spindrift 24 sailboat

Review of Spindrift 24

Basic specs., sailing characteristics.

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Spindrift 24 is 2.22, indicating that this boat would not be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 6.0 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Spindrift 24 is about 100 kg/cm, alternatively 564 lbs/inch. Meaning: if you load 100 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 564 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?

Maintenance

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section shown boat owner's changes, improvements, etc. Here you might find inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what to look for.

We are always looking for new photos. If you can contribute with photos for Spindrift 24 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

Specifications SPINDRIFT 24

1984 - 24.00 ft / 7.32 m - Charles E. Morgan - Rebel Industries (USA)

SPINDRIFT 24 Sailboat Data

Hull Type: Keel/Cbrd. Rigging Type: Masthead Sloop LOA: 24.00 ft / 7.32 m LWL: 20.25 ft / 6.17 m S.A. (reported): 248.00 ft² / 23.04 m² Beam: 8.00 ft / 2.44 m Displacement: 3,000.00 lb / 1,361 kg Ballast: 1,450.00 lb / 658 kg Max Draft: 5.58 ft / 1.70 m Min Draft: 2.42 ft / 0.74 m Construction: FG First Built: 1984 Last Built: 1987 Builder: Rebel Industries (USA) Designer: Charles E. Morgan

Information from  sailboatdata.com .

Hull Speed: 6.03 kn

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Albums   Standard  -  Nesting  -  Finished Boats  -  Videos

New!   SPINDRIFT FAQ  your questions answered.

Choose your model   S-9     S-10     S-11     S-12

A freestanding multi-piece mast constructed of aluminum tubing provides a lightweight and strong spar. The mast can be permanently assembled or left in pieces to allow the tubes to nest together for onboard storage. Fully zippered sleeve luff sail combined with a halyard for hoisting and an open reef section allows for single line reefing on the water in seconds  for sailing in rough conditions. There is no need to struggle while "planting the flag" as with other dinghies and you can easily drop the sail while on shore without dropping the mast. 

A fully developed bow section combined with our “butterfly” construction technique allows a beginning builder to achieve a refined hull shape from modest flat panels.

All but the 12' version are offered as a “nesting” version which bolts together allows the bow section to stow in the stern section for on deck storage. Read more about the nesting version .

The construction of the Spindrift hull is fast and simple. The bottom and side panels are matched up and joined at the bow. Then the keel is wired together which allows the hull to “unfold” like a butterfly. The chine is wired and the bulkheads are installed. The hull takes shape all in one step with no complicated jig required. The video below is an excellent demonstration of a S10 dinghy being unfolded. This method of construction is identical to our larger designs such as the Core Sound 20 , 17 and 15 making it a great build for a first time builder. Read on to see more details about our plans and kits. Our Core Sound 15 build series uses the same techniques for construction. 

Model Specifications Visual Comparison of the different models.   

Nested DIMENSIONS :    S-9     S-10     S-11   Note: S12 not available in a nested version

Standard Construction In the standard layout, full-length cockpit seat tanks provide excellent buoyancy and minimal bailing after a capsize ( video ) as well as storage options for longer excursions with the addition of deck plate type screw hatches in the vertical cockpit sides. In both versions the dagger board trunk is located just off center. This is a design feature of all our dinghies which allows the keel to be continuous and strong, prevents damage and grit from entering the trunk slot and simplifies construction. Click here to view the non-nesting assembly guide , a new work in progress document that covers the general order of construction. 

The biggest compromise is the lost permanent flotation in the nested version. More bailing will be require after a capsize and the free surface effect will make the nested version less stable after a capsize until the water is bailed out. A suction bailer can be installed in a standard hull to empty the boat while underway but the nested version has 2 separate bilges and 2 bailers would be expensive and complicated. Click here to see our " Nesting Spindrift Assembly Guide " where you can read about the steps of building a nesting Spindrift. This document accompanies the nesting plans. 

Construction Plans  We print and ship detailed construction plans for each of our models. Plans include 11x17" pages of scale drawings, a materials list, epoxy guide and construction overview guide. We add more information daily to our documents and plans based on builder feedback! Plans include all construction details, sail plan, rigging plan and even some 1:1 drawings such as the rudder blade and knee shapes printed at actual size. 

Optional  Full size Template  We offer full size printed templates as an optional Add-on to the plans which come on 24" wide roll paper. No measuring and marking required just cut out the parts with scissors and transfer the shapes to your scarfed plywood panels. 

NEW!  We  now offer an instant download option for the Spindrift Plans due to the high cost and time it takes to ship internationally. See the individual models for all available plan options. We offer free shipping for Spindrift plans shipped within the US. For International shipping of printed plans see options at checkout.    

How to Order You can place an order for your kit by navigating to the model you want and choosing your options. If you're not sure which options you want you can always secure a spot in our production list with the kit purchase and then contact us if you have any questions .     S-9     S-10     S-11     S-12  

Lead Time Kit delivery time is approximately 6 weeks from time of purchase. While this depends on our work load we typically have 2-3 kits in production at any given time. We are a small firm and appreciate your patience. 

