SAILING MANUAL 28 24 For All Corsair Models
November, 1997 Sailing Manual For All Corsair Models Including F-24, F-28 and F-31 This manual has been compiled to help you to operate your craft with safety and enjoyment. It contains details of the craft, the equipment supplied or fitted, its systems, and information on its operation and maintenance. Please read it carefully and familiarize yourself with the craft before using it.
Contents General............................................... 3 Preparation.......................................... 3 Loading .............................................. 3 Safety Compartment........................... 4 Outboard Motor.................................. 4 Trailering ............................................5 Rigging................................................6 Launching........................................... 9 Mast Raising On The Water................ 11 Rudder..............
Corsair trimarans taking part in the 1997 U.S. National Titles, Pensacola, Florida. Farrier designs have now been sailing extensively world wide for over 20 years, and the experience from all these years is the basis for this manual. GENERAL LOADING This manual contains important information about the safe operation and maintenance of your Corsair built trimaran.
should always be kept forward rather than aft. Should your model have float storage, avoid heavy loads in the floats. These should only be used for light bulky items such as sails, fenders etc. Heavy weight in the ends of any boat, be it the bow, stern, or floats, can adversely affect the general motion. To maintain a light boat, and that sparkling edge to performance, it is highly recommended that you go through everything on board several times a year, and take off any items that do not get used.
Light bar being fitted on an F-28. Note vertical position of transom hung rudder blade for trailering The daggerboard SHOULD ALWAYS BE DOWN when motoring, to prevent any sideways movement. If not, the boat will have a hovercraft like motion with wide skidding turns. With the board down, handling is excellent. TRAILERING The total towing weight can vary considerably, depending on model and options, and can be determined exactly by using a weighbridge.
Don’t be dismayed if it takes you considerably longer the first few times out. It will take a little practice to become familiar with the procedures, and the more you rig the boat, the easier and quicker it will become. However, it is very important to follow a set procedure each time. CAUTION Measure and KNOW the overall height on the trailer. Care should be taken to avoid all low, overhead obstacles.
moderate tension on the raising wires throughout the complete raising procedure. 9. Take the trailer winch line hook, pull it back over the pole and connect it to the jib halyard snapshackle (after it has been unhooked from the mast). Winch line should extend at least 2' aft of the mast pole fork. Check to see that the jib halyard is SECURELY TIED OFF at the cleat on the side of the mast.
Check that the socket in the rotating mast foot aligns correctly with the pivot ball on the deck, as the mast nears the fully up position. CAUTION Winch operator should be careful to ensure that the trailer winch line lays evenly across the drum while mast is being raised. With an offset bow roller, there can be a tendency for the incoming line to pile up on one side of the drum, to where it can suddenly slip off. to 2° more than the rake of the aft edge of the forward beams when viewed from the side.
15. Run all the halyard lines from the mast through the turning blocks back to the correct rope clutches on the aft end of the cabin roof. 16. Connect the mast electric plug if required. 17. The headsail can be fitted now if wished, or after launching. The sheets are laid out and connected to the clew (sheets can be kept in the anchor well for quick access). The headsail can be kept under control by a shockcord which can be left on the foredeck for this purpose. Just keep it hooked to the toerail or pulpit.
Unfolding can be done at the dock or while motoring away. But beware, while folding stability is good, it is limited. beam recesses, and the tiller is clear. Remove the beam locking pins, place your foot on the top of the upper folding strut, grasp the top of the beam and pull downwards, while pushing with your foot. when folding, one person operating either beam is all that is required. The wingnets will extend and tighten themselves.
MAST RAISING ON THE WATER It may be necessary to sometimes launch with the mast down and raise the mast later. To do this you will need an additional strong block to attach to the bow roller/stem fitting. A spinnaker sheet block is ideal. The mast raising pole/yoke must also be carried on board.
sailing performance and while rotating masts do not require much rig tension (to allow full mast rotation), most owners do not tension fixed mast rigs enough. To avoid this, a simple rig tension gauge (Loos Type recommended) available at Marine stores can be purchased, and this includes hints on tensioning your rig. Rigging wire will stretch a little initially and all settings should be checked after a few sails. All masts should be set up with some prebend (center of mast pushed forward).
Boom vang and Cunningham eye controls on an F-27 When reaching, the headsail shape can be improved by using a barber hauler. This is a line hooked to the headsail clew, and led to a block attached to an eye on the float deck and then back to a camcleat on the cockpit coaming. Two barber haulers give a wide range of sheet adjustment. One can also be used on the boom to hold it down while running or reaching.
