{"id":48875,"date":"2022-08-03T13:12:51","date_gmt":"2022-08-03T17:12:51","guid":{"rendered":"https:\/\/www.cruisingworld.com\/?p=48875"},"modified":"2023-05-06T18:19:30","modified_gmt":"2023-05-06T22:19:30","slug":"offwind-sails-for-catamarans","status":"publish","type":"post","link":"https:\/\/www.cruisingworld.com\/sailboats\/offwind-sails-for-catamarans\/","title":{"rendered":"Off-wind Sails For Cats"},"content":{"rendered":"\n
\n\n\t\t\t
\n\t\t\t\t\t\"Falcor\" <\/div>\n\t\t\t\n\t\t\t\n
\n Falcor<\/i>, a Gunboat 48, \u00ademploys a range of off-\u00ad\u00adthe-\u00adwind sails to maximize its daily mileage runs while cruising offshore.<\/span>\n North Sails<\/span>\n\n\t\t\t\t <\/figcaption>\n <\/section>\n\t\t\n\n\n

The first time I experienced a fully lit-up, high-performance cruising catamaran<\/a> was in Hawaii\u2019s Molokai Channel aboard a Gunboat 66. The crew and owners knew how to live. The first mate served a sumptuous lunch as we rocketed along at a close reach under mainsail and a fractional screecher, with the autopilot driving through 5-foot seas. Humpback whales spouted nearby, and 21.7 knots never felt so civilized. \u00a7 While this experience was eye-opening for me, it was the usual stuff for the owners and crew, who regularly ticked 300-plus-mile days. The boat\u2019s off-the-wind inventory\u2014including the fractional screecher, a masthead screecher, two asymmetrical spinnakers, and a symmetric kite\u2014helped facilitate these big-mile days. <\/p>\n\n\n\n

Sailing off-the-wind angles efficiently aboard a multihull<\/a> requires different sails than a standard main and a self-tacking jib combination. Sailmakers have created a variety of shapes\u2014each optimized for certain wind ranges and windspeeds\u2014to help maximize deeper wind angles. Better still, modern furling and dousing systems help take the sting out of sailhandling, as long as crews are mindful of their sails\u2019 design parameters and their own abilities.<\/p>\n\n\n\n

To learn more about today\u2019s off-the-wind sails for cruising multihulls, I reached out to four experts. Phil Berman helped found the Multihull Company brokerage and, in 2013, formed Balance Catamarans, which builds performance-minded cruising cats. Stuart Dahlgren designs and builds sails at UK Sailmakers\u2019 Northwest loft in Sidney, British Columbia. Bob Meagher works as a North Sails\u2019 multihull expert out of the Fort Lauderdale, Florida, loft. Andrew Waters is a sail and service consultant at Quantum\u2019s Annapolis, Maryland, loft. <\/p>\n\n\n\n

Below, I share their thinking by starting with sails for close-reaching angles (\u00adballpark 45 degrees) and move abaft through broad-reaching and running angles (theoretically, as deep as 180 degrees). While sailmakers often employ proprietary names for their off-the-wind sails, this article will deal in apparent-wind angles and apparent-wind speeds to describe sails in general terms. <\/p>\n\n\n\n

In all cases, the experts stressed that it\u2019s important to have an open and honest dialogue with your sailmaker (before placing your order) about your vessel; its equipment and how it\u2019s rigged; your crew\u2019s experience level; and how, when and where you plan to use your off-the-wind sails. All sails are custom-built, so this conversation can also be a good time to discuss your goals for each sail, and how modern materials, technologies and custom tweaks can help you achieve these ambitions.<\/p>\n\n\n\n

Code zeros. When it comes to sailing wind angles from roughly 40 degrees to 110 degrees, few sails are as useful as code zeros. While these sails go by a number of brand names, they are typically paneled sails that fly off sewn-in anti-torsion cables, and that can be loosely defined by their working apparent-wind angles. Code zeros are also typically rigged with dedicated furling drums, which makes for easy \u00adsailhandling. Some code zeros are cut flatter and designed for more close-winded work (say, 40 to 70 degrees apparent-wind angle), while others are designed to carry deeper angles (say, roughly 90 to 110 \u00addegrees, maybe<\/em> 120 degrees) and are built with more depth. <\/p>\n\n\n\n

