trimaran dragonfly 920

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Trailerable Offshore Sport Cruiser or Trailerable Offshore High-Tech Racer -  it's your freedom of choice.

The Dragonfly 920 Cruiser was built from 1996 - later the Dragonfly 920 was built in a Racing version also. It was the same boat but with longer boom and larger mainsail. The new Dragonfly 920 Extreme was launched back in 2003. it was still the same bot, but with new wider beams and longer floats.

Dragonfly 920 Swing Wing Cruising and Racing version was built between 1996 - 2008. In total 165 boats were built, including the later Extreme version.

Dragonfly 920 Videos

The Dragonfly 920 Touring model, produced since 2005, is based on the well known Dragonfly 920 Cruising and Racing version which was first launched in 1996. The Touring version is equipped with a new design of curved beams similar to the Extreme version and the longer mainsail boom of the previous Dragonfly 920 Racing version.

The Dragonfly 920 Extreme model was introduced in 2003. It is based on the same centre hull as the Touring version, but has wider curved beams in a new modern design and also longer floats, a taller rig and a deeper full carbon rudder and centerboard to improve performance. The Dragonfly 920 Extreme is approx. 15 % faster than the standard Touring version.

For people who focus more on cruising, the Dragonfly 920 Touring offers less heeling and shallow draft wich are very important, making it the perfect boat for newcommers in the multihull scene. The Extreme version is for the keen sailor, who wants more speed and fun in the fast lane. 

The Dragonfly 920 sleeps 4 people, has a separate head and offers a nice pleasant main cabin with very good visibility. With the sprayhood, cockpit tent and the cockpit table, you will find ample living space in all weathers.

Reviews, articles & awards

Multihulls World

Text and photos: Philippe Echelle

Yacths & Yachting

Text and photos: Jeremy Evans

Segeln - August 2004

Text and photos: Thorsten Höge

(Test in German)

Bådnyt - June 2003

Text and photos: Henrik Hansen

(Test in Danish)

To inform and illustrate recommended service, maintenance, and refitting on an older Dragonfly, we have drawn this general information sheet. Rough elements, like strong winds and wave conditions, strong saltwater and UV do have some impact on the boat after a long sailing life.

We strongly recommend servicing and changing vital parts on your boat according to our recommendations. This information overrules any other former information you may have, as the following is based on updated knowledge.

RIGGING Visual check of all cables is still required when changing the rigging. When trailering the boat, we strongly recommend focusing on side stay cables, as these easily bend when stepping the mast. Bended side stay cables near the terminal may cause the side stay cable to break.

On all Dragonflys, please regularly check the forestay cable in the top by the terminal. When furling, the spinnaker halyard may block the forestay, which can cause failure of the forestay.

TRAMOLINES On all Dragonflys, we recommend re-stitching (sewing) along the seems of the trampolines every 6-7 years (in climates with strong UV, every 5 years). Normally, our clients change their trampolines after 10-12 years use.

FLOAT DECK TEFLON PAD RINGS On Dragonflys built after 1989, the white 5 mm Teflon pad rings on the float deck need to be changed every 13-15 years – this is neither critical nor structural. For easy change of these pads/rings, you just bolt off the floats from the wings.

QUICK-LINKS Over the years, Quorning Boats has used the riggings links, so-called Quick-Links, in the Dragonfly production. When replacing these, it is of utmost importance to purchase links of same high quality or similar products carrying same strength (working load). Many products look the same, but do not carry the same strength.

ORDERING PARTS Original parts can be ordered at Quorning Boats at  [email protected]

Common spare parts can be shipped within two weeks, whereas special parts and/or custom-made parts usually are served within 6-8 weeks.

For orders below EUR 100.- excl. VAT, we charge a handling fee of EUR 15.-

IMPORTANT Parts ordered at Quorning Boats Denmark, will be produced in originally designed materials. Should you choose to order from other suppliers, please check that the same kind of materials are used – especially on the waterstays and other rigging parts, where stronger Dyeform cables are needed.

