Add to my Logbook

E-mail to a friend

Print Page

Herb McCormick

The Dragonfly 35 is the most expensive of the three reviewed boats, and you can get a sense of why when you look at the comfortable saloon and easily worked galley (below).

Dragonfly 35: A Trade-Wind Rocket

The marvelous Danish-built Dragonfly 35 stands apart from the other pair of trimarans in this roundup on multiple fronts, the most notable of which are size, cost, and accommodations.
 
In the protected harbor of Great Cruz Bay, in the U.S. Virgin Islands, I met Dr. James Clayton, the proud owner of hull number 11 in the Dragonfly 35 run. Looking for a bit faster ride, with roomier accommodations and better sun protection, Clayton had moved up to the 35-footer from the 33-foot Dragonfly 1000, a boat that he loved and which is no longer in production. The 35 comes in two versions, Touring and Ultimate, the latter, which Clayton owns, boasting a slightly taller carbon-fiber mast with exotic, high-tech Vectran/Technora sails and strong, lightweight standing and running rigging.

Clayton obviously enjoys a boat that performs well, but he also likes creature comforts, and he's loaded the boat with a variety of options, including an Andersen 46ST electric winch for mainsail hoisting, a watermaker, a three-bladed folding prop (instead of the standard two-bladed version), a diesel heater, and even a bow thruster, which is employed via a "garage door" that lies flush to the hull when not in use.

Courtesy of Quorning Boats

It seemed odd to choose the high-tech version of the boat and then load it up (and weigh it down) with such a long list of amenities. But Clayton had good reasons for his choices. The bow thruster proves very handy in controlling the fine, light bow in close quarters on windy days, and the heater was welcome during a cruise through Nova Scotia.

The Dragonfly 35 employs the builder's Swing Wing system to fold the amas, but with a 12-foot-10-inch beam when the outriggers are retracted (down from a graceful, sweeping 26 feet 11 inches in sailing mode), trailering isn't an option. Still, the folded boat will fit into a standard marina slip.

The accommodation plan doesn't enjoy the interior volume of a contemporary 35-foot monohull, but it's a clean, modern design that makes excellent use of the space. There are generous double berths on either end: a V-berth in a dedicated cabin forward, and another double beneath the cockpit. An enclosed head is situated forward of the main cabin, which has 6-foot-4-inch headroom and features a long settee to port, a cozy but handy navigation station at the foot of the companionway, and a lengthwise galley to starboard, with an abundance of counter space and good storage. The Volvo diesel, with saildrive, is located in a dedicated aft compartment.

The deck layout and corresponding sailhandling systems are also extremely well executed. A retractable carbon sprit in a sealed, dedicated tube is just forward of the recessed Facnor headsail-furling gear. Four flexible 9.5-amp Sunware solar panels do a fine job of topping off the house batteries. The single-line reefing system is led aft to the cockpit, an extremely comfortable space with a large bimini overhead and a rounded helmsman's backrest aft. The traveler is mounted on a central beam just forward of the helmsman, while the double-ended mainsheet is close at hand.
 
There's good visibility for the wind and speed instruments mounted over the companionway, and clear sight lines exist to the Raymarine chart plotter mounted on the rear of the coachroof. A portable beam can be removed to provide walk-through access to the transom and the aft deck shower. Finally, each of the amas is equipped with a rear hatch, through which can be stashed a pair of 17-foot sea kayaks. The Dragonfly 35 can most definitely be classified as a sport utility vehicle.

We sailed the boat on a day of moderate easterlies blowing at 12 to 14 knots. Upwind, at roughly 30 degrees apparent, the boat made anywhere from 7.9 to 8.4 knots, and as we eased sheets and bore off, the speed ratcheted up accordingly, to 8.5 to 9 knots. Frankly, I was somewhat disappointed in the sheer speed (Clayton has made more than 18 knots in breeze ranging in the 20s), but as I mentioned, we were carrying a boatload of extras. It was a choppy day, but the Dragonfly was in no way hampered by the seaway. The V-sectioned central hull cleaved nicely through the waves without hobbyhorsing, providing a smooth, purposeful motion and leaving the smallest of wakes. And steering the boat was a real joy, with the Jefa rack-and-pinion steering system offering true fingertip control. I'd love to sail a 35 in big breeze.

Page:	1	-	2	-	3	-	4

	Cruiser Comments 0 Comments Now you're in the public comment zone. What follows is not Cruising World stuff; it comes from other people and we don't vouch for it. A reminder: By using this Web site you agree to accept our Terms and Conditions. Click here to read the Privacy policy View all comments Post a comment Not a member? Sign up here Already a member? Log in below Username:  Password: