Alaska 56 Pilothouse

Alaska (beats an apartment)

There really wasn't much choice. Real estate prices in Sydney were prohibitive and an apartment with views like this would cost a bomb.

So, a boat made perfect sense for the three months a year that its Queensland owner typically spends doing business in Sydney. The brief, therefore, was to find a real home-away-from-home boat with the kind of comforts you would expect in a waterfront abode. What to buy?

Enter the Alaska 56 Pilothouse, the first of the new liveaboard pilothouse cruisers and the flagship from the factory in Shanghai, China. Although this model was expected to make its official debut at this year's Sanctuary Cove International Boat Show, we had the chance to join the owner (coming out of A Cheoy Lee) for some lazy inshore Gold Coast cruising back in March.

The owner will tell you, as he did me, that he was swayed by the Alaska for several reasons, not least being the people behind them. The importers and Australian agents for Alaska are the Leigh-Smiths, a famous boating family in South East Queensland, who are now selling the boats into other states.

For those unfamiliar with the family, the Leigh-Smiths were selling boats back in the 1960s, built Runaway Bay marina, then Gold Coast City Marina and now have big plans for developing a new marine and residential precinct along The Spit near Seaworld.

Hey, this writer even bought his current boat from a (Noel) Leigh-Smith.

But the Alaska story started on a business trip to China in 2003 when Jeff and son Dean were introduced to the boats, which are sold as Norsemans in the American market. They imported their first boat, the 42 Sedan, later that year, then the 45 Flybridge (reviewed Trade-A-Boat, May, 2004) and 45 Sedan (reviewed Trade-A-Boat, November, 2005).

The range now starts with a 38 Sedan, runs through the 46 Sedan and Flybridge to the 48 Euro, and 54 Sedan and Flybridge, to this, the new flagship 56 Pilothouse. As tested, it costs $1.78 million with a pair of Cummins' excellent QSM11 670hp electronic diesels, and options. Think that's a packet? Think again.

Another big attraction of Alaska boats is that they're priced well below, say, a Marlow, Grand Banks or Riviera. For example, the Riviera 56 is a $2.2 to $2.5 million boat depending on engines, which are of course much bigger than those in the Alaska. Actually, the Alaska isn't really competing with fast planing boats, but you get the idea about it being keenly priced. Rather, the Alaska slots into the affordable (in relative terms, at least) liveaboard cruising niche.

Not that the keen pricing is a secret, mind you. There are orders for four other 56 Pilothouse boats in Australia already, I'm told - delivery time, about eight months - and there are now more than 40 Alaskas Australia-wide. This isn't bad going considering the Leigh-Smiths have been importing them for just five years.

MEETING OF MINDS
Yet another nice thing about the Alaskas is that, while the handlaid hulls and decks roll off a production line, there are layout options and you can change furniture to suit. It's also nice to know that you're working with local representation and can make joint trips to the Shanghai yard should you feel inclined.

But while Alaska boats were initially built for the American market, this 56 Pilothouse is uniquely Australian. The hull is the same as the pre-existing Norseman 560 Sedan, but it is the first 56 with a pilothouse which is in vogue and demand from well-heeled retirees. The design is a collaboration between the Leigh-Smiths, Stanyon Marine (designers of the Buizen 48 et al), professional skipper John Bennett, and skipper/marine engineer Bruce King.

Naturally, after many years in the industry, the Leigh-Smiths have plenty of input on the boats. The 56 Pilothouse has what Dean Leigh-Smith terms an Australian specification that includes a big cockpit for outdoor entertaining, a full-beam stateroom amidships for the owners, a split en suite so the shower is a whopper, and there are docking aids and all the latest electronics for serious cruising.

I'm told the only thing Chinese in the boat is the labour; all components are sourced from Europe, USA, NZ and Australia.

But while the 56 Pilothouse can be fitted with crew quarters in the lazarette, it remains an owner-driver boat. And while a high-volume 56 like this is about the limit of such things, it has (Sidepower) 24V bow and sternthrusters and, moreover, three helm stations including a portside fold-out cockpit docking centre to easily see the aft end of the boat.

