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Erik Lerouge

Erik Lerouge is a well know naval architect who is behind such multihull designs as the Lady Hawke 33, the Freydis 430, the Barramundi 470 and the Brazapi 51.

His elegant designs are fast through the water, quick to get going and have low windage compared to many modern designs.

Erik began his sailing career in a Tornado in 1970 and then bought an Iroquois with his father. He started designing multihulls in 1976, including the Pulsar 26,  a successful racing and cruising trimaran.

Many Erik Lerouge catamarans have rotating masts. If you spot a catamaran with a fast, sleek design and a curved cross-beam, the chances are that it is a Lerouge cat.

Examples of Erik Lerouge Catamarans

Jeffcat32 A family cruiser. Later models has longer stern to accommodate twin diesels.

Brazapi The first Brazapi 40, Carpediem, went around Cape-Horn. The second Brazapi 40 was named Jolly Jumper III. Also the Brazapi 51

Freydis Built by Tournier Marine . Eg the Freydis 46, 49.

Soubis Also by Tournier Marine. eg the Soubis 56, Soubis 70.

Ambercat 210

Also know as the Windbliss 210. Shown above is Albina, built at the Enmar Shipyard, Latvia. Construction: Sandwich from female molds (Vinylester/Foam/Glass/PU Foam). LOA: 20.99m, Beam: 10.505m, Draft: 1.56m

Barramundi Built in Sri Lanka, eg the Barramundi 470

Petter Built in 50, 55 and 60′, with custom layouts.

O-Yachts Class 4 Built in Latvia by Dan Levy and his team

Vik Catamrans

Sizes include 92, 99, 100, 101, 124, 137, 140, 150, 152, 170, 180

Shown is a Vik 124. Lerouge’s range of fast cruising catamarans.

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ERIK LEROUGE

• ERIK LEROUGE YACHT DESIGNS
• 85240 FOUSSAIS-PAYRE

54 year old, married, 1 boy.

Erik LEROUGE started sailing in 1960. He successfully raced his designs in events such as Speed Weeks, Bol d'Or, Trophee des Multicoques, F28 European Championship, MULTI 2000 Challenge, Transat des Alizes, Transat des Passionnes, RORC Championships, JOG Championships or Sydney Harbour 18 footers Worlds. He enjoys very much cruising single-handed as well as crewed, offshore or coastal. He test sailed or delivered his latest designs in most part of the world.

His son Aubert shares the same love for see. He is a keen Optimist racer when he does not sails with his father.

Erik LEROUGE has often partly or completely built his own boats. He feels that the experience gained is essential to advise homebuilders as well as to know the problems faced by professional builders. Planning to built his eleventh sailing yacht!

• Vice-president of the Institut Francais des Architectes Navals.
• Member of the Association des Multicoques Habitables directing committee, in charge of the International MULTI 2000 rule.
• Rear-commodore of Nautisme-Fontenay-Mervent.
• Seats at ISO meetings on sailing yachts stability and scantlings.

Soaring is his main hobby. Currently building a motorglider.

YACHT DESIGNER

Since 1976, Erik LEROUGE, IFAN naval architect, has designed over 300 different sailing yachts built all over the world. His cruising designs have crossed many oceans with family crews while his racing designs gained trophies in Multihull Grand Prix, Lake racing or Short handed racing.

Erik LEROUGE has an impressive technical background and his design concepts has been validated by tank testing.

All new drawings and all updates of stock plans are done in CAD using Maxsurf for hulls, TopSolid for 3D modelling and Autocad for 2D building plans. They are metric, in English or French. Drawings are printed on an A0 jet plotter. Perspective drawings or brochures are printed on an A2 colour jet plotter or stored on a CD-ROM.

Contracts and of drawings are based on the IFAN Naval Architect practice.