Shipping and  Availability Kits are currently only available in the US and Canada . Sorry but we do not have any overseas partners cutting our kits at this time. We can box your kit up and send it directly to your door.  Shipping quotes available upon request for your region.  We do not currently have an automated system for calculating shipping.   Shipping weight is approximate. If you send us an message with your zip code we can provide a quote for the model you are interested in. You can also come visit our shop and pick up your kit at no additional cost.  Also please s ee our FAQ section  for more info. You can save some money if you can pick up the kit box at your local freight distribution center rather than have it delivered to your residential address.

Many of our Spindrift families race their boats, then turn around and use them for cruising and voyaging as hard working tenders under oar and motor. They have won several regattas under both sail and oar which were open only to working tenders.

As a matter of fact, we have an open challenge to any other non-custom 10′ dinghy: A dinghy triathlon: sail, row, motor. The challenge is open to any commercially or home-built dinghy built from commercially available stock plans.

Spindrifts are a very good investment if you have a jr. sailor in your family. Unlike many dinghies used for trainers (such as the Optimist) you do not “outgrow” a Spindrift. While the boat is very suitable for children and inexperienced adults, in the hands of a good competitive sailor, the boat offers the challenge of top end racing.   If you need more carrying capacity in less length, take a look at our  Catspaw pram series .

Choose your model:     S-9     S-10     S-11     S-12

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Published on April 8th, 2014 | by Editor

Spindrift: World’s largest racing trimaran

Published on April 8th, 2014 by Editor -->

After three months of ambitious boatbuilding, the 40-meter trimaran Spindrift 2 was re-launched this month in Lorient, France. As the largest racing trimaran in the world, it has been optimised for the demanding program that is planned for 2014.

The Spindrift Racing team, led by Dona Bertarelli and Yann Guichard, will be on standby in the United States from the start of June, waiting in Newport for a good window to tackle two prominent crewed records the boat had previously set (as Banque Populaire V) by Pascal Bidegorry in August 2009.

Spindrift 2 will seek to better the 2880nm Transatlantic Record (New York City to Lizard Point) of 3d 15h 25 min 48s (32.94 knots) and the 24 hour distance record of 908 miles (37.84 knots).

To appreciate this maxi trimaran, acclaimed sailing writer G. Bruce Knecht joined the team prior to the refit. Here is his report…

Sunrise was still an hour away when I arrived in the port of Lorient. At first, it was difficult to see much of anything. Three 131-foot-long hulls and a towering mast were jet black, as were the uniforms of the crewmen, who moved about with the help of head-mounted flashlights.

“Welcome to the world’s largest racing trimaran,” Bertarelli said as I stepped aboard.

Named for the spray of water launched by the hulls as they charge through the sea at speeds that were, until recently inconceivable for a large sail-powered vessel, Spindrift 2, is as fast as the catamarans that began racing for the America’s Cup the same week I was in Lorient. And it has far greater endurance: In 2012, its previous owner and former namesake, French financial institution Banque Populaire, sailed the boat around the world in an astonishing 45 days, breaking another record set by Franck Cammas, who did it in 48 days in 2010.

Bertarelli–whose fortune came from Serono, the Italian pharmaceutical giant founded by her grandfather–caused a stir when she purchased the boat in January 2013, in part because a female owner and co-skipper would be rarity in the male-dominated world of yacht racing. And there was her familial connection to the sport: Her billionaire brother Ernesto founded and led the Swiss team that won the America’s Cup in 2003 and 2007.

“I ended up getting really excited about competitive sailing,” she told me of her brother’s influence,” and being a spectator wasn’t enough.”

The story also has a romantic dimension. Bertarelli’s co-skipper would be her partner, French yachtsman Yann Guichard. Their relationship began a few years earlier when Bertarelli hired Guichard to serve as coach for a catamaran she raced with an all-female crew on Lake Geneva.

“Yann and I wanted to have a common project,” Bertarelli said in explaining her decision to buy Spindrift 2. “It would take a year and a half to design something like this one and another year and a half to build it. This boat was launched in 2008 and it’s still very competitive. If we can find ways to improve its performance, we believe we have a window of four to five years to break some records.”

The goal for the day was to perfect various techniques and enhance the crew’s cohesiveness. First, though, they had to get the boat away from the dock. With its 75-foot width, Spindrift 2 is an awkward best, something like a sumo wrestler in a teashop, which is why we had to assemble so early. The forecast called for heavy wind later in the day, which would not be a problem except for the need to exit a narrow waterway beforehand.

As a trio of tenders–each powered by an engine with at least 150 horsepower–worked like little tugboats to guide Spindrift 2 away from the dock, Guichard was standing at one of the two large steering wheels. They are positioned at opposite sides of the boat so that the helmsman can always steer from the windward hull, the one that lifts out of the water when the breeze is good.

