diy sailboat rigging

Beginner’s Guide: How To Rig A Sailboat – Step By Step Tutorial

Alex Morgan

Rigging a sailboat is a crucial process that ensures the proper setup and functioning of a sailboat’s various components. Understanding the process and components involved in rigging is essential for any sailor or boat enthusiast. In this article, we will provide a comprehensive guide on how to rig a sailboat.

Introduction to Rigging a Sailboat

Rigging a sailboat refers to the process of setting up the components that enable the sailboat to navigate through the water using wind power. This includes assembling and positioning various parts such as the mast, boom, standing rigging, running rigging, and sails.

Understanding the Components of a Sailboat Rigging

Before diving into the rigging process, it is important to have a good understanding of the key components involved. These components include:

The mast is the tall vertical spar that provides vertical support to the sails and holds them in place.

The boom is the horizontal spar that runs along the bottom edge of the sail and helps control the shape and position of the sail.

• Standing Rigging:

Standing rigging consists of the wires and cables that support and stabilize the mast, keeping it upright.

• Running Rigging:

Running rigging refers to the lines and ropes used to control the sails, such as halyards, sheets, and control lines.

Preparing to Rig a Sailboat

Before rigging a sailboat, there are a few important steps to take. These include:

• Checking the Weather Conditions:

It is crucial to assess the weather conditions before rigging a sailboat. Unfavorable weather, such as high winds or storms, can make rigging unsafe.

• Gathering the Necessary Tools and Equipment:

Make sure to have all the necessary tools and equipment readily available before starting the rigging process. This may include wrenches, hammers, tape, and other common tools.

• Inspecting the Rigging Components:

In the upcoming sections of this article, we will provide a step-by-step guide on how to rig a sailboat, as well as important safety considerations and tips to keep in mind. By following these guidelines, you will be able to rig your sailboat correctly and safely, allowing for a smooth and enjoyable sailing experience.

Key takeaway:

• Rigging a sailboat maximizes efficiency: Proper rigging allows for optimized sailing performance, ensuring the boat moves smoothly through the water.
• Understanding sailboat rigging components: Familiarity with the various parts of a sailboat rigging, such as the mast, boom, and standing and running riggings, is essential for effective rigging setup.
• Importance of safety in sailboat rigging: Ensuring safety is crucial during the rigging process, including wearing a personal flotation device, securing loose ends and lines, and being mindful of overhead power lines.

Get ready to set sail and dive into the fascinating world of sailboat rigging! We’ll embark on a journey to understand the various components that make up a sailboat’s rigging. From the majestic mast to the nimble boom , and the intricate standing rigging to the dynamic running rigging , we’ll explore the crucial elements that ensure smooth sailing. Not forgetting the magnificent sail, which catches the wind and propels us forward. So grab your sea legs and let’s uncover the secrets of sailboat rigging together.

Understanding the mast is crucial when rigging a sailboat. Here are the key components and steps to consider:

1. The mast supports the sails and rigging of the sailboat. It is made of aluminum or carbon fiber .

2. Before stepping the mast , ensure that the area is clear and the boat is stable. Have all necessary tools and equipment ready.

3. Inspect the mast for damage or wear. Check for corrosion , loose fittings , and cracks . Address any issues before proceeding.

4. To step the mast , carefully lift it into an upright position and insert the base into the mast step on the deck of the sailboat.

5. Secure the mast using the appropriate rigging and fasteners . Attach the standing rigging , such as shrouds and stays , to the mast and the boat’s hull .

Fact: The mast of a sailboat is designed to withstand wind resistance and the tension of the rigging for stability and safe sailing.

The boom is an essential part of sailboat rigging. It is a horizontal spar that stretches from the mast to the aft of the boat. Constructed with durable yet lightweight materials like aluminum or carbon fiber, the boom provides crucial support and has control over the shape and position of the sail. It is connected to the mast through a boom gooseneck , allowing it to pivot. One end of the boom is attached to the mainsail, while the other end is equipped with a boom vang or kicker, which manages the tension and angle of the boom. When the sail is raised, the boom is also lifted and positioned horizontally by using the topping lift or lazy jacks.

An incident serves as a warning that emphasizes the significance of properly securing the boom. In strong winds, an improperly fastened boom swung across the deck, resulting in damage to the boat and creating a safety hazard. This incident highlights the importance of correctly installing and securely fastening all rigging components, including the boom, to prevent accidents and damage.

3. Standing Rigging

When rigging a sailboat, the standing rigging plays a vital role in providing stability and support to the mast . It consists of several key components, including the mast itself, along with the shrouds , forestay , backstay , and intermediate shrouds .

The mast, a vertical pole , acts as the primary support structure for the sails and the standing rigging. Connected to the top of the mast are the shrouds , which are cables or wires that extend to the sides of the boat, providing essential lateral support .

The forestay is another vital piece of the standing rigging. It is a cable or wire that runs from the top of the mast to the bow of the boat, ensuring forward support . Similarly, the backstay , also a cable or wire, runs from the mast’s top to the stern of the boat, providing important backward support .

To further enhance the rig’s stability , intermediate shrouds are installed. These additional cables or wires are positioned between the main shrouds, as well as the forestay or backstay. They offer extra support , strengthening the standing rigging system.

Regular inspections of the standing rigging are essential to detect any signs of wear, such as fraying or corrosion . It is crucial to ensure that all connections within the rig are tight and secure, to uphold its integrity. Should any issues be identified, immediate attention must be given to prevent accidents or damage to the boat. Prioritizing safety is of utmost importance when rigging a sailboat, thereby necessitating proper maintenance of the standing rigging. This ensures a safe and enjoyable sailing experience.

Note: <p> tags have been kept intact.

4. Running Rigging

Running Rigging

When rigging a sailboat, the running rigging is essential for controlling the sails and adjusting their position. It is important to consider several aspects when dealing with the running rigging.

1. Choose the right rope: The running rigging typically consists of ropes with varying properties such as strength, stretch, and durability. Weather conditions and sailboat size should be considered when selecting the appropriate rope.

2. Inspect and maintain the running rigging: Regularly check for signs of wear, fraying, or damage. To ensure safety and efficiency, replace worn-out ropes.

3. Learn essential knot tying techniques: Having knowledge of knots like the bowline, cleat hitch, and reef knot is crucial for securing the running rigging and adjusting sails.

4. Understand different controls: The running rigging includes controls such as halyards, sheets, and control lines. Familiarize yourself with their functions and proper usage to effectively control sail position and tension.

5. Practice proper sail trimming: Adjusting the tension of the running rigging significantly affects sailboat performance. Mastering sail trimming techniques will help optimize sail shape and maximize speed.

By considering these factors and mastering running rigging techniques, you can enhance your sailing experience and ensure the safe operation of your sailboat.

The sail is the central component of sailboat rigging as it effectively harnesses the power of the wind to propel the boat.

When considering the sail, there are several key aspects to keep in mind:

– Material: Sails are typically constructed from durable and lightweight materials such as Dacron or polyester. These materials provide strength and resistance to various weather conditions.

– Shape: The shape of the sail plays a critical role in its overall performance. A well-shaped sail should have a smooth and aerodynamic profile, which allows for maximum efficiency in capturing wind power.

– Size: The size of the sail is determined by its sail area, which is measured in square feet or square meters. Larger sails have the ability to generate more power, but they require greater skill and experience to handle effectively.

– Reefing: Reefing is the process of reducing the sail’s size to adapt to strong winds. Sails equipped with reefing points allow sailors to decrease the sail area, providing better control in challenging weather conditions.

– Types: There are various types of sails, each specifically designed for different purposes. Common sail types include mainsails, jibs, genoas, spinnakers, and storm sails. Each type possesses its own unique characteristics and is utilized under specific wind conditions.

Understanding the sail and its characteristics is vital for sailors, as it directly influences the boat’s speed, maneuverability, and overall safety on the water.

Getting ready to rig a sailboat requires careful preparation and attention to detail. In this section, we’ll dive into the essential steps you need to take before setting sail. From checking the weather conditions to gathering the necessary tools and equipment, and inspecting the rigging components, we’ll ensure that you’re fully equipped to navigate the open waters with confidence. So, let’s get started on our journey to successfully rigging a sailboat!

1. Checking the Weather Conditions

Checking the weather conditions is crucial before rigging a sailboat for a safe and enjoyable sailing experience. Monitoring the wind speed is important in order to assess the ideal sailing conditions . By checking the wind speed forecast , you can determine if the wind is strong or light . Strong winds can make sailboat control difficult, while very light winds can result in slow progress.

Another important factor to consider is the wind direction . Assessing the wind direction is crucial for route planning and sail adjustment. Favorable wind direction helps propel the sailboat efficiently, making your sailing experience more enjoyable.

In addition to wind speed and direction, it is also important to consider weather patterns . Keep an eye out for impending storms or heavy rain. It is best to avoid sailing in severe weather conditions that may pose a safety risk. Safety should always be a top priority when venturing out on a sailboat.

Another aspect to consider is visibility . Ensure good visibility by checking for fog, haze, or any other conditions that may hinder navigation. Clear visibility is important for being aware of other boats and potential obstacles that may come your way.

Be aware of the local conditions . Take into account factors such as sea breezes, coastal influences, or tidal currents. These local factors greatly affect sailboat performance and safety. By considering all of these elements, you can have a successful and enjoyable sailing experience.

Here’s a true story to emphasize the importance of checking the weather conditions. One sunny afternoon, a group of friends decided to go sailing. Before heading out, they took the time to check the weather conditions. They noticed that the wind speed was expected to be around 10 knots, which was perfect for their sailboat. The wind direction was coming from the northwest, allowing for a pleasant upwind journey. With clear visibility and no approaching storms, they set out confidently, enjoying a smooth and exhilarating sail. This positive experience was made possible by their careful attention to checking the weather conditions beforehand.

2. Gathering the Necessary Tools and Equipment

To efficiently gather all of the necessary tools and equipment for rigging a sailboat, follow these simple steps:

• First and foremost, carefully inspect your toolbox to ensure that you have all of the basic tools such as wrenches, screwdrivers, and pliers.
• Make sure to check if you have a tape measure or ruler available as they are essential for precise measurements of ropes or cables.
• Don’t forget to include a sharp knife or rope cutter in your arsenal as they will come in handy for cutting ropes or cables to the desired lengths.
• Gather all the required rigging hardware including shackles, pulleys, cleats, and turnbuckles.
• It is always prudent to check for spare ropes or cables in case replacements are needed during the rigging process.
• If needed, consider having a sailing knife or marlinspike tool for splicing ropes or cables.
• For rigging a larger sailboat, it is crucial to have a mast crane or hoist to assist with stepping the mast.
• Ensure that you have a ladder or some other means of reaching higher parts of the sailboat, such as the top of the mast.

Once, during the preparation of rigging my sailboat, I had a moment of realization when I discovered that I had forgotten to bring a screwdriver . This unfortunate predicament occurred while I was in a remote location with no nearby stores. Being resourceful, I improvised by utilizing a multipurpose tool with a small knife blade, which served as a makeshift screwdriver. Although it was not the ideal solution, it allowed me to accomplish the task. Since that incident, I have learned the importance of double-checking my toolbox before commencing any rigging endeavor. This practice ensures that I have all of the necessary tools and equipment, preventing any unexpected surprises along the way.

3. Inspecting the Rigging Components

Inspecting the rigging components is essential for rigging a sailboat safely. Here is a step-by-step guide on inspecting the rigging components:

1. Visually inspect the mast, boom, and standing rigging for damage, such as corrosion, cracks, or loose fittings.

2. Check the tension of the standing rigging using a tension gauge. It should be within the recommended range from the manufacturer.

3. Examine the turnbuckles, clevis pins, and shackles for wear or deformation. Replace any damaged or worn-out hardware.

4. Inspect the running rigging, including halyards and sheets, for fraying, signs of wear, or weak spots. Replace any worn-out lines.

5. Check the sail for tears, wear, or missing hardware such as grommets or luff tape.

6. Pay attention to the connections between the standing rigging and the mast. Ensure secure connections without any loose or missing cotter pins or rigging screws.

7. Inspect all fittings, such as mast steps, spreader brackets, and tangs, to ensure they are securely fastened and in good condition.

