Wineglass 15 Information, Review, Specs

Sailing Performance & Handling

The Wineglass 15 is frequently described as a "gentleman’s racer," offering a more predictable and sea-kindly motion than contemporary 15-footers like the 505 or the Fireball. Its performance is defined by its relatively high displacement and flared hull, which provides significant reserve buoyancy when heeled. According to technical documentation from the Wineglass Class Association, the boat carries a generous sail plan of approximately 142 square feet (main and jib), complemented by a large symmetric spinnaker.

On the water, the boat tracks exceptionally well due to its deep centerboard and traditional hull form. While it lacks the sheer plane-on-demand speed of a modern skiff, it excels in "blowy" conditions where its weight and high freeboard allow it to punch through chop that would swamp smaller dinghies. Handling is reported to be balanced, though the boat requires an active crew in heavy air to manage the significant righting moment required. The flared bow is particularly effective at deflecting spray, making it one of the drier boats in its class. Unlike flat-bottomed dinghies, the Wineglass 15 does not "skitter" in gusts; instead, it tends to power up and lean into its secondary stability, providing the helm with ample warning before a capsize.

Known Issues & Buyer’s Checklist

Prospective buyers of a Wineglass 15 must distinguish between the early wooden hulls and the later GRP models, as each carries specific maintenance concerns. For wooden versions, the primary area of failure is the centerboard case-to-keel joint and the integrity of the transom, where the "wineglass" curve can create stress points in the timber over decades of use.

For GRP models, which comprise the majority of the surviving fleet, the following areas require scrutiny:

• Buoyancy Tank Integrity: Older GRP Wineglass 15s rely on built-in side tanks for safety. These tanks are notorious for developing leaks at the hull-to-deck joint or through aging inspection hatches. A "pressure test" or a simple water test is essential to ensure the boat remains afloat after a capsize.
• Mast Step Compression: The downward force of the rig can cause the floor of the cockpit or the mast step block to fatigue. Look for "crazing" or spider-web cracks in the gelcoat around the base of the mast.
• Deck Softness: The foredeck on later GRP models often used a balsa or foam core for stiffness. If water has penetrated the fittings (cleats or forestay attachment), this core can rot or delaminate, leading to a "spongy" feel when pressed.
• Pivot Pin Wear: The centerboard pivot pin is a high-load item. Excessive "clunking" while sailing or visible weeping of water from the pin housing inside the cockpit indicates the need for a bushing replacement or fiberglass repair.

Community & Resources

The primary hub for technical support, sail plans, and class history is the Wineglass Class Association. This organization maintains the official registry and organizes "Vintage" racing events, particularly in the UK. Because the boat was built by several different manufacturers over its lifespan—including Skene Boats and Meakes—the association is the best resource for identifying the specific build-standard of an individual hull.

The Verdict

The Wineglass 15 is a sophisticated, aesthetic alternative to the more utilitarian family dinghies of the same era. It rewards the sailor who appreciates classic lines and a dry ride over the frantic pace of modern trapezoidal racing.

Pros

• Seaworthiness: Excellent secondary stability and a high-flared bow make it suitable for coastal excursions.
• Aesthetics: The "wineglass" transom is widely considered one of the most beautiful designs in the dinghy world.
• Versatility: Capable of being raced competitively or used as a stable platform for teaching children to sail.

Cons

• Weight: It is significantly heavier than modern 15-footers, making it difficult to launch and recover single-handedly without a high-quality launching trolley.
• Availability: While common in the United Kingdom, they are rare in North America and other international markets.
• Aging Fleet: Most available hulls are 40+ years old and require diligent maintenance of buoyancy systems and hardware.