Pacific Seacraft 44 for Sale

Pacific Seacraft 44 Specifications

The numbers tell the story of a yacht designed from the keel up for ocean crossings. At 32,000 lbs displacement, the PSC 44 is a heavy boat by modern standards — roughly 10,000 lbs heavier than a typical 44-foot production cruiser. That weight is not dead mass: 12,000 lbs of it is ballast in a deep, modified full keel, giving a ballast ratio of 37.5% and the kind of righting moment that keeps the yacht upright and manageable in survival conditions. The D/L ratio of approximately 295 places the boat firmly in the heavy-displacement category, but the generous 36 ft 6 in waterline length ensures the hull is efficient at displacement speeds — the boat does not drag itself through the water the way some heavy cruisers do.

Bill Crealock’s signature modified full keel with cutaway forefoot is the defining structural feature. Unlike a traditional full keel (which runs the entire length of the hull and can be unresponsive at the helm), the Crealock keel cuts away at the forefoot to improve manoeuvrability and reduce wetted surface. The skeg-hung rudder provides positive steering feel and protection from floating debris — a critical consideration for a yacht intended to sail in remote waters far from assistance. The keel form also makes the boat remarkably directional: PSC 44 owners consistently report that the yacht tracks as though on rails, a characteristic that greatly reduces the workload of both human helmsmen and windvane self-steering systems.

The hand-laid fibreglass construction is another hallmark. Pacific Seacraft hulls were built using multiple layers of woven roving and biaxial cloth, hand-applied over male moulds with careful attention to resin ratios and wet-out. The hull is solid fibreglass below the waterline — no core materials that can absorb moisture and delaminate over time. The deck is cored with Airex closed-cell foam, providing stiffness and insulation without the moisture-absorption risk associated with balsa core. The hull-to-deck joint is both bonded and through-bolted — a belt-and-braces approach that is the standard for serious offshore construction. The result is a laminate that, on well-maintained examples, shows no signs of degradation after 20–30+ years of service.

The cutter rig — with a mainsail, yankee jib, and staysail — is the optimal configuration for offshore sailing. It allows the sail plan to be reduced and balanced in progressive stages as conditions deteriorate, and the staysail alone provides enough drive to maintain steerage in storm conditions. The double-spreader masthead rig is robustly stayed and carries a working sail area of approximately 870 sq ft — sufficient to move 32,000 lbs of displacement with purpose in moderate conditions, though the SA/D ratio of 14.8 confirms that this is a boat designed for reliability rather than speed.

Performance & Sailing

An honest assessment: The Pacific Seacraft 44 is not a fast yacht. It was never intended to be. In a world increasingly obsessed with polar diagrams and VMG, the PSC 44 belongs to a different tradition — one where the measure of a yacht is not how quickly it can complete a passage, but how comfortably and safely it can do so. Owners who have crossed oceans in these boats report that what the 44 lacks in outright speed, it repays many times over in the quality of the passage: less fatigue, less noise, less drama, and far less wear on both boat and crew.

Upwind: The modified full keel with cutaway forefoot provides surprisingly good windward performance for a heavy cruiser. The PSC 44 will not point as high as a modern fin-keel performance cruiser — expect 40–45 degrees apparent in 12–15 knots of true wind, compared to 32–38 degrees for a fin-keel boat. But the Crealock hull form produces a motion that is notably more comfortable when beating: the long waterline and fine entry slice through waves rather than slamming into them, and the heavy displacement carries momentum through the troughs. In 15–20 knots of true wind, owners report consistent speeds of 6–7 knots on the wind, delivered with a steady, predictable motion that allows the off-watch to sleep soundly below.

Reaching and downwind: The PSC 44 comes into its own off the wind. The heavy displacement, generous waterline length, and wide stern provide a stable platform for sustained downwind sailing in the trade winds — the condition that defines the vast majority of ocean-crossing miles. Under full cutter rig on a beam reach in 15–18 knots, the boat moves at 7–8 knots with a motion that is steady and rhythmic rather than violent. Running before the wind in trade-wind conditions, with poled-out yankee and staysail, 150–170 nautical mile days are achievable — not spectacular, but consistent and comfortable. The boat tracks exceptionally well downwind, with minimal tendency to broach, making it ideally suited to windvane self-steering.