NUTS AND BOLTS
It's hard not to be impressed with the engineering. Tankage is huge as with all good liveaboard, long-range boats. There are 3800lt of diesel - due to sea trials we were carrying 1000lt in the aft tanks, which necessitated a touch of (Bennett) trim tab to keep the boat running level at speed - and the four tanks are all stainless steel, with removable inspection ports, sight gauges and Racor fuel filters.

The boat also has an impressive 1200lt of water in stainless steel aft tanks. However, just to make sure - and with freshwater Vacuflush heads, you can burn through the water - a 100lt/h watermaker was fitted in the walk-in lazarette, which you access under the hinged teak cockpit table.

The engineroom was even more accessible and owner-friendly. With some of the key engineering items in the lazarette (room remaining for gear), there was a surfeit of servicing room around the engines. The engineroom sole is moulded non-skid and the Cummins are linked to underwater exhausts with idle relief bypass ports.

I noted a 17.5kVa Onan with sound shield to power, among other things, the 48,000 BTUs of air-con; 70lt hot-water service; labelled seacocks; optional 3kW Victron inverter for the AV and major battery breakers; sea strainers on raw-water intakes; dripless PSS shaft seals on 2.5in shafts with four-blade props; and steering is hydraulic.

Meanwhile, below the waterline, the hull has a three-quarter keel, hard chines, but no prop pockets or tunnels. It's a variable deadrise or warped plane shape with a big sharp forefoot and flat aft sections for carrying a big payload of fuel and water. The specifications says the boat weighs 26,000kg dry, but you can add another 10-tonne when fully loaded and in liveaboard mode. Not that weight worries a boat like this when it's run, as it will be, mostly in displacement mode.

Construction is nothing out of the ordinary, but time proven with handlaid woven rovings, solid GRP stringers, foam-sandwich decks and bulkheads glassed to the hull. The hull and deck are through-bolted as well, and built to RINA and CE survey standards.

OUTDOOR LIVING
You can divide a pilothouse thus into four zones: outdoor living area, indoor living area, pilothouse, and accommodation. As touched on, the 56 has a decent cockpit with a built-in teak table that, with aft lounge and loose chairs, can seat eight to 12. You also gain some shade from the extended flybridge and, with clear curtains and insect screens, it would make a decent all-weather setting.

Twin gates lead down to the swim platform and there was the hot deck shower, raw-water deckwash fore and aft, teak decks, and big hawsepipes for the big mooring cleats. The swim platform had a stainless steel T-bar for mounting a BBQ, cutting board and rodholders. 

I found an icebox under the cockpit lounge and a (optional) top-loading eutectic fridge/freezer back against the saloon bulkhead. The deep walkaround decks will please crew and, though you mightn't notice it, the cabin sides have been flared to maximise internal volume, and without impeding access to the bow.

The boat has moulded bulwarks backed by heavy-duty stainless steel rails. The foredeck is non-skid and not an overly abrasive pattern.

The windlass was a Muir Jaguar 3500 from Tassie, with 100m of chain and an upgraded stainless steel 75lb Muir plough anchor.

A cantilevered ship's door to starboard leads to the lower helm, but the flybridge with hardtop and clears extends the outdoor living area some more. Bridge access is via an external staircase and internal stairwell. Up top, you'll find seating for at least eight.

The aft deck's 350kg ADC crane is destined to carry a 3.8m Caribe ducky with centre console.

Dinghy deployed, the aft deck can be used for entertaining. I noted a mounting area for a 240V BBQ, which has since been fitted, and an amenities centre with 12/240V fridge and Corian-topped food prep area. Once again, non-skid rather than teak ensures post-barbie cleanups are a snap. Or a mere scrub.

While guests enjoy views from the lounges, the skipper rides on an elevated high-backed helm chair or you can stand and drive on the raised platform or podium. The spread of electronics ranged from a Raymarine E120 chartplotter/radar/sounder to autopilot and backup bidata display, through bow and sternthruster controls, electronic Cummins/Glendinning shifts to a spread of analogue engine gauges with Cummins Smartcraft, spotlight control and separate Pioneer sound system. And the VHF doubles as an intercom to the lower helm.

INDOOR COMFORTS & CABINS
With the extended hardtop covering the cockpit, you can leave the saloon door open to create an indoor/outdoor setting. At the same time, one of the benefits of the pilothouse is that you can always find somewhere to get away from it all. Though traced by leather lounges that can seat 10, with a coffee table, wetbar, icemaker and wine fridge (loaded with French fizz), the saloon can be intimate. The upgraded 42in TV was linked to satellite TV and Foxtel, and a Bose Lifestyle system.

