endeavor 35 sailboat

Review of Endeavour 35

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season.

The boat is equipped with 288.0 liter fresh water capacity.

The Endeavour 35 is equipped with a masthead rig. The advantage of a masthead rig is its simplicity and the fact that a given sail area - compared with a fractional rig - can be carried lower and thus with less heeling moment.

The Endeavour 35 is equipped with a fin keel. The fin keel is the most common keel and provides splendid manoeuvrability. The downside is that it has less directional stability than a long keel.

The boat can enter even shallow marinas as the draft is just about 1.46 - 1.56 meter (4.79 - 5.09 ft) dependent on the load. See immersion rate below.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Endeavour 35 is 2.06, indicating that this boat would not be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 7.3 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Endeavour 35 is about 223 kg/cm, alternatively 1251 lbs/inch. Meaning: if you load 223 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1251 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 35m 2 (376 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.


Usage	Length		Diameter
Mainsail halyard	34.4 m	(113.0 feet)	12 mm	(1/2 inch)
Jib/genoa halyard	34.4 m	(113.0 feet)	12 mm	(1/2 inch)
Spinnaker halyard	34.4 m	(113.0 feet)	12 mm	(1/2 inch)
Jib sheet	10.7 m	(35.0 feet)	14 mm	(0.55 inch)
Genoa sheet	10.7 m	(35.0 feet)	14 mm	(0.55 inch)
Mainsheet	26.7 m	(87.5 feet)	14 mm	(0.55 inch)
Spinnaker sheet	23.5 m	(77.0 feet)	14 mm	(0.55 inch)
Cunningham	4.0 m	(13.0 feet)	12 mm	(1/2 inch)
Kickingstrap	7.9 m	(26.0 feet)	12 mm	(1/2 inch)
Clew-outhaul	7.9 m	(26.0 feet)	12 mm	(1/2 inch)

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Endeavour 35 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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09-12-2005, 06:52
Boat: Morgan 382 "Tropical Wave"	/ (6 months on 6 mths off), and this one keeps coming to the top. It isn't perfect (what is?) but we like the 4'11 , the fit/finish seems pretty good, it is a very roomy 35' , and the numbers indicate that it should have the kind of light-air and windward performance we are looking for (at least in a shoal boat). And, there are a few of them in our range! But some of these have closed-cell foam cored decks, and I am wondering if this is something that should scare me away? Also, anyone with comments in general on the mid-80's 35 - I have had no luck whatsoever in finding a review or objective 3rd-party opinion on these (tried BoatUS, Practical Sailor, Sailnet) Thanks for your advice! John

09-12-2005, 07:29
Boat: Farr 11.6 (AKA Farr 38) Synergy	35's seemed to have an upgraded build and design quality relative to Endeavour's earlier models. The 35's were a Bruce Kelly design rather than a Johnson design like the earlier Endeavours. I have always thought that Bruce was a very tallented . These seem to have had a very loyal following. Jeff

09-12-2005, 07:56
Boat: (Cruiser Living On Dirt)	. The 35 uses encapsulated lead ballast, whereas Id prefer a suspended exterior (but its not a deal breaker). It's got the preferred "internal flange" hull/deck joint. All in all, this could be an excellent choice for the , at the right . Endeavour 35 Sailboat Specifications FWIW, Gord

10-12-2005, 16:45
	it causes larger than normal problems. And a shop familiar with this coring needs to be employed. All but one of the boats we looked at had problems. - The step is a very prone area. All the boats had had this are repaired. - All owners and brokers claim it is a "tender" boat. Good or bad, you'll have to decide on that one. - All the boats had leaky . A "common" Endeavour problem. - For a cruiser they have respectable speed. Three of the boats had a handfull of trophies to their credit. - When maintained they sure look better than most of the marina stock. Here's a review someone provided me: [URL] Good luck Bob

12-12-2005, 04:25
Boat: Farr 11.6 (AKA Farr 38) Synergy	than Balsa. This is especially true when used as a material where sheer tends to be less of a problem than moisture problems. Klegecell is a crosslinked closed cell foam making migration next to impossible (at least as this material is generally described in the literature.) Jeff

