f36 trimaran

NEW LISTING – 2000 Farrier F-36 Trimaran ‘HEI – MATAU

Tuesday 17th May 2022

Mark Cameron Yachts are delighted to have been appointed to act in the sale of the 2000 Farrier F-36 Trimaran ‘HEI – MATAU’.

Described by Farrier as a true ocean going cruiser the Farrier F-36 was the flagship of the farrier design stable. The ocean-going, cruising multihull is capable of being demounted for road transportation providing huge versatility for an ocean capable boat. The Farrier F-36 with its highly efficient fractional rig is easily handled by a small crew from the cockpit in even the most arduous conditions.

Post-construction assessment completed in the UK, fully certified for the requirements of the EC Recreational Craft Directive.
FRP constructed hull and floats, constructed as one piece with integrated deck constructed in epoxy laminate foam sandwich construction.
Retractable dagger board, timber framed epoxy laminate sheathed
Hinged spade rudder, timber framed epoxy laminate sheathed
Yanmar 3YM30AE, 29hp @ 3,200rpm. Installed new 2016
Dripless type sterngland (2016)
Brunton 2 blade folding prop, Gori 3 blade folding prop – as spare
230VAC shore power system – Rewired 2017 with new hardware
Raymarine i60 tri-data Depth/Speed/Log display (2016)
Raymarine i60 Wind system (2016)
Raymarine i70 repeater display (2016)
Raymarine a-series a65 with digital radar scanner on mast (2016)
Standard Horizon CP500 Chart Plotter
Icom IC-M601 DSCVHF
Comar CSB200 Class B AIS Transponder
Icom SSB receiver
Force 10 gas range cooker, 3 burner and oven
Soleboards of plywood with teak and holly laminate finish (2007)
Fully re-upholstered 2016
Stainless steel wire standing rigging (2007)
Profurl B35S roller reefing system on forestay (2007)
Mainsail, Genoa and Screetcher all manufactured by Saturn Sails and fitted for 2016 season
Stackpack type mainsail cover with mast boot and lazyjacks (2021, not used as yet)
Cockpit tent (2017)
Lofrans Project 1000 windlass with chain gypsy and warping drum. Foot button controls on foredeck (2016)
2016 survey report available upon request.

Lying afloat on her berth at Inverness Marina the Farrier F-36 HEI MATAU is available for viewing by prior arrangement.

FIND FULL DETAILS OF THE FARRIER F-36 ‘HEI – MATAU’ HERE

2000 Farrier F-36 Trimaran ‘HEI – MATAU’

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Farrier International

a Division of Daedalus

The new F-39 range of designs supplement the Farrier F-36, plans of which were originally released in 1994. The cruising orientated and road transportable F-36 has already established an excellent reputation with a number of ocean crossings, including multihull line honors in the 3500 mile Cape to Rio Race in 1996, and one circumnavigation.

There are two versions of the F-39 currently available as follows:

F-39 Sport Cruiser (PDF file)The perfect high performance cruiser, and available in both aft cabin and aft cockpit versions. Performance will be about equivalent to an F-31R – faster in some conditions, slower in others.

F-39R Sport Racer (PDF file)A higher performance version, with a more basic interior, and also available in both aft cabin and aft cockpit versions. Performance will be significantly superior to an F-31R, in all conditions.

Aft cabin versions provide a very secure and safe central cockpit, surrounded by a raised coaming on all sides, that can comfortably seat six. Aft cockpit versions have a tremendous amount of cockpit space, extending right to transom, and can easily seat ten.

Deck Layout

Accommodation Layouts (PDF file)

The F-39 design series is a combination of the best aspects of the F-25C, F-31, F-31R, and F-36, coupled with many improvements from owner feedback, and a number of other new features. Rotating masts with synthetic rigging and carbon fiber chainplates are standard across the range, as is a ‘kickup’ daggerboard style rudder. A conventional fixed mast with stainless steel rigging is still an option for the cruiser, but rotating masts with synthetic rigging are now looking more reliable, with fewer rigging connections required, while synthetic line is not as fatigue or corrosion prone as stainless steel wire. The successful ’round the world’ mega cats all used such rigs and reliability was a major reason.

The F-39 is folding as standard, specifically for marina docking, or canal traversing. Most importantly, absolutely no wires are used for critical structural purposes, as stainless steel wires and the associated fittings are not considered reliable enough for this purpose on a Farrier design. The highly stressed beam to float joins are solid as always, this being another major advantage of the Farrier Folding System™.

Folding Details (PDF file)

Standard folded beam is 15′ 9″ (4.8m), but this can also be reduced to 15′ (4.57m) by a float topside modification. However, 15′ 9″ beam is within Category 1 for European canal networks, and is thus small enough to access most canal systems, including right through France to the Mediterranean. It will also fit most travel lifts, these usually allowing for a 16′ beam.

