telstar trimaran

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With Performance Cruising's introduction of its new trailerable trimaran, competition in the foldable multihull market is going to heat up. Though a predecessor went by the Telstar name in the '80s, the T2 is brand new in every sense.

A family operation with its own launch site and factory on Back Creek in Annapolis, MD, Performance Cruising has quietly ascended to the top tier of the domestic catamaran building segment of the industry since designer-builder Tony Smith and his wife Sue emigrated to the U.S. in 1980.

While completing requirements for a degree in engineering at the University of East Anglia, Smith studied the mechanics of boat performance in the classroom and spent his spare time participating in singlehanded races. He finished fourth in the first Round Britain Race, a 1,760-mile contest.

He began his boatbuilding career by constructing a 24-foot Piver catamaran in a shed in England. In 1969, Smith developed a then-radical method of integrating foam- sandwich coring with fiberglass and produced the inaugural Telstar, which was a 26- foot, folding trimaran. During a 10-year run, 300 were sold worldwide. Along the way, he also was involved in the construction of 30- to 70-foot custom yachts.

Telstar was successfully introduced to the U.S. market with the couple’s arrival. Shortly thereafter, following the loss of the molds in a factory fire, he shifted gears and re-emerged in 1981 with the design for a 31-foot cruising catamaran appropriately called the Phoenix. The first of the Gemini family, this 31-footer was succeeded in 1993 by the Gemini 3400, the first catamaran with a lifting, underhung rudder system. In its current iteration, it is marketed as the Gemini 105MC.

With 800 boats on the water, Smith claims to manufacture the best selling catamaran in the U.S. In 2002 the company’s 20 employees built and sold 54 boats (valued at $8 million) in a 16,0000-square-foot factory. To accommodate the production line for the new Telstar, which Smith calls “T2,” the company is currently increasing its production space by 20,000 square feet.

Of PC’s status in the marketplace, Smith says, “Prior to 911 and the recession, the sailboat industry had become a market for rich people who wanted to retire early and go cruising. The market for bigger boats was enormous. And boats became more like toys. With the recession and loss of paper wealth, people were forced to reevaluate their situations and plan on working for another 10 years. Fortunately, the Gemini did well throughout that period because we continued to produce a product for sailors who were going to buy a boat regardless of what the economy did.”

With an eye to the boatbuilding industry, son Neil Smith graduated from Delaware University in 1998 with a mechanical engineering degree attained after completing a research project dealing with vacuum infusion methods. Bringing his bent for new technology, Neil joined the firm as an engineer shortly after graduation. Daughter Laura and son–in–law Will Hersfeld are also involved in the day-to-day operation of the company.

The manner in which Smith’s firm decided to reintroduce a trailerable trimaran speaks volumes about the differences between the Big Three American sailboat manufacturers, and privately held companies like Performance Cruising, MacGregor Yachts, and a handful of other mid-sized boatbuilders that are not attempting to appeal to a mass market. The decision came about following a Saturday morning meeting of the entire clan.

Explains Smith: “In 2002 Laura, Will, and Neil were looking for something with more fun and excitement than the boats that were then on the market. They’re not retiring, they’re not going cruising, they just wanted to have fun. Trailing and performance were important features. None of the family are bored with Gemini, but Gemini is more suited to the liveaboard cruiser, or people that have more time.”

A secondary consideration, says Smith, was forging a plan for the future of the company, looking toward a time when the management reins would be turned over to the next generation. To that end, the Smiths and Hersfelds opted to use profits from the Gemini sales (a substantial backlog of orders is in place) to subsidize the development of Telstar and pay for construction of the additional production space.

“Telstar will not compete with Gemini for buyers because it is an entirely different boat,” says Smith. He is targeting a market that he describes as “a cross section of 75-year olds looking for performance and a stable platform, former Gemini owners who purchased an RV are now telling us that they want a trailerable multihull that will allow them to travel and still have the option to hoist a sail at a body of water, and, younger families with children who are new to sailing and want to explore the camper-sailing lifestyle with a boat that has enough deck space to portage kayaks and windsurfers, even when folded.”

A symbiotic byproduct of the T2 development, says Smith, will be technological advances in construction that may ultimately be transferred to the Gemini line.

Design Comparisons of Telstar and Corsair Marine’s line of Ian Farrier designed folding trimarans are inevitable. However, Smith maintains that the boats are distinctively different.

