moore 24 sailboat interior

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The Moore 24: A True Classic

America's first production line ULDB was a Moore 24. Like any classic, she has stood the test of time. After thirty plus years she still dominates every kind of winners list. She can surf at excess of 20 knots or slide nimbly across the water pushed by a faint breeze. She handles superbly in all conditions and is continually cited by independent experts for excellence in design, performance and craftsmanship. Undoubtedly, the Moore 24 is a true classic.

Re-Posted From Wikipedia

This fiberglass sloop is used primarily for racing and fast daysailing. In June 1975, the second hull out of the mold was sailed from Santa Cruz to Honolulu by David Ingalls and Jan Lippen-Holtz, thus demonstrating its seaworthiness. In the 1980 Singlehanded Transpac, three yellow Moore 24s were entered in the biennial race from San Francisco to Hanalei Bay, Kauai, Hawaii, sailed by Lester Robertson, Bob Boyes, and Chuck Hawley. It is said that, under the right set of conditions, a Moore 24 could beat a Transpac 52 to Hawaii, although that set of conditions ranks 3 standard deviations away from the mean.

The Moore won the 1992 Pacific Cup, a race from San Francisco to Oahu, overall, as well as division and double-handed class. It has also won class firsts in other Pac Cups.

Construction

The Moore 24 is constructed of vacuum-bagged fiberglass and balsa composite hull and deck structure with a Bruynzeel plywood interior. Of particular interest is the main bulkhead, which has a circular passage allowing access to the forepeak. The original hulls were partially cored in the bow and aft central portion of the hull. Later models had a complete balsa-cored hull. There are two quarterberths aft, and the forepeak can be outfitted with cushions to create a small double berth. The keel is constructed out of 1,050# of lead, covered in resin and gelcoat, producing an appendage that flows seamlessly from the hull. While bolted in place, the keel is not easily removed. The rudder is a fiberglass and foam sandwich with an aluminum rudder shaft. The precision of the finishing of the rudder and keel is a testament to the skill with which these boats were built.

The hull has a few design themes which make it stand out in appearance. The bow has a slight hollow, and the side view shows a reversed sheerline which maximizes interior space (such as it is). The original version had a flush deck with a small footwell for a cockpit with no coamings or seatbacks. In the late 1980s a "Sport" model was introduced with a low-profile wedge deck. Four Sport models were purchased by the University of California, Santa Cruz Sailing Program as one-design trainers.

The aluminum mast has a single set of spreaders, and is supported by 1x19 standing rigging. Originally the boats had double lower shrouds, but many have been converted to single lowers to allow the mast to bend more when racing. The rig is described as 15/16ths, meaning that the jibstay attaches about 18" below the masthead. This increases the power of the adjustable backstay to control the bend of the mast, and therefore the fullness of the mainsail. While the mast and boom were sourced from a number of companies, most of the later boats had spars from Ballenger Spars [1] , a local sparbuilder.

Approximately 160 Moore 24s have been built.

The Express 27 was greatly influenced by the Moore 24.

Current Specifications

• © 2015-2019 MOORE 24 CLASS. ALL RIGHTS RESERVED

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• Digital Edition

Solo Pacific sailing: The adventures of Webb Chiles and his Moore 24 Gannet

• June 1, 2020

Single-handed adventurer Webb Chiles outruns a south pacific storm as he sails between the US and New Zealand

Webb Chiles’s Gannet is a George Olson-designed Moore 24, a long-distance race-winning ultralight yacht built in the US

I hesitated only a moment before deciding to let the main halyard go and continue under furled jib alone. Running backstays were installed in Honolulu for just that purpose. The windward one was already in place, as it usually is on passages when I expect the wind to be on the same side of the boat for an extended period.

The fully battened main slid down the Tides Marine track. I grabbed a line from a cockpit sheet bag, crawled the few feet to the mast and, hanging on with one hand as 12 to 15ft waves crashed over us, crudely lashed the sail to the boom. Back in the cockpit, I felt that even the remaining scrap of jib was too much and furled it down to T-shirt size.

Gannet ploughs on with a reefed mainsail

My last tiller pilot had died the night before, so Gannet was sailing on a close reach with the tiller tied down. The first tiller pilot had lasted four thousand miles. In the last 2,400 miles five had failed, including one that had been repaired and failed twice. But they’d lasted long enough to make it possible that we’d make Opua, New Zealand, this day after what had been a three act passage from Neiafu, Tonga.

The first act was fine sailing with Gannet covering half the 1,200 miles between ports in four days. Act two was nearly incredible as we sailed through a high-pressure system. For three days Gannet made only 60 to 70 miles a day, but she did so in zero apparent wind. The days were sunny. The ocean flat and glassy. We might have been in a perfect anchorage except that the water was miles deep.

The little sloop kept moving when almost no other sailboat would have. She was perfectly level. The tiller pilot almost completely silent. Our course straight. There was nothing to cause the slightest deviation. I stood in the companionway and tried to find the wind.

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I turned my head from side to side to feel it against my skin. Nothing. I held up my hand. Nothing. No cat’s-paws on the water. At the masthead the Windex was stuck and useless. Yarn tied to the shrouds hung limp. Gannet sailed on wind imperceptible.

And those 200 miles had brought us to within 40 miles of Opua and act three, a chance to get in before the north-west gale turned south-west and headed us, effectively shutting the door and keeping us at sea for several more days.

I sail without outside assistance. No sponsors. No shore team. No weather routers. But I don’t consider it inconsistent to listen to AM radio as I near land and so had heard the forecast on Radio New Zealand National, but I know how wind circulates around lows in both hemispheres and would have expected the wind to back anyway.

Gannet under sail in San Diego before the start of her voyage

For that matter the radio forecast was partially wrong, predicting the west wind would veer north-west the day before. I very much wished it had. Twenty-five knots aft of the beam would have made the ride easier and faster. We would have been in by now. But the wind remained west until well after dark, and Gannet laboured south on a course of around 210°.

After more than 6,000 miles in four months, the little sloop was unravelling. Tiller pilots dead. The port pipe berth unusable after the tube jumped from its socket when Gannet became airborne off a wave and crashed into a trough. One of the two floorboards split full length. Insufficient solar charging with at least two of the six panels non-functioning.

Gannet ’s interior had never been wetter, messier or more chaotic. Not a dry surface anywhere. I’d slept the night before in full foul weather gear, including sea boots, with a sleeping bag over me as a blanket. We really needed to reach port before the cascade became a torrent.

• 1. Introduction

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• Sailboat Guide

Moore 24 is a 23 ′ 9 ″ / 7.2 m monohull sailboat designed by George Olson and built by Moore Sailboats between 1972 and 1988.

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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Moore-phing into another decade, The Moore 24- Still the classic

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