DOCSLIB.ORG

Downsizing on the Water As RYA Dinghy Instructors, We Always Advise Our Students to Reef Ashore If They Have Any Doubt About Their Ability to Hold Down the Full Sail

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Downsizing on the Water As RYA Dinghy Instructors, We Always Advise Our Students to Reef Ashore If They Have Any Doubt About Their Ability to Hold Down the Full Sail Sailing & Windsurfng Downsizing on the water As RYA Dinghy Instructors, we always advise our students to reef ashore if they have any doubt about their ability to hold down the full sail. There will be times, however, when they either forget to do so or get caught out as the wind increases. Simon Winkley, RYA Coach/Assessor, looks at reefng afoat with guidance and top tips to help our students deal with this scenario away from the comfort of the shore. Ashore s reefng afoat requires specifc actions to be taken, Apossibly under the pressure of time or inclement weather, reefng can be practiced ashore enabling students to become competent with the processes of putting the reef in and shaking it out without the pressure of the elements on the water. Many of the latest training boat designs have a slab reefng system with lines inside the boom which Sailing under jib on a close reach is an alternative to heaving-to and gets the reef in quickly take in the clew and the tack with a single pull, a variation commonly called Jify reefng. To set this up: Top tip Commonly the boat is placed in Reefng ties may be available on uncleat the reefng line, pull it out Avoid simply jamming the stopper the stable hove-to position during training sails and will hang down from the end of the boom, pass it knot at the end of the reefng line reefng. As an alternative, ask both sides of the sail through through the reinforced clew cringle into the notch in the boom-end students to sail along on a close cringles along the reefng slab (the frst, weave it down through the ftting as this does not produce reach under jib while reefng. Here horizontal line of cringles from new faking cringles and tie a running the right direction of pull and can the boat will still be able to steer a tack to new clew). These should bowline around the boom (see slip out, particularly when not little and the helm will tend to keep be tied using reef knots around photo). This allows the new clew loaded. Prepare the tack by taking a better lookout. The boom will be the folds of the sail (not around to be pulled fully downwards and the inner line up to the reinforced lowered just by the gunwale where the boom if possible) to secure towards the end of the boom and tack cringle, weave down through the crew is sitting (not over the the faked sail in position. Keeping the pressure is taken on the strong the faking cringles (in the same water) which should make things the sail loose-footed after reefng clew cringle and not the weaker sequence as the clew) and tie easier and safer. allows the sail controls, especially faking cringles. it of to a strong point on the the outhaul, to remain efective and gooseneck. On the water – execution keeps unnecessary strain of the sail Students should be reminded Now it’s time to: across the middle of the reefng slab. The reefng line goes from boom- to set it up like this every time » release the kicker/vang; end to clew cringle, they sail so they are ready to reef » release the main halyard, Have a go yourself threads down and whenever the need arises. streaming it in the water to Why not take out a modern training is secured around prevent tangles; double-hander with another the boom with On the water – planning » lower the mainsail until the instructor to discuss and practice all a running bowline. and setup tack cringle is about 5cm above the elements of reefng afoat? You Help students to identify where the gooseneck, supporting the should discover subtle yet valuable to reef to make allowances for the boom as it drops; diferences with the boats at your boat drifting sideways, especially » pull on the reefng line (or club or centre. There’s no reason for in strong tides. An ideal place pennant) to draw the new tack this not to be an enjoyable, relaxed would be: and clew into position, making session which will refresh your » away from a lee shore; sure the new tack remains close skills and improve your ability to » away from any downtide to the mast; deliver it to students the next time obstructions; » tidy away any spare line; around. It’s also great for instructor » in an open space with as few » re-tension the kicker and sail away. development and staf training. John Humphries Photos: other vessels around as possible; » on starboard tack (under IRPCS Amanda Van Santen a vessel is underway when it is Chief Instructor, Dinghy & Windsurfng not connected to the ground so E-mail: [email protected] rights of way must be observed Tel: 023 8060 4179 even during reefng). www.rya.org.uk | 11 .
