Main Furlers

Many new boats are outfitted with in-mast furlers... These boats are getting to the age where maintenance is mandatory... There are some that have not had any maintenance at all... I am working with two projects where we are getting rid of the in-mast furlers... On one project, we are installing a Schaefer boom furler... The other project, we are going with a classic main system...

On the first project, we have to remove the mast to do the work needed... We have to remove the main furler parts from inside the mast... We are having plates built to cover the gap in the aft portion of the mast... A Schaefer track will be mounted on these cover plates with the Schaefer boom furler cars mounted on the track... This will be a long involved project, but the end result will allow the owner to be able to short hand sail the boat very easily...


The second project will have the mast removed to remove the furler gear... The system is at an age that we have to remove the mast to get the furler parts out of the mast... We will install a Strong Track along the second track, built in the mast... When the mast is restepped, we will have a mainsail storage bag built with lazy jacks to captivate and store the sail... This project will be able to allow the owners to use their mainsail efficiently and effortlessly...

I recommend that all furlers be maintained annually... Sail wear needs to be checked as well line chafe... The bearings need to be lubricated and all turning blocksneed to be checked...

The next generation....

Last week I had taken each of my kids to work with me... I was able to get my son in my climbing chair and hoist him up the mast...

He is actually waving to "Mommy"... "Look how high I am" was the exact phrase... There are some things he is not afraid of... we have to beware of those things... He isn't really that high up, maybe 15', but for some one that is less than 4' tall, it is huge....






Here is a pic of him up the same mast, from the dock...


Of course, the boat sheds in the background make it seem higher... but is good bragging rights!!!!!

He was helping handing tools and even helped raised a sail, he pushed the electric winch button... it is tough keeping him focused, but for the money, what can I expect...

Balls or no balls???

Many times I have customers asking about the benefits of ball-bearing blocks... they mainly ask if they should use ball-bearings or no ball bearings (standard block)... It really depends on what, how and where you are using them... Many times for cruising boats, I would use standard non-ball bearing blocks... These sailors usually do not have the opportunity to flush out the bearings and keep them rolling smoothly... Many ball-bearing blocks have a lower working load than standard blocks... If the block is used for many adjustments, then a ball-bearing block would be beneficial, where a standard block benefits from static loads... Standard blocks do not "suffer" if you do not rinse them out...

So, it really comes down to what you are using the block for: cruising, racing, day sailing or even extreme sailing...

Is a Jack Russel Terrier really smart?

I was working on a boat in a local marina with my dog, Rascal... He is a Jack Russel Terrier and has proved to be very smart... I started taking him work with me and occasionally let him run around the marina area... Well, one day he noticed ducks!!! He took off after them, they flew and he went into the lake... He swam around and looked at me with a suprised face... I reached down and picked him up... He definatly did not expect to land in water... He ran around for about 30 minutes and chased after several more ducks... It was a Kodak video moment...

A 30 Thousand Dollar Experience...

I have done many rigging inspections on boats, and still amazed at the amount of corrosion and rust present... There are many factors that are not seen; worn wire inside a roller furler, corrosion inside a mast base or hair-line cracks on a rigging toggle...


I had recently finished a trip to San Andres, Columbia assembling a mast... The boat I was working on suffered from a simple broken rigging toggle... The mast had broken in half and was quite a sight... This boat's journey had begun in Seattle, WA in 2000... The owners (R&J) had sailed the boat down the west coast and through the Panama Canal to the Caribbean... Their cruising adventures consisted of 6 months cruising on the boat and 6 months back in Seattle working... When the mast broke and they were being towed into port, they were able to call family and friends with their satellite phone and update them of the situation...


