Site Map

Contact Us

The All New F-22 - Earlier

Latest Progress and Sailing Photos Now Are At:

2014 Factory Progress

All Progress and Development History Prior to September 2013:

August, 29th, 2013


Main and jib now fitted and ready to go

Boomless main being roller furled around bottom batten, by winding the handle
on the front of the mast - it works!

The fully furled boomless mainsail makes a very neat and easy to handle package. Still a couple
of refinements to go in the gooseneck area, but it already rolls up and down as quickly as the F-27's
boomed mainsail, long the benchmark for easy sail handling. Reefing is by separate reefing lines,
and is easily the simplest reefing method I have ever used - more details soon.

Mast foot setup - the halyards cleat directly on the mast, and can also be led directly to either winch.
Eliminates deck clutter with no need for turning blocks or lines on the deck, which makes rigging up
easier. Clutches are also reachable from cockpit, even on the full cabin version - everything is setup
to be as convenient as it can be

Being trailered...the micro car shown handled it surprisingly easily, but not really for the road......

The trailer is now our main holdup - waiting on the mudguards to be fitted, after which it can be checked
and licensed for the road. Still some final details to also finish or refine on the boat, but it is ready to sail
now. There was snow in our area soon after this photo was taken so a bit cold for sailing, but next week
will be the week. Also the beginning of Spring Down Under!

August 23rd, 2013


Today we setup and raised the F-22R carbon mast for the first time:

Fitting the mast raising system, which worked perfectly. Definitely needed with the tall 'R' mast.

Mast being winched up by trailer winch. Everything can be done single-handed, something
I always require with any trailerable, which also makes it very easy for two!

Mast now raised and roller furling jib being tried.

Stays are setup so that they are the same length in or out, and will always support the mast,
regardless of whether the boat is folded or unfolded. There is no need to undo. Colligo synthetic
stays and deadeyes are shown, attached to the carbon chainplate in its own recess, and all worked
very well.

Wheels are still bare, but mold is almost finished and the fiberglass guards should be fitted in a
few days. A temporary winch post was also used to winch mast up, but the composite trailer
nose and winch post mold is now near completion. This may be the only thing we don't have
ready for the first launching, but certainly not long after.

The Doyle boomless main now being tried.

...and now being roller furled. The roller furling gooseneck is not yet fitted so rolling had to be done
manually, but it proved quite easy. It looks like the furling boomless main is going to work very well,
which means the main will be easy to control and handle (single-handed) once down. It will not fall
all over the deck, and complications like lazy jacks can be avoided.

Still many little items to fit, finish and checkout before we go sailing, as I always like to have any
boat properly finished before launching. This can be very hard to do, as any builder knows, but is
even more important with a production boat, plus everything has to be repeatable. Everything done
right and finished means it should be possible to turn up at a ramp and be sailing within 30 minutes,
even the first time. However, almost there, and it looks like we will definitely be sailing by the
end of the month.

August 17th, 2013

The aluminum/composite trailer now nearing completion - it is almost too good to put a boat on.
Trailering height will be around 80mm (3") lower than the earlier plan built boat in background.

Front is still waiting on the winch post/nose molding, but the drawing below details what it will look like:

The all composite trailer front molding as currently being built. The winch post will include
storage, while there are wide stepping areas each side to make it easier to get on the boat.
Holes just behind winch post are for mast raising gear

Wheels will have molded fiberglass guards, as below. Finally we have a trailer that is going to
last as long as the boat - the only thing that can rust are the hubs and axles, but these are easily

The fiberglass wheel guard mold in process.

Meanwhile sails are almost finished at Doyle Sails in Auckland, mainsail shown.

Foot - tack area showing cutaway to allow for roller furling, and the large lower batten pocket
about which the boomless main sail will furl (if all goes to plan)

August 14th, 2013

Cockpit view, and showing why I am so keen on having the furlable boomless mainsail as standard.
The cockpit is just so much cleaner with the traveler at the aft end and out of the way. It acts as a natural
barrier to keep children in the cockpit, plus the angle forward actually makes the traveler controls easier
to work. A 'drop in' compression strut may will be positioned at either the beam area or the forward end
of cockpit. But this is removable and usually not essential, so the full length of cockpit is completely open
and usable most of the time.

Not too many photos this update, as it is full speed ahead at present to get this first boat launched. Trailer
will be finished next week - it is on its own wheels now, and just waiting on the fiberglass guard and winch
post molds to be finished. Sails will also be here next week, plus mast will be complete and ready to go (we
have started setting it up on the boat along with the raising gear this week). So there should be a bunch of
new photos by the end of the month.

July 28th, 2013

Trailer assembly started, with anodized aluminum side channels now together, and polished alloy
wheels (an upgrade) waiting to be bolted on. Draw bar is next, followed by the composite bed
to hold the boat. One nice thing about designing a trailer to fit a specific boat is that not much
adjustability is required, and thus the various supports can be very simple and light. The alloy
bow roller supports can be seen, and these can be set at exactly the right height, which avoids
any need for adjustment tubes etc.. Less weight, less complication, less expense.

Trailer bed, or shipping cradle will look like this, but without the wood cross webs and wheels. This
is a shop cradle, and thus needs to have wheels for moving hulls around the factory. Shipping cradle
will have longitudinal timber skids, to allow it to be slid in or out of container, and these will be cut
off if bed will be subsequently used for the trailer

Carbon mast foot being assembled with rope clutches on each side.These can be pointed directly at jib
winches as required so that halyards can be tightened without any need for turning blocks on deck. This
also eliminates what can be considerable extra compression loads on mast step ball. The two holes at top
of foot web are for mast tack and cunningham eye, while mainsail furling handle/shaft hole can also be
seen along with carbon diamond anchors.

These very last stages are taking a while, but this is not the time to rush things or take short cuts, as I frequently advise home builders. Otherwise once launched, it is likely that the boat will never be quite right or finished properly. However, we are now on the last few parts such as aft and forward mast supports (for trailering), main hatch trim, and bow pole, so while things a a little busy here right now, I'm finally running out of parts to design. However, all such parts have to be documented properly, no matter how small, and once made, each part still has to be tried in position to ensure it will work well, be as simple as it can be, or if not, it may need redesign. Metal parts then need to be anodized, or electro-polished, both of which can take up to 7 days, so one has to be patient through what can be frustrating delays. But this has to be expected when setting up a completely new production boat, and the last batch of parts for anodizing should be sent off in the next few days, after which #1 can be finished, and out the door!

July 20th, 2013

A general factory view as at July 20 - the wing mast is now joined as can be seen in background, and we should be ready for the first trial set up and raising very soon. This has been quite a while in development as we developed and improved the building system, plus quite a few changes were made on the way with attachments, as we optimized the rigging and halyard systems. Roller furling components for the boomless mainsail have also been in development and these are almost ready to fit.

The trailer fiberglass tub can also be seen at center, still on the mold, and this will be removed and fitted once the aluminum trailer components come back from the anodizers and are bolted together. Two F-39 beams can also be seen at left, almost ready to ship, while boat #2 is just waiting for boat #1 to get out of the way.