Load more

Recommended publications
  • SCOW Flying Scot Sail Locker
    Flying Scot Skipper Information File (SIF) Sailing Club of Washington Flying Scot Skipper Information File Adopted by the board: February 10, 2019 1 Safety First! Safety around the marina and on the water is the priority and responsibility for skipper and crew. Rules, regulations, experience and good judgment all contribute to a safe and enjoyable sailing experience. 2 Introduction This Flying Scot Skipper Information File (SIF) sets forth the skipper responsibilities and SCOW procedures for the use of the club’s Flying Scot sailboats. This SIF supplements the SCOW Skipper Requirements and Boat Use Policy, which contain general procedures for the use of all club boats. Skippers are required to be familiar with and follow these documents before operating the Flying Scots. This SIF is intended only to emphasize important procedures for using the Flying Scot. It is not a sailing instruction manual. Each skipper is responsible for being completely capable of launching, rigging, sailing, docking and retrieving the Flying Scots. This SIF is not a substitute for training and experience. 3 Expectations of all Flying Scot Skippers for Care of the Vessels Take pride in our boats by leaving them better than you found them after you sail. Remove all trash, wash inside and outside of the hull, and remove scuff marks. Stow equipment in the appropriate locations on the boat and in the sail locker. All Flying Scot Skippers are expected to participate in scheduled maintenance days. 4 Failure to Follow Club Rules Skippers who repeatedly fail to follow SCOW rules will have their skipper privileges suspended or revoked.
    [Show full text]
  • Tips for Using IYC's Typhoon Keelboat, S/V Peter Lent
    Tips for Using IYC’s Typhoon Keelboat, s/v Peter Lent The Tender This is a small white plastic boat located on the tender rack at the south end of the club. “IYC” is stenciled on each side. Oars for the tender are stored in the shed at the south end of the club. Launch the empty tender using the roller and secure it to the cleat just north of the ladder. When returning the tender, be sure to lean it up against the rack and tie it to the rack and return the oars to the shed. (There is an identical dinghy but with fenders along both sides which could also be used once longer oars have been located for it). Once on Board s/v Peter Lent… 1. Securing the tender and preparing for leaving the mooring • Move one of the mooring lines so that both are on the same side of the forestay. • Secure the painter from the tender to the mooring lines (use a “round turn and two half hitches” knot for this connection). • The dinghy painter should be run through the loops of BOTH mooring lines and all three lines should be through the SAME opening on the bow. • It is easier to cast off if you have these lines and the dinghy on the shore side of the boat. • -Since the dinghy painter is long, you may want to double it up to prevent the tender from floating too far from the mooring. 2. Rigging the mainsail • Remove the sail cover. • Attach the mainsail halyard to the head of the mainsail (if not already attached).
    [Show full text]
  • The Beauty of Heave to Position, All the Bustle and Drama in the Main Or a Trysail and a Storm Jib Set, of a Moments Before Disappear
    SEAMANSHIP HEAVING TO 1 WHAT IS HEAVING TO? ‘To lay a sailing ship on the wind with her helm a-lee and her sails shortened and so trimmed that as she comes up to the wind she will fall off again on the same tack and thus make no headway’. 1: Hove to on a quiet 5: Different hull and stretch of water for a keel configurations spot of lunch. heave to in diffferent ways. In the case of this Hallberg Rassy 352, her 4 & 5: Different displacement and methods for lashing underwater profile your tiller and wheel. lend themself to a hassle free heave to. 2 WHEN DO WE USE IT? boat will try to drive to windward and as it Any time we want to stop the boat in the does so the backed headsail will bring the water. Heaving to is one of the tactics we bow down again and the boat will remain use in heavy weather. In fact in very strong stationary or very nearly so. Every boat winds it may be our survival strategy. But will require adjustment of the sails, the there are other occasions when heaving to amount of sail, the angle of the rudder and is very useful. As long as I am out of the so forth to bring her to a stop. And if she way of traffic and not in a hurrry but with does make any way while hove to, this is 3 enough sea room I will heave to, to stop known as fore-reaching. Once we have for lunch Pic 1.
    [Show full text]
  • MAIB Leisure Craft Safety Digest 2004
    This Safety Digest draws the attention of the leisure community to some of the lessons arising from investigations into recent accidents. It contains facts which have been determined up to the time of issue, and is published to provide information about the general circumstances of marine accidents and to draw out the lessons to be learned. The sole purpose of the Safety Digest is to prevent similar accidents happening again. The content must necessarily be regarded as tentative and subject to alteration or correction if additional evidence becomes available. The articles do not assign fault or blame nor do they determine liability. The lessons often extend beyond the events of the incidents themselves to ensure the maximum value can be achieved. This Safety Digest is comprised of 25 articles written in the past 8 years. For some of that time it was the MAIB’s policy to name vessels. In 2002 the decision was taken to dis-identify all Safety Digest articles so that vessel names are not included. This is intended to encourage more people to report accidents. Extracts can be published without specific permission, providing the source is duly acknowledged. The Safety Digest is only available from the Department for Transport, and can be obtained by applying to the MAIB. Other publications are available from the MAIB. Marine Accident Investigation Branch The Marine Accident Investigation Branch (MAIB) is an independent part of the Department for Transport. The Chief Inspector of Marine Accidents is responsible to the Secretary of State for Transport. Extract from The Merchant Shipping (Accident Reporting and Investigation Regulations 1999) The fundamental purpose of investigating an accident under these Regulations is to determine its circumstances and the cause with the aim of improving the safety of life at sea and the avoidance of accidents in the future.
