You and your crew are in the middle of an important race. So far, you, the boat, and crew have been doing really well. You can already visualize taking the trophy.... This thought causes you to push the boat and crew up to, and perhaps beyond, their limits. The wind has been rising all during the race and you've just come around around the downwind marker. The spinnaker is going up ...but you notice it is not trimmed correctly. At that moment, a very strong gust hits the boat and it begins to broach. The leeward rail and boom are in the water and helm is not responding. You sense the rudder is coming out of the water... what would you do? (Topic by Warren Milberg)
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Let out a curse!
I would imagine I would immediately let out all the sails. This should at lease right the boat and give you back the rudder. May do some damage to the spinniker, but at least the boat isn't wet below.
I would imagine I would immediately let out all the sails. This should at lease right the boat and give you back the rudder. May do some damage to the spinniker, but at least the boat isn't wet below.
Regain Steerage
In an important race, at or near the front of the fleet, you are almost certain to have company nearby. The most important thing on the helmsman's mind, as well as that of every sail trimmer, should be keeping or regaining control of the boat. The only way you'll do that is to get the boat back on it's feet and fast to avoid collision and not lose more time and distance (the round-up certainly isn't helping your speed around the course). Because the main is already dragging in the water, easing the sheet will likely do nothing although it will help later. Dump the boom vang (FAST) to spill pressure from the main. Next, call for a *big* ease on the spin sheet, the trimmer should try not to let the tail end go completely. Since there are probably no knots on the ends of the spinnaker sheet, if it runs, the only way to get it rigged again safely in the stronger breeze, is to douse the sail and reset, also a challenge to do safely without control of the sheet. Make sure that the afterguy does NOT get eased with the sheet, the goal is to regain and maintain control, the pole should not be at least off the headstay. If the spinnaker halyard didn't get all the way up, make sure it comes up all the way and fast when the boat comes back upright and before the sail fills. Since the boat rounded up in the wind, with the afterguy and the halyard tight, the spinnaker should not be drawing with just the sheet eased. If the jib is still up, there should be enough sail up to assist with turning the bow back downwind. Bear away slowly as the sails fill, DO NOT OVERSTEER. At this point, the helmsman needs to focus on not rounding down too hard and too fast. Regain control avoid an accidental jibe and reevaluate your sail selection. If this is still the right combination, then sheet in, surf away in control, and start thinking about your next jibe, sail change, mark rounding, or boat crossing. Suck the vang back in, your mainsheet trimmer needs it, but keep someone ready to dump it again if the need comes up again suddenly.
In an important race, at or near the front of the fleet, you are almost certain to have company nearby. The most important thing on the helmsman's mind, as well as that of every sail trimmer, should be keeping or regaining control of the boat. The only way you'll do that is to get the boat back on it's feet and fast to avoid collision and not lose more time and distance (the round-up certainly isn't helping your speed around the course). Because the main is already dragging in the water, easing the sheet will likely do nothing although it will help later. Dump the boom vang (FAST) to spill pressure from the main. Next, call for a *big* ease on the spin sheet, the trimmer should try not to let the tail end go completely. Since there are probably no knots on the ends of the spinnaker sheet, if it runs, the only way to get it rigged again safely in the stronger breeze, is to douse the sail and reset, also a challenge to do safely without control of the sheet. Make sure that the afterguy does NOT get eased with the sheet, the goal is to regain and maintain control, the pole should not be at least off the headstay. If the spinnaker halyard didn't get all the way up, make sure it comes up all the way and fast when the boat comes back upright and before the sail fills. Since the boat rounded up in the wind, with the afterguy and the halyard tight, the spinnaker should not be drawing with just the sheet eased. If the jib is still up, there should be enough sail up to assist with turning the bow back downwind. Bear away slowly as the sails fill, DO NOT OVERSTEER. At this point, the helmsman needs to focus on not rounding down too hard and too fast. Regain control avoid an accidental jibe and reevaluate your sail selection. If this is still the right combination, then sheet in, surf away in control, and start thinking about your next jibe, sail change, mark rounding, or boat crossing. Suck the vang back in, your mainsheet trimmer needs it, but keep someone ready to dump it again if the need comes up again suddenly.
Blow the VANG!
