TenSpeed Spring Edition

February 2013

Inside TenSpeed :

1,15, Rebuilding Liberty Rebuilding ‘Liberty” and 16 From The President—Scott 2 Staying Compliant to OD Rules! Irwin Chief Measurer’s Report—Steve 3 By Ray Douglas vey was completed by Jack, we had Gregory Fleet #1 Waukegan, IL the boat yard swing her into the wa- National Fleet Captain Report— ter for our sea trial. The Farymann 4 Ted Mahoney rowing up in Southern Califor- L30 fired right up (to my surprise) nia, I learned how to sail aboard and we set off for a sail on the Sus- Fleet Update #1, Waukegan IL 5 G a Lido 14 on Newport Har- quehanna River where the mouth Lay Lines Revisted—Andrew bor. Dinghy racing soon followed on feeds into the Chesapeake Bay. My 6-8 Kerr various boats including Lasers and Ho- "crew" was Jack Horner and two boat- bie Cats. I was lucky to get some great yard hands from Havre de Grace Ma- BayView One Design Regatta 8 ULDB rides crewing for owners of Santa rina. Hoisting old cruising sails, the Cruz 33s, 40s, 50s and the big SC- T10 just took off in 12-15 knots of Fleet Update #10, Chesapeake 8 70s. After moving to Chicago 19 years fresh onshore breeze. I was ago, I discovered the Tartan 10 sold. Within two weeks, the big rig Fleet Update #19, Cleveland 9 fleet. Art Strilky invited me to race with tractor trailer pulled into Larsen Ma- Harbor his Wombat team in 1998 and I quickly rine in Waukegan to have hull #124 Fleet Update #22, Lower Lake re-discovered the truest of racing on 9 offloaded and launched. Huron one-design boats. The T10 fleet was Fleet Update #21, Milwaukee and is the most competitive and tal- Christened "Liberty", I put a team of 10 WI ented anywhere. Just a few years later I friends together for our first regatta, decided to put my own racing program the Chicago Fleet Tartan Ten 25th Lake Erie T-10 Championship 10 together. Anniversary Regatta, where we fin- ished in last place in all three Fleet Update #2, Chicago 11, 12 I found hull #124 in a sleepy little fish- races. After the regatta, I was ing village named Havre de Grace near (Continued on page 15) Winter Meeting Notes 13, 14 Annapolis, MD. I flew out on a hot sum- mer day in July to Tartan Ten & Stability—Ron check her out and 17-19 Kallen take her on a sea trial. I hired Jack Building A Better T-10 Mast 20-22 Horner, one of the Step– Steve Gregory most experienced ma- T-10 LITE—Tim Rathbun 23, 24 rine surveyors in the business, to complete Rig and Chain Plate Inspec- a thorough sur- 25, 26 tion—Brian Barker vey. There were a few moist areas forward of Dr. Tenspeed 27 the keel and some wet spots aft, but nothing Supporting Supplier and 28-30 too severe. The deck, Sailmaker however, was solid Class Officer 31 and dry. After the sur- TenSpeed | February 2013 Page 2

From Our President—Scott Irwin tee can choose to make an interpreta- St Clair, and Erie to make plans tion of our one design rules and pro- early to attend this premiere event! vide transparency to all decisions on Please direct any questions to our website under governance and [email protected] or then interpretations. I think we can all (419)794-2501. agree, this is something our class has needed for some time. The primary Race fans, Charleston Race Week intent of this committee is to ensure is April 18-21, 2013. At last check, the one design integrity of our one de- we have 6 T-Ten boats registered sign sailing rules. for the event and nearly 300 total entries. The venue at Charleston Our 2013 North American Champion- Harbor Resort and Marina is mag- ship will be held at North Cape Yacht nificent and the regatta manage- Club in LaSalle, Michigan. The regatta ment is top notch; trust me, find a racing dates are July 25-28, 2013. way to get there. Preparations are well underway and I want to personally invite all class mem- In closing, this is my 4th and final inter greetings from NW bers to my home club for this year’s year as your acting class president. W Ohio to all frigid T-Ten championship. This location is near It has been both a rewarding and members! There are many happen- the center of our T-Ten universe and if challenging position to perform ings going on with the T-Ten Class you have never been to North Cape it is well. I have no regrets and feel this winter. Our winter meeting was a stunning venue. North Cape is on the humble to give back to the class held in Toledo, January 19th, 2013. waterfront on the west end of Lake that has been my one design racing With the formation of our Class Erie; the club, the racing venue, and home since the early 80’s. There is Measurement Rules Committee, we the membership are poised to deliver no other group of one design sail- now have a group of individuals to an incredible event. We are working ors I would rather give my time, interpret our one design rules and with Jefferson Beach Marina(Ex Toledo support, and effort than the Tartan make rulings on inquires made by Beach Marina), an adjacent marina, to Ten One Design Sailors. Thank you our class members. This group is provide launching facilities for all mem- for a lifetime of sailing memories. comprised of our Chief Measurer, bers planning to trailer to the event. Past President, and our Vice Presi- Our goal for attendance is 40 boats. SI dent. If an inquiry is made by a We will need competitors from all of Tartan Ten Class President class member as to whether a boat our primary venues to meet that goal. USA 343 Team Iball modification is legal, this commit- I welcome teams from Lakes Michigan,

Upcoming Edition of TenSpeed: Pre-Season Fleet News and Go Fast Send in an article for the June 1, 2013 Issue! Deadline May 15, 2013! Any suggestions or comments or if you would like to submit articles for the next newsletter, please send them to: [email protected] and [email protected] TenSpeed | February 2013 Page 3

Chief Measurer’s Report 2012

By Steve Gregory, Chief Measurer

he Class Measurement Rules Committee T (as defined in the bylaws this committee consists of the Chief Measurer – Steve Gregory, Vice President – John Barker, Immediate Past President – Leif Sigmond) is in full swing. All ques- tions on rebuilding or rules interpretations will now go through the committee. Its’ first order of busi- ness was to approve Navtec “lollipop” style T-Ball swage fittings as replacements for standard T- Balls in standing rigging applications. Navtec Traditional T-ball fitting with its’ backing plate. Note the bend in the claims these fittings align better with the rigging swage end to align with the forestay. The backing plate is what’s in- load and reduce stress on the swage. These fit- stalled in the mast. You only see the raised part in the middle when it’s tings require a new backing plate to be installed in installed. the mast to accept the fitting, so they may not be the best choice for a refit, but would be a viable option for a new mast.

I am looking into the failure of Friendship’s stem head fitting from the NAC last year. I will file a full report when I am finished. In the meantime I ad- vise everyone to inspect their stem heads this spring before stepping the mast, especially where it passes through the deck.

I have started several new threads in the forum on the class website about proposals for changes to our OD rules. Please check in and read the com- Lollipop style fitting with its’ backing plate. The plate is spherical ments and add your own. I’d like to get everyone’s where it interfaces with the fitting allowing articulation. The plate requires a hole in the mast rather than a slot. opinion on them before moving forward.

If you’re buying new sails this spring, remember all sails must be measured and accepted by a T-10 measurer before they leave the loft. Your sail maker cannot measure your sails themselves. Your sails are officially acquired on the day they are measured, that is the only date that matters in the life of a sail.

See you on the race course.

Steve Gregory Chief Measurer (216) 571-1732 In this view you can see what allows the lollipop fitting to swivel [email protected] against the backing plate compared with a regular T-ball. TenSpeed | February 2013 Page 4

National Fleet Captain Report Status of T-10 Website and TenSpeed

By Ted Mahoney, T-Ten National Visit ‘T-10 Class Association’ and like The 2013 North American Cham- Fleet Captain us so we can move up on the search pionship will be July 25-28 at engine. North Cape Yacht Club. Scott Ir- win, our President, promises hope everyone enjoys this Ten- We are also making some changes to great racing and fun for everyone. Speed. The articles should get the website over the next couple of I Start planning now and let’s make you thinking about working on your months. The goal of the website re- this one of the top regattas for boat. Thanks to everyone’s efforts mains as the depository for historical 2013. Come to the Lake Erie and many hours to make this an in- information and the go-to place for Championship June 14,15 and 16 teresting newsletter. NOTE, the next anything related to the T-Ten. The at Edgewater Yacht Club (my club) edition: ‘ Pre-Season Fleet News and first change is the revision of the and tune up with most of the fast Go Fast’ has a deadline of May 15th Racing tab. The tabs for each lake for a publication date of June 1. have been replaced with a calendar boats going to the NAC. Let’s get every fleet to write an article of most T-Ten One Design events. If Visit our supporting supplier page to get the season off to a great start. you have events that you would like for great deals on everything for We are in the process of updating the listed on the calendar, the local T-Ten your boat and crew. Tell them you communication interface with the Lake Representatives (Steve Kar- are a member of the T-Ten Class membership and the public. The T- strand – Lake Michigan, Jim Ward – Association for added discounts. Lake Erie and (we need a volunteer) Ten Class opened a Facebook Page Please send your comments and – Lake St. Clair) have the ability to named T-10 Class Association. The questions regarding the Ten- edit the calendar. We are also going goal of the Facebook Page is to push Speed, website or Facebook T-10 through the entire website to make out current information on website Class Association page to sure that all the links work and every- changes, TenSpeed roll-out and re- [email protected]. gatta results. These will be short thing is clear. If you have any ques- messages with the complete informa- tions or comments to improve the tion still posted to the T-Ten website. website, please send them to me.

