tag:blogger.com,1999:blog-77580065008592228402024-02-19T16:51:53.332-08:00Laser SalienceIan Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.comBlogger33125tag:blogger.com,1999:blog-7758006500859222840.post-57923152218799697142019-01-21T07:17:00.000-08:002019-01-21T07:17:05.415-08:002019 Caribbean Laser Midwinters Championships Final Day<div style="color: #454545; font-family: ".SF UI Text"; font-size: 17px; font-stretch: normal; line-height: normal;">
<span style="font-family: ".sfuitext"; font-size: 17pt;">It was a brilliant last day of racing yesterday at the Caribbean Laser Midwinters Championships in Cabarete, Dominican Republic. </span><br />
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<span style="font-family: ".sfuitext"; font-size: 17pt;">I’m having trouble formatting and posting pictures from my phone so please check out my Instagram feed BowOutSailing for pictures of the sailing venue and scoreboard (I didn’t take my phone out on the water for action shots!). I have also posted some pictures on my Facebook page.</span><br />
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<span style="font-family: ".sfuitext"; font-size: 17pt;">First place in both fleets was decided in the last race on a tie breaker with Sweden’s Jasper Stalheim </span><span style="font-family: ".applecoloremojiui"; font-size: 17pt;">🇸🇪</span><span style="font-family: ".sfuitext"; font-size: 17pt;"> coming from behind to win the double tie breaker against Norway’s Hermann Tomasgaard </span><span style="font-family: ".applecoloremojiui"; font-size: 17pt;">🇳🇴</span><span style="font-family: ".sfuitext"; font-size: 17pt;">. There was a lot more drama in the Radial fleet that I don’t know first hand but young Dominican Republic sailor Perez Esneiry </span><span style="font-family: ".applecoloremojiui"; font-size: 17pt;">🇩🇴</span><span style="font-family: ".sfuitext"; font-size: 17pt;"> beat some stiff competition to emerge victorious - hopefully we’ll be seeing more of him. </span><br />
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<span style="font-family: ".sfuitext"; font-size: 17pt;">Back in the full rig fleet Elliott Hansen couldn’t quite edge out Lorenzo Brando in an all British National Team </span><span style="font-family: ".applecoloremojiui"; font-size: 17pt;">🇬🇧</span><span style="font-family: ".sfuitext"; font-size: 17pt;"> tie breaker for 4th. But what happened to two time world champion Nick Thompson? I heard second hand that he had an upper body injury and left the Dominican on the second day of the competition. I hope he is okay. </span><br />
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<span style="font-family: ".sfuitext"; font-size: 17pt;">A bit further back in the fleet it came down to the last race between Canada’s John Owen and Dominican Republic Olympian Raoul Aguayo tied for 7th place and Ian Elliott (myself) and Ari Barshi tied for 9th Place. Ari and I had been tied going into the day and I had won the first race of the day by one spot and he had won the second by one place. In that race I had had a nice lead but failing to learn from Fillah’s mistake at US Nationals, I had allowed him to separate towards what I thought was the unfavourable side near the top mark. His shift however came in and he caught right back up and passed me. So now it was all coming down to the last race. On the first downwind Ari and I were neck and neck with the lead potentially changing at every big wave </span><span style="font-family: ".applecoloremojiui"; font-size: 17pt;">🌊</span><span style="font-family: ".sfuitext"; font-size: 17pt;"> and at the leeward mark Ari and I were within a boatlength. On the upwind I had a loose cover on him but then I sailed into a juicy knock with pressure that Ari didn’t seem to be sharing.</span></div>
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<span style="font-family: ".sfuitext"; font-size: 17pt;">On Saturday the regatta’s sailors were treated to a debrief by British Laser National Team Coach Chris Gowers, coach of reasonably good sailors Sir Ben Ainsley</span><span style="font-family: ".applecoloremojiui"; font-size: 17pt;">🥇</span><span style="font-family: ".sfuitext"; font-size: 17pt;">, Paul Goodison</span><span style="font-family: ".applecoloremojiui"; font-size: 17pt;">🏆</span><span style="font-family: ".sfuitext"; font-size: 17pt;">, Nick Thompson</span><span style="font-family: ".applecoloremojiui"; font-size: 17pt;">🏅</span><span style="font-family: ".sfuitext"; font-size: 17pt;">. Anyway he had an interesting point that in very strong fleets where everyone is doing most everything right (my part of this the fleet may not quite have met this standard) it comes down to who can figure out or intuit when to break the classic rules and truisms of sailings. So I’d like to couch my next decision in the veneer excellence by invoking Chris Gowers...</span></div>
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<span style="font-family: ".sfuitext"; font-size: 17pt;">Once again I decided to split with Ari and not learn from Fillah and not ‘stay between your competition and the mark’.</span></div>
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<span style="font-family: ".sfuitext"; font-size: 17pt;">This time it worked and I gained enough that even with Ari’s consistent edge in downwind speed, he couldn’t close the gap and so I came out ahead in the regatta.</span></div>
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<span style="font-family: ".sfuitext"; font-size: 17pt;">The last downwind was also exciting because John and Raoul had rounded the last windward mark close together and close in front of me so I could see it play out. In spite of Raoul’s excellent downwind speed John momentarily passed him and it was looking like John Owen and Ian Elliott were both going to win our battles in the final race but Raoul’s veteran skill in the Cabarete swell pulled through again and he passed John again at the last minute before he final turning mark and they screamed in to the finish together on the final hot reach with Raoul edging John out.</span></div>
Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-39766124842601684642018-12-11T12:43:00.000-08:002018-12-11T12:43:11.375-08:00New(ish) Gear<div style="color: #454545; font-family: ".SF UI Text"; font-size: 17px; font-stretch: normal; line-height: normal;">
<span style="font-family: ".SFUIText"; font-size: 17pt;">Most of my blog entries originate as emails that took a lot of time or effort to write that I think other people might also appreciate. This one was going out to a list of Laser sailors who have been coming out for casual training on Sundays in Victoria this winter. Other than John, I think I am the only one with a Mark II sail and carbon top section, so I thought I would give them a review in case they were thinking of new gear for Christmas, especially because Fillah Karim, a local West Vancouver Canadian Olympic hopeful is selling off a bunch of lightly used Mk II sails.</span></div>
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<span style="font-family: ".SFUIText"; font-size: 17pt;">I don’t think anyone sells Mark One (Mk I) (classic style) fullrig sails anymore so the change IS coming/has come (although I do still have one lightly used Mk I if someone doesn’t like he new design). Comparing Mark Two (Mk II) to the old sails: the fabric is heavier and the clew is much reenforced, which goes a long way to making the sail last longer - not amazingly longer but significantly longer. The window is much bigger and the panels are now cut radially. In terms of rigging, the only difference is that you may need an extra cunningham purchase because the heavier fabric and reenforced clew takes more tension for a similar depowering change in sail shape. Bob thinks the cut gives MK II more power. I’m not sure, could be. The feel and shape of Mark II is significantly different. Until you get used to it, it is not faster, it feels and looks weird, but once you dial it in, it might be a bit faster than the Mk I. The down sides are: they use different (tapered) battens of three different lengths which is an unnecessary expense and so far I don’t think you can buy individual battens when you lose one. Tapered battens in general are a cool high performance trick but the premise of the sail was that it would not be faster than the Mk I, so why?... At least the batten pockets are improved with high quality Velcro. I thought this would make batten tension come into play, but so far we think that loose batten tension is best. Another slight downside is that the luff of the sail looks very bad on the downwind. I think you just have to forget about it and focus on your leech tension which is much more important downwind by the lee. Also the Mk II is more sensitive to a bent mast on the upwind. If you have a normal aluminum mast (as opposed to the new carbon one) for the best performance you need to straighten your aluminum mast whenever it gets a slight bend. Also if the bottom caps fit loosely in the bottom section it is a bit more important to tape them snug than it was win the Mk I. The consequence of not straightening or taping your top section with the Mark II sail is that it makes an ugly crease in the sail, though it isn’t really that much slower, it just looks bad. In heavy wind some people actually try to create this crease to dramatically open the leach. Crease or no crease, the difference between a Mk II, a Mk I or a Mk I intensity sail are smaller than the difference between a new and an old sail. On the topic of Intensity sails, beware of Mark II Intensity sails. They may be fine and my sample of 1 may just have been a lemon on a bent mast, but last year Rob Douglas up in Comox bought a Mk II Intensity sail and the crease was very bad in all conditions and we couldn’t get rid of it without stretching the sail much more than you wanted to for speed. It was so bad that it was discouraging, so a used class legal Mk II sail may be the way to go on a budget unless other people know of good Mk II knockoffs.</span></div>
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<span style="font-family: ".SFUIText"; font-size: 17pt;">Having mentioned the carbon top section, I might as well throw in my two cents about that too. The Laser Carbon top sections are nice because they never get even a slight permanent bend in them so they mesh nicely with the Mark II sails. They are NOT lighter than the aluminum masts which is hilarious, but they wanted it not to be an advantage which makes sense from a Laser point of view. The only other difference is that hey feel a bit springier which might be an advantage in kinetics or wavy conditions. The biggest difference in my opinion is that if it was very windy and then the wind died off, people with aluminum sections would all have a slight bend but the carbon ones pop straight as soon as you release the Cunningham and vang. The biggest downside is that they are super expensive for what they are: a simple tube with the same old fittings. Other downsides: they are more delicate because carbon doesn’t like impacts, though mine has stood up well for a few years now. Also Laser made the carbon top sections exactly the same way as the aluminum ones riveting into them with aluminum rivets. In the first generation masts there was only one rivet in the top section bottom cap and sailing put too much stress on that rivet and it has damaged the carbon. I tried to epoxy it back in place but it as cracked loose again. Apparently they now sell carbon top sections with two rivets in the bottom cap and it looks like they may have improved the finish on the carbon at the bottom of the mast, so that problem may be fixed, but the fact remains that aluminum rivets in carbon might not last as long and stay as tight as they did in the aluminum ones. So far (years) no problem with the rivets in the carbon top section collar... we will see.</span></div>
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<span style="font-family: ".SFUIText"; font-size: 17pt;">So for the carbon section I don’t recommend buying one if you are on a budget unless you are heavy for the boat like me. I was tired of straightening my aluminum top section after every session in over 13 knots and wondering when it will eventually snap and when I should end to end it. Now I don’t have to worry about the aluminum fatiguing from all the bending and straightening at its critical point. If you are a big sailor who bends their mast, the carbon section is great. It is also worthwhile if you are campaigning and you want every possible advantage like springiness in choppy conditions.</span></div>
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<span style="font-family: ".SFUIText"; font-size: 17pt;">In this strange new world where the second best, most accessible big-fleet racing boat in the world has it’s olympic status under review (Opti would be the best, Laser and Radial would be the second best) I wanted to give the new equipment a tardy but fair review. I’m happy with both my new (ish) sail and new top section and I am planning on bringing my newly legal digital compass into play in the new year!</span></div>
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<span style="font-family: ".SFUIText"; font-size: 17pt;">I’m looking forward to the new rudders coming soon which are supposed to be more balanced but I really want a carbon bottom section because I tend to bend that too in medium and heavy wind, but that is just me. Very few other people seem to suffer from perpetually bent bottom sections...</span></div>
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<span style="font-family: ".SFUIText"; font-size: 17pt;">Happy sailing or dreaming of sailing this winter.</span></div>
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Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-32118859272076736562017-03-11T23:12:00.001-08:002017-03-11T23:12:42.467-08:00This is more footage from Steve McBride when he was coaching us leading up to 2017 Laser Midwinters East in Clearwater.<br />
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This one is about fore-aft mobility for weight placement while surfing waves. I really value the knees-up, weight-on-your-feet technique, and this is why... <br />
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Moving aft picks the bow out of the water when you have power in the rig. Also I was finding that shifting my weight aft was helping my turns, preventing my bow from catching so much.Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-17570884521546924632017-03-11T23:04:00.002-08:002017-03-11T23:04:55.327-08:00<span style="font-family: inherit;">This footage comes from Steve McBride who coached a bunch of us in Clearwater leading up to 2017 Laser Midwinters East.</span><br />
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<span style="font-family: inherit;">I call this skill pivoting: look at the cascade effect as it travels up the fleet. The
5th boat from the right pivots up into the wind to try to salvage their hole, then the 4th boat does
(me) then the 3rd, then the second. If you don't know how to do it,
you lose your lane!</span><br />
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Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-66406198827291161702017-01-24T23:02:00.002-08:002017-01-24T23:02:44.153-08:00Wind Accross Current<br />
<span style="font-family: "arial" , "helvetica" , sans-serif;">In an instructor clinic last year, Steve McBride and I were explaining how current affects the ripples on the water and so we naturally transitioned into the affect of <i>current wind</i> on apparent wind. We talked about wind against current and wind with current and started to move on. Naturally Abby asked what happens to the wind and waves if there is cross<span style="font-family: "arial" , "helvetica" , sans-serif;"> </span>current. Since we didn't want to get into trigonometry, we parked that question, but we never ended up getting back to it. So at long last here is my answer, although as usual with this blog I got carried away with it...</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif; font-size: large;">Wind <span style="font-family: "arial" , "helvetica" , sans-serif;">With Current</span></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEje6JOpclAINeFegQLdZ7o0Uk2QURRHXDpeXFdElvlLzfo0ZTlSEEQuVIyL3kbSRr66PHIc4a1pWmEksutuFwucBXEdjjDLXEnT_OOzVlmDTTe1JhJuC0JyqufcBMseP48HDREDE1mpszj8/s1600/moving+walkway.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEje6JOpclAINeFegQLdZ7o0Uk2QURRHXDpeXFdElvlLzfo0ZTlSEEQuVIyL3kbSRr66PHIc4a1pWmEksutuFwucBXEdjjDLXEnT_OOzVlmDTTe1JhJuC0JyqufcBMseP48HDREDE1mpszj8/s320/moving+walkway.jpg" width="320" /></a><span style="font-family: "arial" , "helvetica" , sans-serif;">St<span style="font-family: "arial" , "helvetica" , sans-serif;">arting from <span style="font-family: "arial" , "helvetica" , sans-serif;">square one, </span></span>If you are standing still on a moving walkway at the airport inside where there is no true wind, you still feel air hitting your face because the moving walkway is pulling you into the still air. Relative to you there is what we could call 'walkwa<span style="font-family: "arial" , "helvetica" , sans-serif;">y wind</span>'. This walkway wind comes in the opposite direction as your motion. Current can be thought of as a moving walk way or conveyor belt. In this post, I have called the wind felt due to current '<i>current wind</i>' and I will try never to use the word current to mean 'now', just moving water.</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">In this situation the surface of the moving water only feels a very light three knot breeze and so it is likely to have very small ripples and so it would look lighter in colour like a calm patch. When you sail, you sail by the apparent wind, so this really is a calm patch as far as your sail is concerned and if the whole course has the same constant current, it is more than a calm patch, it is a calm day. In this case, the current only really matters at the laylines (of the marks and finish) and at the starts. </span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">Avoid undershooting the windward mark and try sneaking in on people at the leeward mark because everyone will tend to leave too much room around the leeward mark. At the start there is likely to be huge line sag (take a transit). Because you can't sail straight upwind, boats on <span style="font-family: "arial" , "helvetica" , sans-serif;">starboard</span> will tend to creep towards the port of the line</span><span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-family: "arial" , "helvetica" , sans-serif;"> as they try t<span style="font-family: "arial" , "helvetica" , sans-serif;">o </span>stay up near the line </span> causing pile-ups at the pin and openings at the boat end of the line.</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif; font-size: large;">Wind Against Current</span></div>
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</span><span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-size: small;">Next let's take the situation wher</span>e the wind and current are going in opposite directions.</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJ0YG8mKP-UATB20JsimxTQUNehU43ZmBbsKPAXjojCKol67ZM9vUjFosmdxjWY-dm3alydjenDCRyuprT5SaD1SBnMudJRqhBek3CH7_jQqfjNY7u9UIpeJ2ORn7Dw9Ln3B6mETb_PqHS/s1600/Current+Wind2.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJ0YG8mKP-UATB20JsimxTQUNehU43ZmBbsKPAXjojCKol67ZM9vUjFosmdxjWY-dm3alydjenDCRyuprT5SaD1SBnMudJRqhBek3CH7_jQqfjNY7u9UIpeJ2ORn7Dw9Ln3B6mETb_PqHS/s1600/Current+Wind2.png" /></a></span></div>
<span style="font-family: "arial" , "helvetica" , sans-serif;">This time the water is being pulled up into the wind so the surface of the water feels extra wind and so it will be choppier. As far as the water at the surface is concerned there really are 10 knots of wind, so the water will be quite choppy. Without a reference point, the only way that you may be able to distinguish <i>current wind</i> from true wind is that current, especially a change in current, often makes the water more turbulent which can make the water look particularly jagged and irregular. We sometimes call it piranha water because in some cases it almost looks like piranhas are trying to <span style="font-family: "arial" , "helvetica" , sans-serif;">poke</span> up from the surface. Once you get used to looking at turbulent water, you can often recognize current, but just because you can't obviously tell that there is turbulence doesn't mean that there is no current. </span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">If the current extends across the whole course evenly, it doesn't affect strategy except, once again at the laylines and starts. At the windward mark it is a good plan to undershoot the windward layline. At the Gorge (Columbia Gorge Racing Association at Cascade Locks, Oregon) there is strong windward current because it is a large river. In races and in training, I have undershot the windward layline <span style="font-family: "arial" , "helvetica" , sans-serif;">e</span>xtremely<span style="font-family: "arial" , "helvetica" , sans-serif;"> </span>in the three boat length circle</span><span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-family: "arial" , "helvetica" , sans-serif;">, but then just I could just</span> go head to wind, retain my rights and wait for the 3+kt or so current to pull me up to the mark (if tacking would mean having to duck boats). This way people can only pass me if they have drastically overshot the mark and can sail past my bow. Of course it would be faster to anticipate the current properly and hit the layline perfectly, but usually everyone overshoots the mark by a lot and the Gorge often hosts big regattas. When there is strong windward current it is important to brush up on your rule 18.3! There are a lot of places to be gained.</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">At the leeward mark the danger is hitting the mark. I have sailed almost completely past a mark in light wind<span style="font-family: "arial" , "helvetica" , sans-serif;"> with</span> windward current, only to have the back windward corner of my transom hit the mark as my boat was pulled sideways upwind. </span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">At the start line it is important to be cautious in windward current. My strategy is to get a good transit and the find a part of the line without much congestion. When boats are close to each other they tend to get caught up with each other and get swept way over the line. The Gorge is my favorite example of windward current, there is also sometimes upwind current in Victoria and Vancouver or West Vancouver, but it depends on the tide, so it is less reliable and often not as strong as the Gorge is literally a river flowing upwind. While playing around with downspeed pre-start maneuvers in windward current, people often get excited when they realize that by lifting their dagger boards a certain amount, they can get the drag of the wind on their flapping rig to perfectly cancel the upwind thrust of the current. However with your rig forward on your boa<span style="font-family: "arial" , "helvetica" , sans-serif;">t</span> and your rudder aft on your boat, this strategy will tend to pivot your bow off the wind until you are on a beam reach or below. If you are all alone this might be okay, but in a crowd it is a problem, you are asking to be luffed. As soon as you need to avoid someone (and most people will be to leeward of you), you need to drop your dagger board to maneuver properly and then you get sucked over the line. </span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">The strategy that I have had more success with is to point straight head to wind and then try to avoid touching my boom and to avoid tacking. At the Gorge there is usually plenty of wind to push you astern, so if you point your boat far enough upwind that your boom and so the drag of your sail flap inside the back corner of your boat, and then if you angle your tiller straight or slightly to windward, the drag on your sail causes you to drift straight backwards with attached flow on your dagger board and rudder. What is more, unless you touch your boom or pass head to wind, you have right of way over most other boats. You are on starboard and it would be hard to luff you since you are already pretty far head to wind. If you accidentally tack, you are subject to Rule 13 and have to go back below close hauled and reset. If you touch your boom then you are subject to Rule 22.3 "A boat moving astern or sideways to windward through the water by backing a sail shall keep clear of one that is not". However if you are moving astern due simply to good clean drag of wind on your rig and you have not touched your boom (even with your shoulder the jury tells me) you retain your rights. Unfortunately that may be a hard one to explain to the person that you reverse into. Yes, technically they hit you from clear astern while you were minding your own business, but you better be able to prove that you didn't back your sail. It is probably a good idea to warn them ahead of time: "watch out clear<span style="font-family: "arial" , "helvetica" , sans-serif;"> </span>astern boat, I haven't backed my sail!"</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">The really cool thing about sitting on the line heat to wind, moving backwards is that to start going again it is relatively easy. You gently push the tiller away from you to reverse onto a <span style="font-family: "arial" , "helvetica" , sans-serif;">t</span>ight reach, sheet in and hike. It feels weird because the flow on your foils has to switch directions, but it powers up quickly and unless someone is to leeward and bow out on you, you have a g<span style="font-family: "arial" , "helvetica" , sans-serif;">ood shot at a good acceleration.</span></span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-size: large;">Cross Current</span></span></div>
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<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-family: "arial" , "helvetica" , sans-serif;">That was qui</span>te a segue, but at last we have arrived at the final scenario: <span style="font-family: "arial" , "helvetica" , sans-serif;">current</span> flowing across the wind direction. </span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">The angle of the resulting apparent wind depends on the relative strengths of the wind and the current. 4 knots is pretty extreme, but imagining it helps you recognize what happens on a smaller scale with less cross<span style="font-family: "arial" , "helvetica" , sans-serif;"> </span>current. Also <span style="font-family: "arial" , "helvetica" , sans-serif;">in<span style="font-family: "arial" , "helvetica" , sans-serif;">spite of my best efforts, I found that my 7 knot arrow is too<span style="font-family: "arial" , "helvetica" , sans-serif;"> short or my 4 knot arrow is too short, but the <span style="font-family: "arial" , "helvetica" , sans-serif;">a</span>pparent wind angle doesn't look too far off 30 degrees.</span></span></span></span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">This math behind the 8.1 knots comes from the <a href="https://en.wikipedia.org/wiki/Pythagorean_theorem" target="_blank">Pythagorean Theorem</a> based on the triangle drawn above. The true wind and the <i>current wind</i> don't have to be perpendicular, but if they aren't then you need even more trigonometry.</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">The angle calculation that gave us 29.7 degrees comes from the <a href="https://en.wikipedia.org/wiki/Trigonometric_functions#Sine.2C_cosine_and_tangent" target="_blank">trigonometric function 'tangent'</a>. <a href="https://en.wikipedia.org/wiki/Trigonometric_functions#Inverse_functions" target="_blank">Arctangent is the inverse of tangent</a> and it is just used to solve the equation.</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">Bla bla bla that is math not sailing...</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">What does it mean for sailing?</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">Again, let's assume the cross<span style="font-family: "arial" , "helvetica" , sans-serif;"> </span>current is constant thorough the course and moving from course-right to<span style="font-family: "arial" , "helvetica" , sans-serif;"> </span>course-left as shown above. This often comes up at West Vancouver Yacht Club where the course is set up in deep, fast moving water if they can get their marks to hold.</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">If the race committee ignores the current when setting the course, then in the above cases<span style="font-family: "arial" , "helvetica" , sans-serif;"> </span>with our 7 knots of true wind and 4 knots of cross<span style="font-family: "arial" , "helvetica" , sans-serif;"> </span>current, the course would look quite skewed to the sailors and to anyone else who is not anchored. Below I have made a slightly less extreme scenario with the apparent wind only skewed fifteen degrees left of the true wind. Even so, <span style="font-family: "arial" , "helvetica" , sans-serif;">a</span>s the <span style="font-family: "arial" , "helvetica" , sans-serif;">diagram</span> shows<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-family: "arial" , "helvetica" , sans-serif;"> with the current pushing left </span></span>you would hardly be able to make the pin. A good race committee would realign the start line to take this into account, but this is tricky for them because sitting on the anchored race committee boat, their wind instruments do not pick up the <i>current wind</i>.</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">However, if the race committee squared the start line to the apparent wind by factoring in the <i>current wind</i>, the current will not only be pushing along the line, it will also be pushing up across the line which is dangerous for s<span style="font-family: "arial" , "helvetica" , sans-serif;">tarting over early</span> as we talked about. Below is a diagram of the course squared to the apparent wind, notice the current's angle (because you certainly will when you are trying to sit on the start line). </span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">To <span style="font-family: "arial" , "helvetica" , sans-serif;">d</span>eal with this current direction, I recommend taking transits and executing conservative starts. There will most likely be several black flag starts and a pile-up at the pin.</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">The next question is where is the windward mark? In my diagrams I have the start lines square to the rhumb line, but this is actually quite unlikely. The race committee may or may not start with the start line square to the rhumb line, but they will probably move it around once the fleet starts getting general recalls. </span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">If the race committee set the course based on readings from an anchored boat in this current, the windward mark will be skewed off to the right.</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">Also, the starboard layline moves away to windward and the </span><span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-family: "arial" , "helvetica" , sans-serif;">port layline comes down to leeward. On the upwind, the boats will be pointing at about 4<span style="font-family: "arial" , "helvetica" , sans-serif;">0</span> degrees to the apparent wind as I have shown with the yellow boat in the above diagrams, but their 'course made good' through the water will be heavily skewed by the current. You can imagine a boat sailing normally relative to the apparent wind, but then it is also being pulled sideways by a conveyor belt while the marks are not.</span></span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">In the above diagram, there will end up being significantly more time spent on port than on starboard upwind, so when in doubt you should be on port. You might just want to tack onto starboard if there is a particularly nice right shift. <span style="font-family: "arial" , "helvetica" , sans-serif;">In fact, even </span><span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-family: "arial" , "helvetica" , sans-serif;"></span>if the race committee squares the windward mark to the current-induced
apparent wind, part of the current will be pushing everyone left and the
laylines will still be affected, but because you now have a component of windward current added into the bargain, the laylines will come up sooner.</span> </span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">As you near the port layline (being sucked left, that is the one you will probably <span style="font-family: "arial" , "helvetica" , sans-serif;">hit</span>), take a transit through the windward mark to see whether you are near being swept past the windward mark even though your bow points beneath it. Remember, as always, it is very risky to approach the windward mark on port within the three boat length circle. </span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">The downwind leg will also be skewed, even more so if they have tried to <span style="font-family: "arial" , "helvetica" , sans-serif;">compensate <span style="font-family: "arial" , "helvetica" , sans-serif;">for the skew on the upwin<span style="font-family: "arial" , "helvetica" , sans-serif;">d</span> and<span style="font-family: "arial" , "helvetica" , sans-serif;"> have</span></span> <span style="font-family: "arial" , "helvetica" , sans-serif;">nearly even upwind sailing time on port and starboard </span>for the upwind leg.</span> </span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">Since Laser downwind angles are pretty deep, you have to have thought out where you need to go before the downwind starts and to get a visual on the leeward mark. If the race course was not set to the true wind rather than the apparent wind the mark will be farther to sailor's right than anticipated which is okay because you will be pushed right by the current anyway, so don't start by pointing at the mark or else half way down the course you will have to be pointing back the other way. </span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">If the course is set to the apparent wind then the leeward mark will look like it is in the right place off the bat, but if you forget about it while jockeying for position and trying to go fast, you will find that it has migrated sailor's left. People forget that they are on the conveyor belt, so they sail straight down wind when they really want to by the lee or broad reaching slightly into the current so that their course made good is towards the mark. Again if there is a transit available sighting through the leeward mark can help you keep track of whether or you are tracking towards the mark or slipping sideways.</span>
