wing mast catamaran

The ZEN50 is a game changer. World’s first series production catamaran equipped with a wingsail, it defines a new distinctive class of its own, where genuine zero-emission meets high comfort and performance, limitlessly. 

Designed from scratch for ZEN Yachts by award-winning naval architect Julien Mélot , this full carbon catamaran is the ultimate essence of technology driven, high performance and luxurious, eco-friendly leisure yachting. 

The blue water capable ZEN50 lightweight racing carbon hulls are combined with a huge solar roof for an unrivaled solar power vs. displacement ratio above 1:1 (18 kW / 17 tonnes), making this yacht completely energy self-sufficient. A revolutionary, fully automated, wingsail - by Ayro© - can be added as a range and speed extender. The yacht’s high capacity battery bank powers a powerful silent electric propulsion, allowing the ZEN50 to achieve 14 knots and maintain high continuous speeds in unrivaled safety and comfort, indefinitely… 

The ZEN50 is offered with or without wingsail and comes in 3 main different versions: Racer, Cruiser and Explorer, each dedicated to a different usage and owner profile. We use these versions as a basis to define a final, bespoke specification for each of our valued clients and ZEN Community Members. Scroll down for more details, specifications and prices.

1st WINGSAIL series production yacht in the world!

The OceanWings32 - by Ayro© - was initially developed for Team Oracle, for the America’s Cup 2010 in Valencia. Over years, it has further been developed and automated by VPLP and was installed on Energy Observer in 2019. Two years of field feedback have allowed the Ayro team to fine tune the algorithm commanding the wingsail. The ZEN50 is the first series production leisure craft to be equipped with this fully automated wingsail. It is controlled at the touch of a finger on screens, is automatically adjusted and has several safety modes and features. The two parts of the wingsail can be hoisted and lowered independently and with the simple touch of a button. The wingsail OceanWings32 is the ideal complement for the solar roof for those wishing to cruise long distances off-shore with zero-emissions.

Greatest ratio SOLAR POWER / weight on the market

At 17 tonnes lightweight and 18,000 W of peak solar power, the ratio of the ZEN50 is at over 1 kW per displaced tonne of water or beyond 1:1 which is far beyond any other blue water CE Cat A yacht in this size range. Lots of solar power for little water to displace is the strong and healthy foundation the energy self-sufficient ZEN50 is built upon.

Performance CARBON sandwich hulls

The hulls of the ZEN50 have been designed from a blank screen for ultimate efficiency - understand minimum drag or minimal energy consumption for a range of speeds from 6 to 10 knots. Their shape is aggressive, sharp and slender. Their reverse bows cut through water like a sword cuts through butter and their curvature is reminiscent of graceful dolphin bodies. These hulls are undoubtedly of the performance type and are built with the best available composites: Carbon fibre and Corecell™. The combination of high strength, low weight and performance design allow the ZEN50 to reach speeds of up to 14 knots.

INFINITE range at high CONTINUOUS speeds

With maximized solar and wind power and minimized energy consumption… the ZEN50 can sail continuously at speeds varying between 6 and 10 knots. Thorough simulations in various sea states and weather system have consistently shown the ZEN50 will be able to achieve performance catamaran speeds continuously without using a genset. With the ZEN50, the world is your oyster and the wildest destinations are within your reach with this self-reliant vessel!

True ZERO-EMISSION operation

The first ZEN50 unit, whose construction started in March 2023, will not be equipped with a genset at all and will not have any fossil fuels onboard. The ZEN50 energy system with its very large capacity 160 kWh battery bank, has been designed to function for days in complete safety with minimal solar energy harvest and no wind. It is perfectly safe with no backup genset and operates 24/7 without any polluting emissions.

NO FUEL , no costs

Naturally, requiring no fuel to operate day in day out is great news for the environment, it is also fantastic news when sailing into remote areas where fuel bunkering might be near impossible or where the fuel quality might be an issue. Finally, it also makes a massive difference in this yacht’s costs of operation. Imagine the hundreds of liters of diesel saved over just a week, the obsolete engine maintenance schedules, the clogged filters and dirty tanks from another age… Welcome to a new burden-free, energy self-sufficient era, welcome to clean and graceful eco-yachting, welcome to ZEN Yachts.

Highest SAFETY & reliability

At ZEN Yachts, we have made some design choices to attain energy self-reliance with the ZEN50 that reduces the habitable volume in the hulls, similar to performance catamarans. Where we have not and will never compromise is on safety. Our main voltage system is 48V making it perfectly safe to work on. The level of redundancy of the batteries and solar panels is 10! The main electrical architecture is split in 2 so that should anything happen on 1 hull, the entire vessel can still operate normally. There are 2 independent helm stations and the ZEN50 is packed with special safety features, nonsubmersible compartments and we can even offer an in-depth practical course on safety equipment usage and management. Sailing with the ZEN50 is not only exhilarating and clean, it is ultra safe!

Unrivaled space & COMFORT

The ZEN50 offers the speeds of a performance catamaran, the comfort of a large motor yacht and the simplicity of an electric car. No less than 2 large day beds, 3 dining areas for over 10 people, 1 professional galley and 2 wet kitchens, 5 heads, up to 4 double ensuite cabins, 1 bunk double and 1 single together with both saloon and dining areas converting into extra sleeping areas, this is simply unrivaled on a 50 ft. catamaran. Add an electric tender, dive compressor, satellite internet, 2 helm stations (cockpit and flybridge), a solar roof that converts into a gigantic upper deck to enjoy the most epic sunrises and sunsets, welcome onboard the ZEN50!

SPECIFICATIONS

Main particulars.

• Length Over All: 15.7m

• Beam: 8.4m

• Depth Molded: 2.7m at midship

• Displacement (light) : 17 T

• Draft (design): 1.3m (4.3ft) incl. keel

• Passenger Capacity: 12

• Berths: 12 (4 x double + 2 x single + saloon)

• Building Material: Carbon Fiber - Corecell™ composite

• Certification: CE Cat A - Unrestricted with 12 persons

Note: Some of the above figures may vary between versions

PROPULSION & ENERGY

• Propulsion: 2 x 50 kW brushless DC motors

• Main Battery Pack Capacity: 160 kWh Lithium

• Solar Roof Peak Power: 18 kWp

• Wingsail: Oceanwings® OWS 3.2 by Ayro©

• Backup Battery Pack Capacity (Nav/Com/Wing): 5 kWh Lithium

• Main System Voltage: 48V - Low voltage for total human safety

• Accommodation Voltage: 110V or 220V

SPEED & RANGE

• Max. Speed on e-motor only: 10 kn

• Max. Speed on e-motor & Wingsail: 14 kn

• Cruising Speed for continuous operation - solar only: 4.5 - 5 kn

• Cruising Speed for continuous operation - solar and wing: 6 - 10 kn

• Cruising Speed day time: 8 - 10 kn

• Range Over 24 h: 180+ nm

Note: These values may vary between versions and sea / weather conditions

EQUIPMENT INCLUDED - RACER VERSION

• Integrated power management system

• Solar power & energy storage system

• Electric propulsion system

• By-wire steering system

• Helm stations at cockpit & flybridge

• Galley counters, storage, sink, oven, stove, fridge, freezer

• 4 en suite heads with enclosed shower, toilet, sink & faucet (in each head)

• All cabin furniture (as shown in layouts)

• Aft deck fixed dining table and aft sofa with collapsible back rest (as shown in layouts)

• Fore deck day bed and lateral seats (as shown in layouts)

• Outdoor marine cork decking / indoor saloon natural bamboo decking

• All cushions In/Outdoor upholstered with Sunbrella® fabric

• 6 deck hatches

• 2 x 500 liter (2 x 132 gal) fresh water tanks

• 2 x 100 liter approx. (2 x 26 gal) fresh water tanks + 1 fresh water pump

• 2 x 350+ liter approx. (2 x 92 gal) holding tanks

• Railings, cleats and fore deck trampolines

• Mooring equipment: 33 kg Rocna® stainless steel anchor + 50 m stainless steel chain 10 mm + 150 m nylon rope + e-windlass

• Regulatory navigation equipment including navigation lights & mast

• 2 x chart plotter 16”; 2 x VHF with DSC button

• Regulatory Life Saving Appliances

• Critical spare parts kit

Note: The above equipment is for the Racer version. Cruiser & Explorer versions carry additional equipment

ZEN50 Solar Wingsail Electric Catamaran - Solar Roof Layout

ZEN50 Solar Wingsail Electric Catamaran - Flybridge Layout

ZEN50 Solar Wingsail Electric Catamaran - Main Deck Layout - Asymmetric D (subject to changes)

ZEN50 Solar Wingsail Electric Catamaran - Cabin Layout - Asymmetric D (subject to changes)

ZEN50 Solar Wingsail Electric Catamaran - Cabin Layout - Asymmetric E (subject to changes)

SOLAR & WINGSAIL

OCEAN RACER

Solar power & Wing, basic configuration, navigation, safety, fridge, etc.

EUR 2 150 000

WORLD CRUISER

Solar power & Wing, well equipped with A/C and water maker

EUR 2 400 000

ARCTIC EXPLORER

Solar power & Wing ultimate configuration with all available options

EUR 2 650 000

Solar power, basic configuration, navigation, safety, fridge, etc.

EUR 1 700 000

CONTINENTAL CRUISER

Solar power, well equipped configuration with A/C and water maker

EUR 1 900 000

TROPICAL EXPLORER

Solar power ultimate configuration with all available options

EUR 2 100 000

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how does a wing mast work

Over the past few seasons it has become quite clear that many people who have been experiencing speed or power problems have had little basic knowledge of what they can do with the mast settings. It is clear what do with the cunningham, simply pull on it to get the pressure out of the sail as you need, but often the mast is left unattended to, as a last priority.

In fact it is one of the most important speed controls on the boat. It is important to understand how to use it, and what you want to have in the sail shape for different conditions. It is not so easy to just come up with numbers and angles that will suit every mast and sail so I will try to make some key points to help understand this correctly.