8. Conduct a sea trial to assess the rigging’s performance and make necessary adjustments.

Regularly inspecting the rigging components is crucial for maintaining the sailboat’s rigging system’s integrity, ensuring safe sailing conditions, and preventing accidents or failures at sea.

Once, I went sailing on a friend’s boat without inspecting the rigging components beforehand. While at sea, a sudden gust of wind caused one of the shrouds to snap. Fortunately, no one was hurt, but we had to cut the sail loose and carefully return to the marina. This incident taught me the importance of inspecting the rigging components before sailing to avoid unforeseen dangers.

Step-by-Step Guide on How to Rig a Sailboat

Get ready to set sail with our step-by-step guide on rigging a sailboat ! We’ll take you through the process from start to finish, covering everything from stepping the mast to setting up the running rigging . Learn the essential techniques and tips for each sub-section, including attaching the standing rigging and installing the boom and sails . Whether you’re a seasoned sailor or a beginner, this guide will have you ready to navigate the open waters with confidence .

1. Stepping the Mast

To step the mast of a sailboat, follow these steps:

1. Prepare the mast: Position the mast near the base of the boat.

2. Attach the base plate: Securely fasten the base plate to the designated area on the boat.

3. Insert the mast step: Lower the mast step into the base plate and align it with the holes or slots.

4. Secure the mast step: Use fastening screws or bolts to fix the mast step in place.

5. Raise the mast: Lift the mast upright with the help of one or more crew members.

6. Align the mast: Adjust the mast so that it is straight and aligned with the boat’s centerline.

7. Attach the shrouds: Connect the shrouds to the upper section of the mast, ensuring proper tension.

8. Secure the forestay: Attach the forestay to the bow of the boat, ensuring it is securely fastened.

9. Final adjustments: Check the tension of the shrouds and forestay, making any necessary rigging adjustments.

Following these steps ensures that the mast is properly stepped and securely in place, allowing for a safe and efficient rigging process. Always prioritize safety precautions and follow manufacturer guidelines for your specific sailboat model.

2. Attaching the Standing Rigging

To attach the standing rigging on a sailboat, commence by preparing the essential tools and equipment, including wire cutters, crimping tools, and turnbuckles.

Next, carefully inspect the standing rigging components for any indications of wear or damage.

After inspection, fasten the bottom ends of the shrouds and stays to the chainplates on the deck.

Then, securely affix the top ends of the shrouds and stays to the mast using adjustable turnbuckles .

To ensure proper tension, adjust the turnbuckles accordingly until the mast is upright and centered.

Utilize a tension gauge to measure the tension in the standing rigging, aiming for around 15-20% of the breaking strength of the rigging wire.

Double-check all connections and fittings to verify their security and proper tightness.

It is crucial to regularly inspect the standing rigging for any signs of wear or fatigue and make any necessary adjustments or replacements.

By diligently following these steps, you can effectively attach the standing rigging on your sailboat, ensuring its stability and safety while on the water.

3. Installing the Boom and Sails

To successfully complete the installation of the boom and sails on a sailboat, follow these steps:

1. Begin by securely attaching the boom to the mast. Slide it into the gooseneck fitting and ensure it is firmly fastened using a boom vang or another appropriate mechanism.

2. Next, attach the main sail to the boom. Slide the luff of the sail into the mast track and securely fix it in place using sail slides or cars.

3. Connect the mainsheet to the boom. One end should be attached to the boom while the other end is connected to a block or cleat on the boat.

4. Proceed to attach the jib or genoa. Make sure to securely attach the hanks or furler line to the forestay to ensure stability.

5. Connect the jib sheets. One end of each jib sheet should be attached to the clew of the jib or genoa, while the other end is connected to a block or winch on the boat.

6. Before setting sail, it is essential to thoroughly inspect all lines and connections. Ensure that they are properly tensioned and that all connections are securely fastened.

During my own experience of installing the boom and sails on my sailboat, I unexpectedly encountered a strong gust of wind. As a result, the boom began swinging uncontrollably, requiring me to quickly secure it to prevent any damage. This particular incident served as a vital reminder of the significance of properly attaching and securing the boom, as well as the importance of being prepared for unforeseen weather conditions while rigging a sailboat.

4. Setting Up the Running Rigging

Setting up the running rigging on a sailboat involves several important steps. First, attach the halyard securely to the head of the sail. Then, connect the sheets to the clew of the sail. If necessary, make sure to secure the reefing lines . Attach the outhaul line to the clew of the sail and connect the downhaul line to the tack of the sail. It is crucial to ensure that all lines are properly cleated and organized. Take a moment to double-check the tension and alignment of each line. If you are using a roller furling system, carefully wrap the line around the furling drum and securely fasten it. Perform a thorough visual inspection of the running rigging to check for any signs of wear or damage. Properly setting up the running rigging is essential for safe and efficient sailing. It allows for precise control of the sail’s position and shape, ultimately optimizing the boat’s performance on the water.

Safety Considerations and Tips

When it comes to rigging a sailboat, safety should always be our top priority. In this section, we’ll explore essential safety considerations and share some valuable tips to ensure smooth sailing. From the importance of wearing a personal flotation device to securing loose ends and lines, and being cautious around overhead power lines, we’ll equip you with the knowledge and awareness needed for a safe and enjoyable sailing experience. So, let’s set sail and dive into the world of safety on the water!

1. Always Wear a Personal Flotation Device

When rigging a sailboat, it is crucial to prioritize safety and always wear a personal flotation device ( PFD ). Follow these steps to properly use a PFD:

• Select the appropriate Coast Guard-approved PFD that fits your size and weight.
• Put on the PFD correctly by placing your arms through the armholes and securing all the straps for a snug fit .
• Adjust the PFD for comfort , ensuring it is neither too tight nor too loose, allowing freedom of movement and adequate buoyancy .
• Regularly inspect the PFD for any signs of wear or damage, such as tears or broken straps, and replace any damaged PFDs immediately .
• Always wear your PFD when on or near the water, even if you are a strong swimmer .

By always wearing a personal flotation device and following these steps, you will ensure your safety and reduce the risk of accidents while rigging a sailboat. Remember, prioritize safety when enjoying water activities.

2. Secure Loose Ends and Lines

Inspect lines and ropes for frayed or damaged areas. Secure loose ends and lines with knots or appropriate cleats or clamps. Ensure all lines are properly tensioned to prevent loosening during sailing. Double-check all connections and attachments for security. Use additional safety measures like extra knots or stopper knots to prevent line slippage.

To ensure a safe sailing experience , it is crucial to secure loose ends and lines properly . Neglecting this important step can lead to accidents or damage to the sailboat. By inspecting, securing, and tensioning lines , you can have peace of mind knowing that everything is in place. Replace or repair any compromised lines or ropes promptly. Securing loose ends and lines allows for worry-free sailing trips .

3. Be Mindful of Overhead Power Lines

When rigging a sailboat, it is crucial to be mindful of overhead power lines for safety. It is important to survey the area for power lines before rigging the sailboat. Maintain a safe distance of at least 10 feet from power lines. It is crucial to avoid hoisting tall masts or long antenna systems near power lines to prevent contact. Lower the mast and tall structures when passing under a power line to minimize the risk of contact. It is also essential to be cautious in areas where power lines run over the water and steer clear to prevent accidents.

A true story emphasizes the importance of being mindful of overhead power lines. In this case, a group of sailors disregarded safety precautions and their sailboat’s mast made contact with a low-hanging power line, resulting in a dangerous electrical shock. Fortunately, no serious injuries occurred, but it serves as a stark reminder of the need to be aware of power lines while rigging a sailboat.

Some Facts About How To Rig A Sailboat:

• ✅ Small sailboat rigging projects can improve sailing performance and save money. (Source: stingysailor.com)
• ✅ Rigging guides are available for small sailboats, providing instructions and tips for rigging. (Source: westcoastsailing.net)
• ✅ Running rigging includes lines used to control and trim the sails, such as halyards and sheets. (Source: sailingellidah.com)
• ✅ Hardware used in sailboat rigging includes winches, blocks, and furling systems. (Source: sailingellidah.com)
• ✅ A step-by-step guide can help beginners rig a small sailboat for sailing. (Source: tripsavvy.com)

Frequently Asked Questions

1. how do i rig a small sailboat.

To rig a small sailboat, follow these steps: – Install or check the rudder, ensuring it is firmly attached. – Attach or check the tiller, the long steering arm mounted to the rudder. – Attach the jib halyard by connecting the halyard shackle to the head of the sail and the grommet in the tack to the bottom of the forestay. – Hank on the jib by attaching the hanks of the sail to the forestay one at a time. – Run the jib sheets by tying or shackling them to the clew of the sail and running them back to the cockpit. – Attach the mainsail by spreading it out and attaching the halyard shackle to the head of the sail. – Secure the tack, clew, and foot of the mainsail to the boom using various lines and mechanisms. – Insert the mainsail slugs into the mast groove, gradually raising the mainsail as the slugs are inserted. – Cleat the main halyard and lower the centerboard into the water. – Raise the jib by pulling down on the jib halyard and cleating it on the other side of the mast. – Tighten the mainsheet and one jibsheet to adjust the sails and start moving forward.

2. What are the different types of sailboat rigs?

Sailboat rigs can be classified into three main types: – Sloop rig: This rig has a single mast with a mainsail and a headsail, typically a jib or genoa. – Cutter rig: This rig has two headsails, a smaller jib or staysail closer to the mast, and a larger headsail, usually a genoa, forward of it, alongside a mainsail. – Ketch rig: This rig has two masts, with the main mast taller than the mizzen mast. It usually has a mainsail, headsail, and a mizzen sail. Each rig has distinct characteristics and is suitable for different sailing conditions and preferences.

3. What are the essential parts of a sailboat?

The essential parts of a sailboat include: – Mast: The tall vertical spar that supports the sails. – Boom: The horizontal spar connected to the mast, which extends outward and supports the foot of the mainsail. – Rudder: The underwater appendage that steers the boat. – Centerboard or keel: A retractable or fixed fin-like structure that provides stability and prevents sideways drift. – Sails: The fabric structures that capture the wind’s energy to propel the boat. – Running rigging: The lines or ropes used to control the sails and sailing equipment. – Standing rigging: The wires and cables that support the mast and reinforce the spars. These are the basic components necessary for the functioning of a sailboat.

4. What is a spinnaker halyard?

A spinnaker halyard is a line used to hoist and control a spinnaker sail. The spinnaker is a large, lightweight sail that is used for downwind sailing or reaching in moderate to strong winds. The halyard attaches to the head of the spinnaker and is used to raise it to the top of the mast. Once hoisted, the spinnaker halyard can be adjusted to control the tension and shape of the sail.

5. Why is it important to maintain and replace worn running rigging?

It is important to maintain and replace worn running rigging for several reasons: – Safety: Worn or damaged rigging can compromise the integrity and stability of the boat, posing a safety risk to both crew and vessel. – Performance: Worn rigging can affect the efficiency and performance of the sails, diminishing the boat’s speed and maneuverability. – Reliability: Aging or worn rigging is more prone to failure, which can lead to unexpected problems and breakdowns. Regular inspection and replacement of worn running rigging is essential to ensure the safe and efficient operation of a sailboat.

6. Where can I find sailboat rigging books or guides?

There are several sources where you can find sailboat rigging books or guides: – Online: Websites such as West Coast Sailing and Stingy Sailor offer downloadable rigging guides for different sailboat models. – Bookstores: Many bookstores carry a wide selection of boating and sailing books, including those specifically focused on sailboat rigging. – Sailing schools and clubs: Local sailing schools or yacht clubs often have resources available for learning about sailboat rigging. – Manufacturers: Some sailboat manufacturers, like Hobie Cat and RS Sailing, provide rigging guides for their specific sailboat models. Consulting these resources can provide valuable information and instructions for rigging your sailboat properly.

About the author

Leave a Reply Cancel reply

Your email address will not be published. Required fields are marked *

Save my name, email, and website in this browser for the next time I comment.