\u201cIf you\u2019ve got a multihull with a main and a jib, the next sail is a code zero,\u201d Waters says. \u201cIt\u2019s versatile enough for reaching in light air, and it\u2019s big enough to cover aft of the beam when the wind is stronger.\u201d<\/p>\n\n\n\n

Code zeros can be especially useful for stringing together swaths of light air, and for maximizing angles that a small, high-aspect, self-tacking jib and mainsail combination struggle to efficiently carry. <\/p>\n\n\n\n

Waters says that the best way to rig a code zero is by using a bowsprit (\u00adlongerons can also work well). \u201cAn anchor roller is not likely the best place,\u201d he says. \u201cThere\u2019s a lot of up-force, so you need something that\u2019s reinforced.\u201d<\/p>\n\n\n\n

Ease of use is an important consideration when choosing off-the-wind sails, especially if you sail shorthanded. \u201cThe fastest sail doesn\u2019t do any good if it\u2019s stuffed inside a bow locker,\u201d Meagher says. \u201cIt needs to be accessible.\u201d<\/p>\n\n\n\n

Others agree. \u201cA person of modest experience can easily fly a code zero that\u2019s on a continuous-line furler,\u201d Berman says. \u201cThey are fairly easy to operate.\u201d<\/p>\n\n\n\n

This ease of use can be partially \u00adattributed to the sails\u2019 working apparent-\u00adwind angles, however, a lot comes down to the fact that code zeros typically reside on furlers and can be ordered with UV-protective material sewn onto the sail\u2019s leech section. This allows the sails to remain hoisted, genoa-style, even if they aren\u2019t being used. One consideration, of course, is the amount of UV light to which the sail will be exposed (read: Caribbean versus the Pacific \u201cNorthwet\u201d) and the amount of time the sail will spend exposed to the elements. \u201cIt\u2019s way better to take down the sail if you\u2019re leaving the boat for a long time,\u201d Dahlgren says. \u201cBut if you\u2019re on board or on passage, it\u2019s fine to leave it up.\u201d<\/p>\n\n\n\n

When it comes to extending the working life of sails with torque cables, Meagher stresses the importance of ensuring that halyards and tack lines are tight. \u201cIf the halyard isn\u2019t tight enough, it puts more torque into the system,\u201d he says, adding that he advises cruisers to have the UV-exposed ends of their torque cables inspected every year or so.<\/p>\n\n\n\n

\n\n\t\t\t
\n\t\t\t\t\t\"Balance <\/div>\n\t\t\t\n\t\t\t\n
\n Alani<\/i>, a Balance 526, leverages a code zero and a full mainsail to yield good off-the-breeze performance.<\/span>\n Courtesy Steve McCauley\/Balance Catamarans<\/span>\n\n\t\t\t\t <\/figcaption>\n <\/section>\n\t\t\n\n\n

Given that code zeros are used typically for reaching angles, jibing isn\u2019t usually a concern. \u201cReach-to-reach jibes aren\u2019t that common,\u201d Waters says, adding that this would mean rotating through half of a compass card. Instead, he suggests keeping onboard stress levels low by rolling up the sail before jibing.<\/p>\n\n\n\n

Asymmetrical spinnakers. As the wind clocks aft, cruisers will encounter a crossover zone where their code zero will stop delivering the same sparkling \u00adperformance it can produce on closer-\u00adwinded angles. Depending on one\u2019s crew and vessel, this can be a great time to hoist an asymmetrical spinnaker. <\/p>\n\n\n\n

Asymmetrical cruising spinnakers typically are built of various-weight nylon and have soft luffs (unless they are on top-down furlers). They cover apparent-wind angles from roughly 100 to 155 degrees, and apparent-wind speeds up to (ballpark) 15 knots. Like all off-the-wind sails, cruisers can usually order asymmetrical spinnakers optimized for specific angles and windspeeds. Asymmetrical spinnakers usually range from bigger, lighter-weight A1s to A2s and A3s as the wind picks up and clocks astern. Like code zeros, asymmetrical spinnakers are designed to fly off a bowsprit or longeron, however, other options exist for fetching deeper angles (see below). <\/p>\n\n\n\n