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<span style="font-family: "arial" , "helvetica" , sans-serif;">Below I have drawn out the diagrams for cross<span style="font-family: "arial" , "helvetica" , sans-serif;"> </span>current coming from course left to course right with the situation that the race committee has set the course either to the true wind or to the apparent wind.</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">In this case you would be able to lay the mark from the barge (maybe even from the pin with the current) except that you won't be able to star the race because everyone will be crowding the barge and actually being pushed up into it. The poor race committee will almost certainly shift the course more like the diagram below. However keep in mind that cross current is often fairly weak. Imagine the diagram with half as much left-to-right cross<span style="font-family: "arial" , "helvetica" , sans-serif;"> </span>current. If it is a relatively small fleet and the race committee is good at identifying boats over the line, it could well be sailed. Watch out for the barge when starting, think about the laylines, and try very hard not to hit the leeward mark.</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">This looks like a much more reasonable course, <span style="font-family: "arial" , "helvetica" , sans-serif;">but </span>still be careful about getting sucked up into the race committee boat and being pushed over the line by the current, as well as hitting the marks. The leeward mark would be easy to accidentally hit, as I said before, but I should also mention the windward mark. <span style="font-family: "arial" , "helvetica" , sans-serif;">U</span>nless you make a point of sailing past it before bearing off, you could easily hit the mark with the back of the boat as you exit the mark when there is <span style="font-family: "arial" , "helvetica" , sans-serif;">cross current from either direction</span>.</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">It would take too long and may be overly confusing to talk about all of the other permutations and combinations of scenarios where current is strong enough relative to the true wind for it to be significant, but I encourage you to get out some props: toy boats, arrows, maybe a sheet of paper that you can pull with the boats on it but not the marks to simulate current. Also if you have a favorite scenario, particularly if it is common at a major event you have been to let me know and I could make another post about it playing through the scenarios at the critical points. </span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">It is tempting to study these examples and come away with supposed rules of thumb, but the reality of cross<span style="font-family: "arial" , "helvetica" , sans-serif;"> </span>current is that it is often localized, changing with t<span style="font-family: "arial" , "helvetica" , sans-serif;">ime, </span>or at different strengths in different places. So it is generally true, in say an unpredictable gently oscillating breeze, that you want to sail the long tack first, and with cross<span style="font-family: "arial" , "helvetica" , sans-serif;"> </span>current that means sailing into the current first, however when you sail into strong current, you don't make much ground. Not making much ground is fine if the current is equal throughout the course for the whole time you are on the leg, but if the current is less somewhere else, or if somewhere else on the course the current is moving at a different angle, then you actually want to sail sideways across the strong current to get out of it and if you have to sail into the current, do so where it is weakest. </span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">The next layer of complexity is that currents are often weak relative to the effects of the wind, so all of this may be going on in the background but the person who wins may have completely neglected the current effects to focus on wind strategy. Here is an example: there is a quarter knot of current relief on the right but there is a big persistent left shift. The people who sailed right may have sailed a faster absolute speed because they were slowed down less by the current, but it could be that the people on the left on the inside of the big shift got to sail 50 boat lengths less distance and so they came out ahead in spite of the current.</span><br />
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<span style="font-family: "arial" , "helvetica" , sans-serif;">Another point where people can tend to go wrong with cross<span style="font-family: "arial" , "helvetica" , sans-serif;"> </span>current is that if you are sailing upwind with a cross current, it is tempting, especially if there is a shore that is moving in your peripheral, to fall into the fallacy that if you are footing you are just on a treadmill, but if you are pinching you make more ground upwind. However, so long as the current is constant throughout the course, every sailor has to sail over the same amount of water that will pass across the course, so the part of your movement that is into the current is inevitable. Don't pinch. If you<span style="font-family: "arial" , "helvetica" , sans-serif;"> s</span>ail your fastest angles, at some point you can tack and cross the pincher. You will do best if you can sail your fastest angles for as much of the course as possible. That sounds obvious, but to execute it, it requires thinking ahead so that you don't spend the last part of your upwind or downwind leg on a beam reach trying to correct your course back to the mark. </span><br />
<span style="font-family: "arial" , "helvetica" , sans-serif;"> </span><br />
<span style="font-family: "arial" , "helvetica" , sans-serif;">Happy<span style="font-family: "arial" , "helvetica" , sans-serif;"> side-sli<span style="font-family: "arial" , "helvetica" , sans-serif;">ding<span style="font-family: "arial" , "helvetica" , sans-serif;">! Let me k<span style="font-family: "arial" , "helvetica" , sans-serif;">now if <span style="font-family: "arial" , "helvetica" , sans-serif;">any of you have stories about current in</span> specific scenarios: building, dying, turning, current<span style="font-family: "arial" , "helvetica" , sans-serif;">;</span> localized current, tide lines, <span style="font-family: "arial" , "helvetica" , sans-serif;">whirlpools, <span style="font-family: "arial" , "helvetica" , sans-serif;">weighing off <span style="font-family: "arial" , "helvetica" , sans-serif;">various wind strategies against current strategies. I can't co<span style="font-family: "arial" , "helvetica" , sans-serif;">ver it all, but it might be nice to post someone's current story <span style="font-family: "arial" , "helvetica" , sans-serif;">if there is interest.</span></span></span></span></span></span></span></span></span></span><br />
<br />
<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="font-family: "arial" , "helvetica" , sans-serif;">Many of my craziest <span style="font-family: "arial" , "helvetica" , sans-serif;">current experiences have come in and around O<span style="font-family: "arial" , "helvetica" , sans-serif;">ak Bay. <span style="font-family: "arial" , "helvetica" , sans-serif;">Here is <a href="http://bobsyourteacher.com/a_sailing/winds_tides/start.html" target="_blank">a link to </a><span style="font-family: "arial" , "helvetica" , sans-serif;"><a href="http://bobsyourteacher.com/a_sailing/winds_tides/start.html" target="_blank">Bob Britten's hu</a><span style="font-family: "arial" , "helvetica" , sans-serif;"><a href="http://bobsyourteacher.com/a_sailing/winds_tides/start.html" target="_blank">ge store or local knowledge</a> about Oak Bay<span style="font-family: "arial" , "helvetica" , sans-serif;">. The last few movies include some super interesting current-related scenarios.</span></span></span></span></span></span> </span></span></span></span></span></span></span></span></span></span><br />
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<![endif]-->Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-46111064481272607722015-04-22T23:50:00.000-07:002015-04-22T23:50:07.747-07:00Persistent Shifts Part 4<!--[if !mso]>
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<br />
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<br /></div>
<div class="MsoNormal">
Shifts are often modeled and thought of as sudden changes of
direction, but this is not necessarily the case. In the Sail Racer game we have a
scenario where the wind shifts from the weather input are smooth and
continuous.<span style="mso-spacerun: yes;"> </span>So how do you decide when is the time to tack during a smooth shift?</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
If you dig out your strategy books
you should find somewhere in there that you are supposed to tack when the wind
passes the median wind direction.<span style="mso-spacerun: yes;"> </span>For
example, let's say that you are sailing on an exceptional shift, you are very lifted, pointing
almost straight at the mark, but then then you get a slight knock. You are
probably still lifted overall (ie. you are above your median), so don’t tack yet. <span style="mso-spacerun: yes;"> </span>Only tack when you have been knocked so far
that you are pointing below your median heading because being below your median on one tack means being above your
median heading on the other tack.</div>
<div class="MsoNormal">
<br /></div>
For a good illustration of how to tack on the median in a smooth shift, check out this Speed and Smarts article posted on the Destination One Design website from which I pulled the picture below:<br />
<br />
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<a href="http://www.destinationonedesign.com/index.aspx?s=how+to+play+oscillating+shifts" target="_blank">Click Here</a></div>
<div class="MsoNormal">
<a href="http://www.destinationonedesign.com/index.aspx?s=how+to+play+oscillating+shifts" target="_blank">Then follow the link: 'How to play oscillating shifts'</a></div>
<div class="MsoNormal">
<a href="http://www.destinationonedesign.com/index.aspx?s=how+to+play+oscillating+shifts" target="_blank">by Dave Dellenbaugh</a></div>
<div class="MsoNormal">
<a href="http://www.destinationonedesign.com/index.aspx?s=how+to+play+oscillating+shifts" target="_blank">at http://www.destinationonedesign.com/index.aspx?s=how+to+play+oscillating+shifts </a></div>
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<br /></div>
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</div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj3kXxmJJGTBiyNh9b7cCjHb1xQBp-KZTYf3AH2r-So3u1r5g0WCpU9RPD-DrzAkpJ_bQPtdDPD-ueTyxhIh4ZlzHXK34MMxh3rvs2mVaGZBK8c7vONynT6WIbTWzsoxPTfsEoZuxan-xZJ/s1600/htsos.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj3kXxmJJGTBiyNh9b7cCjHb1xQBp-KZTYf3AH2r-So3u1r5g0WCpU9RPD-DrzAkpJ_bQPtdDPD-ueTyxhIh4ZlzHXK34MMxh3rvs2mVaGZBK8c7vONynT6WIbTWzsoxPTfsEoZuxan-xZJ/s1600/htsos.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">This image is not mine, I found it by following the above link. Please consider subscribing to Speed and Smarts if you like it: https://www.speedandsmarts.com/Order/Subscribe</td></tr>
</tbody></table>
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<br /></div>
<div class="MsoNormal">
The above picture shows how a boat tacking on the median would make gains on a boat tacking on the maximum. </div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
It is nice to be able to put this theory into practice by
playing the <a href="http://www.sailracer.net/windgame/" target="_blank">Sailracer.net wind game</a> immediately after reading it instead of
having to wait for the race on the weekend (or for the lake spring to heat up to put it into
practice.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
I don't know exactly what Sail Racer's algorithm is, but while playing the game the instantaneous wind
trace line and a damped-down wind trace line are drawn out in grey. The damped line is
apparently averaging out the wind direction from the last little while.<span style="mso-spacerun: yes;"> </span>With some exceptions, like approaching
laylines, the Sail Racer algorithm seems to make the computer’s boat tack
whenever the line that represents the wind direction crosses this damped average wind trace line. This essentially means that the algorithm tacks on the median, but we don't know how the algorithm calculates the median.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
I have noticed that for whatever reason,
that in this game, the wind has tended generally to come back to North and to swing more or less
evenly around the direction of North.<span style="mso-spacerun: yes;"> </span>If I sail/play the game with that information in the back of
my mind, my memory is going back much farther than the wind algorithm’s memory. So
when there are longer phase oscillations and the game begins with the wind direction off to one side, well to the East or West of North, I am usually able to win by being more patient or longsighted than the
algorithm. The algorithm gets impatient (so to speak) by deciding that the current wind direction must be the new normal and so it sets it as it's median and starts tacking on it. On the other hand I sail the lift to get inside the next shift, that means taking deep breaths and waiting with fingers crossed for the wind to normalize back to North. </div>
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<br /></div>
<div class="MsoNormal">
In the screen shots below I am the red boat and black is the algorithm.
I took a screen capture of these races because they show an example of
playing the long phase oscillation as a persistent shift by sailing on
the lifted tack and waiting for the wind to (hopefully) come back to
North (my long term median) before the end of the leg. The
computer in the black boat, blindly following the algorithm, assumes
that the
initial wind direction is here to stay and that that should be the
median.</div>
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Looking more closely at the first screen capture you can see that when
the race started the wind was already to the right of the rhumb line (slightly
East of North) by looking at the grey wind trace lines. I made a plan based on my theory that the rhumb line (North)
was the true median.<span style="mso-spacerun: yes;"> </span>The computer’s boat
(black) took the North-Northeast direction to be the median wind direction and
so she tacked on the short phase oscillations thinking it was a neutral phase.<span style="mso-spacerun: yes;">
</span>Over the course of the leg, the wind eventually returned to my predicted
Northerly direction, so my strategy of treating this scenario as a persistent
shift paid off, I got well inside the long phase persistent shift. However I want to emphasize that then crazy shifts came through (shown by the squiggly faint wind trace line), I tacked on them, I didn't just blindly follow my plan with no regard for the short phases that were extreme enough to pay for their tacks. This is what I have been building up to with these blog posts, the idea that overall you may have a persistent shift strategy based on the big phase, but superimposed on that, you can still tack on the extreme oscillations that come through in the small phases as long as you get back to your plan as soon as possible and as long as your tacks pay for themselves (remember the bit in the previous blog about how costly tacks tend to be).</div>
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<span style="mso-spacerun: yes;"></span>In the first example where the persistent shift was more subtle, I still tacked on the
big shifts, but I made sure to get enough separation from black to be able to
cash in my left side advantage if my prediction came true.<span style="mso-spacerun: yes;"> When the prediction did come true, </span>I did not know exactly how long this big phase
would last, so once I had big <b>paper gains,</b> I crossed back in front of the other boat then tacked directly to windward
of her to make it more or less impossible to come back and pass me. You can tell more clearly that I did the same defensive cashing in move in the second screenshot race.<span style="mso-spacerun: yes;"> </span>This is an effective move not because of my
wind shadow (no wind shadow in this game), but because tacking to windward of black removes leverage that she
needs in order to gain or lose on wind shifts.</div>
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<b>Paper gains</b> mean the theoretical advantage that you have if nothing changes. Until you have cashed in your paper gains, because of your leverage, a change in the form of a bad shift could make your gains vanish. Cashing in means reducing your leverage: sailing ahead (or behind) your competition. Once you have cashed in you have reduced your leverage and so you are not as
susceptible to undesirable shifts.</div>
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What I have been trying to illustrate is that in situations with combined long and short phase oscillations, that is, with real world messy persistent shifts, you often have competing strategies: to get inside the (big) persistent shift and to tack on the (small) oscillations. The trick first to identify whether there is a high likelihood of a persistent shift that could be capitalized on. Next you need to get a feel for which oscillations are big enough that tacking on them pays for itself and which ones are a waste of time and leverage. Another thing to keep in mind is where you need to go next so that if you find yourself in a neutral (macro) phase, you can act purposefully. If you are happy with your placement on the course during the neutral phase you could spend your time tacking on small shifts. If you are ahead your time in the neutral phase might be well spent cashing in any gains you may have by reducing your leverage. If you have losses rather than gains, leverage is your only hope of recovery and it
is laylines that are the enemy as time runs out waiting for the miracle
shift to get you back in the game. In that case you could decide in the neutral phase either to eat your losses by cashing in/consolidating your loss or to double down and go for more leverage. Another use for the neutral phase particularly at the beginning of the leg is to start executing the overall strategy. That could be getting inside the persistent shift, getting out of bad current or sailing to where there is better wind, for example.</div>
<br />
Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-21765079828592938212015-04-06T17:08:00.001-07:002015-04-06T17:08:49.376-07:00Persistent Shifts Part 3<!--[if !mso]>
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<br />
<div class="MsoNormal">
<b>Oscillating Shifts</b> </div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
In the first two persistent shift posts I presented some scenarios that were pretty much geometrically perfect, but in the messy real-world boats
rarely sail on arcs of perfect circles. So I want to
take some time to cover oscillating shifts with the aim of eventually combine oscillating
and persistent strategies.<span style="mso-spacerun: yes;"> </span>In the next blog post and by following the link to the game at the bottom of this post, we will get into using some real wind data.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
In the below, I have drawn the courses of
boats A and B, let’s say they are sailed by prairie sailors from a small lake
or coastal sailors who sail exclusively on a small bay in Victoria out of the way of the current. Either way, they find themselves on a big race course competing against the sailor in boat C who is more
used to big courses on bigger water (though conveniently still with negligible current).<span style="mso-spacerun: yes;"> </span>Boats A
and B know to tack on the shifts, why wouldn’t you?</div>
<div class="MsoNormal">
<br /></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjv6c2ycxGsIlj2toiYBMz0T_qKfAWgg5_-IXzcBBe-mIi9bOmUVWpKB0z05wlZFTLuAStVFAvvJldo2wOwgeiOL3somLef_xoK_0fQnBQy1JJAwBM5rt-WzTiuXwYft9DNaeWGLZzRs24z/s1600/Big+Phase+Shifts+2.1.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjv6c2ycxGsIlj2toiYBMz0T_qKfAWgg5_-IXzcBBe-mIi9bOmUVWpKB0z05wlZFTLuAStVFAvvJldo2wOwgeiOL3somLef_xoK_0fQnBQy1JJAwBM5rt-WzTiuXwYft9DNaeWGLZzRs24z/s1600/Big+Phase+Shifts+2.1.png" height="607" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">In this strange diagram, I have colour coded the tacking angles of four different wind directions with a legend of sorts in the bottom right: 4 degrees left, four degrees right, 10 degrees left and 10 degrees right. I then built the courses of the three boats based on whether they were on starboard or port during which of the phases </td></tr>
</tbody></table>
<div class="separator" style="clear: both; text-align: center;">
</div>
<div class="separator" style="clear: both; text-align: center;">
</div>
<div class="separator" style="clear: both; text-align: center;">
</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="mso-spacerun: yes;"> </span></div>
<div class="MsoNormal">
<b>Back Stories and Scenarios</b></div>
<div class="MsoNormal">
</div>
<div class="MsoNormal">
To make sense of this diagram, I have made up some back stories...</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Boat A came out to the race course a couple of minutes early and
figured out that of the two oscillating wind directions, when the wind is in
the direction that I have coloured orange, it is a veer (lift on starboard) and
when the wind is in the yellow direction the wind has backed (port is the
lifted tack).<span style="mso-spacerun: yes;"> In the time that A has been paying attention, she does not encounter the red or maroon wind directions. N</span>aturally A starts on
the lifted tack and every time A gets knocked, she tacks: fair enough.</div>
<div class="MsoNormal">
<span style="mso-spacerun: yes;"> </span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
B looked at the windward mark and realized that in the
orange phase she was pointing closer to the windward mark on port, so maybe B
started on port or maybe she started at the barge on starboard and then immediately after the start she
tacked onto port.<span style="mso-spacerun: yes;"> </span>B would have been happy
after the first shift when she was lifted onto the yellow course even closer to the mark, but then
when she was knocked back onto the orange course, B tacked to stay in phase
with the shifts.<span style="mso-spacerun: yes;"> </span>So B continues tacking
on the shifts which usually works back home on small courses on say, Chestermere Lake or Cadboro Bay.</div>
<div class="MsoNormal">
<span style="mso-spacerun: yes;"> </span></div>
<div class="MsoNormal">
Maybe C had been out on the course checking the wind for 45
minutes before the start which let her notice that although there are bunch of
6 degree oscillations that come and go, there are bigger 14 degree oscillations
that come and go more rarely (C didn’t need to know those exact numbers, just the feeling of bigger and smaller shifts and a sense of where they come from).<span style="mso-spacerun: yes;"> </span>So C builds a strategy that she should only play the
big oscillations and forget about the little ones: stay in phase with only the big shifts.<span style="mso-spacerun: yes;"> Maybe </span>C didn’t even do 45 minutes of
research with a compass, maybe C just eavesdropped on the race committee
channel that was playing at high volume from the pin boat or a coach boat and C
overheard the following conversation: </div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
“Markset, are you happy with the position of Mark 1?<span style="mso-spacerun: yes;"> </span>You look a little right to me“</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
“Affirmative, we have been doing a wind trace and as well as
some small shifts, there are 14 degree oscillations perfectly about our rhumb
line at this bearing”</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
“Good work Markset, then, we will leave Mark 1 there”</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
So C thought: ‘…perfect oscillations about the rhumb line
eh?<span style="mso-spacerun: yes;"> </span>In that case, I’ll just try to stay on
whichever tack takes me closer to the windward mark’</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="mso-fareast-language: EN-CA; mso-no-proof: yes;"></span></div>
<div class="MsoNormal">
When I showed this diagram to my partner Maura, who is a
strong Radial sailor, she was uncomfortable because she thought that I was in
danger of encouraging people to bang corners.<span style="mso-spacerun: yes;">
</span>For this reason I have not drawn in the windward mark.<span style="mso-spacerun: yes;"> </span>With some imagination, we could put this
diagram and scenario in different contexts.</div>
<div class="MsoNormal">
<span style="mso-spacerun: yes;"><br /></span></div>
<div class="MsoNormal">
<span style="mso-spacerun: yes;">Firstly we could have the windward mark just at the top of thr diagram with C on or just below the layline getting ready to round.</span></div>
<div class="MsoNormal">
<span style="mso-spacerun: yes;"><br /></span></div>
<div class="MsoNormal">
<span style="mso-spacerun: yes;"></span></div>
<div class="MsoNormal">
Secondly we could say that the diagram only shows the first
third of the beat and C continues on to cross A and B for another four minor
oscillations before she tacks again on the next major oscillation. In this case C would continue to make similar gains as the big phases roll through.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Alternately, if we put the windward mark half way up the
diagram for a short course, A and B would win because C would have to tack back onto the layline
before making it to the big right shift that she had been calling for and
without the benefit of having tacked on the small shifts.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<b>Segue about Sailing in the Middle of the Course</b></div>
<div class="MsoNormal">
</div>
<div class="MsoNormal">
There are many (primarily tactical) reasons not to sail in the middle of a big
fleet (as A and B would have done with this strategy).<span style="mso-spacerun: yes;"> </span>Some of the reasons are
that: </div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
-The combined effect of dirty air from many boats makes it
generally slower if you are not well out in front</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
-Puffs and shifts often come in from a side and dissipate and can’t be used by the
time they make it to the middle</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
-In the middle, with boats to both sides of you, no matter
which way the wind goes, lose to someone</div>
<br />
-In the case of the above diagram especially, the boats in the
middle have tacked a lot.<span style="mso-spacerun: yes;"> </span>In the diagram
I have made tacks cost nothing, but A and B have done 7 or 8 more tacks than C
so in reality they should be even further behind.<span style="mso-spacerun: yes;"> </span>In almost all boats in almost all conditions,
tacks are significantly slower than sailing straight unless the tactical gain
from playing the shift pays for the cost of slowing down through the tack.<span style="mso-spacerun: yes;"> </span>However in the above diagram, you see that A and B’s
strategy actually hurt them even before taking into account the cost of the
tacks.
<br />
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
To continue on with that train of thought for a bit… a tack
often has a double cost if you had been purposefully executing a strategy.<span style="mso-spacerun: yes;"> </span>For example:</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
You had been sailing out towards pressure or out of some adverse
current, but then you tack on a nice shift. After tacking on that shift you have to throw in another
tack to get back to heading out towards the puff or current relief.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
The cost of tacking can be even bigger if you bring in the
tactical consideration that while you throw in this ‘hitch’ (tacking and tacking
back) the rest of the boats around you that didn’t tack will be continuing out
towards the favoured side.<span style="mso-spacerun: yes;"> </span>This lateral
separation on the race course becomes leverage against you if you are sailing
towards a shift. If you were sailing to a puff, throwing in the hitch means you
spend less time out in the stronger wind of the puff at the edge of the course. If you were sailing out of
adverse current, the hitch keeps you in that current for longer.<span style="mso-spacerun: yes;"> </span>So if you throw in the hitch, it had better
gain you a bunch of ground to pay for all those disadvantages.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<b>The Payoff</b></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
To emphasize the slight difference in course position resulting from the different strategies in the above diagram, at the top of the diagram, I have drawn thin black ladder rungs. I drew these ladder rungs perpendicular to the rhumb line
because according to the race committee the course is perfectly square.<span style="mso-spacerun: yes;"> </span>But there are other ways of thinking about the relative position of the three boats. If we don’t take the rhumb line into
account and stay in the present, we have the red ladder rung (red for the red
wind phase) corresponding to the instantaneous wind direction which shows that
C is even further ahead of any boats to the left of her.<span style="mso-spacerun: yes;"> </span>I have also drawn in a brown ladder rung
corresponding to the average of the red and maroon wind directions, because C is not
differentiating between these smaller wind fluctuations and is calling them one phase.<span style="mso-spacerun: yes;"> </span>According to this brown ladder rung
corresponding to the major right phase, A is even further ahead of the boats to
her left.<span style="mso-spacerun: yes;"> </span>It is worth noting that
because C is directly upwind of B, she has no leverage on B, so the different
angles of the ladder rungs have essentially no effect.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<b>A Last Scenario</b> </div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
In a fourth and final scenario for the diagram, we can imagine
that there is no major phase, that is, there is no back-and-forth to the larger
oscillations, instead the 14 degree right shift was a one-time event.<span style="mso-spacerun: yes;"> </span>For example C saw a wind line on the right
that A and B overlooked and so C ignored the oscillations, put all her eggs in one
basket and pinned it out right.<span style="mso-spacerun: yes;"> </span>The wind
line magically came in at the right time and C just beat A and B to the
mark.<span style="mso-spacerun: yes;"> </span>In this scenario where the 14
degree wind shift was a one-time event this is effectively a persistent shift
(and this scenario would make C is a corner banger).<span style="mso-spacerun: yes;"> </span>One of the big things that I am trying to illustrate is that by comparing the fourth scenario with the first, you can see that that the winning strategy for a persistent shift is the
same as for a long phase oscillating pattern that takes longer to oscillate through its
major phase than the length of one beat: here we come back to the importance of time scale.<span style="mso-spacerun: yes;"> </span>Often in a very slow
oscillating shift, the legs of the race must be raced like persistent shifts.<span style="mso-spacerun: yes;"> </span>This one of my justifications for talking so much about oscillating strategy in a series supposedly about persistent shifts.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
For your homework today try playing this game:</div>
<div class="MsoNormal">
<br /></div>
<a href="https://www.blogger.com/goog_1218083976">
</a><div class="MsoNormal">
<a href="http://www.sailracer.net/windgame/">http://www.sailracer.net/windgame/</a> </div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
When I was searching around for online software or games
that could help me illustrate these racing scenarios, I came across this interesting
site.<span style="mso-spacerun: yes;"> </span>It claims to use a real weather
station as the input for the game’s wind:</div>
<br />
“Wind oscillation is
real from ultra-sonic weather station at <a href="http://www.nannycay.com/" target="_blank">NannyCay</a> marina BVI. So, no wind - no game.”
