corsair ii yacht

CORSAIR yacht       J. P. Morgan's yacht      

To escape the often tempestuous financial scene, J.P. Morgan found solace on the sea and owned a series of yachts during the course of his lifetime. He purchased his first luxury vessel in 1881, a 185-foot steamer christened Corsair. Nine years later, Morgan commissioned his first yacht -- the 241-foot Corsair (II). The Corsair yacht employed both sail and steam for propulsion. It was with the Corsair yacht that Morgan became commodore of the New York Yacht Club from 1897 to 1899.

A haven from the public eye, the yacht Corsair was a pelagic playground for an elite few. Included among the onboard opulence was handmade bone china by Minton, Tiffany cigar-cutters, and a set of poker chips carved from ivory.

The Corsair yacht served eight years for J.P. Morgan before she was purchased for $225,000 by the US Navy for service in the Spanish-American War.  She was renamed USS Gloucester. The last commander of the famous USS Maine, Lt. Richard Wainright, commanded her.

"I thought the work was exceptional and the model beautiful. The only feedback I would provide is that the Corsair yatch flag is missing and we couldn't find reference to the name or which version of the Corsair this model represents. I think it's the second one, but not sure.  Other than that, it was really great! Many thanks again. Warm regards, Jean Elliott Director, Corporate History Program JPMorgan Chase Bank July, 2011 "  

ANONYMOUS; AMERICAN, 20TH CENTURY

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J. P. Morgan’s former yacht CORSAIR sailed as a deluxe cruise ship from California to Mexico until disaster struck in 1948.

Posted by: Michael Grace January 25, 2019

J. Pierpont Morgan Jr. could never imagine his yacht Corsair IV would be turned into a deluxe cruise ship just after World War 2  whose short career with voyages from California would end in tragedy, but it happened.

• J.P. Morgan Jr. and his legendary business tycoon father, J. Pierpont Morgan, owned four yachts christened Corsair and built three of them. Each yacht was bigger, faster, and more comfortable than the preceding one.
• The Morgan Corsair created major media attention for the times resulting in a legendary quote by the senior Morgan when he was asked how much it cost to operate a boat that size. His quick response: “Sir, if you have to ask that question, you can’t afford it.”

MORGAN’S YACHT CORSIAR IV COST $65 MILLION TODAY’S DOLLARS

• Corsair IV was constructed in Maine at the beginning of the Great Depression for $2.5 million (or about $60 million in today’s currency).
• Measuring 2,142 gross tons, with a registered length of 300 feet and overall length of 343 feet, the Corsair IV was the largest yacht ever built in the U.S. Designed in the traditional piratical look of Morgan yachts; Corsair IV was long, dark, heavy underneath – paler and suaver in the superstructure.
• When it was ready for launching in 1930, Morgan brought three private railway cars of family and friends up to the Maine shipyards for the occasion.

• Morgan used her for ten years, mostly on the East Coast, in the West Indies and for trans-Atlantic record-breaking crossings.
• After an eventful career with Morgan, the Corsair IV was turned over to British Admiralty in 1940.

RICH AMERICANS WANT TO CRUISE

Following World War II, rich Americans had money to spend on cruises, but choices were limited.

• Half the commercial passenger vessels had been sunk, and the surviving liners demanded extensive refurbishing.
• It would be several years before many refurbished ships would be back in service or any new ships built.

• This was especially true in California and on the West Coast. American Presidents Lines took three years to re-establish liner service to the Orient, and it wasn’t until 1948 when Matson Line’s famous Lurline sailed again to Hawaii.
• The magnificent pre-war Canadian Pacific and Japanese liners that once plied the Pacific had been brutally sunk in seagoing battles.

• Realizing there was an untapped post-War luxury cruise market, the Skinner and Eddy Corporation, owners of the Alaska Steamship Company, created Pacific Cruise Lines in 1946.
• The newly formed subsidiary immediately went looking for a ship and was lucky enough to quickly spot its prize, Corsair IV.
• The former Morgan yacht was bought from undisclosed buyers and placed under Panamanian registry.

