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corsair sailboat model f31rs

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  • Sailboat Reviews

Corsair F-31

Ian farrier's latest fold-up trimaran is bigger and fasterthan the popular f-27. construction is generally good, though there havebeen some problems, and the wiring could be neater..

Like the blips on a heart monitor, Corsair Marine has experienced several peaks and valleys since our review of the Corsair F-27 (September, 1990), including the sale of the company by its founder, and the introduction of two new boats, the F-24 and F-31. With that in mind, and considering the increasing interest of sailors in multihulls, we’ve taken another look at the company, its designs, construction methods, and its most recent entry in the marketplace.

The company was founded in 1983 by John Walton (of the Wal-Mart family), who recruited naval architect Ian Farrier to abandon a thriving practice in Australia and move to California to design boats and oversee production.

Farrier conceptualized the development of a foldable, trailerable, performance-cruising boat that would attract new sailors to the sport, and would appeal to those seeking a user-friendly yacht. By 1985, the F-27 trimaran was coming off the line at a steady pace; more than 450 F-27’s have been produced to date.

In 1991, Farrier designed the F-24, a scaled-down version of the 27, which went into production that year. Walton left his management role at Corsair to return to the family business. He also bought into TPI of Warren, Rhode Island, the plan being that at least some Corsairs would be built on the East Coast. Farrier and the new Corsair management disagreed about changes to his design, which ultimately led to his unplanned, though amicable, departure from the company. The conflict over design issues eventually resulted in his disavowing design responsibility for the boat, with the exception of the hull lines and beam structure.

After he left Corsair, Farrier designed the F-31, a stretch version of the F-27 with more headroom, and oversaw its initial production by OSTAC, Ltd., a boat building company in Australia. In 1992, the boat won the Multihull Offshore Championship, and was named Australian Sailboat of the Year.

In 1994, Corsair purchased American production rights to the new boat, then produced six of them under a construction agreement with TPI.

Farrier, however, says he was chagrined that the prototype weighed 5,600 pounds, compared to the 3,800-pound standard, and the next five produced also were heavyweights. In a somewhat surprising turn of events, Paul Koch, the managing director of OSTAC, purchased Walton’s interest in Corsair. He subsequently moved the F-31 molds to the company’s Chula Vista, California, production facility, where 50 F-31s have since been built and where a backlog of orders exists.

Farrier rejoined the firm in a part-time design consulting capacity in 1994.

Despite its internal turmoil, the company has produced more than 750 boats in its first 10 years, so we must conclude they are doing something right, especially considering that the F-series is priced at the high end of the new boat marketplace.

In his multihull designs, Farrier seeks to develop boats that are stable, sailed flat, and are comfortable, having lots of deck space and a shallow draft.

However, every conversation with the designer centers around the issue of sinkability.

“The ultimate point of stability for a monohull is sitting on its bottom, even if that is an ocean bottom,” he begins. “The F-31, by comparison, is unsinkable. It has nine watertight compartments so even if it pitchpoles or turtles, the crew can crawl inside the capsized hull and have air to breathe and protection from the elements while awaiting rescue of both crew and boat.” In a monohull, he says, the crew will more likely be adrift in a life raft. Though his argument provides interesting fireside chatter, it doesn’t end the debate. In a sense, it isn’t all that relevant, considering the small percentage of sailors who make ocean passages.

In any case, his designs meet the objectives set forth: the F-31 presents an aesthetically pleasing design with its fine entry; low, 27-inch freeboard; and fine lines. A flat aft section prevents the stern from burying when the bow rises in heavier breezes. Even when sailed on a broad reach with the windward ama out of the water, Farrier believes that his multis are more comfortable than a monohull sailed at a comparable angle of heel.

Owners agree that being able to launch from a beach, or sail into a shallow anchorage, adds to the boat’s overall utility and their enjoyment of the sport. These all are positions long put forth by multihull advocates.

