DOCSLIB.ORG

Shields 1 Skipper Rating Checklist

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

University of California, Irvine Campus Recreation UCISA – SHIELDS 1 RATING CHECKLIST Shields 1 Skipper Rating allows UCISA member use of UCI Shields in main channels of Newport Harbor (day/evening), and to bell buoy at harbor entrance (daytime only). Failure to observe rules may result in suspended or lost rating! Before taking the written exam, candidate must: 1. Have a UCISA Lido Skipper Rating. 2. Be a current paid UCISA Lido Skipper member. 3. Know and be willing to follow all UCI Sailing Program Rules and Policies. Before taking the practical exam, candidate must: 1. Have passed and reviewed the written test. 2. "On the water" tutoring required before final practical rating test. 3. Questions/RSVP for practical test, email: [email protected]. Getting Started 1. Proper shoes and clothing for skipper and crew. 2. Know tide and weather conditions for that day. (Weather: 949-675-0503). Limit for UCI Shields is 18 knots. Shields should be reefed at 15 knots or gusty. 3. Carry knife, pliers, screwdriver, duct tape, horn/whistle, flashlight, running lights. Small first aid kit, water, hat, jacket, and sunscreen recommended. 4. Life Jackets: the Coast Guard requires "a life jacket for each person aboard". UCI highly recommends a wearable vest for all people aboard and have everyone wear while sailing. Children 11 years and under must wear lifejacket at all times. 5. Rules regarding sign out: i. Location of Log Book ii. How far in advance - 10 days iii. Shields can be reserved one day per weekend. iv. Length of grace period for reservations = 30 minutes v. Canceling reservations: not required, but recommended vi. Boats available for personal use. "Mabry" can not be reserved ahead of time. 6. Check log for any repairs needed, sign-out boat, lock dock box and turn dials. 7. Know the schedules: sailing classes, and club events have priority over personal boat use. Check the bulletin board, dockmaster or instructor, and see: www.sailingclub.net Terminology and Concepts 1. Wind: True vs apparent, shifts, lifts, headers, lulls and puffs. 2. Controls: function of backstay, outhaul, downhaul, boomvang, fairleads, jib halyard. 3. Steerageway, momentum, turning radius, response time to movement of the tiller. 4. Sailing by the lee, wing and wing, accidental jibes. 5. Jury rigging, stays breaking. Navigation 1. Shoal areas in the bay - marked and unmarked. 2. Currents and tides, their effect on making way. 3. Buoy system. "Red - Right - Returning". 4. Small craft warning: where displayed, what it looks like and what it means. 5. Navigation lights on the West jetty, East jetty and bell buoy. Must Know 1. UCISA rules - know thoroughly. 2. Sailing after dark. 3. Emergency procedures and jury rigging. 4. Proper towing lines to use. 5. Running aground. 6. Heavy weather - sail adjustments and sailing techniques, sailing with jib alone. 7. Knots: bowline, sheet bend, square, figure-eight, clove, cleat and half-hitch. Accident Procedure/Breakage 1. First, check that everyone is OK. 2. What information to collect from the other party: CF#, name, address, phone numbers of boat operator and owner, location of boat's dock, name of boat. 3. What to do if over $250 or if anyone is injured. 4. Always call the UCI sailing office at Campus Recreation (949-824-7592). 5. Call Harbor Patrol if injury or large damage. Right of Way Rules 1. Avoid a collision and proper lookout a must. 2. Sail vs. power and sail vs. sail. 3. Opposite tacks, windward/leeward, overtaking, hailing, keep clear, searoom. 4. Rules regarding boats towing, paddle and rowing craft, Federal Navigation Channel. Attitude 1. Courtesy towards all other boaters, and the Newport Harbor Community. 2. Must be willing to care for boats and equipment in a safe and conscientious manner. 3. Volunteer participation and support for the program is encouraged! Rigging the boat 1. Take off cover and stow below, check bilge and empty if needed. 2. Check condition of standing rigging and look over boat in general. 3. Inspect safety equipment: lifejackets (1 per person and throwable in cockpit), bailer, anchor with line coiled, bilge pump, paddle and 3 visual distress signals (flares). 4. Mainsail: clear & attach halyard, slugs into mast, proper furling, battens protected. 5. Jib: clear & secure halyards, topping lift, attach jib, halyard, sheets, fairleads set. Raising Sails (not in slip) 1. Proper boat vs. wind direction/placement: consider and discuss all wind conditions and dock locations and how to adjust to these conditions. Also consider location of larger boats blocking and overhanging docks. There may even be a situation where it is not safe to get the Shields out of the dock due to congestion at the docks. 