News 2016 Cruising Setup series - Sails

09 May 2016

Expert insight from Doyle Sails New Zealand Cruising Rep John Martin

2016 Cruising Setup series - Sails

You often hear the expression, 'Came with the Boat' when cruisers talk about the gear they have on board but when it comes to your number one source of power on a sailboat, your sails, it’s a description that can lead to trouble. Don’t get me wrong, an old set of sails will get you there BUT one cruising season around the South Pacific or a cruise up the east coast of Australia is equal to ten years (or more) use for a Harbour cruiser as my wife Lyn and I found out the hard way.The sailmaker we got to do the repairs to our mainsail in Noumea, New Caledonia was most uncomplimentary about our sails.  If he had been wearing a collar he would have been giving them the last rights.

We had left to return home after a great season away, the wind was well forward of the beam and increasing in strength. We hadn’t even reached the Amedee light yet but I decided to put the last tuck in the main before heading out into open sea. Now, our mainsail was a beaut piece of kit, 'came with the boat', fully battened and 'carefully checked and repaired each season before going off again', I told the sailmaker. But there it was, last reef in place, bear away and pop. We now had a two piece mainsail, “B___er”.

The sailmaker, being a clever sort of guy, asked the obvious question. How long have you had the boat? Ten years. Hmmm. He fixed the rip anyway and off we went again. So there we were, back home and looking into new sails.

So just when is a sail, not a sail any more? According to Andy Pilcher from Doyle Sails ours should have been put to rest a long time ago. “For a cruising sail it’s not just about creating the right shape but also building a sail that will last the distance” he said.

Each time a (Dacron) sail is used, tacked, gets wet etc. the sail stretches ever so slightly. On a harbor or gulf cruiser this isn’t so much of a problem but on extended coastal or particularly an offshore cruiser where the sails are up for extended periods, the wear and tear is multiplied a hundred fold.

So why do sails lose there shape over time? A sail is basically an aerofoil so the deepest part of the shape should be about one third of the way back from the luff. This shape is generally achieved by stitching flat panels of cloth together with the shape created by giving the cloth a bias, or a curve along the sewn edge. The shape of the curve dictates the shape of the finished sail. On a large Dacron Genoa, like ours, with a foot measurement of 8.5 metres and panels of 1.0m the maximum bias is only about 2cm. It only takes a very small amount of stretch to start moving the shape aft and as you do so the efficiency of the sail reduces.

This may not be a problem if you only ever sail with the wind aft of the beam, great if you are sailing west in the trade belt, but sooner or later the wind will head you and whether you like it or not you are on the wind. Two things happen with a saggy baggy sail, the sail will produce less forward power and more sideways power. So instead of going forward the boat heals and increases it’s leeway. Because there is no power to drive you through the waves the boat will sit there and hobbyhorse leading us back to the reason cruisers don’t like going to windward.

So we have now decided our sails are not sails at all, just great big pieces of fabric that catch the wind and by more good luck than management the boat still goes forward. What’s the next step? Yes I know it’s new sails but, how, where, what and how much?

Unlike racers we can’t afford to replace our sails every year, with the prospect of many miles with the sails up we want a set that will last, but one that also provides power. There must be a compromise here and to find that we have to look at a number of things. Firstly what are we, or should we be, expecting out of our sails and what products are available?

Your average long range cruiser and that’s coastal as well as ocean is looking for a balance between, power, longevity, maintenance cost and purchase price. So let’s look at the options and discuss their various strengths and weaknesses. 

Dacron:-                  

On the Plus side:- Reasonable price, easy to fix and maintain, will last for about  8 to 10 years.

Down side:- Sail shape will degrade significantly over time, material is heavy, protected from UV by a resin that breaksdown over time.

Mylar:-

On the Plus side:- Dacron/ polyester mix, holds shape better than Dacron, sails can be specifically designed allowing for different weights in stress and non stress areas, can be radial cut, effective life 6 to 8 years. Lighter than Dacron. Less maintenance over time

Down side:- Approx.  25 to 30% more cost than Dacron.

Exotic:-

Moulded and Laminated sails. For example Doyle's Stratis sails. The filter down effect from the Americas Cup. 

On the Plus side:- Constant shape over life of sail, significantly less weight aloft, lower maintenance costs again. With a cruising “Taffeta’ coating, good UV resistance. Effective life about 7-8 years.

