Professional Documents
Culture Documents
Macgregor 26 M
Macgregor 26 M
OWNERS INSTRUCTIONS
MACGREGOR 26 M
PAGE
1
SPECIAL SAFETY WARNINGS
4
GENERAL INFORMATION
4
RECOMMENDED EQUIPMENT
4
RIGGING THE MAST
6
PREPARING FOR TRAILERING
7
PREPARING THE TRAILER
8
TOWING THE BOAT AND TRAILER
8
ATTACHING THE MAST SUPPORT WIRES
8
RAISING THE MAST
9
OPTIONAL MAST RAISING SYSTEM
11
ADJUSTING THE MAST SUPPORT WIRES
12
RAMP LAUNCHING
12
THE WATER BALLAST SYSTEM
13
RETURNING THE BOAT TO ITS TRAILER
13
EMPTYING THE BALLAST TANK
13
CONNECT THE BOOM TO THE MAST
13
MAINSHEET
PAGE
14
MAINSAIL
15
JIB (FORWARD SAIL)
16
GENOA (OPTION)
16
REDUCING THE AREA OF THE MAINSAIL
16
DAGGERBOARD
16
RUDDERS
17
HATCHES
17
BOOM VANG
18
SELF-RIGHTING CAPABILITY
18
FOAM FLOTATION
18
POWERING
19
BOAT MAINTENANCE
20
WIRING DIAGRAM
20
TRAILER MAINTENANCE
20
LIMITED WARRANTY
22
HOW TO SAIL
27
SAFETY DECALS
Unless the water ballast tank is completely full, with 1000 pounds
of water ballast, the sailboat is not self-righting. Without the
water ballast, the boat may not return to an upright position if the
boat is tipped more than 60 degrees, and can capsize like most
non-ballasted sailboats.
Page 1
board or rudders down, you will stop really fast, and may damage
the board or rudders . At high speed, the daggerboard and rudders
create lots of sideways lift and can cause the boat to be unstable.
This can roll the boat severely or possibly cause a capsize. Pull
the daggerboard all the way up into the boat and secure it well. It
is extremely important to check the control line frequently while
powering to be sure the board has not come loose and lowered
itself. This is particularly important when the boat is pounding
into waves and things tend to get jiggled loose. It is OK to leave
the daggerboard down for low speeds (under 6 mph), where it will
significantly enhance steering control.
DO NOT ALLOW ANY PART OF THE BOAT, TRAILER, MAST OR RIGGING TO COME IN CONTACT
WITH ANY SOURCE OF ELECTRICAL POWER. If
your mast or any part of your boat or rigging comes in contact
with a power line, you could be killed or injured. Dont sail your
boat into a power line. Dont raise the mast into a power line.
Dont move your boat, on its trailer, into a power line. Masts,
wires, or wet fiberglass are good conductors of electricity and can
carry current directly to you. Look up and make sure you will be
clear of sources of power before doing anything with your boat.
Dont remove the warning decal from your mast. It may help you
remember to look and avoid a major calamity.
If you are caught in an electrical storm, dont touch anything that
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DO NOT REMOVE ANY OF THE FOAM FLOTATION BLOCKS. Loss of any of the foam could seriously
impair the ability of the boat to stay afloat if damaged.
Page 3
motion of the boat or the wind causes the seat to fall into the lowered position, someone could be hurt. Make sure the seat is
secured in the open position, with the snap cable to the lifeline,
every time it is opened.
AVOID ENGINE EXHAUST FUMES. Engines emit carbon monoxide, which can be fatal. Dont wake board or swim
near the stern of the boat with the engine running. Avoid sitting
near the engine in still air or breathing exhaust fumes.
DONT INSTALL LIFTING HYDROFOILS ON YOUR
OUTBOARD MOTOR. They are designed to lift the stern
when powering. They also contribute to instability. The benefits
are not worth the risk.
Securing a line to a cleat
GENERAL INFORMATION
RECOMMENDED EQUIPMENT
TERMINOLOGY. In the following instructions, we have tried
to avoid the use of nautical terms wherever possible. If you are
new to the sport, having to learn a new language while you are
learning to rig and sail the boat can be grim. If you are an experienced sailor, be patient with our use of non-nautical words,
rather than the more technically correct sailing language.
JOBS THAT ONLY HAVE TO BE DONE ONCE. Much of
what you will read in the following instructions will involve the
initial setup and rigging of the boat, and will only be done once.
Once this is done, it will not have to be redone each time you sail.
So dont be intimidated by the length and detail of these instructions.
You will need at least the following items on the boat for assembly, maintenance and safety.