    [Show full text]
  • Iiimini Iiiii
    m im m Contents 1 Foreword 2 Introduction to Sailing 3 Setting and Stowing the Sails 5 Courses and Directions 7 Casting Off 9 Casting Off Broadside 11 Tacking 13 Jibing 15 Shooting Head To Wind 17 Near Head To Wind 19 Man Over Board Maneuver 21 Reefing 23 Mooring 25 Mooring Alongside 27 Introduction to the Motor Component 29 Casting Off Alongside 31 Turning In a Tight Space 33 Stopping and Starting On Course 35 Man Overboard Maneuver 37 Mooring Alongside 39 Navigating According To Navigational Mark or By Compass 41 Knots 9780870336324 US $19.99 Mi iii mini iiiii 780870 336324 5 19 9 9 978 - 0 - 87033 - 632-4 Sailing describes two very different ways of moving forward. Heaving To The first kind of locomotion, which even a child understands, This maneuver is an art form which threatens to be forgotten. It is that of an object being thrust leeward by the wind - just as is best for bringing calm to the boat and for possibly being able every beer can dropped in the trade winds south of the Canary to take care of someone in need. If the jib sheet isn't released Islands ends up in the Caribbean.The second kind is created by in the tack, then a back-winded jib results.The mainsail is now sailing into the wind. When positiveand negative pressures exist eased until both sails balance each other out.This way, both sails on a sail and the centerboard or keel resist lateral drift, then a receive wind pressure and the boat will roll less than without sailboat, amazingly, travels forward despite the wind.
    [Show full text]
  • Ocean Voyaging Preparations
    With John Kretschmer www.yayablues.com @johnkretschmersailing John Kretschmer Captain 300,000+ offshore miles 27 Atlantic crossings Record-setting Cape Horn voyage Author Cape Horn to Starboard Flirting with Mermaids At the Mercy of the Sea Sailing a Serious Ocean Sailing to the Edge of Time Seamanship = Safety Preparing for an Ocean Voyage is the First Step in Good Seamanship Situational Awareness is the key to successful, fulfilling, happy, and safe voyaging. SA, developed by the military, is the perfect way to think about merging safety and seamanship. Understanding where the danger points are on a boat, how fittings are loaded, what is likely to happen next – that’s good seamanship and the ultimate way of being safe underway. Developing Situational Awareness while coastal sailing is essential for ocean voyaging. Smiling in Force 10 Spend Time Sailing – Not Just Buying Gear – You Need Skills good helming, keep sails well- trimmed and avoid flogging, use of preventers, organizing fair leads to reduce chafe, practice heaving to and fore reaching fit storms sails Navigation Skills Getting ready for another blow mid-Atlantic Steering Downwind in Big Seas on a January crossing of the N. Atlantic, not a time for learning. Heaving-to Forereaching A Timeless Skill Safety Briefing 138 offshore training passages later, still give the briefing every time. It begins with the topics of management, body and boat, body taking the lead. Body Management. Sleeping, eating, regularity, peace of mind, these things are super important, and in many ways, keys to safety at sea. Can’t underestimate the importance of keeping yourself together.