THE NEW CORSAIR

The Corsair (the IV was dropped) was taken to Todd Shipyards in New York for repair and overhaul and then sailed to the Victoria Machinery Depot in Victoria, Canada, for conversion to a luxury cruise vessel.

• In charge of her interior was the firm of William F. Schorn Associates of New York. Schorn was also responsible for giving the pre-war Moore-McCormick Liners cruising to South America from New York – Brazil, Argentina, and Uruguay –a much more contemporary look.
• He provided the same meticulous detail to designing the modern accommodations for the new elegant Corsair.
• This was not just a paint job but also a total conversion for the former Morgan yacht to create elegant surroundings for the line’s future passengers.

THE CORSAIR WAS PURE LUXURY

• The goal of Pacific Cruise Lines was to offer to the traveling public the world’s most luxurious cruise ship.
• The many letters received from the cruise passengers during the first year of service attested to that accomplishment.

Accommodating only 82 First Class passengers, all rooms were much larger and more commodious than as expected on shipboard at that time.

• No expense was spared in furnishing decorating each room with the very finest of materials and artistry available.
• There were no berths on the Corsair, and all staterooms featured beds. Each room had its own private bath.
• There were a total of 42 rooms on the ship, and the steward’s department personnel alone numbered more than forty.

NEARLY ONE CREW MEMBER FOR EVERY PASSENGER

• Each was responsible for the sole purpose of catering to the slightest desire of the carriage trade passengers.
• All public rooms, including the main lounge, forward observation lounge, cocktail lounge, etc., were completely carpeted and air-conditioned.
• This was also true of all bedrooms, sitting rooms, and suites.
• Top European chiefs were hired to create haute cuisine.
• A total of 76 crewmembers and officers were aboard the new cruise ship, making the passenger to crew ratio almost one to one, equaling or surpassing the most high-end cruise ships operating today.

The new Corsair made her debut on September 29, 1947 offering two-week cruises from Long Beach, California, to Acapulco, Mexico. The standard price per person rate averaged $600. Hardly a bargain since the ship’s cruise fare equaled more than a quarter of the 1947 typical U.S. family income.

The new cruise line placed attractive full-page ads for cruising on the new stylish first class Corsair in Holiday magazine.

• Demand for passage was heavy and the waitlists lengthy.
• During the summers of 1948, the Corsair was switched to Alaska.
• Sailing out of Vancouver, British Columbia, she provided the first deluxe two-week cruises ever offered to the Inside Passage.
• Another first for the Corsair Alaska cruises was a specially chartered train transporting passengers from Whittier to famed McKinley National Park.

A series of cruises to Mexico, Havana via the Panama Canal and the Gulf of California were scheduled and completed in the spring of 1949.

The cruise ship returned to Alaska for summer sailings and was to be followed by a season of cruises to Mexico from Long Beach beginning in October. Then tragedy struck on November 12, 1949.

• The Corsair, during one of her autumn Mexican Riviera cruises, struck a rock and beached at Acapulco.
• Her crew and 55 passengers were put ashore in lifeboats.

• There was no loss of life.
• Examined by her owners, the former Morgan yacht was determined to be a total constructive loss and abandoned to Davy Jones’ locker.

It would be more than 15 years until Princess Cruises began offering sailings to Mexico with a regular year ’round service would be offered. There would be numerous attempts to offer Mexico cruises in the meantime. At least five different cruise lines didn’t make it.

Even during this age of mega-liners, no other ships will ever equal the elegance, exclusivity, and style of the former Morgan yacht. The Corsair’s legacy lives on only for divers willing to explore the remains of the vessel deep in the warm seas off Acapulco.