“Corsair boats are built, in my opinion, to appeal to the racing crowd. They are performance boats for the Randy Smyth types.” Further, the mechanical operation of the retractable amas (“outriggers,” as Smith calls them) on the T2 is entirely different than a typical Corsair. When preparing for a sail, the amas on the T2 are deployed by pulling a single line that extends them from the hull in seconds. Netting between the hull and ama produces a seat for crew. The amas on the T2 sit five inches deeper in the water than those of a Corsair 28, so the T2 has more utility as a powerboat. Under power, she’s beamy enough that folding the amas under the center hull produces a stable platform while still offering crew seating. In contrast, the amas on a Corsair fold upwards to produce a shape resembling a spider, so those boats have less form stability when underway. We’ve tested Corsair’s boats and concluded that the Telstar system offers a decided advantage. And one additional advantage of having the outriggers tucked under the main hull is reduced windage on the highway.

The shortcomings of multihulls have historically focused on the lack of pointing ability and the need for wider berths in marinas. However, contemporary multihull designers like Smith and Farrier are producing shapes that have dramatically improved upwind performance. And the development of folding trimarans has resolved the berthing issue while producing boats that are much more versatile.

Comparing his new design with the initial Telstar, Smith says “One difference is that the old 26-footer was measured without accounting for the width of the transom-hung rudder. The new boat has an internal steering system. The actual lengths of the two boats, including the old rudder, are very close.” However, the newer design, which adds a boarding swim-step platform to the stern, includes a steering system that allows the rudder and outboard to be steered simultaneously by the tiller. “That system is at least five times more costly than the original, though significantly better functionally.”

Other changes are more dramatic: The T1 was designed with a 15-foot beam, compared to 18 feet in the T2, which produces a beam-to-length ratio of 8:1; that ratio for the new boat’s amas is 15:1. The T1 carried approximately 300 square feet of sail area; the T2 carries 250 square feet of canvas in the mainsail alone, and a total of 524 square feet when the genoa is included. Add a screacher and you get another 590 square feet of sail area. A retractable bowsprit is an option that will improve offwind performance and sail handling with the screacher.

In order to retract, the original Telstar’s amas were hinged to the main hull-deck structure. Smith attempted to employ the same design, but determined those hulls did not have adequate buoyancy to meet his demand for stability and comfort. The redesigned amas are connected to the center hull by way of 2′ 6″ boxes at the bow and stern that rotate 180 degrees in a lateral plane and move the amas outward over a five-foot span with the simple pull of a line. The redesign is more complex and sturdy than the original and results in roughly 1,000 pounds of additional buoyancy.

The main hull is a “dramatically better shape, more akin to a high performance monohull,” explains Smith. “Thirty years ago the underbody profile was that of a dolphin. The new design has a semi-circular, teardrop shape, and is shallower by four inches, and is six inches wider.” The main hull has a relatively sharp entry and flat run aft to a five-degree deadrise at the keel. The kick-up rudder extends 3′ 3″ under the stern, but may also be used for steering in the upright position. To get under sail, an electric motor raises the outboard engine.

The mast is a deck-stepped, two-spreader section from Selden. The mainsheet is located at the end of the boom and dead-ended out of the way on a traveler that spans the stern. With two sheet winches on the coachroof and the mainsheet nearby, a singlehander can trim the sails with relatively little effort.

“The original chainplates were on the cabinside, but that arrangement gave too wide a sheeting angle so we moved them six inches inboard, and now have a continuous stainless chainplate from the deck to the hull, through the cabin,” Smith says.

Beginning with hull #7, our test boat, buyers will be purchasing a product that will be produced unchanged for the foreseeable future. Though Smith says the basic shape of the hulls and deck are fixed, he continues to tinker, especially with mast and standing rigging. At present, the mast weighs 200 pounds, but is about to undergo a significant weight reduction in concert with the design and development of a tripod system consisting of A-frames that, when fine-tuned, will support the mast and provide a simplified system of stepping and unstepping the rig.

Without a panorama of photos, it is nearly impossible to describe Smith’s patented mast-lowering system; suffice it to say that, when completed, it will reduce the load on the Telstar’s mast to 80 pounds, including the weight of a Furlex headsail furling unit. This system may have universal application for the owners of other trailerable boats.

Deck Layout The cockpit, squeezed into the aft portion of the center hull, offers an unrestricted, 360-degree view, and seating for a crew of four. Seats affixed to the stern rails can accommodate two others. The deck amidships and the netting between the hull and amas provide additional seating area, so it would be easy to overload the boat.

