RS 500 User manual

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OWNER’S MANUAL
LDC Racing Sailboats, Trafalgar Close, Chandlers Ford. Eastleigh SO53 4BW, England
Tel. [phone] Fax. [phone]

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CONTENTS
1. INTRODUCTION
2. SPECIFICATIONS AND DRAWINGS
3. SAFETY INFORMATION
3.1 Design Category
3.2 Loading
3.3 Safety Equipment
3.4 Capsize Recovery
3.5 Air Tank
3.6 Man Overboard Prevention and Recovery
3.7 Use of an Outboard Engine
3.8 Towing, Anchoring, Mooring and Trailing
4. COMMISSIONING
4.1 Preparation
4.2 Unpacking
4.3 Rigging the Mast
4.4 Stepping the Mast
4.5 Rigging the Spinnaker Halyard
4.6 Rigging the Boom
4.7 Hoisting the Jib
4.8 The Rudder
4.9 Hoisting the Mainsail
4.10 Rigging the Spinnaker
4.11 Completion
5. SAILING HINTS
5.1 Introduction
5.2 Launching
5.3 Leaving the beach
5.4 Sailing Close-Hauled and Tacking
5.5 Downwind and Gybing
5.6 Using the Spinnaker
5.7 Reefing

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6. MAINTENANCE
7.1 Boat Care
7.2 Foil Care
7.3 Spar Care
7.4 Sail Care
7. WARRANTY

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1. INTRODUCTION
Congratulations on the purchase of your new RS 500 and thank you for
choosing an RS product. We are confident that you will have many hours of
great sailing and racing in this truly excellent design.
The RS 500 is an exciting boat to sail and offers fantastic performance. This
manual has been compiled to help you operate your RS 500 with safety and
pleasure. It contains details of the craft; the equipment supplied or fitted, its
systems and information on its safe operation and maintenance. Please read
it carefully and be sure that you understand its contents before using your RS
500.
This manual is not a course on boating safety or seamanship. If this is your
first boat, or you are changing to a type of craft you are not familiar with, for
your own safety and comfort, please ensure that you have adequate
experience before assuming command of the craft. If you are unsure, your
dealer or national sailing federation (the Royal Yachting Association) will be
able to advise you of a local sailing school, or competent instructor.
Please keep this manual in a secure place and hand it over to the new
owner if you sell the boat.
For further information, spares and accessories, please contact your
local dealer or:
LDC Racing Sailboats
Trafalgar Close
Chandlers Ford
Eastleigh
Hants SO53 4BW
Tel. [phone]
Fax. [phone]
Email. [email protected]

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EC DECLARATION OF CONFORMITY TO
DIRECTIVE 94/25/CE
I declare that the craft described as:
RS 500
Bearing the Hull Identification Number:
G B L D C 5 0 6
Sail Number:
Conforms to EU Recreational Craft Directive 94/25/EC as amended by
Directive 2003/44/EC
Annex 1 – sections 3.2 & 3.3 and Annex 6 – Module A
Module A – Internal Production Control – Self-assessment
ISO Standards BS EN ISO 10087, 12217, 12215, 10240,
14945, 8666
Trade Marque RS Racing
Type RS 500
Design Category C
Maximum Crew 2
Maximum Load 250kg
Overall Length 4.55m
Overall Beam
Builders Name LDC Racing Sailboats
Trafalgar Close, Chandlers Ford,
Hampshire, England
Date __ / __ / __
(The date does not indicate the date of manufacture)
Signed Name: ____________________
Position:

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Signature: _________________
2. SPECIFICATIONS AND DRAWINGS
Identification.
Your RS 500 can be identified by two numbers, one is the sail number and the
other is the Hull Identification Number.
The sail number is the number by which you register your RS 500 with
insurance companies, the class association and also when you sign on for
events. Not only is the sail number on the mainsail itself; it is also embossed
just below the top rudder fitting on the transom.
The Hull Identification Number, or HIN, is required by European law. Every
new boat sold should display a HIN to show that it meets all the guidelines set
by the European community and is safe to use up to the conditions mentioned
in ‘3.1 Design Category’. Your RS 500 complies with European law to
category C (explained later) and hence displays a HIN which is imprinted on
the starboard side of the transom.
The HIN is purely to show that your RS 500 meets European regulation, and
therefore should be referred to by its sail number.
Dimensions.
Length 4340 mm 14’ 3”
Beam 1580 mm 5’ 2”
Hull weight 82 kg 180 lbs
RS 500 S rig
Mainsail Dacron 7.5m² 80sq ft
Jib Dacron 3.6m² 37sq ft
Spinnaker Dynalite 14.8m³ 125sq ft