Sailing in Vermillion, Mentor, Sandusky, Detroit or Any Local Fleet! You don’t need to be the Fleet Captain to submit articles to let us all know what your fleets are up to! Send in an article for the June 1, 2013 Issue! Deadline May 15, 2013! Send to: [email protected] or [email protected] Thanks to every fleet writing an article! TenSpeed | February 2013 Page 5

Fleet Update: Fleet 1, Waukegan, IL

the history of Fleet #1 in Waukegan, the more proud I am to be a part of it. Between Chicago and Milwaukee, Wau- kegan is centrally lo- cated for the Lake Michigan fleets and was home to the first T- Ten NAC in 1978. Lar- sen Marine, a family By Violet Ricker owned lakefront busi-

ness that just cele- th aukegan Fleet #1 is brated its 80 anniver- counting down the days sary in Waukegan, sold W many of the first T-Tens until the ice melts in the harbor and some of the racers are passing and later produced and 2012ScooptheLakeRegattainWaukegan1 the time frostbiting in 420s through sold the LS-10s. There the winter. As a new sailor myself, I are currently eight Tartan Tens that States, Bermuda, and Thailand don’t quite have that level of addic- claim Waukegan as their home port, single-handedly racing the fourteen tion to the sport but I am im- including Retention, M.A.S.H., T-Time, -foot-long sailboats. Members of Passport, American Dream, FASTEN, the T-Ten class in Waukegan pressed by their dedication! Liberty and Strait Jacket. At least one helped officiate the race, and Wau- Last summer was my first time sail- more that we know of is undergoing kegan looks forward to hosting ing and I’m so lucky to have been work now and will hopefully join the many more championship regattas learning on a T-Ten. Everyone on fleet soon: Alchemy. in the future for all types of boats. and off the water has been incredi- bly helpful in teaching me every- In addition to the other races and re- Waukegan is an exciting place to thing from the vocabulary to sail gattas the Waukegan Fleet has partici- be right now, with a Harbor that trim to how to tie a one-handed pated in, last year was the first annual features a 762 slip marina and has fundraiser for Waukegan’s downtown recently undergone over eleven bowline knot. development non-profit, Waukegan million dollars in renovations to the It’s been an awesome experience Main Street. The June 2012 event in- fuel pier, launch ramps, and new to race on the waters of Lake cluded T-Tens from Anchorage Yacht floating docks. As the city looks to Michigan with the Strait Jacket Club and Waukegan Yacht Club and develop its Lake Michigan shores, team, and the more I learn about plans are underway to expand the officials are increasingly looking to event this year. Called “Scoop the boaters to provide feedback and Lake” after Waukegan’s “Scoop the ideas for improvements. Take a Loop” tradition of racing cars around trip to see Fleet #1. downtown, the 2nd annual re- gatta for Waukegan will be held this year on June 1st, 2013 and all are welcome! The 50th Sunfish North Ameri- can Championship Regatta was also held last year at the Waukegan Yacht Club July 30th through August 4th . The Regatta included over seventy sailors from across the United TenSpeed | February 2013 Page 6

Lay Lines Revisted

By Andrew Kerr so that you don’t accidentally leave breeze, note that this “turning too much space between you and point” will move significantly. The the RC boat (for someone to barge following diagram shows how the ery often, back on shore after turning point moves in location a day’s racing, some very fa- into) or too little space to operate V in, thus becoming a barging boat due to 15 degree shifts (left and miliar post race stories are told by right). competitors – “We ended up barging to the next boat down the line. Key

at the start and got shut out” or “We to making this approach is to iden- The diagram below presumes that were doing really well and then over- tify a “safe” lay line to the star- you always want to turn onto your stood the weather mark and let four board end of the starting line and final approach from a common boats in” – or perhaps “We ended up to make your final approach distance from the start line (i.e., overstanding the leeward mark and slightly below this line. The “safe” enough room to complete a tack, gave up three boats on the inside lay line is the close-hauled course make some tactical steering when that shift came in.” Sound fa- that will put you about a boat changes, accelerate, etc.) miliar? It has happened to all of us length or so to leeward of the RC and it costs places in races and re- boat - leaving gattas and all of them relate to lay room to head lines. up if a lee- ward boat A team is certainly not going to nail luffs you or to every lay line but they can have a set defend of principles that can help them in- against a boat crease their chances of making a trying to barge good call. Let’s look at some lay line between you scenarios around the racecourse. and the RC But first, let’s clarify the term lay line. boat. A lay line, for this article, is the To find this lay straight line course you would sail to line, reach fetch an object (e.g., a mark of the below the RC race course). Thus, lay lines exist at boat, on star- every mark of the course, including board tack, to those that define the ends of the the point start and finish lines. where you think you can Scenario 1: The race committee has fetch (when set up the starting line with the com- sailing close mittee’s signal boat on the starboard hauled) the end of the starting line. Wanting to RC boat end of the start line. Go start at the starboard end of the start about half of a boat length further Note that as the wind shifts fur- line, so that they can be the first boat and then head up to close-hauled. ther to the right (presuming the to tack onto port, the team gets You are now on the “safe” lay line. RC doesn’t reset the line), the caught barging into too small of a Note the compass heading for fu- turning point moves down and to space between the RC boat and the the left and vice versa for a left nearest competitor. They have to ture reference. shift. “bail out” and re-approach the start The next task is to pick your dis-

line - ending up very late (and be- tance, along this lay line, to make If the line is restricted pre-start, go hind). How do you win this coveted your final approach to the start line upwind outside the RC boat and (but dangerous) position on the line? and to make a mental note of it. This will be the place to sail to, watch the compass numbers on Action: The solution is to better iden- whether approaching on port or starboard tack. The team needs tify the time and place to make your starboard tack. In a shifting final turn upwind to the starting line (Continued on page 7) TenSpeed | February 2013 Page 7

Lay Lines Revisited continued...

(Continued from page 6) more accurate! when your team is going down- wind before the start – do a num- to be aware that if the wind shifts the It is always good to bear in mind ber of jibes and note the angle of lay line shifts and consequently, that once you find yourself on the the turns on the compass. You one’s initial assumptions have to be lay line, your chances of gaining in will be able to get a sense for the reassessed. a subsequent wind shift are about jibe angles in the given wind and zero – that is an encouragement to sea conditions. So if you detect a late wind shift stay off it and play the shifts to (don’t forget to take periodic head-to- keep your options open. Try to stay on the closest (i.e., wind compass readings), make a most headed) jibe to the mark as note to adjust your turning point to When the wind is oscillating, try to long as possible. Start your down compensate. stay on the lifted tack (i.e., on the wind leg with the knowledge of tack that sails you closest to the how the wind was shifted as you Another key part of being able to hit mark) as much as possible. This approach the weather mark. If (and stay on) the starboard lay line helps avoid getting punched to a the wind was in left phase (i.e., accurately is to know what’s happing corner and then trying to judge a you are headed while on star- with the currents (a topic unto itself!). lay line from a long way out – a board tack), stay on starboard on A good move is to bring a current sure way to make an already tricky the initial portion of the down wind stick (a water bottle with just a bit of call much harder! leg so that you maximize being air inside will do) and to test the cur- headed downwind. Some people rent near a fixed mark - well before As you approach the lay line – on remember this by sailing down- the start and see which way it drifts port or starboard tack – try to as- wind on the opposite tack as what and at what rate. This will help you sess what phase the wind is in. If was the lifted upwind tack. assess its effect on the lay lines and it is a left phase and you are on also your approach to the starting port tack (port tack is currently When the wind lifts (wind shifts line. lifted) then you will know that you more towards the stern of the have to go further to be able to boat), we jibe to play the shift and It is worth noting that one knot of cur- make the mark because you will keep the boat sailing at the deep- rent is equal to approx. 5 knots of be headed when you tack onto est angle toward the mark – the sailing wind and for each 1 tenth of a starboard to make the rounding. If exception to this is when there is knot of adverse current, you have to it is a right phase and you are on simply more wind on the other compensate in your tacking angles by port, then you know that you can jibe. In essence, this keeps your at least 4 degrees of tacking angle. tack well before a conventional lay team away from the corners down- line and then get lifted up to the wind and thus reduces the Scenario # 2: The team has a ten- mark on starboard. Again, being chances of trying to make a lay dency to overstand the lay line to the closer to the mark when you judge line call from a long way out. weather mark and lets boats get in- the final tack will vastly increase Like going upwind, the trick is to side room for the rounding. the chances of making a good call. judge the final jibe close to the

leeward mark – the closer you can Action: When sailing upwind before Scenario 3: The team has trouble get to the mark the better the call the start, note your tacking angles by judging when to jibe for the final is likely to be. Current is also go- watching the compass carefully. approach to the leeward mark and ing to be a factor (sweeping from These angles will be different in every either overstands, forcing the team left to right or adverse, etc.) so wind and sea condition. Practice call- to sail extra distance to fetch the using the current stick before the ing lay lines to a practice mark and mark, or is shy of the mark, forcing race, as well as taking a bearing see how you do. Try to judge the lay the team to sail lower to fetch the on the leeward mark with a hand line when much closer to the mark – mark but slowing down as a result. bearing compass to see the ef- make it a rule of thumb to judge the fects the current may be having, lay line no further than 8 to 10 boat Action: A very similar approach to lengths away and you will be a lot upwind lay lines will be helpful – (Continued on page 8) TenSpeed | February 2013 Page 8

