This review apparently was based on the L26 prototypes which did not include a B&R rig, hence comments regarding a babystay are obsolete.
I have been fascinated recently by designs prepared to the MORC rule, primarily because there is no MORC racing in my area. The designs tailored to the MORC measurements are as specialized in their own way as are IOR designs, the difference being the manner in which both rules measure the hulls and derive the resultant ratings. If you enjoy racing yachts under 30 feet on a handicap basis and yet find the IOR type unpalatable, perhaps an MORC yacht such as the Lindenberg 26 will be more to your taste.
Designed by Lee Creekmore, a young designer with a surprising amount of MORC experience under his pencil, the Lindenberg 26 appears to be a successful attempt at combining MORC boat speed with a very livable interior. While at the top level of competition, there may be justification for a skinned-out interior, I feel the benefit for most local racing will not offset the reduction In resale value. As more and more skinned-out yachts take the trophies home, the reactionary movement toward a complete, comfortable, resaleable interior grows. I consider this a healthy progression.
Considering the beam, moderate displacement and relatively low location of the ballast, the Lindenberg 26 should be a very stiff yacht. She is considerably larger than her IOR cousin, the quarter tonner. A 26-foot quarter tonner would probably weigh no more than 4500 pounds and carry a shorter waterline.
MORC yachts also have the advantage in that they receive no benefit for tenderness. If you have ever had to climb the mast of a quarter tonner, you will know what I mean by tenderness. In an overall view, the hull resembles that of a big planing dinghy. You have an almost plumb bow, a gentle yet deep forefoot and a very smooth run aft. In contrast to the IOR shape, there is no advantage gained from pinching in the stern of an MORC boat. The Lindenberg 26 has a very beamy transom and correspondingly powerful stern sections. This yacht should be quick to plane when the wind pipes up and easy to hold on her feet on a stiff beat. The rudder is deep enough so as to insure control in terminal off-the-wind conditions. The displacement to length ratio of the Lindenberg 26 is 191.
Designer Creekmore has provided a very powerful rig, with a sail area to displacement ratio of 21.88. This indeed is quite high. In overall proportions and IOR terms, the size of the rig is somewhere between a large quarter tonner and a small half tonner. Light air performance should be exceptional. Due to her high degree of stability, power to carry sail in a breeze should be no great problem. Again, I notice that the babystay intersects the mast at the rather slight angle of 7 1/2 degrees and has a hatch directly forward of it. I could be wrong, but I think this angle should be greater to do the job effectively. [Ed. Note: Mast rigging is a B&R Rig with no babystay]
Below decks the Lindenberg 26 is well laid out, and its interior is worth comparing to FAST WOMEN, the half tonner. There is a full six feet of headroom, a decent-sized chart table, an enclosed head with sitting headroom and four full-sized berths. The galley is quite small and suffers for want of counter space, but this seems the only weak area. There are two large hanging lockers forward and a drop leaf table mounted on the compression post in the main cabin.
In scrutinizing the deck layout, you will notice the absence of a sliding companionway hatch. While this may result in a bump on the head now and then, the benefits derived in locating winches and halyard leads may certainly be worth the price. An added advantage of the wide stern is the large cockpit size. There is plenty of room aft to keep the helmsman from getting a winch tailer's elbow in the ribs. Primary winches are located on the cabin trunk, thus eliminating the need for bulky cockpit coamings. The winch location allows for a small cockpit coaming, wider cockpit seats and wider side decks aft.
Construcion is hand laid fiberglass with foam core used in the bow sections of the hull, deck and cabin top. All hatches, skylights and windows are of smoked Lexan. The builder specifies high density foam core reinforcement of the sandwich area. This is certainly a thoughtful consideration. It is rewarding to find a builder concerned with making his current yachts last rather than being concerned with the slightly higher cost of materials.
Having never sailed an MORC yacht, I am very curious as to their feel and speed relative to a similar sized IOR design. It would not surprise me at all if the Lindenberg 26 could give a current half tonner a good run for the money in light to moderate conditions. The clean hull lines and high powered rig of the Lindenberg 26 definitely appeal to me.