<br />
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
The point of the game is to try to beat Sail Racer’s
strategy algorithm.<span style="mso-spacerun: yes;"> </span>There is no dirty
air, no Racing Rules of Sailing or collisions, the boats are always sailing
close hauled at the same speed except for out of a tack, but tacks are very
inexpensive, a mere 10% of boat speed for one second.<span style="mso-spacerun: yes;"> </span>So it is almost completely a strategy game,
though you do have the computer’s boat to check in with and copy if
you are a defensive-minded tactician.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Enjoy! The next blog will use an example from this game.</div>
Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-14044265701837817352015-04-01T16:36:00.001-07:002015-04-01T16:36:06.639-07:00Persistent Shift Q&A<!--[if !mso]>
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<![endif]--><span style="font-family: inherit;">Here are some questions and answers about the first two blogs. Please feel free to contact me with more questions and I will see if I can find time to make the answers into more posts.<i><b><span style="font-size: 12pt;"> </span></b></i></span></div>
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<span style="font-family: inherit;"><i><b><span style="font-size: 12pt;">1
What is the definition of a persistent shift? Is it a shift that
persists going in one directional (with some pauses perhaps) throughout one
upwind leg of a course, (and can include some minor oscillations during the
leg?)</span></b></i></span></div>
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<span style="font-family: inherit;"><span style="font-size: 12pt;">Yes I
would say that hits the nail on the head for a definition.<span style="mso-spacerun: yes;"> </span>The wind could be moving gradually, in bits
and pieces, even oscillating, but as it oscillates it generally trends more to one side. I would
even include big one time shifts that don’t come back as persistent shifts because the strategies are
similar.<span style="mso-spacerun: yes;"> </span> </span></span></div>
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<span style="font-family: inherit;"><span style="font-size: 12pt;">A difference with the one time event is
that if you miss it, it is harder to come back, whereas often in gradual persistent or oscillating-persistent shifts, you can make a small mistake at the beginning of the leg
treating it as purely oscillating, but then realize your mistake and pick your time to dig in
fairly hard to the side that the shift is coming from. This way you may be able to recover your
losses by getting to that side before the worst of the shift comes through.<span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;"></span> </span></span></div>
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<span style="font-family: inherit;"><span style="font-size: 12pt;">The key thing for a persistent shift is that
if the wind goes one way, it does not come back in the time before you
round the next mark or sail back to the middle of the fleet (consolidate you losses or
gains).<span style="mso-spacerun: yes;"> </span>So it is obviously a persistent
shift if the wind was never going to come back like with the transition from a
gradient driven wind to a thermal driven wind, but if the wind is oscillating
on a long time scale and there is potential for it to come back then it matters how far away the next mark it. If it doesn’t
come back before the next mark then over the course of the leg, the long time
scale oscillating shift was effectively a persistent shift, or another way to say it would be to say that the oscillating shift was so slow that
persistent shift strategy works By persistent shift strategy I mean: getting to the side towards which the
wind is going to shift before that shift happens (for a one time shift), or getting to
the side towards which the wind will continue to shift (for a gradual shift). I will get to oscillating-persistent shifts in upcoming blogs.</span></span></div>
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<span style="font-family: inherit;"><i><b><span style="font-size: 12pt;">2
In your basic advice about oscillating shifts in Part 1 of the Persistent Shift Blogs, what is the
difference between the basic advice "tack on knocks" and "tack
on knocks past the median"? </span></b></i></span></div>
<span style="font-family: inherit;">
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<span style="font-family: inherit;"><span style="font-size: 12pt;"><span style="mso-spacerun: yes;"></span>The second
strategy is just a more sophisticated version of the first strategy.<span style="mso-spacerun: yes;"> </span>Often in oscillating breeze, there are just two directions that the wind oscillates between, so
if you tack every time you get knocked (which is the result of the first and
second strategy) you will do fine.<span style="mso-spacerun: yes;"> </span>If on
the other hand there are multiple wind directions, then when the wind is in the
extreme right you need to be on starboard and if the wind is in the extreme
left you have to be on port, but if the wind is in the middle it is more of a
judgement call and you can play out your boat-on-boat tactics or if tacking on an extreme shift takes you away from your plan, you can use the next shift to a middle wind direction to get back to executing your overall strategy.</span></span></div>
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<span style="font-family: inherit;"><span style="font-size: 12pt;"></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: 12pt;"></span></span></div>
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<span style="font-family: inherit;"><span style="font-size: 12pt;"><span style="mso-spacerun: yes;"></span>Here are some ideas for what to do with a middle phase, that is, if the wind shifts to the middle of the
course (blowing down the rhumb line). If you are closer to the top of the
course you probably want to sail towards the rhumb line to avoid risking
overshooting the layline.<span style="mso-spacerun: yes;"> I</span>f the wind
shifts to the middle direction at the beginning of the leg you can do whatever
you like:<span style="mso-spacerun: yes;"> i</span>f the course is skewed, I
would recommend spending your time during the median phase sailing the longer
leg or sailing into the current if there is cross-course current, since you
will have to spend more time sailing on that tack over the course of the leg
anyway. To convince yourself of that, think of the consequence of doing the opposite. If you sailed the shorter tack on the middle phase (especially at the beginning of a beat), you might use up that tack (be very close to the layline) and not be able later in the beat to tack on an extreme shift that puts you on the short tack without sailing over the layline while your competition could make big gains on the extreme shift if they are well clear of the layline.</span></span></div>
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<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="font-size: 12pt;"><span style="mso-spacerun: yes;"></span>Other decisions for what to do with your middle phase at the beginning of the leg would be sailing towards the side
that you think is favored: tide or current, wind speed, any other factors.<span style="mso-spacerun: yes;"> </span> </span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="font-size: 12pt;">If you have
already made some gains from a good start or some good shifts etc.<span style="mso-spacerun: yes;"> </span>You can spend your median phase tacking back
across to windward of your competition.<span style="mso-spacerun: yes;">
</span>This reduces the leverage between you and your competition so that it is not easy for your competition
to find a way to take your gains back from you.<span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;">T</span>wo terms to describe that decision are: ‘cashing in’, or
‘consolidating’.</span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="font-size: 12pt;">If the wind is smoothly
pivoting right and left to varying degrees it is more difficult to decide what
the middle wind direction is.<span style="mso-spacerun: yes;"> </span>This is
where you have to make a judgement call on what is the median.<span style="mso-spacerun: yes;"> </span>One strategy is to take the mathematical median from your compass bearings and call the
middle of the two most extreme right and left wind shifts the median. If you do this, how far do you think back before forgetting your old extreme shifts? Another strategy is to just make a judgement call on which
general wind direction tends to reoccur most, call that the median and then
tack whenever the wind heads you past that heading.<span style="mso-spacerun: yes;"> </span>At any rate, somehow use observations and judgment to you chose your median wind
direction. If you have a compass, and depending on which model of compass you have, you will need a number for the heading you should have when sailing the median on Starboard and a number for your heading when sailing the median on port. These numbers should subtract to make up a credible tacking
angle. Many people, though, are doing this by intuition:</span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="font-size: 12pt;">“Hmm yes, this feels like
the normal wind direction"</span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="font-size: 12pt;">"Okay I am headed, but not as far as before, I'll say it feels like the middle wind direction" </span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="font-size: 12pt;">"My bow looks like it is pointing on a line that is roughly 45 degrees to the rhumb line, so I figure I am close to the median."</span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="font-size: 12pt;">If you get
lifted from whatever you are calling your median heading then you just continue to sail. If you get headed back down
to that same heading you just continue to sail, don’t tack unless you have some
other reason to tack (as mentioned in the ideas for what to do in a middle phase). This is what separates the first
simple strategy from the second, because the first strategy of tacking on the knocks suggests that you should tack when the wind heads you down to to the median which is not necessarily your best move.<span style="mso-spacerun: yes;">
</span>However if you get knocked below that median heading, only then do you
tack.<span style="mso-spacerun: yes;"> </span>You have to be pretty confident in
that median to make the call of not tacking when you get headed down to
it.<span style="mso-spacerun: yes;"> </span>I will post an online sailing game
in an upcoming post that is great for trying to pick a better median than the
computer algorithm picks.<span style="mso-spacerun: yes;"> </span> </span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="font-size: 12pt;">To bring this back on topic: in a
persistent shift you have to realize that there is no median, that is, there is no
direction that the wind will eventually come back to or shift back and forth about fairly reliably, at least
not on this leg.<span style="mso-spacerun: yes;"> </span>Once you realize that,
you throw out your median and just try to get inside the shift (persistent
shift tactics).</span></span></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><i><b><span style="font-size: 12pt;">3 From the previous blogs, your advice about oscillating shifts was clear, simple, and easy to
remember. Your advice on persistent shifts is a bit buried, but I think it is: </span></b></i></span></div>
<span style="font-family: inherit;"><i><b>
</b></i></span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<span style="font-family: inherit;"><i><b>
</b></i></span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><i><b><span style="font-size: 12pt;"><span style="background: none repeat scroll 0% 0% white;">get to the side that is going to
be (more) upwind before the worst of the shift happens</span></span></b></i></span></div>
<span style="font-family: inherit;"><i><b>
</b></i></span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<span style="font-family: inherit;"><i><b>
</b></i></span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><i><b><span style="background: none repeat scroll 0% 0% white; font-size: 12pt;">If you start a leg believing it to be a
persistent shift I guess the advice is go to the side that is more upwind? Is there a snappier kind of advice that might be easily
remembered?</span></b></i></span></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="background: none repeat scroll 0% 0% white; font-size: 12pt;">Your rephrasing of the advice to "</span><span style="background: none repeat scroll 0% 0% white; font-size: 12pt;"><i><span style="background: none repeat scroll 0% 0% white; font-size: 12pt;">go to the side that is more upwind</span></i>" is close, but actually that makes it incorrect in many cases. It is important that the advice be: <i>get to the side
that is GOING to be (more) upwind</i>.<span style="mso-spacerun: yes;"> </span>The
key with a persistent shift is that you are acting on what is GOING to happen
in the future.<span style="mso-spacerun: yes;"> </span>That is why I emphasize that
you should really only act on persistent shift strategies if you are very confident
about what is going to happen. If you are unsure, stick to the fleet, stay safe (less leverage) and try to collect more information. I throw in the <i>(more)</i> because the wind does not always go back, it is also possible that the wind starts slightly to one side and then it goes <i>more</i> to that side, the <i>(more) </i>is in brackets because that is not always the case as in the scenario below. </span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="background: none repeat scroll 0% 0% white; font-size: 12pt;">Here is a scenario
where the "<i>side that is more upwind</i>" is actually the side you want to sail away from:</span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="background: none repeat scroll 0% 0% white; font-size: 12pt;">If you have a long phase oscillating shift and you
are rounding the leeward mark in the farthest right of a right phase or you round just as
the wind shows the first hints of coming back left, then even though the right
is currently noticeably upwind, the left will soon become upwind.<span style="mso-spacerun: yes;"> </span>So in here you want to get to the left side now while it is easy to get to because the left side is
GOING to be upwind as the wind shifts that way. If you make it to the left of the fleet then as the left becomes upwind you make it upwind of your competition.</span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="background: none repeat scroll 0% 0% white; font-size: 12pt;"><br /></span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="background: none repeat scroll 0% 0% white; font-size: 12pt;">In this scenario someone using
the oscillating wind strategy of tacking when the wind first knocks you would
start going left on the lifted tack, but then would tack as soon as they
realize that they are being knocked.<span style="mso-spacerun: yes;"> </span></span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="background: none repeat scroll 0% 0% white; font-size: 12pt;">In the same scenario someone using the more refined strategy of eating the knock until the
wind direction crosses the median might wait until the wind direction has shifted left past the rhumb line (if that is a credible median direction) and then they would tack.</span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="background: none repeat scroll 0% 0% white; font-size: 12pt;"></span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="background: none repeat scroll 0% 0% white; font-size: 12pt;"><span style="mso-spacerun: yes;">However</span> the sailor in this scenario who realizes that the wind will not have time to
oscillate back to the right on this leg because of the long phase of the
oscillation will keep on sailing left on the knock until they think that by
tacking now, they will get lifted up to the layline. A safer approach would be to give that layline a
bit of safety and just tack once you have a lot of leverage on the fleet – play
the fleet not the course- to be safe. </span></span></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="background: none repeat scroll 0% 0% white; font-size: 12pt;">How is this for snappy advice:<span style="mso-spacerun: yes;"> </span></span></span></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="background: none repeat scroll 0% 0% white; font-size: 12pt;"><b>If you REALLY think it is persistent, get inside
the shift</b>.</span></span></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="background: none repeat scroll 0% 0% white; font-size: 12pt;">Unfortunately that involves understanding the
jargon 'get inside the shift,' but it is just another way of saying the long-winded “get to the side that is going to be (more) upwind before the worst
of the shift happens and put some leverage on the fleet.”</span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="background: none repeat scroll 0% 0% white; font-size: 12pt;">Notice that for brevity we have forgotten to add that you should do this <i>without overshooting the mark.</i></span><span style="font-size: 12pt;"></span></span></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="font-size: 12pt;"><br /></span></span></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><i><b><span style="font-size: 12pt;">4
Could you define "lifted tack" for the glossary?</span></b></i></span></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="font-size: 12pt;"><b>Lifted
Tack</b>:<span style="mso-tab-count: 1;"> </span>The tack that takes you closer to
the median, or when there is no discernible median, it is the tack that brings
you closer to the mark.</span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="font-size: 12pt;">It is
tempting to say that the lifted tack is the tack whose angle is closer to being lined up with the rhumb
line, but since windward legs are often skewed, especially if you are dealing
with persistent shifts which are hard to set courses for, the lifted tack (the
tack that takes you closer to the median wind direction) could end up being the tack that
takes you away from the mark and in that case it would actually be closer to being perpendicular to the rhumb line.<span style="mso-spacerun: yes;"> </span>If you find yourself in the skewed course situation where the lifted tack takes you away from the mark, you have to decide when is your best time to sail the tack that takes you
closer to the mark.<span style="mso-spacerun: yes;"> </span>Your options are to spend
some time sailing on the headed tack (opposite of the lifted tack), </span><span style="font-size: 12pt;"><span style="font-size: 12pt;">or to wait for another favourable oscillation to take you towards the mark but to risk sailing to the layline in the meantime. If a median phase came along, this would be a good time to use it to go to the mark since sailing the header back to the mark could be costly</span>.</span></span></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><i><span style="font-size: 12pt;">5
Assume the wind has shifted a couple of times — oscillating — on an
upwind leg and I am in the last third of the leg — should I treat that last
third as a persistent shift if I do not think the wind will shift back again
before I get to the windward mark?</span></i></b></span></div>
<span style="font-family: inherit;"><b>
</b></span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="font-size: 12pt;">Two answers depending on the prediction for what will happen next. Firstly i<span style="mso-spacerun: yes;"></span>f you think the wind will continue
shifting more to the left for now, but will go right after you have rounded. In this case get left for the last part of the leg: get inside the shift.<span style="mso-spacerun: yes;"> This is if we are speaking only of strategy and it is safe to ignore boat-on-boat tactics.</span></span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="font-size: 12pt;">On the other hand it is a different answer if the wind has already shifted left and you are confident that the wind will
stay that way for the rest of the leg. In this case there is no upcoming shift for you to get inside for the persistent shift strategy.<span style="mso-spacerun: yes;"> </span>In this case you are expecting no more
changes on the leg, so it is as if we are considering the rest of the leg as a small, skewed leg in stable breeze. There would be no more advantages to be gained by wind shift strategy so putting yourself in a position to win the tactical battles<span style="mso-spacerun: yes;"> becomes the only factor</span>.</span></span></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<span style="font-family: inherit;">
</span><div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="font-size: 12pt;">As I say above, this talk of strategy of the last third of the leg is all
based on the usually invalid assumption that there are no boat-on-boat tactics.<span style="mso-spacerun: yes;"> </span>In the last third of the beat tactics usually
overrule everything else especially in larger and larger fleets.<span style="mso-spacerun: yes;"> </span>I was going to
say that tactics might not come into play if you were alone out in front, but
even then you should usually tack to windward of your competition to deny them
leverage.<span style="mso-spacerun: yes;"> </span>Maybe I can think up a scenario where there would be negligible tactics on the last bit of the beat, though:</span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="font-size: 12pt;">If you were in second
place, well ahead of third in the last day of the regatta and nobody can catch
you on the scoreboard, but points-wise you can catch first place if you beat them, then
first place will just be tacking on you and staying between you and the mark, so it is your job as the second place
boat to call the strategy.<span style="mso-spacerun: yes;"> </span>However if it
is the first place boat that can’t be caught in the standings, the second place
boat might just be covering the fleet (reducing leverage) and more or less ignoring strategy.</span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="font-size: 12pt;"><img alt="https://ssl.gstatic.com/ui/v1/icons/mail/images/cleardot.gif" height="1" src="file:///C:\Users\Ian\AppData\Local\Temp\msohtmlclip1\01\clip_image001.gif" width="1" /></span></span><span style="font-family: "Times New Roman",serif; font-size: 12.0pt; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-CA;"></span></div>
Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-1671288972377390482015-03-23T20:44:00.003-07:002015-03-25T11:24:09.741-07:00Persistent Shifts Part 2<!--[if !mso]>
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<w:LsdException Locked="false" Priority="39" SemiHidden="true"
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<w:LsdException Locked="false" Priority="48" Name="Grid Table 3"/>
<w:LsdException Locked="false" Priority="49" Name="Grid Table 4"/>
<w:LsdException Locked="false" Priority="50" Name="Grid Table 5 Dark"/>
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<w:LsdException Locked="false" Priority="46"
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<w:LsdException Locked="false" Priority="49" Name="Grid Table 4 Accent 1"/>
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<w:LsdException Locked="false" Priority="52"
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<w:LsdException Locked="false" Priority="46"
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<w:LsdException Locked="false" Priority="51"
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<w:LsdException Locked="false" Priority="52"
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In this post I present some more thoughts about persistent
shifts before I get into a few more complicated scenarios in upcoming posts, then at the bottom
I have a short glossary for some terms, not all of the terms come up in this particular post, but the ones that do, I have put in bold.<br />
</div>
<div class="MsoNormal">
<b>Assumptions</b><br />
<br /></div>
<div class="MsoNormal">
As we get into a couple more persistent shift posts, I
should mention that along with the invalid assumption that <b>tactics</b> are not a
major consideration, for simplicity I am also assuming that all wind shifts
happen across the entire race course evenly, so the wind direction varies only
with time and do not vary according to your position on the course.<span style="mso-spacerun: yes;">
</span>As we know in reality your neighbour can get a shift that never comes to
you or that takes its sweet time.<span style="mso-spacerun: yes;"> </span>Maybe
that should be another blog post.<br />
<br />
<b>Examples</b></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
The real world examples of opportunities to use persistent
shift strategies that I have in mind include, for example, on the prairies when
a large thunder cloud passes by the lake, or on the coast it could be a slow
and transition from the gradient wind to the thermal wind.<br />
<br />
<b>Scale</b></div>
<div class="MsoNormal">
<br />
The time scale of a
shift or a pattern of shifts is also very important.<span style="mso-spacerun: yes;"> </span>When I coached in the 2015 Jensen Beach Laser
Masters Regattas, there was a very slow persistent shift on the scale of
multiple hours that could be seen clearly on the weather prediction websites as
their website’s predicted direction arrow turned steadily around the clock
through the hours and days.<span style="mso-spacerun: yes;"> </span>Sure enough
over a day of racing the course often shifted by 40 degrees, but this overall
trend was generally on too large of a time scale to be used as a reliable
<b>strategy</b> on a particular leg of the course.<span style="mso-spacerun: yes;">
</span>The winning <b>strategy</b> came from playing the many and sometimes drastic
smaller <b>phase</b> wind shifts that did not correspond to the overall macroscopic
trend, they had their own causes separate from the trend that the wind
prediction websites picked up.<span style="mso-spacerun: yes;"> </span>More
examples of time scale considerations are to come in the next posts.</div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgfOwCVd73EYhRacbsYo2O4h9MqEEPq9s_cc4cVQbpqSXgdbjofnY2TiQFkhw5Qi5ZZlmNjsZZCOnMLFIR17304ScMJDVGp21xtrQSCBLSI8wltSZYd8tWab8qih5YDUqhp82j_1pv-EOtD/s1600/Persisant+Shift.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgfOwCVd73EYhRacbsYo2O4h9MqEEPq9s_cc4cVQbpqSXgdbjofnY2TiQFkhw5Qi5ZZlmNjsZZCOnMLFIR17304ScMJDVGp21xtrQSCBLSI8wltSZYd8tWab8qih5YDUqhp82j_1pv-EOtD/s1600/Persisant+Shift.png" height="544" width="640" /></a></div>
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In the diagram, I have drawn a scenario with a start line and no
windward mark, so this is like a training scenario where the boat that can
cross ahead of the others is in front (no worry of overshooting a mark).<span style="mso-spacerun: yes;"> </span>The course that I have drawn (again built from arcs of a large circle as I described in the last post) has two boats A
and C starting on starboard and one boat, B starting on port at the pin.<span style="mso-spacerun: yes;"> </span>After a while of sailing the identical course
and tacking at the exact same time A and B are still the same distance up a
course that would have been square to the start line and square to the initial
wind direction, but that reference is no longer relevant.<span style="mso-spacerun: yes;"> </span>The red <b>ladder rungs</b> show the effective
position of boats A and C half way up, then I have drawn <b>ladder rungs</b> for A, B
and C at the end.<span style="mso-spacerun: yes;"> </span>A is quite a long way
ahead of C just from having started at the end of the line closer to the
eventual wind direction.<span style="mso-spacerun: yes;"> </span>B also starts
off with this potential advantage, but ends up sailing with the wrong
<b>strategy</b>.<span style="mso-spacerun: yes;"> </span>B is probably thinking: “Great,
I am on the lift!<span style="mso-spacerun: yes;"> </span>I am on the
lift!”<span style="mso-spacerun: yes;"> </span>And if the wind was going to
eventually come back right, B would eventually end up miles ahead, but since
the wind just keeps on (persistently) pivoting left or <b>backing</b>, it is bad news
for B.<span style="mso-spacerun: yes;"> </span>By half way up B tacks to rejoin
the other boats and solidifies her losses.<br />
<br />
My main point here is that if you decide that the wind will
shift one way or other, it is urgent to get to that side so that when the wind
eventually comes from that direction you are the upwind boat.<span style="mso-spacerun: yes;"> </span>There is nothing much new in this post, but I
just want to lay a solid foundation before I start bringing in some weirder scenarios.</div>
<div class="MsoNormal">
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhrK2E2IYeOqN9lowyiZ2VL7wiOJh8RlA5huJvE-NrUo2cOs8GzfzJ9MzKl23v-Tazz7LdDfjJRXnBvHGw9bgSp1YIx1byZyTeqo5xLhtXrTIe-cB3IgCnzYho-hw-KTXzX4wrVCQBFReiM/s1600/Calm.jpg" style="margin-left: auto; margin-right: auto;" /></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Here we are waiting for wind and sheltering from the sun at one of the 2015 Jensen Beach Masters Regattas that I mentioned</td></tr>
</tbody></table>
<br /></div>
<div class="MsoNormal">
<b>Glossary</b><br />
<br /></div>
<div class="MsoNormal">
<b>Backing</b>:<span style="mso-tab-count: 1;"></span> The
wind is backing when it shifts left or clockwise.<span style="mso-spacerun: yes;"> </span>This can also be thought of as a lift on
port.<span style="mso-spacerun: yes;"> </span>Using the terms ‘<b>veer</b>’ and
‘back’ is a great way to communicate clearly with your training partner and
coach about the wind shifts experienced during a split tack.<b> </b><br />
<br />
<b>Ladder rungs</b>: <span style="mso-tab-count: 1;"> </span>Lines
drawn perpendicular to the wind or to the <b>rhumb line</b> of a windward leg (the <b>rhumb
line</b> is hopefully lined up with a good guess of where the wind will generally
come from in the race).<span style="mso-spacerun: yes;"> </span>Ladder rungs can
be drawn on the water with boats passing or climbing from one evenly spaced
ladder rung to the next as they zig zag up the course.<span style="mso-spacerun: yes;"> </span>Ladder rungs can also be drawn extending from
one or more boats to show which boat is further to windward or further
up-course.<span style="mso-spacerun: yes;"> </span>The distance along a ladder
rung is <b>leverage</b>.<b> </b><br />
<br />
<b>Leverage</b>:<span style="mso-spacerun: yes;"> </span><span style="mso-tab-count: 1;"> </span>The distance between two boats if you
measure only along a ladder rung, or said another way, leverage is the he
across-course component of the distance between two boats.<span style="mso-spacerun: yes;"> </span>I have also heard leverage called lateral separation.<span style="mso-spacerun: yes;"> </span>The opposite of leverage would be distance
directly upwind or downwind. </div>
<div class="MsoNormal">
<br />
<b>Median wind direction</b>:<span style="mso-tab-count: 1;"> </span>The
middle wind direction.<span style="mso-spacerun: yes;"> </span>This is not the
official definition, but it is what I mean, in Laser racing most calculations
are done by intuition, even if you have a compass there is only so much mental
math you can do while doing everything else.<span style="mso-spacerun: yes;">
</span>I have not differentiated in these persistent shift posts between the
statistical median and the statistical mean or for that matter the mode.<span style="mso-spacerun: yes;"> </span>Technically if you want to calculate the
median you take the two extremes of the wind direction and average them
together.<b> </b><br />
<br />
<b>Noise</b>:<span style="mso-tab-count: 2;"> </span>Quick,
relatively insignificant changes in the wind direction or in some other signal.</div>
<div class="MsoNormal">
<div class="separator" style="clear: both; text-align: center;">
<a href="https://www.blogger.com/blogger.g?blogID=7758006500859222840" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"></a></div>
<br />
<b>Phase</b>:<span style="mso-tab-count: 2;"> </span>In
an oscillating breeze, once you have established your <b>median</b> wind direction you
can tell that the wind is in a ‘right phase’ when the wind is to the right of
the <b>median</b> and in a ‘left phase’ when it is to the left of the <b>median</b>.<span style="mso-spacerun: yes;"> </span>You can also be in phase or out of phase with
other boats if you are on the same tack as them or on different tacks
respectively.<span style="mso-spacerun: yes;"> </span>In strong fleets, staying
in phase with the fleet is usually the same as staying in phase with the lifted
tack, for example being on starboard in a right phase.<span style="mso-spacerun: yes;"> </span>One fairly common scenario is to have smaller
shifts coming through at a fast (higher) frequency at the same time as larger
shifts that are oscillating at a slow (low) frequency.<span style="mso-spacerun: yes;"> </span>In this scenario we have a smaller phase and
a larger phase coming through at the same time.<span style="mso-spacerun: yes;">
</span>Sometimes the smaller phase can be thought of as <b>noise</b>.</div>
<div class="MsoNormal">
<br />
<b>Pressure line</b>: <span style="mso-tab-count: 1;"> </span>Increase
of wind velocity usually visible as a dark line of approaching rippled water</div>
<div class="MsoNormal">
<br />
<b>Puff</b>: <span style="mso-tab-count: 2;"> </span>Localized
increased wind velocity usually visible on the water as a patch of ripples</div>
<div class="MsoNormal">
<br />
<b>Rhumb line</b>:<span style="mso-tab-count: 1;"> </span>The
imaginary line straight from the last rounding mark, or from the start line to
the next rounding mark. </div>
<div class="MsoNormal">
<br />
<b>Strategy and Tactics</b>:<span style="mso-tab-count: 1;"> </span>These
terms are often used interchangeably, but I am differentiating between them in
these blogs.<span style="mso-spacerun: yes;"> </span>Strategy is how you plan
and respond to conditions like wind patterns, wind strength, waves and current
before you take other boats into account.<span style="mso-spacerun: yes;">
</span>Boats at the front of the fleet often free to execute their
strategy.<span style="mso-spacerun: yes;"> </span>Tactics are considerations
relating to other boats and they should also factor into your plan.<span style="mso-spacerun: yes;"> </span>Dirty air, <b>leverage</b> and rules situations are
examples of tactical considerations.<span style="mso-spacerun: yes;">
</span>Boats in the middle to back of the fleet often have trouble executing
their strategy because of all of the tactical situations that they get caught
up in.<span style="mso-spacerun: yes;"> </span>In this blog entry, I am trying
to focus mainly on strategy.</div>
<div class="MsoNormal">
<br />
<b>Veering</b>: <span style="mso-tab-count: 1;"> </span>The
wind is veering when it shifts right or counter clockwise.<span style="mso-spacerun: yes;"> </span>This can also be thought of as a lift on
starboard.<span style="mso-spacerun: yes;"> </span>Using the terms ‘veer’ and
