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Light Air Tuning “…because everyone is fast in medium breeze” Light Air Tuning “…because everyone is fast in medium breeze”

Light Air Tuning “…because everyone is fast in medium breeze” - PowerPoint Presentation

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Uploaded On 2018-02-08

Light Air Tuning “…because everyone is fast in medium breeze” - PPT Presentation

Garth Reynolds garthdesignnorthsailscom Light vs SUPERlight Light Generally 57knots Steerage is OK Flow is OK Concentrate on the racing Generating Power SUPERLight 05knots ID: 629151

set boat light downwind boat set downwind light windward sails twist lots angle mainsail sheet phrf jib base superlight

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Presentation Transcript

Slide1

Light Air Tuning“…because everyone is fast in medium breeze”

Garth Reynoldsgarth@design.northsails.com Slide2

Light vs. SUPERlight

LightGenerally 5-7knotsSteerage is OKFlow is OK

Concentrate on the racing

Generating Power

SUPERLight

0-5knots Drifting or ghostingSteerage may be difficultConcentrate on just making progress through the water! Slide3

What determines “Light” vs. “SUPERlight” in a mixed fleet?

Waterline is King – for straight-line speed

Lightweight is King – for acceleration and maneuverability

Sea state

Slide4

What determines “Light” vs. “SUPERlight” in a mixed fleet?

J80 ~phrf 114…..Viper ~phrf 99

Catalina 22 ~

phrf

276…Santana 20 ~phrf 228

Slide5

How do I set up my sails?

Light

Full, Powerful

Lots of Twist

Jib

Headstay

sag

Lead Forward

Ease Sheet

Windward sheeting is OK in puffs

Slide6

How do I set up my sails?

Light

Full, Powerful

Lots of Twist

Mainsail

Straighter mast

Lower shroud tensions

Ease Outhaul

Traveler up

Ease Sheet

OVERTRIM Mainsheet

2 shims under mast baseSlide7

How do I set up my sails?

What is the easiest thing to use as a tool when looking at your sail trim?

Slide8

How do I set up my sails?

Slide9

SUPERlightFlat, Open

Lots of Twist

Jib

Headstay

sag

Lead AFTEase SheetWindward sheeting is NEVER OK

SUPERlight GOALLots of space in the slot between the Mainsail and Jib!

Tell Tale should never stall (if you can actually make it fly!)

How do I set up my sails?

Slide10

SUPERlightFlat, Open

Lots of Twist

Mainsail

Add

prebend

to flatten MainTight OuthaulTraveler upEase Sheet

SUPERlight GOAL

Lots of space in the slot between the Mainsail and Jib!

Tell Tale should never stall (if you can actually make it fly!)

How do I set up my sails?

Slide11

What do you think?

Slide12

What do you think?

Slide13

What do you think?

Slide14

What do you think?

Slide15

What do you think?

Slide16

What do you think?

Slide17

What do you think?

Slide18

What do you think?

Slide19

Step -5, Caps @ base

49er example

Measured Values for Step -5, Caps @ base

Mast Bend = 0.7%

Tip Fall-Off =2.24 degrees

Max Leech Twist = 3.5% located at the 4th battenMax Depth = 6.2% located at the 5th batten.Comments from Erik on the water: Felt good power at times, though hard to keep all of the time. Difficult groove to find and maintain. The tight leech in this setting (caps @base) make for less twistSlide20

What do I do with my crew?

Slide21

What do I do with my crew?

Downwind is where we made some serious gains. I mentioned that we lost some boats on the first run…this didn’t sit too well with me, so we changed our mode a little bit for the remaining downwind legs of race 1. First, we made it a priority to sail on the headed jibe, regardless of the other boats. Our downwind thinking started during the final stretch of the upwind legs, where we planned our windward mark exit. We did not like the angle on starboard tack approaching the windward mark, so we made an effort to make our final approach to the windward mark on port tack. This yields a really nice downwind angle on starboard tack as we escape the top of the racecourse to begin the run. So that takes care of any tricky “set-quick-jibe” maneuvers (unless the breeze changes of course!). Once we got the kite set, we looked for the leeward gate to confirm its position and our angle (that we were sailing the header). We would then confirm that we were on the long jibe and concentrated on squeezing every little bit of speed and angle from the boat. Chris would go forward on the foredeck. While standing up, he had a great view of the breeze and he could make our tactical decisions from watching the competition. Drew would usually sit in the boat in the 6-8 knots, and up on the rail in the 8-11 knots that we saw on Friday. In the light stuff, I would also sit inside the boat, and forward of the mainsheet block on the sole of the boat. Trimming the mainsheet from the boom gives a better feel for pressure in the rig. This helped me feel what Drew was feeling in the spinnaker sheet. If I felt good pressure, I would pop up onto the windward rail and squeeze the boat a little lower. If pressure went light, I would slide back into the boat, trim a little main and head up. I ALWAYS try to steer with weight instead of with the rudder, so sliding into the boat allows it to head up a little. Pressing down on the windward rail with my weight allows it to bear away. Chris would help by moving up or down on the foredeck as well. Drew would pop up on the windward rail in the larger puffs, but since he was trimming the kite, it was best to keep him put to concentrate on our trim. I love light-air downwind sailing, because it is so dynamic and if you concentrate on what the boat is telling you, you can make HUGE gains. I never once looked at the speedo downwind; I relied on my feel from the boat, always trying to go lower. I found we could usually sail a lower angle than any other boats around us. After the first run of the first race, I don’t think we lost another boat on a downwind leg through the remainder of the regatta! We were fast, low and in the right spots! Slide22

Thank you!