hurricane catamaran

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Sailboat Guide

Hurricane 5.9

Hurricane 5.9 is a 19 ′ 4 ″ / 5.9 m monohull sailboat designed by Reg White and built by White Formula (UK) starting in 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)

HURRICANE 5.9 is a 2 man high performance catamaran intended as an updated version of the TORNADO. Less than 8’ beam, makes it trailerable without disassembly. (Class rules allow 2 trapezes).

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Parlay Revival is a Sailing YouTube Channel that tells a story of perseverance and hard work. Colin MacRae, from New Zealand, spent his life savings from a 10 year career as a superyacht engineer to buy a hurricane damaged Lagoon 450 catamaran. Him and his friends from all over the world spent months fixing her up and are now sailing around the world!

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Hurricane 5.9 SX

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News & Events /
Repairing Hurricane Damaged Boats /

Repairing Hurricane Damaged Boats

<div class="hs-responsive-embed-wrapper hs-responsive-embed" style="width: 100%; height: auto; position: relative; overflow: hidden; padding: 0; max-width: 560px; max-height: 315px; min-width: 256px; margin: 0px auto; display: block;"><div class="hs-responsive-embed-inner-wrapper" style="position: relative; overflow: hidden; max-width: 100%; padding-bottom: 56.25%; margin: 0;"><iframe class="hs-responsive-embed-iframe" style="position: absolute; top: 0; left: 0; width: 100%; height: 100%; border: none;" allow="accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture" xml="lang" src="// www.youtube.com/embed/ff6zHRRPYeo" width="560" height="315" frameborder="0" allowfullscreen="allowfullscreen" data-service="youtube"></iframe></div></div>As many of you know, Hurricane IRMA was the most powerful Atlantic hurricane in recorded history. This Category 5 storm had winds in excess of 180 mph and ripped through the Moorings & Sunsail bases in Oyster Pond, St. Martin and Tortola, B.V.I. leaving devastation in its path.  We finally got the numbers and facts together and thought that it would be a good time to share with our community to make sure that everyone is informed and to set the record straight.In total the Moorings and Sunsail fleets had 179 yachts and counting that were deemed a Constructive Total Loss (CTL) or Total Loss (TL) by our underwriter.  All of these CTL/TL’s were sold off by our underwriter, and The Moorings/Sunsail Brokerage had nothing to do with these sales.  The rest of the fleet was deemed “Repairable” so the long task started to find quality GRP workers from around the globe to fly into Tortola to begin the repair process.  The Moorings & Sunsail own the boatyard called Tortola Yacht Services (TYS) which is directly across from the base.  Because of this we were able to get the repair process started quickly, and The Moorings quickly reopened the Tortola charter operations a mere three months after the storm.  Before operations started to repair the boats they opted to employ a 3rd party surveyor to do an initial damage assessment, track the repair process, and then do a final sign off once completed.  Since the storm, the Tortola base has employed over 153 experienced and skilled contractors with a range of expertise from GRP, to joinery, to mechanical to work through the yachts repair schedules, and to date they have repaired 200+ yachts and counting.<img src=" https://cdn2.hubspot.net/hubfs/2435475/quality-repair.jpg" alt="quality-repair" width="600" style="width: 600px; display: block; margin: 19px auto;">During the repair process we employed third party accredited marine surveyors to be involved with the repair from start to finish.  Also, the equipment on these yachts is being replaced with new equipment where needed even on yachts leaving the fleet.  Because of our direct relationship with the builders we were able to jointly plan a repair methodology and put together a repair schedule.  The Leopard Catamarans have been repaired to Robertson and Caine’s factory spec, and the same goes for the Beneteau & Jeanneau monohulls.  In many cases they are now stronger than they were when new, and no shortcuts were taken along the way.  When the boats were hauled if there was more damage found than initially was noted a surveyor was called out to re-assess, and then the repair methodology confirmed and then the work continued on.   Since the Moorings/Sunsail bases have vast resources we were able to take on a project of this size that still continues to this day. <img src=" https://cdn2.hubspot.net/hubfs/2435475/repair-yard.jpg" alt="repair-yard" width="600" style="width: 600px; display: block; margin: 23px auto;">As we start to see some of these “Repairable” boats come back to the market we anticipate to have to fight against very low prices on the refurbished CTL/TL Leopards which will impact the resale value of other “Repairable” boats as well as boats that were never effected by the hurricane.  I had a chance to speak to Peter Robertson with Robertson and Caine regarding their obligation concerning the CTL/TL’s that are being sold off by our underwriter and this was his response.