|International Star Class Yacht Racing Association||
NOTICE TO BUILDERS AND SAILMAKERS
It is impossible to foresee every conceivable innovation which may be thought of in the future and to mention every suggestion that has been ruled illegal in the past. When considering anything in connection with the boat or its sails or equipment which is not within established practice in the Star Class or is not clearly covered by plans or specifications, you must assume that it is illegal, and must obtain a ruling from the Technical Advisory Board before attempting it.
1. A member may request, in writing, permission to build one prototype yacht of nonspecification materials and/or construction methods. His proposal should include a general statement regarding the estimated costs and benefits to be derived, drawings, sketches, etc.
2. The Class Management
Committee, acting with the advice of the Technical Advisory Board, will grant
the builder the right to qualify for a provisional measurement certificate
for a prototype yacht, provided that the following conditions are met:
3. The provisional
certificate will authorize that prototype yacht to qualify for all races
except Silver and Gold events.
5. A final measurement certificate will be issued if the Class adopts that method of construction through its normal procedures of a fleet resolution, Technical Advisory Board approval, annual meeting approval and membership vote. Such approval will be granted provided that the construction of the prototype yacht does not vary to any substantial extent from the specifications finally adopted.
6. On the recommendation of the Technical Advisory Board, a permanent measurement certificate may be granted to any specially constructed yacht by the Class Management Committee.
Sale of Plans and Specifications
Work only from official plans. Never copy the dimensions of another Star or its measurement certificate; sag or warpage of an old hull can be misleading, also the specifications are subject to occasional revision.
USE OF PLANS. Plans shall be used only in connection with the construction of Star Class yachts and their sails and accessories. The purchaser agrees not to resell, lend for publication or any other purpose, or transfer in any manner the plans or copies thereof, without authority in writing from the International Governing Committee of the Association.
INELIGIBILITY. Unless a yacht and its sails conform to the plans and specifications, within the allowed limitations, it shall be barred from the Star Class. The Association reserves the right to bar any yacht or sail constructed by a firm or individual who is not recorded with the Association as possessing official plans, or who fails to comply with any of the conditions herein.
COST OF PLANS. Complete set of plans, $30; any single plan, $10; Rudder template, $20. Plans cannot be lent, nor sent on approval or credit.
NUMBER TAX. Builders are required to pay a tax of $400 on each yacht built when applying for a number on Form R-1. A number will not be issued unless the yacht is actually under construction and the name and address of its owner are given. Yachts being built for stock should be reported but will not be issued numbers until complete and ready or measuring. For the purpose of identification, the number must be cut into the upper side of the keelson (or if the boat is fiberglass without a keelson, then cut permanently embedded at a location as near as possible to where they would be if the boat had a keelson), before the boat is measured. This number may be revoked if the yacht is not measured or is unable to obtain a certificate within a reasonable time.
SAIL ROYALTIES. An I.S.C.Y.R.A. sail royalty button must be permanently affixed to every mainsail and every jib. It is the obligation of the sailmaker to buy these buttons from the Association central office at $50 each. No sail can be used for racing without a button: it is not a Star sail unless the royalty button appears thereon.
REMITTANCES. Remittances for all of the above must be made payable to and sent to the I.S.C.Y.R.A. at its central office. Sums stated are in USA currency, net in Annapolis, Maryland, USA.
KEEL WEIGHT CERTIFICATE. A keel weight certificate must be furnished by the builder to the measurer. It may be obtained from a public scale or such other source as the measurer will accept.
REVISION OR SPECIFICATIONS. It is the responsibility of those who construct Star yachts or their sails or accessories to keep advised as to possible annual revisions of the specifications.
1.2. Dimension and Weights in these specifications are in Standard International (S.I.) metric units, except that mass is usually called weight. When not otherwise specified, measurements of lengths are in millimeters (mm).
1.3. Requirements - A yacht, its spars and sails, must conform strictly throughout with respect to design, dimensions, construction, and material, to the official plans and specifications of the I.S.C.Y.R.A., subject to Class Rule 33, to be considered a Star and be eligible to the Star Class. THE ASSOCIATION'S MEASUREMENT CERTIFICATE IS THE ONLY RECOGNIZED PROOF OF ELIGIBILITY TO THE STAR CLASS.
1.4. Yacht's Number- Before a certificate can be issued, a yacht's number must be permanently affixed in not less than 51 mm figures in clear view.
1.5. Options - Nothing is optional in these specifications unless the word optional appears, and then only within the limitations described, in which case that which is mentioned is that which is recommended, in points of both safety and speed. Use of a substitute, even where allowed, is always at user's risk.
