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Should I Buy an F27 Trimaran?

• Thread starter Telemark Sailor
• Start date Feb 17, 2014
• Forums for All Owners
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Telemark Sailor

I am going to buy a sailboat next summer for cruising quick overnights/weekends & daysailing in Long Island Sound. I am currently enthralled with getting a Corsair F27 trimaran. http://www.multihull-maven.com/Boats/Corsair_F-27 The ability to get across the sound in a half day is particularly appealing (as well as the fun of going fast- I am a former Hobie 16 sailor). I can see no downside to a tri besides the potential to capsize vs a keelboat, which I feel comfortable I can avoid. I'm fine with a shorter/smaller cabin. Any downsides I might be missing?  

The surface state of the sound will determine how much of that speed capability you can actually use. That is a very powerfully canvased boat, and a wet ride, especially in big chop. They are huge fun to sail, and Ian Farrier's folding ama design is genius. It is a great trailer sailor, but pretty spartan by my standards.  

Love Them A friend down here in florida has one that he seems to still use for weekend over nighters and not a younger guy and retired and 60 which enjoys very much and hope to go sailing on it soon. i also had hobie 16 up when in NY and saw many times those trimaran's going from Ct. to Block Island. I am sure you can add things for over over nighters and weekends,we are retired here our 60 ish and enjoy our comforts when cruising here 2 or 3 weeks at a time. Nick  

Gunni said: The surface state of the sound will determine how much of that speed capability you can actually use. That is a very powerfully canvased boat, and a wet ride, especially in big chop. They are huge fun to sail, and Ian Farrier's folding ama design is genius. It is a great trailer sailor, but pretty spartan by my standards. Click to expand

Stan Breaux

Would you keep it in the water? My main worry would be how hard/ how long it would take to rig one of these if you are going to trailer sail it. I used to have a Mac 26, and it almost always took me an hour to get it fully ready to go. A lot of people say it should be a lot faster than 1 hour, but that's about what it always took to go from ready for the highway to ready for the water. These trimarans look a decent bit more complicated. They also look like a lot of fun.  

It all depends on what you're looking for... I rented an F27 once to go from LA to Catalina. Fast and furious, I was with a teen-aged daughter; we loved the boat and the trip. You can overnight in spartan comfort: the boat will remain fast and fun and wet, no matter what. You won't be buying comfort no matter what you do to make it more sedate! Reefing for comfort would be a sin on this boat. I owned a Tornado for about fifteen years, when I gave it away I (we) wanted comfort; if you are younger and do not want to go the long-term cruising route this might be the perfect boat. Good luck & have fun. Pierre  

Stan Breaux said: My main worry would be how hard/ how long it would take to rig one of these if you are going to trailer sail it. I used to have a Mac 26, and it almost always took me an hour to get it fully ready to go. A lot of people say it should be a lot faster than 1 hour, but that's about what it always took to go from ready for the highway to ready for the water. These trimarans look a decent bit more complicated. They also look like a lot of fun. Click to expand

I met a very nice fellow last summer that crossed the atlantic in his f31 with his wife, he took me out for a ride with the boat and the speed impressed me , very fast boat  

It is a very light boat and doesn't need much sail once the wind builds. The boat accelerates much more quickly than a mono, or even your average cruise cat so you need to be keenly aware of sails and trim.  

That boat is one heck of a performer. Multi hulls are not supposed to go well up wind but with a friend sailing close hauled in the Oakland Estuary we were dusting mono hulls that were motoring. The accommodations are also surprisingly good for what it is. The ability to trailer and it's skinny water capability are a massive attraction. Just be warned though, some time back on the bay one was capsized when the downwind amah was hit by a large wake and submarined, it is nowhere near as forgiving as a big ole monohull and proper caution is needed. For what it is good for it is a great boat.  

This sounds like the boat for you. The beauty of having a cabin is that guests (or the Admiral) can seek shelter if they don't want to get wet. Heeling on a mono is usually what upsets most newbies to sailing, so at least that isn't as much of an issue on the tri. It's probably the speed that will concern most guests. My friend's wife was scared ****less on our buddy"s F-24, but my wife loved it. But then, my wife likes to drive motorcycles, fast. Just be picky about who goes with you, but get out there and have fun.  

