telstar 26 trimaran

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• By Ralph Naranjo
• Updated: December 2, 2003

The Telstar 28 is a new trimaran with a history that reaches back several decades. The first of Tony Smith’s original Telstar 26s hit the water in England in the early 1970s, and after he’d launched more than 300 boats, there was little question about the success of the pocket-size cruiser/racer. He’d moved the operation to Maryland by 1981, when a fire destroyed his plant, including all of the Telstar molds. Over the next 20 years, Smith developed a new multihull design and put Performance Cruising Inc. on the map as the builder of the popular Gemini line of comfortable cruising catamarans.

Smith’s family-run boatbuilding operation—managed by his wife, son, daughter, and son-in-law—is located on Back Creek in Annapolis, Maryland. Their streamlined business plan features a factory-direct sales approach, and their multihulls are fitted out and launched right next to the shop in which they’re built. Visitors to Performance Cruising see barrels of resin neatly lined up next to the most landward shop door and new boats exiting out the door nearest the water, waiting to be launched. As shoreside real estate in the United States has grown so expensive, this direct continuity between a boatbuilder and the sea has become endangered. Here, the builder can easily step from the shop floor to sea-trial a boat that’s under development; the craftsmen who built the boat can see it after it’s been launched; customers can return straight to the factory for refits.

Today, Performance Cruising is launching a new breed of Telstar, and Tony Smith, ever the innovative designer/builder, has made a trailerable tri that can fold its wings and fly to windward on the highway, then cruise comfortably at some new sailing destination.

The ingenuity behind the 2003 Telstar 28 starts with the way the outer hulls, or amas, swing on a rotary-pivot joint that converts 18 feet of sailing beam into an 8.5-foot dimension that fits comfortably in slips and highway lanes. Best of all, in the transformation, the amas tuck in next to the hull in a functional hydrodynamic alignment that makes powering a fast, seakindly alternative. In addition, the boat’s overall length remains unchanged, even after the outer hulls have rotated into narrow-beam trim, and the vessel can safely remain in this configuration for as long as desired. Because all the rigging is attached to the main hull, there’s no need to fiddle with shrouds as the amas are quickly and easily folded inward. The side deck attached inboard of each ama provides usable space that’s easy to walk on and great for lounging at anchor or while under way.

Every boatbuilder looks for a market niche in which his or her product thrives; until recently, Performance Cruising’s effort on behalf of its comfortable cruising Gemini catamarans was focused on middle-aged couples interested in a safe, stable platform that offers virtually all the comforts of home. By contrast, the design and marketing philosophy behind the new Telstar is much more about sailing performance, functional and spartan accommodations, and a return to cost-effective cruising. The management team at Performance Cruising recognized that the all-up cost of boat ownership includes more than the boat’s sticker price. Annual add-ons raise the operating cost, and they, combined with tighter economic times, have convinced Smith that the market was ready for a shoal-draft cruiser that can be stored in the driveway. As he says, “You can tuck the Telstar 28 away in the backyard for the winter or drive south on I-95 for more sailing and sunshine.” This versatility lessens the impact of slip and storage fees; at the same time, it greatly expands the range of potential landfalls.

That was the big idea. When it came to the boatbuilding, the new design needed a new structure, one different from the Gemini line that Smith & Co. had been building for two decades. Weight is a crucial factor in both performance and trailerability; the conventional solid-laminate hand-layup process used for the Gemini line would have tipped the Telstar scales into the overweight realm. The engineering team (Tony and his son, Neil) recognized that while sandwich construction and better resin control would help to shed pounds from the final boat, it also would require a new set of building skills.

When I first visited Performance Cruising early last spring, Telstar main hulls were being built in a hand-layup process using ATC Core-Cell foam, a top-of-the-line core material; plans were in place to change to closed-bag vacuum infusion, which, in addition to the structural advantages, releases less volatile organic compounds into the atmosphere.

During a subsequent visit to the factory last August, I watched Neil and his knowledgeable laminating crew use a vacuum bag to draw resin into the fabric and core material already carefully aligned in an ama mold. Once the resin had permeated all of the fabric and begun to accumulate in an overdraw tank, the workers shut off the flow and let the weight of the atmosphere evenly squeeze excess resin out through pinholes in a layer of peel-ply film. Vacuum techniques permit builders to create a composite structure with very low void content and an increased strength-to-weight ratio.

One of the biggest challenges for any multihull builder is finishing raw fiberglass edges aesthetically and cost-effectively while also keeping weight low. Whereas a monohull has just a single sheer line (with its attendant need for a toerail, bulwark cap, or other means of finishing off the interface between hull and deck), a trimaran has three times as much rail area to finish.

