Design and Construction
The 367 has a solid, hand-laid fiberglass hull, while the deck and coachroof use a balsa sandwich for stiffness and insulation. Pearson joined the deck to the hull with fasteners and what appears to be reinforced epoxy resin. Inside, a tabbed liner and a solid bulkhead separate the cabin from the engine.
Pearson reworked the underbody from the 365. A five-foot-six-inch fin keel carries 7,300 pounds of completely encased lead ballast, and the longer, skeg-hung rudder is well shielded for control. A 34-inch-deep sump occupies the aft keel area, though it can be damaged if the boat is stranded hard on rock or coral.
On deck, molded bulwarks, uncluttered surfaces, four wide scuppers, and high coamings provide stable footing and good drainage. Handrails run the length of the cabin, and double lifelines help the crew move around in rough weather.
Rig, Sailing and Handling
The standard cutter rig is entirely inboard, with a keel-stepped mast resting on a steel base plate. An optional roller-furling jib-top was also available. The standard cutter rig includes a tiny staysail, a 95 percent headsail, and a larger main. Compared with the 365, the mast is taller and stepped about 18 inches farther aft, enlarging the foretriangle by roughly 13 percent to accommodate the staysail.
The main and club forestaysail are self-tending, and all control lines lead to the mast—an arrangement that suits short-handed sailing. The 367 sails well on all points. She stiffens at 15 degrees and is most comfortable at 15 to 20 degrees of heel. She needs at least 10 knots of wind to maneuver smoothly and points acceptably at 40 degrees off the breeze. In 20 knots, the headsail comes in first; the main is then reefed, and the staysail is relied upon above 25 knots. A double-reefed main and the self-tending staysail make a safe combination in tough weather.
Owners report consecutive passage days of more than 120 miles, with occasional 140-mile days completed in comfort.
Accommodations and Stowage
Below, the 367 is finished in teak with a teak-and-holly sole. The companionway is offset to starboard behind a large bridge deck. It opens beside a U-shaped galley to port, equipped with a deep double sink, a three-burner propane stove and oven, and an 11.2-cubic-foot icebox. Pressure and manual foot pumps feed the icebox.
A navigation station to port leads into the saloon, where two 7-foot settees convert into sea berths with lee cloths. The starboard settee also pulls out to form a double berth.
Stowage is immense. Two of the three 50-gallon water tanks are beneath the settees; the third is under the V-berth, along with a 15-gallon holding tank. An alcohol cabinet is concealed above the settees.
The head is to starboard and includes a separate shower with seating. Forward, the cabin has a 7-foot V-berth with a removable aft section and rode stowage in the forepeak. Ventilation comes from two Bomar hatches and five opening ports, while four fixed ports admit light to the saloon. Pearson offered opening ports as an option.
Known Issues
Standing water can corrode the steel mast base plate and the lower section of the mast. Repairs are straightforward, however, and don’t necessarily require mast replacement.
Bent propeller shafts are more common on the 367 because of the length of exposed shaft and the narrow gap between the skeg and propeller. The aluminum 50-gallon fuel tank behind the engine typically lasts about 25 to 30 years, but replacing it requires removal of the engine. Many owners instead install two 25-gallon tanks through the sail lockers.
Leaking ports are a regular problem, particularly the fixed ports. Engine access beneath the cockpit is also tight and difficult, despite access panels beneath the companionway and in the sail lockers.
The Verdict
The Pearson 367 is a compact bluewater cutter with a thoughtfully divided rig and a genuinely roomy, well-stowed interior for its length. Its brief production run and low hull count make it a niche find. Several structural and mechanical weak points call for a careful survey, but its sea-kindly motion and manageable short-handed sailing remain persuasive qualities.
Pros
- Self-tending staysail and mainsail simplify short-handed sailing
- Encased lead ballast and a skeg-protected rudder
- Immense stowage, 150 gallons of water capacity, and a practical galley
Cons
- Difficult engine access, with engine removal required to replace the original fuel tank
- Mast-base corrosion and propeller shafts prone to bending because of the tight skeg-to-propeller gap
- Regular leaks around the fixed ports and a vulnerable deep sump in the aft keel area
