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YACHT ARABELLA
MISCELLANEOUS RAMBLINGS FROM A 6.7M PANDORA INTERNATIONAL BASED IN THE SOLENT. USUALLY, NOTHING MUCH HAPPENS.
WEDNESDAY, MAY 14, 2008
First sail of the season
Above: At last - Arabella looking messy and well-used!
After a five-year layoff from sailing, the plan on buying Arabella back in 2005 had been to start sailing immediately. Foolishly, I had allowed myself to be diverted by The Epic Refit and by the demands of my career. (To be fair, perhaps the latter diversion wasn't entirely foolish).
I hadn't sailed at all in 2005 and 2006. In 2007, I had managed one day and one evening's test-sailing, followed by the frenzy of the Round The Island race, and Arabella had amassed slightly more 100 miles under her keel. If you discounted that experience, and a short, sunny afternoon's sail in Marbella in 2002, it was eight years since I had done any meaningful sailing.
Now Arabella was back in the water, sooner than expected. She was ready to go; but I was rusty and I knew it. Cue a spot of own-boat tuition from John Goode's Southern Sailing School (actually, the great man himself had sold up a short while back, to his chief instructor, but retained a peripheral involvement).
With the British weather granting one of those occasional periods of glorious sunshine and pleasant sailing breezes, I was itching to get out as soon as I could. However, the marine trades on the marina had one final trick to play before letting me out of their clutches. The on-site business which operated as a collection and drop-off point for the (off-site) sail loft decided to close without warning on a weekday - with my freshly-laundered sails locked inside - meaning another wasted trip down from London. So it was literally on the last day of fine weather before the weather broke that I managed to get out on the water.
The objective was to see if I could singlehand what is, after all, a very modest little yacht. By the end of the session, it was pretty clear that I couldn't - not yet, anyway.
My first attempt to reverse Arabella out of her berth was an unmitigated disaster. With a fresh breeze coming from dead astern, it ought to have been easy to go straight backwards, and that's precisely what Arabella proceeded to do. A lovely clean exit, marred only by the fact that regardless how much I turned the tiller, she continued reversing in a straight line, perfectly weathercocked into the wind. Once we were sufficiently clear of the berth to start swinging, I decided to cheat and turned the outboard to port to try and pull Arabella's stern around. That looked as though it was just starting to have an effect when the outboard decided to stop, and, with me pulling feverishly on the starting cord, Arabella, now at the mercy of the wind, re-entered her berth as obediently and tidily as she had left, indeed even slightly more quickly, fetching up with an impressive crunch as her bow found the far end of the berth. A swift lassoo thrown over one of the pontoon cleats by Roger, the instructor, prevented Arabella from swinging across onto her neighbour.
After a little discussion and further experimentation, a number of things became clear:
• Leaving the outboard at idle speed - which would have been ideal for manoeuvring in the confines of the marina - was not an option, because it was prone to stalling when put into gear. A certain minimum number of revs was required at all times.
• Less critical, but still annoying, was the fact that, due to the absence of any kind of locking mechanism, the outboard developed a tendency to shake itself to port or starboard, a fact which became apparent to the inattentive (me) only when Arabella opted to leap in a wholly unexpected direction just as you thought you had her lined up on the correct course. Some means needed to be found of locking the outboard in the straight fore-and-aft position, even if it consisted only of lines taken from the control handle to the cleats and either side of the cockpit.
• Fiddling with the outboard, with your head stuck down in the rear of the cockpit, is not conducive to spatial awareness. All the time you're focusing down there, the boat is up to something - usually something undesirable - and when you pop up for a look around, the scenery has changed radically and the boat is about to hit something. It's the same as fiddling around in the footwell when driving your car - bound to end in disaster.
Ultimately, what worked was to set the outboard at slightly higher revs than I might otherwise have imagined necessary; stop trying to steer with it (over time we proved that the rudder was more effective); and, secure in the knowledge that it wouldn't stall, just put it in and out of gear when manoeuvring in confined spaces as a means of control. That way, I could keep my head up and watch what the boat was doing.