Down side:- Cost, approx. 35% on Mylar.

 If you are totally budget driven then a new suit of Dacron sails is your answer but be careful with your specification, not all Dacron is equal. Weight, weave density, resin coating and the thread used all make a difference.

If we want a little more performance than Dacron can offer then next we need to look at where our power is coming from, Foresail or main? What’s our configuration? If we are headsail driven then this is where most of our power is coming from so a little more spent here will make a big difference to performance. Each time you step up from one material to the next you will get an increase in power but the downside is longevity and cost.

Another factor for head sails is their ability to reef. If you have a roller furler on your Genoa, will it hold its shape with only half the sail out? In a brand new Dacron sail, probably in the short term, but even with a rope or foam insert in the luff to take out the shape as its furled, over time the sail will stretch and loose its shape this will be compounded in a furled sail.

We talked earlier about Mylar sails and radial cut. Take a look at your foresail when you are hard on the wind. Most of the loads are radiating out from the corners. With Mylar the shape can be cut to run with these lines of stress with the weight of the fabric matched to the load it will carry, as the loads reduce the further from the corners the weight of fabric can be reduced, saving weight and cost, giving a better shape and therefore more power. The downside with this is the stress points are always in the corners and as you furl your radial cut Genoa the original stress lines for tack and head disappear into the furled portion of the sail. With good sail design reefing points can be designed into a radial cut sail but sail shape will suffer and so will the sail if it is furled past these reefing points.

The same applies to a moulded or laminated sail. These sails are constructed by laying down filaments of different materials in a predetermined pattern to match the expected loads on a layer of mylar. This process is done by a huge plotter that runs back and forth across the sail laying down as many as 10 filaments at each pass. A second layer of Mylar is placed on top of this, the air is vacuumed out and the whole thing heat bonded together. On racing sails the two layers on either side of the filament is usually very light and clear and is really only there to stop the air from passing through the sail, the filaments do all the work. On a cruising sail the films are generally a little heavier and opaque called “Taffata’ and give a better life span to the sail with better UV resistance and less prone to damage from flogging and chafe. Once the bonded sail has been cured for a week it is cut and stitched and the sail finishing work done.

So back to the question. On a headsail driven boat the first step up is Mylar genoa and Dacron main. The second is Mylar, mylar and the third is Laminated genoa and Mylar main.

For performance cruisers the top option is all laminated.

In a main sail driven boat the sails are more likely to be paired ie all the same material although a compromise may be laminated genoa and Mylar main. 

There have been a number of well designed and built cruising boats launched recently and there is a trend towards two roller furlers on the bow, the inner with a 100% or smaller blade, good for upwind work and an outer furler with a larger, reaching genoa. The choice here would be laminated inner and Mylar outer.

So next step get the experts in, have the sails measured and priced, with all the options. Remember though, you get what you pay for and a sail constructed for extended cruising will have more detail and cost more than an equivalent harbor or gulf cruiser.

Specification for a cruising sail.

Fore Sail

High Cut for visibility and catching waves.

Wide Seams with three rows of stitching.

Specify “Dabond’ or similar thread

Specify a dark coloured thread, its got better UV resistance and is easier to see damage.

Specify rope or braid corners, these can be led further into the sail for strength. Or webbing reinforced pressed metal compression rings.

Avoid heavy metal clues.

Add layers to chafe points

Double stitched leach protection

Provide velcro pockets for leach tension line.

Reefing requirements.

Reinforcing strap around foil at foot of foil track on the genoa.

Built in foam or rope insert to help keep sail shape when reefing.

Main Sail

Full length battens for better sail shape.

Batten Pocket Reinforcement, make sure the batten is flush with the leach.

Roller cars for the slides at batten points.

Double slide headboard

Loose foot or fixed, ask your sail maker

Reef points. Make your first reef a deep one, then divide the next two equally to

leave you with a main with three reefs only 10 to 15 % bigger than your Trisail.

Double stitch at stress points

Fit all adjustment points in Pockets

Double up on reef point reinforcing

Triple stitch all seams

Reinforce the leach with a series of tapes not just one.