The Telstar’s ingenious foldaway feature adds still more parts that exhibit a raw fiberglass edge. One approach—the one the Smiths adopted—is not to hide the edges at all; rather, they employ good tooling and laminating techniques to produce clean edges straight from the mold.

Central to the Telstar’s design brief is the demand that she perform well under sail. That’s not to say this boat is a thoroughbred intended solely for racing-oriented sailors. On the contrary, she’s a cruiser that simply won’t be left in the dust during weekend club races or on the annual point-to-point distance race. More important, in my view, is the ease with which a shorthanded crew can coax this boat into action. In 5 to 7 knots of true wind, the boat hustles right along under working sail, and if the easily set asymmetric is hoisted, she takes on a turbocharged feel. Her light displacement shows up in quick acceleration under sail; that attribute also means that pinching when approaching chop or a powerboat wake will likely stop her dead in her tracks. The smooth, even feel of the helm is just right for tiller steering, and a simple tiller-connected external autopilot would be an inexpensive self-steering solution. The mainsail is fully battened, and the overlapping jib furls smoothly on a Furlex headfoil system. The deck-stepped double-spreader rig with roller-furling gear means you’ll need a crane or spar hoist to step and unstep the mast, but it’s a performance compromise that’s worth the extra complication. I like the simple multipart, end-boom mainsheet arrangement that’s attached to a useful pin-stop traveler just aft of the rudderstock. Another big plus is the ease with which the genoa sheets are handled on two self-tailing winches mounted on the cabin house. Even with a relatively small genoa, the boat accelerates quickly; when we lowered the centerboard, she climbed to weather as well as many monohull cruisers.

I first sailed the boat in light, fluky conditions, and while we were making progress with the working sail plan, adding the easily handled narrow-shouldered asymmetric really heated things up, resulting in a fun-filled 6-knot beam reach in a true wind that wasn’t much greater. There’s good seating in the cockpit, with ample visibility for the helmsman. The tiller has a nice feel; a monohull sailor feels very much at home driving this tri. It probably has something to do with riding in a lean center hull that’s actually in the water rather than being perched over the water on the bridgedeck of a cat. I could also feel how the buoyancy of the leeward ama delivered a righting force that I normally associated with the effect of gravity on a lead keel. Perhaps not lugging along all the lead makes sense after all.

Set for Speed

Under power, multihulls really come into their own. Their lean hulls and light displacement are easily driven by fairly small power plants. The Telstar 28 has been tested with 9.9- and 40-horsepower conventional-drive outboards, and thanks to the innovative lifting pod, the engine can be easily hauled clear of the water when the boat is under sail. When the power is on, so is the speed. Even the smaller engine drives the hull at more than 6 knots. The 40-horsepower option delivers 13 or 14 knots. At press time, Tony Smith had ordered a 70-horsepower jet-drive outboard, a third engine option that he hoped would offer 20-knot capability—significantly altering the weekend passagemaker’s cruising range.

Belowdecks, a simple, utilitarian layout works for weekending and even summer-vacation adventures for those with a camping mindset. Alternative arrangement plans include comfortable berths for two or four, a small galley, a nav station, and a head forward. The boat’s just right for such summer shoal-draft venues as Long Island’s Peconic Bay or Great South Bay. Or put her on the trailer and head to Georgian Bay or Puget Sound. In the fall, try the Chesapeake. In winter, explore Florida Bay or the Sea of Cortez. The Telstar 28 would be an excellent boat for any of these cruising grounds.

Ralph Naranjo is Cruising World’s technical editor.

Telstar 28 Specs:

LOA 27′ 8″ (8.43 m.) LWL 26′ 3″ (8.00 m.) Beam (amas out/in) 18′ 0″/8′ 6″ (5.49/2.59 m.) Draft (board up/down) 1′ 0″/4′ 3″ (0.30/1.30 m.) Sail Area (working) 680 sq. ft. ( sq. m.) Displacement 3,000 lb. (1,361 kg.) Water 30 gal. (113.5 l.) Fuel 12 gal. (45.4 l.) Mast Height 35′ 0″ (10.67 m.) Designer Tony Smith Sailaway Price $62,500 Performance Cruising Inc. (410) 626-2720 www.performancecruising.com

• More: 2001 - 2010 , Coastal Cruising , day sailing , multihull , Sailboat Reviews , Sailboats , telstar , trimaran
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Search our catalog, go direct, enter a boat reference, telstar 26 mkii trimaran, £ 0 sold / unavailable.

• Boat REF#  ·  42003
• Length  ·  26'1"
• Year  ·  1977
• Construction  ·  GRP
• Underwater profile  ·  Multihull
• Sleeping berths  ·  4
• Engine  ·  1 x gas 2 stroke 8hp, Mariner 8HP 2 stroke (2004)
• Lying  ·  Portsmouth

Boatshed Portsmouth

This boat is off the market but here are some boats that are still for sale.

