j105 sailboat interior

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On its 10th birthday, the J/105 enjoys an immensely strong class association fueled by a group of owners who wouldn?t sail any other way than fast and easily. Problems with the boat are few, and right out front.

Some years ago – never mind how long precisely – Rodney Johnstone, a Connecticut schoolteacher, changed careers and became an ad salesman for a marine magazine. Then, still unsatisfied, he enrolled in the Westlawn School of Yacht Design. He didn’t graduate, but he did became so successful designing the line of J-Boats that the school gave him an honorary degree so it could use his name in advertisements.

This Horatio Alger story begins appropriately enough with rags, in this case, Ragtime, the prototype of the J/24 Rod built in his garage. During its first season of racing on Long Island Sound, 1976, the flat-bottomed speedster took 17 of 19 starts. Rod’s brother Robert (Bob) was marketing manager for Alcort/AMF, and asked his bosses if they’d like to build Ragtime on a production basis. In one of the few missed opportunities ever to occur in the sailing industry, an industry where “no” is usually the smart choice, they indeed said no.

Ha. So Bob did what any self-respecting man would do – he quit. J-Boats was formed by the brothers in 1977, and Everett Pearson’s TPI began building the J/24. By 1986 more than 4,200 had been sold. By 1997, there were more than 5,200.

The appeal of the J/24 is partly due to just those numbers; there are large, competitive fleets around the U.S. and the world. J-Boats licensed builders in Australia, Japan, Italy, England, France, Brazil and Argentina. But it’s more than that. The J/24 is an affordable option for people who want to race one-designs bigger than daysailers, but don’t have a hundred grand a year and more for grand prix racing. If you really want to do Key West Race Week, the J/24 can be trailered behind the family car.

While the J/105 isn’t nearly as trailerable as the 24 (an ad for the boat states flatly that it’s “for people who live near where they sail”) it does echo that theme of maximum bang and flexibility for the buck for people who intend to sail rather than sit still.

Introduced in 1992, the J/105 isn’t alone in the sport-boat genre, but it was certainly a progenitor of the species. PS editor Doug Logan, reviewing the boat for Sailing World soon after its appearance, saw a confluence of ideas that had been expressed in widely different types of boats – like Bill Lee sleds, Farrier’s trimarans, and Schumacher’s racer/cruisers – coming together in the J/105. The staggering idea at the time was the flat rejection of interior volume and cushiness in favor of simplicity, performance, and good looks. And this in a boat that was intended to cruise at least a bit, as well as race as a one-design. It was truly a bold move on Rod Johnstone’s part – and it has worked, though more on the racing side than on the cruising side. In its 10-year production run, more than 500 J/105s have been built.

The Design Like most other J-Boats, the 34-1/2-foot, 7,750-pound J/105 is for people who enjoy speed and responsiveness. If you drive a Lincoln Town Car, buy a Tartan 4600. If you drive a Boxster, buy a J/105.

Anyone who has planed a daysailer knows the thrill of getting the hull up out of the water and boogeying. “Now,” designers like Rod Johnstone must have mused, “if only you could do that on a bigger keel boat.”

The speed available in a keelboat today was almost unthinkable before George Hinterhoeller, who no doubt had the same musings, designed and built his breakthrough Shark 24, way back in 1959. One Shark averaged more than 10 knots in an 80-mile race.

Rod Johnstone gets speed the same way Hinterhoeller did, with light weight, a flattish bottom, and a big rig. The J/105’s displacement/length ratio (D/L) is just 135, which makes it a very light displacement boat, and a sail area/displacement ratio (SA/D) of 24. These numbers make even the J/35, arguably one of the most successful mid-size racers of the modern era, look tame by comparison: D/L of 174 and SA/D of 21.

Overhangs are minimal and the waterline is long, at 29′ 6″. Beam is generous at 11′ for good form stability, draft is deep (6′ 6″) for ultimate stability, freeboard is low to reduce windage, and the cockpit is long, so there’s room for the crew, whether racing or just fooling around. The seats are 6′ 5″, sufficient yardage to sleep on. A 5′ 6″ shoal keel is available, and the one of choice in areas like the Chesapeake Bay. The limit of positive stability (LPS) is given at between 125° and 127° for shoal draft models, and about 130° for the deep keel. These exceed the generally accepted minimum of 120° for offshore sailing.

The J/105 has the same bow as the J/80, J/90 and others in the line; that is, a minimally raked profile with more curve and not as much “plumbness” (if there is such a word) on paper as appears in the water. From a purely aesthetic point of view, the line isn’t that interesting, but here form follows function. It does what it’s supposed to. The reverse transom has a molded cavity with ladder for swimming and boarding.

The keel is a deep, narrow fin with a slightly raked leading edge. You don’t want to hit a rock with this configuration, as you’re unlikely to ride over it. And if you do, check the floors under the cabin floorboards to see if you’ve wrenched anything.

The cabin is low profile, befitting a performance boat, with just two windows per side.

The rig is fractional, to permit bending the mast for optimal sail shape.

Construction All J-Boats are built by TPI in Warren, Rhode Island, using the patented SCRIMP process. We’ve written about it before. In a nutshell, the fiberglass structures, principally the hull and deck, are laid up dry; that is, without resin. Layers of biaxial fiberglass fabric are laid into the mold, then sealed in a plastic “envelope” or bag as it were. A polypropylene woven fabric is spread on top of the laminate so there’s room for the resin to migrate vertically. When a vacuum is applied, air is sucked out of the envelope and resin is drawn in through a network of feeder tubes. This enables the builder to achieve a 70:30 glass-to-resin ratio, thought by many to be the ideal mix (some think it’s a little thin on the resin, preferring 65:35 or even 60:40).

With so little resin in the laminate, a core is definitely required to restore stiffness. J-Boats and TPI favor Baltek end-grain balsa, in this case its AL600 product. There are on the owners’ website a few complaints about print-through (seeing the pattern of the underlying fiberglass through the gelcoat) and flat spots where gelcoat is nearly absent.

As an aside, a major benefit of closed-molding techniques, in which the chemical reaction of the resin and catalyst takes place inside a bag and the resultant gases are exhausted directly out of the building, is a much cleaner air environment for the worker – and fewer headaches for the builder trying to meet EPA and OSHA guidelines for volatile organic compounds (VOCs).

TPI was a pioneer in studying and offering anti-blister protection. Today it uses a vinylester resin from Interplastic as an outer coat, under the gelcoat. A 10-year warranty against blistering is given.

The hull is stiffened by fore-and-aft and transverse solid glass hat sections molded with the hull at the time of initial lay-up. Before hull #156, these keel stringers and floor members were solid glass tabbed in after the hull was molded. The new method avoids secondary bonding, which is not as strong, where the beams (often wood or foam) are glassed to the finished hull. A superior secondary bond is achieved when the hull resin is still “green,” but nothing beats laying everything up together.