    [Show full text]
  • Sea Kindliness and Ship Design
    SEA KINDLINESS AND SHIP DESIGN BY 'CAPTAIN K. MACDONALD, .0.B.E, AND E. V. TELFER, D.Sc., Ph.D4, Vice President A Paper read before the North East Coast Institution of Engineers and Shipbuilders in Newcastle upon Tyne on 2the 18th March: 1938.(Excerpt from theInstitution . Transactions, Vol. LIV) NEWCASTLE UPONTYNE PUBLISHED BY THE NORTH EAST COASTINSTITUTION OF ENGINEERS AND SHIPBUILDERS BOLBEC.HALL. LONDON E. & F. N. SPON; LIMITED, 57, HAYMARKET,S.W.I. 1938. THE INSTITUTION IS NOT RESPONSIBLE FOR THE STATEMENTS MADE, NOR FOR THE OPINIONS EXPRESSED, IN THIS PAPER, DISCUSSION, AND AUTHOR'S REPLY MADE AND PRINTED IN GREAT BRITAIN Printed by J. G. Hammond & Co., Ltd., Moor Street Birmirohatn, and London. SEA-KINDLINESS AND SHIP DESIGN BY CAPTAIN K. MACDONALD, 0.B.E., and E. V. TELFER, D.Sc., Ph.D., Vice-President SYNOPSIS.-/t is suggested that modern progress in ship design has been principally directed to improved smooth-water performance and not suffi- ciently to improved behaviour under adverse weather conditions.Such behaviour as is good is known as "sea-kindliness," a quality not to be confused with seaworthiness. Rolling considerations are used to introduce the subject of sea-kindliness. Sailing ships and steamers are compared and light versus concentrated cargoes are discussed.Various design aspects are mentioned.Next, pitching is considered in relation to cargo distribution and to external form. Particular attention is given to the modern fashion display in stem design, and a preference registered for the old-fashioned clipper stern as having scientific justification.Fine versus full cruiser sterns are discussed.
    [Show full text]
  • Storms and Thunderstorms: Radar Detection and Sailboat Storm Tactics Know What to Do, Have the Right Equipment, and Be Prepared
    Storms and Thunderstorms: Radar Detection and Sailboat Storm Tactics Know What to Do, Have the Right Equipment, and Be Prepared By Tom Lochhaas Storms are one of the most serious dangers sailors face both near-shore and offshore. Sudden, sometimes unexpected high winds can lead to capsize, and in shallower waters waves can build quickly and buffet the boat or lead to broaching or capsizing. Detection of a coming storm and preparations and tactics to employ depend on the boat's equipment and having an effective plan to manage whatever conditions may occur. Watch the Clouds Since times immemorial, mariners have learned to watch clouds for potential weather changes. In summer, most thunderstorms and squalls are heralded by advancing nimbus clouds, often anvil-shaped - big, black clouds that may approach quickly. Big white, puffy cumulus clouds seldom produce a thunderstorm and high wind but may mask nimbus clouds behind them or develop into nimbus clouds. Or the horizon may slowly darken with a deep overcast in which nimbus clouds cannot be seen but which contains storm cells or dangerous downdrafts or microbursts of extremely high wind. At night you may not see the clouds, but most thunderstorms and squalls are announced by lightning appearing on the horizon and growing closer. An experienced sailor never underestimates the storm potential with any of these signs of changing weather. In addition to watching the sky, be alert to any wind change. Shortly before a thunderstorm or squall there may be a momentary lull in the wind as wind direction begins to shift. You may feel a sudden cooling of the air.
    [Show full text]
  • Handling Storms at Sea : the Five Secrets of Heavy Weather Sailing
    HANDLING STORMS AT SEA Overleaf: What is blue-water sailing really like when it’s stormy and big seas are running? Here’s my Santa Cruz 50 hurrying eastward near Marion Island in the Southern Ocean. The ever-faithful windvane is steering nicely while I play with the mainsail reefs and adjust the sails as the boat races through the water and makes great whooshing sounds as she surfs forward on a wave. You know that the yacht will rise up as the next crest comes, but sometimes you wonder if she is buoyant enough. You take a deep breath and say a silent prayer. ALSO BY HAL ROTH Pathway in the Sky (1965) Two on a Big Ocean (1972) After 50,000 Miles (1977) Two Against Cape Horn (1978) The Longest Race (1983) Always a Distant Anchorage (1988) Chasing the Long Rainbow (1990) Chasing the Wind (1994) We Followed Odysseus (1999) How to Sail Around the World (2004) The Hal Roth Seafaring Trilogy (2006) HANDLING STORMS AT SEA The 5 Secrets of Heavy Weather Sailing Hal Roth INTERNATIONAL MARINE / MCGRAW-HILL CAMDEN, MAINE • NEW YORK • CHICAGO • SAN FRANCISCO • LISBON • LONDON • MADRID • MEXICO CITY • MILAN • NEW DELHI • SAN JUAN • SEOUL • SINGAPORE • SYDNEY • TORONTO Copyright © 2009 by Hal Roth. All rights reserved. Except as permitted under the United States Copyright Act of 1976, no part of this publication may be reproduced or distributed in any form or by any means, or stored in a database or retrieval system, without the prior written permission of the publisher. ISBN: 978-0-07-164345-0 MHID: 0-07-164345-1 The material in this eBook also appears in the print version of this title: ISBN: 978-0-07-149648-3, MHID: 0-07-149648-3.