1.7. Materials- Glass
Reinforced Plastic (GRP):
1.8. Plan Approval
- Glass Reinforced Plastic (GRP) Construction:
1.9. Recommendations - The recommendations listed in the Specifications are based upon years of experience of many Star owners and builders.
2. HULL DIMENSIONS
3. HULL CONSTRUCTION
3.5 Deck Beams
4. HULL CONSTRUCTION
- GLASS REINFORCED PLASTIC (GRP)
4.2. Hull - With certain approved exceptions, the bottom, sides, and transom must be of a uniform structural mass throughout. The weight per unit area of any part of the hull, including a representative portion of any structure required to stiffen the surface, must equal or exceed 8.8 kg/m2. Thickness of the glass-foam-glass sandwich shall be sufficient to provide the flotation required by Section 7.
4.3. Deck - With certain approval exceptions, the deck must be of a uniform structural weight throughout. The weight per unit area of any part of the deck, including a representative portion of any structure required to stiffen the surface, must equal or exceed 5.4 kg/m2.
(Originally, GRP specifications were written in order to make GRP yachts comparable to those made of wood. With the exceptions of heavier frames and special braces, keelsons, etc., wood boats are "uniform" (i.e., uniform plank thickness and frame cross-sections). Accordingly, GRP (fiberglass) yachts are to be "uniform" in the basic lay-up of the hull and deck. The 8.8 kg/m2 required in the hull and the 5.4 kg/m2 required in the deck represent an average of the total weight including necessary stiffening. Thus the actual weight of a uniform lay-up for the purpose of uniform construction may be something less than the 8.8 kg/m2 (hull) and 5.4 kg/m2 (deck).
Because of the infinitely possible combinations of core materials, resin mixtures, different types of fiberglass cloth (weave and thickness), which would be satisfactory for Star construction, no specific lay-up has been written into the Specifications. Rather, it has been required that builders submit their construction plans and detailed lay-up schedule to be approved by the Technical Advisory Board before the builder begins construction. It is our view that the unit surface weight is self-limiting due to the need for hull stiffness and the constraint of overall hull weight. Too thin a surface would result in too much hull flexibility and inferior speed and durability. Too thick a surface will deprive the stiffening structure of the material required to make the boat rigid and have the same results. However there are certain conditions where either extreme might be advantageous and therefore it is essential to maintain the required uniformity. When plans are analyzed for approval they are viewed in this light. Any plan which deviates toward either of the two above extremes is rejected. All approved plans are on file in the central office along with sample lay-ups for the uniform construction. It is expected that these construction plans be followed by the builder and that any significant changes in the GRP lay-up that a builder may wish to use must be first approved by the Technical Advisory Board.
Secs. 4.2 and 4.3 provide for "certain approved exceptions" to the uniform construction. The practice of increasing the lay-up thickness and weight in addition to the uniform construction, along the bottom from slightly forward of the mast step to slightly aft of the rudder post is an approved exception. Other exceptions would include, but are not necessarily limited to: hull to deck joints, areas where special fittings are attached, bulkhead and stiffener attachments, etc. However, these items must be shown in sufficient detail as a part of or addendum to the plans before the plans receive final approval. -T.A.B., 1978)
4.3.1. DECK INSTALLATION
- The deck must be attached to the hull in a manner which adequately resists
the torsional forces in the hull and prevents the formation of leakage
through the joint. The weight per unit area of any part of the joint must
equal or exceed that of the surface in which the joint is made.
4.4. Local Reinforcements
- The hull and deck shall be reinforced as necessary to provide adequate
support of the mast step, keel, skeg, rudder, cockpit opening and rigging.
Such reinforcements may be in addition to the uniform mass of the hull
and deck, provided that they are not so constructed to intentionally ballast
4.5 Metal Inserts - Inserts of corrosion-resistant metal may be included as part of the hull and deck for attachment of rigging, tensile supports for the mast step, or attachment of normal equipment. Such inserts must be limited to the size and number necessary to perform their structural functions and must not be so constructed or arranged to intentionally ballast the hull. The tracks for running rigging and metal parts necessary to secure the keel to the hull are not to be considered as a part of the hull or deck.
5.2. Mast Step
5.3. Rudder- Must conform in size, design, shape and position to I.S.C.Y.R.A. Drawing "F". No concavity in profile. May be of wood, including plywood, solid, but may be sharpened. May be of GRP or sandwich construction.
5.4. Skeg - To be
rigidly attached to the hull structure.
