Golden Hind 31 Sailboats for Sale

The production history adds a layer of complexity any buyer must grasp before inspecting a specific hull. Hartwell's built the original plywood versions through the early 1970s. Terry Erskine then produced fiberglass examples from 1971 into the early 1980s — the generation that makes up the overwhelming majority of boats on the used market today. A modern revival produced a small number of Mark II hulls with a taller cutter rig, heavier ballast, a redesigned rudder, and generally superior interior joinery. These are a meaningfully different boat from the Erskine generation and command corresponding premiums. Sorting out which generation you are looking at is the first task of any serious buyer.

Layouts on the Used Market

The great majority of surviving hulls carry the traditional interior arrangement that Griffiths specified: a V-berth forward that functions honestly as two singles or a generous double when the filler cushion is in place, a full-length settee berth to starboard in the saloon, and a love-seat to port that extends to a full berth via a small hatch opening into the base of the hanging locker. A dedicated chart table and a wet locker just inside the companionway are standard features, both welcome on a boat with offshore aspirations. Standing headroom throughout the main cabin is a genuine six-plus feet — remarkable for a boat of this length — and it sets the Golden Hind apart from many contemporaries. A dinette arrangement appears in some hulls and allows a double berth to be made up in the saloon, though it is less common than the classic layout. The galley is consistently modest in counter space and was acknowledged even at the time of production as the boat's most practical shortcoming below.

Rig variation is another point of differentiation. The original Erskine-era sloop carried a very short rig that leaves the boat underpowered in anything less than a moderate breeze. Some owners converted these boats to taller mast configurations, which substantially improves everyday performance. The Mark II boats came from the builder with a modern cutter rig of considerably greater sail area. Ketch rigs appear occasionally and were offered at various points in production. Understanding exactly what rig is fitted — and whether the mast or chainplates have been modified from the original — is important for valuing the boat and anticipating its sailing character.

Equipment and Common Upgrades

Because the Golden Hind attracts serious cruising buyers, boats on the market are often fitted out to an offshore standard regardless of their age. Heating is commonly fitted — a sensible addition for a boat whose home waters are the British Isles, the Netherlands, and the northern European coast generally. A furling main is likewise found on a large share of used examples, easing the singlehanded management that these boats are well suited for.

Autopilots and chartplotters appear with considerable frequency, reflecting how these boats are actually used: long passages, often shorthanded, where an autopilot is not a luxury but a requirement. Owners who have outfitted their boats for extended cruising often carry the full suite of instruments needed to sail independently.

Solar panels, radar, and a dedicated dodger and bimini are frequent owner upgrades that turn up on well-equipped examples. A bimini and dodger combination is particularly common on boats that have crossed climatic zones. Teak decks, hot water systems, and electric winches appear less commonly but are not rare on boats that have received significant investment. Spinnakers and asymmetric kites show up occasionally, usually on boats whose owners wanted to address the light-air weakness of the standard short rig.

What to Inspect

The critical structural distinction runs along the hull construction boundary. The original plywood Hartwell's boats are vulnerable to moisture ingress; many have deteriorated over the decades and demand a specialist survey that specifically addresses the integrity of the ply laminate. The Erskine-era fiberglass boats are a different story: the double-chined hull is solid laminate, and with appropriate maintenance these hulls have proven durable. However, the deck and coachroof on the fiberglass boats are wood-cored — hardwood beams under marine plywood sheathed in glass cloth and epoxy — and any deck leak leads to water wicking rapidly along the horizontal plywood sections. A survey must include a thorough moisture scan of every deck section and the coachroof. The good news is that all deck sections are accessible from inside the boat, and replacing saturated areas is relatively straightforward.

The bilge keel arrangement warrants careful attention. The two steel bilge plates are through-bolted into a heavy internal steel support frame, a system designed specifically to let the boat take the ground without overstressing the hull. Inspect the through-bolts and the steel frame for corrosion, and confirm the keel plates are sound. The cast-iron ballast keel is fully encapsulated within the central full keel, which protects it but means any failure of the encapsulation should be caught early before corrosion products begin to stress the laminate from within.

The wooden elements of the cabinhouse sides — solid mahogany on the Erskine boats — should be checked for any softness, checking, or paint failure that could admit moisture. The companionway hatch and its surrounds are a common ingress point.

The original short-rig boats tend to carry heavy weather helm, a tendency that is somewhat relieved on the Mark II by the redesigned rudder with more surface area forward of the pivot point. On older boats, check whether the helm balance has been addressed through rig modification or any alteration to the rudder. Running rigging and standing rigging on boats that have done significant offshore passages should be regarded as consumable and budgeted accordingly.

The engine installation varies widely across the production run; confirm that a marinized diesel is present and that raw-water impellers, zincs, and heat-exchanger service are current. Tanks — both fuel and water — should be inspected for condition, as many are original.

Availability and Buyer's Takeaway

The Golden Hind 31 is predominantly a British and northern European boat. The largest concentrations of used examples turn up in the United Kingdom, the Netherlands, and Spain, with Gibraltar serving as a waypoint for boats that have migrated south. North American examples exist — several were built to American order during the Erskine era — but they are uncommon, and a buyer in the United States or Canada should expect to search patiently or consider importing from the UK.

This is a patient-buyer's boat in every sense. Inventory moves slowly, condition varies widely across a long production run, and the difference between a neglected hull with deck problems and a properly maintained example that has been continuously cruised is substantial. The reward for finding the right one is a boat with a proven offshore record, extraordinary shallow-draft capability, and a character that holds its appeal for decades.

Checklist for prospective buyers:

• Confirm construction generation: plywood Hartwell's, fiberglass Erskine, or modern Mark II
• Commission a full moisture survey of deck, coachroof, and all wood-cored sections
• Inspect bilge keel through-bolts and internal steel support frame for corrosion
• Check cast-iron ballast encapsulation for any cracking or rust staining
• Assess rig: original short sloop, owner-converted tall rig, or factory cutter — and verify chainplate condition accordingly
• Evaluate weather helm and rudder; confirm any modifications are structurally sound
• Test all through-hulls and sea cocks
• Verify engine service history and tank condition
• Budget for standing rigging replacement if the boat has offshore miles
• On the Mark II, confirm the superior interior joinery and heavier ballast specifications match the asking representation