    [Show full text]
  • CSC DINGHY SAILING MANUAL February 2021 Introduction
    CSC DINGHY SAILING MANUAL February 2021 Introduction There's no substitute for actual sailing if you want to learn to sail. This booklet is only intended as a technical reference, to reinforce sailing lessons. If you're new to sailing, relax—you're in good company. Most new members of the Cal Sailing Club do not know how to sail when they join. Put this book down until later, and go sailing. Credits Editor: John Bongiovani Author: John Bergmann Change History Anonymous. First published Edition. The club began about a century ago as an offshoot of a loose association of UC students and professors who were interested in sailing. Perhaps there was a manual—who knows? A manual for sailing was put together using a typewriter and hand drawn pictures, distributed in booklet format. The most memorable part was a cartoon telling how to get onto a Lido from the water, showing a shark. Fitting conveniently in a pocket, most copies were turned into pulp during the new owner's first lesson. Sometime in the 1970s. Various minor changes stemming from disputes over gybing and other pettifoggery. Sometime during the disco era. The advent of the computer in revising the manual, but keeping the same organization. Major discovery: pdf's don't fit in pockets. Sometime in the Clinton era. Major revisions to reflect the end of the Lido, which had served the club (poorly) since 1959. Sometime in the Bush II years V11. Joel Brandt June, 2011 Dinghy Manual. Cal Sailing Club February 2021 Page 2 V12 John Bergmann, updated content and format, added detail on the RS Ventures, March, 2016 V13 Made corrections, added content on Quests, added more figures, and added a table of figures.
    [Show full text]
  • RATING SHEETS and WHY We Have Two Sets of Rating Sheets: One Type for Campers and One Type for Counselors
    RATING SHEETS AND WHY We have two sets of rating sheets: one type for campers and one type for counselors. The camper sheets have no checkboxes and we do not write a camper’s progress on them. Campers are free to take these sheets as a reference. The counselor sheets are only for sailing staff and are designed to stay in a box in the shack. Sailing staff check off what a camper has completed on these sheets and can write comments about how a camper is progressing and what he needs to work on. If a camper wishes to see what he has complete/what he still needs to work on, a counselor can look at this sheet and tell him what he needs to do-- without showing him the sheet. We have done our best to remove the subjectivity involved in sailing ratings for the benefit of both the camper and the staff. For that reason, our understanding is that a camper can receive the ratings of mate and deckhand by just completing the skills on the sheet-- without any judgment on his character or personality down at the sailing department. However, the ratings of helmsman and skipper do involve a character component. Specifically, if a camper is not exhibiting the character traits about at sailing and around camp, the sailing staff should talk to him at least two weeks before banquet and explain how his current actions will prevent his receiving the rating. Skill Explanations Mate ● Properly launch and return to the Small Cove beach under sail ● Sail in a straight line both up and down wind ● Tacking ○ tack from close haul to close haul using minimal rudder
    [Show full text]
  • Shiphandling Under Sail
    Sail Theory Grade III Wind • True Wind is the actual wind force and direction. If you are sitting still this is what you feel • Relative Wind is the wind force you are creating with your motion. On a perfectly calm day, you will feel your relative wind as being exactly contrary to your motion. (If you head north at 10 kt, your relative wind will be a southerly 10 knot breeze) • Apparent Wind is the combination of both. This is the wind you are actually experiencing (Apparent means readily seen or open to view) Apparent Wind • Some points to remember: – If you are going upwind the apparent wind will be greater than the true wind – If you are going downwind the apparent wind will be less than the true wind – Wind direction will also be affected, becoming somewhere in between true and relative wind. – The amount of change in either speed or direction will depend on the relative strengths of the wind, particularly the strength of the true wind • 25 knots of true wind will not change very much for vessels of our speed, 7 knots will be readily affected. Calculating True Wind • You can use vector diagrams to calculate true wind. • One leg will be the vessel’s vector (relative wind), one leg will be the apparent wind as measured, the resultant is the true wind. • For a rough idea you can just look at the waves for wind direction and strength. Sail Theory • When sailing off the wind or downwind then sails just catch wind and get pulled along.
    [Show full text]