7/16 and 9/16 end wrenches (2 of each)
Vice grip pliers
Screwdriver, common
Screwdriver, phillips
Knife
Spare bulbs and fuses
Flashlight
Lifejackets, as required by the Coast Guard.
Type IV throwable flotation device
Horn or whistle
Bailing bucket and bilge pump
Compass
Flare kit (with 3 day use and 3 night use flares)
Fire extinguisher, type B1
Danforth T-1200 anchor, or equivalent, with 26 feet of
1/4 chain and 150 of 3/8 nylon line
VHF radio (transmitter and receiver)
Fenders for docking (2)
Chart of your sailing area
Dock lines
If you are sailing where rescue is not readily available, an
Emergency Positioning Radio Beacon (EPIRB) is highly desirable. A small hand-held GPS set is a good idea for basic navigation.
Page 4
The end of the spreader tubes should be located as in the following drawing. The measurement should be taken with the upper
mast support wire pulled tight.
Spreader ends
Page 5
Make sure the bolt is secure. Use the 9/16 wrenches. You will not
believe the chaos if the front end of the mast gets loose while you
are trailering. If you just tie the mast to the bow rail, a sudden stop
could catapult the mast into your car or even into the car ahead of
you. Again, the bolt is better than rope. Extra rope tie downs are
always a good precaution. Insert the mast carrier into the sockets
near the captain's seat as shown below Fasten the carrier with
bolts and lock nuts. You can keep the carrier in place when sailing.
When the boat is on its trailer, dont load up the cockpit with gear
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and people unless the rear of the trailer is blocked up. The weight
could cause the trailer and boat to tip backwards.
Make sure the outboard motor is secured in the up position for
trailering. Make sure the rudders are tied securely and pinned in
the full up position. Use 1/4 x 2 1/4 bolts and lock nuts. The rudders will get a lot shorter if they drag on the ground.
SECURING THE BOAT TO THE TRAILER. Secure the trailer winch line to the nose of the boat as shown.
TOTAL WEIGHT. The weight of the boat, trailer and all other
items cannot exceed 4200 pounds. The empty boat, without mast
and cushions, weighs approximately 2600 pounds. The trailer
weighs 720 pounds.
LIGHT WIRES. Our trailers come with a trunk harness (you
will find it plugged into the trailer harness near the hitch). The
exposed ends of the trunk harness must be wired into the light
wiring of your car. The other end should be plugged into the trailer wiring harness. The wires on the trunk harness and trailer
wiring are color coded as follows:
White - Ground
Brown - Running lights or tail lights
Yellow - Left turn signal and brake light
Green - Right turn signal and brake light
Blue - Backup switch
Make sure you have a good ground or you wont have lights. The
light mounting brackets and ground wire must contact metal (you
may have to scratch through the paint). Dont use the trailer
unless all lights are working. You must have the following:
One red tail light at each rear corner of the trailer.
One red clearance light as part of the above lights.
One clear license plate illuminator.
One amber clearance light mounted at the outboard
rear corner of each fender. (These must be visible
from the front.)
One 3 lens gang light centered on the rear of the trailer.
You must have a red light at the extreme rear end of the load (normally on the end of the mast). Use a red flag in the daytime.
If your trailer has brakes, make sure the ground wire is connected
to the trailer frame, and not to the moving portion of the brake
actuator.
HYDRAULIC SURGE BRAKES. State laws concerning
brakes vary. Check with your dealer or with your appropriate
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Page 8
Mast hinge
LIFTING THE MAST. Make sure all mast support wires except
the forestay are connected to the mast and boat. Make sure that
the mast wires are not entangled on the boat or trailer, and then
raise the mast (below). This is best accomplished by standing on
the cabin top, aft of the mast, and lifting the mast into position. Be
careful not to hit a power line with the mast or rigging. You could
be injured or killed.
A pair of wires keeps the mast from falling sideways as the mast
goes up and down. A mast raising pole provides leverage to lift
the mast. There is a fixed length line that goes from the top end
of the pole to the mooring cleat at the front of the deck. This line
keeps the pole from falling to the rear of the boat as the mast is
lifted. Another line goes from the winch (mounted on the pole),
through a pulley at the top of the pole, then down to a strap on the
mast. The winch provides the power to easily lift the mast.
Lifting the mast
The mast lifting task is made much easier if a second person
stands on the foredeck and pulls on the forestay as the mast goes
up. Look up to make sure the wires are not kinked on their attachment fittings, or tangled on the boat or trailer.
Page 9
The following photo shows how the pulley and forward line look
in their position at the top end of the pole. Make sure the forward
line has a good bowline knot securing it to the eye on the pole.
