Posting Rules | post new threads post replies post attachments edit your posts is are code is are are are | Similar Threads | Thread | Thread Starter | Forum | Replies | Last Post | | papagena | Multihull Sailboats | 12 | 23-12-2011 10:21 | | fabrik | Dollars & Cents | 0 | 16-09-2011 06:11 | | Bruce626 | Multihull Sailboats | 3 | 06-08-2011 20:06 | Privacy Guaranteed - your email is never shared with anyone, opt out any time. Can You “Heave To” in a Catamaran?“Heave to” is a worthwhile skill for sailors. This technique stops the boat and holds it almost completely still in the water. The long keel on monohull sailboats makes this easier to manage. Catamarans, like sailboats, can “heave to”. A catamaran can indeed “heave to”, though a cat may not hold still completely. This is due to the role that the keel plays in this technique. In “heaving to” the jib and the mainsail are counter balanced by each other and both depend upon pushing against the boat’s keel. The longer the keel, the easier it will be to heave to. “Heave to” is a tool for stopping the boat almost completely in the water with the sails still up. The boat maintains a relatively steady position. This is in complete contrast to “lying ahull,” in which all the sails are dropped and the boat is permitted to drift. This motion, which can be uncomfortable and even dangerous. A boat “lying ahull” is pointed into the waves and puts you at risk of capsizing. Catamarans Can “Heave To”Boats that “heave to” like this normally drift slightly with the wind. Just like a monohull, a cat could drift around 40 to 50 degrees off the wind. This dramatically eases the boat’s motion. This motion, which is normal, may seem skittish or uncomfortable at first. So, of course your catamaran can “heave to”. It is a less solid location than a monohull with a deep keel but it works just the same. A Worthwhile Sailing Skill“Heaving to” is a worthwhile sailing skill that every sailor should learn. This simple technique will stop your boat in a controlled manner without the captain having to stay at the helm. This can be used for mundane purposes, such as lunch. It can also be used to ride out a storm. Any catamaran can “heave to” like any other sailboat. It can be used for waiting out bad weather because it allows you to “freeze” the boat at a safe angle to wind and waves and go below to ride it out. Sailors who are sailing their boat without an autopilot will find this technique a valuable skill if they need to leave the helm for any reason. “Heaving to” is a useful skill for “freezing” your catamaran in it’s tracks, and it can be used even with the sails up. The jib and mainsail are carefully balanced against each other. This works best with monohulls with longer keels but can be applied by any boat, including catamarans. There are excellent “heave to” instructions here . If you have more information, please send me feedback and I will be glad to respond. https://www.liveabout.com/heave-a-sailboat-2915472 Question? Contact me here ! Curious? More about me here . Recent PostsFinding Solace and Joy: How Blogging About Sailing Can Cure Weekend Blues Weekends are often anticipated as a time for relaxation and rejuvenation. However, many people find themselves battling the "weekend blues" — a feeling of restlessness, dissatisfaction, or boredom.... How to make safe drinking water Water is one of the most critical components to life on earth. Sufficient access to clean water is a factor in improving overall health and encouraging economic development. Millions of people around... Did this page answer your question?Yes No Yachting MonthlyExcess 11 review: A very rare sub-40ft cruising catamaran- Theo Stocker
- September 10, 2024
A cruising cat much under 40ft is a rare beast, especially one that’s meant to be fun to sail. Theo Stocker went to see if the Excess 11 really delivers. Product OverviewPrice as reviewed:. Catamarans don’t belong in the UK, I hear you cry. If you’ve been put off by towering topsides, the vast beam and ideas about how much it might cost to keep one in a marina, or their supposed lack of upwind performance, then stay with me. The Excess 11 is a boat that has certainly made me think again. High-volume production catamarans certainly make fantastic boats for chartering with your family in hot climates and introducing nervous crew to life afloat, but I was eager to find out if a new brand of catamaran could also make a genuinely practical and enjoyable cruising boat for private owners to sail in the UK’s more temperate waters. If you’re looking for a cruising catamaran you have, until fairly recently, faced a choice between a high-volume, stubby-keeled cruising catamaran, or a dagger-boarded speed machine. Alongside Nautitech , however, Excess has jumped into a niche for high- volume but modest displacement cruising cats that seek to offer the best of both worlds. Theo found the Excess 11 is resilient with an impressive finish. Photo: Paul Wyeth The Excess brand emerged from the Beneteau Group just six years ago to fill this perceived void. Employing top racing catamaran and foiling IMOCA designers VPLP means this boat has at least a modicum of performance in her DNA. Could this be a catamaran that’s comfy to live on, reassuringly solid at sea, and still genuinely engaging to sail? At first glance, the Excess 11 has much in common with other modern cruising cats – high topsides, a generously glazed deck saloon, staggering amounts of space in the hulls, and shallow, long chord keels. But it was her differences that piqued my interest. To start with she’s just 37ft in length – a good 3ft shorter than any of her competitors, and only the Broadblue 345 is smaller than this. Rather than a single, raised helm station, she has twin helms on the main deck level, aft and outboard of the superstructure. To bring the helm to life, steering uses Dyneema cables rather than hydraulics, and with the wheels where they are, this is a surprisingly