I have now taken delivery of the cruising chute from Arun sails. I had to unpack it to get it through the door into the fore cabin and the snuffer is so large it had to go in sideways to fit through the door!
How I will manage getting this up through the forward hatch to hoist it is an adventure I have yet to experience. I have also had a bowsprit fitted – also huge – but Solent Spars who masterminded the operation are adamant that it needs to be this chunky to withstand the pressures of a 23,000 lb boat being towed by a 1200 sq ft chute….as I said all fun and games that await me in the future:-)
Having corresponded with the skippers of 3 or 4 Moody 44’s (see the right hand side bar) who are doing, or have already completed, a circumnavigation the jury is split on how useful the c/chute is. Some have used them across in Atlantic and the Pacific – others have never used them at all. We shall see.
The weather has been getting colder and colder and I am getting worried that the plan to take the boat to Gosport on Feb11th is not going to be possible. But today was a good day. The sun shone and although it was –50C there was no wind and Seth at SolentSpars called to say that the sails were back and ready to hank on.
|Nice clean mainsail
I had the genoa shortened because on the delivery trip we had a lot of trouble reefing and furling it back in. The problem was that it was too long and so to stop it snagging at the head of the sail we had it re-cut at Arun Sails. We also had tell tails fitted and all the stitching checked.
|Seth & Luke surveying the job – everything you touch is freezing!
||Feed the sail through the mast and into this sail entry slot
The main also had tell tails added – although Seth tells me that they will probably get torn off by the slot in the mast after a few furl/unfurl operations. Seth, Luke and I spent an hour and a half in the freezing cold slowly feeding the main sail into the slot in the mast and gingerly hauling it up, and then replacing the extremely long vertical battens. Seth was very patient and showed me how to carryout this operation – just in case I am faced with some sort of emergency when I am far from any professional help.
|Inserting the vertical battens
||Carefully furling the main..so it will launch nicely next time!
Both sails were cleaned by OceanMarine and the main in particular looked like new – very unusual – it just shows that it has hardly been used by the previous owner. Although Richard at OceanMarine has been cleaning and occasionally valeting my boat for years I think he has excelled himself this time.
The mainsail is from MaxiRoach It is probably the best sail you can get for in mast furling. MaxiRoach say that their design gives 30% more sail area than any other furling main sail. So I am happy that while it wasn’t my first preference which would have been a traditional fully battened main – it is “as good as it gets” for this type of main sail.
There are two very good articles on mainsails and the impacts of furling / non-furling and batten design here:
Today I had the pleasure of meeting Ivan Bole the owner of Arun sails in Boshum, West Sussex. Ivan has developed the business over the past 22 years into one of the leading sail makers in the UK, often making sails for small one man band sail makers to finish off under their own name or even “white labelling” sails so that other big brands can re-label them as their own.
Ivan was very welcoming and very knowledgeable being an experienced sailor himself. It was interesting to see all sorts of sails being made in the large sail loft – from gaffsails to lugsail to topsails made under the Rockall brand to cruising and racing sails under the Arun brand – an Aladdin’s cave of sail technology.
Ivan walked me through the whole manufacturing process from computer design to numerically controlled cutters to hand stitching to patching and finishing
I wanted to see my cruising chute being made and also to get my anxious questions answered about what I see as the “challenge” of flying a 1200 sq ft cruising chute. But Ivan went one better and lead me over to a bench where he had laid out a similar, but completed chute on a very large work bench. He then proceeded to demonstrate how to launch and recover the cruising chute and patiently pointed out a number of tips and tricks for making sure that you don’t get your halyards mixed up with your sheets, or worse lose the whole lot over the side!
I was also worried (I do a lot of worrying…) about the weight of the whole sail and whether I could lift the sail out through the forward hatch and get it all hitched up on a heaving deck on my own. I am assuming my wife would busy trying to hold us on a steady course downwind and stop us from accidently gybing 🙂 Again I was astonished to find how light the whole sail is – another fear allayed….
