Meridian Yacht Services

EduCATS Training Services, by Meridian Yacht Services based in Ft Lauderdale FL, offers quality content in a comprehensive training curriculum for new owners of cruising catamarans from 40' to 70'.

Whether you are brand new to sailing catamarans and need the full, 7-10 day immersion course, or you are an experienced sailor and need only to perfect a specific skillset or skillsets to round out you sailing skills to completely master your catamaran, EduCATS Training Services has the knowledge and experience to meet your learning needs, on your own catamaran!

Each engagement is tailored to your learning objective(s) in a professionally designed immersion course complete with training manuals and visual aids, on your own catamaran, wherever she may be.

Yes, we travel to you and act as your personal coach for a flat daily rate for up to four pupils, thereby reducing the additional costs incurred with traditional "package" courses, such as multiple airfares to the sailing school venue, per person tuition for each class taken, room and board, learning on a cat other than your own and sharing hands-on time with other students. The only additional costs you incur are: one airfare and ground transportation to and from the boat and one extra plate at the dining table.

We don't just teach you sailing and maneuvering, but identify your level of knowledge and expertise across all five skillsets required to master your own catamaran.

Each day on board begins after breakfast with a short "classroom" session to identify and discuss the learning objectives for that day. This morning class usually takes about 1 to 1.5 hours, after which we get underway and spend the entire day with repetitive practice. As the day winds down, we engage in either anchoring, picking up a mooring ball, or tying up to a dock, followed by a "debriefing" session to discuss the day's activities with an emphasis on specific skills that may need to be revisited the following day. There are also informal daily quizzes before dinner that end the day. Each day adds to lessons learned the day(s) before, creating a very efficient and effective learning experience in a relatively short period of time.

For more information on the curricular offerings, as well as pricing, contact us at 954-326-3838 or visit our website at www.meridianyachtservices.com and select the "Training", "Contact Us" and "About Us" tabs on the top memu bar. We also invite you to visit our blog under the "More" tab.

Fair winds!

Meridian Yacht Services Meridian Yacht Services provides professional delivery services and new owner orientation and training on sailing catamarans from 40 feet to 80 feet in length

8 nm off Palm Beach, heading for Hilton Head SC with owners aboard Leopard 50. All's well!

Looks like we may be in for an active hurricane season this year.

Explosive Atlantic hurricane season predicted for 2024, AccuWeather experts warn A super-charged hurricane season could spawn a near-record number of storms in the Atlantic this year, and forecasters may even run out of names for storms amid a frenzy of tropical systems.