The main structural bulkhead is tabbed to the hull and deck, which is far preferable to the all-too-common practice of fitting the bulkhead into a molded groove in the headliner.

The keel stub is fiberglass and the ballasted bulb is lead.

The balanced spade rudder is fiberglass, as is the rudderpost, which is laid up with a quadraxial fabric. There are upper and lower bearings, and both have been a source of aggravation for many owners. According to the J/105 owners’ website, the bearings are aluminum, which corrode when in contact with the copper in bottom paint. Jeff Johnstone says they have a three-to-five year life, “sometimes even shorter if sacrificial zincs were allowed to dissolve, or if the Mylar spacer between the stainless and aluminum was removed, or if there was bottom paint on metallic parts of bearing, or simply if the bearing was not regularly rinsed out with fresh water a few times per season.”

Some owners have been replacing them with Harken plastic bearings, but now other sources must be found because Harken is no longer making bearings. The retrofit is not an easy job, say the owners who’ve done it.

Standard steering is a laminated wood tiller with Spinlock hiking stick. Wheel steering is optional, and boats with it command slightly higher resale prices. At least one owner said a tiller-steered boat can be hard to handle in heavy weather, but it’s hard to beat the feel of a tiller, and its simplicity must be admired.

Another steering-related problem has been the emergency tiller. Some owners say their tiller attaches at right angles to the centerline, so that when the rudder is centered, the tiller is hard to port. Other owners said their tiller didn’t fit when the boat was commissioned. These problems are correctable and should be checked out on purchase, new or used.

The Bomar hatch on the foredeck has been a source of aggravation. It’s opened when changing sails, and when laid flat on deck the welds in the frame are prone to cracking. (This stainless steel hatch is of good quality, but not as good as Bomar’s cast aluminum series of hatches). At first Bomar thought they should take responsibility and replaced a number at no cost. When it was determined that deck camber and opening past 180° combined to cause the failures, a deal was worked out with J-Boats to offer for $35 a bumper (to prevent opening the hatch beyond 180°) and a weld repair kit.

Remaining complaints include failure of cockpit seat locker hasps, cove stripes that are not straight or not of a uniform width, or that there are scribe marks for a cove stripe that doesn’t exist.

Interior The accommodation plan is straightforward with a 7′ V-berth in the bow. Moving aft there’s an enclosed head with optional shower, and a hanging locker. The split galley is just aft of the main bulkhead, with a nav table to port and a stainless steel sink and space for an optional one-burner Origo alcohol stove to starboard. The ice box is actually a 54-quart portable cooler kept under the companionway ladder. Obviously it can’t be as well insulated as a built-in icebox, but it does save weight, and that’s the operative concept here. The portable freshwater tank holds just 5 gallons.

Opposing 6-1/2′ settee berths are port and starboard, with stowage bins outboard. These have gray vinyl trim and cold-molded teak cap moldings. Quarter berths (one or two) are optional, and seem to be favored by those owners who have them, though Johnstone says few boats are ordered that way. Length is 6-1/2′.

The trim theme is light and easy maintenance. The overhead and ceilings (hull sides) are covered with vinyl. Seat cushions are upholstered with Sunbrella. If you spring for the optional cockpit cushions they can double as backrests for the settees; they certainly increase comfort.

Other options include automatic electric bilge pump, shore power, cockpit/cabin table, sink in the head countertop, 20-gallon freshwater tank under the starboard berth, utensil drawer in galley, and a chart drawer under the nav table big enough to hold Chart Kits. They all sound nice to have, but together must add several hundred pounds.

The standard forward portlights are fixed, but you can have opening ones with screens for an extra charge. It’s also possible to have two ports in the aft face of the cabin trunk, either side of the companionway.

The interior is simple, and therein lies its attractiveness. Too many boats grow overly complicated as owners try to replicate the comforts of home. The J/105 resists that urge and rewards the owner with more time sailing (faster sailing at that), and less time fixing things.

The original floorboards were said to be weak by many owners. Many rotted when water entered the exposed end grain of the plywood. The problem was caused by the shallow bilge (a drawback of flat-bottom boats); when the boat heeled, the bottom of the boards got wet. Later, the plywood was covered with a plastic, but some of these $700 boards delaminated because the end grain still wasn’t sealed. Now, Johnstone says, “The standard for the last three years has been the Wear-rite synthetic teak and holly sole, which is used on a lot of charter boats in the Caribbean and is much more forgiving of punishment.” J-Boats seems anxious to correct such problems and customer service seems to be quite good.

For many people, the most vexing problem will be the headroom – just 5′ 4″ in the saloon, unless you stand in the open companionway hatch under the dodger. The lack of headroom isn’t an acute problem for everyone, since virtually everything belowdecks is done sitting, lying down, or bending over. The low overhead would, however, become tedious if you were cooped up for several days on board in rainy weather.

Performance Now the fun part. The J/105 is fast and handles like a sports car. Indeed, sprit boats like the 105 created the so-called “sport boat” genre.

Powering the 105 is a tall, keel-stepped, tapered fractional-rig mast with double airfoil spreaders. Mast and boom are painted with Awlgrip polyurethane. All stays are Navtec rod. Shrouds are continuous, meaning they are a single piece; this avoids potential problems at extra terminal fittings, such as at spreaders, but requires careful bending of the guide tubes at the spreader tips. Continuous or discontinuous, rod rigging saves weight aloft and reduces windage.

On early boats, the balsa core in the deck was not removed in the area where chainplates pass through. Because chainplates work on any boat, it’s nearly impossible to keep that interface watertight. As a result, some cores got waterlogged. On later boats, the core was removed in favor of solid glass. Then, the little bit of water that migrates down the chain plate causes no harm – unless it enters bolt holes drilled in plywood bulkheads. So, bulkheads should be checked, too.

Hardware includes a Harken furler for the jib, Lewmar 44AST 2-speed primary winches, Lewmar 30AST 2-speed halyard and secondary winches, Schaefer turning blocks, Spinlock rope clutches, Harken traveler and mainsheet systems, carbon fiber sprit with under-deck launching and retraction system, Sailtech backstay adjuster, and Hall Quick Vang. This is all top quality gear; Practical Sailor has long rated the expensive Quick Vang as the best rigid vang made.

The asymmetrical spinnaker is in a snuffer, so that jibing can be a one-person operation. The spinnaker can be partially reefed.

A number of owners have mentioned water entering the boat through the sprit tube in the forward cabin, inspiring a number of creative solutions involving neoprene rubber and various lip seals.

When Doug Logan test sailed an early J/105 10 years ago off Miami, conditions were ideal for showcasing the boat’s strengths – a 20-knot northeasterly and three-foot waves. “For the better part of an hour we maintained speeds between 12.5 and 13.5 knots, never lower than 12 and up to 14.8 at the top end. This wasn’t a stomach-churning reach either. We had excellent control of the boat, and didn’t have to work hard.”

On the way back upwind, the boat was overpowered due to the lack of a reefing line. “Even so, we made 7.5 knots with the sheets just slightly eased.”

