The Daily Swerve

And the Balls have it...

2010-02-06T17:27:00.000-08:00

Quick post cause it's cocktail hour... so this will be brief...

Team Horsballs edges out Greg Fisher and his superb team to take the 2010 Thistle Midwinters West. More details to follow depending upon sobriety.

Congrats to all the competitors.

Balls deep in breeze!

2010-02-06T10:19:00.000-08:00

Its absolutely nuclear this morning in San Diego, CA for Thistle MWW 2010. With some hot and heavy racing, it comes down to the final day of sailing in some epic conditions.

The race committee has decide to sail in Mission Bay this afternoon, as the forecast is calling for breeze in the upper teens and puffs 2-4 knots above that. Team Horseballs is anticipating some wicked puffs and big shifts, so the racing will be intense and consistency will be key. Greg "Fishballs" Fisher is right behind us (1.5 pts) and I think we all know that old salty dog still has a few tricks up his sleeve.

The current top 5 scores are as following after 6 races:

Championship Division:
3966 Horseballs 14.5 pts
3839 Fishballs 16 pts
3852 Doug Hart 18 pts
3820 Mike Gillum 24.5 pts
4009 Dave Tilson 24.5 pts

President's Division:
3851 Stu Roberson 6 pts
3956 Chip Ballough 15 pts
2737 Paul Harlow 16 pts
3410 Mike Poltrak 22 pts
3995 Ken Lane 23 pts

These scores are all pending protest (... and my level of sobriety this morning...)

Will keep you posted after the racing.

For Jack....

2010-02-05T21:44:00.000-08:00

First and foremost, our thoughts and prayers go out to the Bauer family today, as we have heard news on the Left Coast of the passing of Jack Bauer.... a true Thistle Class sailing icon and class act. Today was the epitome of every Jack believed sailing should be; great, intense racing and off the water friendships... Many toasts for a good friend, great person and mentor.

As for the action at MWW, I can say our team (3966) sailed quite inspired today, as the epic conditions (15-18 knots, great swells) lead to some fantastic racing and great finishes. Coupled with carrying over half-points from the first day of sailing, the leaders going into the day were tight.

Race One was a tale of two races for Team Horseshack, as we had a less than stellar start and had to work extremely hard to get off the line under a crowd. But, sticking to a plan developed prior to the start, we recognized some significant gains and pressure to be had on the left side of the race course, and "hung it out to dry" so to speak. Boat speed has been the key to the week, and once again it paid off, as Craig "Horseshack" drove the boat like a man possessed. Combining a great 1st beat, and screaming downwind leg, we were able to lead wire to wire in that race; not without the rest of the fleet chopping tight on our heels. There are no "slouches" on the west coast, and these guys continue to impress.

Race Two was quite similar, though with a few major twists... One of which was Team Horseshack getting a stellar start and another phenomenal 1st beat to lead wire to wire... except... we had to christen a new bow ornament (Krazy Karl) as I had to rush up to the front of the boat at the last leeward mark rounding and fix our broken tack pin. All said and done, we finished 5th that race, because our fearless leader remained calm (literally) and we focused on correcting our issue and moving on. Greg "Fishballs" Fisher ended up winning that race, keeping the competition tight.

Race Three was a battle of attrition. All the teams were well worn out after 2 epic races prior, and the mental state was quite key! A positive attitude definitely paid good dividends, as there is no way in hell my body wanted to take any more of that punishment. Apparently our boat didn't either, as the port side jib car decide to "dismount" from the thwart halfway up the 2nd beat of this final race. The major story here was making me scream like a school girl every time we were on starboard tack because I could not cleat the jib. Amazingly enough, we were wicked fast, so Horseshack was not sympathetic to my cause... joking... and we managed to pass 4 boats on the final beat to finish 3rd for the race, and 1st overall... leading the regatta after 6 races.

Doug Hart won the day with a total of 8 points combined over three races.

The forecast is calling for some nuclear sailing conditions on the final day of racing (Saturday), so we're all geared up for some fun (though Fishballs keeps mentioning something about being old).