DRAGONFLY 920 EXTREME (built 2003-2008) Waterstays – every 5 years (max), or by max 10,000 NM Side stays and forestay – every 7 years, or by max 10,000 NM Diamond spreader stays on the mast – every 15 years Forward safety cables – every 7 years Center hull wing base, wing beam 18 mm pivot bolt (made of high-grade stainless steel) – every 7 years, or, by max 15,000 NM

DRAGONFLY 920 CRUISING, RACING & TOURING (built 1996-2008) Waterstays – every 7 years, or by max 10,000 NM Side stays and forestay – every 7 years, or by max 15,000 NM Diamond spreader stays on the mast – every 15 years Rudder downhaul cable – every 7 years

We recommend changing the original stainless 16 mm wing/beam pivot hull to one of 18 mm (made of high-grade stainless steel)

Designed by Børge and Jens Quorning

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The Dragonfly 25 is a high-performance trailer-sailer, easy handling for camping- and racing sailors looking for an exhilarating lightweight trimaran which retains comfortable accommodation for weekend cruising with family and friends.

Dragonfly 28

The Dragonfly 28 sets new standards for the possibilities of a sailing boat. The perfect boat does not exist - but the Dragonfly 28 is very close to this ideal. The Dragonfly 28 comes in two versions, the Dragonfly 28 Touring version and the Dragonfly 28 Performance version.

Dragonfly 32

This Dragonfly 32 comes in a modern and dynamic design - setting new standards in both function and design. The perfect combination between family cruising and racing - also offshore. Explore your dreams!

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Dragonfly 920 Swing-Wing

• By Quentin Warren
• Updated: July 31, 2002

Single-handed multihuller, offshore pace-setter and Cruising World Boat Of The Year judge Peter Hogg said, “I like this boat. She’s a very good pocket cruiser, trailerable and nicely detailed.” Fellow panelist Bill Lee said, “This boat is fun to sail, with no real faults for her intended purpose.” And circumnavigator Mark Schrader said, “She’s a great pocket cruiser, one that sails really well and offers truly amazing accommodations for her size”. They were all talking about the new Borge Quorning-designed Dragonfly 920 Swing Wing trimaran.

Quality and refinement are not strangers to Denmark’s Quorning Boats where the 920 and three swing-wing siblings – the 1000, 800 and 600 – are built. Not too long ago the 33-foot Dragonfly 1000 took honors in the multihull categories of both Cruising World and Sailing WorldÕs 1994 Boat Of The Year competitions. At a little over 30 feet, the 920 offers virtually the same sailing package in a slightly smaller wrapper. The highlights: spry performance; safe, secure, on-the-level multihull cruising; wide beam easily reduced to ten feet for access to marinas and slips (and further reduced to 8’4″ for trailering); a kick-up centerboard; a kick-up rudder; and truly remarkable finished accommodations.

The newest Dragonfly mimics her predecessors with sandwich construction hand laid using polyester resin and PVC closed-cell foam core throughout the main hull, amas and deck. Each ama is divided by a pair of structural bulkheads designed to promote rigidity and create three separate watertight compartments, any one of which is said to have enough positive buoyancy to float the whole vessel (reassuring to say the least, though our scrutiny fell shy of putting that claim to the test). The main hull includes a crash bulkhead forward to contain collision spoil. The boat’s pivoting akas are fabricated of solid glass with unidirectional fabric oriented to optimize strength and rigidity; at the critical pivot points, stainless steel inserts spread the load and commit to a unified structural network once the whole operation is locked into place. The combination of finely tuned torsion cables, rigid aluminum locking struts and tensioned running backs ensures that the 920 when unfolded and secured in its sailing configuration has the overall integrity of a monocoque tri. Our sea trials aboard the boat supported this very notion; indeed, it felt solid and moved as one, a hardy trimaran unfettered by any apparent weaknesses in its various articulating limbs or points of attachment.

