1 Swan 45

TUNE YOUR RIG FOR OUTRIGHT SPEED

Swan 45 Tuning Guide Solutions for today’s sailors 2

We hope you enjoy your Swan 45 Tuning Guide. North class Swan 45 representatives and personnel have invested a lot of time to make this guide as helpful as possible for you. Tuning and trim advice offered here have been proven over time with top results in the class.

North has become the world leader in sailmaking through an ongoing commitment to making sails faster, lighter and longer lasting. We are equally committed to working as a team with our customers.

As always, if you have any questions or comments we would love to hear from you. Please contact your Offshore One Design class representative. Sincerely,

Ken Read President North Sails Group

Contents Recommended Inventory Pg. 1 Setting Up at the Spar Mainsail Pg. 3 Target Speeds and Angles All Purpose MNi-4 Mainsail 3Di 780iM RAW 19600

Pg. 4 Jib Trim Headsails

Pg. 6 Mainsail Trim Li-3 Headsail 0-10kts 3Di – 780iM RAW 14700 Mi-3 Headsail 3Di – 780iM RAW 16800 Pg. 8 Spinnaker Trim Hi-3 Headsail 3Di – 780iM RAW 22400 HWJi-2 Headsail 3D – 780i 23800 Pg. 10 Spinnaker Trim Key Points

Pg. 11 Hot Tips Downwind Sails A1-3 SuperLite – SL50 A2-3 SuperKote – SK60 A3-1 SuperKote – SK130 SD S2-4 SuperKote – SK60 S4-3 SuperKote – SK90

Swan 45 Tuning Guide Solutions for today’s sailors 1

1.25m

White Band

Fig. 1 Fig. 2 Fig. 3

Fig. 1 Fig. 2 Setting Up at the Spar Step 5 Step 1 Using the centerline headsail halyard, Step carbon spar onto adjustable swing the halyard to the TuffLuff headstay mast step. and make a reference mark on the TuffLuff. The halyard is tensioned by hand Step 2a to the locator point on the side of the spar Adjust mast step such that the forward face in Step 4 and then swung to the headstay of the carbon spar is located 58cm behind while maintaining the same tension. the aft face of the forward cabin bulkhead. This applies to most boats (Fig. 1). Step 6 Measuring from the thwartship clevis pin Step 2b which attaches the headstay to the stem Set the spar position fully aft in the fitting adjust the headstay turnbuckle partner hole for maximum “J”. Value is until the distance from the clevis pin 5.40 meters measured from headstay CL center to the reference arc mark on the at stem shear intersect. headstay is 1.25m (Fig. 2). This is the light Step 3 air base setting. With the upper and lower shrouds not quite “hand tight” shift the hounds left NOTE: Headstay load should be 1000 psi or right such that the hounds are in for an accurate measurement of headstay. the center. Use the centerline Headsail Measure 1.30 meters down from top of halyard for the measurement to the cap this white band (Fig. 3). Swing arc to the shroud tangs. headstay and make an indelible mark. Step 4 Adjust the headstay turnbuckle until the Locate a permanent reference point on distance from the headstay pin to the the side of the spar 1.3 meters below the mark is 1.25 meters. This headstay length top edge of the gooseneck “white band” is suitable for 7 knots true if you prefer to on the side of the spar. This should be just sail with maximum rake. (Light Air Base above the partner hole. setting)

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Setting Up at the Spar Upwind in Heavy Air (16-25 vt) (continued) • From medium air measurements... • Shorten headstay further until arc Step 7 measurement is 1.23m. With rig in the middle and diagonal • Tighten D1 by 4 x 360° shrouds loose and backstay off, jack the • Tighten Caps by 5 x 360° rig up until the jack value (psi) reads 2000. To reach light air base setting for the D1 Jack pressure should be approximately and D2 ease D1 by 4 turns and D2 by 6000#, and you should see the D1 and three turns. D2 slightly to windward with mast tip to leeward approx. 2cm. Step 8 Mark your S1 (bottom spreader) and S2 For Offshore sailing with an eye toward with reflective tape from the center of headsail reaching the sail groove. From heavy set-up. • Shorten headstay 12 turns. S1 = 93cm from center at back of spar • Ease Upper shrouds approximately and spreader. 5 turns. S2 = 70cm from center at back of spar • Add 2 turns to the lower diagonals. and spreader. • Move mast butt aft 2cm. to 60cm as per NOTE: You should expect the rig to settle after use in strong winds. Some Step 9 yachts encountered approximately The boat will now sail at higher angles of 1000 psi variation after 6 days of sailing. heel without excessive rudder pressure. Diagonals and mast tip should look the Upwind in light air (4-8 vt) same as for heavy air. • Set headstay arc measurement at = 1.25m. The maximum tension on the backstay is • Jack pressure is approximately approximately 4200 PSI. The rig should be 2000# on the upstroke. aggressively but evenly bent at that time. • D1 and D2 are very loose and visibly sagging. • You should see the rig spooned to leeward (Sag) with the tip to windward slightly when fully trimmed. • Headstay should wobble in a small seaway. • Butt 2.25cm aft of full fwd.