Light air: This is the PSC 44’s weakness. Below 10 knots of true wind, the 32,000 lb displacement and the SA/D ratio of 14.8 conspire against progress. The boat needs wind to move, and in the calms of the doldrums or a Mediterranean summer afternoon, the engine will be called upon regularly. A lightweight drifter or asymmetric spinnaker helps, but the fundamental physics of moving 14.5 tonnes through the water on a light breeze cannot be overcome by canvas alone. Owners accept this trade-off willingly: the same weight that slows the boat in light air is the weight that stabilises it in heavy weather.

Heavy weather: This is where the PSC 44 earns its reputation. The combination of 37.5% ballast ratio, modified full keel, generous displacement, and Crealock’s hull form creates a yacht that is remarkably composed in deteriorating conditions. In 30–40 knot winds and building seas, the boat remains manageable by a shorthanded crew. The centre cockpit, protected by a dodger, keeps the helmsman dry and secure. The skeg-hung rudder maintains positive steering feel even in large following seas. Multiple PSC 44s have completed circumnavigations, including passages through the Southern Ocean, and owners universally praise the yacht’s behaviour in conditions that would test far larger and more expensive boats.

Self-steering: The PSC 44 is exceptionally well suited to both windvane and electronic autopilot self-steering. The directional stability of the modified full keel, the balanced cutter rig, and the predictable helm feel make this one of the easiest heavy-displacement yachts to keep on course without constant human intervention. Most bluewater-equipped PSC 44s carry both a windvane (typically a Monitor or Hydrovane) and an electronic autopilot, providing redundancy for extended ocean passages. Owners report that the boat will sail itself for hours under windvane alone with only minor course corrections — a defining characteristic of a well-designed passagemaker.

Interior Layout & Design

The centre-cockpit layout is the foundation of the PSC 44’s interior architecture, dividing the hull into two distinct living zones: the forward salon and the aft owner’s stateroom. This separation of public and private spaces — connected by walk-through passages flanking the engine compartment — is what makes the PSC 44 a genuinely liveable yacht for extended cruising. Aft-cockpit boats of the same length can match the 44’s salon volume, but none can offer a true master stateroom with standing headroom, a centreline double berth, a private head, and dedicated hanging lockers.

Forward salon: The main cabin is centred on a settee arrangement with a dining table to port and an L-shaped settee to starboard. Headroom is a generous 6 ft 5 in throughout. The salon is panelled in hand-finished teak joinery — not the veneer-over-plywood panels used in production boats, but solid teak frames with veneered panels, finished to a standard that most modern builders cannot approach. Natural light enters through opening ports and overhead hatches, supplemented by carefully positioned reading lights. The forward V-berth provides a guest cabin with its own head and hanging locker, accessed through the main salon. For a cruising couple with occasional guests, this arrangement works exceptionally well.

Galley: The U-shaped galley is positioned at the aft end of the salon, adjacent to the companionway — the correct position for offshore cooking, allowing the cook to brace against both sides of the passage in a seaway. Equipment typically includes a three-burner propane stove with oven (gimballed for offshore use), a top-loading refrigerator and separate freezer, double stainless-steel sinks, and generous counter space. Storage is voluminous, with deep drawers, dry-goods lockers, and dedicated provisions stowage designed for weeks of self-sufficient cruising. The galley is functional rather than showy — it is designed by sailors, for sailors, and it shows in every detail.

Navigation station: A proper chart table with dedicated electronics position is located opposite the galley. The nav station has line-of-sight to the companionway, allowing communication between navigator and cockpit crew. In an era of tablet-based navigation, the dedicated chart table may seem anachronistic, but for serious offshore sailing — where paper charts, SSB radio, and proper weather routing remain essential — a purpose-built navigation workspace is invaluable.

Aft master stateroom: The highlight of the PSC 44’s accommodation. Accessed via walk-throughs on either side of the engine compartment, the aft cabin is a true owner’s suite: a centreline double berth, a private head with separate shower, hanging lockers, drawers, and bookshelves. The space benefits from the hull’s full beam at this point, creating a cabin that feels more like a proper bedroom than a boat berth. Opening ports and a deck hatch provide ventilation at anchor. The separation from the forward accommodation means the off-watch can sleep undisturbed while the on-watch operates in the salon and cockpit above — a critical consideration for shorthanded ocean passages.

