This Tradewind 39 is a heavy, strongly built deep keel cruiser. She will take and has taken a crew of two easily across oceans. Her motion in a sea is steady, always under control.
Her last owner spent 4 years on a circumnavigation with a crew of two which was featured in the yachting press. The present owner has spent 4 months each summer exploring northern Norway, crossing the Barents Sea to Spitzbergen twice.
She has been intensively modified and modernised under professional supervision and guidance over the last few years by her present owner. Her chain plate supported 10mm rig and bridle brackets at the stern improves her heavy weather toughness and are features not standard on the Tradewind 39.
She has a 5/8 in. teak on glass fibre and balsa core deck. Inside you descend into the cabin (max height 7 ft) lined with varnished teak giving an early 20th century feel. A rare classic yacht.
|LOA||: 38' 10" (11.9m)|
|Beam||: 11' 8" (3.6m)|
|Draft||: 7' 3" (2.2m)|
|Rig||: Cutter Sloop|
|Engine Type||: Beta Marine BV1903 43 HP|
|Fuel Capacity||: 345 litres|
|Engine Hours||: 3600|
|Water||: 160 litres|
There are many lockers and cupboards too numerous to mention.
There are 5 full length cushioned berths sleeping 2 forward and 3 in the main cabin. The cushions are of the superior double layered type.
The heads compartment has a La Vac sea toilet. This works successfully using a Henderson MkV pump for which spares can easily be obtained. Spare sealing rings for the bowl are carried. Hot and cold water, shower.
A Taylors paraffin stove has two rings and an oven. It regularly produces bread, cakes and food for dinner parties of 8 guests.
She has a fresh water keel tank of about 80 gallons. A pressurised water system with pressure accumulator and filter takes water to mixer taps in the heads and galley. Hot water comes from a 16 litre calorifier which is heated by the engine or Webasto diesel powered heater in the starboard locker. Drinking water comes through a separate ?Nature Pure? filter which is renewed annually.
Apart from hot water the Webasto diesel heater circulates water round the boat through fan assisted radiators in both cabins. The main cabin also has a paraffin heater.
There is a top loading Frigoboat fridge unit replaced in 2009. The unit is incredibly efficient, heat being lost into the sea through a plate on the hull. A tell tale diode indicates when the fridge is working, which is for less than three minutes at a time. If carefully packed it can keep food frozen.
Paraffin is the preferred fuel over gas since it is inherently less dangerous. It can be stored in a smaller space and is cheaper than gas. She carries 60 litres (a years supply). It can be readily obtained, gas requires the local connector. The pressurised tank for the system needs filling about every 3 weeks.
Genoa 2009: Owen Sails Genoa. High foot offering good visibility. Set on a Harken reefing foil
Jib 2007: Owen Sails High Clewed Jib. This sail is designed and made to reef down to a storm jib. It is set on a Furlex reefing system one size larger then required for the boat length, to support the jibs use as a storm sail.
Fully Battened Main Sail 2012: Owen Sails Fully Battened Cruising Main Sail set on a Tides Marine mast track with lazy jacks and Stackpak so it can be lowered easily single handed.
Navtex: Navtex is considered the primary source of weather information. It is automatic, forms a written record and is in English. Furuno was chosen as the most reliable make so the NX-700 (the commercial model) was chosen. In the Barents Sea it will receive gunnery practice warnings from Algeria!
GPS: A Furuno ?GPS Navigator GP-50 Mark-2? has been reliable over the years and was fully serviced at the Furuno European Headquarters in 2009. This provides the main input to the NMEA circuit.
Radar: The radar set is a Furuno 1721. It is independent of other instruments with a green screen and a host of controls. The screen can be viewed from the chart table and cockpit. It was still in production a year or two ago being favoured by fishermen.
SSB Radio and Pactor modem: Fitted with a Barrett SSB radio which is used on the ham bands for scheduled voice transmissions. It is also connected to a SCS PTC-11EX Pactor modem and computer through which emails can be sent and weather reports received. The Barrett works through programmable channels and needs a radio license to transmit.
Icom VHF: The Icom IC-M505 was chosen for its superb quality and features. It can be operated from the cockpit using the HM-162E remote control microphone. Among the useful features of this combination is a loud hailer and automatic foghorn, which has been used more than once. Input of time, date and position for the DSC emergency transmission comes from an independent USB unit. The aerial has a coil at its base to make it effectively a dipole ? a better aerial.
Icom AIS: The Icom MXA-5000 shares the VHF aerial with the VHF set. The slight loss is not noticed with the improved aerial. Class A and B signals are received, some from 100 miles distant.