5 Skillsets – Part 4 – Sailing

This is the content that mainstream training programs concentrate on as their training model is designed to address general sailing techniques common to all sailboats regardless of make, model, or type of vessel. The training is divided into classroom (didactic) and on-water (experiential) training. In basic keel boat training, for example, the common approach is to spend mornings in the classroom and on-water in the afternoon.
The content in most of these programs includes the following procedures.
1) Raising, lowering, and furling sails - In other words, sail handling using the appropriate running rigging, i.e., halyards, sheets, reef lines and furling lines.
2) Tacking or Coming About - a sailing maneuver by which a sailing craft (sailing vessel, ice boat, or land yacht), whose next destination is into the wind, turns its bow toward and through the wind so that the direction from which the wind blows changes from one side of the boat to the other, allowing progress in the desired direction.1
3) Jibing (U.S.) or Gybing (Britain) - a sailing maneuver whereby a sailing vessel, reaching downwind, turns its stern through the wind, which then exerts its force from the opposite side of the vessel.2
4) Sail trim – In general, proper sail trim involves true and apparent wind, point of sail, positioning the sail(s) to maximize lift and balancing the force of the wind against the sails with the resistance caused by the shape of the vessel’s hull and keel through the water.
5) Heaving to - a way of slowing a sailing vessel's forward progress, as well as fixing the helm and sail positions so that the vessel does not have to be steered. It is commonly used for a "break"; this may be to wait for the tide before proceeding, or to wait out a strong or contrary wind3. For a solo or shorthanded sailor, it can provide time to go below deck, to deal with issues elsewhere on the boat or to take a meal break. Heaving to can make reefing a lot easier, especially in traditional vessels with several sails.4
6) Reefing – The process of depowering the sails by reducing the sail area with the use of reef lines.
7) Anchoring – The process to secure a vessel to the bed of a body of water to prevent the craft from drifting due to wind or current. There is a variety of styles of anchor for catamarans and currently the most popular anchors that are effective in a variety of holding grounds (the area of the seabed that holds the anchor) are the Rokna, Mantus and Vulcan anchors. All anchors are classified as “temporary” anchors.
8) Mooring – Moorings are “permanent” anchors and are rarely moved; a specialist service is normally needed to move or maintain them.
Two additional topics, Weather and Chart Navigation, are covered in subsequent classes offered by mainstream programs, but other topics may or may not be offered, like
1) Operating/maintaining winches and the windlass or,
2) Going aloft or
3) Grounding and kedging off
In our EDUCatstm Training Course, by Meridian Yacht Services, an immersive,7-day live-aboard training program is conducted on the owner’s own catamaran covering all the above topics. In addition, every day’s instruction is grounded on learning good Seamanship, which will be discussed the next, and final, installment of this series.
After a complete assessment of their sailing goals and objectives, the course is customized to meet those goals, whether it is day sailing, coastal cruising over a brief period, or living aboard and doing short passages like going from Florida to the Bahamas or the Caribbean. If their goals include circumnavigations, the program is expanded as more time will be required to delve deeper into the additional skills necessary to properly prepare them for such a task. Each day begins with didactic preparation of the topics to be addressed that day, followed by a full day of practice on the identified skills to be learned that day with each day building upon what was learned on the previous day(s). Class is limited to just four students to make sure that each student receives high-quality, personalized instruction. At the end of the course the student(s) are capable of safely operating their cruising catamaran during the day (or night, if applicable).
Next up will be the essence of what makes a good sailor the best sailor, Seamanship!
References:
1 Keegan, John (1989). The Price of Admiralty. New York: Viking. p. 281. ISBN 0-670-81416-4.
2 Keegan, John (1989). The Price of Admiralty. New York: Viking. p. 281. ISBN 0-670-81416-4.
3 Schell, Andy (21 January 2013). "Cruising Tips: Heaving-To". Sail Magazine. Retrieved 21
4 June 2017.www.sailingusa.info/points_of_sail.htm Archived June 26, 2006, at the Wayback Machine

5 Skillsets Needed to Master Your Sailing Catamaran – Part 3 (con’t) – Mechanical

This is the final installment of Part 3, the five on-board systems found on cruising catamarans.

For those of you who may not have been following these articles from the beginning back in September, there are five skillsets that every catamaran owner should master to assure safe and pleasurable experiences while cruising on a catamaran:
1) Close quarter maneuvering,
2) Piloting,
3) The five on-board systems and,
4) Actual sailing of the catamaran and,
5) General seamanship skills.


As I have done with the prior topics, this will not be an in-depth lesson in the structure, function, maintenance and troubleshooting of catamaran engines and generators but, rather, a brief introduction to the system to function as a guide for further study and training.

Depending upon the size of the catamaran, it may be powered by either diesel or gasoline engines. The generator (if there is on onboard) is typically diesel. For the purposes of this article, I will be talking about diesel engines.

As you know, catamarans are powered by two engines, one in each hull. These engines are located at the rear of the vessel in an engine compartment in the area called the “sugar scoop” or, in some cases, under the bunk in the aft cabin. Older catamarans were built with shaft drives but over the years that design was replaced with “sail drives.” The sail drive is a transmission with two right angles on a shaft that connects the engine with the propeller.

By eliminating the shaft drive, the engine could be placed farther aft to not only create more living and storage space within the catamaran, cut also reduce the noise, smell and heat generated by the engine under the cabin bunk or under the cabin sole (floor). With the shaft drive, the engines were placed farther forward which allowed for better weight distribution. Moving the engines to the rear and using sail drives, the bottom design had to be adjusted to accommodate the added weight aft.

