I am in the process of compiling a list of work to be done on NOMAD to ensure we are ready for 2012 Halifax to St Pierre and OceanOne.
Looking at the projects we have and let me know if you would like to take ownership of getting it done! I will provide all materials, tools etc but just need someone to see that jobs get done and done right.
1.) Replace two thru hulls, one for engine seawater and one for aft cabin head
2.) Rebuild two heads.
3.) Replace traveller system and genoa cars
4.) Service all deck winches, cleats, spin locks, etc
5.) Refinish cabin teak and holly sole
6.) Rebuild engine (Jerry Mitchell)
7.) Remove and reinstall engine (Ben King)
8.) Repair Autopilot wiring/connections
It's going to be a long winter, nothing better to past the time than planning for a project like this.
Saturday, December 17, 2011
Be part of Halifax to St. Pierre Race and OceanOne Race 2012
There are a lot of ways you can get involved and help out with racing this summer.
NOMAD, WAR EAGLE and BELLA J will be racing, representing RNYC. We are hoping to get good participation in the OceanOne part of the race as well at St. Johns Port Authority with boats that come up from St Pierre.
If you enjoy boats and want to help out we have lots of things to do. Let us know if your interested. We need people on the ground as well as in the boats to make this successful.
Being part of a shore crew is a lot of fun, just follow the Volvo Ocean Race and learn of the important role of shore support. If you have some time, want to get involved in boat preparations, boat deliveries, organizing shore events and even the race itself let us know.
NOMAD, WAR EAGLE and BELLA J will be racing, representing RNYC. We are hoping to get good participation in the OceanOne part of the race as well at St. Johns Port Authority with boats that come up from St Pierre.
If you enjoy boats and want to help out we have lots of things to do. Let us know if your interested. We need people on the ground as well as in the boats to make this successful.
Being part of a shore crew is a lot of fun, just follow the Volvo Ocean Race and learn of the important role of shore support. If you have some time, want to get involved in boat preparations, boat deliveries, organizing shore events and even the race itself let us know.
Monday, December 12, 2011
Monday, November 28, 2011
NOMAD - The Race and the Cruise
My heart was pounding out of my chest with excitement when we got the call on Channel 68 « Race Committee calling NOMAD, please confirm”…. “NOMAD Confirmed”. The moment was here - all the talk, all the planning, all the anticipation. Here we were, on the start line, for the 34th running of the Marblehead to Halifax Race.
The MHOR is a biennial event running on alternate years to the Newport to Bermuda Race. It’s a 363 kt mile Category 2 race with 94 boats registered to start the race. We were very proud to be one of three boats from the RNYC, along with Bella J and War Eagle.
Bringing a boat from the USA to NL is pretty common days. Over the past couple of years, several boats have come up from the BVIs, Florida and Massachusetts on their own bottoms. What was different about our trip was that it was actually ‘two for the price of one’, although we don’t like to talk about the cost, especially around my wife. We had a race and a cruise. Each required its own planning, and what was for what was good for one, was not necessarily good for the other.
For example, we needed 7-8 guys for the race, but certainly no more than 4 for the cruise. We needed two boat loads of sails, jammed into the main cabin and V berth for the race, but just a mainsail and furling jib for the cruise. We needed limited fuel and water for the race, but everything topped off to the max for the cruise.
Combine this with five local guys who have done neither before and you end up with a lot of “what ifs” and “I don’t knows”!!
We recognized our limitations very early in the game and made the decision to get some people on board who have done this type of thing before. Luckily for us, the delivery skipper, Dave Sherman, with whom I had been speaking in Boston, happened to be very familiar with ocean racing as well. He completed several races to Bermuda, the most recent being the 2011 Marion to Bermuda Single Handed Race. He committed to taking part in the race with us and would bring with him seasoned navigator, Peter Maloney.
To ensure the boat was both race compliant and safe, I entered into a contract with Tern Harbour Marina to carry out modifications and upgrades to NOMAD over the winter of 2011. Work on the boat ranged from removing and rebedding all critical deck hardware and tracks, replacing port lights, adding additional bilge pumps to stripping 25 years of bottom paint. The golden rule of racing is ‘good sails and a clean fast bottom’.
The rigging was inspected, and apart from replacing an old roller furling with a new Harken Unit and a new forestay, all seemed okay. Keep in mind though; all rigging of this age is suspect. I don’t care what any marine surveyor with a magnifying glass says! Next, I turned to the sails. As luck would have it I met a sail maker, Ralph Dimattia, at the club where NOMAD was berthed. He is a serious racer, racing his Nelson Merrick 40 throughout New England and Long Island Sound at events like Block Island Race Week. Wanting to get new race sails and having no clue what to get, it was great having him right there to do the measurements and provide me with decent quality laminate racing sails.
Captain Sherman was very helpful in pushing things along. He would make regular visits to the boatyard and update me on what was done and how much work remained. When we arrived in Boston on July 2, after a non-stop drive from St John’s, we found NOMAD looking very excited to get going. It’s amazing how boats have personalities. Her sleek lines and tall rig was saying, “Take me offshore please!! I need to strut my stuff, I have a new dress on and I want to dance!!”
And that she did; the motion of this boat was perfect. She would easily tell us when she was happy by settling into a groove and consistently holding 9kts. The crew loved her; everyone was so in tune with NOMAD.
We had no real surprises throughout the race. Our placement in the results had more to do with us being cautious and careful, especially at night, than the boat’s ability, and problems with loose steering cables and losing the inboard spinnaker pole fitting overboard meant our downwind sail would be slower than we had hoped.
The RNSYS was very well organized for this event and received us graciously around 10PM on Tuesday, July 12th after 53 hrs 30mins of racing. The next couple of days around Halifax were exhilarating! It was a sight to see all the different boats, the crews, the drying of race sails and everyone who was not from the Halifax area prepping with cruising gear for the trip home. They were all heading west; we, along with War Eagle, would head east. Bella J, who had not had her gut full of racing yet, decided to stay in Nova Scotia for Chester Race Week.
With race gear removed along with three crew members, water tanks full, fuel tanks topped off, we headed for home. We decided to detour into Bras d’Or Lake. While a bit off the rhumb line for St. Pierre, it did give us a chance to relax. The sail from North Sydney to St Pierre took us about 30 hours and was cold, damp and foggy, not unusual for the South Coast in July.
We were met in St. Pierre by a Frenchman from Montreal who was a crew member on another boat from the Magdalen Islands. He invited himself to join us for supper, where drank copious amounts of cognac and tried to impress the waitress 30 years his junior, while we sampled fine French wine and ate steak entrecote, and were on our best behavior!
The next day, refueling, and restocking with ice, wine (lots of wine) and petits pain au chocolat, we headed out; next stop - St. John’s. I was a little nervous about crossing Placentia Bay, but after we got a report of no commercial traffic for next 12 hours we settled into a beam reach for Cape St. Mary’s.
The sail up the southern shore was breathtaking, with numerous sightings of whales and sea birds as we approached the bird islands off Witless Bay. But no sight was greater and more impressive than that of the Narrows. We all enjoyed the trip immensely, but were very glad to have family catch our lines as we moored up next to The Keg.
Still having two days to spare, before his scheduled flight back to Boston, we showed Captain Sherman around our beautiful city - the Rooms, the RNYC and we even screeched him in on George Street.
Like many who visit our fine province, he was very impressed and declared that it was, by far, the best delivery he has ever done!!
My advice to others? Do not hesitate to embark these types of trips, but recognize your short comings. Hope for the best, plan for the worst, and prepare to be surprise!!
Oh, forgot to tell you- we are registered for the Halifax to St Pierre Race for July 2012 Whoo Hoo!
The MHOR is a biennial event running on alternate years to the Newport to Bermuda Race. It’s a 363 kt mile Category 2 race with 94 boats registered to start the race. We were very proud to be one of three boats from the RNYC, along with Bella J and War Eagle.
Bringing a boat from the USA to NL is pretty common days. Over the past couple of years, several boats have come up from the BVIs, Florida and Massachusetts on their own bottoms. What was different about our trip was that it was actually ‘two for the price of one’, although we don’t like to talk about the cost, especially around my wife. We had a race and a cruise. Each required its own planning, and what was for what was good for one, was not necessarily good for the other.
For example, we needed 7-8 guys for the race, but certainly no more than 4 for the cruise. We needed two boat loads of sails, jammed into the main cabin and V berth for the race, but just a mainsail and furling jib for the cruise. We needed limited fuel and water for the race, but everything topped off to the max for the cruise.
Combine this with five local guys who have done neither before and you end up with a lot of “what ifs” and “I don’t knows”!!
We recognized our limitations very early in the game and made the decision to get some people on board who have done this type of thing before. Luckily for us, the delivery skipper, Dave Sherman, with whom I had been speaking in Boston, happened to be very familiar with ocean racing as well. He completed several races to Bermuda, the most recent being the 2011 Marion to Bermuda Single Handed Race. He committed to taking part in the race with us and would bring with him seasoned navigator, Peter Maloney.
To ensure the boat was both race compliant and safe, I entered into a contract with Tern Harbour Marina to carry out modifications and upgrades to NOMAD over the winter of 2011. Work on the boat ranged from removing and rebedding all critical deck hardware and tracks, replacing port lights, adding additional bilge pumps to stripping 25 years of bottom paint. The golden rule of racing is ‘good sails and a clean fast bottom’.
The rigging was inspected, and apart from replacing an old roller furling with a new Harken Unit and a new forestay, all seemed okay. Keep in mind though; all rigging of this age is suspect. I don’t care what any marine surveyor with a magnifying glass says! Next, I turned to the sails. As luck would have it I met a sail maker, Ralph Dimattia, at the club where NOMAD was berthed. He is a serious racer, racing his Nelson Merrick 40 throughout New England and Long Island Sound at events like Block Island Race Week. Wanting to get new race sails and having no clue what to get, it was great having him right there to do the measurements and provide me with decent quality laminate racing sails.
Captain Sherman was very helpful in pushing things along. He would make regular visits to the boatyard and update me on what was done and how much work remained. When we arrived in Boston on July 2, after a non-stop drive from St John’s, we found NOMAD looking very excited to get going. It’s amazing how boats have personalities. Her sleek lines and tall rig was saying, “Take me offshore please!! I need to strut my stuff, I have a new dress on and I want to dance!!”
And that she did; the motion of this boat was perfect. She would easily tell us when she was happy by settling into a groove and consistently holding 9kts. The crew loved her; everyone was so in tune with NOMAD.
We had no real surprises throughout the race. Our placement in the results had more to do with us being cautious and careful, especially at night, than the boat’s ability, and problems with loose steering cables and losing the inboard spinnaker pole fitting overboard meant our downwind sail would be slower than we had hoped.
The RNSYS was very well organized for this event and received us graciously around 10PM on Tuesday, July 12th after 53 hrs 30mins of racing. The next couple of days around Halifax were exhilarating! It was a sight to see all the different boats, the crews, the drying of race sails and everyone who was not from the Halifax area prepping with cruising gear for the trip home. They were all heading west; we, along with War Eagle, would head east. Bella J, who had not had her gut full of racing yet, decided to stay in Nova Scotia for Chester Race Week.
With race gear removed along with three crew members, water tanks full, fuel tanks topped off, we headed for home. We decided to detour into Bras d’Or Lake. While a bit off the rhumb line for St. Pierre, it did give us a chance to relax. The sail from North Sydney to St Pierre took us about 30 hours and was cold, damp and foggy, not unusual for the South Coast in July.
We were met in St. Pierre by a Frenchman from Montreal who was a crew member on another boat from the Magdalen Islands. He invited himself to join us for supper, where drank copious amounts of cognac and tried to impress the waitress 30 years his junior, while we sampled fine French wine and ate steak entrecote, and were on our best behavior!
The next day, refueling, and restocking with ice, wine (lots of wine) and petits pain au chocolat, we headed out; next stop - St. John’s. I was a little nervous about crossing Placentia Bay, but after we got a report of no commercial traffic for next 12 hours we settled into a beam reach for Cape St. Mary’s.
The sail up the southern shore was breathtaking, with numerous sightings of whales and sea birds as we approached the bird islands off Witless Bay. But no sight was greater and more impressive than that of the Narrows. We all enjoyed the trip immensely, but were very glad to have family catch our lines as we moored up next to The Keg.
Still having two days to spare, before his scheduled flight back to Boston, we showed Captain Sherman around our beautiful city - the Rooms, the RNYC and we even screeched him in on George Street.
Like many who visit our fine province, he was very impressed and declared that it was, by far, the best delivery he has ever done!!
My advice to others? Do not hesitate to embark these types of trips, but recognize your short comings. Hope for the best, plan for the worst, and prepare to be surprise!!
Oh, forgot to tell you- we are registered for the Halifax to St Pierre Race for July 2012 Whoo Hoo!
Sunday, November 27, 2011
Route Halifax to St Pierre July 2012
If all goes well NOMAD will be participating in the Halifax to St Pierre Race in July 2012.
Lots of planning ahead. Looking for delivery and race crew. Let me know if you are interested in being part of this great sailing event.
Tentative schedule:
Leave RNYC June 22 for Burin arriving 24
Leave Burin June 30 for Halifax arriving July 4
Race Halifax to St Pierre July 8 to 11
Race St Pierre to St Johns July 16 to 18
Book your vacation time early!
Lots of planning ahead. Looking for delivery and race crew. Let me know if you are interested in being part of this great sailing event.
Tentative schedule:
Leave RNYC June 22 for Burin arriving 24
Leave Burin June 30 for Halifax arriving July 4
Race Halifax to St Pierre July 8 to 11
Race St Pierre to St Johns July 16 to 18
Book your vacation time early!
Projects for 2012 for NOMAD
We have several projects in the works for NOMAD this winter:
1) Remove engine and replace all gaskets and seals along with general refit
2) Replace existing traveller and genoa cars
3) Repair / replace autopilot
4) Refinished cabin sole
1) Remove engine and replace all gaskets and seals along with general refit
2) Replace existing traveller and genoa cars
3) Repair / replace autopilot
4) Refinished cabin sole
Monday, October 10, 2011
Cruising Club Meeting in November - Preparing for Safety and Speed!
Stay connected to sailing over the fall and winter. Come out to the NL cruising club meeting in November at the Crow's nest. The crew of NOMAD will be giving a presentation on "preparing a boat for a distance race".
Sailing over for 2011!
That time of the year is here when we have to put our pride and joy away for winter or in my case, joys as ORCA is not yet sold.
Had great first season with NOMAD, learned lots but lots left to learn.
Have a few projects to sort out over the winter to make sure we are on the start line for Route Halifax St Pierre on July 8, 2012.
Key project:
Replace traveller
Replace genoa lead cars
Navigation at Nav station connected to helm
AIS at helm
Get Autopilot working
Asymmetrical spinnaker
Better get to work as time flies by.
Had great first season with NOMAD, learned lots but lots left to learn.
Have a few projects to sort out over the winter to make sure we are on the start line for Route Halifax St Pierre on July 8, 2012.
Key project:
Replace traveller
Replace genoa lead cars
Navigation at Nav station connected to helm
AIS at helm
Get Autopilot working
Asymmetrical spinnaker
Better get to work as time flies by.
Thursday, August 18, 2011
Barging on the Start Line
Barging at the start:
A boat is said to be barging at the start when it is sailing below close hauled and to windward of the outside layline to either starting mark. (In practice this appears most often for starboard tack boats at the committee boat or right-hand end of a start line however it is also applicable to the symmetrical situation for the port tack layline to the left hand end of the start line.)
The barging boat has no right to "mark room" because the entire set of Section C rules expressly do not apply a starting mark.
FYI: this exclusion used to be expressed as Rule 18.1(a) in the 2005-2008 RRS.
Any boat sailing close-hauled and to leeward of the barging boat may push the barging boat to windward and the barging boat must keep clear (per Rule 11) even if this means missing her start altogether.
Barging at the start line is a very poor strategy.
Monday, August 15, 2011
RACE WEEK is here !!!
Crew Positions 101
We have 10 Critical Positions for RACE WEEK on NOMAD !! Let me know how you can help out.
Helmsman - Dave Mitchell
Tactician -
Maintrimmer -
Port Trimmer -
Starboard Trimmer -
Port Runner - Amy Chislett
Starboard Runner -
Pitman -
Bowman - Mark Eager
Mast Man -
Grinder -
See the follow info I found online about what's involved in your position.
A Mastman is added for dip pole gybing, and usually have a grinder. On Fractional Rigged Yachts a Runner Specialist is added to get the speed up after the tacks. On Phoenix, the Hakura 37, and Bravura ,the Farr 44, we normally use 2 people on the runners for tacking and gybing. We will discuss most maneuvers with 6 to 8 crewmembers in mind. In sailing there are a lot of terms that describe the same thing. The upwind headsail may be called the Genoa, Genny, Jib, L1, M1, H1, 2, 3, 4, Blade, 150, 130, etc. If you hear any of these terms they refer to the Headsail of choice. A spinnaker can be called a chute, a 3/4 or 1/2 oz. depending on the weight of the material, or even the big pretty colorful sail. On large asymmetricals they are commonly called Frankenchutes due to the many repairs required after dropping one overboard. A line or rope can be called many things depending on their usage. Lines to pull sails up are called Halyards, and lines to pull booms or poles up are called topping lifts or uphauls. Lines to pull sails in are almost always called sheets. Any line to pull the luff of a sail down tight should now be called a cunningham because downhaul was far to easy a term to understand. Tacking can be called coming about, changing tacks, or you might hear We're going to lee bow. This means the boat will tack slightly to leeward of an approaching boat to gain tactical advantage. Gybing is always called gybing, but no one actually knows how to spell it; including me. Now that you have the terms, let's go through the maneuvers.