The usual trimaran compromise is in the gbujnt of interior volume in the main hull, which serves as the boat’s only indoor living quarters. Though headroom is 6’ 1″, the beam of the boat is 8′ 6″ when folded. However, interior space in the main cabin is just 7 feet, narrow when compared to a typical 32- foot monohull.

The company initially produced two aft-cabin versions of the boat, then added an aft-cockpit model that became so popular that aft-cabin models were discontinued. A redesigned aft-cabin version with the same cabin area as the aft cockpit model is scheduled to resume production.

The main cabin is sort of a multi-purpose area that serves as sitting area, galley and sleeping quarters. Dimensions are 7′ 10″ wide at the hull-deck joint by 6′ 10″ long. On a cruise, it will feel tight. A 6′ 3″ settee to port converts to a double berth when a platform stored beneath the cockpit slides forward to create the second half of the berth. Alternately, the same platform rests on a mount and provides a dining or chart table.

To starboard, a 24″-wide settee aft of the galley provides a second berth for a slender 6-footer. The forepeak has similar dimensions: 6′ long, 4′ 7″ narrow. All cushions are covered with Sunbrella in patterns selected by owners. Interior surfaces are covered with Frontrunner fabric, as are chainplates and beam connectors, so the area is tidy. Fortunately, spaces are well lit and ventilated. Gray polycarbonate windows run the length of the cabin, and a 16″ square hatch is located in the forepeak, as are 8″ square hatches over the galley and in the head. Bomar and Lewmar hatches are factory specs, but the boat we tested was outfitted with a Weaver hatch manufactured in New Zealand.

The galley is a rather utilitarian affair, being equipped only with an Origo two-burner alcohol stove, small single stainless sink, and hand pump.

Stowage is beneath the forepeak and settees, behind the stove, and on narrow shelves situated along the hull. Additional stowage beneath the cockpit is wide open and not particularly well finished, and will best be utilized with the addition of bins and hanging nets.

The enclosed head is located to port. It is furnished with a small stainless sink and toilet, and handheld shower that drains into a sump equipped with a pump. The head is equipped with a 22-gallon holding tank and Y-valve for overboard disposal.

An electric panel is unobtrusively located in the companionway to starboard; it houses eight switches and a voltmeter and battery tester. Wiring runs from the mast aft are exposed along the overhead, a poor arrangement that could have been concealed, we think. Wiring for running lights runs along the hull and under the galley, so is accessible, but does not have drip loops. Wiring from the panel aft for a loran antenna was loosely installed. In general, we think the entire wiring scheme could stand improvement.

Deck Layout

Standard rigging for the F-31 is a 40-foot tall, fractionally rigged Sparcraft mast with sweptback double spreaders, 1 x 19 stainless steel standing rigging, three shrouds and two cap shrouds. In the absence of a permanent backstay, the cap shrouds are led outboard to the amas. However, except in heavy conditions, they will seldom be adjusted with the attached tackle. In this configuration, the boat carries 599 square feet of sail in a fully-battened, large-roach mainsail and jib. A racing rig is offered.

Running rigging includes a main halyard, two jib halyards, and a spinnaker halyard, all of which are internal and led aft through Harken turning blocks to Lewmar sheet stoppers. In our opinion, halyards exit the mast too close to the deck to facilitate easy hoisting of sails, especially in racing conditions.

Though a pricey option, we suspect that most owners will develop a fond appreciation for the Harken roller furler.

The cockpit is equipped with two Harken B40.2A winches for jib sheets, and a Harken B 32.2STA for the main halyard. The boat we tested had three additional winches in the cockpit for spinnaker handling—more than necessary and poorly located, we think. For more efficient spinnaker trimming, the deck layout would benefit from a careful analysis of winch location to facilitate more efficient cross sheeting when trimming from the weather ama.

