Think about it relative to houses, and it makes more sense. After all, who would choose to put their kitchens and living rooms in the cellar or basement? Especially if you have a sea view! Yet to the layman, that is what happens on conventional monohulls. You walk through the nice views of the cockpit, and down a flight of stairs to the living and accommodation in the bowels of the boat, on the lower floor.

And what about entertaining? When friends visit you want to be able to host and socialise with them in the best space and comfort. Of course, cruising multihulls have long addressed this issue, by placing the living accommodation on top of the hulls where the prime viewing’s on offer.

But pilothouse monohulls have done so for longer still, albeit in a more niche way – it’s hard to blend a large coachroof structure onto a comparatively compact single hull. Most pilotsaloon cruisers are traditional and verge on being considered motorsailers.

Designed for two to live aboard in real comfort, the Heyman 42 PPH (Pocket Pilothouse) combines some of the best of these monohull and multihull features into a modern hull shape – an attractive yacht which brings a lot of fresh thinking from a lifetime’s design experience.

It offers beach house-style, inside-outside living, in what Heyman promotes as ‘a level of comfort offered by few, if any, boats under 55ft’.

Cutting upwind. Photo: Andreas Lindlahr/EYOTY

Making an impression

On first approach, you instantly know the Hey42 is something different. And that’s not simply because of its classic lines, deep cockpit or bright deckhouse, but the fact you can easily board it from the pontoon – a faux hull window conceals a step which folds out of the topsides – genius! Then there’s the hinging transom built into the counter, which drops down to increase the single-level cockpit space.

For the European Yacht of the Year welcome meeting near Kiel, 16 of us sat in comfort in the cockpit. Can you think of another sailing monohull below 60ft on which that could be achieved? The elimination of aft cabins was key to the overall layout, believes designer Gabriel Heyman who welcomed us aboard. It helped create this cockpit size and easy walkthrough layout.

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“It’s intended for bluewater, but a great aspect its shoal draught offers is exploring coasts.” Heyman concedes such designs take time, and his Hey42 took around eight years in the conception. It started at 32ft and grew and grew as it included more and more. “I like design work and I don’t count the hours,” the Swede quips.

Who’s Heyman?

Over the last few decades Heyman has drawn approximately 80 yachts, with around 20 going on to build stage. He won the 1995 Yachting World design competition for his ‘Freja’ cruising yacht, while the Fantasi 44 remains arguably his most successful, with 22 launched, and proves his skilled ability to blend in a pilothouse design.

An elegant, traditional sheerline helps keep the decks reasonably dry in swell. Photo: Andreas Lindlahr/EYOTY

Heyman is a clever naval architect who thrives on theoretical and practical ways to make yachts perform. The winning keels on America’s Cup IACC boats between 1992 and 2007 were all designed to a patent of his which involves a dragless trim tab on the aft end of the keel.

He has published plenty of his theories, some of which are incorporated into this PPH. Take the bow shape: contrary to most modern yachts which have been growing fatter noses, Heyman has been reducing volume in his bow profiles since the 1990s. He argues that designers typically take data from tank tests done in flat water, but he wants his yachts to keep moving when the bow goes up and into the next wave.

He explains how the centre of displacement then moves aft on his designs, as volume, keel and mast all shift aft. This creates a balanced mainsail and foretriangle, and, he thinks, faster boats with more efficient sailplans. “Until now, I’ve never designed a boat that’s broached,” is his boast, even on a shallow keel design like this.

What seems like a hull portlight disguises a highly useful boarding step. Photo: Andreas Lindlahr/EYOTY

This keel, which is integral to the hull, is only 1.48m deep, but has a particularly long chord to compensate the draught. A lifting centreboard which slots into this keel stub is an option, one the test boat didn’t have, nor Heyman thinks necessary as it adds complication. There is also an appendage forward of the rudder Heyman describes as a ‘bustle’ rather than a skeg, designed to prevent ventilation, and through which a thruster can also be fitted.

All aboard

Time to test the theories, and for my first sail we had near ideal conditions with a balmy 16 knots breeze and a testing swell. The Heyman is infusion-built in Vinylester on a Divinycell core and weighs 11.4 tonnes light, so the test boat was approximately 12.5 tonnes with half tanks, then factor in the added weight of a dozen of us aboard that morning too.

Figures were modest, averaging 6.5 knots upwind in 15-20 knots true with full sail. In these conditions, we found she prefers not to point too high and that bearing off slightly increased speed by up to a knot. Indeed, we’d struggle to tack under 100°, which is perhaps to be expected for this keel shape and draught.