(The full Sailing World review is on the J/105 page at the J-Boats website, www.jboats.com , under “Less Is More.”)

Owners say you can sail with full main and jib up to about 22-25 knots, after which they switch down to a storm jib, and at around 30 knots put a reef in the mainsail.

A class controversy involves adjustable genoa sheet leads. Class racing rules prohibit the use of block and tackle and bungy cord to move the car from the cockpit. Instead, a crewmember has to go on deck and manually move the car. If there’s a load on the car, rather than easing the sheet (and losing speed) some people try stepping on the sheet forward of the car so that it can be moved. This, say proponents of adjustable leads, is dangerous. Opponents say adjustable lead systems are expensive and unnecessary. Some owners have installed adjustable systems for general-purpose use, but have pins installed in the cars for use when racing.

The auxiliary is a Yanmar 2GM20F diesel, which means two cylinders, 20-horsepower, freshwater cooled. A number of owners note that it jumps around a fair amount on its soft mounts, which in some installations has made dripless shaft seals leak. For those owners, a better alternative might be one of the dripless packing materials, such as Drip Free, in a conventional packing gland.

Conclusion By all measures, the J/105 has been, and continues to be, a considerable success. The reasons are simple: It’s a simple boat that’s fast and fun to sail.

Several decades ago we judged quality by weight: the heavier the boat, the better the quality and the higher the cost. High-tech composite construction has turned that axiom inside-out. Now you pay more for less, so to speak: epoxy and vinylester resins cost more than polyester; modern directional and high-strength fabrics and fibers cost more than chopped strand mat and woven roving; and vacuum bagging and infused resin molding methods like SCRIMP cost more than chopper gun spray jobs and hand lay-ups. Further, the tapered spars used on J-Boats cost more than the telephone poles found on most boats. Then there’s the carbon fiber sprit, rigid boom vang, and other stuff that’s not part of your standard cruising boat package. All this is to try to explain the average out-the-door price of a new J/105 of about $150,000. Prices of recent-year used boats range from $85,000 to $130,000 depending on equipment and condition. Deals are better on older boats (see the price history on a 1992 model above). Bear in mind that most J/105s will have been sailed flat-out. They don’t seem to sit around the yard much.

Also With This Article Click here to view “Used Boat Price History: J/105 – 1992 Model.”

Contact – J-Boats, 401/846-8410, www.jboats.com .

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• Sailboat Guide

J/105 is a 34 ′ 6 ″ / 10.5 m monohull sailboat designed by Rod Johnstone and built by J Boats and Waterline Systems, LLC starting in 1995.

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)

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Sweet sailing and sporty design make for a popular racer

LOA 34'6" LWL 29'6" Beam 11 Draft 6'6" Displacement 7,750 lbs. Ballast 3,400 lbs. Sail Area 577 sq. ft.

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J105 Speed Guide

Who sails a j105.

As the first keelboat with a retractable bowsprit, the J105 was a breakthrough when Rod Johnstone designed it for J/Boats in 1991, and nearly 700 boats were built. Because it has relatively small jibs and spinnakers and a displacement hull, the boat is easy to sail, yet it still delivers excitement in a breeze. Teams frequently include more women and youth sailors than other classes, and we find that it’s a great platform for a sailor with modest experience who wants to compete, but doesn’t have a super crew pool to start.

If you climb aboard with three sails and an enthusiastic crew, you can quickly learn to jibe the chute. It takes a while to learn to get the most out of the boat when it’s underpowered, under 10 knots of wind, but that may be why the best sailors in this class tend to be the most persistent, gradually becoming more competitive. The class has restrictions on pros participating, which has combined with the boat’s simplicity, all-around performance, and large fleet to give it staying power as a class.

The J105 combines simplicity with all-around performance and large fleets.

What’s involved in crewing?

Most teams sail with five or six sailors, and they include many husband-wife teams. There is no limitation on the number of sailors aboard; the total crew weight allowed is 474 kilograms or 1,045 pounds. In windy venues, such as San Francisco Bay, most teams sail at maximum weight, and those with less weight and less strength make up for it by adding the sixth person.

We recommend recruiting a strong bow person to work the spinnaker around in jibes and pull it down at the leeward mark, and if they’re a little heavier than the typical bow person, it doesn’t seem to slow the boat down. On the other hand, the winches are adequately sized and the mainsail has enough purchase, so trimming isn’t overly physical, which means for those farther aft, quickness and the agility to move around is often more important than strength.

Top three J105 speed tips?

Spend time in the boat with a committed core crew.

Learn appropriate sail trim and rig tune, especially when windy.

Prep the hull and rig, clean the bottom, and save your best sails for big events.

What should buyers know when choosing a J105?

J/Boats isn’t building new boats currently due to low demand. Used boat prices range from $45,000-$90,000, and most are between $60,000 and $70,000. On older boats, you’ll commonly replace winches, the boom, and maybe the sprit.

We see that top competitors in the class often seek an older boat built before production shifted to the SCRIMP (resin-infusion) method, because the boats

are considered a little stiffer, with less weight in the hull and deck. By rule, the first 400 pounds of corrector weights on light boats can be added down low, although not in the keel sump. J/Boats points out that this “class wisdom” may be overstated because much of the SCRIMP boats’ weight is in a substantially heavier keel grid. They also point out that the hulls have more laminate stiffness and are less susceptible to water penetration in the core, particularly in the deck—a problem that needs to be addressed in many older boats.

One of the other big decisions is whether to buy a boat with a wheel or tiller. Many like using tiller steering due to its lighter weight and feel, but in a heavy-air locale, almost everyone chooses wheel steering for better control. Both configurations win regattas, so our recommendation is that you choose whatever you are most comfortable using.

Finally, it’s worth noting that J/Boats built a number of shoal-draft J105s over the years; you’ll want to buy one with a deep-draft keel to go racing.

How do you move a J105 around to regattas?

Double-axle J105 trailers are prolific in many regions as owners commonly trailer boats to events. If needed, you can often borrow a trailer. It’s not unusual for boats from both New England and California to meet at a regatta in the middle of the country. That doesn’t mean that rigging a boat is super quick. It takes most boat crews a day to get a boat ready to travel and another day to go back in the water.

How many sails are required?

The J105 class allows you to sail with two jibs, two spinnakers and one main, but the spinnakers are identical, so the second is typically an older kite kept as a spare. Sails can be changed between races, so a boat with a light and medium jib will switch sails as the breeze builds. In broad terms, a light-air jib is used in 0 to 10 knots, the medium covers 8 to 16, and the heavy can be used in 14 and above.

If the water is relatively flat, the medium jib will provide good speed in most winds strong enough to start a race. Because boats often come with a large inventory of used sails, many new owners find they can buy a new main, spinnaker and medium jib and be competitive, with older sails used for low-key races or daysailing.