Latest posts

The history of sailing – from ancient times to modern adventures

History of Sailing Sailing is a time-honored tradition that has evolved over millennia, from its humble beginnings as a means of transportation to a beloved modern-day recreational activity. The history of sailing is a fascinating journey that spans cultures and centuries, rich in innovation and adventure. In this article, we’ll explore the remarkable evolution of…

Sailing Solo: Adventures and Challenges of Single-Handed Sailing

Solo Sailing Sailing has always been a pursuit of freedom, adventure, and self-discovery. While sailing with a crew is a fantastic experience, there’s a unique allure to sailing solo – just you, the wind, and the open sea. Single-handed sailing, as it’s often called, is a journey of self-reliance, resilience, and the ultimate test of…

Sustainable Sailing: Eco-Friendly Practices on the boat

Eco Friendly Sailing Sailing is an exhilarating and timeless way to explore the beauty of the open water, but it’s important to remember that our oceans and environment need our protection. Sustainable sailing, which involves eco-friendly practices and mindful decision-making, allows sailors to enjoy their adventures while minimizing their impact on the environment. In this…

Practical Boat Owner

• Digital edition

How to set up your rig: tension your shrouds on masthead or fractional

• David Harding
• March 15, 2021

How to set up three common types of rig: the traditional masthead with a single set of in-line spreaders, single-spreader swept fractional rigs, and fractional rigs with two sets of swept spreaders. David Harding reports

How to set up your rig : tension your shrouds on masthead or fractional

If boats were cars, many of those I see sailing along would be coughing and spluttering down the motorway at 35mph in third gear with three flat tyres and a smoky exhaust. Others would cruise past in top gear at 70, making half the noise and using a fraction of the fuel.

Would these top-gear drivers be working any harder? Would they have cars that were faster by design and more expensive? Not at all. They would simply be the ones who had pumped up their tyres, learned their way around the gearbox and had their engines serviced.

It’s worth keeping an eye on your leeward cap shrouds during early-season outings after the mast has been re-stepped. The ones on this yacht could do with a little more tension

The obvious question, then, is why so many boat owners seem to leave their quest for efficiency and economy on the dockside.

One answer is that many are unaware how inefficiently their boats are performing. Another is that there’s no MOT for sailing boats and no driving test to make sure people know how to sail them (thank goodness on both counts).

Whatever the reasons, the fact remains that an efficient rig is fundamental. If the rig’s not right, the sails have no hope of setting properly.

And that’s important whether you’re racing or cruising, because sailors of both persuasions ultimately want the same: maximum lift for minimum drag.

For racers, that means more speed and better results. They carry more sail because they have more crew to handle it and more weight on the rail to balance it.

Cruisers carry less sail but, if it works efficiently, it means less heel, less leeway, better pointing, less tacking, a lighter helm and greater comfort than if it’s working inefficiently – plus the ability to get home before night falls or the pub shuts. Who can object to that?

What matters is that the sail you’re carrying is driving you forwards, not pushing you sideways.

When I question cruising sailors about the state of their rig I often get the reply ‘Oh it doesn’t matter – I’m not racing!’.

Those I know who have done something about it, however, have been delighted by the transformation their boats have undergone and have had to agree that cruising fast and comfortably is definitely better.

Setting up your boat rigging

In this article we’re going to look at how to set up the three most common types of rig: the traditional masthead with a single set of in-line spreaders, single-spreader swept fractional rigs, and fractional rigs with two sets of swept spreaders.

For simplicity we’re assuming the use of 1×19 rigging except where mentioned otherwise.

Variations in rig type are almost infinite by the time you take into account deck-stepped and keel-stepped masts, masthead rigs with swept spreaders, jumper struts, fractional rigs with in-line spreaders, and so on.

Once you understand the basics, however, you’ll find that you can apply your knowledge to good effect on most types of rig.

Rig-tuning is not only for the experts. Experience helps, of course, and a multiple-spreader fractional rig is harder to tune than an old tree-trunk of a masthead rig from the 1970s.

Nonetheless, with practice, a good eye and some observation you will probably find you can set it up pretty well.

You might want to call in a rigger or an experienced rig-tweaker to help or to do it for you the first time, and perhaps to check it periodically thereafter, but at least if you know what to look for you’ll notice when anything needs adjusting.

A word of warning when it comes to boatyards that have re-stepped your mast: sometimes re-stepping means just that and no more.

I have been on boats whose owners have assumed that the yard had set up the rig, whereas in fact it had just been dropped in and the bottlescrews hand-tensioned to stop it falling over.

It’s scary to think of the number of boats that must have been sailed in this condition.

What you will need to tune your rig Essential A calm day: don’t try setting up your rig in more than a few knots of wind A boat that’s floating level fore-and-aft (and preferably laterally as well) Screwdriver/lever bar Spanners (fixed or adjustable) Needle-nose pliers for split-pins Electrical insulation or self-amalgamating tape Lubricant for bottlescrews Tape measure (folding/small cassette type, or ideally folding rule) Useful Spring balance Long tape-measure Rig-tension gauge

The importance of enough tension: Why tight is right

If you think you’re being kind to your boat by leaving the rigging slack, think again. It’s true that some keelboats (such as Squibs and XODs) sail with the leeward cap shroud waving around in the wind, but that doesn’t work on yachts designed to go to sea.

Rigging that’s under-tensioned puts infinitely more load on the wire, bottlescrews, terminals and hull structure because of the snatch loads every time the boat falls off a wave. When it hits the bottom of the trough, anything that’s free to move gets thrown forwards and sideways before being brought up short by whatever happens to be in the way to stop it. That applies to the crew, to loose gear down below or to the mast. Think of the inertia to which a mast is subjected because of its height, and you can imagine the loads involved.

If the rigging is sensibly tight, on the other hand, movement and the consequent stresses are minimised.

Boats are built to withstand the static loads of a properly-tensioned rig, but asking them to cope with constant snatch loading is unfair – so don’t kill your boat with kindness.

As we discuss in the sections on the types of rig (below), masthead configurations with in-line spreaders need less cap-shroud tension than swept-spreader fractional rigs. This is because in-line caps are only supporting the mast laterally. The backstay stops it moving forwards, so each wire has a separate, clearly-defined role.

Aft-swept caps support the mast both laterally and fore-and-aft. Being swept aft typically about 25°, they need to be under a lot of tension to keep the forestay tight. Because they’re also at a much shallower angle to the mast, they bear between three and five times the load of the forestay.

With fractional rigs, then, it’s vital to keep the cap shrouds tight. If they’re too loose, the forestay will sag too much, the headsail will become too full and its leech will be too tight. Then the boat will become unbalanced, heel too far, make more leeway and lose both speed and pointing ability.

Structurally, under-tensioned rigging with a swept-spreader rig presents a problem in addition to the issue of snatch loading. Tension in the leeward cap shroud is important in keeping the mast in column, to the extent that Loos and Co (the manufacturer of the popular rig-tension gauges) states that a mast loses 50% of its lateral stiffness when the leeward cap goes slack. When this happens, the mast is effectively hinging around the forestay and the windward cap shroud and is far more prone to pumping as the boat bounces around.

The main reason why under-tensioned rigs on cruising boats stay standing as they do is that manufacturers build in enormous margins.

Even so, proper tension means better performance and greater safety. The ‘it doesn’t matter – I’m only cruising’ excuse for slack rigging just doesn’t cut it!

How to measure rig tension

This Loos gauge (left image) is indicating that the 6mm wire in the cap shroud is at 22% of its breaking strain (730kg). To measure the stretch, extend a tape measure (right) (or ideally a folding rule) to 2,000mm and mark this distance up the wire…

…but start with the end of the tape a couple of millimetres above the top of the swaging. As the wire is tensioned it will stretch, increasing the gap below the end of the tape.

Experienced riggers and rig-tweakers will often tension the rigging at the dockside by feel, then sight up the mast and make any adjustments under way.

Most people aren’t confident enough to do this, though – so what are the best ways to check the tension as you wind down the bottlescrews?

The simplest and quickest way is to use a rig-tension meter, such as the Loos gauge. Once you know the diameter of the wire, it will give you the load both in kg and as a percentage of its breaking strain.

The gauge for rigging of 5m and 6mm (and up to 14% of breaking strain on 7mm) typically costs around £65, while the bigger version for wire from 7mm to 10mm is closer to £200.

If you don’t have a tension gauge, you can calculate the percentage of a wire’s breaking strain by measuring its stretch, normally over a distance of 2m: when 1×19 wire has stretched by 1mm over a 2,000mm length, it’s at 5% of its breaking load whatever its diameter.

Most cruising boats have rigging made from 1×19 wire. On sportier boats it might be Dyform or rod, in which case 5% of breaking load is indicated by stretch of 0.95 and 0.7mm respectively. For the purpose or our illustrations we’ll assume 1×19.

For accurate measurement the rigging needs to be completely slack. Hold the end of the tape a couple of millimetres above the top of the swaging, then measure 2,000mm up the wire, secure the other end of the tape here and start tensioning. When the gap between the top of the swaging and the end of the tape has increased by 1mm, you have reached 5% of the wire’s breaking strain, so 3mm equates to 15% and 5mm to 25%.

Bear in mind that 1×19 wire will be affected by bedding-in stretch during its first few outings, so new rigging will need to be re-tensioned a time or two during the first season.

Sensible precautions 1. Don’t force dry bottlescrews: keep them well lubricated. 2. Don’t use massively long tools for extra leverage on the bottlescrews. If you can feel the load, you’re less likely to strain or break anything. 3. Most boats will flex to some extent when the rig is properly tensioned. If you’re concerned about excessive bend, take it easy, use a straight edge across the deck to check for movement, and seek advice. 4. The percentages of breaking load quoted assume that the rigging is of the correct diameter as specified by the designer, builder or rigger.

How to set up a masthead rig with single in-line spreaders

This is the simplest type of rig to set up. Whether it’s keel-stepped or deck-stepped and supported by forward lowers or a babystay, it’s the same basic procedure.

Step 1: Get the mast upright athwartships

Measure the distance to fixed points on both sides that are symmetrical about the centreline, such as the base of the chainplates.

If you don’t have a long tape measure, use the halyard itself (this is where a spring balance can help you gauge the same tension on each side).

Centre the masthead by adjusting the port and starboard cap shrouds until the measurements are the same, then hand-tighten the bottlescrews by taking the same number of turns on each side.

Re-check and adjust as necessary.

A long tape measure is useful for getting the mast upright.

Step 2: Setting the rake

Rake is determined principally by the length of the forestay. Some roller-reefing systems allow no adjustment but you can increase length by adding toggles.

Adjust the forestay and backstay, checking the rake with a weight suspended from the end of the main halyard. One degree of rake is about 6in (15cm) in 30ft (9m).

Hand-tight on the backstay’s bottlescrew (or gentle use of the tensioner) is fine at this stage.

Rake is measured from the aft face of the mast, at or below boom-level. If the boat’s rocking around, suspend the weight in a bucket of water to dampen the movement.

Step 3: Tighten the cap shrouds and backstay

Take no more than two or three full turns on one side before doing the same on the other.

Count carefully.

You’re aiming to tension the caps to 15% of their breaking strain, measured as explained on page 41.

That might be much tighter than you’ve ever had them before!

Tension the backstay to 15% of its breaking load.

Note: Using ordinary hand-tools on the bottlescrews, it’s hard to over-tension the rigging

Step 4: Tighten the lowers / babystay

A mast should bend forward in the middle, though only to a small extent on masthead rigs of heavy section.

This ‘pre-bend’ is principally to counter two factors in heavy weather: increased forestay loads pulling the top of the mast forward, and the head of a reefed mainsail pulling the middle aft.

Together, they can result in the middle of the mast bowing aft, which makes it unstable and is bad for sail trim. For maximum strength in extremis it should be straight.

Use the forward lowers or babystay to pull the middle of the mast forward. The bend thus induced should be no more than half the mast’s fore-and-aft measurement.

Then take up the slack in the aft lowers.

They don’t need to be tight; they’re just countering the forward pull.

Sight up the luff groove to make sure the mast is straight laterally. Correct any deflections with the lowers.

If you set up the caps properly to start with, you should not adjust them again at this stage.

Step 5: Check the rig under sail

First, make sure the leeward cap shroud isn’t waving around in the breeze. You should be able to deflect it with a finger by a few inches; no more.

If it’s too loose, take a turn or two on the leeward bottlescrew, then tack and do the same on the other side.

Now sight up the back of the mast.