short cable run to minimise play and maximise feeling. Sheeting angles are controlled by in-and-out haulers for the overlapping genoa. Photo: Paul Wyeth Winches are at deck level, too, so there’s more for crew to do if they want to get involved, and she comes at a surprisingly competitive price when you compare her to monohulls – the Excess 11 may cost more than boats of a similar length, but for the same space aboard you’d need to be looking at a boat at least five or 10ft longer. So it was that I found myself motoring down the Hamble river at the bright orange wheel of an Excess 11. With both wheels set right aft and outboard you have a pretty unobstructed view directly forwards and outboard. Look through the glazing, and you then get a surprisingly clear view through the arcs obstructed by the saloon. Step inboard slightly, still within reach of the wheel, and you can see round the support posts and straight out of the front of the boat. It takes a little getting used to as the tops of the windows were slightly below eye level (I’m 6ft 1in tall), but it’s similar to helming a deck-saloon monohull or even just ducking to leeward to look round a headsail. The boom is low enough to make stowing the sail easy from atop the coach roof. Photo: Paul Wyeth Command and control with the Excess 11As we motored along, I was reassured that I could control the boat from either side, thanks to the electronic throttles controlling the twin 29hp Yanmar inboards; this means command can be taken from either wheel. While cats are directionally stable, you might notice that, as with many other cats, there’s no prop wash over the rudders. That’s because her rudders are ahead of the propellers – an arrangement that allows the engines to be pushed right aft, saving space for the aft cabins. Not an issue in a cat as you can drive it on the throttles like a tank – not that I’ve ever driven one of those, but I imagine it’s similar. We didn’t get the sunniest of days – the clouds stubbornly obscured the sun all day and the temperature was remarkably low for mid summer – but at least we had a decent breeze. As you’d expect from a multihull, the main is large and powerful to help propel drive the extra hull, but a two-to-one halyard taken to the powered winch ahead of the starboard helm help us set sail. The dramatic hull flares are obvious seen from the bows. Photo: Paul Wyeth On our test Excess 11, Sea Ventures’ stock boat, all lines other than a couple of halyards were led aft to clutches and a winch ahead of the starboard wheel, including both sheets for the overlapping jib. Most owners opt for the self-tacking jib, which simplifies things further. With all lines taken to one side there’s a lot of rope in one place, which needs keeping tidy, though I can see that splitting controls to both sides would make some of them frustratingly hard to reach for the helm. Underway, we faced a beat out of Southampton Water and around Bramble Bank into open water. Before I had a chance to remember that multihulls aren’t meant to tack well, I’d put her into a tack just as I would a monohull; she popped through easily and was off again almost instantly. When it comes to a cruiser that the whole family can enjoy, a catamaran is a sensible option. Photo: Paul Wyeth A slight bear away helped rebuild any lost momentum and we were back pointing up to 40º-43º off the apparent wind, giving us a compass tacking angle of 115º-120º – not bad for a cruising cat. When you take into account that we were doing over 7 knots upwind, upwind in a Force 4, in a 37-footer, on a completely even keel, that’s actually pretty impressive and probably almost a knot faster than you’d get from the same size monohull. Clearly, in a big seaway, the extra hull and potential slamming from the nacelle might see this drop off, but the Solent chop wasn’t anywhere near big enough to test this. Article continues below… First look: Outremer 52 – serious adventure catamaranMultihulls are clearly booming. They’ve been popular as charter boats for a long time, thanks to the sheer amount of… Catamaran sailing skills: Mooring and anchoring a multihullHow do you make an average passage speed of 7 knots, fit in three double cabins and a huge saloon… Enjoyable helmingSteering from the windward helm, I loved being outboard and able to see forwards and to feel the wind in my face. The helm was light and responsive, and while you don’t get the feedback of the boat heeling and loading up, it was sensitive enough for me to feel the fore-and-aft balance of the sailplan – not something you’d get in your average heavy cruising cat. Seeing the genoa telltales wasn’t the easiest, so helming from leeward helped with this. The starboard wheel was home to most of the controls, but throttles can be used on either side. Photo: Paul Wyeth In terms of visibility, it was, if anything, better than when sailing to windward in a monohull, as the sail is above the line of sight from the hull, and the saloon windows remain conducive to looking through. Bearing away and in a freshening breeze, we accelerated slightly to 7.5 knots on a close reach, but the real speed came from setting the 54m2 Code Zero, which was set and furled on the foldable bowsprit (this hinges away to reduce length when in harbour). We comfortably maintained speeds over 8 knots, with the occasional foray into the high nines and a max speed of 10.1 knots with the wake fizzing off the transoms as the wind gusted to the top end of the recommended windspeed for the Code Zero. The huge asymmetric is an option for lighter airs and deeper angles. A modest galley and chart table are plenty for cruising as a couple or with a couple of friends. Photo: Paul Wyeth The sailplan crossover table for recommended wind ranges for each sail option by the helms was a useful addition; without heel angle you need to sail a cat more by numbers. Experienced owners might be willing to bend the rules, but even so, this looks and feels like