Calling All Sailors! Bayview One Design Regatta

By Brad Kimmel, Chair A Detroit River circle for dinghies located just off the club. High-level racing with an Interna- t’s that time of year – Regis- tional Jury and experienced I tration for the Bayview One PROs. Design Regatta is OPEN at Free berthing and storage at BYC www.byc.com. Come be part of for a week before and after the the racing and shoreside fun at event. the regatta that won U.S. Sailing’s Guest privileges for use of BYC’s Regatta Award in 2012, pre- top-scale bar and waterfront din- sented to the best managed and ing room. The Bayview One Design is a T- operated sailing events in the Onshore festivities including top- country. notch awards and a regatta Ten Sanctioned event with great grand prize, bands every after- competition expected. This year’s entry fee includes: noon and evening, and unique Three circles on Lake St. Clair “on-the-dock” parties. See www.byc.com for the Notice for one-design fleets, 20-71 of Race and more information. feet LOA, and a War Horse Just six boats are needed to form a Or contact Regatta Chair Brad- class. class with a designated start, if regis- ford Kimmel, 248-388-3581, tered by May 10, 2013. Consider the [email protected] BOD for a series counter event or or Regatta Vice Chair Paul one-design championship. Hulsey, 248-515-2320, Fleet Update: Fleet [email protected]. 10, Chesapeake

By Aaron Ressler, Fleet Captain Lay Lines Revisited continued...

Fleet 10 is kicking off their 2013 season with the Annapolis NOODS (Continued from page 7) Regatta in Annapolis May 3-5. The NOODS Regatta last year was first will help the team decide when to jibe. Regatta for the new fleet on the Bay. While the boats from Chicago In summary, measure your environment (wind angles, current, etc.), make did take top honors, their work with your approaches to lay lines closer to the mark to be fetched, and prac- the local boats was soon evident as tice, practice, the T-Tens went 1,3, 4 in the 130 practice. mile Down the Bay Race a few weeks later. We would like to invite any boats going to Charleston for Best of luck the Mid-Winter Championships to and have fun think about stopping in Annapolis at your next on their way back. I have included regatta. the link for Annapolis NOODS be- low. http://www.sailingworld.com/nood- regattas/annapolis If anyone has any questions please contact me at [email protected]. TenSpeed | February 2013 Page 9

Fleet Update: Fleet 19, Cleveland Harbor By Harald Bransch, Co-Captain Distance Series, a total of 64 races As in other years, Fleet 19 will were scored. Many flags were distrib- score four series, Regatta, Sun- uted, and we crowned Distant Thunder, day’s, Wednesday’s, and Distance. e are in the transition skippered by Robb Finicle, our repeat Everyone has a chance to focus on phase from last season W fleet Champion. an area that works for them. The to next season. After a postpone- combination represents over 50 ment due to Hurricane Sandy ef- On to 2013 races. fects, we wrapped up the Fleet 19 So far, things are off to a great start. Awards Extravaganza in mid- Janu- We have added another boat, so Fleet North Cape YC, on the west end of ary. A good time was reported by 19 currently stands at 14. This will Lake Erie is hosting the NAC’s July all. make us one of the largest and most 24 to 28. Following a week later, active fleets on Lake Erie. It really is just a short 45 mile hop along the We had a chance to celebrate an great on any given Sunday, or at almost lake, the ILYA Sr. Sail Bay Week, in amazing 2012 season. Fleet 19 any regatta, to have a healthy 10 boats Put-in-Bay will be August 2-4. While grew to 13 boats. In conjunction lined up. these are not Fleet 19 events, we with Edgewater YC, we hosted both expect to have significant represen- the Lake Erie Championships (LEC) Lake Erie will again be a busy place for tation there. and the 2012 North American T-Ten action. Edgewater YC, home of Championships (NAC), with a total the majority of Fleet 19, is hosting the There you are. 2013 is shaping up of 26 boats attending. After all was Fourth Annual Lake Erie Champion- to be another kicker sailing season said and done, between the Re- ships, in conjunction with Cleveland for Fleet 19. Come and join us! gatta, Sunday, Wednesday, and Race Week One Design weekend. Join us June 14 to 16 for all the excitement. Fleet Update: Fleet 22, Lower Lake Huron Fleet

By Brian Cann to point Memorial Race, all a part of the outstanding Leukemia Cup

Regatta and events hosted by the Port Huron Yacht Club. Out of town T-10's will enjoy free dockage and we are also able to launch he local racing fleet is tucked and haul the trailered T-10's on our crane. T away for Winter while we all make our plans for the 2013 sailing season here on Lower Lake Huron. This includes boat work, sail plans and our sched- ules. One event we would like to have added to your T-10 calendar is the Labor Day Weekend at Port Huron Yacht Club - August 30th to September 1st.

The T-10s will be participating in a three day regatta consisting of two days of Windward/Leeward racing and one dis- tance race. Friday will see the return of the Lake Huron One Design class rac- ing. Saturday, we will join the Friendship W/L race combined with Sarnia Yacht Club, and Sunday the point TenSpeed | February 2013 Page 10

Fleet Update: Fleet 21, Milwaukee Wisconsin By Patrick McGuinnis, Fleet Captain it has a lot of critical mass of boats of 576 feet above sea level. This is and sailors. The reasons for its suc- as low as it has been in my lifetime. e recently held our Tar- cess are the limited amount of time At this point, the entire south portion W tan 10 off-season meet- required, one race format, the op- of SSYC and the South fair weather ing, and these are some of the portunity to race against many gap are virtually unusable for T-10s. items we discussed. We continued boats, and an after-race social pro- We needed to move to the North side to work though and seek new ideas gram that is second to none. of our club to gain more depth. This for how to increase the size of our issue affects us because it will be fleet. Ideas such as running one I believe that the T-10 fleet is hold- difficult to race in boats with a 6 foot race on our own every Saturday, or ing its own in Milwaukee compared draft without a deep harbor. Milwau- running 2 races instead of 3 on a to other options. Except for the lo- kee Yacht Club has already begun its Saturday, or hosting a fun Rum Cup cal Laser fleet, there are more sail- own dredging project on its channel fleet building event have been dis- ors racing in T-10s than in any and around some slips. South Shore cussed. We are currently hitched up other one-design fleet in Milwau- Yacht Club is beginning plans for a to our local PHRF race infrastructure kee. Sail race participation is not as dredging project and will likely seek with South Shore and Milwaukee strong as it once was in Milwaukee funds from Milwaukee County, which Yacht Club, and this format does not but the fleet is holding its own is not guaranteed. A petition to the work for all. while facing these headwinds White House to move the Army Corps (economic in my opinion). of Engineers into action on Lake St. What is working well for us is the Clair was begun by people in upper Wednesday night race program at Another issue we face, and I’m Michigan, but I do not know its South Shore Yacht Club. We have sure many other fleets do as well, status. I would like to know what regularly at least seven T-10s racing is the water level. We just had a other fleets are doing or experiencing in division 2. It is fun and quite com- slip re-assignment meeting at SSYC because as a primarily Great Lakes petitive. In addition, approximately in January, and we were told the fleet, this likely affects us all. 60 boats participate in the event, so NOAA lake level was at an average Lake Erie T-Ten Championship

By Ted Mahoney, town boats. Make plans now! Free at [email protected]. If National Fleet Captain dockage, free launching etc. you need help getting your boat weighed or sails measured, contact Don't miss out on some of the best National Measurer, Steve Gregory at leveland Harbor Fleet 19 is T-Ten racing on Lake Erie, great C hosting the 2013 T-Ten Lake competition in tune up for the [email protected] Erie Championship in conjunction 2013 NAC at North with Cleveland Race Week at Edge- Cape Yacht Club. water Yacht Club, Cleveland, OH. Fleet 19 includes members from We welcome Lake Edgewater Yacht Club and Cleveland Michigan & Lake St. Yachting Club (14 boats). This is a T- Clair T-Tens, Too! Ten Sanctioned Event. Questions or Out of Town Assistance: Fur- June 14th thru June 16th, 2013 ther information will be There will be three days of great T-Ten posted on racing, a traditional Fleet 19 T-Ten www.tten.com and blender party on Friday night and nu- Facebook T-10 Class merous CRW parties the rest of the Association. If you weekend. Friday races will be held in have questions, please the afternoon to reduce cost for out of contact Ted Mahoney TenSpeed | February 2013 Page 11