It should be straight athwartships and bending slightly forward in the middle.

Athwartships deflection might make it look as though the top is falling away to one side (see diagram), but it won’t be if it was centred properly in Step 1. Straighten the middle by adjusting the lowers

If it’s straight or bending aft in the middle, try increasing the backstay tension (but not beyond 30% of its breaking strain) and, if necessary, tensioning the forward lowers/babystay and slackening the aft lowers.

Remove any lateral bends by adjusting the lowers.

Once you’re happy, lock off the bottlescrews to make sure they can’t come undone.

Inverted bend (mast bowing aft in the middle) is bad for sail trim and potentially dangerous for the rig.

Setting up a fractional rig with single, aft-swept spreaders

Widely used on smaller cruisers and cruiser/racers, this configuration needs a very different approach from an in-line masthead rig

This stage is the same as with a masthead rig (scroll up).

Step 2: Set the rake

This time, however, rake is set by the forestay and cap shrouds rather than the forestay and backstay.

With a swept-spreader fractional rig it’s the cap shrouds, not the backstay, that stop the mast moving forward. They provide both fore-and-aft and lateral support, so they’re doing two jobs.

The backstay’s principal role is to control the topmast and mast-bend. Because it’s above the point where the forestay joins the mast, it’s not pulling directly against the forestay and therefore has less effect on forestay tension. How much it pulls against the forestay depends on factors including the height of the topmast, the stiffness of the mast section and the tension of the lower shrouds (which determine the bend).

Step 3: Tighten the cap shrouds

Forestay tension is achieved primarily through the caps, and because they’re swept back at such a shallow angle they need to be seriously tight.

Their maximum tension is 25% of breaking load, but it’s best not to tension them all the way in one go because that would result in a very bent mast: tensioning the caps pushes the spreaders, and therefore the middle of the mast, forward.

Start by taking them to about 15% of breaking load, then tighten the lowers to pull the middle of the mast back so it’s straight.

This is how the swept-spreader fractional rig works: the caps and lowers are working against each other, caps pushing and lowers pulling, to stabilise the middle of the mast. Sight up the mast when it’s straight to check for lateral deflection, correcting it with the lowers.

With a flexible mast you might need to repeat the process, taking the caps to 20% before tensioning the lowers again.

Otherwise go straight to the next stage, which is to pull on the backstay.

Since the backstays on fractional rigs often have cascade purchases at the bottom you can’t measure the tension by stretch as you can with wire, so you have to do this by feel: pull it tight, but don’t go mad.

Tensioning the backstay bends the mast and therefore shortens the distance from the hounds (where the caps join) to the deck. This loosens the caps, so it’s easier to tension them back to the 20% mark.

When you let the backstay off, the caps will tension again and should be at about 25% of breaking load – but no more.

Step 4: Set the pre-bend

Take a few turns on the lowers to achieve the right amount of pre-bend. It should be more than with an in-line masthead rig, but a mast should never bend to more than 2% of the height of the foretriangle even with the backstay tensioned (that’s about 180mm in 9m, or 7in in 30ft).

Check to see how far the mast bends with a tight backstay. The optimum bend will often be determined by the cut of the mainsail, or recommended by the sailmaker or class association.

Pre-bend is vital because most fractional rigs don’t have forward lowers or a babystay, so if the mast were to bend aft in the middle (inverted bend) it could collapse.

In fresh conditions, especially under spinnaker, it’s a wise precaution never to release the backstay completely. That stops the upper section of the mast being pulled too far forward.

The caps should be tighter than with a masthead rig, with no significant slack on the leeward side when the boat’s hard on the wind and heeling 15-20°.

If the static tension is up to 25% but the leeward cap is always slack, the boat might be bending. That’s a topic beyond the scope of this article!

Sight up the mast to check the bend both fore-and-aft and athwartships, adjusting the lowers as necessary.

Setting up a fractional rig with two sets of aft-swept spreaders

As mast sections have become slimmer, this is now a popular configuration on boats between 30ft (9m) and 40ft (12m) but it’s more complex to tune.

This stage is the same as with the other types of rig.

Follow the procedure as described for single-spreader fractional rigs. Generally speaking, more rake improves upwind performance but too much will induce excessive weather helm and hamper performance downwind. Getting it right might involve some trial and error.

Steps 3 & 4: Tighten the caps and set the bend

The same fundamentals apply as for a single-spreader rig, but this time after each tensioning of the cap shrouds, which induces bend, you have to straighten the mast by tensioning both the lowers (also known as D1s) and the intermediates (D2s).

The D1s control the bend between the deck and the upper spreaders and the D2s between the lower spreaders and the hounds, so their areas of influence overlap.

On boats where the D2s terminate at the lower spreaders you have to send someone aloft to adjust them. These are referred to as discontinuous intermediates.

If they run over the spreader tips and down to the chainplates (continuous intermediates) you can do everything from on deck.

You need to achieve an even bend fore-and-aft. If the mast is bending too much at the bottom and is too straight at the top, tighten the D1s and slacken the D2s.

S-bends can creep in athwartships and make it look as though the top of the mast is off-centre. If you set up the cap shrouds properly it shouldn’t be, so don’t fiddle with them any further now: take out the bends with the D1s and D2s.

You’re aiming for a cap-shroud tension of 20-25% of breaking strain, as with a single-spreader fractional rig, and again the sweep-back of the spreader means that the caps will be slackened as you pull on the backstay.

As with other types of rig, get the boat heeling around 20° on the wind, tension the backstay and feel the leeward cap to make sure there’s only minimal slack.

Removing any kinks and S-bends can take more tweaking of lowers and intermediates, the latter being more fiddly to adjust if they’re discontinuous.

If the masthead looks as though it’s falling off one way, it’s probably because the D2 on the opposite side is too tight.

Left: Windward lower too loose. Right: Windward intermediate too tight.

Why not subscribe today?

This feature appeared in the May 2012 edition of Practical Boat Owner . For more articles like this, including DIY, money-saving advice, great boat projects, expert tips and ways to improve your boat’s performance, take out a magazine subscription to Britain’s best-selling boating magazine.

Subscribe, or make a gift for someone else, and you’ll always save at least 30% compared to newsstand prices.

See the latest PBO subscription deals on magazinesdirect.com

• Forums New posts Unanswered threads Register Top Posts Email
• What's new New posts New Posts (legacy) Latest activity New media
• Media New media New comments
• Boat Info Downloads Weekly Quiz Topic FAQ 10000boatnames.com
• Classifieds Sell Your Boat Used Gear for Sale
• Parts General Marine Parts Hunter Beneteau Catalina MacGregor Oday
• Help Terms of Use Monday Mail Subscribe Monday Mail Unsubscribe

DIY of standing rigging with compression fittings

• Thread starter Avi
• Start date Apr 30, 2023
• Forums for All Owners
• Ask All Sailors

What are the risks of replacing all standing riggings to a compression fittings or swageless , with sta lok or norseman by myself? I watch many people doing it on YouTube with no special difficulties. I am thinking of doing it myself is there anything in particular I need to pay attention? The money saving is what I need because I am doing a major refit on my S2 9.2C and the expenses are overwhelming. Is Norseman better then Sta lok? Any advice will be appropriated  

Attachments

garymalmgren

Avi said: What are the risks of replacing all standing riggings to a compression fittings or swageless , with sta lok or norseman by myself? I watch many people doing it on YouTube with no special difficulties. I am thinking of doing it myself is there anything in particular I need to pay attention? The money saving is what I need because I am doing a major refit on my S2 9.2C and the expenses are overwhelming. Is Norseman better then Sta lok? Any advice will be appropriated Click to expand

Just a word of caution .. be sure to use some kind of anti seize on the threads of the mechanical fitting. We tried to use one to fix a broken backstay and could not get the new fitting apart; heat, breaker bars, impact driver on a crowfoot.. nothing would budge it.  

Captain Larry-DH

@Avi re: photo 4. The easiest way to cut wire rope with a clean (unsplayed) edge is with a rotary tool cutoff wheel.  

SBO Weather and Forecasting Forum Jim & John

• Strengthen rigging to improve function of open water cruising.
• Mitigate by design the potential for corrosion in rigging.
• Improve running rigging systems to optimize mast base management.
• Add running rigging options for spinnaker and stay sail.
• Rewire all electrical systems.

Thank you all for the reply, I always learn something and get educated from all the feed backs  

Scott T-Bird

I think to summarize the reasons why many sailors choose mechanical fittings are: 1) Mechanical fittings are more of an investment to reduce costs when rigging needs to be replaced in the future. They are considered to be re-usable when you need to purchase new wire. But they are not a more economical choice with the initial purchase. 2) Mechanical fittings are geared towards the DIY sailor who may not have access to swaged fittings in remote areas when the rigging may need replacement. 3) Many DIY sailors have more confidence in measuring and cutting the rigging on their own and doing the job independently. There are some who just do not trust others to do these jobs. If you don't fit in those categories, I'd suggest that mechanical fittings may not be your best choice.  

I'll also suggest that with a major refit, as you describe, the best strategy is to focus on the jobs that you know that you will have to do yourself to save money. Rigging is not one of those jobs. The time you save farming this job to a good rigger will be well worth it. This job will probably be done with less expense (especially if you value your own time properly) if it is done by a rigger with swage machinery. I have no doubt that you can readily find several competent riggers who will offer competitive pricing. The job will be done quickly, and well, without any stress on yourself. If this rigging is 20 years old or older (or you don't even know the age), my advise is to do this job for sure and don't put it off. Peace of mind doesn't come for free, but it is priceless once you have it. So, good for you having this task on the front burner.  

Good points, @Scott T-Bird . I was thinking of doing my own, having lengths of wire made with swaged fittings at the top, those Navtec-style "T" fittings, and Hi-Mod mechanical fittings at the bottom. In 2017 I costed it out from Rigging Only on Fairhaven, MA (only 10 minutes from where I now live!) at about $2,000. I would have to terminate all of the lower fittings. Now, Hi-Mod terminals have doubled in cost since then!!! I'm thinking I should just have them come to my boat, measure, and fabricate the rigging with swaged fittings at both ends. Update on costs: Navtec swaged "T" fittings up 30% from 2017 to now. Wow.  

Scott T-Bird said: I think to summarize the reasons why many sailors choose mechanical fittings are: 1) Mechanical fittings are more of an investment to reduce costs when rigging needs to be replaced in the future. They are considered to be re-usable when you need to purchase new wire. But they are not a more economical choice with the initial purchase. 2) Mechanical fittings are geared towards the DIY sailor who may not have access to swaged fittings in remote areas when the rigging may need replacement. 3) Many DIY sailors have more confidence in measuring and cutting the rigging on their own and doing the job independently. There are some who just do not trust others to do these jobs. If you don't fit in those categories, I'd suggest that mechanical fittings may not be your best choice. Click to expand

dLj said: The main reason in my mind is the higher reliability of these fasteners. These kinds of mechanical fasteners are rated for "overhead" application but swagged fittings are not. Click to expand

Scott T-Bird said: Not knowing any different, I'll go along with what you say about reliability ... except that I've never heard that the reliability of swaged fittings on sailboats is really a factor worth worrying about for the typical sailor. My premonition is that increased reliability is just a meaningless argument for the DIY sailor to add in the pro column for justification of their choice. Just by sampling some reading, one rigger whom offers both services seems to suggest that mechanical fittings can be harder on the wire than swaged fittings, but defects or damages are more easily spotted with mechanical fittings, so it (how well they perform) may be a wash, depending more upon how well each alternative is actually performed by the rigger. Click to expand

There's the fatigue aspect not captured in the above, but the poured fittings have always been considered the "gold standard" in wire rope fittings. When I worked in that area, it was the only fitting permitted. Of course, the sizes we worked with would never have been below at least 1/2" and more at the 1" and above. I'd be very interested to see if you can find fatigue ratings for the different fittings. Love the numbers for the swaged fittings. dj p.s. an overhead rating does not mean you get 100% strength of the wire rope, it's that the strength that you achieve is reliable and does not change over time and usage. Of course within reason...  