• Specification
• Additional Information

Extra Details

Sloop rigged Dutch Aluminium spars (1997) with Stainless Steel standing rigging (1997)

Full suite of original sails.

Electrical Systems

12 volt battery, 1 batteries charged by: engine, solar panels

Construction

Accommodation.

2 burner propane Stove

1 halyard winches 1 anchors (Fortress 16) 16'5" of chain 98'5" of rode

Nav Equipment

Autohelm 1000.

Safety Equipment

4 bilge pumps (1 manual / 3 electric)

Fire fighting equipment.

Broker's Comments

This Telstar is in good shape with a lot of time and money spent by her current and previous custodians. Sails, engine, running rigging and a whole raft of improvements having been fitted since 2003. Multihulls such as this represent good, stable, and above all fast cruising vessels giving a good cruising range and reasonable accommodation for their size. They also benefit from large wide open deck spaces. Book your viewing now! These boat details are subject to contract. Note: Offers on the asking price may be considered.

Please note this comments section is public . Please do not post your personal details here. To enquire about purchasing this boat, please contact the broker directly at [email protected] Please read our commenting guidelines before posting.

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Cost Of Ownership

Telstar 26 Mk 2 Trimaran Boat for Sale

• accommodation
• mechanical and rigging
• Manufacturer:
• Location: Nr Portsmouth
• LOA: 26'2" (8.00m)
• Beam: 15' 0'' (4.58m)
• ID no.: 03185
• Engine Make: Mariner
• Drive Type:
• Fuel Type: Petrol

Broker Remarks

Clearly "Hush" has been extensively refurbished since 2003, lots more extras than we can list here. A 2003 survey is available. With the tardis like interior common to most multihulls, she offers bags of scope and is excellent value for money.

Accommodation

4 berths, one double and two singles. Seperate heads with Jabsco sea toilet ('03) & handbasin. Twin burner gas cooker & stainless steel sink; interior lights ('04). Green vinyl upholstery ('03) Light timber cabin deck lining ('03). Alloy framed windows ('03)

Mechanical and Rigging

GRP multihull; tiller steering. Epoxied & faired underwater section of hulls. Swing keel, fully retractable. Mariner 8hp Sail Power 2 stroke petrol driven outboard motor ('04), alternator to charge batteries, solar panel fitted 2006. Hyde fully battened main with cover and jib ('03), Furlex roller furling, furling jib cover. Seateach Cruising chute ('03) with snuffer ('07). Slab reefing back to cockpit. Two speed winches. The original sails are included, still in good condition.

ST40 Bi data depth & speed ('03), Plastimo bulkhead compass ('03). Hawk wind indicator, nav lights & deck light. Autohelm 1000 tiller pilot. Electric bildge pumps fitted in floats ('04) shore cradle ('06) Anchor (Fortress FX-16), warps, fenders.

Contact NYB Chichester

• Address: Network Yacht Brokers Chichester Blackrock Yachting ltd Unit D3 Chichester Marina Chichester PO20 7EJ
• Telephone: [+44] [0] 1243 550042 --> [+44] [0] 1243 550042
• Fax: 01243 550042
• Email: [email protected]
• Link to full office details

Disclaimer : Blackrock Yachting Limited t/a Network Yacht Brokers Brighton offers the details of this vessel for sale but cannot guarantee or warrant the accuracy of the information contained in the specification or warrant the condition of the vessel or equipment. A buyer should instruct his agents, or surveyors, to investigate such details as the buyer desires validated. This vessel is offered for sale subject to no prior sale, price change, or withdrawal without notice.

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2005 Telstar 28 Trimaran

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Make Telstar

Model 28 Trimaran

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2006 Telstar T2 Trailerable Trimaran

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Model T2 Trailerable Trimaran

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1963 Sangermani TELSTAR

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Make Sangermani

Model TELSTAR

Category Cruiser Boats

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2006 Performance Cruising Telstar 28

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Make Performance Cruising

Model Telstar 28

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2005 Performance Cruising Telstar 28

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2005 PERFORMANCE CRUISING Telstar 28

