System Sailing – Sailing With Numbers

WALLY CROSS

System Sailing SAILING WITH NUMBERS

System Sailing SAILING WITH NUMBERS

Copyright 2023, Wally Cross Cover photo by John Bell

CONTENTS Introduction

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1. System Sailing – The Complete Story (The ingredients for System Sailing)

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2. The Communication System (How to talk while racing)

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3. Little Things (All the small things you can do while racing that make a big difference)

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4. Mainsail Check List (Clues to help trim the main fast)

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5. Rail Information (The valuable information from crew on the rail that helps with decisions)

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6. System Sailing Boat Handling (Ideas on how to move physically to sail faster tacking/gybing)

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7. Tacking and Gybing Check List (The numerical steps when tacking and gybing)

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8. System Sailing the Next Level (An onboard clinic using Systems to sail faster)

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9. System Sailing Speed (A simple outline to sail faster upwind)

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10. System Sailing VMG-VMC (An outline describing the differences between sailing & VMC)

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11. System Sailing Decision Making (The process in how to make long- and short-term decisions)

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12. System Sailing Starting (The necessary steps in making a starting decision)

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13. System Sailing Tactics (The process in making short term decisions)

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14. System Sailing Picture (The reason pictures of your sails are important)

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15. Three Modes Upwind (The adjustments necessary to sailing fast upwind)

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16. Three Modes Downwind (The adjustments necessary to sail fast downwind)

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17. System Sailing Offshore (Sailing the Covid Mackinac Race steps needed to win)

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18. Offshore Optimization (Some items needed before racing offshore)

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19. Offshore Meditation (Offshore racing allows you to escape life)

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20. Preparation (The steps necessary to be prepared to win sailing offshore)

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21. Gain Six Seconds and Win (The reasons why it is important to make your boat perfect)

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22. Make Sure Fun is a Part of Your System (The reason why we race sailboats)

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23. Staysails (Staysails have come a long way and they are important)

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24. Getting Clear in Big Fleets (When the start is not perfect how to get back in the race)

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25. What Questions Should I Ask a Sailmaker (The process while making a new sail decision)

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26. Value (When buying a sail make sure you are getting more than just a sail)

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Photo by Christopher Burns

INTRODUCTION Welcome to System Sailing – this book details a program geared toward helping the “club racer” who does not have time to practice like the pros or hire professionals but wants top-notch results.

Using our system will allow these individuals to develop a “blueprint” on how to sail efficiently and effectively. The numerical system will promote sailing confidence, which gives teams the ability to improve with each race.

For more information, click here and download our Play Book, the foundation for the “blueprint.”

I appreciate you taking the time to read this collection of articles. Please reach out with any feedback on System Sailing.

Thank You, Wally Cross wcross@quantumsails.com

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SYSTEM SAILING – THE COMPLETE STORY At sixteen I started racing sailboats. I was possessed to learn and experience this sport fast and made an effort to travel to small boat regattas. At seventeen I got the opportunity to race against Dave Ullman in the 470 class. It was clear to me I had so much to learn to get competitive. When I returned from that Key West regatta, I started marking everything on my boat.

System sailing is a concept that looks at sailing through numbers. Everything that relates to the sport can be explained and described through numbers. At an early age I had to makes sense out of racing without having experience. It required uncomfortable learning that did not make any sense at the time yet once experienced it made complete sense.

Sailing is such an interesting sport based on who you talk to. So many great sailors of the past love to talk about instinct. Some of the words I would hear were; gut feeling, just a feel, smell, seems right. Sailing over time has become more scientific as computers played a roll in yacht and sail design. Just by luck I fell into an educational experiment that changed my sailing life forever. At sixteen I wanted to learn how to race sailboats so I decided to buy all the books written by Stuart Walker and attend a seminar by Stuart and Peter Barrett. I recorded both days while listening to all the lectures each night prior to sleeping. All this information was like learning a foreign language to me and was flooding my brain with no idea on how to process it. That winter I saved up to buy a used Laser to race in that upcoming summer.

It all became clear to me in the very first race I sailed. I had all this knowledge in my head on how to race and roll tack. I knew the process yet never experienced the tack. I can remember today like it happened yesterday on my first tack. I used the information to execute a roll tack and the result was a lifelong experience. It was years later it made sense on how my brain worked to process the information and then connect with the experience.

My early life experience was a mix of supplying information to my left side of the brain and once I actually experienced the roll tack, the two halves came together. This is how System Sailing works.

Everything about sailing can be viewed with numbers. All the numbers we discuss in System Sailing is filed in the left side of the brain. Once this data is experienced on the right the process of learning becomes complete. The goal with System Sailing is to improve your system with every race.

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The system starts with the boat. The decision to purchase a boat should break down to numbers. The numbers that should reflect your decision: • Number of boats to race against • Size and weight of boat • % of moisture • Year and price • One design, boats locally, travel • Handicap, boats locally, travel, rating You made a decision and now the goal is to make your boat perfect. The process for eliminating variables below the water line are: • Keel and rudder inline • Centerline of boat straight and sharp • Edges sharp • Trailing edges under 1/8th inch square and sharp, over 3/16” 45-degree angle, sharp • Fair keel, rudder with same shape on both sides • Fair bottom with hard finish with very smooth finish The effort you make below the waterline will make everything you do above look better. Spend the time to make sure you first make a check list for the bottom and then once each item is complete, check it off your list.* Now that everything below the waterline is perfect move up the boat and polish the hull. Porosity and dirt are slow and produce drag on the hull. The interior has to be open, clean and dry. I suggest a light color in the interior so dirt and mildew are more obvious. Once in the water the boat should have a dehumidifier to keep the boat dry. The mast, boom and shrouds all should be cleaned and polished to reduce any windage.

Everything related to System Sailing has a check list. The complete check list starts with this boat and now that the boat is checked off, we now move to all the parts and pieces.

INSTRUMENTS Depending on the boat there are a variety of instruments that will provide information that will allow you and the crew to make better decisions based on numbers. Less working instruments that are accurate, symmetrical are a priority. The basic instruments are:** • Compass (gyro or GPS)** • Boat Speed (electronic or GPS)** • Wind Direction (Windex or electronic) TWD** • Wind Speed • True Wind Angle TWA 3

• Heel & Trim (measure side to side and bow to stern) • Course over ground and course over water COG, COW • GPS position • Target Speed up & Target TWA down • Opposite tack & gybe • Time and distance to lay line • Starting distance and angle • Headstay tension – shroud tension • Rudder angle • Wind direction and speed history Instruments enhance your system for sailing while providing information to make numerical decisions based on accuracy and past trends.

SAILS Sails on your boat are your fuel and they need to be proper for your particular boat. No two boats are the same as the sails should be custom for your particular boat. The priority should be the range of the sails and ultimately the shape. In System Sailing it is important to picture your sails upwind and then make numerical sense of the working shape. The sails and guide should include: • Mainsail & Jib or Genoa – Picture Sail on board at 50%-foot focus on three draft stripes - Light-Medium-Heavy - Cord depth - Draft position - Leech twist • Spinnaker & Asymmetrical – Picture Sail off boat - Light-Medium-Heavy - Miter depth - Miter length - Depth location Your guide then would have a picture of all sails with numbers for all the three different wind speeds. Below the picture on your Google Doc should be sail settings with results.

CROSS OVER The next step in System Sailing Sails is to create a cross over chart that describes sail choices based on wind speed and angle. A cross over chart is most beneficial in an offshore race when there is a wide selection of sail choices based on the variety of wind and weather shifts. A good cross over chart will offer clues when a particular sail should be set. This chart should get updated after all offshore races based on experience from that race.

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RUNNING RIGGING The jib halyard must not stretch and with the new high modulus fibers the halyards today have zero stretch. In System Sailing we need to eliminate all variables that cannot be measured, and stretch is one. No stretch areas are: • Jib halyard • Jib sheet • Jib inhaul • Jib lead adjuster • Main halyard • Runners • Main sheet • Outhaul Each one of the rope requirements needs to be marked with liquid tape. Liquid tape applied in the specific area will give you the reference relative to a scale to record a setting.

SAILING GEAR In all sports the gear and uniform have requirements that are designed to help your performance in challenging conditions. Waterproof, lightweight and warmth are a few of the requirements. Another main requirement is similarity. To be a team everyone has to look the same and be proud of the uniform.

The foundation of System Sailing is; mark, measure, record, evaluate and communicate. In order to communicate with numbers there has to be a system for measuring all the components of sailing. Once a marked line or item is measured and then recorded the system at the end of the day can be evaluated. All this information is then communicated with the team using Google Docs.

Each function of racing can be broken down using MMREC system.

• Speed – Settings - Rig - Sails – Targets - Fast - Normal - Slow – Communication (Circle) - Speed - Information - Mechanical A typical speed conversation pre-race when testing against another competitor from the main trimmer could go like this: “Wind is 12 true and rig is set at base. 12 true is top of base but based on the number of boats we need the energy. Based on our performance we need to sail a bit faster than target to stay even.

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Adjust target by 2 tenths based on the water. Backstay is on 1, traveler is down 2 and vang is one to red. Jib halyard is up to 4 inhauls off to 3 and jib sheet is off to 3. Target is good now and VMG relative to them is good.”

During the race System Sailing promotes crew communication called the “The Circle”. This is a combination or a group talking about speed and performance while another group is suppling information as the last group speaks on mechanical issues. It would sound similar to this: Tactician – “We are up 10, lets sail 2 tenths over target (Wally). Main – backstay at 6, vang to blue, sheet on to green. Jib – inhaul off 1, sheet at 3 and halyard at 5. Helm – steering lower telltales even. Rail – same height, faster. (About your boat) Rail – breeze increase in 3,2,1. Rail – Flatter water in 3,2,1. Rail – boats on the right are bow down. Tactician – we are up 10 but should come back left soon. Pit – if wind stays right, we need to think quick gybe. Rail – bows still down to windward.

Tactician – sail normal target speed and we are looking for the wind to shift left. Main – backstay off to 5, vang off to red, sheet to blue. Jib – inhaul on 1, sheet at 4 and halyard at 4. Helm – steering lower telltales even. Tactician – we are now down 5 and based on windward bows down let’s cross now. Tacking in 3, (crew move heads inside lifelines) 2, crew starts crossing boat (12 true, plenty of power) 1 the helmsperson turns the boat. At 1 crew hiking hard to new windward side.

Tactician – we are up 2, sail target.” Rail – we are minus 10 for top mark. Now -5 for top mark, now 0 at top mark. (Hand bearing compass for lay line) Tactician – tacking in 3,2,1 (faster talk means faster turn)” The tacking and gybing can all be completed by using numbers. Each number describes a different move based on the wind speed.

• Boat Handling – Tacking 3,2,1 - Light - Medium - Heavy – Gybing 3,2,1 - Light - Medium - Heavy – Top Mark - Hoisting – Bottom Mark - Dousing In light winds the tactician will announce we are tacking in 3, which means all the crew should either lean or slide to leeward to increase heel and then at 2 continue to add heel and at 1 as the helm turns the crew together all move quickly to the old windward side using their weight to move the mast quicker into the wind which helps with speed after the tack. Once the tack is completed and all crew are on the new leeward side the tactician will say flattening in 3,2,1. At one all the crew move together quickly to windward to again accelerate the mast to windward and then move back into the boat to sail at around 10 degrees of heel.

As the wind increases the numbers relate to different moves to assist the boats turning. The more crew movement to turn the boat the faster the boat will get up to speed on the new tack or gybe.

Numbers become extremely important at the top mark or offset mark when raising the spinnaker

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Photo by Jamie Morisson

or asymmetrical sail. The helmsperson should always think how to round that mark with speed so while the sail is being hoisted the boats sails a bit lower than the others. As the mast person raises the sail there should be a three-line mark about 10 meters from the head and they would announce “3”. That number alerts the helm to start turning up to the proper TWA course while the pit is waiting for another number to drop the jib. At “2” the jib starts down while the course is slowly coming up to the proper TWA. At 1 the jib should be down, the boat on course and the trimmer holding the sheet at the preset mark as the sail fills.

• Decision Making – Pre-Race • Days prior • Weather • History - 1 hour early • Upwind 20 • Downwind 20 • Start line 10 • Process 10 – Starting - Plan • Wind pattern • Line angle • Competitors - Prep Signal • Top third • Middle • Lower third 7

– Race Course - Plan - Tactics • Real time vs Plan The decisions made on the race course must incorporate all the numerical information gathered before and during the race. Decision made on the race course should start with any past history.

This information plus weather related to the area before and during that day will provide helpful hints.

Once all this information is gathered it is time to do your research one hour before the race.

Sail upwind against a competitor and record the wind patterns of direction, speed and compass heading on each tack and gybe. Use this information combined with your early weather and history research to make a game plan. This plan should include some consistent patterns you would use on every race.

• Competitors • Line angle • Wind pattern (oscillating or persistent) • Wind speed • Record-Evaluate-Communicate – On Boat - Camera • Sails • Instruments - Wet notes • Settings - Tune guide • Rig settings On the boat all the rig, sail settings need to be recorded when the boat is sailing fast and when the boat is not. This information is critical in the process of making your boat consistently fast. The sail image with instrument information will give you the ability to measure the shape of the sail and determine how that sail is working in that breeze.

• Evaluate – On Boat - Post-Race • Crew-de-brief - Race evaluation • Yellow Brick • Velocitek - Sail evaluation • Digitize Shape • Cross over chart - Conclusions • Ideas for improvement

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On the boat and off the boat evaluation allows you to make decisions that will allow your system to improve from every race.

COMMUNICATION We discussed how to communicate onboard using the “Circle System” and when the race is over the first step is to communicate with the team on board after the race. In the cockpit each crew needs to discuss the race and share information from wet notes: • Sails used and hours • Sail settings • Rig settings • Wind results • Speed • Boat handling • Items to fix One person from the team would then gather all this information and put it in a Google Doc sheet for the boat. After every race the information is updated so the system for your boat continues to improve.

If all the information is numerical you will start to see patterns that will make sailing the next race or regatta easier.

System Sailing will make it easier to sail consistently fast by using numbers. This system will be the foundation of your own custom blue print on how you race. The effort you and your team make to use numbers while experiencing the results will perfect your system. This system will be how you and any crew race on your boat. The result will not be based on who is onboard yet how the system worked that day. With numbers you can look at results without emotion and make appropriate changes so the next time you experience improvement. Take the effort today to start looking at numbers for your boat.

Photo by Alina Pkhakadze

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THE COMMUNICATION SYSTEM

There are so many different items to buy to make your boat faster, yet a good lesson in communication could give you the best result. I have sailed on many boats that had great speed, yet with terrible tactics or bad mechanics the result was poor. Great boat handling, smarts without speed will also be a bad combination.