Engine bay is in the cockpit which helps keep smell and noise out of the interior but lacks access. Photo: Andreas Lindlahr/EYOTY

Bearing away further helps bring the Hey42 to life, especially if it’s enough to employ the reacher sail. This is permanently rigged on an outer stay and underdeck electric furler forward of the self-tacking headsail. It’s made from heavier material than a Code 0 and can be used from 50° right through to a downwind – Heyman even says he used it goosewinged downwind with no pole.

It has a high clew so can be used with a single sheeting point and helped us clock 7.5 knots reaching, nudging over 8 off the breeze with full main and a bit of swell. (In the lighter breeze and flatter seas of the previous day, my Yacht of the Year colleagues reported figures of 6 knots in 7.5 knots wind at 60° to the apparent wind.)

A really ugly seaway kicked up that afternoon, in what was, I am told by my local German friends, highly unusual conditions: a howling north-east wind combined with near 30°C temperatures in early September! These strong onshores over shallow water resulted in very little fetch or distance between the waves. Here, the V-bow proved useful, cutting through these tall, sharp waves as we punched out from Schilksee marina.

The Hey42 felt solid on the helm, as we averaged around 7 knots through the waves. There followed numerous sailplan adjustments, which fluctuated between one and two reefs and full or near full headsail. This second hull to launch is already owned (by an octogenarian on the west coast of Sweden), and with the Lundh sailmakers aboard we were certainly playing on the cautious side.

The versatile reacher sail. Photo: Andreas Lindlahr/EYOTY

The in-mast mainsail uses vertical battens with proper roach and some square top, and Peter Lundh favoured a well-reefed main with a deep draught. Personally I think it felt a little underpowered (and in no danger of testing Heyman’s broaching claims), but couldn’t push the point too much as this is an owner’s pride and joy.

With a single rudder mounted far aft, the pressure increases are communicated directly through the helm, but when we did over-reef it became too soft in feel and slow on pace. I found with more sail up and a bit more heel she responded better to the winds gusting in the mid-20s.

I was particularly impressed with how quickly you could furl sails, including the double speed availability on the remote-controlled furlers. While this needs to be done carefully to avoid damaging the sails, it’s reassuringly fast and easy to do short-handed from the helms.

Simple systems

Sailing off the breeze and across the waves with full reacher out, we averaged 8-9 knots, touching double figures with waves in our favour, albeit still with a deeply reefed main. (Polars confirm hull speed is just over 9 knots).

A very bright pilotsaloon and raised galley with surround views. Central bench slides inboard and has a hinging backrest. Photo: Andreas Lindlahr/EYOTY

Heyman wanted a simple mainsheet system to help keep the boom low. It’s on a bridle system on the pilothouse roof, led aft to the Andersen 50 winches. Separate red and green lines act as fine-trim when close hauled, or for attaching a preventer when sailing off the wind. He also believes a cruising yacht should be devoid of lines on deck to prevent tripping hazards. So the top of the roof is built separately to the coachroof, to help allow conduits below for the sheets and running rigging.

When seated, the helmsman has a good view through the clear glass windows. Stand up and the coachroof top creates a blind spot, so Heyman added fold-down foot plates to gain that 8in or so to see over the roof. These are horizontal however, so at larger angles of heel you lack the bracing angle needed.

For such a deep, protected cockpit there were a couple of damp areas. Seawater sloshed in via the gap below the swim platform, as the rubber gasket designed to prevent this had yet to be fitted. The cockpit drains struggled to deal with this at heel as the low cockpit can mean the leeward one is below waterline level. And the helmsman can also get a wet rear when sitting up on the side deck if/when water sluices aft.

Lower snug for yet more comfort. Photo: Andreas Lindlahr/EYOTY

It is also a beamy cockpit, so with only single winches each side and a good distance between the wheels, those wanting to short-hand will need to rely on an autopilot and be methodical with sheets. The decks however felt safe with high bulwarks and enough support.

Underway in friendly conditions, the raised ‘throne’ pushpit seats are the pick of the places to sit in comfort with a view. Back in the marina or at anchor you have a luxury of choice. With the dinghy lowered and swim platform extension employed, a full rugby team could sit around the 12m2 cockpit – an unheard of amount of space in a 42ft monohull.

The extra deep, long benches can fit four per side, while the forward facing chaise, with back resting against the pedestal, is ideal on passage. Folding directors chairs (which have dedicated stowage in the enormous lockers) can be used on the lowered swim platform, or in the cockpit below a bimini if desired.