Airmar transducer: There is a hull transducer on the starboard side about 1m below the surface. This outputs NMEA signals for depth, temperature and water speed. These are used by the NMEA circuits.
Echopilot FLS Platinum ? Forward Looking Sonar: Another Echopilot transducer on the Port side offers an independent reading for depth. This device is particularly useful since it gives a view of the bottom of the sea ahead of the boat with the reliability of the signal colour coded on the screen.
Navman 1800 Repeaters: A Navman unit processes the speed and distance data. Two others are used as NMEA screens in the cockpit and can be programmed to the Skipper's requirements. They have desiccant crystal packs on the back to absorb moisture.
Entertainment radio: A car radio and CD player to speakers in the cabin and the cockpit.
Wind indicator: The apparent wind speed and direction indicator is a Tacktick with both the mast head unit and base unit solar powered. The base unit is mobile so can be taken into the cabin to read off the wind speed outside without the need for a repeater. The base unit can be charged from the ships supply if necessary.
SeaMe: The SeaMe returns a radar signal from its aerial on the mast to a ship, amplified, so that the ships set does not rely on just the echo. This has been quite effective as ships 2 miles away have been seen altering course when the SeaMe set was turned on.
Barometer: A sensitive and accurate electronic barometer with LCD screen is used to track the atmospheric pressure.
Temperature sensors: A screen with readings from three temperature sensors is at the top of the instrument panel. Alternator diode temperature, engine exhaust temperature and wind turbine dump resistor temperature can all be read from here.
Protector chips: Sensitive and important equipment is protected by dedicated integrated circuit chips specifically designed to protect 12v DC equipment from spikes and over voltage which can destroy them.
Alternator: A 100 amp alternator charges the house batteries and starter battery through an Adverc engine management system.
Batteries: The house battery bank is 4 Rolls Marine lead acid batteries, 85 amp hours each providing 340 amp hours.
Battery Charger: When mains voltage is available the batteries can be charged by an advanced Ctek battery charger.
Mains Power: Power from a dockside socket goes directly to a water proof garage circuit breaker to protect everything on board. There is a double socket in the main cabin and one near the batteries which is intended for the battery charger.
Wind Turbine 2010: A German made Superwind electricity generator provides ancillary power. This is a very tough and durable machine which limits rpm by mechanically feathering the blades and dumps excess power into a resistance. It is rated at 350W at 25 knot wind speed.
Main anchor on the bow: Bruce 20Kg fixed to 100m of 10mm chain in good condition - 4 years old
Secondary anchor: Delta fast set (as used by the RNLI) with 30m of 10mm chain and 100m of anchor line. (new and unused)
Emergency anchor: Admiralty fishermans anchor with 50mm of line.
Jordan Drogue and bridle with very strong brackets fixed to the stern to take the forces a drogue would put on her. This drogue is new and unused.
Anchor bouy with retractable tape mechanism.
Lofrans electric anchor winch: 1 Kw, 325Kg lifting force protected by an 80amp relay and dedicated switch. Controlled by foot switches or flexible cable control.
Anchoring bridle and 2 mooring aids. One mooring aid is a hook to hook the eye and the other a clever device to pass a rope though an eye.
Deck Pump: A sea water hose lies in the scuppers and can be used for example to wash mud from the anchor and chain.
Four dedicated docking lines and an assortment of stretch and non-stretch lines, useful to absorb shock loadings.
Wheel: She has wheel steering. The wheel has imitation natural fibre rope roved onto it to provide decoration, grip and insulation. The same pattern has been applied to the hood grab bar.
Emergency tiller: An emergency tiller sits at the bottom of a locker. This fits on the top of the rudder shaft and turns it directly.
Raymarine Smartpilot X30 and ST6002 control: This is the electrically driven self steering which controls the direction of the vessel. It takes direction from an electric flux gate compass under the Port cabin seat, and applies the correct amount of movement through a linear drive. The control is in the cockpit and gives push button steering.
Aeries: This particular unit is 8 years old and has been serviced by the maker. It is the latest design from a long line of development beginning with the first self steering unit. It is immensly strong yet very sensitive. The servo arm can be lifted out of the water or removed entirely without the crew leaving the deck. It has steered reliably with little attention for days on end.
Tiller pilot: This unit is an electrical self steering device intended for tiller steered small boats. It has a very low power requirement. This is fixed on the top of the Aeries and to the rail providing accurate steering from its own compass using the power of the Aeries.
Danforth Steering Compass: The card compass is set on the centre line of the vessel and can be read from anywhere in the cockpit. It has a ?Global Balance? system which claims it will work at any latitude, certainly true up to 80 degrees north! The deviation in all directions is minimal and can be discounted. There is a compass light.