In the arm pit of Honduras and Columbia, they began experience of a lifetime... They got towed into San Andres, Columbia by the Armada... they had a great experience with the Armada... The insurance company had recommended several mast companies, but the owners were impressed with the service and price of US Spars, in Gainsville, FL... The staff at US Spars, had experienced this type of project before, but still had a challenge facing them... The first challenge was to make sure they can ship a 60' tube to a small island in the Caribbean... With the help of the locals at NeNe's Marina, the owners were able to have their mast shipped into the island shipping port... Being the local dealer for US Spars, and experienced in complete boat rerigging, George recommended the boat owners contact me to get the project assembled... In the first converstions with the boat owners, it was a single email a day... I knew communications were limited and from an earlier trip to Mexico, I learned that phone service was limited, even non-existant, but internet was everywhere... Our most productive conversation was when J traveled back to Seattle and we were able to talk on the phone... At this time, we both felt comfortable with each other and agreed to proceed with the project... I had several communications with George and the boat owners with emails to reassure what was being sent and what to expect when the mast and I got there... The dates were set, the mast was shipped and the airline tickets were purchased...

The furthest south I had traveled was the northern tip of the Yucatan Peninsula on some regattas with my dad's boat, a Condor 40... It was a neat sight to fly over the Yucatan and Cozumel and really see how clear and beautiful the water is... After an overnight layover in Panama City, Panama, I was off to San Andres... When I landed, J (which I did not know what either of them looked like) was there to transport me to my hotel and the boat... We had conversed by email my arrival and J had asked how to find me... my first response was "6' American"... I was pretty easy to spot... J later commented that she was expecting a 6' American with a cowboy hat... maybe that would have been a nice touch... next time...

We went to drop my bags off at the hotel and then visit the boat... I left my clothes bag, but kept my 50# tool bag with me... I took it to the boat because we had a taxi now, later I would have to walk 15-20 minutes to the boat or hotel...

We got to the boat and I met R... He was getting parts out and sorted and making room for the "transformation"... We got word from their agent (you have to have an agent to work with many of the officials) that the mast had arrive, but was held up in customs... It took another full day for the mast to clear customs and be released...

Day 3 was productive; not on the mast, but on the deck of the boat... J had to keep checking with the port authorities if we can get to the mast... R & I were measuring to install the deck collar and mast step... I wanted to build up the step where it would not be setting in standing water... We were not able to find anything I was happy with...

On day 4, I was finally able to look at and work on the mast... (yes, that is a fork lift transporting a 60' mast)


The Port Captain was very gracious and set up an area for me to get the mast assembled... By the end of the day, R & I had assembled the mast and was about ready for stepping...



We were able to get the mast stepped on Day 5... The crane operator was great and extremely talented... He was able to keep the mast stable while I assembled the lower Sta-loks and got the mast stable... After an hour, I got all the Sta-loks installed and ready to move the boat back to it's slip... We had stabilized the mast forward, because I was not sure of the exact length of the headstay until the mast was stepped and in place... I was waiting to assemble and install the roller furler at the slip to make sure everything fix perfectly... J had traveled back to Seattle and sent off their lower drum assembly to Schaefer Marine to get serviced... The team at Schaefer Marine did an excellent job of servicing the drum and swivel and getting it back to R&J in time... We got the roller furler assembled and installed, then built the backstay to length... At this point, I had realized we got real lucky, everything had fit correctly... We only had to get the local machinist to build a couple of things, but nothing they could not handle... By the end of the day, we got the jib and main installed and ready to sail... There were only a few details to clean up tomorrow before sailing...

Day 6 was the critical day: sail testing... Ok, the few details became 3/4 of a day... we left the dock at 4pm to do the critical sail testing... it became critical because I was flying home tomorrow... We left the dock and motored through the harbor to the channel...

As we raised the main, R had a "Texas-sized "smile on his face... He had told me that with the old mast, the main sail was really difficult to raise; the new mast made raising the main easy and effortless... The wind was blowing in the low 20's and I think R was a bit nervous with the new rigging... We only sailed for an hour and back to the slip we went... It was very beautiful and scenic to sail through the harbor... There were many of their friends that were cheering as we sailed past them in the harbor...














Most of my trip there, I was welcomed by some "home-town" boys...
Moored next to us, was a 65' sport fishing boat from Alabama, USA... These boys knew true southern living; RC Cola and Moon Pies... We had talked for a while and compared stories of these highly sugary staples of every southerner... R&J realized that XM radio DOES play country music 24/7... the first night they were there, they had the stereo cranked with good old country music... I used to really despise country music, but after having 3 kids, one quickly realizes there is much worse music out there...