“We have no obligation to vessels classified as total loss or constructive total loss.  The warranty is void and all claims must be referred to the repair contractor.  The declaration of conformity (CE Certificate) is only valid for the original sale between R&C and the first owner.Besides this, when we get inquiries from people who have either bought or are planning to buy these CTL/TL boats we always point out to them that they are buying a boat deemed to be irreparable into a good and seaworthy state.  We refuse to give them repair advice, procedures, etc. and also don’t give them any technical drawings or other advice.  The only thing we’ll give them is a copy of the original Owner’s Manual as long as the client shows a copy of the BOS for that HIN in their name.  We also are able to sell them certain spare parts that aren’t readily available e.g. stainless steel parts specific for Leopards is the most common request.” To date we have seen some of these CTL/TL boats come back to the market after they have been repaired. A few of the owners/brokers haven’t admitted and/or disclosed the fact that the boat they are selling was a CTL/TL and had since been repaired.  For all the Leopard/Beneteau/Jeanneau Buyers out there, if there is any concern with whether or not the boat you are looking to buy was initially a CTL/TL from hurricane IRMA/ MARIA feel free to contact our office and we can send you the information that we have available.  We have a full list of the Leopard/Beneteau/Jeanneau HIN’s that were deemed CTL/TL’s and we are more than happy to check the HIN you provide.  We are a full disclosure brokerage so we prefer to give the client all the information that we have available for the boats, and then let the client make their own informed decision on whether they want to move forward with the deal.  <img src=" https://cdn2.hubspot.net/hubfs/2435475/buffing-boat.jpg" alt="buffing-boat" width="600" style="width: 600px; display: block; margin: 23px auto;">Recently Robertson and Caine’s Quality Assurance Manager, Dieter Roux, released the advisory below after meeting with both the National Marine Manufacturers Association (NMMA) and CE bodies.  Vessels Classified as Total Loss or Constructive Total Loss:All Leopard Catamarans manufactured by Robertson and Caine (Pty) Ltd are built to the standards set out in the relevant Recreational Craft Directive and US Coast Guard regulations stipulated in the ABYC Standards. Vessels are issued with EC Type Examination Certificates by the International Marine Certification Institute (IMCI) and, since 2010, a NMMA Certificate.Builders Certificates and Declarations of Conformity are issued to every vessel and is only valid at the moment the vessel is sold to the first retail purchaser in ex-factory condition.  Vessels classified as total loss or constructive total loss may no longer conform to the Recreational Craft (EC Type Examination Certificate) and/or US Coast Guard regulations (NMMA Certificate).Robertson and Caine (Pty) Ltd or any representative cannot be held liable for any claims against a vessel classified as total loss or constructive total loss by an insurer.  Vessels classified as total loss or constructive total loss retain the registered hull identification number (HIN) and the manufacturers identification code (MIC).Another concern with these boats is that most banks will not loan on a boat with any significant repaired hurricane damage, much less a CTL/TL.  Therefore, any potential buyer would most likely have to pay for the yacht in cash.  Plus all yacht insurance policies have the implied warranty that the vessel must remain seaworthy at all times.  If an owner knows that a vessel was previously a CTL/TL then they must declare this to a carrier. If the carrier decides they want to accept the risk knowing that the vessel was a CTL/TL, then they should be covered.  Unfortunately, most carriers won’t accept these risks.  The danger is that someone might buy one of these boats and not know that the vessel was a CTL/TL prior to the repairs.  Subsequently, if the new owners have a claim large enough the carrier would then do their research and find out that the vessel was a CTL/TL and they could declare that the vessel was not seaworthy which would void the policy.<img src=" https://cdn2.hubspot.net/hubfs/2435475/boat-yard.jpg" alt="boat-yard" width="600" style="width: 600px; display: block; margin: 22px auto;">In the end we all just want to enjoy a day on the water without having to deal with boat problems.  Though it’s inevitable that every boat has its own kinks that need to be worked out, we want to make sure that both buyers and brokers do their due diligence prior to purchase so their mind can be at ease.  We recommend all buyer’s work with a licensed and bonded Yacht Broker as well as a reputable surveyor for their sale/purchase transaction.  The catamaran community is a very small community, so if you work with a broker in the know they will look after your best interest and guide you through the waves of purchasing a boat.  As always, if we can be of any assistance, please don’t hesitate to reach out to us directly.