The wires are attached to the loop on the lifeline post with 1/4
screw pin shackles.
The system works like this. The side support wires are short
enough to cause a bend in the line that goes from the winch to the
mast. When the winch line is pulled tight by cranking the winch,
the line tries to straighten out, causing the side support wires to
become very tight, giving lots of side support to the mast.
When the mast is up, and the wire forestay is attached to the front
of the boat, the winch line is released, and the side support wires
go slack, allowing easy removal. The side support wires are, in
effect, self adjusting.
After the mast is fully up, connect the bottom end of the forestay
turnbuckle to the hole in the stainless steel fitting at the nose of the
boat, as shown at the start of the next page.
Reverse the process to lower the mast. Remember, the winch is a
brake winch, and you must crank the winch to lower the mast.
After the mast is lowered, the winch line is relaxed and the side
support wires go slack. This allows easy removal of the mast
hinge pin, which you need to do in order to move the base of the
mast forward to the bow rail for trailering.
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Forestay connection
Dont release tension on the mast raising line until the forestay is
secure and the clevis pin and cotter ring are in place.
Tighten down on the turnbuckle so the rig is really snug. Then
secure the turnbuckle barrel with its cotter pins. Make sure the
cotter pins are spread to their full open position. Fold the pointed
ends back so they wont cut hands or tear sails. One nice thing
about this setup is that you will not have to adjust the turnbuckle
after it is once set. The winch provides sufficient power to stretch
the rig enough to remove or install the pin. (This is the only disconnect that you have to make for raising and lowering the mast.).
LOWERING THE MAST. To lower the mast, reverse the
process used for either the standard or optional system. First,
remove the boom. Before you lower the mast, put the mast support in its holder in the cockpit. Otherwise the mast will come
down on the cabin hatch and cause damage. Remember, the load
gets greater as the mast gets lower. Be prepared. Get a good grip
on the winch or mast. Dont be fooled by the very small loads
while the mast is close to vertical. When the mast is down, hold
down on the base of the mast when you try to remove the hinge
bolt. It will want to pop up when the bolt is released.
People have been killed or badly injured as a result of sailboat
masts or support wires coming into contact with overhead power
lines. Be watchful whenever you rig, launch, trailer or do anything else with your boat that might involve contact with power
lines. If there is a threatening power line anywhere near areas
where you sail, call or write to the power company and try to get
them to move it or bury it. Notify us and we will also lean on
them. Dont remove the warning sticker on the mast. The repeated warnings may get boring, but power lines are life threatening
risks.
ADJUSTING THE
WIRES.
MAST
SUPPORT
Mast angle
Page 11
forward of a straight line drawn from the top of the mast to the
base of the mast. The downwind wires will be somewhat slack
when sailing hard. When sailing into the wind, the mainsail takes
over the task of supporting the mast from the rear.
SECURE ALL COTTER PINS AND RINGS. Make sure all
the cotter pins and rings are in place and the cotter pins are opened
and secured. Once again, the ring dings should be fully on the pin,
so they can be rotated freely 360 degrees without coming out of
the hole in the pin. Wrap them with electrical tape so they cant
come loose.
INSPECTION OF THE RIGGING. It is a good idea to periodically inspect the mast and rigging. Look for broken strands in the
wire bundles, signs of wear, and for kinks in the wire. Inspect the
nicopress fittings to make sure the wire hasnt slipped through the
fittings. Replace any damaged wire.
RAMP LAUNCHING
Remove the trailer lights. Attach a 15 line to the nose of the boat.
Back the trailer into the water until the boat floats free. Do not
untie the nose of the boat from the trailer winch until the boat is
in the water. On a reasonably steep ramp, the boat could slide off
the trailer before it gets near the water. This is a good way to look
really stupid. If you leave the car for any reason, make sure the
brake is well set, or the whole works may end up under water.
This will look even worse.
Make sure the rudder and the outboard motor are secure in the full
up position so they wont hit the ground when launching and
recovering the boat.
After launching, go inside to make sure there are no leaks. If you
raise the mast after the boat is in the water, first fill the water ballast tank to give yourself a more stable platform.
5 minutes
8 minutes
18+ minutes
The more weight in the boat, the faster it will fill, because the
valve is more deeply submerged. With no motor or crew, the
valve is about 40 % under water, and the fill is really slow.
However, there is almost always a crew member or a motor. Keep
the weight aft to make sure the transom valve is under water.
You can empty the tank underway. With the vent and transom
valves open, and the boat going about 7 mph, the tank will drain
in about 4 minutes.
At a sloped standard launch ramp, with the boat on its trailer and
out of the water, the tank will drain in 3 minutes. When you open
the valve, get out of the way, because the water comes out like
from a fire hose.