I think by day 7, we all were ready for me to leave... we had done a lot of work in a short amount of time and there was not much time for slacking... We would start the day at 7:30-8:00 am and finish at 7-8 pm... We had pushed about 50 daylight hours in getting everything ready... I think R&J were used to the "island time" and not the city hustle... On the island, I was known as "The White Boy"... They would have really had a time if I DID bring a cowboy hat... I imagine they needed a vacation back home after this project... I was able to get home safely (and my tools did not get a new home with airport personnel)... I got word from R&J that they made it to their next destination, to store the boat for 6 months, but had a really rough trip... They were impressed, and satisfied, with the performance of the mast and the ruggedness of the new rigging...

Lessons of the trip:

• When replacing rigging, replace all rigging.
• If you do have a mast failure, have the rigger (or installer) involved in the beginning. We had a few suprises that were not anticipated...
• Do make sure your family knows your travel plans and timing...
• Be fluent in the language you are visiting... there are many people that speak English around the world, but things happen much faster if you speak their language...
• Be patient... nothing happens fast, especially when paperwork is involved...
• Be aware XM radio really is 24/7.
  

Inspecting a Roller Furler

Many boats today are designed or out fitted with roller furlers... Many of us do not remember the days of sailing with out roller furlers... The boat I grew up on, a Simpson Wild Shifter MK II trimeran, did not have roller furler, nor the idea of it... We raced and cruised with hank-on sails for many years and miles... No matter how bad the weather got, someone had to go forward and change headsails... This also meant the large, wet sail had to go inside the cabin while the smaller sail was installed on the forestay... The challenge began as to fold this oversized sail in the small cabin, while is is dripping wet and pressing along YOUR bunk...

With my dad's Condor 40, we quickly got spoiled with the roller furler that was supplied with the boat... None of us had used a furler, nor any idea of characteristics... We also quickly got into the habit of rolling up the jib, instead of changing sails, when the wind increased... We realized the sail shape was awful, but it was much easier, and safer... I see many times that sailors will just furl up the headsail instead of dropping the larger one and raising a smaller one... I have repaired many furlers that suffer the consequences of this style...

There have been many elliptical style furlers that have been damaged from reefing a sail instead of changing out headsails... What typically happens is that the extrusions turns sideways, to its weakest side, and the loads of the foot and leech bend the extrusions... This does not always happen, but I have repaired furlers from this and I know of several riggers that have repaired simular damaged units... I have become a large fan of the furlers with the circular extrusions because of the strength they provide... As physics goes, the circular extrusion provides strength 360 degrees no matter how the system is furled... I suppose one can install a high-tech furling line and carefully adjust the elliptical foil to set in-line so the sail is pulling directly in-line with the strength of the extrusion; but when you tack, one has to readjust the furling line... Some of the older roller furler units did not even have the foil profile to handle reefing... When it comes to inspect a furler, one thing to check out is if the foils are bent and if they turn properly...

The design of bearings has changed dramatically... The older designs have removable "sealed bearings, while the newer designs have seperate ball bearings...

Older systems had to be greased continously and even then the bearing races froze up and rusted out... Many times the older units simply "wear out" and cannot be fixed... They have been pulled apart so many times, the tolerances wear out and they do not perform as well as they could... Once again, this comes to a safety issue... if a system wears out and does not perform correctly, it may foul up when one relies on it the most... Replacing these bearings are not always easy either... If a system sits unused for a while, the bearings may rust and corrode inside the drum casing and become very difficult to remove... This problem makes for a very costly, and sometimes impossible, repair to be done... Newer units can have their share of problems as well...

With a newer design unit, if the installer does not take the time to use a corrosion inhibitor on all fasteners, the system will fatigue faster and make repairs more costly... The warranty of some systems may also be voided it proper steps are not taken... The ball bearings are more free rolling and are easier to maintain... With the use of a good penetrate and fresh water, servicing ball bearings becomes very simple... There are some newer designs that still use a "sealed bearing" and claim that no maintenance is needed, but when is that ever true on a boat??? "Sealed bearing" systems need maintenance as well, it just becomes a bit more difficult to do... I use quotes because I have seen many of these "sealed bearings" explode and lock up the system and become useless and dangerous...