The Moorings Yacht Brokerage

850 NE 3rd St #201, Dania Beach, FL 33004

800-850-4081 / 954-925-4150

[email protected]

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Hurricane59SX

When fast isn't fast enough!

Rules Updates December 22

Mainsheet purchase rules update here

Previous updates (in process of being reviewed)

The rules for the Hurricane 5.9 Sport are identical to the Hurricane 5.9 rules, with the following amendments :

1. Introduction

a. The Hurricane 5.9 SX is a three-sail one-design catamaran that has been developed from the established Hurricane 5.9 one-design catamaran.

b. The majority of components of the Hurricane 5.9 SX rig are designed to be easily removeable so as to permit conversion to two-sail configuration if required.

c. Additions or alterations to the Hurricane 5.9 SX rig are not allowed unless explicitly permitted by these class rules.

2. Hurricane SX Sailplan

a. No alterations to the sailplan are permitted unless explicitly allowed by the class rules. Sails shall be as supplied by the manufacturer.

3. Hurricane SX Mainsail

a. The existing Hurricane 5.9 mainsail (Hyde one-design) shall be used with the SX rig and shall not be modified in any way unless explicitly permitted by these class rules. Battens shall be as supplied by the manufacturer.

b. The currently-supplied Fibrefoam (epoxy foam) battens or the earlier pattern Toyo (GRP) battens may be used in the mainsail. Battens may not be mixed.

4. Hurricane SX Jib

a. The Hurricane SX has a high-aspect jib that is rigged on the existing forestay and sheeted by means of a self-tacking track mounted on the main beam so as to facilitate the use of a spinnaker when sailing downwind. The area of the SX jib has been reduced significantly from that of the two-sail Hurricane 5.9 and has a sail area of 4.56 square metres. (VLJ measurement 5.6 metres, as referenced under the IYRU small catamaran handicap rating system (SCHRS)

b. The Hurricane SX jib shall be as supplied by the manufacturer (Hyde one-design) and shall bear a unique identification number that is allocated during production. It shall be attached to the forestay by means of a zip luff and rigged by means of single shackles to the existing 5.9 wire jib halyard arrangement and tack attachment plate respectively. The jib is fitted with an adjustable leech line, foot line and window as standard.

c. The jib luff tension shall be adjusted by means of a downhaul arrangement afforded by a single piece of rope (4mm polyester, max length 1.3 metres), the existing jib tack attachment fittings and the existing wire halyard. An additional block (max 20mm) may be added to the end of the wire halyard to reduce chafage. The means of attachment of the additional block is optional.

d. The jib track shall be as supplied (Ronstan, as supplied). The track shall be affixed to the main beam by means of four precision-made attachment pillars with clevis pins at their lower ends enabling attachment to mounting pads affixed to the front beam. The attachment pillars shall be as supplied and may not be modified in any way.

e. The jib track mounting pads shall be as supplied. A total of four machined aluminium alloy pads shall be affixed to the main beam with their centres positioned at 250mm and 535mm from the centreline datum and 100mm forward of the top of the rear edge of the main beam extrusion. The means of attachment to the main beam is optional. (Pop rivets are supplied as standard)

f. As an alternative to pop rivets, screws and threaded inserts (e.g. Rivnuts) are permitted as a means of attachment for all SX components that are attached to the main beam.

g. The jib track car shall be as supplied by the manufacturer and retained on the track by means of plastic end stops and machine screws.