Deck, cockpit and rig are developed for convenient if not easy shorthanded sailing. The cockpit itself is smallish by wide-stern monohull standards, but virtually every control line you need to sail upwind, downwind or sideways runs back to it and remains at the helmspersonÕs fingertips. This includes adjustable jib lead pendants on the cabintop and some cleverly led runner tails that follow the after akas inboard and secure at rope clutches just outside the cockpit coaming. Standard are a pair of Andersen 28 self-tailing winches for halyards, reefing and other cabintop running rigging. A pair of Andersen 40 self-tailing winches serve primary duty on the cockpit coamings. The rig is a high-performance, two-spreader section of carbon fiber fully outfitted with Frederiksen gear, from the ballslide system at the luff of the full-batten mainsail to the two-speed block system and traveler running the mainsheet. The jib is on a furler and it pretty much owns the narrow foredeck; this relegates anchor deployment to an unobtrusive roller fitting on the starboard aka inboard.

The Dragonfly people have been complimented before on the success of their cabinetwork and interior execution and they deserve it yet again. Despite the obvious space constraints of a sleek 30-foot tri, they have managed to work wonders in the main hull of this one. All the elements are there: private sleeping quarters in the V-berth forward, a fully enclosed head, a working galley efficiency with its own dedicated sink and space for an optional alcohol or kerosene stove, a cozy saloon with longitudinal settees port and starboard flanking a fold-up dinette, and even a sizable hanging locker. The look incorporates satin-finished mahogany, white ceilings and upholstered seats.

There is standing headroom in the main cabin and ambient light by way of fixed glass windows. Twelve-volt electrical distribution is handled through a fused panel; two batteries offer a total of 144 amp-hours of DC power, while an AC shorepower package is available optionally. Provisioning and storage are addressed in a variety of bins, cubbies, lockers and nooks.

Sailing the 920 is effortless and fun. It’s a very quick boat but it’s also very stable, two qualities that combine to take the trepidation out of performance and allow an active family to indulge itself without feeling overwhelmed by the machine. In our light-air testing we churned along to weather aided by good sails and a sizable centerboard; off the wind we accelerated in total control, set a rather large asymmetrical kite, jibed it neatly from one windward ama to the next, and reveled in the boat’s speed and spunk. In the true spirit of lightweight, powered-up trimarans, this one moves out and stays on her feet – really a trip to sail.

And you reap huge dividends in versatility when the sails come down and it’s time to take her home. With the turn of a cockpit winch, the amas nest against the main hull in a matter of minutes, turning 22 feet of sailing beam into a marina-friendly 10 feet. A 9.9-horsepower four-stroke Yamaha outboard deploys off a bracket on the stern and powers the light craft away at six-plus knots. Shipped draft at 1’6″ gets you close to shore. Should you want to hit the highways, with a little more effort you can disassemble the boat and put her on a trailer with a road-legal 8’4″ beam.

In the end what you’ve got is a nifty little cruiser with good jets, shallow draft and complete albeit diminutive accommodations. The options list is extensive and worth studying: Everything from lifelines to a holding tank is apt to require your signature. When you come right down to it, however, Dragonfly trimarans in this country are treated on what amounts to a custom basis in the first place, which means that you specify yours to suit your needs for a few extra dollars. You’re not looking at a big old Swan that’s going to take you around the southern capes, but in the world of small boats and spiffy performance cruisers capable of bona fide cruising, the Dragonfly 920 is a real find. A day on the bay and you’re hooked.