Main racing successes as skipper or crew on his designs -Takes part in SYDNEY HARBOUR 18 FOOT SKIFF 1978 Open World and French championships. -Wins many club races, 1985 Shamrock cup and 1986 Otis cup with RED MAGNUM, 36' ULDB. -Wins 1984, 1985,1986 et 1987 Brest Speed weeks (Open French speed record), 6th at 1986 Bol d'or (on 550 boats), 12th at 1987 Bol d'or (1st French) with HARO, 38' racing catamaran. -Wins 1984, 1985, 1986, 1987 and 1990 Trophee des Multicoques, 1986 UNM cup and SAM , 1986 and 1987 Challenge Multicoques Mag with INOUI, 40' catamaran cruiser-racer. -Wins 1985 Double Cup with VILLE AUDRAIN, 43' production catamaran. -Wins 1986 GP de Benodet, 1988 and 1991 Trophee des Multicoques, 1988 SAM, 1988 Challenge Multicoques Mag and 1998 Le Tour Dauvergne with various AZULI, 38' production catamarans. -Wins 1987 Grande M, 1987 Challenge Multicoques Magazine and 2nd 1987 MICRO European championship with CATMAN MICRO, 26' production catamaran. -5th of 1987 Transat des Alizes first leg with PAMPERO, 43' production ULDB. -Wins 1989 GP de Cornouailles with NATHANAEL, 31' production catamaran. -3 best days at 1990 Brest Speed week, wins 1990 GP de Torquay and 7th of 1990 F28 European Championship with BARON NOIR, 28' racing catamaran. -Wins the coastal race, first leg and 3rd of second leg in 1991 Transat des Passionnes 1991, wins Tour de l'Ile de Re 2000 and 2002 with various FREYDIS, 46' production catamaran. -4th of 1996 MICRO European championship with KUPPERSBUCH, 26' racing trimaran. -Elapsed time winner of 1997 Multiforbans with SPIRIT, 35' catamaran. -Elapsed time winner of 1998 Trophee Le Monde du Catamaran with MAVIE, 55' production catamaran.

Some other victories of Erik LEROUGE's sailing designs 1986, 1994 and 1995 Multitonic, 1996 Multithaunic, Challenge Menu, Cowes-Dinard, Coupe de Normandie, 24H de St-Cast, 24H de Cherbourg, Geneve-Rolle-Geneve, Route du Rhone, General Guisan, 1989, Semaine de La Rochelle, 1989, 1994 et 1995, 1997 and 2001 Tour de l'Ile de Re, Semaine d'Horta, 1993, 1994 and 1995 Trophee des Multicoques, 1994, 1998 and 2001 Barqueira, 1993 Transmed des Passionnes, 1993 and 1994 Challenge Multicoques Mag, 1995 and 1996 Challenge AMH, 1996 EUROPE 1 STAR , 1996 MICRO European championship, 1996 MULTI 2000 Open Europeans, 1997 Multiforbans, 1997 MICRO British Nationals, Pop Yachting, Challenge Inter-Entreprises, 1998 Grand prix de St-Georges de Didonne, 1998 Multiforbans, 1999 Dresdner C.I. Challenge, 1999 Casino's cup, 1999 Vire les Isles, 2000 Pierre Sangan, 2002 Gascogne-Asturias, 2003 Saguenay-St Pierre, 2003 Route des Hortensias, 2003 Teleregatta, 2003 Tulokset, 2004, 2005 and 2007 MultiMalo, 2004 24-Uurs Zeilrace, 2004 Round the Island, 2004 and 2005 Emasalon lenkki, 2004 and 2006 Henry Lloyd, 2005, 2006 and 2007 Multi d'Automne, 2005 Tour de Cordouan, 40' Trophee SNSM, 2005 IMM, 2006 Alant Runt, 2006 MMM Kilpailut, 2006 Cowes-Dinard, , 2007 Monirunhko ratakisa, etc.

Some good performances of Erik LEROUGE's sailing designs in International racing 1984, 1988 and 1992 OSTAR, 1985 RBR, Multicup, EDHEC, Nioulargue, GP de La Rochelle, Route des 3 caps, 1988, 1991 and 1995 IMM, 1989 to 2005 Bol d'or, 1993, 1994, 1995 and 1997 MICRO Europeans, F28 World championship, 1993 Transat des Passionnes, 1994 and 1999 Transmed des Passionnes, 2004 The Transat, 2005 Transat Jacques Vabre, etc...

Many voyages are done by Erik LEROUGE's sailing yachts, some even completed their third time around or been around Cape Horn!