h. The SX jib sheet is a two-stage cascade system comprised of a primary sheet which may be manually cleated to enable facile adjustment, coupled to a secondary arrangement that sheets the sail to the car on the self-tacking track. The length and diameter of all jib sheets is optional. (As supplied, the primary sheet measures 11 metres x 6mm diameter, the secondary sheet 2.25 metres length by 4mm diameter Dyneema)

i. The primary jib sheet shall pass through two swivel cleats mounted on main beam (Ronstan) and positioned such that the centre of the swivel bases measure 750mm from the outboard ends of the main beam extrusion. The primary sheet from each swivel cleat shall be routed through a double block (max 20mm diameter) attached to the spinnaker chute mounting hoop by means of one shackle and continue through one single block (max 20mm diameter) that is attached to one end of the secondary jib sheet.

j. The primary jib sheet may be led out to the shrouds. Rings or blocks shall be attached to the shroud chainplate adjusters. The “tail ends” of the sheet may be routed under the trampoline through the existing trampoline eyelets and joined so as to form a continuous system. Two turning blocks (max 30mm diameter) shall be affixed under the trampoline using existing attachment points to allow a routing system. Tensioning shall be achieved by the use of shockcord (4mm). An additional turning block (max 20mm diameter) shall be attached to the underside of the main beam for the purpose of the shockcord system.

k. The jib sheet purchase shall not be increased above that which is supplied. The secondary jib sheet shall be routed through jib sheeting blocks positioned as follows: One block with becket (max 20mm diameter) attached to the jib traveller car by means of one shackle. One block (max 20mm diameter) attached to the jib clew by means of one shackle. The tail end of the secondary sheet shall be fixed to the eye of the single block on the primary jib sheet.

l. One small camcleat with fairlead, as supplied, shall be mounted on the top of the main beam to control the jib car travel. The cleat shall be mounted on the starboard side of the main beam, with its inboard mounting screw positioned 60mm from the edge of the mast ball casting and 60mm forward of the top of the rear edge of the main beam extrusion. One single piece of cord shall be used to control jib car travel and may be routed through the hoop affixed to the inboard end of the spinnaker pole, or the spinnaker pole gooseneck with an optional shackle. The length and diameter of the cord is optional.

5. Hurricane SX Spinnaker

a. The Hurricane SX spinnaker shall be as supplied by the manufacturer (Hyde, one-design) and shall measure no more than 21 square metres in area. (Measured in accordance with IYRU SCHRS). The spinnaker shall be fitted as standard with three retrieval patches, with a hard eye and webbing strop at each patch, and an adjustable leech line and foot line.

b. The spinnaker sheet length and diameter is optional and shall not be reduced below 15.5 metres in length by 8mm diameter, as supplied. The spinnaker sheet shall not be tapered. The means of attachment to the spinnaker is optional.

c. Spinnaker sheeting blocks shall be fitted to Hurricane 5.9 jib sliders (HK84) in the extruded aluminium track at the inboard edge of each deck. The type of spinnaker sheeting blocks is optional subject to a maximum diameter of 70 mm (HK82). The means of attachment between the spinnaker sheeting blocks and sliders is optional.

d. The ratchet blocks (HK82) previously used for the Hurricane 5.9 (non-SX) jib may be used as spinnaker blocks.

e. Additional fixings (such as pop rivets) may be added to reinforce the attachment of the extruded aluminium track to the inboard edge of each hull.

f. Spinnaker sheet turning blocks shall be attached to the upper rear track in the main beam extrusion by means of the sliding attachment keys supplied by the manufacturer. The means of attaching the spinnaker sheet turning blocks to the keys is optional. The sliding attachment keys may be locked in place if required, with the means of locking optional. The spinnaker sheet turning blocks may be fitted with positioning springs to prevent capsize of the block. The design of the block is optional subject to a maximum diameter of 70 mm (HK82).

g. One Spinlock cleat shall be centrally-positioned on the upper face of the main beam, the centerline of the cleat to be positioned at a distance of 150mm from the centreline datum. The cleat may be fitted with wedges, as supplied, to facilitate use.

h. One turning block (max 20mm diameter) to allow routing of the spinnaker halyard shall be mounted on the upper face of the main beam by means of a hoop that is fastened to the beam. The forward end of the hoop shall be positioned 890mm from the extremity of the main beam extrusion and 75mm forward of the top of the rear edge of the main beam extrusion. The block may be fitted with a positioning spring so as to prevent capsize of the block.