Build quality: Pacific Seacraft interiors are finished to a standard that is rarely seen in production sailboats. The teak joinery throughout the PSC 44 is hand-fitted, with solid fiddle rails, dovetailed drawers, and hardware that has aged gracefully over decades. Every surface is finished; there is no raw fibreglass visible anywhere in the living spaces. The overall impression is of a wooden boat built inside a fibreglass hull — warm, solid, and crafted by people who understand that an offshore cruising yacht is also a home. This level of interior quality is a significant contributor to the PSC 44’s exceptional value retention on the used market.

Pacific Seacraft 44 Ownership: What to Expect

The Pacific Seacraft 44 is available only on the used market. Production ceased around 2007–2012, and while Pacific Seacraft as a brand has seen brief revival attempts, no new PSC 44s are being built. This scarcity — combined with the yacht’s outstanding reputation — has created one of the most remarkable value-retention stories in the American sailboat market. Well-maintained examples have held their value over the past two decades to a degree that few production yachts of any era can match, and some have genuinely appreciated.

• Used market pricing: Pacific Seacraft 44s typically list between $200,000 and $350,000+, with exceptional examples — late production, low hours, extensively upgraded — occasionally exceeding $400,000. The wide price range reflects the variation in production year, condition, equipment level, and maintenance history. A well-maintained 1995 example with modern electronics, new rigging, and a documented maintenance history will command a significant premium over a deferred-maintenance example of the same vintage. This is a market where condition and provenance matter far more than age.
• Value retention: The PSC 44 is one of the rare sailboats that can be described as an appreciating asset under certain conditions. The combination of a devoted owner community, limited production numbers, an unmatched offshore reputation, and the absence of new production has created sustained demand that supports asking prices well above what the boats sold for when new. This is not guaranteed — neglected boats will depreciate like any other — but owners who maintain their yachts to a high standard have historically recovered their investment or better at resale.
• Annual operating costs: Budget $20,000–$40,000 per year for a 44-foot bluewater yacht in active use. This includes haul-out and antifouling ($3,000–$6,000), engine servicing ($800–$1,500), insurance at 1.0–1.5% of hull value, marina or mooring fees ($5,000–$15,000 depending on location), rigging inspection, sail maintenance, and general upkeep. The solid fibreglass construction and quality hardware reduce the frequency of major repairs compared to lesser-built boats, but any yacht of this age and complexity requires ongoing attention.
• Owner community: The Pacific Seacraft Owners’ Association and various online forums (including active groups on Cruisers Forum and Facebook) constitute one of the most knowledgeable and supportive owner communities in sailing. Parts sourcing, maintenance advice, and refit guidance are readily available through this network. The community effectively fills the gap left by the manufacturer’s cessation of production, ensuring that owning a PSC 44 does not mean owning an orphaned boat.
• Parts and support: Despite Pacific Seacraft no longer being in production, parts availability is generally good. The Yanmar 4JH engine series is one of the most widely supported marine diesels in the world. Hardware (Lewmar winches, Schaefer blocks, ABI fittings) is standard marine equipment with broad aftermarket support. The most yacht-specific components — mast, rigging hardware, and custom castings — can be sourced through the owner community or specialist rigging shops.

The PSC 44 is a yacht for owners who value substance over style, durability over fashion, and proven seaworthiness over marketing claims. It rewards patient, knowledgeable ownership and punishes neglect. For the right buyer — a serious offshore sailor who intends to cross oceans rather than simply talk about it — the Pacific Seacraft 44 represents one of the most compelling propositions in the used bluewater market.

How to Buy a Pacific Seacraft 44

A used-only market: Every Pacific Seacraft 44 on the market today is a used boat. There are no new-build options and no factory-backed brokerage programme. Buyers should approach the purchase as they would any high-value used yacht: with patience, thorough due diligence, and a realistic budget for both acquisition and the upgrades that any 20–35 year old boat will require. The reward for this diligence is ownership of one of the finest offshore cruising yachts ever built.

The Pacific Seacraft range: The PSC 44 is the largest yacht in the Crealock-designed Pacific Seacraft range. Below it, the PSC 40 and PSC 37 offer the same design philosophy and construction quality in more compact packages. The legendary Dana 24, Flicka 20, and Crealock 34/37 round out a range that spans from pocket cruiser to serious passagemaker. Buyers considering a PSC 44 who find the right boat at the wrong price should explore the PSC 40, which offers very similar offshore capability at a lower price point.