Ease, Hike, Trim (it's science)
Karl D. Felger

p.s. WE STILL NEED FISH TACOS!

we'll make sure some of the pictures to the event are posted tomorrow, along with the final results. Cheers, big ears!

Thistle MWW 2010 - On the scene(ish) report

2010-02-01T12:17:00.000-08:00

less than 24 hours to San Diego!

This year, I was asked to be the meat in the Team Horseshack sandwich at Thistle MidWinters West.

I'm feeling good about the prospect of this as previous meatballs include Nick Turney, Karl Bradley, and... oh, wait... I see a trend here... but I digress.

A week off of work in sunny San Diego is a great way to spend the start of February, and I'm looking forward to seeing some good friends, girls in bikinis, and sea lions (not in any particular order). Maybe a few rum drinks and a trip to tijuana later, ummmm yea...

Anyways, I'll try and keep up on these updates, highlighting the days racing with any and all news from the Left Coast... I will keep the Swerve mantra alive... "no bikini top left unturned!"

Karl D. Felger (the "D" is for Danger)

The Art of Crewing

2008-02-25T07:49:00.000-08:00

The art of crewing is highly overlooked. As Dave Perry says, “"....it's damned hard to be a crew. You have to be a contortionist, a psychic, and a glutton for verbal abuse, not to mention flawless...." Not only, as he so clearly states, do you have to be at your physical peek; manipulating your body into awkward and uncomfortable positions, performing physically draining tasks for hours on end, and doing so while wet, hot/cold (hello Musto???) and God forbid occasionally hung-over; you clearly have to be on top of your mental game too. If crew let the skipper do all the thinking they’d be going in a straight line for hours because the one on the tiller says “he/she’s in the grove.”
Placed before the crew, this can all seem daunting. Every tactical decision you make has an effect on the outcome of the race, and ultimately the regatta. Better yet, these decisions have to be made under duress and within a split second. But this is not without hope. The best thing one can do is anticipate, simplify, react and live with it. By breaking down your mental processes in this fashion any crew, whether they be a newbie or a 20 year AC veteran, can make their next race one for the ages.
Anticipation:
Paramount to every sailors skill set is the ability to anticipate what is going to happen next whether it be a shift, velocity change, tactical situation and/or equipment issue. Anticipation is key when it comes to deciding what side of the course to go to in regards to wind, current, etc. One must realize the advantages and disadvantages to every option and also foresee how each outcome will unfold. Anticipation is crucial in regards to dealing with other boats in the fleet also. You must be able to discern if you are able to cross a boat on starboard or if you must tack to avoid them. The big picture is also important. When you take a risk and when you consolidate are something a crew must always be calculating. One piece of personal advice here… trust yourself!
Simplify:
Keep crewing simple. The easiest way to do it is to know your role front and back, and understand the roles of your teammates so you can fully comprehend what they expect of you and what you should expect from them. Remember to sail within yourself, and set reachable goals. Work with your team to make your job easier and thus more rewarding both personally, as a team, and on the scoreboard.
React:
Racing sailboats is very dynamic. The playing field is in constant flux, your competition is always changing, and your position on the race course is relative to both of these factors. The best sailors are those individuals who can recognize these scenarios and react to them in an appropriate and timely manner. Anticipation of the situation and the simplification of the maneuver go a long way towards making your reaction and its outcome second nature. This is why many, many good sailing teams practice tacking, gybing and other mechanical maneuvers constantly; to eliminate errors when making split second decisions. Their reactions come across as clean, crisp and premeditated.
Live with it:
When you make a decision, be confident in your abilities. Trust in your speed, strategy and sailing capacities. When it works out you’ll be “world-beaters” and when it doesn’t you’ll have learned a valuable lesson to approach the next situation. Success is sailing has more to do with consistency than winning every race, sort of like baseball in that you only have to succeed 3 out of every 10 times to be considered an All-Star. Mistakes are made when variables out of your control don’t pane out, they’re made when you make hasty and rash decisions. Be smart, but have fun, enjoy it and tell me all about it at the rum tent!