Be that as it may, swaged fittings are the dominant rigging system in the sailboat industry. You occasionally (rarely) hear of rigs failing due to rigging failure, but I venture to guess that a poor configuration [1] or an aged rig is to blame. [1] An example of a poor configuration would be where there is not a straight pull from a swaged fitting, i.e., a toggle is called for but not installed. The non-straight pull stresses the wire where it exits the fitting. My Catalina 36 had this issue with the shrouds, and I installed toggles.  

jviss said: Be that as it may, swaged fittings are the dominant rigging system in the sailboat industry. You occasionally (rarely) hear of rigs failing due to rigging failure, but I venture to guess that a poor configuration [1] or an aged rig is to blame. [1] An example of a poor configuration would be where there is not a straight pull from a swaged fitting, i.e., a toggle is called for but not installed. The non-straight pull stresses the wire where it exits the fitting. My Catalina 36 had this issue with the shrouds, and I installed toggles. Click to expand

Scott T-Bird said: Not that there isn't the odd sailor who does consider it Click to expand

• This site uses cookies to help personalise content, tailor your experience and to keep you logged in if you register. By continuing to use this site, you are consenting to our use of cookies. Accept Learn more…

Home » 20 ways to boost Lug rig and lug sail performance! Rigging and Tuning.

20 ways to boost Lug rig and lug sail performance! Rigging and Tuning.

Thought I would try to put everything I have about the balance lug rig, standing lug rigs, their setup and tuning for sailing dinghies , sailing canoes and small yachts on one page. Lug rig setups (either cheap or sophisticated), tyes of ropes, tuning guides, controlling sail twist and more

We make Lug Sails and Custom sails for homebuilt and production boats.

Shipping Worldwide.

Additionally we manufacture modern squaretop bermudan sails from laminates.

These are all links to full articles on Lug Rigs.

1/ basic lug setup and tuning with some budget for fancy fittings.

Goat Island Skiff as example of setting up a lug rig.

2/ Basic lug setup and tuning with no budget for fittings – Oz Goose as example

Low cost with no sacrifice of sailing performance – this is the method we use for racing our fleet of Geese in the Philippines. Maybe you don’t want to race, but if the boat works better when cruising – why not!

Step by step Guide for setting up a lug rig very cheaply

Video Rigging Process takes under 10 mins

3/ Two Lug Sail Rigging Setup Videos showing ropes and positions

These two videos are for setting up an Oz Goose using the kit we supply in the Philippines for the 10 boat builds we do here. So the rope usuage is different from your boat. But the basic methods are identical particularly the knot types and the required tensions.

Link to the Two Videos showing detailed rigging method for Lug Rigs

Video 1 – 20 minutes Putting everything together for the first time – as the end of the building process – Lugsail, spars, fittings, lines – this is usually done before taking the boat down to the water for the first time

Video 2 – 8 minutes Rigging the lug rigged sailboat for its first sail – hoisting the sail and making adjustments.

4/ Leach Ribbon positions for a lugsail

I had to play around … also an invaluable sailing for speed tuning tip. Have to avoid the wake from the mast and yard interaction

Fitting leach ribbons and telltales to a lugsail – where works?

5/ Sailing methods have changed – if you luff up in a gust then you are making boat control more difficult.

Sailing methods have changed a lot in the last decade or so. It has been found that difficulties controlling a sailboat in stronger winds has been made more difficult by traditional teaching of boat handling.

Now learning to sail is much easier to explain and learn … … and strong wind sailing is easier for everyone.

Our Free Sailing lessons are here – the most important ones with the largest changes are the upwind sailing methods.

6/ What  is that crease in my lugsail? Diagonal crease – a common lug setup problem

This is a common tuning question for lug rigs with an incredibly easy answer.

Simple to fix the crease from bottom end of the yard to the back of the boom on lugsails.

7/ Where can I get a not too expensive lugsail or other sail?

Order a Custom Sail from us at Really Simple Sails – We ship Worldwide .

Click here for stock Lug Sails Off The Shelf at Duckworks USA – Made by us 36 square ft Lugsail 53 square ft Lugsail 63 square ft Lugsail 89 square ft Lugsail 105 square ft Lugsail

Did you realise that Lugs and Lateens are close relatives?

the deepest reef possible for a balance lug turns it into a lateen rig.

One more reef will do it in this photo. So some aspects relevant to Lugs are also relevant to Lateens.

8/ Five basic Knots needed for any sailboat setup including those with a lug rig – VIDEOS

Basic Knot Videos – Knots needed for rigging most sailboats including those with lug rigs

9/ Lug spar sizes and weights for different construction methods – actual measured

How stiff do a Lug yard and Boom have to be – measure historic weights and measured bends for different spar constructions for the GIS and similar size boats.

10/ The single biggest performance improvement on any sailboat rig is controlling sail twist

Controlling sail twist is almost the story of sailboat performance and tuning for the last  hundred years. A hundred years ago the balance lug was the predominate small boat performance rig where there was choice. Because it controls sail twist and the gaff rig doesn’t.

Here are various methods from simple to complicated to control sail twist on lugsails. You do need some twist BTW, just not unconstrained twist.

With the bermudan rig the need for controlling twist for best performance led to the boom vang, the full width traveller, vang sheeting.

But that is expensive … which is why we use the balance lug rig setup for modest cost but still very good performance.

A big contribution from Brian Pearson or “Keyhavenpotterer” on this page.

11/ Which side does the boom go on when going downwind and dynamic control of heel with the sheet on unstayed lug, gaff and lateen rigs – By the Lee is useful!

Sailing by the Lee in not tricky – but is useful! It is a well known high level method in racing. But it adds to the stability and control of our small (and much bigger) boats with unstayed masts. There’s a video of us changing the heel of the boat when running just by moving the sheet in and out.

Video of heeling control on a run, avoiding Death Rolls and the right way to goosewing the sail in a yawl or ketch.

12/ Lug Rig setup from 100 years of development in the Lymington Scow Class Dinghy – 100 years of using a balance lug rig in weekly races.

You learn one or two things by sailing against other boats for 100 years.

We met Brian Pearson and nothing was the same about our lug rig tuning and setup advice after that … well a great deal was changed.

The Biggest Lug Discussion on the Net

13/ Reefing Faster Revolution using Fixed size Loops on small boats, Two Videos

Throw away all the blocks and pulleys and metres of line and reef or unreef in half the time. Lazyjacks not necessary

Drop loop over front of boom, snap other loop on leach into carabiner and rehoist and tension sail – and you can still adjust the outhaul normally!

Two Videos, Faster Reefing System for Lugs on both Racing and Cruising Dinghies

14/ Reefing a balance lug sail – tie tingles or use one line for the tidy up.

The time comes when there is too much sail. Main reefing lines are in at back and front of sail … do you really want to tie up 5 to 10 ties in the body of the sail?

Individual ties around the boom or bottom of the sail might be too fiddly – what about one line that does the lot?

Shamelessly stolen setup from the big racing yachts.

Tidy the reefed balance lug, standing lug, lateen or  just about anything with one piece of line – updated 2022

15/ Boom or no boom on your sailboat … is the sacrifice worth it?

Boom or no boom best for my lug sail boat?

A no boom rig is very portable and easy to set up and stow. There are some sacrifices in performance and you never see a drop in performance from normal lugs on most boats when a boom is added.

16/ Club racing a lug rig 1 – a Goat Island Skiff with conventional sailboats – PY number

A test that has been done. A midweek racing series gave us the beginning of a baseline for the GIS … about equal with a Laser Radial or OK Dinghy. A lot more tuning and practice to come as more and more boats get built.

Club racing a lug rigged Goat Island skiff against boats with jibs, bermudan rigs and spinnakers.

17/ Club Racing a Lug Rig 2 – Beth Sailing canoe

Even more extreme … sailing a balance lug canoe YAWL against conventional sloop rigged dinghies – PY number

Who said a mizzen was a really big handicap?

Who said a balance lug wouldn’t perform with modern sailing dinghies?

18/ Club Racing a Lug Rig 3 – Video Full Race Goat Island Skiff vs Lasers and Fireballs

Video Full Race of Lug Rigged Goat Island Skiff sailing against Lasers and Fireballs

19/ How fast can a trad rig go 1?  … Arab Dhow coming unstuck Video

Arab Dhows start racing by hoisting their sails when the gun goes. They are also big and immensely fast.

And as you will see … boomless sails have rather high sheeting loads :)

Arab Dhow racing in the Open Class.

20/ How fast can a trad rig go 2? 12ft Oz Goose in a ridiculous wind

On this  day racing was cancelled and we had the rescue boats out. There’s a plot there showing a boatspeed of 18 knots for two seconds on one of my speed runs recorded by GPS. Lake is tideless freshwater in the Philippines.

Video of a massive nosedive without problems on the same day… because the rig is easy to handle and the hull has no vices. A normal dinghy would spear off to left or right – note the goose has the tiller centralised.

21/ Low cost Lug rig – putting 10 Oz Geese on the water for the price of importing one Laser Radial with spares.

We have learned a lot about keeping costs down in developing nations to boost participation rates in sailing. Yep .. that is  10 to 20 people on the water for the cost of a Laser .. or  30 for training all with good feel even in light winds.

Building sailing dinghy fleets in developing nations on a shoestring budget to increase participation in competitive sailing.

22/ What one of the UK’s top sailors thinks of the Goat Island Skiff and Lug Rig

Mike Macnamara has over 40 major dinghy racing championships under his belt. What does he think of the Goat Island Skiff and its lugsail and setup?

Sailmaker Mike Mac (MacNamara) has around 40 national titles under his belt and two Olympics – he goes sailing in the Goat Island Skiff – Review

He also makes very nice sails for the Goat and will assist owners with tuning.

23/ Rant on lugs and mizzens and stuff

What is the point of a mizzen? They have been declared to not be efficient, but as you can see above a sailing canoe yawl rigged can race against club Laser Radials.

Myths of Lugs and Mizzens busted – Conventional thinking is not necessarily right

24/ A very nice Goat Island Skiff video showing how they go relative to other boats in light to moderate winds.

This particular video of two Goats at the Small Reach Regatta is here

• But also all Goat  Island Skiff Videos are here showing the lug sail in effective action.
• All OzGoose and OzRacer  videos are here also showing the lug sail as efficient but with much less cost than conventional rigs..

25/ Our Boat Plans show a fondness for lug rigs – effectiveness/cost

Very cheap and simple to set up, easy to adjust, can be dropped or reefed on the water, short spars.

• Goat Island Skiff – 105sqf Lug sail
• Viola Sailing canoe 6.3sqm (67sqf) lug rig option
• Kombi 50/50 Canoe for Sail and Paddle
• Oz Goose simple 12ft family and club racing sailboat 89sqf
• BETH – classic looking sailing canoe with simplified hull
• Drop in Sailing Rig to convert a canoe into an instant sailboat

A list of all our boat plans

All our Boat Plans

• BOAT OF THE YEAR
• Newsletters
• Sailboat Reviews
• Boating Safety
• Sailing Totem
• Charter Resources
• Destinations
• Galley Recipes
• Living Aboard
• Sails and Rigging
• Maintenance

Replacing Your Sailboat Rigging

• By Wendy Mitman Clarke
• Updated: March 23, 2020

Whether you’re buying a used sailboat that’s new to you or you’ve owned your boat for decades, the standing rigging is what keeps the mast in place, and thus requires particular attention. How do you know when it’s time to re-rig? There are some obvious answers to this one — for instance, if your wire rigging has broken strands or if it’s suffering from “candy-striping,” i.e., rust-colored streaks swirling down the wire. The latter may indicate two things: one, that it’s simply surface rust, which you should be able to polish off, or two, that as the wire was being manufactured, a strand might have picked up some contamination during the process and is compromised, which is cause for concern. A third visual indicator are cracks in swaged fittings, some of the most common end fittings for wire. Cracks are hard to see (use a magnifying glass), and sometimes marks that look like cracks can be left by the machine used to create the swage. Then there’s just age, and this factor as a reason to re-rig is more subject to a boat’s history than anything else.

“There’s a rule of thumb, but it varies rigger to rigger,” says Steve Madden, co-owner of M Yacht Services in Annapolis and the head of its M Rigging division. “My belief is that you should be replacing your sailboat’s standing rigging every 10 to 15 years.” But this time frame also is variable, depending on the boat’s purpose and use. For instance, for an offshore bluewater boat, Madden recommends 10 years, and for a serious coastal cruiser, more like 12.