The F-39 floats are 15% larger than the F-36, and incorporate a shaped deck that comes up to form a flat raised area for mounting the outboard edge of the wingnets. This eliminates any fore and aft aluminum tube for this purpose, or any awkward ‘dip down’ in the net. When folded, the side of this raised area also forms a flat walkway on the float inner edge along the cabin side.

Floats also fold in more vertical to eliminate the need for any anti-fouling high on the float side. Folded trailering is not a feature, as the center hull and floats would have to be too small to achieve a legal trailering width in this size boat. However the F-39 can still be trailered at under 10′ (3m) wide by demounting. The demounting process has also been further streamlined for an easier set up and take down, and without any outside assistance.

Deck layout is kept very simple, for easy single-handed sailing, with all controls coming back to the cockpit, including the halyards from the rotating mast. A continuing innovation from the F-36 is the bow wing, which has successfully solved the trimaran narrow foredeck problem, by providing additional bow side netting area, and an excellent storage place for the anchor, ready for immediate use. Further forward, the carbon fiber bow pole is fully retractable

Technical Details The F-39 features a number of technical improvements, including a more refined ‘third generation’ Farrier Folding System, as also used in the new F-33. This has been specifically optimized for serious ocean going, with a more integrated structural support system. The beam recesses (notches) in the center hull deck are now gone, for a cleaner and safer deck, while also eliminating any interior intrusion. Carbon fiber anchors have also replaced all folding strut brackets, reducing weight and complexity.

The actual beams are also higher and slimmer at outer ends for less drag and an even drier ride. The inner beam connections to hull also have twin bolts per beam end, for true ocean going ‘fail safe’ reliability. Single bolts are fine for coastal sailing, or smaller trailerables, and are all that is required for use on the F-39 during localized sailing, where frequent folding may be a factor. However, double bolts should always be used for long offshore passages for absolute security.

F-39 Specifications L.O.A……………………………….. 39′ 4″ (12m) B.O.A……………………………….. 27′ 3″ (8.33m) L.W.L……………………………….. 37′ (11.28m) Approx. bare weight ………….. 5500 – 7000lbs (2500kg – 3180kg) Full load. displ (at DWL)…….. 10,500lbs (4775kg) F-39 rotating mast……………… 52′ 4″ (15.96m) long F-39 sail area (main & jib)…… 890sq.ft (82.4sq.m.) F-39R rotating mast……………. 55′ 3″ (16.85m) long F-39R sail area (main & jib)… 944sq.ft (87.5sq.m.) Draft (board up)…………………. 1′ 10″ (0.56m) Draft (board down)…………….. 6′ 11″ (2.11m)

Availability

Due to the F-39’s advanced nature, plans are available for experienced or custom builders only, and a number of F-39s are currently being built around the world.

See the launch of an F-39

F-36, F-39, F-39R, are all trademarks of Farrier Marine, Inc.

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Trimaran F-36 ocean cruising 1-cabin trailerable

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11.2 m (36'08" )

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Sailboat Guide

2005 corsair F36

Description

Seller's Description

36 foot trimaran in excellent condition, professionally maintained, new North 3dl Main and Jib, newer canvas, very clean, solar panel, new head and plumbing, trailer is newer aluminum with new tires. galley is complete with running water, electric fridge, new water pump, shore power, heater for shower. This boat is easy to single hand or sail with family in comfort. Sail 9 knots upwind without paying attention, high teens on reaches , effortless speed with stability to handle rough weather. Dry cockpit and no healing. The easiest tri to sail. store on trailer. call for details. more pictures and videos. this is a great boat.

Equipment: Honda engine electric tilt, garmin gps chartplotter, tacktic windspeed, solar panel, fenders, lines, anchors, carbon bowsprit for screecher, ready to trailer anywhere or even better ready to sail anywhere, needs nothing.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

D: Displacement of the boat in pounds.
LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

D: Displacement of the boat in pounds
LOA: Length overall in feet
Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

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2000 Farrier F-36 Trimaran – NOW SOLD

Posted Wednesday 21st December 2022

Grabau International is delighted to announce its successful sale of the 2000 Farrier F-36 Trimaran ‘HEI MATUA’.

Described by Farrier as a true ocean-going cruiser the Farrier F-36 was the flag ship of the farrier design stable. The ocean going, cruising multihull is capable of being demounted for road transportation providing huge versatility for an ocean capable boat. The Farrier F-36 with its highly efficient fractional rig is easily handled by a small crew from the cockpit in even the most arduous conditions.