Upwind in medium Air (9-15 vt) From light air measurements. • Shorten headstay until arc measurement is 1.24m. • Tighten D1 by 3 x 360° • Tighten Caps by 3 x 360°

Jack pressure should now be approximately 4000#, and you should see the mast straight sideways.

Swan 45 Tuning Guide Solutions for today’s sailors 3

Target Speeds and Angles

Upwind Targets Downwind Targets

Optimum Sail TWS Speed TWA AWA Sail TWS Speed TWA AWA

Light Jib 4 4.8 44 20 1A 4 3.9 143 74.5

Light Jib 5 6.2 41.3 20.3 1A 6 5.2 143 83

Light Jib 6 7.0 39.3 20 1A 8 6.7 143 86

Light Jib 7 7.4 36.1 20.9 1A 10 7.1 150 108

Light Jib 8 7.6 35.3 21.7 2A / 2S 12 7.5 156 126

Medium Jib 12 7.7 35.4 23 2A / 2S 14 7.7 169 157

Medium Jib 14 7.8 35.9 24.3 2A / 2S 16 8.2 173 166

Medium Jib 16 7.8 36.7 24.3 2A / 2S 18 8.6 175 171

Heavy Jib 18 7.9 37.2 26.9 4A / 4S 20 9.1 174 169

Heavy Jib 20 7.9 37.4 27.3 4A / 4S 22 9.6 173 167

Heavy Jib 22 8.0 37.6 27.9 4A / 4S 24 10.1 172 166

HWJ 24 8.0 38 29

HWJ 26 8.0 38 29

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Fig. 4

Fig. 5 Fig. 6

Jib Trim Light Headsail (Fig. 4) in 8 knots true windspeed. Backstay is tensioned to 2900 lbs. Note headsail leech close to trim marks on spreaders. Medium headsail (Fig. 5) in 17 knots true windspeed. Looking good Light headsail (Fig. 6) in 8.2 knots true windspeed, well trimmed but just shy of optimum inhaul (approx. 7.5°).

Windspeed Sheeting Angle

8 -14 true 6.4° (A above)

17 true 7.5° (B above)

18-21 true 8.5° (C above)

22-30 true 9.2° (D above)

.

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Fig. 7

Fig. 9 Fig. 8

Jib Trim (continued) Swan 45 heavy weather jib (Fig. 9) Heavy jib (Fig. 7) nicely trimmed in 20 For Upwind in HeavyAir, 20-29 VT. knots true windspeed • Arc should be 1.23m or 6 x 360° from light base. Note, the jib leech reference marks • Tighten D1 by 7 x 360° (from light near the middle of each spreader (see red setting). Mast should have small arrows) in relation to the leech. Leech on windward bow. the heavy jib is set-up to fly far more • Tighten caps 8 x 360°. Jack pressure open than the light or medium in order should be approximately 6500 lbs. to allow faster sailing without backwind • Cunninham/outhaul/vang should be on the mainsail. Sheeting angle is tight with main halyard to band. approximately 10°. • Traveller-is operating at lower 1/3 of its range. Sheeting angle (Fig. 8) and clew position of heavy jib is approxi. 8°.

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Mainsail Trim • Mast bend, fore-aft and sideways. The mainsail trimmer’s job is to produce Controls draft and camber. a wide range of shapes using an array of • Batten, stiffness and tension. Moves tools. The trimmer’s toolbox includes: the draft fore and aft. • Spreader sweep (more or less) • Outhaul and sheet tension control controls where the mast bends. depth and twist. • Butt position (fore and aft.) controls • Cunningham can be key in stronger mast bend. winds. Adjusts draft throughout • Mainsheet is critical in controlling the main. shape. • Boom vang to even up the entry angle and control low bend fore and aft. • Traveller controls sheeting angle and how fast the boat builds speed. • Backstay tension determines the camber of the mainsail via mast bend. • Headstay length...shorter for less pre-bend and longer for more. Modifies low depth.