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SHIP MODEL, 'CORSAIR II', YACHT OF J.P. MORGAN

Museum-quality ship model of JP Morgan's private steam yacht, the "Corsair" of 1930 built at Bath Iron Works. Equipped with built up mahogany cabins, planked deck, etc. Raked masts have standing and r

556. S.Y.CORSAIR MODEL SHIP | Replica of JP Morgan Steam Yacht, c. 1930 - 1940, model by Wm. E. Hitchcock, built ci. 1960's, San Francisco Ship Model Gallery, NY. | 35" l. model | Cracks in bottom cor

Precise model of the launch that J.P. Morgan would take to get to and from his palatial yacht Corsair while it was at anchor. The carved mahogany hull is fitted with benches, floorboards, cabins, cont

In original glass case with plaque that reads "Steam Yacht - Corsair. Owner J. P. Morgan. Designer H. G. Gielow". American flag on front and rear. Elaborately built. Four large lifeboats and two small

Corsair ship model in mahogany and glass case on mahogany stand, marked on plaque: American Steam Yacht "Corsair" of 1899 owner J. Pierpont Morgan. ht. 58in., wd. 52in., dp. 15in.

American steam yacht ship model "Corsair" in floor display case. 57 3/4"h x 55 1/2"l x 13 1/2"w

Silver Bromide Print of the Steam/Sail Yacht "Corsair" underway, in the original blackened oak frame, under old glass, inscribed in ink lower right "T. Dennie Boardman with high regards, J. Pierpont M

Monogrammed nut pick with silver plated handle, with maker's mark Gorham. Engraved with JPM on front side and Corsair on reverse. Circa 1890.

Rare original black and white photographs of J Pierpont Morgan. The first shows Morgan climbing the gangway of his beloved Yacht Corsair with her captain William B Porter, as it is off for a sail acro

Expertly crafted model of J.P. Morgan's private commuter yacht "Navette," which he used to travel between his home on Centre Island near Glen Cove, New York and Manhattan. Navette was built by Herresh

American Wood, Brass and Fabric Model of the Corsair 20th century, the Corsair was an American steam yacht owned by J. P. Morgan and constructed at the Bath Iron Works, this carefully detailed model w

Pair of linen napkins from J Pierpont Morgan's private steam Yacht Corsair. Corsair is embroidered onto the napkins. Very soft and nice. Most certainly would have been used by J.P. himself. Very rare

American folk art paint decorated half hull ship model. Yacht Grace I Darling. Built at Norfolk Va 1914. Overall good condition.

Well detailed ship model of the double masted motor yacht Duna, Philadelphia, wood and metal, mounted on a mahogany and Formica base. Provenance: Approved for deaccession from the Independence Seaport

Wooden Ship Model Australia II. Measures approx. 30" tall x 23" long. All invoices must be paid within 24 hours of the sale. All items are shipped USPS and will be billed separately. A $10 handling fe

Tin Orkin Craft Yacht Model of a great design. Rarely found and collectible metal model with many great details as shown in the photos. Details include compass, wheel, telegraph, cockpits, etc. Made b

Ship Model, 1934 Americas' yacht "Rainbow", set in a glass case with a wooden bottom decorated with marquetry, an engraved plate describes the yacht designer, builder, owner, specifications, case size

A vintage designer sterling silver replica model sailboat ship produced circa 1960s by Silver Creations, Ltd. (New York). Silver hull, sails, and rigging with gold plated embellishments, depicting an

Fabulous Large Vintage Yacht Ship Model in Showcase. Great Detail. Nice Quality. Has Age, Vintage. Note: one glass panel on enclosed showcase is cracked See Picture. Size: 26 h 34 w boat, case: 29 x 3

Mahogany ship model of a yacht, by Adalbert Melas, on a stand and with photos. As found. 20 ½ inches long.

Vintage hand made wooden sloop style sailboat model on stand. 20th century made. Stands 30" tall.NOTE: International in-house shipping is NOT available for this item. UPS third party shipping availabl

(Am.,1914-1998), acrylic on board, titled, signed and dated verso. Sight size: 9 1/2" high, 23 1/2" wide. Frame size: 10 1/4" high, 24" wide. Light soiling.