David in Sandusky

A great go fast cruiser The only caution is that you have to load it light to keep it fast. It's surprising how much you will want to load for just an overnight! On the other hand, this is a great cruiser for inland archipelagos. The Thousand Islands are not far away. Short fetches between the islands keep the waves down. And there are hundreds of places to anchor - all kinds of destinations. I met a couple cruising the North Channel of Lake Huron for a couple of weeks in one.  

Telemark Sailor said: Any downsides I might be missing? Click to expand

Joe said: Yes, don't wait till summer.... get it asap so you can have it ready for summer... Those Corsairs are very cool sailboats... you'll be the envy of every sailor on the sound when you whiz past them with the windward ama skimming over the wavelets. Click to expand

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Corsair Trimaran sailors

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I am thinking about getting a trimaran, I sailed on one this weekend and there was maybe 10 knots of wind and we were doing 7 to 8 knots and the boat felt very balanced! I crew up on a munhaull, we had a 33 ft abbott and it was pretty safe. I am wondering if anyone capsized or if anyone had problems or have gotten in trouble with there trimaran? What are your experiences ?  

Why weren't you doing like 20 knots I thought trimarans match the wind speed? I am looking for a 36 footer does Telstar make one? I couldn't find one on the INTERNET.  

It is very difficult to do wind speed if you have to punch through 4-6' seas like that. That, and having reduced sail up, reduces your ability to sail at or above wind speed. On flat seas, that is normally quite easy to do. Trying to go as fast as possible is generally what causes most of the multihull capsizes... and I don't plan on having mine turn turtle any time soon. The Telstar 28 has two older siblings, the Telstar 26, which is also a folding trimaran design, and a much larger Telstar 35, but the Telstar 35 is rather rare AFAIK. If you're looking for a folding trimaran in the 36' range, you can go with either the Corsair F36, or the slightly larger Quorning Dragonfly 1200.  

There is actually no such thing as a Corsair F36 - I separated from Corsair in 2000, and removed their right to use my F-boat trademarks soon after. There is my F-36 design (which has done a circumnavigation) and the Corsair C36, which I do not recommend. If looking for more information on trimarans, their safety, and performance, then look at my web site at Trimaran and Catamaran Designs By Farrier Marine, Inc. . I even have photos of capsized trimarans. But in this regard I have sailed and raced my trimaran designs for over 40 years now, in some very rough conditions (up to 80 knots), but have never managed to capsize one yet. Well not strictly true, as I did capsize one twice deliberately to check out a righting system. Ian Farrier  

ianfarrier said: There is actually no such thing as a Corsair F36 - I separated from Corsair in 2000, and removed their right to use my F-boat trademarks soon after. There is my F-36 design (which has done a circumnavigation) and the Corsair C36, which I do not recommend. If looking for more information on trimarans, their safety, and performance, then look at my web site at Trimaran and Catamaran Designs By Farrier Marine, Inc. . I even have photos of capsized trimarans. But in this regard I have sailed and raced my trimaran designs for over 40 years now, in some very rough conditions (up to 80 knots), but have never managed to capsize one yet. Well not strictly true, as I did capsize one twice deliberately to check out a righting system. Ian Farrier Click to expand...

Sorry, my bad Ian... I knew that you and Corsair had parted ways, and that you did not design the C36, but that it is based on your previous designs in many ways. I have read your site quite often in the past, and have learned quite a bit from it.  

GySgt said: Being a newbie, you have a very cool website. I am looking to buy in a couple of years after I get some experience Click to expand...

Anything Ian Farrier touches is absolute GOLD! His designs are truly Second to None. I have often thanked GOD for his attention to detail especially when crossing the Gulf Stream in 10 footers heading home.  

I'm a big admirer of Ian's work, too. I'd really like to see his F-33, but it's apparently not in production. Does anyone know how that compares to the Corsair 31?  

drsm said: I'm a big admirer of Ian's work, too. I'd really like to see his F-33, but it's apparently not in production. Does anyone know how that compares to the Corsair 31? Click to expand...

You did such an awesome job comparing the Telstar 28 to the Corsair, I was rather hoping for something more enlightening! Even better, I was hoping Ian would chime in (I know you weren't looking at boats that size at the time SD). Steve  

LOL... just read this reply... reason I didn't reply with a more thorough answer is that I've not been on a F33 yet. Imasonofasailor- Which Farrier design are you going to get?  