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RS 500 XL rig
Mainsail Mylar 9.5m² 100sq ft
Jib Mylar 3.6m² 37sq ft
Spinnaker Dynalite 14.8m² 150sq ft

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3. SAFETY INFORMATION
Personal preparation and owner’s responsibility.
Before attempting to operate the boat, ensure that you have appropriate
experience to handle the boat safely in the anticipated sea and wind
conditions, that all the crew have sufficient boating experience and that they
are familiar with emergency procedures (man overboard recovery, towing,
etc.).
Always check the weather forecast before leaving shore, and ensure that the
predicted weather and sea conditions are suitable for the boat (see 3.1).
Clothing should be suitable for the anticipated weather conditions and
footwear appropriate for boating.
Before going afloat, all persons should be wearing a suitable buoyancy aid
(life jacket or personal floatation device), which should be worn at all times
when on the water. Note that in some countries it is a legal requirement to
wear a buoyancy aid that complies with their national regulations at all times.
It is recommended that you carry a whistle or horn to attract attention in case
outside assistance is required.
The owner/operator is responsible for the safe operation of the boat. His/her
responsibilities include properly preparing and maintaining the boat and safety
equipment, knowledge of the boat operation, safety training of the crew,
following the navigation rules (including knowledge of the Collision
Regulations and local navigation rules), care of the environment, insurance
and where necessary registration.

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3.1 Design Category.
The RS 500 is a Design Category C boat. The definition of this category is:
•Design Category: C – ‘inshore’
•Description of Use: Designed for voyages in costal waters, large
bays, estuaries, lakes and rivers.
•Wind Force: Up to, and including Beaufort force 6.
•Significant Wave Height: up to, and including 2 m.
The RS 500 complies with this design category, subject to:
•The crew having suitable skill and experience.
•Satisfactory construction and maintenance of the boat and its
equipment.
Users of this boat are advised that:
•All crew should receive suitable training.
•The boat should not carry more than the maximum load.
•Any water in the hull should be kept to a minimum.
•Stability is reduced by any weight added high up.
3.2 Loading.
The RS 500 has been designed to be sailed by no more than 2 people.
However it is recommended that you do not exceed the maximum loading of
250 kg, including any equipment added to the basic rigged boat. To enable
the boat to be righted safely the minimum recommended crew weight is 70 kg.
All the crew and equipment should be evenly distributed to ensure that the
boat is upright and approximately level. Heavy items should be securely fixed
to avoid movement when underway.

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3.3 Safety Equipment.
It is your responsibility to ensure that all necessary safety equipment is
obtained for the type of sailing you are participating in and it is readily
accessible on board while the boat is in operation.
HINT
We recommend that you sail in a location where there is adequate rescue
cover, should you get into any difficulty, especially whilst learning to sail your
new boat.
3.4 Capsize Recovery.
No matter how stable and secure your RS 500 feels on the water, a capsize
will be inevitable. Properly handled’ a capsize can be fun and definitely not
something to worry about. Like everything it is best practiced on a quieter day,
and preferably with a safety boat to hand.
Recovery technique.
As the boat capsizes, you should endeavour to fall cleanly into the water,
trying to avoid catching sheets, sails or toestraps as you fall. You should
initially ensure that:
1. If you are using the spinnaker that it is fully recovered in the chute.
2. The main and jib sheets are both uncleated.
WARNING
If the boat has capsized “on top” of you, or “to windward” as it is
known, there is more chance of the boat inverting and you should
ensure that you and your crew are well clear as the boat fully inverts.

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If are sailing with a crew, he or she should float in between the cockpit and the
boom, awaiting instructions from the helm. Then you should proceed round to
the transom to the centreboard.
If the boat has inverted:
Stand on the underneath of the gunwale (now facing upwards), adjacent to
the centreboard. Using the centreboard, pull yourself onto the upturned hull.
Stand up straight on the underside of the gunwale and pull back on the
centreboard. As the boat starts to come up onto its side, try to climb onto the
centreboard. Do not worry if you are unable to do so, you can climb onto it
once the boat is floating on its side. Then proceed as if the boat is on its side.
If the boat is on its side:
Stand on the centreboard, holding onto the top gunwale with your feet close to
the hull. Pull back on the gunwale edge, this should start to lift the mast out of
the water and right the boat. Smaller crews may have trouble with this, in
which case use the top jib sheet to lean back on and walk out from the hull
along the centreboard until the mast starts to lift clear of the water.
Once again, practise makes perfect! Practising these techniques will speed up
the process and you can develop your own techniques for righting from a
capsize quickly and efficiently.
WARNING
If the mast is lying into the wind as you pull it up the boat will right
quickly.
Once the boat is upright and you are in the water holding the gunwale edge,
you can either pull yourself over the gunwale, grab the toestrap and haul
yourself in or go around to the transom and climb in over there. To make this