• The more pre bend set in the mast the more effect mast rotation has on the sail shape.
• The effect of the spreaders means that the more the mast is rotated backwards, the more the lower mast section can bend forward (in the direction of the boat) and the stiffer the top section becomes. Leaving the cunningham tension out of the discussion at the moment, the result would be that the sail becomes flatter in the bottom and fuller in the top.
• Rotating the mast more forward allows the spreader to start to work and the lower mast section becomes stiffer in the forward direction and the top becomes softer backwards. The result is the sail will become deeper in the bottom and flatter in the top.
• Cunningham pressure flattens the sail and will tend to flatten the top more than the bottom since the top of the mast is unsupported and more free to bend. Understanding the sail shape that works best in the differing conditions is then very important. For example in Flat water you would like to have a very even profile through the sail from top to bottom with good power in the top and the possibility to pull the mainsheet quite hard without stalling the back of the sail. On flat water you can sheet hard and point higher. By wave conditions you would want good power down low in the sail and have the top more open and twisted. This gives you power and the twisted top allows the boat to accelerate easily letting you steer around more and power the boat through the waves easier. Generally you can’t point as high as the boat on flat water but because of the waves you can achieve a much better VMG (velocity made good).

The typical example is that with increasing wind the sailor will pull the Cunningham hard but not adjust the mast rotation to go with it. The effect of the Cunningham is flattening the sail, but more in the top. This allows the leech to open. The boat may feel ok but often the leech is to open and you can’t point high enough. This setup can be good in big waves but on flat water the sailor would like to have the leech standing much straighter so they should rotate the mast further back. If you go back to our original points you can see that the mast becomes stiffer in the top and can bend more in the bottom. This is therefore powering up the top and flattening the bottom of the sail. With the Cunningham pressure you can sheet on hard and point high with good speed.

The other typical mistake which occurs, is that the sailor by strong wind, simply pulls the mast back in line with the boom and pulls full Cunningham pressure. Because the mast rotation is too far back the sail becomes too full in the top and too open in the bottom. The sail will have a lot of twist which some sailors think is good for strong wind, but because of the top of the mast reaching its maximum stiffness in the aft direction of the boat the sail will remain too full in the top. The end result is a sail which is twisted to far and with too much profile for the strong wind. The twist causes you to loose pointing ability and the depth is causing excessive drag, just slowing you down. You are in effect going slower and lower than the correctly trimmed boats.

Spreader rake is also another significant factor in setting up you rig. It also plays a part in how much the rotation angle affects the depth of the sail. That can be a whole subject of its own, so for now I make just a few comments. Try to think of pre-bend as controlling the position the mast takes its bend. The more pre-bend you make in the mast the lower the mast likes to bend. The lower the mast tries to bend the straighter the top section becomes. The flatter the pre-bend the more the top section tries to bend. The normal reaction of sailors is to increase the pre-bend for strong wind to flatten the sail and reduce it in light wind to increase power.

Principally that is correct, but it must be incorporated with the rotation to get the right balance in the sail. Like most things, too much or too little can be harmful. It is a great failure made by many sailors to flatten the spreader angle to far reducing the pre-bend in the mast to almost straight. For light wind this is doing more harm than good. The heavier sailors also often request more luff curve because they are looking for power.

With more luff curve and flatter spreaders light wind speed can quickly come to an end. The sail will become very full down low with a deep entry angle from the mast and a very closed leech section. When you get the first wind in the sail you may get a feeling of power, but you may also experience the boat just wanting to fly a hull but not wanting to go easily forward. The boat will not point and will not accelerate.

In many cases it is actually better to go the other way. By very light wind you can increase the pre-bend to open the lower part of the sail and reduce the entry angle of the sail behind the mast. With the rotation angle set correctly to get the head standing up just the right amount you can be very fast. Just remember flat is fast and deep is slow. It has a lot more to do with entry and exit angles of the sail to achieve height and power.

Amongst sail makers there are many different ideas, and history has proven that there are many ways to build fast sails. The most important thing is that the sailor can understand how the sail should work and manage it well. Also restrictions on materials and designs in the boats themselves change the way the sail has to work to achieve the best results. We design our A class sails to allow the mast to be rotated well back. The reason being, that the mast itself creates a lot of profile over the rig and therefore it is very important to be able to reduce the wind age over the mast by rotating back as the wind increases. At the same time the sail must flatten rather than get fuller. That is the secret to success.

Good sailing.

sail loft Egner

Landenberger OneDesign Neustaedterstr. 75 79822 Titisee-Neustadt Germany

T. + 49 (0) 76 51 93 97 09 F. + 49 (0) 76 51 93 97 11 E. info(at)landenberger-onedesign.com

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ABOUT LANDENBERGER ONE DESIGN

Our range of sails covers a wide variety of boat types. Whether regatta or cruising sails for catamarans, dinghies or keelboats - we have the right sail for you! Our years of experience in various international boat classes make it possible to build sails perfectly matched to your requirements. As a sailmaker, we are also the right partner for sun sails, canvas tarps and sail repairs in the Freiburg / Black Forest, Lake Constance and Switzerland area.

© 2023 Segelmacherei Egner | Landenberger OneDesign, Titisee-Neustadt – Germany

• Yachting World
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New catamarans: 2021’s most exciting launches

• April 7, 2021

Fast cruising is the theme this year, say Toby Hodges and Sam Fortescue, who look at some of 2021's exciting new multihull launches

2021 looks set to be a bumper year for new catamarans as the trend for fast cruising yachts, which deliver plenty if living space continues. This year there are set to be several new catamarans on the market, here’s our selection of those about which we are most excited.

A group of wild enthusiasts in the landlocked Czech Republic are the force behind the new IC36 from Independent Catamaran. The debut model is a fully race-tuned cat that aims to appeal to speed freaks as well as performance cruisers. Oh, and it unbolts to fit inside a shipping container or on a trailer!

Perhaps closer in design terms to the Extreme 40 than a traditional cat, the IC36 has super narrow hulls, high displacement bows and an optional rotating carbon rig with composite stays.

A sporty-looking carbon beam braces the bows and doubles as a bowsprit for asymmetric sails. Deep daggerboards help windward performance, and there’s a racy dual carbon tiller providing direct rudder control.

“The first time I saw it, I just felt like it was from one of Jules Verne’s adventures,” says co-founder Jaromír Popek.

The boat has been optimised for electric propulsion with twin 6kW Oceanvolt saildrives and up to 15kWh of lithium-ion batteries giving a range of a couple of hours. Powerful hydrogeneration under sail keeps batteries topped up. For longer spells at anchor , there is also a decent 1.15kW array of Solbian solar panel s which folds away when not required.

As much fun as this boat should be to sail in its Raw racing variant, it is also available with more creature comforts.

The Pacer model has a coachroof, cockpit tent, more storage and cooking and freshwater systems. It can accommodate a reported eight people in the hulls, with a fridge and two-burner hob to port and a shower/heads to starboard. Or you can opt for a fridge and hob in the folding cockpit table.

Construction is in epoxy-glass composite with local Kevlar reinforcement and foam core, helping to keep weight down to less than 3 tonnes (key for trailering). And there are three buoyancy chambers in each hull, which underpin the claim that the boat is unsinkable.

For all the variants, the light weight and high-performance rig means you can sail in a breath of wind. In a blow, the sky should be the limit. Expect reaching speeds of 20 knots plus, particularly if you take the high-modulus carbon wing mast from Pauger.

Specifications:

LOA: 11.00m / 36ft 1in Beam: 6.20m / 20ft 4in Draught: 0.85-2.00m / 2ft 9in-6ft 7in Displacement (light): 2,500kg / 5,512lb Price ex VAT: €295,000 (for RAW) Builder: www.independentcatamaran.com

This new launch from the world’s number one catamaran brand is the largest in the range of ‘regular’ boats, before entering the more luxurious world of the Lagoon 65.

It has been drawn by VPLP and Patrick le Quement, whose design nous has done much to make cats more mainstream. Many of the features, therefore, will be familiar from the smaller boats.

However, that extra length creates more volume below, so the Lagoon 55 can be arranged with up to six true double cabins with ensuite heads. “It’s the first time we have six cabins of the same size and function and a larger flybridge,” explains products developments manager Martina Torrini during a premiere virtual tour of the first model to launch in March.

Another first is the curving steps up from the transom skirt to the aft deck, dubbed ‘the stairway to heaven’. “The surfaces of the transom can be used differently,” adds Torrini. “Not just a way to access the boat, they become in themselves a living area.” This feature extends the size of the cockpit to 25m2, and even offers a plancha grill.

There’s more social space on the huge flybridge (with fridge and bar) and a movable sunpad on the forward part of the coachroof. The boat also features Lagoon’s first ever dedicated forward cockpit, connected to the saloon by a drop-down window.

A 107m2 fat-head main provides grunt, but is coupled with a self-tacking jib. As with all Lagoons, the emphasis is on comfort and ease of use rather than speed and windward pointing ability.

LOA: 16.56m / 54ft 4in Beam: 9.00m / 29ft 6in Draught: 1.55m / 5ft 1in Displacement: 26,500kg / 58,433lb Price: €tbc Builder: www.cata-lagoon.com

Fountaine Pajot Samana 59

Replacing the five-year-old Ipanema 58, this luxurious 59-footer integrates many of the new design features of the 45, which boasted longer, wider hulls that nevertheless showed 10% less drag. Chief among the new attractions is an enlarged cockpit, forward lounge and flybridge, for more socialising space.

“We wanted to emphasise her identity by optimising her interior and exterior spaces to make this 59ft catamaran the equivalent of a larger yacht,” explains designer Olivier Racoupeau.

“Whether it’s the flybridge, the cockpit or the saloon, we’ve worked hard to find harmony between all the living spaces on board, to gain every millimetre inside and outside.”

There’s a door forward out of the saloon, and the option of a hydraulic bathing platform, which doubles up for tender storage. Up to six cabins are offered, and the rare option of putting the galley up in the saloon or down to port. Hull number one is joining the World ARC .