I dont know there are so many that I like , the idea would be to just get one built for me! What ones do you think, I like the F33, F32, I deal would be the 36, that way I would not have to worry about upgrading! I I also was thinking in just getting a F24 because they are cheaper, I like the Aft look...  

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• Sailboat Reviews

Corsair F-31

Ian farrier's latest fold-up trimaran is bigger and fasterthan the popular f-27. construction is generally good, though there havebeen some problems, and the wiring could be neater..

Like the blips on a heart monitor, Corsair Marine has experienced several peaks and valleys since our review of the Corsair F-27 (September, 1990), including the sale of the company by its founder, and the introduction of two new boats, the F-24 and F-31. With that in mind, and considering the increasing interest of sailors in multihulls, we’ve taken another look at the company, its designs, construction methods, and its most recent entry in the marketplace.

The company was founded in 1983 by John Walton (of the Wal-Mart family), who recruited naval architect Ian Farrier to abandon a thriving practice in Australia and move to California to design boats and oversee production.

Farrier conceptualized the development of a foldable, trailerable, performance-cruising boat that would attract new sailors to the sport, and would appeal to those seeking a user-friendly yacht. By 1985, the F-27 trimaran was coming off the line at a steady pace; more than 450 F-27’s have been produced to date.

In 1991, Farrier designed the F-24, a scaled-down version of the 27, which went into production that year. Walton left his management role at Corsair to return to the family business. He also bought into TPI of Warren, Rhode Island, the plan being that at least some Corsairs would be built on the East Coast. Farrier and the new Corsair management disagreed about changes to his design, which ultimately led to his unplanned, though amicable, departure from the company. The conflict over design issues eventually resulted in his disavowing design responsibility for the boat, with the exception of the hull lines and beam structure.

After he left Corsair, Farrier designed the F-31, a stretch version of the F-27 with more headroom, and oversaw its initial production by OSTAC, Ltd., a boat building company in Australia. In 1992, the boat won the Multihull Offshore Championship, and was named Australian Sailboat of the Year.

In 1994, Corsair purchased American production rights to the new boat, then produced six of them under a construction agreement with TPI.

Farrier, however, says he was chagrined that the prototype weighed 5,600 pounds, compared to the 3,800-pound standard, and the next five produced also were heavyweights. In a somewhat surprising turn of events, Paul Koch, the managing director of OSTAC, purchased Walton’s interest in Corsair. He subsequently moved the F-31 molds to the company’s Chula Vista, California, production facility, where 50 F-31s have since been built and where a backlog of orders exists.

Farrier rejoined the firm in a part-time design consulting capacity in 1994.

Despite its internal turmoil, the company has produced more than 750 boats in its first 10 years, so we must conclude they are doing something right, especially considering that the F-series is priced at the high end of the new boat marketplace.

In his multihull designs, Farrier seeks to develop boats that are stable, sailed flat, and are comfortable, having lots of deck space and a shallow draft.

However, every conversation with the designer centers around the issue of sinkability.

“The ultimate point of stability for a monohull is sitting on its bottom, even if that is an ocean bottom,” he begins. “The F-31, by comparison, is unsinkable. It has nine watertight compartments so even if it pitchpoles or turtles, the crew can crawl inside the capsized hull and have air to breathe and protection from the elements while awaiting rescue of both crew and boat.” In a monohull, he says, the crew will more likely be adrift in a life raft. Though his argument provides interesting fireside chatter, it doesn’t end the debate. In a sense, it isn’t all that relevant, considering the small percentage of sailors who make ocean passages.

In any case, his designs meet the objectives set forth: the F-31 presents an aesthetically pleasing design with its fine entry; low, 27-inch freeboard; and fine lines. A flat aft section prevents the stern from burying when the bow rises in heavier breezes. Even when sailed on a broad reach with the windward ama out of the water, Farrier believes that his multis are more comfortable than a monohull sailed at a comparable angle of heel.

Owners agree that being able to launch from a beach, or sail into a shallow anchorage, adds to the boat’s overall utility and their enjoyment of the sport. These all are positions long put forth by multihull advocates.