Page 12
To drain the tank, make sure both the vent and the transom valve
are open. Remove the water tank vent plug inside the boat. Pull
the boat slowly out of the water, and the water ballast will begin
to drain out of the boat and into the ocean. As the boat comes out
of the water, the water level in the tank will be higher than the
water level surrounding the boat. The water in the tank will try to
seek the level of the surrounding water, and the tank will drain.
If the ramp is steep or slippery, or if your car is feeble, it may not
be able to pull the boat and the 1000 lbs of water up the ramp. If
so, move forward just a small amount and wait for some water to
drain. Then move forward some more, and let more water drain.
Keep inching forward until the water is gone. In this manner, you
will never have to pull out the entire 1000 lbs in one swoop.
Do not try to tow the boat with water in the tank. The trailer
was not designed to carry the extra 1000 lb load. Trailering with
the water ballast in the tank will overload the trailer and probably
your car. When trailering, leave the valve open so all the water
can slosh out. There is no sense in carrying around unnecessary
water.
MAINSHEET
If you pull the boat out of the water and find that the nose of the
boat is not quite in its rubber pad, drive the car and trailer forward
at low speed and tap the brakes, The boat will easily slide into the
rubber block. This saves having to overload the winch and line to
move the boat. Dont go too fast or make a real hard stop, or the
boat may end up in or on your car. Carefully store and secure all
lines and mast support wires to avoid entanglement in the trailer
wheels while towing.
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Connect the main halyard snap shackle to the top of the sail, and
start feeding the rope on the leading edge of the sail into the
spread portion of the mast.
With the boat pointed directly into the wind, hoist the sail while
guiding the rope into the slot in the mast. The ring in the front
lower corner of the sail attaches to the stainless steel ears on the
gooseneck with a 1/4 x 1 1/2 bolt and lock nut.
Secure the end of the main halyard to the mast cleat on the leftside of the mast (when looking forward) with a truckers hitch, as
shown. First make a loop in the line about 2 above the cleat.
Page 14
Wrap the loose end of the line around the cleat just once and then
pass it through the loop that you made above the cleat.
Jib sheet
When the jib is raised, use a truckers hitch. Get the halyard really tight. Secure the halyard to the left (port) cleat on the mast. The
jib sheets go through the low profile blocks that slide on the jib
tracks on the cabin top. Make sure the blocks are pinned securely so they dont fly off the ends of the tracks. The lines then go
directly to the jib winches at the rear of the cabin top. The position of the blocks on the tracks is very important for good performance. When you turn the boat into the wind, if the top portion of the jib collapses and loses its shape before the bottom part
of the sail, move the blocks forward. If the bottom half of the sail
collapses first, move the blocks to the rear.
Mainsail attachment, lower rear corner
For light winds, the sail should be full and somewhat baggy along
the boom. As the wind increases, the sail can be flattened for better efficiency by tightening the halyard and boom end line (outhaul). A common error is not having the halyard tight enough.
However, dont get it so tight that the sail has long vertical wrinkles along the mast.
Page 15
DAGGERBOARD
GENOA (OPTION)
The genoa is similar to the jib, except that it is longer along the
base. It adds a lot of power and is particularly effective in light
winds. The genoa is installed and handled just like the jib, except
the genoa sheets go to the spring mounted standup blocks on the
coaming aft of the cabin as shown in the following photo. The
lines go outside of the shrouds that hold up the mast, and outside
the cockpit lifelines.
Never let the top of the board go more than 57 below the level
of the deck. If it goes lower, it will not have adequate support
in the hull, and may be damaged. There is a knot in the lifting
line, and a large washer ahead of the knot that will come to rest
against the cheek block when the board is down as far as it should
go. Do not move the knot. If you replace the line, make sure the
knot is in the same exact position. There is also a safety line that
prevents the top of the board from going more than 57 below the
deck level. Do not remove this line.
To remove the board, lower the mast and remove the mast from its
mast step. The board can be lifted straight up and out.
The board has a few holes in the bottom and top that will let it fill
completely with water This eliminates its bouyancy and improves
the stability of the boat. When raising the board, do it slowly to
allow water to drain out and make it easier to retract. With the
board full of water, it is heavy.
RUDDERS
Reefed mainsail, lower rear corner
The rudders are lowered by pulling on lines that protrude from the
deck near the mooring cleats at the back of the boat. They are
raised by pulling on the lines that are secured to the rear end of the
Page 16
rudders. There are cleats near the lines to secure the rudders either
in the up or down positions. When you are steering with the rudders, make sure they are fully down and well secured. If the rudder blades angle back, the rudder area moves aft of the pivot point,
and the loads on the steering system increase dramatically. It is
also possible to have the rudders too far forward. If the center of
pressure is ahead of the pivot point, the steering wheel will pull to
the right or left (much like a steering wheel on a car behaves when
you are backing up). Adjust the rudders to the position where
there are only small loads on the steering wheel.