5.5. Tiller - Design
and construction optional, but must be of approved materials. (not retroactive
to Measurement Certificates approved before 1 January 1990). When in its
lowest position, the bottom of the tiller shall be above the deck centerline
when viewed in profile, both at the aft end of the tiller and at Station
5.6. Rudder Post - Position only as per plans, of solid stainless steel, not less than 25 in diameter, rudder to be thoroughly fastened to it. Method and material of fastening optional.
5.7. Fin Keel - To
be of solid gray cast iron free from substantial imperfections. Shall
conform to I.S.C.Y.R.A. Drawing 4 and the limitations. As a rust preventative,
the keel may be painted, plated, galvanized or coated with fiberglass
(GRP), provided that such coating shall have a specific gravity not greater
than the iron. Keel shall not be bored or plugged to affect its weight
or center of mass. The outer edge of the flange may be set flush with
the true bottom of the hull, or the top of the flange may be no lower
than the true bottom.
5.8. Stem - Sided 76, molded as shown. The actual bow must be a true prolongation of the sides and deck and come within 35 of Point A.
The forward end of the cockpit opening is limited with 3685 maximum forward of Point "T" and the aft end with 1605 minimum forward of Point "T".
6.2. Options - Self bailing type allowed. Cockpit may be rounded at corners of ends and/or at crossbar, but maximum allowed radius of 305. No hatch, shelf or other device, including any part of the crossbar, which reduces the open area of the cockpit beyond the foregoing limitation, is allowed.
Additional flotation must be added so as to total at least 720 liters of positive buoyancy. This may be provided by sealed compartments or tanks or closed cell foam type materials. It may also be incorporated in the construction of the hull. The location of the flotation devices shall be such that the buoyancy effect is essentially balanced about Station 6 (approximately 1525 aft of the mast) for the purpose of floating the boat level or in slightly bow-up attitude.
On boats built prior to January 1, 1974, commercial buoyancy bags manufactured specifically for this purpose are permitted. They shall be installed in accordance with the manufacturer's recommendations and in such a way as to resist chafing and movement due to surging water should the boat be swamped. 1 kg of rated buoyancy = 1 liter. When buoyancy bags are employed they must be kept inflated.
8. COAMING Coaming - Optional, or may be omitted.
9. HULL FINISH
9.2. Refinishing - Refinishing with any coating, including GRP on wood hulls, is permitted provided that the dimensions of the hull are not changed (within the accuracy of normal measurement).
Minimum section from 991 above Point "B" to 5105 above Point "B" is 57 x 70. Minimum section weight between these limits is 1.34 kg per linear meter.
Tapering is allowed from 5105 above Point "B" to top, except that wood masts may be tapered in any way provided that they conform to depth-width ratio at all sections. Minimum section is 32 x 32.
From heel of mast to 991 above Point "B", mast section is optional.
Forward face of mast from Point "T": min. 4420, max. 4680.
Mast may have one luff groove. Rotating masts are not allowed.
57 x 70.
10.5. Whisker Pole - Length min. 2286, max. 2896, measured at greatest extension from surface of mast when whisker pole is in place to outboard point on pole where the jib or jib sheets are constrained. Length may not be adjustable.
10.6. Reefing Equipment - Not allowed.
If the jib can be attached without disconnecting the jib luff wire (for example by hanks or tabs), then the use of only one headstay is permitted provided that it meets the above jibstay specifications.
The Jibstay may have a firmly fitted tube or coating totaling a maximum of 7,2 mm in diameter.
11.2. Other Rigging - Running Rigging including the backstays may be of any material.
There shall be a space of at least 102 between consecutive numerals. Numbers must be clearly legible on both sides of the sail, and should not be back to back. Jib booms or clubs, roach reefs, double luff mainsails, loose-footed mainsails, and perforated sails are barred. Unwoven transparent panels, not exceeding 1.25 m2 in total area, are permitted below half height in any sail. Only mainsail and jib are allowed. Reinforcement, of any fabric having the effect of stiffening the sail, is permitted only within the dimensions listed in Sec. 12.2 and 12.3. This reinforcement shall be capable of being folded. Other reinforcement, as a continuation of corner stiffening or elsewhere, comprising not more than two additional layers of material of no greater weight than the body of the sail, is permitted provided that it can be folded and is not stiffened by the addition of bonding agents, close stitching, or otherwise. Glued seams shall not be considered stiffening provided that they can be folded as described above. National letters, if displayed, shall be affixed to the mainsail in accordance with the official class sail plan.