The class sail-purchase limits are reasonably liberal. You can buy three sails in one year and then two sails, the next. The mains must be made of woven Dacron and may be made of heavier cloth for windy venues like San Francisco where they are subject to a fair amount of flogging. Laminated jibs are permitted, which includes recent approval for North’s more durable 3Di sails—both medium and light-air jibs. (

See North’s J105 sail products

Leading the jib sheet to the windward winch keeps weight on the high side and allows the mainsheet trimmer to adjust the trim.

J105 Tuning

What are the keys to rig set-up.

When tuning up the J105 to race, we pay the most attention to 1) mast-butt position, 2) headstay sag, and 3) shroud tension on the D1 (lower), D2 (intermediate), cap (upper).

There is only one correct butt position, so you only need to set that once, as per the

North Sails Tuning Guide

. The guide also explains how to adjust each set of shrouds for different wind strengths. We stress learning about this because shroud tension affects headstay tension and how much the headstay sags under different loads.

Getting headstay sag right is also a little finicky, because the mast sits at different heights from boat to boat, varying by as much as 25mm due to the way the interior pan goes into the hull. To determine your headstay sag, we recommend sighting up the headstay with the backstay off —no more than 4 inches when it’s breezy and closer to 6 inches in light air. If you’re flying a medium jib in light air, you may need more sag, yet not so much that the headstay begins to bounce around in chop. Having enough sag in light air gives power to your jib, but if you have too much and you control it by tensioning the backstay as the wind comes up, you’ll end up over-flattening your main.

Shroud tension also affects mid-mast sag. In lighter airs, you want less tension on the D1 and D2 shrouds so you can see 25 mm of leeward sag in the middle of the mast. In 12 knots and up, you’ll want no sag at all.

What other control systems are important on the J105?

Setting up to cross-sheet the jib (and then practicing your tacks) is critical in windy conditions, as is having good leverage on the vang. You are not allowed to in-haul the jib with the windward sheet, so that simplifies things somewhat. Mainsheets have fine tunes and you’ll find some variation. For example, some are led outboard so the helmsman can play the fine tune. Our view is that this is an area of personal preference and probably not a high priority for you if you’re a new J105 helmsperson. Let the mainsail trimmer handle the job while you focus on steering.

Headstay sag on the J105 is adjusted by means of shroud tension; the sag should be about 6 inches in light air and no more than 4 inches when breezy.

J105 Upwind Sailing

How much heel is fast on a j105.

In general, you should sail the boats pretty flat. A skilled driver will keep it flatter, but most important is to maintain a constant heel angle and consistent speed. If you need more heel to maintain consistency, that’s OK.

Where does the crew sit?

The boats are a bit stern heavy, so we always work to keep people forward and out of the cockpit. This is especially true with wheel boats, which have extra weight aft. If sailing with six, locate one person forward of shrouds; everyone else should be forward of the back edge of the cabinhouse; if sailing with five, sit the forward-most three close together, just behind the shrouds, followed by the mainsheet trimmer when he or she is able to get on the rail.

When the wind lightens, there’s no fore-and-aft position change, just lateral movement, with the jib trimmer moving to leeward first. When possible, we move everyone a half a body width farther forward, with the mainsail trimmer scooting to the front of the cockpit. In heavier air, bring the forward-most person behind the shrouds to keep weight at max beam.

How do you trim the J105 jib?

The key move we make with the jib is to keep halyard tension soft, especially with new jibs. Be sure to put trim stripes on the spreaders as per the

North Tuning Guide

The jib likes to be kept twisted, with the leech opened up slightly even as the sheet is trimmed pretty hard. Above 10 knots, you will sheet hard enough that you may begin to get a wrinkle between the tack and the clew.

Watching for that is a good way to judge sheet tension. Many people move the lead too far forward because the foot looks abnormally tight, but it’s fast this way. Keep in mind that both jib and main will need to be twisted.

In breeze, the J105 jib is sheeted hard with the lead far enough aft to keep the leech open.

How do you trim the J105 main?

Again, we focus on halyard tension on the mainsail—it’s critical. Until it gets breezy, don’t over-tension the halyard; you should have diagonal wrinkles from the slides on the luff. Also, your outhaul should be tight.

Many people think they should always be streaming their top mainsail telltale, but because the top batten is full length, in reality it’s hard to stall the top. The sails are designed with a lot of twist in them so you can sheet hard as it gets windier. We recommend even in 8 knots that the top telltale should be stalled 60 percent of the time. The extra leech tension has the added benefit of pulling the headstay tighter, too, minimizing headstay sag.

The J105 doesn’t like much heel. From 11 knots up, our team is fully hiked, and at 15 knots, we’re pulling on the permanent backstay and tightening the cunningham. The backstay flattens the main well and begins to twist open the sail again, minimizing heel and weather helm. That’s the real trick on this boat. Set the rig tune so your trim and your backstay work for both sails at the same time. If the headstay gets too saggy and the main gets too flat, you probably don’t have enough cap and D2 tension.

The vang becomes critical in a breeze. In 8 to 10 knots, pull the vang snug. As the boat begins to get overpowered, pull it on firm. When using a lot of twist, it’s time for a two-hand pull, with feet against the cabinhouse. For the sake of your boom and mainsail, remember to ease the vang at the weather mark and let the cunningham off.

How do you shift gears upwind?

Besides hiking when the wind increases, shifting gears begins with adjusting the jib leads—moving the lead aft increases twist in the leech, which makes a big difference. The factory tracks have wide spacing between holes, so drill extra holes, one per inch.

You should quickly move to maximize outhaul on the mainsail, apply backstay as needed, and begin easing your traveler down in the puffs. Don’t hesitate to add a lot of vang tension so you can ease mainsheet instead of traveler; as a rule, the traveler car rarely moves lower or higher than the bench seats on either side of the cockpit.

Who says what when sailing upwind?

We like to have a crew on the rail calling the puffs consistently, so the main trimmer can be proactive in keeping the boat upright. Likewise, calling the waves allows for better steering and easing of sheets in lighter air. Dialogue between the helm and main trimmer is critical—and even more so when using a wheel because the driver is less likely to feel the pressure on the rudder.

The conversation when it’s windy is usually about having more or less twist in the sails. Is there too much helm and we’re going too slow? Twist the leeches. Not enough height? Reduce twist. The best sailor on many J105s is often the main trimmer because she is dialed in to both sail trim and boatspeed.

Keep weight forward and low when sailing a J105 downwind, with two crew forward of the shrouds in lighter conditions.

J105 Downwind Sailing

Where are j105 crew located.

Keep weight forward, out of cockpit. People also tend to stand a lot, but it’s faster to get down, keeping weight lower. On most boats, the main trimmer is at the companionway and the chute trimmer is at or ahead of the forward edge of the cockpit. All others move forward: in 0-8 knots, put two crew forward of the shrouds; in 9-16 knots, they can move just aft of the mast.