American Iron Red and Polychrome Painted Captain's Chair Fitted with a loose cushion. 34 1/2 x 36 1/4 x 24 in. J.P. Morgan's Yacht, Corsair III, Quester Gallery, Stonington, CT, May 26, 2007. The Esta

A handcrafted wooden ship model, Defender sailing yacht. Fine hand-painted details. Defender was the winner of the tenth Americas Cup competition in 1895 against British challenger Valkyrie III. Defen

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Glencoe 1/130 Yacht Corsair II Kit First Look

By michael benolkin.

The Yacht Corsair II was the second vessel dubbed Corsair for the famous financier J.P. Morgan. Built in 1891, the Corsair II was 218 feet long, had a beam of over 27 feet, and a draft of 13 feet. She was a hybrid-powered vessel, employing both sail and steam for propulsion.

The Corsair II served a mere eight years for J.P. Morgan before she was turned over to the US Navy for service in the Spanish-American War. Lt.Cdr. Richard Wainright, the last commander of the USS Maine, took command of this vessel, christened USS Gloucester.

For naval service, the Gloucester was armed with four 6-pounder and four 3 pounder guns as well as two Colt machine guns.

At the battle of Santiago Bay, Cuba, July 3, 1898, the Spanish fleet was bottled up inside the bay by the US Navy. As the Spaniards were about to exploit a break in the lines of the US Navy's dreadnaughts and escape the bay, the USS Gloucester dove through the breech with its guns blazing, disrupting the Spaniards long enough for the dreadnaughts to maneuver back into position. This was one of several notable events of this small warship in the course of the war's 115 days that put the former luxury yacht into the annals of US Naval history.

The Glencoe 1/130 Yacht Corsair II is another timeless mold, originally developed by ITC. It nicely captures the look and shape of this famous vessel and doesn't lack for detail.

Molded in white styrene, with the exception of the black hull halves, this kit remains as originally designed. The kit features nicely molded detailing into deck and cabin surfaces that, while a little thick by contemporary standards, makes for an easy model to paint for the novice. The more experienced modeler will have some fun replicating the wood finish of the deck and structures.

The kit comes with a full array of lifeboats which are interestingly enough covered by the instructions. There is no armament provided to convert the model over to the USS Gloucester, but these should

Construction is straightforward with the only thing needed being thread to rig the masts. The more detailed modeler will want to make a simple jig to rig the rat lines in the proper scale.

Glencoe has definitely rescued another interesting piece of history as well as modeling history. It is hard to believe these molds are over 50 years old, but clearly Glencoe has been doing some serious maintenance on the hardware.

My sincere thanks to Glencoe Models for this review sample!

Copyright © 2024 TacAir Publications, LLC.

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J.P. Morgan's Corsair IV

When J.P. Morgan Junior took delivery of the Corsair IV   in 1930, she was the largest and most luxurious private yacht ever built in the USA. Morgan used her for a decade, mainly on the East Coast and in the Caribbean, before gifting her to the British Admiralty to help with the war effort.

After WWII she re-entered service as a cruise ship, plying routes in Alaska and from Long Beach California down to Mexico. The photo below shows her in Vancouver, 1948. Less than a year later she struck a rock and sank in shallow waters off Acapulco.

The story began in 1882 when J.P. Morgan Senior, one of the world's richest men and an avid yachtsman, bought the 185-foot steamship Corsair . He then commissioned the bigger, faster and more luxurious Corsair II   (which the US Navy conscripted into service as a gunboat during the Spanish-American War) and the 304-foot Corsair III ,  a superyacht that featured a full-beam library, cases of wine and brandy, and humidors stocked with Cuban cigars.

Each of these three yachts generated great publicity, but media attention was particularly intense when the Corsair III was launched in 1898. It was at this time that Morgan made one of the most famous comments ever recorded. When a journalist asked him how much it would cost to operate a yacht of this size, Morgan replied:

Sir, if you have to ask that question, you can't afford it.