As mentioned, asymmetrical cruising spinnakers sometimes employ top-down furlers, however, the more common practice is to use a dousing\u2014or snuffing\u2014sock. \u201cTop-down furlers take more rotations to furl a sail than a bottom-up furler,\u201d Meagher says. \u201cSo, you want to lead the furling line back to an electric winch.\u201d In this scenario, with a top-down furler, crews would operate the sail much like a furling jib or code zero. (As a word of caution, make sure you are always looking at what you\u2019re affecting when using a powered winch to avoid overstressing equipment.)<\/p>\n\n\n\n

In the more common scenario, where the sail has a snuffer, crews typically hoist the sail sausage-style so that it can\u2019t \u00adinopportunely inflate. Then, once the halyard has found its sheave box and the boat and crew are ready, a forward hand pulls on a continuous-loop line to pull the sock up to the sail\u2019s head, exposing sailcloth to the breeze. When it\u2019s time to douse, crews simply reverse this process and then lower the sail onto the nets. <\/p>\n\n\n\n

\u201cAlmost everyone has an asymmetric or symmetric spinnaker in a dousing sock,\u201d Berman says. \u201cAnything that makes sailing easier is better. Always.\u201d<\/p>\n\n\n\n

One interesting way to make \u00adsailing deeper angles with asymmetrical \u00adspinnakers easier involves leveraging the boat\u2019s hulls. \u201cIf you\u2019re sailing a deep angle, say 160 degrees, with an asymmetric sail, you could tack it to the windward hull,\u201d Waters says. \u201cThis projects more of the sail area around the mainsail.\u201d<\/p>\n\n\n\n

Others agree. \u201cMost cruising \u00adcatamarans have padeyes on the bows for asymmetric spinnakers,\u201d Dahlgren says. \u201cYou sometimes need to add a rope clutch for the tack line.\u201d<\/p>\n\n\n\n

While racing crews commonly jibe asymmetrical spinnakers (even on multihulls), most cruisers, Waters says, are better off to first furl or douse the spinnaker, jibe their mainsail (and boat), and then redeploy the kite on the new board. <\/p>\n\n\n\n

As with all sails, it\u2019s crucial to know when it\u2019s time to downshift to a more conservative sail selection.<\/p>\n\n\n\n

\n\n\t\t\t
\n\t\t\t\t\t\"ORC <\/div>\n\t\t\t\n\t\t\t\n
\n An ORC 50 flies an asymmetrical \u00adspinnaker and a full mainsail while ticking off downhill miles.<\/span>\n Cruising World Editors<\/span>\n\n\t\t\t\t <\/figcaption>\n <\/section>\n\t\t\n\n\n

\u201cOff-the-wind sails are for less than 15 knots,\u201d Waters says. \u201cIf the winds are higher, the jib comes back. All off-the-wind sails are built with a wind strength and angle in mind, and if you operate the sail outside these parameters, you could have difficulty operating it, or you could damage the sail.\u201d <\/p>\n\n\n\n

Because of this, Waters advises sailors to take down the sail anytime they start feeling uncomfortable, or if conditions start exceeding the sail\u2019s design parameters. Meagher agrees, adding that the best time to take down an off-the-wind sail is \u201c10 minutes before you start asking the question.\u201d (This wisdom applies to all spinnakers\u2014asymmetrical and otherwise.)<\/p>\n\n\n\n

However, should you miss your 10-minute warning, you can often sail a deep angle (say, 160 degrees) and use your mainsail to blanket the asymmetrical kite for the douse and takedown. Or, Meagher says, if you\u2019re sailing in flat water, you can use the iron jenny. <\/p>\n\n\n\n

\u201cIt\u2019s magic,\u201d he says. \u201cTurn on the engine, hit the throttles, and your apparent wind just dropped like a rock.\u201d (This trick doesn\u2019t work if you\u2019re pounding into a seaway, as doing so can generate shock loading on the rig and sails.)<\/p>\n\n\n\n