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Mainsail Trim (continued) Swan 45 main in lightest of air (Fig. 10) For Upwind in light air : 4-8 vt:

• Jack press. approx. 2000# (on upstroke) • Rig: 6mm sideways sag with mast tip slightly to windward • Headstay should wobble comfortably in a small seaway • Butt 2.25cm behind full forward • Backstay and outhaul fully eased • No Cunningham or vang • Traveler 30cm to windward of center • Arc: for all main stuff Fig. 10

Mainsail shape in 10-14 (Fig. 11) true windspeed This is the optimum shape for sailing at full speed and pointing. • Top batten is 30 above boom parallel. • Batten selection is the softest combination possible to allow draft to move aft as much as possible, minimizing interference with headsail. • Mast butt is slightly aft to induce some low bend. • No vang or Cunningham tension is applied. • Boom end is 30 cm above centerline.

Mainsail shape in 16 knots (Fig. 12) Fig. 11 true windspeed

• This is a fast shape for the upper end of the medium or bottom of the heavy. • Cunningham pulled to remove wrinkles plus 2cm • Outhaul out to white band at boom end • Vang has 75 lbs. of pull on the final purchase. • Headstay shortened to produce an arc or 1.23m. • Caps/D1s and D2s are tightened by 6x360° • Mast Jack is showing approximately 6400 PSI • Traveller is 2/3 down Fig. 12

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S2 A2

Fig. 13 Fig. 14 Fig. 15

Spinnaker Trim Downwind ranges and crossover NOTE: In 9-12 knots true windspeed with between sails only one person in the cockpit the fore aft trim could be improved by moving In winds from 4-12 knots the A1 is the best more crew weight forward. Backstay and sail since the optimum apparent wind outhaul are eased (Fig. 15). angle progresses from 75° AWA all the way to 120° AWA. Once 120° AWA has Attention is paid to keep boatspeed at the been reached, the pole wants to square posted target. If boatspeed is allowed to more than 3 meters; indicating it’s time to drop by sailing low, the net VMG loss due change to the A2 or S2 (Fig. 13). There are to the subsequent speed-build outweighs differing opinions to whether asymmetrics the short term VMG gain. or symmetrics are faster in the class. Time will tell.

The North A1 Class Asymmetric (Fig. 14)

• True Wind Speed range 5-10 true • True wind Angle range 71°-120° • Optimum apparent wind angle from 85°-110°. Use tweaker if caught above optimum TWS. • Cloth choice: AirX 500 or NorLite 50/60 • Sail is close to cross over with the A2. Two boat testing indicates the cross over lies at 12-13 knots or when you can hold speed with a true wind angle greater than 152°.

Swan 45 Tuning Guide Solutions for today’s sailors 9

Fig. 16 Fig. 17 Fig. 18

Spinnaker Trim (continued) When a gybe is called, the afterguy is The North 2A class asymmetrics (Fig. 16) released and the snout line is overhauled as close to the bow as possible. Because • True Wind Speed range 16-25° true the tack comes closer to centerline, the • True wind Angle range 150°-167° helmsman will have to sail slightly higher • Optimum apparent wind angle from in order to keep the Asymetric full. As 120°-165° soon as the afterguy is released the tack of the Asymetric is brought in to centerline Cloth choice: and the helmsman can then start turning • AirX 600/700 for the 2A 700/900 for the boat. Once the helmsman gets the the 4A boat DDW, the old sheet is released very • NorLite 60/50 quickly. The person on this needs to make sure that the line has no snags and runs In 15 knots the boat should be sailed very easily and quickly. Once the sail flies with neutral helm and 3° weather heel. past the bow and is almost on centerline, The crew is evenly split on the port and the helmsman, now holding the boat starboard side (Fig. 17). DDW for only a few seconds, can make his turn to the new course. The new sheet Luff projection to windward is helped by needs to be pulled in extremely fast. the weather heel. Having a dedicated person over handing the new sheet helps get it in faster and Jibing an asymmetric spinnaker with a pole keeps the spinnaker from wrapping. It’s Onboard RUSH, we have a dedicated very important that the spinnaker be full winches for pulling in the “snout” line prior when changing course down to DDW and to gibing. not collapsed (Fig. 18).

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Spinnaker Trim Key Points

• The helmsman’s course during the • After releasing the afterguy and gibing process can make or break while the tack is on the snout line a good gybe. Knowing how long to the helmsman should not worry keep the boat DDW so the trimmers about the pole. The sail will fly can keep up is important. nicely on the snout line provided the helmsman sails a slightly • Having a good feel for what the new higher course in order to keep the course/angle will be also make for a spinnaker full. The only time this is better gybe. a bit hairy is in lots of wind. The boat becomes a bit unstable when • Having the old sheet run free VERY one has to sail a higher course. quickly is key. A snag in a block or Getting the pole back to the tack someone stepping on the sheet will and pulled aft is important in big ruin a gybe. breeze for control.

