beneteau 36.7 sailboatdata

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Beneteau First 36.7

This dual-purpose boat, designed by bruce farr, is more user-friendly than its high-performance progenitors, but will still sail fast as a one-design or in handicap fleets..

From her office in France, Madame Annette Beneteau Roux, granddaughter of her company’s founder, Benjamin Beneteau, oversees the largest boatbuilding company in the world.

In the US, the Beneteau and Jeanneau brands are madame’s two most popular lines. Under the banner of Beneteau USA, the company markets the Beneteau line, once known as Oceanis models, as distinguished from the First line of performance cruisers. Historically, the Beneteau marque has been stamped on a cruiser with a distinctly European flair. However, recent French-European styling is less pronounced than in boats introduced 10 years ago. They can generally be characterized as having a turn of speed, spacious accommodations, and pricing competitive with American production builders.

First models are sportier, more aggressive designs, and typically exhibit better performance than their more conventional sisters, though they sacrifice little of their appeal for those seeking creature comforts.

Like its competitors, the company has experienced its share of production and blistering problems. However, refinements in raw materials and construction methods are resulting in fewer production glitches.

Most Beneteau boats designed for use in the US are constructed in Marion, South Carolina. The 36.7, however, was the first of the First line to emerge from that production facility in several years. Since its unveiling in the fall of 2001, 100 of the 36.7s have been sold in the US.

The first collaboration of the Bruce Farr design office with Beneteau resulted in the 1992 introduction of the First 45s5. More recently, Farr designed the First 40.7, which the company claims is the most successful performance yacht of its size in the last 20 years. It has a stellar record racing under IMS handicapping.

Though they share a similar pedigree, the 36.7 was not designed to meet a racing rule. Still, whether she’s steered with the big stainless steel wheel preferred by the American market, or with a tiller, which seems to be the choice in Europe, the boat ‘s work zone speaks plainly of performance, with a big mainsheet traveler that spans the cockpit, and efficient grinder stations forward of that.

In profile she displays a flat sheer, plumb bow, and reverse transom. These shapes are getting downright common today, thanks, probably, to the influence of European offshore racing boats. The new J/109 is shaped very similarly.

The swept double-spreader rig with large mainsail and comparatively small foretriangle is another trend of recent years, and a welcome change from the IOR-influenced sailplans that held sway in production cruising boat design long after the IOR itself faded.

The underwater hull of the 36.7 is quite slippery, with two nicely shaped keel options-one that gives a draft of a bit over five feet, the other a bit over seven.

Among Bruce Farr’s early creations is Design #51, a 36′ one – tonner known as the 1104. It was so fast that it allegedly caused the IOR to revise design criteria. Although not as flatout as the 1104, the 36.7 can be seen as a direct descendant. Comparing the differences between the two, Jim Schmicker of the Farr office says, “The 1104 was designed primarily for the New Zealand and Australian markets, where proportionately less sail is needed because of windy sailing venues. “The 36.7 has similar sail area to wetted surface ratios, but carries more cloth because it’s 25% heavier.”

The new Beneteau was driven by a “different design requirement that requires a more luxurious interior while at the same time producing a fast boat.”

The 36.7 is also an offshoot of the Beneteau 40.7, although Schmicker says the 36.7 “has a more advanced hull shape and refined look when heeled at high angles.” That heeled shape, combined with what the Farr office calls a “generous rudder area,” simply means that the rudder keeps its bite in the water when the boat is reaching in big winds.

“The changes are more noticeable when the boats are side by side,” says Schmicker. “The 36.7 is straighter in plan at the sheer, with less curvature than the 40.7. It has less volume above the waterline amidships because more volume was placed in the ends. The result is a longer heeled length, producing good handling throughout the heeled range.

“We created the same interior layout in a boat that is nearly three feet shorter. However, there’s less space between the stem and V-berth, and aft berths and transom.