a boat that can stand up to her canvas well. She’s not going to be planing, but surfs in double digits are well within her reach. Handling the Code Zero was straight-forward – the headsail halyards are the only lines taken to port, plus the furling line for the Zero, and sheets are led to the winches either side, so you do need a couple of people to release and sheet in after a gybe. Furling the sail is probably the easier way to gybe in reality, though handling the winches is easy enough from the helm. If you did want two winches, you’d have to move up to the larger Excess 14. Good cruising speeds can be reached with minimum fuss. Photo: Paul Wyeth The big plus of having the wheels and lines all on deck level with the cockpit is that it is easy for crew to lend a hand, helping them feel involved and making communication easier. It would also feel more secure in a seaway, while the proximity to the water makes the sailing experience more engaging. Seats fold down behind the helm across the transom access giving two people somewhere comfy to sit and improving the sense of security at the wheel, also helped by the high bulwark outboard. Steps inboard of the wheels take you up onto the wide side decks. On deck, much of the foredeck is trampoline to keep weight and potential sources of slamming well aft. The anchor mounts to a bow roller next to the forestay with the chain led aft to the vast nacelle lockers ahead of the saloon windows via a moulded channel, which keeps the chain flush underfoot. Most owners will opt for the second 300-litre water tank in this locker, as there’s easily space for it and crew will be happier with less strict water rationing. The saloon nav station adds practical work space, though too small to hold a chart. Photo: Paul Wyeth All accommodation hatches are flush in the deck, and in each bow is a cavernous fo’c’sle locker for extra kit and sails. There’s an option for these lockers to be made into extra berths if you want capacity for 12 on board. The Excess 11’s sociable cockpitLiving arrangements on board the Excess 11 are very practical, especially for a crew of six in the three-cabin layout most owners opt for. We found crew congregate at the back of the cockpit, where there are six seats across the stern, as well as the bench seat to port and an L-shaped seat around the cockpit table, giving plenty of space to relax. A hard-top canopy keeps weather and sun at bay over the well-sheltered cockpit. Photo: Paul Wyeth The low boom means packing the sail can be done at waist height from the canopy without any additional climbing, so many owners opt for the hard-top cockpit canopy so that it can be walked on, as well as a place to mount solar panels. A folding canvas ‘targa’ top is also an option, however, if you want to let more light in. Walk forwards through the sliding doors and you find yourself in a large open space around the saloon table, surrounded by an L-shaped settee against the forward bulkhead, with a couple of stools for extra seating. At the starboard end there is a nav station, though in reality navigation will be done on deck. Against the aft and outboard sides to starboard is the L-shaped galley, with a fixed oven and two-burner gas hob, front-opening fridge, and a few lockers. To port of the entrance are another set of large lockers, ideal for stowing lifejackets and other sailing kit, or more food, and there’s also stowage under the saloon seats. It isn’t the world’s largest galley, but I had to keep on reminding myself this boat is just 37ft. It’s more than enough for a cruise of a week or two, or longer for a couple. Space and light make the saloon a pleasant place to be in harbour and underway. Photo: Paul Wyeth It’s down in the hulls that you really see the merit of the hulls’ volume. A marked flare above the waterline maximises space without adding drag, and the resulting chines keep spray down. Clever contours in the topsides also reduce the visual impact of big slab sides, while adding strength and volume. To port, there are double cabins fore and aft, both with more-or-less square berths and a good-sized heads with separate shower compartment between them. Each enjoys a large hull window with opening port and a deckhead opening hatch, plus a couple of lockers and under-bed stowage spaces. The starboard hull is the real selling point, however. How many 37-footers can offer almost the whole length for a single cabin? The owner’s ‘suite’ can be shut off from the rest of the boat with a sliding door across the stairs. There’s a locker and desk/dressing table at the bottom of the three steps, and a huge double berth aft, while the forward end is occupied by a big bathroom – nothing like the cramped heads you and I know – with a separate shower compartment, and more lockers. Palatial space for the owner’s cabin, thanks to having a whole hull to yourselves. Photo: Paul Wyeth The Excess 11 is built for resilienceIn terms of maintenance, there’s very little you’ll need access to, other than the heads seacocks in the main hulls. Most of the systems are congregated in the large engine bays just aft of the wheels, accessed via deck panels that helpfully hinge aft, so you can access them without having to perch on the bathing platform. On the whole, access is good, though the engines are mounted the ‘right way’ round with the sail drives aft, but this means that the alternator, impeller and water strainer are all tucked right forwards with no way of tackling them head on. The yard explained that if the engines were mounted the other way round, with the saildrives closer to the rudders, it would have made both rudder and propeller less efficient, though they acknowledged that it was something of a trade-off. Aft-hinged engine bay hatches allow good access to the aft end of the engine and most systems from on board. Photo: Paul Wyeth The other possible issue was that the Dyneema steering cables I so liked at the helm run immediately above the