Once we cleared the harbor, when the wind speed was 12 knots, Guichard asked the 14-person crew to raise the 4,800-square-foot mainsail and a smaller headsail. As the sails filled, the port hull levitated from the water and we accelerated rapidly. We were soon moving at twice the speed of the wind. If that’s a concept that’s difficult to grasp, another fact of super-fast sailing was all too apparent: You do not want to fall off the boat. “After two minutes in the water, it would be impossible to see the person in the water,” Bertarelli told me. “After five, that person wouldn’t be able to see the boat.”

As we sailed away from the coast, we were moving so quickly that seagulls could not begin to keep pace, and before long, we had lost sight of land. When we were 28 miles off the coast, Guichard turned the helm over to me.

I have loved sailing ever since my grandfather launched me in a dinghy in Edgartown Harbor when I was nine years old. Since then, I have sailed relatively small–and slow–boats whenever I got the chance. I have some experience on larger boats. My first book, The Proving Ground, was about the 1998 Sydney to Hobart Race, the tragic competition in which several boats sank and six sailors died. When I was researching the book, I sailed on Brindabella, the 75-footer that played a central role in the story, during short races in Sydney Harbor. In 2005, I was aboard the large single-hull sailboat Mari-Cha IV when it broke the 100-year-old transatlantic race record. But most of my sailing is on a 28-foot sloop, which rarely leaves the protected waters of Long Island Sound. Going fast means seven knots.

The basic task of steering Spindrift 2–maintaining a course that took us generally where we wanted to go while taking maximum advantage of the wine–was fundamentally no different than on my boat, but the extraordinary speed meant that I had to rely on a digital readout of the wind’s direction rather than how it felt as it crossed my face. Spindrift 2’s speed was intoxicating–though it inevitably led to a desire for even more. I could not resist making frequent checks of another digital indicator, the one showing our speed. I was able to keep it close to 30 knots, and at one point I got it up to 35.4–or 41 miles per hour–which turned out, to my great surprise, to be our top speed of the day.

The speed produced a cacophony of sound. The shrouds were not just whistling but also were causing sections of the boat’s carbon-fiber structure to vibrate. The deck on which I was standing made an audible thumbing noise every few seconds, which I also felt through the soles of my shoes. A particularly arresting sound came from the rudder mounted on the back of the hull nearest to me. When I was doing my job well, this hull and the entire length of the rudder flew above the water. When I slipped up, the hull dropped down a bit and the rudder pierced the surface of the water to produce a loud hiss that sounded like that of an angry cat. It was a sound I enjoyed–more dramatically than the speed indicator, it gave proof to our remarkable pace–but it also seemed a bit like chastisement, or perhaps a warning.

There is no getting around the fact that Spindrift 2’s speed carries risks. Things could go wrong, in seconds. Structural elements could break. Was that thumping at my feet an indication of trouble? And then there is the ultimate fear: The boat could capsize.

Last June, Guichard was racing another boat owned by Bertarelli, a MOD70 trimaran, off the coast of Ireland when a sudden gust caused it to overturn. The mast crumbled and a member of the crew, Guichard’s brother Jacques, suffered a broken pelvis.

We had a close call as we sped off the coast of France. It came after the wind gusted from 18 knots to 33, which caused the windward hull to rise much too far out of the water. The crewman who should have released the headsail was slow in doing so, so the boat tipped further and further until the mast was 21 degrees beyond vertical. By then, Guichard, who was at the wheel, was unable to steer. Turning the wheel had no effect. Spindrift 2 was out of control. Guichard has a reputation for never losing his cool, but he was clearly worried as he shouted instructions and pulled at the wheel in a futile attempt to turn toward the source of the wind.

Eventually, when the headsail was eased, the hulls fell back toward the water, averting catastrophe. Nobody talked about the incident until later, when we were back at the dock and Guichard spoke about the day’s lessons learned, but it was a haunting moment.

It was impossible not to think about how the dangers would compound with even stronger gusts and at night during an ocean crossing. As we headed back to shore, I asked Bertarelli, who has three children with her former husband, plus a multibillion-dollar fortune, why she chose to risk it all rather than spending her time on a luxurious yacht or at her home in Gstaad, the gilded Swiss mountain village where she owns the elegant Grand Hotel Park. Her answer, predictably, was all about speed.

“On this boat, you can actually feel the acceleration–there’s a kind of kick–and that’s something you just don’t get on a traditional monohull sailboat,” she said. “When you’re on a multihull, you actually have the sense of flight.”

Republished from Rhapsody , the United Airlines inflight magazine

Editor’s note: Following Bruce’s excursion with the team, Dona Bertarelli and Yann Guichard led the maxi trimaran Spindrift 2 to beat the 3885-mile Discovery Route record, setting a new time of 6 days, 14 hours, 29 minutes and 21 seconds at an average speed of 24.5 knots. The route extends from Cadiz, Spain to San Salvador in the Bahamas, but must pass through the Canary Islands. Full report .

