......but no reason for concern as the factory F-27 CORSAIR is being deliberately pulled over to test an anti-capsize system. I had thought about this for a while, but Farrier designs have proved to be very safe, and it had not received much priority. However, San Francisco owner Ray Wells kindly proved it possible to roll an F-27 so it was time to look further. Farrier designs have been righted by using the folding system, but this can be difficult, and cannot be depended on, while a complete inversion will do a lot of water damage inside. So it was time to develop something better.

Modern technology now allows many new possibilities. An old idea that works is masthead buoyancy to prevent a full inversion. This depends on the mast surviving a capsize, and this seems to be usually the case, the multihull mast being very strong with its wide rigging base. If an F-27 had a workable masthead float, then simply allowing the leeward float to flood after a capsize will create a situation where the F-27 will actually self-right, with the only damage being water in the leeward float.

However, a permanent masthead float is ugly, affects performance, and represents significant weight aloft. A foam float big enough to be effective for the F-27 would weigh over 25lbs. The capsize danger is so remote that the drawbacks outweigh the advantages.

Another solution is a water activated air buoyancy bag at the masthead. This is more compact, but there is still significant weight aloft, with the CO2 bottle, and there are reliability problems with a water activated trigger device.

However, modern materials now allow the buoyancy bag to be made light and strong, and housed in a very small container, weighing less than 5lbs. If an air hose is then taken down inside the mast to connect to a CO2 cylinder, and a simple angle activated switch is mounted inside the cabin, plus perhaps a panic switch in the cockpit, then you are starting to achieve something practical and workable.

To test the theory we hitched up a line to CORSAIR’S masthead and pulled her over. It was interesting to find that even at 90 degrees, the F-27 still has a small positive righting moment. Note also the bow up attitude, caused by the distribution of buoyancy in the float, and one of the reasons why the F-27 does not have the bow burying problem that can be common to some multihulls. The masthead was then moved down past 90 degrees to simulate the attitude after a capsize and the buoyancy required to prevent a complete rollover was measured at about 200lb. The flotation bag being developed will have 350lb, giving a healthy safety margin. An F-27 pushed past the limit would therefore stabilize in this position, with the main hull mostly clear of the water.

Starting to lift her up, mast being pulled over by the factory van on the roadway at left ,above rock wall

The next step was to allow the leeward float to flood, which lowers the main hull down into the water, moving the mast towards horizontal, where the buoyancy of the submerged float and beams will be enough to actually right the boat. To flood the leeward float the crew just open the main float hatch. Corsair employee Mike Michie did this, after being forced into the still rather cool San Diego water. We were surprised to find that flooding the center float compartment alone was not enough to sink the float as believed. It’s amazing how buoyant just the beams and the foam core construction are. The bow section of the float was then also flooded to get the complete float under.

Float being flooded to start the righting process

Now the main hull settled down until the cabin side was in the water and the mast moved closer to the horizontal. Still not quite enough to self right, but lifting the mast a little to simulate a 2' chop bought a positive righting moment, allowing CORSAIR to gracefully right herself.

Mast at dock or near water level, and boat is almost neutrally balanced.

Mast a little higher, and the righting moment is becoming strong here, with the mast taking
quite a bit of holding down

Obviously a capsize will not happen in smooth water, and a 2' chop is very likely in wind conditions strong enough to cause a capsize. In smooth water, you would have to be in a very sheltered area, and any passing boat would only need to lift the mast slightly to get you out of what is just an embarrassing position.

Should the mast be lost during the capsize, then the system will not work. In this unlikely event, the F-27's righting method using the folding system is then the only possibility, or seeking outside assistance.

During the righting process, no water was able to enter the main hull, and all that was left to do was to pump out the leeward float. After righting, CORSAIR was very stable and three people were able to stand on the flooded float without any problems.

We are convinced that such a capsize prevention system is practical, and intend offering it as an option for the F-27 in the future. We don't feel it warrants incorporation as a standard feature, as most owners never sail their boats in such a way as to risk capsize. It would be like incorporating a full roll cage and six point safety harness in every car. While these are proven life savers, the average driver does not take enough risks to justify their inclusion. It is really only relevant to those hard charging racers, those undertaking long offshore passages, or those with no sense!

The multihull is an unrestricted boat without limits on its performance to protect the crew. It instead relies on the crew having enough sense to reduce sail to suit the conditions. Should you feel that you cannot sail sensibly, then you should buy a monohull which generally will look after even the most foolish sailor (unless it hits something solid).

