The Contessa 28 Sailboat

Key Takeaways:  The Contessa 28 is a 27'8" (8.43 m) masthead sloop with a fin keel and spade rudder, designed as a racer‑cruiser with genuine offshore ambitions. She is strongly built in fibreglass with a high ballast ratio and a capsize screening figure below the usual ocean‑passage threshold, giving reassuring stability for coastal and limited bluewater work.

Upwind performance is a highlight, with good pointing and a steady motion in a chop, while light‑air speed and downwind comfort are more modest. Inside, she is compact but workable for a couple, with occasional extra berths. For the right owner—someone who values sailing ability and structural integrity over sheer interior volume—the Contessa 28 can be a capable, confidence‑building small cruiser, provided the usual age‑related issues are addressed.

A Contessa 28 with a furling headsail and slab reefing on the main

The Contessa 28 at a Glance

• Type: Masthead sloop, fin‑keel monohull racer‑cruiser

• Designer: Doug Peterson

• Builder: Jeremy Rogers Ltd, Lymington, UK

• Production Years: First built 1977; production primarily late 1970s to early 1980s

• Rig: Single‑spreader masthead sloop, deck‑stepped mast on tabernacle

• Best for: Experienced coastal and occasional offshore sailors who prioritise sailing performance and structural integrity over maximum interior volume.

• Strengths: High ballast ratio, reassuring stability, strong fibreglass construction, good upwind performance, safe cockpit, proven design pedigree.

• Trade‑offs: Modest motion comfort by modern cruising standards, limited tankage, compact interior, and the usual maintenance demands of a 1970s fibreglass yacht.

Design & Construction

Doug Peterson’s brief for the Contessa 28 was to create a smaller companion to the Contessa 32 that could still carry its weight offshore while being accessible to owners stepping up from 26‑footers and similar boats. The hull is a straightforward IOR‑era shape: moderate beam at 9'5" (2.87 m), relatively low freeboard, a fin keel with lead ballast and a spade rudder. This combination gives a responsive feel on the helm and good control when pressed, but it also means the rudder and keel should be inspected carefully on any prospective purchase for grounding damage and fatigue.

Construction is fibreglass (GRP), with solid laminate below the waterline and typical deck mouldings of the period. Jeremy Rogers’ reputation for quality lay‑up and attention to detail is well earned; these boats were not built down to a price in the way some contemporary French production boats were. That said, we are now dealing with hulls that are approaching fifty years old, so osmosis, deck core issues around fittings, and general fatigue must be considered part of the buying conversation rather than an exception.

Cabin windows on the Contessa 28 are conventional framed units rather than the large bonded hull glazing seen on modern designs; they are mechanically fastened through the cabin sides. This is good news from a maintenance perspective, as rebedding frames and renewing sealant is a straightforward job compared with structural bonded windows. Chainplates are typically bolted to substantial internal structures rather than being fully bonded and laminated into the hull; this makes inspection and replacement more practical, but it also means you must check for crevice corrosion, movement and any signs of leaks around the deck penetrations.

The keel is a fin with lead ballast, bolted to the hull. Keel bolt condition is critical: after decades in service, bolts may show corrosion or stretching, especially if the boat has had any hard groundings. The spade rudder is hung on a stock that passes through the hull; bearings and the rudder blade itself should be checked for play, water ingress and delamination. There were no widely produced alternative versions such as bilge‑keel or centreboard Contessa 28s; the class is essentially a single deep‑fin configuration with minor interior variations between boats.

No formal STIX (Stability Index) rating is widely published for the Contessa 28, as the design predates the current RCD framework. Instead, stability is usually assessed using traditional ratios and the capsize screening formula, which place the boat in a favourable band for offshore work.

Published Specification: The Contessa 28 Blueprint

Sail Areas & Rig Dimensions

Rig dimensions

• I (foretriangle height): 35'0" (10.67 m)
• J (foretriangle base): 11'2" (3.40 m)
• P (mainsail luff): 30'0" (9.14 m)
• E (mainsail foot): 9'6" (2.90 m)
• Mainsail area: 142.5 ft² (13.24 m²)
• Foretriangle (100 % headsail) area: 195.5 ft² (18.16 m²)
• Total working sail area: 338 ft² (31.4 m²)

This is a straightforward masthead rig: a modest‑sized main and a relatively powerful headsail, typical of the era. Many owners now sail with slightly smaller genoas or high‑cut jibs to ease handling and improve visibility, especially when short‑handed.