Meanwhile, a new 51 is tipped for launch in 2022, which will focus on sustainability and have 2kW of flush solar panels built into the flybridge.

LOA: 18.21m / 59ft 9in Beam: 9.46m / 31ft 1in Draught: 1.40m / 4ft 7in Displacement: 25,500kg / 56,217lb Price ex VAT: €1,302,900 Builder: www.catamarans-fountaine-pajot.com

The new 42 replaces the Leopard 40, and it draws on the latest design thinking from the larger boats in the range. Like the award-winning Leopard 50, it has continuous hull windows, a hardtop, and contrasting coachroof accents. But it also goes further, with plumb bows and long horizontal chines.

That lounging space on the coachroof adds 65% to the exterior entertainment area. “By integrating the geometry of the lounge into the GRP hardtop, we were able to achieve a lightweight area that added less weight to the boat than one average sized crewmember,” explains Michael Robertson, chief designer at builder Robertson & Caine. It has been cleverly engineered so as not to steal headroom from the cockpit.

In contrast to many modern cats, the Leopard 42 makes a virtue of the separate cockpit and saloon, whose seating is focused on the forward galley. There is lots of glazing and a full-height door out onto the foredeck. Every cabin has a third more floor space and twice the glazed area of the old Leopard 40. Each has an island berth and its own heads with shower.

But it’s not all about space. “Performance potential remains one of the top priorities,” says naval architect Alex Simonis of Simonis-Voogd Yacht Design. “We spend a lot of time refining the rig geometry and the sail layout to boost the efficiency of the rig plan. At the same time, the ongoing refinement in hull and appendage design allows us to create a yacht with better sea motion and more agility.

LOA: 12.67m 41ft 7in Beam: 7.04m 23ft 1in Draught: 1.40m 4ft 7in Displacement: 12,460kg 27,469lb Price ex VAT: €399,000 Builder: www.leopardcatamarans.com

The new entry-level yacht from France’s Neel Trimarans is designed to bring the world of three hulls to a new clientele.

Building on the success of the larger Neel 47 and Neel 51, the 43 takes the fight to the catamaran, with a big superstructure that includes two double cabins as well as a galley and saloon.

There’s a further double cabin forward in the central nacelle, and cosy singles in either bow. A sliding door and window allows the saloon and the cockpit seating areas to be socially connected, although they remain two very different spaces.

The bulkhead helmstation to starboard has commanding views out over the huge coachroof. From the drawings, this appears to allow a tight sheeting angle for the genoa, but brings the mainsheet, which is fastened to the transom, close to the davits and skirt of the central hull.

The main is square-topped with two full battens and there is also a high-performance carbon spar option.

Though the lay-up is in standard foam-cored glassfibre, Neel says it is leaning towards more environmentally friendly construction. Interior joinery is from sustainable Alpi wood and recyclable material.

LOA: 13.11m / 43ft 0in Beam: 7.50m / 24ft 7in Draught: 1.50m / 4ft 11in Displacement: 9,000kg /19,841lb Price ex VAT: €329,800 Builder: www.neel-trimarans.com

Marsaudon Composites has quietly built an enthusiastic following for its TS42 and TS50 catamarans since the smaller boat was launched six years ago.

That these have been the first boats to cross the Atlantic in the last two ARC s has also done its reputation no harm.

The yard is based at Lorient La Base, at the heart of the French offshore racing scene, so it’s perhaps no surprise these designs are lightweight and offer plenty of performance.

The direct tiller steering, which gives a responsive feel to the helm, is an example of the thinking that sets these boats apart from other multihulls and makes them sought after models. Yet they also have enough space both on deck and below to offer very comfortable living.

A 57-footer from the board of Marc Lombard will be the third design to join the stable. It shares the same hallmarks as the existing models, although a wheel steering option will also be offered.

In suitable conditions this is a cruising yacht that can be expected to hit speeds of well over 20 knots.

The hull shape is clearly a progression from the earlier models, while following the same light displacement principles with fine hull shapes. Lombard drew a new shape for the bows to increase efficiency and reduce the tendency for bow-down trim. He told us: “The bows are shaped so that, when the boat is powered up and starts to heel, the lee bow will generate extra lift to push the bow up.”

The additional size makes the interior spaces of this boat significantly larger than those of the 50-footer, especially in the hulls. Much thought has also gone into ergonomics and weight saving, stripping out and simplifying anything that is not essential. CEO Damien Cailliau likes to draw on a quote from Colin Chapman, founder of Lotus Cars: “Simplify, then add lightness.”

As an example, there are no hull linings, which saves weight and complication, but requires extremely neat moulding. “A core competency of Marsaudon Composites is that we produce excellent mouldings,” says Cailliau, “so we don’t need to hide our work.”

Article continues below…

Outremer 4X on test – a high-performance liveaboard cruiser that is built to last

It’s a mix of everything you need for cruising and what you want to feel for performance,” Loïck Peyron said…

Seawind 1260: Lightweight catamaran making waves on both sides of the Atlantic

The Seawind 1260 has been well received in the States, where the brand has a strong following, but these multihulls…

As a low volume builder – only 28 of the smaller boats have been built in total – Marsaudon Composites can offer semi-custom interior arrangements, providing they don’t add unnecessary weight. The boat can also be built with varying amounts of carbon to reduce displacement further.

At the same time as announcing this design Marsaudon launched a rebranding of the range, which will now be known as Ocean Rider Catamarans (or ORC). The new name is a better fit with the qualities with which owners identify than the Très Simple concept that led to the original TS designation.

To underscore the difference between these boats and the majority of catamarans in this size range a tiller has been incorporated in the logo.

Tooling for the ORC 57 is under construction and the first boat is scheduled to be unveiled in September 2021.

Base price ex VAT: €1,085,000 Builder: www.marsaudon-composites.com

Current Marine CM46 & CM52

The founder of RS Sailing , Martin Wadhams, is a racing sailor who now spends more and more time cruising.

Martin and his wife, Amanda, enjoy sailing fast boats and have spent some time looking to upgrade from their Pogo 12.50 to a multihull. Their search for a true performance cruising catamaran – and one that wouldn’t cost seven figures – turned out few viable options.

Australian-based designer Jeff Shionning put them onto some fresh designs he has done for Current Marine, a new South African brand formed from an experienced team of composites experts at Knysna, between Cape Town and Port Elizabeth on the south coast.

It has been set up to build the new CM46 and CM52 in low-volume semi-custom production. On visiting the yard a year ago, Wadhams was impressed enough with the high tech builds to order the second CM46.

He reports that the joinery is all laminated in, there is plenty of opportunity for layout customisation (in three or four cabins) and, owing to the lower labour costs in South Africa, pricing is keen.

Shionning’s CM designs are lightweight, efficient catamarans that should be able to sail well in light breeze and outrun weather systems in the open ocean.

Key features include daggerboards, fine bows, centralised weight of engines and tanks, and high bridgedeck clearance. The rig is also positioned amidships for optimum weight centralisation, while also helping to create a large foretriangle for flying a range of furling headsails. Aluminium or carbon spars and diesel or hybrid propulsion are offered.

Wadhams says there is good stowage space and payload capacity for comfortable liveaboard cruising. “They’re built using post-cured epoxy, carbon, E-Glass and PVC foam-cored laminates – a level above mainstream brands,” he insists. “This brings the construction found in a few larger, high-end boats into smaller-size catamarans.” The first CM46 is a full carbon racing version destined for an Auckland-based owner and is due to launch early 2021. The second boat (for Wadhams) has a more cruising-oriented spec.

Prices ex VAT: CM46 €635,000, CM52 €787,000 Builder: www.currentmarine.co.za

Seawind 1370

Is this the most popular new design of 2021? Although the first of this new 45ft model is not due to launch until later in the autumn, there has already been a phenomenal uptake in orders.

Publicity has been helped by vloggers Sailing Ruby Rose ordering one of the first boats, but a staggering 55 have been sold already. This has led to the Australian/Vietnamese yard establishing a new technical department that is separate from the production department.

European sales manager Jay Nolan says this 13-strong team is tasked with working up every system on the boat and looking at hybrid solutions.

Price ex VAT: €599,000 Builder: www.seawindcats.com

Outremer 55

A contemporary fast cat set up for short-handed world cruising, Outremer’s exciting new 55 launches this winter.

We previewed this VPLP design in our September issue and hope to test it during the spring. Much focus has been placed on weight and stiffness to help increase performance and ensure the boat can sail in the lightest breezes and therefore rarely need engine power.

Price ex VAT: €1,215,000 Builder: www.catamaran-outremer.com

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History of Makani Catamaran 

Makani’s history traces back to the 8,000 mile journey through the Panama Canal, up the coast of Central America, past Mexico, and finally to the Hawaiian Islands.  You’ll also find the specifications  Hawaii catamaran facts & specs about this unique vessel.

The Makani began as a vision, transitioned into a conceptual plan, and emerged as a sophisticated sea vessel.  The construction of Makani Catamaran began in September 2004 in St. Croix, of the United States Virgin Islands. Once the project was completed in August of 2005, Makani set sail for Honolulu from the Virgin Islands. During their 8,000 mile journey they passed through the Panama Canal, up the coast of Central America, heading northwest to Cabo San Lucas, Mexico, then from there to the Hawaiian Islands. Makani arrived at her new home in Kewalo Basin, Slip F31, Honolulu, Hawaii on October 20, 2005.  While docked here on Oahu, luxury catamaran cruising has become Makani’s main vocation.