Dean Leigh-Smith says Alaska offers all manner of joinery and upholstery options to suit all tastes. While I'd go for teak, this boat had a mix of satin-finished red cherrywood joinery with burl timber tabletops and timber blinds. And flat-pane windows ensure great views, especially in the pilothouse.

The table to port and U-shaped lounge in the pilothouse seat six and double as a place for crew to kick back mid-passage. The galley is alongside so you can cook and cruise and, in calm weather, knock up a cappuccino. I spotted a De Longhi Nespresso pod-coffee machine for this purpose.

With white Corian counters and European appliances, including four-burner German-made Miji cooktop, upright fridge/freezer and Blanco convection microwave oven, galleying gourmand's prayers are answered. Cupboard and drawer space exists wherever it can, there are opening windows and a side-opening door for ventilation, and there's a crockery package and the option of a dishwasher.

A Navigator helm chair will be fitted to the lower helm, says Dean, where I noted a similar spread of electronics to the flybridge, plus Onan generator start panel, tank and bilge monitoring panels, and AC/DC panel nearby.
Views through the windscreen with wipers and over the bow are nice and clear, too.

Head down the steep companionway - the owner said they were too steep and being changed - and you find three cabins and two heads. As you can see from the 56's lines, there's a lot of volume forward, which leads to abundant head and shoulder room. And storage space for your clobber.

The VIP guest-cabin is forward, with a queen-sized island berth, hatch with insect screen and separate TV. The twin-bunk cabin portside has full-height hanging space and opening porthole, while the communal head boasts a full shower stall, Vacuflush loo, Corian counter, extractor fan and opening porthole.

Owners are treated to a full-beam stateroom amidships with king-sized bed. There is an in-line 240V ventilation system that runs off the inverter - the portholes don't open - big hanging wardrobe, drawers and cupboards in a sideboard to starboard, separate AV system and timber bedhead feature with compass-rose inlay.

There's also a two-seater lounge and the en suite is a split number with a giant shower to starboard, and head and sink opposite. There are extractor fans plus air-con, but no opening hatches due to the proximity of the waterline. The 56 Pilothouse is built with safety foremost in mind, I'm told.

GOLD COAST CRUISING
Down some signature serpentine Gold Coast channels, a jink here and there around some channel markers, and before long we arrived at the Northern Bedrooms near Jumpinpin Bar. Given more time, we could have spent a week in this desirable anchorage and liveaboard boat. All the same, it didn't take long to see the smart thinking behind this purchase.

The Alaska 56 Pilothouse is keenly priced, well-appointed, with great engineering and room to relax. But it also performs well. The upgraded twin 670hp QSM11 diesels with common rail injection gave an impressive top speed of 23.3kts on the fully laden boat, with 24.5kts apparently recorded as a light ship.

The boat felt surefooted and stable thanks to its flat run aft. The hull starts planing at 10kts, but at 1960rpm you get a high-speed cruise of 16.2kts. At these revs the 10.8lt blocks are burning 180lt/h in total for a safe range of about 310nm leaving 10 per cent reserve.

But let's face it, this isn't a boat intended to be driven fast for a great length of time. You can turn it on for, say, four hours or range to a nearby port or back home in a hurry, or dash through a bar on the back of a wave, but when you are living aboard you're more inclined to potter about and conserve fuel.

At 890rpm and 9.1kts, the Cummins use just 18.2lt/h, prompting the owner to interject with this being a more practical speed. We agree! And at 9.1kts, the range extends to 1710nm leaving 10 per cent of the fuel in reserve.

Ironically, the owner is a Ferrari fanatic, hence the $4000 genuine prancing horse emblem on the transom. But his 56 Pilothouse is the antipathy of a Ferrari. It's high-volume, homely and hip-pocket friendly.

And while the boat doesn't have quite the finish of, say, a Marlow 57 ($2.86 million) or a Grand Banks (costing even more), the owner has saved a cool half-a-million by buying his Alaska 56 Pilothouse instead of the top-shelf competition. Hey, he could almost buy a Sydney apartment for that!

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