There is a small adjustment screw on the leading edge of each rudder fitting. Turn the screw to adjust the fore and aft angle of the
rudder blades.
If steering loads are heavy, first make sure that the rudder blades
are really pulled down tight against their stops. If the blades stick
out from the rear of the boat, steering will really be difficult.
After you are sure the blades are fully down, turn the screw clockwise to cause the rudder to angle forward. Adjust it so that there
is very little load on the steering wheel. When underway, pull
hard on the rudder line to once again make sure that the blades are
down and against their stops.
If the rudders are angled too far to the rear, and there is too much
pressure on the rudders, you can damage the steering system.
Rudders secured in the full down position
If the steering cable system becomes inoperative, you can remove
the cable from the tiller cross bar and steer by pushing and pulling
on the tiller cross bar or on the motor pushrod that protrudes from
the deck near the motor well. (This is awkward, but you can still
get home.)
The following photo shows the rudder secured in the up position,
ready for powering or trailering.
When you power the boat over 6 mph, or trailer the boat, make
sure the rudders are fully up, and well secured. If they fall down
under power, steering loads will increase dramatically. If they fall
down on the highway while trailering, the rudders will get a lot
shorter very quickly.
One rudder can be raised while sailing in order to reduce drag.
This should be done only in light airs when the boat is sailing
level. If the boat leans beyond 20 degrees, the windward rudder
will be mostly out of the water. If it is the only rudder down, you
will loose your steering control.
You might also check to make sure your rudders are parallel with
each other. If not, they tend to fight each other and create unnecessary drag. You can adjust them by judiciously bending the tiller
cross bar. Frequently check the rudder cable for corrosion. It must
move freely
HATCHES
SECURING HATCHES IN HEAVY WEATHER. In windy
conditions, make sure all hatches are secured, so no water can get
into the boat if the boat leans over or gets buried in a wave. The
last thing you need is a boat full of water.
BOOM VANG
Rudder secured in the up position.
Secure both lifting and lowering lines to keep them from getting
The optional vang is used to take the twist out of the mainsail and
is very important for good performance. The hardware is just like
the mainsheet, and attaches to the mast and boom as shown in the
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following drawing.
POWERING
The boat is designed for an outboard motor of no more than 50
horsepower. Do not use a larger engine.
Have the outboard installed by an experienced installer. The
motor must be installed on the center of the transom, and clamped
or bolted securely. Any bolts through the transom should be well
sealed to prevent leakage. Dont locate these bolts below the
waterline.
SELF-RIGHTING CAPABILITY
With sails rigged to the mast and boom, the water ballast tank full,
and the masthead pulled to the level of the water, the boat, when
released, should return to an upright position. With virtually any
sailboat, it is possible for the belly of the sails to trap enough
water to hold the boat down on its side if the sheets (sail control
lines) are not released. In the event of a knockdown, release all
sheets to prevent this possibility.
Motor linkage, motor connected to steering
In rough seas, it is possible for waves to enter the cabin through
hatches if the boat is held on its side. While sailing in rough
weather, it is advisable to keep all hatches closed and secured.
FOAM FLOTATION
With the normal gear and crew, the MacGregor 26 has sufficient
solid foam flotation material to keep the boat afloat in the event
the cabin fills. When completely filled with water, the boat will
be relatively unstable, and can roll over.
Do not remove the foam flotation blocks from the interior of your
boat under any circumstances.
Page 18
sure the vent and valve are closed except for times when the tank
is emptying or filling. (At dockside, a hose end siphon inserted in
the vent hole will empty the tank in about 12 minutes.)
When powering at any speed over 6 mph, make sure the daggerboard is all the way up. At high speed, with the board down, the
board will create lifting forces to the right and left as the boat
moves through the water, tending to make it unstable. This could
possibly cause capsize. Check frequently to make sure the board
stays up during powering. This is important.
If the boat is loaded with a lot of weight on one side, it may capsize. Make sure the weight in the boat is placed so that the boat
remains reasonably level when underway when traveling in a
straight line.
Do not power over 6 mph with the sails up. If you are going 20
miles per hour in calm air, and the boat is turned, it will slide sideways and you will now have a wind of 20 mph filling your sails.
The result could be a knockdown or capsize.
Make sure the mast support wires are tight when powering fast.