Sail drives are surprisingly robust, but there are some positives and negatives which include, but are not limited to:

Positives:
The engine can be lifted straight out, so no manhandling through the saloon,
They are easy to service and keep clean,
There are no internal odors,
They offer a more efficient prop drive angle and,
There are no bent shaft, alignment, balancing, cutless bearing (a bushing insert in the strut that supports the propeller shaft), or dripping seal issues.

Negatives:
Sail drives need more anti corrosion care underwater,
There can be clutch wear, especially in older models,
Oil seal replacement can be complicated - but may be so on shaft gear boxes, as well,
There is a potential for catastrophic damage from mooring line wraps around a prop where the sail drive becomes unseated and breaks a seal.

With proper inspection and preventive maintenance of the power train along with an active awareness of the potential for fouling the props under power while motoring, motor sailing or maneuvering, one may enjoy many hours of safe operation.

With a new diesel engine there is a mandatory break-in period during which the operator must vary the rpms on the engine for short intervals so that the pistons may “seat” properly. The engine’s user manual will cover the exact process in detail, so make sure that the recommended procedure is followed to avoid a violation of the warranty agreement. Usually, the engine must be serviced after about 50 hours of operation by an authorized service center for the brand of engine. This, too, is especially important to maintain the warranty on the engine.

There are multiple sources for proper orientation and training to whom your dealer or broker may refer you. For instance, here locally in southeast Florida at Harbour Towne Marina, Just Catamarans (a catamaran service center and dealer) offers an excellent one-day orientation and training class on diesel engines. Also, many Yanmar service centers may also provide the appropriate training, as well.

Predeparture Check

Once you take ownership of your new catamaran, you must get into the habit of including a predeparture check of all engines. Just like an airplane pilot is trained, so should you have a specific routine to make sure that all components and aspects of your engines are properly functioning. A checklist will make sure that no component is left unchecked.

This checklist will include:
1. Fluid levels and quality – engine and sail drive oil as well as coolant,
2. Filters – fuel, oil, and sea water and air,
3. Belts and impellors,
4. Batteries,
5. Sea water inlet valves, and while you are in the engine room,
6. Any other equipment, such as the water heater, steering linkage, the autopilot rudder angle sending unit, bilge pump(s) and switches

If engaged in longer passages where you may be motor sailing and alternating engines to maintain a certain speed, when you switch engines allow the engine to cool down and perform an engine check under way. You never know when a leak may start, or a fanbelt weaken, or a fuel line begins to clog.
By doing so, you will be reducing the uncontrolled variables that can ruin a day of sailing.

I wish to reassure you that you do not have to be a diesel mechanic to successfully operate a catamaran. Diesel engines are simple, durable and with basic maintenance and regular service will perform for many, many hours.

Stay tuned for the final two skillsets: Actual Sailing and Seamanship Skills.

And just a reminder to go to our website,
https://www.meridianyachtservices.com/guest_book_-_reviews, sign our Guest Book and leave a comment. When completed, this entire series will be compiled into an e-book and by signing our Guest Book you will be eligible to receive a copy. I am looking forward to hearing from you!

Cheers!
Bruce

http://www.meridianyachtservices.com/blog/post/5-skillsets-to-learn-part-3-con-t-plumbing

5 Skillsets to Learn - Part 3 (con't) Plumbing  At first glance, to many people the topic of plumbing is about toilets, faucets and hot water. In this section we will be exploring five categories of water a

ELECTRONICS

Welcome back as I continue with this overview of the 5 on-board systems found on today’s typical cruising catamarans.

Today we will be looking at the electronics, another huge topic with a very interesting and robust history that has changed not only the cruising demographic, but the way we sail.

I invite you to read the Yachting Magazine article about the 3 pieces of marine electronics that changed the course of boating. You’ll find it at https://www.yachtingmagazine.com/big-three/.

Most new catamarans are equipped with the following devices:

A Chart Plotter, AKA electronic chart display (ECD);
A Wind direction/speed indicator:
A Depth, sea temperature and hull speed indicator;
An electronic compass called a Fluxgate compass and a Global Positioning (GPS) receiver;
An Auto pilot;
A VHF radio;
Radar;
An AM/FM radio and CD player; and,
Fuel and water level indicators;

All of these devices are connected on a local network and output from these devices are displayed on the Chart Plotter and/or Multifunction Displays (MFD’s).