J.P. Morgan Senior

The Corsair IV

The Corsair IV was commissioned by J.P. Morgan Junior and built at Bath Iron Works, Maine. When she was launched in April 1930 she measured 343 feet in length and was the largest private yacht ever constructed in the USA. Nicknamed the "Princess of the Sea", she was an object of beauty with her black hull, clipper bow and elegant teak interiors. Morgan adored her, and reveled in the privacy she afforded him. One of his annual guests while cruising in Europe was the UK's Archbishop of Canterbury, and on one memorable occasion the two of them sailed across the Mediterranean to the Holy Land.

Following the outbreak of WWII and the Japanese attack on Pearl Harbor, most privately-owned yachts in America were requisitioned by the US Maritime Commission and converted for use as gunships or patrol boats. For reasons which aren't entirely clear, Morgan gave the Corsair IV not to the US Navy but to the British Admiralty. Based in Bermuda, she served out the war as a patrol ship in the Western Atlantic.

Life as a Cruise Ship

After the war there was a dearth of cruise ships on America's West Coast. Many of the great Canadian Pacific and Japanese liners that serviced this coastline in the 1920s and 1930s had been lost in sea battles or fallen victim to mines. To plug this gap, the Pacific Cruise Lines company was formed in 1946 and promptly snapped up J.P. Morgan's Corsair IV . The yacht was re-named Corsair and taken to Canada to be converted to a luxury cruise liner.

With accommodation for 82 passengers and a crew of 76, the new Corsair exuded luxury. Staterooms were not only bigger and better equipped than rival ships, they were fitted with carpets and air-conditioning (almost unheard of at the time), and included furnishings made from the finest materials. The Corsair debuted in September 1947, offering two-week cruises from California to Acapulco. Ticket prices were high, but in booming post-war America, so was the demand.

The Corsair was a great success. Her cruises sold out well in advance and her popularity exceeded anything her new owners had imagined. Before long she switched from Mexico to Alaska and became the first ship to offer luxury cruises to the Inside Passage. Soon after she reverted to Mexico, the Panama Canal and across the Caribbean to Havana. And then tragedy struck: in November 1949 the Corsair hit a rock off the coast of Acapulco and sank. Fortunately none of her 55 passengers or crew were harmed.

Made in China: the Nero

In the early years of this century, British entrepreneur Neil Taylor began hunting for a classic yacht to restore and re-model along the lines of the Corsair IV . When he couldn't find what he wanted, Taylor set up his own company, Corsair Yachts, and commissioned a near replica of J.P. Morgan's yacht from Yantai Raffles Shipyard in China. Launched in 2008, the sleek, black-hulled superyacht was christened Nero . The following year she triumphed in the "Best Motor Yacht Over 75 Metres" category at the ShowBoats Design Awards.

In 2014 the Nero was bought by Irish billionaire Denis O'Brien. Two years later he had her refurbished in Spain, requesting that she be brought up to European standards and given a classic, contemporary elegance. The Nero is now available for summer charters in the Mediterranean and winter service in the Caribbean & Bahamas. Since her introduction to the charter circuit she has won praise for her fusion of old-world charm and tasteful styling, with many clients commenting positively on her spacious interiors, Ralph Lauren decor and relaxed living environments.

Pinnacle Marine New Zealand

We have years of practical experience dealing with luxury yachts and are supported by a network of contacts throughout the industry. If you would like more information about luxury yachts, or anything else connected to the world of yachting, please feel free to contact us.

Grace, Michael (2008), The Tragic Life of the Corsair IV , New York Social Diary

Merl, Risa (2017), Nero: Inside the 90m Modern Classic Superyacht's MB92 Refit , Boat International

Viju, Mathew (2016), Eight Ways J.P. Morgan Defined the Good Life , Robb Report

Wisner, Bill (1975), The Golden Age of Yachts , Motor Boating and Sailing

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Corsair F-24 Boat Test

The corsair f-24 mk i cooks up a budget-friendly taste of fast..

In May 1999 Practical Sailor reviewed the then-new Corsair F-24 Mark II trimaran. Nearly 20 years later, were here to follow up with a focus on the Corsair F-24 Mark I, a boat that can represent a good value today since many newer designs have entered the market.