I spent quite a lot of time driving Arabella up and down the river in astern, describing figures of eight and taking her in and out of the rows of pontoons in the marina, until Roger was satisfied that I had at least got the general idea and could be trusted with close quarters handling even with a fairly gusty breeze doing its best to confuse matters.
The next step was to see whether I could berth singlehanded. Once I had gained confidence with the outboard, I felt reasonably sure I could manage this. I knew the theory well enough. The trick was to lead a spring aft outside everything from a midships cleat. The end of the spring would have a loop tied in it, enabling me to lassoo a pontoon cleat alongside the cockpit. This would arrest Arabella's forward progress, and by motoring against the spring, she would be held in against the pontoon while I sorted out the other lines and secured her properly.
Roger tweaked the concept somewhat. The outside end of the spring was left as intended, with a decent sized loop tied in it. However, he suggested feeding the inboard end through the midships cleat without making it off, and leading that end of the line aft along the side deck to a cockpit winch. That way, if it became apparent that the spring line was too long once thrown onto the pontoon cleat, the excess could be pulled in on the winch.
The final approach to Arabella's berth would be downwind, and we would come in starboard side to. Using the "in and out of neutral" technique described above for the outboard, we came neatly in between the rows of pontoons, pointing slightly upwind to offset the effects of the fresh breeze, and I managed to swing Arabella round smartly to line her up for her berth. With the breeze now behind us, it was virtually unnecessary to use the engine, although I stayed ready to go into reverse to slow Arabella down if she began to accelerate as she entered the berth. Roger got ready to lassoo the pontoon cleat with the looped end of the spring, and looked somewhat surprised when I asked him to let me do it, but relented and handed the spring over. Arabella's freeboard being as modest as it is, it was easy for me to lean over the cockpit coaming from the helm and drop the loop on the spring over the pontoon cleat. As luck would have it, the length of the spring was just right to arrest Arabella's forward progress before she ran out of pontoon, and she came to a gentle halt about two feet from the end of her berth.
I knew that the theory was that if the engine was left running in forward gear, Arabella should now motor against the spring, but in practice that needed to be tweaked:
• The tiller needed to be pushed over towards the pontoon (i.e., as if trying to steer the bow away from the pontoon).
• The engine revs needed to be increased somewhat - just leaving them at low-speed manoeuvring level was not sufficient to hold Arabella against the pontoon.
But still, it was good to execute a textbook manoeuvre and it did a lot for my confidence after the earlier disaster.
What with all the pontoon-bashing, little time remained for sailing, but we did a brief run out on Southampton Water before short-tacking our way up the Itchen. The wind was getting pretty gusty by this stage and we furled up the genoa somewhat to improve the boat's balance. One point that emerged from the point of view of singlehanding was the need to lock off the tiller from time to time, to enable tasks other than steering to be attended to. I found that the Tiller-Tamer was fairly handy, but only to a point: fine for quick tasks such as tending the genoa sheets and, under engine at very low speeds, going forward and at a push, bringing in fenders. As soon as the boat's balance changed, however - whether due to a gust, or simply the weight of someone moving around on deck - she would change course pretty radically. I liked the Tiller-Tamer for its convenience, but it was no substitute for a tillerpilot if the helm had to be left for anything more than a minute at most.
With some pretty hefty gusts coming in, Roger chose to furl in the genoa partway. Doing so certainly improved visibility but I got the sense that it also induced more weather helm - on one occasion, Arabella rounded up pretty sharply into a F6 gust. That's very rare in my (limited) experience; Arabella seemed exceptionally well balanced in such gusts on last year's Round The Island Race. I didn't say anything, but I think that as and when time comes to reef, it might be as well to reef the main as well as the genoa, to try and keep the centre of effort forward.
There also seemed to be quite a bit of play in Arabella's forestay, which Roger commented on. I'd try and get the rig tension looked at before the next trip out.