Specs/Basic Info:

Length: 64 feet,  Width: 32 feet,Displacement: 29,000 lbs Passenger Capacity: 79 (with crew of 5) Crew: Captain, 1st Mate, Bartender (additional crew for larger groups) Built: Gold Coast Yachts, St. Croix, U.S. Virgin Islands Designer: Dave Wallworth / Jon Jepson Construction Completed: August 2005 Arrived in Hawaii: October 2005 Vessel Material: Core Cell Foam / Epoxy / Carbon Fiber Total Sail Area: 1,764 square feet Sails: North Sails 3DL Rotating Wing Mast: 70’ Carbon Fiber by Southern Spars of New Zealand Standing Rigging: ARAMID Uni-Directional Kevlar Engine/Propellers: Twin Yanmar 125 hp Turbo Diesel Engines/3 Blade Folding Propellers from Gori Speed: 13 knots (under power) / Up to 30 knots (under sail)

32″ Flat Screen HDTV DVD Player Surround Sound Audio System CD Player and iPod hook Up PowerPoint Presentation Compatible HDTV 2 Freshwater Heads (Restrooms) Dual Bar Stations Semi-Enclosed Main Cabin Area Open For and Aft Decks Helm Station Seating for Passengers Two Forward Sunbathing Nets 20 Nautical Mile Excursion Limit Dual Swim Ladders off Stern

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Gougeon Wing Mast Plans

Discussion in ' Multihulls ' started by HydroNick , Apr 4, 2010 .

HydroNick Nick S

I know this is a topic that has been beaten nearly to death; however, I have ordered plans for a Shuttleworth 8m Arrow. John Shuttleworth indicated that I could get Gougeon Wing Mast plans from Gougeon, now WEST. West gave me a contact for Georg (sic) Thomas who now distributes the plans, that bounced. Eric Sponberg was kind enough to give me an alternate email address for Georg from which I've had no response. I have also contacted the North West Multihull Association as they noted that one of the Gougeon Brothers appears there on occasions. Because of all these dead ends and because none of the discussions on the forum (as far as I could see) actually tell you where to get the plans: Does anyone know where I'd get the Gougeon Wing Mast plans? Thanks  

tspeer Senior Member

Instead of Gougeon, you might try Rob Denny. He has his own method for making masts.  

steff Junior Member

wing mast Hi Nick, did you find meanwhile the plans - if so I would be also interested in a source. many thanks.  

Update Thanks Tom and no, nothing yet Steff.  

Graham Murray Junior Member

Contact J R Watson (@Gougeons?), ask him to put you in contact with the Sergey Korolyov of wooden wing-mast design, Kurt D....., the man that a certain famous trimaran designer refers to as The Mast Engineer, (I believe Kurt is the actual designer/engineer of the stress-form masts).  

rob denney Senior Member

Thanks, Tom. I am building a wing mast from a pair of vac bagged panels. It is unstayed, but a stayed one would be much simpler. I've built a lot of masts, but this is the first one using this technique, which should be by far the easiest. I can sell you plans for this for $AUS1,000. Plans will include the track, gooseneck, hounds and any other fittings, plus all the email advice you want. The first thing you need is a spec so you can work out the materials cost. The designer should supply this, or our engineer will do it for $Aus1,000. The mast will be easier to build if the chord is small enough, or the core thick enough that a sheer web is not required. If you don't mind a little extra weight, want to save the engineering cost or prefer to build in wood, the Gougeon plans are a better way to go, assuming you can track down the alloy track extrusion that holds the trailing edge together. Let me know if you can't find them, I know a couple of people who have built them and may still have the plans. regards, rob  

Gary Baigent Senior Member

For what it is worth Hydro, here is the plan of Flash Harry's 30 foot wing mast. It is a simple and inexpensive construction of tensioned 3mm ply over frames attached to a 4mm ply I beam and is 22 years old now - and has suffered a hard life with absolutely no problems. The mast with halyards and rigging weighs 20 kgs. You could build an extended version for your Shuttleworth and it would do the job. Carbon uni-directionals are used in the high load and bending areas, that is the hounds beak fitting, wrapped halfway round the wing and in the thickest of the chord section running up and down the halfway area between hounds and base. If you want a straight luff, just reverse the leading and trailing edges. The alloy sail track is again a simple but effective extrusion used for curtains (you have to bench saw off the too wide flanges) from Alcan here in NZ. You could find the equivalent in your country. Cheers.  

Attached Files:

Flashmastsect.jpg, flashharrybeat.jpg.

Again, thanks for all of the information and help. Once it looks like finishing the boat is in the realm of possibility, I will make the contacts suggested in this thread. Also, I think I shall get rid of the HydroNick moniker  

Timothy Senior Member

Hi Rob I talked to you a couple of years ago about new masts for my Freedom 40 but at the time you were still developing the process for building carbon fiber masts that would be affordable. I would like to know more about building a freestanding wing from two vacuum bagged panels. Did this come out of the work you did with the kiss system? Could you use resin infusion for the panels? How do you design the mast so that it tends to bend more readily along the long axis to flatten the sail? I know that Eric Sponberg used tubular or box like structural elements with non load bearing fiberglass fairings for leading and trailing edges partly to make it easier to predict mast bend. But I think I read that on his latest mast to reduce weight he used an elliptical section with the wall laminate adjusted for bend. Others have used luff pockets on tapered tubes. I believe Team Philips used panels joined with flexible membranes and a complicated sail track arrangement that collapsed into itself when under compression. You mentioned cores . I think I also read that for wall thicknesses of free standing carbon masts there is no weight saving using cores as apposed to using solid laminate of a greater thickness as with no compression loads buckling is not a problem. I have as yet not replaced my masts and the more I read the more discouraged I get that I can build them myself and achieve the weight reduction and efficiency I am hoping for. I would be interested as to how your new mast turns out and weather or not a home builder using your plans might expect to build a mast close to the weight of an autoclaved one. I am fortunate that I can enlist the help of my friend and next door neighbor here in Thailand who is an expert in composites and has worked all over the world setting up production schedules. Right now he is doing the new infused carbon F18 hulls at Cobra.  

Another Mast Designer Through another route Nick Barlow in the UK was also suggested as a mast designer. He is part of the SailRocket Team. Steff, still zippo on actual Gougeon Wing Mast plans. Again, thanks to those that responded. Nick  

cavalier mk2 Senior Member

Dick Newick might sell you a wing mast plan. I think he calls them Stressforms. While he says building one is complicated he was willing to talk about them.  

Found some notes on the shuttleworth website - Mike Reppy built a mast in glass/foam/carbon for a 30 ft trimaran based on the design of a barlow wing mast. Overall it seems to rather difficult and depending on the expected result not worth the money/effort to built a wing mast - as I have been told. IN my view a wing mast is still the perfect option, however I may also choose the AL route, since I am not patient enough to go through a long learning curve.  

catsketcher Senior Member

Newick masts aren't stressforms Dicks wing masts are strip plank not stressed ply. The New Zealand Newick owners like them but having built the shell of one (but not complete it) I would recommend an alloy mast. It takes a lot of time and you won't save any money. Jeff Schionning used to sell wing mast designs but all of his cats seem to have alloys masts now. I think fixed masts are faster as they fell a lot less liable to falling over so you worry less and sail harder. Verbatim got rid of its rotating stick and went non rotating. cheers Phil  

Some of the Newick masts were stressed ply (I'm looking at an old study plan), strip or stress they have less of a learning curve for most than an all composite layup.  

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Thanks again, yes I remember that Schionning sold mast plans. My recollection is that you could have purchased an alloy mast for the price of their plans! I may be a bit out; regardless, their mast plans were significantly more expensive than any of the smaller multihull boat plans that I was considering at the time. I guess that I am also hoping that there's a foam carbon plan out there as well as the Gougeon plans! Regards Nick  

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How Are Catamaran Masts Fixed Down

Most masts on production multihulls are fixed, non-articulating, aluminum extrusions and are therefore preferred for their reliability.

above Yves Parlier's radical "Hydraplaneur" showing her advanced stepped hulls and biplane rig. Note how the masts are stepped on the crossbeams and not on deck; this reduces compression loads and allows a lighter build.

Shroud, forestay and leach tensions are counteracted by the compression of the mast on the central crossbeam, necessitating this critical zone to be one of the strongest structures on a catamaran . Loads are measured in tons. In some recent mishaps, high-strung and under-built America's Cup racing monohulls broke in half because of these massive rig forces.

below The absolute best way to attach shrouds to a multihull. Aramid lashings are very strong, extremely reliable and easy to visually inspect.

We should also look at rotating masts which, if properly designed, have advantageous applications even on a cruising catamaran.

As we have seen, multihull masts must cope with a large range of loads. Since momentary rig forces can be 50% higher than on monohulls, the entire rig and its support system must be stronger. This can either be achieved by beefing up the wall thickness of the mast section or by increasing its cross-sectional area. Both have their advantages and drawbacks, and it is again up to the designer to find the proper balance. Increasing the wall thickness of the mast will make it stiffer, but also heavier. On the other hand, enlarging its chord will increase windage and, if non-rotating, will spoil the important incidence of air onto the leading edge of the mainsail. Both solutions bear undesirable features, especially up high on a multihull. Another way to resist bending is to leave the mast section as it is and add more shrouds and stays, which again is not the best in terms of windage and air drag.

Halyards can exert a considerable amount of additional compression onto the mast; therefore, it is recommended that 2:1 halyards be utilized wherever practical. Long halyard tails might need more care in handling and stowing, yet the asset of having more purchase power to raise the mainsail, or haul someone up the mast, are additional benefits of a two-part halyard.

Often, increasing the mast's cross-section is the only way to accomplish column stiffness; yet being able to shape that larger section into an aerofoil, and streamlining it into the mainsail, seems to have additional benefits. That is where the rotating mast comes in. Similar to a fixed mast, it can be self-supporting and held upright by only three wires, yet because it needs to rotate the compression is less. Mast engineers' prime objective is to structure a column that resists bending under axial compression. But, unlike the fixed non-rotating mast type, there is less down force on the mast as it is allowed to pivot around a ball located at its base. Shroud tension is usually considerably less and the big advantage of being able to turn the mast's leading edge into the oncoming airflow will reduce windage. In fact, it will effectively "pre-bend" the wind onto the mainsail luff.