Ease, Hike, Trim (it’s science)
Karl D. Felger

Sailing Song Lyric of the Week

2008-01-28T11:04:00.000-08:00

A sea was storming inside of me

Baby I think I'm capsizing

The waves are rising and rising

And when I get that feeling

I want Sexual Healing

~Sexual Healing by Marvin Gaye (Feat Shaggy)

Rig Tuning

2007-10-10T15:30:00.001-07:00

F'ing Hilarious!

The Winning Workout!

2007-10-09T07:10:00.000-07:00

The Winning Workout - Sailors are athletes too!

It amazes me how many people take the athletic side of sailing for granted. Few and far between do we see individuals that exercise as a way to win sailboat races, but it really is critical to the success of any regatta and/or campaign. Sailing is a physically and mentally demanding sport. The most successful sailors are the ones that remain relaxed, confident and resilient in all conditions; whether it is a fun one day regatta or Day 5 of a National Championship. The best way to achieve these goals is to be physically ready for any conditions that you are presented with.

Don't Just Throw Your Dinghy Around...

2007-10-09T07:08:00.000-07:00

Don’t Just Throw Your Dinghy Around… Make It Work For You!

-Winning with Boathandling

Having success (and fun!) in small dinghies hinges on teamwork. This will involved exceptional boathandling, keen weight placement and a good attitude towards learning. After sailing in college and coaching Jr. Sailing for the past 6 years here are a few of the things I work hard on every time I hit the water.

Commodores - Sail On

2007-10-05T09:32:00.001-07:00

A blast from the past to kick off a new technological evolution on the SWERVE! Enjoy

2007 Hoosier Regatta

2007-10-02T07:11:00.000-07:00

What I learned at the 2007 Hoosier Lightning Regatta:

1. Jeff Schmahl and his regatta volunteer team are "the most enthusiastic, hardest working regatta volunteers of all time!" The Hoosier Regatta held on Beautiful Lake Wawasee in Syracuse, Indiana is far and away one of the best regattas you can attend. World traveler and regatta winner Bill Faude says that the Hoosier Regatta is "one of the two best regattas I got to every year!" It's science!

2. Faude is not a recognized word on Microsoft Word Applications… (Nor many other parts of the English language for that matter)

3. They don’t call it “Beautiful Lake Wawasee” for nothing. The place is absolutely gorgeous in the fall. The air is crisp, the leaves on the trees are turning, and the sun shines through picturesque clouds. The hospitality is also top notch, as the facilities and hosts are incredible. If you don’t see smiling faces and make new friends at Beautiful Lake Wawasee then you’re just not trying. http://www.wawaseeyc.com/

4. THE FROG!!! (See below)

5. This is the first year Bill Faude has won the Hoosier Regatta though he’s been an attendee for some 20 odd years (“odd” is an understatement). This is not a knock on Bill or his past teams, rather a testament to the talent that the Hoosier Regatta continues to attract. Past winners include (but are not limited to) Skip Dieball, Colin Park and the late Bruce Goldsmith. Bill’s top flight team of the “husband and wife elect” Ernie Dieball and Jacqueline Voight really showed us all a thing or two on the race course, never once finishing out of the top 2 in any of the six races. Congrats Team Faude!

6. I want to sail with Debbie. Debbie Probst’s crew (two of her lovely children) was sleeping on one of the runs during a race in which she won!!!! I WANT NAP TIME ON MY BOATS! The people I crew for only say I sail like I’m sleeping…

7. Jim Allen has got some major wheels. During one race on Saturday I looked upwind and noticed a boat rounding the weather mark… ½ a leg ahead of anyone else! A first I thought it was some local just out day sailing, until they set the spinnaker and we all realized they were racing… I mean, dominating!