The Start (typical starboard approach)
Helmsman - Get a good position in the fleet with room to duck and come up
Tactician - Check wind shifts and determine the favored side of line and course. Call Time.
Maintrimmer - Keep main trimmed fully unless told otherwise. Be ready to dump the entire sail if necessary. Trim hard and fast on final approach giving the boat full power.
Port Trimmer - Let Helmsman know of leeward boats. Grind for Starboard Trimmer on Port Tack. Trim to full speed unless told otherwise. Call Genoa skirt on final approach.
Starboard Trimmer - Let Helmsman know of leeward boats while on port tack. Trim to full speed. Grind for port trimmer. Wrap starboard winch. Get to rail.
Pit Man - Call Time, Double check all sheetstoppers. Get to rail. Watch for kelp.
Bowman - On bow calling approaching boats and distance to the line. Don't forget genoa skirting.
Tacking to Weather
Helmsman - Call "Tacking". Start to tack slowly to maximize weather gain. Then quickly find opposite tack angle after crossing head to wind.
Tactician - Look for a clear lane. Make sure there is breeze where you are heading.
Maintrimmer - Ease main per boat stability to allow boat to tack easier. Then trim as the boat accelerates.
Existing Trimmer - Cut Sheet as boat gets head to wind. Grind for New Trimmer. Get to Rail.
New Trimmer - Tail sheet. Trim in till sail is a few inches off spreader. Trim as boat accelerates.
Pitman - Adjust Halyards or Cunninghams if needed. Get to rail. Look for kelp.
Bowman - Help Genoa across. Skirt genoa. Get to rail.
Windward Rounding - (standard port bearaway)
Helmsman - Watch traffic. Find new course angle. Fill chute before bearing away completely.
Tactician - Determine favored side of the course. Help find optimum VMG angle.
Maintrimmer - Ease Mainsail and it's controls.
Port Trimmer - Ease Genoa 2 to 3 feet. Over easing the genoa causes problems for the spinnaker hoisting. Cleat, and then trim Spinnaker. Do not over trim as the chute is going up.
Starboard Trimmer - Pull back afterguy. Trim afterguy as if it is a sheet until the course is set. Most spinnaker raps are caused because the afterguy is late in coming back allowing the chute to twist behind the genoa. Make sure the pole is square (perpendicular) to the wind. The helmsman may tell you to over square or under square the pole according to the wave angle. The angle of the pole directly affects the heading of the boat.
Pitman - Make sure that genoa halyard is flaked out. Top the spinnaker pole and hoist the spinnaker. Drop the Genoa, tend the Foreguy, and then adjust mainsail controls. Raise staysail if required.
Bowman - After Spinnaker setup; which is different on every boat; top the pole. Jump the spinnaker halyard, secure the genoa on deck, and prepare for a gybe or staysail hoisting.
Gybing
Helmsman - A book can be written on the subject of driving through the gybe. A good helmsman develops a feel for the boat in every sea and wind condition. If the helmsman can call the gybe in a puff, on the roll of the sea he can accelerate during the maneuver and gain time on his opponents during the gybe. The trip should be called by the helmsman just as the boat rolls to windward.
Tactician - Look for clear air to gybe into. Make sure that you won't have to duck or head up around any boats just after the Gybe. On many boats, the wind speed is as important as the wind angle; so avoid holes if possible.
Maintrimmer - The safest way is to bring the main to center and then ease it out on the other side as the pole is made on the new side. The fastest way is to wait for the trip call and throw it around as the boat rocks to windward. If done properly the boat stays at full speed the entire time. If done improperly on a boat with a tall fractional rig and runners, can result in the total annihilation of the rig, the boat, and all life as we know it.
Trimmers - There are three setups for trimming chutes and poles. The most common setup today is the single sheet with tweekers, for the sheet that becomes the afterguy. The other two are separate sheets and guys for dip pole gybing or end for end gybing. On any of the three setups, the only important thing to remember is to keep the spinnaker full and trimmed at all times. On the single sheet setup, the pole should be squared before gybing so that the pole can come off the mast. Trim through the gybe and give a slight ease of both sheets as the Bowman secures the pole on the mast. Remember to adjust the tweekers during the gybe. The sheet and guy dip pole arrangement is common on boats from 36 to 100 feet long. The pole gets squared back and tripped. On larger boats the old afterguy person becomes the new spinnaker grinder. Depending on the setup, one trimmer can handle both sheets and the other both guys. Or, each trimmer can take a side trading from sheet to guy and visa versa. As the pole is tripped, pull a little on the new sheet to prevent the chute from darting to the new windward side. As the new afterguy is made, ease the sheet slightly to allow the pole to come back quickly. The new afterguy must be pulled back as fast as possible to avoid wrapping the chute, but don't over square or pull before the bowman calls made.
Pitman - Tend the topping lift and foreguy through the entire process.
Bowman - Timing, speed, and agility are required for this daring maneuver. On the end for end gybe, the pole should be tripped from both sides at once; freeing the pole to move to the new side. Grab the new guy with your outboard hand and shove it into the jaw of the pole that you are holding with your inboard hand. Then slide the pole through your hands and push it outwards with all you have till you can make the jaw onto the mast ring. Call Made and prepare for the next gybe or mark rounding. Don't worry about the genoa sheets until the final gybe to the mark. On dip pole gybes, a Mastman is usually involved to raise the inboard end of the pole, trip the pole, and help jump the topping lift as the pole is made. The Bowman is truly in his glory as the pole comes at him at twenty to thirty miles an hour. All he has to do is set the new guy in the outboard pole jaw, call "Made", and push the pole out as it goes by. If done correctly, the Bowman is the star. If done incorrectly, the entire boat slows down as the pole and afterguy are brought back to the bow for proper placement.
Leeward Roundings
Helmsman and Tactician - It is critical to call the drop at the appropriate time. Too soon and you might lose an inside overlap. Too late and the spinnaker can be left flailing in the breeze as you're trying to go to weather. Once you have called for the genoa up and the spinnaker drop, the Helmsman should give all attention to driving properly around the mark. The Tactician must start looking up the weather leg before getting to the leeward mark or gate to determine what side of the course will be favored. If the crew work goes well the Tactician can sit back and do his job. If something goes wrong on the takedown, the Tactician becomes the extra hand to access the problem and help with the solution. There are no tactics when you can't tack.
Maintrimmer - Set your controls before you get to the two boatlength circle. Trim well because the main is the driving force during the sail transition.
Trimmers - Each boat and each rounding require different techniques for dropping the spinnaker. On the standard leeward drop, it is best to ease the pole to the headstay and then six more feet of afterguy so that the chute can be pulled down the foredeck hatch if possible. The sheet should be eased as the chute starts to drop. On floater take downs ease and tend the sheets. A sheet that is let go will try to go overboard and wrap on the prop or rudder according to Murphy's Law. The rule of thumb for trimmers is to trim the spinnaker to full speed whether the pole is attached to it or not. Make sure that your genoa is ready to come in at the mark. Trim the genoa to full speed through the entire rounding.
Pitman - You must go with the flow of the foredeck crew. Make sure that your spinnaker halyard is flaked and ready to run free. Hoist the genoa as soon as it is called for. Get the genoa halyard to it's mark. Lower the spinnaker halyard as fast as the crew can pull the spinnaker aboard. As soon as the spinnaker head hits the deck, slowly ease the topping lift to the deck. This allows the Bowman to start cleaning up the foredeck immediately for a tack. Once the pole hits the deck, get to the rail and watch for kelp. The leeward trimmer can help with cleanup if needed. On floater drops, the pole comes down before the spinnaker making your job easier as you approach the mark.
Bowman - Have the genoa ready to hoist. Make sure that the genoa sheets will be clear for a tack. Get spinnaker lines ready for the drop. Jump the genoa halyard then grab the appropriate sheet and start bringing in the foot of the chute. Once you have most of the foot aboard, you can start pulling the belly and the leech of the spinnaker in at warp speed because it should be hidden from the wind behind the genoa. On 35 foot and larger boats, we have someone go down below and pull the spinnaker in from the foredeck hatch. It should take 4 to 6 seconds to pull down a spinnaker on any boat up to 70 feet long, if done properly. Once the spinnaker is down, secure the pole and do the minimum cleanup required to get the boat heading quickly to the next mark. Double check the windward genoa sheet for tacking ability. Do the rest of the cleanup when the boat is in clear air and sailing at full speed.
There are different quirks on every boat that need special attention. These can be identified in a few practice sessions. Remember that boatspeed is the key to 80 percent of racing. Boats with good maneuvering ability will be able to capitalize on smaller windshifts. Also, nothing read in a book can equal the time out on the water experiencing the maneuvers first hand. We gybed Shock and J-35s at least a couple hundred times before we realized that boatspeed can increase during the maneuver when everthing is just right. Enjoy your sport and remember those poor starving Supermodels when everything isn't going just right aboard. I know that I will be.
Sunday, June 19, 2011
Follow us on Iboattrack.com
The race and cruise on to Newfoundland can be tracked on Iboattrack . Just go to Iboattrack.com and follow boats from Newfoundland, Bella J, NOMAD and War Eagle!
Getting Close Now!!
Just 3 weeks to the start of the Marblehead to Halifax Race. The crew of NOMAD is busy getting ready for this trip.
Our Skipper, Dave Sherman is back from Bermuda and will be busy for the next couple of weeks getting NOMAD ready. While the bigger jobs have been done, the smaller jobs remain. The boat is launched and berthed at Tern Harbour Marina, waiting for us to arrive.
We will be leaving for Boston on July 1st, this will give us a week with the boat before we head east to Halifax and onto Newfoundland!
Our Skipper, Dave Sherman is back from Bermuda and will be busy for the next couple of weeks getting NOMAD ready. While the bigger jobs have been done, the smaller jobs remain. The boat is launched and berthed at Tern Harbour Marina, waiting for us to arrive.
We will be leaving for Boston on July 1st, this will give us a week with the boat before we head east to Halifax and onto Newfoundland!
Sunday, June 12, 2011
Review the Rules of the Road
All of NOMADs crew need to review the Rules of the Road to ensure we understand basic right away rules. Go to http://www.nauticed.org/sailingcourses and take the quiz for Rules of the Road.
Thursday, June 2, 2011
Follow NOMAD's Captain to Bermuda!!!
Go to iboattrack.com and click on Bermuda 1-2 Race to follow our Captain Dave Sherman on a solo race to Bermuda on his own boat, Palangi,a Catalina 36. His daughter, Sydney will be joining him for the doublehanded portion of the race from Bermuda back to Newport, Rhode Island.
After the race to and from Bermuda, Dave will join us on NOMAD for the Marblehead to Halifax Race and then the cruise from Halifax to St. John's via St. Pierre and Burin.
After the race to and from Bermuda, Dave will join us on NOMAD for the Marblehead to Halifax Race and then the cruise from Halifax to St. John's via St. Pierre and Burin.
Monday, May 16, 2011
UK Halsey Spinnaker Dousing Techniques
UK-Halsey's Encyclopedia of Sails
-- Spinnaker Dousing
METHOD 1: LAZY GUY TAKEDOWN
The lazy guy takedown uses the idle guy on the leeward side to insure getting the spinnaker into the mainsail’s blanket zone. The lazy guy is led forward and under the foot of the genoa. When the sail is released from the pole, the lazy guy is quickly tightened and the spinnaker is gathered.
METHOD 2: RELEASING THE SHACKLE
The guy is eased until the pole reaches the forestay. Never let the pole smack the headstay, or you may break the pole, the headstay or both. The pole is lowered until it can be reached easily by the bowman who opens the snap-shackle that connects the guy to the spinnaker.
In this diagram the genoa is omitted to show the lazy guy brought forward to the fore-deck so that the crew can gather the spinnaker by the lazy guy under the genoa. Lazy Guy
As the spinnaker is released from the guy, one or more crewmembers sitting to leeward of the main pulls on the sheet and brings in the spinnaker. The halyard is eased quickly for the first third of the distance, which collapses the sail. Once the chute starts coming aboard, the rest of the halyard is eased as fast as the crew can gather without the sail falling in the water. Some racing crews prefer to take the sail down into the forward hatch to keep the sail from getting tangled with the jib sheet.
METHOD 3: RUNNING GUY
This system is basically the same as Method 1, except that the guy remains attached to the sail. First the guy is eased until the pole kisses the headstay, and then it is completely released as the crew gathers the sail. Great care must be taken to make sure that the guy is completely clear, with no knots, so it can run free. The sail is then gathered in the same location as in Method 1.
METHOD 4: STRETCH AND BLOW
This is a heavy air technique designed to depower the spinnaker. In this method, the foot of the spinnaker is pulled tight, making it impossible for the corners to fall into the water. To keep the clews out of the water and make the foot tight, the pole is eased forward to the headstay and the spinnaker sheet is tightened as much as possible. After the foot is pulled tight, the halyard is cast off and let run. The wind blows the sail parallel to the water allowing the crew to pull the sail in by its leeches. If the sail does touch the water, it won’t be able to scoop up a lot of water if the two clews are kept tight.
-- Spinnaker Dousing
METHOD 1: LAZY GUY TAKEDOWN
The lazy guy takedown uses the idle guy on the leeward side to insure getting the spinnaker into the mainsail’s blanket zone. The lazy guy is led forward and under the foot of the genoa. When the sail is released from the pole, the lazy guy is quickly tightened and the spinnaker is gathered.
METHOD 2: RELEASING THE SHACKLE
The guy is eased until the pole reaches the forestay. Never let the pole smack the headstay, or you may break the pole, the headstay or both. The pole is lowered until it can be reached easily by the bowman who opens the snap-shackle that connects the guy to the spinnaker.
In this diagram the genoa is omitted to show the lazy guy brought forward to the fore-deck so that the crew can gather the spinnaker by the lazy guy under the genoa. Lazy Guy
As the spinnaker is released from the guy, one or more crewmembers sitting to leeward of the main pulls on the sheet and brings in the spinnaker. The halyard is eased quickly for the first third of the distance, which collapses the sail. Once the chute starts coming aboard, the rest of the halyard is eased as fast as the crew can gather without the sail falling in the water. Some racing crews prefer to take the sail down into the forward hatch to keep the sail from getting tangled with the jib sheet.
METHOD 3: RUNNING GUY
This system is basically the same as Method 1, except that the guy remains attached to the sail. First the guy is eased until the pole kisses the headstay, and then it is completely released as the crew gathers the sail. Great care must be taken to make sure that the guy is completely clear, with no knots, so it can run free. The sail is then gathered in the same location as in Method 1.
METHOD 4: STRETCH AND BLOW
This is a heavy air technique designed to depower the spinnaker. In this method, the foot of the spinnaker is pulled tight, making it impossible for the corners to fall into the water. To keep the clews out of the water and make the foot tight, the pole is eased forward to the headstay and the spinnaker sheet is tightened as much as possible. After the foot is pulled tight, the halyard is cast off and let run. The wind blows the sail parallel to the water allowing the crew to pull the sail in by its leeches. If the sail does touch the water, it won’t be able to scoop up a lot of water if the two clews are kept tight.
UK Halsey Spinnaker Jibe Techniques
UK-Halsey's Encyclopedia of Sails -- Spinnaker Jibes
Perhaps no sailing maneuver calls for better crew coordination than the spinnaker jibe. There are two basic jibing techniques:
1. Dip-Pole: This system is used on boats over 30 feet. It utilizes two sheets and two guys attached to each clew of the spinnaker.
2. End for End: This jibing technique is universally used on one designs and is workable on boats up to 30 feet.
The Dip-Pole Jibe:
With two sheets and two guys, this system converts the spinnaker jibe from the classification of “To be avoided at all costs” to the point where a practiced crew can handle a jibe with ease. The beauty of this method is the strain of the spinnaker is taken with one set of sheets and guys so that during the jibe the bowman can easily get the unloaded new guy into the pole. The dip pole method works like this:
1. When the call for the jibe comes, the mastman raises the inboard end of the spinnaker pole up the mast so that when the pole swings through the foretriangle it will clear the forestay.
2. The spinnaker pole topping lift is lowered so that the outboard end is just above the bow pulpit when it swings across the boat. (To ensure that the pole swings across the bow in the same arc, jibe after jibe you need to mark the mast and the topping lift. The mast should be marked at the height that the inboard end of the pole reaches when it is raised, while the topping lift is marked so that the outboard end of the pole may always be lowered to the same position. )
3. The bowman goes to the pulpit with unloaded spinnaker guy in hand.
4. The helmsman turns the boat dead downwind.
5. As the boat turns, the spinnaker guy is tight-ened until the pole is perpendicular to the centerline of the boat. Trimming the pole perpendicular like this rotates the spinnaker to what will be the new leeward side of the boat.