Perfect sail shape for on the wind

Pic 1 – Blade Genoa on the wind - Perfect sail shape for upwind. Notice the aerofoil shape, the deepest draft of the sail is about 1/3rd back from the luff.

batten pocket and slide 

Pic 2 – mainsail with reinforced batten pocket - Cruising Main sail. Reinforced batten pocket, full length battens. End terminal fitting so the batten loads on the sail not the slide. Teflon strip for less resistance while hoisting and dropping.

 stitching

Pic 3 Pic of triple stitching - Stitching.- note the dark colour UV resistant thread. Double stitched but each stitch Zig and Zag has three individual stitches.

slide 

Pic 4 – Main sail luff showing plastic slide Mainsail slide- Attached by webbing not a plastic shackle. Triple reinforced. Note the double luff tape.

 reinforcing at reef points

Pic 5 – Mainsail leach with reinforcing - Reinforced reef points with webbing and cloth reinforcing.

luff reinforcing 

Pic 6 – Mainsail luff with triple reinforcing and panel reinforcing - Reinforced leach. Note the triple leach tape and triangular panel reinforcing. The leach of a cruising main sail takes a beating and need proper protection.

Head board 

Pic 7 – Mainsail head board - A typical headboard, for a top cruising spec I would use a second slide. Particularly when deep reefed on the wind the halyard tends to whip which causes the slide webbing to chafe.

DSC01506

Pic 8 – Genoa tack with  luff strap - A good cruising genoa on a roller furler should have a strap around the foil to stop the sail from pulling out the foil track.

Sail Purchase Process

  1. What are your expectations

Have a clear list of expectations when you meet you sailmaker- write a check list

  1. Sailing conditions
  2. Life expectancy
  3. Performance- angles , light. Medium or heavy winds, sea state
  4. Sail detailing- chafe, battens tie in, headboard, rings, cloth
  5. Price- remembering cloth costs vary from area of the world
  1.  Meeting your sailmaker
    1. Always request  to meet at your boat- he will note things that you may have missed
    2. Make sure he does the measuring- puts the onus on him to get it right
    3. Supply him with as much information of the boat- design, displacement, righting moment.
    4. Make sure its a windless day
    5. Go for a test sail before then  he can get an appreciation for the boat
    6. Go through your check list of expectations with the sailmaker
    7. Ask him what design system he uses
    8. Where is the sail being built?
    9. Does he have qualified trades people or process workers
    10. What brand of cloth does the salmaker use
  1. Commissioning
    1. Make sure the boat is ready
    2. If you are purchasing a mainsail make sure the outhaul car and mast track is clean
    3. If purchasing a headsail now is the time to have the furler serviced- the track cleaned and the bearing greased.
    4. Make sure during the Commissioning sail that all the spreader patches, chafe patches are installed

Mainsail- check over all the details on your expectation list with these additions

-        Are there metal slides above the tack, above each reef, at the end of the batten pockets and  at the headboard?

-        Are the corner construction strong enough, do the rings look strong enough?

-        Does the luff curve match the mast?

     Genoa –Does the luff tape glide up and down the foil easily?

-        Is the UV adequate on the leech and foot

-        Does the corner construction look strong

-        Does the leech and foot cord system work easily and effectively

-        Are spreader patches, radar patches and perhaps life line patches installed

                   Downwind sails

                                    -Does the sail fly easily and easy to trim?

                                    -If supplied with a sock does this work easily

                                    - is there luff and leech cord in the tapes?

                                    - Is the sail bag large enough?

             Storm Sails

Are they 9-10oz and orange in colour

Are the trysail slides all metal?

Are the reinforcement  patches large enough?

Are sail numbers on the trysail large?

Are the leech and foot lines 6mm line?

Does the trysail have a tack strop and is it the right length?

Does the Storm jib have a head pennant?

Important notes

Support service world wide

Warranty

Service plan for sails

3 month service

Mainsail- batten pockets, headboard, corner rings spreader patches

Genoa- Spreader patches and leech and radar patches, Leech and foot line system

Downwind sails - Look for small holes( small holes can turn into large holes very quickly)

6 month service

Mainsail- batten pockets and adjustment systems, headboard, corner rings spreader patches, major seams for chafed or broken stitching

Genoa- Spreader patches and leech and radar patches, Leech and foot line system, major seams – corner webs and UV cover on leech and foot

Downwind sails- Look for small holes, check corner webbings

12 month service

Drop into your sailmaker for a floor check andwet and forget treatment

 

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