Inevitably, we only notched up five miles or so, but it had been more than worthwhile. I'd learned a lot, and had plenty to reflect on as I flaked Arabella's mainsail and sluiced down her decks under a deep crimson sunset. The rain finally arrived just as it got dark, ending the week-long run of hot, sunny weather, and I honestly couldn't have cared less as I plodded contendedly away up the pontoon to head for the station and home.
Conditions: NE F4-5, occasionally gusting F6. Sunshine. Sea state slight.
Distance covered (GPS over ground): 5.16 NM
Total distance covered to date (2008): 5.16NM
Engine hours: 2.6 (total for 2008: 2.6)
POSTED BY ANDREW KNIGHT AT WEDNESDAY, MAY 14, 2008
June 2008 April 2008 Home
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FIORENTINO'S Offshore Anchor with Para-Ring®
The ORIGINAL Para-Anchor! -- Genuine U.S.A. Innovation
Superior Performance.
Engineered by real-life boating experts, Fiorentino is drag devices are rated the best by more independent studies than any other drag device company in history. Fiorentino is the original and only proven anchor in the world to combat common tangles, twisted lines and canopy collapses. Unlike other sea anchors, a properly rigged Fiorentino anchor absorbs massive shock loads without placing heavy force on boating equipment.
Outstanding Para-Ring® Advantage.
Fiorentino’s exclusive stainless steel Para-Ring® spreads out the shroud lines, thus preventing chafe and enabling the swivel to work without restriction. The Para-Ring® spins and pivots when it's pulled behind a tugboat, even with 12,000 lbs of pressure and turbulent propeller backwash attacking the parachute canopy. A spinning swivel prevents twisted lines from closing the canopy shut and the pivotal motion from the Para-Ring® adjusts to fight the natural tendency for a canopy to flip inside out in breaking seas and strong ocean currents. Fiorentino parachute sea anchors are specifically designed to place less strain on the boat than other anchors.
Exclusive Features.
Most offshore sea anchors are built with large flat panels. Fiorentino's offshore anchor is built with very small "cupped," shaped panels designed to combat panel blow-out. Round commercial shroud lines are sewn closely together on the canopy to maximize stretch and performance. Each shroud line offers a minimum breaking strength of 2,500 lbs. Custom sized anti-rotation™ weights helps position and sink the parachute canopy
eploy's Safe and Easy Every Time.
Most sea anchors and drogues can be difficult to deploy because you need to add long lengths of bulky chain to sink their devices anchor below the waves. Other sea anchors also require a deployment bag to keep their canopy from inflating on deck. The problem is these bags tend to float for long periods of time. As reported in several publications, this gives waves ample time to flip the unit and tangle the parachute that is normally half deployed from its bag. Fiorentino’s para-anchors are the only parachute anchors in the world that can be deployed as is without the use of a deployment bag or added bulky chain. That's because the whole system is engineered for immediate deployment as soon as the system hits the water. compact and precisely designed for real-life deployment "weighted down"
Fiorentino's patented design makes it easy for any crewmember to safely deploy the para-anchor every time. Simply drop the rolled up unit into the water. Fiorentino's Para-Ring® and precision weight placement inside the canopy quickly sink the para-anchor below dangerous waves. The fast submersion fully inflates the parachute canopy immediately. Secure your anchor line; you're done! Best of all, since no chain is required, it only takes one person to deploy an average size Fiorentino anchor on a bumpy sea. Some drogues require three or four crew member which can be a huge challenge when working from an unstable platform.
Everything in One Bag.
Pack away in two minutes or less with Fiorentino's Fast-PAK!®. Just roll it up like a sleeping bag and place the trip line and the anchor in one bag--not two! Fiorentino offers heavy-duty deployment bags upon request only.
Fiorentino Offshore Anchor Includes:
Red Offshore Anchor
Fast-PAK! Storage Bag
Stainless Para-Ring®
Custom Size Stainless Swivel
Complete Para-Anchor Video
Installed Anti-Rotation Weights™ (custom sized)
Expert Technical Support
Impressive 5-Year Warranty
Manufactured in the U.S.A.
Sold Seperately: Rode, Trip Line, RodeRap.