Molded steps in the companionway bulkhead facilitate movement forward, and recessed handrails on the deck make up for the lack of lifelines. Everywhere, deck gear has been kept to a minimum; one winch on the mast is utilized to hoist halyards, eliminating the need for turning blocks and sheetstoppers on the coachroof. Smith explains: “a multihull sails flat enough that moving halyard winches aft is unnecessary.” Two cabintop winches handle the genoa sheets; the addition of a furler, or bowsprit, will not require additions to this complement.

Accommodations The interior configuration of the T2 is similar to the T1, but is 33 percent larger, according to Smith, and has more than six feet of standing headroom, a plus in the narrow confines of any vessel this size. Spaces are small, but the area is furnished well enough to make it habitable for short periods of time, or when cruising in areas that offer an opportunity for the occasional shoreside meal. The interior is well lit with light pouring in through fixed portlights and Bowmar hatches. The width of the main salon at the back of the settee is 7′ 3″ and the length measured on the centerline from the foot of the companionway forward is 8′ 9″. Our test boat was outfitted with a “Deluxe” interior, which enhances appearance and utility.

The galley is to port at the foot of the companionway, opposite a navigator’s table. Settees port and starboard provide seating at a teak table, which doubles in size when unfolded to become large enough to accommodate six adults (the table camouflages the keel trunk).

The galley on our test boat was fitted with a sink and optional two-burner stove with a broiler. Though there’s no built-in icebox, there’s sufficient space under the nav table to house a 12-volt cooler.

A paucity of counter space in the galley will result in the chart and dining tables doubling as meal prep areas. However, storage for plates and utensils is to port of the centerboard trunk in a bin on the main bulkhead, with additional shelving and cabinets in the galley. And compartments in the amas offer an additional 84 cubic feet of storage area.

The chart table is large enough to unfold a chartkit, but odds are a navigator will operate at the dining table. The instrument panel is to starboard on the companionway bulkhead, so it is possible to access the VHF radio while standing in the cockpit. And this bulkhead is large enough to mount a chartplotter on a swiveling base that could easily be viewed from the cockpit.

Smith claims the boat offers berths for four, but we deem that a stretch. A 6′ 6″ settee to port converts to a double berth that will suit two adults. The single settee to starboard will handle one more. The third berth—a 6′ 2″ by 3′-wide area under the cockpit sole—is suitable only for munchkins or the sleep-deprived.

The head is forward in an enclosed space. It contains a toilet, sink, and shower, the last a welcome addition on a 28-foot vessel.

Excepting that tight third berth, accommodations on the T2 are comparable to most 26- to 28-foot monohulls.

Construction The company’s production facility is a model of efficiency. A Gemini catamaran typically requires five to seven days to proceed past six stations before a forklift launches it into Annapolis’ Back Creek. However, Smith is confident that he will be able to produce T2s at the rate of one a day in the expanded facility.

Gemini hulls, decks, and interior liners are solid fiberglass, the direction that the T2 was headed until Neil Smith began to influence his father. As a result, construction evolved from traditional hand-laid, solid FRP to a vacuum-bagged layup system, and ultimately to the resin-infusion system currently being employed.

The result, say both father and son, is the dispersion of exactly the correct proportions of resin to fiberglass in the laminate that produce lightweight but strong sections. Because it eliminates some of the human involvement in a lamination and produces solid structures, the resin infusion method is gaining momentum in the industry. The tradeoff for a manufacturer is a potentially more expensive process when the cost of equipment and raw materials are considered, in exchange for a reduction in cure time (less than 30 minutes from the time fabric is saturated), and more consistent laminates. Smith’s methods with the T2 include laying Kevlar in high-load areas in the interior of the outriggers as well as in stress points in the hull.

Smith explains that “when we weighed the new boats they were almost at exactly 3,000 pounds—their designed weight—compared to the first vacuum-bagged boats, which weighed closer to 4,000 pounds,” including the weight of the 50-h.p. Honda outboard.

As the construction process evolved, the galley, floor panels, nav station, and furniture were fabricated using the resin-infusion method. “The galley now weighs only eight pounds,” Smith affirms. Though attachment points for deck gear remain reinforced solid fiberglass, Smith is tinkering with alternatives that he hopes will reduce weight in these areas without compromising structural integrity.

Of the raw materials, he says: “We are still researching materials and resin in our vacuum infusion process. The resins need to be a low viscosity with high elongation so they work with Kevlar. Vacuum-infused laminates need special attention when it comes to a secondary bond. The T2’s hull and deck are bonded together using Methacrylate adhesives. The joint is a simple outward turning flange with a riveted gunwale guard for additional strength.