Deck stowage is supreme – particularly in the sail lockers, liferaft locker below the cockpit, and the vast cockpit bench lockers (spacious enough to stow the dinghy on passage).

These cockpit lockers are mirrored, with space for chairs, bikes, and cruising paraphernalia, plus an optional watermaker and small genset. In between is the cockpit-accessed engine bay, which works well to help keep noise, heat and smells out of the interior and make it easy to remove the engine. But there are no side panels from the cockpit lockers and it’s a bit tight at the forward end to access the impeller, especially with the optional larger 75hp Volvo in there.

Keeping the layout to just two cabins, can result in a lot of space and comfort, particularly in the master. Photo: Andreas Lindlahr/EYOTY

Glass house

The glass doors form a watertight bulkhead, with 10mm on the windows and 8mm glass doors, and a storm board fits at the base during rough passages (but is not needed for watertight integrity). The decksaloon then gives yet more protected comfort and seating, complete with surround views. The multi-levelled interior is also easy to move between, so from the glass doors it’s just two shallow steps down to the galley, while the saloon is on the same level as the cockpit with abundant natural light and views.

The project began with a lower galley, but when you stand in the raised version you instantly see why Heyman changed his mind. What a place to prepare food – it’s compact and seaworthy yet convivial. Practical points include the forward-facing fridge, a deep cave below the sole for dried goods or bottles, and a covered drying rack outboard of the double sink.

It feels safe and robust moving around inside. The table in the decksaloon has deep fiddles when folded, as does the backrest to the inboard bench. When these are extended or raised, seating increases from four to six. The sofa doubles as a passage berth, with space for bedding behind. And below the bench are drawers for charts, though chartwork would need to be done on the saloon or lower saloon table.

The cabins are linked by a shared generous heads and shower. Photo: Andreas Lindlahr/EYOTY

This lower snug has a coffee table, a useful hanging locker, and a bureau of drawers with multiple USB outlets. It’s somewhat a luxury of space, given all the cockpit and saloon seating, but works well as an office or “a quiet place to celebrate a wet day with a whisky or two,” as Heyman points out poetically. A trotter box below the galley sink allows room for a passage berth here, although this could be improved for such a purpose. Heyman admits he’s still perfecting such details.

Around 6ft 3in headroom continues through the two cabin entrances. The guest cabin has a berth almost wide enough to sleep both ways, with a comfortable reclining backrest outboard. And while it’s plenty spacious enough and with good natural light, it lacks a little natural ventilation.

The master cabin meanwhile boasts the size and comfort you might come to expect in a yacht 10-15ft longer. No snug V-berth here, instead it’s a full 1.6m wide double up to the forward headboard. It’s light and spacious, with abundant stowage.

The single heads and shower is shared by – and links to – both cabins. Again, it’s a logical choice for a yacht that will typically be used by couples, and helps allocate maximum space to the toilet and shower stalls.

Voluminous shape includes a deep, protected cockpit but relatively compact quarters for the helms. Photo: Andreas Lindlahr/EYOTY

The trim is satin-finished Khaya mahogany, with teak soles and finish quality is excellent, including a lot of attention to detail. Access to some systems and the bilges below the deck saloon is very limited though. The Hey42 is built in Estonia at Ridas Yachts. “They were building a 115ft aluminium yacht when I first visited in 2019 and I was stunned by the quality,” says Heyman.

Four sold from the drawings, with the first and fourth going to the US. The ‘standard’ price of €722,000 ex VAT is a very complete one which includes sails, electric furlers and winches, in-mast furling, bow-thruster, B&G autopilot and instruments, chargers and inverter. The only extras on the test boat were the davits, a washing machine, and an extra plotter.

Heyman 42PPH specifications

LOA: 13.52m / 44ft 4in
LWL: 11.83m / 38ft 10in
Beam: (max) 4.30m / 14ft 1in
Draught: 1.48m / 4ft 10in
Draught centreboard: 1.48-3.02m / 4ft 10in – 9ft 11in
Displacement (lightship): 11,600kg / 25,573lb
Ballast: 3,650kg / 8,047lb
Berths: 4-6
Sail area (100% foretriangle): 99.5m2 / 1,071ft2
Engine: 57hp Yanmar, 75hp Volvo Penta or electric drive
Water: 500lt / 110gal
Fuel: 460lt / 101gal
Sail area/displacement ratio: 19.7
Disp/LWL ratio: 195
Price: (ex VAT) €722,000 fully equipped
Design: Gabriel Heyman
Builder: heymanyachts.com

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