12-12-2005, 05:56
Boat: Tayana 37, M-20/I-20 Scow	, accidental impacts to the deck would soon create a of the structure. Granted that such sport boats are laid up with the thinnest possible schedule of laminates to keep the overall weight to a minimum and that Klegecel with the probably proper overlayers of adequate protection would perform as well as balsa for this 'light-weight' construction; but, probably needed a heavier layer of laminate over it to protect it. So, from such observations from a very limited application it seems that one needs a much thicker of kelgecel in comparison to balsa - not with respect to 'box beam' requirements but just to address the 'recovery' and impact strength of kelgecel. Again, this was the situation about 25 years ago, so with new formulations the product may be vastly improved.

12-12-2005, 16:38
	. These other guys sound like they know the material. Just what I've read and been told. But, we know how that stuff goes. We looked at the Endeavour 35's after falling for the Endeavour 38 CC. But, being out of my price range. Still like most Endeavor models. Good luck.

12-12-2005, 16:48
Boat: currently "on the beach"

12-12-2005, 18:19
Boat: Morgan 382 "Tropical Wave"	incursion if you go aground and damage the . The other question I had - without , how do you provide a ground for disipation? I think our J/30 was grounded to the . Thanks again! John

12-12-2005, 18:54
Boat: Farr 11.6 (AKA Farr 38) Synergy	, I personally strongly prefer a bolt on keel rather than an encapsulated keel.) Heres the way I see it. Lets start with the basics, niether bolt on keels or encapsulated keels are inherently stronger or weaker. It all comes down to how any given example of each is actually engineered. They each have to deal with a variety of loads and they both have to spread these loads out into the and they both have to deal with the trauma of a heeled boat dropping off a wave or running at speed into an immoveable object. If you look at the way side forces , the maximum force occurs where the keel stub hits the hull and not necessarily where the ballast meets the hull. The keel is a simple cantilever and maximum bending moment occurs at the fold in the hull where it turns down toward the keel. What happens structurally at the bottom of the keel is almost irrelevant to the discussion. So it is that the area that turns down into the keel needs to really have a lot of strength and that area needs to be reinforced to distribute the loads out into the hull. In a properly designed hull, there are a series of athwartship frames that take the load out into the hull and often there is a longitudinal frame that distribues these loads fore and aft. It does not matter whether we are talking about a bolt on keel or an encapsulted keel, these framing elements are critical to achieving the necessary strength in this area of the boat almost no matter how thick you make the . And these athwartship members have to be connected to the ballast keel so that they take the sideward moments (bending forces) from the ballast keel and connect them to the rest of the hull. Here's where it gets harder (but not imposible for an encapsulated keel). If you visualize a boat with an encapsulated keel at an extreme angle of heel, the weight of the ballast keel has a lot of leverage pushing against the sides of the encapsulation. The high side of the keel where the ballast ends is trying to pry the encapsulation away from the ballast. All that glues the ballast to the encapsulation typically is a polyester resin slurry. Polyester resin is not a great especially to lead or iron, and so oved time that adhesion fails. You might think that is no big deal. The ballast is in there and where can it go. But lets go back to our earlier discussion. As I said earlier it is critical to transfer the side loads from the ballast to the athwartships frames. In a properly encapsolated keel, this is done through a series of bonds. To explain, once the ballast keel is 'glued' in place in the fiberglass keel cavity, the top of the keel is glassed over. Normally this layer is pretty thin and is only intended to keep water out of the keel and if there athwartships frames, provide bonding for the athwartships frames. Then the athwartships frames are bonded to this membrane. Done right and still intact, the ballast transfers its loads to the sides of the keel cavity, which transfers most of the loads to the athwartships frames through the membrane at the top of the keel. And there in lies the problem, once the bond between the F.G. keel and the ballast has loosened the ballast is prying the top of the keel membrane away from the side of the keel cavity and with that goes a weakening of the athwarships connection to the hull. Walk around most any boatyard with a lucite hammer and tap out the area about 6" to a foot below the top of the ballast on any older boat with an encapsulated keel and you will find that many, if not most, have a void in this area. In fact as I have pointed out in prior discussions of this topic, over the years I have frequently walked around boat yards tapping on encapsulated keels doing an informal . As many as 50% percent of the encasulated keels that I have knocked on have delamination voids that were in excess of a foot in diameter, wiith many having total delamination. Making this problem worse is that this is an area