“This is a more complex boat than the one we started with,” adds Smith, who says that he’s still tinkering. “I am not ready to compromise and dive into mass production yet. If it weren’t for Neil, we’d have sold 40 boats using a traditional laminate. So, we’re still working on it.”

Performance We sailed the boat in gusty conditions and an 18- to 24-inch chop on Chesapeake Bay. With wind speeds in the low 20s, we carried a full main and partially furled genoa. On a long weather leg, boatspeed easily hovered between 7 and 7.5 knots as we steered from the starboard seat. Interestingly, the boat knifes through the chop more smoothly than the Gemini we tested in similar conditions two years before, something Smith attributes to “less windage on the Telstar and a finer hull entry angle.”

Surprisingly, this boat pointed to within 30 degrees of the apparent wind without stalling either main or genoa, and we easily sailed over a cruising monohull that was beating to weather. However, the cockpit feels crowded with four crew in the well, and a monohull owner used to longer seats will have to adjust to a smaller, rectangular space. (The cockpit became roomier when two of our crew moved to the stern rail seats.) Singlehanders will appreciate having sail controls within reach of the tiller, but a new owner should plan on installing pouches for sheet tails.

As we eased sheets and bore off in a dying breeze, the GPS registered 9.2 knots of boatspeed in 13 knots of wind, without the benefit of current. Smith was disappointed at the conditions since he says he has pegged the speedo at 16 knots while sailing in similar winds on flat water.

The T2 can motor at 17 miles per hour with a two-cylinder, 40-hp Tohatsu outboard. Newer boats are being equipped with either an 8.9-hp Mercury or a 50-hp Honda outboard. Though the latter option will lift clear of the water for sailing, we feel its substantial weight will be detrimental to performance under sail. Prototype hull #3 was fitted with a jet drive—a failed experiment because the jet’s high rpm level produced cavitation in the hull.

Price Base sailaway price for the boat is $62,000, including a Beirig mainsail and 168-square-foot hank-on genoa. The Deluxe model, geared to the cruiser, bumps the price up $13,000 for additions that include a laminated interior with teak appointments, folding teak table, full galley with propane stove, 25-gallon water tank, enclosed head, 18-gallon holding tank, a DC power system and deep-cycle marine battery, and transom seats. Potential buyers also should consider the cost of an outboard and trailer; a 9.9-hp Mercury—roughly $3,000, the 50-hp Honda—roughly $9,000; a twin-axle galvanized trailer adds $3,800. In comparison, the base price for a Corsair 28 aft cabin model is $73,455; working sails add $5,700 to that price; an 8-hp outboard and twin-axle trailer are another $7,500. Potential buyers should scrutinize both firms’ lists of standard and optional gear. There are significant differences.

Conclusion We confirmed that the T2 is significantly faster and initially more stable than a monohull of comparable size. It presents some progressive innovations including its folding mechanism and “power-cruising” mode. Due to its size and limited amenities, we think this boat will best be put into service as a weekender and occasional coastal cruiser, where it should acquit itself well. But we’d be wary of taking it offshore for an ocean passage—particularly with a 210-pound outboard engine hung near the transom and no provision for an escape hatch.

Tony Smith, unlike the majority of boatbuilders, is never completely satisfied with his creations, as evidenced by the fact that he’s still tinkering with aspects of his well-established Gemini catamaran to reduce weight. Adopting the vacuum-infused process in construction of the T2 has eliminated a whopping 800 pounds. “I’ll still be making changes (to the T2) 25 years from now,” he says.

We applaud this persistence in refining PC’s boats. That kind of aftermarket thoughtfulness will ultimately resolve problems like the “berth” under the T2’s cockpit sole (an area better suited for stowage than slumber). And his mast-lowering system, when ready, may ultimately have far-reaching application for many trailerable sailboats.

The T2 is a welcome addition to the trailerable multihull market.

Contact • Performance Cruising 410/626-2720; www.performancecruising.com .

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• Sailboat Guide

Telstar 28 is a 27 ′ 5 ″ / 8.4 m trimaran sailboat designed by Tony Smith and built by Performance Cruising starting in 2003.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

An entirely new TELSTAR model (2003). (An earlier TELSTAR 9M was also designed and built by Tony Smith until about 1980.) This version is ‘foldable’ reducing the beam from 16.0’/4.8m to 8.5’/2.6 m) for road transport and easier mooring where space is restricted. The Double-hinged beams swivel the amas alongside the main hull without extending the boat’s overall length.