Symmetrical spinnakers. As the name implies, symmetrical spinnakers typically have broad-shouldered even-sided cuts that allow them to efficiently sail apparent-wind angles of 130 degrees to 160 degrees (or deeper) in winds up to roughly 10 to 15 knots. Like asymmetrical sails, symmetrical kites are commonly set and doused using socks, and are usually built out of nylon (1.5-ounce cloth is common for offshore use; see sidebar). <\/p>\n\n\n\n

\u201cSymmetrical spinnakers are the most stable to fly and the easiest to jibe,\u201d Meagher says, explaining that these can be ideal sails for long downwind runs.<\/p>\n\n\n\n

Unlike monohulls that employ spinnaker poles, cruising catamarans typically leverage their beam measurements and twin bows. Dahlgren says that this technique includes a four-line setup, with two guys and two sheets led to bow-fitted padeyes and blocks. Jibing becomes a matter of transferring load from the working guy and sheet to their lazy counterparts as the stern moves through the breeze. <\/p>\n\n\n\n

Depending on the apparent-wind angle, the mainsail can sometimes blanket the more efficient spinnaker, which can be less than ideal for passagemaking. While it\u2019s tempting to drop the main and let the kite breathe, it\u2019s important to first talk with your sailmaker and rigger. <\/p>\n\n\n\n

\u201cOne thing that\u2019s different is that there are no backstays,\u201d Waters says about multihulls, adding that the mainsheet often supports the rig along the length of the mast. <\/p>\n\n\n\n

\u201cSome people say that it\u2019s OK to use the topping lift, but that\u2019s not supporting the mast in the center,\u201d Meagher says. \u201cBut it\u2019s not a big concern in light air.\u201d<\/p>\n\n\n\n

There is the matter of using the mainsail to keep things cool if the wind unexpectedly picks up or shifts direction. Dahlgren says that it\u2019s a good idea to keep the mainsail up, even if it\u2019s reefed: \u201cIf you get into trouble with the spinnaker without the mainsail, there\u2019s no way to blanket the kite.\u201d<\/p>\n\n\n\n

Given their shape and useful wind angles, symmetrical spinnakers are often critical for racking up offshore miles. \u201cIf I could have only four sails, I\u2019d have a symmetric spinnaker, a jib, a screecher and a mainsail,\u201d Berman says. \u201cIf the crew is more experienced, they could get a large asymmetric spinnaker. I don\u2019t see people carrying two spinnakers.\u201d<\/p>\n\n\n\n

As for properly caring for symmetrical sails, all experts say that the guidelines apply to all of the sails discussed in this article. \u201cMaintenance is often undertaken in the conditions and how the sail is used,\u201d Waters says, referencing each sail\u2019s design parameters. \u201cIf you use it outside these parameters, it\u2019s negative maintenance. Pack away sails as dry as possible; if it\u2019s going away wet, dry it at the earliest possible time.\u201d <\/p>\n\n\n\n

This is because dry sails rarely develop mildew. However, should this aesthetic and olfactory offense set in, all experts were realistic about the fact that the optics can be \u201cimproved\u201d but likely not removed. <\/p>\n\n\n\n

Finally, Meagher says, off-the-wind sails that spend significant amounts of time furled and hoisted need to be regularly inspected. <\/p>\n\n\n\n

\u201cUV is a killer,\u201d he says, explaining that even a sail that\u2019s protected by Sunbrella or WeatherMax needs to be inspected more often than a genoa that also resides on a furler. \u201cGet it checked every year or year and a half.\u201d <\/p>\n\n\n\n

The key\u2014as with so many things sailing-related\u2014is having the right conversations ahead of time, ensuring that you have the right experience, and being judicious about when it\u2019s best to douse or shorten sail. Take these steps, and not only will you reach (bad pun intended) Port B faster, but you\u2019ll also likely have more fun getting there.<\/p>\n\n\n\n