that is next to imposible to because once water gets in there (and it does) it is very hard to re-establish a connection between the ballast keel and the hull. Now then run that boat aground. There's a couple things at here. First of all, it is very hard to do a proper glassing job at the bottom of the keel. You are laying up glass in a narrow cavity that a person really can't get into very well. Although there are lots of tricks to doing the work in these tight areas, having repaired quite a few of these in my day, the glass work at the bottom of keels is very heavy, from the laps in the cloth, but not very sturdy. There are usually large lenses of unreiforced resin and sections of dry cloth. When you run aground hard, the force generally crushes the cloth and drives the ballast upward against the membrane toward the top of the keel and the athwardhip frames, and creates a rotation that pulls downward at the forward end of the keel and upward at the aft end. Now you have a leak. Maybe small maybe large, but not one that can be easily repaired to full strength, People often think that an encapsulated keel must be stronger because the keel membrane is integral with the hull. While it is true that the keel cavity is integral with the hull, the ballast in not integral with the with the keel cavity. So it comes down to whether you trust a not extremely good glue (polyester resin) or pretty massive mechanical fasteners. So now for the other side of the story with bolt on keels. In the case of a bolt on keel you really do have greater . The fairing materials tend to be short lived. This is a pain in the neck process and even using it has to be done every 7 to 10 years. (That said it is no worse than fixing that come from moisture trapped between the keel cavity and the ballast working its way out through the not so great glasswork in the keel cavity. But not every encapsulated keel boat gets while every bolt on keel boat sooner or later needs refairing.) At some point, on most production boats with bolt on keels the SS keel bolts need to be replaced. (I have never understood why for just a little more cost the industry does not use Monel Keel bolts but that is another story) When we talk about the strength of a bolt on keel we are really discussing depending on the ability to make a mechanical connection vs than a glued connection. I'm a mechanical connection kind of guy. Also The stub is generally shallow enough that you can get really good glass work and the overlaps occur so that you have the thickest amount of glass where you need it most, right at the top of the keel. Often, on better built, low volume boats, the athwartships frames are often glassed right in as the hull is being laid up. (On less expensive boats and mass produced boats the frames are generally molded separately or as part of the liner and glassed or glued in.) The keel bolts then pass through the outward turned tabbing or flanges on the frames making a solid mechanical connection. In the same grounding as above, the metal (especially lead) absorbs much of the shock of the impact before ever distributing the loads to the keel bolts. The bolts have to distribute all of the loads in a compact area. Here is where engineering is critical and why there is nothing worse than a poorly engineered bolt on keel, and nothing better than a properly engineered one. In that impact, the aft end of the keel pushes up. In a properly engineered bolt on keel, that upward force is distributed through a solidly engineered frame at the aft end of keel which carries the loads into a wide area of the boat. Often there will be a bulkhead (seat face or other cabinetry) or massive longitudinal tied to this frame that distributes the loads fore and aft, and a athwartships bulkhead that distributes the loads into the hull and deck. (That same structure should be there in an encapsulted keel but it absolutely needs to be there on a bolt on.) At the forward end of the keel there needs to be a similar frame as well. This is the frame is perhaps easier to . It only needs to have sufficient bearing area to not slice down through the hull and to withstand the withdrawal forces of the forward keel bolts. Lastly there is shear but that's the easy one. All it takes is enough surface area on the bolts and enough bearing plate area to prevent the bolts from acting strictly in sheer. Of course a proper bolt on keel requires better engineering and is probably a more expensive keel to build. The keel casting must be made carefully. The bolts, and bearing plates are expensive. Great care must be taken in boring the holes for the keel bolts and there is a lot of labor and handwork in fairing the keel. This is why a lot of manufacturers take the short cut of doing an encapsulated keel. This is especially true of smaller production yards where the cost of precision tooling a keel casting can be exessive. In the end it is a off between the maintainable and the low . Encapsulated keels are low maintenance until they can no longer be repaired. Once upon a time, wooden boats had internal ballast, but they went to bolt on keels for the same reasons outlined here. For those of us, like myself, who tend to own older boats, I would think that the ability to repair a bolt on keel far outweighs the potentially lower maintenance of an encapsulated keel. At least that's how I see it. Respectfully, Jeff