The usual trimaran compromise is in the gbujnt of interior volume in the main hull, which serves as the boat’s only indoor living quarters. Though headroom is 6’ 1″, the beam of the boat is 8′ 6″ when folded. However, interior space in the main cabin is just 7 feet, narrow when compared to a typical 32- foot monohull.

The company initially produced two aft-cabin versions of the boat, then added an aft-cockpit model that became so popular that aft-cabin models were discontinued. A redesigned aft-cabin version with the same cabin area as the aft cockpit model is scheduled to resume production.

The main cabin is sort of a multi-purpose area that serves as sitting area, galley and sleeping quarters. Dimensions are 7′ 10″ wide at the hull-deck joint by 6′ 10″ long. On a cruise, it will feel tight. A 6′ 3″ settee to port converts to a double berth when a platform stored beneath the cockpit slides forward to create the second half of the berth. Alternately, the same platform rests on a mount and provides a dining or chart table.

To starboard, a 24″-wide settee aft of the galley provides a second berth for a slender 6-footer. The forepeak has similar dimensions: 6′ long, 4′ 7″ narrow. All cushions are covered with Sunbrella in patterns selected by owners. Interior surfaces are covered with Frontrunner fabric, as are chainplates and beam connectors, so the area is tidy. Fortunately, spaces are well lit and ventilated. Gray polycarbonate windows run the length of the cabin, and a 16″ square hatch is located in the forepeak, as are 8″ square hatches over the galley and in the head. Bomar and Lewmar hatches are factory specs, but the boat we tested was outfitted with a Weaver hatch manufactured in New Zealand.

The galley is a rather utilitarian affair, being equipped only with an Origo two-burner alcohol stove, small single stainless sink, and hand pump.

Stowage is beneath the forepeak and settees, behind the stove, and on narrow shelves situated along the hull. Additional stowage beneath the cockpit is wide open and not particularly well finished, and will best be utilized with the addition of bins and hanging nets.

The enclosed head is located to port. It is furnished with a small stainless sink and toilet, and handheld shower that drains into a sump equipped with a pump. The head is equipped with a 22-gallon holding tank and Y-valve for overboard disposal.

An electric panel is unobtrusively located in the companionway to starboard; it houses eight switches and a voltmeter and battery tester. Wiring runs from the mast aft are exposed along the overhead, a poor arrangement that could have been concealed, we think. Wiring for running lights runs along the hull and under the galley, so is accessible, but does not have drip loops. Wiring from the panel aft for a loran antenna was loosely installed. In general, we think the entire wiring scheme could stand improvement.

Deck Layout

Standard rigging for the F-31 is a 40-foot tall, fractionally rigged Sparcraft mast with sweptback double spreaders, 1 x 19 stainless steel standing rigging, three shrouds and two cap shrouds. In the absence of a permanent backstay, the cap shrouds are led outboard to the amas. However, except in heavy conditions, they will seldom be adjusted with the attached tackle. In this configuration, the boat carries 599 square feet of sail in a fully-battened, large-roach mainsail and jib. A racing rig is offered.

Running rigging includes a main halyard, two jib halyards, and a spinnaker halyard, all of which are internal and led aft through Harken turning blocks to Lewmar sheet stoppers. In our opinion, halyards exit the mast too close to the deck to facilitate easy hoisting of sails, especially in racing conditions.

Though a pricey option, we suspect that most owners will develop a fond appreciation for the Harken roller furler.

The cockpit is equipped with two Harken B40.2A winches for jib sheets, and a Harken B 32.2STA for the main halyard. The boat we tested had three additional winches in the cockpit for spinnaker handling—more than necessary and poorly located, we think. For more efficient spinnaker trimming, the deck layout would benefit from a careful analysis of winch location to facilitate more efficient cross sheeting when trimming from the weather ama.

Standard equipment includes a stern pulpit that intrudes into the cockpit, which will be adequate for casual sailors. However, the pulpit on the boat we tested had been shortened 24″, so the cockpit was less cluttered and with reduced opportunities to bang elbows.

The traveler system is a Harken.

Moving about the boat is easy once one adjusts to walking on the unstable mesh (or tramps) that fills spaces between the main hull and amas. The primary mesh amidships is sturdy; the mesh used forward of the beams will deflect spray but will not support the weight of an average sized crew person. Corsair says it is looking at alternative materials.