David Schmidt is <\/em>CW\u2019s electronics editor.<\/em><\/p>\n\n\n\n

\n\n\n\n

String and Things<\/h3>\n\n\n\n

While sailing involves lots of specialized equipment, cruising sailors can often \u00ademploy the same running rigging to harness and trim their entire quiver of \u00adoff-the-wind sails. \u201cToday\u2019s running rigging is lightweight and stretch- and mildew-resistant,\u201d says Tony Rey, an accomplished Grand Prix sailor and a partner at Doyle Sails Newport<\/a>. \u201cAnything with creep or stretch is because it\u2019s low-quality.\u201d While it can be useful to have a bit of give in the system when sailing off-the-wind angles in a seaway, Rey says it\u2019s best if this comes from the sail, not the sheets or tack line. \u201cIt\u2019s more about the material the sail is made from than the running rigging,\u201d he says, advising that cruisers should always check with their rigger beforehand to ensure that their intended cordage can handle the loads. \u2014DS<\/em><\/p>\n","protected":false},"excerpt":{"rendered":"

With the right inventory on board, these sails add serious performance to the multihull cruising experience.<\/p>\n","protected":false},"author":11,"featured_media":48876,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"BS_author_type":"BS_author_is_guest","BS_guest_author_name":"David Schmidt","BS_guest_author_url":"","hydra_display_date":"","hydra_display_updated":false,"_yoast_wpseo_primary_category":"167","_yoast_wpseo_metadesc":"Best multihull sail inventory for high-speed performance and cruising catamarans includes code zeros, asymmetrical spinnakers, symmetrical spinnakers","_yoast_wpseo_title":"","_yoast_wpseo_meta-robots-noindex":"","arc_story_id":"","arc_website_url":"","custom_permalink":"","arc_subtype":"","arc_exclude_from_feeds":false,"sponsored":false,"sponsored_label":"Sponsored Content","sponsored_display_label":false,"sponsored_image":false,"post_right_rail":true,"post_right_rail_ad_1":true,"post_right_rail_ad_2":true,"post_right_rail_ad_3":false,"post_right_rail_ad_4":false,"post_right_rail_recirc":true,"fixed_anchor_ad":true,"post_top_ad":true,"post_off_ramp":true,"post_taboola":false,"labels":true,"apple_news_api_created_at":"","apple_news_api_id":"","apple_news_api_modified_at":"","apple_news_api_revision":"","apple_news_api_share_url":"","apple_news_coverimage":0,"apple_news_coverimage_caption":"","apple_news_is_hidden":false,"apple_news_is_paid":false,"apple_news_is_preview":false,"apple_news_is_sponsored":false,"apple_news_maturity_rating":"","apple_news_metadata":"\"\"","apple_news_pullquote":"","apple_news_pullquote_position":"","apple_news_slug":"","apple_news_sections":"\"\"","apple_news_suppress_video_url":false,"apple_news_use_image_component":false,"footnotes":"","ad_settings_ads_on_this_page":true,"ad_settings_automatic_ad_injection_into_the_content":true,"ad_targeting":"","social_share":true,"sponsored_url":""},"categories":[167],"tags":[253,157,1919,195],"acf":[],"apple_news_notices":[],"_links":{"self":[{"href":"https:\/\/www.cruisingworld.com\/wp-json\/wp\/v2\/posts\/48875"}],"collection":[{"href":"https:\/\/www.cruisingworld.com\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.cruisingworld.com\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.cruisingworld.com\/wp-json\/wp\/v2\/users\/11"}],"replies":[{"embeddable":true,"href":"https:\/\/www.cruisingworld.com\/wp-json\/wp\/v2\/comments?post=48875"}],"version-history":[{"count":0,"href":"https:\/\/www.cruisingworld.com\/wp-json\/wp\/v2\/posts\/48875\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.cruisingworld.com\/wp-json\/wp\/v2\/media\/48876"}],"wp:attachment":[{"href":"https:\/\/www.cruisingworld.com\/wp-json\/wp\/v2\/media?parent=48875"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.cruisingworld.com\/wp-json\/wp\/v2\/categories?post=48875"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.cruisingworld.com\/wp-json\/wp\/v2\/tags?post=48875"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}