13-12-2005, 03:18
Boat: (Cruiser Living On Dirt)	: Jeff said it much better than I would have. I generally prefer the transparency of an external keel - I can easily see how it was engineered, constructed, and maintained, which is generally not as readily apparent on an encapsulated keel. You can see the keel stub force grid, the keel-stub joint fairing, and any water intrusion collects (visibly) in the . The external keel stub provides a good sump. The external keels force grid also helps take the and loads, minimizing the hull and deck stress and deformation. Light groundings bruise an external lead keel, but could fracture the fibreglass encapsulation (with the attendant water intrusion). The fairing of the external keel-stub joint is easy to inspect & maintain when bottom painting. An encapsulated keel requires that you install an external ground strip or plate. In any case, the only suitable keel material is LEAD (ok, maybe uranium?) - watch out for steel/concrete internal ballast). As is so often the case, its a trade-off analysis, and perhaps (like Jeff) Im a biased towards the mechanical. Others might make convincing arguments for encapsulated ballast. FWIW, OMHO, Gord May

13-12-2005, 05:57
Boat: currently "on the beach"	? I understand JBoat has a small drain in the to deal with their version of the latter issue. capt lar

13-12-2005, 06:38
Boat: Morgan 382 "Tropical Wave"	on the keel, about 6" below the hull, but I don't seeing a drain on the of any of the J/24/29/30's. Of course these are all 20+ year old boats, so drains in the rudder may be something TPI have started with the more recent wave of J/boats. And thanks for the dissertation on keels Jeff, that's all really good info for a like me. John

13-12-2005, 12:40
Boat: currently "on the beach"	recently told me of a keel that had several gallons trapped. capt lar

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Sailboat Guide

Endeavour 35

Endeavour 35 is a 35 ′ 5 ″ / 10.8 m monohull sailboat designed by Bruce Kelley and built by Endeavour Yacht Corp. between 1983 and 1987.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

D: Displacement of the boat in pounds.
LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

D: Displacement of the boat in pounds
LOA: Length overall in feet
Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

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Specifications

Basic information.

Builder Endeavour
Model 35.5 Sloop
Category Sloop
Condition Used
Cruise Speed 6 KN
Fuel Type Diesel
Hull Material Fiberglass
LOA 35' 6"
Beam 12' 2"
Max Draft 4' 11"
Fuel Tank 30 GAL
Fresh Water 76 GAL
Holding Tank 15 GAL
Displacement 13,250 LBS
Number of Engines 1
Make Yanmar
Power HP 27.00 HP
Location Middle

"Runaway" 1984 Endeavour 35'

1984 Endeavour 35.5 Sloop

Full Description

Vessel walkthrough.

Forward is a V-Berth with bureau and hanging locker. To port is the enclosed head with composting head and stall shower. Centered in the boat is a full beam main cabin with settees, lockers and drawer storage. A chart table and double quarter berth are aft to port; the galley is starboard aft. Teak and Holly sole.

Main Salon:

Port and starboard settee berths
Teak and Holly sole
Port settee slides out to form wide berth
Navigation station with chart table and storage
Double quarter berth
Shelf and drawer storage
Seth Thomas clock and barometer
Custom Teak drop leaf table
Opening overhead hatch
Opening ports
12 Volt Lighting and fans
Jensen XM ready stereo
2011 Two-Burner Seaward LP gas cooktop, Princess Gourmet
2011 Custom Teak drawers under cooktop
Adler Barbour cold plate refrigeration
Exhaust fan
Vented LP gas deck locker
Six gallon Raritan water heater, 110 volt and heat exchanger from engine
Single stainless steel sink
Cabinet storage
Magna Catalina barbeque grill
Hot and cold pressure water

Master Stateroom:

