J/70 Owner Guide
Page
© Copyright 2012, J Boats, Inc. All Rights Reserved
33
2)
Headstay
-‐ The top of the headstay (wire or rod) should be checked to make sure it’s not bent.
The fasteners and the top of the headstay foil should also be routinely checked.
3)
Clevis pins
-‐ More rigging and spar mishaps are caused by clevis pins backing out, than perhaps
any other culprit. If the clevis pins are semi-‐permanent (only removed a few times per year),
then use appropriate sized cotter pin and fully bend them back around the clevis pin. Then cover
with clear sealant rather than tape so that they are visible.
4)
Running rigging -‐
suffers the greatest wear and tear (chafing primarily) and should be checked
frequently for wear, particularly high load lines like main and jib halyards and jib sheets.
SPARS
1)
Spar life can vary, but a general rule is the mast should be replaced every 20 years. Frequently
check your spar for problems.
Spars break more often than not by a failure in the standing
rigging, but there are some specific areas to keep an eye out for:
2)
Deck area -‐
The SS mast step on deck section is usually subject to the most abuse over time as it
will be subject to constant rig stepping operations. Be sure the SS loop is checked periodically
for any sign of weakness.
3)
Spreader tips
-‐ these should be untaped and inspected annually. Use spreader chafe covers that
won’t collect water.
4)
Rig tuning
-‐ to provide not only the best performance but also a longer mast life, it’s very
important to properly “tune the mast.” Tuning means adjusting the shroud tension so that the
top of the mast is centered over the boat, and such that the mast is in column or straight as you
site up the mast groove on the aft side. Proper tuning for all conditions usually means
maintaining enough tension on the shrouds so that they do not go completely slack on the
leeward side while sailing. Many successful one-‐design classes have tuning guides published and
provided by sailmakers. Some of these may suggest very loose settings on the shrouds for better
light air performance. Care should be taken by owners to avoid sailing in windy conditions with
light air shroud settings. This may significantly shorten the life of the mast and lead to breakage.
4)
Aluminum spars
-‐ are subject to corrosion and fittings should be routinely inspected and
replaced when necessary. Particular problem areas over time can be fasteners around boom
vang, boom and mast ends, and gooseneck attachment brackets.
5)
Booms
-‐ often have a shorter life than masts, particularly on race boats that do a lot of
windward-‐leeward buoy racing in breezy conditions. In some class boats it is common practice
to pull the boom vang hard going upwind (vang-‐sheeting) and then release the boom vang
several inches going downwind. However if one bears away without first releasing the boom
vang (from its vang-‐sheeted position) then most booms will bend under this load. Repeated
occurrences will shorten the life of the boom and could cause breakage.
6)
Rig cutting tool
-‐ Every sailboat should carry aboard a tool that is capable of cutting through
standing rigging quickly. When a mast does break, the portion that is in the water can easily ram
a hole and potentially sink a boat. You may not have time to unwrap the rigging tape and pull
clevis pins at all the attachment points. The top of the line cutters are hydraulic, which can be