i. The size of the spinnaker halyard shall not be reduced below a minimum diameter of 5mm and length of 23.25 metres (as supplied). Tapered halyards are disallowed.

j. Two single blocks (max 30mm diameter) shall be mounted on the trampoline in order to provide an effective routing for the spinnaker halyard. The blocks shall be affixed to the trampoline by means of a short length of cord (length and diameter optional) and shall be positioned using the additional reinforced eyelets as shown in Figure 1. The blocks may be fitted with springs so as to prevent capsizing of the blocks.

k. One single turning block (max 20mm diameter) shall be mounted in front of the rear beam by means of short length of cord or webbing strap attached to the upper face of the trampoline for the purpose of routing the spinnaker halyard shockcord.

l. One single block (max 20mm diameter) shall be mounted on shockcord for the purpose of tensioning the continuous spinnaker halyard. The block may be fitted with a swivel to prevent twisting. The exact routing of the shockcord is optional and may make use of the existing 5.9 trampoline eyelets and attachment points. No additional eyelets may be added to the trampoline.

m. The spinnaker tack outhaul shall be connected to the spinnaker halyard by means of back-to-back single blocks. (Max diameter 30mm.) The length and diameter of the spinnaker tack outhaul shall not be reduced below 5.2 metres in length by 5mm diameter (Dyneema, as supplied).

6. Mast fittings

a. A stainless steel hoop shall be rivetted to the front of the mast, the centre of which shall be 1340mm from the bottom of the stainless steel hounds fitting on the mast.

b. Two holes shall be drilled in both edges of the mainsail track for the purpose of attaching a rope strop. The holes shall be positioned 15mm from the aft edge of the mast track and nominally 15mm apart. The diameter of the holes is nominally 6mm. The uppermost hole shall be centred 7740mm from the bottom edge of the mast extrusion.

c. One single block with swivel (max 30mm diameter) shall be attached to the front of the mast by means of one shackle and the rope strop (4mm diameter) attached to the holes in the mainsail track. The height of the block shall be adjusted by means of a further rope (between the shackle and the stainless steel hoop on the mast) to ensure that the bearing surface of the block measures not more than 7709mm from the bottom of the mast.

7. Spinnaker Pole and Chute

a. The spinnaker pole shall be a tubular aluminium alloy extrusion, as supplied by the manufacturer, measuring 38 mm diameter, 3.6 metres in length. Ends shall be plugged.

b. One single block shall be mounted at the forward end of the spinnaker pole (e.g Ronstan 30mm diameter) for the purpose of outhauling the spinnaker tack. The block may be fitted with a spring to prevent capsizing of the block. The hoop may also be used to securely locate the inboard ends of the spinnaker pole mounting stays.

c. The inboard end of the spinnaker pole shall be fixed to main beam by means of an articulated tiller extension fitting fitted on the centreline datum on the front edge of the main beam. Previously-supplied fittings for the “Sport Rig” may be used as an alternative.

d. The Hurricane SX Spinnaker chute shall be as supplied by the manufacturer and of standard design. The chute shall be attached to the inboard end of spinnaker pole by means of two stainless steel threaded fastenings. The chute shall also be tied to aluminium pole along its length.

e. The chute/pole assembly shall be suspended on the lower end of the forestay by means of a threaded eye and one shackle that shall be affixed to the attachment hoop moulded into the top of the chute.

f. A minimum of four (1×19, 2.5mm) wire stays for securing the spinnaker pole and chute assembly shall be attached to the bridle wire tangs. (Two to be attached to the inboard edge of each hull.) The wire stays may not be shortened. If required, optional shackles, rings or cords may be used to facilitate attachment of the wire stays at each tang.

g. The lower forestay bridle wires shall be attached to the tangs by means of stainless steel shackles, pin diameter 6mm. A longer upper forestay strop is available from the manufacturer to replace the (old-pattern 5.9) item and may be substituted if required to set an appropriate mast rake.

8. Miscellaneous

All sails may be fitted with optional airflow indicators (tell-tales) as required.

