Design and Construction
The 38 carries 18,500 pounds of displacement on a 30-foot-11-inch waterline, with 6,500 pounds of lead ballast encapsulated inside a traditional full keel and an 11-foot-6 beam that does not carry as far aft as a modern coastal cruiser, trimming interior volume in the stern. Practical Sailor's survey found the diamond-patterned fiberglass on the decks provides excellent nonskid and reflects an offshore-safety focus anchor. Below the waterline, Shannon used bronze through-hulls and seacocks, though many above-waterline fittings elsewhere in the boat are PVC or nylon. The deck hardware, fuel and water tanks, and electrical conduit are accessible, though several teak trim pieces may need removal first, and even the headliner was designed to come out without damage. Wiring throughout is marine-quality tinned wire color-coded by function.
Rig and Handling
Most 38s are cutter-rigged ketches — 60 of the fleet — with a staysail on an inner forestay and two parallel headstays, while the broader type is commonly a ketch. A self-tacking staysail on a club eases tacking but limits sail size. The parallel headstay arrangement causes considerable chafe on the furling sail at certain wind angles anchor, and the stresses on the masthead crane from the two headstays can crack masthead welds. Underway, the traditional underbody makes heaving to simple, and the boat performs well from a dead run to a close reach but falls off markedly as apparent wind shifts forward; the cutter-rigged version does slightly better to windward than the ketch. Owners Bob Burns and Judi Nester reported their ketch-rigged 38 tacked through a minimum of 110 degrees offshore and averaged roughly 120 miles per day over a 14-year circumnavigation, with the type optimized for downwind tradewind work. The propeller sits in a small aperture between skeg and rudder that shields it from lines and logs but reduces motoring efficiency, and like most traditional underbodies the 38 doesn't like backing.
Accommodations
Most 38s came in one of two interior layouts with only minor variations. In the older boats, high-quality matched teak fills the interior, and a solid teak-and-holly sole was standard — good nonskid in wet weather. The beam's forward concentration means the stern loses some volume, but the galley sinks are deep enough to hold water when heeled 30 degrees and sit close enough to centerline to rarely backfill. Settee berths conceal the fresh water tanks while the quarterberth houses the fuel tank, with generous inspection ports for steam cleaning; most tankage fits below the waterline. The cockpit is comfortably laid out for sailing, watchkeeping, or relaxing — the helm seat is humped and the deck angled behind the wheel for comfort sitting or standing, and the seats are long enough for napping. Large lockers sit under one or both cockpit seats depending on layout, and the bridgedeck is high enough that the crew can exit the cabin without pulling hatchboards in heavy weather.
Known Issues
Those handsome teak-and-frosted-Plexiglas hatches from the traditional styling eventually weep with age, and the sea-hood also leaks on older boats, needing rebuild with extra gasketing for watertightness. The solid-teak toerail traps water on deck while the side-deck scuppers struggle to clear it quickly in a big sea or heavy rain anchor. The large cockpit could use better drainage for clearing green water, and on some boats the diesel tank breather exits through a fitting in the cockpit seat side, vulnerable to flooding if the cockpit is pooped. Cockpit lockers are sealed with hollow-tubing gaskets and drainage channels yet can still admit water. Above-waterline deck-scupper through-hulls are PVC or nylon and grow brittle with age. The fuel tank sump collects contaminants that cannot be drained below but must be pumped through the inspection hatch, and engine access requires removing three cumbersome teak pieces plus rear access via the cockpit locker.
Ownership and Refit Notes
Early 38s carried a 40-horsepower Westerbeke or Perkins; later models stepped up to 44–50 horsepower Yanmars. The full keel is less hassle than the 37's centerboard for owners who don't need shoal draft. Ventilation is ample via two opening hatches, six dorades, and eight opening portlights. Deck gear is robust: wide sidedecks, adequate teak toerail, solid teak coachroof handgrips, high lifelines, solid pulpits, through-bolted stainless cleats at bow/stern/midships, bronze or stainless fairleads in the toerail, and twin bow rollers. The fuel and water tanks' inspection ports and removable headliner simplify service.
The Verdict
The Shannon 38 is a thoughtfully detailed offshore cruiser whose traditional full-keel philosophy delivers sea-kindly, low-stress passagemaking rather than speed. Its construction and deck gear show a consistent bias toward safety and serviceability, though age-related leaks and drainage limits need a buyer's attention.
Pros
- Proven circumnavigation pedigree with semi-custom interior finish
- Excellent nonskid deck pattern and robust through-bolted deck hardware
- Simple heaving-to and protected propeller aperture
- Accessible tanks, conduit, and damage-free removable headliner
Cons
- Teak hatches, sea-hood, and toerail trap water with weak scupper drainage
- Parallel headstays chafe sails and stress masthead welds
- PVC/nylon above-water fittings brittle with age; some cockpit breather flood risk
- Cumbersome engine access; reduced windward performance forward of a close reach