The boat likes to be sailed fairly flat and, ideally, the helm goes neutral. If it’s light enough that you’re sailing VMG angles, you’ll have some crew to leeward for a slight leeward heel. In running conditions of 10-plus knots, all crew will move to weather and sail the boat flat. Over 12, you sail with a little weather heel, and when control becomes an issue at 16-plus, the crew slides aft. In 20-plus, a couple guys are sitting in the cockpit.

How do you trim the spinnaker?

On a J105 downwind, the basic moves are to ease the chute as far as possible and rotate it in front of the boat as much as you can. The main should be all the way out and the vang kept soft.

The all-purpose and heavy-air spinnakers are the same size—the latter has bigger corner patches and a slightly different design to maximize projection. On both, the class-legal maximum luff is two feet short of ideal, so we generally sail with the tack line eased. This helps rotate the chute to windward—a good guide is not to ease it more than the height of the pulpit. As the breeze builds, you may trim down the tack line to within a foot of the pole.

The key to speed is the conversation and coordination between helm and trimmer. In light air, we look for an angle where the boat feels good, with slight heel to leeward. The mistake that people often make is to heat up the boat too much in lulls and soak it too low in puffs. You need to smooth that out. Yes, you do scallop your way down the course, but do it gently. The good guys gain a lot this way, and for everyone else, this is one of the best areas to practice and improve.

How do you shift gears downwind?

The key transition downwind is in 9 to 11 knots, learning when you can sail deep and when to keep the boat sailing higher and faster. The tack line on the spinnaker is a good focal point for this: If the tack moves to leeward of vertical, pull the tack line toward the pole; if to weather, ease it out, with a total range of two or three feet.

Another way to think of this is that in light air, when sailing VMG angles, the tack line is pulled towards the sprit and the main is trimmed for the angle. In medium air, when sailing deeper, the tack line is eased the most. Then, when control is an issue, tighten the tack line, which keeps the chute from oscillating.

Another downwind tip is to “fraculate”—taking slack out of the headstay by trimming in the sheets on the rolled-up jib. This firms up the backstay and transfers the energy in the sails more directly to the hull.

Near a leeward mark or at a finish line, you can also sail wing and wing, with the spinnaker on the opposite side from the mainsail. This takes practice and should be reserved for tactical situations, say the last five or six boatlengths to the mark. You can sail lower and just as fast, but don’t try it for extended periods; you risk collapsing the chute and losing more distance overall.

In 12 knots of breeze, most J105 crew stay out of the cockpit and at or just aft of the mast. To "fraculate" or keep the rig steady with backstay eased, tension the jib sheets to remove headstay slack.

J105 Boathandling

What are your top tips to starting well in a j105.

The J105 has a big keel and rudder, so you can sail pretty slowly before the start and not slide sideways much when you accelerate. However, the boat takes time to get up to speed. Practice accelerating from half speed to full speed before each race to learn how long it will take. Never let the boat stop or get too far from the line.

You’ll see many J105 teams wait to unfurl their jib in the last minute before starting, because visibility is better and, without a luffing jib, it’s easier to hold position on the line. When doing so, keep your bow at a fast angle to the wind so you can unroll the jib and accelerate quickly. The one time we never keep our jib rolled is when the wind is really light—if you get totally parked, the rest of the fleet may be long gone by the time you get moving.

What are the keys to tacking a J105 well?

Tacking the jib is pretty easy because it’s not a big sail, so you only need two trimmers in the cockpit. The other crew members go over the coach roof and keep their weight forward. This also gives the helmsperson more visibility.

How the trimmers work depends on whether your jib sheet 1) leads to a footblock and a leeward winch, 2) to a footblock and a windward winch, or 3) directly to a cabintop winch.

In light air, the cabin top winch set-up can be handled by the jib trimmer and the next person forward, and this has the advantage of keeping weight forward. However, those winches aren’t set up for breezy conditions.

We prefer sheeting to the primaries and having the main trimmer handle the jib-sheet release. The jib trimmer is the next person off the rail and trims the new sheet. This is also where cross-sheeting really pays as the jib trimmer is immediately moving to windward, not grinding away down to leeward. The main trimmer can then help out by dropping in the winch handle and doing the final trim after the jib trimmer starts hiking.

Most boats have self-tacking traveler cars. When tacking, the main trimmer can ease the mainsheet fine tune a little, release the jib, pull up the traveler, and then drop the handle in for the jib trimmer (if cross sheeting).

So the boat can accelerate, don’t bring the jib in too hard right away. Put multiple marks on the jib sheets to line up with the base of windward winch (if cross-sheeting), and after trimming to the first mark, the jib trimmer can hit the rail and the final five inches of jib sheet can be ground in by the main trimmer.

What are the keys to jibing a J105 well?

A good J105 jibe is a dance between the rates at which the driver turns the boat and the trimmer eases the spinnaker. As the boat bears away and the sheet is eased, the driver needs to watch the clew of the chute; when it gets to the headstay, the boat can be turned more quickly as the new sheet is taken up quickly. If you turn too fast without easing the sheet enough, or if you turn too slow, the chute ends up on the windward side of the headstay when the turn is complete.

On many boats, especially in lighter-wind areas, one trimmer will handle both spinnaker sheets. On other boats and in more breeze, it’s common to have two sheet trimmers for more consistency in ease and take-up. Either way, the foredeck person and sometimes others drag the new sheet around the headstay and aft. It’s important to pull the chute through the jibe this way to avoid a twist, then get to the high side quickly to help the boat accelerate. Keeping crew weight on the high side before the jibe will also help the boat turn.

In light-air jibes, don’t turn the boat too fast or pull the main across too soon. Jibe the spinnaker first. Then the mainsail trimmer should grab all parts of mainsheet and “pop” the main through to keep the upper leech from hanging up on the backstay. In heavy air, on the other hand, don’t take too long to get main across. Get it across while the boat is at full speed. Otherwise you may have to turn the boat too far to get the main over, and then you may round up when you finish the jibe. One helpful trick is to ease the vang a little bit.

How do you make a fast spinnaker set?

There are two rules to remember on J105 spinnaker sets: First, the bow must be at the windward mark before the bow person pulls the pole out to extend the sprit. Second, to set the spinnaker successfully, keep it out of the water by not pulling the tack line out too soon.

The bow person begins the set by freeing the chute from the forward hatch. Wait to start the hoist until the boat makes its turn. When it’s windy, as the mast person hoists, both the bow person and jib trimmer pull the tack line out to its mark. Next, the bow person can roll up the jib.

If a jibe-set is needed, there are two approaches you can take: one is to re-rig the chute on the correct side of the boat and hoist as the boat jibes. The other option is for the bow person to walk the clew around the headstay during the hoist, or even before you hoist.

Sailing wing and wing with the spinnaker can be a useful tactical move; keeping weight forward in light air is always faster.

What are the keys to a good spinnaker takedown on the J105?

Most people douse the spinnaker to windward. Leeward drops are harder, in part because the chutes are wide and easy to shrimp (drop in the water). Either way, if you make sure to have room to turn the boat downwind, any takedown will become easier.

