Competitive Sailing Sailing To Win Uncategorized Yacht Racing


When sailing on a run, the key to success is locating better wind velocity, getting your boat into that pressure, and then staying in it as long as possible.

Better pressure allows you to sail lower and faster than your fellow competitors meaning you will gain on those in front or move away from those behind.

Keep your head out of the boat because you want to find puffs early while you still have a reasonable chance of getting to them.

Wind velocity is an important strategic factor because it allows you to sail lower and faster.

The wind you get comes to you from the direction of your apparent wind and that’s where you should search for puffs. Look straight into the wind you feel on your face or in the direction where your telltales or masthead wind pennant indicate the apparent wind, this is where you will see the puffs and lulls that are coming.

Changes in pressure are not always visible on the water so you need to use other indicators such as other boats on your course. Become a detective, often boats around you are going faster and higher because of an increase in pressure and this often appears as a wind shift.

It is often not wise to chase after wind shifts because you may have to sail in the wrong direction to get there but it is sensible to chase after puffs. If you are not in a puff, generally you are in a lull and when sailing downwind don’t be scared to gybe to get to more pressure.

Conversely, if the increase in velocity is to windward, head up more to get there sooner, once there, the extra boat speed will allow you to sail lower and stay in the puff longer.

If there is a choice to sail for more pressure or a better shift it generally pays to sail for the puff and this is especially relevant if the wind is light to moderate.

Downwind you can stay in the puffs longer as they are moving with you. Milk them for all they are worth and consider gybing back when you reach the edge unless there are tactical reasons not to.

Try to connect the dots sailing from puff to puff.

Weight movement fore and aft will also promote planing to make the boat go as fast as possible with the extra velocity of the wind.

One last note, make sure you shift gears to adjust for the changes in wind strength using changes to mainsheet tension, pole angle on a symmetrical chute or a change of heading with a Symmetrical.

#sailingtowin #sailfaster #sail #sailing #sailingcoach #sailtowin


Competitive Sailing Sailing To Win Yacht Racing

Tactical Tips Regardless Of The Boat You Sail

Trying to luff someone going faster than you almost always ends badly because the faster boat’s momentum will take them around you and there is little that can be done to stop that.

Momentum is also essential in the last 10 seconds before the gun goes, you need to have momentum on your side and be a little faster than the boats around you. That little extra momentum generally continues for the first minute or two of the race and you only need to be a tenth of a knot quicker for you to succeed.

When you’re sailing upwind, and you cover another boat or want to make them go the other way, tack just on their line, not directly upwind of them.

If you tack directly upwind of another boat, they get to coast through their tack with very little wind on their sails because you have taken their wind. This loss of boat-slowing friction will ensure they will come out of their tack faster than you did which is a gain for them.

If you tack on their line, they don’t get that free gain and they are still going to tack away anyhow and if they don’t tack, they will soon be going slower.

We spend a lot of time and energy working on upwind speed where the gains are tiny compared to downwind. You need to concentrate on using every possible gain from puffs, waves and crew weight positioning from the second you round the top mark until you get to the bottom.

Most of us work hard to gain two boat lengths upwind whereas downwind, there are five times that gain available to you. Many of us use the downwind legs to relax a little, but in fact because of the gains that can be made, perhaps that little breather should take place when you are going upwind.

In most cases, the goal of rounding the leeward mark is not to have to tack right away but you don’t want to get into the bad wind of the other boats that have already rounded the mark.

Another thing to be mindful of is that you don’t want to have your bow right on the stern of the boat ahead of you. Half a boat length gap works better.

A smooth turn at the mark with the main trimmed in just ahead of the jib but matching the rate of turn will assist in helping you turn and lessen the drag caused by rampant use of the rudder.

When you reach the leeward mark, blindly pulling the sails in and turning tightly on the mark won’t give you much chance of having a fast, high exit.





Competitive Sailing Sailing To Win Yacht Racing

If You Sail Your Boat Flat You Will Be Fast

This article was written by super coach ADRIAN FINGLAS during his time as Head Coach at Royal Brighton Yacht Club.

We have all heard the old saying flat is fast, once the boat is powered up and sailing upwind the flatter you can sail your boat the faster it will go.

A common sight from dinghy to one design keelboats is often the winning teams will always have the flattest sail set up and the least angle of heel.

Watching a world-class Etchells fleet race from a coach boat is always interesting, the fast guys are easy to find as they are the least heeled over.

