Yes, the trailer parts important for the approval are from Germany, we are producing only the „Non-TÜV-relevant“ parts like the frame, cradles and tilt mechnanism here in the UAE. Axis, coupler, brakes, wheel bearing, lights are made in Germany and have the necessary certificates. That makes also the spare part supply easy in Europe.

The trailer are fitted with german watertight axis and bearings. Good quality. But at the brakes better add some clear water. The steel frame is fully galvanised in a one piece. Or use the aluminium trailer.

Yes. The mast can be easily lifted by one person. The running backstays are mounted on the vertical outer carbon tubes at the same height as the mast base. This way there is no wobbling during the whole process. The carbon tubes are attached to the existing padeyes forward down/back down. The lateral pressure wind through a cross tube into the mast foot. Therefore there is no slack in the whole system. The tubes simply slot into each other so that they fit into the trailer box or boot or, if you are not racing, into the boat.

Due to the easy to trimm jib you can get the jib very flat, the main, too. The backstays work very effective on our ELVSTRØM jib and main. Reefing single handed will start at appr. 20-22 knots with one reef in the main. The second reef should work until 30 knots, with the second reef the backstays can stay tight. Above 30 knots change to the cutter jib. With cutter jib and double reefed main Hans Genthe won the Silverrudder 2018 on his Farr280 in 30-40 knots of wind. The Farr 280 has a little less stability and lots of sail area, too.

During sailing and racing the boat is very comfortable. Comfort during racing is the ability to rejuvenate in bad weather. This boat is designed for heeling, so the keel weight works well. At leat no new idea, the Danish BB10m, designed in 1976, is still a superfast boat and it´s comfortable. I done single hand sailing on the BB10 and the Farr280, and learned that you can win with the Farr280 if you are very well trained. If you can sleep well on your boat, you will be able to push it harder.

No and yes. You should not sail in waves with keel up. It´s possible to damage the nice back border of the fin, but you can´t destroy the keel case. You can lift the keel for entering and exiting on shallow water without waves.

The gennaker goes below deck through the front hatch in a long sock until the stern. It worked well on the Farr280 also single handed, but you have to train. If the gennaker hits the water, it´s hard work. We will teach during test sailing here in Dubai.

Single handed I (Hans Genthe) use the 70sqm gennaker instead of the 115 sqm gennaker in 20 knots or more. The hoist and take down from the cockpit in the cabin in a bag in the entrance is easy to handle, the cabin entrance is designed for heavy wind. No sharp edges or fittings. All fittings are below and well protected by the deckhouse wings. Always hoist the jib before the gennaker take down to use the wind shadow. Then it´s save and easy. Steer 160-120 degree to have a nice shadow. The more wind, the deeper you have to steer.

IRC is not a scientific rule, its a mix of formula, approximation and political factors. Some designers are in the committee and bring new ideas in. You don´t know, how they change the rules from year to year. And bad organization: boat weight for example isn´t checked properly with most boats. You can send them what you want ... made my own nice experiences with the other Farr Owners at Cowes. Due to the fact Hans Genthe has organized three time the international yacht forum in Hamburg he had the possibility to learn from with Jason Kar, Mark Mills, John Corby, Thorsten Conradi (J&V), Simon Rodgers, Kay-Enno-Brink, Jim Schmicker (Farr Design), Andrej Justin, … We have access to several hundred IRC certificates and have done an approximation by comparing the IRC rating with the ORC rating, if they have both. You can not build a small boat which fits both rules without changes. Stable, light and fast small boats are panellised a lot more in IRC than in ORC. Also Carbon is rated too bad. https://www.hansgenthe.de/post/irc-rating-optimization So we are offering a second keel and a heavier glass option for IRC. But this glass option will be not a boat I would like to sail. It´s just the market demand. The keel can be changed easily and with adding inboard weight you will get a competitive boat in IRC, too. One thing is proofed: The boat is awful fast in both rules. The Aeolos P30 is planing when heeled 20-35 degrees. That is underestimated in ORC and IRC. The same was with the Farr280, so we won the ORC-races in this conditions with a huge gap to the second. This boat we optimzed again for planing when heeled, and the CFD shows that the boat will become awful fast. The reason is, that the keel produces a lot of righting moment when heeled, and if the hull is optimized for heeling it means a lot more speed. Nearly all competitors have be be sailed upright … but this Aeolos P30 not. It´s very well balanced with from 0-35 degrees heel. The sails are optimized for this purpose. The flying jib is a awful weapon, also under ORC. For example the IRC rules leads to silly iron keels without bulb, which is a pity. It´s only a matter of time if this become corrected again. But with this boat it´s easy to produce an additional IRC keel, that can be changed against an normal T-keel in less than one hour. The other topic is the rudder: If you are sailing a double rudder, the surface area of the appendixes are changing more than with a single rudder, because upright you have the area of two rudders in the water. This means a double rudder boat more lee helm upright and that´s a big disadvantage in light air and upwind. If you are sailing downwind in heavy wind (25knot and more), it´s a little better for the double rudder. But at the typical double hand race courses the single rudder is a huge advantage, because you are sailing a lot upwind. In light air the boat has little wetted area and a very slender waterline compared to the competitors. Speed is still your friend in any rating game.