The carbon wing mast almost ready - just needs final detailing and halyards etc fitted.

Interior looking aft - the interior of prototype is being left bare at present, as our priority is to get
it sailing, after which a basic interior will be added. So no interior photos as such are ready yet, but
the footwells for the quarterberths, and /or slide out galley unit are visible here. Main reason for the
photo however is the backing plate/nuts for deck fittings which can be seen for sheet tracks and the
winches. These replace the usual backing plates and/or nuts which can be ugly, and not very friendly
towards tall people's heads.

Closeup - these backing nuts are tapped (threaded) aluminum cones, and have been custom made for the F-22.
They are fitted using Locktite to insulate threads and to lock them in place. Very clean, efficient, and easily
accessible for maintenance etc. The flush fittings further forward are for the rotation control eye pads, and
being only in shear these can be smaller stainless steel threaded inserts, and completely flush. The interior of
the F-22 cabin roof will be the cleanest and least intrusive of any previous design, with no need for any heavy

July 9th, 2013 - The Trailer:

The F-22 trailer components starting to be assembled - trailers have always been a bit of an irritation in the past, as current trailers are not that much different from the galvanized steel trailers of the 1950s. The inevitable pressure to get boats out the door usually means just finding the best trailer that would do, so most previous boats went out on the same old galvanized trailers, which are really now outdated and rather clunky.

The original F-27 trailer was a little better, and looked fantastic when it first arrived with a glossy black painted frame and chrome plated wheels, but it was ungalvanized due to Californian environmental laws, which made galvanizing difficult and expensive. However, after three years it looked like junk, in spite of frequent fresh water washing, and it was no longer something to be proud of.

We then changed to another brand which was galvanized, but only by being sent to Arizona in parts, which were then assembled and bolted together back in California. However, I still remember hearing the groans and creaks that such trailers would make from flex as they went over uneven ground, and even though galvanized, they still started to rust too quickly, particularly at the bolts which were usually just zinc plated. A sad state of affairs, and it seemed a great pity to have to put a high tech boat like the F-27, on such a refuge from the fifties. Aluminum trailers were of course available, and used, but only at a much higher price which was hard to justify for many. The end result was a decision that any future boat I built would NOT be put on a galvanized trailer.

Thus the F-22 is going to come with a modern high tech trailer to match the boat, and while it will take longer to get it developed and setup for manufacture, it will be built very well, match the boat perfectly, and still look great in 10 years time.

Basic frame will be anodized aluminum, while wheels will be alloy, with fiberglass or plastic guards. The jockey wheel assembly is a high tech modern unit from aluminum, with a wide wheel to prevent digging in, while the winch is also aluminum, and will sit on a custom fiberglass molded post unit. The only steel parts will be the Duratorque axles, hubs and coupling, mainly because there are no stainless or aluminum alternatives available, or that I have found yet. However, the axle unit is heavily hot dipped galvanized, so it is unlikely to rust for a long time.

Stainless steel (316) fasteners will be used throughout, wherever possible, and every area of contact between stainless and aluminum or the galvanized axle will be insulated by a bedding compound or insulating plate. There will be no welding (too fatigue prone), and the whole trailer will just bolt together, with every join bonded with a strong flexible adhesive to ensure there is no corrosion or creaking.

Fitted in the frame will be a fiberglass tub molded to closely fit the boat, and incorporating carpet strips along the key support areas. Openings can be left for instrument senders or for daggerboard to pass through if wished. When retrieving, the fiberglass tub sides will guide the boat in making it virtually impossible for the bows to touch any metal part on the trailer which tends to cause scratches. This tub will also be used as the shipping cradle, but rather than throwing it away at the other end, one just bolts together the aluminum channel frame (which can come precut with the boat or the channel can be purchased locally). Then bolt on the wheel and winch units, and one has a modern corrosion free trailer, with nothing to throw away.

The steel cradle that was used to ship the original F-33 can be seen at Shipping Cradle and it did the job well. However it then had to be discarded and this will not be necessary with the F-22.

Where needed, the wheel/axle units and coupling can also be sourced locally so as to comply with local regulations, or for readily available local spares.

June 30th, 2013

Bow nets now fitted, with an all new bow pole system being developed. Number two boat in the
background now has the deck on, while wing mast can be seen at upper left - probably the main
hold up at present, as we are still developing some new features, but almost there.

Daggerboard is now in place, with control lines fitted, and cleated on the carbon fiber mast step,
where they are easily controlled from cockpit. Deck will be very clean and clutter free, the only
significant items still to be added being a couple of small pad eyes for the mast rotator control lines.

Wingnet to beam lashing detail, using the new alloy button lashing eyes.

Bow net side lashing - again no metal fittings making it very simple and with no corrosion issues.

Bow pole side support line - clean and simple

A bit of history - the original F-27 factory in 1987, about the same size, and probably around 9 months
ahead of where we are currently with the F-22. The story behind this photo can be seen on Newsletter 33.
Things were actually very similar to how they are now, except the F-22 order backlog is five times as
large, and factory back then was not as tidy! Progress was also slow with the same development issues
and attention to detail, and it is interesting to see my comments back then still apply today.

We were producing just on one boat a month in 1987, and three years later it had reached two boats
a week, but we are aiming for much more with the F-22!

We also do other things to help keep what can be very high development costs down, F-33 beam tops
being shown above. These are for the new F-33 and will be shipped to the Philippines once complete.
Such work does slow F-22 progress down, but the F-22 could not exist without it, as it does help pay
the bills, to keep the factory doors open, and avoid what can be a very high development debt (which
has to be paid back by higher prices).

June 4th, 2013


The molded carbon fiber mast step and foot are now made

and this is how it will work, with most controls on the step, so as to keep deck uncluttered. All the cleats
shown are reachable from cockpit, while halyard clutches can be pointed at winches (mast rotates) for
tightening when necessary. Better still, halyards do not need to be led through deck organizers and clutches
when rigging which reduces rigging time. Forward exit boxes are for daggerboard control lines.

May 25th, 2013


The first F-22, now fully assembled, with only the mast and trailer needed to go sailing

and folded.

Everything is designed just right - float and main hull have to be as large as they can for the maximum
room inside and maximum buoyancy in the float. This means the folded float must fold in to be as close
as possible to the main hull, which has to be as wide as possible above waterline. As can be seen from
this photo, they match perfectly at the folded beam of 2.5m (8' 2 1/2")

Beams are curved just right at outer ends for maximum water clearance.

Stern view with extra long F-22R daggerboard rudder in place

Outboard tilted up, and with the bracket being located well to one side the prop can be lifted very
high off the water as can be seen

Outboard down and viewed from front

Outboard is located well forward for the best weight position, and where it works best. Bracket
is all composite, and glues onto the main hull side with a rubberized polyurethane adhesive, to
minimize any vibration transfer. There's only one bolted connection for safety chain and backup,
but this is also fully embedded in polyurethane with the two bolts being in oversize holes. The hole
visible is for fuel line to tank under cockpit seat.