8. When Adam Probst tells his wife, Debbie, that he’ll only out for a drink with Karl at THE FROG she knows full well that he’ll be out until 2 a.m. Thanks Debbie!!! (p.s. Adam, thanks for selling me your Highlander at an undisclosed price on Saturday night)

9. Ok…. THE FROG!!! Never underestimate the power of social lubrication (cold beer), karaoke music, some local “talent” and a few good friends on a Saturday night. THE FROG is quite possible the greatest bar ever… in Syracuse, IN… on Beautiful Lake Wawasee… in the fall…

10. THE BILL FAUDE INSTRUCTIONAL DANCE VIDEO (enough said… words do not do this man justice!!!)

Bill Faude Instructional Dance Vidoe Part 2

2007-10-02T07:09:00.000-07:00

Bill Faude Instructional Dance Video Part 3

2007-10-02T07:06:00.000-07:00

Hail to The King, baby!

2007-09-21T16:35:00.000-07:00

Sailing a Tartan 10 two up is no small task. Sailing a Tartan 10 two up during the NCYC Rum Series is an even more daunting feat (sailors get quite vicious when there’s rum at stake). Luckily, I had The King (Denny Dieball) on my side. Denny is the closest I’ve ever come to knowing someone of “rock star” status. Chicks dig him (sorry ladies, he’s married), everyone knows his name, he can turn water into a Captain and Coke simply with a smile and nod, and vultures circle anyone foolish enough to lee bow him.
Armed with a battery of PRB’s (Pre Race Beers), our dignity (more his than mine) and a wheel barrel full of confidence we set sail. I mean honestly, what’s the worst the can happen? We put up the main and checked the specs… a.k.a. we cracked open a brewski… We waited for our start, which was the 4th one after the two JAM Fleets and the PHRF C Fleet. It was a downwind first leg, slightly port favored. Undaunted by our supposed lack of crew, The King pulled off a brazen maneuver. With the class jib up for maneuverability, he went with pin start on starboard, gybe and peel to get the spinnaker up…. FLAWLESS! Like those PGA Golf commercials say all the time, “This guy is good!”
Halfway down the leg we had some PHRF A boats all over our stern like a fat kid on a cupcake. The King, once again unfazed, just sailed the boat a little hot and left those scurvy bastards eating our wake. We soon gybed and about 100 yards from the turning mark we realized we needed to swap out the puny class jib with our brand new Quantum Genoa. The hanks, tied on jib sheets, and huge mess I created on the bow didn’t cause a stir in the back of the boat. Ever confident, The King had the guy, spinnaker sheet, mainsheet and tiller all under control. Just to show the who’s who of sailing who is actually who, The King was also sipping on his frosty beverage the ENTIRE time.
After dusting a Hobie 33 to leeward we tacked in a clear lane (seriously though… all The King’s lanes are clear) and continued to mount the summit upwind. Sailing under an ever darkening sky, with a finish line nearly two miles away wouldn’t you know it, The King NAILED the layline. He ceremoniously let me have the tiller and I got to drive the last mile or so. We imposed our will at the finish too, as we squeezed out a few boats!
All in all, I think we ended up 6th in our fleet, keeping our Rum Series hopes and dreams alive. I have to say it was probably one of the most enjoyable experiences I’ve had on a sailboat. Next time The King comes calling I won’t hesitate to go marching along!

Hail to The King!
Karl D. Felger

Sailing Song Lyric of the Week

2007-09-21T13:50:00.000-07:00

I know beyond a doubt

My heart will lead me there soon

We'll meet, I know we'll meet beyond the shore

We'll kiss just as before

Happy we will be beyond the sea

And never again I'll go sailing

Beyond the Sea

~Bobby Darin

Visualize and Attack!

2007-09-17T10:13:00.000-07:00

The Winning Mentality:

Just like a good pick up line, sailing is all about confidence and delivery. Fortunately for most sailors, they don’t have to rely on 12 oz. of courage. Staying positive, calm and mentally prepared in any given situation will go a long way towards making your racing experience far more enjoyable and effective. It’s important to set personal and team goals, based both on events that you can control and objectives you would like to achieve. Visualization is fundamental in the world of sports these days, and sailing should be no different.