6. When the boat is dead downwind, the skipper yells “Trip” which tells the mastman to open the outboard jaw of the pole so that the guy flies free of the pole. (Make sure that the pole is always set with the jaws facing up.) With the guy free, the sail is controlled by the two spinnaker sheets.
7. The mastman pulls the pole to the bowman in the pulpit using the trip line.
8. As the pole comes over, the mainsail is swung over to the new side.
9. When the bowman gets the new guy in the spinnaker pole jaw, he yells “Made!” which tells the person trimming the guy that he can now tension it. Once the guy is tensioned, the old sheet is released.
10. Finally, the spinnaker is trimmed to the wind, the topping lift is raised and the inboard end of the pole is lowered.
THE END-FOR-END JIBE
The end-for-end method is only viable on boats below 30 feet because the spinnaker pole becomes free from the mast during the jibe. For the crew to handle the loose pole, the pole must be small and light enough to be lifted and pushed into position.
During an end-for-end jibe, the pole is disconnected from the mast, and disconnected from the sail. Free from the sail, the pole hangs from the topping lift. The end that was hooked to the mast is then connected to the spinnaker sheet and the end that was hooked to the spinnaker guy is hooked to the mast.
This system requires a bridle for both the topping lift and the foreguy so that neither require trimming during the jibe. The pole should be attached to the mast with the jaws up.
The steps for an end-to-end jibe are as follows:
1. As the jibe starts, either the downhaul or guy is eased to facilitate removing the pole from the mast.
2. The sheet is brought in close to the shroud where the foredeck crew can grab it.
3. The boat is turned dead downwind.
4. The pole is disconnected from the mast.
5. The guy is released from the end of the pole.
6. The old sheet is connected to the end of the pole that was on the mast.
7. The pole is pushed out and forward on the new windward side.
8. The pole is attached to the mast and the mastman yells made.
9. The cockpit crew trims the spinnaker to the wind.
Perhaps no sailing maneuver calls for better crew coordination than the spinnaker jibe. There are two basic jibing techniques:
1. Dip-Pole: This system is used on boats over 30 feet. It utilizes two sheets and two guys attached to each clew of the spinnaker.
2. End for End: This jibing technique is universally used on one designs and is workable on boats up to 30 feet.
The Dip-Pole Jibe:
With two sheets and two guys, this system converts the spinnaker jibe from the classification of “To be avoided at all costs” to the point where a practiced crew can handle a jibe with ease. The beauty of this method is the strain of the spinnaker is taken with one set of sheets and guys so that during the jibe the bowman can easily get the unloaded new guy into the pole. The dip pole method works like this:
1. When the call for the jibe comes, the mastman raises the inboard end of the spinnaker pole up the mast so that when the pole swings through the foretriangle it will clear the forestay.
2. The spinnaker pole topping lift is lowered so that the outboard end is just above the bow pulpit when it swings across the boat. (To ensure that the pole swings across the bow in the same arc, jibe after jibe you need to mark the mast and the topping lift. The mast should be marked at the height that the inboard end of the pole reaches when it is raised, while the topping lift is marked so that the outboard end of the pole may always be lowered to the same position. )
3. The bowman goes to the pulpit with unloaded spinnaker guy in hand.
4. The helmsman turns the boat dead downwind.
5. As the boat turns, the spinnaker guy is tight-ened until the pole is perpendicular to the centerline of the boat. Trimming the pole perpendicular like this rotates the spinnaker to what will be the new leeward side of the boat.
6. When the boat is dead downwind, the skipper yells “Trip” which tells the mastman to open the outboard jaw of the pole so that the guy flies free of the pole. (Make sure that the pole is always set with the jaws facing up.) With the guy free, the sail is controlled by the two spinnaker sheets.
7. The mastman pulls the pole to the bowman in the pulpit using the trip line.
8. As the pole comes over, the mainsail is swung over to the new side.
9. When the bowman gets the new guy in the spinnaker pole jaw, he yells “Made!” which tells the person trimming the guy that he can now tension it. Once the guy is tensioned, the old sheet is released.
10. Finally, the spinnaker is trimmed to the wind, the topping lift is raised and the inboard end of the pole is lowered.
THE END-FOR-END JIBE
The end-for-end method is only viable on boats below 30 feet because the spinnaker pole becomes free from the mast during the jibe. For the crew to handle the loose pole, the pole must be small and light enough to be lifted and pushed into position.
During an end-for-end jibe, the pole is disconnected from the mast, and disconnected from the sail. Free from the sail, the pole hangs from the topping lift. The end that was hooked to the mast is then connected to the spinnaker sheet and the end that was hooked to the spinnaker guy is hooked to the mast.
This system requires a bridle for both the topping lift and the foreguy so that neither require trimming during the jibe. The pole should be attached to the mast with the jaws up.
The steps for an end-to-end jibe are as follows:
1. As the jibe starts, either the downhaul or guy is eased to facilitate removing the pole from the mast.
2. The sheet is brought in close to the shroud where the foredeck crew can grab it.
3. The boat is turned dead downwind.
4. The pole is disconnected from the mast.
5. The guy is released from the end of the pole.
6. The old sheet is connected to the end of the pole that was on the mast.
7. The pole is pushed out and forward on the new windward side.
8. The pole is attached to the mast and the mastman yells made.
9. The cockpit crew trims the spinnaker to the wind.
UK Halsey Spinnaker Set up & Trim Techniques
UK-Halsey's Encyclopedia of Sails
-- Spinnaker Setup and Trim
The steps in preparing to set a spinnaker and their most efficient sequence varies depending upon the boat, the crew and the conditions. The basic steps and their sequence are:
1. Attach the turtle. On boats under 30 feet, it can be clipped in the bow pulpit. On larger boats (and small ones when it’s blowing hard) the turtle should be hooked at the rail or to the middle of the foredeck about halfway between the mast and headstay. Make sure that the head and both clews are outside of the bag.
2. Position the spinnaker pole so that the out-board end of the pole is over the side of the boat that will be the windward side when the spinnaker is hoisted.
3. Lead the guy through the outboard end of the pole and then attach it to the spinnaker.
4. Fasten the sheet to the sail. Double-check to be sure that it is not tangled with the life lines.
5. Attach the pole to the mast and raise the inboard end of the pole to the height which seems appropriate.
6. Attach the topping lift and foreguy and hoist the pole at right angles to the mast.
7. Attach the spinnaker halyard.
When racing and the boat is heeling over, it’s important that the bowman keep his or her weight to windward while setting up the spinnaker. To do this, the bowman has to break up the jobs listed above, and do them on two different tacks. For instance, when rounding the windward mark to port, have the bowman clip the spinnaker bag to the port rail while on your final port tack to the mark. This way he can hook on the turtle and attach the sheets and guys while on the windward side. When you tack to starboard, he can get the pole ready while keeping his weight to windward. If he has to do any of the rigging at the bow, he should plan out his moves ahead of time so that he spends the least amount of time possible on the bow, i.e., if he has to lead the sheets around the forestay, have the cockpit crew make sure the lines are untangled so that they’ll run free when he pulls on them. Weight on the bow, no matter how light, disturbs the helm.
THE SET:
The sequence of the actual set depends on whether the spinnaker is set flying or stopped in rubber bands. In either case, do not to trim the chute fully until the halyard is hoisted and cleated.
TO SET FLYING
1. Trim the spinnaker guy so that the clew of the spinnaker reaches the jaw of the pole when the pole is laying against the headstay.
2. Trim the spinnaker sheet until the clew is just past the shrouds.
3. Hoist the spinnaker all the way up, then drop the jib.
4. Trim the spinnaker to the wind.
TO SET STOPPED
Having the sail stopped in rubber bands is some-times used when setting a spinnaker in heavy winds. The rubber bands keep the sail under control and break away when your crew trims the sheet.
1. Trim the spinnaker guy so that the clew of the spinnaker reaches the jaw of the pole when the pole is laying against the headstay.
2. Trim the spinnaker sheet until the clew is just past the shrouds.
3. Hoist the sail until it is all the way up.
4. Over-trim the sheet to break open the stops.
5. Trim the sheet and the guy as required by the wind, starting with the guy first.
6. Drop the jib.
TRIMMING THE SPINNAKER
The tools available for maintaining the proper trim of a spinnaker are limited; they consist of pole position and sheet position. Pole position is variable both fore and aft and up and down. Sheet position is varied primarily by pulling it in or letting it out. Normally, the sheet is led to the leeward rail, at or near the stern, but sheet position can also be varied by the use of a spinnaker twing (a block and tackle that changes the lead angle of the sheet). A forward lead is only recommended when running in strong winds to help stabilize the spinnaker.
The spinnaker is a versatile sail which can be used when the wind is blowing anywhere from 60 to 180 degrees off the bow. Optimal sailing angles are determined by wind strength. In stronger winds, you won’t be able to fly the spinnaker as close to the wind because your boat will be overpowered by the spinna-ker at the closer angles. If the wind is too light, sailing at the broader angles will be too slow.
At the forward end of this range, from 60 to 130 degrees, the wind will be flowing across the spinnaker from the luff to leech. (The principles involved in trimming a genoa are also applicable here.) At some point behind 130 degrees, or thereabouts, the wind blows directly into the sail and ceases to move across it. The sail is then said to be “stalled”, and the principles of trim change accordingly.
REACHING TRIM
When the wind is flowing across the spinnaker from luff to leech, reaching considerations apply. If the wind is forward of abeam, the pole should be close to the headstay. “Close” means as close as possible to the headstay without allowing the two to touch. If the pole does rub against the stay, there’s a risk of damage to the pole, the rig, or both. Fore and aft position is controlled by the afterguy. The sheet should be trimmed just enough to prevent the sail from collapsing. The trim should be constantly tested by easing the sheet slightly until the luff commences to curl, then trimming again when the curl becomes excessive.
Put telltales on the leeches of the spinnaker midway between the head and clews. When reaching, read the telltales as you would on a jib. Keep both the windward and the leeward telltales streaming straight back. When both are streaming aft, the leading edge of the chute will curl some — but don’t worry. A little bit of curl is fast.
Pole height is adjusted by means of the pole lift and foreguy. In any given wind condition, the clew will find its own height. It is commonly recommended that the pole height be adjusted to match that found by the clew. In that condition, the draft will be approxi-mately in the center of the sail, which is the right place for it. If the pole is slightly lower than the clew, the sail will become asymmetrical, with the draft slightly forward of the center. This asymmetrical trim will be faster on close reaches. Putting the pole higher than the clew moves the draft behind the middle. But this always produces slow going: NEVER CARRY THE POLE HIGHER THAN THE CLEW.
At all times, sufficient tension should be maintained on the pole lift, the foreguy and the afterguy to keep the outboard end of the pole firmly in position. When all other adjustments have been made, the inboard end of the pole should be moved up or down on its track to keep the pole perpendicular to the mast. Remember that adjustments to the inboard end are a low priority item. Unless it’s grossly out of position, meaning feet, not inches, don’t waste time on it until everything else is set correctly.
As the wind moves aft, ease the sheet, while at the same time bringing the pole aft. If the pole is correctly placed fore and aft, the depth of the draft in the sail will be uniform from the top to bottom, and the luff of the sail will extend directly upward from the end of the pole. If the pole is too far forward, the pocket in the lower part of the sail will be too deep, and the luff will angle out to windward from the end of the pole. If the pole is too far aft, the foot of the sail will be too flat, and the luff will angle off to leeward from the pole end.
RUNNING TRIM
When on a run, with the wind blowing directly into the sail, it is desirable to present as much area as possible, subject to certain limitations. The pole should be kept as far aft as possible without making the foot too flat or causing the luff to be other than straight up from the pole end.
On a run, in a good breeze (you shouldn’t be on a run unless the wind is blowing over 14 knots), the clew may seek to rise higher than is desirable. If the foot gets too high, you lose projected area. Therefore, move the spinnaker sheet lead forward to keep the clew down. That way you won’t have to raise the pole too high.
Even in a “stalled” sail, there is some flow of air along the leeward side of the sail and therefore some aerodynamic force, which increases the wind’s normal force. This flow occurs at the sides of the sail, moving from both leeches for a short distance toward the center of the sail. A flatter sail projects more area, hampering flow on the leeward side of the sail. A fuller sail projects less area, but generates more flow. A similar flow of air also moves over the top of the sail and down the front toward the center. This overhead flow travels further and is more powerful than the flow atthe sides. If the foot of the sail is held too low, this overhead flow will be curtailed; if not low enough, too much projected area will be lost.
Proper downwind trim involves balancing the extra thrust resulting from the aerodynamic forces acting around the edges of a deeper setting against the greater projected area obtained with a flatter setting. Normally, best results are obtained at the flatter end of the range, but remember that it is quite possible to trim the sail too flat or have the foot too low. Thus, the only way to find the best shape is to experiment while watching your speedometer.
-- Spinnaker Setup and Trim
The steps in preparing to set a spinnaker and their most efficient sequence varies depending upon the boat, the crew and the conditions. The basic steps and their sequence are:
1. Attach the turtle. On boats under 30 feet, it can be clipped in the bow pulpit. On larger boats (and small ones when it’s blowing hard) the turtle should be hooked at the rail or to the middle of the foredeck about halfway between the mast and headstay. Make sure that the head and both clews are outside of the bag.
2. Position the spinnaker pole so that the out-board end of the pole is over the side of the boat that will be the windward side when the spinnaker is hoisted.
3. Lead the guy through the outboard end of the pole and then attach it to the spinnaker.
4. Fasten the sheet to the sail. Double-check to be sure that it is not tangled with the life lines.
5. Attach the pole to the mast and raise the inboard end of the pole to the height which seems appropriate.
6. Attach the topping lift and foreguy and hoist the pole at right angles to the mast.
7. Attach the spinnaker halyard.
When racing and the boat is heeling over, it’s important that the bowman keep his or her weight to windward while setting up the spinnaker. To do this, the bowman has to break up the jobs listed above, and do them on two different tacks. For instance, when rounding the windward mark to port, have the bowman clip the spinnaker bag to the port rail while on your final port tack to the mark. This way he can hook on the turtle and attach the sheets and guys while on the windward side. When you tack to starboard, he can get the pole ready while keeping his weight to windward. If he has to do any of the rigging at the bow, he should plan out his moves ahead of time so that he spends the least amount of time possible on the bow, i.e., if he has to lead the sheets around the forestay, have the cockpit crew make sure the lines are untangled so that they’ll run free when he pulls on them. Weight on the bow, no matter how light, disturbs the helm.
THE SET:
The sequence of the actual set depends on whether the spinnaker is set flying or stopped in rubber bands. In either case, do not to trim the chute fully until the halyard is hoisted and cleated.
TO SET FLYING
1. Trim the spinnaker guy so that the clew of the spinnaker reaches the jaw of the pole when the pole is laying against the headstay.
2. Trim the spinnaker sheet until the clew is just past the shrouds.
3. Hoist the spinnaker all the way up, then drop the jib.
4. Trim the spinnaker to the wind.
TO SET STOPPED
Having the sail stopped in rubber bands is some-times used when setting a spinnaker in heavy winds. The rubber bands keep the sail under control and break away when your crew trims the sheet.
1. Trim the spinnaker guy so that the clew of the spinnaker reaches the jaw of the pole when the pole is laying against the headstay.
2. Trim the spinnaker sheet until the clew is just past the shrouds.
3. Hoist the sail until it is all the way up.
4. Over-trim the sheet to break open the stops.
5. Trim the sheet and the guy as required by the wind, starting with the guy first.
6. Drop the jib.
TRIMMING THE SPINNAKER
The tools available for maintaining the proper trim of a spinnaker are limited; they consist of pole position and sheet position. Pole position is variable both fore and aft and up and down. Sheet position is varied primarily by pulling it in or letting it out. Normally, the sheet is led to the leeward rail, at or near the stern, but sheet position can also be varied by the use of a spinnaker twing (a block and tackle that changes the lead angle of the sheet). A forward lead is only recommended when running in strong winds to help stabilize the spinnaker.
The spinnaker is a versatile sail which can be used when the wind is blowing anywhere from 60 to 180 degrees off the bow. Optimal sailing angles are determined by wind strength. In stronger winds, you won’t be able to fly the spinnaker as close to the wind because your boat will be overpowered by the spinna-ker at the closer angles. If the wind is too light, sailing at the broader angles will be too slow.
At the forward end of this range, from 60 to 130 degrees, the wind will be flowing across the spinnaker from the luff to leech. (The principles involved in trimming a genoa are also applicable here.) At some point behind 130 degrees, or thereabouts, the wind blows directly into the sail and ceases to move across it. The sail is then said to be “stalled”, and the principles of trim change accordingly.
REACHING TRIM
When the wind is flowing across the spinnaker from luff to leech, reaching considerations apply. If the wind is forward of abeam, the pole should be close to the headstay. “Close” means as close as possible to the headstay without allowing the two to touch. If the pole does rub against the stay, there’s a risk of damage to the pole, the rig, or both. Fore and aft position is controlled by the afterguy. The sheet should be trimmed just enough to prevent the sail from collapsing. The trim should be constantly tested by easing the sheet slightly until the luff commences to curl, then trimming again when the curl becomes excessive.
