Specifications
LOA: 48.5 ft
Breadth: 24 ft
Draught: 4.5 ft/ 6 ft (boards extended)
Weight: 9.5 Tons (fully loaded cruising weight)
Construction: Hulls - Epoxy/ Foam composite (Airex cored). Decks and Coach - Epoxy sheathed plywood
Berths: Three doubles, one single
Engines: 2 x Yanmar 3 GM ( 27 hp each)
Water: 100 IG
Fuel: 30 IG (fixed Tanks), 45 IG (Jerries)
Sails: Main, Genoa, Staysail, Yankee, Reacher, Storm Jib, Spinnaker
General Notes
The structure of the boat is substantial, probably over-designed by current standards. The main forward bulkhead situated below the mast is watertight so that water ingress from puncture of either hull will be contained. The large hull spaces forward of this bulkhead are used purely for storage of sails, tools and bulk spares. Chainplates for all the lateral Standing Rigging are fastened into the bridgedeck beams and not into the extremity of the hull sides. The hulls are therefore not subjected to fatigueing rigging loads, only to wave action. Hull flexure is minimised and the boat is very stiff by catamaran standards. The Standing Rigging was last renewed in 1995.
The boat was specifically built for cruising in Tropical latitudes. There is through-hull ventilation from stem to stern with fixed ventilators. There are no headlinings (to mildew and drop)- all surfaces are painted and wipe-down. All hatches open forward and 12v fans are fitted in saloon and sleeping cabins.
'Free Spirit' is cutter rigged and she will go to windward under inner foresail in 35 knots of wind. This sail is permanently hanked on and collapses into a purpose-built sail bag to permit easy deployment. Under all normal conditions however we use the roller-reefing Genoa (120% cut) which is foiled around a Navtec solid rod forestay. The Genoa is replaced by a high clew Yankee if we have a prolonged upwind passage ( It happens!). The Yankee is a very efficient sail to windward and it can also be flown in conjunction with the inner foresail. We also use a lightweight reacher and a spinnaker (socked) for downwind sailing. This large choice of sails means maximum boat speed can usually be realised if so desired. 'Free Spirit' has relatively deep draught for a catamaran and she points as well as any cruising monohull - I personally believe windward ability is essential for serious cruising. The mainsail is slab reefed with all lines lead back to the cockpit so there is no requirement to go forward for reefing the mainsail. The boat is remarkably well balanced with very light helm. We (and previous owner) use an Autohelm 3000 autopilot (several onboard) and this modest and simple system has successfully steered the boat for over 30000 miles!
The two Yanmar engines are located in the hull step-downs, driving feathering propellors through conventional shafts and sterngear. Feathering props reduce drag enormously under sail but also allow full power to be developed when motoring astern (unlike the much cheaper folding prop). The engines have good accessibility for maintenance. Note these engines are not located in rear cabins and/or under berths as is the case with many modern catamaran designs! The engines were installed in 1993 and 1994 and will give many further servicable hours.
A hard permanent GRP dodger deflects wind and wave from the cockpit and helm position. Solar panels and wind generator are carried on a rear arch which also forms the attachment points for sun awnings. The rear cockpit can be fully enclosed when at anchor. A drop-leg submersible electrical generator provides a third 'free energy' device for producing electrical power whilst under sail. These features can be clearly seen in the aft view of the vessel. Running engines for battery charging is therefore reduced to two hours every three days, providing there is wind and sunshine.
We use a carib 10ft RIB with 15 HP Yamaha O/B for our tender and it will plane three-up. The rig was purchased new in 2001. The tender is stowed (with engine permanently attached) on the portside foredeck and hoisted/ lowered using the spinnaker halliard and electric anchor windlass- simple, quick and convenient.
Onboard Safety is a priority and we carry a canister 4-man liferaft, programmed EPIRB, flare launcher and flares, fire extinguishers and lifesling. The GPS provides MOB function and distress calls can be made from either the Icom SSB or VHF radios. Radar also provides a measure of secondary safety. I also include the Watermaker ( 1.4 GPH) as a safety item. It provides an adequate quantity of desalinated fresh drinking water which would obviously be of significance for that Pacific crossing!
Cabin arrangements give two large double berths aft, a further double berth to port forward and a single berth to starboard forward. The single was formerly a double but we converted it to improve storage space- it could be easily changed back. We have a toilet/ shower forward in the starboard hull and a bathroom forward in the port hull. The main living area is on the bridgedeck with seperated areas for Galley, dining and casual seating. The galley sports a Taylor three ring gas oven and substantial well-insulated Novakool refrigerator. There is an 800 Watt 110v invertor for mains appliances, pressured water systems for salt and fresh water faucets and an instant heat gas heater for hot water.
Finally a word about the designer- Lock Crowther. This Australian multihull designer was pre-eminent in the 70's and 80's with both cat and tris. My boat is a stretched 'Spindrift' and I believe there have been over 100 built. Crowther was responsible for design of the original French Catana cats which quickly developed and have subsequently maintained a reputation for delivering the best sailing performance in cruising cats. He died from a heart attack in the early nineties and his son continues with the Crowther Design Consultancy.