Green Bay, Wisconsin

Private Seller (608) 516-8544 Photos Photo 7 Photo 9 Photo 3 Photo 4 Photo 5 Photo 6 Close Request Information * Name First Name * Email Telephone (optional) Best Time to Contact Anytime Morning Mid-day Evening Question/Comments (optional) Shop Safely: Protect Your Money. By using this site, you agree to our Terms of Use. Contact Seller 2005 PERFORMANCE CRUISING Telstar 28, This is a turn-key boat, 2005 cruising/performance boat. Put her in the water and sail away. She is absolutely a fun ride. This is a trailerable boat, we trailer out of Green Bay and taken it as far as Spanish, Ontario, Canada. We have been out as long as 17 days, needing only a pump out once per week...no need for battery charging. This boat has been in fresh water since 2010. Stored in-doors in winter. She was sailed for 4 weeks each in 2010, 2011, 20012, 2 weeks in 20013, and 1 week in 2014 - all in fresh water and for 1-2 weeks at a time. The trailer has new brakes in 2010, 4 new tires 2011, two spares, and checked by an ASA professional every year. Motor has been properly winterized with new engine oil, filter, gear lube, and spark plugs every spring. Also flushed with engine attachment flush adapter (included) every fall.Cabin has been modified for 2 person cruising but can be returned to original design easily.We have sailed for a week with 4 people on-board by putting up a 2 person tent in the ama...really! We have day-sailed with 8 people on board.We always have an anchorage no matter how crowded the anchorage may be because we only need 2 feet of water, even when using the motor to maneuver.There is over $4,000.00 worth of extras on this boat, all less that 4 years old.We are asking $63,000.00. Make an offer. We may deliver based on location, the boat is currently in Green Bay, Wisconsin. $63000, 6085168544 Be sure: Get a boat history report|Finance this boat|Get an insurance quote|

1981 Telstar 26 [8M] Folding Trimaran ****SOLD September 2014

Tacoma, Washington

1981 Telstar 26 [8M] Folding Trimaran 26 ft folding Trimaran designed and built by Tony Smith who now builds the Gemini 34 / 105 Catamaran and the Telstar 28 T2 folding tri. This one is Hull #254 - one of the last few built in the USAMuch roomier than the Farrier tris end the newer model Telstar and solid decks are very convenient for dinghies, dock boxes or just lounging around -- Makes it the most spacious trailerable boat ever... I have both sailed and motored at over 9 knots! Motor steers with the rudder to make this tri turn sharp in a marina. This boat is totally solid and everything works. Pressure water. Propane 2 burner stove. Enclosed head with 5 gal holding tank. Much roomier than the Farrier tris and soldi decks are very convenient.Must be folded after it gets on the trailer with a sub frame to get the boat up high so the folding clears the fenders, but the boat can be launched without getting car wet.Has bathroom, stove, sink with water pressure, and water capacity of 10Gtowing weight 6K Full set of 5 sails. including genoa, storm jib and spinnaker, and roller furling genoa. Autohelm tiller autopilot. 2 depth sounders. Compass. Must be folded after it gets on the trailer which has an amazingly engineered sub frame to get the boat up high so the folding amas [side hulls] clear the fenders, but the boat can be launched without getting car wet in 45 min and mast put up in 15 min more. This has been our personal boat. We have cruised in Desolation sound and Barclay Sound, on both sides of Vancouver Is. as the trailer trip between the two is only 30 miles!Comes with Honda 9.9 4-stroke.But for $3000 more I can swap out the Honda 9.9 for a still under warranty 2013 Mercury 30 EFI is sweet on beefier motor mount and is only 157# - a few more than Honda 9.9 that came with it and the new mount system is easier to lift than the stock system with the Honda 9.9. Because it is EFI [electronic fuel injection like all cars have been for last 30 years]. It is much more fuel efficient and you never need to worry about ethanol gumming up your carb[s]. Price reduced 4/26/14 For additional information, reply to this ad or see: http://www.vflyer.com/home/crlk?id=235000240&ps=16 vFlyer ID: 235000240