Dragonfly 920 Swing-Wing Specifications

• LOA: 30’3″ (9.2 m.)
• LWL: 28’6″ (8.5 m.)
• Beam (max): 21’11” (6.68 m.)
• Beam (folded): 10’0″ (3.0 m.)
• Beam (trailered): 8’4″ (2.5 m.)
• Draft (c’bd dn): 4’10” (1.5 m.)
• Draft (c’bd up): 1’5″ (0.43 m.)
• Disp: 3,968 lbs. (1,800 kgs.)
• Sail area: 581 sq.ft. (54 sq.m.)
• Mast above water: 47’6″ (14.5 m.)
• Disp/Length: 77
• SA/Disp: 37
• Fuel: 7 gal. (27 ltr.)
• Water: 18.5 gal. (70 ltr.)
• Holding: 16 gal. (60 ltr.)
• Auxiliary: 9.9-hp outboard 4-stroke gas
• Designer: Borge Quorning
• Base price: $107,000

Dragonfly Sailboats Inc. 69 Hamilton Avenue Oyster Bay, NY 11771 Phone (516) 624-8405 Fax (516) 624-8009

• More: 2001 - 2010 , 21 - 30 ft , Coastal Cruising , dragonfly , multihull , racer / cruiser , Sailboat Reviews , Sailboats , trimaran
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Dragonfly 920, as pleasant surfing as it is easy to 'park’

Under way: in all wind strengths, high speeds are so easy to achieve as the perfecting process has been very thorough. The ideal trimaran for your first steps on three legs.

Folded in the harbor, the Dragonfly 920 occupies a space which is no bigger than that of a monohull of the same size. It only takes four minutes, and no effort, to fold or unfold the arms, and give the boat the power of a real trimaran.

The saloon is not wide (compared to a cat) but everything is in its place; good ergonomics and many clever accommodation features make it very welcoming for cruising.

The woodwork of the bulkheads and furniture in teak helps give a warm, reassuring atmosphere, worthy of the most beautiful Scandinavian productions.

Aboard this trimaran, coastal cruising can turn into the discovery of distant anchorages!

Practical info

• Builder : DRAGONFLY /QUORNING BOATS
• Technical specifications
• Finance your Dragonfly 920 Touring
• Articles about the Dragonfly 920 Touring
• Available in issue # 156

Boat Test price $3.00 Inc. tax

Add several tests to your cart

and get an extra discount!

With the beam of a monohull once folded, and performance allowing you to cruise at double figure speeds once unfolded, its qualities are equal to its price: high. 20 years after its launch, the Dragonfly 920 has become very affordable, and is still as much fun to helm. So, why not take advantage!

People who dream about multihulls often object to paying the marina berth… It must be admitted that this harbor problem is the main obstacle to acquisition of a multihull, which otherwise offers the most fantastic pleasure, consisting of long planing runs and excitement. To solve the problem, the Danish builder Quorning Boats has been folding the arms of its trimarans since 1989… The 800 first of all, then all the trimarans in its range ever since, with the mechanism called Swingwing, allowing the floats to be pivoted horizontally along the hull by simply using one line,  then finishing your approach under engine, to tie up in a berth for a monohull of the same size. In the 90s, the Dragonflies made up a range of fast, exciting cruisers, covering programs from day sailing to ocean cruising. Rid of their major disadvantage – a large beam in the harbor – they were very successful, before being replaced from 2006 onwards by a new generation of trimarans (D25, 28, 32 and 35).

A long career

The Dragonfly 920, designed by Børge and Jens Quorning and launched in 1996, has been available in three versions and undergone certain developments throughout its career. 168 examples came ou...

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Dragonfly 920 Extreme Review

Jeremy Evans takes a ride in a Dragonfly 920 Extreme, the kind of yacht that does 18 knots to windward or 23 knots offwind, and is so well behaved you could brew a cup of tea at the same time.

So, you want a boat with civilised accommodation? A boat with some of the power and response of a high performance dinghy or catamaran? A boat that can be cruised with the family anywhere you want, raced round the cans with a crew or further afield short-handed, and even taken offshore if you fancy an RORC event? Look no further. A top class trimaran has it all. In fact it’s a mystery why we don’t all sail them.

The Dragonfly 920 Extreme is fast, in fact it’s very fast. We took it out on Southampton Water with the wind up and down from 12 to 20 knots and got consistent speed readings in the high teens — sailing to windward, without trying. Offwind on a reach we clocked a best 23.3 knots (GPS approved) and there’s no reason to suppose the boat couldn’t make 25 knots with a little more knowledge. For a monohull to do that you’d be looking at twice the length, more than twice the crew and much more than twice the money.