6’9” Long V-Berth with insert
Clothes bureau
Hanging locker
Opening hatch and opening ports
Head compartment with stall shower, sink
Sanitation hoses and fittings replaced 2008
Composting Head
Lewmar winches two #24 two speed mast winches, #14 self tailing reefing winch, two #46 self tailing genoa winches, main sheet winch
Running rigging replace 2022
Mack mainsail and sail cover 2012
Harken roller furling with 135% Genoa and a 155% Genoa
Running rigging and reef winch 2004
Mast step replaced 2004
Standing rigging replaced 2022 except for Back Stays
Aluminum mast and boom stripped and Awl gripped 2004
Cockpit storage lockers
Cockpit dodger and Bimini
Bench seat at helm
Cabin top grab rails
Dorade vents
Danforth #20H anchor, chain and rode
Danforth #22 anchor, chain and rode
Stainless steel bow pulpit and life line stanchions
Forespar davit system 2012
Bottom stripped to fiberglass, 5 coats Interlux barrier coat 2000/2001
Bottom Painted 2022
Stern tube replaced 2007
Rudder post replaced 2007 with 1.25” stainless steel shaft
Hull Awlgrip 2009
Decks painted with Interlux Brightside 2011
Binnacle and winch covers 2011
Stainless steel folding transom ladder
Aft rail mounted outboard bracket
Cabin top main sheet traveler with cockpit controls
Main sheet led aft to cockpit
Spare halyard
Double spreader rig
Topping lift
Lazy jacks and mainsail cover
Inboard and outboard jib tracks
Sliding companionway hatch with sea hood
Teak companionway doors
Cockpit cushions
Life Sling 2
Three inflatable PFDs, three offshore PFDs with whistles, 6 inshore PFDs

Electronics and Helm:

Raymarine S-60 depth sounder
Oversized steering wheel
Autohelm autopilot
Icom hand held VHF radio
Icom M304 VHF radio at Nav station
Garmin EchoMap Plus
6” Danforth compass
Edson pedestal steering; refit 2011 with new brake, cables, quadrant and Awlgrip paint
Emergency tiller

Electrical:

DC breakers and battery monitor
Attwood 1100 automatic bilge pump 2017
2017 Battery cables and terminals
Four Marine group 31 batteries; relocated from lazarette to under cabin sole
100 Amp alternator 2017
Guest 30-amp battery charger
30 Amp shore power, two 30 amp cables
Morningstar 60 watt 8.4-amp solar panel with 15-amp regulator 2017
AC/DC breaker panel at Nav station

Engine Details and Mechanical Equipment:

Yammer 3HMF three cylinder marine diesel engine
Hurth 2.83:1 marine transmission
New mixing elbow 2017
Vernalift fiberglass water lift muffler and hoses 2011
Racor fuel filter 2007
Fuel tank cleaned 2007
New shift and throttle cables
Perko raw water strainer 2007
PSS dripless stuffing box 2007

Mechanical Disclaimer

Engine and generator hours are as of the date of the original listing and are a representation of what the listing broker is told by the owner and/or actual reading of the engine hour meters. The broker cannot guarantee the true hours. It is the responsibility of the purchaser and/or his agent to verify engine hours, warranties implied or otherwise and major overhauls as well as all other representations noted on the listing brochure.

The company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change or withdrawal without notice.

Listing MLS by Yachtr.com

1984 Endeavour 35.5 Sloop"Runaway" has benefited from numerous upgrades and is well equipped for cruising on the East Coast or Bahamas. Solid 1980’s construction, roomy interior and good sailing performance at a very reasonable price. Brewer Yacht Sales is pleased to assist you in the purchase of this vessel. This boat is centrally listed by United Yacht Sales. It is offered as a convenience by this broker/dealer to its clients and is not intended to convey direct representation of a particular vessel

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Endeavour 35

The endeavour 35 is a 35.42ft masthead sloop designed by bruce kelley and built in fiberglass by endeavour yacht corp. (usa) between 1983 and 1987., 300 units have been built..

The Endeavour 35 is a moderate weight sailboat which is a good performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a short water supply range.

Endeavour 35 for sale elsewhere on the web:

Main features

Model	Endeavour 35
Length	35.42 ft
Beam	12.17 ft
Draft	4.92 ft
Country	United states (North America)
Estimated price	$ 0	??