Everyone should be crawling up to the high side and someone, anyone BLOW THAT VANG!. I've done this on a Soverel 33 off of Newport, RI. Also did some 'shrimping' that day!
Everyone should be crawling up to the high side and someone, anyone BLOW THAT VANG!. I've done this on a Soverel 33 off of Newport, RI. Also did some 'shrimping' that day!
Release the vang, ease the main, ease the Spin
sheet and hang on. You need to get steerage back as fast as posssible but be careful not to over steer or you will be into the old death roll thing. Try to keep your main trimmer and the spinny trimmer in a position to have hands free to trim as soon as you say so. My San Juan 24 was ( and is) pretty good at getting us into a broach situation with that big spinnaker, round hull shape at the stern and swept back keel. We got dragged all over the lake last race last season because we had a foredeck crewman flying the chute who didnt understand EASE the sheet!! He does now.
sheet and hang on. You need to get steerage back as fast as posssible but be careful not to over steer or you will be into the old death roll thing. Try to keep your main trimmer and the spinny trimmer in a position to have hands free to trim as soon as you say so. My San Juan 24 was ( and is) pretty good at getting us into a broach situation with that big spinnaker, round hull shape at the stern and swept back keel. We got dragged all over the lake last race last season because we had a foredeck crewman flying the chute who didnt understand EASE the sheet!! He does now.
fire the tactician...
...for calling for a spinnaker hoist after you've rounded the "downwind marker." (By the way, Warren, most racers would call this the "leeward mark" and would be dousing the chute at this point, not hoisting it.) There are three things you can do to rescue a pinned boat: (1) blow the vang (2) fire the tactician (3) hoist the "vessel not under command" flag; preferrably in that order.
...for calling for a spinnaker hoist after you've rounded the "downwind marker." (By the way, Warren, most racers would call this the "leeward mark" and would be dousing the chute at this point, not hoisting it.) There are three things you can do to rescue a pinned boat: (1) blow the vang (2) fire the tactician (3) hoist the "vessel not under command" flag; preferrably in that order.
C'mon
Have I been out of racing that long? Rounding the downwind mark and raising the chute? Are there some new natural laws that I missed in the last few years? Round the windward mark and raise the chute. Please. Eric
Have I been out of racing that long? Rounding the downwind mark and raising the chute? Are there some new natural laws that I missed in the last few years? Round the windward mark and raise the chute. Please. Eric
Eric and john caught it!
The leeward mark is where the chute is dropped not hoisted. TGP, which Soverel 33 are you sailing on? Just finished our first season on Black Pearl, formerly Black Watch. Love these boats. This year the North American Championship will be held at Larchmont YC. Will you be there?
The leeward mark is where the chute is dropped not hoisted. TGP, which Soverel 33 are you sailing on? Just finished our first season on Black Pearl, formerly Black Watch. Love these boats. This year the North American Championship will be held at Larchmont YC. Will you be there?
You guys are, of course, right...
... sorry about the confusion about markers, my fingers were working faster than my brain. Mea culpa.
... sorry about the confusion about markers, my fingers were working faster than my brain. Mea culpa.
Ego te absolvo
Regardless of culpa, it's a good thing to know that once your rudder's out of the water spinning the wheel isn't going to accomplish a thing. The first time I heard about this was about 30 years ago when the boat was already on its side and the helmsman was yelling, "BLOW THE VANG! BLOW THE VANG! BLOW THE VANG! Sounded a bit goofy at that moment, but after he yelled it enough times I managed to climb up to the vang and blow the silly thing. It works.
Regardless of culpa, it's a good thing to know that once your rudder's out of the water spinning the wheel isn't going to accomplish a thing. The first time I heard about this was about 30 years ago when the boat was already on its side and the helmsman was yelling, "BLOW THE VANG! BLOW THE VANG! BLOW THE VANG! Sounded a bit goofy at that moment, but after he yelled it enough times I managed to climb up to the vang and blow the silly thing. It works.
...But it's under a lot of tension!