The pounding and slamming can otherwise make your mast really rattle around.
The turning radius at high speed is relatively large, so allow yourself lots of room.
Most outboard motors have a kill switch that shuts off the engine
if you fall out of the boat. This involves a cable that attaches to
the switch and to you. It is an excellent safety feature, and should
be used.
BOAT MAINTENANCE
LEAKS. It is a good idea to check the water tank, cockpit, outboard well and galley vents and drains to make sure all connections are tight and waterproof. Check the water ballast valve for
leakage as described earlier. Pull the boat out of the water frequently with the water tank full. If anything is leaking, you will
see water coming out.
The boat will be a little faster under power with the ballast tank
empty, but you will be a lot safer with the ballast tank full. Please
reread the section on stability. This information is really important.
It is possible to drain the ballast tank while moving under power.
You have to be going about 7 mph. Open the vent plug and the
valve on the transom. The nose of the boat will be high and gravity will drain the tank.
When the tank is empty, immediately close the vent plug and the
transom valve, or the tank will again fill with water. Always make
Page 19
WIRING DIAGRAM
LIMITED WARRANTY
MacGregor Yacht Corp. makes the following warranty to purchasers:
SAILBOATS AND SAILBOAT PARTS AND EQUIPMENT.
For a period of two years from the date of sale to the first use purchaser, MacGregor Yacht Corp. will, through its selling dealers,
repair or replace any sailboat part or sailboat equipment manufactured by MacGregor which is proven to MacGregors satisfaction
to be defective by reason of faulty workmanship or material.
TRAILERS AND TRAILER PARTS AND EQUIPMENT.
For six months from the date of sale to the first use purchaser,
MacGregor Yacht Corp. will, through its dealers, repair or replace
any trailer part or trailer equipment manufactured by MacGregor
which is proven to MacGregors satisfaction to be defective by
reason of faulty workmanship or material.
THIS WARRANTY SHALL NOT APPLY TO THE FOLLOWING:
(1) All items determined by MacGregor to be the responsibility of
the dealer in launching or otherwise handling or preparing a new
boat or vessel.
TRAILER MAINTENANCE
GENERAL. A good periodic inspection and clean up can add
years to the trailers life.
(2) All items installed by the dealer or anyone else other than
MacGregor.
Always hose the trailer down with fresh water after immersing in
salt water. Salt water is very corrosive, and removing it will add
years to the life of the trailer.
Frequently check the trailer to insure that all bolts and nuts are
tight, that all welds look solid, and that there are no cracks or
bends in the trailer structure. Inspect tires for wear, cuts, bad
bruises.
(6) Exterior paint and gel coat finishes. Although we use the
finest finishes available in the industry, they cannot be warranted
because they are affected by climate and use conditions beyond
the control of MacGregor Yacht Corp.
(7) Any other person than the first use purchaser of the boat.
(8) Any boat or part manufactured by MacGregor which shall
have been altered in any way so as to impair its original characteristics.
The foregoing warranties are made in lieu of all other warranties,
obligations, liabilities, or representation on the part of MacGregor,
and the purchaser waives all other warranties, guaranties, or liabilities, expressed or implied, arising by law or otherwise, including without limitations any liability of MacGregor for consequential damages.
The purchaser should understand that the dealer is not an agent of
Page 20
Page 21
HOW TO SAIL
THE MOST IMPORTANT THING YOU MUST KNOW IS
THE DIRECTION FROM WHICH THE WIND IS BLOWING. Program someone to ask you, every 2 minutes where is
the wind coming from? You must point to it instantly, and be
right. Put a Windex wind vane at the top of the mast, and keep
your eye on it. If you dont know wind direction, you will look
sort of stupid when trying to use the wind as your engine. There
are clues everywhere; flags, smoke, dust, moving clouds, ripples
on the water, other sailboats, and blowing debris. Above all, you
can feel the wind direction on your face. Turn toward the wind.
When you are aimed straight at it, you will feel it evenly on both
ears, cheeks, hair, etc. Be aware.
the angle of the sails to the wind with the sheets (the lines that
connect to the rear of the jib and to the rear of the boom). The
wind pushes on the sails, and the boat moves. Notice the turbulence behind the sails, just like the turbulence behind a truck as it
speeds along. If the wind gets on the wrong side of the mainsail,
it can slam over fast and hard, just like the wind will slam a door
if it gets on the wrong side. This is called jibing. Be careful.
More on this later.
SAILING ACROSS THE WIND. This is a whole different act.
Notice, in the next set of drawings and photos, that the wind is
now flowing smoothly across the sails, much like the wind moves
across the wing of an airliner.