The late Ian Farrier (1947-2017) designed fast, trailerable trimarans for more than 40 years. A New Zealander, his first production success was the 18-foot Trailertri. His 19-foot Tramp was Boat-of-the-Year in Australia in 1981. In 1983 John Walton (of the Wal Mart family) founded Corsair to build high-performance multihulls, lured Farrier to Chula Vista, California, and the result was the very popular F-27 ( PS September 1990 ). Almost 500 have been sold since it went into production in 1985. It has since been superceded by the F-28.

In 1991, Corsair added the F-24 Sport Cruiser. This abbreviated version of the F-27, with a starting price more than 30 percent lower than the F-27, was designed to be affordable.

While she remained sharp in the performance department, her accommodations were even more spartan. We spoke with Ian Farrier several times about anchoring and cruising; it was pretty clear that his heart was in racing and he even suggested we were probably better in tune with the needs and practicalities of small multi-hull cruising than he was. Still, he designed a cabin that can handily do both, if you can accept the compromises.

The deck layout is similar to the typical 24-foot monohull, except that it is wide-18 feet-with wing trampolines on both sides. In addition to providing stability, this gives lounging space in fair weather and greatly increases safety in rough weather. Though lacking railings and lifelines-other than a pulpit and wrap-around stern rail-its hard to fall off the F-24 if jacklines and tethers are used. A single large Lewmar foredeck hatch provides ample ventilation. The cockpit will easily seat six, but three is more comfortable for vigorous sailing.

The cockpit is equipped with four Lewmar 16 winches (the jib winches are one-speed self-tailers, the reacher winches are standard two-speed), two multi-line jammers, and ten cam cleats. All essential sail controls, including halyards, are accessible from the cockpit, making for easy single-handed sailing.

The mainsail furls by winding around the boom; fast, convenient, and very gentle on the typical Mylar/carbon laminate sails. Reefing requires a quick trip to the mast to crank the boom around and attach the down haul, but that is it. The set up makes a vang impractical but few multihulls use them anyway, preferring to control the boom with the traveler.

The bow anchor locker holds two anchors and two rodes, so long as they are folding designs. Trimarans are best anchored using a bridle; the test boat uses a 20-foot Dyneema bridle that is retracted onto the wing nets when not in use.

The typical 6 horsepower outboard delivers about 5.3 knots at 1/3 throttle and about 6.5 knots wide open. The side mount provides decent performance in chop, pitching less than transom-mounted engines.

The portable fuel tank is protected from the sun and solar heating in an under-seat locker. It is wide is open for venting (but sealed from the cabin) and drains out through the open transom, safe and out of the way.

Since the emphasis was fast cruising and racing, storage and amenities are sparse. In the cabin there is storage behind the seat backs. The large rectangular top-opening lockers in the galley counter and under the seats can be fitted with hanging bags for easier access.

The head compartment has sufficient space for toilet paper and cleaning supplies. There is a large bottomless locker in the cockpit that also provides access to under cockpit areas. Lockers in the amas (outriggers) can hold light, bulky items.

There is sitting head room and ample seating for four on the starboard settee. An Origo alcohol stove and sink with rocker pump provide a minimal galley. A large cooler slides easily under the companionway. The forward V-berth is quite long, though a little pinched at the foot. The settee converts into a twin-sized bed using filler boards that slide neatly into storage slots under the companionway.

A portable head sits in a well behind a curtain, and is typically moved into the cockpit at bedtime for better privacy. Some owners rate the interior as poor, but most call it camping-out comfortable, suitable for an overnight or weekend.

Performance

Everyone wants to know how fast the little trimaran will go. To windward it points as well as most monohulls, thanks to a deep centerboard. Shell tack through less than 90 degrees if you pinch, though it’s faster if you bear off just a little. Keeping up with 40-foot cruisers is easy on any point of the sail, and you quickly chase them down on a reach.

With the wind free, expect to match true wind speed up to about 12 knots, after which you may reef or bleed power, depending on your mood. In lighter winds, pop out the reacher and you’ll get a whole new gear, easily exceeding wind speed.