With all these devices, you will be able to plan and create routes with waypoints to guide you and your vessel. When given a few parameters, such as the minimum depth your catamaran can safely navigate, chart plotters are now capable of automatically plot a course to avoid any obstacles, like shoals, dangerous rocks or coral heads, buoys, and charted underwater obstructions such as sunken ships, along the way. Another feature is the ability to set your catamaran to automatically follow the created route so that when the vessel arrives at a waypoint it will automatically advance to the next waypoint.

Additional, after market electronics include:

Television(s). Yes, ladies and gentlemen, TV’s! You can install them along with a wifi router and connect to the internet when you are docked at a marina, or to your own satellite connection (discussed below).

Automatic Identification System (AIS). AIS has been around for quite some time and was first developed for, and used by, commercial vessels. As the technology evolved and became smaller and more affordable for recreational vessels, it has become very popular and will most likely become a standard feature on all recreational vessels. It operates on VHF frequencies and transmits not only the position of the vessel, but also the vessel type (tanker, cargo ship, passenger ship, sailboat, motor yacht), the vessel’s name, its destination, heading, speed, and call sign. If you are in a crossing situation with the vessel, AIS calculates what is called the CPA, or Closest Point of Approach in miles or feet and will alert you if you are on a collision course with the other vessel.

EPIRB (Emergency Position Indicating Radiobeacon) The 406 MHz EPIRB was designed to operate with satellites. The signal frequency (406 MHz) has been designated internationally for use only for distress. These devices are detectable not only by COSPAS-SARSAT satellites which are polar orbiting, but also by geostationary GOES weather satellites. EPIRBs, when activated in an emergency, send rescue authorities an instant alert. This EPIRB will send accurate location as well as identification information to rescue authorities immediately upon activation through both geostationary (GEOSAR) and polar orbiting satellites. These types of EPIRBs are the best you can buy. It can save your life.

Satellite connectivity with the now-popular Skylink system which is quickly replacing Satellite telephones and has made single sideband radios obsolete. In addition, this network can recognize and interact with your personal electronic devices such as your laptop or tablet and telephone.

There are many apps available to provide you with real-time weather updates, anchor monitoring when at anchor, and entertainment, to name just a few. You may wish to install a security system with sound, motion and pressure (to detect anyone just walking around) sensors that you can monitor remotely through an app when you are away from your vessel.

Even though all this technology is able to provide so much information and make navigation easier, I must caution everyone that it does not replace the very necessary seamanship and sailing skills necessary to operate your catamaran safely. Remember, as the captain of your catamaran, you are TOTALLY responsible for the safety of the vessel and all the souls on board!

Well, I have presented 3 of the 5 on-board systems that you will need to learn and the last two are the plumbing and mechanical systems, so stay tuned and if you wish to know more about our company and the unique and comprehensive catamaran training programs we have to offer go to: www.meridianyachtservices.com and click on the training option.

5 Skillsets to Master a Cruising Catamaran Part 3 (con't) Electrical

ELECTRICAL

Direct Current (DC) systems

I am starting this section with a confession: I am not an expert marine electrician. There are volumes have been written on this topic and armies of qualified marine electricians for support, but the scope of this presentation is simply to introduce new catamaran owners to this topic with a very broad brush.

On board electrical systems have changed dramatically over the past 20 to 30 years. I can remember when a boat’s electrical needs were supplied by a couple 12-volt lead acid batteries to run the VHF radio, Loran-C, incandescent lights and speed and depth gauges. A Windex and telltales gave me the wind direction. My head was manual. Interior light at night came from kerosene lamps, the galley stove ran on LPG or diesel, the heater in the salon was run on either kerosene or diesel. The batteries were charged by the engine’s alternator and I could pinpoint (more or less) my position with a sextant.