Put telltales on the leeches of the spinnaker midway between the head and clews. When reaching, read the telltales as you would on a jib. Keep both the windward and the leeward telltales streaming straight back. When both are streaming aft, the leading edge of the chute will curl some — but don’t worry. A little bit of curl is fast.
Pole height is adjusted by means of the pole lift and foreguy. In any given wind condition, the clew will find its own height. It is commonly recommended that the pole height be adjusted to match that found by the clew. In that condition, the draft will be approxi-mately in the center of the sail, which is the right place for it. If the pole is slightly lower than the clew, the sail will become asymmetrical, with the draft slightly forward of the center. This asymmetrical trim will be faster on close reaches. Putting the pole higher than the clew moves the draft behind the middle. But this always produces slow going: NEVER CARRY THE POLE HIGHER THAN THE CLEW.
At all times, sufficient tension should be maintained on the pole lift, the foreguy and the afterguy to keep the outboard end of the pole firmly in position. When all other adjustments have been made, the inboard end of the pole should be moved up or down on its track to keep the pole perpendicular to the mast. Remember that adjustments to the inboard end are a low priority item. Unless it’s grossly out of position, meaning feet, not inches, don’t waste time on it until everything else is set correctly.
As the wind moves aft, ease the sheet, while at the same time bringing the pole aft. If the pole is correctly placed fore and aft, the depth of the draft in the sail will be uniform from the top to bottom, and the luff of the sail will extend directly upward from the end of the pole. If the pole is too far forward, the pocket in the lower part of the sail will be too deep, and the luff will angle out to windward from the end of the pole. If the pole is too far aft, the foot of the sail will be too flat, and the luff will angle off to leeward from the pole end.
RUNNING TRIM
When on a run, with the wind blowing directly into the sail, it is desirable to present as much area as possible, subject to certain limitations. The pole should be kept as far aft as possible without making the foot too flat or causing the luff to be other than straight up from the pole end.
On a run, in a good breeze (you shouldn’t be on a run unless the wind is blowing over 14 knots), the clew may seek to rise higher than is desirable. If the foot gets too high, you lose projected area. Therefore, move the spinnaker sheet lead forward to keep the clew down. That way you won’t have to raise the pole too high.
Even in a “stalled” sail, there is some flow of air along the leeward side of the sail and therefore some aerodynamic force, which increases the wind’s normal force. This flow occurs at the sides of the sail, moving from both leeches for a short distance toward the center of the sail. A flatter sail projects more area, hampering flow on the leeward side of the sail. A fuller sail projects less area, but generates more flow. A similar flow of air also moves over the top of the sail and down the front toward the center. This overhead flow travels further and is more powerful than the flow atthe sides. If the foot of the sail is held too low, this overhead flow will be curtailed; if not low enough, too much projected area will be lost.
Proper downwind trim involves balancing the extra thrust resulting from the aerodynamic forces acting around the edges of a deeper setting against the greater projected area obtained with a flatter setting. Normally, best results are obtained at the flatter end of the range, but remember that it is quite possible to trim the sail too flat or have the foot too low. Thus, the only way to find the best shape is to experiment while watching your speedometer.
UK Halsey Genoa Sail Trim Techniques
UK-Halsey's Encyclopedia of Sails
-- Genoa Trim
The major characteristics of genoa, or jib shape, are the amount and location of draft, and the angle of entry. The shape of the jib is controlled by the fore and aft location of the jib leads, luff tension, sheet tension and headstay tension.
LUFF TENSION: Tension on the leading edge of the sail is controlled by jib halyard and by jib Cunningham. The principal effect of luff tension is to position draft in the sail. Increased luff tension moves draft forward. Decreased luff tension moves draft aft.
LEAD POSITION:
Most boats have provisions for moving the jib sheet lead block fore and aft. The position of the lead controls the tension on the leech and the foot, as well as the draft location in the upper and lower portions of the sail:
Jib lead aft moves the draft in the top of the sail forward and moves the draft in the bottom of the sail aft. With the lead aft, the leech is loose and foot is tight.
Jib lead forward moves the draft in the top of the sail aft and moves the draft in the bottom of the sail forward. The leech is tight and the foot is loose.
The correct jib lead position distributes draft evenly in the sail and the tension on the leech and foot are relatively equal.
Jib leads can be located by observing which portion of the sail begins to luff first.
Luffing in the upper portion means that the lead should be moved forward.
Luffing in the lower portion requires the lead point to be moved aft.
SHEET TENSION:
Along with controlling the angle to the wind (trim), the jib sheet controls the amount of draft and twist in the jib. A tight jib sheet will remove draft from the sail; easing the sheet will add draft to the sail.
HEADSTAY TENSION:
The straightness of the headstay is controlled by tension on the backstay on a masthead rig or by running backstays on a fractionally rigged boat. The looser the headstay, the more the middle of the stay sags to leeward and astern. Increased tension reduces the draft of the genoa and flattens the entry angle. Decreased tension increases the draft and creates a rounder entry.
JIB SHAPE:
Variations in wind velocity, wind angle, and sea conditions make adjustments in jib shape desirable. The following adjustments can be made to adapt to changing conditions.
CHANGING WIND VELOCITY:
Decreased velocity requires more draft in the sail. A fuller sail creates more power. As the wind increases, you flatten the sail. To help understand this, think of an airplane; to create lift at slow speeds, a pilot lowers the flaps , which creates more draft in the wing. Once up to speed, the flaps come up and the wing gets flatter. In-creased velocity calls for decreased draft.
Another adjustment you have to make as the wind increases is increased amounts of halyard tension. As the wind blows harder, the draft of the sail gets pushed aft. By increasing halyard tension, you return the draft back toward the middle or forward third of the sail where it belongs. Some boats can move the draft forward with a jib Cunningham.
CHANGING WIND DIRECTION:
When the wind goes forward so that you are sailing on a beat or a close reach, less draft and a flatter entry angle are required for pointing ability. When the wind goes aft, additional draft and rounder entry are required for added power.
CHANGING SEA CONDITIONS:
Rough sea conditions make a slightly fuller sail with a rounder entry angle desirable. In smooth seas you trade power for pointing by flattening the entry angle.
Modern, easily driven boats can trade speed for pointing especially if they have a tendency to be overpowered in heavy air. This means setting the boat up with less draft and a flatter entry angle. A flat entry angle lets you point higher, but the sail stalls out easier. To power up the sails in light winds or in choppy seas, tighten the jib halyard to move the draft of the jib forward, which also increases the entry angle. A rounder entry angle will also make it easier for a less-than- attentive helmsman to keep the boat going fast since the sail will not stall as easily.
Even on top racing boats, when a new person takes the helm, they usually ask for more halyard tension, which produces a rounder entry angle, to make it easier to keep the boat sailing in the groove. After they get the feel of the boat in the current conditions, then they ease the halyard slightly for higher pointing.
SHEETING THE SAIL
Once the shape is set, the sail can be trimmed to the desired angle to the wind. Two controls are available: jib sheet lead position and jib sheet tension. Jib sheet tensioning will be covered in the following section on using telltales.
On many older boats, the only jib or genoa sheeting point available is a lead block on the toe rail. While some cruising sailors may be content with this As the wind velocity increases when beating and the boat starts to heel too much, the lead should be moved progressively aft on the inboard track to reduce heeling. Heeling is reduced by moving the lead aft because the top of the genoa is allowed to twist off and luff. The top of the sail luffs because the jib sheet is pulling the sail back more than it is pulling it down. (See diagram below.) Pulling the lead aft also flattens the lower section of the sail. Flatter sails produce less heeling moment.
As the wind velocity decreases, moving the lead forward adds draft to the sail, which makes it more powerful.
In wavy conditions on a beat, move the lead outboard to a block on the toe rail to increase drive at the expense of pointing. The boat needs power to get through the waves.
After a while, you will find an average point on the track where you will keep the lead for each genoa in your inventory. Mark these positions so that you can quickly set the lead. Any adjustments you make from the average position will then be fine tuning. The most common ways of marking lead positions are with stick-on numbers or a magic marker. Place the number “1” where the No. 1 genoa sheets to, and a number “2” and number “3” where they sheet to if you have those sails.
Cruising sailors with roller/reefing genoas need two marks on the track; one mark aft for when the genoa is rolled out all the way, and one mark forward for where the lead should be when the sail is reefed to the reef point on the foot (which all UK Passagemaker genoas have).
As the wind angle frees up from a reach to a run, move the lead outboard and forward to a block on the toe rail, assuming there are attachment points on your rail for this. The lead moves outboard to open up the slot between the jib and the main, and the lead goes forward to counteract the tendency of the sail to twist. With the jib shaped to the conditions, and the lead located in the best position, the sheet is trimmed to control the sail’s angle to the wind. When sailing to windward, the spreaders provide a good reference point. Experimenting with a sensitive speedometer or with another boat will show how close the sail can be trimmed in given conditions.
When sailing off the wind, set a course, then ease the jib to the point of luffing, or until the inside telltales stop streaming aft. Then trim slightly. If the leads have been set for windward sailing, they will have to be moved forward to counteract the tendency of the sail to twist.
-- Genoa Trim
The major characteristics of genoa, or jib shape, are the amount and location of draft, and the angle of entry. The shape of the jib is controlled by the fore and aft location of the jib leads, luff tension, sheet tension and headstay tension.
LUFF TENSION: Tension on the leading edge of the sail is controlled by jib halyard and by jib Cunningham. The principal effect of luff tension is to position draft in the sail. Increased luff tension moves draft forward. Decreased luff tension moves draft aft.
LEAD POSITION:
Most boats have provisions for moving the jib sheet lead block fore and aft. The position of the lead controls the tension on the leech and the foot, as well as the draft location in the upper and lower portions of the sail:
Jib lead aft moves the draft in the top of the sail forward and moves the draft in the bottom of the sail aft. With the lead aft, the leech is loose and foot is tight.
Jib lead forward moves the draft in the top of the sail aft and moves the draft in the bottom of the sail forward. The leech is tight and the foot is loose.
The correct jib lead position distributes draft evenly in the sail and the tension on the leech and foot are relatively equal.
Jib leads can be located by observing which portion of the sail begins to luff first.
Luffing in the upper portion means that the lead should be moved forward.
Luffing in the lower portion requires the lead point to be moved aft.
SHEET TENSION:
Along with controlling the angle to the wind (trim), the jib sheet controls the amount of draft and twist in the jib. A tight jib sheet will remove draft from the sail; easing the sheet will add draft to the sail.
HEADSTAY TENSION:
The straightness of the headstay is controlled by tension on the backstay on a masthead rig or by running backstays on a fractionally rigged boat. The looser the headstay, the more the middle of the stay sags to leeward and astern. Increased tension reduces the draft of the genoa and flattens the entry angle. Decreased tension increases the draft and creates a rounder entry.
JIB SHAPE:
Variations in wind velocity, wind angle, and sea conditions make adjustments in jib shape desirable. The following adjustments can be made to adapt to changing conditions.
CHANGING WIND VELOCITY:
Decreased velocity requires more draft in the sail. A fuller sail creates more power. As the wind increases, you flatten the sail. To help understand this, think of an airplane; to create lift at slow speeds, a pilot lowers the flaps , which creates more draft in the wing. Once up to speed, the flaps come up and the wing gets flatter. In-creased velocity calls for decreased draft.
Another adjustment you have to make as the wind increases is increased amounts of halyard tension. As the wind blows harder, the draft of the sail gets pushed aft. By increasing halyard tension, you return the draft back toward the middle or forward third of the sail where it belongs. Some boats can move the draft forward with a jib Cunningham.
CHANGING WIND DIRECTION:
When the wind goes forward so that you are sailing on a beat or a close reach, less draft and a flatter entry angle are required for pointing ability. When the wind goes aft, additional draft and rounder entry are required for added power.
CHANGING SEA CONDITIONS:
Rough sea conditions make a slightly fuller sail with a rounder entry angle desirable. In smooth seas you trade power for pointing by flattening the entry angle.
Modern, easily driven boats can trade speed for pointing especially if they have a tendency to be overpowered in heavy air. This means setting the boat up with less draft and a flatter entry angle. A flat entry angle lets you point higher, but the sail stalls out easier. To power up the sails in light winds or in choppy seas, tighten the jib halyard to move the draft of the jib forward, which also increases the entry angle. A rounder entry angle will also make it easier for a less-than- attentive helmsman to keep the boat going fast since the sail will not stall as easily.
Even on top racing boats, when a new person takes the helm, they usually ask for more halyard tension, which produces a rounder entry angle, to make it easier to keep the boat sailing in the groove. After they get the feel of the boat in the current conditions, then they ease the halyard slightly for higher pointing.
SHEETING THE SAIL
Once the shape is set, the sail can be trimmed to the desired angle to the wind. Two controls are available: jib sheet lead position and jib sheet tension. Jib sheet tensioning will be covered in the following section on using telltales.
On many older boats, the only jib or genoa sheeting point available is a lead block on the toe rail. While some cruising sailors may be content with this As the wind velocity increases when beating and the boat starts to heel too much, the lead should be moved progressively aft on the inboard track to reduce heeling. Heeling is reduced by moving the lead aft because the top of the genoa is allowed to twist off and luff. The top of the sail luffs because the jib sheet is pulling the sail back more than it is pulling it down. (See diagram below.) Pulling the lead aft also flattens the lower section of the sail. Flatter sails produce less heeling moment.
As the wind velocity decreases, moving the lead forward adds draft to the sail, which makes it more powerful.
In wavy conditions on a beat, move the lead outboard to a block on the toe rail to increase drive at the expense of pointing. The boat needs power to get through the waves.
After a while, you will find an average point on the track where you will keep the lead for each genoa in your inventory. Mark these positions so that you can quickly set the lead. Any adjustments you make from the average position will then be fine tuning. The most common ways of marking lead positions are with stick-on numbers or a magic marker. Place the number “1” where the No. 1 genoa sheets to, and a number “2” and number “3” where they sheet to if you have those sails.
Cruising sailors with roller/reefing genoas need two marks on the track; one mark aft for when the genoa is rolled out all the way, and one mark forward for where the lead should be when the sail is reefed to the reef point on the foot (which all UK Passagemaker genoas have).
As the wind angle frees up from a reach to a run, move the lead outboard and forward to a block on the toe rail, assuming there are attachment points on your rail for this. The lead moves outboard to open up the slot between the jib and the main, and the lead goes forward to counteract the tendency of the sail to twist. With the jib shaped to the conditions, and the lead located in the best position, the sheet is trimmed to control the sail’s angle to the wind. When sailing to windward, the spreaders provide a good reference point. Experimenting with a sensitive speedometer or with another boat will show how close the sail can be trimmed in given conditions.
When sailing off the wind, set a course, then ease the jib to the point of luffing, or until the inside telltales stop streaming aft. Then trim slightly. If the leads have been set for windward sailing, they will have to be moved forward to counteract the tendency of the sail to twist.
UK Halsey Main Sail Trim Techniques
UK-Halsey's Encyclopedia of Sails
-- Mainsail Trim
Mainsails must perform over a wide variety of sailing conditions. This required versatility is achieved by adjustment and trimming.
The mainsail can be adjusted to vary the amount and location of draft, and trimmed to control the shape of the leech and its angle to the wind. While bewildering verbiage is sometimes used to describe this process, we are doing only three things to the sail:
1. Adjusting the tension on the three edges.
2. Adjusting the shape of the leading edge if mast bend is possible.
3. Trimming the boom in and out.
Here’s a brief explanation of terms dealing with mainsails:
DRAFT:
The amount of curvature in the sail. Sometimes called depth, draft is measured along a straight line running between the leech and the luff.
DRAFT LOCATION:
The point where the draft is the greatest, measured along a straight line running between the leech and the luff.
LEECH SHAPE:
The straightness or curve of the leech.The mechanics of attaining proper mainsail characteristics vary according to class rules, rating rules, and personal preference. The basics of control are:
LUFF TENSION:
Controlled by the halyard, Cunningham (at least 4 to 1 purchase), and boom downhaul if the boat is equipped with one.
FOOT TENSION:
Controlled by the outhaul and flattening reef.
LEECH TENSION:
Controlled by the mainsheet and traveler upwind, and by the boom vang off the wind. The leech line is used primarily to remove flutter from the very edge of the sail.
MAST BEND:
Controlled by various combinations of the backstay, babystay and running backstays. Blocks of wood or hard rubber can also be used to chock the mast where it goes through the deck to control bend.
TRIM:
Controlled by the mainsheet and the traveler. Although closely interrelated, each control has a distinct effect on the mainsail’s characteristics. It is instructive and fun to work the controls and observe the effects
LUFF TENSION
Increased luff tension moves the draft forward.
Decreased luff tension moves the draft aft.
TO ADD LUFF TENSION:
1. Increase halyard tension until the headboard reaches the upper black band.
2. Pull down the main boom downhaul until the lower black band is reached.
3. Put tension on the Cunningham.
FOOT TENSION
Increased foot tension removes draft from the sail.
Decreased foot tension adds draft to the sail.