12.2. Mainsail - Length of luff and foot governed by measurement bands on spars. See 10.3 and 10.4. Roach and draft governed by cross width from middle of leech to nearest luff point including bolt-rope, which shall not exceed 2807, the roach of leech having a normal curve. A normal curve is defined as a smooth curve that deviates no more than 13 from a straight line between battens. Roach and draft governed by cross widths not exceeding 2807 from the middle of the leech and 1665 from the three quarter point of the leech to the nearest luff point including bolt-rope. The roach of the leech shall be defined as a smooth curve that deviates no more than 13 from a straight line between battens.
Leech, roach, and draft shall be governed by measurements taken across the jib from points 500, 2000 and 4267 mm down leech and luff from the top of the measurement triangle. These cross measurements shall not exceed 275 mm, 875 mm and 1600 mm respectively. Leech and foot curve must not have concavities except that the leech may be hollow between battens. This hollow shall not exceed 15 mm. Headboards are not allowed. Clew boards shall be permitted only within a distance of 76 from the apex of the clew. For measurement all the corners of the jib must simultaneously fall within a triangle of the above dimensions, and no portion of the sail shall fall outside of the triangle for at least 76 from any comer of the triangle. Foot roach shall not fall outside the measurement triangle more than 76 at any point. The center of the grommet or thimble to which the halyard attaches shall not be farther than 38 from the luff of the jib. Cunningham not allowed. Tack of the jib shall at all times be fastened within the jibstay location and on centerline of the boat. Jib may be set flying, but a jibstay is obligatory and luff wire in the jib shall not be considered a jibstay, except as provided for in Sec. 11.1.
*12.4. Battens - Mainsail: Four in mainsail spaced on leech as per plan. Upper batten, no restriction on length, all others not more than 1219 mm. Material optional. Jib: Three allowed in jib, located as per plan, top batten not to exceed 330 mm, 2 lower battens not to exceed 440 mm. Material optional. Batten pocket inside width not more than 50mm.
12.5. Measuring - Sails shall be measured in accordance with the requirements of Star Class Rule 32.
12.6. Sail Royalties - An I.S.C.Y.R.A. sail royalty button must be permanently affixed to every mainsail and every jib. It is the obligation of the sailmaker to buy these buttons from the Association central office at $50 USD each. No sail can be used for racing without a button: it is not a Star sail unless the royalty button appears thereon.
13.2. In addition, the hull must comply with the following: The weight of the hull and attached deck must exceed 190.5 kg. If the skeg is also included, the weight of the total assembly must exceed 192.5 kg. Included with the hull in these weights are exclusively the chainplates, jibstay attachment fitting, the mast step with its supporting structure, built-in bulkheads and deck supports, a keelson (optional in GRP hulls), the rudder post tube and flotation.
13.3. if additional material is added to make up weight, as required by Section 13.1, such material shall be sealed by a Certified Measurer. The seal or seals applied shall be impressed or attached such that no part of the material can be removed without irreparable damage or destruction of the seal. Seals shall be distinctively marked for identification. If no additional material is required under Section 13.1, a seal as above shall be attached within the hull. A boat must bear such seal or seals to be in conformance with measurement rules.
Yacht shall be measured on keel, with spars and rigging removed, or with rigging slack, and hull unsupported; and in accordance with instructions issued to certified measures by the International Technical Advisory Board. Measurements shall be recorded on the I.S.C.Y.R.A. measurement form. Although only certain specific points on a Star are regularly measured and appear on the measurement certificate, it shall be thoroughly understood that any point may be measured, at the discretion of the I.S.C.Y.R.A. Technical Advisory Board, and shall be in accordance with plans, specifications, and the following limitations.
The following fittings
(b) Raised Portions.
14.1.4. At most two
watertight hatches, not larger than 153 clear-opening diameter, and essentially
flush, are allowed in the deck. Only one is permitted in the foredeck
and one is permitted in the afterdeck.
STAR CLASS BOAT
Certain measurements are often required for entry in championship and other series, and non-sanctioned events, such as Olympic Regattas, may have special measurement requirements for eligibility (Rule 32). This type of measurement is conducted by appointed regatta measurers or the Technical Advisory Board. While regatta measurement requirements vary, the types of measurement and techniques used are the same as for certification measurement.
There are for main
categories of measurement:
In each category, physical data are obtained by the measurer for comparison with allowable maxima and minima.
HULL, KEEL, SKEG AND RUDDER
The Star is measured
in an upright position, with base plane level and the hull supported on
the keel (Spec. 14). Some flexion of the hull occurs due to its own weight
in this position, but conditions are equalized for all boats measured.