An aft cabin version of the Farrier F-36 ‘HEI MATAU’ has proven to be to be the ideal ocean cruiser with her current owner having crossed the Atlantic several times along with multiple cruises to Scandinavia. Offering spacious below decks accommodation she has a maximum of 7 berths with a large heads compartment included a dedicated full standing head height shower stall. Benefitting from re-fits in 2007 and 2016/17 her comprehensive inventory includes: • Post construction assessment completed in the UK, fully certified for the requirements of the EC Recreational Craft Directive. • FRP constructed hull and floats, constructed as one piece with integrated deck constructed in epoxy laminate foam sandwich construction. • Retractable dagger board, timber framed epoxy laminate sheathed • Hinged spade rudder, timber framed epoxy laminate sheathed • Yanmar 3YM30AE, 29hp @ 3,200rpm. Installed new 2016 • Dripless type sterngland (2016) • Brunton 2 blade folding prop, Gori 3 blade folding prop – as spare • 230VAC shore power system – Rewired 2017 with new hardware • Raymarine i60 tri-data Depth/Speed/Log display (2016) • Raymarine i60 Wind system (2016) • Raymarine i70 repeater display (2016) • Raymarine a-series a65 with digital radar scanner on mast (2016) • Standard Horizon CP500 Chart Plotter • Icom IC-M601 DSCVHF • Comar CSB200 Class B AIS Transponder • Icom SSB receiver • Force 10 gas range cooker, 3 burner and oven • Soleboards of plywood with teak and holly laminate finish (2007) • Fully re-upholstered 2016 • Stainless steel wire standing rigging (2007) • Profurl B35S roller reefing system on forestay (2007) • Mainsail, Genoa and Screetcher all manufactured by Saturn Sails and fitted for 2016 season • Stackpack type mainsail cover with mast boot and lazyjacks (2021, not used as yet) • Sprayhood • Cockpit tent (2017) • Lofrans Project 1000 windlass with chain gypsy and warping drum. Foot button controls on foredeck (2016)

We wish her new owners fair winds and following seas.

Do you have a yacht like this to sell? Grabau International are always looking for new high quality cruising yacht listings both in the UK and internationally. For further information about our tailored brokerage services, please look here or feel free to contact us .

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Corsair 36, Fast Cruising Tri

By John Burnham
Updated: June 7, 2005

What I thought was the weirdest thing about the boat at first turned out to be one of its outstanding features. The Corsair 36 has a stern deck at the back of the cockpit with two large bench seats made of mesh and stainless steel tubes, and they looked bizarre. But after a day or two of cruising with my wife and three daughters, I looked at those seats with complete appreciation. They were the most coveted, comfortable places from which our crew would sunbathe, snooze, and read. If I was lucky, sometimes I even got to sit in one to steer.

I’d been looking forward to cruising on Corsair’s new flagship and comparing it to our experience on the 31 a few years earlier ( “It’s Not All About Speed,” March ’01 ). Like the 31, the 36 is built with a vacuum-bagged foam/glass sandwich laminate, plus carbon and Kevlar reinforcing. The beams are made entirely with carbon, and the overall weight is a little over 2,000 pounds more than the 31. With 817 square feet of upwind sail area, the tri was fast-roughly as fast as the 31, but without the same twitch in the gut when it accelerated. Under main alone we broad-reached across a windy Vineyard Sound doing a relaxed 12 knots. Later, on a beam reach in about 12 knots on Narragansett Bay, with my 12-year-old daughter steering (one hand on the tiller extension, one hand holding a book), our speed jumped from 11 knots to 15.3 as I trimmed in the main and the sprit-mounted genoa (known as a screacher). And when I crewed in a local race with Multihull Source dealer Bob Gleason, we saw 17 knots on a tight reach. I’m told that reaching speeds in the low 20s are common, but what impressed me most was the light-air trip we made from Martha’s Vineyard, to Jamestown, R.I., in seven hours-40 miles upwind. To me that’s the big benefit of a boat like the 36; you can sail it quickly and quietly, eating up the miles while others are going no faster under iron genoa.

Because of its larger accommodations, compared to the 31, the 36 got the thumbs-up from my daughters. But it’s still a trimaran with a relatively skinny main hull; that’s the price you pay for speed. The narrow waterline reduces storage, but the hull flares outboard above the waterline, which provides room for an enclosed head on one side of the daggerboard trunk, as well as the dinette, which converts to a small double berth. There’s also a small galley area to starboard with a sink and two-burner alcohol stove.

On our boat, the fridge had been removed and an Igloo cooler was used in place of the bottom companionway step; but the standard configuration has a 12-volt fridge to port, just forward of the dinette area. An option is available for a propane-fired stove and propane on-demand hot water. There were five of us aboard, with two girls in the forward cabin, one in the dinette double, and the adults in the aft double, which is reached by lifting part or all of the stern deck at the back of the cockpit. We loved sleeping in that wide aft berth, although getting in and out required agility, and changing clothes in there was like dressing inside a tent. We decided if there were a follow-up cruise, we’d claim the forward cabin and move the girls aft.