Standard equipment includes a stern pulpit that intrudes into the cockpit, which will be adequate for casual sailors. However, the pulpit on the boat we tested had been shortened 24″, so the cockpit was less cluttered and with reduced opportunities to bang elbows.

The traveler system is a Harken.

Moving about the boat is easy once one adjusts to walking on the unstable mesh (or tramps) that fills spaces between the main hull and amas. The primary mesh amidships is sturdy; the mesh used forward of the beams will deflect spray but will not support the weight of an average sized crew person. Corsair says it is looking at alternative materials.

An optional 42′ tall rig increases working sail area by five percent, but increases the size of the bowsprit- mounted asymmetrical spinnaker from 1,004 to 1,112 square feet. In our experience, the additional rig height is unnecessary unless sailors find themselves sailing almost always in winds of less than 5 knots.

Compared to monohulls, the F-31 has a paucity of stowage above decks. Space for fenders and spare lines is available in the amas, though an excess of cargo may affect performance. Aside from that, there are two small stowage areas in the cockpit, one designated for a 5-gallon fuel tank, so cruisers must adjust to traveling light.


Corsair boasts of a low turnover rate among its production workers, which they feel contributes to a high quality product. For the most part, we agree, though the company has suffered from its share of gremlins.

Initially, Corsair was producing its own water tanks, but after experiencing leaks it now purchases roto-molded plastic tanks from Ronco Manufacturing. Some of the aka (connecting) beams of F-27 hull numbers 225-300 had oil-canning voids caused by foam failure; under the company’s five-year warranty program, many that cracked or fractured were replaced.

The F-31 has suffered from minor problems. For example, trailing edges on the rudder, which are purchased from Foss Foam, have required fairing because they were too wide.

The tiller is mounted in a pivot box in the cockpit. Because bearing failures have been experienced by several owners, and water spouts tend to appear in the cockpit at high speeds, the company is considering mounting the tiller on the transom.

At least one owner has experienced fore and aft movement of his daggerboard at speed, a problem of too much play in the trunk. Farrier agrees that the close tolerances required for a snug fit are not always achieved so individual fixes are occasionally required.

Most importantly, Farrier says, none of the owners have reported a failure of the folding system.

The aka beams are carbon fiber filled with foam, supported by aluminum struts with fiberglass-reinforced acetal bushings and stainless steel alloy pivot points.

All hull-deck joints use a method Farrier refers to as a “top hat,” rather than a conventional shoe box. Decks are precisely fitted to the main hull, and ama tops to bottoms, then bonded with a putty slurry that includes a combination of vinylester resins, chop fiber and Cabosil filler. The company reports no leaks, nor have the owners with whom we talked. However, some report that water enters amas through hatches or fittings following extended heavy air sailing at speeds in excess of 15 knots. Because the amas have a hatch and three inspection ports, examination of the areas is simplified, though wet gear in a storage area will present a problem.

Hulls are hand laid in a foam sandwich. We managed to secure a copy of the lay-up schedule and would conclude that the boats should be strong and seaworthy. The lamination schedule calls for a layer of NPG gelcoat, over which is laid a skin of .75-ounce chop strand mat bonded with vinylester resin to prevent blistering; the company warrants the hull against blisters for five years. Next, five to eight layers of uni- and bi-directional fiberglass with Kevlar reinforcement are laid in stress areas on the bottom, at the daggerboard trunk, and at bulkheads, all bonded with polyester isophthalic resin. Last are layers of .75-ounce chop strand mat and 18-ounce mat sandwiching a .75″ Divinycell foam core. Vacuum bagging is employed to assure a proper mix of resins and catalysts, eliminate residual chemicals, eliminate voids and to enhance the curing process.

Special foam inserts are glassed throughout the hull where shrouds, bulkheads and hardware are installed. Though winches and hardware are all backed with aluminum plates, we noticed deck movement under a jib winch under normal loads in15-knots of wind, so would recommend a double check of those areas.