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TELSTAR 28 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of TELSTAR 28. Built by Performance Cruising and designed by Tony Smith, the boat was first built in 2003. It has a hull type of Trimaran Cbrd. and LOA is 8.38. Its sail area/displacement ratio 40.41. Its auxiliary power tank, manufactured by undefined, runs on Outboard.

TELSTAR 28 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about TELSTAR 28 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, auxillary power tank, contributions, who designed the telstar 28.

TELSTAR 28 was designed by Tony Smith.

Who builds TELSTAR 28?

TELSTAR 28 is built by Performance Cruising.

When was TELSTAR 28 first built?

TELSTAR 28 was first built in 2003.

How long is TELSTAR 28?

TELSTAR 28 is 8.08 m in length.

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Edwards Yacht Sales

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Imagine a craft that's equally adept at sailing at or above wind-speed and motoring at up to 15 knots. A craft with a stable 18' beam that easily retracts to a trailer-able 8'6". Imagine a craft that is engineered and built using the latest technology resulting in a super-light, incredibly strong laminate. Now imagine that craft is trailer-able, enabling you to create new adventures on cruising grounds you have always dreamed of sailing. In broad strokes, these are the qualities of the Telstar 28 Trimaran.

This one owner Telstar was shipped with almost every avalalbe option including the taller mast and performance sail package, and then further upgraded by her owner who has cruised her to the Chesapake, Bahamas, Keys, and Gulf Coast.  No longer in production, these well concieved tralerable tri's offer the ulltimate in cruising fun and flexibilty at a super affordable price.

I was present for the factory commissoning and sea trial of Torreya and have had the pleasure of saling aboard her many times since.  She moves extremely well in the lightest of airs,  and when the wind picks up the fun really begins.  

TORREYA  is priced to sell and will not be on the market long.... don't miss your chance!

Specifications

Descriptions, basic information, dimensions & weight.

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The T2 surpasses the challenge of combining optimal hull shapes, a performance rig, a convenient deck arrangement, and roomy cockpit - all with a large and comfortable interior arrangement. Sailors stepping inside the main salon are immediately taken with the light and airy interior thanks to the wide portlight array of windows and two overhead Bomar hatches. In addition, the substantial gangway with two steps makes entering and exiting, even with gear, sure and easy. Sailors will also appreciate a rather uncommon trait among trimarans this size; a full 6' of headroom. The centerpiece of the T28's salon is a teakwood table with comfortable seating for six adults. Up front, a separate head with shower provides privacy and extra storage. Additional storage is available on the port side of the centerboard case, integrated bins on the main bulkhead, galley storage, navigation station storage, and beneath the cockpit. The outriggers also supply another major storage area.

Whether you?re out for a day sail or a long weekend, the T2's galley makes it easy to produce an organized meal for you and your crew. There's plenty of countertop area and the main table is within passing distance. A stainless steel sink with hand-pump faucet provides access to 30 gallons of fresh water. The two-burner propane stove with broiler provides a surprising amount of versatility in preparing hot meals. There's also a good amount of galley storage with slide cabinets above and bin storage under and behind the stove. For extra canned storage, there's a perfect nook on the port-side of the centerboard case. An optional 12-volt cooler can be installed in the locker opposite the galley or simply make use of a larger cooler stored on the port side of the centerboard case. For grill-chefs, the stainless-steel along the cockpit makes a prime spot for attaching your propane grill.

The main hull design on the T2 is based on the proven hull-shape of the Gemini 105Mc catamaran.The 8-to-1 beam, tear-drop shape enables the bow to slice through waves with minimal effort while still maintaining good load-carrying capability further aft. A low rocker design on the main hull also minimizes pitching, providing smoother, faster performance. The T2's outrigger hulls evolved from the original Telstar outrigger hulls, only wider and longer with a 15-to-1 beam-to-length ratio.The semi-circular outrigger hull shapes taper to wave-piercing bow and submersible transom to reduce drag. With a 5' dead-rise from the keel, the outrigger shape also provides excellent lifting force to keep the T2 close to the wind.

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Our Telstar II Trimaran

Why a telstar.