TO ADD FOOT TENSION
1. Tighten the outhaul. Note: The effects of foot tension are most pronounced in the lower third of the sail.
LEECH TENSION
Increased leech tension straightens the leech and cups the sail.
Decreased leech tension eases the leech and twists the sail.
TO TIGHTEN THE LEECH:
1. Trim mainsheet harder when sailing on the wind.
2. Tension boom vang when sailing off the wind.
3. Tighten leech line to control leech flutter.
TO EASE THE LEECH:
1. Ease tension on mainsheet and boom vang. When beating in light winds, you’ll need to pull the traveler above the center line in order to trim the mainsail close enough while keeping the upper leech open.
2. Ease the leech cord.
3. In very light air, reduce the effect of the weight of the boom by tightening the topping lift.
MAST BEND
Bending the mast decreases the draft in the sail, it flattens the sail. Removing mast bend adds draft to the sail.
TO BEND THE MAST:
1. Tighten backstay.
2. Tighten baby or midstay, or forward lowers.
TO STRAIGHTEN MAST:
1. Ease backstay and/or tighten headstay.
2. Ease babystay and/or forward lowers.
3. Tighten running backstays and/or after lowers.
Before working on sail shape and trim, check these points:
1. Battens should be straight with the flexible end forward and the back end snug against the pocket. The most flexible batten should be in the top pocket.
2. Telltales should be installed on the leech near the top two battens. Additional telltales midway between the luff and the leech are also useful.
3. Check mast tune with the main and jib set. Some bend aft is desirable, while there should be no bend to the side.
Variations in wind velocity, wind direction, and sea state require the mainsail to be very adjustable. Experimenting will help you get the best results on your own boat, but these general principles should be kept in mind.
1. Sailing upwind requires a flatter sail than reaching and running.
2. Rough water requires a fuller setting than smooth water.
3. Light winds require a fuller setting than strong winds.
-- Mainsail Trim
Mainsails must perform over a wide variety of sailing conditions. This required versatility is achieved by adjustment and trimming.
The mainsail can be adjusted to vary the amount and location of draft, and trimmed to control the shape of the leech and its angle to the wind. While bewildering verbiage is sometimes used to describe this process, we are doing only three things to the sail:
1. Adjusting the tension on the three edges.
2. Adjusting the shape of the leading edge if mast bend is possible.
3. Trimming the boom in and out.
Here’s a brief explanation of terms dealing with mainsails:
DRAFT:
The amount of curvature in the sail. Sometimes called depth, draft is measured along a straight line running between the leech and the luff.
DRAFT LOCATION:
The point where the draft is the greatest, measured along a straight line running between the leech and the luff.
LEECH SHAPE:
The straightness or curve of the leech.The mechanics of attaining proper mainsail characteristics vary according to class rules, rating rules, and personal preference. The basics of control are:
LUFF TENSION:
Controlled by the halyard, Cunningham (at least 4 to 1 purchase), and boom downhaul if the boat is equipped with one.
FOOT TENSION:
Controlled by the outhaul and flattening reef.
LEECH TENSION:
Controlled by the mainsheet and traveler upwind, and by the boom vang off the wind. The leech line is used primarily to remove flutter from the very edge of the sail.
MAST BEND:
Controlled by various combinations of the backstay, babystay and running backstays. Blocks of wood or hard rubber can also be used to chock the mast where it goes through the deck to control bend.
TRIM:
Controlled by the mainsheet and the traveler. Although closely interrelated, each control has a distinct effect on the mainsail’s characteristics. It is instructive and fun to work the controls and observe the effects
LUFF TENSION
Increased luff tension moves the draft forward.
Decreased luff tension moves the draft aft.
TO ADD LUFF TENSION:
1. Increase halyard tension until the headboard reaches the upper black band.
2. Pull down the main boom downhaul until the lower black band is reached.
3. Put tension on the Cunningham.
FOOT TENSION
Increased foot tension removes draft from the sail.
Decreased foot tension adds draft to the sail.
TO ADD FOOT TENSION
1. Tighten the outhaul. Note: The effects of foot tension are most pronounced in the lower third of the sail.
LEECH TENSION
Increased leech tension straightens the leech and cups the sail.
Decreased leech tension eases the leech and twists the sail.
TO TIGHTEN THE LEECH:
1. Trim mainsheet harder when sailing on the wind.
2. Tension boom vang when sailing off the wind.
3. Tighten leech line to control leech flutter.
TO EASE THE LEECH:
1. Ease tension on mainsheet and boom vang. When beating in light winds, you’ll need to pull the traveler above the center line in order to trim the mainsail close enough while keeping the upper leech open.
2. Ease the leech cord.
3. In very light air, reduce the effect of the weight of the boom by tightening the topping lift.
MAST BEND
Bending the mast decreases the draft in the sail, it flattens the sail. Removing mast bend adds draft to the sail.
TO BEND THE MAST:
1. Tighten backstay.
2. Tighten baby or midstay, or forward lowers.
TO STRAIGHTEN MAST:
1. Ease backstay and/or tighten headstay.
2. Ease babystay and/or forward lowers.
3. Tighten running backstays and/or after lowers.
Before working on sail shape and trim, check these points:
1. Battens should be straight with the flexible end forward and the back end snug against the pocket. The most flexible batten should be in the top pocket.
2. Telltales should be installed on the leech near the top two battens. Additional telltales midway between the luff and the leech are also useful.
3. Check mast tune with the main and jib set. Some bend aft is desirable, while there should be no bend to the side.
Variations in wind velocity, wind direction, and sea state require the mainsail to be very adjustable. Experimenting will help you get the best results on your own boat, but these general principles should be kept in mind.
1. Sailing upwind requires a flatter sail than reaching and running.
2. Rough water requires a fuller setting than smooth water.
3. Light winds require a fuller setting than strong winds.
Saturday, April 30, 2011
Thursday, April 28, 2011
Sunday, April 24, 2011
Friday, April 22, 2011
Friday, April 1, 2011
Cell Phone Coverage on Race Course
I checked with race committee and we will have cell phone coverage for most of the trip except for the dead zone in the middle of the gulf. Will pick up signal again off Yarmouth and have all the ways to Halifax. This is good as it will cut down on time & $$ for using sat phone.
Tuesday, March 29, 2011
Help me with spinnaker techniques!!
Doing some reading on "how to fly spinnaker" and getting different opinions on the best way to jibe. Some say dip pole method is best others say end for end. Not having done either before the dip pole method seems to be more logical as you don't have the pole swinging that could do serious damage or injuries?
Also some info I have been reading uses two sheets and two guys, a sheet and a guy attached to the clew and tack? They claim this allows the spinnaker to fly unpoled as the trimmers can tension each sheet while the pole can be easily connected to the lazy guy.
Now you see why I am confused!! What do most of our boats do at RNYC??
Also some info I have been reading uses two sheets and two guys, a sheet and a guy attached to the clew and tack? They claim this allows the spinnaker to fly unpoled as the trimmers can tension each sheet while the pole can be easily connected to the lazy guy.
Now you see why I am confused!! What do most of our boats do at RNYC??
Sunday, March 27, 2011
MHOR Crew Meeting #2
MHOR Crew Meeting #2 - Wednesday March 30 @ 7:30
Agenda:
1.) Update on status of boat preparation
2.) Review of race checklist & responsibilities
3.) Ray to give info on what is required, what we can expect!
4.) Ray to talk about team racing: Oceanonerace.com
4.) Review travel / accommodation plans
5.) Personal items required
6.) Questions / Comments / Ideas
Agenda:
1.) Update on status of boat preparation
2.) Review of race checklist & responsibilities
3.) Ray to give info on what is required, what we can expect!
4.) Ray to talk about team racing: Oceanonerace.com
4.) Review travel / accommodation plans
5.) Personal items required
6.) Questions / Comments / Ideas
Saturday, March 26, 2011
Defender Marine's Annual Warehouse Sale!!!
Hi Crew,
Good time to take advantage of Defender Marine's Warehouse Sale next week. Our Captain Dave Sherman will be going there to buy some goodies for me. Take a look at the website and if you see some items you need for the race, ie harnesses, tethers etc good time to buy. Good prices, good Cad $ and we can send directly to the boat so no duty.
Website: http://www.defender.com/whsale2011.htm
Good time to take advantage of Defender Marine's Warehouse Sale next week. Our Captain Dave Sherman will be going there to buy some goodies for me. Take a look at the website and if you see some items you need for the race, ie harnesses, tethers etc good time to buy. Good prices, good Cad $ and we can send directly to the boat so no duty.
Website: http://www.defender.com/whsale2011.htm
Friday, March 25, 2011
Avoiding / Managing Sea Sickness
One of my concerns with the MHOR is getting seasick. Having not spent several days continuous on the boat before, I am concerned about becoming brutally seasick. I found this info below online about how to avoid or at least manage sea sickness. Take a read....
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Avoiding Sea Sickness while Boating,is easier than you might think, especially on a sailboat.
While sailing, you will always be moving, driven by the wind, in unison with the tide and swells, a very natural feeling.
Because a sailboat has a keel, (a weighted fin projected down underwater, not visible while sailing), to oppose the force of the wind, roll is eliminated. And roll, is the biggest cause of motion sickness.
Nothing can spoil a day on the water like a case of motion sickness. When it happens at sea, we refer to it as mal de mer or sea sickness. Whatever you call it, it feels miserable when it besets us. This page then is dedicated to reducing or eliminating its severity or occurrence, or possibly preventing it altogether, so we you may enjoy your sailing adventure.
What it is:
Motion sickness is a conflict between your senses. A fluid filled canal in your inner ear that controls your sense of balance tells your brain that your body is moving, while your eyes, looking into the cabin of the boat, tells your brain that you are not moving. That conflict can cause your body to be out of balance, and we know how the digestive system feels about that.
Here, we will concentrate on prevention. We will also look at the mind, body, spirit as a whole. A disharmony among them is what causes practically any illness.
Our metabolisms are nearly as unique as our personalities. Some preventatives will work for some people and not others. Others will work, though with varying degrees of effectiveness. You may have to do some trials and experimenting to find what works best for you. Nothing works the same for everybody.
There are two symptoms of seasickness, dizziness and nausea. Since a number of factors contribute to sea sickness and can trigger either or both parts, it makes sense to adhere to the following guidelines to reduce the chances of succumbing to it.
1. Get plenty of rest before you go out on the water. Weariness and exhaustion can make you more susceptible to other things that can bring on motion sickness. Do your gear preparation early the day before and take care of other business well before a proper bed time.
2. Do not eat greasy or acidic foods for several hours before your sailing adventure. This includes having coffee also. You don't want to have a lot of acid or heavy, slow to digest foods rolling around in your stomach while you are rolling around on the sea. Heavy, greasy foods like bacon and eggs, sausage, waffles or pancakes with syrup, alone or combined with acidic juices like orange juice, can wreak havoc on your system and end up recycled as lunch for fishes. Consider less acidic fruits (apples, bananas, pears, grapes, melons, etc.), breads (muffins, croissants, rolls), cereals and grains as alternatives. Milk, water, apple juice, cranberry juice and other low acid beverages are gentler alternatives to orange juice or grapefruit juice.Caffeinated beverages (including soft drinks) should be avoided as they are diuretics (make you urinate) which accelerates dehydration. The gas in carbonated beverages has negative responses in some, avoid them also.
3. Do not skip eating before sailing. An empty stomach can be almost as bad as one with the wrong types of food in it. Give your stomach acids something to work on other than your well-being. Give your stomach time to begin digesting you meal. Get up a little earlier if you must to eat relax and an hour or more before going out on the water. Don't overeat and get bloated either. Easy does it.
4. Drink plenty of water. Even partial dehydration lowers your body's resistance to the stressful factors caused by the boat ride. Take lots of water with you and drink often.
5. Do not drink alcoholic beverages for several hours. Alcohol tends to dehydrate the body. Its other symptoms are not desirable either. Alcohol can prevent the REM (Rapid Eye Movement) stage of sleep, the one in which you dream and your brain rests. You may feel tired and not alert from just a few drinks, two qualities not conducive to safe boating. If you do plan on drinking, make every third drink a glass of water. It will reduce dehydration and your chances for a hangover.
6. Avoid gasoline or diesel fumes. They can put you over the edge literally and figuratively. Stay out of direct sunlight as much as possible. Avoid becoming overheated and dehydrated.
7. Again, if possible, avoid the cabin and other enclosed spaces. Sometimes, a breezy spot in the sun may be preferable to a shady spot in a stuffy cabin. The open air and ability to look out over the horizon are often more important than being in a shady spot, which can be stuffy and enclosed, limiting your view of the horizon and perhaps making you more prone to motion sickness.There will be less motion towards the center of the boat, both horizontally and vertically, and it will increase with the height of the waves. Avoid the upper decks as the higher you go, the more you will experience swaying back and forth. Horizontally, you want to be amidships, towards the center, rather that at the bow or stern. The more sensitive to motion sickness you are, the closer you need to be towards the center, which is the calmest part of the boat.
8. If you are beginning to feel a bit queasy, stand up and look out over the horizon. Despite what you might think, sitting or laying down is the worst thing you can do at this point. Don't do it. This is a critical moment. You will get much worse even faster and may reach a point of no return if you make the wrong choice. Soda crackers seem to help some people by calming their stomachs and reducing nausea.
Steering the boat is an instant remedy.
9. When the boat is rolling with the waves rather than moving under its own power and you are standing on deck, possibly getting hot, your resistance to motion sickness diminishes rapidly. Reduce that exposure time to an absolute minimum.
11. Have some water and fruit before. It can help by rehydrating you.
12. If someone in your party is overcome by sea sickness, get away from them at once! Unfortunately, many of us can do fine until someone else loses it. Then we have a sympathetic reaction and succumb as well. It could be the sound, the smell, the sight, or a combination of them that triggers the same response in us. You don't have to be close to your buddy at this time. There is nothing you can do to help. If you feel nauseous and about to succumb, please avoid the entry and exit areas of the boat. Hang your head over the gunwales.
Medications and Natural Preventatives
Ginger is a natural preventative. It soothes a queasy stomach and has no side effects. You can get it in pill form, tablets or powder, as ginger root in many herb and health food stores, or as pickled ginger slices at Japanese food marts and even at many Japanese restaurants. Most serve it pickled with sushi, hand rolls, and other of their dishes. It puts out the fire that too much wasabe can start.
Some doctors recommend that you can take it 12-24 hours before, as preventing sea sickness is easier than curing it. Somewhere from 1 gram up to 4 grams per day of powdered ginger is recommended. Some studies seem to indicate that ginger is more effective in the reduction of vomiting and sweating than nausea and vertigo, although they reduce those symptoms as well. You can try gingersnap cookies and ginger ale, although their lower ginger content may not be as effective. They do work for many sailors though.
Eating peppermint in conjunction with ginger is reported by as being even more effective. Since mint does have some of the same calming qualities as ginger, this may be true. Perhaps it is just the belief that it works that is effective. Regardless, it is an inexpensive and pleasant addition. An added benefit is making your breath sweeter.
Another treatment is an accupressure wrist band. It applies pressure to a particular point on your wrist which can prevent the feeling of nausea.
Here's an interesting treatment that was found. It is a treatment that works on some after they are feeling queasy, rather than as a preventative. Immerse your feet in ice water. Anecdotal reports indicate it helps some people.
There are other preventatives, such as over the counter and prescription medications. Most should be taken in advance and not on an empty stomach. Be sure to read the instructions. Dramamine is one that has been used for years. Meclizine and bonine are also effective. You can find them at most pharmacies and drug stores. Scopolamine was used for awhile in the Transderm patches, but was taken off the market because of quality control problems, though it is now available again (as of fourth quarter 1997). Be sure to read this warning about sea sickness medications. It might give you more reasons to try other methods of prevention than medication.
Scopolamine is a prescription drug in the family of chemicals known as belladonna alkaloids (belladonna from the Italian for beautiful lady. Renaissance women took belladonna to get dilated pupils, an effect of scopolamine). Scopolamine should not be used by people with glaucoma. Its side effects can include dry mouth (the most common side effect,) dilated pupils with blurred vision, drowsiness, disorientation, confusion, memory disturbances, dizziness, restlessness, hallucinations, and difficulty urinating. When you stop using the patches you can also get disorientation, confusion, memory disturbances, dizziness, and restlessness.
Scopolamine's side effects are not predictable. You could have used it without problems many times before and still develop an untoward reaction. Some of the side effects are similar to the effects of nitrogen narcosis, and even if you're having a mild reaction to the scopolamine (and maybe not even know it) the reaction could be more pronounced at depth.
There is no one I know of who can't get seasick if the conditions are right, but there are some things that can be done to reduce the possibility.
More Tips!
1. Don't drink liquor excessively the night before departing. The slight morning after feeling can be many times compounded on a boat.
2. Be careful to avoid greasy foods. The first sign of seasickness is indigestion and it often never gets past that point.
3. Drink Coke or Pepsi. These two drinks help reduce the chances of getting sick because they contain phosphoric acid, which is an ingredient in Emetrol, a drug to control vomiting. That's the medical explanation I received from a doctor when I asked why a Coke seems to settle the stomach. Eat Saltine crackers. They absorb the excess acidity very well. If the indigestion is really bad, take an antacid.