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easier, the crew they should be scooped up into the cockpit as the boat is
righted (the “scoop method”). Once in the boat the crew can assist the helm to
get back on board.
When you are confident in righting the boat, you may find it faster (especially
in a race situation) to climb into the boat from the centreboard as the boat
rights known as a ‘dry capsize’ (with the aim of staying dry!). Again practice
this once you are confident!
Getting going again:
Once you are back aboard you will find the water quickly drains out the
transom. It is worth taking time to sort yourself out, tidying sheets away,
completely recovering the spinnaker, those kinds of things. Congratulations on
a successful recovery!
3.5 Air Tank.
The RS 500 is equipped with a sealed buoyancy compartment just in case of
capsize or swamping. The buoyancy compartment is formed by the hull and
deck mouldings and consequently the following points should be noted:
!Do not puncture the buoyancy compartment.
!Should the buoyancy compartment become punctured, do not use
the boat until the compartment is properly repaired. If in any
doubt, contact RS Racing for repair details.
!It is against class rules to add any fittings; you may have to
replace fittings from time to time. Ensure that all fastenings are
resealed properly using an appropriate sealant. If in any doubt,
contact RS Racing for details.
3.6 Man Overboard Prevention and Recovery.

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Working deck.
The working deck of the RS 500, which is intended to be occupied when the
boat is afloat, is the areas covered with a none slip coating (as seen in picture
3.1). These areas are:
•The entire cockpit floor, including kick-blocks and daggerboard case,
from the aft end up to the mast foot.
•The top surface and outside edge of the side deck from the aft end to
the shroud points.
Crew overboard recovery.
The RS 500 is designed to be sailed by two people. However, it can be sailed
single-handed. If sailing alone it is recommended that you ensure adequate
safety cover is in attendance before launching.
Should you fall overboard, whilst sailing alone, the boat will soon capsize
allowing you to swim to it and follow the ‘righting from capsize’ procedures
previously mentioned in this manual.
To recover a crew member from the water:
•The helm should bring the boat just downwind of the person in the
water.
•The helm should balance the boat, using a combination of body weight
movement and sail pressure.
•The crew should board the boat via the windward gunwale with the
help of another member of the crew. Or it may be easier to board over
the transom using the rear toestrap to help pull your self in.

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HINT
By completing a recognised sailing instruction course, you will learn how to
recover a man over board quickly and effectively. We recommend attending a
sailing course if you have not already done so.
3.7 Use of an Outboard Engine.
The RS 500 has not been designed with the use of an outboard motor.
Therefore any attempts to do so will void any warranty and RS Racing accept
no responsibility for damage, loss or injury arising from such use.
3.8 Towing, Anchoring, Mooring and Trailing.
Towing.
Should it become necessary to tow your RS 500, you should follow the
procedure below:
•Pass the towing line through tack bar and then tie securely around the
mast as close to deck level as possible.
•Lower all the sails.
•Fully raise the centreboard.
•Stay at the tiller. In the event of rudder loss, sit well aft.
Anchoring.
The RS 500 is not designed or equipped for anchoring and this should not
normally be attempted. You should remain in control of the boat at all times.
If there is no alternative to anchoring, the anchor line should be secured round
the base of the mast (or wing tubes if mast has failed) and you should remain

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in the boat at all times. If the boat must be abandoned when anchored, it is
best left in the capsized position with the rig pointing downwind.
Mooring.
The RS 500 is not designed or equipped for mooring and this should not be
attempted. You should remain in control of the boat at all times when afloat.
Trailing.
The RS 500 can be trailed behind the majority of cars. When trailing your RS
500 you should only use an approved trolley and road base. Tying down the
boat to its trailer is important because too much or too little tension could
result in damage. Follow the instructions below for safe trailing:
•Ensure the boat is located correctly on the trolley, with the gunwale
supports up under the gunwales and the bow located in the bow
snubber of the trolley.
•Ensure the trolley is properly located on the road base and the
retaining pin is fitted.
•Tie the boat down to the trailer at the bow and across the middle. You
only need to apply sufficient tension to hold the boat in contact with the
trolley supports. Use padding material where any straps touch the
deck.
HINT
It is always a good idea to tie the boat down when it is left in the dinghy
compound to prevent any damage to you boat, or any other, in the event of
strong winds.

