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It could be argued that when the wind heads like that, you should tack. But what happens if the wind goes back? You will end up overstanding when you tack back again. It also means that you break the cardinal rule of sailing, i.e. almost invariably you should take the tack which takes you closest to the mark. If, on the other hand, the wind frees when you are right out on one or other wing of the beat, you end up overstanding the mark. Then, not only have you sailed further than you actually needed to, but leeward boats that were behind now come up (and up!) until they lee-bow you. This often happens. Even if the wind doesn't shift, it is very difficult to judge precisely your final tack when more than 200 metres from the mark. Just think how many boats can fit into a 20 metre space if you overstand/under-stand by only 10%. It can be the difference between a good place at the finish or being "down the pan"! Not only that, if you are locked onto that long tack, how do you cope with boats that tack on your lee bow? You'll have to learn to cope because you are going to be in dirty air for a long time! Actually, that's not quite right because it's not long before all that dirty air means that you can't lay the mark and then you really are in trouble. There are too many boats around to be able to manoeuvre easily and certainly too much disturbed wind and water to be able to move quickly. Of course, this effect is even worse when approaching the mark on port because any leading boats bearing away on the first reach will also cause trouble. They not only have the right of way being on starboard, but because the sailors are getting things organised for the reach, they will have their heads inside the boat and probably will not be looking where they are going! Also as they accelerate their wash increases and it becomes harder to punch through all that confused sea with only disturbed air to drive the boat. Rule No. 2 Never ever approach the mark so that you have to tack within the “two hull-length circle”. Racing rule 18.3 has been designed particularly to stop boats sneaking in on port and then trying to tack in front of the starboard hordes: 18.3 Tacking If two boats were on opposite tacks and one of them tacked within the two-length zone to pass a mark or obstruction, rule 18.2 does not apply. The boat that tacked • shall not cause the other boat to sail above close-hauled to avoid her or prevent the other boat from passing the mark or obstruction, and • shall keep clear if the other boat becomes overlapped inside her, in which case rule 15 does not apply It is such a strong rule and is so easy to prove for the protestor. All he has to do is get witnesses to say that they saw his jib back (i.e. he went above close-hauled) and his case is proved. Rule No.3 Be prepared for less wind as you approach the mark because the press of boats acts as a barrier. The wind, trying to clear that obstacle by taking the easier route up and over, will lift off the water approximately 2-3 mast heights to windward of the fleet. So even the windward boats have less wind. Therefore everyone should reduce kicker and sheet loadings and be prepared to sail freer. Rule No.4 Almost invariably, it pays to overstand the mark by a boat length or so. It is so much better to be able to bear away rather than to have to put in two extra tacks. 106
In any case that extra distance to windward means that as you bear away to go round, the boom can be eased well away. As the centre of effort goes forward in the sail plan, the boat bears away automatically without the sailors having to fight it. If there are other boats around, then at least by being to windward, you have the best of what wind there is, and are affected less by the turbulent wash. Rule No.5 Keep it simple, what this really means is avoid trouble by spotting the dangers before they occur. In other words think ahead. There is no point in insisting on your rights for example, if it means getting locked into another boat and stopping. The golden, golden rule is always bail out early. The longer you delay, the worse the problem will become. These rules do not, by themselves, guarantee a trouble-free rounding but they can certainly help to keep the heart rate down to manageable beats! 107
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ayfarer Racing rig for racing racin
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2.7 Heavy air gybing tips .........
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1 Rig for racing 1 1.1. Hull, rudde
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1.2.3 forestay setup The forestay p
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All your numbers and settings regar
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eally light stuff, we have successf
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3 Now you can often just lay the wi
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Our lever is a HA 4192. It is doubl
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1.3.3 Boom outhaul Function of the
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1.3.4 Main cunningham 21 Our Cunnin
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Remember that you will point better
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1.3.6 The mainsheet 14 The main she
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We used to use a block with a becke
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kg (350-360 lb). By the same token,
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the mainsheet. 18 As this technique
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3 The final guide is that sometimes
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(!), put the mast back into its upr
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Upwind, we tighten the cunningham e
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Using a sheet that is no more than
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When going to windward in heavy air
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(6”) or so from the luff and away
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In a breeze, one particular problem
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1.5. Spinnaker setup and controls 1
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The “balls” system requires a b
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The uphaul/downhaul is fastened to
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4 correct pole height The pole heig
Page 55 and 56: Usually it is only necessary to adj
Page 57 and 58: from keelboats has been in-creasing
Page 59 and 60: Mainsheet • thickness: needs to b
Page 61: Breezy winds: spilling wind/overpow
Page 64 and 65: 2.2 Those last few seconds 26 Those
Page 66 and 67: Some sailors have the knack to do t
Page 68 and 69: If the mainsail is too flat, the le
Page 70 and 71: 2.5 The fine art of pinching 32 On
Page 72 and 73: ow is pushed to windward a bit and
Page 74 and 75: By the way, if the board is raised
Page 76 and 77: Oversheeting is in fact a major pro
Page 78 and 79: the beat. Once the boat is trimmed
Page 80 and 81: pole is wedged against the shroud o
Page 82 and 83: 4 That the long toe straps are as c
Page 84 and 85: should hold the boom out after the
Page 86 and 87: constant watch to windward, watchin
Page 88 and 89: 4 hoist as high as the sail will go
Page 90 and 91: 2.11.3 Miscellaneous manoeuvres In
Page 92 and 93: 2.12 The Beaufort Scale of Wind Spe
Page 95 and 96: 3 Weather, strategy & tactics 3.1 W
Page 97 and 98: Sea breezes occur when the air temp
Page 99 and 100: If you discover that you have shift
Page 101 and 102: Don't forget also, that you must co
Page 103 and 104: enormous. You'll be ahead of the pa
Page 105: current. Interestingly, it is only
Page 109 and 110: 4 General Racing Tips from the Expe
Page 111 and 112: With the mast fully chocked at deck
Page 113 and 114: Tactics So, having got your boat se
Page 115 and 116: 4.3 What not to do: how to lose a s
Page 117 and 118: Second Beat: Forget about the rest
Page 119 and 120: Annex 1 Wayfarer Class Rules & Cons
Page 121 and 122: REGISTRATION 3.1 The licensee is re
Page 123 and 124: d Mark IA G.R.P. construction. e +
Page 125 and 126: 12. BILGE KEELS 12.1 Length. 6’6
Page 127 and 128: 18. RUDDER BLADE 18.1 Material. Sha
Page 129 and 130: or (c) 5 ¾” +/- 1¼” (146 +/-
Page 131 and 132: 25.3 Weight correction. Hulls weigh
Page 133 and 134: (b) At a corner where there is more
Page 135 and 136: 33.5 Width measurements. Between th
Page 137 and 138: 35.7 Devices to adjust the position
Page 139: Annex 2 Adresses Websites Website U
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