“With the keel design it’s all about laminar flow. This keel on the 36.7 is the result of years of intensive research that produces airfoils designed specifically for the boats that we design. They don’t come from the pages of a NACA foil book. They are the result of 15 years of IOR, IMS, America’s Cup, and Volvo Race research. We provide complete 3D representations to Beneteau so they can produce our designs accurately. The objective is to design the smallest rudder with the maximum lift and low drag that will withstand high loads in heavy winds without stalling. We place the rudder shaft in the blade and set the sweep of the blade tip to give the right amount of helm load for all conditions. We also want robust sections that don’t stall abruptly. And, they must be able to be made in a mass production line that produces the same surface finishes.”

Beneteau USA president Wayne Burdick points out that many yacht designers are surprised “if a boat comes within 1,000 pounds of her designed weight,” because boats tend to put on weight in the production process. However, the weight target is critical to one-design racers, who expect a level field. Schmicker says that the collaboration between the Farr office, Beneteau production managers, and Sparcraft, which builds the mast and boom, yielded a prototype within 100 pounds of targeted weight, and the first boat off the production line was “spot on.”

Deck Layout

Like other aspects of the boat, excepting the massive wheel and location of the traveler, the deck arrangement is typical of many production boats.

Halyard and mainsail controls are led aft to Spinlock ST clutches on the cabintop. Jib and spinnaker sheets are led to Lewmar 48 and Lewmar 40 selftailing winches. The solid vang is supplied by Sparcraft.

Cockpit seats are 19″ wide, 15″ high, and 52″ long, and accented by teak veneer. Though the cockpit arrangement appears conventional, a Farr touch is that it is a convertible: Seats port and starboard with shallow storage compartments below may be removed to make space for sail trimmers, shortening seats 20″.

Length on the centerline between traveler and companionway is 58″, and the width of the footwell is 39″.

With room for the helmsman and a passenger in the stern, she seats seven comfortably in cruise mode, about what we’d expect in a boat this size.

From the perspective of a nonracer or shorthanded sailor, the big wheel is an obstacle in getting to the traveler, and the traveler is an obstacle in getting to the companionway or back to the stern. Singlehanders will need to be nimble, especially when trying to work the sail controls on the cabintop.

An excellent footrest provides a brace for the driver. An additional brace on the cockpit sole would increase crew comfort when heeled. An instrument pod at the companionway provides helmsman and crew with excellent visibility while avoiding the risk of the “knee-through-the – instrument-lens” repair job.

Since the mainsheet is located at the end of the boom, it allows guests to sit in front of the traveler, or move below easily. That layout is a refreshing change, since many builders locate mainsail controls on the cabintop, with mid-boom sheeting. That compromise does prevent interference of the mainsheet with guests, but often at the expense of good sailtrim and efficiency.

Our test boat lives in rainy Washington, where year-round sailing mandates a dodger. Properly fitted, it doesn’t interfere with movement of skipper or crew while underway.

At one end, the bow sports an anchor roller and locker. A foot brace molded into the foredeck, double lifelines, aggressively patterned non-skid, and a teak toerail provide a bowman with a safe working area.

At the other end, the stern seat is removable to ease boarding. A telescoping ladder, shore power, and cockpit shower are standard equipment. A liferaft can be stowed below the helm seat.

There’s little storage in the cockpit, since quarterberths occupy spaces on both sides belowdecks. A small storage area in the starboard quarter provides room for fenders and lines. Most cruisers will sail with a genoa on a furler, and racers underway will keep sails amidships and forward, but still, a boat this size will always have gear that’s best stowed in a cockpit locker or lazarette-bucket, hose, shorepower cable, maybe a grill, and so forth. Much of that will have to live below, and the smaller aft cabin is the likely candidate for “shed.”

The layout of the 36.7 is a smaller version of that on the 40.7. The saloon provides seating for six, and there are bunks for seven, but tall people’s toes will be closer to the ends than they are on some comparable boats.

The appearance is traditional (that is, without the Philippe Starck stylized interior that Beneteau used on many of its boats). The saloon measures almost 10′ on the centerline. There’s 6′ 2″ of headroom, and 8′ of clearance between the settee backs. Settees are 6′ 4″ long and 2′ 1″ wide, and will double as berths if leecloths are installed.