Rated Number One by Practical Sailor! We tested models...and favor Fiorentino's These are top-of-the-line sea anchors, well built... their more rugged construc-tion will enable them to endure Neptune's savage moods..." Practical Sailor read more
Rated "The Best" by Sail Magazine in a parachute sea anchor comparison "...After we had done our research, we selected a 12' Fiorentino Para Anchor. It met our cost, weight and storage require-ments, and we liked the design of the hardware, the materials and the construction methods used in the canopy." --Sail Magazine read more
Prevents tangles, chafe and twisted shroud lines. "Fiorentino's Offshore Anchor includes the world's first anchor stabilizer. The Para-Ring® is the first device to allow a parachute canopy to self adjust in heavy seas and strong ocean currents. Prevents tangles, chafe and twisted shroud lines."
-Cruising World Magazine
Fiorentino Builds Strong Anchors
"Fiorentino canopies are built from tough 8 oz .nylon materials.The materials are extremely pliable so the unit can be rolled up tightly into a small and compact unit. Shroud lines are made from commercial fishing lines.
these type of shrouds provide outstanding shock absorption. Commercial fishing line is the only line specifically designed for ocean use with a minimum strength of 2,500 lbs." --Zack Smith, author of The Complete Para-Anchor Set-Up
Fiorentino Size Chart Offshore Anchor Price
Cruising Weight Boat Length *Diam.(U.S.) Metric Model # Price
10,000 lbs. 30' 6' 1.83 m. FPA-6 $457.00
20,000 lbs. 35' 9' 2.74 m. FPA-9 $677.00
30,000 lbs. 45' 12' 3.66 m. FPA-12 $1,014.00
40,000 lbs. 50' 16' 4.88 m. FPA-16 $1,299.00
46,000 lbs. 60' 18' 5.49 m. FPA-18 $1,521.00
50,000 lbs. 65' 21' 6.40 m. FPA-21 $1,842.00
*over 50,000 lbs. over 65' 24' 7.32 m. FPA-24 $2,185.00
*over 50,000 lbs. over 65' 28' 8.53 m. FPA-28 $2,503.00
*over 50,000 lbs. over 65' 34' 10.36 m. FPA-34 $3,970.00
*over 50,000 lbs. over 65' 40' 12.19 m. FPA-40 $6,567.00
*More details about sizing
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Pandora Boat Specifications Boat Mk. 1 International 700
Length (Overall) 21' 10" 21' 10" 23' 00"
Length (Waterline) 18' 9" 18' 9" 18' 9"
Beam 6' 11" 6' 11" 6' 11"
Draught (Fin-Keel) 3' 3" 3' 9" 3' 10"
Ballast 980 lbs 960 lbs 980 lbs
Pandora Sail Specifications Sails Mk. 1 International 700
Main 97sq ft 92sq ft 84sq ft
Genoa 146sq ft 160sq ft 172sq ft
No.1 Jib 94sq ft 124sq ft 125sq ft
No.2 Jib 78sq ft 80sq ft 85sq ft
Storm Jib 40sq ft 40sq ft 45sq ft
Spinnaker 309sq ft 349sq ft 356sq ft
Pandora PYS Boat Mk. 1 International 700
PYS 1130 1124 1103
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MISCELLANEOUS RAMBLINGS FROM A 6.7M PANDORA INTERNATIONAL BASED IN THE SOLENT. USUALLY, NOTHING MUCH HAPPENS.
WEDNESDAY, MAY 14, 2008
First sail of the season
Above: At last - Arabella looking messy and well-used!
After a five-year layoff from sailing, the plan on buying Arabella back in 2005 had been to start sailing immediately. Foolishly, I had allowed myself to be diverted by The Epic Refit and by the demands of my career. (To be fair, perhaps the latter diversion wasn't entirely foolish).
I hadn't sailed at all in 2005 and 2006. In 2007, I had managed one day and one evening's test-sailing, followed by the frenzy of the Round The Island race, and Arabella had amassed slightly more 100 miles under her keel. If you discounted that experience, and a short, sunny afternoon's sail in Marbella in 2002, it was eight years since I had done any meaningful sailing.