Small dinghies can be sailed extremely flat and the best teams practice for hours just perfecting keeping that exact angle of heel perfect. Steering and mainsheet trim are the two controls constantly being changed and monitored in our small boats.

We have many different controls that can assist in keeping the boat flat and they all have different effects.

One control and the biggest that’s overlooked is steering accurately with the power you have – I call steering a primary control and generally had the biggest effect on power.

If you are overpowered and heeling too much in a dinghy or a yacht you steer closer to the wind luffing the jib slightly and reducing the power and angle of heel. A yacht or a dinghy that heels over makes considerable leeway (drift sideways) very quickly compared to a yacht sailed flat.

We can be losing so much distance and speed to our opponents if we are heeling too much. In stronger breeze, it is not uncommon to see the top helms luffing the first 6 to 8 inches of the jib as they sail upwind. This is keeping the power and angle of heel under control.

A boat set up poorly with too much power can be like a bucking horse – very difficult to control. Too much sail depth is the common mistake made in most setups. The sails always look much flatter onboard than from the coach boat. When you see a boat from behind you will be surprised how deep the sails are.

Our secondary controls must be pulled on very hard to stretch the sails flat to reduce power. Listed below in order of importance to reduce power on a big boat.

  1. Backstay on
  2. Traveller down
  3. Outhaul on hard lower mainsail shape must be flat
  4. Cunningham on hard to hold the draft position in the sail forward of 50%
  5. Jib cars aft making the jib flat in the bottom third
  6. Jib halyard on hard, no wrinkles, this holds the draft position forward in the flying shape
  7. Vang – vang in a dinghy to yacht has radically different outcomes, the vang has much more effect on the dinghy rig compared to a yacht rig.

A sail is a soft flying wing so holding the flying shape in the correct position with your controls is key.

I have an old saying – except for very light winds wrinkles are slow. Keep the sails smooth, we don’t see planes flying around with bumps on their wings.




Competitive Sailing Sailing To Win Yacht Racing

How to Make The Helmsman Look Great

To make the helmsman look great on your boat, they need good information and feedback, so who should provide it?

It probably sounds a bit crazy but believe it or not, everyone on the boat has a part to play. At the end of the day, when you have had a great result the helmsman gets the glory but without a skilful crew, they would not be collecting the chocolates. 

Everyone on the boat should be either feeding back information to the relevant person (normally the tactician) or doing their jobs in such a way that they don’t interfere with the steerers’ concentration.

Good, reliable feedback ensures that they steer fast and do not need to look around this means that their sole concentration is focused on keeping the boat moving.

In a keelboat, the feedback from the genoa trimmer is essential for the best speed upwind. If your boat has a speedo, the genoa trimmer should know the boat polars and after a tack, the trimmer should call the rate of increase in speed to indicate to the steerer that he can head up or maybe slow the pointing until the boat gets up to speed.

The mainsheet trim has a lot to do with how the boat feels and the trimmer will also know how the sail should look in different conditions and different wind speeds. The feedback to the helmsman should also include a reference to the position of the traveller and sheet tension especially if you are trying to say in a lane of clear air. The helmsman is then able to call for a little more sheet, less traveller or whatever is needed to get the boat in balance. 

The tactician will be communicating things like the position of other boats, where the layline is and the possible need to cross or duck where boats are converging. Being forewarned eliminates the need for crash tacks or ducks which will cost you many boat lengths and again the steerer will not have to break concentration by looking under the boom or over their shoulder.

It’s important to have the tactician relaying accurate information. Going upwind you need a tactician who understand puffs, headers and lifts as they relate to wind velocity and his feedback also needs to relay whether nearby boats are going faster or slower and the reasons why.

Depending on the number of crew, some of the jobs such as calling waves, calling puffs and developing situations at marks will be allocated to a trusted crew member. This information will be fed back to the tactician who should be the main person to be communicating with the steerer, he will disseminate the information and only pass on the relevant details.

Downwind, the tactician or designated person should be constantly looking at boats behind to make sure that you are not sailing in or about to sail into their wind shadow. As with upwind, the tactician should be watching boats that are converging with your course so that you have a plan when you do meet and constantly alerting the helmsman to the potential consequences.

All this is designed to stop the helmsman from having to look around and to ensure that he can concentrate on steering for the best speed which in turn will give you the best possible result.