Another area to check on the furler is the lead block angle... The first lead block needs to be 90 degrees from the top quarter of the drum... I say the top quarter because gravity always brings the line down and allows the line to spool correctly on the drum... Many times the furling line lead angle is the culprit to roller furler problems... Some systems have designed a furling lead arm to properly align the line out of the drum... These are a good idea, but limits your space behind the roller furler...

One needs to always make sure a toggle is installed on the stem fitting, below all headstay attachments... I say this because I see many times someone has installed a roller furler that has a toggle built into the bottom of the unit and they add a link plate to raise the drum for anchor clearance... What happens is that the link plate are attached directly onto the stem fitting, only allowing the system to pivot one direction, instead of all directions... I have seen a pair of link plates work outward and shear off a cotter pin while sailing..

There are many aspects that need to be checked to make sure a roller furler is safe and operational... Many times sails are installed and all aspects are forgotten about... Furlers need to be checked and lubricated annually...

Roller Furlers, a different angle...

Most boats today are designed with or outfitted out with a roller furler or boom furler... Many people cannot remember a day with out roller furlers... The boat I learned to sail on, a Simpson Wild Shifter Mk II, did not have a roller furler... We raced and cruised with hank on sails and had to fold them every time we changed sails... There were different size sails for different wind strengths, not having the standard 150% genoa rolled up to a 135% or even a 90% jib... My dad's last sailboat, a Condor 40, came with a standard roller furler... It quickly became a learning experience... Some of the problems we encountered, we figured were typical issues... they were only "typical" because some things were not set up correctly... We had professionals do work on the boat and nothing was ever said about the set up of the furler... I look back and realize how dangerous that could have been...

One of the main things I look for when inspecting a roller furler is if a halyard restrainer is present & installed correctly... The halyard restrainer is designed and installed to change the angle of the halyard to be different than the headstay angle... Typically, if the halyard swivel is greater than 6 inches from the halyard sheave, there is a large possibility the halyard will wrap and cause problems with the roller furler...

There are several different designs of halyard restrainers; some are a single stainless steel "clam shell" design, some are designed with a "rolling sheave", some designs use a "donut" and others use "eye straps"... Each design has a pro and a con...

The "rolling sheave" allows the halyard to roll easier, but has straight sides where the halyard may chafe if pulled to the side... The "eye strap" design is good for small boats because of its small and compact size, but allows chafe on the halyard... The "clam shell" design has smooth entry and exit that resists chafe, but adds a little drag when raising and lowering halyards... The "donut" designs push the halyard away from the headstay, but need to be engaged correctly or they can cause the same problem as not having a restrainer at all...

I have seen examples where a 90# woman winched a roller furler in and twisted the extrusions like a pretzel... The halyard had wrapped and locked up the roller furler unit and when she continued to winch the jib in, it destroyed the entire system... I have seen jib halyards torn apart, headstays cut in half and a variety of damaged extrusions...

Introduction...

WHO IS RIGGING SOLUTIONS?

Rigging Solutions is a sailboat rigging company located in the Texas Gulf Coast area. We serve Clear Lake/Galveston area mostly, but do occasional long distance projects as well... Rigging Solutions was established by Scott Tuma in 1999... He has had over 13 years experience in sailboat rigging and sailing, but has been involved with sailboats since childhood... You can be assured that your boat is in experienced hands when you have work done through Rigging Solutions... Erik Modine joined the team in 2005 bringing 8 years of sail making and hands on experience...



We use and support products that are reliable... Some of these products are: ABI, Alexander Roberts, Davis, Equiplite, Forespar, Hall Spars, Harken, Hayn, Johnson, Kenyon, Lewmar, McLube, Navtec/Norseman, New England ropes, Profurl, Powerlite, Ronstan, RWO, Sailtec hydraulics, Samson ropes, Schaefer, Sparcraft, Spartite, Spinlock, Tacktic, Tylaska, Sea Dog, Wichard, Yale cordage & Z Spar.

We are a certified dealer & installer for Tacktic, Z Spar, Powerlite, Schaefer boom furling & Profurl boom furling.

I want to thank you for taking time and visiting...

cheers...

Scott Tuma

www.rigging-solutions.com