Setting Goals:
Goals should be bases upon individual and team objectives. You must be honest with yourself and each other when discussing these goals. Goals should be set up in multiple layers; anywhere from improving your roll tacks and getting better starts to winning a National or World Championship. One goal that every individual and team must set is to make sailing fun, as this will help you maintain a positive attitude and stay focused. Set goals that are within your reach and steer clear of elements that are beyond your control.

Visualize Your Objective:
As a washed up high school pitcher, I can attest to visualization. If I could visualize success ahead of time it usually gave me the confidence and determination to achieve success as an actual result. A home run or walk was then usually the result of a superior athlete on the other side of the ball. Sailing is no different. By visualizing yourself having a great race, performing quality maneuvers and implementing a sound strategy you’ll have the confidence to deliver these results. Having the mental capacity to believe in yourself and your team is a vital cog in competing at a high level.

Attitude:
STAY POSITIVE! Every situation you encounter on the race course should be a learning situation. Positive thinking leads to encouraging results. It’s ok to be nervous. Being nervous means you have some level of emotional attachment to the situation. By setting goals and visualizing success you provide yourself with the confidence to succeed. By remaining composed and focused on the situation at hand you’ll think clearly and generally make positive decisions. Have fun!

These are things individuals and sailing teams continually work on to combat the every changing dynamics of racing sailboat. Strive to remain positive and look at every situation as a learning experience. Have fun and I promise you you’ll get more out of racing than you’d expect.

Respectfully,
The Head Coach

Karl D. Felger

Ohio University Sailing Team

Alumni ‘06

You might be a sailing bum if...

2007-09-14T09:39:00.000-07:00

You might be a sailing bum if:

-- you think a Rhodes Scholar is someone who knows all about a famous boat designer...

-- any of your wedding gifts came from West Marine...

-- your doctor reports your injuries to Abuse Authorities...

-- you think rum is the official state drink..

-- your best shoes are Topsiders...

-- your car's hood ornament is the top off of a sailing trophy...

-- your idol is Jimmy Buffet...

-- your halyards are brand new, but your belt has two splices...

-- you read Latitude 38 under the covers with a flashlight...

-- your underwear has a Quantum Sails logo...

-- your bar tab equals your paycheck...

-- you have a beer can crusher mounted on your mast...

-- you use a marlin spike to break sunburn blisters...

-- you have at least one broken boat part in your car at all times...

-- you have a Mount Gay poster in your living room...

-- you've ever traded a Dramamine for a beer...

-- you have a Jell-O mold in the shape of a J/22...

-- your vacation plans center around championship regattas...

-- you have to dress up to go to Wal-Mart..

-- you think of duct tape as a long term investment..

-- you've been involved in a fight over the last chocolate chip cookie...

-- you wear a sailing cap to church..

-- people are afraid to touch your foul weather gear...

-- you think matching wet weather boots are an acceptable wedding gift...

-- you've ever written your resume on a bar napkin...

-- your wind instruments cost $2,000, and you have a bucket for a head...

-- the local boat yard's phone number is number one on your speed dialer...

- you'll marry a girl just to keep a good fore deck person...

Sailing Song Lyric of the Week

2007-09-13T20:23:00.000-07:00

We'll put out to sea and we'll perfect our chemistry

By and by we'll defy a little bit of gravity

Afternoon delight, cocktails and moonlit nights

That dreamy look in your eye, give me a tropical contact high

Way down in Kokomo

Kokomo

~The Beach Boys

Practice to Win!

2007-09-11T12:28:00.000-07:00

Practice to Win!
Keys to a Successful Practice Session

The key to any succeeding at any sailing competition is superior boathandling, adept strategy, and confidence in the application of your skills. All of this can be achieved during a successful practice session.