The outboard could actually not be any further forward, being right at the end of the folded float. The 8HP
Yamaha two stroke shown is oversize for the F-22, but our local conditions are rough, and the harbour very
difficult to get in and out of, and we need a really good reverse. But even such a large outboard fits well,
and fortunately the 2 stroke version is a light motor at 28kg (62lb). Avoid anything heavier, and anywhere
else I would choose a smaller 4 - 5HP, which is plenty for this size boat.

Access to motor is easy from cockpit, and even this big motor can be turned considerably either way for
excellent manoeuvrability at low speeds under power. Raised area is where boomless main traveler will go.

Wingnets are easily the best system I have ever used. No metal parts required, other than some small
button style lashing points (aluminum) on the beams as shown earlier (below). Float rail is a molded all
composite section (bolted track or tube has been eliminated), while end lashings are under the beam join
flanges, which eliminates any risk of a foot going through the lashing gap.

Note also, the complete lack of any intrusion of the forward beam into cabin - a major advantage of the
third generation Farrier Folding System™

View from cockpit. Again, note how clean the beam to hull connection is, with minimal intrusion into
the cockpit seat. The important compression pads are also right there, on top of the beam, completely
accessible from cockpit, and easy to adjust when needed (eliminates any 'in and out' movement of beams)

Main hull lashing detail with 40 stainless steel bolts having been eliminated. Lashing line wraps around a
tube just below deck join which eliminates any chafe points.

Carbon chainplate in its own recess in wingnet molding, with custom Colligo deadeye fitted.

Clean bow area with flush anchor well hatch (again no metal fittings)

Anchor well with the optional Manson R4 Racer aluminum anchor in place. One of the optional
interior vents through anchor well can also just be seen.

The mold for the all composite production cradles to use for supporting and moving hulls on the factory
floor. Will also be used as a shipping cradle, which can then be easily converted into the trailer by bolting
on standard aluminum channels and local running gear at destination, giving a light, no rust trailer.

May 16th

Deck No. 4 Now Made

Deck #4 has been made this week and it went perfectly - our best yet!
A major update with many new photos will also be coming in a few days
with many of the details that you want to know - so watch this space!
April 26th

Latest Progress

Deck #3 is now out of the mold, and with none of the problems we had with #2 (as reported below), so
it will be used on hull #2. We have now also started work on F-22 #3, with many internal parts made
while the hulls are scheduled to be started next week.

Fiberglass hull cradle plug now made and on the way to being turned into a mold, from which
composite factory production and shipping cradles will be made. It should also be possible for the
shipping cradle to be converted into a road trailer after delivery, by bolting on local running gear.
More to come on this, as it could represent a big saving, not to mention a rust free light trailer.

Floats and beams now ready for final assembly to the main hull. Has turned out to be a very clean setup.

Close up detail of the finished outer aft beam area, which is easily the best configuration I have ever done.
This area can be a source of occasional spray on earlier designs, but not any more. Note the Armstrong
hatch, which has large 'industrial strength' O rings (big enough to even see in this photo), and after
clamping down via the larger center handle there are not going to be any annoying leaks.

A sample of the many building checklists currently being developed, with the 13 page Float Assembly
Checklist being shown. Such detailed Checklists control the whole F-22 building process and list every
single task required to build the boat, in the right order, and with a 'sign off' box to show that each and
every job has been done.

A well developed checklist system ensures that the boat is built correctly, and that nothing can be left out or
not done. They take quite a while to develop however, and are an ongoing thing, being constantly improved
as more boats are made, in order to improve and streamline the process. They are an essential requirement for
any volume production boat to be successful, and while the development process will slow down the initial
production, they have to be done. One cannot just build a boat 'willy nilly', as building has to be a well
ordered systematic and controlled procedure.

April 15th

Final Fitout Starting For Boat No. 1

Non-skid now applied and fitout can finally begin

Floats and beams are also now non-skidded. Note the clean uncluttered decks and minimal deck hatches.
Float is still divided into three watertight compartments, but a split internal drain system means water cannot
collect anywhere except the central compartment where it will be visible and easy to remove. However, the
lack of hatches will mostly eliminate any leaking issues. The one circular hatch required at the aft beam is the
Armstrong Compression type, which clamps hard on to the deck with a large O ring making it fully watertight
and just about foolproof.

Mast Step mold is now complete and first all carbon step is being made this week.

March 31st, 2013

Third Deck Now Made

Will be used on boat #2 due to the infusion problems encountered with Deck #2, as described
in the March 6th update below. This time it all went like clockwork.

The faulty Deck #2 is now cut up and being used as an alignment guide on hull #2 (in mold) for
interior parts such as anchor well, forward beam bulkhead and the daggerboard case. Using actual
moldings like this establishes the correct positions much more accurately

Which immediately raised thoughts about what an interesting format this could be with a huge open cockpit.

Meanwhile our prototype sits patiently awaiting final fitout and the carbon mast, which is now being
assembled in the jig alongside. A mast is in there - you just can't see it very well!

Mast step and mast foot molds are also being made for the all carbon mast step assembly (no metal parts).
Two sets of F-32SR lifting foils can also be seen in the background, and these will be heading to European
buyers. Such work slows F-22 progress down, but our resources are limited, and such work is a necessary
and very important factor in making the F-22's development possible, while keeping the final cost low
and affordable.

A set of F-39 beams are also under construction for another European buyer. F-22 daggerboard
and case in background, on top of an infused forward bunk molding.

Another feature of the F-22 with its third generation beams are the new wingnet lashing eyes, which
are like small 'buttons' on the beam sides. These are anodized aluminum, and replace the old style
stainless steel saddles and multiple fasteners as used in older designs, as can been seen on the 2003
F-33 below. Corrosion prone fasteners are thus all gone, while aluminum is lighter and will not rust
stain which can be a common problem with stainless steel over time.

As with the F-33, the lashing eyes are well under the beam spray rails (join flanges), so that lashing gaps
are concealed. This makes it very difficult for anyone to step through this gap, which has happened
with old style beams, and it can be painful.

No more lashing gaps! These latest style lashing eyes will also now be used on all
new F-22 and F-32 beams as supplied by Farrier Marine

Meanwhile, local owner Rob Densem has been making us envious by sending in photos of sailing his
F-22 with son Fraser outside Lyttelton Heads, on a beautiful day with 10 - 12 knot winds.

Looking north up the coast - photos were by Dick Borrett , a future local F-22 buyer, who also brought along
his Notebook with GPS, which showed a consistent 12 - 16 knots of boat speed on the journey back in.

March 6th, 2013

The newly made all composite wingnet rail being trial fitted on boat #1, and carbon chainplate can also be
seen in a molded recess. Such a rail makes it very comfortable and safe for crew to sit out on the float when
desired. One does not feel insecure as can happen when wingnets curve down to be anchored on float deck,
with nothing to sit against or hold onto. The advantage may not be obvious for anyone who has never hiked
out on a 'droopy' wingnet boat, but the comfort and security of the above setup, where one tends to get
wedged in place, is quickly apparent once experienced, particularly from around 5° of heel.