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Sail area / displ.	19.44
Ballast / displ.	42.49 %
Displ. / length	230.41
Comfort ratio	23.48
Capsize	2.06

Hull type	Monohull fin keel with rudder on skeg
Construction	Fiberglass
Waterline length	29.50 ft
Maximum draft	4.92 ft
Displacement	13250 lbs
Ballast	5630 lbs
Hull speed	7.28 knots

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Rigging	Masthead Sloop
Sail area (100%)	678 sq.ft
Air draft	0 ft	??
Sail area fore	395.50 sq.ft
Sail area main	282.75 sq.ft
I	50 ft
J	15.82 ft
P	43.50 ft
E	13 ft

Nb engines	1
Total power	0 HP
Fuel capacity	33 gals

Accommodations

Water capacity	76 gals
Headroom	0 ft
Nb of cabins	0
Nb of berths	0
Nb heads	0

Builder data

Builder	Endeavour Yacht Corp. (USA)
Designer	Bruce Kelley
First built	1983
Last built	1987
Number built	300

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1985 Endeavour 35.5 Technical Specs

General data about endeavour 35.5.

Brand
Model
Boat Type
Category
Year Of Production
Condition (New/Used)
Country
Fuel (Gas/Diesel)
Hull Material Used
Length
Selling Price

Engine and Power Specs

Engine manufacturer
Engine Location
Engine Location
Engine Hours

Engine Horsepower
Engine Drive
Engine Built Year
Boat Propeller build
Boat Propeller

Dimensions And Wieght

Main Sailing Vessel
LOA (Length Overall)
L.W.L(Length WaterLine)
Full Sail Area
Displacement (Weight)
Boat Maximum Draft
Boat Keel Type
Beam Width
Ballast System Weight

Detailed Specifications

Waste Water Tank
Twin Berths
Numebr of Cabins
Number of Seats
Number of Heads (Watercraft)
Gas Tank Size
Drinking Water Tank
Anchor Windlass

Features And Equipments

Sailing features.

Genoa

Fully battened mainsail

Other Equipments

Last bottom paint in april 2021

3 other sails come with the boat

Interior Specifications

Oven and cooktop

Marine battery charger

Combination microwave oven

Automatic bilge pump

Air conditioner

Exterior Features

Swim ladder

Mainsail cover

Deck shower

Cockpit cushions

Electronical And Electrical Info

Vhf radio

Tv & entertainment system

Shore power socket

Radio and sterio receiver

Marine wind instruments

Marine receiver and cd player

Marine gps

Inverter charger

Depth sounder instrument

Chartplotter system

Autopilot system

Deck Hardware

Steering wheel (helm)

Endeavour 35.5

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FightCenter #
M-1 Challenge 11 M-1 Challenge 11
Samoilov vs. Jones Samoilov vs. Jones

Fighter Comparison

Jones				Samoilov
11-5-0		Pro Record At Fight	Pro Record		6-2-1
Climbed to 12-5		Record After Fight		Fell to 6-3-1
Netherlands Netherlands				Russia Russia

27 years, 5 months, 3 weeks	27 +5 mos, 3 wks		Age at Fight		24 years, 2 months, 3 weeks, 4 days	24 +2 mos, 3 wks, 4 days
		Height
		Gym

Bout Information

Dmitriy samoilov vs. jason jones, event poster.

Fight Details

Event: M-1 Challenge 11: Holland
Date: Sunday 01.11.2009
Venue: Sports Centrum
Enclosure: Ring
Location: Amstelveen, Holland
Bout Billing: Main Card (fight 7 of 9)
Pro/Am: Professional
Weight: 185 lbs (84.0 kg)
Samoilov Total Disclosed Pay: Samoilov Disclosed Pay: None Disclosed
Jones Total Disclosed Pay: Jones Disclosed Pay: None Disclosed

Event Discussion

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The Mari El Republic, Russia

The capital city of Mari El republic: Yoshkar-Ola .

The Mari El Republic - Overview

The Republic of Mari El is a federal subject of Russia located in the east of the European part of the country, in the Volga Federal District. Yoshkar-Ola is the capital city of the region.