9. Hurricane 5.9 SX cordage and rigging


Rear Beam centre Rear Beam outer Striker Tube Chain Plates Spin Pole fwd Spin Pole mid Spin Chute fwd Spin Chute mid Track Traveller control Tramp Centre Jib Halyard luff tensioner Jib Sheet part 1 Jib Sheet part 2 Spin Tack Outhaul Spin Halyard Spin Sheet Spin Halyard elastic take-up Jib Sheet elastic take-up Spinnaker block attachment to mast (strop + uphaul, cut to required length)	Dyneema Dyneema Dyneema Dyneema Dyneema Dyneema Dyneema Dyneema Dyneema Dyneema Dyneema Dyneema Dyneema Dyneema Dyneema Braid Shockcord Shockcord Dyneema	1.5 mm 1.5 mm 1.5 mm 1.5 mm 1.5 mm 1.5 mm 1.5 mm 1.5 mm 3 mm 4 mm 4 mm 6 mm 4 mm 5 mm 5 mm 8 mm 4 mm 4 mm 4 mm	65 cm 25 cm 38 cm 30 cm 1 m 1 m 55 cm 1 m 1 m 75 cm 1.3 m 11 m 2.25 m 5.2 m 23.25 m 15.5 m 2.5 m 4.85 m Nominally 2m	1 2 1 2 2 2 1 1 1 1 1 1 1 1 1 1 1 1 1

10. Hurricane 5.9 SX inventory of fittings

Jib Track
Jib Traveller Car
Jib Track Pads
Jib Track Pillars
Spinnaker Chute
Spinnaker Pole
1×19 s/s stays
Jib cleats+swivel
Double block (Jib sheet)
Single block (Jib sheet)
Single block (Jib elastic take-up)
Single block (Jib elastic turning)
Single block with becket (Jib sheet)Single block (Jib sheet)
Cleat with fairlead (Jib traveler car)
Cleat (Spinnaker halyard)
Stand-up Block with spring and mounting hoop. (Spinnaker Halyard)
Single Block (Spinnaker Halyard)
Single block (Spinnaker halyard routing)
Single block (Spinnaker shock-cord turning)
Back-to-back block (Spinnaker Tack outhaul)
Single block with spring (Spi tack)
Stainless steel hoop
Stainless steel hoop

Stainless steel hoop
Single block with swivel (Spi halyard)
Single block (Spin sheet turning)
Single block with ratchet (Spin sheet)

Attachment keys
Stainless steel hoops (Jib sheet routing)

RonstanAW Sailboats
AW Sailboats
AW Sailboats
AW Sailboats
AW Sailboats
Ronstan
Ronstan
Ronstan
Ronstan
Ronstan
Ronstan

Ronstan

Spinlock
Ronstan

Ronstan
Ronstan
Ronstan
Ronstan
Ronstan

Ronstan
Ronstan
Ronstan

As supplied
As supplied
As supplied
As supplied
As supplied
As supplied
2.5 mm, As supplied20mm
20mm
30mm
20mm
20mm

20mm
20mm

20mm

Max 35mm
20mm
20mm
30mm max
30mm max
As supplied
As supplied

As supplied
30mm max
70mm max
70mm max

As supplied
As supplied

Mounted on front beamMounted on front beam
Mounted on front beam
Mounted on front beam

Mounted on front beam

Mounted on chute
Under tramp at corners
Under tramp-compression strut
With becket, attached to jib traveler car
Attached to jib clew.
Mounted on front beam
Mounted on front beam
Mounted on front beam

Mounted on trampoline
Affixed to shockcord for take-up
Affixed to centre of rear beam

Affixed to end of spinnaker pole
Affixed to end of spinnaker pole
Affixed to inboard end of spinnaker pole
Affixed to mast for Spi halyard
Spi halyard block, tied to mast.
Attached to keys on front beam
Attached to side deck slider tracks
Attached to front beam
Tied to chainplates

1
1
4
4
1
1
4
2
1
1
2
1
11
1
1
1

2
1
1
1
1
1
1

1
1
2
2

2
2

11. Hurricane 5.9 SX Spin Halyard eyelets

Hurricane SX Rules Drafted by: Andy Webb representing the manufacturer. Dave Kiddle representing the Class Association. Rob Stahl representing the Class Association. Approved by the Hurricane 5.9 class association committee August 2007