4. Stay up on deck where the air is fresh and you can see the horizon. The worst thing is to focus on a near object that is moving around in relation to the background like making an intricate repair below decks in the forepeak of the boat. When you stay on deck you can see the horizon and it greatly helps maintain your equilibrium and orientation. Also, since the smell of diesel fuel can aggravate seasickness, fresh air helps.
5. If you have a choice of berths, don't choose one in the forward cabin if sailing at night. At anchor, the forward stateroom is fine! There is less pitching motion in the center of the boat and the quietest berth from the point of view of movement is often the quarter-berth, if there is one.
6. Sleep on your back. This seems to support the stomach better from bouncing around, though, not being a doctor, I couldn't tell you why.
7. Keep busy on deck. Some say seasickness is completely psychological. I know of people who have gone asleep feeling well, only to wake up seasick, so I doubt that it's all psychological. However, if you sit around worrying that you might get seasick, it's apt to happen. Seeing and smelling others seasick doesn't seem to have an effect on me, but it may cause others to feel sick. If you're very busy on deck steering, or trimming and changing sails, you are less apt to feel bad, but once you do feel sick, activity tends to make it worse. You'll feel much better if you tickle your throat over the side and get rid of it. Obviously, this has to be done on the leeward side of the boat and it's best to have someone hold onto your belt in back, because you don't have much control while vomiting.
8. Have your ears cleaned before a long race or cruise. This has helped many people reduce their proneness to seasickness by allowing the balance mechanism in the ears to work better. I've never had it done myself, but I've heard it helps.
9. Be in good physical condition. It reduces your chances of becoming seasick and also reduces its debilitating effects on you if you do.
10. Steer. This even helps the crew members that have already started to feel queasy. Steering necessitates looking at the horizon (#4) and keeping busy (#7), and provides anticipation of what the next movement of the boat will be.
When you encounter very rough weather early in a distance race or long cruise, particularly early in the season or before you have had a chance to get much sailing in, your chances are higher you'll get sick. If you have a couple of days to get your "sea legs", (this term applies to maintaining your balance and insofar as balance affects your tendency towards seasickness, it has come to apply to that also), you should have no trouble.
------------------------------------------------------------------------------------------------
Avoiding Sea Sickness while Boating,is easier than you might think, especially on a sailboat.
While sailing, you will always be moving, driven by the wind, in unison with the tide and swells, a very natural feeling.
Because a sailboat has a keel, (a weighted fin projected down underwater, not visible while sailing), to oppose the force of the wind, roll is eliminated. And roll, is the biggest cause of motion sickness.
Nothing can spoil a day on the water like a case of motion sickness. When it happens at sea, we refer to it as mal de mer or sea sickness. Whatever you call it, it feels miserable when it besets us. This page then is dedicated to reducing or eliminating its severity or occurrence, or possibly preventing it altogether, so we you may enjoy your sailing adventure.
What it is:
Motion sickness is a conflict between your senses. A fluid filled canal in your inner ear that controls your sense of balance tells your brain that your body is moving, while your eyes, looking into the cabin of the boat, tells your brain that you are not moving. That conflict can cause your body to be out of balance, and we know how the digestive system feels about that.
Here, we will concentrate on prevention. We will also look at the mind, body, spirit as a whole. A disharmony among them is what causes practically any illness.
Our metabolisms are nearly as unique as our personalities. Some preventatives will work for some people and not others. Others will work, though with varying degrees of effectiveness. You may have to do some trials and experimenting to find what works best for you. Nothing works the same for everybody.
There are two symptoms of seasickness, dizziness and nausea. Since a number of factors contribute to sea sickness and can trigger either or both parts, it makes sense to adhere to the following guidelines to reduce the chances of succumbing to it.
1. Get plenty of rest before you go out on the water. Weariness and exhaustion can make you more susceptible to other things that can bring on motion sickness. Do your gear preparation early the day before and take care of other business well before a proper bed time.
2. Do not eat greasy or acidic foods for several hours before your sailing adventure. This includes having coffee also. You don't want to have a lot of acid or heavy, slow to digest foods rolling around in your stomach while you are rolling around on the sea. Heavy, greasy foods like bacon and eggs, sausage, waffles or pancakes with syrup, alone or combined with acidic juices like orange juice, can wreak havoc on your system and end up recycled as lunch for fishes. Consider less acidic fruits (apples, bananas, pears, grapes, melons, etc.), breads (muffins, croissants, rolls), cereals and grains as alternatives. Milk, water, apple juice, cranberry juice and other low acid beverages are gentler alternatives to orange juice or grapefruit juice.Caffeinated beverages (including soft drinks) should be avoided as they are diuretics (make you urinate) which accelerates dehydration. The gas in carbonated beverages has negative responses in some, avoid them also.
3. Do not skip eating before sailing. An empty stomach can be almost as bad as one with the wrong types of food in it. Give your stomach acids something to work on other than your well-being. Give your stomach time to begin digesting you meal. Get up a little earlier if you must to eat relax and an hour or more before going out on the water. Don't overeat and get bloated either. Easy does it.
4. Drink plenty of water. Even partial dehydration lowers your body's resistance to the stressful factors caused by the boat ride. Take lots of water with you and drink often.
5. Do not drink alcoholic beverages for several hours. Alcohol tends to dehydrate the body. Its other symptoms are not desirable either. Alcohol can prevent the REM (Rapid Eye Movement) stage of sleep, the one in which you dream and your brain rests. You may feel tired and not alert from just a few drinks, two qualities not conducive to safe boating. If you do plan on drinking, make every third drink a glass of water. It will reduce dehydration and your chances for a hangover.
6. Avoid gasoline or diesel fumes. They can put you over the edge literally and figuratively. Stay out of direct sunlight as much as possible. Avoid becoming overheated and dehydrated.
7. Again, if possible, avoid the cabin and other enclosed spaces. Sometimes, a breezy spot in the sun may be preferable to a shady spot in a stuffy cabin. The open air and ability to look out over the horizon are often more important than being in a shady spot, which can be stuffy and enclosed, limiting your view of the horizon and perhaps making you more prone to motion sickness.There will be less motion towards the center of the boat, both horizontally and vertically, and it will increase with the height of the waves. Avoid the upper decks as the higher you go, the more you will experience swaying back and forth. Horizontally, you want to be amidships, towards the center, rather that at the bow or stern. The more sensitive to motion sickness you are, the closer you need to be towards the center, which is the calmest part of the boat.
8. If you are beginning to feel a bit queasy, stand up and look out over the horizon. Despite what you might think, sitting or laying down is the worst thing you can do at this point. Don't do it. This is a critical moment. You will get much worse even faster and may reach a point of no return if you make the wrong choice. Soda crackers seem to help some people by calming their stomachs and reducing nausea.
Steering the boat is an instant remedy.
9. When the boat is rolling with the waves rather than moving under its own power and you are standing on deck, possibly getting hot, your resistance to motion sickness diminishes rapidly. Reduce that exposure time to an absolute minimum.
11. Have some water and fruit before. It can help by rehydrating you.
12. If someone in your party is overcome by sea sickness, get away from them at once! Unfortunately, many of us can do fine until someone else loses it. Then we have a sympathetic reaction and succumb as well. It could be the sound, the smell, the sight, or a combination of them that triggers the same response in us. You don't have to be close to your buddy at this time. There is nothing you can do to help. If you feel nauseous and about to succumb, please avoid the entry and exit areas of the boat. Hang your head over the gunwales.
Medications and Natural Preventatives
Ginger is a natural preventative. It soothes a queasy stomach and has no side effects. You can get it in pill form, tablets or powder, as ginger root in many herb and health food stores, or as pickled ginger slices at Japanese food marts and even at many Japanese restaurants. Most serve it pickled with sushi, hand rolls, and other of their dishes. It puts out the fire that too much wasabe can start.
Some doctors recommend that you can take it 12-24 hours before, as preventing sea sickness is easier than curing it. Somewhere from 1 gram up to 4 grams per day of powdered ginger is recommended. Some studies seem to indicate that ginger is more effective in the reduction of vomiting and sweating than nausea and vertigo, although they reduce those symptoms as well. You can try gingersnap cookies and ginger ale, although their lower ginger content may not be as effective. They do work for many sailors though.
Eating peppermint in conjunction with ginger is reported by as being even more effective. Since mint does have some of the same calming qualities as ginger, this may be true. Perhaps it is just the belief that it works that is effective. Regardless, it is an inexpensive and pleasant addition. An added benefit is making your breath sweeter.
Another treatment is an accupressure wrist band. It applies pressure to a particular point on your wrist which can prevent the feeling of nausea.
Here's an interesting treatment that was found. It is a treatment that works on some after they are feeling queasy, rather than as a preventative. Immerse your feet in ice water. Anecdotal reports indicate it helps some people.
There are other preventatives, such as over the counter and prescription medications. Most should be taken in advance and not on an empty stomach. Be sure to read the instructions. Dramamine is one that has been used for years. Meclizine and bonine are also effective. You can find them at most pharmacies and drug stores. Scopolamine was used for awhile in the Transderm patches, but was taken off the market because of quality control problems, though it is now available again (as of fourth quarter 1997). Be sure to read this warning about sea sickness medications. It might give you more reasons to try other methods of prevention than medication.
Scopolamine is a prescription drug in the family of chemicals known as belladonna alkaloids (belladonna from the Italian for beautiful lady. Renaissance women took belladonna to get dilated pupils, an effect of scopolamine). Scopolamine should not be used by people with glaucoma. Its side effects can include dry mouth (the most common side effect,) dilated pupils with blurred vision, drowsiness, disorientation, confusion, memory disturbances, dizziness, restlessness, hallucinations, and difficulty urinating. When you stop using the patches you can also get disorientation, confusion, memory disturbances, dizziness, and restlessness.
Scopolamine's side effects are not predictable. You could have used it without problems many times before and still develop an untoward reaction. Some of the side effects are similar to the effects of nitrogen narcosis, and even if you're having a mild reaction to the scopolamine (and maybe not even know it) the reaction could be more pronounced at depth.
There is no one I know of who can't get seasick if the conditions are right, but there are some things that can be done to reduce the possibility.
More Tips!
1. Don't drink liquor excessively the night before departing. The slight morning after feeling can be many times compounded on a boat.
2. Be careful to avoid greasy foods. The first sign of seasickness is indigestion and it often never gets past that point.
3. Drink Coke or Pepsi. These two drinks help reduce the chances of getting sick because they contain phosphoric acid, which is an ingredient in Emetrol, a drug to control vomiting. That's the medical explanation I received from a doctor when I asked why a Coke seems to settle the stomach. Eat Saltine crackers. They absorb the excess acidity very well. If the indigestion is really bad, take an antacid.
4. Stay up on deck where the air is fresh and you can see the horizon. The worst thing is to focus on a near object that is moving around in relation to the background like making an intricate repair below decks in the forepeak of the boat. When you stay on deck you can see the horizon and it greatly helps maintain your equilibrium and orientation. Also, since the smell of diesel fuel can aggravate seasickness, fresh air helps.
5. If you have a choice of berths, don't choose one in the forward cabin if sailing at night. At anchor, the forward stateroom is fine! There is less pitching motion in the center of the boat and the quietest berth from the point of view of movement is often the quarter-berth, if there is one.
6. Sleep on your back. This seems to support the stomach better from bouncing around, though, not being a doctor, I couldn't tell you why.
7. Keep busy on deck. Some say seasickness is completely psychological. I know of people who have gone asleep feeling well, only to wake up seasick, so I doubt that it's all psychological. However, if you sit around worrying that you might get seasick, it's apt to happen. Seeing and smelling others seasick doesn't seem to have an effect on me, but it may cause others to feel sick. If you're very busy on deck steering, or trimming and changing sails, you are less apt to feel bad, but once you do feel sick, activity tends to make it worse. You'll feel much better if you tickle your throat over the side and get rid of it. Obviously, this has to be done on the leeward side of the boat and it's best to have someone hold onto your belt in back, because you don't have much control while vomiting.
8. Have your ears cleaned before a long race or cruise. This has helped many people reduce their proneness to seasickness by allowing the balance mechanism in the ears to work better. I've never had it done myself, but I've heard it helps.
9. Be in good physical condition. It reduces your chances of becoming seasick and also reduces its debilitating effects on you if you do.
10. Steer. This even helps the crew members that have already started to feel queasy. Steering necessitates looking at the horizon (#4) and keeping busy (#7), and provides anticipation of what the next movement of the boat will be.
When you encounter very rough weather early in a distance race or long cruise, particularly early in the season or before you have had a chance to get much sailing in, your chances are higher you'll get sick. If you have a couple of days to get your "sea legs", (this term applies to maintaining your balance and insofar as balance affects your tendency towards seasickness, it has come to apply to that also), you should have no trouble.
Thursday, March 17, 2011
Marblehead Race on ESPN Fall 2011!!!!
Dear David Mitchell,
Thank you for registering for the 2011 Marblehead to Halifax race. Preparations are well underway at both the BYC and RNSYS and we are confident we will put on a world class race.
Thomson Reuters is aboard as a major sponsor of the 2011 Marblehead to Halifax Ocean Race. The core of their sponsorship will be the filming of the race by none other than Gary Jobson. The film has already been slotted with ESPN Classic for the Fall of 2011 - with a preview at BYC. It will be a one hour adventure film featuring 2011's major East Coast races - The Annapolis to Newport Race and then Marblehead to Halifax. We will place high-definition cameramen on four selected yachts and Gary will edit and narrate a great piece. Gary will sail aboard Gus Carlson’s “Aurora”, which will be the Thomson Reuters sponsored entry in the race. This effort will elevate the race in the eyes of the worldwide sailing community for the coming decade.
This year, we continue with a “Fleet Building” committee that will be working to maximize participation. We would like to ask for your help in making this another memorable race. If you could take a few moments to think of anyone you know that may be considering participation we would appreciate hearing from you. A name, boat name or email would be much appreciated.
If you have any questions, please do not hesitate to contact either of us.
Thank you, we look forward to having NOMAD on the starting line!
Jamie Oland Peter Barnet
Race Chair RNSYS Race Chair BYC
jso10@ns.sympatico.ca peterb@promosis.com
Thank you for registering for the 2011 Marblehead to Halifax race. Preparations are well underway at both the BYC and RNSYS and we are confident we will put on a world class race.
Thomson Reuters is aboard as a major sponsor of the 2011 Marblehead to Halifax Ocean Race. The core of their sponsorship will be the filming of the race by none other than Gary Jobson. The film has already been slotted with ESPN Classic for the Fall of 2011 - with a preview at BYC. It will be a one hour adventure film featuring 2011's major East Coast races - The Annapolis to Newport Race and then Marblehead to Halifax. We will place high-definition cameramen on four selected yachts and Gary will edit and narrate a great piece. Gary will sail aboard Gus Carlson’s “Aurora”, which will be the Thomson Reuters sponsored entry in the race. This effort will elevate the race in the eyes of the worldwide sailing community for the coming decade.
This year, we continue with a “Fleet Building” committee that will be working to maximize participation. We would like to ask for your help in making this another memorable race. If you could take a few moments to think of anyone you know that may be considering participation we would appreciate hearing from you. A name, boat name or email would be much appreciated.
If you have any questions, please do not hesitate to contact either of us.
Thank you, we look forward to having NOMAD on the starting line!
Jamie Oland Peter Barnet
Race Chair RNSYS Race Chair BYC
jso10@ns.sympatico.ca peterb@promosis.com
Sunday, March 13, 2011
Tickets for Events at MHOR
I have purchased wrist bands for the crew as well as Deana and Heather.
Wristbands grant access for each wearer to many social events and meals. They are a great value. The details are:
At the BYC
2 Continental Breakfasts
1 Hot Sailor's Breakfast Sunday
Friday night BBQ dinner
3 Drink Tickets for Friday night
At the RNSYS
1 Continental Breakfast
2 Hot Breakfasts
BBQ Dinner Thursday evening
2 Beer tickets
Wristbands grant access for each wearer to many social events and meals. They are a great value. The details are:
At the BYC
2 Continental Breakfasts
1 Hot Sailor's Breakfast Sunday
Friday night BBQ dinner
3 Drink Tickets for Friday night
At the RNSYS
1 Continental Breakfast
2 Hot Breakfasts
BBQ Dinner Thursday evening
2 Beer tickets
MHOR Schedule of Travel & Events
Friday, July 1 - Dave, Simon and Eddy leave St. John's for Boston via Port au Basques
Saturday, July 2 - Arrive Boston late in evening
Sunday, July 3 to Wednesday July 6 - Work on boat, test sails, etc.
Thursday, July 7 - Sail boat from Weymouth to Marblehead
Friday, July 8 - Deana, Heather, Kirk and Mark arrives in AM. Crew continue with boat prep.
Saturday, July 9 - Man overboard practice drills with entire crew, more test sails, final boat provisioning.
Sunday, July 10 - Race starts, Deana and Heather leaves MA toward Halifax via outlet shopping!
Thursday, July 14 - Race Party at RNSYS
Friday, July 15 - Remove racing sails from boat and provision for sail to St. John's
Saturday, July 16 - Dave and Eddy Depart NS for NL along with crew from MA, Kirk, Heather, Simon drive truck home via Port au Basque. Deana and Mark will fly home from NS.