Tags: Bruce Knecht , Dona Bertarelli , records , Spindrift 2 , Yann Guichard

Related Posts

VIDEO: Going where you shouldn’t go →

Record setting day on a monohull →

Curb the enthusiasm for records →

Storms spoil solo circumnavigation →

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This is the height at the centerline of the cabin, which we measure under the cabin-top amidships, usually located just forward of the companionway hatch. If headroom is less than 5' 0", it is sometimes given in brochures or ads as "sitting," whether it is 4' 11" or

3' 6". However, what counts as "sitting" for one observer may be "standing" for another. For example, designer Bob Perry, who is over six-feet tall, asserts that any headroom less than six feet is "sitting." But to the average person (men = 5' 9", women = 5' 4"), anything 5' 10" or more would be "standing." We attempt to ascertain headroom whenever we can, even if approximate, by measuring from plans or by quoting specifications in sales brochures.

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Sixty-Three Boats 14'-19'

Alacrity 19 (18) 19

Alerion Express Cat 19 20

Balboa 16* 68*

Baymaster 18* 68*

Blue Water Blackwatch 19 21

Cape Cod Cat 17 22

Cape Cod Goldeneye 18* 69*

Cape Dory Typhoon 18 (19) 23

Capri 18 25

Commodore 17 -see Skippers Mate 17

Com-Pac 19 27

Com-Pac Eclipse 18 28

Com-Pac Horizon 18 29

Com-Pac Legacy 17 69*

Com-Pac Sun Cat 17 30

Cornish Crabber 17 31

Cornish Shrimper 19 32

Eagle 21 -see Herreshoff Eagle 21 (18)

Gloucester 16 33

Gloucester 19 34

Goldeneye -see Cape Cod Goldeneye 18 Hermann Cat 17 -see Cape Cod Cat 17

Hermann 19* 70*

Herreshoff America 18 35

Herreshoff Eagle 21 (18) 36

Holder 17* 70*

Hunter 18.5 37

Hunter 19 38

Laguna 16 -see Balboa 16

MacGregor PowerSailer 19 39

Mariner 19 -see Rhodes Mariner 19

Marshall Sanderling 18 40

Maxi-Peep 19 41

Menger Cat 17 42

Menger Cat 19 43

Molly Catboat 17 44

Montego 19 45

Montgomery 15* 71*

Montgomery 17 46

Neptune 16 47

Newport 16 -see Gloucester 16

O'Day 19 48

O'Day 192 49

Peep Hen 14 51

Picnic 17 52

Pierce Arrow 18 53

Precision 165 (16) 54

Precision 18 (17) 55

Quickstep 19* 72*

Rhodes Mariner 19* 73*

Sanderling 18 -see Marshall

Sanderling 18 Sanibel 17 -see Skippers Mate 17 Sanibel 18 -see Skippers Mate 17

Seaward Fox II (17) 56

Silhouette 17* 73*

Skipper 20 (18) 57

Skippers Mate 17 58

Slipper Deckhouse 17 59

Snug Harbor 18 -see Skippers Mate 17

Sovereign 5.0/18 (17) 61

Spindrift 19 -see Starwind 19

Starwind 19 62

Vivacity 20 (19) 63

West Wight Potter 15 64

West Wight Potter 19 65

Windrose 18 66

Windrose 5.5 (18) 67

*13 vessels without accommodations plans are grouped together at end of chapter

Continue reading here: Cute but tiny cutter from Texas

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Readers' Questions

What is the headroom in a marshall cat sanderling?

The headroom in a Marshall Cat Sanderling refers to the amount of available volume/power before the sound starts to distort or clip. It is a measure of how loud you can go without losing clarity and definition in your tone. The exact headroom in a Marshall Cat Sanderling may vary depending on the specific model and settings, but generally, Marshall amps are known for having good headroom which allows for high volume levels with minimal distortion.

What is the interior hight of a 40 foot sailboat?

The interior height of a 40-foot sailboat can vary depending on its specific design and manufacturer. However, on average, the interior headroom of a 40-foot sailboat is typically around 6 to 7 feet (1.8 to 2.1 meters). It is important to note that the measurements may differ in different areas of the boat, such as cabin areas or the saloon.

What is the headroom in a 2001 hylas 49?

The headroom in a 2001 Hylas 49 is approximately 6 feet 6 inches (1.98 meters) throughout most of the interior cabin area. However, please note that headroom can vary slightly depending on the specific configuration and any modifications made to the boat.

What is the headroom in a spindrift 24 sailboat?

The headroom in a Spindrift 24 sailboat typically ranges from 5 feet 9 inches to 6 feet 2 inches. However, it is always best to check with the manufacturer or the specific boat's specifications to get the most accurate measurement.

When does hunter sailboats build headroom of 6ft 6in.?

Hunter Sailboats typically build headroom of 6ft 6in in their models that are 40 feet and larger in length. However, it is always best to check with the specific model and year of the Hunter Sailboat you are interested in to confirm the headroom measurements.

What is the cabin headroom on a 1999 monk 36?

I'm sorry, but I couldn't find specific information about the cabin headroom of a 1999 Monk 36. It would be best to consult the owner's manual or contact a Monk boat dealer to get accurate measurements for the cabin headroom on that particular model.