The rail blends into the aft beam perfectly. This area has been the source of some annoying spray that could
reach the cockpit on occasion in earlier designs, but not on the F-22. Note also the all composite bolt rope
groove for the wingnets. The old style metal tube with bracing, or aluminum bolt rope awning rails with
stainless fasteners have all been eliminated.

Float deck hatch - the use of a composite stiffening frame around the deck opening allows lighter plastic
hatches to be used, and the molded rail in front deflects any high speed water flow on deck up and
over to ensure the hatch seal does not have to work very hard to stay watertight.

First float for boat #2 being set up to join. The high volume/buoyancy located well forward is very
obvious, which makes the F-22 very stable and safe.

Our second deck is now out of the mold, and it initially looked good, but unfortunately a close inspection
showed it was not good enough to be used. We had experienced some vacuum issues during the infusion
process, due to a defective bagging film which turned out to have multiple micro pin holes (it's a little more
complicated than this, but it would take too long to explain). We got most of them in time, but a close check
once deck was out showed a few small areas were not infused properly. However, not a total loss, as it will
be cut up and used as an interior component location and pre-lamination jig. Still a setback, with some
significant time lost, but this is just one of those things that can happen in fiberglass boat building. We
lost two or three F-27 decks in the early days also.

The bottom line is that patience remains an important factor in seeing the F-22 through properly, in order to establish the right procedures, while sub-standard parts should not be accepted just to get boats out the door. Rushing the final details can ruin a project, and doing it right now means subsequent boats will be better and easier to manufacture. Even the above composite wingnet rail will not actually be used on a boat, as it can be improved even further in a couple of areas, so some small mold changes are being done. This takes time, but a better fit and finish means subsequent boats will go together easier, and boats can then be built faster (and better).

Building the second boat as we complete the first boat is also slowing things down, but we already know the first boat will sail great, so there's no need to rush it. Everything is ready to go, with just the non-skid to be applied, deck fittings to bolt on, and the only major items not ready are the carbon mast (in process) and the carbon mast step system (molds being made). However, once launched, the next few boats can then follow very quickly.

In contrast, when setting up Corsair Marine, we concentrated more on getting the prototype F-27 launched, so it was finished relatively quickly. But at that time nothing like it had ever been built or sailed before, so we were very keen to see how it went. However, the second F-27 then took another year to build, as little of the necessary and important preliminary production setup work had been done. Very few actual molds were completed (only around 6 in fact), whereas 57 were eventually required. This is not the case with the F-22, where 98% of the molds (37) have already been made.

Deck #2 Now Infused

February 25th, 2013

Deck #2 is now infused and only two float halves to go before all the major components for F-22 #2
are made. Still quite a bit of assembly work to go however, which will also be used to establish the full
procedure guides. The white material is peel ply that is being removed - gives a good surface finish.

The outboard well molding (requires a two part mold) - can you figure out how it will be used? Like many
other new aspects, photos of the finished item in place may only be shown after the boat is launched.

Our test mast being tested - and yes we broke it! Learned a lot and the real thing for boat #1 is next.

Hull #2 Now Infused

February 16th, 2013

Our second hull is now resin infused, and this went very smoothly. The next item will be the deck,
followed by the second float after which we can assemble. This boat is the first of two kits that
will be shipped to the UK - our very first container load in fact!

Carbon Mast - First Photos

February 13th, 2013

We have been working on our own carbon mast for the F-22, which will be standard on the F-22R and
possibly also the F-22, provided we can keep the cost down to where it should be. So far it is looking very
good, plus it is 33% lighter than an aluminum mast. It is made and joined in sections, which keeps costs low,
while it will also be easy to ship if used on other boats (a possibility also being looked at). Mast shown is a
test mast which will be deliberately broken to test various aspects, so it only has just the basic fittings with
no sheave boxes being necessary.

The mast sections are 100% carbon, resin infused under vacuum, and a big advantage of building in
sections is that stay fittings can be laminated in place on the mast. This is because one can get behind
the mast walls before assembly, and thus fittings or anchor points can now become one with the mast,
which is more structurally efficient, and provides a very clean look. No need to use metal fasteners to
attach fittings from outside, meaning less weight, and no corrosion. Everything will be composite,
including sheave boxes, mast base, and even the deck step.

This is also a very practical carbon mast, with none of the expensive aspects of many masts, such as
clearcoat or seamless construction. It is instead a gelcoated mast with better weatherability, harder to
damage, and more affordable as a result. Join seams are right there, visible and not covered over. Very
few fair in and paint over join seams on a car or aircraft, so we see no logic in doing it on a boat mast
either, as it only adds unnecessary expense.

Meanwhile, in the factory, No #2 main hull is being built this week, with its deck to be done next week.
Interior parts and one float are already made, while the four beams are in process.

Boat #1 Now Joined And Folding

January 30th, 2013

First boat is now all joined up. This is the first ever of my designs that can be joined like this (without
the deck being on), which gives great access for securing the folding system nuts inside. No need to climb
in and out, or crawl under the cockpit seat, plus it can even be done by one person. Much easier and faster.

Side view - the main advantages of being able to join without the deck are many more options with
a number of cabin variations now possible on the same basic hulls. The deck design is completely
open and not restricted or locked in by being part of the folding system at this stage.

Folds perfectly, as is usual

Stern view - add a foredeck, traveler plus an extended cockpit floor, and one could take it sailing like this,
as a super light, wide open, dead simple racer! All sorts of interesting things could now be possible. The
two wood cross braces visible are only temporary and will be removed.

We have now also started on building boat #2, with the first float being successfully infused today. Photo
shows the precut foam panels that were used in that float. Next will be all the interior parts, and then
another main hull.

First Deck Now Lifted Out

January 10th, 2013

The first production F-22 deck, now out of the mold and being turned over. Came out
easily and it looks fantastic!

Production Prototype Now In Assembly Area

F-22 Specifications And Options
(added December 31st 2012)

December 26th 2012

The hull is now in the final assembly area ready to be joined with beams and floats! One of the many
advantages of the new 'third generation' Farrier Folding System is that one can assemble the beams,
folding system, and floats BEFORE putting the deck on. This makes it much easier and quicker to do,
as one can avoid having to scramble in and out of the boat to fit and tighten the all the nuts inside.

The three bows from the side, with the spinnaker pole bow mount also visible

The deck will not be lifted out of the mold until our factory reopens on the 14th January, as it is now the
Summer holidays Down Under, and everything stops. However, I will still be working through on design,
final specifications, and pricing (coming soon), plus setting up the mast. Our head mold maker will also
come back just after the new year, but will be concentrating on the final few small molds needed to start

We may be tempted to lift the deck out, but probably not, as a steel lifting jig and holding cradle are both
required to do it properly (risk free), and our welder does not get back until the 14th. There is just a lot of
jigging and detail work that has to be done when setting up a boat for serious high volume production,
and one just has to be patient, with no shortcuts.

Deck Construction Now Complete!

December 21st 2012

The deck now fully infused, and it took just on 2 hours

Resin infusion just started

The vacuum bag is now on and we are ready to go for it! Resin infusion will take place tomorrow morning.