‘<b>back</b>’ is a great way to communicate clearly with your training partner and
coach about the wind shifts experienced especially during a split tack.</div>
Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-29626955558405499072015-03-19T23:31:00.001-07:002015-03-19T23:31:20.981-07:00Persistant Shifts Part 1<!--[if gte mso 9]><xml>
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Name="footer"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="index heading"/>
<w:LsdException Locked="false" Priority="35" SemiHidden="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="table of figures"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="envelope address"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="envelope return"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="footnote reference"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="annotation reference"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="line number"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="page number"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="endnote reference"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="endnote text"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="table of authorities"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="macro"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="toa heading"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Bullet"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Number"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List 4"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Bullet 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Bullet 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Number 4"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Number 5"/>
<w:LsdException Locked="false" Priority="10" QFormat="true" Name="Title"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Signature"/>
<w:LsdException Locked="false" Priority="1" SemiHidden="true"
UnhideWhenUsed="true" Name="Default Paragraph Font"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Body Text"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Body Text Indent"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Message Header"/>
<w:LsdException Locked="false" Priority="11" QFormat="true" Name="Subtitle"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Date"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Body Text First Indent"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Body Text First Indent 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Body Text 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Body Text 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Body Text Indent 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Block Text"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Hyperlink"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="FollowedHyperlink"/>
<w:LsdException Locked="false" Priority="22" QFormat="true" Name="Strong"/>
<w:LsdException Locked="false" Priority="20" QFormat="true" Name="Emphasis"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Plain Text"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="E-mail Signature"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Top of Form"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Bottom of Form"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Normal (Web)"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Acronym"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Address"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Cite"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Code"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Definition"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Keyboard"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Preformatted"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Sample"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Typewriter"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Variable"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Normal Table"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="No List"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Outline List 1"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Outline List 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Outline List 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Classic 4"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Colorful 1"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Colorful 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Columns 1"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Columns 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Columns 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Columns 4"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Columns 5"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Grid 6"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table 3D effects 1"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table 3D effects 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Contemporary"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Elegant"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Professional"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Subtle 1"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Subtle 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Web 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Balloon Text"/>
<w:LsdException Locked="false" Priority="39" Name="Table Grid"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
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<w:LsdException Locked="false" SemiHidden="true" Name="Placeholder Text"/>
<w:LsdException Locked="false" Priority="1" QFormat="true" Name="No Spacing"/>
<w:LsdException Locked="false" Priority="60" Name="Light Shading"/>
<w:LsdException Locked="false" Priority="61" Name="Light List"/>
<w:LsdException Locked="false" Priority="62" Name="Light Grid"/>
<w:LsdException Locked="false" Priority="63" Name="Medium Shading 1"/>
<w:LsdException Locked="false" Priority="64" Name="Medium Shading 2"/>
<w:LsdException Locked="false" Priority="65" Name="Medium List 1"/>
<w:LsdException Locked="false" Priority="66" Name="Medium List 2"/>
<w:LsdException Locked="false" Priority="67" Name="Medium Grid 1"/>
<w:LsdException Locked="false" Priority="68" Name="Medium Grid 2"/>
<w:LsdException Locked="false" Priority="69" Name="Medium Grid 3"/>
<w:LsdException Locked="false" Priority="70" Name="Dark List"/>
<w:LsdException Locked="false" Priority="71" Name="Colorful Shading"/>
<w:LsdException Locked="false" Priority="72" Name="Colorful List"/>
<w:LsdException Locked="false" Priority="73" Name="Colorful Grid"/>
<w:LsdException Locked="false" Priority="60" Name="Light Shading Accent 1"/>
<w:LsdException Locked="false" Priority="61" Name="Light List Accent 1"/>
<w:LsdException Locked="false" Priority="62" Name="Light Grid Accent 1"/>
<w:LsdException Locked="false" Priority="63" Name="Medium Shading 1 Accent 1"/>
<w:LsdException Locked="false" Priority="64" Name="Medium Shading 2 Accent 1"/>
<w:LsdException Locked="false" Priority="65" Name="Medium List 1 Accent 1"/>
<w:LsdException Locked="false" SemiHidden="true" Name="Revision"/>
<w:LsdException Locked="false" Priority="34" QFormat="true"
Name="List Paragraph"/>
<w:LsdException Locked="false" Priority="29" QFormat="true" Name="Quote"/>
<w:LsdException Locked="false" Priority="30" QFormat="true"
Name="Intense Quote"/>
<w:LsdException Locked="false" Priority="66" Name="Medium List 2 Accent 1"/>
<w:LsdException Locked="false" Priority="67" Name="Medium Grid 1 Accent 1"/>
<w:LsdException Locked="false" Priority="68" Name="Medium Grid 2 Accent 1"/>
<w:LsdException Locked="false" Priority="69" Name="Medium Grid 3 Accent 1"/>
<w:LsdException Locked="false" Priority="70" Name="Dark List Accent 1"/>
<w:LsdException Locked="false" Priority="71" Name="Colorful Shading Accent 1"/>
<w:LsdException Locked="false" Priority="72" Name="Colorful List Accent 1"/>
<w:LsdException Locked="false" Priority="73" Name="Colorful Grid Accent 1"/>
<w:LsdException Locked="false" Priority="60" Name="Light Shading Accent 2"/>
<w:LsdException Locked="false" Priority="61" Name="Light List Accent 2"/>
<w:LsdException Locked="false" Priority="62" Name="Light Grid Accent 2"/>
<w:LsdException Locked="false" Priority="63" Name="Medium Shading 1 Accent 2"/>
<w:LsdException Locked="false" Priority="64" Name="Medium Shading 2 Accent 2"/>
<w:LsdException Locked="false" Priority="65" Name="Medium List 1 Accent 2"/>
<w:LsdException Locked="false" Priority="66" Name="Medium List 2 Accent 2"/>
<w:LsdException Locked="false" Priority="67" Name="Medium Grid 1 Accent 2"/>
<w:LsdException Locked="false" Priority="68" Name="Medium Grid 2 Accent 2"/>
<w:LsdException Locked="false" Priority="69" Name="Medium Grid 3 Accent 2"/>
<w:LsdException Locked="false" Priority="70" Name="Dark List Accent 2"/>
<w:LsdException Locked="false" Priority="71" Name="Colorful Shading Accent 2"/>
<w:LsdException Locked="false" Priority="72" Name="Colorful List Accent 2"/>
<w:LsdException Locked="false" Priority="73" Name="Colorful Grid Accent 2"/>
<w:LsdException Locked="false" Priority="60" Name="Light Shading Accent 3"/>
<w:LsdException Locked="false" Priority="61" Name="Light List Accent 3"/>
<w:LsdException Locked="false" Priority="62" Name="Light Grid Accent 3"/>
<w:LsdException Locked="false" Priority="63" Name="Medium Shading 1 Accent 3"/>
<w:LsdException Locked="false" Priority="64" Name="Medium Shading 2 Accent 3"/>
<w:LsdException Locked="false" Priority="65" Name="Medium List 1 Accent 3"/>
<w:LsdException Locked="false" Priority="66" Name="Medium List 2 Accent 3"/>
<w:LsdException Locked="false" Priority="67" Name="Medium Grid 1 Accent 3"/>
<w:LsdException Locked="false" Priority="68" Name="Medium Grid 2 Accent 3"/>
<w:LsdException Locked="false" Priority="69" Name="Medium Grid 3 Accent 3"/>
<w:LsdException Locked="false" Priority="70" Name="Dark List Accent 3"/>
<w:LsdException Locked="false" Priority="71" Name="Colorful Shading Accent 3"/>
<w:LsdException Locked="false" Priority="72" Name="Colorful List Accent 3"/>
<w:LsdException Locked="false" Priority="73" Name="Colorful Grid Accent 3"/>
<w:LsdException Locked="false" Priority="60" Name="Light Shading Accent 4"/>
<w:LsdException Locked="false" Priority="61" Name="Light List Accent 4"/>
<w:LsdException Locked="false" Priority="62" Name="Light Grid Accent 4"/>
<w:LsdException Locked="false" Priority="63" Name="Medium Shading 1 Accent 4"/>
<w:LsdException Locked="false" Priority="64" Name="Medium Shading 2 Accent 4"/>
<w:LsdException Locked="false" Priority="65" Name="Medium List 1 Accent 4"/>
<w:LsdException Locked="false" Priority="66" Name="Medium List 2 Accent 4"/>
<w:LsdException Locked="false" Priority="67" Name="Medium Grid 1 Accent 4"/>
<w:LsdException Locked="false" Priority="68" Name="Medium Grid 2 Accent 4"/>
<w:LsdException Locked="false" Priority="69" Name="Medium Grid 3 Accent 4"/>
<w:LsdException Locked="false" Priority="70" Name="Dark List Accent 4"/>
<w:LsdException Locked="false" Priority="71" Name="Colorful Shading Accent 4"/>
<w:LsdException Locked="false" Priority="72" Name="Colorful List Accent 4"/>
<w:LsdException Locked="false" Priority="73" Name="Colorful Grid Accent 4"/>
<w:LsdException Locked="false" Priority="60" Name="Light Shading Accent 5"/>
<w:LsdException Locked="false" Priority="61" Name="Light List Accent 5"/>
<w:LsdException Locked="false" Priority="62" Name="Light Grid Accent 5"/>
<w:LsdException Locked="false" Priority="63" Name="Medium Shading 1 Accent 5"/>
<w:LsdException Locked="false" Priority="64" Name="Medium Shading 2 Accent 5"/>
<w:LsdException Locked="false" Priority="65" Name="Medium List 1 Accent 5"/>
<w:LsdException Locked="false" Priority="66" Name="Medium List 2 Accent 5"/>
<w:LsdException Locked="false" Priority="67" Name="Medium Grid 1 Accent 5"/>
<w:LsdException Locked="false" Priority="68" Name="Medium Grid 2 Accent 5"/>
<w:LsdException Locked="false" Priority="69" Name="Medium Grid 3 Accent 5"/>
<w:LsdException Locked="false" Priority="70" Name="Dark List Accent 5"/>
<w:LsdException Locked="false" Priority="71" Name="Colorful Shading Accent 5"/>
<w:LsdException Locked="false" Priority="72" Name="Colorful List Accent 5"/>
<w:LsdException Locked="false" Priority="73" Name="Colorful Grid Accent 5"/>
<w:LsdException Locked="false" Priority="60" Name="Light Shading Accent 6"/>
<w:LsdException Locked="false" Priority="61" Name="Light List Accent 6"/>
<w:LsdException Locked="false" Priority="62" Name="Light Grid Accent 6"/>
<w:LsdException Locked="false" Priority="63" Name="Medium Shading 1 Accent 6"/>
<w:LsdException Locked="false" Priority="64" Name="Medium Shading 2 Accent 6"/>
<w:LsdException Locked="false" Priority="65" Name="Medium List 1 Accent 6"/>
<w:LsdException Locked="false" Priority="66" Name="Medium List 2 Accent 6"/>
<w:LsdException Locked="false" Priority="67" Name="Medium Grid 1 Accent 6"/>
<w:LsdException Locked="false" Priority="68" Name="Medium Grid 2 Accent 6"/>
<w:LsdException Locked="false" Priority="69" Name="Medium Grid 3 Accent 6"/>
<w:LsdException Locked="false" Priority="70" Name="Dark List Accent 6"/>
<w:LsdException Locked="false" Priority="71" Name="Colorful Shading Accent 6"/>
<w:LsdException Locked="false" Priority="72" Name="Colorful List Accent 6"/>
<w:LsdException Locked="false" Priority="73" Name="Colorful Grid Accent 6"/>
<w:LsdException Locked="false" Priority="19" QFormat="true"
Name="Subtle Emphasis"/>
<w:LsdException Locked="false" Priority="21" QFormat="true"
Name="Intense Emphasis"/>
<w:LsdException Locked="false" Priority="31" QFormat="true"
Name="Subtle Reference"/>
<w:LsdException Locked="false" Priority="32" QFormat="true"
Name="Intense Reference"/>
<w:LsdException Locked="false" Priority="33" QFormat="true" Name="Book Title"/>
<w:LsdException Locked="false" Priority="37" SemiHidden="true"
UnhideWhenUsed="true" Name="Bibliography"/>
<w:LsdException Locked="false" Priority="39" SemiHidden="true"
UnhideWhenUsed="true" QFormat="true" Name="TOC Heading"/>
<w:LsdException Locked="false" Priority="41" Name="Plain Table 1"/>
<w:LsdException Locked="false" Priority="42" Name="Plain Table 2"/>
<w:LsdException Locked="false" Priority="43" Name="Plain Table 3"/>
<w:LsdException Locked="false" Priority="44" Name="Plain Table 4"/>
<w:LsdException Locked="false" Priority="45" Name="Plain Table 5"/>
<w:LsdException Locked="false" Priority="40" Name="Grid Table Light"/>
<w:LsdException Locked="false" Priority="46" Name="Grid Table 1 Light"/>
<w:LsdException Locked="false" Priority="47" Name="Grid Table 2"/>
<w:LsdException Locked="false" Priority="48" Name="Grid Table 3"/>
<w:LsdException Locked="false" Priority="49" Name="Grid Table 4"/>
<w:LsdException Locked="false" Priority="50" Name="Grid Table 5 Dark"/>
<w:LsdException Locked="false" Priority="51" Name="Grid Table 6 Colorful"/>
<w:LsdException Locked="false" Priority="52" Name="Grid Table 7 Colorful"/>
<w:LsdException Locked="false" Priority="46"
Name="Grid Table 1 Light Accent 1"/>
<w:LsdException Locked="false" Priority="47" Name="Grid Table 2 Accent 1"/>
<w:LsdException Locked="false" Priority="48" Name="Grid Table 3 Accent 1"/>
<w:LsdException Locked="false" Priority="49" Name="Grid Table 4 Accent 1"/>
<w:LsdException Locked="false" Priority="50" Name="Grid Table 5 Dark Accent 1"/>
<w:LsdException Locked="false" Priority="51"
Name="Grid Table 6 Colorful Accent 1"/>
<w:LsdException Locked="false" Priority="52"
Name="Grid Table 7 Colorful Accent 1"/>
<w:LsdException Locked="false" Priority="46"
Name="Grid Table 1 Light Accent 2"/>
<w:LsdException Locked="false" Priority="47" Name="Grid Table 2 Accent 2"/>
<w:LsdException Locked="false" Priority="48" Name="Grid Table 3 Accent 2"/>
<w:LsdException Locked="false" Priority="49" Name="Grid Table 4 Accent 2"/>
<w:LsdException Locked="false" Priority="50" Name="Grid Table 5 Dark Accent 2"/>
<w:LsdException Locked="false" Priority="51"
Name="Grid Table 6 Colorful Accent 2"/>
<w:LsdException Locked="false" Priority="52"
Name="Grid Table 7 Colorful Accent 2"/>
<w:LsdException Locked="false" Priority="46"
Name="Grid Table 1 Light Accent 3"/>
<w:LsdException Locked="false" Priority="47" Name="Grid Table 2 Accent 3"/>
<w:LsdException Locked="false" Priority="48" Name="Grid Table 3 Accent 3"/>
<w:LsdException Locked="false" Priority="49" Name="Grid Table 4 Accent 3"/>
<w:LsdException Locked="false" Priority="50" Name="Grid Table 5 Dark Accent 3"/>
<w:LsdException Locked="false" Priority="51"
Name="Grid Table 6 Colorful Accent 3"/>
<w:LsdException Locked="false" Priority="52"
Name="Grid Table 7 Colorful Accent 3"/>
<w:LsdException Locked="false" Priority="46"
Name="Grid Table 1 Light Accent 4"/>
<w:LsdException Locked="false" Priority="47" Name="Grid Table 2 Accent 4"/>
<w:LsdException Locked="false" Priority="48" Name="Grid Table 3 Accent 4"/>
<w:LsdException Locked="false" Priority="49" Name="Grid Table 4 Accent 4"/>
<w:LsdException Locked="false" Priority="50" Name="Grid Table 5 Dark Accent 4"/>
<w:LsdException Locked="false" Priority="51"
Name="Grid Table 6 Colorful Accent 4"/>
<w:LsdException Locked="false" Priority="52"
Name="Grid Table 7 Colorful Accent 4"/>
<w:LsdException Locked="false" Priority="46"
Name="Grid Table 1 Light Accent 5"/>
<w:LsdException Locked="false" Priority="47" Name="Grid Table 2 Accent 5"/>
<w:LsdException Locked="false" Priority="48" Name="Grid Table 3 Accent 5"/>
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<div class="MsoNormal">
For a long time now, I have been promising to talk about strategies
in persistent shifts and I have now been working on a post for a while,
developing it and researching it, but as a result it has grown into a behemoth
and it is quite technical.<span style="mso-spacerun: yes;"> </span>So this blog should be more reasonable and I may release the more technical stuff that excites me in the upcoming days.<span style="mso-spacerun: yes;"></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Before I get into persistent shifts, here are some common strategies that generally won’t get you
in too much trouble on an upwind beat, especially in a square or well set
course and oscillating breeze.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
-Stay on the tack that keeps your bow pointed closest to the
windward mark</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
-Tack on the knocks </div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
-Tack when you are knocked past the median wind angle</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
The interesting thing about persistent shifts, however, is
that by blindly following oscillating shift strategies in true persistent shift
situations, you lose out to someone who has recognized the persistent shift and
adjusted their strategy appropriately.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
In oscillating breeze we sail on the lifted tack because by
definition we are expecting that at some point on the leg the wind will
oscillate back to the other direction.<span style="mso-spacerun: yes;">
</span>We zig to one side of the course on the lifted tack expecting that the
wind will at some point shift at least part way back so as to let us zag back
in the other direction also on the lifted tack or at least on the median so
that we can make it back to the upwind mark before the layline.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
In persistent shifts the wind never comes back, or it never
quite oscillates back far enough for the zag in your zigzag to pay off.<span style="mso-spacerun: yes;"> </span>The trick in a persistent shift is to get to
the side that is going to be (more) upwind before the worst of the shift
happens.<span style="mso-spacerun: yes;"> </span>That way when the wind shifts
to your side, or as the wind gradually moves to your side, you end up upwind of
other boats without having had to sail that distance upwind as shown in the
diagram below. I made this diagram from cutting and pasting arcs of a large circle to show a
perfectly even persistent shift. <span style="mso-spacerun: yes;"> </span>The
reason the starboard and port courses are not parallel is because they are sailing their tacks at different times. By the time
the boats are at the top of the course the wind is further left than at the
bottom of the course which is the main point behind persistent shifts.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
</div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhL5C0WPm33lYaUdwX8oZKTJ59ipvNb58J6tpMAMJ879voHBK2j4fotyQ2uxaE95nU4pRPaVy-9wGG1H3JeTmCNc2X-fbR928JvAyJwT5qUS3xDQzF-YbYmymZ82G-xX7rNrllHMIxcqv86/s1600/Persisant+Shift+3.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhL5C0WPm33lYaUdwX8oZKTJ59ipvNb58J6tpMAMJ879voHBK2j4fotyQ2uxaE95nU4pRPaVy-9wGG1H3JeTmCNc2X-fbR928JvAyJwT5qUS3xDQzF-YbYmymZ82G-xX7rNrllHMIxcqv86/s1600/Persisant+Shift+3.png" height="640" width="404" /></a></div>
<br />
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
With persistent shifts even more than normally, you have to be careful about laylines.<span style="mso-spacerun: yes;"> </span>To take another example shown in the second
diagram below, imagine you sailed to the right layline before the shift. When the shift that
you have been calling for comes in, it puts you to windward of your competition, but it also changes the layline. Even if it was a big shift you have made almost no gains on someone on your side of the course who stayed well below the layline and has now been lifted up to the
layline.<span style="mso-spacerun: yes;"> </span>Both of you get to sail straight
at the mark.<span style="mso-spacerun: yes;"> </span>Similarly in a gradual
persistent shift, you have to ask yourself “how far to that side do I think the
wind will go?”<span style="mso-spacerun: yes;"> </span>And then try to tack onto
or a bit below what you think will eventually be the layline when the wind
fills in as predicted.<span style="mso-spacerun: yes;"> </span></div>
<div class="MsoNormal">
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2_Bl-NyofmYIADErJ6vOT4P7ZfxsUB7onGKJ4nU4EYRztbWBUFu3X-AVBx6OdEKRf4msV46U-EMS8xghysLYD-mB-KAbkFtrvzueiEC_TNw8YuQ90o7_5V1ngZ2s_e9jCtJsnN3IuIPfc/s1600/Big+rightie.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2_Bl-NyofmYIADErJ6vOT4P7ZfxsUB7onGKJ4nU4EYRztbWBUFu3X-AVBx6OdEKRf4msV46U-EMS8xghysLYD-mB-KAbkFtrvzueiEC_TNw8YuQ90o7_5V1ngZ2s_e9jCtJsnN3IuIPfc/s1600/Big+rightie.png" height="498" width="640" /></a></div>
<br /></div>
<div class="MsoNormal">
Here is a more successful alternative to the above diagram:<span style="mso-spacerun: yes;">
</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
You have a ‘good reason’ to think that a shift no bigger
than say 20 degrees could come out of the right side of the course.<span style="mso-spacerun: yes;"> </span>Maybe there is a wind line on the horizon
that matches up with a weather prediction that you heard.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
You generally tack on the shifts, but whenever you are close
to the median wind direction you work your way right.<span style="mso-spacerun: yes;"> </span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
Your predicted right shift has still not come in and you are,
say 20 boat lengths from the layline, so you tack onto starboard below the
layline and wait.<span style="mso-spacerun: yes;"> </span>Eventually the shift
that you called for comes in and it is a satisfying 15 degrees.<span style="mso-spacerun: yes;"> </span>That happens to be enough to lift you so that
you are now pointing about three boat lengths below the mark if the wind stays
in that direction for the rest of the leg.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
The wind does stay because of your ‘good reason’.<span style="mso-spacerun: yes;"> </span>You have now objectively gained about 17 boat
lengths on someone who was on the same ladder rung as you before the shift (ie
you were the same distance to leeward of the mark) but who had no leverage on
the mark (they were more or less directly to leeward of the windward mark).</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br />
Terminology<br />
<br /></div>
<div class="MsoNormal">
If someone said: “take the knock to get inside
the shift.”<span style="mso-spacerun: yes;"> </span>Would you understand the jargon?</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
If you know that a significant shift is coming in from one side and staying,
then is very important to get to that side of the course before it happens. If you want to
make gains on the fleet, you actually want to get separation on the other
sailors (take a look at exactly how much by using the Shift Calculator below).<span style="mso-spacerun: yes;"> </span>If
you have a big enough shift coming it is sometimes worth taking a header (often
called a knock) to get more leverage once the big one comes in rather than tacking
on the small shift and staying in the middle of the course.<span style="mso-spacerun: yes;"> </span>Or in a gradual shift, it is necessary to
sail the beginning of the shift as a knock so that when you tack you will be
lifted, and more importantly, you will have made it towards where the wind is
coming from next (refer back to the first diagram).<span style="mso-spacerun: yes;"> </span>Some people call this
use of leverage (getting towards the wind shift before the worst of it happens) 'getting inside the shift', especially if you are between the wind shift and your competition.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
I used little excel spreadsheet using the math of a simple triangle to produce a 'Shift Calculator' to approximate the gains or losses that you can make on shifts according to your leverage. In the first box you enter the lateral separation between you and your competition in boat lengths or whatever other unit you want (this is your leverage), then in the second box you enter the size of the shift and it must be in degrees. If you enter a positive number for the shift, it mean that the shift went to your side (you got inside the shift). Negative numbers entered for the shift mean the shift went away from you (you were outside of the shift). The third box gives you an output in boat lengths or whatever other unit you used: positive output is your gain and a negative output is your loss. This approximation gets worse and worse the more windward-leeward separation that you have, but it still gives you a good idea. The file is hosted on my Google account and it is yours to download, use, modify and share as you like by following the link below the screenshot.</div>
<div class="MsoNormal">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrDko4Lg3eXPEsLYuMplVL11k4j-9d09xWmVplPjwUv2X3uP6_-ZH74-DGbQGQmAac5XrprKHI5pyZTTlDFA5Xs2pAGjVD9y-GPXly7WHLY-ZRvZFxdtE237VxXystCTvEZr7f3ZUk_4mO/s1600/Capture+of+Shift+Calculator.PNG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrDko4Lg3eXPEsLYuMplVL11k4j-9d09xWmVplPjwUv2X3uP6_-ZH74-DGbQGQmAac5XrprKHI5pyZTTlDFA5Xs2pAGjVD9y-GPXly7WHLY-ZRvZFxdtE237VxXystCTvEZr7f3ZUk_4mO/s1600/Capture+of+Shift+Calculator.PNG" height="187" width="200" /></a></div>
<div class="MsoNormal">
</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<a href="https://drive.google.com/file/d/0Bwrcps6adM_yMHBPR2YyckYwSEU/view?usp=sharing" target="_blank">Shift Calculator (Excel File)</a></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
The worst result of you reading this blog post would be if
you went out sailing next time and started treating every oscillating shift as
a persistent shift because with persistent shift tactics in an oscillating breeze you would actually be sailing
away from the next shift and away from where the wind will eventually be coming
from.<span style="mso-spacerun: yes;"> </span>So the big question is:<br />
<br />
<b style="mso-bidi-font-weight: normal;"> Are the wind shifts Persistent or
Oscillating?</b></div>
<div class="MsoNormal">
<br />
<b style="mso-bidi-font-weight: normal;">A</b>nd the answer
is!<br />
</div>
<div class="MsoNormal">
<b> O</b><b style="mso-bidi-font-weight: normal;">scillating</b>!<br />
(If you are not sure, assume it is oscillating, if you are sure that it is persistent then there you go)<br />
</div>
<div class="MsoNormal">
I have had many athletes come to me after a bad race or two
and say: I can’t figure out whether the wind shifts are persistent or
oscillating.<span style="mso-spacerun: yes;"> </span>Every time I tack on a
shift I then get lifted so I think it is a persistent shift, but when I try to
eat the header to get inside the shift I tack and then get knocked again!<br />
</div>
<div class="MsoNormal">
In an oscillating breeze, getting lifted is not a bad thing and usually doesn't mean that it is a persistent breeze,
if you are on the inside of the shift (good leverage) getting lifted is great, but even if
you are on the outside of the shift the lift is not necessarily bad because you are
expecting the wind to come back to the other side as it oscillates back. When it does come back, this time it will be your side that has good leverage and is inside the
shift.<br />
</div>
<div class="MsoNormal">
If in doubt assume the breeze is oscillating.<span style="mso-spacerun: yes;"> </span>Have patience.<span style="mso-spacerun: yes;"> </span>The wind will probably come back, you usually
won’t go too far wrong if you sail on the lifted tack.<span style="mso-spacerun: yes;"> </span>If you are unlucky and the wind doesn’t come
back before you get to the mark, don’t freak out and sail the next leg or race as a
persistent shift, look around, ask around.<span style="mso-spacerun: yes;">
</span>There has to be some pretty compelling evidence of a persistent shift
before you break out the persistent shift tactics.</div>
<div class="MsoNormal">
<br />
When should you consider using persistent shift tactics?</div>
<div class="MsoNormal">
<br />
<span style="mso-spacerun: yes;"> </span>When you suspect that
the wind is clocking over to a new direction AND:</div>
<div class="MsoNormal">
<br />
-The race committee has run a change of course and set a new
windward mark</div>
<div class="MsoNormal">
<br />
<div class="MsoNormal">
-The wind forecast was for it to go in a certain direction
and now there is evidence that it is starting to happen, like a change in the
clouds or a wind line</div>
<br />
-Reliable locals say something like “the wind often goes
more and more left through the afternoon in these conditions” and then it
does start happening<br />
<br />
-There is a geographical feature in the race course and
someone uses it to their advantage (though I am mainly considering
non-geographical wind shifts here)</div>
<div class="MsoNormal">
<br />
Don’t be the first to guess 'persistent' if you are not the
local –leave that to the corner bangers, they need their moment of glory
because the rest of their races aren’t so hot.<br />
<br /><br /></div>
<div class="MsoNormal">
While I was training for the Miami OCR, working with Lisa
Ross, she told me something that stuck with me:<br />
I was explaining my bad race and I said something like ”I
was predicting that there would be a leftie and-“</div>
<div class="MsoNormal">
<br />
Lisa interrupts and says: “Don’t get caught predicting!”</div>
<div class="MsoNormal">
<br />
I am mainly focused on strategy considerations in this blog
post, but if you have reasonable boat speed compared to most of the fleet, just
stay in phase with the other boats and be observant.<span style="mso-spacerun: yes;"> </span>If someone takes a flyer out right make a
mental note of it and notice whether their strategy of predicting a persistent
shift (or some other anomaly) on this leg works out, but also notice if it
doesn’t work.<span style="mso-spacerun: yes;"> </span>Let the crazy or the
desperate people take the big risks, stay near the bulk of the fleet in clean
air and keep gathering information: who crosses who when they split and come back
together?<span style="mso-spacerun: yes;"> </span>Was that repeatable?<span style="mso-spacerun: yes;"> </span>Make some theories about what is happening to
the breeze, share them with a training partner between races.<span style="mso-spacerun: yes;"> </span>Do any of the theories hold water? <span style="mso-spacerun: yes;"> </span>Only once you have good evidence based on your
experience and observation of boats, weather and race management, only then
would you execute a more aggressive plan like playing the conditions as a persistent shift.<span style="mso-spacerun: yes;"> </span>But then that is not really predicting, it is acting
on evidence.<span style="mso-spacerun: yes;"> </span>Until you have a sound,
well-supported reason to break with your pack of boats, stick with them, sail
fast and win the tactical battles.<span style="mso-spacerun: yes;"> </span>When
you have a good reason for your strategy that you could explain to your coach
without them raising their eyebrows, then go for it, but if it is a reasonable
theory some other boats will probably also try it and you should still be in
touch with a pack of boats as you act on your theory.<span style="mso-spacerun: yes;"> </span>Remember even
when studying strategy that you must be sailing the fleet, not the course.</div>
Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-16291641746206892242014-10-31T20:02:00.000-07:002014-10-31T20:02:13.379-07:00Alberta Sailing Instructor Forum (AS IF)<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjOSE5U2hq-iqRHiuCZrThMSIkVyAExuvfh2kJfbLu0seD3YxN2NMrqLyuJgNnphoU5IbRut9yBM7GgTCq9_fk7SAsk1L7nIQG-lIW8aLRlgU3LdBcOSn2cSUkm3RmgNixRxc1weSvG6MR/s1600/20140911_092623.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjOSE5U2hq-iqRHiuCZrThMSIkVyAExuvfh2kJfbLu0seD3YxN2NMrqLyuJgNnphoU5IbRut9yBM7GgTCq9_fk7SAsk1L7nIQG-lIW8aLRlgU3LdBcOSn2cSUkm3RmgNixRxc1weSvG6MR/s640/20140911_092623.jpg" /></a></div>
I have been contributing to another blog recently, so if you want to read a couple of short entries please visit:<br />
<a href="http://albertasailinginfo.blogspot.ca/2014/10/you-can-see-pressure-above-red-motor.html" target="_blank">This link with some more Lower Kananaskis Lake Pics</a><br />
about wind lines on mountain lakes and how they played out at the 2014 Mobility Cup<br />
<br />
Or <a href="http://albertasailinginfo.blogspot.ca/2014/10/shifting-sailor-focus-to-teach-steering.html" target="_blank">this link for a 1:30 podcast</a> about teaching beginners to steer.<br />
<br />
The purpose of the blog is to help Albertan Sailing Instructors and Coaches exchange ideas and improve best practices to keep improving the level of sailing in Alberta.<br />
<br />Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-40020060240960564462013-11-30T16:14:00.003-08:002013-11-30T16:29:29.452-08:00Sailing in Dirty Air?You have probably heard some respectable sailor or coach say "never ever sail in dirty air," or to
"always tack out immediately," but while that is a great guideline the absoluteness of these statements are misleading. There is a common picture that I would like to paint of a big fleet. Let's say you are sadly not bow out,
or that you are in second row in a crowd of starboard tack boats coming off the line
who are all in dirty air and who are all going to the correct (in this case left) side of
the course. The first move for me is not to tack, it is to quickly read the body
language of the person or people who are giving me the worst dirty air.