Our search for the ideal boat came to a conclusion with our new Telstar II trimaran by Performance Cruising . It started with a desire to have a sailboat that was large enough to permit us to stay aboard for a weekend or longer. Sailing our WindRider 17 was a blast, but there was no place to "go indoors" to rest or escape the weather (sun or rain). We learned a lot sailing her, but at the end of the day, we always had to break her down for trailing and head for home (or a hotel). If only we could stay aboard, both our sailing weekends and our sailing range could be extended.

I wanted a boat that could be trailered; that way we could expand our sailing grounds. My preference was for a used boat (for economic reasons, and because I wasn't convinced our first choice would be the right one). Other considerations included the ability to singlehand the boat and seaworthiness in the Great Lakes. From an esthetic point of view, I leaned toward the traditional "salty" look. I did, however, appreciate the speed of our little Windrider trimaran --it was just plain fun!

Kathy was more concerned about not feeling claustrophobic onboard. She also wasn't terribly fond of the heeling motion of monohulls, a fear I hoped she might overcome with experience. Kathy also placed more emphasis on "creature comforts", particularly the placement of the head and the galley accommodations.

Our first shopping experience was the 2008 Strictly Sail show in Chicago. We braved the cold and snow and took the Amtrak train to the Windy City for an extended weekend. One-by-one, Kathy eliminated the smaller boats. The 18-21 foot boats I had scheduled us to see were just too small for her comfort level. Later that Spring, Rob from the Great Lakes Sailboat Company spent a couple days introducing us to the Com-Pac 23 IV sloop and the smaller, but still lovely, Com-Pac Horizon Cat. We spent a lot of time sitting below decks, assessing the comfort factor. Ultimately, Kathy still felt uncomfortable. I was starting to get a little nervous, because these boats represented the upper limits of trailerability.

We had researched the trailerable trimarans, but the prices really put them out of my comfort range. They looked like fun, but most were designed primarily for racing, not cruising. The Telstar was the exception. Dan, of Adrift at Sea , a blog detailing his adventures with his Telstar, Pretty Gee, proved to be an invaluable source of information on the Telstar and its comparison to other trimarans. Unfortunately, it was difficult to view a Telstar in the Great Lakes region, but late in the summer, a used one was advertised in Chicago. It had been moved there from the East coast. We drove down and spent a couple hours crawling around the boat and sitting below decks. Finally, a boat Kathy found comfortable! I think the standing headroom below probably helped a lot. That particular boat had a racing rig, which I didn't really want, but we had confirmed the boat was a fit for both of us.

Will demonstrates the folding amas on the Telstar at the Annapolis Sailboat Show

The Annapolis Sailboat Show provided the big opportunity to study both the boat and its manufacturer, Performance Cruising. I was impressed by both. Will Hershfeld was particularly helpful with his patience and thorough understanding of the boat. Several current owners of Telstars also stopped by and added their own helpful comments, including Dan, whom I had previously known only via the Web. Rob, who traveled to the show with me, provided invaluable assistance asking the questions I didn't know enough to ask and guiding me through the buying experience. By the last day of the show, I was sold, and left a down payment before heading out of town.

Getting the boat home

The boat was built over the winter, and, before we knew it, it was time to travel to Annapolis to pick it up. In preparation for the trip, I ordered a set of McKesh Mirrors from Hensley Mfg., Inc. and picked up a license plate for the trailer at the local Secretary of State office. I also had Performance Cruising order an Equal-i-zer Hitch to make trailing a bit safer; I figured anything I could do to help my 2000 Toyota Tundra handle this big load would be worth it. The equalizer hitch paid for itself by the time we got out of Maryland, just by helping us deal with strong gusting sidewinds.

A blustery test sail on the Chesapeake Bay

Rob joined us in Annapolis for the commissioning and test sail. He was a big help driving home. Will did a thorough job of going over all the onboard systems and directing us in practicing raising and lowering the mast. The rainy weather broke long enough for an exhilerating test sail on the Chesapeake aboard one of their demo boats, with winds in the 20 knot range, gusting to 30. At least we had an appreciation for how the boat handled in those conditions. My biggest challenge was learning to steer with a tiller, a new experience for me. For some reason, my mind wanted to direct my hand in the wrong direction.

Arriving home in the wee hours of the morning, we squeezed the boat up our neighbor's driveway and got it turned around. There was no way it was going to fit in our drive. This would be her temporary home while we prepared her for launching. Preparation included getting familiar with all her systems, cleaning and waxing the hull and changing out the anchor light with an LED replacement.

Our new Telstar behind the Toyota Tundra

Buen Tiempo under sail in Lake Michigan, July 2010

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