Built under my direction for the first owners who casually cruised the Mediterranean, crossed the Atlantic and then cruised the Caribbean and East Coast of the United States. The highly experienced second owners have continuously improved and maintained this yacht while casually cruising the East Coast.
I have known this boat since it was built and first launched. It has enjoyed superb maintenance and careful, experienced operation from both owners. It is ready to be enjoyed today.
No damage history. No deferred maintenance. No Stories.
It is not often I am able to offer such a well owned boat that shows like a much younger vessel.
If you are considering an AMEL 54 this should be first on your list.
Please note that the two photographs under sail are of a virtually identical sister ship.
U.S. Duty Paid
For more information, please call Joel Potter (954) 462-5869
CONFIGURATION: Probably best described as a ¾ aft cockpit, the cockpit area in the AMEL 54 is situated deep within the vessel for enhanced security and to minimize undesirable motion.Compare this cockpit with any other similar size center cockpit boat. You sit "in", not on top of the hull, well protected and where motion is diminished. The steering station is in the forward port side quarter of the cockpit where it can be completely protected from sun, spray,rain and other undesirable environmental conditions. The cockpit is exceptionally comfortable as the setbacks and the seats themselves are ergonomically designed to conform to the human anatomy with subtle curves in just the right places. As we tend to live in the cockpit, AMEL went to great lengths to make this area the most comfortable room in the house. The hard dodger protects the cockpit from the sea and spray while the extendable/pullout bimini keeps the sun and rain away
The hull is an evolution of Henri AMELS' cruising keel and skeg hung rudder design that he helped popularize for cruising boats in the early1960’s. The raked bow with semi-rounded forefoot provides a fast yet sea-kindly face to the waves. The wide, low aspect ratio keel provides an exceptionally strong and secure mount for the external ballast. All 900 liters/237 gallons of fresh water are carried in the stub keel, not only providing a double bottom but keeping the weight of the water quite low in the boat (and not in tanks under settees where they would rob storage). The keel has long wings, which not only aid stiffness and weatherlyness, but also act as pitch stabilizers when going at 5 knots or better. The keel has a flat bottom and is wide enough to allow the boat to stand, unsupported, on the keel. However, we strongly urge you to use support stands when on the hard.
The propeller is mounted on the trailing edge of the keel where it is well immersed and very well protected from sea junk. It is also not under the bed in the owner’s cabin, as in most center cockpit designs, allowing you to sleep when powering. Propeller noise is effectively marginalized.
The rudder is hung from a massive full-length skeg assembly that can support the entire laden weight of the vessel in case of a grounding.
The hull’s run aft is wide enough to support powerful reaching performance yet shaped with a gradual increase in buoyancy so when immersed in waves to impart a steady ride in a seaway. In conjunction with the gradual buoyancy increase in the bow, there is a very predictable and linear motion at sea.
As in all elements of the entire vessel’s design, the hull and deck were conceived to do their job properly and efficiently, not to have a certain look or to make a fashion statement. In cruising yacht design, as in nature, the most satisfactory results are achieved when form follows function.
CONSTRUCTION:The AMEL 54 employs a construction technique that is absolutely unique in the industry. The yield is an extremely strong and solid one piece hull and deck assembly; a true monocoque.
All AMELS, since 1967, have been built with AMEL designed bi-axial fiberglass cloth. This is a flat woven fiberglass cloth that is much stronger in sheer and tension than conventional mat and woven roving laminates. It is lighter, stronger, and better. The hull is molded in one piece incorporating one piece/non-spliced lengths of bi-axial cloth running from the bulwark, down through the keel/centerline, and up to the opposite bulwark. In the same fashion, the next series of laminates run from the bow lengthwise to the stern, again, employing one piece/non spliced lengths of bi-axial cloth. The deck assembly is built in a similar fashion. While the hull is a solid fiberglass laminate with no core, the deck assembly employs a core of Baltek vertical end grain balsa in strategic horizontal areas to enhance stiffness and is insulation from heat and noise. There are also substrates of “Iron Wood” in the deck assembly where cleats and the windlass are installed to easily accommodate the increased compression and shearing loads in the fore deck.
While the completed one-piece hull is still in the mold, ALL the furniture and structural bulkheads,less non-structural drawers and cabinet faces, are installed. After all the structural assemblies are completely installed,the separately completed deck assembly is joined to the hull (again,while it is still in the mold) with six layers of the same bi-axial cloth used in the primary laminations, around the entire hull to deck interface. What this accomplishes, effectively, is the elimination of a conventional hull to deck joint. The hull and deck are joined with a homogeneous fiberglass matrix, which insures a strong and leak free hull and deck joint for the entire life of the vessel.
Standard AMEL 54 MKII Configuration. The interior accommodation is finished in burl cut African mahogany with a semi-gloss polyurethane varnish. The overheads are cream colored removable textured vinyl panels. The sole in the interior is simulated wood Formica Marine product with textured non-skid.