If they are antsy, squirming looking over their shoulders again and
again, you might hold on in their dirty air because they are about to tack
out and give you clean air.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhxzRarHzab3skilizEg19fjEHn1L5-Gx3nhdv1qE3C-xAy0oKNNv3nEawElQjxjtYNLK2LjZL31TsW7-cRRWvIN13zmWlruiOW0w-YPJkyEx3eXXQU6VE8GNUveXBveE0op9VkCSfQb0NY/s1600/Starboard+crowd+1.gif" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="346" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhxzRarHzab3skilizEg19fjEHn1L5-Gx3nhdv1qE3C-xAy0oKNNv3nEawElQjxjtYNLK2LjZL31TsW7-cRRWvIN13zmWlruiOW0w-YPJkyEx3eXXQU6VE8GNUveXBveE0op9VkCSfQb0NY/s640/Starboard+crowd+1.gif" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">If you are the yellow boat, you are still in a fairly bad situation after the blue boat tacks away, but having waited for them to tack, you are in a much better situation than if you had immediately tacked and ducked the red boat, and the last light blue boat at which point you would be last and going in the wrong direction.</td><td class="tr-caption" style="text-align: center;"><br /></td><td class="tr-caption" style="text-align: center;"><br /></td><td class="tr-caption" style="text-align: center;"><br /></td></tr>
</tbody></table>
<br />
On the other hand if the boat giving you the worst dirty air is settling in,
hiking hard and focused you will probably have to tack out or foot off to get out of there. But before you do this, look at the body language of the boat that is pinning you or the boat that you will have to duck if you tack onto port. If they
look like they are about to tack then wait for them to tack and
then tack with them. If you tack with them, not only have you avoided
having to duck them, they can now act as a buffer boat for you. If someone
calls starboard on them they will have to call to you for room to tack early enough for you to be able to tack. They will probably lee-bow the
starboard tacker and even if they don't you might be able to lee-bow them,
and there is a chance that in this position you will get the original starboard tacker's, or your
buffer boat's starboard tack lane (remember that we are assuming that
the left is the correct side of the course so getting onto starboard in this way is good). On
the other hand if your buffer boat decides to duck the starboard tacker, you
are within your rights to call for room to duck, and if you can get a good
rounding of the starboard tacker's transom* you end up on the same ladder rung
as your buffer boat just like in a rabbit start. Then you can tack back
onto the favored tack as soon as there is a lane to tack into and you get
first pick of lane because you are pinning your buffer boat. <br />
<br />
Going back to
the situation of being stuck in a crowd of starboard boats in dirty air
all going the same (favored) way, if both the boat upwind is not going to tack away and the boat to windward pinning you is not
about to tack and act as a buffer boat for you, then you need to crane your
head and look to windward and astern of this windward boat to look hard at exactly
which boats you would have to duck, cross or lee-bow after you tack and what
kind of a situation that will put you in. Because of the 'rule' that
is often seized upon about tacking immediately when in dirty air
(which is great advice in most situations) there are a huge amount of
sailors who will tack immediately after realizing that they are in dirty air without (quickly) planning their escape properly, so after their immediate tack, they proceed to do a series of
poorly executed emergency maneuvers (especially in breeze), dropping their mainsheet to be able to
duck, throwing in out-of-control crash tacks into even worse positions etc. all because they didn't take the time to quickly plan out or visualize what exactly bailing out is going to involve and where in the grand scheme of the fleet they will end up having to
sail (maybe they will get to sail in clean air but on a side that has a crippling tactical disadvantage). So if you are going to tack, first crane your neck to see what it will involve and plan your escape route, making sure that you are
psychologically prepared for the boat-handling that will be required
directly after the bailing-out tack. I say 'if' you are going to tack because there are still some other options if sailing to the wrong side looks very bad. Once you have assessed how much
disadvantage (or advantage) bailing out will cause you tactically, you
should always examine the alternative of footing off drastically or even
reaching into clear air. It could be that if you reach through one
boat's dirty air to the clean air downwind but bow even with (that is
abeam of) a boat that was giving you dirty air, you may then be able to
hold that position relative to the lead boats indefinitely in clean air. Although you are one ladder rung down (ladder rung being an arbitrary
measurement), you might be one of the first boats in the group
to get to the shift or the pressure or the current relief etc. that lead
everyone to go left in the first place. Reaching or footing drastically
will obviously lose you ground, but you must compare that with how much
ground you anticipate losing by tacking out and ducking and sailing
away from the tactical advantage. You should also compare the cost of bailing by tacking and the cost of footing off for a lane against the (terrible)
disadvantage of staying put in dirty air. In rare situations it could be that if you tough
it out for 15 seconds in dirty air the whole fleet will tack on a shift (onto port) and you can either immediately
tack into a clear lane if there is one or hold off with your starboard rights for a boatlength or two and then tack into the next available clear lane as it opens up to get back in phase with the shifts.<br />
<br />
So the last thing I should be telling sailors going into a big fleet scenario is to
sail in dirty air. In fact I'll say straight out: <u><b>Don't sail in dirty air!</b></u> But having said that, when you find yourself starting to eat dirty air quickly think ahead, quickly predict what is about to happen, quickly think through your
options and make calculated decisions (that you can evaluate later). As always if none of your options are any good, take a step back and look at the decision that you made, consciously or unconsciously before that situation that led you to be in the position where all your options were bad. Maybe you could have made different decisions earlier about where to set up on the line. Maybe you could have decided to pull the trigger 5 seconds earlier so that you were not shot out of the front row and so on.<br />
<br />
*I just want to back track a bit to the asterisk at the starboard tacker's transom. I said 'if you are able to get a good rounding'. Now that may be a big 'if'. If your buffer boat is not giving you a huge amount of room to duck the starboard boat and if you have to bear off significantly to get behind the starboard tacker's transom it makes it hard to get back up to close hauled without putting yourself in a position where you will be lee bowed by your buffer boat). The solution is a trick that I picked up from the RYA Tactics book, but it is difficult to execute. Rather
than reaching down and calling for room to duck from your buffer boat,
RYA Tactics has you seeing the situation coming early and with room to spare, before the starboard boat is converging perilously with you, you luff up, converting some of your speed to upwind distance, and
then you bear off to get back up to speed and make a nice rounding on the starboard boat's transom. In this way you are still on the same ladder wrung as your buffer boat, because you could think of it like an even rabbit start off the starboard boat's transom, but you are further to windward of your buffer boat so you keep a lane
between yourself and them and you avoid being lee bowed.Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com1tag:blogger.com,1999:blog-7758006500859222840.post-85395403736644061152013-11-20T17:29:00.001-08:002013-11-25T11:19:21.168-08:00Oman Weather and TacticsMy father is on the way to Oman for the Master Laser Champs and he had some questions about the weather graphs posted on the <a href="http://omanlaserworlds2013.com/eng/championship.php?id=16" target="_blank">worlds website</a>, and since he has been reading RYA Tactics but he doesn't use a compass he had some questions about how to pick up on things without a compass. Since this is off-season for many of us, it is also the season for reading up on tactics theory so I figures that I would share my response with the blog followers. So here are some of my thoughts based on the first four days of weather graphs at Oman, which are available here: <a href="http://jpvm.org/Race%20Management/weather_station_data/2013_Standard_Laser_Worlds/weatherStation_display%20November%2017.htm" target="_blank">Day 1</a>, <a href="http://jpvm.org/Race%20Management/weather_station_data/2013_Standard_Laser_Worlds/weatherStation_display%20November%2018.htm" target="_blank">Day 2</a>, <a href="http://jpvm.org/Race%20Management/weather_station_data/2013_Standard_Laser_Worlds/weatherStation_display%20November%2019.htm" target="_blank">Day 3</a>, <a href="http://jpvm.org/Race%20Management/weather_station_data/2013_Standard_Laser_Worlds/weatherStation_display%20November%2020.htm" target="_blank">Day 4</a> (of the Laser World Championships which run directly before the Masters Laser World Championships for which my father is preparing).<br />
<br />
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<br /></div>
<div>
At the bottom left of the weather graphs (<a href="http://omanlaserworlds2013.com/eng/championship.php?id=16" target="_blank">click here to go to the page that leads to the weather graphs</a>) there are a few viewing options. Under "Radar <br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEyOiufeUqFIKgTlbm0rvY9-WIQjCT3Tygq18JdQSHOv4csL-SAAQZhAQap8FQ2d-ym9M-Kolimu7Ol-dBPvN_8YrJVQ_EGnG_HC-y21mOUHR_TC_L5kWEyskWJ3Glp375Iwq65nh7OjvV/s1600/worldsweatherbolg1.png" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="195" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEyOiufeUqFIKgTlbm0rvY9-WIQjCT3Tygq18JdQSHOv4csL-SAAQZhAQap8FQ2d-ym9M-Kolimu7Ol-dBPvN_8YrJVQ_EGnG_HC-y21mOUHR_TC_L5kWEyskWJ3Glp375Iwq65nh7OjvV/s320/worldsweatherbolg1.png" width="320" /></a></div>
Graphs" on the left there is a circular graph where the distance away
from the centre is the percentage of the time that the wind spent at
that angle, and the side of the circle indicates the direction that the
wind was blowing from. So from that we can tell that the wind rarely
shifts more than 10 degrees each way when it is coming from the East South East.
On days 2 and 3 the graph is very slightly skewed left, which would
indicate that all else being equal (and is probably not) it is more
likely that if you went left you would get a left shift to help you get
back to the middle of the course than if you went right. So<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlS-GmQp3kgB_Jvy-lqX2JyuUDRUJ1-yQ-fPK_DBIOfSx1pX1Lm9ZORTas68YSoL6ePGhl-ZSuqQP2K1L7hhAeab2n-IU4-YKlHChX5HHHIeHmmYzjwKKrpbW8uVSe6U7tXE8FICHcbcys/s1600/worldsweatherbolg2.png" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="216" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlS-GmQp3kgB_Jvy-lqX2JyuUDRUJ1-yQ-fPK_DBIOfSx1pX1Lm9ZORTas68YSoL6ePGhl-ZSuqQP2K1L7hhAeab2n-IU4-YKlHChX5HHHIeHmmYzjwKKrpbW8uVSe6U7tXE8FICHcbcys/s400/worldsweatherbolg2.png" width="400" /></a></div>
the
strategy on a big course would be at the bottom of the course to head
left while the course is square and then to tack back in any time you
get knocked with a leftie, then once you are most of the way up the
course start working back right any time the wind comes back to neutral
or left, only tacking back towards the left when there are relatively
bigger (10 degree) righties because they shouldn't last long (the reason
that you would work back right would be so as not to get in trouble
with the busy layline). That is digging pretty deep for strategy, I
think that for a lake sailor the breeze would seem very stable.</div>
<div>
Day 2 and 3 and also Day 1 have the wind exactly at the
median about 45% of the time, <br />
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whereas on Day 4 there is a range of about
10 degrees that the wind stays at for just under 25% of the time, which
is the median. Also the wind fairly regularly shifts ten or more
additional degrees either way outside of that range. So that is a
situation where it would look more like lake sailing. Lots of shifts
and not so much of an obvious median. So with the information we have
looked at in this graph it seems that the strategy in a Northerly (NNW)
would be to be very sensitive to wind shifts and to stay on the lifted
tack as the most important part of your strategy, more important than
getting to a specific side or other tactical considerations. Looking
closely at the graph it looks like having wind from the NNW is slightly
more likely than 350 degrees, but I think that the wind is spending more
time to the right of 350degrees than to the left of NNW, so if in
doubt, I would work my way right (after looking at other graphs that take into account time this
proves to be correct for more reasons). The thing is that at the regatta you won't get the info from
these graphs until after the races, so it will be interesting to see
whether we get a few more Northerlies to see whether the slight
right-skew holds. If that is a pattern then you could make a plan based
on it, but it is possible that Northerlies are just very random. So we
should keep checking in on these graphs to see if we can pick up on any
recurring trends. Do you know whether Northerly is an off-shore
breeze in Oman?</div>
<div>
To be honest I don't know that the bar graph to the right
on the Radar Graphs page is measuring, I think it has to do with wind
strength. But I think we can learn more about wind strength from the
Wind Polar Graph tab.</div>
<div>
Wind Polar Graph: On this tab you see pink dots
measuring the wind direction and strength. The further away from the
centre the windier, and you can read the actual wind speeds by following
the curved lines over to an axis (and ignoring the negative signs), so
if you click backwards and forwards between Days 2 and 3 on two browser
tabs, they look like they are different, but if you read the mean wind
speed (yellow dot), in both cases it comes to about 13 knots, they have
just scaled the axies differently between the two tabs. So Days 2 and 3
so far <br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2ZqE9DqtkL_tP__g636KDGXkvymtETtpIFBDIDIHJacYBXGk94Yr_Yz-uWh6kmiZ2yYXSvohhbc147CFtZEKV0-_3sapq8SkAQ1-jRqG6JTjylXK-6ew62I6ilJP4oGPtkAsrZkxzdXwv/s1600/worldsweatherbolg4.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="216" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2ZqE9DqtkL_tP__g636KDGXkvymtETtpIFBDIDIHJacYBXGk94Yr_Yz-uWh6kmiZ2yYXSvohhbc147CFtZEKV0-_3sapq8SkAQ1-jRqG6JTjylXK-6ew62I6ilJP4oGPtkAsrZkxzdXwv/s640/worldsweatherbolg4.png" width="640" /></a></div>
look like carbon copies of one another in wind speed as well as
direction. Day 1 which was a few degrees right of Days 2 and 3 when we
looked at it under Radar Graphs has its mean dot also at around 13 knots
but there is a bigger spread between lightest and heaviest wind (and if
you click back and forth between Days 2 or 3 and Day 1 under Wind Polar
Graphs you can see<br />
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that the dots are indeed a bit further right on the
circle). This could mean that when the wind was a bit further right
(Day 1) it was puffier and there were bigger holes/calm spots (after
looking at other graphs it turns out that it was actually because of a
building trend in the wind). In contrast Days 2 and 3 had blobs of pink
dots that were more circular indicating a more random distribution
around the mean, less variance in wind strength. With these pretty
well symmetrical graphs (Day 1, 2 and 3) you don't have to think too
much about relating strength to direction, but on Day 4 the graph is not
symmetrical about the centre point of the circular graph. The further right the wind went, the stronger the wind
was. That is hugely important, that means that the puffs came more from
the right in this case in a northerly (let's see if that happens again
another day), so after looking at the Wind Radar graph we thought that<br />
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it would be slightly beneficial to go right just because the wind spent
slightly more time coming from the right. We can now gather that during
these periods when the wind went right it was also stronger, so now the
strategy becomes to sail out right whenever there is a lull until you
hit a puff which is probably also a right shift (header) at which point
you tack on the header and sail back into the middle of the course
cashing in your gain from sailing fast in pressure. The trick here is
to recognize as you come back into towards the middle when you are no
longer in pressure. Puffs are usually pretty dramatic, but lulls often
sneak up on you gradually, so you have to be careful to recognize when
you are going slower and in this case when you start to get knocked.
When you recognize either of these you would tack back right for more
pressure. Because this is relatively difficult to realize, I'll offer a
couple more cues to pick up on. One would be that the puff might be
visible on the water (in this case you would be expecting it on the
right). Look for darker water on the right in the distance. Depending
on how distracted you are and how much salt water has caked up on your
glasses you might not be able to see the shifts early enough. If you
see the puff too late it is often not worth going for them because you
end up getting there after it is no longer a significant puff, or the
direction has gone back to mean. Or you even end up over where the puff
was when it is now a lull. That is what we are talking about when we
say that someone is "chasing puffs" or someone is "out of phase [with
the wind]" in which case they might start taking on lifts instead of
headers or tacking on headers that only take them back to the median
wind direction. Another more obvious cue to tack back over to the
favored side is if you see a group of boats sailing towards you. In
this case you have the option to tack and sail in the same direction as
them or you can duck or cross them. In this Oman Northerly situation
you would want to resist the temptation to use up your slight starboard
right of way advantage to cross someone and instead tack with them
before you get too close to them so as to to lead them on port towards
the next right side shift/puff. If you tack to lead a group of boats
towards the favored side with enough distance between you and them you
will not be pinned when you finally get to the puff and get knocked and
you will have enough leverage (lateral distance along the race course)
to gain some noticeable ground on that group. Tacking to lead a group
requires you to be shuttling your focus fairly well so that you are
aware of the group of boats coming before they are on top of you.
Another consideration in these conditions is not to overshoot the right
layline because you get so carried away with leading rightward. That
being said, if there is good pressure out on the right spending a bit
more time on or slightly over the layline in pressure is not the end of
the world if the alternative is to be sailing in lighter dirtier air
further left on the course.</div>
<div>
The main thing that we have not taken into account so far
in looking at the graphs is whether any of the trends that are
happening are related to time. Time is important because with the current information it conceivable that on Day 1, with the data points that spread more between light and heavy
wind, the wind could either have started out heavy and became lighter or, more
likely in a sea breeze environment, the wind could have started out light and
became heavier (with the next graph we find that the latter is correct). If one of
these is the case then our worries about there being big puffs and big
holes are not well-founded, for example it could have been a very
gradual increase in wind without obvious puffs or lulls. So lets check
out a graph that factors in time of day: Click on the Wind Graph tab.</div>
<div>
Wind Graph: There is a lot going on in these graphs. As
indicated to the right of the graph the red line is the wind direction
and the blue is the wind strength. The scale for the wind direction is
recorded on the left of the graph and the scale for the wind strength is
recorded on the right of the graph. The peaks and troughs of this line
indicate how drastic the shifts typically are, so on Day 1 we are
seeing mostly 5-10 degree shifts until 18:05 =6:05pm, then things start
getting<br />
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a bit more crazy with bigger 15 degree shifts for the next half
hour. Interestingly at 18:05 you also see the wind strength start to
dip. So this is a familiar situation: the wind dies a bit and starts to
shift more dramatically "goes light and shifty" for a half hour. But
before you get too carried away with imagining that, you have to read
the scale: according to the scale this brief dying trend is only from
about 13 knots to about 10 knots, so nothing too crazy. Later on the
wind picks back up again and becomes relatively more stable. One thing
that will be difficult for a lake sailors is figuring out these longer
period shifts. It appears from the graph that many of these shifts are
taking as much as 5 minutes to turn one way before coming back the other
way. On our lakes we are used to shifts lasting maybe 30 seconds or
less, up to a minute or so and we are used to tacking on them
immediately so as to cash in on a relatively short course. It is hard
to know how many times per minute the measurements for this graph were
taken, it could very well be that the measurements were taken over such
long periods that the 30 second or less shifts were not picked up.
However I imagine that Oman is a big open sea venue and in these venues
the shifts often do take a lot longer to pass through their cycles. So
as a lake sailor you have to have a lot more patience. Wait two or
three times as long as you are used to. When you feel a shift you can
think about it: is this a particularly big shift or not? Was it just an
apparent wind trick as a result of turning up and down through the
waves or from a puff or lull? If I tack on this will I be going the
right way in the grand scheme? Then you can tack on the shift after 5
seconds of deliberation (assuming there is no pressure form other boats
to make the call more quickly). This is in contrast to lake sailing
when a half second means a half boatlength because the course is short
and the shifts are quick.</div>
<div>
Anyway getting back to the overall analysis, it looks
like Days 2 and 3 are not quite as identical as it seemed from the other
graphs because whereas Day 2 has the wind slowly and steadily building
through the 3 hours of data, Day 4 has a consistent amount of wind
throughout. In a building breeze it is even more important to get clear
air especially on the downwind so that each new wave of increased
pressure is actually carrying you forward, rather than just getting <br />
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lost
in the crowd of boats around you. However that also goes for other
wind trends. Day 1 also seems to have a building trend, but that lull
around 18:20 is interesting. It could be that there were roving lulls
(holes) around the race course and it just happened that a lull passed
by wherever the weather instruments were over that period. Day 4 on the
other hand appears to have some crazy stuff happening. The wind
strength was pretty constant with maybe a 2 knot <br />
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increase over 3 hours.
