Ericson 36

1975–1977 · designed by Bruce King · built by Ericson Yachts

The Ericson 36C was designed by Bruce King as a family-oriented offshore cruising boat — the 'C' designation standing for cruising. The design prioritises interior volume and comfort over IOR racing performance, featuring a cutter rig, a beamy hull, a clipper bow, and a three-cabin layout that separates forward and aft sleeping quarters from the main saloon. The heavy displacement, full skeg with transom-hung rudder, and keel-stepped rig reflect the cruising priorities of the mid-1970s. Fewer than 70 hulls were built during the short 1975–1977 production run, making well-preserved examples uncommon in today's market.

This is a general read on the Ericson 36 class — informed background, not a verdict on any individual boat. Condition, refit history, and how a particular hull was sailed and stored matter far more than class reputation. Use it to know what to look for; for a read on a specific listing, run a free FairKeel report on that boat.

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At a glance

Hull form: Fin Keel
Ballast: Bolt On Lead
Rudder: Transom Hung
Hull construction: Fiberglass
Production: 1975–1977
Built in: USA

What the Ericson 36 is known for

Three-cabin interior layout is unusually spacious for a 36-footer of its era, providing genuine separation between sleeping quarters and the saloon — a rare feature at this length.
Heavy displacement and full skeg with transom-hung rudder deliver predictable, confidence-inspiring handling in offshore conditions, with a rudder configuration that is robust and repairable.
Cutter rig offers flexibility in sail plan that sloop-rigged contemporaries lack — the inner forestay provides a storm staysail option that is genuinely useful offshore.
Lead ballast confirmed — preferable to iron on a 50-year-old boat as it does not corrode or expand inside the hull the way iron ballast can.
Low production numbers mean that well-maintained examples often receive careful, attentive ownership; the small owner community is tight-knit and technically engaged.

Known trade-offs

Balsa-cored decks are nearly universally compromised on surviving hulls — wet core is the rule rather than the exception on unrestored boats, and a full deck recore is a significant expense.
Very low production volume (approximately 66 hulls) makes parts, molds for repairs, and experienced yard workers familiar with the specific boat difficult to source.
Heavy displacement and modest sail area mean performance is pedestrian by modern standards, especially upwind in light air — buyers expecting lively sailing will be disappointed.
All hulls are now 45–50 years old with no new production; every system on the boat is vintage, and the cost to bring engines, wiring, rigging, and plumbing to a reliable standard can rival or exceed the purchase price of a low-end hull.
The transom-hung rudder, while durable, limits the effectiveness of self-steering vanes and autopilots designed for spade or skeg-hung configurations — some owners face compatibility challenges.

Age-related quirks to expect

Osmotic blistering on hull bottom Medium All production hulls (1975–1977)

Balsa deck core rot, especially around fittings and chainplates High All years

Original gasoline or early diesel engine at or past service life Medium All production hulls (1975–1977)

Standing rigging approaching or past replacement interval on untracked hulls High Any hull with original or untracked rigging

Chainplate through-deck bedding failure and backing plate corrosion High All years

Interior fiberglass tabbing delamination at bulkhead joints Medium All production hulls

Systems to check before you buy

Deck core and chainplate area priority: offshore, coastal, liveaboard

Balsa-cored decks are highly susceptible to water intrusion wherever hardware penetrates. Chainplate knees and their through-deck exits are a chronic leak path leading to structural softness and hidden rot. Tap test the full deck surface and pull chainplate covers to inspect bedding and backing plates before purchase.

Keel-to-hull joint and bolt condition priority: offshore, coastal, racing

Bolt-on lead keel — inspect for rust weeping at the joint, soft gelcoat, and any sign of the joint opening under load. Keel bolt replacement is a major haul-out job. Request records of prior keel work. Tap around the sump area for delamination.

Standing rigging and mast base priority: offshore, coastal, weekending

Any rigging without documented replacement history on a 45–50 year old boat should be treated as condemned. Inspect the mast step area and partners for compression damage or soft spots in the surrounding fiberglass.

Engine and engine mounts priority: coastal, liveaboard, offshore

All production hulls are now 45–50 years old. Original engines are at or well past typical service life. Soft engine mounts cause vibration and alignment issues. Confirm compression, check for oil and coolant contamination, inspect shaft seal and cutlass bearing at haul.

Electrical system wiring vintage priority: liveaboard, offshore, coastal

Mid-1970s wiring is typically undersized by modern standards, may use poorly tinned copper, and is often heavily modified by successive owners over 50 years. Inspect for chafe, corrosion at terminals, and non-standard fusing. A full rewire is common on boats being set up for serious offshore use.

How it fits your plans

Offshore: Capable bluewater passage-maker in experienced hands — the heavy displacement, full skeg with transom-hung rudder, and cutter rig are genuine offshore assets. However, with only ~66 hulls built and most now 45–50 years old, any candidate requires a thorough systems refit before offshore use; deck integrity, rigging, and through-hulls all demand scrutiny.
Coastal: A comfortable and capable coastal cruiser. The beamy hull and cruising-oriented interior make extended sailing practical for a couple or small family. Performs modestly but predictably in a variety of conditions.
Liveaboard: Well-suited by intent — the three-cabin layout is unusually spacious for a 36-footer of its era. A couple liveaboard can maintain genuine privacy between forward and aft cabins. Older mechanical and electrical systems require upgrading before full-time occupation is comfortable.
Weekending: Good fit for a cruising-focused crew. Interior volume and the aft cabin make overnight passages comfortable. Not a performance weekender, but a pleasant boat to sail and live on for a few days.
Racing: Not a racing design — the heavy displacement, cruising keel, and cutter rig place this boat well outside competitive fleets. PHRF handicap will reflect the weight penalty.
Motor: Not applicable — this is a sailing-primary design; motoring performance and range are secondary considerations.

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