Despite the constraints of the interior, the on-deck living spaces are expansive. With amas and trampolines to port and starboard, a small foredeck, plus the stern seats, any of the five of us could escape the others when we felt like it. We could easily carry our tenders-single and double kayaks lashed between the forward and aft beam on one side-and the large-volume outer hulls had plenty of room for storing anchors, paddles, even garbage. On the foredeck and forward beam, we found plenty of room to take solar showers and/or have some fun by dashing outboard and swinging off the spinnaker halyard. Speaking of solar devices, a flexible solar panel lived on the cabintop or port netting and provided an all-day trickle charge to our batteries.

The 36 we sailed was one of the first built, and while we were racing in hard reaching conditions, we heard a crack at theinboard end of the forward beam. Installed under the beam’sinboard end was a fiberglass block that gives a tight fit for the beam after it’s unfolded and bolted to the main hull. “The block we made,” says Paul Koch, Corsair’s president and design team member, “wasn’t up to the job. We’ve replaced it on all boats with a stronger aluminum casting.” Hull No. 8 is under construction at press time.

Overall, I liked the boat’s sailhandling systems-a full-length traveler across the stern deck and pairs of winches for main, jib, and screacher or spinnaker. While racing, I went forward to help with the asymmetric spinnaker and found that it was too big for me to take down to windward unless the skipper was willing to bear off. (For some reason he wanted to keep sailing toward the mark, so we dropped it to leeward instead.) But while cruising, the combination of the roller-furling headsails (jib and screacher) and a mainsail equipped with lazy jacks and jiffy reefing made sailhandling easy.

It was tough to balance on the boom to remove the full-length batten in the square-top mainsail, and I figured that was another small price to pay for performance. I learned later from sailmaker Dave Calvert that a quick-pin on a new Tides Marine batten-car design now releases the head so the batten can lie flat along the boom. Under power, with a 15-hp, long-shaft, four-stroke Honda, the 36 moved well and steered easily thanks to a small bar that is dropped into place to link the top of the engine and the outboard, kick-up rudder. An electric starter and power tilt made getting underway simple.

Compared to other Corsairs, which go on and off their trailers quickly, the 36 is a much more substantial boat. It’s considered a “transportable,” not a “trailerable” boat, in the sense that it’s not the type of boat you’ll launch for a quick afternoon sail. Except when traveling to new sailing areas, it will probably live on the end of a dock or a mooring-or in about five minutes it can also be folded up to fit in a slip. Manufacturer estimates for stepping the mast and launching are about two hours.

If your kids like to read and swim and you like to sail from harbor to harbor-whether at 17 knots in a breeze or 6 knots in light airs, go for a test sail . With a few agile, fit crewmembers to manage the spinnaker, you can race it hard as well. Whatever you do, don’t let the funky bench seats put you off.

Corsair 36 LOA 36’0″ LWL 35’0″ Beam (overall) 25’7″ Beam (folded) 9’10” DSPL 5,500 lbs. Draft (hull only) 1’8″ Draft (daggerboard down) 6’0″ Mast length 47’6″ Sail area 817 sq. ft. (1,084 w/screacher) Base price $208,000 www.corsairmarine.com

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F-39 trimaran design by ian farrier.

The Farrier F-39 trimaran, a further development of the Farrier F-36 trimaran, is a large ocean going sport cruiser, with the now third generation Farrier Folding System™ incorporated. This gives tremendous versatility for an ocean capable boat. Folded beam is 15' (4.57m) and is thus small enough to access most inland waterways and locks.

The fractional rig is efficient and easy to handle in all conditions, and the boat can be sailed to its full potential with a minimum of sails. The jib will be self tacking and the screacher, set from the bow pole, eliminates the traditional genoa and multiple sail changes, making sail handling a breeze. It's even more ideal for cruising.

The daggerboard is centered in the main hull, while the new designed transom hung daggerboard style 'kick-up' rudder is housed in its own composite case. The self-draining center cockpit with wheel steering can seat six. The 30HP Yanmar inboard engine is located in an accessible area under the cockpit. Maneuverability is excellent under power, due to the trimaran's superior turning ability, its center hull and daggerboard being natural pivots.

Interior will accommodate eight, with standing headroom throughout. Galley is to port, and a chart table is on the starboard side, along with a wet locker. Dinette will seat five, and can be converted into a large double bunk. Starboard settee is wide and comfortable, and can be converted into top and bottom bunks. Forward, there is a private bathroom with head, washbasin, and a separate shower. Forward cabin has a double berth, with seating room aft, and large storage areas underneath. The aft cabin has a double berth with full sitting headroom. Access is through a hatch in the aft cabin front, or through under the cockpit.

After obtaining the F-36 plans Ian Farrier updated this design to the F-39. So finally, it is this combination of the best aspects of the F-25C, F-31, F-31R, and F-36, coupled with many improvements from F-36 owner feedback, that I am building. A number of other new features to incorporate in the F-39 are now being tested on the also new F-33. I think these new designs are the next generation Farrier tri's, with the addition of the newest materials and visions, among other things influenced by the recent successes of the big multihull races.