The amas follow a similar construction scheme, though 5″ PVC tapered stringers run a distance of 11′ 6″ along both sides to add strength. Bulkheads inside the amas are constructed of marine plywood, and are tabbed to the hull in as many as seven places; in addition, there are gussets taped to stringers and bulkheads. The final product of the construction process is a smooth, nicely finished surface.


Having tested Corsairs since 1990, we believe that the F-31 measures up to earlier models in terms of performance, price, construction, accommodations and comfort, and is noticeably faster than smaller models.

As with the F-24 and F-27, we were surprised at the ease with which the boat is trailered, rigged and sailed within its performance predictions, even by casual day sailors.

We sailed in steady 10-15 knot winds during a five-day regatta, so had an excellent opportunity to put the boat through its paces. We were impressed by its acceleration and overall speed, hitting 18 knots on a tight reach in only 12 knots of wind. Sailing is simplified by a Harken roller furling unit that allowed changes in sail size as we beat to weather. Changing from a jib to a ‘screacher’ (a 180-percent genoa) increased speeds on a tight reach by 30 percent.

With only a quick introduction to sail handling, we quickly launched the asymmetrical spinnaker and had it drawing. Jibing is a simple matter as long as the skipper and trimmer coordinate efforts, and the trimmer quickly releases the sheet and the grinder brings the sail across the boat

We raced in a fleet that started each race five minutes behind the J/35 fleet and typically rounded the first leeward mark in the middle of that fleet, so overcame the time we owed them under PHRF handicapping. Though we were unable to point as high to windward as the J-boats, Farrier says that with training the F-31 will point as high as a good monohull. In our situation, we footed off, took an extra tack, and still rounded the next mark ahead of the others.

Of equal importance is the fact that everyday sailors, who are more focused on having fun than on getting the last one-tenth knot of potential speed, are taking advantage of the ease with which the boat is sailed. Even the most casual Corsair owner, after learning how easy it is to get an extra knot, seems to have developed an affinity for speed.


Perhaps the greatest obstacle for many boat buyers will be the high entry price of the F-31—$97,500 base. That’s before sails, trailer and motor. The construction of a fold-up trimaran is extremely labor intensive, which drives up the cost. And, of course, there are many moldings that make up the akas and amas

From an investment standpoint, the flip side of that coin has been an equally high resale value, resulting in a moderate long-term cost. Compared to similar new multihulls, it is very competitive. (For the adventurous, Farrier offers a kit version of the boat, the F9A, which he estimates can save you 50 percent. Be warned, however, that the job can take a lot of time.)

As a consequence, a buyer must consider the boat within the context of Corsair and Farrier’s objectives: It is fast and easy to sail. The boat will reach its performance potential, even by sailors who concentrate on casual sailing rather than on technical sailing. At the launch ramp, rigging is easily achieved within 15 minutes by two moderately experienced persons.

Perhaps more importantly, the trailerability of the boat opens new horizons. After all, the F-27 caught on big on the West Coast, where ports are limited, because you could trailer it down to Baja.


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The F-31R: It’s Not All About Speed