The versatility of design is reflected in the saloon table: When in place it provides a surface for four to six diners; remove it, and its stainless steel support provides a foot brace for crew when underway.

Removal of the table also eases sail packing when in race mode. On our test boat, the brace also provided a space between settee and footrest for a 25-gallon plastic storage bin that holds lifejackets and crew gear. However, if the table is not stored in the garage, odds are it will be atop a bunk.

The L-shaped galley to port is small but adequate, equipped with a twoburner stove and double sink. A counter covers a 24″ deep x 17″ wide reefer located outboard that needs shelves or portable baskets to be organized. Storage is in enclosed cupboards with teak doors, and opening ports provide ventilation.

To starboard, the nav station faces forward and is fitted with wood cabinetry large enough for mounting electronics and fuse panels. The chart table measures 31″ x 23″-large enough for use with a folded chart.

Storage drawers and shelved compartments are below the chart table and navigator’s seat. In a world in which gear expands to fill the space available, the well-organized skipper will find room for necessary gadgetry, but with little space left over.

The master stateroom is furnished with a V-berth measuring 6′ 1″ long and 5′ 3″ wide at the head. The cabin also has a hanging locker and shelves on the hullsides.

Since Americans’ preferences in sleeping quarters differ from their French counterparts, US boats were reconfigured to suit the marketplace. Rather than having equal-sized spaces in the aft staterooms separated by a bulkhead on the centerline, the bulkhead has been moved outboard to starboard. As a result, the bunk to port is nearly queen-sized, while the one to starboard is basically a single quarterberth with some privacy-actually an ideal sea berth.

The head compartment on any three-cabin, 36′ boat will be, at the least, a designer’s challenge. On this boat, a clear choice was made, and the head is Lilliputian. With six feet of headroom, crew can brush teeth while standing, but showers will be taken while seated on the toilet with little space left for swinging arms. On the plus side, small head compartments in which elbows and knees can be wedged against bulkheads are best in a seaway (if any head in a seaway can rate above “dismal”), and this space is shiny fiberglass, vented overhead- so it will be low-maintenance.

Construction

Since Beneteau promotes the 36.7 as a one-design racer, it’s being produced with close scrutiny of the weight and application of raw materials. Boats are constructed to CE Class A requirements for unlimited offshore use.

Mike Thoney of Beneteau says the laminate, laid up behind the gelcoat with glass and vinylester resin, is precut to assure proper dimensions. Beneteau has discontinued use of the Beneteau Underwater System in favor of vinylester resins designed to prevent osmotic blistering. The company is mixing resins to its own formula. Mike Thoney declined to provide details about the mix.

Internal structure is a one-piece grid used in most models that reinforces the hull and distributes mast and keel loads. It also provides a bed for bulkheads and furniture, engine mounts, keel, chain plates and tankage.

Bulkheads become part of the structure when they are bonded to both hull and deck. Chainplates are attached using tie rods molded into the grid system.

The hull-deck joint is an inwardoriented flange onto which the deck is laid and secured with PU 501, a proprietary polyester glue, and mechanical fasteners through-bolted through deck and toerail.

“The deck is laid up with a skin coat, layers of precut fiberglass, and cored with balsa,” Thoney says. “Hardware is all bolted through solid glass and secured with backing plates. Where it goes through coring, the coring is removed and replaced with fiberglass. Backing plates for stanchion bases are bedded in putty to avoid movement. Engine mounts are through-bolted and secured with backing plates and nuts.”

On our test boat, 31 keel bolts and plates designed to disperse loads were easily accessible in a shallow bilge. A robust mast boot prevents water from intruding. In the three rainy months before our inspection, no water had appeared in the bilge. Water and fuel tanks are form-fitted to beds and secured with stainless steel rods. A holding tank is held in place by straps.

Joe Foss, service manager for Beneteau USA, described three post-production problems:

First: “The Edson steering system was designed with a short drag link that inhibited steering, depending upon the angle it met the wheel during the commissioning process. When several boats experienced the problem, the link was lengthened. A repair kit was distributed to the owners of hulls 1-33.”