Usually the angle of attack of the mast can be changed with control lines and a purchase system, which is located under the gooseneck or close to the mast base. Being able to rotate the mast will clean up the turbulence on the all-important back side of the mainsail

Typical Catamaran Rigs seif-supporting carbon mast double spreader tall rig single spreader rig

Optional Running Backstays

Optional Running Backstays and will benefit both light-air and heavy-weather performance. The efficiency of the mainsail can be considerably improved by permitting mast rotation to the correct angle of attack in relation to the apparent wind. Most of the drive of a sail is developed on the low-pressure, leeward side, and reducing turbulence where it counts will be rewarded with higher speeds.

Rotating masts are not without drawbacks as we will discover. First, they can be considered a big moving part and we all know that whatever moves could shift more than we would want and break. Further, careful attention must be paid to the proper engineering of the hounds and the mast base. A lot of loads congregate in those zones, yet they must be designed to allow for safe operation and movement. Lastly, rotating masts present aligning problems for navigation lights and radar units. Often complicated electronic compensators need to be installed to allow for recalibrating rotation angles.

Wing masts are basically rotating masts taken one step further. Their cord is exaggerated and they can generate massive lift. Some advocates swear by them, some even say they are practical storm sails, yet in my mind they are too high to be used as heavy-weather sails and can easily overpower the boat. Since they cannot be reefed, they are impractical and cannot be recommended for cruisers.

Freestanding masts had a short blip on the monohull radar screen in the mid '80s, when Freedom Yachts built its mandrel spun carbon masts at TPI in New England. They made a lot of sense as they eliminated standing rigging. They were below Forward crossbeams should always be attached to the hulls by a pin, by far the strongest way to deal with the massive loads experienced in these crucial areas. Small Delrin bushings allow minimal flex, thereby dissipating the slight torque movement of the beam. Some boats which have rigid attachments can develop fatigue cracks in that important zone.

above With no one standing at the wheel, modern autopilots reliably steer the boat for days on end. Observe the poled out clew of the asymmetric spinnaker, braced to windward, to present more sail area to the wind.

all keel stepped and needed to be braced by massive structures at deck level. A monohull, which can dump wind pressure when heeling, can dissipate mast loads easier than a super stable multihull. Few biplane, free-standing rigs have been tried on catamarans, but the feasibility, especially in view of the deck loads, is questionable. The essence of a multihull is light weight and stiff construction. The need for heavy bracing would negate this philosophy. Most importantly, fast multihulls bring the wind forward and sail upwind all the time, which necessitates a decent headsail and tight forestay - both of these are omitted features on freestanding masts. Besides it would be nearly impossible to "keel" step a mast into a catamaran's hull.

Aside from the spruce and telephone pole rigs of the past, the most popular material for masts is aluminum and carbon. The subject of carbon fiber masts is a long one and best reserved for mechanical engineers. If one is looking for all-out performance, no matter what the price, carbon fiber makes a lot of sense. Any ounce saved up high in the rig is worth ten times its weight down low. Carbon fiber is a man-made miracle and its stiffness characteristics are among the best in the world. It is incredibly resilient in both tension and compression and shows great durability. And - it is very expensive! The truth is that one has to really weigh the benefit of a few pounds saved aloft versus the $80,000 it will cost to do so. However, carbon as a material has to be carefully scrutinized. In fact, it is produced in a variety of moduli and a top-quality aluminum mast could be better than a low modulus carbon type. Reliability is also an issue. Lately there have been a number of lightning strikes on carbon rigs, which could have something to do with their conductivity characteristics. If I were to build a personal multihull racer, carbon would be my choice (if I could afford it). For an easily serviced world voyager, I'd take a good aluminum mast any day, and get a longer boat with the savings.

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Readers' Questions

What holds the mast on catamaran in place?

The mast on a catamaran is held in place by various components, including: Standing Rigging: This consists of stainless steel cables or wire ropes that are tensioned to support the mast vertically and prevent it from moving side to side. The standing rigging includes stays (fore and aft) and shrouds (port and starboard). These are attached to the hulls or crossbeams of the catamaran. Spreaders: These are horizontal bars or rods that are attached to the mast and extend to either side at various heights. They help to hold the shrouds away from the mast, providing additional stability and distributing the forces from the mast. Forestay and Backstay: The forestay is the wire rope that runs from the front of the mast to the bow of the catamaran, helping to support the mast forward. The backstay is a similar wire rope that runs from the top of the mast to the aft of the catamaran, providing additional support and preventing the mast from moving aft. Mast Step: This is the point where the mast is attached to the catamaran's deck or crossbeam. It is typically a sturdy base with a pivoting mechanism or a fixed support to allow the mast to rotate or remain in a fixed position. Compression Members: These are additional structural components, usually made of carbon fiber or aluminum, that help distribute the compression forces from the mast into the hulls or crossbeams. They provide additional support and ensure the integrity of the catamaran's structure. Overall, the combination of standing rigging, spreaders, forestay, backstay, mast step, and compression members work together to hold the mast securely in place on a catamaran.

Why dont cantamarans have masthead sloop rigs?

Cantamarans, also known as catamarans, generally don't have masthead sloop rigs for a few reasons: Stability: Catamarans are known for their stability due to their wide beam and twin hulls. By using a fractional rig instead of a masthead rig, the center of effort of the sail is lower, which helps to maintain stability. Reduced heeling: Heeling is the process of a boat leaning over due to wind pressure on the sails. Catamarans already have reduced heeling compared to monohulls because of their wide beam. A fractional rig further reduces heeling by positioning the center of effort closer to the yacht's centerline, resulting in less force acting to tip the boat. Performance efficiency: With a fractional rig, the sail plan can be more easily adjusted to the prevailing wind conditions. By varying the mainsail and jib size independently, catamarans can optimize their performance in different wind strengths, allowing for better upwind and downwind sailing. Mast height limitations: Masthead rigs are typically limited by the height of the mast due to stability considerations. Catamarans often have a larger sail area compared to monohulls, and a masthead rig would require a significantly taller mast, which can introduce challenges in terms of stability, weight distribution, and overall design. That said, there are some catamarans that do use masthead rig setups, particularly larger cruising or racing catamarans that are built specifically for certain purposes. However, the majority of catamarans utilize fractional rigs for the reasons mentioned above.

How hard is it to step a mast on a catamaran?

Stepping a mast on a catamaran can vary in difficulty depending on various factors such as the size of the catamaran, the design of the mast stepping system, and the experience of the person or crew undertaking the task. Typically, stepping a mast on a catamaran involves raising the mast into an upright position and securing it in place. This may require careful maneuvering, coordination, and physical effort. Smaller catamarans with lighter masts and simpler systems may be relatively easier to step, especially with the help of a few people. However, larger catamarans with heavier masts or more complex mast stepping mechanisms may require additional equipment or a more experienced crew. It is essential to follow the manufacturer's instructions, consult with experienced sailors, or seek professional assistance when stepping a mast on a catamaran, especially if you are not familiar with the process. Safety precautions and proper knowledge are crucial to prevent damage to the boat, equipment, or injury to individuals involved.

Can catamaran lagoon drop sail mast?

Yes, it is possible to lower the mast on a Catamaran Lagoon. In order to do this, you will need to remove the standing rigging, the headstay, and possibly the backstay, depending on the model of your boat. Next, you will need to secure the mast to the deck with a couple of lines and then safely lower it down with a come-along or some other lifting or lowering device. Once the mast is safely down, you will need to secure it to the deck securely.

Can the mast be lowered on 50ft catamaran?

Yes, depending on the type of mast setup, it is usually possible to lower the mast on a 50 foot catamaran. This may require the help of a professional rigger, and in some cases, structural modifications may need to be made.

How far back from the front of a 50 ft catamaran is the mast?

The distance from the front of a 50 ft catamaran to the mast can vary depending on the type of catamaran being referenced. Generally, a 50 ft catamaran mast is located around 15-25 ft from the front of the boat.

How big a mast for a 16 foot Catamaran?

The size of the mast for a 16 foot Catamaran depends on the type and design of the boat. Generally, the mast should be 2-3 feet longer than the water line for most sailing boats.

How is a mast supported on a leapord catamaran?

A mast is typically supported on a Leopard catamaran with a combination of the hull and a rigid support structure that ties the two hulls together, such as spreaders. The spreaders also provide additional stability to the mast and provide greater resistance against side-loading and vibration.

How deep does the mast on a catamaran need to be?

The depth of the mast on a catamaran will depend on the size and design of the particular catamaran. In general, masts can range from as low as 6 feet to as high as 40 feet.

Are sailin gmasts under compression?

Yes, a sailing mast can be designed and constructed to handle compression. Masts are designed with specific sail plans, vessel type, and operating conditions in mind. The material used to construct the mast must also be able to withstand the compression created by the sail plan. For example, a carbon fiber mast may be used to provide superior compression resistance. Additionally, the mast may be designed with additional reinforcements, such as shrouds and stays, to further increase its compression resistance.

What is a catamarans rigging and mast?

A catamaran's rigging and mast is designed to support the sails and the boom which extends beyond the mast. The rigging consists of a series of cables, webbings, and supports which are used to tension the sails and to hold the mast in place. The mast is a tall, vertical structure which rises from the center of the boat and is used to hoist and support the sails.

What is mast material catamaran?

Mast material for a catamaran typically consists of aluminum or carbon fiber. Aluminum masts are typically more budget-friendly, but carbon fiber masts are lighter and more durable. Both offer great benefits, so it is up to the individual to decide which material best fits their needs.

Does a cruising catamaran mast pivot at the deck?

No, a cruising catamaran mast does not pivot at the deck.

Does it matter where the mast is placed on a catameran?

Yes, the mast placement on a catamaran affects the boat's balance and performance. The optimal mast placement depends on factors such as boat type, size, and design.

How to get mast up on small catamaran?

To raise the mast on a small catamaran, first secure the halyard to the boom and secure the boom in the mast step. Next, hoist the mast up and attach the forestay, shrouds, and any additional stays and rigging. Finally, adjust the rigging and forestay tension, and clip the halyards to the cleats.