I enjoy working with crews and separating the team into three groups: • Speed Circle (targets) • Mechanical Circle (boat handling) • Information Circle (tactics) The goal is to get each group to first work independently of the other and then mix the three together. The result will be three independent groups talking yet the information will be used in all three circles. In each circle communication follows a path. This system will not work with interruption, yet a design flow that makes each group efficient.

Example: Speed Circle includes the helmsman, the main and jib trimmer, two or three crew hiking out to windward. The most forward crew would be talking wind and waves while further aft would be a crewmember communicating speed results. Based on the sailing goals (tactician) the main trimmer will communicate the target to the helmsman.

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“(Main trimmer) The target after the start is 7.0 knots (slower and higher to clear your lane), yet when clear 7.2. 7.1 to 7.3 is our boundary, yet 7.2 will be our focus. (After start, main trimmer) We are sailing 1 tenth over, I will slow you up. (Traveler up, backstay off). (Crew on rail) good height, very good (Tactician, sail clean now) (Main trimmer) 2 tenths to go, press a bit, traveler down, backstay on. (Jib trimmer) Inhaul off to #3, jib halyard up to #5 sheet number is good. (Crew on rail) moving forward, +1, +2 degrees. (Bow man) wave in 3,2,1. (Next crew) good puff coming in 3,2,1, breeze will hold for 10.”

That would be the typical conversation with the speed group shortly after the start. This conversation would never stop yet would change based on sailing upwind versus downwind. Upwind the main trimmer is responsible for the flow on communication. The tactician will talk to the main trimmer; he or she will communicate the goal to the helmsman. The jib trimmer will comment on their adjustment based on the goal and the result. The information from the rail will continue.

The downwind flow of communication will go through the spinnaker trimmer. He or she will again communicate the goal to the helmsman and the other trimmers will comment on their adjustment.

(Tactician to trimmer before the top mark) (Based on wind direction, slightly right and pressure good left downwind, we will want to gybe in the first 5 minutes.) (Spinnaker trimmer) Target is 140 TWA (True Wind Angle) around 7 knots. Let’s sail target first and based on our air be ready to push to 145 TWA. (Spinnaker grinder) good puff coming in 10 and will hold for 20. (Spinnaker trimmer) Up now to 140 TWA, let’s get to our target speed and then be ready to press to 150 TWA. (Tactician) In the puff be ready to gybe. (Mid Crew referring to speed) Same speed, yet lower by a little.

The speed group continues to talk the whole race yet pauses for mechanical and tactical information. The mechanical group. The bow, mast, pit and trimmers are the core of the mechanical team.

This group will discuss the process of each maneuver, so mistakes are eliminated. The tactician may say “it is time to tack” and now the helmsman would say tacking in 3 (crew set to move) 2 (crew move based on wind speed) 1 (boat turns, jib released, sail trimmed, and crew moves) Forward crew may count in light air for hiking.

(Tactician) The wind has rotated right we have to set up for a gybe set. (Bowman, mast man, pit) Usually the information will flow through the pit man to the crew forward. (Bow man) Next time we are on port I will clip the gear together. Have the trimmers pull the gear around to the starboard side. (Pit) trimmers pull gear around. (Mast man) I will be hoisting while gibing, let me get the pole up prior to dropping the pole. The guys doing the work are talking and making sure everyone is thinking about the same move. Once a maneuver is practiced 100 plus times, less talk will be required, yet it is never a problem to communicate the process. As soon as the maneuver is communicated the speed talk should continue. Imagine the speed talk as a record that never ends yet is put on mute when the mechanics talk or the tactician talks.

The Information group (tactician, helmsman, crew on the rail and trimmers). This group will talk while the speed group communicates speed goals. Many of the same crew will be used for information, while keeping the focus on speed. The Information group is responsible for informing the entire team on the plan for the race, the goal for the day, the thoughts during the race, and the decisions during the race. The information starts with the tactician.

(Tactician) Based on current and wind patterns we should lean left early and based on results decide on the amount of leverage. (At start, tactician) Good job team on this lane, we can hold and now sail clean. (Speed talk ongoing) (Spinn trimmer, information from rail) It looks like we are gaining on the right group. We are +5 on that side and it looks like it is getting better. (This crew member uses a hand bearing compass and shoots the lead boat on the opposite tack. He then subtracts 90 degrees off the true wind direction and compass numbers that are greater are positive, numbers that are less are negative.) (Tactician) based on the gain let’s leed our group back right. Look for a 11

good spot to tack. (Navigator) wind is 15 degrees left of the course; first let’s look for a change of course. If the course stays the right gate will be favored. (Tactician) Look for a new course, for now let’s plan on a clean set and holding.

The result of this system is calm, non-emotional talk that is focused to allow the boat to sail fast and high upwind and fast and low downwind. The information will help the crew stay involved in the race and be ready for any maneuvers. The information will also allow the entire crew to understand the thought process and contribute when necessary.

To get good you have to practice the “circle talk”. Often the conversation tone or amount and level will change based on your position relative to the other boats. This system works when the tone and emotion is constant from being in last or first.

After the race each member of the team makes constructive suggestions on how to strengthen the system for this crew. The team becomes united, and the chemistry bonds each member of the crew to sail at a higher level.

Photo by Daniel Stenholm

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LITTLE THINGS

The little things in sailing make a big difference. Success in sailing is the accumulation of many small things. Such as a good close crossing on port or a well-planned duck or clean top mark rounding and ultimately a perfect bottom mark rounding. Simple things like a well-timed lee bow tack or a perfect spinnaker set, and douse all add up. The simple things in sailing: • Tack • Gybe • Lee bow • Duck • Top Mark Rounding • Douse • Bottom Mark Rounding • Crew Weight TACK The priority when tacking is making sure the exit angle is the highest possible angle for a speed build. Lower in waves or chop and higher in the flatter water. The crew movement is also important to use aggressively. The rolling and flattening will allow the boat to turn with less rudder movement and quicker acceleration after the tack. Last the trim into the tack and after will help with getting the boat up to speed quicker. Going into the tack the main should be trimmed firmer while the jib in most winds slightly backwinds the luff only to minimize the drag from luffing. After the tack both sails are trimmed with more twists to help get the boat up to a target speed.

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GYBE The angle out of the gybe is equally important to the angle out of a tack. The finish angle should be slightly higher than your angle once settled. If you are sailing with a TWA of 145 you will probably come out of a gybe at 135. Once the crew flattens the boat the new speed will allow you to get back down to the target TWA. Sail trim is also important in and out of the gybe. Both sails should be eased at the boat sails lower but once the boat is on the new course the main should be slightly over trimmed so there is more wind hitting the sail when the boat gets flattened.

LEE BOW The perfect lee bow tack is set up when approaching another boat on the opposite tack thinking you have the possibility of crossing. If on port, it can be risky to cross so a lee bow tack is encouraged. Yet on Starboard the lee bow would be used to force your competitor the opposite way. The goal with a lee bow tack is to turn at a slower rate than you normally would turn. For sure tack to leeward and not in front of the approaching boat but use the boat’s momentum to sail windward while tacking. Once on the new tack accelerate at a slower rate than you would do in open water to again stay up close to the trailing boat. Your position will quickly slow up the boat behind and eventually they will tack away.

DUCKING When on port tack and it is clear if you do not alter the current course, you will collide with a starboard boat; a duck or tack is necessary. If it looks like you can cross try the lee bow, but if you are aiming at the forward third to aft third you should duck. The normal duck should be recognized early, and the process is to aim at the transom of the passing boat on starboard early and as you get closer you continue to aim at their transom allowing your boat to come up so when they go by you are back on a port tack close hauled course. Use a late duck only when you think the starboard boat might tack on you. In this case sail bow to bow and once two boat lengths away ease the main and jib and sail behind this boat then back up on port tack.

TOP MARK ROUNDING The goal at the top mark is to set your wind and sail on a course lower than the boat in front or behind. The set up before the mark is the key to using your boat’s momentum to get the boat on a lower course while the spinnaker/asymmetrical is being hoisted. I like marking the spinnaker halyard with three marks that the mast person would speak out. (3,2,1) One is up all the way and the boat should be on the target TWA heading. At two in most winds the jib should come down or get furled. At one the helmsman should start bringing the boat up to the target angle. Prior to that the boat should be sailing about 10 degrees lower than a target TWA to set up lower than others while the sail is being hoisted.

DOUSE Dropping the spinnaker or asymmetrical spinnaker can be a challenge in a bigger breeze. There are so many different systems based on sailing around the buoys or offshore. The offshore drop is either under the boom in the main hatch or through the boom between the main and boom down 14

the hatch. For buoy racing the off the wind sail should be doused through the forward hatch with a person below pulling in the sail. On a spinnaker passing the lazy sheet down under the jib through the hatch is preferred while an asymmetrical sail should be doused with a patch and line in the lower third or using a tack line to windward of the headstay. I recommend a patch up one third on the sail led below so that portion of the sail can be stowed quickly while the head, clew, and tack follow.

BOTTOM MARK ROUNDING This is the most important mark to round properly. Your goal is to be on an upwind angle as you pass the mark closely. To do this you must work to first be the inside boat and once established sail away from the mark enough to make the turn upwind before the bow reaches the mark. To assist the turn the main should come in first followed by the jib or genoa. More heel than normal during this time will also assist in speeding up the turn without using more rudder angle. Once I pass the mark, I work hard to get up to the target speed at a high angle.

CREW WEIGHT The movement of your crew fore and aft and side to side will make your boat faster with less rudder movement. Keeping the weight proper fore and aft, (trim) will keep the boat closer to the wind with weight forward in lighter winds while faster with weight aft as the breeze increases. Moving side to side does make the boat alter course without the rudder moving and can accelerate the wind when flattening after a light air tack and gybe. A team that moves together fore and aft, side to side and hiking in bigger winds will increase the boat’s performance. A small thing can make a big difference.

Photo by Artem Verbo

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MAINSAIL TRIM CHECK LIST

Luff tension • Loose wrinkles horizontal in winds from 0-9 true • No wrinkles in winds from 8-17 • Firm luff in winds from 16 and up Foot tension (outhaul) • Hand’s width in winds from 0-6 true • 2” gap in winds from 6-11 true • No gap in winds from 11 and up Draft position • 50% in winds from 0-7 true • 45% in winds from 7-15 true • 40% in winds from 15 and up Cord depth • 18% mid area in winds from 0-7 true • 14% mid area in winds from 7-15 true • 10% mid area in winds from 15 and up

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Traveler location • Max to windward in winds from 0-7 true • Two thirds up in winds from 7-12 true • Mid location in winds from 12-18 true • One third up in winds from 18 and up Vang tension • No tension in winds from 0-15 true • Half tension in winds from 15-18 true • Full tension in winds from 18 and up Top telltale • 100% flow in winds from 0-6 true • 75% flow in winds from 6-11 true • 50% flow in winds from 11-16 true • 100% flow in winds from 16 and up Leech twist • Closed in winds from 0-6 true flat water • Open in winds from 5-10 true wave water • Closed in winds from 8-14 true flat water • Open in winds from 14 true and up • Open in winds from 10-18 true and up

RAIL INFORMATION CHECK LIST

Photo by Lazarescu Alexandra

Bow-position #1 • Wave and water height – 3,2,1-wave – 3,2,1-flat water Mast-position #2 • Wind on the water – 3,2,1 breeze on – 3,2,1 light for a bit Pit-position #3 • Wind and competition – Angle of boats to windward – Wind speed to windward Floater-position #4 (hockey puck) • Crossing upwind – TWD-90= - > Cross - < No cross • Top and bottom mark – Last starboard record upwind – Port tack plus or minus – Last starboard & port record – Gates plus or minus

Offside trimmer-position #5 • Relative speed to competition – Higher faster – Lower faster – Lower slower Trimmer-position #6 • Trimming to windward – Adjust sheet per target - At3 - At 2 speed build - Back at 3 Tactician-position #7 • Decision making – Mode to sail – Tacking in 3,2,1 – Hoisting in 3,2,1 – Mode to sail – Gybing in 3,2,1

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SYSTEM SAILING BOAT HANDLING

Success in sailboat racing is the combination of speed, boat handling and decision making. We have discussed how to sail fast and now the next step in winning is boat handling. Boat handling is everything that relates to maneuvering the boat on the race course. Boat handling with System Sailing uses numbers.

TACKING •3 – Heads in from life lines – Trimmer moves to release jib/genoa – All crew on alert for a tack •2 – Crew moves to leeward if light or heavy yet stays in medium winds – Trimmer ready to release and ready to trim – Helmsman ready to turn helm – Rate is relative to speed of turn. (slower in light, faster in heavy) •1 – Helmsman person turns boat for new tack – Crew moves together relative to wind speed – Trimmer release and trim

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ROCKING (FLATTENING AFTER TACK) •3 – Crew in light air ready to move together – Helmsperson sailing the boat at proper angle – Tactician ready to move the team • 2-1 – At 1 the entire team moves to windward in lighter winds to flatten boat – Once flattened, the team moves in to achieve the proper heel angle GYBING •3 – All crew moves to windward to reduce helm – Helms person ready to turn boat – Trimmers ready to release and trim •2 – Crew stays to windward – Helms person on alert to change course – Trimmers ready to ease and trim •1 – Helm is turned – Old sheet eased and new sheet trimmed ROCKING (FLATTENING AFTER GYBE) •3 – As boom crosses team ready to move together • 2-1 – Crew moves to windward to flatten boat Numbers are used when sailing to tack, gybe, rock and at all the marks. The numbers used at the marks relate to hoisting the spinnaker or asymmetrical and the heel. As the boat approaches the top mark.

• Rounding the top mark – 3-2-1 Hike (flatten boat around mark to help boat turn down) • At offset mark or top mark for hoist – Once the boat turns at the top mark or offset the helmsperson should use the momentum of the boat to sail a course lower than the preferred angle with the spinnaker up.

– As the boat turns down for the hoist the genoa or jib trimmer trims in the headsail to allow the spinnaker/asymmetrical sail to hoist in a stalled breeze. (less wraps) • The spinnaker halyard has three marks (full hoist at one, six feet down two, another six feet down is three)

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– Once helmsperson hears 3 the boat slowly turns up to the proper angle – At 2 the jib or genoa is doused or furled – At 1 the boat should be at the proper angle for performance downwind Numbers allow the team to work as a unit as each job relates to the number announced. As the boat sails downwind numbers will be used again to drop the spinnaker/asymmetrical as the boat turns the bottom mark for another upwind leg.