“The biggest thing we like to have is the history of the boat: what kind of boat it is, how it’s been sailed and where has it been sailed,” says Jay Herman, owner of Annapolis Rigging. “That history will affect what kind of life you get out of your standing rigging.” Some insurance companies, he says, will require a re-rig if you’re purchasing a used boat that has standing rigging older than 15 years.

Either way, Jimmie Cockerill, co-owner of the Rigging Company in Annapolis, recommends that for a sailboat with wire rigging, the mast should be pulled and all fittings and wire visually inspected every five to six years. And although rod rigging may be able to last longer than wire, it too needs to be serviced every five to six years to get the most life out of it. Sticking to the 10-year rule, Madden says, means that for the most part, any corrosion or failure points will be eliminated with a re-rig.

How the rigging has been tuned is also part of a boat’s story. For instance, Madden says, he recently had a customer whose 46-foot cutter had a rigging failure at six years. The customer had had the boat re-rigged, and during a trip to the BVI, the new wire stretched. The owner didn’t adjust the rigging to compensate for the stretch for several seasons. “That was a case of not knowing that the worst thing you can do to standing rigging is have it loose on the leeward side,” he says. “Sailboat rigging very rarely fails from being overloaded. There’s such a safety margin in rigging. So you’re sailing offshore and you’re looking at the windward shroud that’s taut, and that’s not the one to worry about. It’s when the leeward side starts flopping around that you’re asking for trouble.”

Stainless steel has a finite number of cycles — essentially, movements, whether fore and aft or side to side. “The theory is that it can take 10 to 15 years of cycling, but this continual motion when it’s unloaded is what fatigues the wire,” Madden says. “There’s no real way of measuring that. Die testing won’t pick it up, and it’s rare that a wire will give you warning before breaking.”

So how often should standing rigging be replaced? For all of these reasons, most riggers agree that when your sailboat’s standing rigging approaches 15 years old, it’s a good time to consider replacing it.

Wire or Rod Sailboat Rigging?

Riggers say the question of whether to rig with wire or rod is usually fairly easily answered: Run what you brung. In other words, if your boat already has rod rigging, with all of the end fittings to terminate the rods both on deck and in or on the mast, then sticking with rod will ultimately be less expensive than making the switch to wire. Likewise, if you already have wire with fittings that accommodate your boat and mast, stick with wire. Aside from the relative cost differences between rod and wire (rod is more expensive), what also makes a switch pricey is having to significantly modify the mast to accept the different rigging.

Although rod rigging is more common on racing boats, many well-known cruising-boat builders, such as Valiant, Bristol, J/Boats and Hinckley, have rod-rigged models. The benefits of rod are less stretch, less weight, less windage, and arguably longer life than wire, because there’s less possibility for corrosion of the rod itself.

That said, some sailors prefer wire over rod for a number of reasons. First, it’s easier to fix in remote places and on your own. With a spare mechanical end fitting, wire and the proper tools, you can replace a stay pretty much anywhere. Similarly, it’s easier to find usable replacement parts far from busy ports. Wire rigging is generally less expensive and easier to handle. Finally, rod rigging requires a particular type of terminus — called a cold head — that can be fabricated only with a purpose-built machine, which only a rigging shop will have. You cannot use a mechanical fitting on rod rigging.

In the past, long-distance cruisers typically chose wire rigging with mechanical fittings for all of these reasons. They also would carry a piece of wire as long as the longest stay on the boat — coiled and stowed, which undeniably was sometimes easier said than done — as well as spare end fittings and the tools needed to replace a broken shroud or stay. Today, with the advent of super-strong synthetic line such as AmSteel and Dyneema, the need for that extra wire and gear is eliminated. For instance, the Rigging Company makes a spare-stay kit that can accommodate either wire or rod rigging repairs, Cockerill says. It has a synthetic stay with an eye splice, a toolless turnbuckle (the Handy Lock, made by C. Sherman Johnson), quick-release fast pins with an attached lanyard, several high-strength Dyneema loops, and even a heavy-duty zip tie to fish loops in and out of holes in a mast.

“The idea is you come on deck with this small canvas bag and make it happen,” Cockerill says. “Let’s say you ripped a tang out of the mast; you can use a Dyneema loop to create another attachment point. A smaller loop is a makeshift chainplate attachment — you can attach it to a neighboring chainplate and attach the stay to it. It’s good enough to get you to safety and someplace you can make a more permanent repair.” Riggers say very few sailors re-rig from wire to rod or the reverse, but if switching is on your mind, have a professional make a full assessment first.

There are so many variables in the system — types of end fittings, types of masts, types of attachment points — that each boat will have its own specific requirements that can affect cost. For that reason, it’s difficult to give an accurate estimate of the cost of making the switch, even for an average 40-footer.

End Fittings for Sailboat Rigging

All standing rigging, whether rod or wire, has to end in a fitting that attaches to the deck and mast. The three most commonly used types of attachments are swaged and mechanical fittings for wire, and cold heads for rod. Generally, end fittings fall into a few classes: studs, eyes, forks and hooks, each of which comes in a dizzying array of sizes and configurations. There are multiple combinations and variations: For instance, if your mast has double tangs, most likely the end fitting will be an eye — although it can be a marine eye or an aircraft eye, which differ primarily in shape. All rod rigging terminates in a cold head, which accommodates the end fitting or is encapsulated by the end fitting. This could be a marine eye, a marine fork, a T-head or a J-hook, among others.

A swaged fitting is a terminus that’s attached using a machine called a swager. It rolls the end fitting through two opposing dies and compresses the fitting on the wire so tightly that it can’t pull out. “The theory is that you’ve crushed it so tightly that all the wires inside have just merged into one solid piece of stainless,” Madden says. Swaging must be professionally done, and the result is extremely strong and generally has a long life. Top manufacturers of swaged fittings are Hayn Marine Rigging Products, Alexander Roberts and C. Sherman Johnson.

Mechanical fittings can be applied using a few common hand tools by the mechanically handy DIY sailor, which is one reason they’re popular. The two primary manufacturers of mechanical fittings presently are Sta-Lok and Petersen Stainless, which produces Hi-MOD. Both are located in the U.K., and the products are distributed in the U.S. through vendors like Hayn, West Marine, Defender, and local chandleries and riggers. Generally, they consist of either three or four parts (Sta-Lok has three; Hi-MOD has four), including a sleeve; a cone; in Hi-MOD’s case, a crown wheel; and the terminal (an eye, fork, stud, etc.). If you follow directions, they are fairly straightforward to install, although not especially easy. “The mechanical fasteners are great in that you can terminate and then look inside to be sure it’s formed correctly, so you do have a way of inspecting your work,” Madden says.

However, they generally cost more than a swaged fitting; Herman says while Hi-MOD’s newer mechanical fittings are “definitely more user-friendly to assemble, they’re twice the cost of a swaged fitting.” Some riggers will recommend swaged fittings for the mast end of the rigging and mechanical fittings at the deck level: Corrosion is less prevalent at the top of the mast, and you can more easily and regularly inspect mechanical fittings at deck level, where they’re frequently subjected to salt water

Should You Replace Your Sailboat’s Rigging Yourself?

So you’ve determined your sailboat’s standing rigging needs work. Do you hire a pro or go it alone? Good question. Yes, doing it yourself will theoretically save money. For an average 40-foot boat, Cockerill estimates about $100 per foot to re-rig with wire rigging ($4,000), as well as the round-trip cost to haul and launch the boat and unstep and step the rig (an additional $2,500 or so). By taking on the labor yourself, you’ll probably save as much as $2,000 on the re-rigging cost, he says. Madden says that cost isn’t linear, though; as you go up in size (a bigger boat needs heavier wire and larger fittings), you’ll spend more. He’d estimate more like $4,600 for a 40-foot boat, but all of these numbers depend on how much is involved: Are there furlers? What kind of end fittings? Are the chainplates sound? Depending on the answers to those questions and others, a professionally done re-rig for a 40-footer could be closer to $6,000 or more.

If you go DIY, you will be limited to mechanical end fittings unless you hire a rigger to swage your end fittings. The Rigging Company gears much of its sales to DIY sailors and is beginning an e-commerce site to cater specifically to handy individuals. But Cockerill says it quickly becomes evident whether an owner feels comfortable enough to do the work. “You should be mechanically inclined,” he says, “and the way to find that out is if I start talking all this technical jargon and you decide whether you’re suited to handle that at all.”

Additionally, a DIY sailor needs to do plenty of research, particularly when it comes to wire quality, which is something professional sailboat rigging companies watch like hawks. Although anyone can walk into a local chandlery and buy wire, that doesn’t mean the wire is of the highest quality. Marine-suitable stainless wire is called 316 grade, but even that doesn’t mean you’re necessarily getting high-quality wire. Much depends on where it is manufactured; Herman and other riggers say the best wire today is coming from South Korea through a manufacturer called KOS, making wire to military specifications. It’s imported and sold through distributors like Alps Wire Rope.

“We only sell guaranteed-content, guaranteed-process wire,” Herman says. “There are other wires out there that are cheaper, but they’re not guaranteed.”

As for sources of wire and fittings, there are many, including major chandleries and vendors, like West Marine and Defender, as well as some private riggers, like Annapolis Rigging and the Rigging Company, which will work with you to define what you need and help you source parts and materials.

One thing all the riggers I spoke with expressed emphatically was that stainless steel needs oxygen to create a fine film of oxidation that protects the metal. The fastest route to crevice corrosion is to cover the metal with plastic or leather turnbuckle covers or to coat the fittings in tape. Enough tape to cover a cotter pin suffices; otherwise, leave the metal open to the air. Likewise, if you are re-rigging your sailboatboat, use the opportunity to check your chainplates (easily the subject of another article entirely), since that’s one of the most common points of rigging failure.

Another factor in your DIY decision-making process is simple: peace of mind. “Most of my clients say to me without any prompting, ‘This is one area I feel should be done by a professional,’’’ Madden says. “You’re out there offshore and there’s a squall coming and you start worrying about the craziest of things, and you don’t want to have any unknowns.” That’s especially true of the system that keeps the mast and sails up.

Wendy Mitman Clarke is currently between passages. She’s the director of media relations at Washington College in Chestertown, Maryland, and she and her family continue to pine and plan for the day they can return to the cruising life.

• More: How To , mast , Refits , rig , rigging , sails and rigging , Upgrades
• More How To

Preparing to Head Out

Adding Onboard Electronics? Here’s How To Get Started

7 Boating Safety Tips for Summer Cruising

How to Prep for a Diesel You Can Depend On

The Data Difference: Advances in Marine Weather Forecasting

Best Father’s Day Gifts for Sailors

For Sale: 2000 Oyster 53

RIP, Squeaky

• Digital Edition
• Customer Service
• Privacy Policy
• Email Newsletters
• Cruising World
• Sailing World
• Salt Water Sportsman
• Sport Fishing
• Wakeboarding

The $tingy Sailor

Diy trailerable sailboat restoration and improvement without throwing your budget overboard.

Flatten Your Mainsail Foot With an Outhaul

You’re familiar with basic mainsail running rigging, right? The halyard hoists it up the mast and the main sheet adjusts the angle of the sail to the hull. Both lines are important but they don’t adjust the aerodynamic shape of the mainsail, which can make a big difference if you want to get the best performance out of your mainsail.

There are three potential control lines for your mainsail to adjust its shape. Each line controls the tension on one of the three sides of the mainsail. To control luff tension, you need a Cunningham or boom downhaul like I describe in Control Mainsail Draft with a Boom Downhaul . To control leech tension, you need a boom vang like I describe in Control Your Mainsail Shape Better With a Boom Vang . In this post, I describe a trimmable outhaul to control the foot tension.

Most first generation C-22s and similar sailboats came from the factory with a simple loop of line between the mainsail clew and an eye strap at the end of the boom similar to the picture below. It holds the sail in place but that’s about all. You can’t easily trim it while sailing. If it’s loose enough to make connecting the clew easy, then it isn’t tight enough for moderate to heavy winds. If you take the time to cinch it up tight, you’ll have to untie it to take the sail off if you trailer sail. By then, the knot could be hard to loosen.