The population of Mari El is about 671,400 (2022), the area - 23,375 sq. km.

Mari El republic flag

Mari el republic coat of arms.

Mari El republic anthem

Mari el republic map, russia, mari el republic latest news and posts from our blog:.

18 December, 2019 / The center of Yoshkar-Ola from above .

28 July, 2018 / Bizarre Sheremetev Castle in Yurino .

10 November, 2016 / Yoshkar-Ola - the view from above .

10 June, 2014 / Palace and park ensemble "Sheremetevo Castle" .

26 June, 2011 / Beautiful karst lake Marine Eye .

History of Mari El

The Finno-Ugric tribes inhabited the current territory of the western, northern and central Russia since prehistoric times. The archaeological sites dating back to the first millennium B.C. are preserved on the territory of Mari El.

Due to the fact that Mari written language (tishte) was used only for recording economic information and Tatar written sources were destroyed, almost all of the written information on the history of the Middle Volga is in Russian language.

Between the 5th and the 8th centuries, the ancestors of Mari interrelated with the Goths and later with the Khazars, the state of Volga Bulgaria, which was located on the territory of present Tatarstan and was destroyed by the Mongols headed by Batu in 1236.

From the 9th century, Mari had contacts with the Slavic people of Kievan Rus who were moving eastwards and lived in the towns of Rostov, Galich, Yaroslavl, Suzdal, Vladimir, and Nizhny Novgorod. These towns were built on the lands of the Western Mari who converted to Christianity and were assimilated with the Slavs. Mari who refused to accept Christianity moved further east. Cheremis (the former name of Mari) were first mentioned in the 10th century.

More Historical Facts…

In the 13th-15th centuries, the territory inhabited by Mari was part of the Golden Horde and then the Kazan Khanate. In the 16th century, the area became a place of confrontation between the Russian state and the Kazan Khanate. In 1551, the territory of the highland Mari (on the right bank of the Volga River) came under the control of Moscow. In 1552, the Russian state captured Kazan and the Khazar Khanate ceased to exist. The lowland Mari began to pay tribute to Moscow too.

However, the entry into the Russian state was not peaceful and resulted in the so-called Cheremis wars, which lasted about 30 years. The wars ended after construction of towns-fortresses with military garrisons (Kozmodemyansk - in 1583, Tsarevokokshaisk (present Yoshkar-Ola) - in 1584, Yaransk and Sanchursk).

Forcible conversion to Christianity was the reason why a lot of Mari left their villages and went into the woods. During the reign of Peter the Great, Mari began to serve in the Russian army. At the same time, the research of this territory began, the first documents about the Mari language were created.

Mari lived under hard conditions and, in 1775, they joined Pugachev’s Rebellion. In 1872, a pedagogical school was opened in Kazan, which contributed to national revival of Mari. Prior to the revolutionary events of 1917, Mari had no autonomy and lived in Kazanskaya, Vyatskaya, Nizhegorodskaya, Ufimskaya, and Yekaterinburgskaya gubernias (provinces).

On November 4, 1920, Mari Autonomous Oblast was formed. In the 1920s, two equal literary language variants were established: lowland and highland Mari languages. These years were remarkable for rapid development of national culture. However, in the 1930s, when the mass repression began, this process slowed down. Mari population became the minority in the republic and the Mari language was replaced by Russian. On December 5, 1936, Mari Autonomous Oblast was reorganized into the Mari Autonomous Soviet Socialist Republic.

During the Second World War, more than 130 thousand people were drafted into the Soviet army. Only about 56 thousand people returned. At that time, a number of industrial enterprises were transferred from Moscow, Leningrad, Odessa, and others cities to Mari El.

In the postwar period, new large enterprises of machine-building and tool-making were opened. In 1972, the first university in the republic was opened - Mari State University.

On December 9, 1992, it became the Republic of Mari El. The name is derived from the ethnic name of indigenous population “Mari” (meaning “man, husband”) and “el” (meaning “country, region”).

