You don’t need any special hardware to do live tracking. Use your smartphone with the TackTracker app for iPhone or Android and instantly create a live race or training session.
Discover how utilising TackTrackers GPS tracking system gives you the exact steps to work out how and where to improve your boat speed and tactics without breaking the bank.
Replay your day’s training or a race or series when sailing against other TackTracker equipped boats and work out where you gained or lost leg by leg or what you could have done to get a better outcome.
The TackTracker analytics will show you where you were strong and where you need to improve. Did you choose the wrong side of the course, sit in bad air too long or simply miss a big shift?
In a race situation, you can pick the boats you want to compare or you can view the whole fleet, graphics show each boat’s speed and VMG.
The analytics show you where you won and lost and what you learn from this will ensure that you will not fall into the same trap again.
If we find that the gust is from the same direction as the original wind and it is merely an increase in wind speed, the moment it hits, your apparent wind swings aft.
As that happens our objectives are:
1. We need to keep attachment and good flow on the sail, more flow creates lift.
2. We do not want the boat to increase heel as this creates sideways force and drag.
3. We want to apply the maximum amount of body leverage into the boat.
By accommodating our new apparent wind which has moved aft, with sheeting out, we can increase flow on the sail and maintain a constant angle of heel.
Hike as much as is needed to do this – maximizing hiking leverage and if possible sheet out simultaneously to keep the boat heel angle the same. Complete these steps and your boat speed will instantly increase.
Once this new speed is achieved, your apparent wind will move forward again so you’re able to sheet back in to accommodate that. Have you changed the angle? No, because the wind has not changed direction.
In marginal hiking conditions, sometimes just adding weight in enough to instantly increase the boat speed and in this situation less or even no sheet release is necessary, because your apparent wind swings forward so quickly as you add weight, that flow is not lost and the heel of the boat is not affected by the gust.
Correct Lull Response – “Coast and maintain your height”
Incorrect Lull Response – “Chasing”
In lulls, even advanced sailors tend to chase apparent wind around obliterating VMG and slowing them down unnecessarily.
When you sail into a lull, your apparent wind moves forward which is the opposite of a gust. When this happens you should unweight, coast to keep your height and decrease speed.
As in a gust, we don’t want the boat to “feel” the lull and the angle of heel should not be affected. To keep a constant angle of heel means that you’ll need to move your weight inboard or just bring your shoulders up depending on the amount of wind decrease.
You can experiment with trimming in tighter to various degrees to reduce drag with the apparent wind forward or alternatively you can ease a bit to keep some power and minimize stall risk.
We all love to race but racing is sometimes a slow way to learn how to make your boat faster.
Two boat training is one of the best ways to get rapid on water improvement but importantly, the training must be structured to get the quickest results.
I have set out below, some elements that will guarantee a successful on-water experience.
Decide what you want to achieve. if you want to improve your helming technique, sail against a faster sailor and try different techniques until you find what works. Two boat testing can also be used to identify fast settings for sail trim, rig settings and evaluating different sails.
Map out what you are going to do, what you want to achieve and how long you are going to spend on each task. This should be done ashore and should involve all crew members getting input from them to ensure they are invested in the outcome.
Make sure both boats are set up the same. This includes rig settings, crew weight, brand and/or cut of the sails. Where this is not exactly possible, be prepared to analyse the results of the test accordingly making allowances for the differences. It is the changes as the test progresses that is important.
Comparative positioning of the boats. Make sure you’re sailing in the same wind, the boats have to be close to each other and not disturbing each other’s air. Windward-Leeward separation should be no more than 2 to 3 boat lengths and with the leeward boat advanced about half a boat length.
Stable wind and waves. Ideally, do not attempt the two boat testing when there are large variations in wind speed (puffs) and direction as it is really hard to evaluate relative performance.
Make one boat the Control boat. On boat will make one change and the control boat won’t make changes. If you find a change that makes the test boat faster, then both boats should make that change before going on to test another change.