2. Explain how to get boats to end of dock including across for southerly conditions. 3. Raising the main: release downhaul, reefing lines, boomvang, and mainsheet. 4. No winch handle on main. One wrap initial hoist, halyard fills drum no overlaps. 5. Check main hoisted all the way, lift boom to assist. Halyard secure, coil, and stow. 6. Backstay tension and explanation of use. 7. Mainsail adjustments: downhaul, outhaul, boomvang and explanation of their use. 8. Jib hoisting, using winch, proper tension, cleat and stow halyard. Leaving the Dock 1. Check traffic clear and wind direction is still the same. 2. Correct departure: a. Mainsheet eased and sail out all the way, backwind main if required. b. Jib backwinded if needed. c. Stern clear as boat turns to leave docking area. d. Give forward push and bow out as needed. e. Tiller centered. f. Once initially launched, start sailing and adjust sails for new course. 3. Steerage way and using sails to steer (windward and leeward helm). 4. No collisions with dock or other boats leaving or returning to slips. 5. Proper stowing of docklines and fenders once you are out and clear in the channel. 6. Proper lookout at all times. Sailing: The most important part of the test. Candidate must demonstrate competence in handling boat in all situations. Must be efficient and aware of boat, sail trim, wind and traffic at all times as well as proper concern for safety of crew. Must be able to give clear instructions to novice crew. 1. Sailing on a short course include windward/leeward and jibing. Repeat several times with close mark rounding, quick reactions to course changes with proper sail trim. 2. Sailing to weather should be consistently "on the wind". Feather up on puffs, easing main sheet as required to prevent excessive heeling. 3. Sailing off the wind. Know where wind is. Not "by the lee." Proper controlled jibes. 4. Sphere of awareness: avoiding traffic, not tacking too close to obstructions and general ability to sail safely. Handling jib sheets/winches, undoing overrides, cleating. 5. Stopping at the mark and man overboard. Head-to-wind approach with S-turns, main backwinded if needed; luffing approach at close reach, and quick stop method. 6. Sailing without rudder using sails only, including tacking. 7. Knowledge of mooring areas and how to sail through if necessary. Reefing 1. Demonstration of quick reef method - able to reef and shake out the reef under way. 2. Knowledge of when to reef. Shields should be reefed at 15 knots or gusty. Anchoring 1. Anchor check before departure and have ready to be used. 2. Anchor in cockpit, line lead outside shrouds, bowline around mast, cleated at bow. 3. Choosing proper anchoring location allowing for ample room for swing. 4. Boat luffed, mainsail lowered, anchor lowered at proper time. 5. Know scope, proper drop of anchor in relation to wind and obstructions. 6. Anchor secured, check that anchor is holding properly. 7. Anchor raised and making way under sail. 8. Proper storage and clean up while underway and after returning to dock. Docking 1. Preparation of docklines and fenders. 2. Never dock Shields with sails up or come into Sailbase docking area with sails up. 3. Location for sail drop with differing wind directions. 4. Lowering sails, main first. Proper furling of main sail, boom secured. 5. Turning boat with jib alone (ie keeping boat toward center of channel). 6. Speed control - lower jib in proper time. 7. When and where to abort if docking area is congested. 8. Stopping boat that has too much speed, S-turns, control with shrouds in slip. Putting The Boat Away 1. Securing boat, proper placement in slip, docklines adjusted, spring lines attached. 2. Backstay eased, snug but not tight. 3. Stow halyards off mast: main end of boom, jib, spinnaker, topping lift to tack fitting. 4. Folding sails - main flaked, battens parallel, jib folded, placed in dockbox in jib bag. 5. Coiling mainsheet and tiller tied off. 6. Thoroughly scrubbed and washed, bilge pumped and boat covered. 7. All trash removed. 8. Sign boat back in log book and note any problems with boat or sails. 9. Contact UCI Boating Director if serious problem, damage to boat or lost equipment. 10. Lock up dock boxes. ** Remember: use of UCI Shields requires a responsible attitude and a total command of the boat and complete competence in handling all basic sailing situations ** ** Current class schedule at www.campusrec.uci.edu (see Outdoor Adventure, Sailing) ** .
Recommended publications
  • The Junk Rig Glossary (JRG) Version 20 APR 2016

