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| Steve Cain’s Beneteau First 36.7 SHOOTING STAR
powering to a second in class in the 2010 Stamford Vineyard race. Jeff Tyrrel
navigated for the race and helped build the boat’s crew over the last two years.
See Jeff’s article below on how to create a race-winning crew. |
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HOW WE MAKE A GREAT CRUISING GENOA LAST EVEN LONGER
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Our original Passagemaker II came from our experience with Tape-Drive racing sails. These original load path sails had proven themselves to be the most durable high tech sails on the market. They are light, strong and reasonably priced.
To make the Tape-Drive Passagemaker II even better, we now offer an option of a Dacron chafe guard. Pictured above, this chafe guard, covers the after part of the sail that comes in contact with the mast and rigging and the lower part of the sail that comes in contact with the lifeline stanchions and the bow pulpit.
It can be installed on both sides of the sail as in the picture or on one side
when the sail is made of a laminate that has a Dacron taffeta on the opposite
side. In either case, the laminate film is completely covered by a woven material
that is far better at absorbing the punishment the sail receives with each tack.
The new Passagemaker II also offers a number of options for combating the sun. Besides the old standby Sunbrella sewn to the exposed areas of the leech and foot, a recently introduced fabric called WeatherMax offers a lighter version with roughly the same protection. Both Sunbrella and Weathermax are available in a wide variety of colors.
Even better from a weight point of view is a UV treated Dacron which is stuck to the sail using a pressure sensitive adhesive. The makes a lighter, smoother cover but one with a shorter life span than those mentioned above.
Finally for those cruising sailors who want maximum performance, we offer a furling sock that is pulled up over a furled sail using a different halyard. The socks are slightly more expensive than a sewn on cover and are a little more bother in that they have to be hoisted and secured in place but they offer the ultimate in protection and allow your headsail to offer the ultimate in performance. The socks are made in colors that can match your mainsail cover.
Reefs are still part of what the Passagemaker II offers. As shown in the picture above, we provide reef patches to furl to so the corner load is distributed properly. We do not recommend roller reefing your genoa beyond a few turns of your furling unit in order to avoid overloading the material that remains exposed. It is important to remember that even though the sail has gotten smaller, the sheet load is much greater because wind load increases with the square of apparent wind velocity.
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| YET ANOTHER NEW RULES QUIZ POSTED |
 Rules Quiz 30 has been posted to the UK-Halsey website as well as to the UK-Halsey Rules Quiz program. Owners of the UK-Halsey Rules Quiz program will see the words “Update Available” in the bottom right side of the opening screen. If you can’t see the bottom of the program’s window, drag the window to the center of your screen. The quiz covers when you can legally turn on your engine after finishing.
To see all 30 quizzes for free on the UK-Halsey
website click
here. If you are using our free online animated rules quizzes, you should
consider buying our rules program from our online store. The download program
comes with:
• Animations that can be played full screen
• Our new 37-question multiple choice rules test that comes with detailed answers
• Seven instructional videos that show Butch Ulmer at seminar's teaching different aspects of the rules -- with more to be posted shortly.
• A rules blog that includes writers like Rob Overton (head of US Sailing's Rules committee)
• PDFs with rules related information that you can download
• And frequent free updates
Being a download, you can buy the program and get it almost immediately. Click here to see a short video about the program.
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| J/80 SPINNAKER DEVELOPMENT PRODUCES QUANTUM LEAP FORWARD |
UK-Halsey continues to develop our world
championship winning J/80 sails. Our new generation
asymmetrical spinnakers have proven much faster than the sails used in the 2010
Worlds. At the Phoenix Cup, which was sailed in Hong Kong Harbor and broadcast
on Chinese TV, the boats with UK-Halsey’s new
spinnakers came from behind and passed the boat that
was leading the race at the windward mark.
The race was Louie Perfectua’s at the last windward mark. He sailed to a 20-boatlength lead by splitting from the
fleet to play the opposite shore of the harbor while looking for current relief. But the run to the finish was less
kind than the beat up. While Perfectua jibed downwind sailing hot angles, there wasn’t enough breeze to get a J/80
planing; the extra distance took a toll. ‘Low, slow, and straight down the middle’ turned out to be the program.
Jeff Johnstone sailing JELIGNITE, sailed right by and so did ALCHEMIST.
Perfectua later acknowledged that the v2.0 J/80 asymmetrics being used by most of the fleet
(but not him) allowed for deeper running. He was impressed with the leap in performance.
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LAMINATE SAILCLOTH UPDATE
by Rob Muschamp, Bainbridge International |
I remember setting up for the 1981 St Pete Boca Grande race in what we thought was the most advanced sail fabric known to man. At the time, it really was. It was a very simple Polyester taffeta with a single layer of mylar laminate. As we finished the race and lowered the sail, we immediately went below and began inspecting it feverishly to ensure we had not done any damage. (All without our generous owner’s knowledge) “All-SET...NO DAMAGE.....The sail is good for another day.....”