Design and development

Dragonfly trimarans are built in Denmark by the family firm of Quorning Boats, which was founded in 1967 and has been building them ever since. The oldest model in the range is the 26ft Dragonfly 800, of which more than 300 have been sold. It’s been a long time favourite with enthusiastic British owners who have formed the backbone of the MOCRA (Multihull Offshore Cruiser Racer Association) fleet. Borge Quorning and his son Jens developed the swingwing folding beam system, which was introduced on the Dragonfly 800 in 1989 and is now common to all the range. This allows the Dragonfly to berth in a monohull space in a marina, as well as being fully trailable. The system is used on the very latest 920 Extreme, billed as a boat for hi-tech cruising and racing, first launched in January 2003.

The Extreme is a development of the standard Dragonfly 920 with a taller rig, more sail area, deeper carbon rudder blade and centreboard, wider beam, longer and more buoyant floats, and curved beams that arch higher over the water so they are less likely to smack waves. The beams are folded back with an overlap at the stern, which explains why the boat becomes a little longer, and also looks a bit curious when parked in a marina. The rule is that you can motor with one or both beams folded in protected water. Once outside, both beams should be fully extended and locked, a simple ‘wind them out’ operation that takes not much more than a minute, either side.

The Dragonfly is unsinkable with plenty of foam and separate buoyancy compartments in its main hull and floats, plus no lead mine to drag your boat down. You don’t need to moor in deep water, half a mile off the beach with all the yachts. The 920 has a draft of less than half a metre with its carbon centreboard pulled right up, allowing you to literally park on the beach with no problems about drying out. You can pop the Dragonfly on a trailer and tow it where you want to go. The West Country, Scottish islands or South of France? No problem, though importer Mick Welch advises that you do need a hefty car — preferably 4WD — to tow the three ton load of the 920 Extreme plus trailer, and 55mph is about as fast as you want to go. He also recommends allowing half a day to get a 920 from trailer to ready to sail on the water, though the Danes who make them can do it in 75 minutes. Two people — perhaps the typical husband and wife sailing together — can do everything with the exception of lifting on the floats. This is a five minute operation that needs two extra pairs of hands which can invariably be found among bystanders on the slipway. At the end of the season you can park it at home. No need to pay those boatyard and marina fees.

The 920 Extreme we tested had only been raced once, in the 2003 Round the Island race when it won the multihull cruiser class by a clear hour. It came complete with trimmings that range from central heating in the cabins to a stylish set of Kevlar Tape Drive sails. The accommodation looks comfortable enough for four, with two cabins, separate heads compartment, galley and the type of high level finish you associate with Scandinavian boats.

We sailed with Mick Welch, Dick Batt (who made the spinnaker) and James Stewart who has won most things on the MOCRA circuit with a Dragonfly 800, but is currently proving unbeatable with his new standard 920. Sailing the Extreme felt a little curious for all of us, because it was not dramatic. The speedo just stayed consistently in the high teens upwind, and then went to 20 knots plus offwind with a best speed of 23.3 knots for the day and a fine plume of spray off the float indicating plenty of forward progress. At that moment I could have wandered below to make a cup of tea or read the paper. The boat felt stable and unfussed, with everything channeled into sailing unreasonably fast. It’s easy on the tiller, easy to gybe or tack, with no problems. You obviously need to watch where you’re going, and you also need a grip on high performance multihull characteristics which relate closely to handling an asymmetric dinghy.

What about sailing through waves in a boat that could do 25 knots? Mick Welch reckons it’s not a problem downwind. While monohulls are rolling and broaching, you can sail pretty much as fast as the waves which helps smooth them out. However, upwind you would need to back off to prevent the boat flying off wave tops, cutting your speed to suit the conditions and to stop anything breaking.

Any drawbacks?