What are the factors that determine cabin height [n a sailboat?

The factors that determine cabin height in a sailboat can vary depending on the design and purpose of the boat. However, some common factors include: Boat size: Generally, larger sailboats tend to have higher cabin heights due to the need for increased headroom and accommodations for extended stays. Design and purpose: Sailboats designed for racing typically prioritize low cabin heights to minimize wind resistance and reduce weight. Conversely, cruising or liveaboard sailboats may have higher cabin heights to allow for more comfortable living spaces. Hull shape: The shape of the hull can also affect cabin height. A sailboat with a sleek, low-profile hull design will typically have a lower cabin height compared to a boat with a more rounded or flared hull shape. Keel configuration: The keel configuration can also impact cabin height. Boats with deep draft keels often have deeper cabin spaces below the waterline, which can result in higher cabin heights. Cost and materials: The choice of materials and construction techniques can influence cabin height. Fiberglass or composite construction methods may provide more design flexibility compared to traditional wooden boat construction. Interior layout: The cabin height can also be influenced by the desired interior layout and accommodations. For example, if the boat includes a raised saloon area or multiple sleeping cabins, it may require higher cabin heights to accommodate those features. Accessibility and safety: Cabin heights may also be influenced by accessibility requirements and safety considerations. Higher cabin heights can make it easier to navigate and move around the interior space of the boat, reducing the risk of accidents or injuries. It's important to note that these factors can vary depending on the specific sailboat design and the preferences of the boat manufacturer or designer. Additionally, personal preferences and intended use can also influence the desired cabin height for individual boat owners.

How does stand up headroom affect a sailboat?

Stand up headroom refers to the vertical space inside a sailboat's cabin or main living area. It is an important factor in determining the comfort and usability of the boat for its occupants. Here is how stand-up headroom can affect a sailboat: Comfort: A sailboat with sufficient stand-up headroom provides a more comfortable living environment for its occupants. It allows them to stand upright without hunching over, making activities such as cooking, changing clothes, or moving around the cabin easier and more pleasant. Accessibility: When sailing, being able to move around the cabin without stooping or crawling contributes to accessibility and convenience. This is particularly important during rough weather conditions when it may be difficult to maintain balance and stability. Having enough headroom enhances safety and minimizes the risk of injuries caused by falling or colliding with low overhead objects. Ventilation and fresh air: A sailboat with ample headroom can accommodate larger windows, hatches, and ports, facilitating better ventilation and natural lighting. This promotes air circulation, reduces condensation, and creates a more comfortable and pleasant living environment on board. Storage capacity: Stand-up headroom also affects the storage capacity of a sailboat. More headroom usually means taller lockers and cabinets where gear, supplies, and personal belongings can be stored. It enables boaters to bring along more items and keeps the living area organized and clutter-free. Resale value: Sailboats with generous stand-up headroom tend to have a higher resale value compared to boats with limited headroom. Many buyers prioritize comfort and convenience when selecting a boat, and good headroom is often seen as a desirable feature. It is important to note that stand-up headroom is just one factor to consider when choosing a sailboat. Other considerations include the overall design, performance, stability, and intended use or sailing requirements.

What is the headroom in theta 26 sail boat?

The headroom in a Theta 26 sailboat is approximately 6’6”.

What is the headroom on a union 36 sailboat?

The headroom on a Union 36 sailboat is approximately 6'2".

How to increase headroom on a sailboat with too low of a cabin roof?

Add a taller companionway hatch. Install an arch-style cabin top. Rearrange the interior layout. Install a pop-top to the existing cabin top. Increase hull depth. Install opening hatches or ports. Install dorades or cowl vents. Install adjustable shutters or louvers on existing hatches. Install a centerboard or keel to increase draft. Raise the floor level of the berth or settee.

Small Craft Advisor

Boat Review: Spindrift 22

An early jim taylor design from which an entire series of trailerables evolved..

Invited aboard a friend’s “new” trailerable, we struggled to find a place to sit in the surprisingly small cockpit where we wouldn’t either interfere with the helmsman, or upset the boat’s balance. Sitting forward blocked the skipper’s access to sail controls, and moving our weight aft caused the boat to squat, leaving a plow-like wake astern. Eventually we somewhat reluctantly conceded that standing in the open companionway made the most sense.

“Roomy, isn’t she?” The skipper inquired cheerfully. “Nearly 5' 6" of standing headroom!” We smiled. Oh really? We’d have expected more from a boat with the approximate windage of a Greyhound bus.

As boats sailed past us—and they all did—our jumbo trailerable would wallow drunkenly in the ensuing wake, losing almost all forward momentum. She didn’t point well, and hard on the wind she didn’t heel so much as list—we’d hold our breath as she slowly staggered back to her feet.

“She does go better cracked off a bit,” our friend allowed, easing the sheet as a kayaker passed us to port. When tacking he thought absolutely nothing of back-winding the jib. “Sometimes she just likes a little help,” he said with a slightly nervous grin.