    The Junk Rig Glossary (JRG) Version 20 APR 2016

    The Junk Rig Glossary (JRG) Version 20 APR 2016 Welcome to the Junk Rig Glossary! The Junk Rig Glossary (JRG) is a Member Project of the Junk Rig Association, initiated by Bruce Weller who, as a then new member, found that he needed a junk 'dictionary’. The aim is to create a comprehensive and fully inclusive glossary of all terms pertaining to junk rig, its implementation and characteristics. It is intended to benefit all who are interested in junk rig, its history and on-going development. A goal of the JRG Project is to encourage a standard vocabulary to assist clarity of expression and understanding. Thus, where competing terms are in common use, one has generally been selected as standard (please see Glossary Conventions: Standard Versus Non-Standard Terms, below) This is in no way intended to impugn non-standard terms or those who favour them. Standard usage is voluntary, and such designations are wide open to review and change. Where possible, terminology established by Hasler and McLeod in Practical Junk Rig has been preferred. Where innovators have developed a planform and associated rigging, their terminology for innovative features is preferred. Otherwise, standards are educed, insofar as possible, from common usage in other publications and online discussion. Your participation in JRG content is warmly welcomed. Comments, suggestions and/or corrections may be submitted to [email protected], or via related fora. Thank you for using this resource! The Editors: Dave Zeiger Bruce Weller Lesley Verbrugge Shemaya Laurel Contents Some sections are not yet completed. ∙ Common Terms ∙ Common Junk Rigs ∙ Handy references Common Acronyms Formulae and Ratios Fabric materials Rope materials ∙ ∙ Glossary Conventions Participation and Feedback Standard vs.
  • Mainsail Trim Pointers, Reefing and Sail Care for the Beneteau Oceanis Series

    Mainsail Trim Pointers, Reefing and Sail Care for the Beneteau Oceanis Series

    Neil Pryde Sails International 1681 Barnum Avenue Stratford, CT 06614 203-375-2626 [email protected] INTERNATIONAL DESIGN AND TECHNICAL OFFICE Mainsail Trim Pointers, Reefing and Sail Care for the Beneteau Oceanis Series The following points on mainsail trim apply both to the Furling and Classic mainsails we produce for Beneteau USA and the Oceanis Line of boats. In sailing the boats we can offer these general ideas and observations that will apply to the 311’s through to the newest B49. Mainsail trim falls into two categories, upwind and downwind. MAINSAIL TRIM: The following points on mainsail trim apply both to the Furling and Classic mainsail, as the concepts are the same. Mainsail trim falls into two categories, upwind and downwind. Upwind 1. Upwind in up to about 8 knots true wind the traveler can be brought to weather of centerline. This ensures that the boom will be close centerline and the leech of the sail in a powerful upwind mode. 2. The outhaul should be eased 2” / 50mm at the stopper, easing the foot of the mainsail away from the boom about 8”/200mm 3. Mainsheet tension should be tight enough to have the uppermost tell tail on the leech streaming aft about 50% of the time in the 7- 12 true wind range. For those with furling mainsails the action of furling and unfurling the sail can play havoc with keeping the telltales on the sail and you may need to replace them from time to time. Mainsail outhaul eased for light air upwind trim You will find that the upper tell tail will stall and fold over to the weather side of the sail about 50% of the time in 7-12 knots.
  • Sail Trimming Guide for the Beneteau 37 September 2008