On a normal windward takedown, after the jib is unrolled, the helmsman bears off and the trimmer eases the spinnaker sheet. The bow person pulls (aka “tractors”) the clew around to the windward side of the jib as the halyard starts to come down. One crewmember stands below and pulls the chute through the forward hatch. If it’s windy, don’t blow the tack line too soon to keep the chute clear of the water—make sure the spinnaker is collapsing and that two crewmembers have a good grip on the material.

On a leeward takedown: the bow person grabs the lazy sheet and with the crewmember below pulls the chute under the jib and down the hatch. On these drops, don’t release the tack line until the sail decompresses and you’re able to pull the spinnaker straight down.

What are the most common takedown mistakes?

The most frequent error we see is simple—the spinnaker sheet isn’t eased enough so the bow person can’t pull the chute around the jib. The other one is also simple—if you do shrimp your kite, you must completely stop the boat before you can pull it back aboard.

How do you recover from a broach?

Most broaches don’t last long; once you ease the spinnaker sheet, the boat will pop back up. Remember to ease the main and the boomvang as you start to broach, and your recovery may be immediate.

What J105 best practices do you recommend?

Set daily objectives. Evaluate after sailing so you can step forward next time.

Identify crew responsibilities.

Mark everything so you can duplicate settings, especially jib leads and sheets.

Practice tacking and jibing; choreograph movements so you repeat them every time.

Document rig tune and settings.

What’s the coolest thing about the J105 class?

The J105 class is very friendly and well-organized.

You’ll find some really good technical sailors who know about rig tune and are willing to share knowledge. We recommend new people in the class find a more experienced buddy and ask if you can sail together at events. Watch, observe, ask questions, and you’ll improve steadily.

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The J105 is a 34.5ft fractional sloop designed by Johnstone and built in fiberglass by J Boats since 1995.

The J105 is a light sailboat which is a very high performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a racing boat. The fuel capacity is originally very small. There is a very short water supply range.

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J/105 Fleet 5, Lake Michigan

Promoting competition, camaraderie, & seamanship.

The J/105 is the largest one-design keelboat class in the world among boats over 30 feet. Here’s why the owners and crew of Fleet 5 love it:

Exciting to sail

If you’ve sailed downwind on a 105 in 15-20 knots, you’ve experienced the thrill of surfing under its asymmetric spinnaker. It’s addictive!

Small enough for buoy racing, big enough for the Mac

The J/105 is agile enough to be fun in buoy races. But, it is also big enough to handle Lake Michigan’s fury during longer races like the Race to Mackinac.

Doesn’t need a huge crew

Most J/105s race “fully crewed” with five or six people. It’s totally possible to race with only four against other fully crewed boats if the weather isn’t too sporty. Owners don’t need to be full-time crew managers and crew are sure to be active participants, not just “rail meat”.

How about a crew of one?

Our Fleet includes several owners who prefer singlehanded or double-handed racing. The boat is that easy to handle!

Active fleet in Chicago

Virtually every major regatta in Chicago includes a J/105 section. We race against identical boats, so we don’t have to worry about handicaps. Whoever crosses the finish line first wins!

Large national one-design class

There are active J/105 fleets in about a dozen other North American cities. This makes it easier to sail when you travel or move, and the sheer number of J105s creates a helpful national network. Should you need to make a repair to your boat, there’s almost always someone else who has shared his or her experience online or who is willing to help.

(OK,   relatively   affordable . ) J/105s typically sell for between $60,000 and $100,000. That’s not pocket change, but other racing boats of this size are 2-5X more expensive. We also have limits on sail purchases and on professional sailors as crew, so winning isn’t just about who has the most money.

Not too austere

All J/105s were produced between 1991 and 2008, with most made in the early 2000s. As with any boat, maintenance is important, but most 105s aren’t major project boats. The boat’s interior is functional for overnighting after a distance regatta or “camping” with the kids. Everyone appreciates the toilet. Save your buckets for cleaning.

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My focus towards everything has been about improvement, proficiency, and expertise. I enjoy applying this to a wide range of hobbies and sailing is no different. I started out learning to sail through basic training offered at any yacht club, spent some time learning...

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The 2024 J/105 North American Championship will be held in Cleveland, Ohio in September. Most of us going will probably want to ship our boats from Chicago over land rather than sail them there.

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When we did the electrical upgrade on our J/105, Kinship, we chose not to use lithium batteries, despite many potential advantages.  What are those advantages, and why did we forego them?

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In the winter of 22-23 I upgraded the electrical system in our J/105, Kinship. This post is about why and how I did the upgrade, and what the results have been.

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by Mike Sheppard | Nov 22, 2022

It was a race that will be remembered as “one for the books.” The 113th Chicago Yacht Club Race to Mackinac didn’t break any official records, but probably did for the lightning strikes during Saturday night’s storms or the number of waves over the bow on Sunday...

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San Diego Yacht Club Wins 2023 Lipton Cup in J/105s

San Diego Yacht Club has won the 108th Sir Thomas Lipton Challenge Cup, raced in J/105s. The defending champs were determined to hold tight to the cup, and they did just that in the final moments of the regatta. This marks the sixth win for skipper Tyler Sinks and his…

J/Fest Southwest

The J/Fest Southwest Regatta celebrated its 14th anniversary in Lakewood, TX in October. Winning the nine-boat J/105 fleet was Bill Mead’s SPITFIRE by a mere point over Don Peloquin’s USUAL SUSPECTS. Third went to Joel Scott’s PESTO. For more J/Fest Southwest information, visit http://www.jfestsouthwest.com.

Scott Harris Wins International Masters Regatta in J/105s

Heading into the final day of racing at the International Masters Regatta raced in J/105s, one thing was clear—everyone had tasted moments of victory and they all were salivating for more. There were several teams who had the potential to seize the title, but no one was more determined than…

Intercollegiate Offshore Regatta: The thrill of the big boat regatta for college sailors

The goal of the Intercollegiate Offshore Regatta presented by ShopRite of Carteret is to give a unique keelboat experience to college sailors from around the world. From dinghy sailors – who may have never stepped on anything but a 420 – to experienced offshore teams with their own boats, the…

Why Buy a J/105

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Igarka was founded in 1931. The city got its name from the channel on which it was located, which was in turn named after a local fisherman, Yegor Shiryaev.

Igarka is infamous as the starting point for Stalin's railway to nowhere, constructed between 1949 and Stalin's death in 1953. The project failed and thousands of the gulag laborers died in the process.

It is the main port via which the timber harvested in the Yenisei River basin is shipped to Europe.

It has a population of approximately 6,000 people and has been in decline.

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By plane [ edit ], by boat [ edit ].

PassengerRechTrans operates boats in the summer on the Yenisey River to/from Krasnoyarsk . The journey takes 3 days.

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Things to Do in Igarka, Russia - Igarka Attractions

Things to do in igarka.