It’s boats like our friend’s, where concessions to spacious cabins and “easy trailering” have so thoroughly fouled sailing performance, that have rightfully given the word “trailersailer” some less than complimentary connotations.

It was back in the mid 1980s—after much of the damage to the reputation of the class had already been done—when yacht designer Jim Taylor set out to sail a fine line, attempting to draw a comfortable family sloop that offered acceptable, if not admirable, sailing performance for a company called Spectrum.

“The goal was to produce a trailerable boat that sailed well,” he said. “There were a lot of boats produced at the time that were not fun because they performed so poorly, and they gave the ‘trailersailer’ type a bad name.”

The Spectrum 22 was launched, but Spectrum the company soon sank, another casualty of the tumultuous production boat-building business. The Spectrum molds were purchased by startup Rebel Industries, who’d also scooped up Wellcraft, producer of the Starwind line of sailboats.

“Rebel Industries never seemed to have a clear vision for what they wanted to be, or where they wanted to go,” says Taylor. “They bought existing tooling from Spectrum and Wellcraft, and produced a confusing variety of boats under both the Spindrift and Starwind trade names.”

Rebel did an expensive re-tooling of the Spectrum 22’s interior and released the boat as the Spindrift 22. (Not to be confused with the Starwind 22 or the Spindrift 223.)

“The new interior for the Spindrift 22 cost them a lot of money to tool, and it may or may not have improved the market appeal of the boat,” says Taylor. “The hull, deck, and appendages were all from the Spectrum 22 tooling. They never paid anything for the rights to use the design.”

The new Spindrift proved reasonably popular, but probably fewer than 50 of this model were ever produced. By comparison, the Starwind/Spindrift 19—another Jim Taylor design—numbered more than 400.

Taylor is probably best known in our small-boat circle for designing the entire Precision Boatworks line of trailerable sailboats. The Spindrift 22 looks very much like the Precision 21 and 23, and we asked Taylor to what extent the Precision boats represent an evolution of the thinking that went into the Spectrum/Spindrift 22.

“My designs for the whole Precision line, starting with the P-18, are a very direct evolution from their Spectrum 22 and Wellcraft/Starwind 19 predecessors. The focus on lively performance and family fun is unchanged, and shoal draft via a similar keel/centerboard underbody is common to most of the models. Sleeker styling, fractional rigs, and practical interiors that could be assembled efficiently are among the improvements incorporated into the later designs,” he says. “In lots of ways, the Spectrum/Spindrift 22 was a prototype for the Precision line, which is still immensely popular and selling actively today, for all the right reasons; they are good sailboats that perform well, and they are reliably well built by a solid company that has outlasted literally hundreds of one-time competitors.”

Taylor’s most recent small boat was his design #130, a fin-keeled 28-foot daysailer, but his drawing board currently features a cold-molded 49-footer.

“The big boat will be spectacular,” he says, “but I will always have a soft spot for small boats.”

We were fortunate to be able to sail with skipper Dennis O’Hanlon on his well-found 1984-model Spindrift 22, on Arizona’s Lake Havasu.

PERFORMANCE:

“The boat seems to have a large sail plan for its size. It does move in light air. It supports a genoa. We have a 150% and in light air it helps a lot.” Edward Heller, EZ Ryder 1986

“This is a light-air boat and performance is spectacular.” Ken Hall, The Office 1981

From the moment we ran up the main and unfurled the genny it was apparent the Spindrift was a capable sailer. She heeled down to the turn in her bilge and then moved steadily to hull speed.

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Small Boats Annual 2014

Spindrift 12

A performance yacht tender

The Spindrift series of dinghies from B&B Yacht Designs promises a range of capable yacht tenders that offer plenty of sailing excitement. Here we see a 12’ model built by Meredithe Stuart-Smith of Castine, Maine.

H ere we have one member of a family of boats—four in all—doing business under the name of Spindrift and designed by Graham Byrnes of Vandemere, North Carolina. The very first Spindrift was a 10-footer, and was meant purely as a tender to a larger yacht. As Byrnes tells the story on his website, “Not long after the first few were built, we were invited to take part in a race for yacht tenders with a maximum length of 10′. There were dinghies of every description: Trinkas, Connies, Dyers all were represented, as well as some less-well-known brands—and a few custom boats.”

Spindrift trounced the fleet—so much so that there was a mass exodus of dinghies from the local yacht club, and a flurry of Spindrift construction. The word spread to other parts of the country, and more models followed. Today, the lengths are 9′, 10′, 11′, and 12′, and you can choose nesting versions for all but the 12-footer. “Nesting” refers to the boat’s ability to be separated into two pieces—a bow and stern section—with the bow portion turned around and nestled into the stern sections. The result is a tidy package that can be carried on the deck of a small yacht. The rig options include a cat for the 9′, 10′, and 11′ models, and sloop or cat for the 11′ and 12′ ones. To date, Byrnes has sold 1,025 sets of plans.