Rudders are measured by use of a transparent template available from I.S.C.Y.R.A. Since rudder shape controls are referred to the hull, rudders cannot be properly measured off the boat (Drawing "F"). In addition to shape and height limitations, a minimum radius is specified for any curve of the rudder profile. Skeg measurements are described in Spec. 5.4.
Because virtually every radius in the hull, keel, skeg and rudder is controlled, great care should be taken in fairing a Star that all radii remain in compliance with the controls. Radii can be checked with appropriate radius templates.
Boom length is measured to the forward face, that is, the "bottom" of the luff groove in the mast. It is most convenient to measure this with the boom attached. Care must be taken that the measuring standard reach into the luff groove and touch bottom.
When sails are measured for a championship series or other regatta, and found to comply, they are indelibly and distinctively marked by the measurer. Only sails thus marked may be used in the series.
Drawings are provided in this section to assist in laying out measurement triangles and measuring sails.
Several aspects of the Star are subject to weight control. Sails and parts of the hull, keel and skeg are controlled as to unit weight. Keel, hull and complete boat must meet minimum total weight standards, rigged masts must have a minimum "tip weight" (Spec. 5, 10, 13). Weight of the complete boat and mast tip weight are regularly checked at championship and other series. Yachts are weighed for certification in accordance with Spec. 13.3.
The most desirable
scales for these uses are the electronic "load cell" type which
give accurate readings with excellent replicability. Various spring and
lever types are also used. While scales should be calibrated with test
weights to ensure accuracy, the most important characteristic for fairness
in regatta weighing is replicability of readings. This should be checked
by weighing the same boat, or mast tip, several times before, and, if
possible, during the measurement procedure. The scales should give very
nearly the same reading at each re-weighing. if differences are noted,
the scales should be repaired or replaced.
Some modifications or construction errors may be termed peculiarities in a boat. Spec. 1 and 14 make it clear that such deviations from the standard for a Star are not permitted. Measurers, as well as owners, should be alert for any peculiarity in a boat which might not comply with the intent of the Specifications, and seek the assistance of the Technical and Technical Advisory Boards in determining whether this is the case.
Discrepancies are actual instances of noncompliance with the Plans and Specifications. No boat having a discrepancy is eligible for competition as a Star at any level (Spec 1). Discrepancies should be corrected immediately to avoid any possibility of an ineligible boat being sold as a Star or entered in competition.
In any series the Technical Advisory Board, the Certified Measurers and the Series Measurers are requested to pay attention to possible discrepancies and, in case of evidence, to arrange for adequate correction. In any series, the Technical Advisory Board, the Certified Measurer and the Series Measurer are responsible for the total observance of what is stated in the previous paragraph.
BASE LINE. A line in the Center Plane having a perpendicular distance from the hull bottom at Station 10 of 390 and at Station 1 of 486. Hull Stations are located on the Base Line by measuring forward from the intersection with a line perpendicular to it which passes through Point "T".
BASE PLANE. A plane perpendicular to the Center Plane, and containing the Base Line.
CENTER PLANE. A plane containing the centerlines of the deck and bottom, the axis of the mast, the center plane of the keel fin, etc.
CHINE POINT. Any point on the curved line defined by the intersection of the extended surface of the side and the extended surface of the bottom. "Chine Heights" are measured from the Base Plane to specified Chine Points; "Chine Half-Breadths" are measured from the Center Plane to specified Chine Points.
JIBSTAY INTERSECTION. The intersection of the line of action of the jibstay in sailing position with the forward surface of the mast.
POINT "B". See Spec. 2. The height of the deck edge is the height of the Sheer Points, and this may be found by supporting a straightedge on the deck at the proper distance from Point "T", measuring form it vertically to the mast step, and subtracting the offset of the straightedge above the Sheer Points.
POINT "T". See Spec. 2.
PROFILE. The shape of a part of the boat, such as rudder or keel, as projected perpendicular to the Center Plane.
SHEER POINT. Any point on the curved line defined by the intersection of the extended surface of the side with the extended surface of the deck. "Side Heights" are measured from the Base Plane to specified Sheer Points; Deck Half-Breadths" are measured from the Center Plane to specified Sheer Points.
TRUE BOTTOM. The actual surface of the hull bottom, or the extended continuation of the arc of the bottom through the keel flange or skeg. "Keel Heights" are taken at specified points on the intersection of the True Bottom with the Center Plane.
ISCYRA Central Office
Phone: +1 443 458