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An Interview with Multihull Designer Erik Lerouge

Here is an interesting exchange that I had recently (April 2009) with the noted French multihull designer Erik Lerouge. As one of my personal favorites, I have long admired his work, being most notable for designs that both look great and sail efficiently. Windage is kept low, wing decks high; combined with overall high beam, floats of high volume and very efficient rigs, often with rotating wing masts. His "Azuli" and "Freydis" designs have been particularly successful.

MW: Can you please first give my readers an idea of your sailing background? EL: I started sailing a TORNADO in 1970. Then bought an IROQUOIS with my father a year later and started designing multihulls in 1976, now having signed off on over 400 different sailing designs, the majority of which have been catamarans. After a few one-offs, I designed the PULSAR 26 which was a highly successful racing and cruising trimaran. A nice blend of comfort, seaworthiness and performance all in a trailerable package. From this, the PULSAR range was developed.

Most interesting is the PULSAR 30 "TROU NOIR" which did very well racing in Finland. Also creating a fascinating history was the PULSAR 50 called "RAYON VERT" a true Class 50 that was homebuilt by a couple in their fifties in only 2 years. She was entirely laminated under vacuum over male plug moulds and had carbon beams, board, mast and boom. The couple then left for a troublefree 3-year Round the World cruise with no other multihull experience other than a couple of sails on a HOBIE 16!

I have become very interested in foil stabilized trimarans. This is something that continues to interest me and I am looking forward to the trials of DINABAR.

MW: Have you used any tank testing in the design of your hulls and if so, how are your designs better because of them? EL: I did do some research on catamaran hulls. First it was to prove my point with regards to forward section dynamic lift and then to optimize stern sections. At that time, there was the debate between fine sterns and flat transoms. This has been extremely useful and I have used these results on all my multihull hulls.

MW: Do you know of other designers that use tank testing to predict and improve performance? EL: This is usually only done for high profile racing programs, such as for'Groupama 2'. I personally do not feel there is a lot more to learn re basic hull shapes. The overall concept is more important and the challenge now is improving behavior in waves of ever faster multihulls. As this cannot yet be analyzed in tank tests, there is fortunately still room for intuition and experience!

MW: Based on any tank test results you may have seen for very slim hulls, what % of the total hull resistance for a typical multihull ama or hull, is frictional compared to wave making? EL: There is no simple answer. It all depends of the range of speed you are considering. In any case, frictional drag is fundamental so there is absolutely no hydrodynamic reason to design wide flat-bottomed hulls. Only the ends might be adjusted for the speed potential or wave behavior. Fine sterns are good at low speed in calm waters but poor at high speed or to damp pitching.

MW: How does the performance of your smallest multihull (26') compare to others out there? EL: Sorry, but it is illegal in France to make these kind of comparisons… our vision of morality! But the main difference with the competition is that my boats have full length, high buoyancy floats. This gives outstanding rough weather ability and allows one to carry a powerful rig.

MW: For a smaller trimaran, do you have any preferred folding system that you'd recommend? EL: It's plain nuts and bolts! This is light, stiff, reliable, cheap and easy to built and maintain. Although folding systems are well marketed, they are rarely used in Europe. But all systems have their drawbacks: Swing-wings exceeds towing width for a roomy 26 footer and increase overall length in marina. What's the point of such a complicated system if you still need to unbolt the floats for transport? Or if you have to pay a size up for marina fees?

(Ed: this unbolting is no longer the case with the latest Dragonfly models. However, Erik points out that "in Europe, this can still be an issue as max. towing width is 2.55 m or 8'-4". Towing in Europe and America is not the same. Neither are the roads, cars or distances".)

On other systems, access from a pontoon, fouling on the topsides, stability in difficult conditions, height on the trailer are other problems. All folding systems work better with small floats so for conventional trimarans, this is bad news.

My PULSAR models get their performance and safety from their large and long floats, that are just not suitable for folding systems. In my opinion, folding systems require a total rethink of the trimaran concept, with really small floats, most likely foil assisted.

MW: Is it possible that you'll soon be designing a smaller multihull that might interest our readers? EL: The PULSAR 23 is a new model. It is presently conventional but it may evolve into a foil-stabilized folding trimaran.