“A Spindrift,” writes Byrnes, “is a very good investment if you have a junior sailor in your family. Unlike many dinghies used as trainers (such as the Optimist), you do not ‘outgrow’ a Spindrift. While the boat is very suitable for children and inexperienced adults, in the hands of a good competitive sailor it offers the challenge of top-end racing.” Byrnes also intended for the boat to carry a small outboard, which he says it does very well.

The forgiving nature of the boat and its top-end potential are what drew Meredithe Stuart-Smith to Spindrift. A resident of Castine, Maine, Stuart-Smith had taken a sailing course at WoodenBoat School several years ago, and now she wanted a boat in which to hone her new sailing skills. What boat, she wondered, would be adequate for the local conditions, and under 12′ so she could store it on land at the local yacht club? She called Graham Byrnes’s shop and spoke with his wife, Carla, who mentioned the Spindrift—which, as it happened, was to be the subject of an upcoming class at WoodenBoat School.

Stuart-Smith was intrigued, but a little concerned about her limited capacity with woodworking tools, and she shared this concern with Carla.

“Honey,” Stuart-Smith recalls Carla responding, “there are women who could not get out of their Maiden form bras who could build one of these.”

“So,” says Stuart-Smith. “I came, I built, and I sailed.”

The 12′ Spindrift’s spars and blades all stow tidily in the boat for easy trailering.

T he construction is stitch-and-glue—a process that has as much in common with sewing as it does with traditional boatbuilding. In sewing, the curved edges of flat sheets of fabric are stitched together to yield a sometimes-complex three-dimensional shape. In stitch-and-glue boatbuilding, flat sheets of plywood are cut to precisely curving shapes, and the edges of them “sewn” together to yield a hull. The sewing is commonly done with copper wire or cable ties, and the seams are then “taped” together with fiberglass set in epoxy. There are nuances in this gluing-together job, such as the filleting of seams to eliminate hard inside corners and allow the ’glass to properly bridge the joint, but the process is rather simple and the rewards quick. Hulls are often stitched together in a day—though require much more work to make them solid and strong.

Stuart-Smith finished her hull in the WoodenBoat School class. After that, the demands of business and family life took over, and she sent the boat to Salt Pond Rowing, a shop operated by WoodenBoat School shop assistant Joe Thompson, who finished it—complete with a distinctive and flawless gunsmoke-blue paint scheme. “I’m sad I didn’t finish the boat,” says Stuart-Smith. “But I knew I couldn’t get it done.”

The 12′ Spindrift’s two-piece, unstayed aluminum mast is quick and easy to step, and the wooden boom attaches at the gooseneck with a simple slip-on fitting. Rigging takes a matter of minutes.

S tuart-Smith named the boat ANGEL, and four years after its launching, I joined her for a couple of sails from the backshore beach in Castine. This gravelly strand faces west into upper Penobscot Bay, and we arrived at high tide one August evening in a fresh westerly. Setup was easy. The aluminum mast separates into two sections, which stow neatly and entirely in the boat. The top mast section has a wooden plug inserted in its top. These two sections are easily joined together, and the lightweight spar dropped through the partners and into the step. There is no standing rigging.

The rig is a Bermudan cat, and the sail’s luff is sleeved, like a Laser’s. But unlike that ubiquitous Bruce Kirby–designed board boat—at least the ones I knew growing up—this luff sleeve has a zipper running its length, allowing the sail to be hoisted up the stepped mast, rather than threaded onto the mast on the ground, and the whole thing raised together. That made a big difference in ease of rigging in the breeze that was blowing that evening, for raising that sail Iwo Jima style would have required some manhandling. The zippered luff also allows for quick reefing and shaking-out from the helm position—which is not possible with a standard sleeve luff.

The clew is left to fly while the boat is launched and the boom attached to the gooseneck. Then the rudder is secured, the boat is pointed into the wind, and the outhaul made off. The engine, so to speak, is now idling.

I thought that getting off the beach in the onshore breeze would be a bit awkward—a reflection on me, and not the boat. In the past, I have found daggerboards can be ungainly in this situation. When beam-reaching into a beach, it’s good to have a little bit of blade exposed underwater for as long as possible. And I like to have the board propped in the trunk, ready to press into deep water, when departing in an offshore breeze. But in some of the boats of my youth, the height of that loaded board could impede the progress of the boom across the boat’s centerline, creating an interesting situation—one not unlike the time my ’75 Ford Grenada’s accelerator pedal got stuck under the floor mat as I was cruising down the Nahant causeway in Massachusetts in my high-school years…but I digress. My point is that Byrnes’s careful fitting of the board to clear the boom gave me confidence in the setup. This is a carefully engineered rig— mindful of both the beginner and advanced sailor.

Spindrift has a rare combination of traits: Exciting sailing, good rowing, and ample volume to serve as a yacht tender. The designer claims that she handles an outboard motor well, too, though this wasn’t tested for this review.

I got away from the beach, deployed the centerboard, sheeted in, and whoosh: Stuart-Smith had told me that the local kids likened the feeling of her boat to a Laser’s—which I hadn’t sailed for decades. This brought it all back. The boat accelerated quickly, and I settled into the tack and tidied up the mainsheet. Then I tried a few turns. The boat was quick to tack, and sure-footed in jibes.