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Cheyenne story

	She might have said she was worried about getting stalled in the “horse latitudes” around 30 degrees, where surface winds can disappear for days at a time. She might have mentioned the threat that a fierce gale would hammer their 125-foot catamaran— —into an iceberg in the Southern Ocean off Antarctica. She might have listed the “doldrums” at the equator, where sailors must chase weak and fickle surface winds while navigating a maze of daily thunderstorms fueled by the intensity of the Sun’s most direct rays.	during the catamaran’s recording-breaking, round-the-world trip in the spring of 2004. (Photograph copyright )

	Cahalan would have been thinking of these things because as the crew’s navigator, it was her job to worry about the weather. As they crisscrossed the planet, she would combine weather briefings that arrived every few hours via satellite with real-time, local conditions to route as quickly and safely as possible from the race start line in the English Channel, through each of the world’s oceans, and back to the start line. Among the weather phenomena Cahalan would not have worried about was an Atlantic Ocean hurricane. After all, who worries about hurricanes in February and March? Little did Cahalan know that in addition to their record-breaking pace, she and the crew of would end up being both helped and hindered along their journey by some record-breaking weather—a storm that looked suspiciously like a hurricane where there was no known record of a hurricane before. In the Atlantic Ocean north of the equator, hurricane season officially begins in June and is over by the end of November. In the Atlantic Ocean south of the equator, there is no hurricane season because, as any meteorologist will tell you, there are no known records of hurricanes.	The maxi-catamaran encountered some unprecedented weather on its record-breaking circumnavigation in 2004. In this photo, some of the crew are standing in the rear (aft) portion of the left-hand (port) hull of the boat, wearing their bright red, weatherproof gear. (Photograph copyright )

	“Hurricanes require a perfect blend of conditions,” explains research meteorologist Marshall Shepherd, of NASA’s Goddard Space Flight Center. Waters must be warm, wind shear must be low, and a disturbance, such as thunderstorms, must jump-start storm formation. “The shear component is particularly detrimental,” says Shepherd. “If the wind increases too quickly with altitude or changes direction, the hurricane is torn apart before it can organize.” With its cooler waters, frequent wind shear, and lack of seedling thunderstorms, the South Atlantic just isn’t a place where scientists or sailors keep watch for hurricanes. When Cahalan and her crewmates set out on in February 2004, they would never have guessed that their round-the-world sailing record would coincide with some record-breaking weather—the first verifiable account of what appeared to be a hurricane in the South Atlantic Ocean.	Hurricane Catarina—the first verifiable hurricane ever recorded in the South Atlantic—spiraled off the coast of Brazil on March 26, 2004. The storm upset weather patterns in the southwestern Atlantic, hindering round-the-world trip. (NASA Image courtesy Jacques Descloitres, at NASA GSFC )

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Protecting your boat in a Hurricane

Post author By Rick
Post date June 30, 2010
No Comments on Protecting your boat in a Hurricane

When a hurricane is forecast to head your way there are steps that should be taken to protect your boat. Look at the hurricane after photos here to see what happens when you don’t pay attention to anchoring in a storm. Hurricanes are the reason I only sail 11 months of the year here in sunny Florida. I sailed through one once (necessity) and didn’t like it very much.

First step is always to reduce the boat’s windage by removing all sails, panels, Bimini. Some folks even remove the halyards.
The top preference is to haul the boat out in advance of the storm to a place that has boat ‘tie downs’ bedded in concrete. If the boat yard doesn’t have tie downs, don’t go there.
If you can’t haul her out and Mangroves are available, tie the boat into the Mangroves
No Mangroves? Run the boat up a creek or canal and spider tie the boat. That is multiple lines from every cleat on the boat to land in every direction. (notice a common thread here?…… anchoring the boat to LAND)
If there are no land tie points then use a minimum of three anchors. Preferably upwind of all other boats. This method is from the famous catamaran author, Charles Kanter’s website. It works well. (see photo below this paragraph) I’ve done it with 3 Fortress anchors coming together in one very large shackle. The Fortress anchors will break before they’ll release if properly set in sand.
Use chaffing gear. Chaffing gear can be an old fire hose … or a cut up pair of blue jeans….. anything that protects the rope anchor rodes and allow water and air circulation. Hurricane Andrew in 1992 demonstrated that constant stress will heat up anchoring ropes and over time they will actually melt due to the abrasion of salt crystals embedded in the rope. So any chaffing gear you choose has to allow that heat to dissapate.
As a side note, after the carnage of the 2004 hurricane season, insurance companies noted that double braided polyester anchor rodes had better performance than the tried and true 3 strand nylon. Books will be rewritten.
f your boat is fiberglass, then never use all chain rodes if the boat’s not equipped with hause pipes. Chain links can jump, bend or break fair leads and they make a terrific ‘chain’ saw at 100+ knots of wind which goes through fiberglass like butter. There are photos of boats with their bows cut to shreds by chain rode, all over the internet.
boat positioning. If you have to anchor the boat, always choose the smallest fetch you can find from the strongest predicted wind direction.