Saturday, July 2 - Arrive Boston late in evening
Sunday, July 3 to Wednesday July 6 - Work on boat, test sails, etc.
Thursday, July 7 - Sail boat from Weymouth to Marblehead
Friday, July 8 - Deana, Heather, Kirk and Mark arrives in AM. Crew continue with boat prep.
Saturday, July 9 - Man overboard practice drills with entire crew, more test sails, final boat provisioning.
Sunday, July 10 - Race starts, Deana and Heather leaves MA toward Halifax via outlet shopping!
Thursday, July 14 - Race Party at RNSYS
Friday, July 15 - Remove racing sails from boat and provision for sail to St. John's
Saturday, July 16 - Dave and Eddy Depart NS for NL along with crew from MA, Kirk, Heather, Simon drive truck home via Port au Basque. Deana and Mark will fly home from NS.
Saturday, March 12, 2011
Crew Member Certified!!
Eddy Howard completed the Offshore Survival Training this week in Halifax. This is required for any Category 2 or higher ORC Race.
We have two crew members now certified, need one more to meet race requirements. I am planning to do this training as well in June before the race.
We have two crew members now certified, need one more to meet race requirements. I am planning to do this training as well in June before the race.
Sunday, February 27, 2011
Crew Items for MHOR
As for gear everybody needs to have:
Passports
Life vest inflatable
Extra CO2 cartridge and arming mechanism
Safety harness and lanyard
Whistle (pealess)
Strobe light for lifevest
Foul weather gear
Deck boots
Deck shoes
Layered clothing
Wool hat
Ball cap
Bellaclava
Leather palm gloves
Pocket knife or multitool
Flashlight (small LED)
Strap on Headlamp (LED)
Plastic water bottle
Any medications you need
Extra prescription glasses if required
Sunglasses
For sleeping we will have to "hot rack" so each person will need a twin size bed sheet, one fleece blanket and a pillow slip. Pillows will be on the boat. Also personal consumables ie. towel and facecloth.
Each crew member will be limited to one medium size duffle bag as we will be restricted on space. If you decide to come to NL on NOMAD you could send a second bag with the girls in pick up and get it in Halifax, but one bag will likely do it.
I will provision the boat with food, drink and snacks so no need to worry about that. I will also provide toiletries and have a very well stocked first aid kit as well.
Passports
Life vest inflatable
Extra CO2 cartridge and arming mechanism
Safety harness and lanyard
Whistle (pealess)
Strobe light for lifevest
Foul weather gear
Deck boots
Deck shoes
Layered clothing
Wool hat
Ball cap
Bellaclava
Leather palm gloves
Pocket knife or multitool
Flashlight (small LED)
Strap on Headlamp (LED)
Plastic water bottle
Any medications you need
Extra prescription glasses if required
Sunglasses
For sleeping we will have to "hot rack" so each person will need a twin size bed sheet, one fleece blanket and a pillow slip. Pillows will be on the boat. Also personal consumables ie. towel and facecloth.
Each crew member will be limited to one medium size duffle bag as we will be restricted on space. If you decide to come to NL on NOMAD you could send a second bag with the girls in pick up and get it in Halifax, but one bag will likely do it.
I will provision the boat with food, drink and snacks so no need to worry about that. I will also provide toiletries and have a very well stocked first aid kit as well.
Tuesday, February 8, 2011
ISAF Personal Survival Training
Survival Systems Training in Halifax is the only approved provider of the ISAF Offshore Personal Survival Training required for our participation in MHOR. The one day course is being offered on June 10th at a cost of $345.00.
Monday, February 7, 2011
Wednesday, January 12, 2011
Me and Project NOMAD - Part 1
I grew up in Lewin’s Cove on the Burin Peninsula.
My bedroom window was only a 100 ft from high tide mark, with nothing seperating me from the saltwater only a meadow containing a small hobby garden maintained by my grandfather and a small dog house that was home to Scotty, or Sailor or than son of a creature, that my mother often referred to him as.
Come from a long line of sea going men, father, grandfather and fathers before him all made a living by going to sea. None of us were encouraged to pursue a berth on the deep sea draggers that were sailing full tilt from many places in NL including Burin and Marystown. In fact, our exposure to the draggers was limited to visits with father who was Chief Engineer as he was coordinating repair work to be complted during the 48hr turn around with the shore based crew. We also did a couple of short non fishing delivery trips as the boat often landed in one port ie Harbour Breton and had to be moved to Burin.
Have played around in boats for most of my life. A 16ft dory, referred to as flat, likely because the stern was cut straight across to accommodate a low horsepower outboard was always moored off the beach. There is no nicer picture than a flat swinging gently into the wind on a fine summers evening.
While motorboats were commonplace in many of our bays, sailboats were few and far between. I was first introduced to sailing while living in California for a short stint in mid-nineties. My first boat was a Macgregor 26X, an very innovative water ballast design which allowed for decent sailing as well as motoring at speeds that could tow a water-skier.
While this design has its niche market, the boat was a little light for our waters and in 2002, I bought a Ontario built, Bayfield 32. This was a traditional cutter-rigged with lots of topside teak including the trademark teak taffrail on the stern and trailboards on the clipper bow.
Two foot-itis set in again in 2006 and I purchased a Cabot 36. A very well respected cruising sailboat. This boat was built in Cape Breton under an ACOA grant providing work for displaced workers from the closure of coal mines. The boat was brought to NL new in 1977 and has served several owners very well since then. The Cabot 36 sailboat is a Canadian classic keelboat that was built in the 1970s from plans and drawings by the famous design team of Ted Brewer and Bob Walstrom. Only 49 Cabots were produced by Cabotcraft Industries, which folded in the late ‘70s when orders and government funding diminished and the market for sailing vessels hit a slump in both Canada and the U.S.
Since getting the Cabot 36 named ORCA, I have participated (using term loosely) in some weeknight and weekend sailboat races at RNYC. However a heavy displacement cruising boat loaded down with a seasons worth of nibbles and bits and two 35lb anchors hanging off a stout bowsprit is not exactly going to bring home any medals on raceweek. I did get an honorable mention at this years Iceberg Vodka Raceweek held at RNYC for sailing white sail division of the races singlehanded.
However, being slightly competitive by nature I always asked myself what would it be like to sail in a boat more geared towards performance. I love cruising around the bays , overnighting and cooking up fish stews, but what about a boat that could point just a few more degrees to windward.
Like most boaters, I am constantly nosing around online looking at what’s available for sale etc. My favourite website is www.yachtworld.com. During a business trip to NYC this past summer I used it as an opportunity to look at a few potential boats that I had been eying online.
After my meetings at ITT headquarters, I rented a car and spent 4 days poking around marinas and boatyards from NYC, Mystic Connecticut, Newport Rhode Island to Boston MA. It was in Boston that I found NOMAD, out of the water, sitting in a cradle, bow pointed proudly forward, like a single women at Green Sleeves hoping to be noticed. While I knew the boat was for sale, as I had been talking to a marine broker before I left for my trip to New York, there was no For Sale sign on the boat. How serious was this guy, did he really want to sell this boat. It looked very well maintained, and could be launched and sailed on a moments notice.
NOMAD is a Sparkman & Stephens design, Lacoste 42, built in La Rochelle, France. This place happens to be the start point for the Vendee Globe Ocean Race, where solo sailors set off on round the world non stop solo voyages that pits man against nature and man against himself for three or four months. The french are excellent boat builders and know a lot about building boats for comfort and speed. Only 11 of these boats were built, financed by clothing billionaire, Bernard Lacoste.
After some more investigating I learned that NOMAD was brought to the US in late 1980’s and sold to Mr. Kent Damon, father of actor, Matt Damon. The boat has been berthed on Martha’s Vineyard and was currently in the Boston shipyard having some maintenance done. Mr. Damon was selling his boat due to an illness that prevented him from using it the last couple of years.
As I currently had a boat here in NL, I did not rush this process, wanted to take some time to evaluate this opportunity. After doing some research I engaged in some back and forth negotiations, marine surveys, etc. On September 23, 2010 NOMAD was officially mine, I mean ours. Deana never really had too much involvement in the process. She general leaves the boat things up to me. However she was particularly keen in this boat hoping to get something with the scent of Matt Damon still on it. She does like the name NOMAD, which is Damon spelled backwards, so we will stay true to maritime tradition and keep the name.
Between the time of my visit to the boat in July and my purchasing in late September I began giving thought to how I would get this boat home. After all, there is about 1000 miles of Atlantic Ocean between Boston and St. John’s. During one of my many conversations with the broker he mentioned a delivery skipper, David Sherman from Boston area that may be able to help me. I contacted Mr. Sherman and he discussed timelines and requirements with me, by the end of the conversation we agreed that a late September, October delivery could be possible but we would have to closely watch the weather systems coming up the Eastern seaboard.
Subsequent to the boat deal closing in late September, I made the decision to postpone delivery until early summer 2011. I made another trip to Boston in late October to spend a few days with my new girl and to meet with Mr. Sherman to discuss the trip. This is where things got interesting. During my conversation with Sherman he suggested late June early July before he could help me. We both agreed that May was too damp and cold to be delivering a boat to Newfoundland combined with some chance of ice being around and he was committed for June as he was registered for the Bermuda 1-2 race. This is a 650 nautical mile solo race from Newport, RI to Bermuda and a double handed race from Bermuda back to Newport. Sherman has won this event on his own boat twice in last ten years. Not too bad for a man nudging 60 years old.
I began thinking about the possibility of doing the Marblehead to Halifax Race. Marblehead is only 20 nautical miles from Tern Harbour Marina where the boat is stored inside for the winter at Custom Fiberglass Inc. having items repaired, replaced, checked and upgraded. It’s the chance of a lifetime, to be there already, with an experienced skipper and delivery crew hyped to help out. During my visit in October I also met with a local sailmaker, Ralph Dimattia who also keeps his boat at Tern Harbour. Mr. Dimattia is another man who really knows sailing. This man is on the other side of 60 and has been making sails in Boston area for over 40 years. His boat, a Nelson Merrick 40, is a racing machine and he has the trophies to prove it.
While I consider myself a cruiser, a guy who has been living in the world of dacron sails, I soon found myself using words like carbon fiber, kevlar, spectra and other exotic materials. Deana, who is (just about) trilingual, always considered me linguistically challenged but upon hearing me speak these words thought I was after learning a new language. I am just glad that she hasn’t figured out that exotic sail materials is a fancy way of saying expensive sails.
Project: NOMAD – BOURNE AGAIN!!
Am I ready to race from Marblehead to Halifax, 365 nautical miles of open ocean, taking three or four days to complete. I’ve never done anything like this before. Sure I managed to sail my boat from RNYC to St. John’s or Trinity, but most of my boating days consist of bobbing up and down somewhere between Kelly’s Island and Brigus. Would I get seasick? Would I enjoy the isolation, being out of sight of land for such a relatively long time? Is the boat prepared for such a race, am I prepared for such a race?
Many of these questions I won’t know the answer to until I actually do the race. Gravol, meclizine, scopolamine patches and ginger may help to prevent sea sickness, a detailed work list and contract with a good boat yard will sort out most shortcomings with the boat, but what about me?
Not one to participate in any regular exercise routines, however quite regular at being on the run with work and no stranger to eating out, the age of 44 has treated me like it has many others. I do not want to disclose my weight but let’s just say that my age and waistline happens to be the same number, this year. Convenient for buying pants but not so convenient for jumping around the foredeck of a 42 foot sailboat wrestling a 800 sq ft of sail fabric to the pitching deck in the dark of night somewhere between Marblehead and Cape Sable.
The time has come to go visit Good Life Fitness. Being skeptical from the beginning I approached this with extreme caution. The last time Deana and I signed up for a fitness program all we got was one month that consisted of three or four initial instructionless workouts and 11 months of zilch ola only the $85.00 per month charge to my Visa reminding me that perhaps we should have tried this for a week or so instead of ticking the 1 year subscription box.
During my first visit to Good Life Fitness, I was greeted by a lovely lady, 20 years my junior. She was extremely polite and courteous and led me to a table and explained the program to me. She was very glad when I took out my Visa card and let her copy down the number for the biweekly payments. Did I mention that I checked the 1 year subscription box? Slow learner I guess.
Before I left that day I made an appointment for the following week to meet with a personal trainer. Monday morning I went to meet this tall, well built young man, whose dress code was a pair of track pants, tight spandex shirt showing muscle where I have bulges of another kind and a pair of six million dollar ASICS running shoes. Well perhaps not that much but almost.
After a chat about the PT program he measured me from head to toe and recorded some of the largest numbers he has seen in some time, and if that wasn’t embarrassing enough took me to a semi private workout room and put me through enough paces to get some idea of my fitness level. After I failed to be able to complete 1 sit up, not a typo, and could only do a plank for less than 10 seconds he quickly realized that he had a project on his hands. We went back to his office and he explained that he would assign me to another trainer, Blair Doyle. He explained that Blair would be a good fit for me and he would arrange for our first session. I figured it was a nice way of him saying thanks guy but I don’t have enough time to watch you lose that gut. Later I found out that he was the training manager and only does initial assessments. The only thing remaining between being the shape I am now and being in the shape I need to be to handle a 42 foot racing sailboat is 150 sessions with a personal trainer. Again I took out my Visa and checked off the 1 year subscription box.
What have I done? Deana is going to freak was all I could think about going home. Between Torbay Road and Musgrave Street I rationalized the decision in my mind. The next couple of years are going to be about me, not about RRSP’s but RHSD (Really Help Save Dave).
My bedroom window was only a 100 ft from high tide mark, with nothing seperating me from the saltwater only a meadow containing a small hobby garden maintained by my grandfather and a small dog house that was home to Scotty, or Sailor or than son of a creature, that my mother often referred to him as.
Come from a long line of sea going men, father, grandfather and fathers before him all made a living by going to sea. None of us were encouraged to pursue a berth on the deep sea draggers that were sailing full tilt from many places in NL including Burin and Marystown. In fact, our exposure to the draggers was limited to visits with father who was Chief Engineer as he was coordinating repair work to be complted during the 48hr turn around with the shore based crew. We also did a couple of short non fishing delivery trips as the boat often landed in one port ie Harbour Breton and had to be moved to Burin.
Have played around in boats for most of my life. A 16ft dory, referred to as flat, likely because the stern was cut straight across to accommodate a low horsepower outboard was always moored off the beach. There is no nicer picture than a flat swinging gently into the wind on a fine summers evening.
While motorboats were commonplace in many of our bays, sailboats were few and far between. I was first introduced to sailing while living in California for a short stint in mid-nineties. My first boat was a Macgregor 26X, an very innovative water ballast design which allowed for decent sailing as well as motoring at speeds that could tow a water-skier.
While this design has its niche market, the boat was a little light for our waters and in 2002, I bought a Ontario built, Bayfield 32. This was a traditional cutter-rigged with lots of topside teak including the trademark teak taffrail on the stern and trailboards on the clipper bow.
Two foot-itis set in again in 2006 and I purchased a Cabot 36. A very well respected cruising sailboat. This boat was built in Cape Breton under an ACOA grant providing work for displaced workers from the closure of coal mines. The boat was brought to NL new in 1977 and has served several owners very well since then. The Cabot 36 sailboat is a Canadian classic keelboat that was built in the 1970s from plans and drawings by the famous design team of Ted Brewer and Bob Walstrom. Only 49 Cabots were produced by Cabotcraft Industries, which folded in the late ‘70s when orders and government funding diminished and the market for sailing vessels hit a slump in both Canada and the U.S.
Since getting the Cabot 36 named ORCA, I have participated (using term loosely) in some weeknight and weekend sailboat races at RNYC. However a heavy displacement cruising boat loaded down with a seasons worth of nibbles and bits and two 35lb anchors hanging off a stout bowsprit is not exactly going to bring home any medals on raceweek. I did get an honorable mention at this years Iceberg Vodka Raceweek held at RNYC for sailing white sail division of the races singlehanded.
However, being slightly competitive by nature I always asked myself what would it be like to sail in a boat more geared towards performance. I love cruising around the bays , overnighting and cooking up fish stews, but what about a boat that could point just a few more degrees to windward.
Like most boaters, I am constantly nosing around online looking at what’s available for sale etc. My favourite website is www.yachtworld.com. During a business trip to NYC this past summer I used it as an opportunity to look at a few potential boats that I had been eying online.
After my meetings at ITT headquarters, I rented a car and spent 4 days poking around marinas and boatyards from NYC, Mystic Connecticut, Newport Rhode Island to Boston MA. It was in Boston that I found NOMAD, out of the water, sitting in a cradle, bow pointed proudly forward, like a single women at Green Sleeves hoping to be noticed. While I knew the boat was for sale, as I had been talking to a marine broker before I left for my trip to New York, there was no For Sale sign on the boat. How serious was this guy, did he really want to sell this boat. It looked very well maintained, and could be launched and sailed on a moments notice.