• If the spinnaker starts wrapping • Again, the helmsman basically around the headstay the controls whether the spinnaker helmsman needs to go back to stays full in cooperation with the the old gybe before the spinnaker trimmers. And again, having a fast wraps in a knot. way to get the snout line down is important. Having the snout • The bow man must position the line pulled in to the bow is not new lazy sheet on the Gybeulator important because the spinnaker during the gybe and make 100% will fly fine with it eased. It’s just certain that the lazy sheet cannot that the spinnaker and boat are go under the bow. more controllable with the tack closer to the bow. • In heavy air, concentrate on gibing the mainsail first while the spinnaker is all the way eased and way in front of the boat. Then work on pulling in the new sheet.

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Hot Tips from experts who Chris Williams: The Medium design is Jordan Murphy/Phil Gow (trimmers): For have sailed the Swan 45s very fast above 10 VT. smooth jibes use the cabin top winches for the guy. This will allow for a better Andreas Josenhans: Rig tuning for 15+ transfer of the asymmetric sheets. Steve Benjamin: Crew weight distribution requires the leeward upper shrouds to for winds under 12 is best with two people have tension while fully trimmed and Jim Monks (trimmer): suggests the A1 in front of the upper shrouds going crewed. is best flown in light air with a two-panel upwind. In winds under six knots try three curl while over 8 knots of windspeed it people in front of the upper shroud. Will Keyworth: When sailing downwind should be flown with a minimal curl in in winds over 14 there should be slight order to expose the maximum sail area to Tom McLaughlin: Rig tension at #4000 is weather heel (3-5 degrees) to maximize the wind. very good for winds between 10-14 knots windward luff projection. true. Neil Mackley: Be sure to order the full Bill Liberty: Try to get as much extra gear race package from Nautor since all the Wally Henry: Tune mast to sag sideways out of the boat as possible for best speed details will be right and ready to race. (approx. 4cm) for winds from 0-14. This in the light air of Long Island Sound. requires loose diagonals. Kevin Dailey: Add purchase to the vang Chris Larson: The A1 flies optimally with for better control of the main leech in over Andreas Josenhans: Sail testing has the inboard end of the pole just above the 14 knots of breeze. shown the light headsail is very good up gooseneck in light air. to 13 knots. Matt Beck: Good upwind speed in light Kevin Dailey: When sailing upwind in very air is developed only when the backstay is Jody Lutz: When sailing VMG angles light air, pull the traveler to windward until applied, allowing a drag reduction which downwind keep the boatspeed at target the boom is 30cm above the centerline. then permits a further speed build. or the speed will plummet. If speed does The traveler car will be 30cm below the plummet, the speed build will be glacial. top. Kevin Burnham: For light air downwind sailing you cannot have more than Dave Scott: Headsail must be lead Matt Beck: In light air upwind the the helmsman and one trimmer in the well forward to add foot depth and be backstay must be fully eased to prevent cockpit. substantially in-hauled this technique the main leech from getting fouled in adds feel and pointing for the light tacks and jibes. headsail. The jib should carry foot depth all the way down to the deck in very light Andreas Josenhans: Coat the A1 with air. However, as wind speed builds, the McLube. During light-air jibes, the sail will lead must go aft to reduce drag and allow slide across the headstay more easily. the boat to speed up and point high. David Hirsch: For optimum mainsail trim Kevin Dailey: When sailing downwind in 8 knots, sheet the main very hard and with the A1, the crew should be well then play the traveler to keep the boat in forward, with at least four people ahead the groove. of the upper shroud. In some cases there should be six people ahead of the upper Brad Read: If the rig is bouncing around in shroud. This will reduce wetted surface. light air while sailing downwind, tie the D1 to the cap shroud with a sail tie to prevent Tom MacLaughlin: Optimum set-up for the shrouds from banging around. 7-9 VT. was with clew over SS handrail and lead well forward for additional depth. Specifically for the light headsail.

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Worldwide Service All North Lofts offer: At North Sails, we view each sail purchase as the beginning of a long and rewarding Annual checkover relationship. We base this expectation on a Winter storage strong service commitment that includes Retrofitting preventive maintenance, sound advice, Educational education and expert repairs. Sail washing North Sails is a network of more than 100 Sail tune-up lofts in 34 countries around the world. Each Seminar resources offers knowledgeable, friendly, personal sales and service. Our size and worldwide reach also means North has the world’s most expansive sailmaking database. It would be hard to find a sailboat for which we cannot make a fast, durable and long lasting sail.

Swan 45 Tuning Guide Solutions for today’s sailors 13

Swan 45

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For any question you may have on tuning your Swan 45 for speed, contact our experts:

Anrd Howar [email protected] +49 (0) 40 30096789

For other useful information visit the Swan 45 class website www.swan45class.com

Swan 45 Tuning Guide Solutions for today’s sailors