Key Considerations for Buyers

• Hull condition: The solid fibreglass hull below the waterline is the PSC 44’s structural foundation. On a well-maintained boat, the laminate should be in excellent condition even after 25+ years. Look for any signs of osmotic blistering (uncommon on Pacific Seacraft hulls but possible on neglected examples), gelcoat crazing, and impact damage. The hull-to-deck joint should be inspected for any signs of weeping or movement. Moisture-metre readings should be taken across the entire hull during an out-of-water survey.
• Deck core moisture: The Airex foam-cored deck is more resistant to moisture intrusion than balsa core, but it is not immune. Any penetration through the deck — stanchion bases, chainplates, cleats, through-deck fittings — is a potential entry point for water. Comprehensive moisture-metre readings across the entire deck are essential. Localised core saturation is repairable but should be reflected in the purchase price.
• Rig age and condition: Standing rigging on any boat should be replaced every 10–15 years. A PSC 44 with original or ageing wire rigging requires a budget of $10,000–$18,000 for a full re-rig, including wire stays, turnbuckles, and chainplate inspection. The keel-stepped, double-spreader mast is a robust piece of hardware, but the mast step, spreader roots, and masthead fittings should be inspected by a qualified rigger. Chainplates — the stainless-steel plates that connect the rigging to the hull — must be pulled and inspected for crevice corrosion, which is invisible from the outside but can cause catastrophic rig failure.
• Engine hours and condition: The Yanmar 4JH series is a superb marine diesel with a typical service life of 8,000–12,000 hours if properly maintained. Check engine hours, oil analysis history, cooling system condition, exhaust elbow condition (a common failure point on all marine diesels), and raw-water pump condition. A low-hour engine with documented service history is a significant asset. A repower on a PSC 44 can cost $30,000–$45,000 including removal, installation, and associated systems work.
• Common upgrades: Most PSC 44s on the market have been upgraded by successive owners. Desirable modifications include modern electronics (chartplotter, radar, AIS), SSB radio, watermaker, solar panels, lithium battery bank, LED lighting, windvane self-steering, electric windlass, and refrigeration improvements. A boat that has been set up for bluewater cruising by an experienced sailor — with these systems already installed, tested, and proven over thousands of ocean miles — is worth a significant premium over a bare or neglected example.
• Documented maintenance history: On a yacht of this age and value, provenance matters enormously. A complete maintenance log — ideally spanning the boat’s entire history — provides confidence that systemic issues have been addressed and that the boat has been cared for by knowledgeable owners. The absence of documentation is not necessarily a disqualifier, but it should be reflected in the price and should prompt a more thorough survey.

Commissioning a Survey

A pre-purchase survey of a Pacific Seacraft 44 should be conducted by a surveyor experienced with heavy bluewater yachts and solid fibreglass construction. The survey should include a full out-of-water hull and structural inspection, comprehensive moisture-metre readings (hull and deck), keel and rudder assessment, standing rigging inspection by a qualified rigger, engine and systems survey, and a sea trial covering all points of sail. Budget $3,000–$5,000 for a thorough survey. The Pacific Seacraft owner community can often recommend surveyors with specific experience on these boats — a valuable resource when purchasing a yacht that requires specialist knowledge to evaluate properly.

Pacific Seacraft 44 vs Competitors

The Pacific Seacraft 44 competes in the most demanding segment of the used sailboat market: proven American bluewater cruisers in the 42–46 ft range that are capable of taking their owners anywhere in the world. The competition is a small group of builders and designers who share a commitment to offshore capability, quality construction, and designs that have been validated by decades of ocean crossings.

Pacific Seacraft 44 vs Hinckley Sou’wester 42

Both are icons of American bluewater yacht building, but they serve different philosophies. The Hinckley Sou’wester 42, designed by McCurdy & Rhodes and built semi-custom in Southwest Harbor, Maine (1982–2006, approximately 46 hulls), represents the pinnacle of US boatbuilding craftsmanship. Its hand-fitted Honduran mahogany interior and gloss-varnished teak-and-holly sole are in a class of their own. At 24,000 lbs (vs the PSC’s 32,000 lbs), the Hinckley is a lighter, more agile boat with a more modern underbody. The critical differences are layout and price: the Hinckley is an aft-cockpit sloop with a single head, designed for a cruising couple; the PSC 44 is a centre-cockpit cutter with two staterooms, two heads, and a true aft master cabin. On the used market, the Hinckley commands $150,000–$450,000+ versus $200,000–$350,000+ for the PSC — a premium reflecting the Hinckley name, semi-custom construction, and the ongoing factory support network. The PSC 44 offers substantially more displacement, more offshore-optimised hull form, and more accommodation for the money. For pure bluewater passagemaking, the PSC 44 has the edge. For bespoke craftsmanship and brand heritage, the Hinckley is unmatched.