But directionally there was some interesting stuff. Before getting
into the really wierd lines on the graph towards the end of the day,
let's look at some of the stuff earlier on. From 11:45 to 12:15, so
easily enough time for a leg or two, the wind did a persistent right
shift, meaning that you would have had to sail a header into the right
of the course in order to sail a lift back into the mark, thereby
sailing the inside track of the persistent shift (sailing a shorter
radius along the persistently curved track). That would have been a
very difficult strategy to decide on however because for an hour before
that period the wind seems to be oscillating pretty randomly. Also it
turns out that if you had been unlucky at the end of that trend you
would have been caught by a 35 degree leftie over 5 minutes leaving you
totally screwed on the right of the course unless you had already made
it around the mark (at a major event like this they would most likely
cancel the race with a shift like that). The fact that that giant
leftie could come in and ruine a well thought-out tactic seems pretty
disheartening, but it could be seen as encouraging. I know that I often
make tactical decisions that I think are sound and then end up getting
screwed. In the absence of this graph I could think that my (perfectly
sound) tactics are flawed, but here we have, recorded on paper proof
that there are situations where essentially correct tactical decisions
could get you screwed. This is why we have drop races. But before
abandoning hope in the race if something like this came though, there
may have been some telltale cues to pick up on in the scenario where
this is a race that doesn't get cancelled, cues that would not have
saved you, but could have minimized the damages. If you keep shuttling
focus between your boat speed, your boat on boat tactics and the overall
fleet position, you might have started to notice some boats on the
opposite side of the course pointing in a very strange position, or
maybe a wind line appeared on the horizon or on the sore line at the
left. Maybe a flag or a smoke stack upwind started showing warning
signs of a bizzare direction, or maybe it is very last minute and you
just notice the boats upwind of you getting the shift. At that point it
would be too late to cross the course and get to the left before the
shift hits and if you tried to cross over you would have ended up lost
in the middle of the course. This is where the principle of 'winning
your side' comes in. The group of sailors way out left who are now
winning by a lot because of all the distance they have away from you
(leverage) are not worth taking into account, but if you can get to the
left of the boats on your (right) side of the course as this leftie
fills in you will at least be ahead of the boats near you and so you
have minimized the damages. You will be behind the people who went left
but ahead of the people who wend right and that's how good sailors get
consistent results. They don't buy the lottery ticket and go left when
the fleet's tacticians go right, they go to the apparently favored side
and benefit from it most of the time and minimize the damages the odd
time that it doesn't pay.</div>
<div>
At about 13:15 of Day 4 it looks like there was an insane
direction switch with across the graph but this is not the case, this
is just bad graphing. The compass is a circle, so, for example a 10
degree shift could take you 355 degrees on the compass to 5 degrees.
This is a 10 degree shift, not a 350 degree shift as the graph would
have you believe. So the thin black trend line is incorrect, this is
not a hard right shift, but a slight left shift. So after our half hour
right trend that I just discussed ending at 12:15, there was actually
an hour and a half trend left over 35 degrees from about 335 degrees to
about 10 degrees (remember that 0 degrees aka 360 degrees on a compass
is North). If we look back at the Wind Polar Graph from Day 4 we can
see that <br />
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what most likely happened was that at the beginning of racing
the wind started to the left and was lighter (than the yellow dot) and
throughout the day the wind got slightly windier and went much further
right. In general it is not worth looking at the black and red dots
because they only represent a couple of data points and because of
random variation they could give you all sorts of misleading
information. But in this case they happen to be consistent with our
theory. The black dot representing the last minute of data was indeed
further right and windier than the yellow dot that represents an average
from the whole day. The last 10 seconds (red dot) happens to line up
with the directional trend by being even further right than the black
dot, but ten seconds is such a fleeting moment that I don't read much
into that or the fact that it is slightly less windy than the black dot.</div>
<div>
So ya there is a lot that you could read into the graphs, the perils of asking an engineer about a graph...</div>
<div>
Your
other question was about how to pick up on shift directions without a
compass. It is possible that in Oman on one tack you might be pointing
towards a shore. In that case you can take a transit each time you tack
and as you sail on a shoreward tack, keep an idea of where your boat is
pointing relative to any landmarks or buoys on the water. The problem
with this relative to a compass is that each time you tack you have a
new transit that you can't really compare to the last one because you
have sailed up or down the shoreline. With a compass you can compare
headings on one tack and with a bit of mental math (adding or
subtracting your tacking angle) you can compare your heading between
tacks. In the absence of a compass when you are using transits try to
imagine a transit that leads from your centerboard through your mast and
through your bow eye straight forward. Unless there is current, this
should stay constant until you get a shift. In contrast, if you are
hiking hard and you sight through your mast because just because it is
convenient your transit will change as you sail forwards and shifts
could be harder to pick up.</div>
<div>
Unfortunately I expect that there will rarely be any
usable transits in Oman, so you have to pick up on other cues. Try to
keep an impression of how the other boats look relative to you and have
an idea of who you can see through the window in your sail and who you
cannot. Then you can reverse this trick and get an idea of whether the
other person can see you through their window or not. I think that
depending on where I am sitting, I can usually cross someone who I can
see through my window, especially if they are far away, and conversely
someone will probably cross me if they can see me through their window.
If you check in regularly with this and other visual cues (am I looking
more straight at that boat's transom or bow or more at the side of
their boat for example) you can get an idea of who is lifted, who is
knocked and who you will or will not be able to cross. That is not to
say that crossing them is important, it is more about figuring out which
ladder rung of the race course you are on. if you can cross someone
you are on a higher ladder rung than them. Instead of crossing a person
it is usually much more important to follow your game plan and that
usually means tack with a boat or set of boats to lead them to the
favoured side of the course regardless of whether you are on a higher or
lower rung than them.<br />
<br />
On the other hand if it is an even race course and the game is to
tack on the shifts, you can pick up the shifts like this. When it is
shifty you will notice that one minute you can cross someone and the
other minute they can cross you. Let's start out with another boat on
the same ladder rung coming towards you on the opposite tack. If you
suddenly realize that they are now able to cross you when they couldn't
have before, tack, because you have been knocked and they have been
lifted. This also lets you get to the next shift first and lets you
cash in on the leverage between you at your next advantage. If, in the
other situation, you realize that you are now crossing someone who you
wern't before, keep sailing towards them because you are lifted and they
are headed and you want to close the gap between you and reduce the
leverage so that even if the other person gets another shift later on,
the distance between you will be less so they will gain less relative to
you what you gained when there was more separation.<br />
<br />
Other cues to look for on the race course can be marks of the
course: reach marks, the windward mark (leeward mark on the downwind),
navigation buoys etc. These cues and the boat-on-boat cues are
important to pick up on regardless of whether you have a compass. For
example if you did have a compass you might have your compass telling
you that you are sailing in consistent breeze, but your windward mark
telling you that you are knocked. So after you puzzle that one out...
you might realize that in fact you are not getting knocked, you are
being set down by the tide/current, so later in the upwind leg, you will
actually have to overshoot the layline to get around it. One
limitation of the compass is that it tells you your own wind condition,
whereas this type of visualizing of the whole fleet can give you
information about other parts of the course or about parts of the course
yet to come for which you can get prepared early.</div>
<div>
Before the start the best way to keep and eye on how the
wind is tracking without a compass is to keep an eye on the committee
boat and the pin and go head to wind regularly. Ideally there would be a
transit to take when you go head to wind but that probably won't be the
case. Instead visualize the imaginary line from the committee to the
pin and see how square your boat points to this imaginary line when you
go perfectly head to wind. I find that this is easiest to visualize
this when I am very close to the committee boat or pin (pin is usually
less crowded) and when I stick my hands out either side of my boat in a
line perpendicular to the breeze, a line that would be parallel to the
start line if the start line was square to the current wind direction.
Obviously this process falls apart without a compass if they move the
committee or pin, but if they do that it is usually a recognition by the
race committee that the shifting trend is going to stay, or even a
prediction by the RC that the wind will shift probably based on radio
info from their mark boat way upwind, so it is very valuable
information, maybe the trend will continue... So keeping an eye all the
time on the actions of the race committee and comparing the angle of
your outstretched arms to the angle of the startline can be a nice
substitute for (or addition to) a compass and it can help you get a feel
for the frequency of the shifts, do they come more or less every
minute? 5 minutes? When you are doing this it is also important to
take into consideration that the RC may be skewing the line because of
tactics on the race course: if you must get left to get out of adverse
current , a good RC would purposefully set the committee upwind of the
pin, or committees will often favour the pin when all else is even
because lots of people prefer to start at the committee out of habit and
because committee-end starters have the option to tack out more
easily. So you could be pondering whether any of these things might be
coming in to play when you compare your own measurements to the angle of
the start line. </div>
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Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-8449252792609892132013-06-19T13:39:00.000-07:002013-06-19T13:39:04.443-07:00Commodore's Cup<div class="separator" style="clear: both; text-align: center;">
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<br />
I am currently coaching for Alberta Sailing Associations and have been a
bit busy and slacking off on my blogging work. I have an entry in the
works about tactics, but I thought I should post a couple clips and pics
from the CYC Commodore's Cup which took place on the second day of an
ASA training camp so I was out on the water chasing boats around. <br />
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Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-48298826847507265942013-05-26T21:53:00.000-07:002013-05-26T21:53:30.835-07:00Tips from the Winter Concluded<!--[if gte mso 9]><xml>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiam0GHGswdYkzeeprUlKqPpIOyHfjk5XUM_MlmLUDpXtembXh1zo-8yM4jlEqcruRlyM2peF3WSVgXbwNaC5NlDlJqoe27qMbtrft64AMEkOwOPdD58Ke41fziCPKr9w99Sa1i_q7dl0G6/s1600/Tihany+Lake+3.gif.png" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="238" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiam0GHGswdYkzeeprUlKqPpIOyHfjk5XUM_MlmLUDpXtembXh1zo-8yM4jlEqcruRlyM2peF3WSVgXbwNaC5NlDlJqoe27qMbtrft64AMEkOwOPdD58Ke41fziCPKr9w99Sa1i_q7dl0G6/s320/Tihany+Lake+3.gif.png" width="320" /></a><span style="font-family: Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-weight: normal;"><span lang="EN-CA">I have been milking this content from my winter training sessions for all its worth in these blogs, but to be fair it has elevated my game significantly. In the first three regattas of the BC Circuit I have finnished 4th, 3rd and 2nd for an overall 2nd place current ranking on the circuit one point behind my RVicYC training partner (and formerly my athlete) Max Gallant. At Kitten Cup I lost to him on a tie breaker after he moved up by one point upon winning a protest and at COSA I beat him on a quadruple tie breaker, so we are pretty well matched. His strong performances have qualified him to represent BC this summer in Sherbrooke, Quebec at the Canada Summer Games. On a segue, I would like to plug his campeign for the under 21 world championships. He and Nick Smith have been selling 50/50 tickets, baking lemon loaf and trying their hardest to pay for their trip to Balatonfured, Hungary. In a strange twist, I randomly traveled right by where there regatta venue will be when I was journeying from Slovenia to Finland after I graduated from U of A. I have dug up a couple pictures of the area near where they will be sailing. If you look closely you can tell how windy it was!</span></span></span><br />
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiIdHxtAQHmWONKIywH7AKzIhNs_6w0aGNvg3ZmxnB3373g-D1iP2C5hNc9fcOd5cp_tMOY4ppMbaWSfikXNjiaka2nzmfLWokNy_2skI0FeT9_BFHo-Bh_0zF6r9fXVWqW8gkME3xhuJtj/s1600/Tihany+Lake+4.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="239" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiIdHxtAQHmWONKIywH7AKzIhNs_6w0aGNvg3ZmxnB3373g-D1iP2C5hNc9fcOd5cp_tMOY4ppMbaWSfikXNjiaka2nzmfLWokNy_2skI0FeT9_BFHo-Bh_0zF6r9fXVWqW8gkME3xhuJtj/s320/Tihany+Lake+4.png" width="320" /></a><span style="font-family: Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-weight: normal;"><span lang="EN-CA"> </span></span></span></div>
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<span style="font-family: Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-weight: normal;"><span lang="EN-CA">Have a look at Max and Nick's funding websites:</span></span></span></div>
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<span style="font-family: Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-weight: normal;"><span lang="EN-CA"><a href="http://www.gofundme.com/maxgallantlasersailing" target="_blank">Max Gallant Laser Sailing</a></span></span></span></div>
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<span style="font-family: Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-weight: normal;"><span lang="EN-CA"><a href="http://www.gofundme.com/nicksmithlasersailing" target="_blank">Nick Smith Laser Sailing</a> </span></span></span></div>
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<span style="font-family: Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-weight: normal;"><span lang="EN-CA">While I am promoting my training partners I should mention Matt Turner who just won an <a href="http://vancouverisland.ctvnews.ca/video?clipId=933127&binId=1.1180928&playlistPageNum=1" target="_blank">Amazing Kids award (click here to see why)</a>. Matt has been sailing very well this season as well. He won both of the BC Circuit events at which Max and I tied but with an unfortunate Spring Dinghies result he is trailing Max and I by a few points. <a href="http://www.bcsailing.bc.ca/pages/racing/2013CircuitResults.pdf" target="_blank">Good job Royal Vic!</a></span></span></span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-weight: normal;"><span lang="EN-CA"> </span></span><b style="mso-bidi-font-weight: normal;"><span lang="EN-CA"><br /></span></b></span></div>
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<span style="font-family: Arial,Helvetica,sans-serif;"><b style="mso-bidi-font-weight: normal;"><span lang="EN-CA">Mark
Rounding Tips</span></b></span></div>
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<span style="font-family: Arial,Helvetica,sans-serif;"><span lang="EN-CA">Sheeting speed: sheet out faster at the windward mark roundings
and sheet in faster at the leeward mark roundings.<span style="mso-spacerun: yes;"> </span>Don’t sheet in so much that you luff or stall
(respectively) but enough to make sure that you are not fighting your centre of
effort. That is to say when you are heading up the power in your sail should be just behind your centreboard causing your boat to pivot into the wind and when you bear off the power should be just in front of the centreboard to help the boat pivot off the wind.</span></span></div>
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<span style="font-family: Arial,Helvetica,sans-serif;"><span lang="EN-CA">Don’t overdo the heel on your mark
roundings.<span style="mso-spacerun: yes;"> </span>In fact try overdoing your
heel on the mark roundings and pay attention to the flow over your boat and
foils and to your speed at the mark and out of the mark.<span style="mso-spacerun: yes;"> </span>Then try again and reduce your heel in your roundings until
they feel smooth and fast.<span style="mso-spacerun: yes;"> </span></span></span><br />
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<span style="font-family: Arial,Helvetica,sans-serif;"><span lang="EN-CA"><span style="mso-spacerun: yes;">What I think a lot of racers do is to heel the boat a long way for an impressive pivot at the mark without the need of the rudder, and it feels good because you are not using the rudder, but the sharpness of the turn itself is killing the speed out of the mark. If you start with heel and flatten out the boat slightly as you turn with a wider radius you can feel the extra apparent wind on the sail. </span> </span></span><br />
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<span style="font-family: Arial,Helvetica,sans-serif;"><span lang="EN-CA">The gunwale
should only barely touch the water and you should be at full speed much faster.<span style="mso-spacerun: yes;"> Doing the mark rounding properly</span> will likely mean that you don’t turn as
sharply as you may have been so you have to think more tactically about your entry and path around
the mark.</span></span></div>
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<span style="font-family: Arial,Helvetica,sans-serif;"><span lang="EN-CA">Have your controls set before the mark:
Cunningham, outhaul and coarse vang adjustment.<span style="mso-spacerun: yes;">
</span>This is also done by marking your control lines.</span></span></div>
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<span style="font-family: Arial,Helvetica,sans-serif;"><span lang="EN-CA">In the past I have commented that marking your control lines is not a good way of learning, because when you focus on your marks rather than on how the sail shape looks you don't develop as good of an idea of how the sail works. Also, if you change equipement it can be confusing (an older sail or a bent spar will throw off your settings). However I have slowly come around to appreciate sail markings. They don't let you fine tune, that is done by feel and visually, but marking your control lines allows you to set your course adjustments before you are actually on the new point of sail that you are anticipating.</span><b style="mso-bidi-font-weight: normal;"><span lang="EN-CA"> </span></b></span><br />
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<span style="font-family: Arial,Helvetica,sans-serif;"><span lang="EN-CA">Upwind we have chronically tight outhauls
in Alberta.<span style="mso-spacerun: yes;"> </span>Loosen the outhaul until it
feels wrong, not just feels different, but feels so wrong that it slows you
down.<span style="mso-spacerun: yes;"> </span>Only then snug it back up until
the problem is fixed.<span style="mso-spacerun: yes;"> </span>You can often
loosen the outhaul until you see the bag in the sail being visibly pulled backwards
or until you start feeling weather helm from the outhaul.<span style="mso-spacerun: yes;"> </span>At this point, tighten the outhaul slightly
to get rid of the problem.<span style="mso-spacerun: yes;"> </span>Try it out,
speed tune with it, see what works, how much outhaul is actually too much
outhaul.</span></span><br />
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<span style="font-family: Arial,Helvetica,sans-serif;"><span lang="EN-CA">The theory behind having a tighter outhaul in light wind is that if a foil is too curved at low velocities the fluid will not be able to follow the sharp curve and will stall out (go turbulent). What we have been doing wrong in Alberta is anticipating that effect and tightening the outhaul too early (as the wind starts to die) and too much overall. I am fighting the urge to write a number here, but I think that is the problem. Don't memorize what depth your outhaul should be, try different things and try to figure out how it changes the feel of the boat and then what feels the best (or what works best while speed tuning or fun racing).</span></span></div>
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<span style="font-family: Arial,Helvetica,sans-serif;"><span lang="EN-CA">We tend to use too much vang upwind in light
wind.<span style="mso-spacerun: yes;"> </span>Keep a completely loose vang.<span style="mso-spacerun: yes;"> </span>It should not be drooping but almost all the
tension should be taken by the mainsheet (having a newer sail and straightening
your spars will also help power up your boat).<span style="mso-spacerun: yes;">
</span>This helps you avoid depowering unnecessarily.</span></span><br />
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<span style="font-family: Arial,Helvetica,sans-serif;"><span lang="EN-CA">Since I wrote this point in my log book a few months ago I have refined it. I think that it is true that unnecessarily tightening the vang upwind in light wind, say 6 knots and flat water, costs you power and so gives you a lower top speed. However I believe that what I used to do: flattening the sail slightly with the vang or mainsheet upwind, lets you point slightly higher (as long as you don't pinch). So the velocity made good to the windward mark is better with the fuller sail (speed mode). But if you need to hold your lane above someone or keep your height on a persistant lift, or cross someone or make a layline etcetera, it is nice to know how to sacrifice a bit of velocity made good for a tactical gain.</span></span><br />
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<span style="font-family: Arial,Helvetica,sans-serif;"><span lang="EN-CA">I think that this speaks to a larger point as you keep learning more and more in sailing. Often when one technique or style comes into fashion it is best to remember the old technique or style and then if you know their relative merits and drawbacks you can use them tactically! For example years ago in Alberta, everyone was excited about the wide radius tacks because of how much ground there was to gain upwind. Gradually it went out of style because we remebered that it is also important to keep a bit of forward momentum instead of converting it all to height. But if you have undershot the windward mark by a boatlength and need a double tack, there is nothing like an old wide radius tack to climb to windward becaus you don't want to come out of the tack with blistering speed as you are going right back into a second tack.</span></span><br />
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<span style="font-family: Arial,Helvetica,sans-serif;"><span lang="EN-CA"><b>Check out how David Wright Rigs his boat!! </b></span></span><br />
<br />
<iframe allowfullscreen="" frameborder="0" height="315" src="http://www.youtube.com/embed/QrljC4x3VBU" width="420"></iframe>
<span style="font-family: Arial,Helvetica,sans-serif;"><span lang="EN-CA"><br /></span></span>
<span style="font-family: Arial,Helvetica,sans-serif;"><span lang="EN-CA"><b> </b></span></span><br />
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<span style="font-family: Arial,Helvetica,sans-serif;"><span lang="EN-CA"><b>Summary of Winter Training Tips</b></span></span></div>
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<span style="font-family: Arial,Helvetica,sans-serif;"><span lang="EN-CA">In typical Alberta conditions: 3-12 knots
and flat water, sail with a dead flat boat, a baggy outhaul and a loose
vang.<span style="mso-spacerun: yes;"> </span>It’s powerful stuff.</span></span></div>
Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-60486969494657559942013-05-07T23:25:00.001-07:002013-05-07T23:25:12.401-07:00... Tips From the Winter part three<!--[if gte mso 9]><xml>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiUSyKCtYIbYqVM38JilBJLeiOPsdhGxjrokg1tm3_6xJJ_L8djBFrX4GbsNDKTiLFFjqh51aBpGMubky0AXXs64N_SW61P7iQf6hdsDYJNoWiS3yiRWAYfrN_LV4n7dJ5ID7zZE1PJsaqw/s1600/Flat+is+fast.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="212" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiUSyKCtYIbYqVM38JilBJLeiOPsdhGxjrokg1tm3_6xJJ_L8djBFrX4GbsNDKTiLFFjqh51aBpGMubky0AXXs64N_SW61P7iQf6hdsDYJNoWiS3yiRWAYfrN_LV4n7dJ5ID7zZE1PJsaqw/s320/Flat+is+fast.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Unrelated to this blog, here is a photo that I found from one of this 'winter's' training camps. It is an example of the super-flat technique that I talked about two blog entries ago. The boat on the left probably feels flat but is definitley not. This is very common. The boat on the right is dead flat (maybe even a hair to windward? The mast is definitely not heeled to windward. Also the picture is not quite level). These subtleties in heel make a world of difference in boatspeed and pointing especially if you can keep the heel steady and consistent.</td></tr>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><b style="mso-bidi-font-weight: normal;">Downspeed</b></span></div>
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<br /></div>
<div class="MsoNormal">
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><b style="mso-bidi-font-weight: normal;">Ready Position: your go-to position while on the start</b></span></div>
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">
</span><div class="MsoNormal">
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">It is super important to have good form in ready position to minimize side slipping and hold your spot. Never heel to windward: keep the boat flat for the full use of the centreboard. Always sit across the boat squatting on your toes (as
opposed to facing the bow). Putting the weight on your toes is related to keeping the boat flat because if you sit back on your butt the boat heels to windward.</span></div>
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</span><div class="MsoNormal">
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><b>Vision</b> </span></div>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">Keep an eye out for changing situations, people
coming to steel your hole, an opportunity to double tack, line sag etc.<span style="mso-spacerun: yes;"> </span>Know where the line is and how it is changing (this can also inform your strategy for the first upwind). Recognize bad situations as they develop and bail out or take advantage.</span></div>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><br /></span></div>
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<b><span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">Reverse to Windward</span></b></div>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">I don’t know what else to call it, but it is a
brilliant move that we were introduced to.<span style="mso-spacerun: yes;"> </span>It relies on the fact that
foils can produce lift or at least engage nicely moving forwards OR backwards.<span style="mso-spacerun: yes;"> </span>Foils only don’t work when you are sitting
static on the line like we mostly tend to do gradually drifting to leeward through
the start sequence.<span style="mso-spacerun: yes;"> </span>Let me describe
reversing to windward.</span></div>
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</span><div class="MsoListParagraphCxSpFirst" style="mso-list: l0 level1 lfo1; text-indent: -.25in;">
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;">1<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span>-Turn up straight into irons and wait until you
have no forward motion</span></div>
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<br /></div>
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">
</span><div class="MsoListParagraphCxSpMiddle" style="mso-list: l0 level1 lfo1; text-indent: -.25in;">
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;">2<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span></span>- Leaning to leeward, press the sail way out of
the boat: 90 degrees to centre line. Get a lot of backwards speed.<span style="mso-spacerun: yes;"> </span>Hold your tiller tight.</span></div>
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</span><div class="MsoListParagraphCxSpMiddle" style="text-indent: .5in;">
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">You heel to
leeward because the power that comes from pushing the boom out often wants to
put you onto port tack but you want to stay on starboard throughout the maneuvre.</span></div>
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</span><div class="MsoListParagraphCxSpMiddle">
<br /></div>
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">
</span><div class="MsoListParagraphCxSpMiddle" style="mso-list: l0 level1 lfo1; text-indent: -.25in;">
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;">3<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span></span>- As you accelerate backwards push your tiller gently
away from you and you will coast backwards and to windward in an arc gradually
making it to a backwards beam reach.</span></div>
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<br /></div>
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">
</span><div class="MsoListParagraphCxSpMiddle" style="mso-list: l0 level1 lfo1; text-indent: -.25in;">