Now Arabella was back in the water, sooner than expected. She was ready to go; but I was rusty and I knew it. Cue a spot of own-boat tuition from John Goode's Southern Sailing School (actually, the great man himself had sold up a short while back, to his chief instructor, but retained a peripheral involvement).
With the British weather granting one of those occasional periods of glorious sunshine and pleasant sailing breezes, I was itching to get out as soon as I could. However, the marine trades on the marina had one final trick to play before letting me out of their clutches. The on-site business which operated as a collection and drop-off point for the (off-site) sail loft decided to close without warning on a weekday - with my freshly-laundered sails locked inside - meaning another wasted trip down from London. So it was literally on the last day of fine weather before the weather broke that I managed to get out on the water.
The objective was to see if I could singlehand what is, after all, a very modest little yacht. By the end of the session, it was pretty clear that I couldn't - not yet, anyway.
My first attempt to reverse Arabella out of her berth was an unmitigated disaster. With a fresh breeze coming from dead astern, it ought to have been easy to go straight backwards, and that's precisely what Arabella proceeded to do. A lovely clean exit, marred only by the fact that regardless how much I turned the tiller, she continued reversing in a straight line, perfectly weathercocked into the wind. Once we were sufficiently clear of the berth to start swinging, I decided to cheat and turned the outboard to port to try and pull Arabella's stern around. That looked as though it was just starting to have an effect when the outboard decided to stop, and, with me pulling feverishly on the starting cord, Arabella, now at the mercy of the wind, re-entered her berth as obediently and tidily as she had left, indeed even slightly more quickly, fetching up with an impressive crunch as her bow found the far end of the berth. A swift lassoo thrown over one of the pontoon cleats by Roger, the instructor, prevented Arabella from swinging across onto her neighbour.
After a little discussion and further experimentation, a number of things became clear:
• Leaving the outboard at idle speed - which would have been ideal for manoeuvring in the confines of the marina - was not an option, because it was prone to stalling when put into gear. A certain minimum number of revs was required at all times.
• Less critical, but still annoying, was the fact that, due to the absence of any kind of locking mechanism, the outboard developed a tendency to shake itself to port or starboard, a fact which became apparent to the inattentive (me) only when Arabella opted to leap in a wholly unexpected direction just as you thought you had her lined up on the correct course. Some means needed to be found of locking the outboard in the straight fore-and-aft position, even if it consisted only of lines taken from the control handle to the cleats and either side of the cockpit.
• Fiddling with the outboard, with your head stuck down in the rear of the cockpit, is not conducive to spatial awareness. All the time you're focusing down there, the boat is up to something - usually something undesirable - and when you pop up for a look around, the scenery has changed radically and the boat is about to hit something. It's the same as fiddling around in the footwell when driving your car - bound to end in disaster.
Ultimately, what worked was to set the outboard at slightly higher revs than I might otherwise have imagined necessary; stop trying to steer with it (over time we proved that the rudder was more effective); and, secure in the knowledge that it wouldn't stall, just put it in and out of gear when manoeuvring in confined spaces as a means of control. That way, I could keep my head up and watch what the boat was doing.
I spent quite a lot of time driving Arabella up and down the river in astern, describing figures of eight and taking her in and out of the rows of pontoons in the marina, until Roger was satisfied that I had at least got the general idea and could be trusted with close quarters handling even with a fairly gusty breeze doing its best to confuse matters.
The next step was to see whether I could berth singlehanded. Once I had gained confidence with the outboard, I felt reasonably sure I could manage this. I knew the theory well enough. The trick was to lead a spring aft outside everything from a midships cleat. The end of the spring would have a loop tied in it, enabling me to lassoo a pontoon cleat alongside the cockpit. This would arrest Arabella's forward progress, and by motoring against the spring, she would be held in against the pontoon while I sorted out the other lines and secured her properly.
Roger tweaked the concept somewhat. The outside end of the spring was left as intended, with a decent sized loop tied in it. However, he suggested feeding the inboard end through the midships cleat without making it off, and leading that end of the line aft along the side deck to a cockpit winch. That way, if it became apparent that the spring line was too long once thrown onto the pontoon cleat, the excess could be pulled in on the winch.