To reef, disconnect line from cleat, unthread from clew eye, and rethread through new reefing eye. More line will be required and this comes from the excess on cleat Reefing eye should also be lashed around mast AAAAA AAAAA AAAA AAAAA AAAAA AAAA AAAAA AAAAA AAAA AA AAA AA AA AAAA AA AAAA AA AA AA AA AA AA AA AA Mast Rolled Main Boom Wrap excess line around cleat so that line emerging from camcleat is not too long.
To use, simply roller reef as described above, but only roll the main up until the selected jiffy reefing points are reached (two sets usually included as standard). Lock the furling handle as before, and then reattach the Cunningham eye tackle to the reefing tack eye. Now unthread the outhaul line and rethread it through the new reefing clew eye.
Achieving good windward performance can be very satisfying, but it does depend on a lot of factors being right. Screacher can be left up permanently as shown on this F-28R headsail leach matches the curve of the mainsail. It should then not backwind the main, and your pointing angle and boatspeed should both be excellent. Once you have achieved good boatspeed, then experiment by tightening sheets very slightly, pointing slightly higher, while trying to maintain the same boatspeed.
combination genoa/reacher, flown from the spinnaker bow pole. The spinnaker halyard is used on the F-24, while a separate dedicated halyard is used in both the F-28 and F-31R. This allows the screacher to be always left up while furled, ready for instance use. This multipurpose sail can be a perfect all-around, first choice, additional sail for cruisers, or an essential powerhouse for racers. It is still a developing sail in many respects, and offers some significant and worthwhile advantages.
Asymmetric spinnaker on an F-28R. Jib can be flown inside by racers as shown for better performance in light airs though this is lessened by using a continuous one piece sheet. The advantage is that the sail does not have to fit through the narrow slot between spinnaker and screacher. With inside jibing, the skipper should start turning slowly while the crew eases the sheet to keep the sail full.
SAFE SAILING RECOMMENDATIONS DANGER Be fully aware that it is possible to capsize any multihull and the following rules should always be observed for safe sailing: 1. Reduce sail early as follows: a. Genoa/screacher should be replaced by jib in windspeeds greater than 12 knots. b. Main should be reefed to first set of reef points when wind reaches 20 knots. c. Main should be further reefed to second reef points when wind reaches 25 knots. d.
For safety, always wear a life jacket, and, when sailing hard, always keep the sheet in hand ready for instant release DANGER Never leave the sheets unattended, if un-reefed and the wind is exceeding 20 knots. If being pressed while reaching then it is better to bear away downwind than round up. The boat will slow down, and the mast momentum from the turn is to windward, reducing heel. Round up and speed may increase surprisingly, while mast is thrown to leeward, heeling the boat more.
drop all sails and anchor, which is probably not used enough as a safety procedure. It is very effective. At sea a Storm Parachute anchor has the same effect. 6. Always listen to the latest weather forecast before you set out on any sailing trip. 7. Always leave yourself a large safety margin, be it while sailing, or simply motoring around. 8. Always carry full safety gear, including life jackets, as required by U.S. Coast Guard and local regulations.
When seeking the best performance, keep things in perspective - there will always be some boats that will be faster... Sir Peter Blake's 60 foot trimaran Steinlager and an early Farrier design - the Trailertri 680. windward, you sheet the jib or genoa as per normal but let the main right out. Pull the main on slightly and you will begin moving. Pull the main on more and you will come higher, let it out and you will go lower. Pull the main hard on and you will tack.
boats, where the heeling component of the sails is less than the fixed mast, the drive being angled more forward. Also important for the best performance, by minimizing wetted surface area, is to move crew weight well forward in light to moderate winds, to keep the bows down, countering the stern negative lift. The boat should also be heeled to leeward (crew on leeward side) when sailing to windward in light winds, just as with a mono. This keeps the sails in a more efficient shape.