First actual layer of fiberglass fabric now being fitted in place, which will be resin infused along with all
the other layers and core once in place and under vacuum

It is time to get the float molds out and ready again as we will need to start making more early next year

Deck Mold Now Complete!

December 13th 2012

Foam core is now fitted, complete with high density inserts at high load areas, such as winches or sheet tracks.
All foam pieces will now be removed, so that templates can be made, and eventually all these foam pieces will
be computer cut ready to fit, saving considerable time. We are now planning to re-gelcoat for the first deck on
Monday, and shoot for getting our first deck made before the Christmas break.

Deck mold now gelcoated, whereupon it is safe to walk on and foam core can now be trial fitted. This initial
layer is also used to condition mold, and will be removed once foam fit has been checked. Then the actual deck
gelcoat will be applied, followed by reinforcing and core, then resin infusion, and finally we will have a deck!

The foam core for the deck is now being cut using the plug as a guide, while the templates will also be
made at this time to cut foam for all subsequent decks. A fiberglass 'splash' or molding will next be made
over the deck plug, and this will then be fitted out as a drilling and cutting jig for use on all future decks.
Molding is then hung from the roof and just drops over a new deck, where it is used to drill all the fastener
holes for all fittings at once, and also used to cut out the window and hatch openings. If we had automotive
volumes then all this would be done by robots, but air operated automatic drills may also be a possibility if
we can get sufficient volume. All of which will make production that much more efficient.

A view of the finished deck mold from the stern. Another couple of days for waxing and we will then be
ready for the first sacrificial layer of gelcoat.

Deck Mold Now Complete!

December 6th 2012

The finished deck mold, now polished, sealed, and ready for waxing. Very simple, and
definitely the easiest to laminate deck mold that I have ever done.
December 4th 2012

Deck mold being prepared for lifting off the plug - can be a worrying time as occasionally the
mold can stick to the plug, which can be a disaster. Fingers crossed.

Getting ready to lift.

Small wedges are now being used to start the separation process at the bow.

Bow end is now completely free, while wedges are being used at the stern.

Stern now also free, so we can relax a little with no stick up problems.

Mold now completely clear of the deck plug!

Deck plug has been rolled clear, and mold is looking very good.

Now being rolled over.

Upright, wheels fitted, and the gelcoat will now be buffed and polished, after which mold will receive
5 or 6 coats of wax, which will all take another week - boat building can be a slow process at times.
But we will soon be able to build the first deck!

Deck Mold Reinforcing Now Going On

November 26th 2012

Extensive ply stiffening is now going on the deck mold. This is there to hold the mold in the correct shape
and to prevent any distortion that may create problems for the folding system alignment. This reinforcing has
to be done in just the right way, otherwise one runs the risk of the ply edges showing up on the finished deck
as 'print thru'. All these ply panels will next be laminated over, after which mold can be removed from plug.

Now we can show the stern - the finished boat may not actually look quite like what can be seen here,
but there's enough visible to give a general idea

Deck Mold Lamination Now Complete

November 20th 2012

All mold lamination is now complete and preparation is under way to fit the required timber stiffening. This
will then be laminated in place, which will probably take at least a week. Once complete the mold can be
lifted off the plug, and we will then finally be in a position to start making the first deck. Whitish strips
are pads that act as cushions under the timber stiffeners to prevent any 'print thru'.

Deck Mold Balsa Core

November 17th 2012

Seems like we are making it look worse! But a balsa core is being used to stiffen the deck mold, and this is
now cut and in place. More glass laminations will follow, and then the major timber reinforcing

Deck Mold Now Being Laminated

November 6th, 2012

Mold lamination begins, with the first layer of a light chopped strand mat (csm). Very important that this
be perfect, and completely free from any air bubbles. Another layer of csm will follow once fully cured.

The Deck Mold Process Begins

November 4th, 2012

Deck plug has now been sprayed with a black tooling gelcoat, after which the mold will be formed from
layer upon layer of fiberglass, plus some special core materials, until mold reaches the required thickness.

Deck Plug Almost Finished

October 26th, 3012

After weeks of fairing, sanding, and now polishing, the deck plug has progressed to where it is ready for
the deck mold to be made - our last major mold! Waxing should start next week, after which plug will be
sprayed with a tooling gelcoat, followed by the mold laminate (up to 12mm (1/2") thick. Mold will still
take at least two or three weeks to make, by the time all the reinforcing and wheels are in place, but we
should be making the first actual deck by the end of November.

The only significant mold left is the composite outboard bracket/well, which is now in process. Outboard
brackets or wells can quickly become a quagmire, of which I am far too familiar with, but I think this will
be the best yet. Outboard will be in the same position as on the F-27, being well forward (where the prop
works best with less cavitation) and keeping the weight off the stern. But there's one big improvement - the
outboard can be fully turned either way, for excellent steering in confined areas. It will also kick up high,
well above the water, and being completely outside the main hull there is no intrusion whatsoever into the
cockpit, leaving the stern area completely clear and open.

More Parts Completed

October 22nd, 2012

The first pop-top made and ready to fit

And the plug to make the mold for a 'mystery' part - can you guess what? It's a key item for the main hull

Deck Plug Almost Finished

October 14th, 2012

After much sanding, the deck plug is getting closer to where it can be polished, and the mold taken off.
Note the clean and well rounded bow - no clunky or corrosion prone metal fittings will be allowed on here.
The composite bow molding for forestay and bow pole which will fit inside is almost finished, and
while it has taken a while to develop and make, the clean and metal free bow will be well worth it.

First Assembled F-22 Leaves Factory!

September 29th, 2012

But not a production version yet! This was built from plans by local builder Rob Densem, and we had
helped Rob to put it together in our factory. But definitely a sign of things to come

Deck plug with its first coat of Duratec, and this is now in the final stages of finishing. It will next be
sanded flat, after which it will receive further coats of Duratec, the last one being relatively hard so
that it can be polished up to a high gloss. The mold can then be made!

Pop-top mold is now finished, and first pop-top is about to be made

The carbon wing mast mold now finished, but the above is all we can show. Construction of the first
mast will begin next week

Deck Plug Almost There!

Deposits To Be Accepted Soon

September 14th, 2012

Progress has been slow, with much fine detail work to be done, but the deck plug is almost ready for the final
finish coat of Duratec, after which the deck mold can be made. The foredeck hatch flat area has been formed,
as has the anchor well hatch recess, and also the pop-top area. This is being setup to allow either a pop-top or
a sliding hatch for those who prefer this option, but mono style sliding hatches do restrict the interior, and are
not necessary on a level sailing multihull. Stern and cockpit area have also been completed, but these will
have to remain under wraps for now.

Pop-top plug ready for the pop-top mold to be taken. It is longer fore and aft than earlier poptops, with a
tapered off front, and the extra length will enable the mast base controls to be reached while standing inside
the cabin, which could be a very convenient feature.

Another piece almost complete, this being the anchor well.

One intriguing item in process is the carbon fiber wing mast mold plug. It is shown here in the final stages before
the mold is made, which should happen over the next week. Section shown is the aft part of the wing (track area
is on top) and this mast is intended (all going well) to become the standard mast on both F-22 and F-22R. It will
also be available in kit form for F-22 home builders, and possibly for other designs.