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4. COMMISSIONING
4.1 Preparation.
Your RS 500 comes complete with all the components necessary to take the
boat sailing. In order to commission it, you will need the following tools:
•Pliers or a shackle key.
•Small, flat bladed screw driver.
•PVC (electricians) tape.
You may require other tools later, should you wish to make any settings or
tuning adjustments to the boat and rig.
DO NOT use a knife or other sharp object to cut through packaging
containing parts – you may damage the contents!
Whilst your RS 500 has been carefully prepared, it is important that new
owners should check shackles and knots are tight. This is especially important
when the boat is new, as travelling can loosen seemingly tight fittings and
knots. It is also important to regularly check such items prior to sailing.
4.2 Unpacking.
Having unpacked your RS 500 you should check that you have all the items
listed below and in picture 4.1 and picture 4.2 before throwing away any of the
packing as there may be some small items still wrapped.
•1 x RS 500 hull.
•1 x mast.
•1 x boom.
•1 x gnav bar.
•1 x rudder.
•1 x rudder stock, with tiller extension.

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•1 x main sail.
•1 x jib.
•1 x spinnaker.
•1 x rope pack – consisting of:
o1 x mainsheet.
o1 x jib sheet.
o1 x spinnaker sheet.
o1 x rudder downhaul and block.
Picture 4.1 – RS 500 equipment.
Picture 4.2 – RS 500 rope pack

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4.3 Rigging the mast.
To complete this section you will require:
•The mast
•A flat bladed screw driver.
Fitting the spreaders.
It is worth taking time over this part to ensure it is correctly completed.
Improperly fitted spreaders will result in strange sailing characteristics and
may even result in failure of the mast.
1. Carefully unpack the spreaders from the top of the mast, being sure not
to damage any of the securing split rings.
2. Unwind the shrouds and forestay from around the mast and unwrap
from the packaging.
3. To fit the spreaders, refer to table 4.1 below and to the following page
as to how to and where to fit the pins.
4. Finally, tape up all the securing pins and rings to prevent them from
being damaged or damaging the spinnaker.
5. Hook the shroud t-terminal into the lower set of holes near the top of
the mast.
6. Hook the trapeze line t-terminal into the upper set of holes near the top
of the mast.
Class Bracket Connection Pin Outer End
Primary
A
djuster End cap pos’n Wire Dia.
V
isible Holes
RS 500 Fwd 3B Aft 3.0mm 0
Table 4.1 Spreader pin positions.
Now the mast is ready to be put up in the boat, or stepped.
REMEMBER

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Check that both ends of the main halyard, jib halyard and spinnaker halyard
are tied off at the bottom end of the mast so they are within easy reach when
the mast is stepped.

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Vernier Adjust Spreader Instructions 595-478-E
Date:16-03-25
Attachment of Spreader.
Primary Pin: Fit down through the bracket’s primary hole and the Fwd or Aft
spreader hole as required.
Adjuster Pin: Fit down through a hole 1 to 4, and through A to C or through a hole 5 to 7,
and through D to E.
Please see the table on the previous page for the specific positions.
Spreader Ends
Spreader End Cap:
The spreader end cap incorporates two shroud wire slots to give a tight grip on either 2.5 or 3mm wire. The
sizes are identified on the front face of the end cap (See diagram above). To find which wire slot you
require for your mast, please see the table below.
The end cap can also be rotated so that the shroud can be positioned at either the forward or aft position of
the spreader end (see diagram above). To find out which position is required for your mast, please see the
table below.
To attach the shroud, slacken the end screw, rotate the end clamp if necessary, then insert the shroud.
Ensure that the shroud is tensioned between T-Terminal and spreader tip, then tighten the screw firmly.
This method “locks in” the dihedral angle.
Length Adjustment:
The position is described by the number of adjustment holes visible (e.g. In the diagram above there are 1
½ holes visible). Please see the table below for your class specific positions.
Security
All clevis pins must be fitted with the flat head on top, and locked with a split ring. Tape all split rings, pins
and the outboard end of the spreader extrusion. This will reduce chafe on the mainsail and prevent flailing
sails/halyards becoming damaged.
Self-amalgamating tape is best, but pvc electrical tape is an adequate alternative.
B
C
D
A
E
Fwd
Forward position
Aft position
2.5 3.0
Rotate as
necessary
(see Table)
Aft