There must be drawbacks. With three hulls, four beams and a sophisticated structure that needs to be as light as possible to make it go, trimarans are expensive to build. The one we sailed (with extras including heating, canopy, and spinnaker gear) is yours for £120,000, which sounds like a load of money if you’re looking at nine metre monohulls. But there’s no comparison since the Dragonfly 920 Extreme is a totally different boat. Then there’s the indoor accommodation, which frankly can’t compete with the wide open spaces of a modern cruiser. The main hull of a trimaran needs to be slim for maximum performance; on the Dragonfly 920 width is also constrained by the maximum legal beam for towing and 3.2 metres puts it right on the limit.

Some people also criticise multihulls for turning over. Well, they can. Some years ago the legendary Danish sailor Paul Elvström ran his Dragonfly 800 into a UFO at speed. It ruptured the leeward float, which flooded and capsized the boat. The designers set to work to redesign the floats which now have more separate compartments and have passed all ‘unsinkabilty’ tests. A 920 Extreme could still capsize through crew error. To give an example, another Dragonfly 800 capsized in English waters, sailing in waves with full main and kite in 25 knots of wind. The owner went below, leaving one guy alone in the cockpit who had no experience of sailing a trimaran at speed. So when a big gust came he luffed rather than bearing away and the boat was blown over sideways. It’s just a question of having the right experience, and going carefully while you acquire it.

I would be delighted to own a 920 Extreme, but there are a few good reasons why it won’t happen: £120,000 sounds like a lot for a 30- footer, but you can pay more — one happy owner has opted for carbon sails and blue hulls which helped elevate the price by another £5,000. However, it is a fantastic boat and such fun. Two people could cruise it confidently and the big rig is ideal for lighter wind locations with virtually instant reefing available. In addition to single line control, the ball car system on the mainsail luff has so little friction that you can reef with the boom out, sailing downwind.

Mick Welch says the optimum 920 Extreme racing crew would be just three people — though there’s room for a fourth to join the fun — with pretty much everything done from the cockpit apart from launching and landing the kite off the trampoline on either side. The accommodation may appear a little tight, but a huge cockpit tent creates a complete extra cabin. You can even use the companionway hatch as a stylish cockpit table — the Danes have really been clever.

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Dragonfly 920 Extreme

Dragonfly 920 Extreme is a 30 ′ 2 ″ / 9.2 m trimaran sailboat designed by Børge Quorning and built by Quorning Boats starting in 2003.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Beam folded: 3.1m. Similar to DRAGONFLY 920 but with more beam and sail area.

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Ischnura – Dragonfly 920 Hybrid Trimaran

Ischnura, a Dragonfly 920 hybrid folding trimaran, is a high performance flying machine capable of sailing at 20 knots and required a mini refit and repair following her annual survey.

Her carbon fibre rig was un-stepped, given a full rig survey and had a custom stainless steel burgee pole fitted, prior to re-stepping.

The starboard hull was dropped off its out riggers and carried into the workshop where Fox’s undertook vacuum consolidated repairs to the lightweight, foam-cored laminate, prior to it being filled, faired and repainted to match the existing hull finish.

The highly loaded stainless steel rudderstock had started to develop stress cracks around welds and was removed to allow full inspection, reinforcement webs added and its bearings replaced.

Ischnura’s owner was delighted with the work carried out at Fox’s:

“I just want to thank you and your team. The jobs were really well done and completed quickly. All your guys were great and a pleasure to deal with.”

Find out more about Dragonfly Trimarans www.multihullsolutions.co.uk

Are you interested in a similar service? Get in touch with Fox's Marina

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DRAGONFLY 920 TOURING

• +39 055 27 76 385
• www.multiyachts.it
• Lying Gènes, Italy

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• Technical specification
• Test : Dragonfly 920 Touring
• Finance your Dragonfly 920 Touring
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Description

#141 - the latest full-options model launched in 2006, main, genoa, spinnaker, Tack Tick, solar panels, heating, fridge, Honda 15 Hp. Lying: close to Genova.