How is the mast attach on a catamaran?

The mast of a catamaran is usually attached through a combination of a compression post, mast step, and rigging. The compression post runs through the bridgedeck and supports the mast step, which is a metal plate fastened to the deck with bolts. The rigging consists of a set of wire stays, shrouds, and a forestay that attach to the mast step and pull the mast up into proper alignment.

What is a carbon fiber mast on a catamaran diagram?


How is a mast fixed to a boat?

A mast is usually fixed to a boat through a step, which is a metal tube or collar firmly attached to the boat's deck, to which the mast is then attached with bolts, straps, or pins.

How to make catamaran mast?

Building a catamaran mast requires specialized tools, materials and knowledge of boat building. First, you will need to purchase a set of mast building plans that include all the required materials and specifications. Next, you will need to gather all the materials, including aluminum or carbon tubes, aluminum or carbon booms, standing rigging, and running rigging. Once you have all the materials, you will need to mark out your mast plan on a piece of plywood and then cut the pieces to size and shape. The next step is to assemble the mast using clamps, rivets, and glue. When assembling the mast, use epoxy resin to ensure a good bond between the parts. After the mast has been assembled, you will need to sand and apply two coats of paint. Finally, you can attach the mast shrouds, spreaders, and halyards to secure the mast in place.

Can you put a mast on a catamaran boats?

Yes, you can put a mast on a catamaran boat. Many types of catamaran boats have a mast and a sail that can be used to propel the boat.

Do multihull sailing yachts brake masts often?

No, multihull sailing yachts typically do not break masts. However, due to the nature of their design, they can experience higher loads on the rigs, which can lead to a broken mast in extreme conditions.

How is the mast fixed to a catamaran?

The mast of a catamaran is typically held securely in place by a combination of shrouds, stays and adjustable backstays. The shrouds and stays attach the mast to the deck at either side of the boat and help to absorb any shock loads. The backstays are then used to tension the mast and keep it in the correct position.

How to rig a mast for a catamaran?

Secure the bottom of the mast to your catamaran. This can be done by attaching the mast to a bracket or collar at the base of the hull. Attach the halyard to the top of the mast. Many catamarans come with a pre-attached halyard, but if yours does not, you will need to secure the line to the top of the mast. Connect the standing rigging to the mast. This typically involves attaching a series of lines and turnbuckles to the sides and top of the mast. Lubricate and adjust the mast and rigging. You may need to lubricate any moving parts, such as the turnbuckles and halyard, and adjust the mast so that it is in the correct position. Secure the sail to the mast. Attach the sail to the mast using a series of battens, ropes, and cleats. Check for any loose lines or hardware and also check the mast for any signs of damage or wear.

How are catamaran masts fixed down?

Catamaran masts are typically fixed down with a variety of methods, including an adjustable bridle system connected to the hulls, static bridles connected to eye plates on the hulls, or even directly bolted down to the crossbeam. Additionally, some masts are held down with a combination of ropes and tackle systems.

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Sailing coaching, consulting and instruction, crew training, sailing systems & techniques for solving sailing's challenges. call coop at 401-965-6006, tag archives: carbon wing masts, hall spars carbon mast for a gunboat 90.

One of the great aspects of my life is I get to wander around boat yards and so see lots of really interesting and innovative things to do with boats. Very kid in a candy store stuff. A couple of days ago I was at the Hinckley/Hunt marina complex in Portsmouth RI when I came across two Hall technicians prepping a Carbon mast to be returned to its boat, a 90 foot Gunboat catamaran.

Hall Spars has long been a leader in the construction of Carbon fiber masts. Brothers Ben and Eric Hall have been building spars for pushing 40 years and carbon masts, booms, kite poles and other carbon bits for probably 25 plus years. This brief post shows some pictures of parts of the mast and some commentary from me. Enjoy.

This first image, below, is of the bottom of the mast. The rig is a partial wing mast (NOT a wing sail), which means that it is perhaps 700 mm long (fore and aft-Compare with the ladder or my coffee cup on the ladder) and is much more wing shaped, albeit thicker, as wings go, than a conventional spar.

There are a number of reasons for using a wing shaped mast on a fast boat, not the least of which is to reduce drag as the airflow begins to pass over the sail. The drag from conventional shaped, (roughly oval in cross section) adds up when you do the math to sum the cross sectional frontal area exposed to the wind. An additional benefit of wing masts is there is a lot less standing rigging required to hold the mast up-This has long been a benefit of multihulls because of the wide staying base.

A wide staying base reduces the loads on the mast, and also the amount of rigging needed to keep it up. With the elimination of multiple sets of spreaders, and intricate standing rigging, the mast can be this wing shape.

Today, composite standing rigging is certainly lighter and stronger than any metal rigging, but composite standing rigging is thicker in cross section, so having less of it is a big plus. The image below is of the ‘bobstay’ securing the top of the deck spreaders to the hull on No way out, the latest IMOCA 60 from VPLP/Verdier. The acute angle demands stronger, so thicker material, but  you get the idea.

The bobstay, is secured to the hull in some invisible fashion, below. Notice that all of this is so the boat can have its own partial wing mast, or vice versa…

Finally the drag goes up exponentially with the speed, so a cat or tri (Like Spindrift, shown in the featured image) is incorporated into the sail area and sail shape for considerations of sail shape.

The facility of wide shroud base has transitioned into the IMOCA 60 boats, (seen below is ‘No way out’) such as those in the Vendee Globe presently underway.

This latest generation IMOCA 60 has the now common deck spreaders and wing section mast. The spreaders are to get a wide shroud base, to minimize the compression on the spar so it can be a bit lighter. Many, many Excel spreadsheet Cells were sacrificed in figuring out the cost benefit of this arrangement.

The variations in the size of wing masts are as varied as the boats themselves, as this picture below, of Spindrift, shows. (Spindrift Racing was kind enough to let me have some of the Prout Sailing Team visit Spindrift a couple of years ago.) On the forward side of the mast, at the base, you can see the rotating quadrant with tackle attached. See too, the knife in the yellow sheath, just next to Julia’s left calf…..

Back to the Gunboat mast.

Because it is a wing mast, it is deck stepped so it can be rotated. (Or perhaps it is the other way around. It is stepped on deck so it CAN BE a wing mast). To achieve this rotational ability, there are two unique details. The bronze colored circle in the middle is the fitting, slightly concave, which lands on top of its mate on the mast step, on the boat. It is basically a bearing surface for the mast to sit on, so it can rotate.

The half circle looking part is on the forward side of the mast. It is, and so acts like, a quadrant, in a wheel steering system providing a lever arm to move the spar. There are control lines mounted to it and when actuated, these lines can turn the mast thru, what looks like 90 degrees, but is probably only 45 degrees, either side of fore and aft, in practice. You can see these more clearly in the Spindrift images, above.

This closer detail shows a remarkable piece of carbon detailing and finish work. Smooth, shiny and undoubtedly strong. It is as much a work of artisan craftsmanship as an engineering part for a 90-foot high-speed sailboat.

Built into the base of the mast is a detail to accept the halyard turning blocks. This design is necessary because the (aft side of the) mast moves thru, perhaps 12-18 inches when being rotated, so incorporating the blocks mounted onto the mast eliminates the traditional idea of mounting them to the deck with big pad eyes thru bolted.

This traditional method would not be very successful in any event because the halyard’s lead out of the mast would be moving all over the place as the mast rotates. In keeping with the proliferation of using cordage in lieu of metal for securing things to the boat, these Harken blocks are looped onto the mast with large diameter spectra. The Harken Velcro straps stop the loop from separating when there is no load on the block. The little piece of light line is probably to keep the Velcro attached to the boat when working on the block

At the loads the sails on these boats generate the engineers must consider the transfer of this load thru the (main) sail’s leech to the mast track.  In this picture, a section of track is the pewter colored piece on the aft side, the bottom, of the of the mast in the image. The loads on this boat, when sailing full speed, close to the wind, with a fully hoisted main are considerable. Bear in mind that a 90 foot cat, particularly a light fast one, generates the kinds of sail loads roughly equal to a 140-150 foot monohull

And just as much load is generated when reefed. This next image shows the beefy metal (I did not ask what) at the reefs too. The luff track/batten car slider system is suitably large Ronstan ball bearing equipment. This construction detailing on the spar of course requires considerable communications between the Sailmakers and the mast builders as to where the head of the sail will land when the sail is reefed.

Another detail to do with the huge loads on this (these) boat (s) is that they do not use ‘conventional’ jib halyards & furlers but rather the foresails are on ‘free luff’ furlers. These furlers have become pretty commonplace on high test boats from Class 40’s to Ultimate trimarans, like Spindrift, above.The dead weight of the sail and furler combination is lighter than a conventional aluminum section (or Carbon sections on bigger boats) and can offer the option, quite often exercised of removing the sail and stay completely. The benefit to this of course is to, again, reduce drag and weight aloft and, incidentally, improve stability. The concept and equipment for this kind of free luff furler comes from the reaching Genoas used on furlers for the solo offshore race boats for perhaps the past 20 plus years that has now trickled down to all manner of boats. In order for the loads to be accommodated, the sails/stays are secured by halyard locks. The idea of halyard locks has been around for a while–many smaller boats, Finns, Etchells, and so on have halyard locks, for the mainsail at least, and have had for years.

The contemporary high-load halyard lock is a bit more sophisticated though. The rigging of this halyard lock and free luff sail arrangement involves a ‘stay’of a lightweight composite fiber manufactured for the purpose, being captured inside a luff tape on the jib and secured to the head and tack of the sail.This idea is basically like the luff-wire in the jib of a 420-dinghy jib for instance. The rolled up sail is hoisted on a ‘halyard’ that is really just a length of line, robust enough, to hoist the sail and, when hoisted, the top of the stay is introduced into this metal lock and is thus held in place with no load on the ‘halyard’. The lock is held to the suitably reinforced part of the mast with Spectra loops, seen below.