Performance Analysis: Understanding the Design Ratios

Taken together, these ratios describe a small but serious boat: heavy for her length, with enough sail to keep moving but not so much that she becomes skittish. The ballast figure and CSF are particularly encouraging for sailors thinking about exposed coasts and occasional offshore legs, while the comfort ratio reminds us that this is still a sub‑30‑foot hull with limited length to smooth out the sea.

For more on this topic, you might want to take a look at Understanding Boat Performance & Design Ratios...

How the Contessa 28 Sails

Upwind is where the Contessa 28 earns her keep. Owners and period reviews consistently note that she points well and holds her course in a chop, helped by the fin keel and relatively narrow stern. In moderate breeze, she tracks steadily and rewards careful trimming; the helm feel is positive without being heavy, and weather helm remains manageable if the sail plan is kept sensible.

Reefing needs to be taken seriously. With a masthead rig and a reasonably powerful headsail, the boat can feel pressed if left under full canvas as the wind rises. Sensible practice is to reef the main early and consider changing down to a smaller headsail rather than relying solely on roller‑reefing a large genoa. Short‑handed crews will appreciate a well‑organised cockpit with lines led back and reliable reefing gear; investment in modern sail handling systems pays dividends here.

Downwind, the forward beam and narrower stern make the motion a little more lively than some modern wide‑stern cruisers. The boat behaves well with a poled‑out headsail or asymmetric, but she is not a surfing machine. In a quartering sea, the spade rudder gives good control, but the helmsman needs to stay engaged to avoid slewing. For coastal passages and typical trade‑wind legs, this is entirely manageable, but it is worth understanding that the boat’s sweet spot is still upwind and on a reach rather than running deep for days on end.

Short‑handed behaviour is generally good. The rig is simple, the deck layout is uncluttered, and the boat’s size means loads are manageable for a fit couple. Autopilots or windvanes sized correctly for a 7,000 lb displacement work well, and the hull tracks cleanly enough that self‑steering does not have to fight constant yaw.

Bluewater Capability: Strengths & Trade-Offs

From a numbers perspective, the Contessa 28 ticks several boxes for offshore work: a CSF below 2.0, a high ballast ratio, and a heavy‑displacement hull that carries weight without becoming tender. The construction quality from Jeremy Rogers adds confidence; these boats were built with offshore racing and serious cruising in mind, not just weekend pottering.

The trade‑offs lie in tankage and size. Original fuel capacity is around 10 gal (38 L) and water about 16 gal (61 L), which is marginal for extended passages without additional jerrycans or upgraded tanks. Stowage for provisions and spares is adequate for a couple on a modest passage but will feel tight compared with modern 32‑footers. Load‑carrying is helped by the high D/L ratio; the boat does not slump dramatically when loaded, but every extra kilogram still has to be pushed through the water.

Deck safety is generally good: the cockpit is deep and secure, side decks are usable, and the low freeboard keeps the crew close to the water without feeling exposed. Adding modern jackstays, proper non‑slip, and upgraded guardrails is straightforward and recommended. For bluewater use, attention should be paid to companionway washboards, cockpit drainage, and the integrity of all deck fittings; these are now old boats, and any weakness will show up quickly offshore.

In summary, the Contessa 28 can be set up for serious passages by an experienced owner who understands the limitations of a sub‑30‑foot hull. She is not a long‑term liveaboard platform for a family, but for a couple or solo sailor with realistic expectations, she offers a credible route into offshore sailing.

Configuration, Layout & Cruising Characteristics

The cockpit is classic late‑1970s British: deep, relatively narrow, with good protection and a sense of being “in” the boat rather than perched on top. Coamings are not as generous as some would like, and back support can be improved with cushions or custom modifications, but the working environment is safe and practical. Primary winches are within reach of the helm, and the traveller and mainsheet are typically placed where the helmsman can trim without leaving the wheel or tiller.

Below, the layout is a conventional small cruiser arrangement. Expect:

• Forecabin with V‑berth, suitable for two but tight in length for taller sailors.