MW: Can you elaborate more on this new 23' model? EL: Our program is not to do the fastest 23' tri around but a simple, practical, safe fast cruising trimaran. She will be towable with a simple French driving license. (A special license for towing is required in France if total weight of vehicle + trailer exceeds 3.5 tons.) Originally, she was to be a smaller sister to the Pulsar 26. No more standing headroom, just seating. So that it could be lighter and less voluminous to transport. The 7 m length limit avoids certain taxes in France. Then to further reduce building costs and keep a nice interior, I decided to eliminate the dagger board in favor of float keels as already fitted on the Pulsar 33. These were inspired by my successful catamaran keels. See: www.lerouge-yachts.com/cat_TKS.htm

MW: What particular aspects are you testing for, re any new project and will you be reporting on any of this work later on? EL: A problem for trimarans is that they are more expensive to build than catamarans. They require more moulds, have more hulls and more skin area—and also lots of stability [that demands a stronger rig etc]. I am working on this problem and something may happen if I find the correct boatyard willing to invest in this market.

MW: Balanced against cost, do you have any preferences for construction materials for smaller multihulls? EL: Without any doubt, foam-sandwich is ideal for 90% of the cases. Strip planking is a good economic choice for a home-builder in countries where proper wood is readily available and foam prohibitively expensive to obtain.

MW: For foam sandwich, do you use large sheet layup over male stations, or vertical or horizontal strip? And do you use vacuum bagging or hand wet layout? EL: Depends of shape, availability of materials and budget. For one-offs: assuming Airex foam is the choice, I use sheets on a battened male mould for the main hull. Many were built using Corecell foam strips however. Always longitudinally over stations, with the main hull over male sections while the floats were in half female sections, having a joint at the centerline. All this can be done in hand wet layout. If the lightest weight is desired, then I use a male plug, foam sheets and vacuum bagging.

For production boats: all are done in female moulds and resin infusion has become the norm.

MW: What is your latest thinking on % of ama buoyancy? EL: On conventional trimarans, such as my PULSAR, I go for nearly 200%, for both safety and power. On a foil stabilized trimaran, just 90% would be interesting to give a nice static stability curve up to 90° without the main hull lifting.

MW: What has been your experience using a significant knuckle in the main hull re making the boat drier and/or adding interior space or any other reason? EL: I have used a significant knuckle on the PULSAR 26 to be able to fit a nice accommodation within the length limit of the old Micro-Multihull rule. The foredeck then became wider and more comfortable. But the knuckle generally increases building time as well as skin area and weight and can also catch waves. For the same cost of materials, I would prefer to design a simpler but longer hull with simple flare, such as on my PULSAR 31. In normal sub-gale conditions, the knuckle also adds to the dryness of the boat.

Comparing boats by their length has always been the big drama of yacht design. This is done for harbour fees, custom, racing rules or whatever. But what should be really important is to design 'the best boat for a given budget'. For that, a longer simpler boat is difficult to beat. It is undisputed fact that a longer, narrower main hull will be more seakindly than a shorter, wider one.

MW: One can note that many of your designs have wing masts. Do you design these yourself and if so, what is your approach? For example: Do you spread the boats maximum righting moment over the length of the mast - opposed by the two supporting points—the mast step and the hounds (where the shrouds are attached)? EL: All my designs have rotating masts for obvious reasons! .. they are more efficient. When available, aluminum masts are cost effective so I have been pushing mast manufacturers to invest in suitable extrusions for rotating masts.

The ideal is a carbon mast and there are several good manufacturers with suitable moulds and an autoclave who are able to make the lightest masts with high-modulus for a realistic price. Personally, this is the first place where I would put my money on a boat. Some carbon masts are made by the boatyards themselves or even by homebuilders. I have designed and built a couple for myself but while the result is better than an aluminum tube, with low-modulus carbon and "only" vacuum techniques, it cannot compare in weight with the best carbon mast manufacturers.

In some cases, a suitable aluminum rotating mast does not exist for the size of the boat, or is too expensive to import and a carbon mast exceeds the available budget. In such a case, I have designed a plywood/epoxy/carbon wingmast which can be built in 200-300hrs with minimal material cost. The weight is close to that of aluminum but with a far greater chord. The mast is also stiffer and we can save a lot on the rigging. But I am not marketing these masts designs. They are done as an added service to my clients when it seems the best answer.