  • By John Burnham
  • Updated: June 9, 2005

Thirteen years ago on San Diego harbor, my wife and I tried out the breakthrough F-27 trimaran, designed by Ian Farrier and built by Corsair Marine. Its well-engineered folding mechanism and other trailering systems seemed remarkable then, and the boat’s performance in light air was smooth and quick. Fast forward to the summer of 2000: my wife, three daughters, and I are sailing a 31-foot version of that original in an 18-knot westerly on Buzzards Bay. We’ve left behind a quiet afternoon spent three boatlengths off an island beach, and now our sunning platform is rocketing upwind at 12 knots. I’m sitting out on the ama holding a 10-foot carbon tiller extension and clearing every wavetop with a big grin on my face. Rachel and the two older girls are in the cockpit. I peek down the hatch at one point, with the boat blasting through the waves, and catch the unforgettable sight of my youngest, Sophie, perched on the weather settee with her feet lightly braced against the carpeted daggerboard trunk-reading a book. It’s hard not to dwell on the extraordinary performance of the F-31 we sailed during a five-day cruise. From the foam-cored, vacuum-bagged hulls to the hardware and rotating aluminum spar, the boat seemed well built and rigged for speed. But the truth is we had only one high-speed day and never sailed the boat to its potential. Nonetheless, we discovered other benefits to sailing a quick boat. We left Wareham, Mass., on our first afternoon in a 7-knot breeze and jibed dead downwind for 14 miles under screecher (an overlapping, roller-furling reacher set on a sprit), then unrolled the jib to tack through the channel at Woods Hole; this took less than three hours. On our final day, with an even lighter wind, we sailed the 25 miles from Cuttyhunk Island to Wareham in less than four hours. The challenge is to utilize the 31’s horsepower in higher winds. I felt the boat could handle as much power as I wanted to use, but with a family crew, I quickly recognized that a certain responsibility comes with power and speed, and there was a learning curve to work up. The standard Corsair approach of equipping the boat with roller-furling devices gave me a good start. Except for the asymmetric spinnaker, which we didn’t use, all of the F-31’s sails roller-furled-even the mainsail, which rolls around the boom. The easiest way to sail shorthanded was to leave the main rolled up, which we did one day tacking out of Vineyard Haven under jib alone in a northeasterly. Without the stabilizing effect of the mainsail, the rotating mast slopped around, so I’m not sure this strategy would’ve been good in rough seas. But we soon bore off to the west, first reaching and then running, and the ride became relaxed. I realized I could use extra horsepower, so I unrolled the screecher and rolled up the jib. As we turned dead downwind, I unrolled the jib again and sailed wing and wing, chuckling to myself. It was a lousy, rainy day, and we were proceeding under good control, but I was still having a good time. Another day, we sailed under a deeply reefed main alone. This was a better sailing configuration, but to complete a tack in 20 knots and waves required close reaching at 10 knots, then throwing the tiller hard over. Also, getting the roller-furling main up and down required that Rachel learn to steer into the eye of the wind under outboard power. My 12-year-old, Isabel, handled the boom crank on the front of the mast (it links to the boom through the gooseneck) while I hauled up the halyard, using the winch for the last 10 feet. This was a lot easier in a quiet lee than when rolling and bouncing in an open seaway. Another lesson came as a squall approached us as we sailed up Vineyard Sound. Giving Rachel the helm, I blew the mainsheet, went forward and alternately eased the halyard and rolled up the main, but due to the wind pressure on the full-battened sail, I could go no farther than a deep reef. After the modest squall had passed, I realized that rather than continuing to sail under the jib, I should’ve dropped the outboard, rolled up the jib, and powered into the wind to drop themain. I also would’ve been happier if I’d started the whole process earlier. In terms of cruising accommodations, the F-31 has plenty to offer, but it’s not