The final approach to Arabella's berth would be downwind, and we would come in starboard side to. Using the "in and out of neutral" technique described above for the outboard, we came neatly in between the rows of pontoons, pointing slightly upwind to offset the effects of the fresh breeze, and I managed to swing Arabella round smartly to line her up for her berth. With the breeze now behind us, it was virtually unnecessary to use the engine, although I stayed ready to go into reverse to slow Arabella down if she began to accelerate as she entered the berth. Roger got ready to lassoo the pontoon cleat with the looped end of the spring, and looked somewhat surprised when I asked him to let me do it, but relented and handed the spring over. Arabella's freeboard being as modest as it is, it was easy for me to lean over the cockpit coaming from the helm and drop the loop on the spring over the pontoon cleat. As luck would have it, the length of the spring was just right to arrest Arabella's forward progress before she ran out of pontoon, and she came to a gentle halt about two feet from the end of her berth.
I knew that the theory was that if the engine was left running in forward gear, Arabella should now motor against the spring, but in practice that needed to be tweaked:
• The tiller needed to be pushed over towards the pontoon (i.e., as if trying to steer the bow away from the pontoon).
• The engine revs needed to be increased somewhat - just leaving them at low-speed manoeuvring level was not sufficient to hold Arabella against the pontoon.
But still, it was good to execute a textbook manoeuvre and it did a lot for my confidence after the earlier disaster.
What with all the pontoon-bashing, little time remained for sailing, but we did a brief run out on Southampton Water before short-tacking our way up the Itchen. The wind was getting pretty gusty by this stage and we furled up the genoa somewhat to improve the boat's balance. One point that emerged from the point of view of singlehanding was the need to lock off the tiller from time to time, to enable tasks other than steering to be attended to. I found that the Tiller-Tamer was fairly handy, but only to a point: fine for quick tasks such as tending the genoa sheets and, under engine at very low speeds, going forward and at a push, bringing in fenders. As soon as the boat's balance changed, however - whether due to a gust, or simply the weight of someone moving around on deck - she would change course pretty radically. I liked the Tiller-Tamer for its convenience, but it was no substitute for a tillerpilot if the helm had to be left for anything more than a minute at most.
With some pretty hefty gusts coming in, Roger chose to furl in the genoa partway. Doing so certainly improved visibility but I got the sense that it also induced more weather helm - on one occasion, Arabella rounded up pretty sharply into a F6 gust. That's very rare in my (limited) experience; Arabella seemed exceptionally well balanced in such gusts on last year's Round The Island Race. I didn't say anything, but I think that as and when time comes to reef, it might be as well to reef the main as well as the genoa, to try and keep the centre of effort forward.
There also seemed to be quite a bit of play in Arabella's forestay, which Roger commented on. I'd try and get the rig tension looked at before the next trip out.
Inevitably, we only notched up five miles or so, but it had been more than worthwhile. I'd learned a lot, and had plenty to reflect on as I flaked Arabella's mainsail and sluiced down her decks under a deep crimson sunset. The rain finally arrived just as it got dark, ending the week-long run of hot, sunny weather, and I honestly couldn't have cared less as I plodded contendedly away up the pontoon to head for the station and home.
Conditions: NE F4-5, occasionally gusting F6. Sunshine. Sea state slight.
Distance covered (GPS over ground): 5.16 NM
Total distance covered to date (2008): 5.16NM
Engine hours: 2.6 (total for 2008: 2.6)
POSTED BY ANDREW KNIGHT AT WEDNESDAY, MAY 14, 2008
June 2008 April 2008 Home
Subscribe to: Posts (Atom)
then some more
<-- Click the print button to open a printable version of this page
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Floatation BagsCollapsible TanksYacht Floatation KitsInflatable BuoysCollapsible Long Range Petrol TanksCollapsible Aircraft TanksSport Aircraft Auxiliary Tanks & Collapsible Jerry CansSuper Deck TanksBarracuda TanksSki Boat BallastsFloat TanksFitting of Collapsible TanksContact Turtle-PacMarker BuoysAircraft Ferry TanksUnderwater Lift BagsMarine & Road TanksFloat TankRainwater TankFerry Pilots
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FIORENTINO'S Offshore Anchor with Para-Ring®
The ORIGINAL Para-Anchor! -- Genuine U.S.A. Innovation
Superior Performance.