• At bottom mark or gate mark – Genoa/jib up or unfurled – Dousing in 3-2-1 – Spinnaker/asymmetrical sail douse in boat • As the boat turns around the mark – Approach is wide early and close to mark in close hauled course – Crew leans in as boat turns up (heel allows the boat to turn up faster) o Hiking in 3-2-1 crew all moves to windward together once on course Numbers are also used while in the starting process. The starting system and the boat handling during this time both rely on numbers.

• At the boat on starb. tack at 5 min sailing toward pin • Tacking in 3-2-1 at 3 min for top end set up on port • Tacking in 3-2-1 at 1 min for upper third on starboard • Trim in relative to time and meters from line (starting instrument providing distance to line) • Crew provide heel to allow boat to turn up and then after start flattening in 3-2-1.

Good speed with solid boat handling is the two most important ingredients for sailing success.

Photo by Mike Nahlii

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TACKING AND GYBING CHECKLIST

TACKING IN 3,2,1 • Light air 0-7 true (crew lean in or below) - 3, increase heel - 2, maintain heel - 1, boat turns-crew moves to old windward side - On new tack - Flattening in 3,2,1 - 1 crew moves to windward rail - Once boat flattens crew moves in for 10 degrees heel • Medium air 6-13 true (crew hiking) - 3, heads move in from life line - 2, crew leans against cabin - 1, boat turns- crew moves to new windward side (slower in lighter wind below 10) - Crew hike • Heavy air 12-20+ true (crew hiking) - 3, heads move in from lifeline - 2, crew moves to leeward side - 1, boat turns and crew hikes out on new windward side

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GYBING IN 3,2,1 • Light air 0-7 true (crew forward some to leeward) - 3, all crew to windward by shroud area - 2, crew stays to windward - 1, boat turns and crew stays in same area - On new gybe - Flattening in 3,2,1 (slow) - 1 crew moves to windward rail - Once boat flattens crew moves in for 10 degrees heel • Medium air 6-13 true (most crew to windward) - 3, all crew to windward by shroud area - 2, crew stays to windward - 1, boat turns and crew stays in same area until sail fills - Once sail fills - Flattening in 3,2,1 (fast) • Heavy air 12-20+ (all crew windward aft) - 3, all crew windward aft - 2, crew stays in position as main comes in - 1, crew crosses as boat turns while main crosses TURNING THE HELM • Rate of 3,2,1 relates to speed of turn

Photo by Mael Balland

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SYSTEM SAILING THE NEXT LEVEL

System Sailing is an ongoing process designed to consistently make your boat faster. This process includes a system for marking, measuring, recording and evaluating settings. Rig tune, sail trim, target sailing, sail choice are just a few of the settings that are recorded to evaluate and adjusted for future gains.

In 2020 System Sailing introduced a process: • Marking every moving item on the boat • Recording the settings during the race • Evaluating and improving

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For 2021 the next level is systems for a race. From the time the crew arrives at the boat to the time they leave there are systems that will help improve results. The next level systems are: VMG-BUOY RACING • Pre-Race meeting at dock • Pre-Race sailing gathering information • Pre-Race starting line information • Starting system • Decision Making System – Leg1 – Leg2 – Leg3 – Leg4 • Post-Race meeting at dock VMG-SPEED • Sail pictures-numbers • Rig tune • Instruments • Trim guide • Targets The Systems for sailing Offshore are designed to sail at optimum performance between two points.

VMC-OFFSHORE • Weather-Routing System • Boat-Rating Optimization System • Pre-race meeting at dock • Pre-race information before start • Starting information • Starting system • Decision making – 25% – 50% – 75% – Finish • Post-race meeting at dock

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VMC-SPEED • Specific Sails for TWA/WS • Cross Over Chart • Heel/Trim • Instruments • Polar Chart • Sail settings

SYSTEM SAILING SPEED

If you are fast, all the decision on the racecourse come easier. When I was young my goal was to learn how to sail fast and then learn how to start. I would always try to start to leeward of the best sailors and then tack when they tacked. With speed and the ability to start you will have an opportunity to sail with the best.

YOUR BOAT (IT MUST BE THE BEST) • Under the waterline – Fair, smooth bottom with straight centerline and sharp edges – Symmetric keel and rudder shape with sharp edges – Keel and rudder square to deck – Bottom finish hard and extremely smooth – Interior open and light in color • Rig and Running Rigging – Mast-smooth and low windage – Boom-smooth and low windage – Shrouds-smooth and low windage – All halyards low stretch and different colors • Instruments – Accurate with True Values - TWA – True wind angle - TWS-True wind speed - TWD-True wind direction - BS-Boat speed - Heading 25

• Sails – Main, jib, genoa, asymmetric or symmetrical spinnaker, staysail • Markings – Backstay, halyards, leads, sheets, • Charts and Guides o Race Chart – Tuning Guide o Targets – Polars GET YOUR RIG RIGHT • When down, clean, polish, make smooth • Reduce any obvious windage • Clean and polish all standing rigging • Clean and polish boom • Measure partners to find center • Step mast and set headstay for appropriate rake – When in doubt 1% of I – 3-5 degrees of helm in 8-12 true o Measure ARC • Center the tip (measure to chain plate) tension firm • Tension diagonal shrouds and go sailing – Base setting rig (rig straight side to side) – All three draft stripes at same angle off the mast • Two Steps – Two below Base - Longer Headstay-looser D’s and V’s – Two above Base - Tighter Headstay-tighter D’s and V’s • Write it down TRIM FOR TARGET/POLAR • Target Trimming – Normal Target Speed & Height (Trim stripes similar exit angle yet top telltale flying) – Fast Target Speed & Lower Height (Trim stipes more twist high) – Slow Target Speed & Higher Height (Trim stripes same angle front and back with top telltale flying 50%) • Polar Trimming – 3% Faster Upwind 3% Lower True Wind Angle off the wind

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SYSTEM SAILING VMG-VMC For sailing around the buoys there are systems that will help your team reach your goals. The systems for VMG first relate to a time and then a procedure. System Sailing VMG assumes your boat and equipment are in the best possible condition to compete against all the boats that day.

SYSTEM ONE Crew Meeting at Boat Call – This is a time that allows the crew to meet and discuss the day while still allowing enough time to be at the race course one hour before the warning signal. In this meeting the topics that should be discussed: • The day’s weather prediction • The sails that should be on the boat and off the boat based on weather predictions • The goals for the day in speed and results • Communication goals from speed, information and mechanical • Settings that worked and ideas to try today • Process for capturing data Dock out Time – This is a time that allows the boat to reach the race course one hour prior to the warning signal. During this time items that should take place are: • Wind data in speed, direction • Rig tune based on current wind speed and wave height • Sail & equipment placement below base on wind and waves • Helmsperson resting and drinking water • Sailing instructions read by the entire crew • Internet weather research At Race Course 1 Hour Prior to Warning • Check in if required • Back up and hoist main • Turn downwind and hoist jib • Sail upwind and picture main and jib/genoa • Look for competitor to sail against 27

• Sail upwind for twenty minutes at five minutes a tack-gather information • Sail downwind for twenty minutes at five minutes a gybe-gather information • Record starting line information for ten minutes • Relax and hydrate for ten minutes

Information Recorded Pre-Start • On Each Tack & Gybe (wet notes) – Heading-wind direction-wind speed-true wind angle-heel-trim-speed • Picture Sails – At mid-foot close to the sail-main & jib/genoa on smart phone o Picture instruments that show wind speed • Tuning – Based on results from testing adjust rig • Race Chart – Shroud settings-course information-target speeds and angles (photo after race) • Starting Instruments – Ping Boat-Ping Pin-Mid Line Check-Lay line Angles Starting – Determine section of line – At boat at warning signal on starboard aiming at pin – Gybe or tack back towards boat based on section or wind speed – Upper third-three minutes-20 meters back (light) 40 meters back (medium) 60 meters back (hvy) – Mid line-two minutes – Lower third-one minute Leg One • Sail target speed and angle • Adjust target based on position • Base decisions on: – Course axis (sail long tack early) – Wind speed (edges usually have more pressure) – Shift type - Persistent (sail toward shift) (sail outside the cone) - Oscillating (sail lifted tack) (sail inside the cone) – Competition

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- When in doubt stay close to top boats - Stay clear of boat near bottom - Tack when they tack – Air-pressure-clouds - Sail in clean air up to five boat lengths from top mark - Sail towards wind - Sail to edge of cloud (never sail under a cloud bank) – Approach top mark on port tack - Near the front (3 boat lengths to leeward) - Near the middle (5 boat lengths to leeward) - Near the back (3 boat lengths to leeward) Leg Two • Set and sail target TWA • Set up boat proper trim angle • Base decisions on: (upwind information is same for leg 2) – Course axis (sail long gybe early) – Wind speed (edges usually have more pressure) o Shift type – Competition – Air-pressure-clouds – Approach bottom mark - Last gybe inside competition Leg Three • The turn wide and tight • Slowly build up to target • If bad air wait 30 seconds to tack • Decisions on leg three: – Sail in clean air – Sail long tack early – Based on position - Near the front (Stay with competition) - Mid fleet (Use information from leg one and sail closer to favored edge) - Back in the fleet (Sail to edge your team thinks is best) – When in doubt, sail lifted tack • Approach top mark – On port tack three boat lengths below lay- line Final Leg • Sail long gybe early • Sail target TWA and target trim angle • Decisions on final leg – Sail in clean air – Use information from leg 2 – Sail in pressure – Sail on headed gybe – Stay in touch with competition – Determine favored end of finish line o Sail last gybe square to line • Finish 29

After the Finish • Clean up boat • Store sails • Hydrate • Reflect on race – Wet notes on all settings – Tack picture of Race Board • Place all equipment below in proper areas At the Dock • Docking with same people same jobs • Set rig to base setting • Gather in cockpit for team meeting – Discuss goal results – Speed – Boat Handling – Wet notes from all crew (All crew talk about the boats system) – Next Race Google Doc • Information from last race (pictures of sails, picture of race board, information from wet notes) SYSTEM SAILING VMC VMC sailing is anytime you are racing point to point or offshore. Sailing offshore has many requirements to be properly prepared for the race. The Offshore checklist includes: • Rating optimization • Sail choice based on race • Weather and routing before/during • Crew and job descriptions • Watch system • Food and liquid • Interior set up • Specialty sails • Night vision-lights-glow stripes • Polar tables • Cross over chart Just like in System Sailing VMG we assume your boat and equipment is in great condition. The biggest difference is in race preparation.

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VMC PREPARATION Most rules that govern offshore race use a factor provided by the race authorities. This factor multiplied by your rating for that race will provide you ideas how you could perform by entering a time. ORR and ORC base your rating on area of sails, weight and stability of your boat. Looking at history can provide clues: • Weather patterns and typical wind directions for Port Huron Mackinac 2020 • Based on the information in the example chart, it allowed this boat to focus on sails that would help upwind vs off the wind sails. Special sails that would work in light air reaching were now worth taking for the weight or rating increase.

• Weather routing is related to your boat’s speed and predicated weather. The routing provides not only clues on: – Decisions on the course o Sails to bring – Water and food – Crew rotation for shifts • The team – Two helmsman per shift (one hour) – Trimmers (polar speed) – Bow/Pit/Grinder – Navigator (weather-route-communication-charting) • Shifts – Righting moment needed-2/3rd on deck 1/3rd off change each two hours – Righting moment not needed-4 hours on 4 hours off. 1⁄2 on 1⁄2 off.

• Food/Liquid – Filtered water for liquid with powered electrolytes – Mountain House individual packs of freeze-dried food o Jet boil stove • Interior set up – Safety gear in dry bags located low in the boat – Crew gear in dry bags located midship low 31

– All sails bricked up and tied up small as possible – Repair kits (sail-blocks-shackles-tools) dry bag located low in boat – All other (tape-sunscreen-smart phone) dry bag low in the boat • Specialty Sails – Code 0 (85-115 TWA 2-12 True) – Tweener (65-100 TWA 2-10 True) – J 0 (47-90 TWA 2-12 True) – FFH (60-110 TWA 14-27 True) • Polar plot and cross over chart RACE DAY On the day of an offshore race the crew should be at the boat in time to store and prepare the boat for the race and have a crew meeting and the hour of race research before the warning signal.

• Crew Meeting – Weather-today and future weather for race o Current routing with course and time – Sails to bring and to leave at dock – Provisions check – Safety discussion-man over board – Watch system-people-time – Lights-sails-crew-telltales • Dock Out to course – Rig boat with sheets – Discuss early sail choice – Set up rig for race – Hydrate and relax if possible – Set up sails and equipment below for race conditions o Line up current weather to prediction – Discuss early strategy – Break race up into four races (circle races) • At Course – Check in if required – Back up and hoist main – Turn down wind and hoist jib – Sail first course with the proper sail choice – Ping both ends of starting line early if many starts o Discuss starting location based on early strategy o Based on wind direction pick a starting system - Upwind-same as VMG - Reaching or running (over the line system) • Over the Line System Starting – Based on line basis sail at warning signal course on the line for one minute and tack back – At three minutes you will be back at the line looking for boats approaching the line – Aim at boats looking to gybe to leeward of approaching boats with two minutes to go – Without boats you would be one minute early – Being the leeward boat slowly start sailing higher until you have the timing proper – Based on time aim at line and set proper sail at gun

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• The Race – Start and push hard – In clear air sail polar speed and angle – Stick and commit to plan – Look at all clues for first 25% - Clouds - Route - Competition - Result – Every hour - Drivers-trimmers change each hour – Trim & Heel – Sail choice-cross over chart – Hand bearing compass competition – Yellow Brick check each shift – Watch system based on wind speed and direction - 1/3 crew each 2 hours for righting moment - 1⁄2 crew each 4 hours for off the wind or light air – Sail to the circle first - 25% of race - 10-mile diameter for light air - 5-mile diameter for medium air - 2-mile diameter for heavy air – Never relax - Every minute counts Have Fun!

Photo by Earl Wilcox

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SYSTEM SAILING DECISION MAKING

System Sailing views sailing through numbers and encourages sailors to improve their skills by utilizing charts and diagrams, making their successes easy to repeat. To find out more about System Sailing, please click here.

Next for System Sailing is to explore the patterns of decision making. Sailing a boat fast with good boat handling skills has patterns that can trickle down to boats of all sizes. Making good decisions on the racecourse is more challenging to group into patterns than speed and boat handling.

One of the simple solutions to good decisions is boat speed. I have talked to many talented tacticians, and everyone says boat speed is the priority when making good decisions.

