So what’s changed?

The original Norske Veritas approved design has been adjusted for the European Community Recreational Craft Directive, a simple task on this time tested “4 tonnes plus” of rugged construction. The in-water inclining tests for stability proving to meet the requirements of ICO/CD 12217-2 Design Category “A”.

The GZ Stability Curves are 180 degrees positive - there is no vanishing stability and the Stability Index STIX numbers are typically:

Reference to the technical pages show how the SCANYACHT 290 has gained…

An Increase in Stability and Sailing Speed!

     The Displacement/Waterline Length Ratio has been improved proving better power to weight.

     The Sail Area/Displacement Ratio has been improved providing better power to weight.

     The Ballast Ratio and keel Righting Moment have been improved for greater stability.

     And, the accommodation has been improved.

…improvements from original LM27

Ballast Ratio Increase: Without compromising structural strength, we have used various opportunities to save unnecessary displacement weight, for instance, a full GRP cockpit moulding and he current less heavy diesel engines.

Righting Moment Increase: Most of the weight saving has been converted to increasing the ballast, now polyester bound lead in lieu of steel punchings. The more concentrated weight of lead gives a lower centre of gravity. Even though Ballast Ratio has been increased, there remains a small overall saving in Displacement weight, so the SCANYACHT 290 is stiffer without performance penalty.

The alternative deeper Keel: For some owners the shallowness of the 0.94m (3’1”) draught of the original keel is not so vital. For them we have designed a deeper keel to give a draught of 1.23m (4’52) – the same draught as the Fin Keel LM 28. both keels have encapsulated lead ballast and are moulded into the hull obviating the need for keel bolts. The deeper keel with the same weight of internal lead ballast, has a bigger righting moment and provides even greater stability with it’s weight concentrated in the bulb sectioned base, all to the benefit of improved stiffness and pointing ability.

Increased stowage is gained in the area previously filled by internal ballast.

Greater Sail Area: The higher efficiency keels allow a larger rig but this does not come with the penalty of an excessively tall mast, in fact the mast height has only been increased by 0.7m (2’3). By extending the base of the sail plan along the bowsprit and with longer boom, the centre of effort is kept beneficially low to reduce the heeling moment, thus providing faster sailing without the discomfort of a high angle of heel. The success of the upgrading can be seen on the technical pages in the table of performance factors. Nevertheless, by current standards, the SCANYACHT290 remains a quite heavily built boat with the rig now “beefed up” with 6mm standard rigging. She is very much a boat that helps peace of mind when you are caught out in a blow.
 

Having considered the improved performance of the SCANYACHT290,
What other improvements have taken place from the original LM 27?

 
Deck and superstructure: A completely new GRP moulding provides 2” extra headroom and, much more:-

Cockpit: The principal changes are to the wheelhouse and cockpit, although still retaining the close integration of these two working areas. The cockpit is now formed within the “one piece” GRP moulding with a raised sole for increased sea safety and better drainage. Larger deeper cockpit lockers are more than double the original size and not run the full length of the cockpit on the starboard side, providing generous stowage. On the port side the one piece, full length cockpit seat lifts clear of cockpit sole so that a rolled up inflatable dinghy is easily rolled into it’s dedicated position. Outboard of the locker seats self draining caves extend the storage capability.

Wheelhouse: Headroom now 1.93m (6’4”) nominal.
Optionally the galley with hot and cold water and full oven cooker can be located in the enlarged wheelhouse. The cooker then slides outboard to port providing knee space for the second forward facing seat. This co-pilot’s position has forward facing chart working space and there is a second windscreen wiper. Now the master and his mate can both sit facing forward, one to starboard with the inside steering wheel, engine control, half admiralty sized chart table, chart stowage and main instrument display and one to port with the extra chart working space.

Toilet Compartment: This is now made wider and longer, with pressurised hot and cold water with shower.

Saloon: The settees are set further outboard than on the original LM 27 to provide increased “roominess”. To starboard there is a “U” shaped settee which converts into a nominally 2 metre (6’7”) “tall person” double bed. Optionally to port, a bigger galley can be located on a fore and aft line, containing a gimballed gas oven cooker with 2 burners and a grill, double stainless steel sink, ice box, generous working surface, pan stowage, drawers and cupboards. When the smaller wheelhouse located galley is chosen, a settee is located on the port side of saloon with a “trotter box” to provide a greater sleeping length. Central is a folding table.

Forecabin: The Forecabin/saloon bulkhead is located approximately 150mm (6”) further aft than on original LM 27 to provide a “vee” berth which has a longer berth on port side for a tall person and a hanging locker at the head of the starboard side berth. A wooden door now closes off the forecabin from the saloon.

Accommodation: The berth cushions thickness is increased to 100mm (4”) in lieu of the previous 75m (3”).
Aluminium framed windows are now fitted in lieu of the previous rubber framing.

Storage Tanks: Fuel and Water are now in stainless steel, each with nominal capacity increased to
136 litres (30 galls.)

Engine: Now has freshwater cooling as standard and serves a calorifier for the pressurised hot water. Fuel/Water separator and cooling water intake filter now fitted.

Easier Anchoring: A stainless steel tubular Bowsprit assembly has two anchor rollers, the starboard roller being dedicated to self-stow the anchor. An optional anchor windlass can be fitted on the foredeck aft of the chain locker. An all-chain anchor rode is now fitted.

Easier Mooring: Midship spring cleats are now fitted.

Easier Sail Handling: Mainsail controls are led back the cockpit from the “patent” single line reefing system boom. A roller-reefing genoa is now fitted as standard. Aluminium boom vang now obviates the need of a topping lift. Self-tailing genoa winches now fitted as standard.

Stowage Improved: Lowering the ballast opens up areas for stowage that were previously filled by the ballast of polyester bound steel punchings.

General Specification Improved: More items of fit-out and equipment are now included as standard, for example:-