An optional 42′ tall rig increases working sail area by five percent, but increases the size of the bowsprit- mounted asymmetrical spinnaker from 1,004 to 1,112 square feet. In our experience, the additional rig height is unnecessary unless sailors find themselves sailing almost always in winds of less than 5 knots.

Compared to monohulls, the F-31 has a paucity of stowage above decks. Space for fenders and spare lines is available in the amas, though an excess of cargo may affect performance. Aside from that, there are two small stowage areas in the cockpit, one designated for a 5-gallon fuel tank, so cruisers must adjust to traveling light.

Construction

Corsair boasts of a low turnover rate among its production workers, which they feel contributes to a high quality product. For the most part, we agree, though the company has suffered from its share of gremlins.

Initially, Corsair was producing its own water tanks, but after experiencing leaks it now purchases roto-molded plastic tanks from Ronco Manufacturing. Some of the aka (connecting) beams of F-27 hull numbers 225-300 had oil-canning voids caused by foam failure; under the company’s five-year warranty program, many that cracked or fractured were replaced.

The F-31 has suffered from minor problems. For example, trailing edges on the rudder, which are purchased from Foss Foam, have required fairing because they were too wide.

The tiller is mounted in a pivot box in the cockpit. Because bearing failures have been experienced by several owners, and water spouts tend to appear in the cockpit at high speeds, the company is considering mounting the tiller on the transom.

At least one owner has experienced fore and aft movement of his daggerboard at speed, a problem of too much play in the trunk. Farrier agrees that the close tolerances required for a snug fit are not always achieved so individual fixes are occasionally required.

Most importantly, Farrier says, none of the owners have reported a failure of the folding system.

The aka beams are carbon fiber filled with foam, supported by aluminum struts with fiberglass-reinforced acetal bushings and stainless steel alloy pivot points.

All hull-deck joints use a method Farrier refers to as a “top hat,” rather than a conventional shoe box. Decks are precisely fitted to the main hull, and ama tops to bottoms, then bonded with a putty slurry that includes a combination of vinylester resins, chop fiber and Cabosil filler. The company reports no leaks, nor have the owners with whom we talked. However, some report that water enters amas through hatches or fittings following extended heavy air sailing at speeds in excess of 15 knots. Because the amas have a hatch and three inspection ports, examination of the areas is simplified, though wet gear in a storage area will present a problem.

Hulls are hand laid in a foam sandwich. We managed to secure a copy of the lay-up schedule and would conclude that the boats should be strong and seaworthy. The lamination schedule calls for a layer of NPG gelcoat, over which is laid a skin of .75-ounce chop strand mat bonded with vinylester resin to prevent blistering; the company warrants the hull against blisters for five years. Next, five to eight layers of uni- and bi-directional fiberglass with Kevlar reinforcement are laid in stress areas on the bottom, at the daggerboard trunk, and at bulkheads, all bonded with polyester isophthalic resin. Last are layers of .75-ounce chop strand mat and 18-ounce mat sandwiching a .75″ Divinycell foam core. Vacuum bagging is employed to assure a proper mix of resins and catalysts, eliminate residual chemicals, eliminate voids and to enhance the curing process.

Special foam inserts are glassed throughout the hull where shrouds, bulkheads and hardware are installed. Though winches and hardware are all backed with aluminum plates, we noticed deck movement under a jib winch under normal loads in15-knots of wind, so would recommend a double check of those areas.

The amas follow a similar construction scheme, though 5″ PVC tapered stringers run a distance of 11′ 6″ along both sides to add strength. Bulkheads inside the amas are constructed of marine plywood, and are tabbed to the hull in as many as seven places; in addition, there are gussets taped to stringers and bulkheads. The final product of the construction process is a smooth, nicely finished surface.

Performance

Having tested Corsairs since 1990, we believe that the F-31 measures up to earlier models in terms of performance, price, construction, accommodations and comfort, and is noticeably faster than smaller models.

As with the F-24 and F-27, we were surprised at the ease with which the boat is trailered, rigged and sailed within its performance predictions, even by casual day sailors.

