Design Brief & Intent
The primary mission of the Com-Pac 19 was to deliver a highly stable, easily managed coastal pocket cruiser that could be trailed behind a standard passenger vehicle. Unlike many trailerable boats of the late 1970s and 1980s that utilized complex, high-maintenance swing keels or light-weight water ballast to achieve trailerability, the Com-Pac 19 was engineered with a fixed, shoal-draft fin keel. This choice meant the boat was heavier and drew more water than its swing-keel competitors, but it offered a level of structural integrity and passive safety that became the hallmark of the brand. Inside, the cabin features a surprisingly solid fit-out for a vessel of its size. The interior joinery relies heavily on teak, and the layout provides a V-berth forward, two quarter berths, and a compact galley area integrated into the V-berth notch. It was designed for overnight and weekend pocket-cruising for a couple or small family, offering 46 inches of cabin headroom and a dedicated space for a portable head at the base of the companionway.
Variations & Configurations
While the fundamental hull of the Com-Pac 19 remained unchanged throughout its production life, the model line transitioned through three distinct evolutionary phases. The original Mk I version established the foundational lines. The subsequent Mk II version introduced a more refined, modern deck mold. By extending the cabin house slightly and cleaning up the deck layout, the Mk II maximized interior volume and deck safety. It featured improved rigging, a standardized galley notch, and a cleaner aesthetic overall. The subsequent Mk III (often referred to as the 19/3 or XL) enlarged the companionway for easier access, added a redesigned cabin trunk to optimize airflow, and often came equipped with a factory bowsprit. While some rare custom variations with centerboards were manufactured, the vast majority of Mk II models utilized the standard 2.0-foot shoal-draft fixed keel.
Sailing Performance & Handling
At the helm, the Com-Pac 19 Mk II delivers a stiff, predictable, and forgiving ride. This is heavily driven by its 40% ballast-to-displacement ratio, carrying 800 pounds of encapsulated lead in a 2,000-pound boat. This high concentration of weight low in the hull gives the vessel excellent initial stability and resistance to heeling. With a capsize screening ratio of 2.22 and a displacement-to-length ratio of 205.03, the boat behaves like a much larger cruiser in a seaway. Rather than bouncing or slamming over choppy waves, it uses its momentum to slice through them.
With a sail area-to-displacement ratio of 19.75, the Mk II rig carries enough canvas to remain reasonably active, though its high wetted surface area means it can still feel sluggish in light air under 8 knots. However, when the breeze builds to 10–15 knots, the hull comes alive. The standard transom-hung rudder is highly responsive, though a moderate weather helm will develop if the boat is over-canvased in gusts. To counter this, many owners sail with a 150% genoa or utilize the bowsprit to project headsails further forward, which balances the sail plan and improves light-wind pointing ability.
Market Snapshot & Economics
The Com-Pac 19 Mk II occupies a stable and respected niche on the used boat market. It generally commands a premium over comparable swing-keel trailer-sailers of its era, owing to its robust build quality, the prestige of its designer, and the longevity of its manufacturer, the Hutchins Company. Because the boat does not rely on complex centerboard trunks, cables, or winches, the cost of ownership and the likelihood of catastrophic mechanical failure are minimal. Standard refit economics are highly predictable, typically centering on the replacement of standing rigging, updating basic electronics, and servicing the outboard motor. Because these vessels are highly valued by a dedicated owners’ association, well-maintained examples retain their value exceptionally well, making them an economically safe harbor for pocket-cruising enthusiasts.
Known Issues & Triage
- The "Com-Pac Smile": A common cosmetic issue is a hairline crack that can develop along the seam where the keel meets the hull. Because the ballast is completely encapsulated within the fiberglass hull laminate, this is not a structural threat. Triage involves grinding out the superficial gelcoat crack, letting any trapped moisture dry, and filling the seam with a flexible epoxy compound before fairing and painting.
- Rudder Core Swelling: The standard transom-hung rudder features a wood core encapsulated in fiberglass. Over time, water can penetrate the core through the pintle and gudgeon mounting holes, leading to internal rot, swelling, or splitting. Owners typically address this by drilling out the mounting holes, potting them with solid epoxy, and re-drilling them, or upgrading to a modern, solid composite rudder.
- Deck Core Moisture: Like many production boats of the era, the deck is balsa-cored. High-stress areas around the mast step, stanchions, and chainplates are susceptible to water intrusion if the bedding compound fails. Triage requires a moisture meter inspection, re-bedding of hardware using marine sealant (such as butyl tape), and executing local epoxy injection repairs where the core has softened.
Modernization & Upgrades
Many veteran owners focus their modernization efforts on optimizing the mast-raising system, as step-raising a fixed-keel mast on a trailer can be physically demanding. Adding a gin-pole mast-raising system or upgrading to a custom A-frame setup dramatically simplifies single-handed launching. Electrical modernizations frequently involve replacing the original, basic incandescent lighting with marine LED systems and installing thin-film solar panels on the hatch garage or transom. Given the boat's modest auxiliary power needs, the standard 4-to-6 horsepower gasoline outboard is increasingly being replaced with electric outboards. These electric units run off modern Lithium Iron Phosphate (LiFePO4) battery banks stowed low in the cabin, which further lowers the boat's center of gravity and eliminates onboard gasoline storage.
The Verdict
The Com-Pac 19 Mk II is a rugged, beautifully built pocket cruiser that trades outright speed and cabin headroom for exceptional safety, sea-kindly handling, and timeless traditional aesthetics. It remains an ideal choice for the trailer-sailing purist who values structural reliability and a "big boat" feel in an easily managed 20-foot footprint.
Pros
- Highly stable hull with an encapsulated 800-pound lead keel, offering superior safety and capsize resistance compared to swing-keel peers.
- Solid, high-quality fiberglass construction with classic bronze and teak accents.
- Extremely simple maintenance profile due to the lack of a centerboard trunk or keel-raising mechanisms.
- Excellent owner support network and residual value on the used market.
Cons
- Shallow 2.0-foot draft fixed keel requires deeper launch ramps and more vehicle traction compared to flat-bottomed swing-keel boats.
- Moderate light-air performance and limited pointing ability upwind due to high wetted surface area.
- Cramped interior headroom (46 inches) makes it less comfortable for extended live-aboard cruising.