1985 Hans Christian 38T

Gig Harbor, Washington

Make Hans Christian

Category Cutter

Posted 1 Month Ago

The seller, a professional Captain, is willing to offer comprehensive training on the boat's systems and sailing techniques. All records have been kept with the boat and all systems are in working order. The boat bottom was peeled and had four coats of WEST Epoxy and Petit Barrier coat applied 8 years ago (Zero Blisters). New Dodger, new hatch, and helm covers. New four deep cycle battery bank was replaced this year along with an extra set of sails in good to excellent condition. Also comes with a new Italian-made sea drogue worth over $2,800. There are a few small jobs still left for the new owner like refreshing the cap-rail (bright work) and a little touch-up paint on the bowsprit. Once on board, you'll feel how solid this boat really is!! Stock #387943 TIMELESS ELEGANCE AND STYLE ARE ON FULL DISPLAY WITH THE SOLID BUILT 1985 HANS CHRISTIAN 38T BLUE WATER CUTTER Welcome aboard this spectacular 1985 Hans Christian 38T, fully equipped for cruising and more. Crafted by Harwood Ives and custom-built by Hans Christian Yachts, this classic vessel embodies the essence of sailing on the high seas. This 38-foot fiberglass hull beauty is a heavy displacement, double-ended cutter rig designed specifically for blue water adventures but makes for a fantastic liveaboard as well. This unique sailboat with a clipper bow and a long bowsprit, gives her a unique head-turning appearance. The solid reputation of the Hans Christian has a devoted owner base, this vessel stands out for its superior build quality and timeless design. Her stunning interior is a testament to the exquisite craftsmanship and is filled with beautiful Burmese Teak cabinets, cupboards, and drawers. Featuring two cabins and a quarter sea berth along with a spacious enclosed head that includes a private fully tiled shower. Navigate the entire cabin with a wide center aisle and for your taller crew, you'll enjoy 6 foot 6 inches of headroom. A large 'Butterfly Hatch' brings in the light above the U-shaped dinette settee just opposite a comfortable couch style settee to stretch out and relax. You'll enjoy the gourmet U-shaped galley boasting genuine marble countertops with ample room for meal prep, a fully functional propane 3 burner cooktop, oven, and topside fridge/freezer surrounded by those teak cupboards, cabinets, and drawers. A quote from the Seller, an experienced Captain in his own right - "Personally, I am most impressed with all of the self-tailing bronze winches that are placed all over the boat. I've never seen a boat with so much bronze jewelry. not even on another Hans. I can imagine what those winches alone much have cost when they were installed. As you probably know self-tailing winches are already ridiculously expensive but to have them in bronze is quite the unicorn. This true 'Blue Water Boat' is built like a tank and laden with teak and bronze jewelry!" The Hans Christian's Telstar keel with clipper bow and duel roller furling head sails make her a dream boat for liveaboards and seasoned sailors alike. This vessel is outfitted with modern amenities, including a Raytheon Auto Helm, Monitor Wind Vane, Magnum inverter, and solar panels (extra working panels included). The recent upgrades, such as fresh bottom paint and a new dodger, ensure optimal performance and comfort. Other great features include an electric windlass, microwave, diesel cabin heater, cruising sea drogue, spinnaker and an extra set of sails. This boat with the traditional V-berth fore-peak, could not be more of a dream boat for the liveaboard or the saltiest of hard-core cruising sailors. Don't miss the opportunity to own a piece of sailing history - with reportedly only 5 of these unique vessels built in 1985. The perfect boat for exploring the Puget Sound or completing that dream of cruising the World! Reason for selling is extra inventory.

The seller, a professional Captain, is willing to offer comprehensive training on the boat's systems and sailing techniques. All records have been kept with the boat and all systems are in working order. The boat bottom was peeled and had four coats of WEST Epoxy and Petit Barrier coat applied 8 years ago (Zero Blisters). New Dodger, new hatch, and helm covers. New four deep cycle battery bank was replaced this year along with an extra set of sails in good to excellent condition. Also comes with a new Italian-made sea drogue worth over $2,800. There are a few small jobs still left for the new owner like refreshing the cap-rail (bright work) and a little touch-up paint on the bowsprit. Once on board, you'll feel how solid this boat really is!! Stock #387943 TIMELESS ELEGANCE AND STYLE ARE ON FULL DISPLAY WITH THE SOLID BUILT 1985 HANS CHRISTIAN 38T - SELLER WILLING TO FINANCE WITH GOOD DOWN PAYMENT! Welcome aboard this spectacular 1985 Hans Christian 38T, fully equipped for cruising and more. Crafted by Harwood Ives and custom-built by Hans Christian Yachts, this classic vessel embodies the essence of sailing on the high seas. This 38-foot fiberglass hull beauty is a heavy displacement, double-ended cutter rig designed specifically for blue water adventures but makes for a fantastic liveaboard as well. This unique sailboat with a clipper bow and a long bowsprit, gives her a unique head-turning appearance. The solid reputation of the Hans Christian has a devoted owner base, this vessel stands out for its superior build quality and timeless design. Her stunning interior is a testament to the exquisite craftsmanship and is filled with beautiful Burmese Teak cabinets, cupboards, and drawers. Featuring two cabins and a quarter sea berth along with a spacious enclosed head that includes a private fully tiled shower. Navigate the entire cabin with a wide center aisle and for your taller crew, you'll enjoy 6 foot 6 inches of headroom. A large 'Butterfly Hatch' brings in the light above the U-shaped dinette settee just opposite a comfortable couch style settee to stretch out and relax. You'll enjoy the gourmet U-shaped galley boasting genuine marble countertops with ample room for meal prep, a fully functional propane 3 burner cooktop, oven, and topside fridge/freezer surrounded by those teak cupboards, cabinets, and drawers. A quote from the Seller, an experienced Captain in his own right - "Personally, I am most impressed with all of the self-tailing bronze winches that are placed all over the boat. I've never seen a boat with so much bronze jewelry. not even on another Hans. I can imagine what those winches alone much have cost when they were installed. As you probably know self-tailing winches are already ridiculously expensive but to have them in bronze is quite the unicorn. This true 'Blue Water Boat' is built like a tank and laden with teak and bronze jewelry!" The Hans Christian's Telstar keel with clipper bow and duel roller furling head sails make her a dream boat for liveaboards and seasoned sailors alike. This vessel is outfitted with modern amenities, including a Raytheon Auto Helm, Monitor Wind Vane, Magnum inverter, and solar panels (extra working panels included). The recent upgrades, such as fresh bottom paint and a new dodger, ensure optimal performance and comfort. Other great features include an electric windlass, microwave, diesel cabin heater, cruising sea drogue, spinnaker and an extra set of sails. This boat with the traditional V-berth fore-peak, could not be more of a dream boat for the liveaboard or the saltiest of hard-core cruising sailors. As mentioned - the Seller will consider Private Financing to get you started! Don't miss the opportunity to own a piece of sailing history - with reportedly only 5 of these unique vessels built in 1985. The perfect boat for exploring the Puget Sound or completing that dream of cruising the World! Reason for selling is extra inventory.