Second: “A washer at the stemball on one of the shrouds (D-2) was so small it pulled through the spreader bar. Though the problem was encountered only on one boat, hulls 1-43 were examined and found sound.”

Third: One of the boats experienced a broken spreader bar. Since the same spreader is used on the 40.7 and 42.7, and more than 11,000 have been produced with no failures, Foss considers this an anomaly.

Performance

During a test sail near the Olympic Peninsula, we immediately discovered that she’s a responsive yacht. She easily backed out of the marina into a three-knot current with wind on the beam. A 29-horsepower Volvo sail drive provided quick acceleration and produced a short turning radius.

Crewed by a 62-year-old retiree and his small wife, sailhandling proved easy, with an autopilot holding her nose into a stiff breeze. We sailed with 12-13 knots displayed on the wind indicator with full mainsail and 105% genoa. The helm was perfectly balanced, though she felt slightly underpowered.

In 15 knots of wind, we sailed closed hauled at six knots. Footing off to a beam reach, speed held steady at 7.2-8.0 knots, and we steered with two fingers. As we sailed down below a broad reach, speed dropped to 5 knots. In these conditions, a shorthanded crew could hoist an asymmetrical spinnaker and keep the speedo scrambling.

With more than 100 boats sold since its US introduction, the 36.7 is already a success. The base price has increased approximately 10% since its introduction, to $135,000, sailaway, FOB the factory. However, an autopilot adds $2,065; an electronics package with VHF, Raytheon ST60 Tridata, and wind instruments $2,155; and Harken split- drum roller furler $1,695.

For racers, spinnaker gear and an aluminum pole will add $2,505 to the pricetag; a carbon pole adds $1,145.

We suspect that the J/109, mentioned earlier, would be natural competition for this Beneteau, both for one-design fleet racers and performance cruisers. Compare some of the J boat’s specs-LOA 35′ 3″, LWL 30′ 6″, beam 11′ 6″, standard draft 7 ‘, DSPL 10,500 lbs., SA/DSPL 21, DSPL/ L 165-to the Beneteau’s numbers. By those numbers, the J is just a trifle more moderate, and quite a bit higher priced at $165,500 for the base boat. That price differential may have to do with costs associated with the SCRIMP building technique used by JBoats, or with differences in standard hardware and fittings, or maybe with economies of scale-although J/Boats is hardly a low-production builder.

But back to the 36.7. She’s quite nimble. She goes faster and points higher in light air than standard production cruising boats her size. As a racer she’ll be competitive in a onedesign or handicap environment.

Beneteau has laid out restrictive onedesign fleet rules designed to control cost and promote competition among amateurs. There’s an “owner-driver” rule, and boats may not be stripped of standard equipment for racing purposes. Sail inventories are limited to four sails that can only be replaced at 12-24 month intervals.

This enhanced performance, combined with comfortable, functional accommodations and a good price, should attract a broad-based market. She won’t be as comfortable as a fullkeeled cruiser when pounding into big seas, but the adaptable sailplan will allow a shorthanded crew to fly big genoas on a furler easily, or an asymmetrical spinnaker almost as easily as a sprit boat-as long as they’re nimble enough to jump around the wheel and over the traveler.

The lack of cockpit-accessible stowage space is a shortcoming, partly balanced by the good sense of the aft cabin arrangement below. The size of the head compartment really is a matter of preference, and on a race boat or offshore boat, small is fine. Belowdecks, owners will more likely curl up with a book than a television remote, and that, too, is fine.

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Wow, I raced a Yankee 30 out of Olympia WA for 3 years as crew. I was 19 at the time and had to drive 3 hours from the NAS on Whidbey Island to the boat for each regatta. This was my 1st sailboat to sail on as a beginner. You have a nice boat.

I am looking to buy the Beneteau 36.7 to replace my Elite 37 (made in France) because I had planned to charter my own boat (I hold a 50 GT certificate) and need a boat made in the US.

How can you tell if the 36.7 was made in SC?

Capt. Charlie D

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First 36.7 Beneteau

The first 36.7 beneteau is a 35.76ft fractional sloop designed by farr yacht design and built in fiberglass by beneteau usa since 2000., 800 units have been built..