Fleet Update: Fleet 2 Chicago

By Steve Karstrand I need to tell the story about the battle for 2nd & 3rd place in Buoy he 2012 season is behind series because it was so exciting us now and we’re happy to and fun to watch! The placing T came down to the last 100 yards report that we experienced a signifi- cant increase in participation. Con- of the final leg of the last race of gratulations go out to SKIDMARKS the season. In incredibly shifty for winning the Overall Champion- winds that day, SKIDMARKS and ship. Our racing season is made TANGO were within a boat length of up of a Buoy series and a Port-to- each other at the beginning of the Port series. We combine those re- final weather leg. They battled within very close range and with sults to declare the Overall Champ Winnebago who is acknowledged on our perpet- 100 yards left, SKIDMARKS broke ual half-hull. At our annual winter away and ducked the starboard meeting held after Thanksgiving at TANGO. TANGO delayed their cov- Chicago Yacht Club, we mingled, ering tack seeking the port finish- dined, re-elected the Board, and ing layline which was just a short before we stormed the bar, toasted bit away. However, it was not to to our winners. This year our very be, SKIDMARKS had just enough special trophies were hand-crafted separation that they were able to by Talisman Glass Studio. Each of catch a shift. When they made the top five received a customized their final tack to starboard, they trophy of their spinnaker displaying narrowly crossed the finish line in their logo or emblem on it! Many victory. Truly exciting to watch, thanks to Sharon Gilbert (one of my and I had the best seat in the house as I was sailing 15 lengths crew), for donating her artistic tal- Pegasus ents. behind the whole duel. Buoy Place The fleet experimented in 2012 with a change to the “turns” pen- st WINNEBAGO - Rathbun 1 alty and it was met with an over- SKIDMARKS - Jacob 2nd whelmingly positive response. We now have adopted a one turn TANGO - Plonus 3rd (360) penalty unless a foul occurs LIGHTNING - Karstrand 4th within the zone or if there’s contact between boats. MUTINY - Schellenbach 5th Also, during the past year we’ve Port-to-Port worked out a system now for post- ing scores and tracking results WOMBAT - Strilky online. PEGASUS - Krasinski I want to give special mention to Ratty RATTY - Brezina our Fleet Secretary - Lou Jacob for Each of the top five received a customized instituting a weekly emailing to the trophy of their spinnaker displaying their logo TEMERITY - Baker fleet which provides us with racing or emblem on it! (Continued on page 12) MUTINY Schellenbach Hand-crafted by Talisman Glass Studio. TenSpeed | February 2013 Page 12

Fleet Update: Fleet 2 Chicago continued...

(Continued from page 11) way with three dates and will be com- the first weekend in August. Hope- pleted by the time you read this arti- fully, this time slot can become the information and upcoming cle. As the seminars are open to any- new traditional NAC weekend, as all events. These communications one who wants to attend, hopefully, three lakes seem to be available for have been terrific in guiding and you’ve made it to Chicago Corinthian this regatta. st th instructing everyone. If you’re Yacht Club on Jan 21 , Feb 16 & We would like to extend an invite to not receiving this information, Mar 16th. We had a terrific showing all traveling boats to join us this sum- please reach out to Lou. Also, for the first seminar on Sail Trim mer in the Class Sanctioned NOOD with Lou’s & John Shellenbach’s which was presented by Wally Cross and VERVE regattas. These events (MUTINY) efforts, we conducted & Keith Church of Quantum Sails. It are heavily attended (approx. 30 an online survey whereby we is the first time I ever saw people sit- boats) and certainly will be more fun - polled the fleet on various topics ting on the floor and in the aisles! if you were here! that will help guide the Board The second seminar is on the Racing towards improving the Chicago Rules and will be presented by local racing scene. We are excited US Sailing Judge Ted Jones. The about the strong response rate topic for the third seminar topic is still received (84% of the boats) and in the planning stages. we are currently summarizing If you were able to attend the Strictly the thoughts, evaluations, and Sail boat show at the end of January, comments submitted. One of you could not miss the T-10 booth the biggest issues to surface, where once again Treasurer - Steve and not really a surprise, was Fink (RAINBOW’S END) and Aimee the matter of “crew availability”. Smith (CHEAP THRILL) put together We’re exploring ways of creating an incredible display for our fleet. In some type of crew pool and wel- addition to the generous financial come any ideas from all. One donations from a couple of the area initial thought is utilizing Face- yacht clubs and organizations book in some fashion, which we (including the T-10 National), we want may consider in the upcoming Lightning to thank Skyway Yacht Works for season. transporting one of our boats that The Chicago T-10 2013 racing displayed their most recent deck re- calendar is now published on build. We were able to proudly pre- our website and again offers a sent ourselves as the “Biggest One- full season of racing. Plans for Design Racing Fleet in the Midwest”. having a couple of mini-series We’re very excited about the NAC’s (within the Buoy series) are not returning to Lake Michigan in 2014 yet finalized but will be in place and currently there are four clubs before the snows melt. For interested in hosting the event. Co- boats that have a limited num- lumbia YC, Corinthian YC, Waukegan ber of opportunities to race on YC, and Chicago YC are all vying for the buoy course, these mini- the privilege that comes to us every series will provide opportunities six years. Each yacht club will sub- to compete for awards. mit their bid packages this summer Tango Our winter seminars are under- with the aim of having the event on TenSpeed | February 2013 Page 13

T-Ten Winter Meeting—January 19, 2013 T-Ten Winter Meeting Members 95 (99), Member Part- tive on issues that help the mem- ners 19 (20), Partners 4 (3), Asso- bers rebuild and rig their boats. The purpose of the discussion was 1/19/2013 ciates 9 (9) In Person to help prioritize the issues for the Scott Irwin 277 subscribers to mailing list. members’ ballot this spring. Ted Mahoney Suggestion was made and passed Rigging: Steve Gregory (Cleveland) to change the membership year to Mike Fishbaugh expire on March 31st with April 1st ~~ Eliminating the jib foot roach Steve Karstrand being the first day of the member- measurement – Everyone agreed Scott Herold ship year. Any dues paid after May to put it on the ballot. Jim Herold 1st would be subject to a $50 late ~~ Bow stem fitting – Further in- Jim Ward fee with the exception of new vestigation of the cause behind Brian Barker members and first time boat own- the recent failure on Friendship. John Barker ers. Steve and Brian Barker will inves- tigate and issue information to the Conference Call NAC Update – Scott Irwin: North class. Erik Hesbol Cape is preparing for the NAC July Violet Ricker 25 – 28. Matt Bounds will be the ~~ Headstay failure – Discussion Dave Brezina PRO. Further details will be pub- relating to the correct fitting for lished in the next TenSpeed. the headstay (bent or straight) or US Sailing One Design Symposium: replacing the entire fitting with a t- Opening & Welcome by Scott Irwin, ball. Steve will investigate and President Ted, Steve and Mike attended. There were 135 at the US Sailing issue replacement directions. 2013 Sanctioned Events One Design Symposium with 35 ~~ Fiber backstay definition – Nu- Charleston Race Week 4/18-21 classes represented. The topics merous configurations. Steve Bayview One-Design 5/31-6/2 included building fleets, racing and evaluating. Chicago NOOD 6/7-9 communications. All the large, popular classes use websites for ~~ Lifeline material and tension – Lake Erie Championship (Edgewater Recent offshore regulations (ORC) Yacht Club) 6/14-16 collecting documents, results, specifications, etc. and use social address lifelines. Rather than de- NAC (North Cape) 7/25-28 fault to these rules, it was sug- media to drive the members and gested that Steve investigate and Financial Report by Dave Tritsch: the public to the information on the website. Most classes support write a rule for the T-Ten covering Over $17,000 in treasury. Minimal a 2/3 rule on issues to get more tension and materials. spending. Recent contribution of member support. ~~ Main halyard going below deck $750 to Chicago for Strictly Sail and with tensioning – The rule cover- Recent T-Ten voting history: $200 for TenSpeed. ing this is under preventing water Secretary's Report by Lou Jacob: Backstay changes: 45 in favor, 40 from entering the boat. Steve is opposed (52% in favor) investigating whether this inter- Membership list available here: Rule changes: 41 in favor, 33 op- pretation meets the rule. https://docs.google.com/ posed (55% in favor) spreadsheet/pub? ~~ 2nd main sail – Preliminary key=0AgastHSh5VYtdFE4MjZQTWpn Measurer's Report and Discussion wording submitted. Steve finaliz- UmtYR3REU2xfeFRLRmc&output=ht – Steve Gregory: ing. Agreement to put on ballot. ml $300 to shore up the load cell and ~~ Mainsail halyard lock – Tabled. Since it is not specifically in the calibrate. All in favor of doing so. rules, it is prohibited. Membership was about the same vs. Measurement issues were divided last year, full members down by four. into rigging and rebuild. The goal of the T-Ten Board is to be proac- (Continued on page 14) TenSpeed | February 2013 Page 14

Winter Meeting Notes continued...