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Telstar 8M is a 26 ′ 2 ″ / 8 m trimaran sailboat designed by Tony Smith and built by Sandwich Yacht (UK) between 1970 and 1981.

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)

The TELSTAR was designed and built by Tony Smith in Britain from the early 70’s through about 1980. The UK TELSTAR production was somewhere around 200 boats - first there was the TELSTAR 26 and around 1977 the TELSTAR 8m, which featured a fatter/roomier main hull. There was also a TELSTAR 35 and a version of the 8m which had outer hulls which pulled in close to the main hull while the boat was in the water, but few were built. Tony emigrated to the US and set up Performance Cruising in Maryland. There may have been 10 TELSTARS built in the US in late 1980 to mid-1981 (serial numbers 250 through 259 or 260). The factory burned down in mid-1981, and all molds were lost (Tony started building the GEMINI catamarans after the fire).

Type Year Hull #s LOA Sail Area Weight Comments

Prototype 1970 001 26’ 298 ? Entered Crystal Trophy

MK 1 1970-1975 002 - 080 26’ 340 3500 Std boat. In production 3 years.

MK 2 1976-1977 083 - 171 26’ 300 2800 Floats lengthened?

Marina Version 1978-1979 009 & 187 ? ? ? Folding amas.

Mk 3 1978-1979 172 - ? 8m ? ? Enclosed c/b trunk. Wider center hull.

8 meter (Std) 1978-1980 172-216 8m ? ? Standard 8meter. Heavier than later versions.

8 meterE 1980 184 + 8m 285/320 ? Economy lightweight. Tall rig (34’)

8 meter/Std 1981 250-260 8m ? ? Standard boat produced in USA.

T 36 1978 T35 (1 - 8) 35’ 470 11000

A new TELSTAR 26 is now available from:

Performance Cruising Inc. 7364 Edgewood Road Annapolis,Maryland 21403 410.626.2720 www.geminicatamarans.com

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• Sailboat Reviews

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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Telstar 26 complete renovation and modification project

Discussion in ' Fiberglass and Composite Boat Building ' started by ar99kid , Mar 12, 2013 .

ar99kid Junior Member

Trimaran Telstar 26 complete renovation and modification project hello to everybody ! this will be my restauration project and maybe will take a few months ... a few words about me and my boat . i am a new sailor and this is my first sailing boat ! i own a auto tuning and performance shop here so working in fiberglass is not a problem ,carbon fiber , welding , bending pipes , prepping and painting also . i am located in romania , europe and for this reason please bear with my english or maybe spelling the right way bought this boat in summer 2012 as a project for this winter. this boat hasn't seen the water since 2004-2005 ... so it is in a pretty bad condition overall , but i have big plans for it !!! . during this time i was only studying a lot of future design improvements interior and exterior , different mechanism for raising the amas easier , lifting the mast , making a boat support for the trailer . things will be posted as progress .... i will build this trimaran as luxury , spacious , elegant and comfortable as possible for this kind of boat , even if this means to sacriffice a little bit of performance . i intend to make it to accomodate 4 people in 15 days cruising holidays so will be a lot of mods from the actual boat design ! well lets start ... first of all here are some pictures of the actual boat  

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keith66 Senior Member

I know several people who have owned these & they are well regarded boats and fast. I would be very careful about altering the way the floats fold as they are very strongly engineered & need to be! The main thing with the interior is keep it light!  