The First 36.7 Beneteau is a moderate weight sailboat which is a very high performer. It is reasonably stable / stiff and has a good righting capability if capsized. It is best suited as a fast cruiser. The fuel capacity is originally small. There is a short water supply range.

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First 36.7 Deep draft

Sailboat specifications.

• Last update: 15th March 2020

First 36.7's main features

First 36.7's main dimensions, first 36.7's rig and sails, first 36.7's performances, first 36.7's auxiliary engine, first 36.7's accommodations and layout, first 36.7's saloon, first 36.7's fore cabin, first 36.7's aft cabin.

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• Sailboat Guide

Beneteau 36.7

Beneteau 36.7 is a 36 ′ 1 ″ / 11 m monohull sailboat designed by Farr Yacht Design and built by Beneteau starting in 2002.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Most often called FIRST 36.7 (BENETEAU). See FIRST 36.7 (BENETEAU). Shallow draft version: 5.2’/1.58m.

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Beneteau First 36.7

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ONE DESIGN // BENETEAU FIRST 36.7

The Farr-designed Beneteau First 36.7 is one of the fastest growing One-Design Classes in North America, with Beneteau arguably achieving the perfect compromise between racing performance and cruising comfort.

Doyle's focus on supporting and servicing the Beneteau 36.7 class has resulted in 1st place finishes in the 2011 Detroit NOOD and in the 2010 Detroit NOOD, Put in Bay Race Week and Bayview Mackinac.

Doyle's dedication to this class is evident in its own professionals' choice of boat, with Mark Ploch, Jud Smith and Robbie Doyle all having owned and successfully campaigned Beneteau 36.7s over the last few years.

When the one designs come down to one, it's Doyle. The big difference in one design.

Get in touch with an expert below or contact your local loft here

TUNING GUIDE 

MEET THE TEAM

Paul Beaudin Doyle Sails New York City +1 800 237 4453 [email protected]

Stefan Stenström Doyle Sails Helsinki +358 (0) 40 5118501 [email protected]

Mark Ploch Doyle Sails New York City +1 800 237 4453 [email protected]

Chris Howes Doyle Sails Newport +978 740 5950 [email protected]

Brad Boston Doyle Sails Ontario +1 519 344 5236 [email protected]

Beneteau First 36.7

The newest Beneteau is this Farr-designed 36.7. Interesting to me is the fact that the brochure's specs list "Farr" under the heading "hull design." I think it's safe to assume that a company like Beneteau employs a gaggle of in-house designers to take care of interiors, decks and structural details. Rigs, keels, rudders and hulls are best left to the "out house" designer of record.

This model was inspired by the highly successful, Farr-designed First 40.7. The 40.7 has earned an enviable race record in some of the world's toughest fleets. The hull of the 36.7 shows what we might call the current generic racing shape, i.e., no overhangs, moderately light displacement, broad stern and fine entry. It's not an especially distinctive looking design in any way. It really looks like the rest of the racing fleet. I miss the divergent racing fleets of the '70s with those all-out pigs that were so much fun to whip. (Are you racing?!) The performance range of most fleets is dramatically narrowed today.

The D/L is 185 based on a "light ship" displacement. The 36.7 is on the beamy side with an L/B of 3.1. You have your choice of a deep keel drawing 7 feet, 2 inches and weighing 3,748 pounds, or a more shoal keel drawing 5 feet, 11 inches and weighing 4,034 pounds.

The interior layout certainly is oriented toward the family cruiser. There's a massive double quarter berth to port and a single quarter berth to starboard, both within their own enclosed spaces. The galley is on the skimpy side, but there is little else you can do when you want two quarter staterooms. The nav station is generous. It takes up as much space as does the galley. Looking at this layout makes me wonder if there isn't a race version of the interior. This Beneteau model, like the C&C 99, works hard to be both racer and cruiser.