Many aspects of the F-22 such as this are still being kept under wraps, so not much else can be said at present.
But this is a carbon mast for the real world, where the main requirements are just a good basic mast, that is very
light, gets the job done, and does not cost as much as a small car. There will be no unnecessary glitz, nor will it
be over engineered, or over priced, and there will be very few metal parts.


We are now getting close enough to where deposits will be accepted, and this will begin once the deck mold is
made and lifted off the deck plug, as we will then be close enough to actually building boats. There will still be
quite a bit to sort out in regards to pricing, priorities etc., but more details soon.

Our First F-22 Join Up!

Weight of the boat as shown is only 562kg (1236lb)

This is without rudder (8.7kg), daggerboard (12.2kg) and rig (approx 36kg), and is an excellent result.
Custom or home built boats are usually lighter than production boats, due to no heavy gelcoat being
used, but this will be a good benchmark to aim for with the production F-22.

Aug 14th, 2012

Our first joined F-22, which is a local amateur builder's boat that we helped join in our factory.
Only took a day and a half, and we should get this down to around 4 hours or so once our
crew get some more practice. And yes, those floats are just hanging there - the system is that
strong - no winches or control lines required. Not too many folding trimarans can do that.

Aug 14th, 2012

Pop-Top Started

The basic pop-top mold shape is now established, and the first pop-top mold will be made from
this. Deck mold will be setup so that there will be a choice possible between the traditional
monohull style sliding hatch (with no headroom), and the much larger pop-top with full standing
headroom, which is a very practical and safe feature on a level sailing multihull

Deck Plug and First Daggerboard

Aug 4th, 2012

Our first production daggerboard has just come out of the mold and it is perfect.
Thickness is consistent to ± 0.5mm, the best I have ever achieved for a molded board.
The same board can also be used in the centerboard version (with a few little changes).
Meanwhile, the deck plug is about to have the hatches formed

We are now assembling out first F-22! But before anyone gets too excited it is a local plan built boat,
and we are giving owner/builder Rob Densem a hand to put it together. This also gives the factory
crew a good look at how it all works, so many things can then start to make more sense, plus we will
have another boat to sail against when we launch our prototype.

Cockpit Floor Now Fitted

July 18th, 2012

Cockpit floor is now in place, and alloy rudder gudgeons are bolted on. Alloy with high performance PETP
plastic bushes (no slop) will be used for the base boat but carbon gudgeons will be used for the F-22R, once
development is complete. All models will however have carbon chainplates as standard. The floor will be
non-skidded later, once deck is on, as cockpit area is being done differently from all previous models.


July 12th, 2012

After much work, the deck plug is now complete and ready to lift off the form frames!

Lifting out - the cabin can be seen emerging underneath.

Now upright, trimmed, and about to go into our 'oven' overnight to thoroughly cure, so as to
eliminate any chance of 'print thru' after fairing. The final surfacing coats will go on next, and
plug will then be polished and waxed to a glossy finish so the deck mold can be made.


July 5th, 2012

Forward bunk molding now in place, as are the Forward Beam Bulkheads. The actual 'real world' bunk width will be at the top of the cushion, or 100mm (4") above the bunk level shown. This is the roomiest bow bunk ever on any of my designs less than 28'.

The daggerboard case will go in next, followed by cockpit floor and Aft Beam Bulkheads, and then hull will be finished and waiting for the first deck. In this regard the deck plug is now basically finished, and we are currently adding the necessary reinforcement underneath, to where it can be removed from form frames. The final surface finishing can thus start next week, and then the actual deck mold can be made. This will probably take another four to six weeks after which we can finally finish our first boat. Everything just takes time with developing a completely new model, and we may start to build some more hulls while we wait, to help speed up the first deliveries.

First Deck Photo!

June 22nd, 2012

We have been working on the F-22 deck plug for some time, as there have been quite a few new developments in this area, plus we had to disassemble and then reassemble again when moving factories. But we are almost there, and finally have a photo that can be shown:

This is the underside of the deck plug and the glossy finished surface will be on other side, from which
the mold will be taken. However, the benefits of the third generation Farrier Folding System as used in
the F-22, F-32 and F-33 can already be clearly seen when compared to a similar view of the original F-31
deck mold as shown below. There is virtually no intrusion of the third generation F-22 beams or folding
system into the cabin, meaning more room, less weight, plus the lamination of the F-22 deck is vastly easier.
The F-22 deck is just cleaner and simpler, with many more new aspects still to be announced.

The original F-31 deck mold (as setup for the previous second generation folding system). This is better with
less intrusion than the original Trailertri models, or the F-27, but progress is essential and the F-22 is
better yet again, by an even larger factor.

We Have Lift Out!

May 18th, 2012

First F-22 main hull just lifted out of the mold, and it is perfect

Main hull now trimmed and ready for the deck

Interior Starting to Go Together

May 5th, 2012

The main internal molds (Forward Bunk and Cockpit Floor) are now complete, with just three small
minor ones to go (which are in process). This means we can soon start to fit out the first main hull, and
then remove from the mold, at which point we can check fit of deck flange and finish the deck plug.

Beam bulkheads, ready to fit into main hull once Forward bunk and Cockpit Floor are fitted. The opening
through the Forward Beam Bulkhead is actually the largest ever for any of my designs, being 25% wider
than the F-28 opening, and 20% larger overall in area, all thanks to F-22's third generation folding system.

March 31st, 2012

Gelcoat booth ready to go - just the floor liner to go in - it's big enough to put a truck in

March 24th, 2012

New Gelcoat booth being painted, and this will be finished on Monday. Just the explosion proof lights
and heating/filtration system to then go in. Trim booth at far end will be operational next week.

Cockpit floor plug in place in the first hull, ready for the mold to be taken off. This same mold will then
be used for both the long cabin and cuddy cabin models, the extra long cuddy cabin length being shown.

March 18th, 2012

Our new truck size gelcoat booth almost complete, with trim booth at far end, and you can see the oversize
fan ducting going up to the roof. We get quite a gale going through the trim booth, which really makes
trimming almost a pleasure - the dust gets whipped away before it can get near you. The lights are still to
go in, with painting to be done, but another week and we should be able to gelcoat big parts once more.

Otherwise the main hull interior molds are still in progress, as is the deck plug, but the production F-22
progress is controlled by available funds, and with major setup costs being incurred at present, we do
have to concentrate more on sales of components such as rudders, foils and beams. This slows down
the production F-22 progress, but brings in the needed funds, and avoids a huge capital debt that has to
be repaid by a higher final boat price.

February 18th, 2012

We are now in, and do not know how all our gear and equipment fitted into the old factory! However, plenty of
room now, but it is going to take some time to sort and then rack/organize everything as it should be. First step was
to paint the floor (now done), which just helps keep everything clean and professional. Farrier Marine has always
been a lean, mean and somewhat clean operation, and now we can be a lean, mean, and very clean operation.

