Sail High and Sail Fast

by Wally Cross Sailing

There are no better words to hear during the upwind leg than, “we are higher and we are faster.” 

There are no better words to hear during the upwind leg than, “We are higher and we are faster“.  The combination of sailing higher and faster than the closest competitor is so powerful.  Every team off the starting line is trying their hardest to sail high and fast to open up opportunities to tack or sail straight.
The question is, “How do I make my boat sail higher first and faster second than the closest boats around me?”
The Boat

Minimum Weight
In order to sail in light air, the boat has to be light as well and any extra equipment should be left on shore.  Often the sails you will use are obvious and the heavy air set can also stay on the dock with the spare running rigging, tools and back up equipment.
Weight Location
In light breeze any sails or equipment that has to be below should be placed just in front of the mast to help keep the bow down and the transom up.  A bow down trim will help the boat sail higher with more speed.  In any sailboat a bow down trim will help the boat sail closer to the wind while stern down will help the boat turn more away from the wind.  Keeping the transom up in light air will also reduce wetted surface (drag), making the boat faster.  In light breeze, any extra equipment along with sails and crew should be placed as low as possible in the boat.  Keeping all weight low in light winds will keep the boat more stable in the light air chop.  The less the rig moves the longer the wind stays connected to the sails.
Under the Water (Fair and Smooth)
The bottom of the boat has to be fair and very smooth.  The smoother the finish the thinner the boundary layer and in return less hull friction.  A 1500-1200 wet sand finish will allow a thin layer and the least friction.  The keel and rudder also have to be fair and smooth, yet more important they have to be symmetrical.  The horizontal and vertical shape has to be similar on each side.  The sail drive or prop and shaft also have to be smooth and fair.  The rudder needs to be as close to the hull as possible.

The Rig

 

Bend the Mast

This sounds wrong, yet the statement is true.  The shrouds should be adjusted to maximize the bend fore and aft and leeward bend without using the backstay.  If the mast bends, the entry of the mainsail will flatten and this will allow the light (slow moving) wind to stay attached to the sail.  If the sail is too round forward the wind will not stay attached and the apparent wind speed will drop.

Most boats have a mast stepped on top of the keel.  If you let the headstay (ease the turnbuckle) off, the mast will bend and the center of effort will shift aft.  Many boats have diagonal shrouds and they should be loose.  The loose diagonal shrouds will help the mast bend if aft of the mast.  If the diagonal shrouds are inline the mast will sag to leeward which will also help flatten the entry.  If you have a tuning guide, refer to the light air setting.  This setting usually has the headstay off 10+ turns from a base setting.  The lower diagonal typically will be off 3-4 turns and typically the caps will be off 1-2 turns.  If you have the D2′s at deck level they should be eased 2-3 turns to help the mast bend to leeward in the middle.

The Sag

In light winds the headstay should sag to add more power to the jib or genoa.  A combination of a loose halyard (keeping the entry of the headsail flatter to allow the slow wind to stay connected) and a soft headstay will help generate more energy by increasing the angle (angle of incidence) of the wind.  The mid mast should also sag to leeward to increase the wind speed in the slot.  The mid mast sag is usually 20% of the headstay sag.  If typical headstay sag is 9cm (3 1/2 “) the mid mast sag should be close to 2cm (3/4″).

The Sails

The Shape (main)

The wind is moving slowly in light wind and the goal of each sail (jib/genoa & main) is to make the wind travel faster than if there was not a sail at all on the boat.  If the sails are too flat the wind will not stay attached forward and the boat will lack all energy resulting in a lower angle to the wind.  If the sails are too full (deep) the wind will not exit from the sail and the boat will not sail fast thru the water.  The maximum depth (draft) in each sail should be in the low to mid 40% range, while in more with the draft would be close to 38%.  The shape should be smooth and form an arc.  In more wind the sails will appear more like airplane wings; while in light breeze the sails have the flap down look.  (Airplanes taking off and landing)

The Preferred Arc Shape/Depth                                               Too Deep (wind will slow down)

The Shape (Genoa)

               

In light winds the jib or genoa should also have a gentle arc shape with a clean exit.  If the leech cord is too tight the leech will hook too windward.  If the sail is too old the head will be too deep which will stall the wind between the main and genoa.  If you have a jib boat you will usually pull the clew inboard with an inhaul system to help speed up the wind between the main and jib.  The goal is to speed the wind in the slot which will speed the wind on all sides of the sail resulting in more apparent wind speed which equals boat speed.  On boats with genoas (overlapping headsails) moving the leed forward for the sheet will round up the back in of the sail creating more slot speed.