The deck design takes advantage of the wide stern and uses a large-diameter wheel. The cockpit coamings are cut away aft, and this allows the mainsheet traveler to extend out to within about 10 inches of the rail. Note that there is a teak toerail on this model. There is a handy well in the foredeck for ground tackle. As usual, Beneteau has done a superlative job with its deck tooling. The cockpit seats are veneered in teak. The cabintrunk is highly radiused for a low-windage shape.

The rig is fractional with two sets of swept spreaders. The SA/D is 20.6. I find it curious that whoever drew the sailplan I am looking at tried very hard not to let the mainsail roach overlap the backstay. Usually sailmakers will ignore what the designer drew for sails unless you are working closely together on a custom project.

There is tankage for 79 gallons of water and 20 gallons of fuel. The standard auxiliary is a 29-horsepower Volvo diesel saildrive. Construction features a solid fiberglass hull as opposed to the typical cored hull you see in most boats of this type. The deck is balsa cored. The rudder, stock and blade are composite.

To my eye this appears to be a handsome, good all-round boat.

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Class Rules Updated 2023

Ensuring a level playing field.

• about the class
• class rules updated 2023

Beneteau First 36.7

North american one design.

The Class Rules serve to preserve and maintain the Beneteau First 36.7 Class' one-design standards. They exist to ensure equal and fair racing among all boats in the First 36.7 class, and are reviewed annually to remain consistent with the intentions of the members of the Class. 

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The elegance of the First 31.7 can be seen from the clean lines of the hull and deck: the length on waterline and gently sloping “whistle” coachroof are emphasised by the solid mahogany footchock, which makes manoeuvring more comfortable while adding aesthetic appeal to this magnificent sailing yacht.

Naval designer :  Finot Conq et Associés

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Christophe SOUCHAUD enters the legendary Route du Rhum transatlantic race on his First 40.7!

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BENETEAU FIRST 36.7 Owner's Manual

• page of 38 Go / 38

Table of Contents

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• 1 Table of Contents
• 2 I) Introduction
• 3 II) Identity Card of the Boat
• 4 III) Accommodation
• 5 IV) DECK (Location of the Life Raft)
• 6 V) Sails and Rigging
• 7 VI) Fresh Water System
• 8 VII)Bilge Pump System
• 9 VIII) Seacocks and Skin Fittings
• 10 IX) Electric Systems
• 11 X) Gas System
• 12 XI) Emergency System of the Steering System
• 13 XII) Motorization
• 14 XIII) Handling
• 15 XIV) Maintenance
• 16 XV) Environment
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Summary of Contents for BENETEAU FIRST 36.7

Page 1: table of contents.

• Page 2 ADDRESS ………………………………………………………………………….. ………………………………………………………………………….. ………………………………………………………………………….. Owner of the FIRST 36.7 n° ………………………………………………………………………………. Do certify that I have accepted delivery and read the information in the owner’s manual delivered with the boat. On ………………………………………… Signature Please keep this copy for your records •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••...

Page 3: I) Introduction

Page 4: ii) identity card of the boat.

• Page 5 FIRST 36.7 WEIGHT ESTIMATION SAILING CATEGORIES Light Boat : 5 597 5 597 5 597 5 597 Safety Equipment : Sail : Building margin : Light Displacement : 5 869 5 869 5 869 5 869 Life Raft : Crew :...

Page 6: Iii) Accommodation

• Page 7 FIRST 36.7 EXIT IN CASE OF FIRE The boat is delivered without any fire extinguisher. It is your own responsibility to comply with the laws and regulations of your own country (Number, capacity, type and place of fire extinguishers). We advise you at least to install an extinguisher less than 5 metres away from each berth, less than 2 meters away from the extinguisher aperture in the engine compartment, less than 2 meters away from any naked flame device and less than 1 meter avay from the helm pedestal.

Page 8: Iv) Deck (Location Of The Life Raft)

Page 9: v) sails and rigging.