While the F-36 is provide with a fixed beam, but demountable for occasional transporting, for me the most important modification to the F-39 is the addition of the Farrier Folding System for marina docking, or canal traversing. Other new features:

F-39 compared to F-36 :

Using the vertical foam stripping building method the numbers of formframes are reduced (by 4); The cabin roof is lifted 40 mm. making it possible to lift cabin floor also 40mm for more width and better storage underneath; Floats (15% larger) and main hull are extended at bow and stern, making the overall length 39'4" (12 m.); A redesigned and simpler 'third generation' Farrier Folding System™. This has been specifically optimized for serious ocean going, with a more integrated structural support system. The beam recesses (notches) in the center hull deck are now gone, for a cleaner and safer deck, while also eliminating any interior intrusion. Virtually all metal brackets, and the numerous large bolts required have also been eliminated, saving significant weight and complexity; Floats will fold in more vertical to eliminate the need for any anti-fouling high on the float side; Floats incorporate a shaped deck that comes up to form a flat raised area for mounting the outboard edge of the wingnets. This eliminates any fore and aft aluminum tube for this purpose. When folded, the side of this raised area also forms a flat walkway on the float inner edge along the cabin side; Carbon fiber folding struts are set higher and further away from wave tops and have much less frontal area which is combined with sleek faired leading edges for minimal drag and spray generation; Beam outer ends tapered off slightly more (thinner vertically) and sweeping slightly higher, and are slightly longer to give a little more overall beam; Carbon fiber 'molded in' mounting points (replacing Bracket Plates) for the Beam Struts, to considerably reduce weight and frontal area; Taller rotating carbon rig; Synthetic rigging - now considered more reliable than wire, while being much lighter; Carbon fiber chainplates in float and bow; Main hull bow is now slightly more vertical; A bow wing, providing additional bow side netting area and a storage place for the anchor; A fully retractable carbon bow pole; Transom hung daggerboard style 'kick-up' rudder with composite case. For the records, below the original Farrier files: The Farrier F-39 and the Farrier F-36

Please be warned! If anything on this web site appears to be a recommendation on how to build a boat it is an error of writing or editing. This site is my builder's documentation to chronicle the adventure I had in building Fram.

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Sailboat Reviews

The new Corsair is a fast cruising platform, light and bright belowdecks, but with a bit less elbow room than you'd find on a 36-foot monohull, and pricy. For many, these are worthy trade-offs.

Twenty years ago, when Corsair Marine first entered the U.S. market with the F-27 trimaran (which PS reviewed in September, 1990), “family” multihulls were not generally thought to have stellar sailing characteristics. They were difficult to tack. They did not sail well to weather. They required large parking places. In ensuing years, Corsair’s 24- to 31-footers have helped change the perception in the marketplace. These boats are fast, sail well, and are easily trailerable since they fold to 8′ 6″. The major shortcoming has been accommodations that are one cut above camping. The introduction of the Corsair 36 has allowed the company to step into the real world of “cruising comfort.”

Company History Corsair Marine was founded in 1983 by John Walton (of the Wal-Mart family), who envisioned production of a fast, easily trailerable trimaran. A compromise would be accommodations limited by the narrow beam of the main hull.

Walton convinced Ian Farrier, a talented multihull designer, to abandon a thriving practice in Australia, move to California, and execute his vision.

In a morning-long session with PS, Farrier, who sees the world only through multihull lenses, elaborated on the many reasons he considers multis preferable to monohulls, not the least of which is that, “Corsair boats are unsinkable. They have watertight compartments, so even if they pitchpole the crew can crawl inside a capsized hull and have air to breathe and protection from the elements. In a monohull, the crew will most likely be adrift in a liferaft.”

Walton and co-owner Paul Koch, also an Aussie, succeeded, despite the complicated, people-intensive construction process necessary to produce foldable boats capable of withstanding loads endured at sea and on the highway. A by-product was pricing that ratcheted the boat to the very high end of the market when measured on a cost-per-foot basis.

Prior to introduction of the Corsair 36 in February, 2003, the company’s line included the 24-, 27-, and 31-foot models. Boats were built primarily in Chula Vista, California, though the first six F-31s, introduced in 1992, were built at Tillotson-Pearson (TPI) in Rhode Island.

In 1994, Koch purchased Walton’s share and consolidated all of the manufacturing operations at the California plant, where boats are now built.

In its first two decades, Corsair has produced 1,260 boats; annual production is typically 72-75 boats, Koch says.

The 36-footer has been well-received; seven have been ordered since its introduction.

Design Though Ian Farrier is credited with the design of the first three models, and influenced the 36-footer, his affiliation with Corsair ended in the mid-’90s. Paul Koch says that a team of in-house engineers and outside consultants are responsible for the design of the 36.