Some would like to legislate every element of danger out of our lives, but few agree with this. All sports have some danger and strangely enough, statistics show the most dangerous to be horse riding.

So How Did Ray Do it?

"Human error" says Ray and he wrote a report of the incident which is summarized here. His F-27 WINGIT had just competed in the Lightship Two-handed Race in San Francisco, and finished 2nd to Andrew Pitcairn’s winning F-27. Conditions were very rough with 25 to 35 knot winds and gusting (A monohull near WINGIT reported 35 knots on their windspeed gear at the time of capsize). On the final leg of the race Ray was carrying full mainsail, and full spinnaker. Ray's 10 year old daughter Amy was his only crew.

Upon finishing, and enjoying the exhilarating sailing, Ray elected to continue carrying the spinnaker up the harbor. Ray reports as follows:

The boat was sailing flat and fast downwind, with no tendency to dig in the bows or roll excessively. Some gusts or local changes in wind direction had caused the main to flip-flop during the run down the city front , so the main had been set sheeted hard centrally. Boat speed had been surging, and estimated at variable between 15 and 25 knots.

I began preparing to bring boat from a dead run to approx. 25 degree to starboard. Moved spinnaker from ahead to port by letting out guy (to 2' off stay) and sheeting in, using winch.

The wind seemed to shift dramatically more abeam. When the roll started, it seemed to be a sideways rotation rather than a pitch-pole. The main bow definitely did not bury. I was not conscious of the boat slowing sharply as it rolled, but there was some slowing. (This is difficult for me to assess because the deck was tilting and I was moving around the cockpit. When roll started, main sheet was grabbed first but not released. Spinnaker sheet grabbed next: started to release but line failed to run. (Boat too far gone at this point).

The boat was continuing to roll, mast down, with the main hull coming over. I was disorientated and cannot estimate how long these events took. As the hull came down I took a big breath and tried to swim under, away from the main hull. I was running into the net. There was space to breathe beside the cabin window before the boat settled flat. I decided to get out fast, and seeing Amy ahead of me I grabbed her and went out under the port ama. We then swam to the rear and easily onto the aka and nets.

WINGIT not looking so healthy

With the boat inverted, it acted as a huge stable platform with the cross-beams just submerged. In retrospect, it would have been safer to stay under the nets longer, as there is enough slack to allow bobbing a head up for air.

Hypothermia is the biggest hazard on the Bay, and Amy was taken in by a rescue dinghy from Pier 39, whilst I was given dry clothes. A USCGA vessel was called and the boat towed to Pier 30. A diver came out to release the rig, mainly because I was unable to go back into the water. He released the side stays, main sheet, main gooseneck and both forestays. A line was attached to the masthead and it was pulled up on its hinge and secured to the stern pulpit. Both spinnaker and jib were taken off but the main remained attached. The boat was then towed to an end slip where it was righted the next day.

In retrospect, Ray made two mistakes:

First, was to carry the spinnaker in such conditions, while so short-handed. It should always be an absolute rule never to carry the spinnaker in anything over 15 - 20 knots without having a crew member available to hand hold the uncleated spinnaker sheet at all times, ready for instant release. This would have prevented the capsize.

Second, having the mainsail sheeted tight on the centerline is very risky in such conditions. Should you broach or bear off slightly then the wind can exert its full force on the tightly sheeted main. The main sheet had also apparently been cleated in the self-tailing halyard winch, which is suicidal, it being impossible to release quickly.

To right WINGIT, both floats were folded and the Sailing Manual procedure followed. Man power was able to get it to 90 degrees where it stopped, due to the weight of the mast and waterlogged mainsail in the trailering position. To right unaided the mast has to be dropped off, and its weight used to assist the righting roll. However, Ray was not prepared to risk losing the mast, so opted instead for a pull from a motorboat which completed the righting roll. If inshore, this is probably the best method. WINGIT suffered only water damage, and the major loss was due to lost gear and a shredded spinnaker. She is now dried out and ready to go sailing again. The interior lining fabric took the soaking remarkably well, and after a wash down with fresh water looks just like new.

Now looking a little better

As a result of this experience, the Sailing Manual righting procedure has been re-written and updated. A laminated copy of this is being sent to F-27 owners and this should be kept in the safety hatch. Only problems encountered were with the float righting tubes, which were found to be a little short and these have been lengthened. It was also harder than anticipated to fold while inverted. The shroud tensioning tackle can be used for assisting this.

