Design and Lineage
Smith drew the Pacific 38 as a fast racer-cruiser with a high-aspect masthead rig, and most examples followed as masthead sloops. The Australian Compass 38s differed in carrying wheel steering rather than the tiller of the New Zealand boats, but shared the same hull and engineering. The so-called Mark II boats added 12 inches of topside height at the bow and eight amidships; Smith says the tag is a misnomer, since the hull, keel, rudder and fibreglass lay-up were exactly the same as the standard P38, the only real change being timber decks on the taller boats, built that way so owners could fit a flush deck and finish more easily at home, usually adding a doghouse. Smith deliberately kept Mark II numbers low to hold quality control, and all seven were finished to a high standard.
Construction
The yacht is built in solid fibreglass laid up by hand and taken beyond Lloyd’s specifications, with a very resin-rich laminate that Smith credits to a composite engineer from Compass Yachts in Australia. Below the waterline the form cuts in fast to resume conventional lines and reduce flow resistance, while the keel and skeg are fully encapsulated and the deep rudder is a slightly reverse-bladed plate that sits flush with the skeg to the bottom. Hull thickness runs from one inch around the lead to three-quarters at the bilge turn and five-eighths on the topsides; bulkheads are three-quarter-inch ply rebated for the glass bond, decks and cabin top are three-eighths-inch laminate, and Smith added ply to stiffen the side decks. The 3.25 tons of lead in the keel against 7.43 tons displacement gives a ballast ratio just under 50 per cent, and the wide 11-foot beam swells almost excessively amidships from a fine entry.
Rig and Handling
Owners describe the helm as light and well balanced, and the easily driven hull rewards early reefing as a masthead rig typically does. A P38 sailed through the 1994 Pacific “bomb” and reached port apparently none the worse, a testament to the structure more than the sail plan. The last hull from the mould, Django, broke the pattern as a centreboard yawl built for Smith’s own use, but the standard sloop remains the defining configuration.
Accommodations
The layout sleeps five and carries 60-gallon fibreglass water tanks built in under the settee berths amidships, a practical cruising provision that keeps weight low and central. The wide beam translates the volume into a roomy cabin without the need for exaggerated freeboard on the standard hull.
Known Issues
Minor osmosis has appeared on some P38s, but they are not regarded as especially blister-prone. The known cases are minor and the resin-rich lay-up likely explains the generally good record.
Refits and Ownership
The original 20hp Bukh marine diesel was adequate by period standards, but many boats have since been re-powered with larger engines, a point worth checking on any candidate. The compact production run and the Australian sister line mean spares and local knowledge concentrate where the fleets sit: eight permanently in the South Pacific, two in the United States, and one in England.
The Verdict
The Pacific 38 is a seriously built offshore sloop from a single disciplined designer, over-built in glass yet easily driven, with a wide beam that buys cabin room without sacrificing the fine entry. The Mark II and Compass variants extend the story without diluting the core hull. Minor osmosis is the only documented caveat, and the fleet’s survival of hard offshore use speaks for the engineering.
Pros
- Hand-laid solid glass hull in excess of Lloyd’s spec with resin-rich lay-up
- Fully encapsulated keel and skeg with flush plate rudder
- Light, well-balanced helm and easily driven masthead hull
- Wide 11-foot beam with fine entry for volume without top-hamper
- Proven through a Pacific storm crossing with no reported damage
Cons
- Minor osmosis reported on some hulls
- Many boats re-powered, so original Bukh diesels are not guaranteed
