called a “violent storm” early Monday, and sank to a depth of more than 160 feet. British tech entrepreneur Mike Lynch and his teenage daughter Hannah were among those who died.

Ambrogio Cartosio, the head of the public prosecutor’s office of Termini Imerese, told a news conference Saturday that an investigation had begun but that no suspect has been identified so far.

“We are only in the initial phase of the investigation. We can’t exclude any sort of development at present,” he said, adding that “it is probable that offenses were committed, that it could be a case of manslaughter,” according to a translation by the Associated Press .

Cartosio said the captain, crew and passengers are under no legal obligation to remain in Italy, but authorities expect them to cooperate with the probe, Reuters news agency reported .

Fifteen people, including Lynch’s wife and Hannah’s mother, Angela Bacares, were rescued shortly after the 183-foot vessel sank.

The body of the yacht’s chef, Recaldo Thomas, was recovered during initial search efforts.

Four bodies were pulled from the wreckage Wednesday. They were identified as those of two couples: Jonathan Bloomer, chairman of Morgan Stanley International; Judy Bloomer, a charity trustee; Chris Morvillo, a partner at the law firm Clifford Chance in New York; and Neda Morvillo, a jeweler.

Mike Lynch’s body was recovered Thursday, while the final body, that of his daughter Hannah, was recovered from the hull Friday.

The Bayesian is owned by a company controlled by Bacares, and several of the passengers had business or legal ties to Lynch. Chris Morvillo represented Lynch in a recently concluded legal battle. The voyage was intended to be a celebration of Lynch’s acquittal in the United States of fraud charges, Britain’s Telegraph newspaper reported .

Lynch, 59, co-founded Autonomy, once Britain’s largest software company, and the cybersecurity firm Darktrace, among other ventures.

He sold Autonomy to Hewlett-Packard in 2011 for more than $11 billion but was subsequently accused of overvaluing the company and charged by the United States with fraud. He was acquitted on all counts by a federal court in San Francisco in June.

• Cast & crew
• User reviews

My Hero Academia: You're Next

Izuku Midoriya, a U.A. High School student who aspires to be the best hero he can be, confronts the villain who imitates the hero he once admired. Izuku Midoriya, a U.A. High School student who aspires to be the best hero he can be, confronts the villain who imitates the hero he once admired. Izuku Midoriya, a U.A. High School student who aspires to be the best hero he can be, confronts the villain who imitates the hero he once admired.

• Tensai Okamura
• Yôsuke Kuroda
• Kôhei Horikoshi
• Kaito Ishikawa
• Kenta Miyake
• 1 User review

• Shoto Todoroki

• Giulio Gandini
• Anna Scervino
• Katsuki Bakugo

• Ochaco Uraraka
• Izuku Midoriya
• All cast & crew
• Production, box office & more at IMDbPro

More like this

Did you know

• Trivia This is the final My Hero Academia movie, as the manga ended a few days after the film's release.
• Connections Spin-off from My Hero Academia (2016)

User reviews 1

• October 11, 2024 (United States)
• Official website
• 我的英雄學院劇場版：You're Next
• See more company credits at IMDbPro
• $19,003,869

Technical specs

• Runtime 1 hour 50 minutes

Related news

Contribute to this page.

• See more gaps
• Learn more about contributing

More to explore

Recently viewed.