This incident confirms that the F-27 is not immune from disaster and can capsize if mishandled. This is stated several times in the Sailing Manual, and even in the last Newsletter. Believe it and sail accordingly. We may not have another capsize for many years, but it can happen, so take care. If you want a boat with the F-27’s performance, capable of safely carrying a spinnaker in 35 knots, with no one on the sheet, then the F-27 is not for you. We don’t know of any boat that can do this. The new anti-capsize system should prevent complete inversion in the future, but let's not bother to prove this except in static tests.

This capsize is the first actual ‘sail over’ capsize of a Farrier design in over 17 years and millions of miles sailed. The only other inversion was that of Bob Peberdy’s Trailertri 680 in a 120 knot storm in Brisbane in 1985. No one was at the helm (Bob had been washed off to the leeward float) and the wind was strong enough to blow boats off the trailers, boats of all types over, and demolish houses. Very frightening for all concerned. This incident helped convince Bob of the ultimate safety of multihulls, and after later selling his 680, had a new Trailertri 720 built.

A number of 'self-righting' monohulls have also capsized in San Francisco Bay, but worse, they have then sunk. One was the Express 27 WHIRLWIND, now called WHIRLPOOL as it is still down there with full sail set. It broached under spinnaker, flooded through the open hatch, and quickly sank. This behavior is apparently acceptable in the sailing world. But it's much more dangerous, as demonstrated by the disappearance of the 31' monohull GREAT EXPECTATIONS in Australia earlier this year, taking 6 lives. Had they been on an unsinkable multihull they would probably still be alive. With most loss of life at sea caused by sinking, unsinkability is very hard to beat. Both types are actually very safe, and the old saying of " it's not the ships, but the men in them" is really the deciding factor.

Postscript, January 2003

Unfortunately funding for the anti-capsize system was halted by new management at Corsair Marine in 1990, which was very short sighted. I resigned from Corsair Marine soon after, and this disappointing decision was one of the contributing reasons.

The special buoyancy bag had already been received from a company that made similar type bags used by helicopters for emergency water landings. It was compact and weighed less than 5lbs (3 lbs as I recall). The CO2 cylinder was also in hand, and it only needed to be assembled on a boat to try. The timing was just right, a brand new marina had just been finished near Corsair, and was still empty, and it offered the perfect test environment (as shown in the photos), with a road nearby for a van to be used to haul the mast over, plus the boat was available.

However, nothing further could be done, and all the various parts had been apparently lost at Corsair when I checked in 1994, after the previous management had departed. Corsair was also not in a good condition in 1994, sales having declined 30% since 1990, and still going down. Large losses were being incurred with the F-24 Mk I and this needed to be restored back to my original simple concept, while the F-31 needed to be reimplemented. So all efforts had to be put into restoring viability over the next few years. My own resources since, and access to a suitable boat have been limited, so I have been unable to pursue this, other than devising some improvements, to where the buoyancy bag could even enhance performance.

The above article was also published in Multihulls magazine at the time, and no doubt many wondered what happened, and if anything resulted. Now you know.

Since that time, with the greatly increasing numbers, there have been more capsizes, and this will always be a fact of life with multihulls. The capsize rate is however relatively very low, only a fraction of the serious accident rate for light aircraft for instance. But this still means there can be two or three capsizes a year.

I believe such a masthead buoyancy bag to be a workable and practical anti-capsize system, and as much as I originally believed the Farrier Folding System would work. It is a pity that such a system is still not available for those who may have a greater risk of capsize, such as the racers.

That such a system could work was also well demonstrated by an F-9A that capsized in Australia, some years ago, while being sailed hard with full sail in 30 to 40 knots. The water was shallow, with the result that the mast head hit bottom, before the boat could turn completely over. The capsize process was stopped, in other words, just like an air bag would do. A passing power boat gave the crew a hand by pulling up the mast and flipping them back upright. Only damage was a lost winch handle, and no water entered the cabin. I believe the same thing would result in most cases with a properly installed air bag system.

However, something may be able to be done with the coming F-33 and F-22, where a suitable test boat may become available again, particularly once strong growth and momentum has been generated in a production environment to help support such development work.

The Anti-Capsize and Righting System Setup and Sequence:

Note: this is just a suggested procedure at this stage, and, due to many variables, no guarantees can be given about its workability until after further tests have been completed.

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