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Stirling & Son 43 ft Gentleman's Cutter 2012



Stirling & Son 43 ft Gentleman's Cutter 2012

Designer Will Stirling
Builder Stirling and Son
Date 2012
Length overall 62 ft 0 in / 18.9 m
Length deck 43 ft 0 in / 13.1 m
Length waterline 37 ft 1 in / 11.3 m
Beam 10 ft 10 in / 3.3 m
Draft 7 ft 7 in / 2.3 m
Displacement 20 Tonnes
Construction Carvel larch planking over oak frames
Engine Beta Marine Diesel 60 HP
Location United Kingdom

These details are provisional and may be amended




A breathtakingly beautiful yacht from a present day builder with a sensibility not just for yacht design from the late 19th Century – special as that was - but the vision to create a vessel for a sailor useful enough to enjoy with his family in 2014 and that can genuinely excite when the conditions and mindset of the crew determine - with the capability bravely to explore blue water and beyond. A gentleman’s cutter – Gentlemen let’s broaden our horizons.


Vat unpaid

VAT is unpaid on this yacht


Rig, spars and sails

The mast is turned from a specially selected Douglas fir, slow grown over approximately 110 years. The spars are laminated from 3 inch Canadian fir to give them rigidity and strength in their smaller sections. Particular attention paid is to the spar detail given in Dixon Kemp’s treatises.

The standing rigging is 14 mm galvanised wire for the lowers and 10 mm for the uppers, traditionally spliced and served with wooden dead eyes and lanyards. The running rigging is of three strand buff polyester rove through ash pulley blocks. Bronze winches are fitted for the staysail and jib sheets and period winches on the spider band for the topsail sheet and reef earrings. The mainsheet buffer is cast in bronze.

The sails are of cream clipper canvas (a synthetic flax) with hand sewn bolt ropes. The sail wardrobe consists of:

- Mainsail
- Staysail
- Jib
- Topsail
- Jib topsail
- Square sail

Additional light weather sails are an optional extra



The interior is fitted out to a high standard in oak fielded panelling with contemporary Victorian detail. There is over 6 ft headroom beneath the beams.

Accommodation layout

Access below is by sliding hatch in the coach roof and companionway steps down over the engine housing. The galley is to port. Forward opens out into the saloon, well lit by skylight, and with Chesterfield green leather upholstered settees either side of the generous drop leaf table amidships. Forward a doorway opens to the owners cabin with plentiful cupboard stowage to port, double berth to starboard and head compartment forward to starboard. The cabin is heated with a copper charcoal burner by Pascal and Atkey and the entire suite is also accessible form the foredeck hatch and steps. The fore peak provides for sail stowage. The berth cushions are 4 inch deep foam with a synthetic canvas covering.

Coming back aft there is a pilot berth located discretely outboard of the starboard settee. Beyond the saloon aft is the chart / navigation area - opposite the galley and then quarter berths up either side of the companionway.


Deck equipment

The vessel is steered with a hand carved oak tiller and the engine controls are within reach.

Compass binnacle
A traditional pattern binnacle is fitted with an electrical compass light.

The Windlass is of traditional pattern. It has two speeds for the chain gypsy, a brake and a warping drum which can be used to tension the bob-stay.


Mechanical, electrical, tankage and plumbing

-Beta Marine Diesel of 60 hp with a feathering propellor and rope cutters on the shaft
-PRM 260 2:1 reduction gear box and R&D coupling
-Insulated engine compartment
-Beta deluxe model engine start panel
-Bronze engine control mounted in cockpit

Electrical System
A complete but simple electrical system includes brass berth lights, a brass galley light and a chart table light. The forepeak has one, the cabin one, the saloon two and the quarter berths two brass lights – all with brass switches are brass. There is a comprehensive fuse panel, splitter and navigation lights. The owner’s electronics will be incorporated into this system. There are two heavy duty deep cycle batteries, one for domestic use and the other for engine start.

Galley, Head, Plumbing and Tankage
- Blake Taylor 030 paraffin 2 hob cooker with oven
- Copper sink and brass hand pump fresh water tap
- Baby Blake Minor sea toilet with wooden seat
- Decorative china hand basin in the head
- Bronze fillers fitted on deck for fresh water and diesel
- Bronze sea cocks for all skin fittings
- Electric bilge pump with automatic float switch
- 215 litres fuel capacity in a rigid tank fitted with a sender unit for the fuel gauge
- 335 litres of fresh water capacity in a rigid tank


Not included

Items which are not included in the sale
- Navigation and communication electronics
- Fenders
- Warps
- Safety equipment



Hull Centreline
- Keel, sided 6 inch and moulded 12 inch amidships
- Stem sided 5 inch and sternpost sided 5 inch opepe (West African, comparable with teak)
- Fastened with ¾ inch copper bars clenched over rings

Hull Frames
The framing is English oak. The sawn frames are cut from selected oak limbs so the grain runs true. The 2 ¼ inch sided futtocks are alternately double (4 ¼ inch sided) and single on 15 inch centres. The double framing is pinned together with ½ inch copper rod.