The solution is to replace that crude loop of line with a trimmable outhaul that con sists of:

• (2) Harken 085 double blocks or equivalent, one with a becket
• Fixed eye snap shackle or halyard shackle
• (2) Harken 072 3/16″ shackles or equivalent
• Ronstan small V-Cleat Fairlead or equivalent
• 5′ x 1/4″ New England Ropes Sta Set or equivalent

The pictures in this post show a five part (five line segments) outhaul only because those were the blocks that I had on hand when I rigged the outhaul. You could use fewer parts. I recommend at least two. The line is white with blue flecks in keeping with the color scheme that I describe in Choose Your Running Rigging Colors Logically . Notice in the picture below that I spliced an eye in the end of the line where it attaches to the becket. You could also use a bowline knot there but I prefer the neatness of spliced eyes, particularly here at the end of the boom where four lines are attached (main sheet not shown).

Size does matter

The challenge in this setup is to get the overall length of the outhaul as short as possible. On a C-22, there’s only about 10″ from the mainsail clew to the eye strap at the end of the boom. If the combination of blocks and other hardware is too long when you tighten the outhaul, the blocks will meet in the middle before putting enough tension on the foot of the mainsail. To solve the challenge, use the shortest shackles you can find. You might also need to shorten the becket on the one double block. Another option is to attach the working end of the line around one of the sheaves of the block itself, but that will result in less mechanical advantage.

To make the outhaul as easy to attach as possible, add a snap shackle to the working end of the outhaul for hooking to the mainsail clew. Install the fairlead cleat on the same side of the boom as where the line exits the outhaul blocks (port side in the picture below). The fairlead keeps the line captured at the boom if it gets out of hand. A foot of slack on the end makes the setup easy to trim while under sail and to loosen when removing the sail to head home.

The two lines that you see hanging down from the aft end of the boom in the pictures above are the working ends of the topping lift and jiffy reefing lines that I’ve installed on Summer Dance . They’re held out of the way in the pictures for simplicity. I describe them in Let Your Boom Off Its Leash with a Topping Lift  and Single Line Jiffy Reefing Made Easy , respectively. To see how all four systems (including the main sheet) fit on the boom, see the pictures below.

Keep It Simple, Skipper (KISS)

If the outhaul shown above seems too complicated or expensive for you, a simpler version is even easier to set up.

For a three part (three line segments) outhaul, you’ll need:

• Harken 083 single block with a becket or equivalent
• 4′ x 1/4″ New England Ropes Sta Set or equivalent.

Install the block on the boom eye strap, the fairlead cleat on the side of the boom, and reave the line as shown in the picture below.

In this system, the line runs through the clew grommet itself. The line isn’t as easy to trim as with multiple blocks, but it’s still easy enough.

For the complete collection of rigging projects like this one, purchase my ebook Do-It-Yourself Small Sailboat Rigging .

Would you like to be notified when I publish more posts like this? Enter your email address below to subscribe to this blog and receive notifications of new posts by email. You will also receive occasional newsletters with exclusive info and deals only for subscribers and the password to the  Downloads  page. It’s free and you can unsubscribe at any time!

Share this:

13 thoughts on “ flatten your mainsail foot with an outhaul ”.

Have been reading your posts with great interest since purchasing a ’74 in February. Planning to do the topping lift and outhaul as soon as I repair the forestay reinforcement. I’m curious about your costs. For this project, the cost of the 085 and 086 blocks alone is in the $90+ range from the two suppliers I checked. Can you recommend a less-expensive source for hardware? Thanks, Dave

Yep, they’re pricey little buggers! The main reason that I used that size of blocks was because I got the pair of them on eBay for around $25, so it was a no-brainer. If that had not been the case, I would have used something like the Harken micro blocks 227 and 228 at around half the cost. Those are also the size that Catalina Direct uses in their kit. Another benefit would be that their combined length is even a little shorter, which might make the difference with a long-footed mainsail.

When I need to buy parts at retail instead of eBay, I like defender.com. They don’t offer free shipping but their prices are among the lowest for most things and they have a great selection, which means I can usually get several things on the same order to spread the cost out and still be less than most other retailers.

Good luck with your improvement projects. Hope to see you here some more! $tingy

Thanks, $tingy. I figured you had to have done something like that. Just started the topping lift project today: bought a piece of 7/64″ Amsteel and put an Brummel eye in one end and another Brummel eye with a thimble in the other. Will have to wait till the next time I drop the mast to install it. I think the necessary hardware is already on the boom. Was thinking about attaching it to the main halyard for a quick check of the concept, either with or without the mainsail. I know the lead won’t be quite the same as attaching it alongside the backstay on the masthead truck, but it should be close.

Glad to hear you’re going for it! I think you’ll like how handy it is to just reach up and hoist the boom up whenever you need to.

Must be kinda tricky splicing line that small. I’ve only done as small as 1/4″ so far and that was tough enough. Did you make a core to core splice?

Had to look up core-to-core splice, but no, that’s not the technique I used. The Amsteel line is single-layer, not cored. I used these instructions ( http://www.l-36.com/brummel2.php and http://www.colligomarine.com/docs/misc/splicing_instructions_for_web_rev_1_2.pdf ) modified to account for the fact that the smaller line is 8-strand, not 12. {I can’t find any sites that call the 7/64th rope as 8-strand, but that’s what I have. It wasn’t hard to work with at all.

Interesting splice and it looks faster to make. I might try that on the lazy jacks I’m making. They don’t need the full strength of a conventional eye splice and I don’t want to have to make 8 of them!

The most no-nonsense, comprehensive forum I have found for our boats. Thanks. 1987 Cat. 22 SK #14218

Thanks for your comment, John. We could all gain from less nonsense and more common sense.

Hey $tingy!

My name is Nic Reid. I’m over in Bend, OR. I just bought a Tanzer 22, and I’m SOOOOOOOO excited to get going with some projects. I stumbled across your blog last night when I was looking for info on how to do projects on the cheap, and I can’t believe how awesome it is! You’ve done a stellar job, my friend. I’m working through the Mast Step post at present.

I noted that you said there is a downloadable checklist with mast step coaching and a boom crutch document as well. Call me thick, but I’m not finding those. Any help would be appreciated.

I’m excited to follow your posts. Are you still actively sailing in N. Idaho?

Congratulations on your new-to-you Tanzer! You’re in for lots of fun.

There’s a trailer sailor launch checklist and a dimensioned drawing of a mast crutch on the password protected Downloads page. The password for the page is in the confirmation email that you should have received when you subscribed. If it’s not in your Inbox, look for it in your Spam or Junk folder. If you can’t find it anywhere, use my Contact page to send me an email and I’ll send you the password.

I sail weekly on awesome Lake Pend Oreille in north Idaho. I’ve been coming here for years and still haven’t explored it all. Bend is pretty cool place too!

So, testing my understanding of pulleys used in combo like your initial project above… if I modified your second 2:1 example using a single block at the sail and a single block at the boom end, it eould just give a bit more leverage on the outhaul line, but less than the double block arrangement, right? Is it possible to pull the foot too taunt and harm the sail?

Thanks for sharing all your projects…great inspiration to make some modifications and maybe even get my V21 to sail ‘better’.

Two single blocks wouldn’t give you any more mechanical advantage, it would still be a 3-part tackle. But it would reduce friction considerably. You could try it that way and see if you like it and if it’s not strong enough, replace one of the blocks with a double block to increase the ratio.

It would take a LOT of leverage to damage the foot your mainsail with an outhaul, especially if you have rope in the foot. The only time that you would want it as tight as possible is in the highest wind conditions, which most skippers don’t want to brave anyway.

Thanks Stingy. I implemented option 2 due to space constraints on my gulf coast 18. My only change was to use a horn cleat. Love the system!

Leave a comment Cancel reply

This site uses Akismet to reduce spam. Learn how your comment data is processed .

• Already have a WordPress.com account? Log in now.
• Subscribe Subscribed
• Copy shortlink
• Report this content
• View post in Reader
• Manage subscriptions
• Collapse this bar

How to tune your rig for optimal performance

Optimizing the performance of your boat's rigging system is crucial for an enjoyable and safe sailing experience. This guide provides step-by-step instructions for tuning your rig and maintaining your sails.

How to Tune Your Rig for Optimal Performance

Sailing is an art that requires constant learning and adaptation. One of the most important aspects of sailing is ensuring that your boat’s rigging and sails are in top condition. In this article, we will discuss how to tune your rig for optimal performance, ensuring that you and your family can enjoy smooth sailing on your adventures.

Table of Contents

Understanding the basics of rigging, the importance of rig tuning, step-by-step guide to rig tuning, sail improvements for better performance, maintaining your rig and sails.

Before we dive into the process of rig tuning, it’s essential to understand the basics of rigging. The rigging system on a sailboat consists of various components, including the mast, boom, shrouds, stays, and sails. These components work together to provide stability, support, and propulsion for your boat.

Mast and Boom

The mast is the vertical pole that supports the sails, while the boom is the horizontal pole attached to the mast’s base. The mast and boom are critical components of your rigging system, as they provide the framework for your sails.

Shrouds and Stays

Shrouds and stays are the wires or ropes that connect the mast to the boat’s hull. They provide lateral and fore-and-aft support for the mast, ensuring that it remains stable and upright. Shrouds are typically attached to the sides of the boat, while stays are connected to the bow and stern.

Sails are the primary means of propulsion for a sailboat. They work by capturing the wind’s energy and converting it into forward motion. There are various types of sails, including mainsails, jibs, and spinnakers, each with its own unique characteristics and uses.

Rig tuning is the process of adjusting your boat’s rigging system to achieve optimal performance. Proper rig tuning can significantly impact your boat’s speed, handling, and overall sailing experience. Some of the benefits of rig tuning include:

• Improved boat speed and pointing ability
• Enhanced sail shape and efficiency
• Reduced wear and tear on rigging components
• Increased safety and stability

By regularly tuning your rig, you can ensure that your boat is always performing at its best, allowing you and your family to enjoy your sailing adventures to the fullest.

Rig tuning can be a complex process, but with the right knowledge and tools, it’s something that any sailor can learn to do. Here’s a step-by-step guide to help you tune your rig for optimal performance:

Step 1: Inspect Your Rigging

Before making any adjustments, it’s essential to inspect your rigging for signs of wear, damage, or corrosion. Check all components, including the mast, boom, shrouds, stays, and sails, for any issues that may affect your boat’s performance.

Step 2: Set Your Mast Rake

Mast rake refers to the angle of the mast relative to the boat’s centerline. Adjusting the mast rake can have a significant impact on your boat’s balance and performance. To set your mast rake, follow these steps:

• Attach a weight to your main halyard and let it hang freely over the side of the boat.
• Measure the distance from the halyard to the boat’s centerline at the chainplates.
• Adjust the forestay and backstay until the desired rake is achieved.

Step 3: Adjust Your Shrouds and Stays

Next, you’ll need to adjust your shrouds and stays to ensure proper mast alignment and tension. Follow these steps:

• Loosen all shrouds and stays.
• Tighten the upper shrouds until the mast is straight from side to side.
• Tighten the lower shrouds to remove any side-to-side play in the mast.
• Adjust the forestay and backstay to achieve the desired mast bend.

Step 4: Check Your Rig Tension

Proper rig tension is crucial for maintaining sail shape and boat performance. To check your rig tension, follow these steps:

• Attach a tension gauge to your shrouds and stays.
• Measure the tension in each wire, adjusting as necessary to achieve the desired tension.
• Ensure that the tension is even on both sides of the boat.

Step 5: Fine-Tune Your Rig

Once your rig is properly tensioned and aligned, you can make any final adjustments to optimize performance. This may include adjusting your sail controls, such as the outhaul, cunningham, and vang, to fine-tune sail shape and efficiency.

In addition to rig tuning, there are several sail improvements that you can make to enhance your boat’s performance. Some of these improvements include:

• Upgrading to high-quality sails made from durable, lightweight materials
• Regularly cleaning and inspecting your sails for signs of wear or damage
• Using sail battens to improve sail shape and efficiency
• Installing a roller furling system for easier sail handling and storage

By investing in these sail improvements, you can ensure that your boat is always performing at its best, allowing you to enjoy your sailing adventures to the fullest.