To fold, disconnect the shrouds from the float chainplates (not required with F-24). The shrouds are then retained to the float by the Link Plates with rotating masts, which give just enough slack to fold, while preventing the mast from falling should the mast raising wires be forgotten. The F-31 fixed mast version will require that the shrouds be completely disconnected from the float, and they can then be secured to the mast with velcro straps. This stops them from flopping around.
reaches the aft mast support. CAUTION: If your trailer winch does not have an automatic brake feature, don’t let go of the winch handle while lowering. Should this happen it will start spinning very fast and could cause injury. Don’t try and stop it - except by using the winch brake. DON’T try and grab the handle - you will just have to let the mast fall better than a broken hand. Once the mast is fully down, disconnect the winch hook, reconnect to the bow eye, and retension.
and the mast, or remove the wires altogether. CAUTION Do not use elastic cord type ties on the mast, with hooks, as they can be dangerous by whipping back and causing eye damage. Rudder should be fully up, and tied to one side. Should local regulations not permit the rudder to be left on the transom, it should be removed and stowed in the towing vehicle. If fitted, secure the pop-top down, or it could lift up during high speed towing.
with well sailed cruising multihulls, but can occasionally occur with racers pushed to the limit - just like race cars. The important factor, as with a car, is that the degree of risk is up to the driver/skipper. Drive/sail too fast for the conditions and the risk of a crash is higher. The decision is yours. It is not taken away from you by a heavy keel below, making it impossible to go fast.
neath if capsized), with lanyards attached, and in watertight bags: EPIRB unit Cutting Tools Extra wrenches & tools Bolt Cutters Spare Beam Bolt Wrench Ropes VHF Hand Held Radio Pliers Copy of Righting instructions Flares Surge is the major enemy inside the boat, and the first priority should be to seal all hatches, vents etc. and try to keep the boat dry as possible. Pop-top will remain in place as this will try to float upwards.
However, the cleanup work required is not so easy - the same F-27 just after righting- looks a mess right? Well sail sensibly and don't even risk a capsize - it is easy to avoid highest. Thus as the boat begins to move, the lowest end, be it bows or stern, will begin to sink, and even more so as the water inside rushes forward. The boat should then flip back upright, bow over stern or visa versa.
here. They were then able to get on to the upturned boat (now a safe 19' wide raft), which was towed ashore, and righted, with relatively little damage, the next day. The procedure using the folding system is as follows: 1. Put on a lifejacket - this is essential for easy working in the water. 2. The boat will be floating side on to the waves, and you should first attach righting ropes to the windward float beam areas and bring them over the main hull to the leeward float.
SAFETY IN GENERAL Capsize matters can be depressing, but to put it in perspective, a capsize is simply very difficult to do. Luffing up slightly, or bearing away (if on a reach) is usually all that is required. The risk of capsize can be virtually eliminated simply by reducing sail according to the conditions, and being prepared to let the sheets go. When under spinnaker in winds of over 20 knots it should always be a matter of policy to never leave the spinnaker sheet unattended.
centerline until the water flow reattaches, or slow down. To avoid, always keep the leading edge of your rudder smooth and fair, and if it becomes a consistent problem then the best cure is to fix a horizontal 'fence' to the leading edge of the rudder about 12 to 15" up from the bottom. Fence sion loads in this area to be directed through the Upper Folding Struts, which, in the case of the F-24 and F-31 are not strong enough for such loads.
above the floats flooded waterline, so as to prevent any water entering, and consequent loss of beam buoyancy. RUST Many grades of stainless steel will get an occasional brown stain in saltwater, that can look like rust. The grade used on most marine fittings is Type 304 or 303, and both of these will show this. Type 316, a more expensive grade, but actually slightly weaker, does not. All three grades can be used on a Corsair, depending on the application.
SPECIFICATIONS The following specifications may vary depending on options, and manufacturing or design changes F-24 Mk II F-28R continued L.O.A............................................... 24' 3" (7.3m) L.W.L.............................................. 23' 7" (7.2m) Beam.............................................. 17' 11" (5.5m) Folded Beam.................................. 8' 2" (2.49m) Draft Hull only ................................ 1' (0.31m) Draft D/board down ........................
NOTES: Mylar may be used for all sails (recommended). Sailcloth wgt. to suit wind in area sailed. All sails are to be fitted with telltales Max. roach is 41"/1040mm located 60% up leach Mainsail has 2 sets of reefpoints Mainsail to have Cunningham eye fitted Class emblem to be as shown. Jib to have 3 leach battens placed at equal distance on leach. Jib hanks to be for 1/4"/6mm wire Sail Luff Leach Foot Area Mainsail 29' 6" 30' 6" 11' 6" 243sq.ft. 9300 3500 22.5sq.m.