    Sail Trimming Guide for the Beneteau 37 September 2008

    INTERNATIONAL DESIGN AND TECHNICAL OFFICE Sail Trimming Guide for the Beneteau 37 September 2008 © Neil Pryde Sails International 1681 Barnum Avenue Stratford, CONN 06614 Phone: 203-375-2626 • Fax: 203-375-2627 Email: [email protected] Web: www.neilprydesails.com All material herein Copyright 2007-2008 Neil Pryde Sails International All Rights Reserved HEADSAIL OVERVIEW: The Beneteau 37 built in the USA and supplied with Neil Pryde Sails is equipped with a 105% non-overlapping headsail that is 337sf / 31.3m2 in area and is fitted to a Profurl C320 furling unit. The following features are built into this headsail: • The genoa sheets in front of the spreaders and shrouds for optimal sheeting angle and upwind performance • The size is optimized to sheet correctly to the factory track when fully deployed and when reefed. • Reef ‘buffer’ patches are fitted at both head and tack, which are designed to distribute the loads on the sail when reefed. • Reefing marks located on the starboard side of the tack buffer patch provide a visual mark for setting up pre-determined reefing locations. These are located 508mm/1’-8” and 1040mm / 3’-5” aft of the tack. • A telltale ‘window’ at the leading edge of the sail located about 14% of the luff length above the tack of the sail and is designed to allow the helmsperson to easily see the wind flowing around the leading edge of the sail when sailing upwind and close-hauled. The tell-tales are red and green, so that one can quickly identify the leeward and weather telltales.
  • The Weather Helm Issue (Rev 20 02 2020)

    The Weather Helm Issue (Rev 20 02 2020)

    Corbin 39 – the weather helm issue (rev 20 02 2020) Synopsis The subject of weather helm comes up repeatedly when discussing the Corbin 39 and not all of the folklore is justified. This note attempts to summarise the issue and to relate it to sufficient evidence, and to qualitative theory, that we can be reasonably certain of the situation. Remember - It is possible to overpower a yacht and induce weather helm, what we are trying to do is identify excessive weather helm. The key take-away is that the excessive weather helm was a genuine issue, which affected all the mk1 cutters irrespective of whether they were equipped with the taller double-spreader mast or the shorter single-spreader mast, provided that the mast was set in the intended aft mast position. Perhaps this was worse in the mk1 tallmast vs the mk1 shortmast, but we are not at all certain of that. All the mk1’s that had the forestay relocated onto a 3-foot long bowsprit were later able to alleviate this to an extent. The mk 1’s that have reduced the area of their main by shortening the mainsail boom & foot (or used in-mast furling) have reportedly completely eliminated this weather helm. All other versions including the mk1 ketches and all the mk2 cutters & ketches appear to be completely unaffected. This is the first openly published version of this analysis. Previous drafts were incomplete and drew erroneous conclusions in some areas due to an absence of reliable data. That has now been overcome as further evidence has come forwards, and so there are material differences between this version and previous drafts.
  • N O P Q R S T U V W X

    N O P Q R S T U V W X

    n o p q r s t u SNEAK PEEK! hey, harry — i thought this v might make for a good sneak peek, what with the RPG coming out in late June of this year. What do you think? We’ll put it on w www.dresdenfilesrpg.com at least! — Will Oh, sure, put it on the website, I’ll DEFINITELY x be able to check it out there. - Chapter Sixteen - - Don’t be pissy, Boss. n-evermore y Shut up, Bob. Baltimore z a nevermore/Baltimore sector. Financial services, education, tourism, Who Am I? and health services are dominating. Johns Hi. I’m Davian Campbell, a grad student b Hopkins is currently the biggest employer (not at the University of Chicago and one of the to mention a huge landowner), where it used translation: Alphas. Billy asked me to write up some- i helped to be Bethlehem Steel. Unemployment is high. thing about Baltimore for this game he’s Lots of folks are unhappy. Davian move writing. I guess he figured since I grew up Climate: They don’t get much snow in last august. there, I’d know it. I tried to tell him that c I haven’t lived there for years, and that Baltimore—two, maybe three times a year we 50 boxes of get a couple of inches. When that happens, books = a between patrolling, trying to finish my thesis, and our weekly game session, I don’t the entire town goes freaking loco. Stay off the favor or two. have time for this stuff.
  • Rigid Wing Sailboats: a State of the Art Survey Manuel F