Then, along came wind generators, hydroelectric generators and closed cell, gel batteries. WOW! As they say in the Carolinas, we were in “High Cotton”! These are still available today, but far less efficient and truly incapable of keeping up with the electrical demands of current-day cruising catamarans.

Now, the typical cruising catamaran has central heating and air conditioning, electric winches, water heater(s), a windlass, an array of electronics with multiple chart plotters, wind and depth gauges, radar, AIS, GPS, autopilot, satellite connectivity, refrigerators and freezers, Television(s), electric flush heads electronic fuel injection systems and, on some occasions, bow thrusters. All this increased demand requires bigger, more robust power supply systems.

The 12 volt DC system is still widely used today, but more and more owners are incorporating (and more manufacturers are offering) 24 and 48 volt solutions, as well, to provide more efficient power with less weight. These systems are being powered by Lithium-Ion battery banks with powerful inverters, converters, solar panels and chargers to manage the diverse power needs of today’s catamarans.

AC systems: 110 and 220

The manufacturing of cruising catamarans is an international market. You will find manufacturers in Europe, England, Scandinavia, Eastern Europe, Africa, Asia, Australia and New Zealand, and each one is selling product worldwide. To meet the standards and requirements of this world-wide market. Some countries, for example, do not require holding tanks, so catamarans sold to those markets usually do not include holding tanks. The same goes for AC systems. So, catamarans going to the USA market are wired for 110 Volts AC.

Sometimes, American buyers see a good deal on a used catamaran being sold in, for instance, Guadeloupe and then must deal with a boat wired for 220 V and no holding tanks. The bottom line on that “good deal” now includes the cost of installing holding tanks and a decision to either swap out the 220 system for 110, cob together a less-than-perfect modification, or install an autotransformer capable of stepping up from 110 to 220 or stepping down from 220 to 110.

With that said, the on board 110 (or 220) system may be found running certain large appliances, such as refrigeration, the washer/dryer, hair dryer, perhaps the stove/oven (should you decide on convection), the microwave or your favorite espresso machine and blender. When tied to a dock, you can plug into the shore power to charge your batteries and run these appliances. There will be a switch that you will turn to connect your internal circuits to either the source on shore or your internal power being supplied from your batteries through inverters for AC power.

What does this mean for new owners? Well, while you may think that a degree in electrical engineering will be necessary, it’s not entirely the case. These new systems, while more complex than what you would expect to find in a 1985 32’ Catalina, can still be managed by anyone with a rudimentary understanding of electricity and the willingness to sit down and study the basic design and theories involved with the system.

Next up:
Electronics

5 Skillsets to Learn to Master a Cruising Catamaran - Part 3 (con't) -DECK HARDWARE

Before jumping into this topic, I wish to make a brief review of the main outline of this series. As I explained in the Introduction, there are 5 skillsets that each owner must master for an enjoyable sailing experience, regardless of the sailing location or length of the sail. These 5 skillsets are: 1) Close Quarter Maneuvering, (2) Piloting, (3) On-board Systems, (4) Actual Sailing Techniques, and (5) Seamanship Skills. In Part 3, there are 5 on-board systems: 1) Rigging/Sails/Deck Hardware, 2) Electrical, 3) Electronics, 4) Plumbing, and 5) Mechanical.

Deck hardware is an essential part of any boat but is often overlooked and underappreciated for its role in the proper functioning and safety of any vessel. Without getting into all the functional details of this long list of items, let’s look at the deck hardware from the bow to the stern.

You will find pad eyes, cleats, blocks, chocks, bales, a martingale, turnbuckles, lifelines, stanchions, hatches and latches, flagpole and fishing pole holders, pelican hooks, handrails, clutches and jammers, tracks and travelers, deck organizers, winches and winch handles, a rod kicker AKA boom vang, windlass and ground tackle, dock lines and fenders, a bridle and bridle hook, a boat hook, a life ring or horseshoe, some sort of lifting system for the tender/dinghy (depending upon the size of your catamaran), rub strakes, rub rails, dorads, and deck fill fittings for water, fuel and waste.