Beginning in the forepeak, there is a spacious foredeck locker that also contains the chain locker. The chain locker forms the first of seven watertight compartments as it is accessed and contained by a fully watertight door. The forepeak locker containing the chain locker is also a fully watertight compartment by virtue of the watertight bulkhead separating it from the forward head which follows this compartment just aft. The forward head contains a vanity with wash basin, JABSCO electric marine toilet, and a stall shower. The clothes washer and separate dryer are also located in this area.
The guest stateroom is just aft and has a very large fixed double berth to port with a fixed centerline bulkhead with a closeable privacy door and upper and lower single berths opposite to starboard.
Just aft of the forward stateroom is the saloon. The saloon is separated from forward accommodation by a genuine full height watertight bulkhead with a watertight door. The saloon has an expansive u-shaped dinette to port with a cleverly articulating table that allows easy access to all seating positions. Opposite to starboard are two fixed armchairs with the ships bar located between them.
Further aft is the u-shaped galley to port with the full sized forward facing navigation desk with seat opposite to starboard. The companionway is between the navigation station and the galley.
Aft of the navigation station is the full height passageway to the aft stateroom. A very comfortable sea berth is located there-in that is safe and very secure even in the most trying circumstances offshore.
The aft stateroom is particularly spacious. with an abundance of natural light and ventilation. The centerline oversized double berth lifts up with one hand assisted by gas struts to open up an extremely spacious berth storage area beneath. There is madams' sit down vanity with mirror on the starboard side of the stateroom. The aft head is opposite to port and contains a vanity with wash basin, a JABSCO electric marine toilet, and a very large stall shower. The hatch directly over the stall shower not only provides exceptional ventilation of the entire head area, but also allows wet foul weather pants and jackets to be lowered into the shower to drip dry without wetting other paths of the boat.
The French are thought to know a little something about cooking. The food preparation area aboard the AMEL 54 provides positive reinforcement of this notion within a galley that is equally adept at elaborate gourmet endeavors when at anchor or the preparation of hearty, moral improving meals under the most trying circumstances when passage-making.
The galley is u-shaped in configuration and is large enough for two cooks not to spoil the broth but also quite secure and safe when the weather is uncooperative. Spend some extra time in the galley when you come aboard. The more you look the more you'll like. This galley is as it gets in this size range.
Specific Galley Equipment Includes:
Natural ventilation is commendable with five overhead hatches and fifteen opening ports. All hatches and ports are equipped with very effective insect screens.The overhead hatches have sun screens on all but the most forward hatch.
SPECIFIC CLIMATE CONTROL EQUIPMENT INCLUDES:
12-Volt D.C. Ships Generator Start System
12-Volt D.C. Ships Engine Start System.
24-Volt D.C. Ships House Supply System
220-Volt A.C. Ships Generator System
220-Volt A.C. Ships Shore Power System
24-Volt D.C. to 220-Volt A.C. Inverters
The 12-volt D.C. ships generator start systems draws from one group 31/12 volt - 110 amp hour lead-acid battery to provide starting current exclusively to the generator. This generator start system battery is charged by an 18 amp 12 volt alternator that is powered by the generator.
The 12-Volt D.C. ships engine start system draws from one group 31/12 volt - 110 amp hour lead acid battery to provide starting current to the main engine. This is the same battery used to start the generator. This battery is charged by an 80 amp 12-volt engine driven alternator. This battery is totally isolated and cannot be co-mingled with the house supply batteries. It can, however, be jumped from the house supply batteries with the provided jumper cables if it ever needs to be.
The 24-volt D.C. ships house supply battery banks consists of twelve group 31/12 volt - 110 amp hour lead acid marine batteries, in series connection by pairs, providing 660 ampere hours of capacity at 24-volts. All the boats batteries were renewed in 2015. These batteries are charged by the following; a 110 amp 24 volt engine driven alternator, as well as the following 220-volt chargers; 100 amp Mastervolt automatic charger and a 40 amp Mastervolt automatic charger.
The ship’s batteries are secured within and locked down inside of a fiberglass containment system that is both waterproof and vapor proof.
The house batteries are scrutinized by a digital monitoring unit, which shows voltage, amps out, and amps into the house batteries. It is very accurate and useful.
The ship’s 24-volt D.C. house supply system is controlled by an all circuit breaker master panel.
The 220-volt A.C. 11 KW ship’s diesel generator is an ONAN unit with a fresh water-cooled four-cylinder diesel power plant. It is mounted in the engine room on hydro-feet and is nearly noiseless in operation. It is not contained in a sound shield/cocoon thereby making it easy to access for inspection and maintenance. There are less than 2800 hours on the generator.
The 220-volt A.C. ship’s diesel generator and the 220-volt A.C. ships shore power system are controlled by an all circuit breaker master control panel. There are 220-volt outlets located conveniently throughout the accommodation. There is a ground fault interrupter in the primary 220 supply line.
24 Volt D.C. to 220 Volt A.C. 2500 watt inverter. Supplies house services.
24 Volt D.C. to 220 Volt A.C. 500 watt inverter. Supplies entertainment system.
A helpful note is in order here. Most North Americans tend to worry about 220-volt A.C. systems as we are used to 110-volt A.C. systems. Please allow me the opportunity to discuss your concerns with you as I am absolutely positively 100% certain I can allay them. Briefly, 95% of all docks in the U.S.A. have 220-volt A.C. power. Call your Dock Master and ask him. Most powerboats use 220-volt, often times employing a splitter.