Just get the sails out there at right angles to the wind. You control
SAILING INTO THE WIND. This is just like sailing across the
Sailing downwind
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wind, except that the sails are pulled in closer to the centerline of
the boat, and you are now trying to sail as close into the wind as
you can. This is tougher to do, and the boat wont go as fast as
when sailing across the wind. The following drawing shows the
boat sailing toward the wind. This is as close into wind as you are
going to get.
Then raise the jib. Remember that the jib control line is pulled in
on the side of the boat away from the wind. The line going to the
other side is left loose. As you zig zag into the wind (tacking),
you will have to release the jib line (sheet) from one side and pull
it in on the other. The mainsail control line (mainsheet) takes care
of itself. You dont have to reset it each time you turn through the
direction from which the wind is blowing.
Notice the smooth wind flow across the sails, and the lack of turbulence. Wind is being properly diverted toward the rear of the
boat, and like the blast of air coming out of the rear of a jet, pushing the boat forward and sideways. More of the force is now sideways, so the boat will tend to lean more, but it will still squirt forward, since the daggerboard is keeping it from going sideways.
STOPPING THE BOAT. If you are sailing, with the engine off,
you can always stop the boat by turning into the wind and letting
go of the jib control line and the mainsail control line. When you
do this, the wind pressure is off of the sails, the boat will coast a
few more boat lengths and come to rest. This also is good for
docking when the dock is upwind. A motor is better.
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Streamers curling--bad
Streamers straight--good
When the sails are in too far, the yarns will curl around the backside of the sail.
If they curl, gently let out the mainsail until they stream out
straight and not try to hide behind the sail. The yarns tell when
the sail is in too tight (which really slows up the boat and causes
it to lean over more), but they do nothing to tell you when the sail
is let out too far.
Even if you point the boat straight into the wind and the sail is
doing an impersonation of a flapping flag, the yarns will stream
nicely to the rear. You have to watch for the fluttering and ballooning to appear at the front edge of the mainsail. Pull it in until
the fluttering disappears. So, the fluttering tells you if it is out too
far, and the yarns tell you if it is in too far.
Trimming the jib is just about the same as trimming the mainsail.
The jib, however, comes with built in streamers (called telltales) to make it easy. The streamers are about 12 in from the
front edge of the sail. There are 2 sets, evenly spaced up the sail.
When the sail is pulled in just right, all of the streamers, on both
the upwind and downwind sides of the sail, will be flowing
straight to the rear.
When the streamers on the downwind side are going around in circles and not flowing to the rear, the jib is pulled in too tight. The
wind cannot make the sharp turn around the front edge of the sail,
and the streamers are caught up in the resulting turbulence. Let
out the sail.
If the streamers on the windward side of the sail are dancing
around and not flowing to the rear, the sail is not pulled in tight
enough. Always trim the jib first, then the mainsail, since the
flow off the jib affects the mainsail trim.
You always have two ways to get the angle of the sails to the wind
just exactly right. You can pull the ropes to change the sail angle,
or you can keep the ropes as they are and steer in a new direction.
The latter is easier on the arms. You may not get exactly where
you want to go, but you will be going a lot faster.
Mainsail streamer
When you are sailing as close as possible into the wind, secure the
sails and adjust the angle of the sails to the wind by steering the
boat into or away from the wind.
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When sailing across the wind or into the wind, try to sail a constant leaning (heeling) angle. If it leans too much, sail into the
direction from which the wind is blowing (called heading up),
relieving some pressure on the sails. If the boat starts to stand up
straighter, steer away from the wind direction (called heading
down). The wind will hit the sails at more of an angle and cause
the boat to lean more, and you will get more power. This helps to
keep the sails at the proper angle to the wind. A leaning (heeling)
angle should look about like this when going into the wind in an
8 mph wind.
can learn to sail quite well in a matter of hours. But it will take a
lifetime to master all of the subtle little intricacies.)
Another complexity. As you pick up speed, the wind from the
front of the boat increases, and the apparent wind will come more
from the front of the boat. Actually, the apparent wind will now
be stronger than the true wind, so you have more usable wind to
sail in. With each new change in wind speed or boat speed, you
will need a new sail trim.
When you watch the telltales on the jib and the streamers at the
rear of the mainsail, you will notice that the top ones dont always
flow in the same manner as the lower ones. This means that the
sail is not at the same angle to the wind at various heights. Wind
blows harder as you go higher, and there will be a different apparent wind (and wind angle) up there. (This is because the friction
of the earth and water slows wind down at low levels.) You may
see the upper mainsail streamers trying to hide behind the mainsail, and the lower ones flowing nicely to the rear. This means that
the top of the sail is in too tight. The boom vang controls this.
