Hull and Construction
Wall was a committed advocate of solid fiberglass hulls, and he told CS Owners Association meetings that he had seen too many wet cored hulls to accept anything different for the topsides. The result is a single-skin hull reinforced by foam-covered structural stiffeners bonded to the inside, with major bulkheads tabbed to both the hull and deck — a detail that sets it apart from production contemporaries whose molded headliners left bulkheads unbonded at the deck. The deck, coachroof, and cockpit use balsa coring for stiffness without weight gain, which is an entirely appropriate application of the material.
The hull-to-deck joint is an inward flange secured by 5/16-inch bolts on four-inch centers passing through the L-shaped toerail. Chainplates are bolted to 5/8-inch steel tapping plates laminated into fiberglass buttress webs. Backing plates appear on deck fittings. Lewmar winches and anodized spars came as standard. On balance, the construction quality is well above the average of production sailboat builders of the era.
One early-production issue is worth flagging: some early hulls experienced deck lifting from a secondary bulkhead when the rig was loaded hard for racing. CS addressed this with heavier tabbing at no charge to owners — a positive mark against the builder's warranty ethos, though prospective owners should verify the repair has been made.
Rig and Sailing Performance
The CS 36 carries 640 square feet of sail area on a single-spreader sloop rig. Despite carrying a displacement/length ratio that would be considered moderate for cruiser-racers of the late 1970s, she is no sluggard. Owners consistently rate speed, seaworthiness, and stability as above average to excellent, and a well-trimmed rig will steer without assistance when balanced. One owner reports carrying the number-one genoa in up to 18 knots of wind; a cruising couple who sailed their CS 36 across the Pacific confirmed she will heave to under mainsail alone in winds up to 50-60 knots.
The PHRF rating typically settles around 120 seconds per mile — substantially quicker than older full-keel designs and slower than out-and-out racers, placing the CS 36 firmly in the fast-cruiser category. Halyards are led aft to cabin-top winches operable from the cockpit. The T-shaped cockpit, an IOR-influenced feature, shortens seats but improves access to the primary winches. Most owners running large furling genoas find the standard Lewmar 43 primaries marginal for the load; upgrading to at least Lewmar 52s is a commonly cited improvement.
Two keel configurations were available: a deep fin drawing 6 feet 3 inches and a shoal fin drawing 4 feet 11 inches. The deeper keel delivers better windward performance; the shoal draft suits shallower cruising grounds but represents a measurable trade-off upwind.
The limit of positive stability averages around 120 degrees across a sample of hulls measured by US Sailing IMS, with a Stability Index of approximately 125 — at the recommended minimum for offshore sailing and an honest indicator that this boat was engineered for more than harbor daysailing.
Accommodations
The below-deck arrangement is conventional without being dull. Forward is a V-berth cabin, followed by a head with shower and hanging lockers. The saloon features an L-shaped settee to starboard — convertible to a double berth — and a settee-berth to port, yielding six berths total. The dining table is floor-mounted rather than bulkhead-folding, which makes it more robust in seaway use.
The galley sits aft to port, equipped with a three-burner stovetop and oven, a 9-cubic-foot icebox, and outboard stowage. Sailors who have taken the boat offshore describe it as an excellent offshore galley with everything within easy reach. Water capacity totals 70 to 83 gallons depending on configuration — enough for extended passages without rationing. A wet locker adjacent to the companionway, accessible from both below and the cockpit seat locker, is a genuinely practical cruising feature.
Navigation is handled at a chart table to starboard with three drawers, the quarter berth serving as the nav seat. The electrical panel is positioned to be handy to the navigator's seat. Headroom reaches 6 feet 4 inches. The interior carries a good deal of teak joinery, which creates a warm but somewhat dark atmosphere; white fiberglass surfaces provide some relief.
Known Issues and Vulnerabilities
Several areas demand attention on any CS 36 that has not already been addressed by a diligent prior owner.
The rudder is the most important structural concern. The semi-balanced spade rudder on its partial skeg uses a foam-filled fiberglass blade around a stainless steel stock — a construction method prone to moisture ingestion where the stock enters the blade. Owners who notice water weeping from the rudderstock area should drill drain holes at the rudder's bottom edge during the offseason and plug them with epoxy putty before relaunch. Saltwater environments make corrosion of the internal stainless steel plates a genuine risk; cutting inspection ports or splitting the rudder for a thorough inspection is advisable at survey.
Factory-installed gate valves on through-hull fittings below the waterline must be replaced with quality quarter-turn seacocks. The original AC electrical system used solid copper wire not suited for marine use, was not adequately circuit-protected, and must be updated to current standards. LPG (propane) systems require pressure-relief valves, overfill-protection devices, and properly sealed lockers to meet current safety codes.
The anchor well design is another area to scrutinize — it tends to fill up in heavy sailing, and the hinges were historically a difficult fit, though the well floor is reinforced with thick plywood laminated in for a windlass mount.
The bilge is notably shallow, causing water to slosh when the boat heels — the standard Henderson pump in the starboard cockpit locker addresses this but the geometry remains a limitation.
Refit Considerations
Engine access is the most frequently cited frustration on the CS 36. The Westerbeke 30 diesel (a 28 hp Volvo appears in some early hulls) is mounted beneath the cockpit on a V-drive, providing valuable cabin space at the cost of quite difficult service access. Access from the front requires removing the companionway ladder; side access requires removing panels. Owners who schedule regular maintenance work around this constraint report it manageable; those who need emergency access find it stressful. A folding prop that may be incorrectly pitched or too small has been blamed for sluggish performance into head seas — repitching or upgrading to a feathering propeller is a high-value refit on passage-oriented boats.
The mainsheet traveler placement in the cockpit seat is convenient to the helm but blocks companionway access and complicates dodger installation. Some owners opted for the coachroof traveler position, which clears the companionway but reduces ease of trim. Those wanting a full cockpit enclosure will likely find the coachroof arrangement more compatible.
Cockpit primary winches warrant upgrading to self-tailing models at minimum; the standard fit is manual two-speed. A solid aluminum stanchion set is another recurring owner complaint — replacement with stainless steel is a straightforward and commonly made improvement.
The Verdict
The CS 36 is a well-built, genuinely offshore-capable sailboat that carries its age with dignity. Raymond Wall drew a hull that sails with conviction, looks handsome at the dock, and has proven itself on ocean passages. The construction philosophy — solid glass topsides, bulkheads bonded at both hull and deck, above-average joinerwork — was conservative in the best sense. The known issues are real but navigable: rudder inspection, seacock replacement, electrical and propane upgrades, and an honest look at engine access and winch sizing will resolve the most pressing concerns.
Pros
- Solid fiberglass hull with bulkheads properly bonded at hull and deck
- Offshore-capable stability index with a confirmed limit of positive stability around 120 degrees
- Balanced helm and well-mannered sea behavior; handles heaving-to reliably in heavy conditions
- Excellent galley and practical wet locker for extended cruising
- Six berths and generous water capacity for passage-making
- Above-average construction and joinerwork for the era
Cons
- Rudder construction prone to moisture ingestion; requires proactive inspection in saltwater use
- V-drive engine installation makes routine maintenance and emergency access difficult
- Standard Lewmar 43 primary winches undersized for large furling genoas
- Factory gate valves, AC wiring, and propane systems require upgrading before offshore use
- Shallow bilge geometry causes water to slosh at heel
- T-shaped cockpit and traveler placement limit dodger options and companionway clearance