engine. While HMPE rope has a melting point of 150ºC, its maximum operating temperature, according to Southern Ropes, is 70ºC, where some engines will run at over 80ºC in normal operation. In the event of an engine fire, you could well lose the steering cable, though the opposite wheel should continue to give you steerage with both rudders via the tie bar, or failing that, the emergency tiller. Other than this, I was impressed with the finish of the boat, which seemed to be of a good standard and with no obvious rough edges. Structurally, the Excess 11 has been designed to be pretty bombproof. A cat doesn’t need ballast, so all of the weight can go into structural integrity. The keels are designed with extra GRP reinforced ‘shoes’ and for vertical load bearing so the boat can sit comfortably on the keels. These are moulded as part of the hull, filled with foam and capped with laminate, before the whole structure is vacuum-infused with resin. Most owners will opt for the larger Pulse Line sailplan and the simpler self-tacking jib. Photo: Paul Wyeth There are no keel bolts to worry about, but they are designed so that if the keels suffered a large side impact, the keel would fail without damage to the watertight integrity of the hull, acting as a fuse, allowing the boat to sail on and seek repair, which seems eminently sensible to me. Guests aren’t short-changed either, with huge berths and views out of the hull windows. Photo: Paul Wyeth Excess 11 specifications:LOA: 11.42m / 37ft 6in Hull length: 11.33m / 27ft 2in Beam: 6.59m / 21ft 7in Draught: 1.15m / 21ft 7in Displacement: 9,000kg /19, 845 lb Sail area: 77m2 / 829 sq ft (Pulse line 82m2 / 882 sq ft) Disp/length: 173 SA/D Ratio: 18 Engine: 2 x 29hp Yanmar Transmission: Saildrive Water: 300L / 79gal (+300L optional) Fuel: 400L / 103gal Berths: 6-12 RCD Category: A8 Designer: VPLP Builder: Beneteau UK Agent: sea-ventures.co.uk Enjoyed reading this?A subscription to Yachting Monthly magazine costs around 40% less than the cover price, so you can save money compared to buying single issues . Print and digital editions are available through Magazines Direct – where you can also find the latest deals . YM is packed with information to help you get the most from your time on the water. - Take your seamanship to the next level with tips, advice and skills from our experts
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Follow us on Facebook , Twitter and Instagram. I may sail monohull predominantly, but I’ve chartered a few cats and sailed some small multihulls, so I stepped aboard the Excess 11 with an open mind, and found myself quickly warming to the boat. It took much less than you might think for this boat to come alive as a sailing boat, delivering a genuinely engaging and enjoyable experience on the helm, whilst giving your crew a thoroughly civilised time on board too. The layout of the helms, deck and accommodation were all well thought through and user-friendly for a short-handed crew, and I was sold by the one-level sailing and living approach. For what I’d see as a ‘low-maintenance’ boat to sail, the Excess offers performance and fun for eating up miles with ease, at the same time as being staggeringly spacious and comfortable for her length. Weather Forecast2:00 pm, 06/12: -11°C - Partly Cloudy 2:00 am, 07/12: -4°C - Clear 2:00 pm, 07/12: -7°C - Partly Cloudy 2:00 am, 08/12: -3°C - Overcast - Cruising Compass
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British Builder Southerly Yachts Saved by New OwnersIntroducing the New Twin-Keel, Deck Saloon Sirius 40DSNew 2024 Bavaria C50 Tour with Yacht Broker Ian Van TuylAnnapolis Sailboat Show 2023: 19 New Multihulls Previewed2023 Newport International Boat Show Starts TodayNotes From the Annapolis Sailboat Show 2022Energy Afloat: Lithium, Solar and Wind Are the Perfect CombinationAnatomy of a Tragedy at SeaWhat if a Sailboat Hits a Whale?!?Update on the Bitter End Yacht Club, Virgin Gorda, BVICharter in Puerto Rico. Enjoy Amazing Food, Music and CultureWith Charter Season Ahead, What’s Up in the BVI?AIS Mystery: Ships Displaced and Strangely CirclingHoliday Sales. Garmin Marine Stuff up to 20% OffThe ocean is your parking lot (published July 2012) For centuries, heaving-to has been the most reliable trick in a sailor’s arsenal for “parking” a sailboat at sea. Throughout that time, sailing vessels have changed and sailors have changed with them, but one fact remains—heaving-to is an important and necessary skill every sailor should master. On ships of yesteryear, heaving-to was somewhat complex due to sail size and vessel maneuverability. In contrast, heaving-to in a modern sloop is quite easily done with minimal effort. By using a headsail, mainsail and rudder, we have the ability to heave-to for hours or days if required. WHAT, WHY, WHEN? Simply put, heaving-to is a maneuver used to slow a sailboat’s progress and calm its motion while at sea. When successfully “hove-to,” a sailboat will gently drift to leeward at a greatly reduced speed. The reasons for heaving-to are numerous and often situational. When teaching students the maneuver, I impart the three Rs of heaving-to: Rest, Repairs and Reefing. When sailing in rough seas (especially shorthanded), there will come a time when you need rest. Resting could mean sleeping, eating, or simply completing tasks that might be difficult or dangerous while underway. Making coffee or a warm meal, using the head, waiting for daybreak outside a harbor and navigation fall into this category. So too does one of the main reasons sailors heave-to—waiting out rough weather. Heaving-to is a completely acceptable storm tactic during the passage of a moderate squall or large front, especially when compared to riding out a storm with bare poles in a heavy sea. Your need for calm could also come in the form of repairs to your vessel. Working over a diesel engine is far easier when hove-to than when beating into a punishing sea. Also, if