A double rudder can be a huge advantage under certain conditions. Can be, but ... Our intention is to have a long lasting fast allround hull design for a short and medium distance racer and typical Baltic Sea and Solent conditions - windspeeds 12-16 knots average. Due to the exisiting calculations that means a single rudder and a close eye on wetted surface ... If you are sailing a double rudder, the surface area of the appendixes are changing more than with a single rudder, because upright you have the area of two rudders in the water. This means a double rudder boat more lee helm upright and that´s a big disadvantage in light air and upwind, you have less lift. If you are sailing downwind in heavy wind (25knot and more), it´s a little better for the double rudder. Very often double rudder are only a marketing gag ... fancy and cool because oiffshore long distance racer use them, Open 60 or Class 40. But these boats are optimized for downwind sailing in 20-30 knots of wind. Quite unsual conditions at most races up to 200 miles at baltic sea or Solent. But at the typical double hand race courses the single rudder is a huge advantage, because you are sailing a lot upwind. In light air the AEOLOS P30 has little wetted area and a very slender waterline compared to the competitors.

The boat is designed for heeling, because with an angle of 30-35% degrees the keel weight is working very effective. You will carry the gennaker far longer than other boats. The rudder provides full control up to 40 degrees of heeling. With 33 degrees of heel the hull has a perfect planning shape. If you are sailing in light air, the boat has a very narrow water line and a lot of rocker, that means, it reacts great to weight trim.

Form follows function. The roof has low wind resistance and keeps the water out of the cockpit. With the farr280 we had so much spray downwinds, we sailed in drysuits. One reason, why Hans Genthe won the single hand race silverrudder 2018 with up to 40knots of wind was the offshore drysuit. If you are sailing downwind with 15-25 knot speed, you will be happy for any protection.

Weight is the most important factor for speed and fun. A light boat is planing easily, and will be fast in light wind, too. Most other boats are heavy because they fit more easy in the rating rules and the boats are able to offer a lot of comfort when staying in the harbor. We don´t want to follow marketing driven design or rating trends with this boat. Sure, the rating issues will be optimized, but not on the cost of hull performance. The ORC rule become better and better, and it means producing waste if you produce a rule breaker. We made a full carbon boat and reduced the interior to the needs of offshore sailing.

The boat design is prepared for CAT A, but check the OSR rules for all the equipment you need. We don´t offer a lot of equipment, it´s a mess to import the stuff here in the UAE.

No, you should remove the motor before you start racing. The boat is up to 0,4 knots faster in light air without the resistance of the pod system or a saildrive. You can keep the motor in the water for crusing.

Adding an Diesel engine means adding 200kg of weight, that is 13% more weight in this light boat. That will change the performance, especially when you are sailing double handed or single handed. You have to accelerate the additional weight in waves, the boat will start planing later. We can offer an Lombardini, it is perhaps the lightest solution on the market. But Hans Genthe removed the same motor from my Farr 280. That was 198kg. The motor is „only“ 99kg, but you need a lot of stuff like mounts, tubes, tanks, panels, battery, … The Yanmar 9hp is 77 kg, then you end with 160kg more. After removing the motor the Farr280 was a single hand weapon, Hans Genthe won the Silverrudder two times, first in heavy wind, later in moderate winds. Another Farr280 won Cowes week in IRC after removing the engine. We recommend an outbord inside the plug or the electric system and a generator for the transfers. A 10KW generator is cheap and you can remove the heavy thing.

Sure, you can add the system you want. The hole in the hull is 300mm x 254mm, but the area is easy to access and you may install a bigger plug. The plug has a displacement of appr. 20 liter, with a 12kg motor and 2kg plug you have to pusch 6kg down. You can also install a diesel engine with shaft. The lightest diesel we know I a Lombardini 10hp. Total installation with motor, steering, foundations, exhaust, petrol tank, filter, tubes, instrument, switch, cables is 200kg. You can´t remove the motor in a short time. If you install a 5hp outboard in the plug (for example a Mariner 4-Stroke 5hp Short Shaft Outboard F5 MH ), you end up with 25kg. And you can remove the motor easily. OSR rules 2022 for Cat 0/1/2 Monohulls: 3.28.1 Propulsion Engines 3.28.1 a) engines and associated systems installed in accordance with their manufacturers’ guidelines and suitable for the size and intended use of the boat 3.28.1 b) an engine which provides a minimum speed in knots of (1.8 x √LWL in metres) or (√ LWL in feet) 3.28.1 c) inboard engine 3.28.1 d) an inboard combustion engine shall have a permanently installed exhaust, cooling system, fuel supply, fuel tank(s) and shall have adequate heavy weather protection 3.28.1 e) an inboard electrical engine, when fitted, shall be provided with a permanently installed power supply, adequate heavy weather protection and have an engine control system.