New gelcoat and trim booths are being built, with the air into the gelcoat booth being properly filtered and heated
as is essential for a quality product. A dedicated resin infusion room (properly heated) is also on the agenda which
will all take time, and delay our capability to build the larger items like hulls for a while. However, we are now
setup enough to where we can build smaller items such as rudders and beams, plus resume work on the F-22 interior
molds, so hopefully things will not be held up too much. There is just a lot or planning and work that has to go into
setting up a professional standard facility

Plenty of room for expansion outside as well. Trim booth fan ducting can be seen at left - fan is very powerful
and we have to be sure to have door open when starting up otherwise it feels like it could implode the factory.
But the high flow of air over the job makes fiberglass trimming almost a pleasure, with no dust in the factory.

Beginning The Move!

January 29th, 2012

The move into our new much larger factory has started, with the 'first in' main hull mold shown above. We
were having to squeeze by this in the old factory, but now there's plenty of room! Downside is the move
logistics and setting up the new factory with gelcoat and trim booths etc. will take some time, and interrupt
progress. But we will at least now have plenty of room to start production once ready.

Container at our old factory, packed full of assorted molds and other equipment, ready to be moved.
It is now in our new factory yard, where there is enough room for 12 more. We only had enough
space for one at the old factory!

Two of the main hull interior molds made, and ready to remove once the move is complete.

Main Hull Interior

December 19th, 2011

Main hull with forward bunk and cockpit floor panels in place, and almost ready to make the first
interior molds. Cockpit floor looks huge, due to the cuddy cabin version being shown here whereas the
standard cabin version will be cut back aft another 0.6m (2') at the front. Daggerboard case is visible
at center and this will be braced sideways by the aft end of the forward bunk.

The forward bunk is 1.3m (4' 3") wide at shoulder level, and 0.65m (2' 2") wide at foot level for those
1.83m (6') tall, while maximum usable length is 2.2m (7' 3"). The bunk configuration/construction has
also been improved from earlier designs to give much more convenient access to the huge storage area
underneath, but this cannot be shown yet.

The forward part of the completed deck gunwale flange can just be seen at right (against wall) waiting
to be trial fitted on the main hull (once removed from mold) after which the deckplug can be completed.

Deck Join Flange Under Construction

November 27th, 2011

With the first main hull made, attention has now moved to the deck plug, from which the deck mold
will be made. Photo shows the CNC machined deck or gunwale flange plug ready to laminate, which
is being done as a separate item with the F-22. This is because it has a number of new aspects that require
an exact fit on the hull. Doing it this way means we can check the fit on the hull, and get it just right before
the flange is added to the full deck plug, which is being built separately.

First Main Hull Now Made

November 10th, 2011

Foam core and fiberglass fabric being fitted in place

Vacuum bagged and ready to resin infuse

Fully infused with resin - hull now made. The first infusion is always a little hard on the nerves,
as one can never be sure how the resin will travel, and a hull can even be lost. However, a lot of
thought went into how it was done, and the placement of the various reinforcements etc. to where
it went off without any problems.

I'm sure all home builders will be impressed at how fast we can now build a hull, just over a week for
this one, and probably 3 days for the next. No long boarding either! But, it has taken around 6 months
of hard work, and many $ to get to this stage, but we are finally there. Now for the interior molds!

Main Hull Mold Preparation Work Now Complete

18th October, 2011

Main hull mold now set up to rotate, which is essential for easy gelcoat application and then infusion.
All the hardware for such infrastructure takes time, but it has to be done to in order achieve the high
production level required.

The mold weighs around a ton, so pivot points have to be super strong.
Carbon fiber was even used to reinforce in highly stressed areas.

First production main hull now gelcoated, lamination about to begin.

Another key part of the equipment required are gantry cranes so that hull can be lifted out of mold.
To keep costs down all this is being made in house.

Another piece of the puzzle now complete - the daggerboard molds.

Main Hull Mold Arrives At Our Factory

8th September, 2011

Mold now inside our secondary assembly area, and taking up a large amount of space. Next major step
is to gelcoat, and then cut and fit all the foam. This is made easier now by being able to computer
generate each foam panel, but they still need to be initially cut and fitted by hand to get exactly
right. The deck mold base framing upon which the deck plug will be built can be seen at right.

Our just made extra large laminating/infusion table for making flat foam core panels. These will be used for
many areas of the deck mold plug, and then for the interior panels

It Had To Go!

30th August, 2011

In spite of much work, fairing, and polishing, the F-22 main hull plug has now been destroyed in order
to clear the decks for the deck plug and mold. Teeth were well gritted before the first cut, but it had to be
done. Being made from MDF it would not have lasted long, due to weather related movement, which means
it would have lost the fine finish. A fully stable fiberglass plug will be made out of the first mold once it has
been conditioned, and this will then be used to make more hull molds when required.

How it was before:

The original F-27 hull mold plug, but in this case an actual foam/glass main hull was built, which then
became the prototype F-27 SUPER FOX. However, this caused number of problems which created
more work, one being the lack of a vacuum bagging flange which had to be added on later. So we went
with a dedicated plug this time, which also meant we could do a few more refinements on the F-22, and the
standard of finish is much higher. But at least we did not have to cut up the plug in the F-27's case, and it is
still sailing!

The hull mold now polished, waxed, and ready to go!

We Have Lift Off!

10th August, 2011

Main hull mold just removed from the plug (behind)

and rolling it upright

Making The Main Hull Mold

21st July, 2011

Multiple layers of glass are now being applied over the plug (shown below) to make the mold. Just a few more
layers to go after which the mold support framework will be fitted in place. Mold can then be removed
and it will then be ready to build the first main hull!

Main Hull Plug Ready For Making the Mold!

11th July, 2011

Not long now!

The main hull will have a conventional deck to hull gunwale join, as this still works best for wingnet
attachments etc, plus increases bow deck walking area (which can be a little narrow on a trimaran).
However, the join becomes flangeless from the bow nets forward for less drag, and to match floats.

The continuing Christchurch earthquakes have slowed things a little the past month or so, but with
fortunately no real damage as such. However, the shakes can be disruptive to work with power
outages, liquefaction, and the need to check homes etc. after the big ones.

Farrier Marine's Annual Day Out - next year we hope to have it on the harbour! The liquefaction in
the backyard shown was 12" deep in parts - it just comes up out of the ground with quakes over 6,
and then has to be dug out!

We are also doing numerous tests to determine the best possible laminate and material combination for the
main hull. The above photo shows two different hull panels being infused on a glass table (allows flow to
be checked underneath), and one can see that bottom panel is being infused quicker. Gelcoat was also used
on this occasion, to check for any fabric print through. Getting the right combination of materials and infusion
flow is critical to having a light well built boat. Compared to the original laminate that was being considered
the final laminate is now going to be 22kg (48lb) lighter, and faster to infuse (better resin penetration)

Daggerboard Plugs Arrive

14th June, 2011

Fresh from the CNC shop

Main Hull Plug Getting Close

June 6th, 2011

Now at final fairing coat stage - almost ready for the gloss coat, and then only some polishing left to do!

Just One More Bit To Go!