As I said, it is not within the scope of this writing to go into detail on each of these items, but to emphasize that all these components are critical to the safety and proper functioning of the vessel must be included on your pre-departure checklist. It may appear that it will be a daunting task but once you are properly trained on what to inspect, you will understand the importance of doing this. By doing this religiously, you will reduce the uncontrolled variables that will inevitably malfunction at the most inopportune time and the few moments taken before each departure will assure a safe and pleasurable sail.

So, this completes the first of five on-board systems you’ll find on cruising catamarans. If you reading for the first time, I invite you to search back and read the previous articles (Intro, Part I - Close Quarter Maneuvering, Part II – Piloting, and the beginning of Part III – On-board Systems – Rigging and Sails).

Next, I’ll be moving on to cover the next on-board system; Electrical.

5 Skills to Learn - Part 3 - On Board Systems

Well, I’m finally back in port with enough time to talk with you about the 5 on-board systems that you will encounter on today’s cruising catamarans. They are:
1. Rigging/sails/deck hardware
2. Electrical
3. Electronic
4. Plumbing; and,
5. Mechanical.

So that I don’t burden you with information overload, I will be addressing each of the systems individually, in this and subsequent presentations on this very broad but important topic. So, let’s begin!

RIGGING

There are essentially two categories under the category of rigging: standing rigging and running rigging.

Standing rigging is the rigging that stabilizes the mast. Most cruising cats are manufactured using stainless steel cables to accomplish this. The cable that is attached to the masthead (the top of mast and runs forward to the bow (front) of the boat is called the forestay, it functions to stabilize the mast fore and aft (i.e. front to back). The cables that are attached to the sides of the mast and run athwartships (i.e. in a line across the boat perpendicular to the fore-aft line on the boat) from the masthead down to the freeboard or topside (the sides of the boat between the water line and the deck), are called shrouds. In addition, you will also find diamond shrouds, lower shrouds, upper shrouds, inner forestays, and, on a rare occasion, a triatic stay, depending upon the design of the boat and its sail plan. All these cables must be tuned to specific tensions, and this is accomplished with the use of turnbuckles.

Now, the placement of the standing rigging on a catamaran to assure stability of the mast is different from monohull sailboats. With monohulls, you will see a four-point system that uses 4 cables; a forestay, a backstay (running from the masthead aft to the stern), and the port and starboard (left and right) shrouds, extending, athwartships, out to the freeboard connection. On catamarans, because of the design of the boat with two hulls rather than one, the catamaran lacks the structural strength to run a backstay.

Another reason is the design of the mainsail. The mainsail on catamarans is generally quite large and extends farther aft and would interfere with a backstay, should they design a cat that could support an aft stay. For these reasons the designers and architects have moved the shrouds a bit aft of the mast on the freeboard to form a pyramid, creating a very strong, triangular support for the mast.

Running rigging refers to all the lines required to control the sails when they are deployed. When speaking of running rigging, we speak about lines, not ropes. Rope is what you see on the spool at your local chandlery (marine supply store). When the rope is cut and in use on a boat, it becomes, and is called, a line. Of course, as with any rule, there are exceptions. In this case, two ropes exist on any sailboat: the bell rope and the bolt rope. You will find the former hanging on the clapper of a ship’s bell. The latter, and less obvious rope is the rope that is sewn at the edges of the sail to reinforce them, or to fix the sail into a groove in the boom or in the mast. The leech rope (the trailing edge of a fore-and-aft sail) and the foot rope (the bottom edge of a sail) are often adjustable in order to fine tune the edges of the sail to improve efficiency.

I remind you at this point that this is simply an introduction to the on-board systems, so I will not be getting into the minutiae of the types, sizes, and characteristics of the lines used for running rigging, so suffice to say that a line controlling raising and lowering of a sail is called a halyard, and those lines controlling the angle of the sails are called sheets. There are reef lines that are used to adjust the size of the sail, a topping lift that supports the boom when the main sail is down, and furling lines that allow sails to be rolled in or out. Jack lines are smaller diameter lines that are used specifically to support the mainsail cover.

In the next episode, I will continue with a bit of information on Sails and Deck Hardware. Stay tuned!