This sail is nothing compared to the sails we are producing today, but what has really progressed since then???
The biggest explosion and extreme development has been in the area of fiber development and acceptance into
sailmaking. I am going to include a little table that we have been using for years. It compares different fibers
amongst 4 different parameters: Modulus (resistance to tear) Tenacity (resistant to stretch) UV resistance,
and flex loss. I do not want to get too wrapped up in the absolute numbers that are listed here, but they are
useful in comparing different fibers.
| Fiber |
Modulus |
Tenacity |
UV Resistance |
Flex Loss |
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| Polyester |
80-120 |
5-8 |
6 months |
0% |
| Pentex |
250 |
10 |
5 months |
5% |
| Twaron |
600 |
23 |
3 months |
25% |
| Carbon |
1200-2500 |
20-40 |
No effect |
30-100% |
| PBO |
1600 |
36 |
1.5 months |
30% |
| Spectra |
1100 |
34 |
7 months |
No effect |
| Vectran |
580 |
28 |
1.5 months |
15% |
| Technora |
550 |
28 |
3 months |
7% |
By looking at these numbers, we can see some really glaring differences. These differences can also help explain why certain fibers are not suitable for sailmaking in an overall sense. PBO, for instance, came on the scene with a lot of hoopla and was all the rage, until we took a closer look at the fiber, and found, that as good as it seemed initially, (and we made some really light/strong sails) that the UV qualities precluded it from being as good a fiber as it was initially thought to be. We might make a similar assessment about Carbon, and its suitability for say, cruising sails, because of its low flex loss number. However, Carbon is an excellent choice for high-end cruising sails. Why? Well, we found that if we add polyester or Dyneema taffetas to the lamination, the flex loss is severely reduced, and what you end up with is a fiber combination that is extremely resistant to stretch, is not subject to UV degradation, and has flex loss that is totally in the acceptability range.
So, what fiber is best for my sail??? Simple question right??? The answer is not so simple. First you must determine the kind of sailing you do, and your budget. If you race a lot, a Carbon or Twaron sail, (or combination of both) is going to make quite a nice sail to keep you out in front of the pack, but you will be paying more for that sail, and replacing it quicker, than say a Polyester, or Pentex sail. Why??? Because the Carbon and Twaron fibers have significantly better resistance to stretch, but more expensive and they break-down at sometimes better than twice the rate of Polyester or Pentex.
 Construction. Laminates are made by bonding together layers of different materials to form a sandwich. A simple laminate will consist of an open scrim of fibers with a layer of film bonded to each side. The film stops air blowing through the laminate while the load is taken by the scrim. laminates are far more efficient than wovens as the fibers have no crimp.
 The lightest most efficient style we can build is a construction where we encapsulate an open scrim inside a layer of film on each side. We commonly refer to this construction method as film-on-film, or more simply film/film construction. This construction technique is usually reserved for race oriented sailors, as the lightest sail possible can be achieved. We can also decrease the overall weight by reducing the film thickness, on each side of the scrim. In addition, we can add fiber in multiple directions. This tri-axial construction reduces hinging, a known cause of laminate breakdown and shrinkage.
If we want to take this step further, we can add light taffetas (light layer of polyester woven fabric) to the outside of either 1 or both sides. Though the addition of taffetas will not change the stretch characteristics of the fabric significantly, these taffetas will add a substantial amount of durability, and chafe resistance. The addition of taffetas on any fabric will increase its weight dramatically. These constructions are very popular amongst cruising sailors, who desire a more efficient sail, but want to build in a extra little amount of ruggedness.
Radial or Crosscut?? Having now decided that it is a laminate sail I now want, and I am pretty much sold on a higher end fiber choice, I have one more hurdle to jump before ordering my sail. Do I want my sail to be radial or Cross cut? In simple terms, do I want my sail to have the seams roughly parallel to the water, or do I want the panels orienting out of each corner. As in these two drawings…
 What??? There is a choice here. I thought all crosscut sails were for cruising guys and radial sails for the racers (like me). Well, this was the case until just a few years ago. As laminate construction began to mature, we found that it was better to run the fibers in the warp direction to avoid crimp, (which leads to stretch).
Lately, with the advent and sophistication of lamination techniques, we are now
able to offer cross cut laminate sailcloth that is just as efficient as its radial
brother. These fabrics are excellent stand-alone fabrics, or serve as excellent
base materials for tape based sail construction methods. By taking one of these
modern cross-cut materials similar to Bainbridge’s
Diax 2, and introducing longitudinal re-enforcing tapes that overlap the seams,
we can create a structure that is stronger than that of a simple cross-cut (or
radial) sail. The weak point in any sail is the seam. By crossing the seams with
these reinforcing tapes, which can be of Carbon or Twaron, or a combination of
other fibers, we can significantly reduce the fail point of these sails. Here
is a drawing of a UK Tape-Drive sail. Notice that the load bearing tapes crossover
the seams, adding strength and integrity to the entire sail. This structure provides
a light, efficient, durable membrane capable of withstanding the rigorous loads
that sails are subjected to.