• Page 10 FIRST 36.7 DECK FITTING LAY OUT – CRUISING VERSION REF. DESIGNATION Genoa Furling Line Genoa Halyard Reefing Line n° 2 Mainsail Sheet Mainsail Foot Tuning Line Boom Downhaul Reefing Line n° 1 Mainsail Halyard Linking Strap Genoa Traveller MAJ ANG 29/11/01...
• Page 11 FIRST 36.7 DECK FITTING LAY OUT – RACING VERSION REF. DESIGNATION Portside Spinnaker Halyard Genoa Halyard Reefing Line n° 2 Mainsail Foot Tuning Line Boom Downhaul Reefing Line n° 1 Mainsail Halyard Spinnaker Boom Topping Lift Starboard Spinnaker Halyard Linking Strap...
• Page 12 FIRST 36.7 TUNING OF THE BACKSTAY – CRUISING AND RACING VERSIONS TACKLE FOR BOOM DOWNHAUL – CRUISING AND RACING VERSIONS REF. DESIGNATION Block – Ø 60 2601 Block – Ø 60 1611 Double Block – H 127 Single Block H 168 x 3 REF.
• Page 13 FIRST 36.7 MAINSAIL TACKLE – CRUISING VERSION WITH TILLER MAJ ANG 29/11/01 13/38...
• Page 14 FIRST 36.7 MAINSAIL TACKLE – RACING VERSION WITH TILLER MAJ ANG 29/11/01 14/38...
• Page 15 FIRST 36.7 MAINSAIL TACKLE – CRUISING VERSION WITH STEERING WHEEL MAJ ANG 29/11/01 15/38...
• Page 16 FIRST 36.7 MAINSAIL TACKLE – RACING VERSION WITH STEERING WHEEL MAJ ANG 29/11/01 16/38...

Page 17: Vi) Fresh Water System

• Page 18 FIRST 36.7 LAY OUT OF THE FRESH WATER SYSTEM MAJ ANG 29/11/01 18/38...

Page 19: Vii)Bilge Pump System

• Page 20 FIRST 36.7 LAY OUT OF THE BILGE PUMP SYSTEM MAJ ANG 29/11/01 20/38...

Page 21: Viii) Seacocks And Skin Fittings

• Page 22 FIRST 36.7 SEACOCK AND SKIN FITTING LAY OUT MAJ ANG 29/11/01 22/38...

Page 23: Ix) Electric Systems

• Page 24 FIRST 36.7 ELECTRICITY LAY OUT 12V Electric Panel MAJ ANG 29/11/01 24/38...
• Page 25 FIRST 36.7 LAY OUT OF THE 12V LIGHTS AND APPLIANCES DESCRIPTION FUNCTION ON PANEL Bicolour Navigation Bow Light Navigation Lights White Stern Navigation Light Navigation Lights Mooring Light Mooring Light Steaming Light Steaming Light Ceiling Light Cabin Lights Reading Light...
• Page 26 FIRST 36.7 12V LIGHT AND APPLIANCE LAY OUT MAJ ANG 29/11/01 26/38...
• Page 27 FIRST 36.7 LOCATION OF THE 110/220V SYSTEM (OPTIONAL) REF. DESCRIPTION Shore Supply Socket Battery Charger 110/220V Socket Boiler MAJ ANG 29/11/01 27/38...
• Page 28 FIRST 36.7 LAY OUT OF THE OPTIONAL EXTRA SHEATHES DESCRIPTION Sheath from Panel to Automatic Steering Gear Sheath for the passage from Portside to Starboard Sheath from Panel to Mast Foot Sheath from Panel to Sounder Sheath from Windlass to Relay Box...

Page 29: X) Gas System

• Page 30 FIRST 36.7 Spirit Stove Some boats are fitted with a spirit stove. Do not smoke when handling the fuel. Keep the fuel in a can for this purpose, a good distance away from the stove, the engine and any other sources of heat.

Page 31: Xi) Emergency System Of The Steering System

Page 32: xii) motorization.

• Page 33 FIRST 36.7 ENGINE LAY OUT MAJ ANG 29/11/01 33/38...

Page 34: Xiii) Handling

Page 35: xiv) maintenance.