I must say it was a pleasure to see a British company successfully manufacturing a custom and labour intensive product; holding off the threat of cheaper foreign imports; and by so doing employing and preserving the knowledge of its work force.
Now all that remains is to take delivery and get out on the water and give it a go… I have told SMR, who are masterminding the re-fit of all the running the rigging and the installation of the Selden bowsprit, that a condition of the whole order is that they come out with me on the water and oversee the maiden launch of the cruising chute – foolishly they agreed.
…watch this space 🙂
The rig dimension list is helpful in determining the boat’s approximate sail area. Once you have determined your sail area, the figures can be used to calculate the loads generated by the sails for any given wind velocity. The loading calculations are essential to selecting gear with adequate strength for its intended application.
- Mainsail = (P x E) / 1.8 (1.6 for racing profile mainsails)
- 155% Genoa = (( J x I ) / 2) x 1.65
- 135% Genoa = (( J x I ) / 2) x 1.44
- 100% Jib = ( I x J ) / 2
- Racing Symmetrical Spinnaker = 1.8 x J x I
- Racing Asymmetrical Spinnaker = 1.8 x J x I
- Cruising Asymmetrical Spinnaker = 1.65 x J x I
- “I” is measured along the front of mast from the genoa halyard to the main deck. The main deck is where the deck would be if there were no deckhouse (the sheerline)
- “J” is the base of the foretriangle measured along the deck from the headstay pin to the front of the mast.
- “P” is the luff length of the mainsail, measured along the aft face of the mast from the top of the boom to the highest point that the mainsail can be hoisted or black band.
- “E” is the foot length of the mainsail, measured along the boom from the aft face of the mast to the outermost point on the boom to which the main can be pulled or to the black band.
- “JSP” is the length of the spinnaker pole or the distance from the forward end of the bowsprit (fully extended) to the front face of the mast.
- “ISP” is measured from the highest spinnaker halyard to the main deck. The main deck is where the deck would be if there were no deckhouse (the sheerline)
- “PY” and “EY” are, respectively the luff length and foot length of the mizzen of a yawl or ketch measured in the same way as for the mainsail.
- “IY” is the measurement from the staysail halyard to the deck.
- “JY” is the measurement from the staysail stay to the front face of the mast.
- “LP” is the shortest distance between the clew and the luff of the genoa.
|Comparing the measurements to the Moody 44 – “Enterprise”
- Mainsail = (P x E) / 1.8 = 37.55m² —> actual sail = 33.85m²
- 155% Genoa = (( J x I ) / 2) x 1.65 = 69.11m² —> actual sail = 58.59m²
- 135% Genoa = (( J x I ) / 2) x 1.44 = 60.31m² —> actual sail = 58.59m²
- 100% Jib = ( I x J ) / 2 = 41.88m² —> I don’t have one
- Cruising Chute = 1.65 x J x I = 138.22m² —> actual sail = 115.013m²
|Moody 44 Rig Dimensions:
I = 16.49m = 54’0″
J = 5.08m = 16’8″
P = 14.17m = 46’6″
E = 4.77m = 15’8″
ISP = 16.49m = 54’0″
JSP = 5.08m = 16’8″
Actual Sail Areas on Enterprise:
Roller Genoa = 58.59m² = 630 sq ft
In-Mast Furling Main Sail = 33.85m² = 364 sq ft
Cruising Chute = 115.013m² = 1,238 sq ft
You can use Sailpower Calc – Which is an online calculator that works out the sail areas, forces and moments, when given the rig measurements and wind conditions. It represents, in a simplified manner, the aerodynamic module of a VPP (Velocity Prediction Program), used to predict a sailboat’s performance. Its quite interesting to see the effects on loads for wind speeds from 4 kts to 25 kts to 40 kts….especially when you use / don’t use the “auto depower” setting.