Bainbridge International is a global supplier of sailcloth and sail hardware to the sailmaking industry. Although our customers are sailmakers, we recognise that ultimately our task is to make your sailing experience more rewarding no matter what type of sailing you enjoy. Part of this commitment is sailcloth.com showing you in five easy steps how you can get more pleasure and value from sails made by Bainbridge
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| FAST BOATS COME FROM GOOD CREW by Jeff Tyrrel |
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Crew of Shooting Star hiking hard.
Photo Courtesy of Randy Burke LISail.com
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One thing that becomes clear when folks talk about how to grow our sport and get more boats involved in competitive
sailing is the need for good crew. From a boat owner’s perspective,
they wish to bring aboard crew that has some level of experience that can help their
campaign be successful. Conversely whenever one engages fellow sailors about looking for
good boats to sail on, solid programs to join, the common theme is one of a competitive ride
that is fun to sail on. The better crew tend to gravitate towards the more established boats
as they offer the gratification of being part of a winning effort.
That is all well and good for the boats and crew that are in the habit of finding their way
to the podium, but what about boat owners wishing to up their game or crew looking to improve their skill set?
All good boats rely on the individuals who make up the crew and their contributions to the greater effort directly
affect how she will fair on the race course. The successful skipper will provide an environment where the crew can
evolve to become part of a winning campaign. To achieve this there must be a level of expectation.
Each crewmember must honestly identify what they can contribute, as well as what skills they can learn or improve at.
Beyond that each member of the crew must also consider how they can help other team members learn and excel.
Preparation wins yacht races.
Read full article...
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| Photo Courtesy of Dan Watt |
Jeff Tyrrel works for UK-Halsey Sailmakers. He has had a long history sailing with numerous accomplishments that include racing around the world in the early 90's and navigator of the winning boat in the Newport-Bermuda Race in 2008. He has been an the better part of three decades running his own rigging company, managing one of UK's membrane manufacturing facilities and now as a sales consultant in their City Island loft.
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| SPRING LINE CONTROL |
Sail across the ocean and dock a boat like a pro. At www.skippertips.com Captain John Jamieson, with 25+ years as a master mariner, has developed a unique, step-by-step training method that will show you the skills you need for safer sailing anywhere in the world. Here is an excerpt from his highly popular eBook "Dock a Boat like a Pro!"…
Two multi-million dollar sport fishermen are docked flush against the fuel dock. The dockmaster has told you to lie alongside in the narrow space between them. You will have about a foot on each side once you dock.
How can you bring your boat alongside under complete control? Let the pros guide you with these easy steps...
When docking alongside a pier or seawall between two boats, aim for a spot aft of the forward boat, equal to about 1/3 of your overall length. Be sure to include any projections like a bowsprit or anchors in your calculation. Point your bow toward this "aim-point" on your approach (see illustration on right).
Here's an example.
Let's say you have a 30 foot sloop, with 3 feet of bowsprit and anchors. You would aim about 11 feet (1/3 x 33) aft of the forward boat. Once the bow reaches the aim-point, use an after bow spring to hold your position and work the stern in to the pier. We will talk more about wind and current approaches in Part IV of this e-book. But for now, we will make our approach with no influences from wind and current.
Estimate 1/3 of the overall length of your small cruising boat. Include bowsprit or anchor projections. Use this to locate the "aim-point" (yellow star) along the pier.
Read full article...
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| WARM FRONTS
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Warm fronts by definition -Boundary separating the leading edge of advancing, warm, humid air from
retreating cooler air.
- Associated with low pressure systems mostly in northern Latitudes north of 25n where there
are differences in air masses.
- Not found usually south of 25n in the tropics where air masses are usually uniformly
tropical in nature.
On a surface weather map, a warm front is depicted as a line with rounded bumps on the cold side of
the line. On color charts the warm front as shown in red.
- Advancing warm air humid air lifts up over the colder air producing cloudiness then precipitation.
- Cloudiness first appears as high thin cirrus clouds as the warm front approaches.
- Cloudiness thickens and lowers eventually into a low stratus overcast.
- This then develops into steady precipitation (rain or snow) and may last up to 12-18 hours depending
on how fast the front is moving.
- Dense fog at ground level is common very close to the actual boundary.
- 6) Occasionally thunderstorms develop along the warm frontal boundary in the late spring and summer
months.
a) These storms usually are not severe but may contain a lot of lightning.
b) They are most likely late night/early morning hours when atmosphere can be
more unstable.