Steve W Senior Member

A friend of mine bought one of these on ebay a few years ago in Steinhatchee, Florida and 3 of us drove down and worked on it for a couple of weeks and then sailed it south to Pine island and did more work and then sailed it to Key west where 2 of us left and another guy flew in and they continued on to Belieze. What i can tell you is dont add weight to make it more comfortable, remove weight. I cant really comment about performance as we were overloaded with a lot of growth on the bottom for the first psrt of the trip and the sails were old, in this condition it sailed poorly. At Pine island we cleaned 4 years of growth of the bottom,built a new centerboard and other work but we were still overloaded with old sails. I still like the boat and think it could probably sail as well as a decent monohull of the same size and vintage but only if kept light and this takes real dicipline. I slept on one of the wing berths and it was pounded unmercifully, im sure that the overloading was largely responsible but even when at anchor in Key West when it was flat calm at 5 in the mornings i would wake up to the sound of fishing boats heading out and moments latter i would be pounded, so, 4 people for 15 days sounds like overloaded to me unless you are ruthless at keeping it light,starting with the refit an then dont add a lot of crap that requires extra batteries, if you can adopt a backpackers mindset you may be ok. Steve.  

hey thanks for your thoughts ! because this is my first sail i would take care of all the places where seems to be loads like amas connecting points , mast support , etc. i am more inclined to be a safe boat as i am a beginner . regarding the weight will try to remove / replace as much as i can with lighter parts , but still rather be a slow sail but comfy . do you somehow know for example if boat is sitting in the calm water and you put let's say 100kg on the bow or stern , how much will this weight affects ? like 1cm , 2 cm ? i really didn't have this boat on the water so i don't know how "sensitive" it is ...i am asking this because i will refit everything and from my research i know this one has a poor bouiancy on the stern , so i could move some weights during the refit like battery in front , will be an inboard engine which i have the option to go a little to the bow etc . some impressions ?  

first thing to do is cradles because i bought the boat without trailer , i need to do a support for it . this will be able to keep the boat on flat ground and also will be made so i can put it on a trailer . i decided to make two cradles in total , in in the back and one in the front .the back one will be taller so it can support a little on the sides also , the front one will be shorter because on the tip of the boat will also be a "fork" which will keep the boat . so made templates from the bottom of the boat and start working ... here is the back one... by the way because i am new to this kind of things i appreciate very much any words , opinions and suggestion for this project! the cradles are exactly under the separating wall in the hull front and rear ... i think this is called bulkheads ? i thought that this area is stronger for supporting the boat . my cradles are not so "wide" , the rear one is about 6" and the front one is 5"... . the steel beams are rectangular pipes 4"x 2" and the strings are 3" x 1 3/4" . here are some pics with boat sitting on them ...  

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next thing to do is working on the amas hinges . my system looked pretty strange to me , i am not shure if this was original or not , but the amas were sitting very low when folded down . again because i don't have the trailer yet and considering the wheel fenders are usually higher , i decided to mod the hinges . also the original system didn't let the amas fold close to the main hull and this was also a problem considering the wide restriction for the roads in EU 255cm ! so target for hinges : 1. raise the amas when folded 2. get the amas under the main hull deck , but get as close as possible to hull to meet the 255 cm wide 3. when folded down , amas should not touch the corners like they do now 4. when raised , to get perfectly aligned with the hull supports for easy mounting the bolts after i understand how they work what they need to do on some cardboard templates , i start to work on the steel ones . because i don't have yet any system for raising the amas i was using the engine cranes with good results and after 4-5 hours of spot welding , drilling , raising , bolting , get them down again etc i finally got them to work as i want them to !!! they go under , they get wide as the main hull , they touch the hull only bottom down not on the corners ... so every thing is perfect ! but this is only the right one ! i need to do the left one also ...  

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with the help of another member on a forum i end up with this design which is working perfect for my target . and here they are half finished , grinded ,rounded corners...  

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forward progress... after finishing with the hinge system and working well , i ve started to work on the right ama. seems that in the past the deck was split from the main for some reinforcement , but when glued back together wasn't done well and cracked. plus there were some bolts cover with some fiber glass tape without proper prepping... so started to grind everything down fiber glass , glue , putty ...everything till the original fiber glass of the boat ! here are some pics after glued all the edge poped new stainless steel rivets one 5mm followed by two 4mm and so on . because i have a lot of carbon fiber leftovers i used them for the areas where i need the fiber to be thicker. after that was grinding again and the final two layers of fiber glass...  

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more pics  

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final layers all around the edge... looks much better and much stronger than it was . now i have a pretty straight line and flat surfaces . because of using 150 pcs of stainless steel rivets only on the inner side , being grinded till the original fiber glass , 4 layers in total of fiber , this should be very strong also the inner side of the ama is almost finished. fiber glass putty and sand it ...  