    Rigid Wing Sailboats: a State of the Art Survey Manuel F

    Ocean Engineering 187 (2019) 106150 Contents lists available at ScienceDirect Ocean Engineering journal homepage: www.elsevier.com/locate/oceaneng Review Rigid wing sailboats: A state of the art survey Manuel F. Silva a,b,<, Anna Friebe c, Benedita Malheiro a,b, Pedro Guedes a, Paulo Ferreira a, Matias Waller c a Rua Dr. António Bernardino de Almeida, 431, 4249-015 Porto, Portugal b INESC TEC, Campus da Faculdade de Engenharia da Universidade do Porto, Rua Dr. Roberto Frias, 4200-465 Porto, Portugal c Åland University of Applied Sciences, Neptunigatan 17, AX-22111 Mariehamn, Åland, Finland ARTICLEINFO ABSTRACT Keywords: The design, development and deployment of autonomous sustainable ocean platforms for exploration and Autonomous sailboat monitoring can provide researchers and decision makers with valuable data, trends and insights into the Wingsail largest ecosystem on Earth. Although these outcomes can be used to prevent, identify and minimise problems, Robotics as well as to drive multiple market sectors, the design and development of such platforms remains an open challenge. In particular, energy efficiency, control and robustness are major concerns with implications for autonomy and sustainability. Rigid wingsails allow autonomous boats to navigate with increased autonomy due to lower power consumption and increased robustness as a result of mechanically simpler control compared to traditional sails. These platforms are currently the subject of deep interest, but several important research problems remain open. In order to foster dissemination and identify future trends, this paper presents a survey of the latest developments in the field of rigid wing sailboats, describing the main academic and commercial solutions both in terms of hardware and software.
  • Ships and Sailors in Early Twentieth-Century Maritime Fiction

    Ships and Sailors in Early Twentieth-Century Maritime Fiction

    In the Wake of Conrad: Ships and Sailors in Early Twentieth-Century Maritime Fiction Alexandra Caroline Phillips BA (Hons) Cardiff University, MA King’s College, London A Thesis Submitted for the Degree of Doctor of Philosophy Cardiff University 30 March 2015 1 Table of Contents Abstract 3 Acknowledgements 4 Introduction - Contexts and Tradition 5 The Transition from Sail to Steam 6 The Maritime Fiction Tradition 12 The Changing Nature of the Sea Story in the Twentieth Century 19 PART ONE Chapter 1 - Re-Reading Conrad and Maritime Fiction: A Critical Review 23 The Early Critical Reception of Conrad’s Maritime Texts 24 Achievement and Decline: Re-evaluations of Conrad 28 Seaman and Author: Psychological and Biographical Approaches 30 Maritime Author / Political Novelist 37 New Readings of Conrad and the Maritime Fiction Tradition 41 Chapter 2 - Sail Versus Steam in the Novels of Joseph Conrad Introduction: Assessing Conrad in the Era of Steam 51 Seamanship and the Sailing Ship: The Nigger of the ‘Narcissus’ 54 Lord Jim, Steam Power, and the Lost Art of Seamanship 63 Chance: The Captain’s Wife and the Crisis in Sail 73 Looking back from Steam to Sail in The Shadow-Line 82 Romance: The Joseph Conrad / Ford Madox Ford Collaboration 90 2 PART TWO Chapter 3 - A Return to the Past: Maritime Adventures and Pirate Tales Introduction: The Making of Myths 101 The Seduction of Silver: Defoe, Stevenson and the Tradition of Pirate Adventures 102 Sir Arthur Conan Doyle and the Tales of Captain Sharkey 111 Pirates and Petticoats in F. Tennyson Jesse’s
  • DNAS OPORDER 18/001 06 Mar 18 Subj: 2018 SAFETY at SEA