The System for decision making is based on three building blocks: Boat Speed There are no limitations when making a boat faster. Your checklist should include: • Square keel/rudder to hull, parallel to centerline • Symmetric shape keel/rudder, crisp edges/narrow trailing edges • Fair hull, hard smooth finish • Clean deck layout, few winches, well-marked moving parts • Very low stretch running rigging, marked for reference • Light interior, required items in dry bags placed low/amidship • Stanchions/shrouds/bow to stern, low windage • Mast/boom/prod/pole, clean low windage • Instruments provide true values • Sails with wide wind range

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Boat Handling • Tacking/gybing with numbers • Hoist/douse with numbers • Target sailing, fast/slow/normal • Heel angle, waves/flat water Starting • Your system for starting at – Boat – Mid – Pin Making decisions in sailboat racing is the hardest group to define as a true system. We can apply numbers to speed and boat handling but not when making decisions.

Decision Making Process The process for making decisions starts well before the race/regatta. Successful sailors study the area weeks ahead of time. Some necessary topics to study before the event include: • Weather during that time of year – Sea breeze or any land effect – Patterns of wind shifts – Temperature of land and water • Current during race days – Direction based on water depth – Areas of relief – Rivers near race area (rain will change speed/direction) At the race area, the research continues. The internet is always a good way to get comfortable with conditions yet sometimes some old school knowledge can help. When possible, try to find a local who has raced in the area. Regardless of their sailing abilities, the information can be valuable.

Decision Making is broken into two separate groups: Strategy (The Plan) Strategy is the blueprint of the race, as if there were no other boats and you were only racing against a clock. Based on all the information accumulated you now have a plan. The information comes from: • Pre-race information - all early research • On-course 1 hour early and sailing: – Upwind 20 minutes (judging speed and wind pattern) – Downwind 15 minutes (judging speed and wind pattern) – Starting Line Research (line bias-relative to course side) Based on a full hour of sailing research and all the information from early on provides a plan that would be preferred if there were no other boats. Once other boats are mixed into the race, your tactics are the moves to follow a strategy.

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Tactics (The Moves) Tactics are the decision made on the racecourse, including the start, while sailing against other boats. Tactical decisions are based on strategy while accounting for the other competitors.

• Starting to leeward of group to hold a lane • Sailing in clear air (knowing how to sail in disturbed air) • Sailing Wally (fast target is lift-slow target in header) • Cross when you can • Staying in phase • Sailing toward pressure • Sailing inside the triangle with oscillating breeze • Working edges in light breeze • Position to be inside at leeward mark • Rounding closest gate • Staying with better boats • Covering when protecting a lead

Tactics are the moves you make when you to keep your opponent off guard. When the tactics work supporting your strategy, the results are always good.

All respected tacticians record the conditions and results of past events. The notebooks of these tacticians are extremely detailed with: • Wind speeds, wave heights, sail choice • Sail settings, target speeds sailed, rig tune • Current effect, directions • Land effect and timing • Notes on how to get better results System Sailing views sailing through numbers and systems. Develop a method for decision making that supports your system while sailing fast and maintaining great boat handling.

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SYSTEM SAILING STARTING

Photo by Lazarescu Alexandra

On many boats the start always seems like a new experience. The start often becomes the most stressful part of the race. A proven system for starting will remove the nerves and replace that feeling with confidence.

Your starting system has to work for your style of sailing. The system must be repeatable and constantly evaluated. The system starts with time.

• Boat Call • Leave the Dock • Pre-Race Information • Pre-Start Information • Plan/Hydrate • Warning Signal • Prep Signal • Tack back • Final (stb) • The start Boat Call • The time necessary to prepare the boat for the days race – Sails (packed-ready to hoist) – Electronics (route download-calibrated) - VHF Charged - Batteries in Starting Instrument – Liquid/Food (1 liter per person) o Rig sheets for sails – Remove unnecessary items - Boom covers-dock lines-fenders-sails not to use-crew gear not to use – Team meeting - Goals-plan-weather 37

Leave the Dock • Time necessary to travel to race course one hour prior to warning signal – Relax – Visualize race and role – Hydrate Pre-Race Information • One hour prior to warning signal – 20 min upwind – 20 min downwind – 10 min start information – 10 min discuss plan Pre-Start Information • 10 minutes – Ping Boat end-starboard (slow-bow at boat flag) – Ping Pin end-port (slow-bow at pin mark) – Mid Line check (head to wind-bow call line-check numbers-back up) – Layline check (starboard tack at boat/pin) – Current check (head to wind bow close pin no speed) Plan • 10 minutes – Make a plan for: - Course side - Start line section - Sail choice Warning Signal • 5 minutes – At boat (starboard tack towards pin) - Check course distance - Number of legs Prep Signal • 4 minutes – On starboard tack towards pin (decision when to tack back) Tack Back • 3 minutes – Boat third - 3 boat lengths leeward of line (light air) - 6 boat lengths leeward of line (medium air) - 10 boat lengths leeward of line (heavy ari)

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• 2 minutes – Mid line - 2 boat lengths leeward of line (light air) - 4 boat length leeward of line (medium air) - 6 boat length leeward of line (heavy air) • 1 minute – Lower third - 1 boat length leeward of line (light air) - 2 boat lengths leeward of line (medium air) - 3 boat length leeward of line (heavy air) Final • Tack on starboard – Complete - Luff when boats to windward - Aim low boats trailing (after they tack luff) - Tack back to port if room to windward – Go time - Boat length seconds (Light – Medium – Heavy) The Start • Goals – Target speed - Slow high (get to boats to windward) - Fast low (get to side of course) - Target (stay with group) A system for starting will give your team the opportunity to be in every race. The start is just the beginning of the race and not the final result. A system will provide your team the ability to be in every race you sail.

Photo by Mauricio Munoz

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SYSTEM SAILING TACTICS

There are so many great tacticians in sailing that have their own system. I have personally sailed with some of the most respected tacticians in the world and no two have similar systems. Some are very calm and keep all the information in their heads while other are vocal while writing down everything. Some include the crew while others tend to make decisions by themselves.

All experience some level of responsibility to make a decision that will benefit the boat on the race course. Often the result of the race or regatta is shouldered on the tactician while keeping the crew neutral.

System Sailing Tactics involves the entire team when making decisions. Every crew member ultimately will have a part in the process decisions are made.

System Sailing Priority List for Success • Boat Speed • Boat Handling • Decision Making Decision Making All the decisions necessary to have a successful race that include strategy and tactics Strategy • The plan for the race based on: – Race course history 40

– Weather research – Pre-race information (1 hour up and down research) – Competitors – Current – Weather now The strategy for the race is a sum of information that will determine where you start and how you would sail the race as if you were the only boat. If your strategy is to sail to one side of the course you will start in a position that will allow you to lead the fleet that direction. If the wind is shifting more than once in a leg the strategy would be to sail the favored heading based on the wind direction. Your strategy should be to start in a position to tack on the first shift.

Tactics • The real time decisions based on: – Strategy for the race – Result of your start – Other boats – Boats of interest – Weather-wind-waves-current – Course geometry System Sailing Tactics • Pre-Race • Starting • Leg1 • Leg2 • Leg3 • Leg4 • Finish All stages of the race will need a system to evaluate the results once completed. The system for: Pre-Race • One hour prior to warning single – Upwind for 20 min (Tacking every 5 min) - Record wind direction-wind speed-heading - Evaluate target speed against competitor - Evaluate rig tune against competitor – Downwind for 20 min (Gybing every 5 min) - Record wind direction-wind speed-heading - Evaluate target True Wind Angle against competitor - Evaluate trim (the sails and boat float fore and aft) – Starting Line 10 min - Pinging (using starting instrument that measure distance to line) - Boat end (slow on starboard bow person hand down bow at flag) - Mid line check (head to wind to agree on pings-back up)

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- Lay lines - At boat end and pin end (heading on starboard close hauled) – Last 10 min.

- Hydrate - Discuss Plan (strategy) - Agree on sail choice and rig setting Starting • Time determines outcome – Boat end at warning single (5 min) sailing on starboard towards pin end – Tack back towards boat end based on location on ling - Boat end-tack at 3 min - Mid line-tack at 2 min - Pin end-tack at 1 min – Information - Distance to line - Time to start Leg 1 • Result of the start – Good-stay with the group looking for opportunity to cross fleet – Bad-clear air and sail to the planned side or lifted tack • Half Point – Sail to center of cone – Set up for final shift • Top Mark – Sail on port outside 3 boat lengths – Discuss plan on early leg 2 Leg 2 • Set and settle – Clean air – Get on long gybe • Half Point – Set up for gate choice • Bottom Mark – Sail to be inside-wide and tight – Discuss plan for leg 3 Leg 3 • Learn from Leg 1 – Clean air-shift pattern – Direction of leaders • Half Point – Leverage side based on information • Top Mark – Discuss plan for final leg 42

Leg 4 • Set – Get on long gybe – Learn from Leg 2 • Half Point – Leverage side based on information • Finish – Discuss line bias System Sailing Tactics involves the entire team. From the rail the information related to water height, wind, competition, and wind trends allows the tactician to focus on making a plan to best sail that leg. Knowing the trimmers and helmsman are sailing targets or shifting target speeds based on wind direction again allows this person to focus on decision making versus making speed comments. Constant communication from the team can paint a picture so when it comes time to tack, gybe or sail a particular direction the decision becomes obvious. If everyone on the team is doing their job related to your system making decisions can be easy. Be confident in your system and your decisions will follow.

Photo by Jarrett Fifield

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SYSTEM SAILING PICTURES

To understand how your engine works on your sailboat you must look at the shape and measure the shape of all your sails. This information will connect the dots on why your boat performs in the different wind speeds. Pictures of sails provoke thought and questions that can be answered by turning the shape of each sail into a number.

The process of sail picture taking: • Go sailing upwind and trim sails proper – Top telltale on jib/genoa flowing and on mainsail – Sails are trimmed firm – Halyard is set for condition – Steering the telltale straight • Take your smart phone to the mid foot position of each sail – Take a picture so you can get three draft stipes in the frame • Take a picture of your instruments to capture wind speed – In you do not have wind speed write down in your wet notes best guess Once home email pictures from the phone to your computer in a picture file name after your boat. The next step is to send the photo to Quantum Sails and have the sail image digitized.

The process to send photo and receive numerical data: • Email picture of sail to wcross@quantumsails.com – Include picture of instruments 44

• You will receive data relative to the shape of your sail – Horizontal draft position % at each draft stripe – Depth % at each draft stripe – Entry angle % at each draft stripe – Exit angle % at each draft stripe Turn the numbers into an experience Take the numerical information from Quantum Sails and enter it in the Google Doc for your boat.

Information in Google Doc for sails: • Picture of each sail and instruments • Digitized numbers for each sail • Each sails performance in the race – Ease of trim – Ability to steer – Speed – Height • Settings for the sail – Halyard – Sheet – Backstay – Lead/inhaul • Time on each sail • Conclusion The goal with sail pictures is to connect performance with numbers. By accumulating enough numbers and experiences on the race course a pattern will develop to better understand the proper numerical shape for: • Light air flat water • Light air chop • Medium air flat water • Medium air chop • Heavy air flat water • Heavy air waves The final benefit for taking pictures of your sails and measuring the shape is longevity. Your race sails will perform at a high level longer by monitoring the shape with Quantum Sails. If the entry angle is changing or the draft is moving aft and we know the earlier shape was fast Quantum can make the adjustment early to keep the sail performing well. If you wait until the sail has changed dramatically the ability to restore the shape becomes impossible.

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THREE MODES UPWIND

I spend a lot of time racing and providing clinics on the J 111. On this boat and many like the J 111, there are three modes while racing. The J 111 is sensitive to adjustments in rig and trim – when the wind changes in speed, the way the boat is sailed should also change.

Need Power is the first mode: • Section 1 (exceptionally light 0-5) • Section 2 (light medium 6-8) In section 1, the goal is to keep the wind attached to the sails from luff to leech. To complete sail flow, the wind must stay attached on both sides of the sail from the entry of the luff to the exit of the leech. If the entry is too round the wind molecule on the leeward side falls off and stalls the sail.

The same problem can happen if the exit is too round.

In light winds, the entry on both the main and jib need to be less round with more of an arc shape and a clean exit. The tell-tales on top of the main and on the jib high should fly 100 % of the time.

The picture below is the proper light air shape.

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NEED POWER CHECK LIST (J 111) Section 1 (0-5) • 10 degrees of heel and -1 degree of bow down trim • Telltale on upper third of jib 100% flow, telltale at top batten of main 100% flow • Luff on both sails, horizontal wrinkles for finer entry angle • Two-thirds of the crew (or 5 people) below forward and to leeward (low weight, clean slot) • Two steps below base on the rig • Headstay off 15 turns from base (promote mast bend without backstay) • D1 & D2 off 4 turns (help bend mast and promote mast sag, 25% of headstay sag) • Jib inhaul 70% and main traveler up 100% • Jib lead forward one number and outhaul off 20% • Backstay and vang off • Helmsman steering to leeward looking at mid luff telltales (In light air, the wind is further forward high.)

• Jib trim to leeward (not cross sheeting) • Main trimmer by companion area • Helmsman steering using mid luff telltales and True Wind Angle (TWA) and Apparent Wind Angle (AWA) As the wind increases to the six-to-eight knots range, the boat now shifts into the second section of Need Power. Like an airplane takeoff, it creates drag by putting the flaps down. In this wind speed, we do the same in the J 111. By adjusting the rig and trim, the result is the perfect amount of drag without stalling. The goal on this boat is to be the first team hiking on the windward side.

Usually in this mode, the crew is on the windward side up against the cabin with two in front of the shrouds.

Section 2 (6-8) • 10 degrees of heel and -1 bow down trim • Top telltale on jib 100% flow, top telltale on main 25% stall • Luff on both sails, horizontal wrinkles for finer entry angle • Crew to windward up against cabin with two in front of shrouds • One step below base rig setting • Headstay off 10 turns from base and D1 & D2 off 3 turns from base • Jib inhaul in 100% and jib lead back one number • Main traveler up 100% and outhaul off 10% • Backstay and vang off • Helmsman steering from windward using telltales low and target speed • Jib trim to windward viewing sheet numbers by leeward winch 47

Perfect Power Perfect Power is the most ideal sailing condition. The wind speed is usually around the 9-13 knot range and all sails are trimmed as designed. The crew is on the windward side hiking while the entire team is focusing on sailing the boat at the proper target speed and angle. Little changes can make big gains in this base range called Perfect Power.

Perfect Power Check List (J 111) • 10-15 degrees of heel with 0 bow down trim • Top telltale on jib flow 100% & main telltale stalling 50% • Luff on both sails should be smooth with no horizontal wrinkles tensioned with halyard • Crew hiking to windward, with one in front of shrouds • Rig is at base settings • Jib inhaul in 100% lead back one number (base setting) • Main traveler up 75% (starting to use fine trim) • Backstay and vang on 50% • Helmsman steering on lower telltales and target speed • Jib trimmer to windward with sheet in hand and handle in winch The Perfect Power range should be the condition easiest to sail for most teams. Trimming sails and steering to a narrow target speed will make the difference in this condition. The target speed range should be from 6.9-7.1, not 6.7-7.3.