All of the boat’s design elements— hull, deck, and sailplan—bear a strong resemblance to its predecessors, but the extra LOA allows more graceful lines. Her long, low profile is accented by a downward-sloping cabintop and long, narrow, dark windows. Viewed from the bow, the hull presents a fine entry. The amas also have a fine entry, and near-flat sheerline offset by very round shapes and downward curving bottoms.

However, the new model adds enough load-carrying capability to provide creature comforts suitable for extended cruising. She’s only 900 pounds heavier than the F-31, and performs as well under sail.

All of the Corsair boats, when folded, have the appearance of a giant Daddy Longlegs. The 36-footer also features a tilt-up rudder and shallow draft that allows her to anchor in less than two feet of water, or sail onto a beach. In tight quarters, she can be folded when at anchor.

With a folded beam of 9′ 10″ she’s wider than other models, so owners may be required to secure wide-load permits in some states. To assist owners in avoiding the expense of acquiring a trailer ($7,638), and, perhaps, more powerful tow vehicle, the company has organized fleets of truckers that transport the boats for $1.50 mile, including the cost of a driver.

After the introduction of hull #1 (the boat we tested), input from dealers and consumers at two boat shows brought about a few design modifications and refinements.

Deck and Rig Layout The organization of spaces and layout of gear on the C-36 is almost a carbon copy of its predecessors.

The cockpit is as big as those on monohulls of about the same LOA—wide enough to seat a crew of 4-6 comfortably, and narrow enough to allow a shorthanded crew to work large headsails. The regular cockpit seats are well-proportioned, and there’s additional seating set into both sides of the stern pulpit. These mesh-bottomed seats are good places to be while underway, since they’re elevated, clear of the action, and softer to sit on than fiberglass.

The cockpit is enclosed by a pulpit, and the path forward is atop the cabin or on the trampolines, so a certain amount of agility is required to move forward when necessary. Because of the narrowness of the main hull, shrouds are located on the amas, not close at hand, and the deck is devoid of handrails and lifelines. The trampolines fitted between the hull and amas provide a sturdy, though bouncy, platform.

Corsair outfits boats with high-quality hardware. On the 36, all of the deck gear, including winches, is supplied by Harken or Spinlock.

In its standard configuration she is fitted with Harken B40 self-tailing winches on the cabin top, two Harken B42.2 winches in the cockpit, and two Harken B32.2 self-tailing halyard winches on the mast. Working halyards at the mast instead of leading them aft to the cockpit makes sense, according to multihull sailors, because multihulls sail flatter, and a walk to the mast and back doesn’t present as much of a challenge as it does on a heeling monohull. It also reduces cockpit clutter and friction.

The mainsheet is located at the end of the boom and led to a Harken traveler track that spans the stern, an arrangement that produces excellent sail shape, allows the helmsman to trim the sail, and also reduces the amount of clutter in the cockpit. The system is fitted with a Harken Big Boat Series double-block and tackle led to cockpit winches.

To maximize performance off the breeze, a spinnaker control kit ($3,720) adds two winches in the cockpit, carbon fiber bowsprit , and sheets, blocks, control lines, and cleats necessary to complete the installation.

Corsair is constructing aluminum masts at its factory from extrusions produced by Sparcraft. Our test boat was equipped with a double-spreader rig with swept spreaders and stainless steel wire rigging. At the time of our test, Koch was considering replacing the double spreaders with singles, because, “the second set was redundant.” He has since made that change.

The standard rig is a 3/4 fractional. With the addition of spinnaker gear and bowsprit, a second stay is attached to the mast approximately one foot higher and terminated near the end of the sprit.

The rotating mast is deck-stepped on a ball atop a Delrin bearing that allows it to rotate 45 degrees. Its movement is controlled by a block and tackle arrangement and stainless steel ring on the aft side of the mast. The result is a significantly more aerodynamic presentation of the mainsail to the breeze, which translates to acceleration and speed when sailing to weather or on a reach.

Two steps on the stern provide access for swimmers. Since the rudder is transom-hung, an outboard is located off-center in a hull recess.

Belowdecks When Corsair stretched the F-27 to 31′, owners were rewarded with living spaces large enough to be marginally comfortable on an extended trip. With more stretching, the C-36 still doesn’t have as spacious a main cabin as a 36-foot monohull because of her narrow beam—but she closes the gap significantly.

The accommodations are an excellent example of what can be accomplished using fiberglass and other weight-saving materials, since virtually all of her components are exposed. In fact, there’s so much exposed white in the fiberglass and headliner that only the red cushions and cabin sole provide some relief from the brightness. In addition to concealing wiring, the headliner also acts as a sound deadener. It’s stuck to the overhead with hook-and-loop fasteners. We were concerned about sagging, but found it difficult to remove. If the glue behind the hook-and-loop tapes fails eventually, it will be easy enough to replace.

The area is well lit by two ports on each side of the cabin, and light entering from the companionway. Our test boat had hatches only over the head and the forward berth. In subsequent boats Koch has added a third in the main cabin.