    DNAS OPORDER 18/001 06 Mar 18 Subj: 2018 SAFETY at SEA

    3120 DNAS OPORDER 18/001 06 Mar 18 From: Director, Naval Academy Sailing To: Distribution Subj: 2018 SAFETY AT SEA SEMINAR OPERATIONS ORDER 18/001 1. Purpose. To promulgate the Operations Order forthe 2018 Safetyat Sea Seminar (SASS), to be held 24-25 March 2018. 2. Mission. The SASS presents safety-related information to midshipmen, Sailing Department staff, volunteers, and the general public. The program includes lectures, optional hands-on practical sessions, and an on-the-water demonstration. 3. Area of Operations. Lectures will be presented in Alumni Hall on Saturday, 24 March, with the on-the-water demonstration occurring on the SevernRiver adjacent to the Sailing Center mid-day Saturday. USCG SAR helicopter will hover over the Chesapeake prior to their on-the­ water demonstration Saturday (weather dependent), and returnto base at end of demo. Lectures will be held in Alumni Hall and Luce Hall Sunday, 25 March, with hands-on training in Macdonough and Lejeune swimming pools. 4. Conduct of Operations. a. Schedule of Events. The SASS will be conducted per the timeline defined in Appendix A. b. On-the-Water Demonstration. The on-the-water demonstration will include man­ overboard (MOB) recoveries, life raftlaunching, the helo rescue demonstration and a safety flare display. Waterborneassets will include two Navy 44' Sail Training Craft (STC), one 50' USNA chartered STC, one 52' USNA chartered STC (static storm sails display) and one rigid hull inflatableboat as safety boat. The sequence of events is promulgated in Appendix B. Vessel trafficon the SevernRiver will be blocked offper USCG Marine Event Permit in conjunction with two Annapolis USCG patrol craft.
  • An Autonomous Wing-Sailed Catamaran Ph.D.Thesis by Gabriel H. Elkaim the Wingsail Wingsail Description Wing Versus Sail

    An Autonomous Wing-Sailed Catamaran Ph.D.Thesis by Gabriel H. Elkaim the Wingsail Wingsail Description Wing Versus Sail

    An Autonomous Wing-Sailed Catamaran Ph.D.Thesis by Gabriel H. Elkaim The following information has been extracted from the thesis submitted by Dr. Gabriel Elkaim to Stanford University, and for which he was awarded his Ph.D. The full thesis, which can be viewed at http://www.soe.ucsc.edu/~elkaim/Documents/GabrielElkaimThesis01.pdf (and an extract published in the AYRS’s Journal ‘Catalyst’ which can be found at http://www.soe.ucsc.edu/~elkaim/Documents/Catalyst_BoatArticle.pdf), describes the Atlantis project, whose aim was the design, development, and experimental testing of an autonomous wind- propelled marine craft. The parts printed here are the ones which may be of interest to members of the JRA These extracts are re-published from the AYRS Journal “Catalyst” by kind permission of Dr. Gabriel and of the Amateur Yacht Research Society. Please note that the figures are numbered as in the original document. The Wingsail The most visibly unique aspect of the Atlantis project is the wingsail propulsion system, as shown in Figure 5-1. The design considerations and goals are: equivalent performance to the original sail system, low actuation force, and the ability to precisely control the resulting system. A sloop rig sail can achieve a maximum lift coefficient of 0.8 if the jib and sail are perfectly trimmed. Realistically, an operating maximum lift coefficient is 0.6. The design goal of the Atlantis wing is to achieve a maximum lift coefficient of 1.8. Since this allows the wing to generate three times the force of an equivalently sized sail, the wing area is reduced to one third of the area of the original sails.
  • Further Devels'nent Ofthe Tunny