The floors on the double frames are 3 inch oak with a single bolt of ¾ inch bronze through the centre. The floors on the single frames are 316 stainless steel webs with two 5/8th inch bolts bronze through the flange isolated with a Tufnol top hat.

As the rig heels the boat, the ballast keel counteracts the pressure, trying to twist the wood keel from the garboard. The combination of a broad timber keel with alternate timber and metal floors creates a robust hull to keel connection and the wide faying face of the wood keel allows both centreline and lateral bolting of the ballast keel.

Hull Planking
The hull planking is of Scottish larch. The strakes are sided 1 ¼ inch. This durable timber was recommended alongside teak as an alternative to English oak for the Royal Navy in 1830.

The lead ballast keel is 4.25 tons around 60% of the vessel’s ballast. This is bolted through the wood keel and floors every 15 inches with alternate ¾ inch single and 5/8th inch double bronze bolts. The remaining 40% of trimming ballast is in the form of specially cast lead ingots which individually fit and are held in the bilges beneath the cabin sole.

The covering board is of varnished opepe and is not pierced with stanchions. The topsides have a tapered bulwark in keeping with the period. The bulwark is surmounted with a domed oak capping.

Deck planking
The deck is of quarter sawn Oregon pine, fastened with bronze gripfast nails and payed with Jeffries No 2 marine glue. The planking is tapered and swept.

The skylight, companion, cockpit, forehatch and lazarette are made of opepe with particular attention paid to contemporary detail.

All timber will receive seven coats of Blakes varnish or five coats of paint as appropriate. The deck will be oiled. The inside of the hull itself is oiled and then varnished to given an antique feel to the hull and to allow the quality of the craftsmanship to be evident. Deck lights are fitted, two dorade vents and a bronze mushroom vent aft.


Builders comments

INTEGRITY is a 43 ft Gentleman\'s Cutter of circa 1880 conception. Inspired as a cruising
racer, she is a classic English cutter. The design takes reference from Fife\'s BLOODHOUND, Nicholson\'s MARIGOLD, Beavor-Webb\'s PARTRIDGE, G.LWatson\'s VANDUARA and Dixon Kemp\'s ZORAIDA.

Yacht design is as diverse as there are differing tastes for them. The straight stemmed cutter of this era is by any reckoning however; particularly graceful. Design is also a compromise on a number of qualities and the criteria for INTEGRITY have in mind a beautiful vessel which is exciting to sail and can keep the sea. She must also be comfortable to live on during the summer, can be sailed by two people with ease, yet is of sufficient size to accommodate a strong expedition crew when sailing in high latitudes and has a build specification for longevity and world wide cruising (to include small scale ice breaking in extremis) - in short; pretty demanding.

The hull is both resistance and a converter into motion of the power developed in the rig. Thus the balance of the hull is critical to performance. The combination of a well balanced hull with an appropriately designed rig will give the helmsman a feeling of responsive control.

INTEGRITY has a great deal of canvas, in fine weather she can set two thousand square feet. She is not however an uncompromising plank on edge racing cutter - but a cruising yacht with the ability to race. Her hull has integral form stability with a good beam and firm bilge, which together – and quite apart from the ballast, will help her stand up to her rig.

Buttock One aft is indicative of a cruising racer. The pure racer has straight Buttock Lines in the run. Nonetheless her sections show a clean run aft culminating in an elegant counter with enough V section to ease the blows when running before a sea. Her bow sections are fine enough to be driven through the waves yet her forward reserve buoyancy is good. She retains enough fore foot to grip the water when hove to. Under inclement conditions with bowsprit reefed and topmast housed she can snug down to trysail with storm jib and keep the sea. It is important to have confidence in a boat’s ability to remain comfortable and safe when the weather deteriorates.

The hull is of larch planking on oak with copper and bronze fastenings. 45% of her ballast is external with a wide faying face to both wood and lead keel in order to minimize the twisting force upon the keel. The external lead keel is bolted directly through the wood keel to the bronze floors. Heels of the grown oak framing are bolted through the wood keel and all planking butts through riveted. There is an option for the underwater hull to be copper sheathed once she has settled. She is built in accordance with Lloyds A1 specifications.


These particulars have been prepared from information provided by the vendors and are intended as a general guide. The purchaser should confirm details of concern to them by survey or engineers inspection. The purchaser should also ensure that the purchase contract properly reflects their concerns and specifies details on which they wish to rely.


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