The engineering of these masts depends of the sailplan. Mainsail loads are spread, while the jib and spinnaker loads are concentrated. Worst cases of sailing are analyzed in various sail configurations, noting that some parts of the mast work in bending, others in compression. In some cases, I could eliminate the spreaders.

MW: For your plywood/epoxy/carbon wingmasts, is all the load taken by the carbon or is the mast primarily built with fibreglass over the ply and only supplemented by carbon at high stress areas? EL: Fiberglass is only there to protect the plywood and with its low modulus has a very small influence on mast thickness. Stress is largely taken by the ply skin and beams. Their scantlings are mostly dictated by the building process. Carbon is cost/weight effective to take the remainder of the load.

MW: Merci beaucoup Erik for your time and enthusiasm to answer these questions for my readers. EL: You are most welcome. Au revoir et bonne chance!

We recommend that our readers also visit Erik's website. Go to www.lerouge-yachts.com/trimarans.htm and this links to many of his wonderful boats as well as good info on various building methods.

Interesting also for the pics (text in French) is this website from a Pulsar 26 enthusiast trimarandiomedea.free.fr/ Also for the pics (text in Finnish) is this site on the Pulsar 30 'Trou Noir': www.trounoir.fi/trimaraani

"New articles, comments and references will be added periodically as new questions are answered and other info comes in relative to this subject, so you're invited to revisit and participate." —webmaster

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Vik 113, simple and fast cruising...

Article published on 08/11/2017

By Jean-Christophe Guillaumin

published in n°156 nov. / dec.

Erik Lerouge is one of the most prolific multihull architects and we owe many high-performance boats to him.  

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We will keep you posted on new articles on this subject.

In 1985, he designed the Azuli, a simple and (very) fast cruising boat.  Vik 113 is the worthy successor of this emblematic boat.  Available for home-build, the catamaran generates a feeling of minimalism and the conviction that pleasure on the water goes hand in hand  with pleasure under sail... So go for it!

The first Vik 113 is currently in build, and construction is entirely in Airex sandwich on a frame. The forward is in carbon to save weight at the bow and benefit from optimum stiffness.  This version is equipped with skegs for a cruising program, but a daggerboard version is also in the architect’s catalog.

Check it out at: http://erik.lerouge.pagesperso-orange.fr

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Boats for Sale

51' brazapi custom erik lerouge cat 51 catamaran.

ARCHIVED: This is a previously listed vessel and is no longer offered for sale If you would like assistance locating a similar vessel, Click Here to contact the listing broker.

Along with a massive $70,000 price reduction, Adagio  has just had two brand new sail drives installed and all new bottom paint applied. This undoubtedly makes Adagio one of the most attractively-priced custom catamarans on the market today. A summary of her history is as follows: She is a custom-designed Erik LeRouge catamaran with owner's version layout was built in Belgium with an emphasis on comfort, safety and speed. Completed and first launched in 2005 . In 2010, the second (and current) owner put her through a major refit to enhance all of these characteristics. The extensive upgrades included all new Dyform rigging, in-boom roller furling system, Harken electric primary winches, new generator and complete 110V system installed parallel to the existing 220V system, upgraded electronics and sound system. Newly re-painted with Awlgrip LPU paint; new tinted acrylic windows; all interior flooring replaced with Marine Deck 2000 deck and extended out to cockpit and transom steps . . . . . and the list goes on. Call now for an appointment to inspect this incredible vessel.

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• Description

You may board the vessel from either port or starboard station gates, or from the reverse sheer transom steps, and you enter the large cockpit with an L-shaped dining area to starboard.  A helm station with double helm seat and icemaker and sink to port.  The cockpit has a hardtop bimini with acrylic wind shields and can be fully enclosed for the ultimate in lounging comfort.  There is a large door next to the helm seat that takes you into the main salon which features a large dining table surrounded by couch-style seating to port, a forward-facing navigation station and office to starboard along with an aft-facing galley with Corian countertops and a pass-through window to the cockpit.  Down four steps between the galley and navigation station takes you into the owner’s suite which features a king-sized berth aft, a dressing room, a head with a two-sink Corian-topped vanity, washer and dryer and a separate enclosed shower forward. The port hull features a quest cabin aft with double berth, enclosed head and separate enclosed shower.  An additional guest cabin forward features upper and lower bunk beds and a separate enclosed shower and head.  Inboard, between the two cabins, is a well-concealed workbench.  All openings and hatches in both hulls are equipped with both screens and shades.