As the wind increases from 14-18, the next step is referred to as Too Much Power. In this range we also have two sections as we did in the Need Power group. Too Much Power means we need to start reducing the drag in the rig set up and sail trim. Opposite of the sail shape in Need Power, the entry needs to be round and the sail shape flatter with a very straight exit. The picture below showcases this.

Think about the airplane again when taking off – we wanted the flaps down to induce drag so the plane could lift, then the flaps would straighten out once at cruising altitude. In this range we want the flaps straight, or the exit of the sails straight without stall.

Too Much Power Check List (J 111) Section 1 (14-18) • 18-22 degrees of heel and 0 fore and aft trim • Top telltale on jib and main flowing 100% • Luff on both sails set firm to promote round entry angle • Crew hiking to windward with all behind shrouds • Rig set one step above base, 2 turns on the V1 and D1 shrouds • Jib inhaul on 75% and main traveler at 50% (mid traveler) • Backstay and vang on 80% • Jib lead back one number and outhaul on 100% • Helmsman steering on heel angle and target speed • Jib trimmer hiking to windward with sheet in hand • Main trimmer moves jib handle once eased for breeze

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Up and off the wind, the J 111 is fun to sail in this condition. As a helmsman the goal is to keep a constant heel angle, while the sail trimmers are adjusting the trim to keep a constant target speed for the optimum heel. In flatter water the heel number is 18 degrees, yet as the waves increase the heel should max out at 22.

The last section in Too Much Power is for wind speeds over 19 true. This section is nearing the top end of racing comfortably in a J 111. With great boat handling, 19 to 25 true in a J 111 can be so much fun. The goal now is to set sails with open exits while maneuvering the boat at the proper heel angle. Not only will the crew move aft a bit to lift the bow, but the weight below will also be placed further aft to help keep the bow more out of the water.

Too Much Power Check List (J 111) Section 2 (19-25) • 18-22 degrees of heel angle with bow up +1 degree • Top telltale on jib and main 100% flowing • Luff tension on both sails firm, using Cunningham on main • Crew hiking out to windward one body aft of Section 1 • Rig setting two steps above base, +5 turns on headstay and +4 on V1 & D1 & +2 on D2 • Jib inhaul on 50% and main traveler up 50% • Backstay and vang on 100% • Jib lead same as section 1 and outhaul on 100% • Helmsman steering on heel angle and target speed • Jib trimmer hiking yet easing sail with puff (jib trimmer should ease first then main second) If the rig, sails, and crew adjust for the change in wind speed in each mode, the team of the J 111 will be rewarded with a spectacular sailing experience. All boats can benefit from the three modes of trim. Prior to the race, determine if the boat needs power, is perfect or has too much power. First adjust the rig for the wind, then the sails. Now the boat is helmed.

Photo by Michael Held

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THREE MODES DOWNWIND

Sailing the J 111 with different modes of the wind is as important as the three modes upwind.

Most boats with asymmetrical spinnakers will benefit from sailing the boat differently in the three modes off the wind.

Need Power The first mode is Need Power, and there are two sections: • Need Power-Section 1 (exceptionally light 0-5) • Need Power-Section 2 (light medium 6-8) In light winds, five knots or under, the goal is to keep the wind attached to the sails from luff to leech. Just like when sailing upwind, the main and asymmetrical spinnaker need to be set so the wind can easily flow from luff to leech. In very light winds, the asymmetrical spinnaker should be flatter and a bit smaller than the sail used in Perfect Power. The main should also be set flatter to allow the slow wind to stay attached to each side of the sail, luff to leech.

The goal in this wind speed is to have a stable luff (shorter) on the asymmetrical spinnaker and a very open (twisted) leech on the asymmetrical spinnaker and mainsail. Imagine looking at both sails from behind the boat – the two leeches should match and have a similar twist. This open look will allow the wind to exit easily without stalling. The shorter and more stable luff on the A-sail again will allow the wind to attach to the sail easily. In the lighter winds, the sail needs a smooth, flatter entry angle to allow the slow moving wind to stay attached on both sides from luff to leech.

In the very light section, the goal is for all the settings to allow the wind to flow easily without any restrictions in the back sections of the sails. In exceptionally light winds, smooth and twisty exits are the goal.

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NEED POWER CHECKLIST (J 111) Section 1 (0-5) • 10 degrees of heel and -1 degree of bow down trim • Three in front of mast trimmer to windward main trimmer companionway area • Tactician by mast area looking aft to windward for wind • Helmsman steering by apparent wind angle (AWA) • Targets = true wind angle (TWA) (in this section, steering with AWA is easier) • Backstay on to flatten mainsail (25%) • Outhaul off 25% • Trimmer speaking to helmsman on pressure reference TWA • Vang off 100% (positive push up) • Luff telltales on luff of A1 (Leech telltale on main flowing 100%) • Smaller/flatter asymmetrical spinnaker As the wind increases to the six to eight knots range, the boat now shifts into the second section of Need Power. The boat starts to come alive in this wind speed and now shifts to using TWA as a target. The flatter sail is still used so the boat can sail at an optimum velocity made good (VMG).

Section 2 (6-8) • 5 degrees of heel and -1 bow down trim • Vang off and boom trimmed near quarter with open upper leech • Weight position forward for -1 trim, yet a bit flatter with 5 degrees leeward heel • Three in front of mast with trimmer to windward main trimmer by helmsman • Tactician by mast area looking aft to windward for breeze • Helmsman steering using TWA target (145 TWA) • Backstay off 100% • Outhaul off 30% • Vang off 100% • Luff telltales on sail (Leech telltale on main flowing 100%) Perfect Power Perfect Power is the condition preferred by most teams. The wind speed is usually around the 9-13 knot range, and all the sails are trimmed as designed. The crew is on the windward side hiking, while the entire team is focusing on sailing the boat at the proper target speed and angle. Little changes can make big gains in this base range called Perfect Power.

Perfect Power Checklist (J 111) • 0-5+ degrees of windward heel and 0 trim fore and aft • Vang setting to match leech of A 2 • Steering target TWA 150-155 • Backstay off 51

• Outhaul off 25% • Telltales on upper leech of main flowing 100% • Crew 2 forward of shrouds to windward, sitting on cabin ready to lean out in puff • Spinnaker grinder calling pressure looking windward aft quarter • On puffs all crew pushes down on upper lifeline to flatten boat • During lulls all crew sit on cabin to allow boat to naturally turn up • The less the rudder moves, the faster the boat sails.

While in the Perfect Power range, the boat is typically easiest to sail.

Too Much Power The next stage in a J 111, Too Much Power, is when the boat starts coming alive.

Too Much Power Checklist (J 111) Section 1 (14-18) • Heel 0 degrees and trim up +1 fore and aft – all crew aft of shrouds • Jib down sailing target TWA 155-165 • Vang on 40% top telltale stalling 25% traveler in middle • Active main trimming, wave catching • A2 active trim with main on wave, holding all lines in hand • Outhaul on 90% • Backstay on 25% • Active crew movement with puffs • Spinnaker grinder calling puffs looking aft to windward As the wind increases, the decision to sail VMG (lower) or plan starts in the J 111.

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Too Much Power Checklist Section 2 (19-25) • Jib is up, trimmed as far to leeward as possible • Bow up, +2 trim and 10 degrees of heel • TWA 150-145 • Helmsman steering on heel angle of 10 degrees • Outhaul on 100% • Vang off 100% • Traveler to leeward • Active main sheet from block, trim hard when planning • Backstay on 75% • Spinnaker grinder calling puffs • Crew hiking to windward, 3 aft of shrouds • Jib sheet cleated for gybe, allows the spinnaker to blow through The J 111 and similar vessels are fun to sail in all kinds of weather conditions. Off the wind is this boat’s strength. There may be more adjustments upwind, but off the wind, the movement of the crew alone will make a difference. In the modes of Perfect and Too Much, the movement of the crew will minimize the turning of the rudder. This will make the boat faster and sailing a better VMG. Have someone call the breeze and use numbers to get the team moving together at the same time. Knowing the differences between these three modes downwind will allow for an even more enjoyable time on the water.

Photo by O.C. Gonzalez

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SYSTEM SAILING OFFSHORE

Port Huron to Mackinac will be a new experience for many sailors. Our Covid 19 world has eliminated many of the crowd favorites (before and after parties) while focusing on only the race.

Although different than the past this year sailing up the shore the race could be the best ever.

System Sailing Offshore continues to focus on the numbers with looking for trends. There are two main categories to look at: DECISION MAKING History – This race is along the shore and based on the timing the land is very warm and the water is cold. The difference in the two temperatures will affect the wind on the surface. When the gradient is weak the start of the race is usually in a light east wind direction. The warm air rises from the land and is displaced by the cool air from the lake creating a easterly thermal. As the land cools during the day the wind slowly returns to the gradient direction. This direction is usually best discovered by looking at wind readings 10,000 feet above the surface.

In the evening the cooler land can produce a “drain” or land breeze that flows the opposite direction. For this to happen the upper gradient has to have some westerly or south westerly direction.

All the other quadrants of wind direction will cancel a possible land breeze at night.

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Internet weather can provide helpful hints. The goal with all the different sites it to look for patterns that agree: • Sail Flow • Windy • Predict Wind • NOOA • Wind Alert Your Eyes – Look at land and clouds to determine convection of clouds. Cumulus clouds over the land indicate a warm land with cool breeze form the lake. This indicates the land breeze that will be perpendicular to land along the shore traveling about 10 miles from shore.

Yellow Brick – Use this tracking tool: (See if results line up with predictions and plan) • Look at fleets ahead • Look at competitors • Look at fleets behind North of Fleet – When in doubt always think about a tack or gybe that allow your boat to be North of your fleet.

Sailing Speed • VMC-Velocity made to course-4-5% faster than target or VMG – Sail faster to get North and new wind direction • Circle Sailing – Three 5-mile circles up 50 miles from start – Fastest course to intersect circle – Stay in check to course • VMG with land – Sailing upwind near land sail VMG • Trim – Sails – Heel – Side – Fore and Aft Racing up the shore to Mackinac can be a wonderful experience while sailing hard and enjoying the beauty of Northern Michigan. Use all the tools available to make good decisions while sailing fast.

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OFFSHORE OPTIMIZATION • ORC optimization • Ten year weather race history • Sails for performance / rating • Cross over chart • Polar speed and angle • Target speed and angle J 35 EXAMPLE Pick Port Huron Mackinac Race

Findings: • Average wind speed 6-12 • Average wind angle 40-60 true Suggestion: • Upwind sails • Genoa staysail • a3 • s1/s2

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OCR Certificate

Polar Chart

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Crossover Chart

Target

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OFFSHORE MEDITATION

Life is busy – more today than ever before. In addition to family and work obligations, text messages, Facebook, Twitter, Snapchat and Instagram all demand our attention. Because of all this, our minds are constantly inundated with information, and many of us are looking for ways to escape the hectic pace of the modern era. Americans spend millions on yoga, meditation, mindfulness and other forms of relaxation to break from the fast-paced life. For me, a long-distance race is truly the best way to unplug, literally and figuratively, from everyday life.

A true offshore race needs to be long enough for you to break from your phone, computer and all of society for at least two days at a minimum – yet preferably six or more. Offshore races are very different than buoy sailing. The boat must function well on deck, as it has to support a crew for many days below.

The Requirements of a Great Offshore Experience: • A safe, fast boat to race (based on the race, choose a boat that performs well in those conditions) • Enjoyable team on and off the water (less is more when it comes to the total experience) • Current Sailing Gear – Sails designed VMC (Velocity Made to Course) strong with low stretch – Instruments that provide true values, polars speeds, true wind speed, boat speed and true wind direction. Also, a computer with routing software and capable of downloading weather.

Communication system for reports and safety.

• Running rigging that is strong and durable. One or more halyard locks are helpful for long races.

A good spare halyard that could double as a sheet works well.

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• Flexible, dry foul weather gear. Combine this with a reliable safety harness with inflatable life jacket.

• Make the race an enjoyable experience before, during and especially after, by sailing to an exciting destination. Looking forward to the finish based on location is the ultimate carrot.

• Great preparation for the race – Research weather, routing – Sail crossover chart for wind speed and angle – Dry boat inside – Comfortable sleeping berths with pillow and blanket – Water maker, salt to fresh – Great freeze dry food (olive oil and hot sauce are my favorite extras) – Practical toiletries and cleaning wipes – Watch system that allows you to sail and rest with the same team – Fans below to circulate air (smell and temperature) – Individual thermos cups for all liquid with personal spork for eating

A crossover chart and freeze dried meals are two of the essentials needed for successful offshore sailing.

WHAT 10 DAYS AT SEA TAUGHT ME My favorite long-distance sailing memory is the 2013 Transpac Race on Bob Pethick’s boat, Bretwalda. With a distance of 2,600 miles from LA to Hawaii, this was the longest race – in both distance and days – of my career. Seven other men and I comprised the crew. I was fortunate to have good relationships with everyone, and, as an added bonus, had my closest friend on my watch.

While we had a satellite phone/Internet connection, we all agreed not to contact anyone during our voyage. Just prior to the start, our owner turned off his cell phone for the duration of the race.

At that moment, I felt a sense of relief. We were on our own for the next nine to 11 days.

I decided not to think about the length of the race, but to take each day, each hour at a time. I chose to think only about the two S’s – Sailing and Surviving. Sailing is such a part of who I am, I can do it without thinking, which could be described as “mindful.” Our watch system was four hours on, four hours off. One watch quickly turned into four watches, and the days evaporated one after another. During that 10-day window, I didn’t have time to focus on life’s usual distractions. Life was now about the very basics of survival – sleeping in small pipe berths, desalinating water for drinking and hydrating food to eat.

By the middle portion of the race, days and nights blended together creating a strange yet incredible reality. The three other crew members on my watch became my family. We all shared a box of 60

wine at the 1,300-mile mark, the halfway point. Being that far from civilization, and knowing that no one could help if anyone was sick or hurt, was enlightening. We had no time to worry about things beyond our control. That feeling was worth the price of living in these extreme conditions.

While I certainly thought about my family, job and all that life on land demands, 99-percent of the day, I thought about sailing and safety. During this experience, it’s almost as if my brain was filtering out any unnecessary information, and living simply became such a joy. I would look forward to brushing my teeth once a day or taking a solar shower once in the race. Even the freeze-dried food became an obsession – debating on ways to prepare it with olive oil and hot sauce. Often, we would sit on the floor, eating, sharing stories and reflecting on the last four hours. Your watch team became your brothers – the bond between us was tangible.

