flying dutchman sailboat plans

[ THE FLYING DUTCHMAN   ]

Stronger boat.

THE CLASS   I  HISTORY I   CONSTRUCTION I   HANDLING  I   TRANSPORT   I   SALES

INNOVATIVE & RELIABLE DESIGN

Materials & production process.

- Carbon/Epoxy/Foam with different densities

- high precision CNC milled moulds

- vakuum infusion process, tempered in an oven - high density foam in the areas of fittings (no wood or aluminium, no corrosion)

Hull design

The complete boat is designed in 3D and CAD software. The hull is carefully reproduced based on the 3D data provided by the International Flying Dutchman Class Organization (IFDCFO). We optimized the hull in between the rules.

- Maximum girth/volume in the bow - Maximum width in the transom.  - Minimum rocker in the transom section - Minimum width/girth in the mid section

- extreme weight concentration in the center of movement (traveller)

To avoid mistakes we have added all measurement rules and illustrations in our plans and visualized the tolerances:

The red areas port side in the cockpit (top view) in the illustration above show the 50mm (!) thick high density foam. So you are free to mount fittings in this sections without any problems - just drill and screw.

Cockpit design

- Optimized cockpit ergonomics  - Open transom, only 10cm deck/bridge at the transom    a) minimum wind resistance   b) water is out faster   c) you can see through the transom - so you can see if you're sitting too far back   d) It's easy to get the rudder mounted - Less buoyancy in the transom means much better behaviour when capsized:   a) turns to 180 degerees much slower   b) you get on your centreboard better - Best maintenance, easy access on all the lines - Long rubbercords up to the transom, so the cords last longer - Easy mounting of individual fittings: big areas of high density foam in the center of gravity

- The structure of longitudinal stringers and frames absorbs all forces. The hull is only a shell. - The second longitudinal stringers (yellow) are high to stiffen the boat - Exact CNC cutting of all parts - Carbon biaxial fabric with additional unidirectional layers - 20mm foam without water absorption - The structure is glued in:   secondary bonding with a hollow joint and 45 degree biaxial carbon tapes - The centreboard case is optimally stiffened in the area of the axle with extra bulkhead

- The foreship is extremely stiff - bulkhead made of unidirectionally reinforced carbon - The longitudinal stringers run out in the front smoothly     (support where the ship hits the waves hardest) - The forestay and genoa reel are attached to a carbon crossbar (10 years well proven) - The spinnaker trumpet is max. large in the front, the spi goes in and out easily 

  (Carbon with Teflon-coated surface) - No corners/edges where the spinnaker can get caught - The spinnaker tube is made of kevlar - no fractures/leaking - Forestay & jib furler line run through the spinnaker tube - further weight saving - Small hole in the bow for a bow line / tow line

Double bottom

- The double bottom is extremely rigid/stiff due to the framework - The double bottom is as deep as possible at the transom    a) offers the helmsman a better hanging position   b) the water flows off faster due to the stronger inclination - The double bottom is raised below the side decks - The water under the side deck runs off more quickly, especially when heeling 

- The transom is maximally open and reduces wind resistance 

  (upwind wind resistance is more than 50% of total resistance)

- It's much better when capsizing, it doesn't capsize so quickly, water is out faster, you can get onto the centreboard better. - it's easier to get to all the ropes. The rubbers can be longer, and therefore last longer. - The rudder fittings are optimally accessible and it's easier to get to the rudder. - You can see through the transom the water flow, so you recognize if you are sitting too far back when there is little wind. - The center stringer supports the upper rudder fitting

 - The classic "one piece" rudder is extremely strong and reliable 

- Profile optimized by VPP/CFD technology 

- Produced in heated alloy moulds with 120t press 

- Carbon tiller and carbon tiller extension 

- New developed heavy duty rudder fittings 

- the rudder blade starts less than 1mm behind the hull -> less ventilation

Gybing Centreboard 

- Self-adjustring angle of attack, 1,6 degrees to each side - Extremely high carbon ratio: 80% unidirectional carbon, 20% biaxial carbon - Critical area head/outside hull massive unidirectional carbon layers 30 degrees angle - Strong high density core (no wood) - Profile optimized by VPP/CFD technology - Produced in heated alloy moulds with 120t press