• Heads compartment just aft of the forecabin, usually to port.

• Saloon with settee berths port and starboard, sometimes with a pilot berth or quarter berth aft.

• Compact galley near the companionway, typically with a two‑burner stove, sink and limited worktop space.

• Navigation area opposite the galley or integrated into the saloon.

Headroom is limited compared with modern designs; most adults will not stand fully upright throughout the cabin. Storage is adequate for coastal cruising and shorter passages, with lockers under berths and behind backrests, but long‑term liveaboard use will require careful organisation and probably some custom additions.

For cruising, the boat suits a couple who are comfortable living in a compact space and who value the ability to sail efficiently. Occasional guests can be accommodated, but the boat feels happiest when not overloaded with people and gear. Heating, ventilation and insulation upgrades are worthwhile for northern climates, as original fit‑out was basic by modern standards.

Who This Boat Is Best For

Good fit for:

• Experienced coastal & offshore sailors who want a small, capable boat with honest sailing manners.

• Couples or solo sailors comfortable with compact living spaces and focused on sailing rather than marina‑side entertaining.

• Owners stepping up from 24–26‑footers who want more offshore capability without the running costs of a 32‑footer.

• Hands‑on refitters who are willing to tackle keel bolts, deck hardware, and interior upgrades on a solid GRP platform.

Less ideal for:

• Families seeking generous interior volume and separate cabins.

• Owners who prioritise light‑air performance and high average speeds over seakindliness and stability.

• Sailors wanting minimal maintenance, as any 1970s boat will demand ongoing attention to structure, systems and cosmetics.

• Liveaboard crews expecting apartment‑like comfort, where a larger hull would be more appropriate.

The Buyer’s Checklist: Common Problem Areas

For a buyer looking at a Contessa 28 today, the following points deserve close inspection:

• Keel bolts & keel‑to‑hull joint: Look for rust staining, movement at the joint, and any history of groundings. Ultrasound or professional inspection is money well spent.

• Rudder & steering: Check for play in the rudder stock, signs of water ingress in the blade, and any cracking around the rudder tube.

• Osmosis & hull condition: Blistering is not uncommon in older GRP hulls. Assess the extent and factor in potential treatment costs.

• Deck hardware & core: Stanchion bases, chainplates, winches and cleats may have compressed or damp core beneath. Tap‑testing and moisture readings help identify trouble spots.

• Chainplates & rigging: Inspect for corrosion, movement and leaks. Standing rigging older than ten years should be budgeted for replacement.

• Windows & seals: Framed cabin windows can leak as sealant ages. Rebedding is straightforward but should be planned.

• Engine & systems: Original Lister Petter diesels are often long gone or in need of serious attention. Budget for repower or major overhaul, plus modern electrics and plumbing.

Typical refit costs will vary widely, but a realistic buyer should allow for:

• Standing rigging replacement.
• Keel bolt inspection and possible replacement.
• Rudder refurbishment if waterlogged.
• Osmosis treatment if significant blistering is present.
• Engine replacement or major overhaul.
• New sails and modern sail handling hardware.

None of these are unique to the Contessa 28; they are simply the reality of taking a late‑1970s offshore‑capable hull and bringing it up to current expectations.

Summing Up

The Contessa 28 is a small, serious boat with a clear personality. Her design ratios tell us she is heavy for her length, with enough sail to keep moving but not enough to turn her into a handful. The ballast and capsize figures are encouraging for exposed coasts and occasional ocean legs, while the comfort ratio reminds us that we are still dealing with a compact hull that will move more than a 35‑footer in the same sea.

Construction from Jeremy Rogers is a strong foundation, but age means buyers must look hard at keel bolts, rudder, deck hardware and systems. For sailors who accept that and budget accordingly, the reward is a boat that sails well upwind, behaves predictably, and feels secure when the weather turns up. She is not for everyone, but for the owner who values sailing ability and structural integrity over sheer interior volume, the Contessa 28 remains a compelling choice.

This article was written by Dick McClary, RYA Yachtmaster and author of the RYA publications 'Offshore Sailing' and 'Fishing Afloat', member of The Yachting Journalists Association (YJA), erstwhile member of the Ocean Cruising Club (OCC) and owner/administrator of 'Liveaboard Sailboats for Sale'.

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