a shroud were to break, heaving-to opposite the broken rigging will allow you to assess the damage and possibly make a repair. When reefing, it may be necessary to send a crewmember forward to use lines near the mast or to attach a luff cringle on the reefing hook. Heaving-to makes this considerably safer and much easier for crew to move forward and work on deck. HOW TO HEAVE-TO? One of the best ways to heave-to in a modern sloop is to use the tacking method. Start off close-hauled or on a close reach. Turn the bow of the boat through the wind slower than you would during a normal tack and DO NOT release the jib. The goal here is to let the jib backwind and stall the boat’s momentum. When the bow has passed through the eye of the wind, the jib will be backed to windward. As pressure on the backwinded jib forces the bow to leeward, ease the main and feather the boat into the wind. If you have too much momentum, the bow will want to tack back through the wind, so go slow. Eventually your speed will diminish to a point where the rudder will lose steerage and stall. At the same time the rudder stalls, the bow will blow down. When this happens, turn the helm hard to windward and lock it in place. If you are on a tiller steered boat, push the tiller to leeward and lash it down. Another acceptable method for heaving-to is to sail close-hauled and tension the windward jibsheet while easing the leeward jibsheet. Once the jib is backed to weather, ease the main and start feathering into the wind to reduce speed and stall the rudder. When the bow blows down, turn the helm hard to windward and lock it. This option is more physically demanding in heavy weather and can be difficult when sailing short-handed. When hove-to, the sails are essentially canceling themselves out. The rudder and main are trying to drive the bow into the wind, while pressure on the backed jib keeps the bow pinned down. The boat will settle in and drift slightly forward and to leeward. Look down at the water over the windward side of the boat and you will notice turbulence being created by the keel and rudder. This turbulent water is helping to break the oncoming sea as it gets to your boat, thus making your ride more comfortable. The ideal way to lay hove-to, especially in heavy seas, is at a 45° angle to oncoming waves. Laying abeam can be dangerous and unpleasant. To ensure you are not laying broadside to the swell, trim in the mainsail. Tensioning the main will bring your bow into the swell at an angle and make the boat’s motion more comfortable and safe. It will also keep the main from flogging noisily and causing unnecessary wear to the sail. When you are ready to get underway again, there are a few good options for getting out of being hove-to. If your intended course is the one you were on prior to heaving–to, unlock the helm and turn it hard to leeward. This will turn you downwind and eventually to a gybe. Once you have safely gybed, you can easily continue to any point of sail on your original tack. If your desired tack is the one you hove-to on, bring the rudder amidships, release the windward jibsheet—allowing the jib to blow through—and tension the leeward jibsheet. From here, you can steer and trim for your intended course. THINGS TO REMEMBER Just because you are successfully hove-to and comfortably making a sandwich down below does not mean you can jettison good seamanship. Always keep the following in mind when heaving-to. Every sailboat responds differently when hove-to. Try different sail configurations and reef the sails as necessary for a given wind strength. Also, vessels with a full keel will have a more comfortable motion and will drift slower when hove-to. Fin keel and bulb-keeled boats tend to skitter across the water faster due to the lack of lateral resistance below the waterline. If you plan to stay hove-to for a while, be sure to note how fast and in what direction you are moving. Make sure you maintain a good watch and always consider how much sea room you have before heaving-to. In the middle of the Atlantic you could lay hove-to for days, but in Narragansett Bay you could be on a collision coarse with another vessel or on the rocks in minutes. In areas congested with other sailboats, try heaving-to on a starboard tack and you will maintain right of way over those on port tack. If you plan on being hove-to for a while, inspect the rig for places where lines and sails may be chaffing. On boats with an overlapping genoa, the sail will lay against the shrouds and spreaders. To relieve this, reef the sail or ease it slightly to move the clew off the shrouds. Andrew Cross, a USCG licensed captain and US Sailing certified sailing and navigation instructor, is also the editor of www.cruisingcompass.com. After putting thousands of miles under his keel on the East Coast and in the Caribbean, he and his wife Jill now reside in Seattle and are looking forward to cruising the Great Northwest and beyond. Author: Andy Cross- THE PRINCESS PASSPORT
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Discover the Top Power Catamarans for 2024- By Yachting Staff
- Updated: September 10, 2024
Power catamarans have seen a surge in popularity, growing both in size and appeal. These cruise-focused yachts offer homelike comfort, fuel efficiency and user-friendly operation, making them a favorite among avid travelers. Their popularity extends to the bareboat charter market for the same reasons. In this article, we explore the world’s top power catamarans, ranging from a 36-footer ideal for a cruising couple to a 78-footer perfect for entertaining friends and family. The propulsion options are diverse, including outboards, diesel inboards, hybrids, and even all-solar setups. Top Luxury Power CatamaransThe following power catamarans are all vessels we’ve reviewed. They are listed in no particular order. - Fountaine Pajot MY44 : A family-oriented cat suitable for long-range cruising and aimed at owner-operators.