(Continued from page 13) Discussion of having good repre- between meetings. Instructions sentation from all fleets. Increase for logging in will come out around Rebuild: communications. February 1st. ~~ Hole in starboard bulkhead Fleet Reports: Class Measurement Rules Com- (headsail storage) – Preliminary bal- mittee by Scott Irwin: Scott re- lot wording submitted. Steve finaliz- Chicago – Steve Karstrand: Steve viewed the change to the By-Laws ing for the next ballot. reported a rule change to a 360 and discussed how this section penalty unless the foul occurred in Other subjects requiring further dis- will work. The goal is to create a the mark zone. The fleet con- cussion (tabled to the Class Measure- form for members to submit for- ducted a poll to determine needed ment Rules Committee) mal request. The committee will changes and the future. Since prioritize the requests, make rul- ~~ Possible expiration date on certifi- three clubs (Waukegan, Chicago, ings or requests to the T-Ten cates to keep them current with re- Columbia) are interested in the Board. Steve, Chief Measurer & build issues and developments. Also, 2014 NAC, Steve was interested in Chairman, will put the structure definition of the changes requiring an update from other fleets regard- together in the next 90 days. remeasurement and a new certifi- ing conflicting events. Ted indi- cate. cated that he was replacing the Website & Communications Up- current racing section on the web- date: There was limited time to ~~ Address excessive stiffening for- site with a calendar of One Design discuss the website platform and ward of the mast step to the hatch events. This should be up in Feb- communication. Ted and Lou sub- and aft of the aft bulkhead to the ruary. The bid package template is mitted recommendations to clean stern Performance enhancements: on the website under governance/ up directories and restructure the ~~ Reinforcing bulkheads documents. website. The goal is to create a communication plan to better ~~ Excessive taping Cleveland – Fleet 19 has five new serve the members. Direction will boats this year bringing the total to Personnel: The class needs to work be required before work can be- thirteen active boats. Some of the on succession planning to replace gin. best boats on Lake Erie have board members. Current openings: Meeting ended 4:00 PM Lake St. Clair Representative, Lake joined Fleet 19. Erie Measurer (Brian Barker), US Sail- Action Items: The T-Ten Board will ing Representative. post a spreadsheet with Board ac- Notes respectfully submitted by tion items to Google.Docs. The Lou Jacob and Ted Mahoney purpose is to keep track of work in TenSpeed | February 2013 Page 15

Rebuilding ‘Liberty” continued

(Continued from page 1) sentimental, but I just did greeted by the entire Chicago fleet not want to and received a very warm welcome end my run along with some much needed advice onboard on how to get the boat up to Liberty. Giv- speed. The first and most important ing her a advice I received was from Rick new life on Strilky and Trevor Smith (former Chi- the water cago Fleet Measurer). They empha- would bring sized the importance of not just read- many more ing the class rules, but becoming a years of rac- steward of the One-Design rules and ing and fam- spirit. It would be very important for ily time with me to begin to optimize the boat, her, while while maintaining strict compliance leaving her to the T10 One-Design rules. in great shape to keep racing and sailing if rized some key facts: "Liberty has The 2013 season will mark my I ever do decide to sell her. The the following issues: 40 pounds team's tenth year of racing to- rebuild journey would begin in over the class minimum weight - gether. After a solid 2012 racing sea- January of 2013. the hull is getting worse below the son winning the Waukegan Summer waterline with some areas of de- Series, a 4th place in the Chicago I hope to tell the story of how to lamination - the keel, rudder and NOOD, a 5th place podium finish in rebuild a T10 while staying true to bottom are not fair nor have The Chicago Mac and a difficult 10th the T10 One-Design Rebuild Guide- they ever been faired - the Fary- in the Verve Cup, the big decision lines. In the next few articles, I will mann L30 engine no longer runs was upon me. The bottom was defi- share each phase of the rebuild (over heated during the gnarly de- nitely getting wetter, with a couple of project with pictures, and how I livery last August to the Chicago areas showing signs of delamina- worked with Steve Gregory (T10 Verve Cup) - the deck layout is not tion. Here were my options: 1. Retire National Fleet Chief Measurer) and efficient and is severely scarred." Liberty and purchase an LS-10 or Darren Beck (Chicago Fleet Meas- newer/rebuilt T10; or, 2. Rebuild the urer). My hope is to help other T10 I then wrote a "future state" de- "Old Girl." I've always wanted to be a owners who are considering their scription of the results that I was part of a rebuild project and call me own boat rebuild projects. As more looking to achieve: "Liberty will be T10s undergo re- at the class minimum weight builds, this will (6950 lbs.) and structurally sound, keep the fleets go- with near perfect foils, bottom and ing strong for 30 deck that will deliver speed and more years to height that is equal to the LS-10 come. and top rebuilt T10s. She will be repowered with the most reliable Rebuild Phase 1: engine available with added Planning horsepower to handle adverse steaming conditions for long deliv- Every successful eries to Chicago and back from rebuild project be- Mackinac Island. The rebuild will gins with the end in be in strict compliance with the mind. I started with T10 One-Design Rebuild Guide- a problem state- lines and Rules to maintain the ment that summa- (Continued on page 16) TenSpeed | February 2013 Page 16

Rebuilding ‘Liberty” continued Key Data: The new Yanmar (Continued from page 15) Gates and the entire rebuild pro- ject was quoted with detailed work 1GM10 with transmission weighs 180 pounds. The Farymann L30 integrity of the fleet." plans. weighs 250 pounds. I now have a I then read the T10 rules again thor- Phase 2: Repowering weight gap of 30 pounds to deal oughly, paying close attention to the with. Liberty weighed 6990 prior details provided in the rebuild In January, we started the repow- to the rebuild. Larsen will be guides. After researching several ma- ering work. After a lot of research tracking all weights of materials rine builders, including builders in and phone calls, I was able to find removed (keel lead shavings, old Chicago, Milwaukee, Michigan and and purchase a Yanmar 1GM10. I bottom material, etc...) and all Waukegan, I selected Larsen Marine also considered a Yanmar 2GM weights of materials added to in Waukegan. Ian Gates recently but chose the former because of track approximate final weight of joined Larsen after relocating from its lighter weight, outstanding per- boat. Then, they will be weighing the Detroit area, where he spent formance ratings, and ability to be the boat with a single point digital years as a boat builder and has re- started manually in case battery scale prior to launching (according built several Tartan Tens. Ian will be power was lost. Also, it fit perfectly to the weighing guidelines in the managing the rebuild, working closely onto the existing fiberglass engine T10 one-design rules.) I will have with me to stay compliant with all T10 mounts without the need for any this witnessed by Darren Beck, rules. A complete survey was taken fiberglass modifications. Measurer. from stem to stern. Using a mallet along with a moisture meter, the hull The old Farymann L30 was re- In the next TenSpeed, I will pro- was carefully assessed and specific moved easily, and a few hours of vide an update on how the rest of areas were marked to indicate: DRY - cleanup produced a clean area for the rebuild progressed: Phase 3 - MOIST - WET - SOFT - and DELAMINA- the Yanmar to be installed. I de- Foil Fairing, Phase 4 - TION. The same process was used to cided to have the instrument panel Hull Recoring and Bottom Fairing, assess the topsides and deck. Then, installed inside the starboard lazer- Phase 5 - Deck Refurbish and all of the stringers, cabin sole, and ette, just forward of the open- New Layout, Phase 6 - Painting bulkheads were surveyed for strength ing. This will give easy access to The Hull. I will also docu- and potential voids. Finally, the foils the ignition, tachometer, and warn- ment what steps we took to re- were measured using the T10 class ing alarms, while keeping the cock- main compliant with the OD rules. templates provided by Darren pit clean. Beck. A plan was put together by Ian Hope you all had a good winter season. TenSpeed | February 2013 Page 17