- Once the warm front moves thru the clouds lift and may break into partial clearing.
a) Temperatures and humidity take a sudden jump upward.
Wind characteristics of approaching warm fronts
- Winds ahead of approaching warm fronts are usually easterly (NE-E-SE)
- Wind strength varies depending on strength of the low and high pressure systems near by.
a) But wind speeds can reach gale force especially in intensifying systems in the Atlantic
- Sometimes though the wind at the surface on the cold side of the front can be somewhat lighter than
grib files indicate.
a) Stronger winds are lifted vertically and do not reach the surface.
b) This is probably more common over land than over water.
- As you cross the warm front into the warm air winds shift abruptly to S-SW .
- Often the strongest winds are found on the warm side of the front in the warm sector of the low
pressure system.
- In this warm sector the full potential of the wind can be realized as stronger winds aloft are easier to
mix down to the surface.
a) Southerly gales are often common in the fall south of warm fronts moving
northeastward off the East Coast of the US eastward to Europe.
b) This can raise havoc in the fall delivery season.
- The area just south of the warm front but also close to the approaching cold front is an area that
should be avoided.
a) It contains the strong wind potential of the S-SW winds in the warm sector.
b) But also is likely to have squalls even higher from the approaching cold front.
Commanders' Weather Corporation is an international marine weather forecasting service that provides specialized weather forecasts for sailors and boats across the globe. With over 6000 clients, Commanders' Weather Corporation is a leader in supplying individualized weather forecasts for all sail racing events as well as cruising and boat deliveries anywhere in the world.
www.commandersweather.com
info@commandersweather.com
tel 603-882-6789 and fax 603-882-6661
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ANY GAME WORTH PLAYING NEEDS TO BE PLAYED RIGHT:
REVISITING THE FUNDAMENTAL PRINCIPLE OF SAILBOAT RACING
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For those of you who are serious racers, there was a very important article about the racing rules that appeared in Sailing Scuttlebutt, issue #3302. The article was written by Peter Wilson, a well known and respected Senior Judge and Umpire and if you haven't read it, you should.
From time to time, UK-Halsey Sailmakers publishes articles on the racing rules written by Rob Overton. Rob is the current Chairman of the US Sailing Racing Rules Committee, an International Umpire, a US Senior Judge and a member of the Florida Appeals Committee.
We are pleased to publish Rob's thoughts on Peter's article.
In Scuttlebutt #3302 Peter Wilson writes an interesting article, "Is the 'Fundamental
Principle' Still Relevant?" The Fundamental Principle (which is on the page
facing Rule 1 in the Racing Rules of Sailing) says "Competitors in the sport
of sailing are governed by a body of rules that they are expected to follow and
enforce. A fundamental principle of sportsmanship is that when competitors break
a rule they will promptly take a penalty, which may be to retire."
It's the last sentence that Peter addresses in his article. He points out that this principle seems to apply less and less, these days, and I think most of us would agree with him. Competitors rarely protest, or, if they're wrong, take voluntary penalties, even for blatant fouls.
This lack of action is, as Peter points out, bad for the sport – it discourages people from learning the rules and frustrates those who abide by the rules when they see others behaving badly on the race course. It's also bad for kids to come to the conclusion (or be taught by their coaches) that it's OK to cheat.
Peter proposed some ideas about what to do to get sailors to respect and follow the Fundamental Principle, but I think there's only one solution: we need to change the culture of competitive sailing. That means we should, as a group, encourage valid protests, strongly encourage sailors to take voluntary penalties, and improve the protest process so it is less rigorous for the protestor and more consistent in the outcome. And we should never encourage or allow our kids, our coaches or our friends to break rules without taking a penalty.
Read full article...
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| BELGIUM NOW SERVED BY TW0 UK-HALSEY LOFTS
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UK-Halsey Belgium has just opened a service loft in Nieuwpoort, which is the
third largest harbor in Europe! Having a loft in the middle of this active harbor
will help UK-Halsey serve many more Belgian sailors. The Nautical Center building,
where the loft is located, is filled with businesses catering to sailors every
need. There’s a chandlery, engine mechanics and now a sailmaker. The new sercice
loft is large enough to store some sails and handle small repairs. The main loft
in Oostende will produce new sails and handle the repairs that are too big for
the Nieuwpoort loft.
For more information, e-mail: Belgium@ukhalsey.com
UK-Halsey Nieuwpoort
Nautical Center
Watersportlaan 15
8620 Nieuwpoort
BE 0451 456 806
ING 380-0051371-32
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UK-Halsey/Lefebvre Sails
H.Baelskaai 43-44
Bel-8400 Oostende
Tel : 0032 59 321176
Fax : 0032 59 324279
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| UK-Halsey International, 175 City Ave., City Island NY 10464 |
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