Seller's Description
Hull & Deck
Hull laminated with biaxial and unidirectional E-glass fabrics and balsa core for rugged durability. Deck molded with E-glass fabrics and Corecell foam core. High density core material and additional reinforcements in way of highly loaded hardware. All laminates are engineered and built to required ISO structural standards. Molded internal bulkheads with gelcoat finish, bonded to the hull and/or deck. Molded lift-keel structure jigged and integrally molded during primary hull layup. High strength, inward turning hull to deck joint bonded with structural adhesive. Molded non-skid on horizontal deck surfaces.
Keel & Rudder
4.75 draft lifting keel with lead ballast featuring an internal leading-edge kelp cutting mechanism operable from the cockpit while underway, SS lock down plate and a single point lifting ring w/2:1 aluminum keel crane lift system. Investment cast diamond boat lift padeyes installed adjacent to keel P&S. High aspect transom mounted molded rudder. Composite tiller with adjustable tiller extension.
Spars & Rigging
Carbon mast with single swept carbon spreaders, carbon masthead crane and mainsail luff track. Easy to raise and lower with deck step design and tabernacle system. Mast finished in satin black with contrasting white bands. Carbon boom with internal 4:1 outhaul, mainsheet attachment point, outhaul and single reef sheaves as well as provision for reef cleat and block at inboard end. Finished in satin black with contrasting white bands. Carbon bow sprit with tack ferrule fitting, painted black finish and seal system mounted at sprit housing. 1 x 19 wire standing rigging with adjustable Ronstan turnbuckles for shrouds. Double ended boom vang system. Complete running rigging package.
Equipment: 2.5 hp Torqueedo electric motor
North Sails jib and main, class legal. Class approved spinnaker.
Tri-Ad trailer
Specs
- Designer
- Alan Johnstone
- Builder
- J Boats
- # Built
- 1100
- Hull
- Monohull
- Keel
- Fin
- Rudder
- Transom hung
- Construction
- FG
Dimensions
- Length Overall
- 22′ 8″ / 6.9 m
- Waterline Length
- 20′ 5″ / 6.2 m
- Beam
- 7′ 4″ / 2.3 m
- Draft
- 4′ 9″ / 1.5 m
- Displacement
- 1,790 lb / 812 kg
- Ballast
- 630 lb / 285 kg (Lead)
Rig and Sails
- Type
- Sloop
- Reported Sail Area
- 226′² / 21 m²
- Total Sail Area
- 226′² / 21 m²
Mainsail
- Sail Area
- 123′² / 11.5 m²
- P
- 26′ 1″ / 8 m
- E
- 9′ 5″ / 2.9 m
- Air Draft
- ?
Foresail
- Sail Area
- 103′² / 9.6 m²
- I
- 26′ 9″ / 8.2 m
- J
- 7′ 8″ / 2.3 m
- Forestay Length
- 27′ 10″ / 8.5 m
Spinnaker
- SPL/TPS
- ?
- ISP
- 30′ 1″ / 9.2 m
Auxilary Power
- Make
- ?
- Model
- ?
- HP
- ?
- Fuel Type
- ?
- Fuel Capacity
- ?
- Engine Hours
- ?
Accomodations
- Water Capacity
- ?
- Holding Tank Capacity
- ?
- Headroom
- ?
- Cabins
- ?
Calculations
- Hull Speed
-
9.1 kn
Classic: 6.06 kn
Hull Speed
The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.
Formula
Classic hull speed formula:
Hull Speed = 1.34 x √LWL
A more accurate formula devised by Dave Gerr in The Propeller Handbook replaces the Speed/Length ratio constant of 1.34 with a calculation based on the Displacement/Length ratio.
Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio.311
Hull Speed = Max Speed/Length ratio x √LWL
- Sail Area/Displacement
-
24.5
>20: high performance
Sail Area / Displacement Ratio
A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.
Formula
SA/D = SA ÷ (D ÷ 64)2/3
- SA: Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
- D: Displacement in pounds.
- Ballast/Displacement
-
35.1
<40: less stiff, less powerful
Ballast / Displacement Ratio
A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.
Formula
Ballast / Displacement * 100
- Displacement/Length
-
93.1
<100: Ultralight
Displacement / Length Ratio
A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.
Formula
D/L = (D ÷ 2240) ÷ (0.01 x LWL)³
- D: Displacement of the boat in pounds.
- LWL: Waterline length in feet
- Comfort Ratio
-
9.1
<20: lightweight racing boat
Comfort Ratio
This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.
Formula
Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam1.33)
- D: Displacement of the boat in pounds
- LWL: Waterline length in feet
- LOA: Length overall in feet
- Beam: Width of boat at the widest point in feet
- Capsize Screening
-
2.4
>2.0: better suited for coastal cruising
Capsize Screening Formula
This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.
Formula
CSV = Beam ÷ ³√(D / 64)
- Beam: Width of boat at the widest point in feet
- D: Displacement of the boat in pounds
Notes
Spinnaker (asym.) area: 491 sq.ft./45 m²
More than 1100 delivered as of 2016.
This listing is presented by SailboatListings.com. Visit their website for more information or to contact the seller.