Centreboard case

- inside epoxy-graphite coating - the centreboard axis can be moved under pressure - reinforced with extra strong biaxial carbon layers  - The centreboard case is self draining due to it´s shape

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The Flying Dutchman is one of those designs that will quickly grab your attention.  The lines of the hull are sleek and elegant.  As you look closer key design features stand out: a hull nearly 20 foot in length and 6 foot beam, but weighs as little as 287 pounds (130 kilos).  A fine entry point with a flat back end that easily promotes planing upwind.  Underway, the FD is quite distinctive with its large, overlapping genoa dominating the powerful rig, crew on the trapeze wire and skipper hiked out.  In a breeze the Flying Dutchman does fly, launching off wave crests or slicing through others.  Forgiving to new sailors, stable and easily controlled by knowledgeable sailors, particularly in high winds, when it becomes the fastest of monohull dinghies and the ride becomes magical. This is the thrill of sailing.

Look inside the boat and the number of control lines is what you will first notice.  Don’t be fooled.  Most control lines on the FD are double ended so they can be constantly tweaked by the skipper from a hiked position. On an FD, ease of adjustment is critical to squeezing all possible speed out of the rig.  During the heyday of the FD’s Olympic career, Sail magazine wrote, “The helmsman’s feel needs to be ‘pedal to the metal’ fast in all conditions and his touch on the myriad of rig-tweaking control lines must be slightly clairvoyant.”  Sailors who want a constant challenge of learning how sometimes minor adjustments in sail shape can make dramatic differences in boat speed are always attracted to the FD. 

On the front end of the boat the crew’s challenge is to bring the whole program together.  Wrestling the large genoa into place while moving out onto the trapeze wire to balance the boat takes strength and endurance, plus a cool head to watch the racecourse and communicate the wind, seaway and race situations to the helm.  Off the wind, the crew controls the spinnaker and with sufficient breeze can do that on the wire as the FD reaches its highest speeds, taking in the occasional glimpse of the centerboard slicing through the water as the boat skips along, water flying everywhere. 

Speed, beauty, elegance, excitement.  You provide the skill, mental challenge, strength and endurance.

Or maybe not all that strength and endurance.  The FD, with radical depowering abilities and now lighter carbon spars is a great choice for lighter and less athletic crews.  While the Class provides excellent regional, National and International competition, many find local sailing to be just as exhilarating without the bruises and regular workout regiment.  And when lighter crews want to be competitive the wide range of tuning adjustments can make that a reality.

Just the beauty of the boat is sufficient to attract many sailors.  There is a growing number of owners who have purchased older boats and refurbished them to near original condition.  Truly a labor of love that is  rewarded by many smiles of FD sailors or others who can’t help but appreciate the elegance of an old woodie keeping up   with newer boats on flatter water.  

So there you have it.  Excitement. Beauty.  Challenge.  That’s what the Flying Dutchman offers.  In these web pages we are collecting all the information we can – about the new, the old, the good ideas, and not so good – to help you enjoy what so many of us have discovered. 

The joy of Flying Dutchman sailing.

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Flying Dutchman

November 30, 1999 by Sail1Design Editor Leave a Comment

The Royal Loosdrecht Yacht Club, Conrad Gulcher’s club, obtained half a dozen Tornados and found them very uninspiring to say the least! Conrad had always been very interested in dinghy sailing and had collected any documentation connected with it. Pre-war he had enjoyed some international sailing in Germany and the UK and he had made many friends in the dinghy sailing scene. He imagined that with modern construction methods, moulded ply, a better boat could be constructed.

Being an Insurance Broker and not a designer he enlisted the help of Uus Van Essen, a naval architect and measurer for the Dutch Yacht Federation. They made a preliminary design and early in September 1951 it was sent to 30 top class helmsmen in Europe including Bossom (Z – SUI), John Cahmier (K -GBR), Charles Curry (K – GBR), Manfried Curry (G – GER), Ferry Laagwater (H – NED),Stewart Morris (K – GBR), Morits Skaugen (N – NOR) and Shorty Trimingham (KZB – BER), with the request to comment within two weeks.