This reduces weight in the mast because the sheave area does not have to be so strong as to resist the halyard tension, rotating over the sheave at about a 160 degree turn and the (hoisting) sheave itself can be much smaller, just big enough to sustain the loads of pulling the sail up. This absence of halyard load reduces the compression on the spar,(cf halyard loads in previous sentence) another element contributing to the weight (savings) in the mast. No (conventional) halyard means fewer blocks at the base of the mast, or winches and clutches on the mast and so on. The lock is probably one of the few metal parts on this mast. The lock hardware thus has a padded jacket around it to protect the (beautiful) carbon work the mast represents.

The above view is up through the tunnel which the part to be locked, the top of the stay, fits.

The stay is tensioned by some combination of tackle, winch or hydraulics as seen on, again, the IMOCA 60, No Way Out.

As noted, wing masts have a lot less standing rigging that a conventional mast, but they are not without some rigging. The picture below shows the additional layers of carbon laminated in  and around where the spreaders pass thru the mast. The technique the Hall folks use is a layup over a mandrel, so the outside of the mast shows all the effort put into the work by the technicians actually laying the fibers onto the  spar. Truly, art meets science. The shiny-ness of the mast is probably due to a clear coat paint job.

The engineering of these masts is pretty complex and must take into account all manner of multi-directional loads, both static AND dynamic and peak loads, as when sailing into the back-side of a wave at 30-35 knots and slowing down rapidly to 20 knots or less. The composite lay up for the boat’s gooseneck must withstand this loading and have a suitable safety factor to boot. This probably accounts for the size of the gooseneck. My thumb is at 21 inches.

A proper seagoing mast ought to have a tunnel inside the spar to run the cabling for all the electronic and electric stuff. An innovative variation on the typical round tube held to the inside of the mast is this sheath fabricated from some light sailcloth. All the cabling is captive inside this sheath. It is held in place and tensioned by, at the bottom, the piece of  lightweight Spectra, the blue colored one. The reddish piece of Spectra is probably mouse line for installing and removing cabling.

Certainly not all of us have the means to own and operate a gunboat 90, but as noted above, hanging around in boat yards is, for many water rats, a fine thing to do.

Feature image Spindrift Racing, 30 meter Trimaran.

Picture courtesy Spindrift racing

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Engineering:F50 (catamaran)

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The F50 is a one-design foiling catamaran used in the SailGP race series. The name is an abbreviation of " F oiling" and "a hull length of 50 feet". [1] The F50s are adapted from the AC50s used in the America's Cup, with modifications including new control systems and modular wingsails. [2] The F50s are one of the fastest racing classes in history, with a predicted top speed of 52.2 knots (96.6 km/h, 60 mph); [3] the current F50 speed record, achieved by the France SailGP Team at the Range Rover France Sail Grand Prix in 2022, stands at 53.96 knots (99.94 km/h, 62.10 mph). [4]

Three AC50s from the 2017 America's Cup were converted to comply with the F50 one-design rule to create the new SailGP fleet racing circuit. [5] Three more boats were built from scratch by Core Builders Composites to create an initial fleet of six boats crewed by teams from the United States, Australia, France, China, Japan, and the United Kingdom. [6] For the 2020 SailGP championship, the Spain SailGP team used the F50 of the China SailGP team after their departure. [7] A seventh F50 was commissioned for the Denmark SailGP team, which also joined for the 2020 SailGP championship. [8]

• 1 Specifications
• 3 F50s in culture
• 4 References

Specifications

The F50s use a two-element wingsail and jib for propulsion. One removable section in the wing can be used to achieve mast heights of 18 m (59 ft) and 24 m (79 ft) to suit wind conditions. [9] By the third event of the 2021-22 SailGP championship, SailGP plans to introduce a 29 m wingsail for use in extremely light conditions. [10] In SailGP regattas, the mast height, jib, and equipment are selected in competitions by the Tech Team Operations Manager, following a consultation with the Regatta Director and representatives from each team. [3]

Apart from the wingsheet, which is powered by two grinders , all trimming is hydraulically powered by electric motors and lithium-ion batteries. [2] This includes active pitch control of all appendages, daggerboard lifting/lowering, and the jibsheet. The reduction of one grinding position on board therefore allows the F50s to sail with just five crew. The geometry of the F50's daggerboards have been extended outside the maximum beam of the boat to provide more righting moment. [3] [11]

The F50s comprise a one-design development class. However, unlike most one-design sail classes with fixed rules, the F50s are being constantly developed with changes implemented on all boats at the same time. This prevents technological arms races, while allowing performance improvements. [12]

The F50s have a crew of six, consisting of a helmsman , wing trimmer, flight controller, two grinders and a strategist. [13] The flight controller controls the F50 using a double twist-grip device, which enables more accurate adjustment of the rake of the daggerboard. This relieves the helmsman, who previously flew the boat using twist-grips on the wheel, of flight control duties - allowing them to focus on tactics. [14] Additionally, the F50s have active control of the rudder pitch; crews are no longer required to set and lock off the rudder pitch before the start of each race, as was the case with the AC50s in the 2017 America's Cup. [5] While racing, crews stay in the windward hull.

F50s in culture

F50s were featured in Christopher Nolan's Tenet (2020). The scene featuring them was filmed in August 2019, following the 2019 Great Britain Sail Grand Prix in Cowes. The F50s belonging to the Japan and United States SailGP teams were used, with each being rebranded and painted white and blue respectively. [15] Rome Kirby and Tom Slingsby were two of the athletes involved in the filming of the scene. [16]

• ↑ Fretter, Helen (4 October 2018). "The $1million match race: Ellison and Coutts unveil SailGP circuit for 50ft foiling catamarans Fretter Helen" . Future plc . https://www.yachtingworld.com/news/the-1million-match-race-ellison-and-coutts-unveil-sailgp-circuit-for-50ft-foiling-catamarans-116360 .  
• ↑ 2.0 2.1 "SailGP F50: On board the sailing equivalent of a Formula 1 racecar" (in en-US). 2019-08-20 . https://www.yachtingworld.com/extraordinary-boats/sailgp-f50-board-sailing-equivalent-formula-1-racecar-122851 .  
• ↑ 3.0 3.1 3.2 "SailGP Explained // The F50" (in en) . https://sailgp.com/general/sailgp-f50/ .  
• ↑ "RELIVE THE BEST MOMENTS OF THE RANGE ROVER FRANCE SAIL GRAND PRIX" . https://sailgp.com/news/22/gallery-best-moments-france-sail-grand-prix/ .  
• ↑ 5.0 5.1 "SailGP F50 v America's Cup AC50 catamarans" (in en-GB). 2018-10-17 . https://yachtracing.life/sailgp-f50-v-americas-cup-ac50-catamarans/ .  
• ↑ New, G. J.. "Building the New SailGP F50" (in en-GB) . https://www.sailweb.co.uk/2019/01/16/building-the-new-sailgp-f50/ .  
• ↑ "SailGP" (in en) . https://sailgp.com/news/sailgp-lineup-to-shift-for-season-2/ .  
• ↑ "SailGP announces Denmark SailGP Team presented by ROCKWOOL to join world-class lineup for Season 2" (in en) . https://sailgp.com/news/sailgp-announces-denmark-sailgp-team/ .  
• ↑ "All about SailGP’s new adjustable F50 wing" (in en) . https://sailgp.com/news/sailgp-new-adjustable-f50-wing/ .  
• ↑ "The sport’s best athletes go head-to-head as SailGP kicks off | www.pressmare.it" . https://www.pressmare.it/en/regattas/sail-gp/2021-04-24/the-sport-best-athletes-go-head-to-head-as-sailgp-kicks-off-31225 .  
• ↑ The supercharged F50s , SAILGP, 2018-10-03 , https://sailgp.com/news/f50-supercharged  
• ↑ F50 arms race , SAILGP, 2019-05-01 , https://sailgp.com/news/skills-arms-race/  
• ↑ "World's Most Advanced Hydrofoil Boats Fly Above Water" . CNET . https://www.youtube.com/watch?v=L8eq8hoUhBE .  
• ↑ "Back to flight school" (in en) . https://sailgp.com/news/flight-school/ .  
• ↑ "SailGP makes its Hollywood debut" (in en) . https://sailgp.com/news/sailgp-makes-its-hollywood-debut/ .  
• ↑ "On the set of Tenet" (in en) . https://sailgp.com/news/on-the-set-of-tenet/ .  

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WING 100: 100m supersized sailing yacht concept unveiled by Royal Huisman

Dutch shipyard Royal Huisman has revealed a 100 metre "supersized sailing yacht" concept named the WING 100 that takes its name from its advanced wing mast rig.

Its creators, Royal Huisman, Dykstra Naval Architects and Mark Whiteley Design , said the concept marks the arrival of a new megayacht category as a true 100m+ sailing yacht that doesn't need to rely on the power of a motor.

The WING 100's innovative rig by Rondal is comprised of two freestanding masts that rotate at the touch of a button with airfoils integrated with the sails. The shape of the airfoil can be remotely adjusted to maximise or reduce power, while the wing masts require no standing rigging which keeps the decks clutter-free and available for guest use.

The concept is billed as the world's most innovative sailing yacht concept and has been conceived with a visionary owner in mind. Its design appeals to both sailing yacht owners and motor yacht owners looking for a crossover that minimises their environmental footprint without sacrificing comfort and amenities associated with a large motor yacht. As well as her rig, breakthrough technologies continue throughout to create a fully sustainable and energy-efficient vessel that is able to explore the further corners of the planet.

“The emergence of sailing yachts on this scale, with the level of energy efficiency and eco-responsibility offered by WING 100, would have been unthinkable just a decade ago,” said Royal Huisman CEO Jan Timmerman. “The team is incredibly excited to be at the forefront of this conceptual revolution. We look forward to applying our renowned innovation and engineering skills to the realisation of this highly ambitious project – creating the fourth and largest Royal Huisman build yet in the global top 10 of supersized sailing yachts.”