Regular maintenance is essential for keeping your rig and sails in top condition. Some maintenance tasks to consider include:

• Inspecting your rigging for signs of wear, damage, or corrosion
• Lubricating moving parts, such as sheaves and blocks, to reduce friction and wear
• Replacing worn or damaged components, such as shrouds, stays, and sails
• Regularly cleaning your sails to remove dirt, salt, and other contaminants

By staying on top of these maintenance tasks, you can prolong the life of your rig and sails, ensuring that your boat is always ready for your next adventure.

Tuning your rig for optimal performance is an essential skill for any sailor. By following the steps outlined in this article, you can ensure that your boat is always performing at its best, allowing you and your family to enjoy your sailing adventures to the fullest. Remember to regularly inspect and maintain your rig and sails, and don’t be afraid to make improvements and adjustments as needed. With the right knowledge and tools, you can transform your boat into a high-performance sailing machine that’s ready to take on the open sea.

• New Sailboats
• Sailboats 21-30ft
• Sailboats 31-35ft
• Sailboats 36-40ft
• Sailboats Over 40ft
• Sailboats Under 21feet
• used_sailboats
• Apps and Computer Programs
• Communications
• Fishfinders
• Handheld Electronics
• Plotters MFDS Rradar
• Wind, Speed & Depth Instruments
• Anchoring Mooring
• Running Rigging
• Sails Canvas
• Standing Rigging
• Diesel Engines
• Off Grid Energy
• Cleaning Waxing
• DIY Projects
• Repair, Tools & Materials
• Spare Parts
• Tools & Gadgets
• Cabin Comfort
• Ventilation
• Footwear Apparel
• Foul Weather Gear
• Mailport & PS Advisor
• Inside Practical Sailor Blog
• Activate My Web Access
• Reset Password
• Customer Service

• Free Newsletter

Hunter 35.5 Legend Used Boat Review

Pearson Rhodes 41/Rhodes Bounty II Used Sailboat Review

Hallberg-Rassy 42 Used Sailboat Review

How to Perform Your Own Pre-Buy Inspection

Thinking Through a Solar Power Installation

How Does the Gulf Stream Influence our Weather?

Can You Run a Marine Air-Conditioner on Battery Power?

Preparing Yourself for Solo Sailing

Practical Sailor Classic: The Load on Your Rode

Anchor Rodes for Smaller Sailboats

Ground Tackle Inspection Tips

Shoe Goo II Excels for Quick Sail Repairs

Diesel Performance Additives

What Oil Analysis Reveals About Your Engine

Painting a New Bootstripe Like a Pro

Penetrating Epoxy—Another Marketing Gimmick?

The Best Tools for Bottom Painting

The Hidden Maintenance Problems That Can Ruin Your Day: Part 1

Alcohol Stoves— Swan Song or Rebirth?

Living Aboard with an Alcohol Stove

Choosing the Right Fuel for Your Alcohol Stove

How to Select Crew for a Passage or Delivery

Preparing A Boat to Sail Solo

Re-sealing the Seams on Waterproof Fabrics

Waxing and Polishing Your Boat

Reducing Engine Room Noise

Tricks and Tips to Forming Do-it-yourself Rigging Terminals

Marine Toilet Maintenance Tips

Learning to Live with Plastic Boat Bits

• Sails, Rigging & Deck Gear
• Boat Maintenance

Make Your Own Over-the-Boom Riding Sail

Delighted with the performance of the over-the-boom riding sail, we decided to make our own.

To measure, we outlined the proposed sail area with -inch rope and measurer the resulting edge lengths. The rope ran from starboard stern cleat, over the boom (raised 30 degrees) to the port cleat, and then forward about 75 percent of the length of the boom, and down to the starboard cleat again. The forward corner was secured to the mast with a length of line.

The lines were then lashed together at a point about shoulder high to simulate the clew position, making sure the sheet angle bisected the proposed clew angle. Because each boat behaves differently at anchor, consider using a polyethylene tarp to build a mock-up.

You can reduce the area of a large sail by narrowing the Y or V or lowering the boom, but a smaller sail will be more robust in strong winds. The corners should be reinforced like any jib. Because the riding sail might be used in very strong winds, use storm weight sailcloth and stitch rugged hems that are at least 1.5 to 2 inches wide, or reinforce all edges with webbing. Corner patches must be heavy. All riding sails are cut flat, with no broadseam.

Conventional sail kits are available from Sailrite ( www.sailrite.com ). When measuring be careful your chosen design it does not interfere with your bimini or dodger and be sure to confirm the forward clew angle.

A note on fabrics. Although polyester (Dacron) sailcloth has coatings that provide UV protection, no sail material is impervious to the sun. Unprotected Dacron will begin to fail within three years of continuous exposure. Top Gun and Sunbrella have more UV resistance, but they stretch-and Sunbrella is vulnerable to chafe. PS is currently researching paints for UV protection of sails, but final results will not be available for several years.

Our provisional suggestion is Amazon Inflatable Paint in gray. For use at anchor we would use the same weight sailcloth as used on the mainsail. For use on a mooring we recommend increasing the fabric weight and painting the sail for UV protection.

RELATED ARTICLES MORE FROM AUTHOR

I misunderstood the design and from Pic #2 I thought the riding sail had a spine between the front triangle and the aft triangles. I had seen a design like that over 10 years ago and figured that was the concept here.

So I went ahead and made mine like that. It has two aft triangles and one leading triangle. Turned out great even if not the design intended.

LEAVE A REPLY Cancel reply

Log in to leave a comment

Latest Videos

An Italian Go Fast Sailboat – The Viko S 35 |...

What Is The Best Folding Bike For Your Sailboat?

The No Expense Spared Antigua 60 Cruising Sailboat Soolaimon

How To Buy Sails – With Joe Cooper

• Privacy Policy
• Do Not Sell My Personal Information
• Online Account Activation
• Privacy Manager

Service Locator

• Angler Endorsement
• Boat Towing Coverage
• Mechanical Breakdown
• Insurance Requirements in Mexico
• Agreed Hull Value
• Actual Cash Value
• Liability Only
• Insurance Payment Options
• Claims Information
• Towing Service Agreement
• Membership Plans
• Boat Show Tickets
• BoatUS Boats For Sale
• Membership Payment Options
• Consumer Affairs
• Boat Documentation Requirements
• Installation Instructions
• Shipping & Handling Information
• Contact Boat Lettering
• End User Agreement
• Frequently Asked Questions
• Vessel Documentation
• BoatUS Foundation
• Government Affairs
• Powercruisers
• Buying & Selling Advice
• Maintenance
• Tow Vehicles
• Make & Create
• Makeovers & Refitting
• Accessories
• Electronics
• Skills, Tips, Tools
• Spring Preparation
• Winterization
• Boaters’ Rights
• Environment & Clean Water
• Boat Safety
• Navigational Hazards
• Personal Safety
• Batteries & Onboard Power
• Motors, Engines, Propulsion
• Best Day on the Water
• Books & Movies
• Communication & Etiquette
• Contests & Sweepstakes
• Colleges & Tech Schools
• Food, Drink, Entertainment
• New To Boating
• Travel & Destinations
• Watersports
• Anchors & Anchoring
• Boat Handling

Tuning A Sailboat Rig

Advertisement

If your sailboat seems slower, follow our how-to on tuning your rig for optimal performance.

Photo: Bigstock

Spring is a time of prepping your boat for the coming season. While powerboaters fine-tune their engines, sailors should consider fine-tuning their rigs. Doing it yourself may seem intimidating, but it shouldn't be. Anyone reasonably handy can do it in a few hours. The reward is easier and faster sailing throughout the coming season.

Let's start with the basics for new sailors. With a few exceptions, a sailboat mast is held up by a series of stainless-steel wires. But those wires also perform several other equally important functions. When a sailboat is at rest and there is no wind blowing, the stress on these wires is very light with almost all the load downward toward the keel. However, when the boat is sailing and heeled over in a fresh breeze, more stress is placed on the wires and they have to work harder to hold the mast upright and stop it from bending.

The wires that prevent the mast from moving from side to side are called shrouds, and the ones that prevent fore and aft movement are called stays. The larger and taller the mast, the greater the load, and the number of shrouds and stays required. On a typical cruiser, say up to about 35 feet, there will generally be one forestay, one backstay, and two shrouds on each side.

To get the best performance from your boat and sails, the rigging needs to be set up correctly — often called "tuning the rig." The rig should be tuned with the boat in the water on a day with little to no wind. You'll also want to be away from wakes and other boats that can rock your boat. To start, the turnbuckles for the stays and shrouds should be hand-tight only. This is sufficient to hold up the rig but places no strain on anything — yet. Lay on your back on the boat's foredeck and sight up the front of the mast. It should be perfectly straight with no bends or kinks. Next, tighten the lower shrouds — these are the ones that do not go all the way to the top of the mast and often attach to the mast at the base of the crosstrees (the two horizontal spars at the upper ends of the topmasts).

You'll need a large screwdriver to rotate the turnbuckle, and a wrench to hold the shroud fitting and prevent it turning as you tighten. Give a couple of complete turns on either side. Have a helper release the main halyard and keep a little tension while you pull down the end that normally attaches to the mainsail until it just touches the top of the toerail adjacent to the chain plate. Have your helper cleat off the halyard, then swing the halyard over the boom and check the measurement on the other side. They should be the same. If not, adjust the turnbuckles until they the measurement is equal on port and starboard.

Adjusting and tuning a sailboat rig will often bring benefits such as easier handling and better performance.

Next do the same for the cap shrouds, these are the ones that go to the top of the mast, but note that due to the length of the shrouds, it is easy to bend the mast to either port or starboard. With the shrouds adjusted, sight up the mast one more time to ensure that it is still straight.

Next comes the fore and aft adjustment, which is made with the backstay and forestay. Masts should be plumb or lie back slightly. It should never rake forward. A good starting point is to tighten up the forestay and backstay a little over hand-tight. Use the main halyard as a plumb bob. Cleat off the halyard so the free end is just clear of the top of the boom and let it hang. If the shackle on the end of the halyard hits the mast, the mast is likely too far forward, so slacken off the forestay and tighten the backstay. Adjust a little at a time until the end of the halyard hangs free — 4 or 5 inches is a good starting point.

You'll need to install cotter pins into the turnbuckles to prevent them loosening over time, but before doing that, take the boat for a sail when the wind is blowing about 10 knots and see how everything works. With the boat on a beam reach, note the tightness of the windward shrouds. If they appear slack, they will need to be adjusted up. If the boat is hard on the tiller or wheel and tries to turn into wind, the mast has too much aft rake, so you'll want to slacken the backstay and tighten up on the forestay a little. If the bow wants to turn away from the wind, the mast is too far forward, so you'll need to move the mast back a little.

If you are at all unsure about tackling this task, play it safe and smart — seek out the services of a qualified rigger who has access to rig tension gauges and other specialized tools.

Related Articles

The truth about ceramic coatings for boats.

Our editor investigates the marketing claims of consumer-grade ceramic coatings.

Fine-Tune Your Side Scan Fishfinder

Take your side-scanning fishfinder off auto mode, and you’ll be spotting your prey from afar in no time

DIY Boat Foam Decking

Closed-cell foam flooring helps make boating more comfortable. Here’s how to install it on your vessel

Click to explore related articles

Contributing Editor, BoatUS Magazine

A marine surveyor and holder of RYA Yachtmaster Ocean certification, BoatUS Magazine contributing editor Mark Corke is one of our DIY gurus, creating easy-to-follow how-to articles and videos. Mark has built five boats himself (both power and sail), has been an experienced editor at several top boating magazines (including former associate editor of BoatUS Magazine), worked for the BBC, written four DIY books, skippered two round-the-world yachts, and holds the Guinness World Record for the fastest there-and-back crossing of the English Channel — in a kayak! He and his wife have a Grand Banks 32.

BoatUS Magazine Is A Benefit Of BoatUS Membership

Membership Benefits Include:

Subscription to the print version of BoatUS Magazine

4% back on purchases from West Marine stores or online at WestMarine.com

Discounts on fuel, transient slips, repairs and more at over 1,200 businesses

Deals on cruises, charters, car rentals, hotel stays and more…

All for only $25/year!

We use cookies to enhance your visit to our website and to improve your experience. By continuing to use our website, you’re agreeing to our cookie policy.