If only 110-volt A.C. is available dockside, there is an available doubler cord that plugs in and converts two 110-volt dockside outlets into one 220-volt outlet. They cost less than $400 new.
Another fact is that 90% of the world, other than the North American Continent, is 220-volt. As AMELS are voyaging boats, they are set up to receive the most commonly available shore power. As I have been answering the same questions in reference to the same concerns for more than thirty years, you can be sure that I have helpful, honest, and accurate information to pass along to you which will alleviate any concern regarding shore power.
Mast head double headsail ketch rig. AMEL designed and manufactured in the mast furling aluminum spars and booms. BAMAR headsail furling units. The jib furler was upgraded to the new, AMEL recommended larger and stronger replacement unit in the summer of 2016. All but one of the furling units are 24 volt electrically powered with complete manual back ups integrated into the designs. The mizzen mast is manual furling only. The main sheet traveler is re-positioned by a dedicated line drive system from within the cockpit.The jib sheet car travelers re-position the jib sheets car via a winch handle operated line driver system. There is a spinnaker pole/reaching strut mounted on the front of the main mast that is easily re-positioned by a line drive system. There is a ballooner pole on deck that is securely stowed in position within the lifeline stanchions. There are six self tailing winches mounted on the masts. There are three powerful 24 volt electric self tailing sheet winches for the jib and main sheets. The masts are deck stepped to massive compression assemblies. Standing rigging is swaged end 1 X 19 stainless wire rigging with chromed bronze turnbuckles.
There are appropriate blocks, lines and winch handles to efficiently operate all the rigging.
Sails are by DEME' in 2008 and include Hydranet main, mizzen and 140% Genoa. Mizzen staysail and ballooner headsail are both of rip-stop nylon.
Volvo D3-110 marine diesel, five cylinder, turbocharged, fresh water cooled, 110 horse power 81 K.W.
Z.F./HURTH 1.97:1 hydraulic reduction/reversing transmission. Automatic shaft brake on transmission output shaft. AMEL C-Drive propeller drive system incorporating two 90° bevel gear boxes in an oil bath. H-6 Autoprop 22" automatic pitch adjusting propeller. Spurs propeller shaft mounted line cutter.
The engine and reduction drive are mounted on a galvanized steel sub frame that is then mounted to vibration isolating engine mounts that are secured to substantial fiberglass engine beds.
The engine, generator and most of the mechanical equipment are located in a full sized/stand up engine room situated beneath the cockpit with the cockpit sole opening on gas assisted struts to provide unparalleled access to all of the machinery within.
The engine room is naturally ventilated as well as by a blower motor when either the engine or generator are running.
The engine and generator draw fuel from a 237 gallon aluminum fuel tank located inside the engine room. This fuel tank has inspection ports that allow inspection of and access to all the baffled sections within the fuel tank.
All the fuel passes through a dual Racor primary fuel filtering system, with vacuum indicator gauge, prior to delivery to the secondary fuel filters on the engine and generator.
The engine and drive line have approximately 2900 hours total time since being installed at the time of the vessels original construction.
Pull-pull rack and pinion system wheel steering with the helm located on the port side forward in the center cockpit. The steering pinion acts on a rack connected to the hollow stainless steel rods that run within composite tubes packed with lubricant.
There are no pulleys or other sources of wear and friction with simple connections at the steering rack and the rudder quadrant. This provides a positive feel steering system of unequaled reliability. There is a well designed emergency steering system with tiller that allows one to steer from the aft deck in the unlikely event of a steering system problem.
All raw water for all the vessels needs is provided by one sea-chest type through hull with strainer basket and sea cock. It has an easily removable top for access to the strainer and is located within the engine room. There are three discharge through hull fittings, all with sea cocks, that are mounted slightly above the static water line.
Like all serious ocean going passage-making cruising yachts, the ground tackle aboard the AMEL 54 has the means to quickly, easily and safely position and retrieve substantial ground tackle without effort. There is a massive stainless steel dual bow roller assembly incorporated into the stem-head that securely stores and deploys the primary and secondary anchors from their fixed positions there-upon. Additionally, between the two anchor rollers are twin vertical rollers and a simple horizontal roller to easily facilitate Med-mooring as required.
There are two Lewmar vertical capstan 24 volt powered anchor windlasses that are controlled by separate foot operated deck switches. Additionally the starboard side/primary anchor windlass can be operated remotely from the helm station. This remote station features an accurate chain counter. and the controls for the anchor wash-down system which removes the mud from the anchor chain before it comes aboard. Each anchor has its own dedicated area within the split chain locker so that the two anchor rodes cannot co-mingle.
Specific Anchoring Equipment Include:
All AMEL yachts offer unmatched attention to providing the best possible combination of intelligent design regarding all aspects of overall safety and supurb quality in the selection of only the best pieces of safety equipment.
Specific Safety Items Include:
Joel F. Potter
401 East Las Olas Blvd., #130-126
Fort Lauderdale, FL 33301