- Silent Yachts 60 : This is a catamaran that can cruise comfortably for long distances using emissions-free solar-electric propulsion.
- Horizon PC74 : With interior and deck space like a much larger vessel, the PC74 is perfect for cruising the Bahamas and Caribbean.
- Aquila 36 : This beefy 36-footer is an outboard-powered, express-cruiser-style catamaran.
- Lagoon Seventy 8 Powercat : A spacious design, this vessel fits the volume of a 130-foot-long monohull into just 78 feet of length overall.
- Horizon PC68 : This cat has a stable ride, long range, volume to spare and intriguing layout options.
- Two Oceans 555 : An elegantly simple yet luxurious 55-foot custom with the space and amenities of a much larger vessel.
- Lagoon 630 : From its open salon to its spacious decks, the Lagoon is a comfortable and luxurious platform.
- Fountaine Pajot MY5 : A midsize cruiser with serious big-boat space for family and friends.
- Prestige Yachts M8 : The voluminous 65-footer lets owners customize onboard spaces.
- Aquila 47 Molokai : Calling all anglers: This cat has 60-plus-knot speed and is set up for serious bluewater adventure.
Fountaine Pajot MY44The Fountaine Pajot MY44 , a creation of Italian architect Pierangelo Andreani and French designer Daniel Andrieu, has a main deck that’s open from the aft-deck seating all the way forward to the starboard helm station. The sense of spaciousness is significant, for several reasons. First, four glass panels aft can all slide to port, creating an indoor-outdoor space with the aft deck and salon. In the salon, 32-inch-high windows extend for 12 feet down the sides of the yacht, with three sections per side, bringing in natural light along with the three forward panes that comprise the windshield. Finally, 6-foot-6-inch headroom provides vertical clearance, with a 21-foot-7-inch beam that adds interior roominess while keeping the yacht stable. Quick Specifications | 44’ | | 21’5” | | 530 gal. | | 184 gal. | | 6’6” | | 32,850 lb. |
Silent Yachts 60Solar panels, ocean-crossing range and self-sufficiency define the electric Silent-Yachts 60 power catamaran. If there was any question that the “Tesla moment” has arrived in yachting, the Silent 60 clearly provides a positive response. Consider, for a moment, crossing oceans in silence at 5 to 6 knots without consuming a drop of fuel and never needing to plan your course between fuel stops. Imagine sitting at anchor and running the air conditioning all night, not to mention all the galley appliances plus the washer-dryer, without the hum or fumes from a genset. | 62’ | | 29’6” | | 4’5” | | 68,000 lb. |
Horizon PC74As founder and director of The Powercat Company, a Horizon Power Catamarans distributor, Stuart Hegerstrom had long believed that catamaran builders needed to design their yachts to more stylish standards. “The boats were very boxy,” he says, based on his years of experience with cats in the charter market. He and his partner, Richard Ford, asked Horizon to produce models that had high-end finishes and looked good inside and out. The Horizon team brought in mega-yacht designer JC Espinosa to work with its own craftsmen. The result aboard the Horizon PC74 is a catamaran with exterior styling, layout and functionality that should appeal to private and charter owners alike. | 73’9” | | 28’3” | | 2,000 gal. | | 400 gal. | | 6’ | | 163,140 lb. |
The Aquila 36 is a departure from her sisterships in that she is an outboard-powered, express-cruiser-style catamaran, but she also adheres to MarineMax’s philosophies. With a single main living level from bow to stern and a beam of 14 feet 7 inches, the Aquila 36 is like a bowrider on steroids. She has seating that can handle 20 adults for outings and barbecues, and there are two staterooms below, one in each hull, for family weekending. The staterooms have nearly queen-size berths, en suite heads, stowage and 6-foot-6-inch headroom. | 36’ | | 14’7” | | 356 gal. | | 200 gal. | | 2’ (engines trimmed up) | | 21,572 lb. |
Lagoon Seventy 8 PowercatLagoon is a division of Groupe Beneteau, the world’s largest builder of sailing yachts, and the Lagoon Seventy 8 Powercat is a developmental sistership of its Seventy 7 super sailing cat. The Seventy series yachts are built at Construction Navale Bordeaux in France, which had to add a new yard to construct these catamarans because they require separate stern molds for the power and sail versions. | 78’1” | | 36’1” | | 2,246 gal. | | 422 gal. | | 4’2” | | 131,153 lb. |
Horizon PC68Multihull yachts ride differently than monohulls, often counteracting the sea’s motion for a smoother, more stable ride. On the Horizon PC68 , sharp hull entries make head seas seem gentle, and a Humphree stabilization system with blades reduces roll. Horizon uses SCRIMP construction for resin saturation that maximizes strength with an 111,112-pound displacement. And with a 5-foot-4-inch draft, the PC68 invites island cruising. | 60’9” | | 24’6” | | 1,000 gal. | | 250 gal. | | 4’9” | | 83,467 lb. |