 


The Trim
In light air the goal is to trim the sails to generate as much energy as possible.  Usually the leech is trimmed firm without stalling the top of the sail completely.  A telltale at the top batten of the mainsail and upper leech of the genoa are the indicators of a stalled or open trim.
Open/loose trim upper telltale flying 100%  Closed/firm trim upper telltale flying 50%

   
Firm trim on a genoa upper telltale flying 25%      Loose trim on genoa upper telltale flying 100%
             

The Trim

At the start, after tacking and at the leeward mark start with an open trim yet once the boat speed increases try trimming so the upper telltale is stalling (dropping down) 50% of the time.  This trim should be similar with the main and jib/geona.

The Secret

The Helmsman/Helmswoman

The boat has to be steered (controlled) with the telltales always even.  Often different people steering will sail with either one telltale higher than the other.  If the outside one is up, the boat is sailing too low or away from the wind, yet if the inner one is up the boat is too high to the wind angle.  To generate the proper energy to the keel and rudder the helmsperson has to sail a perfect angle to the wind keeping both telltales on the jib or genoa even.

  

If the sails are trimmed firm with some upper stall and the helmsperson is steering the telltales even, the result will be more helm (pressure on the rudder) which will translate to more lift off the keel.  The goal is 10 degrees of heel and once the boats heels more than 10 degrees in light wind the crew will lean out to keep the boat sailing close to the 10 degree number.  Depending on the type of boat, the helm that is felt on the rudder should be between 4-8 degrees off centerline.

Enjoy sailing in light air upwind and be on the boat that is sailing higher and faster than your competitors.  Success is a combination of a good boat that is prepared to sail fast in light wind.  Light, smooth, and fair are just a few requirements in order to properly set up the rig to help the sails generate more apparent wind speed.  If the helmsperson is doing their job sailing, the jib/genoa telltales even the boat will develop helm that will assist in sailing, “Higher & Faster”.

Sail Fast,

Wally Cross

* photos from WB Sails Finland

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The last year has been pretty exciting, with Le Pingouin and Brad Van Liew having raced around the world solo to victory in the Velux 5 Oceans. Le Pingouin is an amazing Open 60 race machine. Sailing consistently at 25+ knots sometimes feels more like flying than sailing!

I wanted to let you and your members know that we have a limited number of crew positions available for our Caribbean racing circuit early next year. Sailing on LP is incredible and the trade winds of the Caribbean will only make it sweeter.  The schedule includes the Caribbean 600, St. Maarten Heineken Regatta and St. Thomas International Rolex Regatta, plus options to crew offshore on the transit there and back from Charleston. You’re welcome to join us as an individual or group and the link below provides the details. If you’re not up for the adventure, I would appreciate it if you would pass this info on to your membership and others that may find it exciting.

As an exciting incentive, we would like to return a portion of any crew fees paid by your members as a contribution to your sailing programs.

FULL DETAILS: http://www.oceanracing.org/LePingouinCaribbeanRacing.pdf

Please contact our office to discuss any questions you may have or to save your spot on LP.  We hope you can join us in the Caribbean!  

Cheers,
Danny

Daniel M. Havens
Van Liew Ventures, Inc.
DHavens@OceanRacing.org
FaceBook.com/TeamLazarus 
YouTube.com/user/VanLiewVentures 
O: (843) 416-8319         
C: (817) 528-0834

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By Kevin Soubly | MiBiz
ksoubly@mibiz.com This e-mail address is being protected from spambots. You need JavaScript enabled to view it

MUSKEGON — West Michigan faces a huge opportunity in establishing itself as a manufacturing, transportation and service base for the wind energy industry.

That’s thanks to the region’s history of industrial and manufacturing innovation, which provides a platform for development, as well as the local and extensive maritime access through deepwater ports along Lake Michigan, key to enabling low-cost transportation of materials and finished components. Still needed, however, is additional infrastructure and policies to encourage investment.

At stake are jobs and an opportunity for economic growth, said Arn Boezaart, director of the Grand Valley State University (GVSU) Michigan Alternative and Renewable Energy Center (MAREC) in Muskegon.

“It’s important to keep in mind that we’re talking as much about economic development and job development here as we’re talking about alternative energy opportunities,” Boezaart said. “Not only is commercial wind development a renewable energy generating opportunity, but it really represents a chance for West Michigan to grab on to a piece of a new generation of manufacturing. This is a multimillion or even multibillion dollar business opportunity in terms of sales, manufacturing value and economic development for the area.”

According to a February 2011 publication by the U.S. Department of Energy that outlined the massive potential for wind energy production in the Great Lakes, Michigan has the capacity to produce 16,000 megawatts of onshore wind energy and an additional 40,000 megawatts of offshore wind energy by 2030. With each 100-megawatt wind turbine costing millions of dollars, the economic benefit to the region that develops the industry’s production, maintenance and transportation base will be substantial.

The Port of Muskegon, run by the West Michigan Port Operators group, is particularly well suited to meet industry needs and become a significant component to a regionwide wind energy industrial center, creating jobs and driving economic investment, said Boezaart.

“What sets Muskegon apart is that the area has a strong commercial and manufacturing history, and we have naturally deepwater port facilities. We know how to build things here, and you can bring in a thousand-foot freighter tomorrow,” he said.