There is nothing simple about the Transpac Race, but it felt that way to me. It was windy, wild, wet and, yes, sometimes scary. However, it was everything we hoped it could be. As we approached the islands, we became focused on the finish. Even though the end of our race was still about a day away, it was an incredible feeling to see land after nine days of only water. We entered the Molokai Channel greeted with 30mph winds, allowing us to finish early on the 10th evening of our journey.

Reaching land also meant my entry back into the normal world. I was ready. My 10 days across the Pacific put life into perspective. I found a new appreciation for ordinary day-to-day activities such as a sitting down to a real dinner, speaking to my family, taking a shower, and, yes, even watching the news. The race was a sort of cleansing, a refresh period, leaving me more focused on my everyday life more than ever.

Of course, we sail to win, but just like climbing Mt. Everest or running a marathon, sailing the Transpac was an award in and of itself. Doing something that few would or could do makes you feel proud of your accomplishment. I ultimately felt this race was more of a test than a challenge. The test was to see how I would react to the extreme lifestyle change. I am so grateful for the experience and look forward to doing it again.

Offshore racing is a unique experience that I recommend to all seasoned sailors. You can enjoy the benefits of unplugging by participating in the Mackinac Race, sailing to Bermuda or Jamaica, or traveling any distance longer than your typical race. Next time you race offshore for a day or more, turn off your cell phone and your brain. Experience the beauty of the water and focus on building lasting friendships with the crew. You will be rewarded for the rest of your life.

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PREPARATION

A 100% prepared sailing program does not exist – although the program above comes close. Believing your boat and team is better prepared than your competitors allows you to enter the course with a high level of confidence.

The main ingredient for preparation perfection is not money, but a good system for organization.

Sailing with a well-prepared boat and team allows you to sail without concern about being a step behind. A boat that is prepared is looked at in pieces, each is equally as important as the other.

THE BOAT Picking the proper boat to race in a one-design class or handicap is the first step in being prepared. Your boat should be strong, light as possible, clean and attractive. I claim my car runs better when I wash it, and I do believe a nice clean boat sends a message of speed.

The individual pieces of the boat are collectively important. Take note of the details that are essential to each piece: • Hull/Deck/Interior: dry, strong, waterproof, clean, attractive • Bottom/Keel/Rudder: fair, symmetrical, smooth, hard finish • Rig/Boom/Prod/Pole: polished, low windage • Rigging Standing/Running: low stretch, clean, well-marked • Instruments: calibrated, consistent, true values • Sails: proper shape, strong, wide range • Hardware: efficient, light, strong, minimal 62

To compete at the top of your class, every component of your boat needs to fit together. Sails are not more important than the bottom being right, or the mast smooth, or instruments working well.

They all must be well looked over and maintained to be the best possible piece to your preparation puzzle.

THE TEAM Your crew needs to buy into the system for sailing your boat. Each boat is managed differently, yet the best teams work well together not only on the water. For this article I am assuming the team consists of all Corinthian sailors who hold down normal jobs and can only sail a few selected events each year.

Goals for winning teams: • Recording settings: history of all racing, meeting prior and after racing • Three teams – Speed: rig, sail trim, steering, weight (heel-trim) – Information: race instructions, weather, wind, competition, instruments – Mechanical: tacking, gybing, hoist, douse • System to record, remember, evaluate, improve LOGISTICS Everything unrelated to the boat or sailing is logistics. Some racing programs have separate people or persons that handle all organization that makes racing easier.

Logistic tasks are: • Regatta dates, crew practice, time at boat • Delivery of boat • Lunches, liquid, meals • Registration, hotels, flights • Safety requirements • Rules, ratings, membership 63

Teams that are organized with a logistic system sail with more confidence. They also benefit from having less concern with details unrelated to sailing.

BAYVIEW AND CHICAGO MACKINAC RACES 2022 This year’s Mackinac races were a tale of two extremes. The Bayview race was about 12 hours longer than normal while the Chicago race was almost 12 hours faster. I had the pleasure of racing on a J 120 Proof. Owners Mike Fozo and Robin Kendrick were kind enough to allow me to sail both races on their boat.

The process for race winning preparation started the winter of 2021. Once I know what boat I am sailing for the next summer’s races I start making a list of items to check off. My checklist includes: • Bottom of Boat: make sure it is fair, hard paint, smooth, low drag • Interior: light in weight, minimal weight forward of mast, aft of ladder • Mast, Boom, Deck: running, standing, rigging (all in great shape - not too much) • Minimal spare equipment all in one dry bag • Order 30-liter dry bags for crew gear • Dry bags for all safety equipment • Jet boil burner for hot liquid and freeze dry food • Sail Upgrade: new A2, new GS Staysail (check over all sails) • Instrument Goals: accurate true values with heel, fore and aft trim value • Crew and numbers (usually one or two more for Port Huron than Chicago) Mike Fozo was great at assembling all the pieces necessary to have a prepared J 120 for the 2022 sailing season. We would meet at the boat to see how we could concentrate weight more in the mid-section and less in the ends. Also, time was spent getting the rig set for changing conditions.

We spent one day looking at all the possible sail options and starting a crossover chart.

The crossover chart describes where your sails fit in terms of wind angle and wind speed. It takes time to make this chart accurate. We can make a generic one for any boat, yet each time spent on the water is valuable in perfecting this chart. An accurate chart minimizes decision making when making a sail call.

The boat now was getting close to being prepared for the first of two long races. The BYC race started on Saturday, July 16. This was our preparation timeline: • July 11 - crew information on boat call (3 hours prior to start) • July 12 - day one of weather information (all weather models) • July 13 - boat is pulled out of water to clean and make boat bottom smooth • Jul 14 -more weather information and final sail selection for boat delivery to Port Huron • July 15 - boat leaves early to Port Huron, more weather information, crew is updated on conditions • July 16 (Race Day) - morning weather call, travel to boat, meeting on boat 3 hours prior to start, leave dock 2.5 hours prior to start, wash bottom near starting area with banding prop 1.5 hours prior to start, start sailing 1 hour prior to start This timeline of pre-race preparation allows the team, and especially me, to feel prepared.

Starting the race with all the boxes checked allowed us to handle the challenging light conditions.

Knowing that this race was going to be slow, we put an emphasis on: 64

• Clean and smooth boat bottom • Sails for light winds • Minimal spare equipment • Weight placement low, forward (trim meter 0 to -1 degrees of bow down trim) • Rig set for lighter winds (turns off V1 shrouds) • Weather information every four hours The result was winning the class by almost an hour.

The Chicago Mackinac was one week after the Bayview race. One of the bigger challenges for this race was getting the boats from Mackinac Island to Chicago. The mid-summer southerlies were in rare form, making traveling south a slow journey for all teams. It was clear by the Wednesday prior to the race’s start that this was going to be a much different race.

The prediction for the 2022 Chicago Mackinac race was storms.

The Chicago Mackinac Race started on Saturday, July 23. Our timeline for preparation was: • July 20 - change from light air sails to sails for more wind • July 20 - weather information (more accurate when velocity is higher) • July 20 - boat still in transit from Mackinac to Chicago • July 21 - boat arrives in Chicago after a tough delivery • July 21 - crew information on boat call and gear to bring for increased winds • July 22 - updated weather information continues to predict high winds in storms • July 22 - boat inspection, crew to meet at boat next day 3 hours prior to start • July 23 - crew meets at boat for pre-race meeting – Discussion on how to prepare for squall, sails, goals, execution o Shift in watch system, early rest to sail all night in big breeze o Starting goals with big picture set up – Morning rain and effect with land breeze – Bottom cleaning at dock – Dock out 2 hours prior to start Unlike the Bayview race, this one started out fast and as predicted, the storm squall did arrive late evening and continued throughout the night. Two hundred forty boats raced in the Chicago-to-Mackinac and 29 had to drop out because of boat failures. Fortunately, the Proof team was prepared and pushed hard all evening to win the class and the overall prize by almost two hours over the next boat.

I enjoy being a part of a well-prepared program and watching teams that illustrate how preparation can bring success. After the finish of the Chicago Mackinac race, I went to Harbor Springs to watch the weekend racing in one of the most beautiful areas in the world.

Harbor Springs did not disappoint in weather or wind, and both were perfect for racing all different sizes and styles of boats. The one boat that stood out to me was Doug DeVos’ Windquest. They do set the standard for an extremely well-prepared boat and team.

I had the pleasure of racing on Windquest last summer at Bay Harbor. The level of preparation was the highest I have ever seen. Meetings in the morning and after sailing allowed the team to review and plan on productive days.

A well-prepared sailing team and boat will produce better results. A team that feels prepared expects to have a good finish versus simply hoping to do well. What is your level of preparation?

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GAIN SIX SECONDS AND WIN

Each fall, I hear the same concern from numerous customers: “If I just improve my rating by six seconds a mile, I could win races.” My response is always the same — “Then get faster by six seconds a mile.” To maximize your rating potential, ensure your boat is fast in all conditions. Gaining those six seconds starts now.

This is the perfect time of the year to consider the various aspects that affect a sailboat’s speed.

I am currently working with a local boat, and naturally, the goal is to win races. Here’s my checklist of areas to focus on: • Weight below • Rig symmetry, rake, and tune • Deck layout and markings — recording • Sails — shape and condition • Instruments • Below the water line • Spring sailing (Your system for winning)

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The photos above are a typical of a boat that accumulates unnecessary items, which slows it down. Prior to removing unnecessary equipment, I measured the freeboard at the bow and stern and wrote down the numbers. Once we removed items that are not required to have onboard, we remeasured the bow and stern freeboards. I then put in the original freeboards and ran a certificate in ORC (Offshore Racing Rule). Next, we ran another with the new higher freeboard numbers and made a comparison. (The measurement of freeboards represents the boat’s weight. By removing items that were not required to race safely or efficiently, the boats weight was reduced and the overall speed went up.)

I helped my customer remove anything extra that was not required to be onboard for racing.

All sails and safety equipment remained below yet were stowed differently. All required safety required gear was left in clearly marked dry bags. A tip for all boaters: the bags should be stowed as low as possible, usually under a mid-bunk on each side of the boat. The sails also should be stowed low in the middle of the boat.

The certificate on the left is prior to the diet, and the certificate on the right is after. The weight difference was 700 pounds less displacement. Note the speed difference from the original certificate. All the speed values went up.

Next is getting the rig set up properly. The process for starting a new tuning guide is: • Making the rig square to the deck (Sit in chair on jib halyard and mark shroud - measure to deck) • Set up the rake by measuring the ARC - (Mark at mast to headstay down to deck) Go sailing now and adjust diagonal shrouds in an 8-12 (base setting) wind speed to have the rig straight side to side. The uppers should be very firm and close to tight. The leeward upper should

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not be loose at base. The headstay length should be adjusted to achieve helm between three and five degrees. Mark your wheel with tape at five degrees so the main trimmer can adjust the trim and backstay based on your helm.

Mark everything now during a warm day: • Genoa — jib car • Inhaul for jib • All halyards • Backstay • Outhaul • Cunningham Start your system by recording settings after each race and jotting down comments. Slowly develop your tuning guide for three major wind conditions.

• Need power • Power perfect • Too much power Look at your sails this fall. Go sailing with your crew and take pictures of your upwind sails. Hold your phone at mid foot and try to angle the viewfinder to capture the three draft stripes in the frame.

With this photo, we can turn this shape into numbers to describe the shape. Based on the numbers, depth, draft position, entry angle, and exit angle, we can advise on the level of performance the sail will provide. Often, we can adjust the luff or leech to help the sail perform longer.

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The photo/digitize process also helps with setting up the mast to the main. On this boat, the mast step was too far aft in the picture on the right. Moving the step forward on the picture on the left allowed all the draft stripes to exit the mast at the same angle.

Photos help when re-shaping an older sail. The main above was recut to provide four more years of performance. The sail on the left was prior to the reshape, and the photo on the right was the result.

Downwind sails need to be viewed off the boat to see how they fly. The goal with asymmetrical spinnakers is to have a sail that flies like a symmetrical spinnaker downwind and sails like a genoa when reaching. A variety of shapes allow boats to sail off the wind from a 50-165 true wind angle.

While the boat is still in the water, evaluate the instruments. At a minimum, all boats need to know the proper boat speed and heading. Other important values are: • True wind direction (the wind direction calculated) • True wind speed • True wind angle • Target speed and angle • Starting line • Apparent wind angle For boats from 15 to 35 feet, the newer GPS instruments like Velocitek and Varcos work well.

For boats over 35 feet, instrumentation with a processor that provides true values is preferred.

Fall is the best time of the year to prepare for the next sailing season. All the sailing experiences from summer are fresh, and usually the weather is ideal to make physical changes to your boat.

The most important improvement to consider is under the water line. Once the boat is out of the water, start your check list for the perfect bottom.

• Keel in center — measured from each rail • Rudder in line with keel — string at bow and stern to line up rudder with keel • Keel to hull joint — consistent radius • Rudder close to hull • Scuppers fair — sharp radius • Hull/keel/rudder — fair, smooth (paint with hard epoxy) • Bottom to transom — sharp as possible • Fair bottom, keel, and rudder 69

• Symmetrical shapes on keel and rudder • Epoxy primer, finished with epoxy paint (VC Offshore brand) • Smooth with 800 grit sandpaper Try to accomplish all of this while the boat and weather are warm. In the spring, it takes a typical boat a long time to warm up after being outside during the winter. Knowing the bottom is as perfect as possible will eliminate the one variable that is so important in winning races.

Now that all the hard work has been completed, start the process of starting your own system for racing. Meetings are an essential part of a working system, and a few winter meetings will go a long way in encouraging team members to race as equals.

Begin your checklist on how to prepare to win for 2024: • Winter meetings – 2 to 3 (job descriptions, practice dates, race dates, job lists, etc.)

• Spring practice (set up rig, picture sails, calibrate instruments, start data collection system) • Pre-regatta buoy practice (boat handling, speed training, starting system, tactics/strategy) • Offshore training practice (VMC practice, sail changing, sailing in the dark, weather research) All the work you did to make your boat faster will pay off once your team sails as one unit with equal goals. Make the training sessions as important as racing. Even if you must miss racing to practice, it will be worth it in the long run.

Fall is typically a time to put the boat and equipment away for the next year, but I argue that it is the best time to take steps to become faster for next summer. All your sailing experiences are still fresh, and there should be motivation to make your boat faster.

• Weight Below – All the data proves your boat will be faster with less weight in the boat. Take everything out of your boat and put safety equipment and necessary items in labeled dry bags.

The placement should be low and then charted on a sheet of paper. Use a dehumidifier during the sailing season to keep the interior dry/light.