Engineered by real-life boating experts, Fiorentino is drag devices are rated the best by more independent studies than any other drag device company in history. Fiorentino is the original and only proven anchor in the world to combat common tangles, twisted lines and canopy collapses. Unlike other sea anchors, a properly rigged Fiorentino anchor absorbs massive shock loads without placing heavy force on boating equipment.
Outstanding Para-Ring® Advantage.
Fiorentino’s exclusive stainless steel Para-Ring® spreads out the shroud lines, thus preventing chafe and enabling the swivel to work without restriction. The Para-Ring® spins and pivots when it's pulled behind a tugboat, even with 12,000 lbs of pressure and turbulent propeller backwash attacking the parachute canopy. A spinning swivel prevents twisted lines from closing the canopy shut and the pivotal motion from the Para-Ring® adjusts to fight the natural tendency for a canopy to flip inside out in breaking seas and strong ocean currents. Fiorentino parachute sea anchors are specifically designed to place less strain on the boat than other anchors.
Exclusive Features.
Most offshore sea anchors are built with large flat panels. Fiorentino's offshore anchor is built with very small "cupped," shaped panels designed to combat panel blow-out. Round commercial shroud lines are sewn closely together on the canopy to maximize stretch and performance. Each shroud line offers a minimum breaking strength of 2,500 lbs. Custom sized anti-rotation™ weights helps position and sink the parachute canopy
eploy's Safe and Easy Every Time.
Most sea anchors and drogues can be difficult to deploy because you need to add long lengths of bulky chain to sink their devices anchor below the waves. Other sea anchors also require a deployment bag to keep their canopy from inflating on deck. The problem is these bags tend to float for long periods of time. As reported in several publications, this gives waves ample time to flip the unit and tangle the parachute that is normally half deployed from its bag. Fiorentino’s para-anchors are the only parachute anchors in the world that can be deployed as is without the use of a deployment bag or added bulky chain. That's because the whole system is engineered for immediate deployment as soon as the system hits the water. compact and precisely designed for real-life deployment "weighted down"
Fiorentino's patented design makes it easy for any crewmember to safely deploy the para-anchor every time. Simply drop the rolled up unit into the water. Fiorentino's Para-Ring® and precision weight placement inside the canopy quickly sink the para-anchor below dangerous waves. The fast submersion fully inflates the parachute canopy immediately. Secure your anchor line; you're done! Best of all, since no chain is required, it only takes one person to deploy an average size Fiorentino anchor on a bumpy sea. Some drogues require three or four crew member which can be a huge challenge when working from an unstable platform.
Everything in One Bag.
Pack away in two minutes or less with Fiorentino's Fast-PAK!®. Just roll it up like a sleeping bag and place the trip line and the anchor in one bag--not two! Fiorentino offers heavy-duty deployment bags upon request only.
Fiorentino Offshore Anchor Includes:
Red Offshore Anchor
Fast-PAK! Storage Bag
Stainless Para-Ring®
Custom Size Stainless Swivel
Complete Para-Anchor Video
Installed Anti-Rotation Weights™ (custom sized)
Expert Technical Support
Impressive 5-Year Warranty
Manufactured in the U.S.A.
Sold Seperately: Rode, Trip Line, RodeRap.
Rated Number One by Practical Sailor! We tested models...and favor Fiorentino's These are top-of-the-line sea anchors, well built... their more rugged construc-tion will enable them to endure Neptune's savage moods..." Practical Sailor read more
Rated "The Best" by Sail Magazine in a parachute sea anchor comparison "...After we had done our research, we selected a 12' Fiorentino Para Anchor. It met our cost, weight and storage require-ments, and we liked the design of the hardware, the materials and the construction methods used in the canopy." --Sail Magazine read more
Prevents tangles, chafe and twisted shroud lines. "Fiorentino's Offshore Anchor includes the world's first anchor stabilizer. The Para-Ring® is the first device to allow a parachute canopy to self adjust in heavy seas and strong ocean currents. Prevents tangles, chafe and twisted shroud lines."