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Dragonfly 920 Extreme

Sailboat specifications.

• Last update: 3rd April 2020

Dragonfly 920's main features

• 2004: European Yacht of the Year: Multihulls

Dragonfly 920's main dimensions

Dragonfly 920's rig and sails, dragonfly 920's performances, dragonfly 920's auxiliary engine, dragonfly 920's accommodations and layout, dragonfly 920's saloon, dragonfly 920's fore cabin.

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S W A N  L A K E

M U S I C: Petr Ilich Tchaikovsky V E R S I O N AND  D I R E C T I O  N:  Victor Smirnov-Golovanov C H O R E O G R A P H Y : Natalia Ryshenko, Victor Smirnov-Golovanov D E S I G N E R:  Natalia Povago C O S T U M E S:  Natalia Povago

RUNNING TIMES:  ACT 1: 70 minutes; ACT 2: 60 minutes;

A C T  O N E

It’s Prince Siegfried’s 21 st birthday.  Young people have gathered to celebrate the occasion including the Prince’s friend Benno, and his old tutor Wolfgang.  The festivities are spirited and there is much dancing and games.  In the midst of the activity, the Prince’s aunt arrives to remind her nephew that his coming of age is a serious affair – it is time for him to marry.   A Ball has been arranged for the following evening and there, from a group of prospective fiancées, he is to choose a bride.  

Siegfried is disconsolate at the thought of his carefree youth slipping away.  He has no desire to marry.   The day draws to a close and in an attempt to cheer his friend, Benno points to a flock of wild swans in flight and suggests a hunting expedition.  Deciding that life is still to be enjoyed Siegfried orders pursuit.  

A C T  T W O

The hunting party follows the swans thought the woods, reaching a clearing where they settle on a nearby lake.  Siegfried’s attention is suddenly attracted by a beautiful white swan, which is transformed into a lovely young maiden.  She is Odette, Queen of the Swans.  The evil sorcerer Von Rothbart holds her under his spell – by day she and her friends are and must remain swans, but between midnight and dawn they may resume their human form.   Only the pure love of a young man can remove the curse.  Astonished by her beauty and full of love for Odette, Siegfried’s love will destroy evil powers.  Von Rothbart suddenly appears in the form of an owl, beckoning menacingly to Odette.  As dawn breaks, the lovers bid farewell.  Odette returns to the lake, resuming her guise as a swan and Rothbart plots to make the Prince break his vow.

A C T  T H R E E

The entire court is assembled for Siegfried’s betrothal Ball, where the invited Princesses and their families eagerly await the decision of the Prince.  The Prince’s aunt indicates he is to choose a bride from the maidens present, but none pleases him.  The young Prince’s mind is still filled with images of the beautiful Odette. Mindful of his vow of Fidelity, he pays little attention to the eligible young women with whom he is presented.  Suddenly, a fanfare announces the arrival of two new guests.  It is Von Rothbart disguised as a nobleman with his daughter Odile.   

The Prince stands transfixed by her likeness to Odette and overwhelmed by the unexpected appearance of his true love, he asks her to dance.  Odile so bewitches the Prince that he asks for her hand in marriage.  Convinced he is with his beloved Odette, he declares his fidelity in front of all present.  Triumphantly, Von Rothbart and Odile reveal themselves.  The Prince realizes too late that he is a victim of their cruel treachery.  Odette has been betrayed and now can never be released from her enchantment.  In despair, the Prince runs to the lake to search for her.

A C T  F O U R 

The swan maidens are anxiously awaiting Odette’s return when she runs in and tells them in anguish of Siegfried’s betrayal.  The evil magician Rothbart has triumphed and there is no salvation for the swan maidens now.  A storm springs up on the lake.   The Prince comes running to the lakeside and begs Odette to forgive him, but Odette is destined to die.  The Prince fights and overcomes Von Rothbart, and at last the swan maidens are freed from the evil spell, and the souls of Siegfried and Odette are united in eternal happiness.