In stronger winds, bear off until the true wind is on the quarter, and you’ll see 14 knots or more, although handling requires sharp attention if you haven’t reefed.

Compared to the Stiletto 27 (see PS July 2016), it is more weatherly, tacks faster, can safely handle more wind, but is slightly slower off the wind (though not as scary).

Upwind reefing begins at about 15 knots true for those who like fast sailing, but there is no reason not to reef a little earlier and enjoy more relaxed, but still spirited sailing. Maximum angle of heel is about 15 degrees.

With two reefs and the jib rolled up a little, shell take quite a lot of wind, perhaps 30 knots, without much excitement. Upwind in 20 knots is fun with the right reefs in, and that’s pretty good for a 24-foot boat. Farrier designed these conservatively, with windy conditions in mind. They are quite popular on San Francisco Bay, an area known for strong breezes.

The Mark II was touted as the new and improved version of the Mark I. By replacing the centerboard with a daggerboard, weight was reduced, and a rotating mast increased power, making the Mark II noticeably faster. The Mark I has more usable cabin space, since the centerboard case is hidden inside the settee, and the Mark I cockpit is also several feet longer, a boon to fun daysailing.

The centerboard is also a blessing in shoal water, automatically pivoting up if it smells the bottom, instead of breaking things when you find a sandbar at 15 knots. The Mark I has a kick-up rudder fitted into a cassette, keeping it under the boat, while the Mark II has a transom hung rudder. The Mark I works as a day sailor and weekender, while racers prefer the Mark II.

As with any multihull, there is always the capsize canard. Sailed poorly, any sailboat can capsize, says Farrier. My designs are not immune to this. With over 1,000 Farriers now sailing, even a low 1 percent capsize ratio would mean 10 capsizes a year. However, the capsize rate actually appears to be averaging .03 percent.

Large ocean-going monohull yachts are foundering annually, sometimes with loss of life. The basic safety difference is that the monohulls ultimate stability is resting on the bottom, while the multihulls is floating on top.

Reef appropriately and the risk is truly small. F-27s have completed successful transpacific and transatlantic crossings, and even the first circumnavigation of the North Pole under sail. Finally, the F-24 can’t sink. Built-in foam flotation, light construction, and multiple crash tanks in the amas and foam-filled akas (cross beams) make this impossible.

The F-24s main hull is fine, with a V-entry forward, U-sections mid-ships, and a relatively flat transom to damp pitching and provide lift for planing. Going to weather, most of the weight is on the amas, with fine V-sections that cut nicely through waves. Powering through short chop is not a strong suit among multihulls, but she has demonstrated considerable ability in choppy waters such as San Francisco Bay and the Chesapeake.

The heart of Farriers designs is the patented Farrier Folding System. Refined over the years, the mechanism allows the akas to fold-up, which reduces the F-24s beam from 17 feet 11 inches to 8 feet 2 inches.

We kept our F-24 in a small boat marina for a time, folding after every sail; we did this while motoring in the channel, requiring only a few minutes of light effort by one person.

While the claim of trailering to sailing in 20 minutes may be true for seasoned crews that race every weekend, allow two hours for the transition if you do this only occasionally.

Although no single step is physically difficult for a single person, there are many steps and a second pair of hands makes for safer work. The engineering has proved very reliable, and now that the patents have expired, copies abound.

Construction

Performance multihulls built to their designed displacements are hardly ever built on production lines. Corsair has been the exception to that rule. Light weight is an essential if you want a cat or trimaran to sail up to its speed potential, but you’re not likely to achieve it with normal materials and common construction techniques.

Turning out an F-24 that weighs 1,800 pounds (1,650 pounds for the Mark II) is no simple matter. It involves almost 50 separate molded parts, considerably more than same-length monohulls.

Carbon fiber and Kevlar reinforcement, vacuum-bagging, double-biased fabrics, acrylic-modified epoxy resin, and NPG gelcoat are all elements you’d expect to see in a custom shop. They all go into the F-24.