While the WING 100 remains a conceptual design, if built it would rank among the world's largest sailing yachts alongside other Royal Huisman builds including Athena and Sea Eagle II . Currently underway at the shipyard is an 85 metre sloop, which is set to be the world's largest single-masted sailing yacht .

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Downwind Sailing on a Cruising Catamaran

Although sailing downwind in the trades in a cruising boat has its challenges, it is a relatively pleasant and fairly easy experience on a catamaran.

There is a more-or-less continuous flow of air across the Atlantic called the trade winds. Because the Earth is warmer at the equator and colder at the poles, and because of Earth’s rotation, this flow is generally westerly (from the west) near the poles and easterly nearer the equator.

Every season there is a migration of cruising boats that follow the trades when the trade winds are steady. One such migration is from the Mediterranean to the Caribbean across the Atlantic Ocean in November / December every year from east to west. It is the same downwind route that we took when we sailed our own boat back from France to the Caribbean in November 2019.

Although sailing downwind in the trades in a cruising boat has its challenges, it is a relatively pleasant and fairly easy experience on a catamaran. Assuming that your catamaran is a regular production cat like a Leopard, Bali or Lagoon, well equipped with cruising gear, you’ll perform much the same way as an equivalent monohull with either a conventional symmetrical spinnaker or asymmetric sail. Like on monohulls, you will pretty much sail to hull speed provided your catamaran is not overloaded. Performance cats are a different animal of course.

Therefor a regular cruising cat, much like a monohull, needs a lot of sail area and has to sail deep downwind if it is to achieve a decent speed made good (VMG), typically between 160° and 170°. But multihulls offer a unique wide platform for setting and sheeting downwind sails that set it apart from monohulls and make it a lot easier to sail downwind. The wide deck platform provides outboard sheeting points that makes downwind sails more efficient and the windward hull provides a tack location when sailing deeper angles is desired. Our preferred downwind sail is the assymmetrical spinnaker but a wing-on-wing configuration with dual head sails is very effective and, in many cases, safer and easier to handle for shorthanded crew.

Asymmetrical Sails for Downwind Sailing

Most modern catamarans choose to fly an asymmetric spinnaker and tack it to the weather bow. Sailmakers have managed to design these asymmetric sails so that they have more volume aloft. That means that even when you’re sailing deep angles, the luff of the sail sets well to windward and is able to catch more breeze that would have passed to windward of the boat. This configuration is pretty much as good as it gets for a cruising catamaran and is good for a range of apparent wind angles of between 90-160 degrees.

That was our sail plan onboard our Bali 5.4 when we did the Atlantic crossing…that is until we blew the asymmetrical sail halfway through our crossing and had to resort to using our Code Zero and jib in a wing-on-wing configuration for the duration of the trip. The spinnaker propelled us across the Atlantic fast. We easily did 200nm + days on the Bali 5.4 in 15 knots of wind.

The asymmetrical sail is a fantastic sail in light winds and once you understand just how easy it is to set and take down, it will be one of your favorite sails to use. These big downwind sails set forward of the mast and so, if there should be a sudden wind increase, the sheet can quickly be released, and the sail allowed to depower by streaming downwind. That means that when on passage, a cruising catamaran can always be rendered safe if things get a little out of hand. All being well, it can be snuffed, ideally while in the lee of the mainsail.

The key as always is in preparation. Make sure the sheets and halyard are all free to run and the sock is not crossed or tangled. The other mistake many of us tend to make is to over-sheet the spinnaker. One should let it fly out as far away from the boat as possible. It will make a huge difference. Keep easing the sheet until the luff curls, testing how far you can ease it out. You can always wind it back in. See the video here of how we set up our asymmetrical sail>>

We had our Asymmetrical sail made by Quantum in Annapolis, MD for our new Bali 5.4. It is a monster sail but surprisingly easy to handle. Andrew listened to our requirements for this downwind sail and built a sail that was ideally suited for our application.  A word from our sailmaker at Quantum>> .

Wing-on-Wing Sail Configuration with Dual Headsails

The Code Zero is our favorite sail to use in light winds. It is the most popular cruising multihull downwind sail because they offer great versatility and cover a wide range of wind angles. Today the furling systems used with these sails are great and is as easy to use as a jib. We fly that sail most often and when the wind is just right on the beam, we really get flying. The Code Zero is best used with an AWS (apparent wind speed) of up to 18 knots, with an apparent wind angle (AWA) of less than 135 degrees.

When we blew out our asymmetrical sail halfway across the Atlantic, we were forced to use our head sails and our sailing became somewhat more conservative and a little slower. We set up a wing-on-wing configuration with the Code Zero to one side and the jib out to the other side of the boat. The two sails combine to create one giant sail, and the wind funnels from one sail to another and even though a touch slower than the asymmetrical, was totally adequate and is much more forgiving than sailing wing-on-wing with the headsail and mainsail where you have to use preventers etc. This configuration is also much more manageable and safer to handle for shorthanded crew or a couple.

Autopilot Wind Vane for Downwind Sailing on a Catamaran

When sailing with finicky sail configurations like the ones above, be sure to put your autopilot on wind vane mode and set the wind angle as a priority.  That way, if the wind shifts, your autopilot will adjust the boat to have the sails properly filled.  If you are running on a heading or a track when the wind shifts, you might find your sails backwinded or do an accidental gibe, which is dangerous.

Being on the wind vane setting does mean that you need to pay extra attention to your course; if the wind shifts, you may have to switch to another downwind sail tactic. Always get the boat balanced and steering comfortably before you switch on the autopilot. If the helm is overpowered and the steering is hard to control when you steer, the autopilot will have the same difficulty keeping a steady course. Set your right combination of sails and trim the sails well to set a comfortable course, then set the autopilot and watch it for a time to make sure it doesn’t labor too hard.

Chafe is Significant on Sails

Sailing downwind across the Atlantic, one will experience a lot of chafe on your running rigging. It’s a huge problem. We had our Code Zero come down while sailing from Madeira to the Canary Islands because the halyard was chafed right through in a few hours. Fortunately, we retrieved the sail without any issues, but it could have been a real problem. One should make provision for chafe and check your lines all the time. In fact, it is good practice to simply roam around the boat and check your running and standing rigging daily while on passage. We have bought several lengths of Dyneema sleeve and have sewn this chafe gear on the wear spots on the spinnaker halyard as well as all the reefing points on the main halyard.

Crash Stop or Quick Stop

Cruising yachts are mostly sailed by couples and are essentially short-handed. When a crew member goes overboard it is always at the worst possible time and completely unexpected, which means that the reaction time to start the correct maneuver is usually not good. The man overboard recovery method that we prefer being shorthanded, is called the “Crash Stop” or “Quick Stop”. It works in almost all situations and requires only one crew member and no sail trimming. Learn about the MOB Quick Stop Maneuver.

Parking Your Catamaran in Emergency

Parking the boat is an effective method for stopping anywhere and holding station, much like heaving-to in a monohull. Deep reef your main sail, drop the traveler all the way to leeward, and sheet the mainsheet hard in. Secure your helm so the rudders are pushing the boat into the wind. The cat will sit on a close-hauled course, drifting sideways at about ½ knot. This is great if you need a break from very harsh conditions or a squall. The motion will be smooth and will give you time to regroup or effect repairs if necessary.

FYI: If you own a Lagoon, Leopard or Fountain Pajot, you don’t necessarily have to have a sail built for your boat. There are pre-owned sails available to be purchased at a fraction of the cost.

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More efficient, less drag… and a lot more fun! All about SailGP’s new adjustable F50 wing

As we welcome the start of a new season, sailgp boasts not only new athletes and new venues, but also some fresh cutting-edge technology..

For those eagle-eyed fans who have been keeping across the training sessions in Bermuda ahead of the opening event of Season 2 - which takes place on the Great Sound this weekend - you will have noticed a new wing on our F50s.

The 18 meter wing has been brought out during training ahead of its debut this season, with each F50 now capable of utilising two different heights of wing with a new adjustable design installed.

The original 24m wing - used during Season 1 - was fine for racing in lower winds, but became a risky proposition on more blustery days given its size.

The installation of the new adjustable wing system means the F50s can now opt for the smaller wing in stronger winds, which increases the amount of wind ranges our boats can sail in. This means there is less chance of races being called off due to the weather, and also a better chance of better racing in both high and low wind conditions.

Much like the foils and rudder - both of which can be altered depending on the conditions - the wing is now similarly adjustable.

The light air foils and light air elevators have increased surface area, which results in increased lift to make the most of weaker winds. The light air wing also boats a larger surface area, standing at 24m to catch more wind to power the boat.

Opting for the 18m wing in high winds means less surface area and less drag; so although the profile is smaller than the 24m wing, you don’t need as much wind to power the F50. Furthermore, as the 18m wing is smaller it is also lighter, which provides extra benefits when it comes to hitting top speed.

• 18 meter wing |
• 24 meter wing |

Tom Johnson, wing trimmer for the Denmark SailGP Team, was one of the first to try out the 18m wing during training in Bermuda.

“Yesterday, we had the 18 meter wing on, which is a lot smaller than the wings we were using last season,” said Johnson. “The 18 meter wing has been designed to be used in strong winds, high winds, so we can bring the wind range up in what we are racing in.

“It’s less power and a lot less drag, and reducing the drag ultimately means we can go a lot faster.

“It’s really different. Obviously there is a lot less power, but in 20 knots of breeze you don’t need as much power.

“It’s a lot more efficient, a lot less drag, and a lot more fun!”

The long-term plan is to make these adjustable wings even more versatile, by introducing a 28m wing for use in seriously light winds. These remain a future innovation, however, with only the 18m and 24m wings available in Bermuda.

The eight SailGP teams will decide which wing, foils and rudder elevators to use during the Bermuda Sail Grand Prix depending on the wind conditions on race day. Given the 18m wing is the newest addition to our cutting-edge F50s, it will be great to see the teams utilising the adjustable wing tech when Season 2 gets under way in less than a week.

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