We sailed in steady 10-15 knot winds during a five-day regatta, so had an excellent opportunity to put the boat through its paces. We were impressed by its acceleration and overall speed, hitting 18 knots on a tight reach in only 12 knots of wind. Sailing is simplified by a Harken roller furling unit that allowed changes in sail size as we beat to weather. Changing from a jib to a ‘screacher’ (a 180-percent genoa) increased speeds on a tight reach by 30 percent.

With only a quick introduction to sail handling, we quickly launched the asymmetrical spinnaker and had it drawing. Jibing is a simple matter as long as the skipper and trimmer coordinate efforts, and the trimmer quickly releases the sheet and the grinder brings the sail across the boat

We raced in a fleet that started each race five minutes behind the J/35 fleet and typically rounded the first leeward mark in the middle of that fleet, so overcame the time we owed them under PHRF handicapping. Though we were unable to point as high to windward as the J-boats, Farrier says that with training the F-31 will point as high as a good monohull. In our situation, we footed off, took an extra tack, and still rounded the next mark ahead of the others.

Of equal importance is the fact that everyday sailors, who are more focused on having fun than on getting the last one-tenth knot of potential speed, are taking advantage of the ease with which the boat is sailed. Even the most casual Corsair owner, after learning how easy it is to get an extra knot, seems to have developed an affinity for speed.

Conclusions

Perhaps the greatest obstacle for many boat buyers will be the high entry price of the F-31—$97,500 base. That’s before sails, trailer and motor. The construction of a fold-up trimaran is extremely labor intensive, which drives up the cost. And, of course, there are many moldings that make up the akas and amas

From an investment standpoint, the flip side of that coin has been an equally high resale value, resulting in a moderate long-term cost. Compared to similar new multihulls, it is very competitive. (For the adventurous, Farrier offers a kit version of the boat, the F9A, which he estimates can save you 50 percent. Be warned, however, that the job can take a lot of time.)

As a consequence, a buyer must consider the boat within the context of Corsair and Farrier’s objectives: It is fast and easy to sail. The boat will reach its performance potential, even by sailors who concentrate on casual sailing rather than on technical sailing. At the launch ramp, rigging is easily achieved within 15 minutes by two moderately experienced persons.

Perhaps more importantly, the trailerability of the boat opens new horizons. After all, the F-27 caught on big on the West Coast, where ports are limited, because you could trailer it down to Baja.

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Corsair 36, Fast Cruising Tri

• By John Burnham
• Updated: June 7, 2005

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

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

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

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

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

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

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

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

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

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

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

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• Thread starter Rum_Pirate
• Start date 2 Mar 2022

Well-known member

Motor_Sailor

main groups.io Group There's also quite a few discussions on the Sailing Anarchy multihull forum. Search for' Farrier F27' instead of Corsair 27.  

Rum_Pirate said: About to purchase an older Corsair 27 folding trimaran built between 1986 and 1997. Sister vessel (not the one I am buying) : Will be replacing the standing rigging and the running rigging. Probably the trampolines The wiring might come in for replacement. Any other items/issues I should look out for in particular? The current storage charges will be reduced from US$2,336.00 to US$0.00. Is there a Corsair 27 folding trimaran Club? If there is please post link as I cannot find one. Click to expand...

choppy said: Great boats when looking for small tri I went down the dragonfly route ( more late build boats available at the time ) but if there is ever another tri would be a Farrier without doubt There is a yahoo group with ian's documents available (Inc what to look for on buying boat - specific all models & much discussion on the issues you mention A rarely open attitude to problems IE put it out there & fix it rather than hushing things up. Way to go --- Click to expand...

Rum_Pirate said: Got a link to that group? Click to expand...

fredrussell

Rum_Pirate said: …Any other items/issues I should look out for in particular? Click to expand...

fredrussell said: Mainly the envious scowls of monohull owners as you whistle past them. Pesky things! Click to expand...

Speeds of over 15 knots are well documented and easily achieved in a breeze. Perry Design Review: Corsair F-27 - boats.com Click to expand...

• 18 Mar 2022
• 25 Oct 2022

Rum_Pirate said: About to purchase an older Corsair 27 folding trimaran built between 1986 and 1997. Click to expand...

Have joined this ( first proposed in post # 2) : This is a digest for Farrier / Corsair Trimaran group.io . Very helpful.  

• 26 Oct 2022

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