Glass/resin control, published laminate schedules, a computer-generated production protocol, universally bonded top hat joints between hull and deck, barrier coats of vinyl ester resin, isopthalic resin throughout the rest of the laminate, and bulkheads tabbed in seven places to the hull makes for a light but sturdy boat.

The akas appear to be held in place by the anchor bolts inserted when unfolding, but the sailing forces are actually carried by strong pivot arms connecting the akas to anchor points near the waterline, anchored deep within the hull, and by compression blocks where the arms meet the hull at deck level.

After 20 years we’ve had a few minor issues related to failed bedding and damage to the balsa core, but nothing affecting the main structural elements.

Conclusions

Whether you’re downsizing from a cruising cat, or upsizing from the family Hobie, the F-24 offers the sports car of youthful dreams, on a budget.

Is it worth paying three times as much as you would for a 24-foot mono-hull with more room? Not if you’re looking for cabin space and need an enclosed head. On the other hand, if fun sailing is the goal, the dollar-to-grin ratio is very high. Market demand is dependable and you will get your money back. It’s not the best beginners boat.

You can’t just sheet-and-forget, and getting the best from her requires experience and attention. But if you have a beach cat or fast dinghy background, it’s a great way to gain weekender capability without losing any of the fun. If you need a little more comfort or more speed, look at the Corsair F-27. And if money is no object there’s a world of Farrier designs to choose from.

Cruising in an F-24 is a tiny step above camping, but for the bare-bones cruiser who wants to cover some ground quickly, it fits the bill quite handily.

1. An alcohol stove and a small sink serve the micro-galley. 2. The V-berth is tight, but the convertible settee in the main cabin makes a twin-sized bed. 3. The porta-potty sits under the V-berth. It is often moved to the cockpit at night while sleeping. 4. A folding table seats one for dining.

• Fast, weatherly, and quick to tack.
• Stable. Only 15 degrees heel.
• Reefing starts at about 18 knots apparent.
• Easy to fold from 18-foot beam to
• 8-foot in about two minutes.
• Roomy cockpit. Tramps are fun in the summer.
• Eighteen-foot beam makes it hard to fall off.
• Well-built with stout rigging.
• Cramped cabin. No standing headroom and few amenities.
• Limited storage space.
• Portable head and no head compartment.
• Quick motion.
• Slow under power.

• Corsair Marine

RELATED ARTICLES MORE FROM AUTHOR

By far the most comprehensive review of the F-24 I was able to find online. Many thanks for the write-up, very informative and helpful.

Lakeside Marine & Motorsports has been awarded Best of Forsyth Boat and Marine Service as well as Used Boat Sales. Please contact us for any kind of Boat work or Purchase.

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Launching of the yacht CORSAIR (IV) at Bath Iron Works, 1930

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The steel-hulled, turbo-electric-powered CORSAIR was the fourth yacht by that name owned by J. P. Morgan and his family. CORSAIR (IV) was built by Bath Iron Works in Bath and was the largest yacht ever built in the U.S. She measured 2,142 gross tons, register length 300 feet, length over all 343 feet. Morgan used her for 10 years, mostly on the East Coast and in the West Indies. She was given to the British Royal Navy during World War II, and then was a luxury cruise ship on the West Coast until being wrecked near Acapulco in 1949.

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About This Item

• Title: Launching of the yacht CORSAIR (IV) at Bath Iron Works, 1930
• Creator: Perry Thompson
• Creation Date: 1930-04-10
• Subject Date: 1930-04-10
• Location: Kennebec River, Bath, Sagadahoc County, ME
• Media: Photographic print
• Dimensions: 19 cm x 24 cm
• Local Code: Neg. No. 03548
• Collection: Photographic Reference Collection, PC-3
• Object Type: Image

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• Yachts and yachting
• Yachts--Maine--Bath
• Ships--Launching
• Shipbuilding--Bath (ME)
• Ships, Iron and steel
• Ships--Maine--Bath
• Bath Iron Works
• Corsair (Ship)
• Morgan, J P

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• Rites and ceremonies

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