Cam cleats can be very hard to release when they're loaded up. This is actually a good lesson to remember when inspecting your running rigging. Not just whether or not the equipment is in good repair, but is it located where someone can get to it easily when the boat is laid over and spinning wildly. On big boats, we had a "chicken" valve located by the mainsheet trimmer. A quick, easy, 1/4 turn and the hydraulic vang was released instantly, and without anyone getting hurt. There was also a fine adjust valve next to the pump handle if all you wanted to do was adjust it. But when you opened the quick release, you had to pump the whole thing back up again... which was ok, but didn't feel fast when you were in the middle of it. A pretty elegant solution indeed. Kept the decks clear too. Oh, and another valve allowed you to use the same pump to adjust the backstay, but the quick release valve was only plumbed to the vang.
Cam cleats can be very hard to release when they're loaded up. This is actually a good lesson to remember when inspecting your running rigging. Not just whether or not the equipment is in good repair, but is it located where someone can get to it easily when the boat is laid over and spinning wildly. On big boats, we had a "chicken" valve located by the mainsheet trimmer. A quick, easy, 1/4 turn and the hydraulic vang was released instantly, and without anyone getting hurt. There was also a fine adjust valve next to the pump handle if all you wanted to do was adjust it. But when you opened the quick release, you had to pump the whole thing back up again... which was ok, but didn't feel fast when you were in the middle of it. A pretty elegant solution indeed. Kept the decks clear too. Oh, and another valve allowed you to use the same pump to adjust the backstay, but the quick release valve was only plumbed to the vang.
That's why the vang is on a clutch, not a camcleat
Our vang is on a clutch, rather than a camcleat, because the latter can be impossible to release under load. Broaching is no slow and no fun. Getting that rudder back in the water is important, as is getting the boat headed down as fast as possible. Watching crews who prolong or increase their agony by releasing more than just the vang and spinnaker sheet can be hilaraious, so long as no one gets hurt.
Our vang is on a clutch, rather than a camcleat, because the latter can be impossible to release under load. Broaching is no slow and no fun. Getting that rudder back in the water is important, as is getting the boat headed down as fast as possible. Watching crews who prolong or increase their agony by releasing more than just the vang and spinnaker sheet can be hilaraious, so long as no one gets hurt.
Why not blow the mainsheet?
My vang has a cam cleat, so it's hard to blow, not to mention on the deck on the other side of the dodger. The mainsheet seems a lot easier. (OK, I have a dodger and I'm not racing, but still want to understand my options). Am I missing something?
My vang has a cam cleat, so it's hard to blow, not to mention on the deck on the other side of the dodger. The mainsheet seems a lot easier. (OK, I have a dodger and I'm not racing, but still want to understand my options). Am I missing something?
not the mainsheet
you're on your side and the boom is in the water. Releasing the mainsheet would send the boom out, but it won't go out. You want it to go up, thus collapsing the main. Thus the vang.
you're on your side and the boom is in the water. Releasing the mainsheet would send the boom out, but it won't go out. You want it to go up, thus collapsing the main. Thus the vang.
Good argument for BoomKicker
Most everyone has figured out that easing the spinnaker sheet and releasing the vang are the two keys to this situation. However, some (most?) rigid vangs have an upward travel limit. Releasing the vang allows the boom to rise, but only so far. One of the features of the BoomKicker that impresses me is it's mounting at the boom. The strut is designed to come loose from the boom if you release the vang to let the boom sky. After the excitement is over the strut can be slipped back into it's upper mount and nothing should be bent or broken. Available right here: http://shop.sailboatowners.com/detail-bk.htm?fno=400&gclid=CI-5kNTivIoCFQTwYAod3RcvQw
Most everyone has figured out that easing the spinnaker sheet and releasing the vang are the two keys to this situation. However, some (most?) rigid vangs have an upward travel limit. Releasing the vang allows the boom to rise, but only so far. One of the features of the BoomKicker that impresses me is it's mounting at the boom. The strut is designed to come loose from the boom if you release the vang to let the boom sky. After the excitement is over the strut can be slipped back into it's upper mount and nothing should be bent or broken. Available right here: http://shop.sailboatowners.com/detail-bk.htm?fno=400&gclid=CI-5kNTivIoCFQTwYAod3RcvQw
Cut the mainsheet.
If I was doing so good I should recover and still place respectably. Can't win them all, it was fun.
If I was doing so good I should recover and still place respectably. Can't win them all, it was fun.