• Page 36 FIRST 36.7 The Outside Teak Woodworks : Scrub the woodworks using water. The teak woodworks do not need any particular protection. If you just rub them down with fine sandpaper, it will renovate the look of the teak. Plexiglass: Rinse with fresh water. Clean them using a sponge and a cleaning product for windows.
• Page 37 FIRST 36.7 5) SAILS Whenever it is possible, rinse the sails with fresh water and let them dry. The sails cannot stand the sun and water ; therefore, unrig them whenever you can or at least protect them, using appropriate covers.

Page 38: Xv) Environment

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Some results uranium dioxide powder structure investigation

• Processes of Obtaining and Properties of Powders
• Published: 28 June 2009
• Volume 50 , pages 281–285, ( 2009 )

Cite this article

• E. I. Andreev 1 ,
• K. V. Glavin 2 ,
• A. V. Ivanov 3 ,
• V. V. Malovik 3 ,
• V. V. Martynov 3 &
• V. S. Panov 2  

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Features of the macrostructure and microstructure of uranium dioxide powders are considered. Assumptions are made on the mechanisms of the behavior of powders of various natures during pelletizing. Experimental data that reflect the effect of these powders on the quality of fuel pellets, which is evaluated by modern procedures, are presented. To investigate the structure of the powders, modern methods of electron microscopy, helium pycnometry, etc., are used. The presented results indicate the disadvantages of wet methods for obtaining the starting UO 2 powders by the ammonium diuranate (ADU) flow sheet because strong agglomerates and conglomerates, which complicate the process of pelletizing, are formed. The main directions of investigation that can lead to understanding the regularities of formation of the structure of starting UO 2 powders, which will allow one to control the process of their fabrication and stabilize the properties of powders and pellets, are emphasized.

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Investigation of the Properties of Uranium-Molybdenum Pellet Fuel for VVER

L. A. Karpyuk, V. V. Novikov, … O. A. Bakhteev

Investigation of the Influence of the Energy of Thermal Plasma on the Morphology and Phase Composition of Aluminosilicate Microspheres

V. V. Shekhovtsov

Evaluation of the Possibility of Fabricating Uranium-Molybdenum Fuel for VVER by Powder Metallurgy Methods

A. V. Lysikov, E. N. Mikheev, … D. S. Missorin

Patlazhan, S.A., Poristost’ i mikrostruktura sluchainykh upakovok tverdykh sharov raznykh razmerov (Porosity and Microstructure of Chaotic Packings of Solid Spheres of Different Sizes), Chernogolovka: IKhF RAN, 1993.

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Assmann, H., Dörr, W., and Peehs, M., “Control of HO 2 Microstructure by Oxidative Sintering,” J. Nucl. Mater. , 1986, vol. 140,issue 1, pp. 1–6.

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Elektrostal’ Polytechnical Institute (Branch), Moscow Institute of Steel and Alloys, ul. Pervomaiskaya 7, Elektrostal’, Moscow oblast, 144000, Russia

E. I. Andreev

Moscow Institute of Steel and Alloys (State Technical University), Leninskii pr. 4, Moscow, 119049, Russia

K. V. Glavin & V. S. Panov

JSC “Mashinostroitelny Zavod”, ul. K. Marksa 12, Elektrostal’, Moscow oblast, 144001, Russia

A. V. Ivanov, V. V. Malovik & V. V. Martynov

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Correspondence to K. V. Glavin .

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Original Russian Text © E.I. Andreev, K.V. Glavin, A.V. Ivanov, V.V. Malovik, V.V. Martynov, V.S. Panov, 2009, published in Izvestiya VUZ. Poroshkovaya Metallurgiya i Funktsional’nye Pokrytiya, 2008, No. 4, pp. 19–24.

About this article

Andreev, E.I., Glavin, K.V., Ivanov, A.V. et al. Some results uranium dioxide powder structure investigation. Russ. J. Non-ferrous Metals 50 , 281–285 (2009). https://doi.org/10.3103/S1067821209030183

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Published : 28 June 2009

Issue Date : June 2009

DOI : https://doi.org/10.3103/S1067821209030183

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• nuclear fuel
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• uranium protoxide-oxide
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• agglomerate
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• ADU-ammonium diuranate
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