• Isotherm front-loading refrigerator/freezer with icetray is custom-fitted into galley; new
• condensers, gaskets and insulation in existing refrigeration and freezers
• Neff (4) burner propane stove
• Varona propane oven
• Microwave oven
• Hot/cold pressure water system
• Water heater
• (2) deep circular Corian and S/S sinks
• Broan trash compacter
• Bosh clothes washer and Avanti tumble dryer
• Corian countertops
• Ample storage below
• Pass-through window to cockpit seating/dining area
• Raymarine ST-60 wind speed, wind direction, speed and distance logs, depth sounder
• Ray 6001 autopilot with S100 remote control
• Ritchie compass
• Raymarine GPS
• Raymarine E-120 chart plotter
• Raymarine E-120 radar
• Ray VHF radio
• Vespermarine Watchmate AIS
• VDO rudder angle indicator
• Raymarine graphic repeaters
• Raymarine S100 autopilot remote
• Skipper 150 broadband internet system
• Furuno Navtex navigational warning monitor
• Computer with Samsung Syncmaster XL2370 mega flat-screen display
• HP wireless printer
• Plastimo clock and barometer
• Plastimo hydrometer
• Master Winch remote windlass control
• Cobra Marine handheld submersible VHF
• Distribution panel
• Mastervolt battery monitor
• Mastervolt charger control
• Inverter status indicator
• Bilge pump controls for port and starboard engine rooms and port and starboard amas
• 32’ flat-screen LCD TV
• Pioneer AVH-P520 DVD and 2000-watt Plye Marine sound system
• (2) Pyle hydra speakers in cockpit
• (2) Polk speakers in maser cabin
• (4) Aquapro speakers in salon
• 45-lb CQR anchor with chain and rode
• 45-lb Bruce anchor with chain and rode
• Lofrans windlass with deck foot controls and remote
• Hard bimini top with canvas enclosures to fully enclose cockpit
• Trampoline with high-tech webbing
• Cockpit cushions
• Large storage lockers forward in both hulls
• Center console Caribe hard-bottom inflatable with 30-hp (4) stroke Yamaha outboard
• Running, steaming, anchor, deck and tricolor lights
• Emergency tiller
• Dock lines and fenders
• Manual dinghy davits
• Bow pulpit and rails
• Boarding gates port and starboard
• Boarding ladders port and starboard
• Lifelines, side stanchions
• Swim platforms port and starboard
• Cockpit showers port and starboard
• Large cockpit table
• Outboard motor brackets
• (2) Pyle Hydra cockpit speakers
• (2) large storage lockers in cockpit

Sandwich construction built with biaxial and quadriaxial fiberglass and epoxy resin with Corecell closed-cell foam core. 20-mm thick foam in amas and 25-mm thick foam in bridgedeck and cabin. Some Kevlar used below the waterline for additional strength. All structural bulkheads are infused sandwich construction.

Last bottom paint July 2014.

• 1145 port engine hours; 2426 starboard engine hours
• Sail drives new July 2014
• (2) 18" 3-blade J-PROPS feathering props set to 13" pitch; rebuilt July 2014
• Emergency engine stop
• Raw water sea strainer
• Engine alarm
• Fuel filters
• Fuel shut-off valves for engine and stove
• (4) electric bilge pumps
• Morse electric command engine controls at helm station
• Manual wheel steering
• (2) fuel tanks; (1) water tank
• Sea Recovery Ultra Whisper watermaker
• (3) electric heads, each with separate plastic holding tanks and overboard discharge
• Webasto Marine 30,000-BTU air conditioner with individual room thermostats
• 12VDC/220VAC with parallel 110VAC system; installed in 2010
• (4) 8D house batteries
• (2) dedicated engine start batteries
• Dedicated generator battery
• Windlass battery
• Battery parallel switch
• Battery monitor
• Battery charger
• Inverter/charger
• Northern Lights 9-kW generator (forward in starboard ama)
• Shorepower cord
• Fully-battened furling mainsail new 2010
• Furling genoa 2005
• Furling staysail 2005
• Asymmetrical spinnaker in sock 2005
• Gennaker in sock 2005
• Facnor SD 3200 jib roller furling
• Facnor SD 2000 staysail roller furling
• Leisure Furl in-boom furling system for mainsail 2010
• 3-spreader deck-stepped aluminum mast
• (2) electric Harken #58 self-tailing primary winches
• (2) Harken #48 self-tailing main sheet winches
• Harken #48 self-tailing utility winch
• (2) Harken #48 self-tailing halyard winches on mast
• (6) life jackets
• (6) fire extinguishers
• Offshore Command liferaft
• (1) horseshoe lifering attached to strobe
• (1) horseshoe lifering attached to MOB pole
• McMurdo 406 EPRIB

