Chrysler 20 vs Flying 15
How do the Chrysler 20 and Flying 15 compare? Below, their dimensions, displacement, sail area and the standard design ratios side by side, followed by a data-driven summary.
Chrysler 20 %20(cropped).jpg?width=960)
Flying 15 | Chrysler 20 | Flying 15 | |
|---|---|---|
| Length overall | 20.0 ft6.10 m | 20.0 ft6.10 m |
| Waterline length | 18.0 ft5.49 m | 15.0 ft4.57 m |
| Beam | 7.1 ft2.16 m | 7.0 ft2.13 m |
| Draft | 5.6 ft1.70 m | 2.5 ft0.76 m |
| Displacement | 2,200 lb998 kg | 725 lb329 kg |
| Ballast | 810 lb367 kg | 372 lb169 kg |
| Sail area | 193 ft²17.9 m² | 142 ft²13.2 m² |
| SA / Displacement | 18.26 | 28.15 |
| Displacement / Length | 168 | 96 |
| Comfort ratio | 13.5 | 5.1 |
| Capsize screening | 2.18 | 3.12 |
| Hull speed (kn) | 5.7 | 5.2 |
Chrysler 20 vs Flying 15: the short version
- The Chrysler 20 and Flying 15 are close in length (20.0 ft6.10 m vs 20.0 ft6.10 m ).
- The Chrysler 20 is heavier, displacing about 203% more, which usually means a steadier but slower-to-accelerate hull.
- On sail area/displacement the Flying 15 carries the more powerful rig (28.2 vs 18.3), favouring lighter-air performance.
- The Chrysler 20 scores higher on the Brewer comfort ratio, suggesting an easier motion in a seaway.
- By the capsize screening formula the Chrysler 20 rates better for offshore work (2.18 vs 3.12).
Ratios are guidelines computed from published specs; condition, layout and gear matter as much as the numbers.