Discuss and Analyse the results.In a perfect world, you would have a coach videoing and recording the results and then have a three-way chat about what was achieved in each test. Failing that as an example, after an upwind test, talk with the team on the other boat whilst heading back downwind about what was achieved. Importantly, to get the most out of the test, honesty is paramount.
Record what worked and what didn’t. When you hit the beach have a debrief with your testing partner, make notes for future reference and mark fast settings on sheets and rig so you can replicate them next time you race.
Having a good knowledge of the Racing Rules of Sailing (RRS) will help you avoid infringements but unexpected incidents on the racecourse can happen and will jeopardise your results thus you will need to take decisive action.
When to take a penalty – When another boat protests, you have to make an instant decision whether to take a penalty or not. If you are unsure, taking a penalty is the easiest solution – hoping for the best and doing nothing is a risky strategy and likely to see you in the protest room and perhaps blown from the race.
How long do you have to take the penalty – If the Sailing Instructions say nothing about penalties, the default is RRS 44, and 44.2 states that penalty turns should be taken ‘as soon after the incident as possible’. Be sure to get well clear to avoid impeding other boats, especially at busy mark roundings.
Types of Penalties – Make sure you have read the sailing instructions. Is it one turn, two turns, or a scoring penalty? Unless otherwise specified in the Sailing Instructions, the penalty for touching a mark (RRS 31) is a one-turn penalty. When boats meet and other infraction penalties are also spelt out in the SI’s so read them diligently before heading out, you will not have the time or perhaps the ability to do so in the race.
How to take the penalty – During training, practice penalties to ensure that in the unfortunate case that you infringe, that you will lose as little distance as possible. Although a penalty must be done immediately, that does not mean it needs to be taken in a blind panic. Think through whether it is better to tack first or gybe first – in most instances the tack first is the better option, but there are situations where gybing first will put you in a better position on the fleet.
Preparation – Use the time while sailing clear to prepare the boat for the manoeuvre, ensuring the crew are aware of your intentions, the sheets are clear to run and you are ready to ease the vang if the breeze is up. If you are on a downwind leg, you should also consider how you want to exit the penalty and ensure the spinnaker and pole are set up ready. On a symmetrical boat, you may be able to leave the pole on by executing a leeward drop, then you are ready to hoist immediately after the penalty. The alternative is that it may be better to do a windward drop so you can hoist out of the last tack without the pole and do the last gybe with the spinnaker drawing.
Most racers believe that they must always start at the favoured end but the favoured end is the crowded end and the crowded end is where most of the bad starts happen.
Inshore races nearly always have oscillating winds shifting back and forth and if the starting line is set anywhere close to square to the mean wind direction then just about any point on the line can be a good place to start.
You don’t need to win the start in order to win a race and the goal of the start should be the ability to go straight to your preferred side of the course at full speed with the freedom to tack on the shifts.
A typical scenario is when the race committee sets a decent line about square to the first mark, one boat at the favoured end takes the start and every other boat crowded in that end has less than the perfect start.
Some start behind, some are forced over early, some are caught barging and circle out, some get back-winded and tack into the header, and worse some get fouled.
Meanwhile, it’s really easy to start down the line where the others are not and this might be good for the second or third-best start in the fleet still giving you plenty of options to sail your race not dictated to by the position of other boats.
How to work out where the others will not be:
Look at their wind shots to determine where you think they will start and watch the traffic patterns during the starting sequence.
There might be many boats on the left half of the line at two minutes but if they are all tacking to port and heading right, the left might soon be clear.
If, on the other hand, you are on port at one minute and a large pack of boats are luffing on the lower third of the line, keep going on port until you get to the least dense area.
One of the reasons this works so well is that many skippers have the attitude that they have to win the start at all costs and they are convinced they can win the pin or win the boat.
By getting a clean start, race after race you will always have options and be able to put your game plan into effect heading to the preferred side of the course and not being dictated to by other boats.