In the 2000s, a lot of cultural facilities in Yoshkar-Ola (Tsarevokokshaisk Kremlin, embankment, Arkhangelskaya Sloboda, Sergei Chavain Boulevard, Victory Boulevard and others) were built and reconstructed.

Nature of the Mari El Republic

Small river in Mari El

Author: Alex Grachov

The Volga River in the Mari El Republic

Winter in Mari El

Mari El - Features

Mari El is located in the east of the East European Plain, in the middle reaches of the Volga River. Most of the territory of the republic is located on the left bank of the Volga. Gornomariysky district is situated on the right bank.

The climate is temperate continental with long cold winters and warm summers. The average temperature in summer is about plus 18-20 degrees Celsius, in winter - about minus 18-19 degrees Celsius.

The main natural resources are peat, clay, building stone, limestone, glass, silicate sands, mineral springs. Mari El is rich in lakes and coniferous forests. The main industries are machine-building and metal working, timber, wood processing, paper and pulp, light and food industries. Agriculture is presented by meat and milk producing, sheep, goat and pig breeding, poultry farming. Such crops barley, oats, rye, wheat and vegetables are grown.

Yoshkar-Ola, with the population of about 279,400 people, is the largest city of the region. Also there are three towns: Volzhsk (51,900), Kozmodemyansk (19,700) and Zvenigovo (10,800). The national composition according to the 2010 Census: Russians (45.1%), Mari (41.8%), Tatars (5.5%).

Today, only about 320,000 of Mari out of 670,000 live in the Republic of Mari El. National culture of the Mari region is rich and diverse. Mari El is connected by cultural and economic ties with other Finno-Ugric peoples of Hungary, Finland and the Baltic countries.

The transport network of the republic is presented by all modes of transport: river (the Volga and Vetluga rivers with piers in Zvenigovo, Volzhsk, Kozmodemyansk, Yurino, Kokshaysk), air (the airport in Yoshkar-Ola offers regular flights to Moscow), rail (regular trains to Moscow), highways to Kazan and Cheboksary.

Attractions of Mari El

The Republic of Mari El is one of the most environmentally friendly regions in the European part of Russia. There are a lot of beautiful clean lakes, rivers and forests. It is a popular destination for travelers and tourists who enjoy nature.

The Volga, the longest river in Europe, flows for 155 kilometers through the territory of Mari El. Kozmodemyansk, one of the oldest towns in the territory of the republic, stands on its banks. Kozmodemyansk museum complex includes:

Art and History Museum named after A.V. Grigoriev;
Ethnographic Open-Air Museum - an exhibition showing the life and culture of the mountain Mari;
Museum of Ostap Bender - installations and everyday objects one way or another related to the events of Ilf and Petrov’s novels “12 chairs” and “The Golden Calf”;
Merchant Life Museum - the interior (furniture, household items) of a merchant’s house.

On the banks of the Volga you can also find the famous Sheremetev Castle (1874-1915). This palace and park ensemble, an architectural monument of federal importance, is located in the village of Yurino.

Numerous lakes are one of the main natural resources of the Republic of Mari El. Many of them are surrounded by forests and very picturesque. Tourist park, sports camps, rest homes, and sanatoriums are located on their shores. Bolshaya Kokshaga Nature Reserve is known for its virgin forests and wildlife.

The National Park “Mari Chodra” , located on Klenovaya (“Maple”) Mount, in the valley of the Ilet River, is an interesting natural complex offering various opportunities for boating, fishing, horseback riding, and mushrooming.

On its territory you can find “Klenovaya Mountain” sanatorium, such popular tourist places as Zelenyy Klyuch source, the lakes of Yalchik, Mashiner, Glukhoye, Konaner, the rivers of Ilet, Yushut, Petyalka. The oldest oak tree in the republic known as the Pugachev’s Oak is situated here too. According to legend, E.I. Pugachev with his troops stayed the night in its shadow.

Tours with recreational activities include water routes along the rivers of Malaya and Bolshaya Kokshaga, Bolshoy Kundysh, Ilet, Nemda, Volga; hiking and horseback riding in the south-western, southern and north-eastern parts of the republic; cycling and skiing throughout the entire region. Pilgrimage tours to holy places (monasteries, churches, sacred springs) and cult groves are also popular.