• The Rig – Start your own tuning guide by setting up the rig symmetrical. The goal should be 3-5 degrees of helm in 9-11 knots of wind. Understand how the shrouds change the balance and the shape of the mainsail.

RECORD YOUR SETTINGS • The Deck – Make the deck layout simple yet effective. Any moving part should have a marking system. Put down vinyl numbers and write down settings in different wind speeds.

• Sails are the Engine – Take pictures now and measure the shape to see if they are as designed or need adjustment or replacement. Fall is the perfect time to get this work completed. Most sailmakers will offer the best pricing this time of the year.

• Instruments – Clear, symmetrical information to help make decisions on the racecourse. It is better to have less instruments providing accurate information vs. many with numbers you can not trust. Speed, heading, and starting information is the minimum while adding true values with wind help decision making while sailing.

• The Bottom – Make it perfect. Spend the time now to get the keel and rudder in line. Fair the bottom, keel and rudder, then finish the boat with an epoxy paint that can be sanded smoothly.

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• Practice – Put in the time to meet on land and practice on the water. For every race, you should practice twice. Sail around two soft marks to perfect the wide and tight mark roundings. Tack and gybe using numbers, allowing everyone to move together.

Making a boat fast is like assembling a large puzzle. Each piece is equally important, and they all must fit to make your boat fast. Take the time now and start the process to improve your boat’s speed. Have the winter meetings and then practice in the spring. Have meetings with your crew before and after each practice and race and listen to every crew member to develop the most powerful feeling – team chemistry.

If you lighten the boat, tune the rig, mark the deck, picture your sails, calibrate your instruments, and practice, you will be much faster than six seconds a mile.

Thanks to John Harvey and Rick Titsworth for allowing me to use their boat for this article. Also to Mike Welch who gave me the idea.

Photo by Nick Fewings

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MAKE SURE FUN IS PART OF YOUR SYSTEM

There are so many ingredients for a working system, yet the most important one is Fun. System Sailing outlines all the specific areas to give yourself and your team the best chance of winning. I have never put fun in any of the categories. The result of winning is fun, yet that experience should not be dependent on the result. It is clear to me that if the fun stops, so does the sailing. I think there is room for both.

Racing in the TP 52 class or some of the “high profile classes” is fun yet also serious work. The challenge is fun as the quest to beat the best. The real fun only comes to the winner, and every other boat looks at the event as a steppingstone to the next. The opposite of fun was the long debriefs when the goals were not met.

Your system must start with fun. As you put the pieces together for your system, keeping it fun makes the process enjoyable. The goals you set before each regatta or race must come from your team’s ability to achieve the result while having fun the entire time.

One of my favorite boats is the J 111. This well-balanced boat is an owner driver class with only one pro allowed to work with a crew of eight. Approximately ninety percent of the team is there because they want to have fun during their time away from home. I race on Shamrock owned by Jeff Davis. His rule is first fun, and second to compete with the best. The crew on the boat is mostly Jeff’s friends. He likes to have one or two women on board to keep the guys on their toes. We race with two couples, and I often jokingly refer to Shamrock as the “Love Boat.” Jeff also likes to rent a house that is large enough for the team so we can eat together and discuss the racing in a causal atmosphere. Not only does this bond the crew off the water, it builds trust on the water.

J 111 WORLDS 2021 HAMPTON, VA Attending this year’s world championship in Hampton, Virginia was a perfect contrast between the super serious and serious with a dash of fun. The regatta was a fleet of seven boats. Five had 72

coach boats and shore teams to make sure everything was perfect. Our team showed up in time to sail the practice race one day prior while the other teams were preparing for days. All the boats got measured and floated for weight and inspected every day. This was not setting up to be another fun event on Shamrock.

It was clear to me this fleet of seven was out for blood, and it would be well advised not to get in a compromising position with another boat. Just walking down the dock you could feel tension and a level of seriousness that I had only seen racing in the TP 52 fleet. I kept asking if this was a J 111 class that put fun first. Obviously not. After the first day, six of the seven boats were in a protest.

Fortunately, we were not and did not get in an altercation the entire event. Yet as the event went on, there was a protest every day. Even when the regatta was over, and we were so excited to finish in second place, to our demise there was another protest from the day prior. This was the first time in my sailing life I saw a jury not only allow a protest after the last race for a foul a day earlier but disallow the protest from that race and award that boat the championship. Outside the winning boat the other teams walked away from this experience either mad or confused.

Team Shamrock enjoyed not only sailing together but racing against such a serious group of boats that seemed to forget the reason we sail. Sailing is fun and sailing with friends makes it even better.

Fun must be part of any system for winning.

System Sailing Checklist (Control) The checklist is designed to separate the things you can and cannot control. Offseason is the perfect time to focus on the items you can control that will make your boat faster. The system starts with your boat, which is something you can control. With some physical and mental effort, you’ll see improvements in your boat’s speed.

Little Things Matter Start looking below the water line and focus on the small improvements that will add up to make a big improvement.

• Smooth keel to hull transition.

• Rudder close to the hull • Faired thru hulls with sharp opening • Sharp trailing edge on rudders and narrow on the keel Pick a minimum of five areas under the water to improve and your boat will be faster. The next area to address is inside the boat. The goal is to make the interior lighter with weight centralized as low as possible. Organization should be a second goal.

• Crew water bottles and hot/cold cups for offshore • Dry bags for all tools and spare equipment labeled stored low • Individual crew food bags for a long race (Transpac) • Dry bags for all crew placed on hooks for organization • Jet-Boil hot water (fast and light) Deck The deck area needs to be clean and well-marked for all moving items. Less is more when it comes to halyards and clutches. Try to sail with less halyards yet have a tracer line in a spare halyard shive.

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• Numbers for jib or genoa car • Numbers for all halyard settings • Markings for jib or genoa trim • Two halyards, jib(genoa), spinnaker-rings to eliminate snags Rig and Running Rigging • Clean, low windage, light, strong are just some of the goals for rig and rigging.

• The Rig • Strong running rigging • Soft shackles • Instrumentation • Large Numbers • Cross Over Chart • Polar/Target Information The last area you can control is your sails. Hopefully before the season ended there were pictures of the sails so either they can be reshaped, replaced or checked over for another season.

Once you have a picture send it to your sailmaker to digitize. This information will allow your designer to determine if the shape has changed from its original design.

The J 120 Genoa after one season measures as original design.

The Shock 50 Main after five seasons needs to be reshaped.

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System Sailing is a process to look at sailing with numbers. Break down your boat and all the equipment numerically and determine what improvements will make the biggest impact in speed.

The boat, rig, electronics, and sails are items you can control. Take the time in the offseason and make a checklist to grade all the items above. Place a priority on the one you can make better and make the improvements, so your boat will be faster than ever.

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STAYSAILS Sometimes it’s the little things that can make a big difference. And that goes for sails too, where the smallest sail on the boat – the staysail – might just be a game changer.

Staysails have been used for centuries on schooners, brigantines and other tall ships, but in recent years they’ve enjoyed a renaissance on modern sailboats where they compliment and enhance a variety of sail combinations. And much of the credit for new design and new ways to use staysails come from one classic piece of equipment – the furler. By putting small furlers on staysails they became easy to set and douse with limited crew work.

“Staysails have come a long way,” said Quantum Sail’s Wally Cross. “Before they were just a pretty little sail under a spinnaker that captured some wind. In the past four years or so these sails have really changed a lot in our mind.”

The spinnaker staysail is still a useful sail, but flatter genoa staysails and inner staysails offer advantages at closer wind angles. And with the increase in asymmetric spinnakers, many boats sail at hotter angles.

“They accelerate the wind behind the back of the mainsail,” Cross explained. Filling the slot between the headsail and the main, some boats can benefit from stacked staysails.

Each kind of staysail serves a slightly different purpose, and some are better suited to some boats more than others.

SPINNAKER STAYSAIL This staysail, made from softer material with a higher clew, is meant to be used with symmetric or asymmetric spinnakers on broader angles of sail, about a 120-degree true wind angle or greater and in moderate breeze.

They are typically made of similar material to spinnakers, often nylon or AirX. Larger boats might have a staysail made of a more robust material, such as that used on a code 0. They are typically tacked about 25% of the distance from the headstay to the mast, although on boats with long sprits, this could be at the headstay.

Spinnaker staysails can be tricky to trim and if over trimmed they can disturb the effectiveness of the spinnaker. Finding the right lead can be challenging, but it will typically be at about maximum 76

beam, often just aft of the shrouds. This allows for good trim without closing off the top of the sail, which is the last thing you want to do. Looser trim is almost always better with spinnaker staysails, so ease it out until it luffs and then trim a touch back in and check the trim frequently as conditions change. The spinnaker may need to be trimmed a bit harder when a staysail is set — it’s important to keep an eye on the trim of both sails.

This classic design is a good place for most boats to start with a staysail.

“If a club racer was going to have one staysail, it should be the traditional spinnaker staysail but on a furler,” Cross said.

In addition to the ease of setting and dousing, a furler makes it easy to roll up the sail for jibes or if the wind temporarily drops below a velocity where a staysail will be helpful.

Spinnaker staysails can also be used as windseekers in extremely light wind where a genoa or spinnaker is too heavy. The lighter weight of a staysail can catch enough wind to keep the boat pointed in the right direction and build a bit of speed to start creating apparent wind when another sail might hang limp.

GENOA STAYSAIL Genoa staysails are flatter sails made from more robust materials similar to what would be used for genoas or jibs, such as Aramid or a carbon cross cut. They can also be used with small furlers.

These are typically used at tighter wind angles than spinnaker staysails and set inside a code 0, jibtop or a reaching asymmetric spinnaker. “On most boats these will be tacked about 40% back from the headstay,” Cross said.

Although it can provide some additional power, the real goal of a genoa staysail is to fill the slot and accelerate the wind on the back of the mainsail. This can help counteract weather helm, which leads to reduced rudder angle and higher speed.

These smaller staysails will be trimmed farther inboard, and genoa staysails often find a sweet spot at the No. 3 genoa track. Trimming is often easier than with a spinnaker staysail, as a good guideline is to trim the foot parallel to the headsail. However there is one trimming caveat: keep the top twisted off. If the top of the sail is over trimmed, the result can be backwinding the main.

Some boats can use a very small jib, such as a storm jib, as a dual purpose staysail. Cruising boats can also benefit from a staysail hanked on an intermediate stay. These sails are sometimes called forestaysails, but share much in common with genoa staysails. Coupled with a furler, this offers the same advantages of a genoa staysail but also offers the option of using it as the only headsail in heavy air for an easy way to reduce sail area and offer balance to the sail plan.

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INNER STAYSAIL Inner staysails are set inside genoa staysails, typically about 60% back from the headstay and to windward. On many boats this might mean adding a tack point on either side of the forward hatch, Cross said.

Smaller still, these sails further the advantage of the genoa staysail and generate even more wind around the main, but only larger boats are likely to have enough space between the bow and the mast to fit the additional sail. These use a lead between the shrouds and the mast, and the trim generally mimics the genoa staysail, running parallel.

“As long as the top is twisted off, an inner staysail can be trimmed really far in,” Cross said.

The inner staysail is a new addition to the sail inventory on larger race boats in the last few years.

Because setting and trimming an additional sail takes time, you’ll most often find these setups on longer distance races where a boat is likely to stay on the same jibe for a good amount of time.

SQUARE-TOP STAYSAIL Trimmed incorrectly, a staysail can be a hindrance rather than a help, and the biggest problem when trimming genoa and inner staysails is closing off the top of the sail, which is easy to do. The new-to-the-scene solution is a square-top staysail with a full batten at the top and a few smaller battens on the leech, which allows staysails to be trimmed properly but still allows the top to twist open.

“The square tops naturally want to twist,” said Cross, who saw the benefit of a square-top genoa staysail and inner staysail setups on a Santa Cruz 52 in this year’s Transpac race. “I’ve become a huge fan of these square tops, and I think they are much better.”

The disadvantage, of course, is that staysails with battens can’t be used on a furler, which eliminates much of what makes it easy to set staysails without a lot of thought, knowing that they can be rolled up quickly at any time.

A staysail is unlikely to be a priority purchase in a sail inventory, but it shouldn’t be overlooked.

It’s a little sail that can offer a lot of advantages to almost any boat.

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GETTING CLEAR IN BIG FLEETS In large fleets, taking quick and decisive action can get you out of a bad-start jam. Our racing experts lay out tips for getting clear in a big fleet.

Experienced racers know what a perfect start looks — and feels — like. You get off the line clean and fast, ideally in an advantageous position over the rest of the fleet. From there, we know that playing the shifts and keeping good speed will bring success. But we don’t always envision what happens when our lane closes with 30 seconds to go, or how to recover from being late in the lineup, especially in a larger fleet and the added complexities that come with it.

When perfection slips away, all hope is not lost. With the help of aerial pictures from photographer Keith Brash and input from Quantum Sails experts, we can examine the experience of two teams that had very different ideas of how to escape trouble in a 54-boat J/70 start. The outcome of their decisions can be a valuable lesson to all of us for any start where we find ourselves in trouble.

We begin with a bit more than 30 seconds to go. Our two boats are in the middle of the line in a steady 12-knot breeze. The tactician, helmsperson and/or someone on the crew should be making numeric observations regarding the position of the boat relative to the line versus the boat speed and wind speed. Most boats have some form of starting tool on board that can help you determine how far away the line is. Knowing how long it takes the boat to get up to speed over the distance to the line is key in starting to make damage-minimizing decisions.

Back on board, both teams are beginning to realize they won’t make the front row when the starting gun sounds. It’s time to ask, “how do we minimize the damage, and quickly?” Clearly, as the fleet closes in on the last seconds of the start, our two teams seem hopelessly behind. The window of opportunity is quickly closing. Decisions must be made, and the correct ones can promptly put the team into the front row.

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Here, we’re about three seconds from the start. The fleet is mostly on starboard tack. This is the time to take firm action. During the next few seconds, the teams with the best launch momentum will maintain stronger spots. Those less fortunate will struggle in their lanes. In this situation, with the fleet on starboard, the bold but correct move is to tack onto port and head for clean air. The port boat gains momentum going across the grain, and will make it easier to maneuver if someone does tack on them. Yes, they may have to give way, but they will have much more maneuverability while the starboard boats are focused on holding their lane. Usually, the port boat will be going faster than the boats on starboard, and can decide to cross or duck.

In the 20-30 seconds after the start, the weaker teams up front will look for escape routes. We need to act before that happens while there are still lanes toward clear air. Understanding how the fleet affects the wind can help us do the right thing.

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Generally, there’s a twist to the breeze as it flows through the fleet. Horizontally, the wind bends through the boats and their sails to create a localized left-hand shift. After passing through the fleet, the wind eventually shifts back to its normal direction. This happens farther downwind in light air than in heavy. The size and density of the fleet can also affect how far down the shift is present.