Given more volume below, designers were able to increase standing headroom to 6′ 6″. The saloon measures nearly 6′ from companionway to the head on the port side. A proper C-shaped, elevated dining area, also to port, converts to a 6-foot berth, tapering in width from 41″ to 30″. The galley is to starboard, aft of a second settee that can double as a berth for a small person, and the V- berth.

Stowage space in the boat is at a premium. Although the amas have large storage areas for light gear, accessing those spaces can be a pain, as is true on all cruising trimarans.

The dining table is constructed of fiberglass, but finished to give the appearance of a shiny wood grain. Similarly, the vinyl sole looks like teak, but is a lightweight composite that comes with a 10-year guarantee. Since the boat has no nav station, the dining table is a likely candidate. Odds are, the VHF radio will be mounted on the companionway bulkhead, and instruments on the companionway hatch, close at hand to a navigator working below.

The galley on our test boat was equipped with an optional stainless steel, two-burner propane stove, and double stainless steel sink. A clever arrangement is a recessed faucet that pops up when needed. All are mounted in a fiberglass cabinet with a tiny storage area below. An insulated ice box is standard; refrigeration and pressure hot and cold water are available as options.

The head is a low-maintenance, smoothly finished fiberglass pan measuring approximately 40″ x 35″, consisting of a molded vanity/sink combination with a medicine cabinet outboard, toilet, and handheld shower. It will prove functional, utilitarian, and just large enough for average-sized adults. It will not be confused with the space on a typical 36-foot cruising monohull. The head shares space with a fiberglass shell housing the daggerboard. The shell is so well finished and fitted in as to be nearly invisible. (The daggerboard is constructed of balsa encapsulated in fiberglass.)

The V-berth offers accommodations for two in an enclosed area that has a hatch overhead and Halogen lights and ports on each side. The berth measures 6′ 4″ long on the centerline. It’s 5′ wide at the head, and fitted with 4″ thick cushions. The hull liner is a combination of fabric and shiny fiberglass. Storage and a holding tank are under the berth.

A second berth with a queen-sized mattress is located below the cockpit sole. It’s accessed via two hatches aft of the cockpit, in what would be called the lazarette area, or by removing companionway steps. Two ports provide ventilation at anchor. This is the most spacious sleeping area, and will be fun for kids to climb in and out of (especially since it also hosts the transparent escape hatch). However, the mattress will be ruined quickly if people climb down there with dirty or wet deck shoes, and the space will be noisy if used while underway.

A large storage area under the steps provides a bed for an optional diesel engine. In our view, the 20-hp outboard and a solar panel or two will be the better choice. Don’t overburden a butterfly.

Construction The high cost of Corsair’s boats is attributed to several factors, not the least of which are tooling costs associated with a boat that has more than 30 different moldings, including 10 in the deck and hull, and 11 in the areas belowdecks, as well as two amas, four akas (crossbeams), and all the precision-engineered parts that allow the whole thing to be folded up.

In addition, the company uses high-tech raw materials, including vinylester resins, carbon fiber, double-bias fabrics with Kevlar, and a vacuum-bagging and curing process that relies on precise blends of fiberglass, resin, and catalysts.

Since light weight and high performance are closely related, Koch says hull #1 was built to within 200 pounds of her design weight. Subsequent boats have been further reduced by 100 pounds, mostly by eliminating a set of spreaders and their related parts.

The lamination schedule consists of a layer of NPG gelcoat, a skin layer impregnated with vinylester resin to prevent blistering, and multiple layers of uni- and bi-directional fiberglass. Kevlar is laid in high-stress areas on the bottom, daggerboard trunk, and at bulkheads.

Akas are constructed of layers of fiberglass, carbon fiber, and foam, which increases stiffness. Additional strength and buoyancy in the amas is afforded by watertight bulkheads.

Performance PS editors have sailed most of the Corsair boats over the years, often in racing conditions, and can attest to their speed under sail and their strong construction. This time, we wanted to see if the company could add creature comforts without compromising performance.

Koch’s hopes were for a 15-knot cruiser. “I was surprised,” he told us, “when she sailed at 20 knots during early testing of a prototype in Australia.”

Aside from the long waterline and low wetted surface of the main hull, and the light overall weight of the boat, the biggest contributor to performance is the rotating mast, which supports a square-topped, full-battened mainsail with oversized roach. The advantage of the rotating mast is that it presents a clean, aerodynamic shape to the wind, as opposed to the slab of aluminum of a fixed spar. As we learned during our day-long test sail, trimming the main involves driver and trimmer coordinating their point of sail and mast position. In heavier air, “de- rotating” the mast brings it closer to the apparent wind, flattening the mainsail, and spilling wind to prevent heeling.

We sailed on Biscayne Bay in winds that built from 5 to 15 knots. We had a crew of six—one crewmember stretched out on the V- berth, another snoozing on the trampoline, and four of us trimming sails.