May 16th, 2011

Two floats, 4 beams, a folding system, daggerboard case, and rudder, all waiting for the main hull,
which will not be far away

The Main Hull Plug

May 12th, 2011

The main hull plug now almost complete, having been assembled from CNC cut sections. This is possibly the
first time any plug of this size has been built this way. Finish sanding just done, and this will be followed by
a thin glass cover layer, and then the finish coat (glossy part).

Stern area, with folding system recessess visible

Main hull bow is very fine for slicing through waves

The special float hatch deck trim now in place and ready to fit hatch. Float hatches have always been a
problem in the past, as no one makes trimaran float deck hatches as such, and standard deck hatches
have had to be used. These do the job but are much more expensive and heavier than they should be.
We will be using much lighter (and less expensive) semi-flush plastic hatches on the F-22, but for these to
work properly they need a special rim in the deck, as is shown above, plus we have also added a water
deflector across the front edge to help ensure watertightness at high speeds.

Some earthquake damage at the mold maker's factory, on the wall and floor - now there's just that little bit
of extra room! We have always felt that the F-22 will be shaking up the sailing world once it arrives, but
this is probably taking it a bit too far!

March 22nd, 2011

Now There Are Two Floats

The second F-22 float has now been completed, so now we have the floats, beams, folding system, rudder,
and daggerboard case, with just the main hull to go. Floats are still not quite ready for full production, with
a few more procedure improvements still to be implemented, but they are now close enough to where we
can move our main focus onto building the main hull!

February 17th, 2011

First Production Float Now Joined

The first two float halves have now been joined, photos below:

Shape is now clearly visible and those familiar with my earlier designs will note that there are only two hatches (used to be 4 - 5). This is because hatches have always been a source of annoying problems with leaks etc., so minimizing these is a major advance. The new joining system eliminated the need for access to the float interior, as the unique joining process does not require it, and the only need for hatches now is to access the beam bolts and middle storage compartment, for which two hatches are enough.

Float is still divided into three large watertight compartments, and to ensure each compartment can be drained, and vented, a new venting system has been developed. Good float venting has been much more important than realized earlier, as we now believe lack of sufficient venting can lead to badly leaking hatches when sailing hard through waves. These can cause the float to pant, and act like a big pump, to push air out and suck water in through even the smallest gap or weak hatch seals. The F-22 venting system has a much greater capacity (over 1000% more area) than earlier float venting systems for this reason. So half the hatches, and no pumping action, means a much greater chance of having 100% leak proof floats

Finished float decks will be very clean, and with few metal parts.

Carbon chainplate is shown - these have always been used on plan or home built F-22s, but it was uncertain if they could be incorporated on a production float, as it is not easy to make the chainplates in a production environment, and then fit in a molded hull. However, all the problems have been solved, with chainplates being full infused in one piece, and they are actually easier to install than metal chainplates. All heavy stainless has thus been eliminated, with the chainplate becoming part of the laminate/hull, which eliminates any chance of metal corrosion or leaks. One could dig 3mm deep into the hull around the chainplate edge, and it would still not leak!

Photo shows a clear coat finish chainplate, mainly because we could do it, but the standard production chainplate will have a white gelcoat finish, and the clear coat version may be an option.

Another finished float view, with the next float half in front, having just been resin infused.

Having a clean floor makes it very easy to make up the vacuum bag for the next float half!

January 28th, 2011

First Production Float Halves Complete

Both float halves have now had all the required internal bulkheads added, and have been set up for the unique joining system. All the key jigs and fixtures have been made in order to ensure the very important structural integrity along with a perfect join, and these are all now done, so the next float halves will be very easy, and even quicker.

A few more floats to make, and we will then be ready for the main hull mold to arrive, and we can start making the first main hull. Quite a lot of work still to be done, with more jigs and fixtures etc., but it is starting to get much more interesting.

Final float half being lifted out of the mold

Being turned over - very light and easy for just two to handle

The two finished float halves, ready for trimming, after which they can be joined.

Two hours later, with halves now trimmed, and first trial fit. Join seam is just about perfect and will
disappear once the halves are bonded together.

December 22nd, 2010

First Production Float Half Infusion

Infusion just started - resin can be seen entering the hull/bow area at right.

and the finished infused hull - laminate is perfect with zero voids.

One of the Distractions:

It has been important for the F-22 to be self-financing, to ensure viability and maintain design integrity, so
Farrier Marine has always had a number of other projects under way to help pay the bills. One of these has
been the F-32SR curved lifting foils, which have been an interesting (and time consuming) challenge, as
they are very tricky to make. However, the first set has now been finished and were shipped to Michigan this
week for use in Jerry Fiat's F-32SRX, with three more sets on order (can also be used on F-85SR). Such
projects can hold up the F-22's progress, but they are also a key area of ongoing support for the F-22's
development. More importantly, it will mean a much lower entry level price for future F-22 buyers due to
the low overall development cost.

December 21st, 2010

First Actual Production Float Now Being Made

The trials and tests are over, with the necessary assembly jigs now made, and the first actual production
float is being made today. Above photo shows the first exterior layers of glass, plus foam core deck in place.
Every little detail is being checked, double checked, and then refined even more. This is to ensure the best
possible float that is strong, as well as both easy to make and as light as possible.

December 8th, 2010

Second Float Half Also Removed From Mold

The now trimmed original test skinout - cannot be used as a hull, so will now be have to be
cut up (with gritted teeth) and thrown away....ouch!

December 6th, 2010

Now Removed From Mold

Fresh out of the mold and still untrimmed
December 3rd, 2010

Second Float Half Skinout Also Now Infused!

.....went even faster!

December 2nd, 2010

Now Infused!

December 2nd, 2010

First Float Half Skinout Ready For Trial Infusion

F-22 Float Mold Lamination

November 30th, 2010

First float half gelcoated and having initial conditioning skinout - one of the few things that we hand
laminate. Next step will be to infuse a trial laminate on this, in order to get the resin flow just right

F-22 Float Molds Now Made And Ready For Gelcoating

Onn wheels, fully waxed, and ready to go make hulls

The Float Plug Is Made:

The float mold plug just back from a mold specialist who did the final fairing and finish.

Gives a better idea on how the finished float will look. .

The float plug was hand built in order to properly develop the flangeless float join system, which was first used on the original F-27. But these took too long to make, with various issues, and these had to be changed to a traditional style join on later boats, with horizontal join seams and external flanges. However, it was decided very early that only the flangeless option will be acceptable for the F-22, but only if the system was easily buildable to achieve the necessary low cost.

Such floats were tried again in the F-33, where an acceptable construction technique was developed, but they still took longer to build than desirable, so the process has been further refined and made easier with the F-22. The center join alignment has been one of the problem areas in production, as even a small misalignment can cause considerable rework. This was the main reason why the F-22 float plug was built so carefully, in order to achieve an exact match. The finished plug had special mold flange areas added, to enable a perfect trim and match, something not achieved before. Final molds were then made. This whole process has meant considerable thought, and 'hands on' time, but the F-22 floats are going to set a new standard for trimaran floats.

2014 Factory Progress

F-22 Main Website