Loosen the vang, and watch the upper part of the sail sag outward
away from the wind. Tighten the vang, and it pulls down on the
boom and pulls in on the upper part of the sail. When the vang is
set right, all the streamers will behave the same. Fortunately, sailcloth is a bit stretchy, and the top will usually sag off just about
enough to match the angle change caused by stronger winds higher up.
The jib has no boom, therefore there is no vang. But you can use
the position of the jib sheet pulley on the deck track to control
twist. If you move the sliding pulley forward on the track, the top
part of the sail will be pulled in tighter. Move it to the rear, and
the top part sags off downwind. Move the jib pulley on the track
so that all of the telltales flow the same. If the top one on the
upwind side flutters before the bottom one, move the pulley forward. If the bottom one is the first to flutter, move the pulley to
the rear.
When sailing upwind you can also tell how you are doing by
watching the forward edge of the jib. As you point the boat up
into the wind, the leading edges of the jib will start to flutter and
collapse inward. Turn away from the wind until the fluttering at
the front part of the sail stops and the sail appears full. Try to steer
the boat so that the front of the jib is just on the edge of starting to
flutter and collapse. You will notice that the telltales start flopping
around just as the sail starts to flutter in front of the telltales. The
telltales and the fluttering are both giving you the same message.
The jib halyard must be very tight, or the sail will sag between the
snaps on the forestay. This is a most common problem for beginners. The mainsail halyard should be tight, but not so tight as to
create vertical wrinkles at the leading edge of the sail, parallel the
mast.
The outhaul, mainsail halyard and jib halyard should be tighter in
heavy air to flatten the sails, an loosened in lighter wind. In general, you want a very flat sail in heavy wind, to kill off some of its
power, and very full and baggy sail in light wind, when you need
all the power you can get. The fuller the sail (baggier) the more
the power.
There are light lines sewn into the rear edge of each sail. Adjust
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these lines just tight enough to keep the rear edge of the sail from
fluttering. If you get the lines too tight, the rear edge of the sail
will cup toward the wind and slow the boat up a small amount.
wind when you let go of the wheel. When sailing into the wind,
the front of the rudders should be turned about 5 degrees toward
the upwind side of the boat.
The time to reduce sail area is when you first think that it might
be necessary. Even with less sail, the boat will be faster if the
heeling angle can be kept below 25 degrees. Beyond that, performance goes all to hell.
2.
3.
After that, put a reef in the main, and keep the partially rolled
genoa or the full jib.
4.
If it still leans too much, roll in more genoa, (or get rid of
the jib) and keep the reef in the mainsail.
5.
Tacking downwind
This will also reduce the risk of accidentally jibing. When you do
want to jibe, pull in the mainsheet until the boom is near the centerline of the boat, and gradually let it out on the other side. Dont
let it slam over hard. Keep the crew off the cabin top if there is
risk of jibing. The boom can whack them.
When sailing into the wind, try leading the genoa sheet between
the upper shroud and the lower shroud. This will allow the boat
to point 5 to 7 degrees closer into the wind.
When racing in heavy wind, have at least a 4 man crew. In light
air, the fewer the better. Remember it is against the rules to throw
crew members overboard to lighten the boat.
The boats bottom, rudders and centerboard must be clean and
shiny. A few days of marine growth will slow the boat dramatically. Any bumps at all, even microscopic, will create turbulence
and destroy the orderly flow of water across the surface, and really screw up performance.
Keep the boat moving. With the small daggerboard, forward
speed is essential to keep the board lifting the boat into the wind.
No speed, no lift, and the boat will just slide sideways.
Be sure to get rid of all extra weight. Crew can be moved to the
windward side to keep the boat level. Junk in the boat is hard to
move, and it will just slow the boat down. Light weight is very
important downwind. Going upwind, added weight can sometimes be helpful. Waves and chop tend to slow up a light boat,
while a heavier boat can plunge right on through. Keep rudder
motion to a minimum. Steering creates lift from side to side. Lift
is always accompanied by drag. Keep the rudder angle steady.
Mast rotation
With the mast centered, there is a major amount of turbulence
over the first third of the mainsail. Rotating the mast gets rid of
the turbulence, and allows a smooth flow of air along the backside
of the sail. This reduces drag. It also caused the sail to direct its
force more forward, creating less tipping force and more forward
push.
When trimmed properly, the boat should want to head up into the
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The following is a reproduction of the decals that are placed on the steering pedestal and on the cabin
wall inside the boat. These the decals contain important safety information, and should not be
removed. If the decals become defaced or illegible, please call or write to us and we will provide new
ones.
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