like staying at the Marriott. Then again, you won’t find a business convention-or many other boats-in the shallow spots we snuck into. In fact, more than anything, the boat’s shoal-draft ability was the defining feature of our cruise. The F-31’s rudder kicks up, and it has a daggerboard, which typically goes up and down without winch power. If you’re in extremely shallow water, you can pull both up and steer with the outboard alone, which draws only 2 feet. We enjoyed two nights in a quiet Martha’s Vineyard harbor called Lake Tashmoo with a shallow entrance. We spent one morning anchored with our stern to the beach in Vineyard Haven and waded ashore for breakfast. The next day we motored up an extremely shallow channel into beautiful Menemsha Pond at the west end of the Vineyard. After sailing over to the beach on Nashawena Island, we anchored in 3 feet of water for an afternoon of swimming and sun. And on our last night, we swung on our anchor in a part of crowded Cuttyhunk harbor where no other boats lay. Unlike a cruising catamaran, you live in the main hull on a trimaran such as the F-31. The hull’s narrow, but flares above the waterline providing room for settee berths and a V-berth forward along with 6’2″ standing headroom in the main cabin. The F-31 model we sailed had an “aft cabin” like the original F-27-a wide double berth you drop directly onto through a hatch behind the cockpit. The head is forward, under the aft part of the V-berth. (Other models have enclosed heads.) Our boat had a two-burner stove and plastic cooler under the step for the main hatch. Navigation was done with a ChartKit, and our electronics were handheld-VHF, cell phone, and GPS. The latter, in a holder belowdecks to starboard of the main hatch, could be swung into view to show our course and speed. We found lots of extra storage space outboard of the main hull. We carried an inflatable dinghy, lashed to the forward main beam, with its outboard and fuel jug lashed atop it. The oars lashed to the netting along the main cabin, and in the amas we stowed the anchors, rodes, boom tent, and other gear. In summary, the F-31’s biggest challenge for my relatively unschooled family crew was mastering the teamwork to raise and lower the roller-furling main. By week’s end the teamwork was coming together, and other details were becoming automatic for me-how to handle the steering lines rigged to the outboard, when to raise and lower the daggerboard, always making sure the rudder tie-down was securely cleated, etc. As I said earlier, in a breeze it seemed important to be a little conservative for the sake of the crew because the boat has a quick motion. At the same time, I’ll remind those readers who don’t sail multihulls regularly that even when full-power sailing, the boat hardly heels. It’s amazing to go below after a rigorous sail and find the kids’ boom box and Beanie Babies still perched on a shelf that has no restraining fiddle. What’s it like aboard an F-31 when you don’t have to coddle the crew? I raced aboard the boat one day last fall, crewing for one of the best Corsair sailors, Bob Gleason, owner of The Multihull Source dealership in Wareham. Unfortunately, we never saw more than 8 knots of wind, but I learned that in a knot or two of breeze you can sail faster than the windspeed. Flying the asymmetric with a racing crew of four was fun, too, and it turns out that finding the right tradeoff downwind between sailing hot and sailing deep applies just as it does in keelboats. The difference is, if you get it right in a keelboat you gain a few boatlengths over the course of a couple miles. In the F-31R, you gain a couple hundred yards. Still, fun’s a relative thing, and for the crew of multihull sailors I joined, this was pretty dull compared to their blazing spinnaker reach to the finish the previous day. Recalling that day I was cruising back on Buzzards Bay, I couldn’t help but agree. After sailing upwind until nearly past our destination, I’d pulled on the tiller, eased the main a few inches and the boat leaped to near 15 knots. The sun was warm, the spray peeling off the leeward hull, and I thought, “I wonder how much better 18 would feel?” Corsair F-31R LOA 30′ 10″ Beam 22′ 5″/8′ 2″ Draft 5′ 6″/1′ 4″ DPSL 3,400 lbs. Outboard 9.9 hp Corsair Marine 619-585-3005 www.corsairmarine.com