Two Oceans 555With 27-knot speed, house-like volume, an on-deck master and top-tier tech, the Two Oceans 555 is a formidable power catamaran. Dave Jirikovic of HMY Yachts was on a quest. The sales broker was looking for the meanest, nastiest patch of Gulf Stream he could find to show a potential client what the Two Oceans 555 power cat could handle. And just as he had intended to show us, the broad-shouldered power cat didn’t even notice. He even dropped the single-lever throttles back to idle and left the 25-foot-wide Two Oceans 555 beam-on to another set of square-edged seas. The 55-footer brushed that off too. Jirikovic tried quartering into the seas—never a happy angle for catamarans—and the yacht drowsed through them. | 55’6” | | 25’ | | 750 gal. | | 200 gal. | | 49,600 lb. |
Fitted with the optional twin 300-horsepower Volvo Penta D4 diesels, the Lagoon 630 MY burns only 1.64 gph total at 6 knots, giving a theoretical range of 2,952 nautical miles with standard tankage of 793 gallons. Hull No. 1 had an optional 502-gallon tank, giving it transatlantic range. Luxury, stability and economy are all hallmarks of Lagoon’s return to luxury motor yachts. If you can take a ride, it will be worth your time. | 64’ | | 32’10” | | 793 gal. | | 254 gal. | | 3’11” | | 70,097 lb. |
Fountaine Pajot MY5The flybridge deck on the Fountaine Pajot MY5 is a standout feature, offering virtually unobstructed 360-degree ocean views and an elevated beach club vibe. Aft of the off-center starboard helm is a spacious area perfect for entertaining, complete with a wet bar, refrigeration center, and ample seating. It’s the most popular space aboard according to the builder. And if the weather turns for the worse, a second helm station in the saloon allows the skipper to pilot the MY5 in climate-controlled comfort. | 42’4” | | 19’9” | | 372 gal. | | 112 gal. | | 3’7” | | 46,000 lb. |
Prestige Yachts M8How fitting it was that Prestige Yachts introduced its new M-Line flagship, the M8 , at Portopiccolo, a picturesque yachting village outside Trieste, Italy. Formerly a quarry, the cliff-side area had been chiseled into a clean site rife with eye-catching vistas, much like the French builder’s 65-foot power catamaran and its nearly 3,000 square feet of usable real estate. | 65’ | | 29’ | | 978 gal. | | 224 gal. | | 5’5” | | 98,379 lb. |
Aquila 47 MolokaiWith every boat, there’s an origin story. In the case of the Aquila 47 Molokai power catamaran, it starts with MarineMax, which saw people renting boats for bareboat charters. MarineMax Vacations was born. After experimenting with several production yachts, the company decided to build its own: the Aquila line, designed for charter as well as for sale to owner-operators. | 49’4” | | 14’7” | | 1,048 gal. | | 2’2” (engines trimmed up) | | 22,818 lb. |
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Location: furycame alley , tropics, mexico for now. Boat: 1976 FORMOSA yankee clipper 41. Posts: 18,967. Images: 56. Re: Hoving to in a Catamaran. try heaving to. hove is a past tense form of the verb. y0u heave your boat to the seas. the condition of heaving to. 20-10-2011, 15:06. # 3. thinwater.
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How to heave to on a catamaran. Most catamarans actually can't heave to. When a monohull heaves to, part of what makes it work is the action of the sails pivoting around the keel - and the keel provides drag and dimension stability that reduce leeway. Catamarans don't have keels. At least, not deep keels with heavy ballast bulbs.
The ability to heave-to is a key part of seamanship that can keep you safe on the water in any breeze strength. ... In the type of boats with the headsail-mainsail sail plans where heaving-to is most effective, be it a catamaran, trimaran, keelboat, winged-keelboat, or simple dinghy, there are a few basic forces with which you have to contend ...
How and Why to Heave To. "Heaving-to" is a classic technique employed to endure severe weather conditions while at sea. Heaving-to is an essential skill for all mariners, as it proves valuable in various situations. This maneuver allows you to delay your arrival at a port until more favorable light or tide conditions prevail or simply ...
Here's a list of times when skippers have found it helpful to heave to. To take a break from sailing for a while, maybe to get some sleep or make dinner when in heavy weather. To wait outside a dangerous cut or inlet until dawn or a move favorable tide for entry. To reduce pressures on the rig to make a repair.