Several manufacturers were testing their new products to see how they performed, using a two-year-old Corsair F-31 as the rabbit. Koch’s goal was to compare the performance of the old and new boats.

From a mechanical standpoint, the boat is easily managed from the cockpit, except that the main is hoisted at the mast. The genoa is on a furler, and main and jib sheets are close at hand.

With Steve Marsh of the Finish Line, a dealer in Stuart, at the helm, we sailed close-hauled in 8-12 knots of wind with boatspeed consistently registering 8-10 knots. She sailed higher and tacked faster than other boats in the fleet, and as quickly as the F-31. She seems to pivot on her daggerboard, and tacked through 95-100°.

When the wind angle moved deeper than 35°, we hoisted a “screacher,” essentially a high-clewed, 180% drifter, and speed increased to 12-15 knots. She heeled 5-10°, carving through a modest chop on the surface. Performance in these conditions was as good or better than the F-31.

The sheeting angle of the headsail is adjusted via a canvas strap attached to the hull beams. It allows the clew position to be moved in and out, much like a barberhauler.

As the wind backed, we punched through small swells by elevating the height of the screacher tack, easing the tack line from the cockpit.

A big difference between monohulls and multihulls is that when a puff hits, most monohulls will use up some of that force by heeling to it, while a good multihull will stay firmly on its feet and use the force for acceleration. The C-36 does this admirably.

Steering through a jibe with a screacher on the sprit-equipped boat is challenging, since the screacher moves between forestay and furler. Once the boat is headed dead downwind and the boom centered, the jibe is completed by quickly turning to weather to fill the sail while the crew tensions the new sheet and the mainsail is eased.

The boat moved easily through the harbor at 5-7 knots with the quiet 20-hp. four-stroke outboard.

Price The current base price for the Corsair 36 is $199,000, including the 20-hp. motor, FOB Chula Vista. In reality, a well-equipped boat will cost closer to $215,000-$225,000, including sails and trailer ($7,638) but without race gear or spinnaker. Options include the propane stove with hot water system, ($875); pressure water ($2,275); Standard Eclipse VHF radio and antenna ($645); spinnaker control kit ($3,720), and screacher controls ($1,969), which require the spinnaker controls.

Conclusion When we first examined Corsair boats years ago, it was with a skeptical eye. While sailing characteristics weren’t questioned, folding tris are complex. We worried about the lightweight construction methods and durability; the toughness of the ama-aka combination; viability as a trailerable vessel, and high price.

Time has alleviated most of those concerns, even the ones about cost, because, in this case, you’re paying for things that work.

The C-36 is certainly fast. Not many boats this size, even other multihulls, will cruise easily at 12-15 knots. She’s also versatile. Her shallow draft offers opportunites to picnic on the beach, or anchor close to shore, away from the mooring field, and yet her foldability means that she can hover in crowded areas when necessary. And she can be towed down the highway for cruising or racing far afield.

Corsair says the boats can be rigged, unloaded, and ready to sail in an hour. Based on real-life observations, we think the time will vary with the size and physical prowess of the crew.

Cockpit seating is large enough to seat six comfortably underway or at the dock. Down below, it’s bright and clean-looking, but creature comforts don’t compare in size or appointments to a middle-of-the-road 36′ monohull equipped with nav station, wine rack, and entertainment center—if that’s your bag. On this boat, the entertainment is found underway.

The high initial cost for trailerable folding trimarans tends to produce sticker shock, since a similar-sized monohull can be purchased for 25% less. On the upside, well-maintained, newer used tris are selling for 75-85% of their original price.

This new boat will appeal to sailors who prefer sleekness and speed to “cushiness,” which is not the same as “comfort.” Aboard boats, comfort is linked to function, and by that definition she’s comfortable enough.

Contact – 877/FASTTRI, www.corsairmarine.com

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Farrier F36/F39 Ravenswing – Trimaran Sailing

Building & sailing a farrier f36 trimaran, upgraded to farrier f39 specifications.

Yes, but it’s a DRY heat, dear

Well, the oven run from the last update got to about 115. So we upped the heat bulb count to 4 x 250 watt plus 5 x 125 for 1600+ watts to heat an 85 cubic foot box. Also added some R13 attic insulation around the box and a small circulation fan inside. With the afternoon sun beating down on the works, we hit and held 160 today, so beam #1 is officially post-cured. Just need three more warm sunny schedule free afternoons.

Started fairing the rudder and it looks way better quickly. Photos will come once the fairing is done and we’re in primer. Really need to get this done so the steering components can begin. For those following Fram’s build, with all Henny’s amazing engineering steps, you will see the polar opposite develop here. Simple, crude and hopefully just as effective as the great feeling of steering the F27.

Back to the windshield, the rope pass-thrus came out quite smartly. Here they are being cemented in place yesterday, and were cut off flush this morning.