Vertically, the wind bends up and over the fleet and eventually touches down somewhere to leeward. I imagine it like a small hill or row of trees near a shoreline. Clearly, we wouldn’t want to sail right up under the trees, and it’s the same for being just behind the fleet. But the wind shadow is most damaging when you’re on the same tack as the fleet. Here, starboard tackers just beyond the front row are feeling a header, along with reduced wind speed caused by the fleet. You can see by the upwind angles of our boats that starboard tack is much more painful than port.

Look what happened to our two boats a few seconds later. The starboard boat is struggling to get going because it has less wind and is in a header. From above, we can see how painful it is for the starboard-tacking team. As the front-row boats sail away, they must be thinking that it’s going to be a long race. It’s much harder to understand this from on board, but we’re a few boat lengths into the race, and already the starboard boat has lost valuable distance to the leaders. Soon the weaker of the boats in the front groups will start to tack, further blocking escape routes for the starboard tacker.

Meanwhile the port-tack team is actually gaining on the fleet. The race is just a few seconds old, and already they have made substantial gains against the boat that stayed on starboard. All the more reason to get on port tack early — plus, with this wind direction, the port tack boat gets a bit of a lift.

This trend will continue until the port boat breaks free into clear air or someone tacks in front of it. The key for teams trying to escape a bad start is to get on the opposite tack from the fleet early, before the other weak starters have time to think through their situations and do the same.

Because the port-tack boat is sailing in a lift created by the fleet, it can hang with the boats near the front. It still has less wind and is clearly a few boat lengths behind, but at least it’s lifted.

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Watch as the port-tack team gains on the remainder of the fleet, which is still on starboard. The gain is partially because many of the front-row boats are pinching, trying to keep from falling into the boat ahead and to leeward. Other front-row boats are sailing a high/slow mode to dispose of the boats behind and to windward. Meanwhile the port-tack boat is free to sail a comfortable course for best speed, and is heading toward clear air on the right. The starboard-tack boat, which was originally even with the port-tack boat, hasn’t even made it to the line yet.

Highlighted in yellow is a boat that is OCS. This boat bears off to return to the line and restart.

Meanwhile our port-tack team (red circle) has crossed the line and is even with a starboard boat (blue circle) that’s several lengths away. Both are at the same spot relative to the line, but just seconds later, the port boat will cross the starboard one by more than three lengths. Momentum at work!

At this point, the port boat is weaving its way through the fleet for as long as possible, with the 82

singular goal of finding clear air. Once they have it, they can then make a choice about what side of the course they want to leverage, or other tactical situations that present themselves.

As the clock ticks on, the OCS boat returning to the line is nearly clear yet still ahead of our starboard team. This shows clearly how challenging it is to get moving while behind but on the same tack as the fleet.

This last picture is at one minute and 30 seconds after the start. Our two teams have presented themselves with very different futures in this race. The team that tacked to port early broke through to clear air and is very near the front row of the fleet. The team that stayed on starboard for the first minute of the race is now much closer to the back of the fleet, with little opportunity to break free and still dealing with dirty air. They’ve got a long way to go to get clear and start focusing on the rest of the course.

Basic moves are the key to escaping difficult positions. Discuss them with the team before you have to make decisions so you can react with confidence. Here are some rules to remember: 1. Know where you are at all times relative to the line, taking into account your boat speed and the wind speed. Having these numerical observations means you can recognize a bad situation early and take immediate steps to minimize damage, before it’s too late. Are you in a controlling situation, or are you being controlled? Are you in a good or bad spot?

2. When you recognize things aren’t working out, the priority is to get clear of other boats and head toward clean air to stay in the game. Make the decision quickly – the longer you sit in a bad situation, the worse it will get. If you’re not making gains, you have to figure out a way to make them.

3. Usually, getting on port tack and moving across the grain of the fleet will spring you clear fastest.

The longer you wait to get on port, the more likely someone will tack on you and take away your lane. If the whole fleet tacks to port, starboard tack may be your only means of escape.

4. Port tack has its risks, namely starboard-tack boats. Sometimes you’ll have to wait a few seconds 83

for a starboard group to slow so you can tack and cross. Other times you may have to wait for that group to tack away before you can tack to port yourself. Each start and fleet is different, so look around before committing to a plan.

5. A lot happens in the first seconds of a race. The key to your future is in deciding if you’re strong enough to stay where you are or if you need to bail. Slowly losing distance to the whole fleet because you are pinching or starved for clear air usually leaves you in bad shape later. When you look bad or feel slow, get out early. Hoping things get better is not a good strategy.

6. Once you’re into clear air, get back to playing the shifts and choosing a side of the course. Splitting with the fleet works when you’re behind at the gun, but once you’re clear of the other boats, the fleet-induced lift will no longer exist. The bigger the shifts, the more important it is to get back into the game.

This story was originally published in Sailing World Magazine’s June 2016 issue, with original contributions from Ed Baird. It was updated in July 2022, with contributions from Wally Cross.

Photos: Keith Brash

Photo by Valeria Terekhina

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WHAT QUESTIONS SHOULD I ASK A SAILMAKER?

I have been in the sailmaking business since 1973. I started cutting numbers and learning how to make dacron sails for a small one design boat. Bob Scoville was my mentor and his ability to build a beautiful sail was my inspiration to become a full-time sailmaker. Over my sailmaking career I worked for Scoville Sails, Banks Sails, Boston Sails, Hood Sails, Ullman Sails, North Sails, Sobstad Sails, Quantum Sails, Ullman Sails and now I am back with Quantum.

Over all the years selling and building sails my passion was working with performance sailors.

I would stare at sails and just wonder how they could be shaped to work in all the different wind speeds. For ten years I would draw out the design on paper and then outline the sail on the floor to be cut. On hands and knees all the shape was created with battens and a pin. As technology advanced computers and flow programs became a common tool to use for designing fast sails.

Even with all my years of experience and all the technology I witnessed I was taken back when a potential customer called me up asking what questions he should ask me to make an informative decision on what sails to purchase.

What made the question more challenging to me was the sail in question was a dacron furling genoa for a Catalina 30. In my 47 years of being a sailmaker I have focused solely on racing sails. I had to acknowledge to this potential customer I was not completely sure on the perfect questions so I set up a Google Hangout call with our designer Kerry Klinger to better answer questions that would help the owner decide.

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Most sailors that are shopping for sails first want to know what the sail will cost. Based on that price they tend to look deeper in what makes one sail a better value than another. Sails from brand to brand are hard to make similar comparisons. Even though they claim to provide the best solution, the differences can be vast.

WHAT QUESTIONS SHOULD I ASK A SAILMAKER? What information can I provide to you so you can quote me a price on a sail that will provide the very best value in performance and durability?

I am a racer yet sail local club races two nights a week. Based on all the different sail cloth options which would provide me the performance and longevity at the best price?

I am a cruiser yet sail mostly in the lakes three to four nights a week. I want a sail that will help my boat sail easier in a variety of wind speeds. What material will offer the best performance and longevity?

I race offshore and I plan to sail Newport to Cabo this year. What off the wind sail would I use the most?

I race windward leeward races mostly in Chicago. What jib should I get that would have the most range?

The truth is the more questions the easier it will be for a sailmaker to provide information that will help you compare one product to another. Your decision should be based on: • Product (nuts and bolts) • Service (local and expertise) • Price For more information please contact: Wally Cross at wcross@quantumsails.com • 586-596-8854

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VALUE

Photo by Vidar Nordli Mathisen

I have been a sailmaker since 1973, and I continue to question the definition of value. I started my career working for Bob Scoville at Scoville Sails and later, as a college student, for Bruce Banks.

After school, I worked with my longtime friend Larry Klien at Boston Sails as we sailed Thistles, Highlanders, and the Flying Dutchman. My career trajectory from there has included Hood Sails, Ullman Sails, North Sails, and now (hopefully for the remainder of my career) Quantum Sails.

After 50 years in the sailing business, I am primarily focused on what products and services will offer the best value to customers. Our business attracts three different types of customers: • Cruising (Local and Long-Distance Sailing) • Club Racing (Sailing with Friends) • Grand Prix (Mix of Crew Categories) The Cruising customer can be broken down into three categories: • Boat Show Cruiser (Price = Value Shopping) • Blue Water Cruiser (Performance/Quality/Service/Price=Value) • Ocean Cruiser (Quality/Performance/Service/Advice = Value) Deciding on the proper product from a sailmaker is difficult when you are a cruiser. Whereas Racing products tend to be more specific by name, cruising sails can be made from over 100 different materials and can have more generic naming.

At Quantum Sails, we have 25 styles of Dacron in three categories. Durable Dacron is easier to make with less yarn and more filler yet is still strong/durable. Mid-range Dacron has more yarns 87

specific for the aspect ratio of the boat. The top end is our premium dacron with the highest level of woven quality. All the different styles are dacron, yet clearly different for use and price.

Performance in cruising means more strength with less weight. All the choices in materials are a combination of a lower stretch filament surrounded by mylar, and thin Taffeta covers for durability.

The lower stretch filament could be Polyester, Technora, Vectran, Spectra, and Carbon. The construction options are crosscut, tri-radial, or membrane. Fusion Membrane is the signature product at Quantum Sails.

Offshore construction makes the sail more durable with added reinforcement in the corners, up all the edges and more stitching. The thread is UV-coated, and all battens are tied in for security.

Other Cruising products include asymmetrical spinnakers. A0-A5 allows a customer to pick the sail that will offer the best performance. Spinnaker socks and furling units all enhance the overall experience for any cruising customer. The choices are vast in material use, design, and purpose.

Club racing covers local and travel racing with the majority of amateur crews. The product choices and material choices are numerous. The Fusion membrane is our signature product, yet the club racing sail is also built in a tri-radial construction and crosscut. Polyester, Technora, Kevlar, Spectra, and Carbon are choices with either mylar or a lite skin Taffeta covering. The new lite skin cover has allowed the sails to last longer.

Club racing products must first be durable. Secondly, they must be strong, allowing the sail to have a wide wind range and last light. A good club racing sail will typically be used two to three times per week for an entire summer. The construction and cloth choice will relate to the success of the sail. In my opinion, this customer should consult a professional on all the possible options.

Not only is the sail required to be fast, but it must also endure a lot of races. I enjoy working with this group of customers. I encourage all club racers to take pictures of their sails often to document the sail shape.

Off-the-wind sails will consist of asymmetrical spinnaker ranging from a Code 0/Tweener then A3 Reaching sail, A1.5 Light Air Runner, A2 Runner, A 2.5 Heay Air Runner. The Spinnaker choices are S1 for Light Air, S2 for Running, and S3 for reaching or running in big breeze.

Most Club racers will have an S2 spinnaker or an A2 running asymmetrical spinnaker. All the other sails are specialty sails that will complement the runners. Club racers with genoas usually will reach with an A3 or S3 Spinnaker and boat that have non overlapping jibs will opt for a Code 0.

The last piece of the downwind puzzle is the staysails. The running staysail under the A2 or S2 is the spinnaker staysail. Reaching staysails are called the Genoa Staysail.

The photos above are the new square top staysails on the Santa Cruz 52 Triumph.

Grand Prix racing is another level of racing. Usually most of the boats will have several professional sailors. In this class of sailing, the sails need to be made from the strongest material with the least amount of weight.

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Durability is still a factor, yet the least amount of stretch is top priority. At Quantum Sails, we have a variety of Fusion Membrane sails. The Grand Prix sailor will choose from the M7, M7+, and M9.

All have different levels of carbon amount and type.

The sails in Grand Prix are under the microscope. Professional sailors expect and demand the best and every little detail in this sail must be perfect, or it will be changed. Pictures and our V Spar digitized measuring system are used consistently to make sure the shape is the proper design. The tool is also used to make sure the sail is retaining the designed shape over a recorded number of hours sailed.

Off the wind, the sails also must be strong and light. Most of the nylons used are pre- stretched yarns that are coated with a stiffer feel and less stretch. The sail selection in a Grand Prix boat for off the wind would include: • A0 Code 0 with 75% mid width • J0 Free Flying Headsail • A1 Light Air Asymmetrical Spinnaker • A1.5 Light Air Runner • A2 Runner • A3 Reaching Asymmetrical Spinnaker • A4 Heavy Air Runner • FRO Fractional Code 0 Service (The intangibles or value added) • Expected with sail order.

• Advice based on sailing experience.

• Evaluation onboard • Education – Coaching – Racing – Seminars Personal service is the difference from ordering a sail online or from a local sailmaker. When you purchase a sail, you are paying for an improved sailing experience on your boat. It takes an individual from the sail loft to help make sure the sail is perfect and offer any additional advice to enhance your sailing.

The process for ordering a sail should be a line of trust between the salesperson and the customer. Based on mutual trust, the salesperson will make sure all the necessary information to make the new sail is accurate. As the sail is constructed, the delivery date should be well communicated.

Finally, the new sail should be viewed by the salesperson to make sure the new customer is pleased with the purchase.

A sail check should include an evaluation of the fit, shape, and trim. The sail then should be photographed to verify that the sail came out as designed. The picture is also a good base for when the sail ages. Each year the sail should be photographed to see if there was any shape change. At Quantum Sails, we use a program called V Spar that will take a picture and describe the shape in numbers.

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Trust is an earned feeling. I mentioned that the perfect sales transaction is mutual trust between the customer and the salesperson. To reach the trust level, the salesperson must: • Listen carefully to the customer’s request.

• Ask questions!

• Make suggestions based on experience and product knowledge.

• Go the extra distance (try to impress the customer) • Offer a fair deal for a great product.

• Be available for any related sail or sailing questions.

Value-added service are all the additional efforts from the salesperson that could include: • Rig Tuning, Cross Over Charts, Targets-Etc.....

• Crew Training, Race Advice (Routing) RACING AND CRUISING SEMINARS Experience is one of the great benefits of racing and sailing for over 50 years. It is this experience that allows us to give back to the sailing community with winter seminars. We enjoy sharing our past experiences to educate sailors from all levels.

Sail customers today can learn how to get the best value when purchasing a new sail. Value will have many meanings based on your expectation from the product and the assistance from your salesperson.

Take the time to ask the questions: • Can you provide information on a new sail?

• What do you think I should consider based on my boat, experience, and future goals?

• How does your product compare to the competition?

• What should I expect in performance and durability?

• What is the process to get a custom sail for my boat?

• Is there anything I am not thinking about regarding this sail?

• Please provide a quote.

The best value is trust. Take the time to allow trust to happen. It will not happen in one call but will develop over a period as you become educated with the product and the person.

Photo by Michelle Woodson Howell

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Photo by Valeria Terekhina

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