Pacific Seacraft 44 vs Hylas 44

The Hylas 44 is the Taiwan-built alternative and shares many characteristics with the PSC 44: both are centre-cockpit designs, both are proven bluewater cruisers, and both were produced during the golden age of offshore yacht building. Designed by the internationally acclaimed German Frers and built by Queen Long Marine in Kaohsiung (1984–1993), the Hylas offers a more modern hull form with a higher ballast ratio (49.4% vs 37.5%) and a fin keel with skeg-hung rudder. At 22,320 lbs, the Hylas is nearly 10,000 lbs lighter than the PSC, making it quicker in light air and more responsive on the helm. Interior quality is excellent — warm teak joinery with mica accents — though it does not quite reach the Pacific Seacraft’s level of hand-finished craftsmanship. On the used market, the Hylas typically trades at $100,000–$200,000, offering genuine bluewater capability at a significant discount to the PSC. The PSC 44 counters with superior American construction, the Crealock hull form’s legendary seakindliness, heavier displacement for more comfortable ocean crossing, and stronger value retention. Both are excellent yachts. The choice often comes down to budget and whether the buyer values the PSC’s heavier, more traditional approach or the Hylas’s lighter, more modern design.

Pacific Seacraft 44 vs Tartan 4400

The Tartan 4400 represents the modern American performance cruiser alternative. Designed by Tim Jackett and produced from 2002 in Fairport Harbor, Ohio, the Tartan is a generation newer than the PSC 44 and benefits from advances in construction technology: epoxy resin, vacuum-bagged composite construction, and a standard carbon fibre mast. At 24,000 lbs with a 37.5% ballast ratio and a beam of 14 ft 1 in (vs the PSC’s 12 ft 6 in), the Tartan is lighter, beamier, and significantly faster in all conditions. The SA/D ratio of 18.0 versus the PSC’s 14.8 confirms the Tartan’s performance advantage. Interior volume is greater, with a modern, light-filled salon under a raised deck saloon. On the used market, Tartans command $200,000–$350,000. The critical distinction is philosophy: the Tartan is a versatile coastal and offshore cruiser that sails with verve; the PSC 44 is a dedicated bluewater passagemaker that prioritises ultimate seaworthiness and seakindliness above all else. For a buyer whose primary mission is extended ocean cruising and who values proven heavy-weather capability, the PSC 44 is the more purposeful choice. For a buyer who wants modern performance, more interior space, and a lighter, faster boat that can still go offshore, the Tartan is compelling.

Pacific Seacraft 44 vs Morris 42

The Morris 42 (Ocean Series) is another American bluewater classic built in Maine. Designed by Chuck Paine — whose hull forms are more modern and refined than Crealock’s traditional approach — and produced by Morris Yachts in Bass Harbor and Trenton, the Morris 42 won Cruising World Boat of the Year in 2005. At 19,400 lbs (vs 32,000 lbs for the PSC), it is dramatically lighter, producing a fundamentally different sailing experience: quicker, more responsive, and more forgiving in light conditions. Interior fit and finish in cherry or teak are comparable to Pacific Seacraft’s best work. Both boats have devoted followings among experienced sailors. The key difference is intended use: the Morris is an exceptional coastal and Caribbean cruiser that can go offshore when called upon; the PSC 44 is purpose-built for extended ocean passages and circumnavigation. The Morris’s lighter displacement means a different motion in a seaway — livelier and more responsive, which some sailors prefer, but less dampened and steady than the PSC in prolonged heavy weather. For the buyer who values all-round sailing performance and plans to cruise primarily in coastal and trade-wind conditions, the Morris merits serious consideration. For the buyer whose cruising plan centres on ocean crossings and high-latitude sailing, the PSC 44’s heavier displacement and more conservative design provide a greater margin of safety.

For a full interactive comparison between the Pacific Seacraft 44 and other models, visit the Hulls.io Market Intelligence tool.