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;">4<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span></span>- On a beam reach coast to a stop with the sail
flapping. You need a long mainsheet for the sail not to keep pushing you forward. If your mainsheet isn't long enough you might need to reverse at a lower angle.</span></div>
<div class="MsoListParagraphCxSpMiddle" style="mso-list: l0 level1 lfo1; text-indent: -.25in;">
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"> <span style="mso-spacerun: yes;"> </span>You are now stopped in a
position astern and to windward of your original position.</span></div>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;">5<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span></span>- Heel to leeward, sheet in and steer to windward. Turn sharply and flatten powerfully steering up to head to wind (or even
shooting up briefly beyond head to wind).<span style="mso-spacerun: yes;">
</span> </span></div>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"> You are now bow-even with your initial position but you have climbed to
windward!</span></div>
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<b><span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">Downspeed Control Settings</span></b></div>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">Lots of people go sailing upwind before the start to get their settings just right and then they leave their controls for the start sequence. Or they leave their cunningham and outhaul on and let their vang off completely. This means that you don't need to make any adjustments during the tense seconds leading up to GO except possibly your vang. Unfortnatly it also means that your sails are set in a way that limits the effectiveness of the downspeed manoeuvring. What you can do is put markers on your outhaul, Cunningham and vang for
various settings. You should still sail upwind before the start, but instead of leaving the controls make a note of your setting. Then when you are double tacking, reversing and spinning on a dime to get set up your perfect start you can change your settings to downspeed settings that will help you execute the maneuvres. With 15 seconds left, pull on your lines back on to the settings that you noted for upwind by using the markers and your memory (or your notes written in grease pencil on the deck) and go to accelerate.<span style="mso-spacerun: yes;"> </span></span></div>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">The idea of leaving your controls at their upwind settings
at the start is outdated because we are starting to understand how critical the start is and
downspeed maneuvers at the start can be performed more effectively with
appropriate downspeed control settings.<span style="mso-spacerun: yes;">
</span>Play around with how much vang you need to power you through a 360 or to
keep your bow from falling off the wind (more vang tightens your leach bringing the effort in your sail back and helping pivot your bow up. Less vang will make it easier to get out of irons if it is windy).<span style="mso-spacerun: yes;">
We were finding that an effective vang setting for downspeed (at least in 6 knots) is for the boom to be pulled down to 90 degree</span>s. This gives the boat a much different feeling and handling than having it completely loose. Also, don’t stand for wrinkles up the front of the sail from a tight
upwind-setting Cunningham. You want your sail to be working properly to help power through the various downspeed boathandling maneuvres. Don't put up with awkward sail adjustments before the start. Many races are won or lost at the start because of how well you were able to execute your downspeed skills to get to the right place at the right time.</span></div>
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Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com1tag:blogger.com,1999:blog-7758006500859222840.post-27181337894132078972013-04-25T22:52:00.000-07:002013-04-25T22:52:29.096-07:00<h3>
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><i><span style="font-size: large;">...<span style="font-size: large;">tips from w</span>inter Pro D continue</span></i></span></h3>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi2miOBphJDZPG7k8lVg26_3xNgTXa_B4O9M-OaAQCYGgNqga69Nh62BQr8t3M6-RYSP7BMszhSTGM6zheTY1RqtAqwFSU-MtsinYsMgQaqUEuyYImRfnQmeNEy3J99GtLxs8Y48ZN2teVn/s1600/DSCN2553.JPG" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi2miOBphJDZPG7k8lVg26_3xNgTXa_B4O9M-OaAQCYGgNqga69Nh62BQr8t3M6-RYSP7BMszhSTGM6zheTY1RqtAqwFSU-MtsinYsMgQaqUEuyYImRfnQmeNEy3J99GtLxs8Y48ZN2teVn/s320/DSCN2553.JPG" width="320" /></a><span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif; font-size: large;"><b style="mso-bidi-font-weight: normal;">Roll Tacks</b></span></div>
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<b><span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">Footwork</span></b></div>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">The national team coach would not let us put our back foot
over the hiking strap before the tack.<span style="mso-spacerun: yes;">
</span>You were to jump across the boat and catch the hiking strap with both
feet/toes.<span style="mso-spacerun: yes;"> </span>It is difficult to break this
habit but once you do, you realize that your legs and feet are more powerful
working as a unit.</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-vOqwbtRvhAQwjQ4C2584s4uyDowX8-Fl5L_OIyOr1zVpTbIyxVOQbvlSFQ-SaLG9vBvpG4XGx62taAxu3OaYswDgIXXFUaEXVh7GANjINNVgpEndOvCyPhyphenhyphenxiDwg10RN6qt7oM7eICxA/s1600/Roll+tack.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="211" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-vOqwbtRvhAQwjQ4C2584s4uyDowX8-Fl5L_OIyOr1zVpTbIyxVOQbvlSFQ-SaLG9vBvpG4XGx62taAxu3OaYswDgIXXFUaEXVh7GANjINNVgpEndOvCyPhyphenhyphenxiDwg10RN6qt7oM7eICxA/s320/Roll+tack.jpg" width="320" /></a><b><span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">Roll Tacks</span></b></div>
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">
</span><br />
<div class="MsoNormal">
<iframe allowfullscreen='allowfullscreen' webkitallowfullscreen='webkitallowfullscreen' mozallowfullscreen='mozallowfullscreen' width='320' height='266' src='https://www.youtube.com/embed/hrhDIC6lNug?feature=player_embedded' frameborder='0'></iframe><span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">I have put together videos about light air roll tacks, and I stand by what I have said in those videos for light winds when the boat needs to be powered
through the middle of the tack with a shoulder throw.<span style="mso-spacerun: yes;"> </span>However in increasing (light) wind, 5+ knots let’s say,
there is a simplified tack that can be quite effective.<span style="mso-spacerun: yes;"> </span>This tack is
initiated with a very slight leeward heel just to match the rate of turn </span><span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">and a gentle push of the tiller to the
inner edge of the cockpit </span>(the slight heel to leeward is worth pointing out because it is assumed that you are now typically sailing so flat that
you otherwise have more or less neutral helm).<span style="mso-spacerun: yes;"> </span>Continue
to head up gently and sheet in until you start to lose speed.<span style="mso-spacerun: yes;"> </span>As you lose speed, punch the tiller quickly to
complete the turn.<span style="mso-spacerun: yes;"> </span>As you do this the sail starts to fill from the opposite side.<span style="mso-spacerun: yes;"> </span>In 5+ knots this will be a bit of a shock and
the boat will quickly start tipping over top of you.<span style="mso-spacerun: yes;"> </span>This is your cue to spring to the other side
of the boat, catching the hiking strap with your toes and aggressively
flattening the boat all the way down to dead flat where you keep it.<span style="mso-spacerun: yes;"> </span>The exit of the tack is the same as I described in the Youtube Video.<span style="mso-spacerun: yes;"> </span>Steer to windward as you flatten avoiding
turbulence off the rudder.<span style="mso-spacerun: yes;"> </span>The main
differences in this style of tack are in not putting your foot over beforehand and in not throwing
the shoulders in the middle of the tack, instead steering smoothly, waiting
until it is pretty much too late then rocketing across and saving the tack for a nice flatten.</span></div>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"></span><span style="font-size: large;"><b><span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">Roll Gybes</span></b></span><br />
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<iframe allowfullscreen='allowfullscreen' webkitallowfullscreen='webkitallowfullscreen' mozallowfullscreen='mozallowfullscreen' width='320' height='266' src='https://www.youtube.com/embed/qf6yFsDFXIo?feature=player_embedded' frameborder='0'></iframe><iframe allowfullscreen='allowfullscreen' webkitallowfullscreen='webkitallowfullscreen' mozallowfullscreen='mozallowfullscreen' width='320' height='266' src='https://www.blogger.com/video.g?token=AD6v5dy__XM_3CZYbwh-8zCQJecU9gVvX0UjrqYjS0rNTr84-jRfAovB0x_jWhlbbMkg7RM95YJhwFpfh5CenU_1' class='b-hbp-video b-uploaded' frameborder='0'></iframe><span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"> </span><br />
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">The light wind overhand gybes were designed, I thought, to
have a conservative gybe that would lose no speed but gain no speed, they would be perfectly legal under rule 42 but they don't need the same recovery time as the old powerful roll gybes needed to get the flow reattached on the sails. My label for this type of gybe is the Light Air Laser Overhand Gybes and Hanny Buitenwerf does a great example of this in the clip above and to the left. When I was first coaching these gybes I discouraged athletes from rolling when they were using this style, because if they were going to roll they might as well do a big aggressive roll gybe (take a look at the pics from 2008 when I was working on perfecting the ultra-aggressive roll gybe... and when I had less hair). But innovation continued and a slight roll to regain lost speed in the overhand gybe turned into a bigger and bigger smooth motion that now gains an incredible amount of speed outright. I'll refer to it as an Overhand Roll Gybe. In my opinion, everyone should learn these in training, but the gybes must be toned down while racing. Juries (acting under Appendix P) have been slow to pick up on the incredible gains that athletes are getting out off their gybes, from my experience. I have pointed this out on occasions, and have heard the reply several times that sailing is self-enforced, so we are encouraged to protest one
another when we break a rule like rule 42 rather than depending on the Jury. I just bring up Juries and Appendix P because the overhand gybes that we have been practising over the winter are gargantuan.<span style="mso-spacerun: yes;">
</span>My team mate can gain over 2 boat lengths on me in one gybe travelling
parallel in the right conditions and I am getting there as well. My take on enforcing Rule 42 is that we should enforce it rigorously and consistently and then when we find that the current rule is oppressive, we should have a conversation about modifying it somehow, possibly in the Laser Class Rules to reflect the current practices. It could be something like what the Fins and 470s do or it could be something more subtle. Maybe it could be a system for self-enforcement that sailors would be more comfortable engaging with: a 360 penalty or a DPI penalty of less than fleet score that could be taken if a certain number of sailors file a grievance against an aggressive sailor. My concern is that Laser sailing is building a culture that is tolerant to breaking Rule 42 instead of making a better rule. </span></div>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">At any rate the answer is not censure the gybe, so here is the gybe that I am so excited about described in point form. I hope to get it on film in the not too distant future: </span></div>
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</span><br />
<div class="MsoListParagraphCxSpFirst" style="mso-list: l0 level1 lfo1;">
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;">1-<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span>Start by the lee</span></div>
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</span><br />
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;">2-<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span>Extend your tiller extension out towards the
mainsheet that spans from the boom to the traveller so far out that you turns
the tiller slightly to leeward.<span style="mso-spacerun: yes;"> </span>To match
this turn roll the boat gently to leeward and lean out towards the span of
mainsheet ready to grab it.<span style="mso-spacerun: yes;"> </span></span></div>
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</span><br />
<div class="MsoListParagraphCxSpMiddle" style="mso-list: l0 level1 lfo1;">
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;">3-<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span>Hook the span of mainsheet on the end of your extended
tiller extension.</span></div>
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</span><br />
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;">4-<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span>In one movement let go of the mainsheet from the
mainsheet block and grab both sheets of the span of mainsheet as far up towards
the boom as possible.<span style="mso-spacerun: yes;"> </span>Help yourself by bringing
the sheet hooked on the tiller extension towards your forward hand.</span></div>
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</span><br />
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;">5-<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span>With the mainsheet from the boom in your hand
and keeping your arm straight, lean back across the boat rolling it from
leeward heel to windward heel thereby causing your course to be an arc.<span style="mso-spacerun: yes;"> </span>Allow the arc, following it with the rudder.<span style="mso-spacerun: yes;"> </span>This leaning back also starts to pull the sail
in.</span></div>
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</span><br />
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;">6-<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span>At the end of the roll flick the sail the rest
of the way across the boat by pulling it over with your arm (without letting go
of the sheets).</span></div>
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</span><br />
<div class="MsoListParagraphCxSpMiddle" style="mso-list: l0 level1 lfo1;">
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;">7-<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span>Pause and let the sail fill on the new
side keeping heel on the new leeward side.<span style="mso-spacerun: yes;"> </span>As the sail fills you will feel a
bit of pressure on your hand.<span style="mso-spacerun: yes;"> </span>At this
point drop the mainsheet from the boom and pick it back up from the mainsheet block.<span style="mso-spacerun: yes;"> </span>As you do this, sit down on the new windward
side of the boat shifting the heel now to the new windward side and curving the boat’s course towards the
new by the lee angle.<span style="mso-spacerun: yes;"> </span></span></div>
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">
</span><br />
<div class="MsoListParagraphCxSpMiddle" style="mso-list: l0 level1 lfo1;">
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;">8-<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span>Adjust the sail as necessary for the new by the
lee angle</span></div>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;">9-<span style="-moz-font-feature-settings: normal; -moz-font-language-override: normal; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;">
</span></span></span>Complete the hand exchange</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiNy-HUmw9RpB3uh2yoDPLgtio8RvfHHpii8FjEtI52Fz25a3uQnoHdWrvXk86WVGhw46tjChZ7TgHsirctC9CxH8zembjk1qxmw736zN7bJVn6vx7HumSsbev0F5VQQmaPs0jNJ6PIzdmZ/s1600/DSCN2581.JPG" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiNy-HUmw9RpB3uh2yoDPLgtio8RvfHHpii8FjEtI52Fz25a3uQnoHdWrvXk86WVGhw46tjChZ7TgHsirctC9CxH8zembjk1qxmw736zN7bJVn6vx7HumSsbev0F5VQQmaPs0jNJ6PIzdmZ/s320/DSCN2581.JPG" width="320" /></a><br />
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">There are a couple of major changes between what I have called the Light Air Overhand Gybe and the Overhand Roll Gybe. In the Overhand Roll Gybe you pull the sail mostly with your body rather than mostly with your arm (tricep). Also in the Overhand Roll Gybe you follow a slightly curved course matching the roll of the boat instead of keeping the boat straight through the pullover.</span></div>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">At the end here are some pictures from 2008 of the ridiculously aggressive roll gybes that we used to practice. Again this is not for racing, but when you learn to propel the boat with extreme kinetics you get to know the feel of the dynamics of the boat and that gives you more versatility to do all sorts of different manoeuvres.</span></div>
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Thanks to the Calgary Yacht Club for letting me use their camera while coaching Hanny.<br />
Thanks to Hanny Buitenwerf for letting me use her clip.<br />
Thanks to the Able family in Victoria for letting me take part in the on-water professional photo shoot that they organized back in 2008.</div>
Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-32465939515131811652013-04-15T23:13:00.000-07:002013-04-15T23:13:52.499-07:00Laser Tips Fresh From My Winter Professional Development<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjywe9sxv6xI7AtlLqwsz0fOPJzfv80qHMC3Zx_WAnZNIIBkKpSxaNaVUoDBw0PWen80KObM2j9T2NHX4uQjx_DjUlT7oovhWOKkgHhA3j_tzPQd8BsF1gAc_M5qUr3fpgXKbPqUk9Ragqz/s1600/Ian+Reaching.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjywe9sxv6xI7AtlLqwsz0fOPJzfv80qHMC3Zx_WAnZNIIBkKpSxaNaVUoDBw0PWen80KObM2j9T2NHX4uQjx_DjUlT7oovhWOKkgHhA3j_tzPQd8BsF1gAc_M5qUr3fpgXKbPqUk9Ragqz/s640/Ian+Reaching.jpg" width="426" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A heavy wind day out in the Juan de Fuca Straight in February.</td><td class="tr-caption" style="text-align: center;"> </td><td class="tr-caption" style="text-align: center;"><br /></td></tr>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><span style="mso-bidi-font-weight: normal;"><span style="font-size: small;">I mean Torch Tips?<span style="font-size: small;"> <a href="http://www.kirbytorch.com/">www.kirbytorch.com</a></span></span></span><b style="mso-bidi-font-weight: normal;"> </b></span><br />
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><i><span style="mso-bidi-font-weight: normal;">Since January I have been training hard with the Royal Victoria Yacht Club Racing <span style="font-size: small;">T</span>eam and we were fortunate to have one of our training camps with National Team coach Erik Stibbe who brought with him some fresh ideas. Over the next few blog posts I will summarize some of what we learnt and have been practising since then... </span></i></span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxBFuObDcKnA7Lz8IMFJftUUQ4xTqv8EUmJQeLKSY9Csyacr9GaCHOfYNIrQioRlgPjhNBfph5oabAzJYcOl0yALghFpJZNZvCMEbj9P3LaLULZv8X1DM2TMyFsaQ-fn3Z620lSpF872Tw/s1600/midswest13-01.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxBFuObDcKnA7Lz8IMFJftUUQ4xTqv8EUmJQeLKSY9Csyacr9GaCHOfYNIrQioRlgPjhNBfph5oabAzJYcOl0yALghFpJZNZvCMEbj9P3LaLULZv8X1DM2TMyFsaQ-fn3Z620lSpF872Tw/s320/midswest13-01.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">2013 Midwinters West, Los Angeles</td></tr>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><i><span style="mso-bidi-font-weight: normal;"> </span></i></span><span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><b style="mso-bidi-font-weight: normal;"><br /></b></span>
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;"><b style="mso-bidi-font-weight: normal;">Heel</b></span>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">This isn’t really new but it is re-emphasized.</span></div>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">Consistency of heel is paramount.<span style="mso-spacerun: yes;"> </span>If you take a while to react to changes in
the wind or let yourself get tossed around in the chop the sail will not be as
efficient.<span style="mso-spacerun: yes;"> </span>React to changes in pressure
and wind direction as they happen or even a half second before if they are
predictable to keep the sail cutting evenly through the air.<span style="mso-spacerun: yes;"> </span>In waves this also goes for fore-aft
stability.</span></div>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">The concept is old but we just haven’t been doing it.</span></div>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">In the past I have said that my athletes can have 5 degrees
of leeward heel in flat water 0-8 knots.<span style="mso-spacerun: yes;">
</span>You can still have this in 0-2 knots but as soon as the sail is full the
boat should go dead flat and even a hair to windward possibly as long as you
keep the heel consistent and you have no lee helm.<span style="mso-spacerun: yes;"> </span>Sailors will think that the boat is heeling
over top of them because they are used to sailing with leeward heel and the
laser deck is slanted outwards so the windward half of the deck should be very
slightly angled to windward rather than flat.<span style="mso-spacerun: yes;">
</span>Look at water in the cockpit or the edge of your compass for feedback on
when you are perfectly level.</span><br />
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">This significantly changes the feel of the tiller.<span style="mso-spacerun: yes;"> </span>There should be none or the slightest touch
of helm on the tiller.<span style="mso-spacerun: yes;"> </span>You should be
able to put the tiller down for a second without going off course and you
should be able to hold the tiller easily with two finger tips.<span style="mso-spacerun: yes;"> </span>Sailors who are used to sailing with 5
degrees of heel (and so they are used to slight but constant weather helm) will
tend to bear of and stall the boat when they first try sailing dead flat.<span style="mso-spacerun: yes;"> </span>Their heel will also likely become more
inconsistent because a dead flat boat is less stable.</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh9e9PPY0HfhcuFdYI-6qKTXM3fk4f1MTXZ7Kp4NV7BYlGKhmEXAGmmqmpQXW29O1-C9BskjITuwZ7H3e-Z8EtmmnbA79Nf-a5QxooL5TYewBULqSLvAb2VOoUYDA-KyvxtIUy62xEu7q2I/s1600/protractor.bmp" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="164" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh9e9PPY0HfhcuFdYI-6qKTXM3fk4f1MTXZ7Kp4NV7BYlGKhmEXAGmmqmpQXW29O1-C9BskjITuwZ7H3e-Z8EtmmnbA79Nf-a5QxooL5TYewBULqSLvAb2VOoUYDA-KyvxtIUy62xEu7q2I/s320/protractor.bmp" width="320" /></a></div>
<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">Note</span></div>
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<i><span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">The physical sensations of pinching and stalling are more
subtle when you have a dead flat boat.<span style="mso-spacerun: yes;">
</span>If you are used to a heeled boat it may take a while to get used to the
feel of a balanced (flat) boat.<span style="mso-spacerun: yes;"> </span>That is
okay because you point higher and sail faster.<span style="mso-spacerun: yes;">
</span>Get in pairs and try it out.</span></i></div>
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">As the breeze increases, keeping a dead flat boat means
exerting a huge amount of effort.<span style="mso-spacerun: yes;"> For example, picking some numbers out of the blue: w</span>ith a
properly powered up sail in 8 knots you may have to hike at 60% effort to sail
with 5 degrees of leeward heel, but you might have to increase to 90% effort
to sail dead flat.<span style="mso-spacerun: yes;"> </span>Again that is okay
because you sail faster and point higher.<span style="mso-spacerun: yes;">
</span>Hit the gym if need be.</span><br />
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<span style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif;">This doesn’t change the technique of heeling the boat to
leeward to navigate a terrible patch of waves, however you should then flatten
the boat back out when the waves have passed.</span><br />
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Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-34637491849515658582013-01-07T10:55:00.002-08:002013-01-07T10:55:45.243-08:00May and June 2013 Training Schedule2013 looks to be an exciting year for sailing in Alberta. It is a Canada Games year, it is the first year of the new olympic quadrennial, so the New Rules come into effect. Alberta Sailing will have a lot of instructor development especially in terms of racing skills so there may be many opportunities to join with these clinics and help raise the calibre of instructor sailing. <i>CANS</i>ail is continuing to evolve and improve. <br />
Perhaps most notably... we have a new regatta schedule designed to work better with training principles and keep people more engaged throughout the summer.<br />
<br />
Here is a message about it from Alberta Sailing:<br />
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<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">Hello Alberta Clubs, teams and schools,</span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;"> Please circulate to your membership and in particular everyone involved in youth sailing at your club, team or school. We have changed our approach to setting the May - June training camp schedule for 2013 by proposing the following schedule and looking for feedback from stakeholders. We are open to changing dates and locations as well as adding training opportunities where we can support. The July training camp and regatta circuit is finalized except for the possibility of moving the Provincial Regatta from Labour Day to the last weekend in July. August is almost completely open to opportunities for Alberta Sailing to help build or improve sailing at your club, team or school. ASA would like to be at your club helping to build the sport. </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">Our first priority for the May - June training camps is to support the development of sustainable local youth training programs. All camps can include some kind of coach / instructor development and certification as well as training for adults and other classes where there is interest and our resources can support. </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;"><b><span class="Apple-style-span" style="text-decoration: underline;">Early Season Training Camps</span></b></span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">1. May 4 - 5 has been left open as the water is still very cold and often hard this early in the season. Might be an opportunity for some dry land training. Rules clinics??? </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">2. May 11 - 12 Glenmore Sailing Club and Glenmore Sailing School. </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;"> a. We plan to include Sailing Skills and other clinics for coaches and instructors. </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">3. May 18 - 19 Calgary Yacht Club, note that the Glenmore Sailing Club youth team may be moving to CYC around this time due to low water levels in the reservoir. </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;"> a. We plan to include Sailing Skills and other clinics for coaches and instructors. </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">4. May 25 - 26 Wabamun Sailing Club </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">5. June 1 - 2 Newell Sailing Club </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">6. June 8 - 9 Edmonton Yacht Club </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">7. June 15 - 16 Calgary Yacht club </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">8. June 22 - 23 Icebreaker Regatta Calgary Yacht Club. New date and warmer water </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">9. June 29 - 30 Edmonton Yacht Club </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;"> a. We plan to include Sailing Skills and other clinics for coaches and instructors. </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">We want to finalize the training schedule by the end of January so we can get the word out and move forward with planning. All dates are currently listed on the ASA calendar <a href="http://www.albertasailing.com/events_calendar">http://www.albertasailing.com/events_calendar</a> </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;"> </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">I am happy to discuss the schedule and any other sailing opportunities with individuals or groups by phone, email or in person anywhere in the province. </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">Peter MacDougal </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">Sailing to Win - Sport for Life </span><br />
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: small;"><span class="Apple-style-span" style="font-size: 13px; white-space: pre-wrap;"><br /></span></span>
<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">Alberta Sailing - Sail Canada </span><br />
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<span class="Apple-style-span" style="font-family: arial, sans-serif; font-size: 13px; white-space: pre-wrap;">403-617-9092 info@albertasailing.com. </span>Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-44929637808338799472012-09-05T14:53:00.000-07:002012-09-06T12:07:32.432-07:00September Winds<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj6q-W4H5nI3UVqE3JM31SnRzIiyix3nAHkuureY509bGSGErJ2IuPh3WzFCYZj072bFAwitNjDgX1Tin7wpVZrs4cNNrhVLo1cblZYxUqC2YIEIKHMGKlytpyCGbvnhKHk4lAKfIs7VtG_/s1600/iansailfall04.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="428" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj6q-W4H5nI3UVqE3JM31SnRzIiyix3nAHkuureY509bGSGErJ2IuPh3WzFCYZj072bFAwitNjDgX1Tin7wpVZrs4cNNrhVLo1cblZYxUqC2YIEIKHMGKlytpyCGbvnhKHk4lAKfIs7VtG_/s640/iansailfall04.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Saskachewan Short Course on Redberry lake 2001. In front is Stephen Huszar, in the background with the disco sail is Ian Elliott... without much leech tension...too sheeted out... hold on!!</td></tr>
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This weekend, we have the final event of the Dick Degner
Grand Prix in which you need at lest one Saskatchewan and one Albertan
event to be scored (so this is the last chance for Albertans without a
Sask event). The event is called the Saskatchewan Short Course
Championship at <a href="http://saskatoonsailing.ca/" target="_blank">SSC</a>.