-Cruising World Magazine
Fiorentino Builds Strong Anchors
"Fiorentino canopies are built from tough 8 oz .nylon materials.The materials are extremely pliable so the unit can be rolled up tightly into a small and compact unit. Shroud lines are made from commercial fishing lines.
these type of shrouds provide outstanding shock absorption. Commercial fishing line is the only line specifically designed for ocean use with a minimum strength of 2,500 lbs." --Zack Smith, author of The Complete Para-Anchor Set-Up
Fiorentino Size Chart Offshore Anchor Price
Cruising Weight Boat Length *Diam.(U.S.) Metric Model # Price
10,000 lbs. 30' 6' 1.83 m. FPA-6 $457.00
20,000 lbs. 35' 9' 2.74 m. FPA-9 $677.00
30,000 lbs. 45' 12' 3.66 m. FPA-12 $1,014.00
40,000 lbs. 50' 16' 4.88 m. FPA-16 $1,299.00
46,000 lbs. 60' 18' 5.49 m. FPA-18 $1,521.00
50,000 lbs. 65' 21' 6.40 m. FPA-21 $1,842.00
*over 50,000 lbs. over 65' 24' 7.32 m. FPA-24 $2,185.00
*over 50,000 lbs. over 65' 28' 8.53 m. FPA-28 $2,503.00
*over 50,000 lbs. over 65' 34' 10.36 m. FPA-34 $3,970.00
*over 50,000 lbs. over 65' 40' 12.19 m. FPA-40 $6,567.00
*More details about sizing
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Phone: 1(800) 777-0732 (U.S. Only) or (949) 631-2336
FAX: (949) 722-0454 - 1048 Irvine Ave. #489
Newport Beach, CA 92660
Copyright © 2000-2004-2007 by Fiorentino,
All Rights Reserved
Home News Articles Racing Pandora Specifications Gallery Links Pandora Specifications
Pandora Boat Specifications Boat Mk. 1 International 700
Length (Overall) 21' 10" 21' 10" 23' 00"
Length (Waterline) 18' 9" 18' 9" 18' 9"
Beam 6' 11" 6' 11" 6' 11"
Draught (Fin-Keel) 3' 3" 3' 9" 3' 10"
Ballast 980 lbs 960 lbs 980 lbs
Pandora Sail Specifications Sails Mk. 1 International 700
Main 97sq ft 92sq ft 84sq ft
Genoa 146sq ft 160sq ft 172sq ft
No.1 Jib 94sq ft 124sq ft 125sq ft
No.2 Jib 78sq ft 80sq ft 85sq ft
Storm Jib 40sq ft 40sq ft 45sq ft
Spinnaker 309sq ft 349sq ft 356sq ft
Pandora PYS Boat Mk. 1 International 700
PYS 1130 1124 1103
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News
[ August 9, 2005 ]
Welsh Open Results 2005 (45kb)
A Complete list of race results (including the resulting personal handicaps) from the 2005 Pandora Welsh Open has been added to the Racing section.
[ August 8, 2005 ]
Articles from the Old POA website added to the current site.
[ More News ]
Pandora Brochures
Download the Original Rydgeway Marine Pandora Brochures - (Adobe PDF Documents):
Pandora Mk.1 (1.2mb)
Pandora Int. (1.47mb)
Pandora 700 (1.45mb)
Pandora ReviewS
Download the Pandora International Review from Yachts and Yachting (1973) and/or the Pandora Mk.1 Used Boat Test from Practical Boat Owner (2000) - (Adobe PDF Documents):
Y&Y (1973) (1.04mb)
PBO (2000) (2.13mb)
Download Adobe Acrobat Reader for free at: http://www.adobe.com/
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