The measurements were similar to the 15m2 Wanderjolle of mid-European lakes and popular Flying Fifteen. By the end of September 23 responses had been returned with sufficient new and sound ideas to redesign the boat.

Mr. Loeff, chairman of the CBC, was prepared to discuss the boat at the November meeting of the IYRU, only when he had seen her sail! This was hardly feasible but Conrad had the mould and hull built in one week and the boat finished in another! Complete with the Tornado rig it took to the water against the 12m2 Sharpie and Tornado at Loosdrecht one week before the IYRU meetings and Mr Loeff took the plans to the IYRU for discussion.

Then it was decided to hold trials in the summer of 1952 in Holland and the name the “Flying Dutchman” was born, suggested by Sir Peter Scott, the then president of the IYRU.

The trials were held on the Loodrecht lakes and on the open water of the Zuiderzee at Muiden. 17 boats participated, some especially designed like the Osprey and Typhoon, others were existing classes including Hornet, Caneton, Thistle, Sharpie, Rennjolle etc.

The results were clear and the FD was adopted however with the limitation “for continental lakes only” and another set of trials was set up for 1953 at La Baule on the open sea.

In the mean time the small job was replaced with the Genoa and a trapeze was added.

At La Baule there were again specially designed boats such as the Coronet, a smaller version of which later became the 505. Off the wind the Coronet with her bigger spinnaker and mainsail was faster (this is not just a recent problem!) but on the wind the FD won.

It was clear that the FD did very well on the open sea and the “lakes” limitation was lifted. The Class started to blossom thanks to the promotional activities of Conrad through the Bulletin and a well structured Class Organisation.

By the 60’s there were fleets in all sorts of places such as the Lebanon, 25 in Morocco, 20 in Portuguese East Africa, Argentina, Venezuela, Thailand, apart from those in Europe, North America, South Africa, Australia and New Zealand.

In 1956 the FD participated (Conrad and Bob Boeschoten) in the cross- channel race from Folkestone to Boulogne and was the fastest two-man dinghy in the race!

In 1957 the FD was selected to replace the Sharpie at the 1960 Olympic Games in Naples. In 1959 The Class President Slotty Dawes was presented a cup for the FD Week. The Week, with its unlimited number of boats were allowed from each country, this proved very successful. The Week was very competitive whilst remaining friendly, competitors lent each other sails! (no equipment limitation in those days!) and was well supported, in 1965 126 boats from 24 nations took part.

The FD rules were tailored to have one design speed factors i.e. hull shape and weight, foil shapes and sails restricted and the rest left open to encourage development. As new ideas have evolved they have often been taken up by other classes e.g. trapeze, spinnaker chute, double floor construction, windows in sails and numerous developments in fittings and even personal sail numbers.

The one design was guaranteed by the very simple, and consequently cheap and easily repeatable measurement system defined by Uss van Essen and born of his experiences as professional KNWV measurer.

Many well known yachtsman have had a spell in the FD for example Mark Bethwaite, the Diesch brothers, Paul Elvstrom, Hans Foch, Ben Lexcen, Cam Lewis, Peder Lunde, Stewart Morris, Keith Musto, Andre Nelis, Yves and Marc Pajot, Rodney Pattison, Ralph Roberts, Bruno Trouble, Ted Turner, Mike Macnamara, John Loveday, Jo Richards, Roger Yeoman, Will Henderson, Peter White, Pat Blake, Jon Turner and David Wilkins to name but a few.

Following the loss of Olympic status soon after the 1992 Olympics, the “Olympic circuit” regattas ceased to be available to FD sailors and there was a decline in the amount of international competitive sailing. However the FD became a realistic option for those without Olympic ambitions and numbers at World and European Championships when held in Europe remain high. At the 1995 FD worlds, 123 FDs raced from the same start line on Lake Garda, a stunning spectacle.

Class website: http://www.sailingsource.com/sailfd/

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