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1. Igarka Museum of Eternal Frost

2. Igarka Pier

3. Monument Airplane Li-2

4. Igarsky Local Lore Complex Permafrost Museum

5. House of Culture and Leisure of Igarka City

6. Memorial Plate To O. Yu. Schmidt

7. Memorial Plate to the Victims of the Lithuanian Deportation

8. Memorial Plate to the Victims of the Deportation of Latvia

9. monument to v. i. lenin.

• Igarka Museum of Eternal Frost
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• House of Culture and Leisure of Igarka City
• Memorial Plate To O. Yu. Schmidt
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J/105 Shoal draft

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• Last update: 13rd March 2020

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Igarka Airport is a small regional airport located in the town of Igarka, Russia. It serves as an important transportation hub for the remote region of Siberia, providing flights to nearby cities and towns. Despite its size, the airport plays a crucial role in connecting the local community to the rest of the country.

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• Name: Igarka Airport
• GPS Code: UOII
• IATA Code: IAA
• Continent: Asia
• Country: Russia
• Region: Krasnoyarsk Krai
• Municipality: Igarka
• Timezone: GMT +9
• Latitude (deg): 67.43720245361328
• Longitude (deg): 86.62190246582031
• Elevation: 82 ft / 24.99390393 m
• Website: Official Website
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• Annual Passengers: 1,100
• No. Flights: 35
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Car parking, security protocols, 📌 has your flight been delayed or cancelled, shops and restaurants, prayer rooms and worship areas, useful things to have with you, attractions nearby, history of igarka airport, other airports in krasnoyarsk krai, russia.

Igarka Airport is located in the Krasnoyarsk Krai region of Russia. The airport is accessible by road and air. If you are traveling by road, you can take the M53 highway, which connects Igarka with other major cities in the region. The journey by road can take up to 10 hours, depending on your starting point.

If you prefer to travel by air, you can book a flight to Igarka Airport from Krasnoyarsk or Norilsk. Flights are operated by several airlines, including NordStar and S7 Airlines. The flight time from Krasnoyarsk to Igarka is approximately 2 hours, while the flight time from Norilsk is around 1 hour.

Once you arrive at Igarka Airport, you can take a taxi or hire a car to reach your final destination. Taxis are available outside the airport terminal, and car rental companies such as Hertz and Avis have offices at the airport. It is advisable to book your taxi or car rental in advance to avoid any inconvenience.

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Igarka Airport is a small airport located in the town of Igarka, Russia. While it may not have a large number of transportation options, there are still a few ways to get to and from the airport.

1. Taxi: Taxis are available at the airport and can be a convenient way to get to your destination. It is recommended to negotiate the fare before getting into the taxi.

2. Bus: There is a bus stop located near the airport, and buses run regularly to and from the town center. The bus fare is relatively inexpensive, making it a budget-friendly option.

3. Car rental: If you prefer to have your own transportation, car rental services are available at the airport. It is recommended to book in advance to ensure availability.

4. Private transfer: Private transfer services can also be arranged in advance. This option is more expensive than a taxi or bus but can be more comfortable and convenient.

5. Walking: If you are staying nearby, walking to and from the airport may be an option. However, it is important to note that the airport is located outside of the town center and may not be easily accessible on foot.

Overall, while Igarka Airport may not have a wide range of transportation options, there are still a few ways to get to and from the airport. It is recommended to plan ahead and book transportation in advance to ensure a smooth and stress-free journey.

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Igarka Airport Car Parking is located in the city of Igarka, Russia. The airport offers two separate car parking areas for travelers who are looking for a convenient and safe place to park their cars.

The first parking area is located directly outside the main terminal building. This area offers plenty of parking spots, and the parking fee is based on the time of day and car size. The second parking area is located just outside the airport and is a short walk away. This area offers a more affordable parking fee and is ideal for those who are looking to save money.

It is important to note that both parking areas have 24-hour security and video surveillance to ensure the safety of all vehicles. In addition, Igarka Airport Car Parking offers a number of other services, such as a car wash, valet parking, and car battery charging.

Whether you are traveling for business or pleasure, Igarka Airport Car Parking is a great option for those who need a place to safely leave their vehicle.

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Igarka Airport is a small airport located in the Krasnoyarsk Krai region of Russia. The airport has two terminals, one for domestic flights and one for international flights. The domestic terminal is a small building with basic facilities such as a waiting area, check-in counters, and a small cafe. The international terminal is slightly larger and offers more amenities such as duty-free shops, restaurants, and currency exchange services.

Both terminals at Igarka Airport are relatively simple and functional, with a focus on providing essential services to passengers. The airport is primarily used by local residents and workers in the oil and gas industry, as well as tourists visiting the region for outdoor activities such as fishing and hunting. Despite its small size, the airport is an important transportation hub for the region, connecting Igarka to other cities in Russia and beyond.

Overall, Igarka Airport’s terminals are clean, efficient, and well-maintained. While they may not offer the same level of luxury and amenities as larger airports, they provide all the necessary services for a comfortable and hassle-free travel experience. Whether you’re flying domestically or internationally, Igarka Airport is a reliable and convenient option for travelers visiting the Krasnoyarsk Krai region.

Operating Airlines

• Globus Airlines
• Transaero Airlines
• Ural Airlines
• UTair Aviation

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Igarka Airport is a small airport located in the Krasnoyarsk Krai region of Russia. Despite its size, the airport takes security very seriously and has implemented a number of protocols to ensure the safety of passengers and staff.

All passengers and their luggage are subject to thorough security checks before boarding their flights. This includes screening for weapons, explosives, and other prohibited items. The airport also has a strict policy on liquids, gels, and aerosols, which must be placed in clear plastic bags and cannot exceed a certain volume.

In addition to these measures, the airport has a team of trained security personnel who are responsible for monitoring the airport and responding to any potential threats. They work closely with local law enforcement agencies to ensure that the airport remains safe and secure at all times.

Overall, Igarka Airport’s security protocols are designed to provide a high level of protection for passengers and staff. While they may cause some inconvenience, they are an essential part of ensuring that everyone who passes through the airport can do so safely and with peace of mind.

Traveler’s Assistance

Igarka Airport is a small airport located in the Krasnoyarsk Krai region of Russia. Despite its size, the airport offers a range of traveler’s assistance services to ensure a smooth and comfortable travel experience for passengers.

One of the key services offered at Igarka Airport is baggage handling. Passengers can expect their luggage to be handled with care and delivered promptly to the baggage claim area. The airport also provides assistance to passengers with special needs, such as those with disabilities or mobility issues. Wheelchairs and other mobility aids are available upon request, and airport staff are trained to provide assistance as needed.

For those in need of transportation to and from the airport, Igarka Airport offers taxi services and shuttle buses. Passengers can also find a range of amenities at the airport, including cafes, shops, and currency exchange services.

Overall, Igarka Airport’s traveler’s assistance services are designed to make the travel experience as stress-free as possible. Whether you’re a first-time traveler or a seasoned globetrotter, you can expect to receive top-notch service and support at this small but well-equipped airport.