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started on the outer side doing the same thing : grinding everything till the original fiber glass , stainless steel rivets , fiber glass putty , fiber glass 3 layers ...  

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hey Paul !!! you have gave me some great news !!! i am really happy that you know this boat ! i hope that you can help me and teach me some things about it ! as you already know this will be a long project and also my first sailboat , my first trimaran , my first a lot of things ... for me also looking at all the rigging stuff , all the pulleys , all the lines it is making me confused . hope to see you here and i am listening of all you want to tell me ... you know this boat , you have sailed it !!! do you remember yours father's friend name ? Leslie Cox ? and yes , i will take care of it ! i have dreamed about owing a telstar and i will put a lot of work and soul to finish this boat !  

also did some reinforcement to the supports . there were a lot of cracks around them so i decide to remake all the fiber glass ... going further ... finally everything is fiber glassed on the exterior and started with fiber glass putty. a lot of sanding , another layer of putty etc... lot of dust on everything  

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supports area ... this is on top , but there are 3-4 layers of fiber glass also in the inside  

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the deck ! i have plywood decks on the amas and they look pretty good condition . started to sand it rough because it has about 4-5 layers of different paints . i have made another hatch in a place where seems that was another one in the past and the plywood was a bit damaged from humidity. round that area i have sand it till the wood and paint it with fiber glass resin. also there were some other places with the same problem ... on the deck for a non slip surface i was thinking about some sort of sand or grit. after doing a little bit of research i decided to use wall nut shells. here in romania i didn't find any store where i can buy it and tried to make my on grit crushing shells in a corn machine ). and here is the result ...pretty happy with it ! one sample is with 1.5 mm grit and the other one is 2 mm grit. o layer of resin followed by nut shells and after that a layer of clear gelcoat or white gelcoat . so i have ordered some marine okoume plywood 6 mm as my other deck and made the front and rear semi decks. just to have some more strength when stepping there also ... here they are  

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Alternative to plywood interior on my Telstar Trimaran

Gelcoat completely bonded and ruined Mold... no idea why

Did i mess my project up completely?

complete rebuild

swiftcraft stiletto complete rebuild

78 14' Winder Resto Completed

How to Prepare for a Complete Gelcoat?

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• Board index Public Forums Telstar 26's and 8M's

Telstar 26 Mk2 Trailer

Post by dancason » Fri Jul 28, 2017 10:17 am

Re: Telstar 26 Mk2 Trailer

Post by Hull52 » Sat Jul 29, 2017 1:18 am

Post by dancason » Sat Jul 29, 2017 7:58 am

Post by Hull52 » Mon Jul 31, 2017 5:03 pm

dancason wrote: Thanks hull 52, Do you have any pics from the side showing the points that are supported along the hull lengthways. All the Telstar trailers i have seen seem to use the u shaped brackets made to the hull width so central hull is cocooned. As the middle is the widest point how does this work with a skinnier rear one as i'd like to self launch on slipways so was thinking i'd use roller setup instead. Guess i could use a single front one if it helps orientate the boat level. Also like yours they seem to have supports up to the upper central hull which to me would also make slipway self launch off the cards. Hopefully i'm wrong but how do you launch and what are your thoughts on the above. Last point is how far back is the last support. I.e how much of the rear can stick off the trailer unsupported?

Post by dancason » Mon Jul 31, 2017 7:55 pm

Post by Hull52 » Mon Jul 31, 2017 9:38 pm

dancason wrote: Ah great pics yes that makes a lot of sense. I'm thinking that due to the location accuracy I guess you need to fold the amps onto supports this is the reason why they have the shaped supports. I think I am going to see if having 2 shaped supports on the bow and main mid support, to then use rollers for the rear support like you suggest that could be lowered for launch and retrieval, and then be lifted up for transport and storage to support the rear end. I'll update on here once I have done a bit more research and will talk with some companies about cost to build one up or adjust a used one I can get off e-bay. New ones just seem to look more flimsy than older ones I see on e-bay and i'm a fan of strength rather than weight saving, mpg etc... Plus I may be able to reuse the rollers from a used trailer and just have the 2 front shaped supports made up and ama supports. As the amas come down low I might have to go with smaller wheels than I would have liked. But i'll look into this and have to calc overall height when boat is on trailer. That is a measurement that would be really useful actually if you do get the chance. Thanks, Dan.

Post by dancason » Mon Jul 31, 2017 11:10 pm

Post by Hull52 » Tue Aug 01, 2017 6:04 pm

dancason wrote: Bulkhead locations would make sense. And that makes me feel better and understand the overhang at the back. Although with rollers here they should spread the weight out over a large area which from my reading is the best way to spread weight. Oooh, where are you planning on taking her in a container? Thanks that would be handy. Dan.

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