The Tartan Ten and Stability

By Ron Kallen not far removed from shorelines or cludes parameters of stability in large unprotected bays or lakes, based on actual measurements of a “sister ship.” These measure- he Tartan Ten (T10) compet- where a high degree of self- ments included data from inclin- ing as a one-design is sufficiency is required of the T yachts.” ing tests using weights sufficient uniquely suited for tactical around- to cause a few degrees of heel the-buoys racing. The T10 section is The minimum SI for a Category 2 angle. Incidentally, the ORR cer- also the largest one-design section race is 110, as specified by the tificate includes a measurement among the competitors in the Chi- Offshore Racing Council. However, of the ‘Wet Area’, 205.06 sq ft. cago-to-Mackinac race. For those of prior to 2012, the organizers of the This measurement includes the us who push the envelope by doing Chicago-to-Mackinac event did not keel and rudder. This may help in the Chicago-to-Mackinac race, safety specify a lower limit of SI for a fully- deciding how much bottom paint considerations, including the ability of crewed monohull. In the wake of is needed. the T10 to resist a capsize, come into the WingNuts (a Kiwi 35 sportboat) play. capsize and fatalities during the The ORR certificate for the T10 shows the Limit of Positive Stabil- The Chicago Yacht Club conducts the 2011 Chicago-to-Mackinac race, ity (LPS) as 127.5°. This is race under the Offshore Racing Rule the Chicago Yacht Club, in 2012, closely related to the SI, which is a (ORR) and specifies a minimum Sta- set the lower limit of an acceptable composite of the LPS and two bility Index (SI). The SI is shown on SI to 103. Several classes of other factors, which provide a mi- the ORR Certificate issued by US Sail- boats, including the J/29 and nor adjustment of the LPS; a Cap- ing for the T10. The race is a Cate- J/30, are no longer invited to par- size Index and a Size Increment gory 2 Race, defined by the Offshore ticipate. How does the T10 stack (do not confuse Size Increment Racing Council (of the International up in terms of stability? with the SI mentioned above). Sailing Federation) as The basic static measurements of The SI for the T10 is 128.3°. This “Races of extended duration along or the T10 include displacement is well above the cutoff currently (shown as 7005 lbs on used by the Chicago Yacht Club the ORR certificate) and for excluding boats deemed to be the weight of the keel more prone to capsizing under (3340 lbs). The 5’ 10” certain conditions. In the litera- fin keel results in a cen- ture regarding watercraft stability, ter of gravity (CG) at 5.2 the LPS is also referred to as the inches below the flota- Angle of Vanishing Stability (AVS), tion plane at the meas- which is the angle of heel beyond ured displacement, with- which capsize is inevitable. out crew. The ORR cer- tificate shows that the At usual angles of heel the CG re- upper limit of crew mains in the midline and provides weight is 1450 lbs. This a counterforce opposed to the is a higher crew weight wind pressure causing heeling. limit than that of the T10 The hull form and composite of class rules (1275 lbs). forces that oppose the wind heel- The ORR certificate in- ing force and which attempt to (Continued on page 18)

Rick Lillie's Water Works jumping a wave leaving Michigan City, 1989: " I have never forgotten the event. It was a wave through the spreaders that broke on the deck and filled the cockpit. After we departed, the Navy cadet boat missed the harbor entrance and was washed up on the beach." TenSpeed | February 2013 Page 18

The Tartan Ten and Stability continued….

(Continued from page 17) of 1450 lbs and an additional righting tendency and will become weight allowance to account for stable in the inverted position un- keep the boat upright are aggregated the weight of gear. For the pur- til the force of a large wave on the at the center of buoyancy (CB), which pose of the US Sailing static stabil- keel creates a sufficient righting is also in the midline vertical plane at ity curve, the additional weight of moment. the dock. As wind pressure in- crew and gear is considered to be Note that the area under the creases, the angle of heel also in- concentrated on the vertical mid- curve of the positive phase is creases and the asymmetry of the line. The total weight used by the greater than that under the immersed hull displaces the CB to algorithm to generate the graph is negative phase. This area is pro- the immersed side. The lateral sepa- 8650 lbs. The angle of heel on the portional to the energy opposing a ration between the CG and CB cre- X-axis ranges from 0° to 180°. capsize during the positive phase ates a lever arm, or righting arm, The graph resembles a sine curve and is proportional to the energy which attempts to right the boat. The in which the righting moment (RM, favoring a capsize during the righting moment is the product of the on the Y-axis) peaks at a heel an- negative phase of increasing heel righting arm (feet, ft) and displace- gle of about 60° (actually 62° on angle as the angle increases be- ment (pounds, lbs). The force of the the accompanying spreadsheet, at yond 127.5°. Using Microsoft righting moment is expressed in units which the righting moment is Excel, an estimate of the ratio of of foot-pounds (ft-lbs). 16,862 ft-lbs). Beyond this peak area under each of the curves is the righting moment decreases The ORR certificate for the T10 shows about 5. This shows that 5 times progressively, crosses zero, and the righting moment at angles of heel as much energy is needed to heel becomes negative. The angle of of 2°, 10°, 20°, 60°, and 90°, as the boat to the AVS as is needed heel (127.5°) at this inflection RM2, RM10, RM20, RM60, and to right the boat after complete RM90 expressed as ft-lbs per degree. point of the curve (zero) is the AVS, For example, RM20 (righting moment at 20° Figure 1 of heel) is shown as 459.2 ft-lbs per degree. This translates to 20 x 459.2 = 9184 ft-lbs of righting torque resisting the wind heeling force. The righting arm at this angle of heel, 1.06 feet, is the lateral separation between the CG and CB. This relatively short dis- tance is amplified to over 3 tons of force by the weight of the keel. As will be discussed below, the wind speed produc- ing a heel angle of 20° is about 14 knots, without crew at the rail. A graphical display of righting moment versus angle of heel for the T10 (see Figure which is the same as the LPS on the inversion. For the T10 this is a 1) was provided by Jim Teeters of US ORR certificate. Beyond this angle, highly favorable partition of en- Sailing and is based on a crew weight the boat no longer has a positive (Continued on page 19) TenSpeed | February 2013 Page 19

The Tartan Ten and Stability continued…. Race to Mackinac. Wind speed (Continued from page 18) return to a more optimal heel an- gle can be estimated by using data estimates during the height of the ergy in terms of resistance to capsiz- provided by the US Sailing Perform- storm varied but the speed of the ing. In fact the righting force, after ance Package for the T10. Using supercell downburst that was inversion, must be at least 16,862 ft- these data it is possible to model probably responsible for the Wing- lbs, divided by 5, or 3,372 ft-lbs, to the crew weight requirement for an Nuts capsize is estimated by the return to the positive phase of the anticipated wind speed. Using the National Weather Service to have stability curve, which is much less example of wind speed of 14 been about 70 knots. Some boats than the energy causing the capsize. knots, which predicts an angle of dropped sails completely. Our The energy for righting might come heel of 20° (without crew as bal- boat, M*A*S*H, had a single reef from a combination of wave kinetic last), a calculation shows that posi- in the main (46% reduction in energy and wind pressure. tioning an ‘800 lb gorilla’ at the rail mainsail area) and a storm jib. will reduce the angle of heel to Our location in the Manitou Pas- The angle of heel in a steady wind sage was about 60-70 miles south represents the equilibrium between 10°. This calculation assumes a ‘crew righting arm’ of about 5.7 of the site of the WingNuts cap- the righting moment and the wind size. heeling moment. The latter is the feet (distance from CB to the maxi- product of Wind Pressure x Sail Area mum beam where the crew are The bottom line is that the crew of x Wind Heeling Arm. In the simple positioned). This weight of crew on a T10 or LS10 may be re-assured case of wind bearing horizontally on the windward rail produces an ad- that there is adequate stability the sail plan from 90°, a wind speed ditional righting moment of 800 lbs and margin of safety for most of 10 knots (wind pressure, 0.5 lb/sq x 5.7 ft = 4560 ft-lbs, or more than wind and sea state conditions ft) exerted on a total sail area of 486 the weight of the keel. likely to be encountered on the sq ft, multiplied by an estimate of the The curve in Figure 1 reflects com- Great Lakes, provided prudent wind heeling arm, 21.5 ft, calculation puted static stability and is based decisions guided by weather infor- gives a wind heeling moment of on research done using boat mod- mation, including Doppler radar, els in towing tanks and wind tun- are made about reefing the main, 0.5 x 486 x 21.5 = 5224 ft-lb nels. Dynamic stability while sail- dousing the spinnaker, or deploy- This wind heeling moment is bal- ing takes into account additional ing a storm jib. anced by an equal righting moment in hard-to-measure factors such as the steady state. Figure 1 shows that sea state, angle of incidence of Ron Kallen the angle of heel corresponding to wind, wind shear, pitching, and M*A*S*H, an LS10 the calculated righting moment downflooding, among others. In US 412 above (5224 ft-lb) is about 10°. fact, unless the companionway Montrose Harbor, Chicago Since the sail area and heeling arm and other openings are closed, the Chicago Corinthian Yacht Club are constants, the variable is wind downflooding of the cabin at an- pressure. As a general principle, a gles of heel beyond 60° would re- doubling of wind speed has a cubic sult in a loss of effect on wind pressure. For exam- buoyancy simulta- ple, a 10 knot wind bearing horizon- neously with an tally on a flat surface exerts a pres- increase in dis- sure of about 0.5 lb/sq ft. A 20 knot placement due to wind exerts a pressure of about 2 lb/ the weight of sq ft. trapped water in Positioning crew on the rail provides the cabin. an increment of righting moment in Obviously adjust- addition to the intrinsic righting mo- ments are needed ment of the boat. The extent to during more ex- which the righting moment needs to treme conditions, be increased by additional ballast to such as the 2011 TenSpeed | February 2013 Page 20