    Further Devels'nent Ofthe Tunny

    FURTHERDEVELS'NENT OF THETUNNY RIG E M H GIFFORDANO C PALNER Gi f ford and P art ners Carlton House Rlngwood Road Hoodl ands SouthamPton S04 2HT UK 360 1, lNTRODUCTION The idea of using a wing sail is not new, indeed the ancient junk rig is essentially a flat plate wing sail. The two essential characteristics are that the sail is stiffened so that ft does not flap in the wind and attached to the mast in an aerodynamically balanced way. These two features give several important advantages over so called 'soft sails' and have resulted in the junk rig being very successful on traditional craft. and modern short handed-cruising yachts. Unfortunately the standard junk rig is not every efficient in an aer odynamic sense, due to the presence of the mast beside the sai 1 and the flat shapewhich results from the numerousstiffening battens. The first of these problems can be overcomeby usi ng a double ski nned sail; effectively two junk sails, one on either side of the mast. This shields the mast from the airflow and improves efficiency, but it still leaves the problem of a flat sail. To obtain the maximumdrive from a sail it must be curved or cambered!, an effect which can produce over 5 more force than from a flat shape. Whilst the per'formanceadvantages of a cambered shape are obvious, the practical way of achieving it are far more elusive. One line of approach is to build the sail from ri gid componentswith articulated joints that allow the camberto be varied Ref 1!.
  • Cruising Design, Inc Mainsail Reefing System Installation/Operating Instructions

    Cruising Design, Inc Mainsail Reefing System Installation/Operating Instructions

    CDI Cruising Design, Inc Mainsail Reefing System Installation/Operating Instructions 44 James Street, Homer, N.Y. 13077 Tel: 607-749-4599 FAX: 607-749-4604 Website: www.sailcdi.com Updated December 2006 INDEX Index................................................................................................................2 Specifications..................................................................................................2 Warnings & Safety Checklists........................................................................3 Drawing...........................................................................................................4 Parts List..........................................................................................................5 Uncoiling the Luff...........................................................................................6 Straightening the Luff.....................................................................................7 Installation................................................................................................8 - 14 Hoisting the mainsail.....................................................................................14 Lowering the mainsail...................................................................................14 Sailing with your Mainsail Reefing System............................................15-16 Trailering instructions...................................................................................16 Maintenance & Storage............................................................................16-18
  • Beneteau Oceanis 41 Tuning Guide

    Beneteau Oceanis 41 Tuning Guide

    INTERNATIONAL DESIGN AND TECHNICAL OFFICE Sail Trimming Guide for the Beneteau Oceanis 41 2015 Neil Pryde Sails International 1681 Barnum Avenue Stratford, CONN 06614 Phone: 203-375-2626 • Fax: 203-375-2627 Email: [email protected] Web: www.neilprydesails.com All material herein Copyright 2015-2016 Neil Pryde Sails International All Rights Reserved HEADSAIL OVERVIEW: The Oceanis 41 built in the USA and supplied with Neil Pryde Sails is equipped with a 105% overlapping headsail that is 425f / 39.5m2 in area and is fitted to the Facnor LS180 furling unit. The sail is built using Challenge Sailcloth 7.88dacron. The following features are built into this headsail: The genoa sheets in front of the spreaders and shrouds for optimal sheeting angle and upwind performance The size is optimized to sheet correctly to the factory track when fully deployed and when reefed. Reef ‘buffer’ patches are fitted at both head and tack, which are designed to distribute the loads on the sail when reefed. Reefing marks located on the starboard side of the tack buffer patch provide a visual mark for setting up pre-determined reefing locations. These are located 750mm/29.5” and 1500mm /59” aft of the tack. All seams double stitched in V-92 thread in a‘3-step’ stitch and in contrasting color to help identify damage thread. A telltale ‘window’ at the leading edge of the sail located about 14% of the luff length above the tack of the sail and is designed to allow the helmsperson to easily see the wind flowing around the leading edge of the sail when sailing close- hauled.