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Competitive Sailing Sailing To Win Yacht Racing

The Boom Vang & It’s Importance

Depending on the boat you sail, the boom vang will be one of the most important controls to determine the twist of your mainsail. 

As we go from sailing upwind to across the wind and then downwind, the difference in mainsheet tension will determine how much the boom will try to lift as you ease the sheet and this is where vang tension plays its part.

When sailing upwind, different amounts of twist in the mainsail are needed depending on wind strength and sea conditions and as a rule of thumb, in 10-12 knots of wind the main telltale should be breaking 50% of the time and not much or any vang will be needed.

In order to replicate settings for each wind strength and angle of sailing to the wind, it is important to have marks on the vang rope as a reference for the correct amount of tension to control the leech of the mainsail for the current conditions.

When you sail into a lull, the mainsail begins to stall and more twist is needed so the main sheet is eased until the tell tail eventually flies but with the vang on, the mainsail moves to leeward closing the slot. With the vang left slack, the boom is able to rise and the mainsail twists at the top without losing power from the lower sections of the mainsail, and without dropping the boom to leeward and closing the slot.

In light wind and choppy conditions have the vang on hand tight to stop the boom from bouncing but constantly check that your twist is correct by watching your tell tales.

As wind speed increases, the twist is controlled by a combination of sheet and vang tension.

In heavy air where your traveller is completely to leeward and you are still easing mainsheet to keep the boat upright, the mainsail will begin to flap  when the mainsheet is eased. Pull your vang on to tighten the mainsail leech to stop it from flapping while keeping power in the leech. You are in effect driving off the leech of the mainsail.

In these conditions ensure your outhaul and Cunningham are pulled on hard and your backstay (if you have one) is at maximum to flatten the mainsail as much as possible without inverting it.

When reaching, the vang is the main control which effects mainsail twist. As your boom is eased beyond the quarter of the boat, the mainsheet is no longer effective at holding the boom down, so the vang takes over.

On a run, the boom is even further out and the mainsheet is now completely ineffective at controlling mainsail twist, pull your vang on to keep your top batten parallel to the boom and this keeps the mainsail fully projected to the wind.

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Competitive Sailing Sailing To Win Yacht Racing

TO BE SMARTER & FASTER, USE YOUR SMARTPHONE FOR GPS TRACKING

 

 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.

To learn more visit             TackTracker – Live Tracking

If you can’t find what you want on our comprehensive website, have a question or simply want to discuss tracking for coaching, training or racing, email:

AUSTRALIA and NEW ZEALAND: Brett Bowden brett@sailingtowin.com 

EUROPE: Simon Lovesey info@sailracer.co.uk

THE REST of THE WORLD: Greg Seers sales@tacktracker.com

 

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Competitive Sailing Sailing To Win Yacht Racing

When, Why & How to Take a Sailing Penalty

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.

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Competitive Sailing Sailing To Win

TO WIN THE START, DON’T BE WHERE OTHERS ARE

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.

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Competitive Sailing Sailing To Win

ALWAYS HAVE A PLAN FOR THE NEXT LEG

Excerpt from “Speed and Smarts” Newsletter issue 131 –               David Dellenbaugh

Almost every sailor realizes the importance of making a strategic plan for the first leg before they start the race but how many of those sailors also develop a strategy for every other leg in the race?

It’s tough to make a game plan for the second leg before starting the race, but you should do this sometime before you begin that leg. It’s much too late if you round the windward mark and then ask your crew, “OK, which way should we go on the run?”

By that time, you have likely missed your best chance to pursue the optimal strategy. Instead of waiting until the last minute, look ahead to the next leg several minutes before you reach the mark.

 Talk about what you see (e.g. wind pressure and the angle of other boats) and discuss your tactical and strategic options. It’s good to do this early since certain mark-rounding moves (e.g. a jibe set) require some planning before you get to the mark.

Your strategy for the next leg doesn’t have to be complex; it could be something simple like, “We will do a bear-away set and play the right side of the run where there is more wind.” Or,

“We are going to round the leeward mark and then tack to get the shift on the left.” It’s critical to do this before you round the mark because it often affects the rounding you make.

Use your next-leg strategy to plan the rounding and an ‘exit strategy’ is especially key at gates.

There are two important things that you must do every time you round a mark and they are 1) get around that mark as fast as possible, and 2) set yourself up to sail the next leg quickly.

A fast rounding is not helpful if it means you must sail the wrong way at the start of the next leg, so it’s key to plan your rounding with the next leg in mind.

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