This will also be the 2012 District 5 Championship (District 5 is
Alberta, Saskatchewan and Manitoba). <a href="https://docs.google.com/open?id=1tSyy02I_IQKyiE8oXp8JqLMNQJR5kDv2h-7J7jDHNbJ6moAfwWWeHNGFmHed" target="_blank">Here is the notice of race</a>, and <a href="https://docs.google.com/open?id=1vbv5Oyv0vInKmjuTZMEXpzrU6vdsv1pLCxNi1HtRQchUQkZvQ8-jDW9hirLn" target="_blank">Here are the SI's</a>.<br />
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The Paralympic Final races are tomorrow September 6th. If anyone finds a way to view them, let us know! Saskachewan <a href="http://www.london2012.com/paralympics/athlete/campbell-logan-5512290/" target="_blank">Logan Campbell</a> who has sailed several Saskachewan Short Course Champs is sailing Sonar with skipper Bruce Millar and second Crew Scott Lutes, they are sitting in 8th. Royal Victoria Yacht Club sailors John McRoberts and Stacie Louttit are sitting in 4th in Skud class. These two have often joined in on the Junior Race Team's drills at Royal Vic and so I have had the honour of training with them also. Finally, Gold Medallist Paul Tingley from RNovaScotiaYS is sailing 2.4mR and is sitting in 5th. <a href="http://www.london2012.com/paralympics/sailing/" target="_blank">Click here for the Paralympic website where you can find results and bios etc.</a><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2RPdjdzF3t-7tCoiuKz4XFYFoKhMmp7ua42kCzUWqPEIJoBR4ja7cAJdDHCa_-hIA-Eki72G9VZb6Za3XUnZmGnUD6Z121cJbom98inrTKoQpLLINQawYNAbKfU2JzMjJ3zFqiZc9MQ9E/s1600/Logan.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" height="412" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2RPdjdzF3t-7tCoiuKz4XFYFoKhMmp7ua42kCzUWqPEIJoBR4ja7cAJdDHCa_-hIA-Eki72G9VZb6Za3XUnZmGnUD6Z121cJbom98inrTKoQpLLINQawYNAbKfU2JzMjJ3zFqiZc9MQ9E/s640/Logan.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Bruce, Scott and Logan leading up to the 2012 Paralympics. Logan is out on the rail.</td></tr>
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<tr><td class="tr-caption" style="text-align: center;">John and Stacy on Day 3 at the 2012 Paraolympics</td></tr>
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<tr><td class="tr-caption" style="text-align: center;">Paul Tingley at Sail Melbourne 2009</td></tr>
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Back at CYC... <br />
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Tuesday Night Laser Race Team at CYC has come to an end with another good showing on Tuesday the 28th of August. The plan is to continue to have Tuesday night as a group training session, but I will not be coaching, instead I will be out in my Laser training with everyone else. Yesterday, Tuesday the 4th, we had eight people out in spite of dead calm and five of us went out for a short sail regardless of the lack of breeze.<br />
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Thursday Night Racing continues in September with a 6:30pm start to cope with the earlier sunset.<br />
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Looking back, Jimmy Buffet Night went off smoothly and CYC Club Championships were wildly shifty. Ian H managed to beat Mike H with the help of Bill M, whose bullet in one of the final races took away Mike H's tie-breaking bullet leaving Ian with the Championship. We think that Ian H and Keith H are the first father and son to both have their names on the Club Championship trophy.<br />
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Labour Day Long Weekend we had a wild and windy Provincial Championships at Wabamun Sailing Club. Friday, some sailors came out early and we had a sunny, warm evening with a fine wind of about 8 knots and some good, even boat speed. Saturday, the first day of the regatta, was very similar to Wabamun Open with a solid breeze and nice waves and Boat speed started to separate sailors in the long races. Day two brought even more wind, but it was rainy and colder and we were held onshore until the worst of it blew over... or so we thought. When we came out after lunch it started out in the teens of knots, but by the second race, it blasted up into the 30 knot range as the clouds cleared and the Race Committee clocked a gust at 36 knots. They shortened the course and we screamed in on a crazy reach. A few sailors were saying that they might never have gone that fast in a laser before. Monday, day three, looked like it would be the mildest day for wind, but by the time we got on the race course the wind was in the high teens again and in the second race, as the clouds cleared again, we got some hairy gusts but also some deep lulls. A coach suggested that the breeze ranged from 24 knots lulling down to 12 knots, but many sailors were saying that the gusts were even stronger than the day before and the Race Committee suggested that it got into the 30's again.<br />
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It was an exhausting regatta with all the breeze and although there were only 7 races, the race lengths were consistently in the 55 minute range and so after fierce battles in the first couple of legs, the positions tended to space out at the front of the fleet as boat speed became paramount. I came out with straight 1st places, Nick H had straight 2nds in spite of returning to the start line for fear of being OCS in at least two races. Jay F had been a long time out of the Laser, but he still came in with all 3rds except for the first race and the last race where a collision with Phil P caused Jay to retire (if a collision causes injury, you are not exonerated by doing a 720 and must retire). In 4th place was CYC Youth Race Team coach Luke H, in 5th place was under-sized Ian H and first Master went to Phil P in 6th place.<br />
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In the Fireball Fleet only Greg F and Mike L sailed all of the races, although they said that the competition was good when the others braved the elements. There were 505s and the Catamaran Bladerunner out sailing in some of the big winds, but most exciting was the huge Opti Fleet. On the first day some of the braver Optis stayed out in the blow and inspired the others to try the big winds (slightly sheltered by the point). The second day the Optis were better able to handle the wind and more of them came out and on the last day they were pretty well all racing. Thanks to Newell Sailing Club, Glenmore Sailing Club and Calgary Yacht Club for supporting the Opti fleet as always and for Wabamun Sailing Club and Alberta Sailing Association for supplying Opti Coaches and ASA's MOSS program for providing so many Optis. A special mention has to go out to Glenmore Sailing School (as opposed to Club) for getting some of their Optis out for the first time (in a long time? Ever?). GSS has long been a huge part of sailing in Alberta, but has rarely contributed many Racers to the sport. I heard that Elisha A and Elliot A played a big part in promoting racing to their sailing school students, so hopefully with this wild Provincial Regatta, another crop of new racers will have been inspired by the sport and will rant to their friends at GSS who didn't make it about how cool it was. <br />
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In the Opti championship fleet, Tom M from Newell Sailing Club finished first followed by Maren from CYC. Third was a sailor from Glenmore Sailing Club, but without the posted results I can't recall his name or be sure of his club. But the results are not as important as fostering a healthy future for our sport!<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiyHDSA60nRxaUR9fLjCKfOCV2rJKzL_SHGt7M2f2_1bQBL71lK_vQqcC-ioMIoGKzXU_4jxysKKc9K8OrcCpkbAYuT6BRrN-qIUPiQQZmrdIv7LHIRJHZ2hJQxyWjvBK8KNfVB2Y0mTBNa/s1600/opti_fleet_shot_for_web-520x300.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="184" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiyHDSA60nRxaUR9fLjCKfOCV2rJKzL_SHGt7M2f2_1bQBL71lK_vQqcC-ioMIoGKzXU_4jxysKKc9K8OrcCpkbAYuT6BRrN-qIUPiQQZmrdIv7LHIRJHZ2hJQxyWjvBK8KNfVB2Y0mTBNa/s320/opti_fleet_shot_for_web-520x300.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">This is the picture posted on the CYA website for 2012 Sail East and Sail Central</td><td class="tr-caption" style="text-align: center;"><br /></td><td class="tr-caption" style="text-align: center;"><br /></td></tr>
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BUT WAIT!<br />
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After D5 Champs this weekend the season is not over, there is the <a href="http://www.glenmoresailingclub.com/Default.aspx?pageId=1389603" target="_blank">Frostbite Regatta at Glenmore Sailing Club September 14-15</a>, Thursday Night Racing continues through September, there is the Brass Monkey October 13th, and if you feel like travelling, there is <a href="http://www.rvyc.bc.ca/RacingFleets/documents/2011FallDinghyRegattaNOR.pdf" target="_blank">Fall Dinghies September 22-23 at Royal Victoria Yacht Club</a> and Pumpkin Bowl at West Vancouver Yacht Club probably the second or third week of October.Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com2tag:blogger.com,1999:blog-7758006500859222840.post-66080384112181589342012-08-20T17:33:00.000-07:002012-08-20T17:33:30.086-07:00Sailing Update: What's next?<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiCTT9VUPOIO9qPztCqpyUBHon0QXkYiock6SuuGljS_Db94Lq07Pe5Papqe5jKAVY25HfobnZbxUq4J6SrFfu1Zgfmc8qVf0fNXYWV7_BdfYK6u8_Gt_Wrpv5NaHboedDS_w7J6kL6Zy2O/s1600/IMG131.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="480" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiCTT9VUPOIO9qPztCqpyUBHon0QXkYiock6SuuGljS_Db94Lq07Pe5Papqe5jKAVY25HfobnZbxUq4J6SrFfu1Zgfmc8qVf0fNXYWV7_BdfYK6u8_Gt_Wrpv5NaHboedDS_w7J6kL6Zy2O/s640/IMG131.jpg" width="640" /></a></div>
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Two regattas have gone by since the last post and there are more to come, and very good ones. <br />
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Firstly there was Sailwest at Royal Vancouver Yacht Club. I have heard that there was good medium strong wind and Alexander Heinzman won handily, however I have not been able to find the results online. So if you have them, please comment on the blog and we will get them posted.<br />
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This past weekend was the D22 Championships at North Flathead Yacht Club in Montana with a solid 20 boat showing. Alberta had a good representation with Ian H, Luke H, Nick H, Dave E, Richard Q, Liam Q and Myself, but we were not the only travellers, notably skilled Masters Suzie P and Jim C came all the way from California for this Regatta. I squeaked out a victory passing Ian H at the end of the last leg of the last race to beat him by one point. Ian H in turn was ahead of the Great Grand Master Jim C by only one point. It was a very tight regatta, and extremely well hosted, it was very friendly, comfortable, fun... just excellent. To read Mike G's writ-up, click <a href="https://docs.google.com/viewer?a=v&pid=gmail&attid=0.2&thid=139465ee4dd957df&mt=application/pdf&url=https://mail.google.com/mail/?ui%3D2%26ik%3Db699af945a%26view%3Datt%26th%3D139465ee4dd957df%26attid%3D0.2%26disp%3Dsafe%26zw&sig=AHIEtbS4u_bRuIBv_8v8diNKEPhzCT_RUQ" target="_blank">here</a>, for results, click <a href="https://docs.google.com/viewer?a=v&pid=gmail&attid=0.1&thid=139465ee4dd957df&mt=application/pdf&url=https://mail.google.com/mail/?ui%3D2%26ik%3Db699af945a%26view%3Datt%26th%3D139465ee4dd957df%26attid%3D0.1%26disp%3Dsafe%26zw&sig=AHIEtbTON6wySs9yKS8BH9Y-C3AKXernkw" target="_blank">here</a>.<br />
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This coming weekend is Jimmy Buffet Night and CYC Club Championships. I have not seen a Notice Of Race for it yet and unfortunately I will not be able to contend as I am teaching a clinic at Glenmore Sailing Club this weekend. Who will be this year's club champion?<br />
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The following weekend is Labour Day long weekend and the Provincial Championship is being held at Wabamun Sailing Club, so it should be stellar! This is a good event to test your progress through the year, everyone should come. Find the Notice of Race <a href="http://www.wabamunsailingclub.ab.ca/Media/Multimedia/2012%20Provincials%20Regatta%20Amended%20NOR.pdf" target="_blank">here</a>.<br />
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Following Provincials is the District 5 Championship at Redberry Lake in Saskatchewan. This is a short course regatta so 20 races are scheduled. It is an excellent and unique venue. I will post the Notice of Race when it becomes available. Remember that this is the last regatta in the Dick Degner Grand Prix and that you need a Saskatchewan event in order to be scored. So this should be well attended and very fun. Being the District 5 Championships, the winner will also receive North American Laser Grand Prix points.<br />
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Lastly, notice that the Thursday Night Racing scores have been posted <a href="http://www.cyc.ab.ca/Results/thursday_night_2012.html" target="_blank">here</a>. Take a look at who you have to beat and by how much in the upcoming final races.<br />
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Happy Sailing!Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-51957337846290217952012-07-30T22:40:00.000-07:002012-07-30T22:41:11.437-07:00Upwing Breeze and Waves<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibwXrh_wdTzkA2nkIRdf1TOfXN-nurD3fRGh8CnJnw3ze4gFgpkm2zwllBTJ6ms4G7ONHhJ2s2n7Rvghel2iVLQv9eOT9nPD3FlX3QLgfv_HjrjsL168PDciVkj7aCKsYlqzP4fw1dhji-/s1600/IMG139.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="150" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibwXrh_wdTzkA2nkIRdf1TOfXN-nurD3fRGh8CnJnw3ze4gFgpkm2zwllBTJ6ms4G7ONHhJ2s2n7Rvghel2iVLQv9eOT9nPD3FlX3QLgfv_HjrjsL168PDciVkj7aCKsYlqzP4fw1dhji-/s200/IMG139.jpg" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">How many Laser Sailors does it take to put on a set of numbers?</td></tr>
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The Saskatchewan Provincial Laser Championships went well last week with Dave E, CYC Junior Race Team coach Luke H and myself travelling out from CYC. I edged out Isaac B in light winds by just one point and L-P, the defending Saskatchewan provincial champion came in third after leading on the first day.<br />
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For the Laser North American Championships at the Columbia Gorge Racing Association in Cascade Locks, Oragon, Alberta sent David C, Nick H, Braden B, Finn G, Ian H, and myself. I finished in 17th in Full rig fleet and Ian H finished 32nd in Radial Gold fleet, the rest of the results are <a href="http://www.regattanetwork.com/clubmgmt/applet_regatta_results.php?regatta_id=5096" target="_blank">here</a>.<br />
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Working backwards, we had the Prairie Winds Regatta just before NA's. I took first, followed by Bill P, who had a very strong regatta, and Lewis O from Saskatchewan in third. Since this was the Western Canadian Laser Championships, the masters scoring had Bill Plaxton ahead, followed by Doug B scoring a stunning 0 points in the last race (he was ahead by a leg). Lewis ended in third in the WCLM Champs. Find the rest of the results <a href="https://docs.google.com/viewer?a=v&pid=sites&srcid=bmV3ZWxsc2FpbGluZ2NsdWIuY29tfHdlYnNpdGV8Z3g6MzY4MzFlYWI5YTE5ZDllMw" target="_blank">here</a>.<br />
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Here is some footage from training at the Columbia Gorge before the 2012 North American Laser Championships that might help visualize some of the things that I talk about in sailing wind and waves:<br />
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Upcoming, we have the <a href="http://www.district6x.ca/z_d6x_data/2012/nor_canadian_masters_2012.pdf" target="_blank">Canadian Master Laser Championships this weekend at Jericho Sailing Centre</a>, followed by <a href="http://www.sailing.ca/images/uploads/2012%20CYA%20SailWest%20NOR%202012%2007%2027.pdf" target="_blank">Sailwest the next week at RVanYC</a>, and then the next week it is the <a href="http://www.nfyc.org/wp-content/uploads/2012-District-22-Laser-NOR.pdf" target="_blank">District 22 Championships at Flathead Lake, Montana</a> (now the PDF is available). Each of those is linked to their respective Notices Of Race.<br />
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Happy sailing!<br />
IanIan Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-51645886640827376682012-07-26T06:49:00.001-07:002012-07-26T06:49:13.780-07:00<div class="separator" style="clear: both; text-align: center;">
<object class="BLOGGER-youtube-video" classid="clsid:D27CDB6E-AE6D-11cf-96B8-444553540000" codebase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0" data-thumbnail-src="http://i.ytimg.com/vi/dC2_6oULfFc/0.jpg" height="266" width="320"><param name="movie" value="http://www.youtube.com/v/dC2_6oULfFc?version=3&f=user_uploads&c=google-webdrive-0&app=youtube_gdata" /><param name="bgcolor" value="#FFFFFF" /><param name="allowFullScreen" value="true" /><embed width="320" height="266" src="http://www.youtube.com/v/dC2_6oULfFc?version=3&f=user_uploads&c=google-webdrive-0&app=youtube_gdata" type="application/x-shockwave-flash" allowfullscreen="true"></embed></object></div>
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Here is the video from the 2012 Wabamun Open that we watched at the ASA debrief. Nice wind and waves. I was comfortably in the lead and Peter M came over to film me so I played around in the waves with some excessive steering for the camera. My comments are included in the video.<br />
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<br />Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0tag:blogger.com,1999:blog-7758006500859222840.post-87373211180057171272012-07-07T19:10:00.002-07:002012-07-07T19:10:17.840-07:00<div class="separator" style="clear: both; text-align: center;">
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Almost a month since the last update. CYC Sailing School is underway with the new CANSail curriculum and so far feedback and retention are good. Maura D has headed back to Victoria, we have had more great attendance at Tuesday Night Race Team with as many as 13 people on multiple occasions and a good fleet attending Thursday Night racing as well. Each time we have hit the number 13 in Race Team attendance we have had a different group of people so if everyone shows up to the same practice, we have the potential for a very impressive group. <br />
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Maura D, Finn G, Kelsey S and I travelled to RVanYC Waves on the weekend of the 23rd to 24th. I finished 6th in laser class (tied for fifth with a Royal Vic athlete that I have been coaching in past years: Max G). I won the last race which was a thrill finishing a couple of boatlengths in front of Al C, that was my first bullet at a Waves Regatta. Maura D finished fifth in the Radial Fleet earning a prize and Finn G put together a strong regatta in the demanding English Bay conditions. Kelsey S was hired to coach RVicYC Opties and ended up as the most experienced coach on the course helping out with all aspects of the Opti course. Good to see that Alberta is producing strong Coaches as well as strong athletes!<br />
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Last Weekend was the BC Laser Masters Championships on Nicola Lake. I can't find results for it, but second hand I hear that it was very windy, Al C won again (he also won Waves), Thom S had a spectacular first day and would have had a great regatta if gremlins had not stolen his hull plug. I believe that not having your hull plug is a right of passage of some sort. Everyone seems to have a story about sailing without one.<br />
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This afternoon was the Commodore's Cup club championships, one single pursuit-style race with a complicated staggered start system designed so that all classes of boats should finish together and so the order of crossing the finish line is the order of results. This is contrasted with the X-fleet style racing where all boats start together and their times are recorded and a calculation is required to figure out the results. <br />
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In first place was Ian H sailing Laser. He snagged the victory by a clever move on the last full upwind leg. From the outset he said that he had promised himself not to sail within 50 metres of the shore. When he saw Leslie and Steve R sailing shore-wards and myself following them, he recognized that we were all sailing the headed tack and so tacked towards the middle of the lake. I had a respectable lead on Ian H and had foolishly discounted him. I considered tacking to cover him, but my eyes were for the leading boat of Leslie and Steve. They seemed to be sailing well until the shore effect becalmed them and we both got a big header. I tacked and sailed away from shore on a lifted tack avoiding the worst of the lull and passing Steve and Leslie R. But upon tacking, I saw that Ian H had stayed in better pressure and had drawn well ahead of me. I spent the rest of the race chasing Ian H down, but he was sailing very well heading down in the puffs and up in the lulls on the reaches. In the end Ian H won, I was second and Mike H was third, all three of us in Lasers.<br />
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I had an interesting equipment failure on the first leg of the Comodore's Cup race. The block at the end of my boom came unriveted so that my mainsheet went from the mainsheet block to the middle boom block to the fairleed and then straight down to the traveller block where it ended. This got rid of all of the mechanical advantage and so it was too difficult to hold the sheet in through the main sheet block. The way that I jury rigged it was to sheet directly from the main block and make a lot of boom vang adjustments. Sheeting from the boom meant no ratchet, but it also meant that I did not need to use my arm strength to pull the boom down, so it was easier. From the boom block, I could sheet the boom in and out, but sheeting it in did not pull the boom down. This meant that the sail stayed very powered up. In order to get the boom down and simulate the normal upwind block to block setting, I pulled on a huge amount of boom vang. Through a lot of sheeting and vang adjustment, I was able to keep my boatspeed competitive and I even wondered if the way it was rigged gave me an advantage on the tight reaches with my overly powered up sail. The trouble came when I tried to go close hauled. I kept on oversheeting past the back corner of the boat and stalling out or else footing off too far. In the end I had raw hands from the lack of mechanical advantage and a new perspective on sail trim, decoupling vang tension from mainsheet trim. So learn from my mistake and check the rivets on your boom!<br />
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Looking forward, we have a new regatta added to our schedule. I have added it to the excel schedule embedded in the first Laser Salience Blog Post. The embedded excel sheet now includes D22 Championships at Flathead Lake in Montana, US. A very scenic and friendly place to sail, well worth the trip. <a href="http://www.nfyc.org/" target="_blank">Here is a link to the North Flathead Lake Yacht Club</a>. There is a link to the NOR on the website but at the moment it is broken, however the PDF has been circulating widely on Laser mailing lists. If you need it, ask me or most anyone else who has subscribed to email lists to forward it to you.<br />
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While on the topic of NORs, <a href="https://docs.google.com/viewer?a=v&pid=sites&srcid=bmV3ZWxsc2FpbGluZ2NsdWIuY29tfHdlYnNpdGV8Z3g6NWU2MmI2ZTk0YzMzOTIwNg" target="_blank">here is another link to the Newell Prairie Wind Regatta NOR</a>. Also I have been instructed to pass on the message that sailors should come regardless of whether you have been able to book a campsite. They said that they will make it work. CYC has prepared special T-shirts... but I won't say any more about that ;) Another thing about Newell is that Team Sask will be attending. It is the Dick Degner Grand Prix event that Saskatchewan has chosen to support and it is the Western Canadian Laser Masters Championship.<br />
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In order to reciprocate, I would encourage Alberta sailors to go to the Battlefords Sailing Club on Jackfish Lake July 28-29th, <a href="http://www.sasksail.com/wordpress/wp-content/uploads/BSC_NoR_2012.pdf" target="_blank">here is the NOR</a>. Or if that doesn't work, go to the Saskatchewan Short Course Championships at Saskatoon Sailing Club on Redberry Lake September 8-9th, 20 races, 10 per day. Both of these regattas are part of the Dick Degner Grand Prix and you need a Saskatchewan regatta to be scored in this D5 Championship series.<br />
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I will leave you with a couple of pictures of the carnage left by the storm that wrecked our middle dock in early June. The first one shows a very uncommon phenomenon: the prairie tideline!<br />
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The second one tells the tragic tale of a shipwrecked Lego man who was found apparently reaching desperately for land when he met his cruel fate below the tideline. May he rest in peace.<br />
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<br />Ian Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com3tag:blogger.com,1999:blog-7758006500859222840.post-61348639174287707492012-06-12T02:52:00.001-07:002012-06-12T02:52:55.716-07:00This weekend was an eventful one with both the Edmonton Yacht Club Intercity Regatta and the CYC Commodore's Cup. Up at EYC we had a tight regatta with a lot of interesting situations coming out on the race course and the score sheet. The regatta was not heavily attended, but the numbers were more than made up for by the close competition, the excellent EYC hospitality, food, festivity and weather.<br />
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On the first day it was 3-8 knots with big and at times ominous cumulus clouds passing by and affecting the wind. Generally, when there is a big thunderhead or big thick cloud, there will be a persistent shift towards it. Also, generally, when there are a lot of small cumulus clouds the wind will oscillate more or less randomly. However this weekend, the cumulus clouds were quite big and it seemed that this caused a persistent shift in one direction and then that would quit and it would start to oscillate again. Then a persistent shift would start again (sometimes in the opposite direction) but soon the wind would be back to shifting somewhere around it's mean direction. The problem with this is that in an oscillating breeze you want to tack on the headers whereas in a persistent breeze, you want to take the headers for a while and then tack later to sail on an inside radius. So when the header came, it was not clear which strategy to use. Quick reactions, informed hunches, and managing the fleet where essential. To make things more interesting in the Full Rig Fleet, Maura D and Finn G put on standard rigs to play in the larger fleet. Maura started off by showing the Full Rig sailors that Radial sailors are the real deal by winning the first two races. <br />
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Saturday AM<br />
R1 R2 Total<br />
Maura D 1 1 2<br />
Ian H 5 2 7<br />
Ian E 2 5 7<br />
Isaac B 4 3 7 <br />
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Given the interesting three-way tie for second, lets look at how tie breaking works. <br />
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Ties are broken based on who has the most first place finishes. After the morning that would be Maura, but she was not tied, she is well ahead of the pack. Since Ian H, Ian E and Isaac B all have the same number of points we look as who has the most first place finishes, the most second place finishes, thirds and so on until the tie is broken. That would put Isaac in 4th, but does not separate Ian H and Ian E. They both have the same number of<br />
1st place finishes, 2nds, 3rds, 4ths, 5ths, etc.<br />
respectively: none, one, none, none, one, none.<br />
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So we move on to the next tie breaker: who beat who in the last race. At lunch, that was Ian H's 2nd beating Ian E's 5th. Even though Isaac B beat Ian E in the last race, Ian E won the first tie breaker and that put him in second place. The placing here isn't important other than to show how close the competition was, I am trying to draw attention to how the scoring works rather than who placed where, when.<br />
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Another less known point about finishing is that if a race committee is unable to tell which of two or more boats finishes ahead, they can tally up the points from the positions that finished simultaneously and divide them by the number of boats that were tied. For example if 3rd and 4th had tied they would each receive 3.5 points. If 20th, 21st, 22nd and 23rd all came across the finish line at the exact same time, they would all receive 21.5 points. Of course this is all very rare and unlikely, but it also tends to come up in come up in x-class fleets when two competitors in different boats end up with the same adjusted time in a race. More often in one design class, finish recorders are encouraged to take their best guess at which boat finished first based on a consistent sighting across the finish line.<br />
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For a more official explanation of these tying riles, take a look at how the Racing Rules of Sailing explains it in Appendix A<br />
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The only way that there could be any remaining ties, mentioned in A8.2 is if rule A7 comes into play:<br />
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... Back to the tight racing at EYC...<br />
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At the end of Saturday the close results looked like this:<br />
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R1 R2 R3 R4 Total If we already had a drop (actually awarded on race 5)<br />
Ian E 2 5 2 2 11 6<br />
Bill P 3 8 1 1 13 5<br />
Ian H 5 2 3 4 14 9 <br />
Isaac B 4 3 4 3 14 10<br />
Maura D 1 1 6 9 17 8 <br />
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Six points separated the top five people and Bill P was leading the pack with the anticipated drop.<br />
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On Sunday it blew around 15 to 20 knots and Bill P had an equipment failure which didn't help his motivation and he headed in to let the rest of the fleet fight it out in the standings. The radial sailors stayed in Full Rig and were in for a ride. The waves were pretty big, sharp and moving significantly slower than downwind laser boat speed. As Peter McD pointed out at the Wabamun Open, you needed to sail around the big waves and find the flat spots. Steep waves could give you a good acceleration but unless you had an exit strategy there was often the risk of burying your bow and submarining. To make matters worse, the wind and waves increased as you got further downwind, so when most sailors arrived at the leeward mark on Starboard tack without having braved the gybe and finally went for it, it was the worst time to execute the gybe. The steep troughs and strongest wind on the course caused a few yard sale type scenes with numerous boats capsized around the leeward mark as a large puff hit. A couple sailors even executed "chicken gybes" tacking instead of risking the big gybe.<br />
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Nick H and myself put our size to good use and climbed the standings in the heavy wind among a fleet of sailors who were either radial sized or had headed for shore rather than struggle with the demanding conditions.<br />
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At the end of the regatta the top of the standings went as follows:
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R1 R2 R3 R4 R5 R6 R7 Total Net<br />
Ian E 2 [5] 2 2 1 1 1 14 9<br />
Isaac B [4] 3 4 3 4 3 3 24 20<br />
Maura D 1 1 6 [9] 3 4 6 30 21<br />
Nick H not sure 2 2 2 30 22<br />
Ian H [5] 2 3 4 5 5 4 30 23<br />
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Even after seven races it was extremely close from second to fifth and Maura D and Isaac B demonstrated that there is a lot more to heavy wind than being big. Their sails were as flat as possible and they were often sheeting out two feet from the back corner of the boat in the puffs managing to keep up speed through the chop without stalling out. Maybe we can have Maura explain how she keeps up her boat speed when she is tremendously overpowered this evening at the Tuesday Night Race Team practice.<br />
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One last interesting point about the results is that before the drop, Maura D, Nick H and Ian H all had even scores at 30 points, which would indicate that the three of them were ranked from least consistent to most consistent in the final standings. At first, this would seem to be a counter intuitive scoring system. Why then do we have drops if it rewards inconsistency? But as sailors we already know the answer. Anything can happen on the race course. Knowing we have a drop lets us feel more comfortable with taking big risks and so it makes the game more exciting and the competitors more daring. Maura D was regularly fighting tooth and nail, this regatta, for the coveted (risky) race committee position and she often won it or came out in a good position. However in Race 4, she got pushed over the line and got so tangled with other boats and the committee boat that it was many seconds before she could even turn around to head back across the start line let alone start catching the fleet. But drop races let us take this as a calculated risk. If we are free to take risks in this unpredictable sport of ours, overall, the quality of racing improves when these risks pay-off.<br /><br />
In the radial fleet at EYC Garret T and Hanny B had a good battle for first with Hanny B coming out on top. The radials started with the Full Rig fleet and got some good practice in, often climbing high up the fleet.<br />
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Mike L also came out to EYC in his International Canoe and had a blast.<br />
<br />In other news, we worked on upwind and downwind lanes last Tuesday Night Race Team and had a gorgeous and well-attended day of Thursday Night Racing. Sunday was the Commodores Cup, but it was blown out! The race was not held. I heard that Thom S took out his radial and blasted back and forth and that the wind was up around 30 knots. Yikes!<br />
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The next regattas coming up are the GSC Driftwood Regatta and there are plans in the works for one trailer to RVanYC's Waves Regatta on the same weekend of the 23rd and 24th.<br />
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I hope too see lots of you out this evening for Tuesday Night Training and Thursday for racing.<br />
IanIan Ehttp://www.blogger.com/profile/04464890971900335780noreply@blogger.com0