Wind energy industry leaders agree.

“We have identified Muskegon for its deepwater ports,” said Bruce Thompson, a partner at Rockford Bergé, an international joint venture between Grand Rapids’ Rockford Construction Company Inc. and Spain’s Bergé Logística Energética, a company specializing in wind energy logistics. “It’s a strategic long-term location. The West Michigan Port Operators have successfully put together a partnership between experienced key players in the area. They bring good capability, good experience, and a good local reputation.”

“Muskegon is a strategic location for us to ship product,” said Kelly Slikkers, VP of business development and co-founder of Energetx Composites, a Holland-based wind turbine component manufacturing firm and spinoff of Tiara Yachts. “A lot of that has to do with the deepwater access in Muskegon and the easy access to road and rail,” he said, but he noted that another key aspect of the port is its proximity to offshore wind farm development in Lake Michigan.

Muskegon’s proximity to industry know-how and regional wind farms both on land and offshore augments its usefulness.

“It’s going to be a key asset to the industry,” said Thompson, noting several area major wind energy projects in development.

One of the challenges for the growing wind energy industry is the difficulty surrounding the sheer size of wind turbine components. Deepwater ports with significant infrastructure to load, unload and move large-scale products are essential to cost-effective transportation. Ports like the one in Muskegon built to serve heavy industrial purposes work best.

“As wind turbine units continue to get bigger and bigger, the logistics of transporting components from the point of manufacture to the point of deployment becomes increasingly difficult,” said Boezaart.

Rail transportation has limited access and truck shipments involve extensive permitting and fuel cost difficulties, added Thompson. “Any time you can move things by water in the wind industry you can save on transportation costs,” he said.

But with so much at stake economically, competition for wind energy industry sourcing is growing, and Michigan is not the only state with something to offer. “Are there other ports? Absolutely,” said Slikkers. “It will take the work of local and state governments to bring that value into Michigan.” Wisconsin, Canada, Ohio and even New York all have Great Lakes coasts, deepwater ports and each offers its own capabilities.

“Potential wind manufacturers want to know the status of our port facilities and their integration on a multimodal basis with other forms of transportation,” said Rick Chapla, VP of business development at The Right Place Inc., a regional nonprofit economic development organization. Muskegon has its competitive advantages, he said, but he urged “both public and private investment“ in port facilities and connecting transportation infrastructure

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U.S. Sailing Greats Inducted into Hall of Fame

By Sarah Eberspacher Posted August 3, 2011

The National Sailing Center and Hall of Fame (NSHOF) has announced its 15 inaugural inductees to the National Sailing Hall of Fame. The 2011 inductees cut a wide swath through U.S. sailing history – from living legends like Betsy Alison (five-time Rolex Yachtswoman of the Year and US SAILING Disabled Sailing Team coach) to posthumous inductees like Joshua Slocum (first-ever singlehanded circumnavigator and noted writer).

Inductees must be American citizens and 45 years of age or older. A selection committee appointed by the NSHOF chose the class based on their contributions to the sport in the categories of “sailing,” “technical,” and “contributor.” Non-citizens were also considered, so long as they influenced U.S. sailing.

The selection committee consisted of representatives from the NSHOF board and sailing-related media outlets, industry groups and community programs. This year’s inductees will be honored at a ceremony scheduled for October 23 at the San Diego Yacht Club.

“After years of planning, we are so pleased that the heroes of our sport are getting their long-overdue recognition,” said NSHOF President Dick Franvo. “The National Sailing Center and Hall of Fame will be a place to honor these heroes and provide inspiration for all sailors – young and old.”

The NSHOF formed in 2005 and is a not-for-profit educational institution focusing on sailing’s impact – both past and present – on American culture, as well as honoring the sport’s leaders and encouraging sailing development.

For more information on the 2011 inductees’ accomplishments, click here and to learn more about the NSHOF, including its plans to construct a hall of fame building in Annapolis, click here.

2011 National Sailing Hall of Fame Inductees (alphabetical list):

Betsy Alison (Newport, R.I.)

Hobie Alter (Laguna Beach, Calif.)

Capt. Charles “Charlie” Barr (Marblehead, Mass.)

Paul Cayard (Kentfield, Calif.)

Dennis Conner (San Diego, Calif.)

Capt. Nathanael G. Herreshoff (Bristol, R.I.)

Ted Hood (Portsmouth, R.I.)

Gary Jobson (Annapolis, Md.)

Buddy Melges (Zenda, Wisc.)

Emil “Bus” Mosbacher, Jr. (Greenwich, Conn.)

Lowell North (San Diego, Calif.)

Ted Turner (Atlanta, Ga.)

Joshua Slocum (San Francisco, Calif.)

Olin Stephens (Hanover, N.H.)

Harold S. Vanderbilt (New York, N.Y.).

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