A catamaran will indeed heave-to, though in my experience they make considerable leeway with their shallow keels. Most cruising cats have enormous full-roach mainsails, small fractional jibs and little rudders, so much tweaking is required to get them to play nicely with the waves. Reef the main straight away and back the jib, then tweak the ...
Learn how to sail better than ever before when you understand the basic skill of heaving-to. Need to stop your boat without an anchor to rest, relax, cook a ...
In this video I explain how to heave to with a sailboat. You find links to my book and to all videos of my free video sailing course below.00:00 Intro00:08 M...
The effort and expense we put in to making our boats heave-to well will be repaid in many other ways, including being able to take a pleasant rest from arduous conditions and being able to comfortably wait for daylight or better conditions before attempting a tricky landfall. ... Cruising catamarans sail relatively flat and while they jerk back ...
So, the basics of heaving to are: The headsail is backed to windward. The mainsail is set to leeward. The helm is turned to windward. In the simplest of measures the combination of these three settings will make the sailboat heave to or at least come to a stop.
Simply put, heaving-to is a maneuver used to slow a sailboat's progress and calm its motion while at sea. When successfully "hove-to," a sailboat will gently drift to leeward at a greatly reduced speed. The reasons for heaving-to are numerous and often situational. When teaching students the maneuver, I impart the three Rs of heaving-to ...
How to heave to. The goal of heaving to is to balance the mainsail and a back-winded headsail so that they cancel each other out. When done properly, the boat stays at roughly a 40-50 degree angle to the wind and waves while making minimal headway. Finding that balance is different on each boat.
Even the catamaran can heave to. Heaving-to is a great storm strategy, but it is also a useful fair-weather technique for loitering or holding in a particular area without anchoring: When arriving at a destination at night and waiting until daylight to enter unfamiliar waters;
To heave to is to park the boat while out at sea. It's mainly a heavy weather defense strategy but some people use the tactic to delay a harbor entrance for morning light, fix something or possibly just to have a little lunch at sea. As an example of how effective heaving to can be to endure through heavy weather, 26 sailors hove to in the ...
During a severe storm it is sometimes prudent to heave to. While it seems counter intuitive to go broad side to the waves during a storm - as shown by the graphic, the slick (wake) created by the down wind drift will flatten any breaking waves right before they reach the boat. During a heave to in a storm the crew can go below and rest.
Most sailboats can heave-to, but it depends on the boat and conditions. A catamaran will indeed heave-to, though they make considerable leeway with their shallow keels. Most cruising cats have enormous full-roach mainsails, small fractional jibs, and little rudders, so much tweaking is required to get them to play nicely with the waves. ...
Heaving to - no jib - for a seawind 1000/xl/xl2 To hove-to your Seawind completely furl the Jib, it plays no part. Set the Main Traveler fully out with Main Sheet on. Head the Main Sail directly into the wind, stop the boat and lash the Helm on full lock. Head to wind will be around 40 degrees off the bow. The vessel will drift backwards until the Main Sail drives the boat forward at around 60 ...
I haven't had to heave to with our cat, the prior owners have cruised all over in her and had a fairly large paratech sea anchor on board. as well as a small drogue, I do not ever plan on being in conditions to use either but you never know, and I would rather be prepared. I understand how to attatch and deploy- retrieve, my question is on a cat would you want to attatch these to the stern or bow?
A catamaran can indeed "heave to", though a cat may not hold still completely. This is due to the role that the keel plays in this technique. In "heaving to" the jib and the mainsail are counter balanced by each other and both depend upon pushing against the boat's keel. The longer the keel, the easier it will be to heave to.
It's day 54 of confinement or day 14 of easing of our confinement on Kiapa Nui! In our sixteenth episode in this series we review heaving to on a catamaran....
Specifically, most cats are happy and safe sailing at 6-7 degrees of heel as measured in flat water, or on the trough of a wave. As the boat approaches 10 degrees of heel, the windward hull will be close to lifting. It is safe to say that a cat should not lift its weather hull while on a cruising passage!
High-volume production catamarans certainly make fantastic boats for chartering with your family in hot climates and introducing nervous crew to life afloat, but I was eager to find out if a new brand of catamaran could also make a genuinely practical and enjoyable cruising boat for private owners to sail in the UK's more temperate waters.
Having the ability to heave-to in your boat or on a charter is an absolutely essential skill to master. Heaving-to is not hard, and just like many sailing maneuvers, it gets easier with practice. ... spacious catamarans and swift, fine sailing trimarans. And, every week, we publish the e-journal Cruising Compass, which is your weekly fix of ...
The following power catamarans are all vessels we've reviewed. They are listed in no particular order. Fountaine Pajot MY44: A family-oriented cat suitable for long-range cruising and aimed at owner-operators. Silent Yachts 60: This is a catamaran that can cruise comfortably for long distances using emissions-free solar-electric propulsion.