NOTES: Square Top Mainsail as shown is required to be Class legal. Roach to be no more than 26"/660mm, 64% up leach. (28"/710mm with F-28R). Mainsail is designed to be almost flush with the top of the mast as shown -do not shorten luff, which has cutout as shown for halyard clearance. Vertical Batten to be used at head to ensure head stands vertical. Tack cutaway to be as shown Mainsail has 2 sets of reefpoints, Mainsail to have Cunningham eye fitted Class emblem to be as shown.
Sail Mainsail Pivot Jib Genoa Luff 37' 11275 Leach Foot 39' 11880 14' 1" 389sq.ft. 4302 36sq. m. 36' 1" 32' 1" 12' 9" 10997 9775 36' 1" 32' 10997 9752 Area 3895 210sq.ft. 19.4sq.m. 16' 11" 278sq.ft. 5153 25.7sq.m. Asymmetric 41' 8" 35' 5" 28' 3" 1004sq. ft. Spinnaker 12700 10800 8600 93sq.m. IMPORTANT If changing mast Mast step should rake, make sure touch against Center Web always also deck plate here bears evenly on mast deck plate here.
NOTES: Square Top Mainsail as shown is required to be Class legal. Roach to be no more than 34"/864mm, 60% up leach. Mainsail is designed to be almost flush with the top of the mast as shown -do not shorten luff, which has cutout as shown for halyard clearance. Vertical Batten to be used at head to ensure head stands vertical. Tack cutaway to be as shown Mainsail has 2 sets of reefpoints, Mainsail to have Cunningham eye fitted Class emblem to be as shown.
Options may be shown in these layouts, and specifications may be subject to change. AAAAAAA AAAAAAA AAAAA AAAAAAA AAAAA AAAAAAA AAAAA AAAAAAAAAAAA Optional modular Galley unit F-24 INTERIOR Barber Hauler eyes Optional Stanchion base Optional lifeline eye Optional lifeline eye Strap around aft beam for opt. screacher.
Optional aft berth Water tank and opt. holding tank are under forward berth AAAAAAA AAAAA AAAAAAA AAAAA AAAAAAA AAAAA AAAAAAA AAAAA AAAAAAA Curtain Head F-28 INTERIOR Optional Stanchion base Optional lifeline eye Optional lifeline eye Strap around aft beam for optional screacher.
AAAAAA AAAAAAAA AAAAAA AAAAA AAAAAA AAAAAAAA AAAAA AAAAAA AAAAAAAA AA AAAAA AAAAAAAA AAAAAA AA AAAAA AAAAAA Options may be shown in these layouts, and specifications may be subject to change. Berth slides forward to form double Table Watertank and opt. holding tank are under fwd. berth F-31 AFT COCKPIT INTERIOR Optional Stanchion base Barber Hauler eyes Optional lifeline eye Strap around aft beam for F-31R opt. screacher.
AA AA Keelboard Inner supports bear against side of hull AA Outer supports bear against floats (need to be lowered to unfold boat on trailer) All supports should bear evenly and equally against boat Wire/line to restrain pole fore and aft. Rudder in raised trailering position Mast Raising Pole If necessary, light lines can be run each side to mast raising wire anchor points to stabilize pole sideways.
WARRANTY AND LIMITATION OF LIABILITY Seller warrants, for a period of one year from the date of delivery, to the original purchaser, that the F-24/F-27/F-28/F-31 will be free of defects in material and workmanship. Seller's sole obligation under this warranty shall be limited to replacing, correcting or repairing any part manufactured by Seller which is determined by Seller to be defective by reason of faulty workmanship or material. This warranty shall not apply to: a.
MAINTENANCE & SAFETY CHECKLIST For continued safe and enjoyable operation, it is essential that regular maintenance be carried out. Trimarans are actually more like aircraft in many aspects, and it is important to conduct regular maintenance and safety checks to locate any potential problems before they become serious. The following Maintenance Safety Checksheet has thus been developed and it is strongly recommended that a full check be undertaken every 6 months.
❒ Check leading and trailing edges of rudder blade for any delamination or splitting. ❒ Check rudder control lines for wear, and replace pull down line every year FOLDING SYSTEM ❒ Check all pivot pins for corrosion, and that circlips or nuts are properly fitted.
Corsair Marine, Inc., 150 Reed Ct., Chula Vista, CA 91911, U.S.A. www.corsairmarine.com Copyright © 1997 By Corsair Marine Page 46 CORSAIR MARINE, Inc.