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Igarka Airport is a small airport located in the town of Igarka, Russia. Despite its size, the airport offers a few options for shopping and dining.

For those looking to grab a bite to eat, there is a small café located in the airport terminal. The café serves a variety of snacks and drinks, including coffee, tea, sandwiches, and pastries. While the selection may be limited, the café provides a convenient option for travelers looking for a quick bite before their flight.

In terms of shopping, there is a small gift shop located in the airport terminal. The shop offers a variety of souvenirs and gifts, including traditional Russian crafts, clothing, and accessories. While the selection may be small, the gift shop provides a great opportunity for travelers to pick up a unique souvenir to remember their trip to Igarka.

Overall, while Igarka Airport may not offer a wide range of shopping and dining options, the café and gift shop provide convenient options for travelers passing through the airport.

Igarka Airport, located in Russia, provides prayer rooms and worship areas for passengers and visitors. These areas are designed to accommodate people of different faiths and provide a peaceful and quiet space for prayer and meditation. Here are the prayer rooms and worship areas available at Igarka Airport:

1. Orthodox Chapel – Located on the second floor of the airport terminal, the Orthodox Chapel is a small room that provides a space for Orthodox Christians to pray and worship. The chapel is adorned with religious icons and has a peaceful atmosphere.

2. Muslim Prayer Room – The Muslim Prayer Room is located on the first floor of the airport terminal. It is a spacious room that provides a space for Muslims to perform their daily prayers. The room is equipped with prayer mats and has a separate area for ablution.

3. Multi-Faith Prayer Room – The Multi-Faith Prayer Room is located on the second floor of the airport terminal. It is a quiet and peaceful space that provides a space for people of different faiths to pray and meditate. The room is equipped with prayer mats and has a separate area for ablution.

4. Catholic Chapel – The Catholic Chapel is located on the second floor of the airport terminal. It is a small room that provides a space for Catholics to pray and worship. The chapel is adorned with religious icons and has a peaceful atmosphere.

Overall, Igarka Airport provides a range of prayer rooms and worship areas to accommodate people of different faiths. These areas are located throughout the airport terminal and provide a peaceful and quiet space for prayer and meditation.

WiFi and Workspace Facilities

Igarka Airport, located in the Krasnoyarsk Krai region of Russia, offers a range of facilities to make your travel experience comfortable and convenient. Here are the details of the airport’s WiFi and workspace facilities:

WiFi: Igarka Airport provides free WiFi access to all passengers throughout the airport premises. The WiFi network is fast and reliable, allowing you to stay connected with your loved ones or work remotely while waiting for your flight.

Workspace: The airport offers a comfortable and well-equipped business lounge for passengers who need to work or relax before their flight. The lounge features comfortable seating, ample power outlets, and a quiet environment, making it an ideal place to work or catch up on some rest. Additionally, the lounge provides complimentary snacks and beverages, so you can enjoy a quick bite or a refreshing drink while you work.

Overall, Igarka Airport’s WiFi and workspace facilities are designed to cater to the needs of modern travelers. Whether you need to stay connected with your work or simply want to relax before your flight, the airport provides all the necessary amenities to make your journey comfortable and hassle-free.

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• Executive Lounge – located in the international departures area of Igarka Airport.
• Business Lounge – located in the arrivals area of Igarka Airport.
• First Class Lounge – located in the international departures area of Igarka Airport.
• VIP Lounge – located in the international departures area of Igarka Airport.
• Sky Lounge – located in the arrivals area of Igarka Airport.

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Accomodation Options Nearby Igarka Airport

Igarka Airport is a small airport located in the town of Igarka, Russia. Despite its size, the airport offers a few accommodation options for travelers who need to stay overnight or for a few days.

1. Airport Hotel – The airport has a small hotel located within the airport terminal building. The hotel offers basic rooms with comfortable beds, private bathrooms, and free Wi-Fi. The hotel also has a restaurant that serves local and international cuisine.

2. Guesthouses – There are a few guesthouses located near the airport that offer affordable accommodation options. These guesthouses offer basic rooms with shared bathrooms and kitchen facilities. Some of the guesthouses also offer free Wi-Fi and laundry services.

3. Homestays – Travelers who want to experience the local culture can opt for homestays. There are a few families in Igarka who offer rooms in their homes for travelers. These homestays offer a unique opportunity to experience the local way of life and try traditional Russian cuisine.

4. Camping – For travelers who enjoy the outdoors, there are a few camping sites located near the airport. These camping sites offer basic facilities such as toilets and showers. Travelers can bring their own tents or rent them from the camping site.

Overall, Igarka Airport offers a few accommodation options for travelers who need to stay overnight or for a few days. Travelers can choose from airport hotels, guesthouses, homestays, and camping sites depending on their budget and preferences.

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Igarka Airport is located in the Krasnoyarsk Krai region of Russia, and there are several attractions nearby that visitors can explore. Here are some of the top attractions near Igarka Airport:

1. Igarka Museum of Local Lore: This museum showcases the history and culture of the Igarka region, including exhibits on the indigenous peoples, flora and fauna, and the development of the town.

2. Putorana Plateau: This UNESCO World Heritage Site is located about 200 km from Igarka Airport and is known for its stunning landscapes, including waterfalls, canyons, and lakes. Visitors can go hiking, fishing, or take a boat tour to explore the area.

3. Yenisei River: The Yenisei River is one of the longest rivers in the world and is located near Igarka Airport. Visitors can take a boat tour to explore the river and its surroundings, including the stunning cliffs and forests.

4. Taimyr Peninsula: This remote and wild region is located north of Igarka Airport and is home to a variety of wildlife, including polar bears, reindeer, and arctic foxes. Visitors can go on guided tours to explore the area and learn about the local culture.

5. Northern Lights: Igarka Airport is located in the Arctic Circle, which means visitors have a chance to see the stunning Northern Lights during the winter months. There are several tour operators that offer Northern Lights tours from Igarka.

Overall, Igarka Airport is a great starting point for exploring the natural beauty and cultural heritage of the Krasnoyarsk Krai region of Russia.

Igarka Airport is a small airport located in the Krasnoyarsk Krai region of Russia. The airport was first established in the 1930s as a small airfield for local aviation needs. During World War II, the airport was used by the Soviet Air Force as a military base. After the war, the airport was reopened for civilian use and was expanded to accommodate larger aircraft.

In the 1960s, the airport became an important hub for the transportation of goods and people to and from the remote northern regions of Russia. The airport was also used as a base for scientific expeditions to the Arctic and Antarctic regions. In the 1980s, the airport was modernized and equipped with new navigation and communication systems.

Today, Igarka Airport serves as an important transportation hub for the region, connecting remote communities with the rest of Russia. The airport is also used for scientific research and exploration, as well as for tourism and recreation. Despite its remote location and harsh weather conditions, Igarka Airport continues to play an important role in the development and growth of the region.

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