Design and Construction
The 380 is 39 feet 6 inches long, with a 13-foot-2-inch beam and a 4-foot-7-inch draft. Its full-keel-type hull has a high-volume keel shape that drives a displacement-length ratio of 313—typical for the breed, but indicative of the boat’s considerable mass.
The encapsulated keel has a crab-crusher profile, offering security in grounding situations and generally giving the boat good directional stability. A semibalanced, barn-door-type rudder hangs from the keel, where it is well protected from floating objects. The hull has a pleasing touch of sheer, emphasized by a rubbing streak, while the wineglass stern counterbalances the boxy coachroof.
Structurally, the hull is a single, solid fiberglass laminate. It’s heavier than a cored hull, but simpler to repair if damaged. The deck is also a single moulding, cored with the builder’s Polycore, which is claimed to be impervious to rot. The hull-to-deck joint is bolted and bonded.
Below the waterline, the trademarked Polyclad 2 gelcoat system is reported to provide better protection against osmosis; above it, Durashield gives the hull a high-gloss finish. The chain plates are welded into a framework that locks into the hull-to-deck joint before being glassed in. A structural pan forms the sole, and bulkheads and webbings are bonded to the hull for rigidity.
Surveyor Ben Sutcliffe-Davies has called the hull strength unquestionably reliable. He has surveyed several 380s that were bounced on the bottom, rocks, or quays and withstood the stresses surprisingly well.
Rig and Sail Handling
The 380 is a true cutter, with its mast stepped well aft to leave a generous foretriangle for two headsails. The high-clewed staysail runs on a Garry Hoyt-style club that combines auto-vanging with self-tacking, making the rig manageable for a short-handed crew.
The single-spreader rig has forward and aft lowers, all terminating at three separate chain plates. The headsail track runs along the toerail. Sail area is modest: the sail-area-displacement ratio is 16 percent when counting only the main and foretriangle, rising to 18 percent with an overlapping genoa and staysail. The original review judged that pretty good for this type.
The new bow profile reduced the bowsprit and extended the overhang, creating more useful foredeck area and more volume below. Its finer angle of entry makes the 380 drier and probably faster than earlier full-keel sisters.
Testers recorded 3.5 to 4 knots in 6 to 8 knots of breeze. In a Force 4, the boat made 5.5 to 6 knots upwind at 50 to 55 degrees apparent; reaching in a blustery Force 6, it achieved 6.5 to 7 knots. The large rudder maintained its grip through a 30-knot squall without the boat rounding up. A three-bladed Max Prop, paired with that large rudder, also improves control when backing—a known weakness of full-keel designs. The manual advises sailing the 380 “full and by.”
Cockpit, Deck, and Machinery
Practical deck details include twin bow rollers and a split chain locker for two anchor rodes. A sloping shelf allows the chain to self-stow. Five cleats on each side have stainless-steel chafe protectors over the teak toerail.
The cockpit extends aft to the pushpit and includes two huge seat lockers. Beneath the sole, there’s room for a generator.
Engine access is excellent. Panels open at the front and sides of the engine box, while a passage beneath the aft cabin reaches the gearbox, stern gland, and back of the engine. The 56hp Yanmar is hefty for the boat’s displacement and drove it at 6 knots at 2,500 rpm in calm conditions.
Accommodations
Below, the 380 provides excellent accommodations for two couples. The forepeak contains a roomy master cabin with an island bed, while the generous aft double runs athwartships.
The single head is large and has two access doors, one from the forward cabin and another from the saloon. Its layout avoids a coffinlike shower stall. The galley is large, well placed, and spread out, with top-loading fridge and freezer compartments bigger than many cockpit lockers.
A fold-up saloon table frees additional floor space. The small, aft-facing chart table at the end of the starboard berth is less successful, as it lacks both a backrest and a chart stop.
Four full-size dorade vents with storm blanks provide ventilation. The companionway hatch is a heavy GRP moulding that bolts down over the washboards.
Known Issues
The distinctive off-white hull moulding is attractive, but yards can struggle to match its colour after damage.
More seriously, Sutcliffe-Davies is not keen on the way the ballast is laid into the keel moulding. Hammer testing has identified a couple of boats on which the ballast sat loose within the cavity. After groundings on two surveyed hulls, water entered the keel void and softened the lean sand-and-cement mix surrounding the lead.
Fastenings at the skeg can leak into the same void, and the teak cappings are vulnerable during liftout. Moisture in the deck core around winches and portlights is another issue to watch.
The Verdict
The Island Packet 380 is a thoughtfully evolved full-keel cruiser. It refines Johnson’s formula with a finer bow, a manageable cutter rig, and a genuinely liveable three-cabin interior. Its solid hull and protected rudder suit ground-prone anchorages, but buyers should treat possible keel-ballast looseness and deck-core moisture as survey priorities.
Pros
- Encapsulated keel provides strong directional stability and security in grounding situations
- Self-tacking staysail and aft-mast cutter layout make short-handed sailing easier
- Roomy accommodations for two couples, with a large head and galley
- Excellent engine and bilge access, plus generator space beneath the cockpit
Cons
- Ballast can sit loose in the keel moulding, and water ingress can soften the surrounding material
- Possible deck-core moisture around winches and portlights
- Off-white hull can be difficult to colour-match during repairs