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Corsair 31/F-31

Corsair 31/F-31 is a 30 ′ 10 ″ / 9.4 m trimaran sailboat designed by Ian Farrier and built by Corsair Marine between 1991 and 2012.

Drawing of Corsair 31/F-31

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)

Beam folded: 8.16’. Available in aft cockpit (AC) and center cockpit (CC) models. Each available with ‘R’ (racing option) with bowsprit and carbon spar. This design, of one variant or another, has proved to be one of the most popular of all the Farrier/Cosair designs. (Evolved from the F-9A, which was offered as a stock plan.)

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CORSAIR 31/F-31 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 CORSAIR 31/F-31. Built by Corsair Marine and designed by Ian Farrier, the boat was first built in 1991. It has a hull type of Trimaran Dbrd. and LOA is 9.4. Its sail area/displacement ratio 37.42. Its auxiliary power tank, manufactured by undefined, runs on undefined.

CORSAIR 31/F-31 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 CORSAIR 31/F-31 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, rig and sail specs, contributions, who designed the corsair 31/f-31.

CORSAIR 31/F-31 was designed by Ian Farrier.

Who builds CORSAIR 31/F-31?

CORSAIR 31/F-31 is built by Corsair Marine.

When was CORSAIR 31/F-31 first built?

CORSAIR 31/F-31 was first built in 1991.

How long is CORSAIR 31/F-31?

CORSAIR 31/F-31 is 9.14 m in length.

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MoSCoW prioritization of the product backlog

Moscow backlog prioritization.

Prioritization is probably the most discussed part of development processes. Product backlogs are often quite complex with hundreds of requirements. How to find user stories in your story map which you should start developing first?

Traditional approach

The approach of traditional processes is simple. You have high, medium, low priorities. Ok, for some organizations it is still not enough so they have priorities on the scale of 0 to 10.

But do such priorities help deliver the most important and most valuable thing at the same time?

In agile, we want to support the pull principle. We want to let our developers pull the next requirement, develop it, deliver it. Then continue to the next one. So, in Agile we need a line of requirements.  Agile processes and frameworks focus on the delivery of valuable stuff first. This is fine; however, there is a necessity to consider other perspectives as well.  There are two kinds of companies.

scrumdesk agile scrum companies type prioritization planning plan product owner

If you want to prioritize and be agile, you can’t be just one of the types. You have to be company following both of them and even more .

scrumdesk scrum product backlog prioritization owner moscow must should could won't

Customers’ perspective

In ScrumDesk we prefer to consider the customer’s perspective first. The idea is that a satisfied customer is a driver of further changes and success of the product itself . A satisfied customer is willing to improve the product not just by social marketing, by new ideas, but in our case even by the development of the product itself.

As the product owner, the first thing you have to understand is who your customer/user is. You need to understand and describe her space, her context, her jobs, the pains or gains she is looking for.

The best part is just coming. Based on a more than 10 years old survey done by Scot Ambler, 45% of functionalities are NEVER, NOT ONCE, used. Only 7% are used always. Plus 13% very often.

So, why develop something that customers will not use? You just spent the life of your colleagues! Common! The answer is NO! Now MoSCoW prioritization comes to help.

scrumdesk product backlog prioritization moscow must should could won't

Based on that you should be able to decide if a feature is:

  • Must – a heart is a “must”. Without it, there is no live organism. What is a must in your application?
  • Should – a hand is “should”. Without it is hard. But you can survive even without a hand. Well, in most cases.
  • Could – hair is “could”. It is fine to have them, you even look nicer, but you will definitely survive without them
  • Won’t – unnecessary waste. Btw, is there anything “won’t” in a body?

How to estimate MoSCoW values in 7 steps?

  • As a Product Owner, try to be in the skin of your customer. There might be multiple types of them, so choose one, or some group of them.
  • If you were him, will the feature be a must, should, could, or won’t?
  • Forget about the time of development, forget about effort. It is just about customer and feature.
  • What if this feature was not a must, but should? Would the customer realize that?
  • What if the feature was could and not should? Would the customer realize that?
  • Try to make it less “must”. Remember 7% features used always.
  • Compare requirements to each other. Repeat a couple of times.

Let’s say your backlog looks like this:

scrumdesk scrum product backlog user story map prioritization owner agile

After MoSCoW prioritization you should have a line of requirements ordered by MUST, SHOULD, COULD values. This might be done in ScrumDesk PLAN view

scrumdesk scrum product backlog user story map prioritization owner agile release plan

How to manage MoSCoW in ScrumDesk ?