By the numbers
TGP has the right idea! 1. Crew all on the high side, fast. 2. Spin eased. 3. Vang out. 4. Main eased. 5. When rudder bites, steer off wind until back under control. 6. Set sails again. Watch the competition struggling. In order, if any of these things corrects the problem, go to 5 & 6.
TGP has the right idea! 1. Crew all on the high side, fast. 2. Spin eased. 3. Vang out. 4. Main eased. 5. When rudder bites, steer off wind until back under control. 6. Set sails again. Watch the competition struggling. In order, if any of these things corrects the problem, go to 5 & 6.
Jump!
Jump! Then swim to the next boat and assume a crew position. At least you'll still finish....or even place! (yes, humor)
Jump! Then swim to the next boat and assume a crew position. At least you'll still finish....or even place! (yes, humor)
It can be exciting the first time
Let me begin this by saying I'm a cruiser not a racer (unless I see someone trying to pass me of course
Anyway, once in the BVI in the flotilla we had a race of about 8 boats. My fellow captain and best friend considers himself an accomplished jboat racer since he participates regularly in Annapolis. I was to be helmsman and he work the sheets. I was somewhat experienced with the shoal keel since that is what I have on my Hunter, he wasn't. Anyway we started out real well as the race began. We were at the head of the pack at one point and he was tightening down the jib. I told him that I either needed to fall off a little or he needed to ease the sheets. Nope, he was determined that we could still point higher and tighened down the sheets even more. Well, just as I predicted, the rudder came out of the water and we rounded up, right in front of this beatiful 9aka very expensive) old yacht that happen to be tagging along for the race (and doing quite well). Talk about your heart up into your throat.....well, fortunately I was able to regain control after the rounding up and avoid the other vessel (way too close for my liking). My friend had that look in his eye like it was my fault and I guess it was since I was at the helm. We finished third in the race once we got started again and he listened to me. Later in the same trip, he was at the helm as we approached the Sir Frances Drake Wind Tunnel and he lost rudder control. I think he realized that these cruising vessels with shoal draft behave a little differently than the J boats he was use to. Never heard another world out of him after that. I didn't know about the Vang tip, makes sense and I'll keep that one in mind.
Let me begin this by saying I'm a cruiser not a racer (unless I see someone trying to pass me of course
Anyway, once in the BVI in the flotilla we had a race of about 8 boats. My fellow captain and best friend considers himself an accomplished jboat racer since he participates regularly in Annapolis. I was to be helmsman and he work the sheets. I was somewhat experienced with the shoal keel since that is what I have on my Hunter, he wasn't. Anyway we started out real well as the race began. We were at the head of the pack at one point and he was tightening down the jib. I told him that I either needed to fall off a little or he needed to ease the sheets. Nope, he was determined that we could still point higher and tighened down the sheets even more. Well, just as I predicted, the rudder came out of the water and we rounded up, right in front of this beatiful 9aka very expensive) old yacht that happen to be tagging along for the race (and doing quite well). Talk about your heart up into your throat.....well, fortunately I was able to regain control after the rounding up and avoid the other vessel (way too close for my liking). My friend had that look in his eye like it was my fault and I guess it was since I was at the helm. We finished third in the race once we got started again and he listened to me. Later in the same trip, he was at the helm as we approached the Sir Frances Drake Wind Tunnel and he lost rudder control. I think he realized that these cruising vessels with shoal draft behave a little differently than the J boats he was use to. Never heard another world out of him after that. I didn't know about the Vang tip, makes sense and I'll keep that one in mind.
Ummm…..
….I’ll assume you meant rounded the upwind mark? I mean, if the shute’s on it’s way up…. Well, we’d poke the bow as much downwind as possible, ease vang & ease the sheet for the spinnaker, shadow that ailing sail with the main to get it all the way up and more or less trimmed. Once it was under control, tune all sails and return to our usual racing strategy. (running away from the rest of the fleet like a bunch’a frightened little girls) Ferg
….I’ll assume you meant rounded the upwind mark? I mean, if the shute’s on it’s way up…. Well, we’d poke the bow as much downwind as possible, ease vang & ease the sheet for the spinnaker, shadow that ailing sail with the main to get it all the way up and more or less trimmed. Once it was under control, tune all sails and return to our usual racing strategy. (running away from the rest of the fleet like a bunch’a frightened little girls) Ferg
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