All seller's personal effects are excluded from the sale of the vessel. 

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804 815 1233

Instructional passages coming in 2024. Still cruising in 2023. 

The progression from long distance sailing to chartering and on to helping others solidify their voyaging skills has been natural

About the Boat

Cénou.

Cénou is a Freydis 46 designed by Erik Lerouge. It offers a blend of comfort and performance. Able to sail at or better than wind speed in lighter winds, Cénou will average 8 to 10 knots all day in heavier air, rewarding those who like to sail without leaving behind comfort.

Contact us today!

Sail the blue llc, 270 bellevue ave, newport, ri.    , ph: 804-815-1233.

Thanks! Message sent.

LEROUGE CITE D’ALETH 9,50 (VENDU)

Magnificent modern catamaran designed by Erik Lerouge and built by Raymond Labbé in St Malo. Very smart, very habitable, light and solid, this little multihull is the perfect instrument for family cruising. It can also take you across the Atlantic! Perfect condition, complete refit 2020. VISIBLE SOUTH FRANCE

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FREYDIS 46′ Croiseur (VENDU/SOLD)

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Our beautiful 853

We have it!

Model 703 is.

"A trimaran that'll take your breath away"

The freedom of sailing at its best..

Libertist stands for freedom, fastness and fun – the pure essence of sailing. It represents the ultimate quality of craft production and innovative materials. An ultralight carbon rotating mast equipped with mini foils and cutting-edge electronic solutions have been created to satisfy the needs of the most demanding sailing fans who truly cherish the sport.

Libertist redefines the feeling of liberty.

Why Libertist?

Top quality materials, innovations and craft precision

The most up-to-date cruiser-

racer constructions on the

Extremely low mass nesures

unrivalled speed and security

Permanent mini foils, large

volume floats

Carbon rotating mast

Cutting-edge electronic

solutions by the French

company NKE

The sails by Ocean Sails

Full standing height

(headroom), electric engine

Designed by one of top

constructors in the industry

Built in a renown Polish

Disassembled and folding

floats - comfortable transport

in a trailer

On water? Full on excitement!

Let’s see what those who caught the wind in their sails with libertist have to say.

Erik Lerouge, water and wind architect

An experienced sailor who often participates in regatta races, a devoted sailing fan with vast expertise, and impressive experience in yacht design

No matter whether he sails downwind or upwind, his designs always go against the current. They are characterized by an innovative approach towards applied solutions, excellent quality of the materials used, and ultimate precision and robustness confirmed by rigorous testing. He designs for highly demanding customers – the sailing fans in search of the new definition of freedom. Due to Lerouge’s professionalism and passion, his projects have been acknowledged around the world for decades. His portfolio features many monohulls, double-hulls and trimarans. In 2016 he cooperated with a Polish investor to create dedicated hydrofoil trimarans.

„When creating Libertist 853 I was given full freedom to improve the ever-problematic compromise between comfort and nautical qualities that I am so attached to. The 28 feet size has been chosen to fit a sizable saloon, a bow cabin, a double cockpit bunk bed, a galley and a separate toilet, while ensuring spaciousness and full standing height. It was also crucial that floats and beams were easy to disassemble for comfortable transport. The idea to add extra mini foils has been in my head for a while. The efficiency of foils has been systematically increasing, yet some new solutions are still required. The goal is not to fly, of course, it is rather to increase the security and control the pitching in greater speed. The yacht has been beautifully constructed by Rega Yacht. The design is timeless. The tests have confirmed our expectations on maintaining control while sailing downwind and reducing pitching in tougher weather conditions.”

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