To set the value to backlog item you need just click it (in any view, either STORY MAP , BACKLOG , PLAN or WORK ) to access details in the side view. Prioritization fields are displayed below the title of the backlog item. The first one is MoSCoW.

scrumdesk scrum product backlog user story map prioritization owner agile moscow must should could won't

Value can be visible on cards in STORY MAP.

scrumdesk scrum product backlog user story map prioritization owner agile Moscow on story index card

Once the value is entered, you can filter and group items based on it all ScrumDesk  views, i.e. in the product backlog.

scrumdesk scrum product backlog user story map prioritization owner agile MoSCoW

However, you are not done with prioritization in this step. What about business value? More to follow…

< Print physical cards  | Content | Agile prioritization based on Business value >

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corsair sailboat model f31rs

corsair sailboat model f31rs

Moscow Model Agency: The Best Agencies

Moscow Model Agencies – Check this article out to find the best agency for you in Moscow. Maybe you also like to take a look at the next big-city St. Petersburg .

Moscow Model Agency – Moscow is Russia’s most famous city and has a lot to offer. We took a look at Moscow and searched for the next generation of model agencies. These agencies provide high-quality media. Good modeling agencies in Moscow, guarantee reliable partners for perfect photos: agencies organize expressive and transformable models talents for advertising, campaigns, photo shootings and shops. Agencies attach great importance to punctuality, ambition and motivation. Model, product and location! Every single part of the shoot should be accurate so that you can be sure that you and your team will achieve your desired campaign results with them! Models can adapt flexibly to different challenges. Only those who are really comfortable in the job can get their performance in every planned shoot and even more creative ideas. Flexibility is standard. Models motivate teams and photographers to get the best out of them with every project. In this article, we have selected the best agencies in Moscow, like Avant Models, Aquarelle Models and DNA Models. Learn how to become a model .

Aquarelle Models

Aquarelle Models is a professional model agency, on the website you can see it. They have international models. They represent professionality.

DISTINCTIVE model agency was established in 2013 in Moscow as an international mother agency. In 2015, we opened our office in Orenburg, Russia. The idea is to bring a small group of exclusively represented models to the worldwide fashion market. They are happy to see the amazing results of our work! Our roster of models is rapidly growing as well as the number of completed international contracts

  • DMA Models Website
  • DMA Models Instagram
  • 21 Electozavodskaya street, Moscow, Russia
  • [email protected]
  • +79858948618

corsair sailboat model f31rs

VEA models is an international mother agency, founded in 2009. The head office is located in Hong Kong. Representatives of VEA models agency based in Ukraine and Russia. We are present professional and new face models of the America/Asia/Europe.

Modus Vivendis

MODUS VIVENDIS models management was founded in 1992 and almost immediately won the status of one of the leading agency in Russia. They are recognized as the most important agency for the local market and among the most important in the world as a mother agency.

  • Modus Vivendis Website
  • Modus Vivendis Instagram
  • 119435 Moscow, Rossolimo 17/1
  • [email protected]
  • +7 9256256426

Find other agencies in St. Petersburg and Russia in general, or go to Europe and choose one of your preferred countries.


We guide you worldwide! Your model agency guide, verified by model bookers and scouts.

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Best Agencies

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    Beam folded: 8.16'. Available in aft cockpit (AC) and center cockpit (CC) models. Each available with 'R' (racing option) with bowsprit and carbon spar. This design, of one variant or another, has proved to be one of the most popular of all the Farrier/Cosair designs. (Evolved from the F-9A, which was offered as a stock plan.)

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    1999 Corsair F-31 R. $69,000.00 $69,000.00. Year: 1999. Length: 31'. Engine/Fuel Type: Single/Gas/Petrol. Located In: Long Beach, CA. Hull Material: Fiberglass. Lightweight, high-performance version of the popular Corsair F-31 trimaran at a great price. Equipped with roller furling sails, a carbon fiber mast, and two motors.

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  23. Moscow Model Agency: The Best Agencies

    They are happy to see the amazing results of our work! Our roster of models is rapidly growing as well as the number of completed international contracts. DMA Models Website. DMA Models Instagram. 21 Electozavodskaya street, Moscow, Russia. [email protected]. +79858948618.