The tender is an Avon 2.85m 4 person inflatible with oars and a Tohatsu outboard engine rated power 2.6Kw. The engine has its own petrol tank which is easily refilled from the portable tank using a small inline hand pump. This is launched from a hoist fixed in place which can be used to rescue a MOB. The inflated dinghy is usually carried on the deck when following the coast, leaving plenty of room to walk around it.
Fenders: there are two large round and six cylindrical fenders all in socks. Under the forward bunk are two large inflatible fenders.
There is a long plank with three support lines which is used for lieing beside piers and irregular rough dock sides.
Hood by Owen Sails 2005: beige canvas hood with transparent window protects the companion way and part of the cockpit. The aft part of the hood has removably transparent windows which greatly improves its effectiveness.
There is a winter cover that can be used to cover the whole deck and smaller awnings that offer sun protection.
Many paper charts are included which cover popular parts of the world. The stack is about a foot high. There are also many pilot books and sailing guides included in the sale.
There is a Sea Safe 4 person liferaft bought in February 2011.
The emergency grab bag contains a personal water maker, like the one that saved Tony Bullimor.
The Epirb was new in February 2010 and has a GPS inside it to automaticaly give a position with the distress message and thus speed up rescue. The battery has a 6 year life.
There are two lifebouys with drogues, whistles and lights. One is attached to a danbouy with light. There is also a MOB rescue sling on a long floating towing line.
There are three dry powder fire extinguishers, one in each section of the boat and a CO2 extinguisher near the engine. The galley has a fire blanket.
There is also a collection of sea cock bungs, first aid kit and life jackets with clip on lines for visitors.
In 2010 her underwater hull was stripped of layers of antifouling back to her epoxy coating. She was carefully, with the greatest regard for conditions, recoated with 4 coats of VC Tar, followed by primer and Jotson antifouling.
She carries two foresails both roller reefable, a Yankee close behind a Genoa. This offers a foresail better suited to the wind at any moment. There are two poles stored vertically on the mast which can be lowered to hold out either or both foresails. Her mast has permanent steps to the top. Her rigging was replaced in 2008. It is regularly checked with a Loos tension gauge.
There is a very sharp stainless steel rod at the top of the mast. The base of the mast is connected with a thick cable to a plate on the hull which dissipates any static electricity to ground in the sea. This prevents the build up of charge rather than carries the amperage of a lightening strike to earth.
There are two Lewmar 2 speed 44 sheet winches (self tailing) on the cockpit coamimg. Two Lewmar 2 speed 30 halyard winches and a Lewmar 2 speed reefing winch on the mast. These winches are serviced annually, last winter this included re-chroming where necessary.
There is a lower bilge and an upper bilge which is below the propeller shaft gland. The lower bilge collects water which has drained out of the anchor well across the bottom of the boat to the lowest place. It has an automatic pump which delivers water to the upper bilge. It also has a manual pump at the helms position leading directly over the side. The upper bilge also has two independent systems, automatic and manual.
The diesel engine, a Beta Marine BV1903, 43 bhp at 2800 rpm, new in 2004, installed by MMS Scotland Ltd, has run for 3600 hours. It has been scrupulously maintained and over the years proved to be efficient and reliable. It uses less than 2 litres per hour at 1400 rpm.(5.5 Knotts). The engine is in a sound proof box in the galley area and offers a valuable seat / table. The greatest advantage is that after the box is removed there is all round access to the engine and gearbox.
Fuel tanks and filter system: There are 4 diesel tanks, 2 nylon ones below the cabin floor each carrying 85 litres and 2 stainless steel cockpit tanks each carrying 85 litre. Lower tanks are used to top up the cockpit tanks. Each of the cockpit tanks has its own filter rack providing independent alternative switchable fuel supplies to the engine. A fuel supply vacuum gauge will provide early warning of fuel starvation.
Gearbox: A ZF Marine gearbox offers forward and astern gears from an engine control unit in the cockpit next to the steering wheel. The propeller shaft is supported by two cutlass bearings lubricated by used engine cooling water. The prop. shaft seal is PSS drip free gland.
A 60 litre black water holding tank is under the cabin floor. It is fibre glass coated with 6 layers of epoxy. It can be emptied into the sea or through a ?pump out?.
This boat is no longer for sale and remains here solely as an information resource for those researching Tradewind 39's.
These photos should not be relied upon in the purchase of any boat of a similar type as enormous variations can occur between boats even of the same specification.
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Visited and photographed by Rob White for Western Horizon Yachts, Scotland
Listing started in September 2012
This boat is no longer for sale, but you are welcome to contact us with any questions you have about it or similar boats.
+44 (0)1631 524 500
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