Building A Better T-Ten Mast Step

By Steve Gregory bushing to keep the vang shackle from eating into the step, and other details to allow for easier machining. fter many years of sailing and racing, the Once I was happy with the design, I went ahead and built A mast step on Coyote (hull 249) was starting it. to show her age. The base casting was bent and I started with two solid blocks of aluminum, one for the cracking in the corners and the vang shackle was socket and one for the base. I programmed the cutter close to tearing out. I know there are far worse steps paths and put the blocks in our CNC (computerized nu- on other Tens, but I am a die maker and the recession meric control) mill and then cut away all the material had left us with a lot of free time at work. There were that wasn’t part of the step. Having thicker sections in two major problems with the original step. The first the new step made machining easier because there was being that is is too thin to handle the loads it carries less metal to remove than if they had been as thin as the and the second, that it is made from a casting. original. I then drilled the holes for the sheave axles and You may not know that the step not only supports the vang, assembled the pieces, added the sheaves and compression loads of the rig but also holds up the bushing, and had a new step. deck. With the step removed the deck can sink down The new step has the same interior dimensions for the over an inch at the compression post. Any rocking mast socket and the height above the deck is the same. movement of the rig is transferred though the step to The bolt holes in the step lined up perfectly with the the deck; as a result, the step can see very high dy- holes in the deck. At eleven pounds, it’s almost twice the namic loads especially with a loose rig, even while sit- weight of the original and should last longer than the ting at the dock. To combat this, the new step would boat. I tried to stay true to the original design as much as have much thicker sections and the transitions from possible. If I had it to do over I would only cut slots for horizontal to vertical would have large radii to prevent the two sheaves we use to save machining time and stress risers. Additionally, the new step would be might not have the ears on the sides of the socket to made from 6061 billet aluminum instead of a casting save material costs. Since these photos were taken I of unknown alloy. removed the stainless bushing and went with a soft Sand casting is done under normal atmospheric pres- shackle for the vang and also had it anodized. sure. Molten aluminum is poured into a sand mold If anyone is interested, I would be happy to build another and allowed to solidify. The mold is then broken apart one. Lack of replacement parts should never be the rea- and the casting removed. The resulting casting is less son a Ten doesn’t sail. dense than other forms of aluminum and can have porosity and pieces of the sand mold in it, creating weak spots. The aluminum used is also generally of a lower grade. Billet metal, on the other hand, is rolled in a mill under tremendous pressure while in a solid state resulting in a denser material with no porosity or inclusions. Graded metal is tightly controlled during manufacture in terms of alloy content and impurities and is a more consistent product. 6061 aluminum has good strength properties and corrosion resistance. I first modeled the old step in 3D with our CAD/CAM software. Then I went about improving the design with thicker sections and ribs, larger radii in the corners, an improved design for the sheave mounts, a stainless

Here’s how badly the casting was bent. ¼ inch from side to side. TenSpeed | February 2013 Page 21

Building A Better T-Ten Mast Step continued...

All that flexing was causing the old base to crack in the corners. Here’s the partially completed base in the CNC with the finished socket on top. The slots for the sheaves haven’t been cut yet

A stainless shackle will always beat aluminum. Everyone has seen this. Side by side view of the old and new step.

Port side view. TenSpeed | February 2013 Page 22

Building A Better T-Ten Mast Step continued...

1” base on the left, 5/16 thick on the right. The rib is not tapered Forward face. See how much bigger the radius is in the corner. because it was machined, not cast.

The base is thinner between the ribs to accommodate the Note the thicker wall of the socket and the ribs between the sheaves while maintaining the height of the step. You can also sheaves. see the larger radii.

The vang A Harken ESP attachment sheave is point is re- mounted with a enforced stainless shoul- with a der screw. It will stainless come out every bushing to time no matter prevent elon- how long it has gation of the been in. hole. TenSpeed | February 2013 Page 23

T-10 LITE

By Tim Rathbun Go T-10 Lite. Get rid of things, peo- ple and tasks that slow you down. few weeks ago I attended a (Good advice for life! Editor TDM) A seminar sponsored by our local T-10 fleet and listened to Wally GET RID OF YOUR DOWNHAUL Cross, who is clearly more experi- You don't need it. Get rid of it. It’s enced and knowledgeable about the extra weight and increases effort. sport of yacht racing than almost any- Put the tweeker by the one I had ever heard. Wally described shrouds. Make sure it is on at maneuvers, tactics, handling and least to the lifeline on the pole boat maintenance techniques so for- side. A downhaul distracts the at- eign to me that I became exhausted tention of two crew members: who- scribbling down notes of the myriad ever is moving the guy and the su- of exotic topics he introduced us perfluous person adjusting the to. The names of positions like downhaul. As you can't move the Grinder, Navigator and Mastman pole without moving the downhaul were brand new to me. When he sug- and the pole should be constantly gested that we trim the back of the moving, you have a crew member "happy sailor freed from keel diagonally across the centerline out of position, doing something unnecessary tasks" of the boat, I doubted the quality of unnecessary. my understanding of the rules, as

well. GET RID OF INSTRUMENTS GET RID OF YOUR MAIN TRIMMER You need a compass and a Then, it occurred to me that our team Any helmsman with 2 hands can (dinghy) Windex. A speedo dis- does not do so bad without the mas- trim his or her own main. The dirty tracts you and tells you nothing tery of this enormous body of knowl- secret is that the folks who pre- you can't tell by looking at the edge and that even if a few of us quit tend to be carefully and constantly boat next to you. Some crew mem- our day jobs, none of us were experi- trimming the main are living in ber is sure to repeat the numbers enced enough to possibly pay atten- Fantasyland. In trimming the main, constantly when you should be tion to all this minutiae. In fact, trying there are two positions: on and off. listening to wind and waves. A to do so would waste the little atten- Downwind, release the damn thing. True wind indicator is even tion any of us has and divert tons of Upwind, pull it in and as hard as dumber than the speedo. You care energy from the few tasks we under- you can and then pull it in a little about apparent wind, that is what stand and execute . harder. Peek at the leach and you are sailing in. Because of

make sure the top telltale is col- waves, your sailing angles up and This article is obviously not for super lapsing half the time. Then ignore it down wind are usually different talented sailors like Wally, sail mak- till you get to the top mark. I am from True anyway. Since most of ers, NA champs or even your local not kidding. Look at me, ahead of us race in the same place most of boat of the year. However, most folks you and the 200 pounds you take the time, you need a depth finder sailing in our fleet would benefit by off the rail to talk to you when you as much as you need radar. Keep making their racing simpler, not more should be concentrating. Every the impeller off the hull from slow- complicated. In fact, the average thing you say to him / her says to ing you down. Keep the wires and team should be able to improve its you or he / she says to you dis- electric stuff in your dock box with performance by eliminating gear, po- tracts you. He even slows you in a the cell phone and the power sitions and other superfluous distrac- duck when you discuss releasing washer. They all help your racing tions that take attention away from the main. You don't need dialogue, the same. you need to release the main. essentials.

(Continued on page 24) TenSpeed | February 2013 Page 24

T-10 LITE continued...

(Continued from page 23) boat. None of the advice in this GET RID OF YOUR GUY TRIMMER paragraph ap- Under 15 knots, an average sailor plies to beer.

can trim both the guy and the sheet. As the pole should be constantly mov- GET RID OF ONE ing as well as the sheet, why waste time with unnecessary communica- TIME "EXPERTS" tion and coordination? Every J24 A couple times a does it, why not every T-10? If you year a large know how to trim the chute properly, egoed jerk like then you know where the guy should me gets on your go. Do it yourself and cut out the boat and tells chatter. you to change

everything you do. The crew GET RID OF THE JUNK hates him, he You know this, you just don't do it. shouts, you for- You have all sorts of extra stuff (that get the valid ad- only slows you down) that you cannot vice he shares leave the pier without. You have a and you revert to stupid reason for every item. Do this: the old bad habits The crew that can be attracted by 'getting rid' of Empty the boat. The whole boat! Sail, next week. Instead, unnecessary things and people" lines and all. Have someone other hire and pay a pro than you put things that the rules re- and do what he says. For a reason your competition that you are quire and real safety items back I do not understand, people value spending lots of extra effort worry- on. One jib, not two. Then, before the advice they pay for more than ad- ing about things that are not going crew brings their luggage on the boat, vice they get for free. I know this to do you any good. Get an 8 to 1 make the ingrates put every item of from my work and personal life. set up. Pull the main sheet on or

clothing they could possibly wear un- let it off. I am not kidding. der the conditions on themselves GET RID OF YOUR EXTRA PUR- while on the pier and let them bring an empty bag with that stuff onto the CHASE MAIN SHEET This is a hobby. You only have so Come much time to spend on it. It's hard on: are you to get crew that knows what they really as are doing. Why complicate things skilled as so much you can never get them Wally Cross? right? Accept that you are a Can you tell "normal" person and cut out dis- the differ- tractions, unnecessary gear and ence that people. The dirty, "secret" truth is pulling an that you only need 3 skilled peo- inch on your ple to race a T-10. Race with them 32 to 1 main and 3 or 4 real nice, pleasant peo- sheet set up ple you would like to have provides? I around . Who knows, they just can't and I might enjoy their weekend day on do ok. All the water without having to know that extra polars, attack angles or what a gear tells "Cunningham" is! TenSpeed | February 2013 Page 25