NOMAD is a Sparkman & Stephens design, Lacoste 42, built in La Rochelle, France. This place happens to be the start point for the Vendee Globe Ocean Race, where solo sailors set off on round the world non stop solo voyages that pits man against nature and man against himself for three or four months. The french are excellent boat builders and know a lot about building boats for comfort and speed. Only 11 of these boats were built, financed by clothing billionaire, Bernard Lacoste.
After some more investigating I learned that NOMAD was brought to the US in late 1980’s and sold to Mr. Kent Damon, father of actor, Matt Damon. The boat has been berthed on Martha’s Vineyard and was currently in the Boston shipyard having some maintenance done. Mr. Damon was selling his boat due to an illness that prevented him from using it the last couple of years.
As I currently had a boat here in NL, I did not rush this process, wanted to take some time to evaluate this opportunity. After doing some research I engaged in some back and forth negotiations, marine surveys, etc. On September 23, 2010 NOMAD was officially mine, I mean ours. Deana never really had too much involvement in the process. She general leaves the boat things up to me. However she was particularly keen in this boat hoping to get something with the scent of Matt Damon still on it. She does like the name NOMAD, which is Damon spelled backwards, so we will stay true to maritime tradition and keep the name.
Between the time of my visit to the boat in July and my purchasing in late September I began giving thought to how I would get this boat home. After all, there is about 1000 miles of Atlantic Ocean between Boston and St. John’s. During one of my many conversations with the broker he mentioned a delivery skipper, David Sherman from Boston area that may be able to help me. I contacted Mr. Sherman and he discussed timelines and requirements with me, by the end of the conversation we agreed that a late September, October delivery could be possible but we would have to closely watch the weather systems coming up the Eastern seaboard.
Subsequent to the boat deal closing in late September, I made the decision to postpone delivery until early summer 2011. I made another trip to Boston in late October to spend a few days with my new girl and to meet with Mr. Sherman to discuss the trip. This is where things got interesting. During my conversation with Sherman he suggested late June early July before he could help me. We both agreed that May was too damp and cold to be delivering a boat to Newfoundland combined with some chance of ice being around and he was committed for June as he was registered for the Bermuda 1-2 race. This is a 650 nautical mile solo race from Newport, RI to Bermuda and a double handed race from Bermuda back to Newport. Sherman has won this event on his own boat twice in last ten years. Not too bad for a man nudging 60 years old.
I began thinking about the possibility of doing the Marblehead to Halifax Race. Marblehead is only 20 nautical miles from Tern Harbour Marina where the boat is stored inside for the winter at Custom Fiberglass Inc. having items repaired, replaced, checked and upgraded. It’s the chance of a lifetime, to be there already, with an experienced skipper and delivery crew hyped to help out. During my visit in October I also met with a local sailmaker, Ralph Dimattia who also keeps his boat at Tern Harbour. Mr. Dimattia is another man who really knows sailing. This man is on the other side of 60 and has been making sails in Boston area for over 40 years. His boat, a Nelson Merrick 40, is a racing machine and he has the trophies to prove it.
While I consider myself a cruiser, a guy who has been living in the world of dacron sails, I soon found myself using words like carbon fiber, kevlar, spectra and other exotic materials. Deana, who is (just about) trilingual, always considered me linguistically challenged but upon hearing me speak these words thought I was after learning a new language. I am just glad that she hasn’t figured out that exotic sail materials is a fancy way of saying expensive sails.
Project: NOMAD – BOURNE AGAIN!!
Am I ready to race from Marblehead to Halifax, 365 nautical miles of open ocean, taking three or four days to complete. I’ve never done anything like this before. Sure I managed to sail my boat from RNYC to St. John’s or Trinity, but most of my boating days consist of bobbing up and down somewhere between Kelly’s Island and Brigus. Would I get seasick? Would I enjoy the isolation, being out of sight of land for such a relatively long time? Is the boat prepared for such a race, am I prepared for such a race?
Many of these questions I won’t know the answer to until I actually do the race. Gravol, meclizine, scopolamine patches and ginger may help to prevent sea sickness, a detailed work list and contract with a good boat yard will sort out most shortcomings with the boat, but what about me?
Not one to participate in any regular exercise routines, however quite regular at being on the run with work and no stranger to eating out, the age of 44 has treated me like it has many others. I do not want to disclose my weight but let’s just say that my age and waistline happens to be the same number, this year. Convenient for buying pants but not so convenient for jumping around the foredeck of a 42 foot sailboat wrestling a 800 sq ft of sail fabric to the pitching deck in the dark of night somewhere between Marblehead and Cape Sable.
The time has come to go visit Good Life Fitness. Being skeptical from the beginning I approached this with extreme caution. The last time Deana and I signed up for a fitness program all we got was one month that consisted of three or four initial instructionless workouts and 11 months of zilch ola only the $85.00 per month charge to my Visa reminding me that perhaps we should have tried this for a week or so instead of ticking the 1 year subscription box.
During my first visit to Good Life Fitness, I was greeted by a lovely lady, 20 years my junior. She was extremely polite and courteous and led me to a table and explained the program to me. She was very glad when I took out my Visa card and let her copy down the number for the biweekly payments. Did I mention that I checked the 1 year subscription box? Slow learner I guess.
Before I left that day I made an appointment for the following week to meet with a personal trainer. Monday morning I went to meet this tall, well built young man, whose dress code was a pair of track pants, tight spandex shirt showing muscle where I have bulges of another kind and a pair of six million dollar ASICS running shoes. Well perhaps not that much but almost.
After a chat about the PT program he measured me from head to toe and recorded some of the largest numbers he has seen in some time, and if that wasn’t embarrassing enough took me to a semi private workout room and put me through enough paces to get some idea of my fitness level. After I failed to be able to complete 1 sit up, not a typo, and could only do a plank for less than 10 seconds he quickly realized that he had a project on his hands. We went back to his office and he explained that he would assign me to another trainer, Blair Doyle. He explained that Blair would be a good fit for me and he would arrange for our first session. I figured it was a nice way of him saying thanks guy but I don’t have enough time to watch you lose that gut. Later I found out that he was the training manager and only does initial assessments. The only thing remaining between being the shape I am now and being in the shape I need to be to handle a 42 foot racing sailboat is 150 sessions with a personal trainer. Again I took out my Visa and checked off the 1 year subscription box.
What have I done? Deana is going to freak was all I could think about going home. Between Torbay Road and Musgrave Street I rationalized the decision in my mind. The next couple of years are going to be about me, not about RRSP’s but RHSD (Really Help Save Dave).
Monday, January 10, 2011
Refit work progressing well on NOMAD!!
NOMAD is spending the winter inside at Custom Fiberglass Inc. undergoing some repairs, checks and upgrades to prepare for the Marblehead to Halifax Race and the voyage on to Newfoundland.
Many deck items such as genoa tracks and staysail tracks
have been removed to be rebedded, coach roof portlights to be replaced,
, padeyes for jacklines and harnesses, bottom stripping, fairing and new slick bottom paint. And a Webasto Heater to keep us nice and toasty on the foggy and damp trip.
Many deck items such as genoa tracks and staysail tracks
have been removed to be rebedded, coach roof portlights to be replaced,
, padeyes for jacklines and harnesses, bottom stripping, fairing and new slick bottom paint. And a Webasto Heater to keep us nice and toasty on the foggy and damp trip.
NOMAD - Bourne Again!!: NOMAD - Bourne Again!!
NOMAD - Bourne Again!!: NOMAD - Bourne Again!!: "My wife and I are from Newfoundland, Canada and we recently purchased sailing vessel NOMAD from Matt Damon's, father Kent Damon. This 42 fo..."
NOMAD - Bourne Again!!
My wife and I are from Newfoundland, Canada and we recently purchased sailing vessel NOMAD from Matt Damon's, father Kent Damon. This 42 foot french built sailboat has been in the Damon family since late 1980's. She is currently being refitted as part of project NOMAD - Bourne Again to prepare her for the Marblehead to Halifax Race in July of 2011. Then we will cruise her to her new home in St. John's, Newfoundland.
NOMAD - Lacoste 42
The Damon family are very welcome to sail the boat off Canada's east coast should any of them find themselves in beautiful Newfoundland and Labrador.
David Mitchell
NOMAD - Lacoste 42
The Damon family are very welcome to sail the boat off Canada's east coast should any of them find themselves in beautiful Newfoundland and Labrador.
David Mitchell
Sunday, January 9, 2011
Heavy Weather - Safety at Sea
See this good reference to a Heavy Weather - Safety at Sea Seminar put off by West Marine.
Check it out some good common sense ideas.
Check it out some good common sense ideas.
Friday, January 7, 2011
Registration opens for Safety at Sea Seminar!!
The MHOR rules requires that:
At least 30% but not fewer than two members of a crew, including the skipper shall have undertaken training within the five years before the start of the race in both 6.02 topics for theoretical sessions, and 6.03 topics which include practical, hands-on sessions.
Safety at Sea Symposium
The 2011 Safety at Sea Symposium is scheduled for March 19, 2011 and will be held at MIT in Cambridge, Massachusetts (Google Map). This symposium features a very experienced group of speakers to address a series of topics which are of vital interest to all serious sailors. In addition to the safety topics there will be breakout sessions for the Marblehead to Halifax Ocean Race and the Marion Bermuda Race.
The event will be sanctioned by US Sailing and moderated by John Rousmaniere. He is an acknowledged expert on safety at sea and has more than 40,000 miles of blue water behind him, including nine Newport Bermuda Races (with two second place finishes) and three Atlantic crossings. He wrote The Annapolis Book of Seamanship, Fastnet, Force 10, the well-known account of the fatal 1979 Fastnet race storm (in which John sailed), and the history of the A Berth to Bermuda - Newport Bermuda Race. He has moderated or spoken at more than 100 safety and seamanship seminars. He co-organized and wrote the final report of the most recent crew overboard rescue trials.
At least 30% but not fewer than two members of a crew, including the skipper shall have undertaken training within the five years before the start of the race in both 6.02 topics for theoretical sessions, and 6.03 topics which include practical, hands-on sessions.
Safety at Sea Symposium
The 2011 Safety at Sea Symposium is scheduled for March 19, 2011 and will be held at MIT in Cambridge, Massachusetts (Google Map). This symposium features a very experienced group of speakers to address a series of topics which are of vital interest to all serious sailors. In addition to the safety topics there will be breakout sessions for the Marblehead to Halifax Ocean Race and the Marion Bermuda Race.
The event will be sanctioned by US Sailing and moderated by John Rousmaniere. He is an acknowledged expert on safety at sea and has more than 40,000 miles of blue water behind him, including nine Newport Bermuda Races (with two second place finishes) and three Atlantic crossings. He wrote The Annapolis Book of Seamanship, Fastnet, Force 10, the well-known account of the fatal 1979 Fastnet race storm (in which John sailed), and the history of the A Berth to Bermuda - Newport Bermuda Race. He has moderated or spoken at more than 100 safety and seamanship seminars. He co-organized and wrote the final report of the most recent crew overboard rescue trials.
NOMAD's sailmaker, Ralph Dimattia wins class at New England Championships
August 30, 2010
PHRF New England Championships come to conclusion
The Salem News Mon Aug 30, 2010, 12:21 AM EDT
MARBLEHEAD — Upwards of 100 boats hailing from everywhere from Buzard's Bay to tthe Gulf of Maine made their way to the coast of Marblehead for the Performance Handicap Racing Fleet New England championships this weekend.
The three-day regatta included races in 11 classes across three lines and took place at Marblehead's Boston Corinthain and Eastern yacht clubs.
Winners in line one were the Denali woned by Mike Demelio in Class R1; the Kathabatic owned by Gordon Hall in Class R2; the Gambler owned by John Downey in Class R3 and the Goldeneye owned by Peter Engel in Class R4.
Meanwhile, in line two, the Allegro Semplicita owned by Fred DeNapoli prevailed in the J105 class. The Eclipse owned by Tyler Doyle won the Class Day while the Seven owned by Thomas Hall won Class R5. Class R6 was won by the Maniac, owned by Roger Kuebel.
In line three, the Shamrock owned by Ralph Dimattia won Class CR1; the Nonpareil owned by Tom Anderson won Class CR2 and the Celerity owned by John Doub won class CR3.
PHRF New England Championships come to conclusion
The Salem News Mon Aug 30, 2010, 12:21 AM EDT
MARBLEHEAD — Upwards of 100 boats hailing from everywhere from Buzard's Bay to tthe Gulf of Maine made their way to the coast of Marblehead for the Performance Handicap Racing Fleet New England championships this weekend.
The three-day regatta included races in 11 classes across three lines and took place at Marblehead's Boston Corinthain and Eastern yacht clubs.
Winners in line one were the Denali woned by Mike Demelio in Class R1; the Kathabatic owned by Gordon Hall in Class R2; the Gambler owned by John Downey in Class R3 and the Goldeneye owned by Peter Engel in Class R4.
Meanwhile, in line two, the Allegro Semplicita owned by Fred DeNapoli prevailed in the J105 class. The Eclipse owned by Tyler Doyle won the Class Day while the Seven owned by Thomas Hall won Class R5. Class R6 was won by the Maniac, owned by Roger Kuebel.
In line three, the Shamrock owned by Ralph Dimattia won Class CR1; the Nonpareil owned by Tom Anderson won Class CR2 and the Celerity owned by John Doub won class CR3.
Thursday, January 6, 2011
Skipper, David Sherman takes 2nd place in Newport to Bermuda 2010
Newport to Bermuda 2010
BYC was well-represented in the Newport to Bermuda
Race which began on Friday, June 18th. This report
from Ray Renaud tells the story:
I’ll Think About It crew: David Sherman, Captain BYC
member; Ray Renaud, Navigator BYC Member; Dwight
Allenson BYC Member; Peter Maloney BYC Member; Peter
Canzone BYC Member (first Bermuda Race); Mark
Tandourjian Owner and on BYC membership wait list (first
Bermuda Race). (Editor’s note: the boat is a Beneteau
523)
We raced in Cruising Class, placed second in class. For most of the crew, it was the first race with electric winches, hot showers and
air conditioning. With three separate bunk area (three heads as well), the boat performed to expectations. The freezer was stocked,
but Peter Maloney came through with catching Mahi Mahi for dinner on two of the days. Needless to say, this was the first trip any
of us had gained weight on.
Race conditions were equal to sailing to Newport on a Sunday afternoon. The only gear failure was chafing through a furling line.
We found the Gulf Stream was where it was suppose to be and had a fast trip to Bermuda. A well sailed Swan 56 came in first
and another Swan 56 was third; good company in any race.
BYC was well-represented in the Newport to Bermuda
Race which began on Friday, June 18th. This report
from Ray Renaud tells the story:
I’ll Think About It crew: David Sherman, Captain BYC
member; Ray Renaud, Navigator BYC Member; Dwight
Allenson BYC Member; Peter Maloney BYC Member; Peter
Canzone BYC Member (first Bermuda Race); Mark
Tandourjian Owner and on BYC membership wait list (first
Bermuda Race). (Editor’s note: the boat is a Beneteau
523)
We raced in Cruising Class, placed second in class. For most of the crew, it was the first race with electric winches, hot showers and
air conditioning. With three separate bunk area (three heads as well), the boat performed to expectations. The freezer was stocked,
but Peter Maloney came through with catching Mahi Mahi for dinner on two of the days. Needless to say, this was the first trip any
of us had gained weight on.
Race conditions were equal to sailing to Newport on a Sunday afternoon. The only gear failure was chafing through a furling line.
We found the Gulf Stream was where it was suppose to be and had a fast trip to Bermuda. A well sailed Swan 56 came in first
and another Swan 56 was third; good company in any race.
Keepin' good company
Our Captain, David Sherman, won the Spirit of Bermuda Cup twice in last 10 years.
The Spirit of Bermuda Cup - Dedicated to Catherine Singsen - Best Combined Corrected Time Class III Bermuda 1-2
YEAR NAME BOAT NAME
2009 Kristen Wenzel Aggressive
2007 Dave Sherman Palangi
2005 Barrett Holby Wazimo
2003 Barrett Holby Waximo
2001 David Sherman Palangi
1999 Tristan Mouligne Frog Kiss
1997 Patrick Mouligne Frog Kiss
1995 Patrick Mouligne Frog Kiss
1993 Patrick Mouligne Frog Kiss
The Spirit of Bermuda Cup - Dedicated to Catherine Singsen - Best Combined Corrected Time Class III Bermuda 1-2
YEAR NAME BOAT NAME
2009 Kristen Wenzel Aggressive
2007 Dave Sherman Palangi
2005 Barrett Holby Wazimo
2003 Barrett Holby Waximo
2001 David Sherman Palangi
1999 Tristan Mouligne Frog Kiss
1997 Patrick Mouligne Frog Kiss
1995 Patrick Mouligne Frog Kiss
1993 Patrick Mouligne Frog Kiss
Wednesday, January 5, 2011
Former editor of Land & Sea to document the MHOR
Rick Barnes, retired producer from CBC, and former editor of the Land & Sea television series is excited about documenting the participation of three local sailboats and crew in the 2011 MHOR.
Rick will follow the voyages of the entries from the RNYC as they particpate in one of the premiere Atlantic Offshore Races in July of 2011.
Rick will follow the voyages of the entries from the RNYC as they particpate in one of the premiere Atlantic Offshore Races in July of 2011.
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