Stuart-Smith had told me earlier that every one of her sailing outings is like Groundhog Day, referring to the Bill Murray movie in which the protagonist awakes every day to the same circumstances, his life never advancing. She typically sails the boat with a more experienced hand along, and on one solo outing did have the distinct and enlightening pleasure of capsizing. She reports that it was easy to right, and came up only partially filled with water. Much of the interior volume is taken up by the flotation tank seats, so there was minimal bailing. Stuart-Smith has pushed through insecurities about a solo outing, saying that she’s “always doing things that terrify me.” She was bound and determined to take a few passes along the beach that night. And she did. As is often the case in learning, she’d internalized more of the previous year’s lessons than she’d thought. She’d developed instinct. This was proven out in one particular incident when, after the boat was caught in the wind while departing the beach, the sails filled as ANGEL sat still. That’s often the sitting-duck position for a capsize, as all of the sudden wind energy is pressing the boat over, and little or none of it is bleeding off in forward motion. Stuart-Smith leapt to the high side, settled the boat down, and darted off. The rest of the evening was textbook sailing, and putting the boat up took only ten minutes. We lowered the sail, hauled the boat up the beach on its aluminum trailer, popped out the mast, and secured the blades and spars in the bilge. With the hull strapped down, Stuart-Smith and ANGEL headed for the barn.

B&B Yacht Designs, 196 Elm St., Vandemere NC; www.bandbyachtdesigns.com.

The Spindrift dinghy from B&B Yacht Designs is available in four lengths: 9’, 10’, 11’, and 12’. Here we see the 12-footer, the boat tested for this article, with the optional sloop rig.

Particulars: LOA 12’0″ Beam 4’6″ Sail area (sloop rig) 85 sq ft (cat rig) 70 sq ft Weight 95-120 lbs

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Comments (2)

Let’s shorten the mast by 2′,extend the boom by the same amount. With the original sail plan you still must duck under the boom.Why not make the boom longer? The sail plan lower?

A tall, thin sail, a high-aspect ratio, is more efficient. I had a plastic window sewn in.

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Home > Find Your Sail > Search by Make and Model > Spindrift > Spindrift 24

Spindrift 24

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Let's connect, why it's important to partner with a designer on your spindrift 24 sail.

The design is the most critical part of your new sail. Ensuring the sail fits and performs its best is a must for our crew. The Precision Sails Design team are experts at their craft. Unlike other sail lofts all of our sailors work one-on-one with a designer to perfect their Spindrift 24 sail.

No Two Spindrift 24 Sails Are Alike

There are many factors that affect the performance and design of your sails. Location, sailing experience, and weather conditions all come into play when picking the perfect sail. Two mainsails made for two Spindrift 24’s in California and Florida will have different designs, sailcloth, and options based on what is best for the sailor.

Taking measurements is easy. All sailors work alongside our measurement team to measure and confirm their rig specs. This helps ensure your design is flawless and allows us to extend our Perfect Fit Guarantee to all of our sailors.

Discover the best cloth for your sailing needs, our sail details, or more about how Precision Sails is leading the sail-making industry with innovative new practices.

Proudly offering the largest selection of sailcloth in the industry, our team is always available to help you find your perfect sail. Whether you're a weekend sailor, coastal cruiser, or club racer our team is ready to walk you through the process.

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Every sail we craft is produced to the highest standards with the best hardware, craftsmanship, and skill-set in the industry. Pair that with Precision Sails' approach to communication and your sailboat will be ready to set sail before you know it.

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As experts in design, communication, and production our team is ready to take on the task of making sails for your boat. Give us a call to get started.

“ I just received my asymmetrical spinnaker, with sock and turtle bag, along with a new 135 Genoa. The entire process was simple and both sales and the design team were in regular contact if there were any questions. The customer portal was easy to use and lets you keep track of where in the process your sails are. Great sails, great service -Graham Edwards (Facebook)

“ The whole team at Precision Sails was fantastic from start to finish. We’ve had a laminate main and genoa made so far and have a spinnaker on the way. They listened carefully to our needs and recommended a great sail cloth. We couldn’t have gotten more bang for our buck! -Noah Regelous (Google)

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“ we had good communication during the planning stages and the knowledgeable people at precision sails really got me fixed up good! The sails look and work fabulous! my boat sails better than it ever had! couldn’t be more pleased with the product AND the service!” -Fred Jelich (Facebook)

“ Our new furling jib for a Corsair 27 Had to be specially designed due to the height of the furler, but this was accomplished quickly and in short order we had our sail which fits beautifully and has a great shape. It’s everything we could have wanted, high tech design, thoughtfully executed and affordable.” -Nancy Y. (Yelp)

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Spindrift 19

The spindrift 19 is a 18.75ft fractional sloop designed by jim taylor and built in fiberglass since 1982..

The Spindrift 19 is a light sailboat which is a high performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a day-boat.

Spindrift 19 for sale elsewhere on the web:

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