Charles Kanter published this diagram of how to anchor a boat in a hurricane in 1995 and to my knowlege no one has improved upon it.

Hurricane Anchoring

Three anchors come to one point. Use a large shackel to tie the lines together. At this point a 50 pound kedge is attached, as is the bridal. The bridal is 1 boat width long on each leg and terminates on my bow cleats. I use 3 Fortress anchors as we have sand bottoms here and we find them the best holding anchor in sand.

One of the biggest dilemmas is always knowing exactly where the hurricane really going. Forecasts do change and this effects which side of the storm you’re going to be on, and where the strongest winds will come from. By the time the experts are really sure where the storm is going, it’s usually too late and too windy to do all the preps necessary. That’s why this 3 anchor system is preferrable as it allows for wind coming from all directions.

As noted above, try to get up a small river, creek, or canal. Our criteria for a hurricane hole is fairly tight creek or canal with small fetch in all directions. Hills or a berm on both sides are a big plus, but short fetch is most important. (A long fetch will allow big waves and the dynamic loads on your anchors will tend to wrench them out.) When we find “our spot” we decide which direction has the worst exposure and that is the direction we place our biggest anchor on all chain rode. Then we put our other anchors in two or three more directions. We use a single bridle and lead all rodes to it. When our boat is riding on one anchor, the other rodes must have a little slack in them so we can swing 360 degrees without the keels or rudders “tripping” over them. We put a kellet on each of the nylon rodes to keep them submerged when the boat swings over them.

If you don’t have three anchors. You can try just two. Be aware that as you spread the two anchors apart, there is an effect on how much each anchor will load. This diagram below illustrates what happens with a 1000 lb load.

Why all this matters

Two of nature’s forces combine in a storm to become boat killers. They are wind and waves

The formula for wind force shows us that each time wind speed doubles the force of that wind on our boats (or anything else) quadruples). I listed the steps to convert wind speed to pressure on the boat in pounds per square foot below. Try it out by picking some wind speeds and converting them to pressure.

Begin with any wind speed in miles per hourNext, square the wind speed from line above. Then, multiply the number from step 2 by coefficient of 0.0027. The result is your pressure in pounds per square feet.lastly, for total pressure on an object, multiply that number times number of square feet exposed

If we apply this to a practical situation:

Wind loading	in 100 mph winds	28′ mono	27′ catamaran	36′ center cockpit Morgan	45′ Columbia
Boat Total	wind pressure on boat in lbs	1539	1782	2025	8829
Boat	Total wind loaded sq ft	57	66	75	327
mast	(for mono 6″ wide x 34′ long)	17	17	20	23
deck	(for mono -8′ wide x 2.5′ tall) (divide by 2 for angle)	10	14	10	60
pullpit		6	10	10	7
hulls	(for mono – 10′ wide x 4′ tall) (divide by 2 for angle)	14	15	24	225
running rigging	estimate	4	4	4	4
standing rigging	estimate	6	6	7	8

As you can see…wind force alone is significant. All anchors, lines, cleats have to be sized to meet these loads. It should be noted that this approximates a category 3 wind situation. If you are hit by a category 5 storm multiply the wind force x 2.2. At that point, there is no choice but to haul out as no matter what you’ve heard, or what you’ve read … no fiberglass deck mounted cleat will hold against these forces. They will rip out of your deck.

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