Rig and Chain Plate Inspection

By Brian Barker, Lake Erie Measurer be sure to check your forestay T- to the mounting holes. ball fitting this year. 6. Spreaders need to be pring is rapidly approaching Rig inspection only takes a couple straight, not bent, and the S and so is that spring boat of minutes, but those minutes can tips should be free of exces- checklist. This year be sure to in- salvage a fun summer and save sive wear and cracks. clude a couple of special additions on thousands of dollars. I like to start 7. The topping lift sheave box that list. at the top of the mast and work my and lower tangs should be At the NAC’s last year, we had two way down. Here are my recom- inspected in the same way forestay failures in two different mendations: as the jib, spin, and upper tangs were. Remember the weather conditions showing us that inspecting the rig is just as important corners. 1. Inspect the welds around the as a clean bottom. mast crane as well as the 8. The bottom end of the mast One boat’s forestay broke away at the two tab gussets attached to tends to have many rivet front stem fitting. The stem fitting the backstay. Look for and drill holes. Make sure sheared off at deck level. While still cracks in the welds and paint there are no open holes. under review, it is believed to have as well as any discoloration. INSPECT THEM ALL. And been caused by either metal fatigue Discoloration can pinpoint when you’re done, it is a very good idea to plug any open or electrolysis corrosion. We are cur- metal fatigue. rently trying to get the pieces to a holes with a screw or rivet. metallurgist for further review. 2. Inspect your flicker if you It is very highly recom- Please make sure to inspect this area have one. UV rays and unpro- mended that no hole ever be of your boat in the spring for an un- tected fiberglass rods don’t left unplugged in a mast or get along and when they go usual wear or corrosion. boom. they go with a bang. The second incident had its forestay 9. Inspect the gooseneck area; snap up at the top swage point where 3. Inspect the top triangle, exit make a mental note of the wire and T-ball fitting are swaged blocks and upper tang where the boom pin is. together. If the forestay T- ball fitting plates. Make sure the trian- gle is securely attached and 10. Inspect the vang plate on is straight, the angle created by the the mast if you have one. forestay wire, once it is attached at the exit boxes are in perfect the bow, is causing the wire at the working condition. 11. When you get to the mast swage point to pinch. In turn, this 4. Inspect any point in the mast step make sure to look over allows the T-ball fitting’s edge to saw and boom where a tang the entire base. Bolt holes the wire in half. The forestay T-ball plate, bolt, rivet, or sheave tend to break first, but the fitting must be the bent style. Again, box protrudes into the mast. center leg and wings have Sharp corners are par- been known to crack as well. ticularly important. Any Again, remember it is casted cracks will tend to start and welding it will not be a at the weakest point permanent fix; it will crack and corners are notori- again. ous places for cracks to Boom Inspection develop. Inspect the boom. In the same 5. The spreader way, start at the end and work bases are casted alu- toward the gooseneck looking for minum and can’t be holes, cracks, and any discolora- fixed by welding if they tion. break. Bases should be free from cracks; (Continued on page 26) pay particular attention TenSpeed | February 2013 Page 26

Rig and Chain Plate Inspection continued... Always inspect the splicing (Continued from page 25) tie a Vectran or Dyneema cored halyard in a knot). Look and look for hairy or fuzzy sec- 1. Inspect the end fitting and the for any pieces of the tail be- tions. All backstay splices outhaul sheave. Make sure it’s coming exposed. Inspect the should be a Brummel splice so not worn out and in perfect work- crossover point where the the splice is locked in place. ing condition. cover is buried into the tail. If 3. Inspect your chain plates. 2. Make sure that the outhaul is not the cover is coming undone Look for water damage and twisted. It’s something you say and winding itself back out, it delamination in the fiberglass. might need to be respliced. you’re going to do every year and 4. If you have above deck you always forget. Why not do it 4. When it comes to 12 strand shrouds, make sure the under now? line, if it’s looking hairy and deck turnbuckles are tight (but 3. Inspect any boom bail holes and fuzzy, the tiny strands in the not so tight it pulls the deck weave are breaking and before cleats. down or so lose that the deck long it will be time for a new pulls up) and that the stop 4. Go over the boom vang. Make halyard. pins are in. Also, visually in- sure no blocks are broken and spect for water and core dam- Standing Rigging that the line is not worn out. age around the deck plates. McLube the crap out of it if it’s I like to first visually inspect the ridged. You’ll thank me if it’s light end fittings, looking for frayed ca- air. ble, rust, and any discoloration at If you can remember to run 5. Inspect the boom where the vang the swage point. through this list every time you plate is making sure the boom is 1. Run the wire through your bare step and unstep your mast, you not bent. You want it straight so hands feeling for any pieces of should never be caught off guard. your vang works properly. wire that prick your hand. It is If you see something that could be an issue, don’t let it become one. 6. Inspect the gooseneck and toggle very important that you run the cable both ways through your Preventive maintenance is the fitting making sure the sheaves best maintenance. See you in the are working. Also inspect the bolt hand, top to bottom, then bot- tom to top. This will make sure spring! holding it in. the wire passes through both Brian Barker 7. The gooseneck is also a casting. directions. Make sure it is not cracked. Lake Erie Measurer 2. If you have a fiber backstay,

inspect it every chance you get. Running Rigging Inspection 1. Halyards are expensive long pieces of line with two important spots that wear fast: the very top where it sits in the sheave under load and where the line is held by the clutch. 2. Inspect the cover. If it is starting to fray and you can see pieces of the core, it is time to replace the cover or replace it all together. Usually, by the time the cover is worn out the core is too. 3. If your halyards have stripped covers, inspect the splicing (never TenSpeed | February 2013 Page 27

Dr. Tenspeed from that 90 degree angle. Remove gook you may have ever seen. Dis- ear Dr. TenSpeed: I am it and set it aside. Turn the fuel re- card the gook – which is years of con- having problems with turn angle – removing it from the densate and particulates purchased D with your fuel – and reassemble in the engine in my T-Ten. I have tank top and allowing easy access talked to everyone, changed to the other angle. Set it aside. Turn the exact reverse order of above. fuel, changed filters and it still the fuel supply line angle to remove Again, when tightening fittings, se- runs for a while and stops— it and set it aside. Looking down at cure the first fitting while you tighten usually at the wrong time and the supply fitting, you will see either the second, secure the second when place. Please help, my crew is a fuel pickup tube extending down you tighten the third, and so on. Pipe tired of sailing the boat to and into the fuel tank or a small screen. sealant should not be used and fit- from the dock. Desperate T-Ten If you see a screen, you probably will tings are to be only moderately tight – not wrenched down to show how see it clogged with matter. You may Dear Desperate: Sounds like you remove and clean the screen with a manly you are! wire brush – then set it aside. Start the engine and enjoy having have spent plenty of money with the same result – Fuel Starva- Now the fun part! Every tank has a fuel for the next several years! tion. Here is a cheap and effec- fuel pickup tube. To remove it, you tive remedy from Tom West, must unscrew the brass fitting member of Cleveland Harbor which is nearly flush with the tank Tom West Fleet 19. top. That fitting acts as a compres- #234 “Bad Influence” If your Tartan 10 motor occa- sion fitting to the flared top of the sionally slows after running sev- fuel pickup tube. Pull the fitting, pull eral minutes – or if it will not run the fuel pickup tube (with the small at all, try this simple 10 minute straight screwdriver) and view one fix. of the most unsettling masses of Make a copy of these instruc- tions and photograph.

Open the port rear hatch and climb down with an 8+ inch ad- justable wrench, channel lock, straight screwdriver, and absor- bent pad, and small wire brush. On the top of the fuel tank are two brass fitting assemblies with attached copper lines. The line with a valve is the fuel supply to the engine. The line without a valve is the excess fuel return. Loosen both compression fitting nuts (A) on the fittings near the copper tubing. Note: It is good practice to hold securely the re- ducer or nipple close to the 90 degree angle (also called an “ell”) or valve while loosening the nuts. Pull both copper lines, with the compression nuts at- tached, slightly inboard. Turn the If you have any other nagging questions, please send them to Dr. TenSpeed and he will find fuel shutoff valve to unscrew it an expert to solve your problem and improve your T-Ten sailing experience. TenSpeed | February 2013 Page 28

“Are you taking advantage of the ‘Supporting Supplier’ Program?” If not, what would you like to see? We have fifteen suppliers and six sail makers offering discounted parts, services, publications and classes. Take a look at your boat and see what you need to make it faster and easier to sail. Most everything is available at discount prices to T-Ten members. Please consider our Supporting Suppliers when you purchase hardware and services for your boat and crew. Tell them you belong to the T-Ten Class Association to get a special discount. If you have a favorite supplier willing to discount their products and services to T-Ten members, please ask them to give me a call. Thanks, Ted Mahoney [email protected] TenSpeed | February 2013 Page 29

Supporting Sailmakers TenSpeed | February 2013 Page 30

T-Ten Supporting Suppliers Program TenSpeed | February 2013 Page 31

2012-2013 T-10 CLASS OFFICERS TenSpeed | February 2013 Page 32

2003 Nationals

2001 Nationals 2009 Nationals

2012 Cleveland Race Week

2010 Nationals Detroit

2012 Nationals Cleveland