Set Goals:
A practice should be organized, goal oriented and fun. One or two individuals should be in charge of running practice, as this will allow for focus and continuality, whether it be applying a new skill set or carrying over material from the last session.
Preparation:
It is vital to make sure all sailing and safety equipment is prepared before the start of every practice. Make sure everyone has a life jacket and proper sailing attire. Have the marks and other coaching equipment ready before practice. Make sure all the boats are properly maintained beforehand, as to avoid unnecessary downtime during the allotted practice session. Allocation of boats to specific sailors usually limits this downtime as team members learn a sense of responsibility toward their equipment.
It is also important to brief your team/teammates on the material you’ll be covering throughout the session. This will help avoid any on the water confusion and help with the learning process. Make sure all members attend this briefing and are on time. Favorites are not to be tolerated as this is a team sport!
On the water:
Except for rare circumstances practice courses should be relatively small. This will allow for repetitions and eliminate any feeling of separation amongst the skilled sailors and the inexperienced sailors. Triangle and windward-leeward course are most common and provide a sense of familiarity amongst sailors. Visual signals are key for it can be hard to hear on a breezy day due to wind noise, luffing, etc. Running the same drills from one practice to another allows sailors to work on specific skill sets and allows a coach to correct any flaws in the approach.
Drills:
Drills are important for they allow the coach to get sailors into situations in which they can dictate their own actions and not sail solely by reacting. Through drills sailors get a feel for boathandling and technique, and in most cases boatspeed and strategy will follow. Common drills include:
1. Follow the leader - sailors either follow a power boat or designated sailboat.
2. Tack on the whistle – forces sailors to work on muscle memory during roll tacks
3. Rudderless sailing – fun drill in which sailors learn to steer by using their weight and the sails.
4. Sail backwards – teaching sailors to control boats speed and hold position on a starting line
5. Sail blindfolded – encourages sailors to get a “feel” for the boat
6. 360-720 – one of the rarely used drills, teaches sailors fundamentals of recovering from a foul.
7. Downwind slalom – allows sailors to focus on downwind gybing technique and angles.
8. STARTS STARTS STARTS – a sailor can never get too many practice starts.
9. Racing – the purpose of drills is to prepare sailors for a race.

Have Fun:
Most importantly, don’t forget to have fun. Don’t be afraid to stop a drill and explain a situation to all of the sailors as this will ease the educational process. Ask the sailors what drills they want to do and what skill they want to learn. Have fun, get wet and don’t forget to smile. Sailing is fun. Practice should be no different.

Respectfully,

The Head Coach

Karl D. Felger

Ohio University Sailing Team

Alumni ‘06

Sailing Song Lyric of the Week

2007-09-07T14:27:00.000-07:00

We sailed on together

We drifted apart

And here you are by my side

So now I come to you with open arms

Open Arms
by Journey

(the Greatest American Rock Band...EVER!)

Sailing Song Lyric of the Week

2007-08-31T06:28:00.000-07:00

"So you pass to the left, then you sail to the right"

Rock Your Body
~Justin Timberlake

Photo by George Griswold

Badgers are Bringing Sexy Back!

2007-08-29T12:02:00.000-07:00

The Univerversity of Wisconsin Sailing Team Women were recently ranked 15th in the country according to Sailing World's College Rankings. During my days in college they were always on top... but in far more categories ;-)

Complete Rankings as of Aug 14: http://collegesailing.org/rankings.asp

Get FREE Gear From Vangaurd

2007-08-27T11:39:00.000-07:00

Photos Courtesy of Vanguard Sailboats

Get FREE GEAR from Vanguard if you buy and take delivery of select Vanguard Sailboats* between September 21, 2007 and December 31, 2007. Up to $800* worth of FREE GEAR is availible with your purchase!

*Restictions apply

Feel free to contact us anytime:
Karl D. Felger

Dieball Sailing

kfelger@quantumsails.com

419-309-7470

Owens CC Invitational Regatta

2007-08-26T18:36:00.001-07:00

Kevin Bradley dumps it in the drink!

Wet Your Willie

2007-08-26T18:34:00.001-07:00

2007 Collegiate Coed Dinghy Nationals

2007-08-26T18:33:00.001-07:00

That Meagan Riddle is so hot!

2006 Sugar Bowl @ Georgia Tech

2007-08-26T18:03:00.000-07:00

Boat Tuning: Knowing is half the battle!

2007-08-26T18:02:00.001-07:00

Throughout the upcoming 2007 MCSA Fall Season I hope to provide a weekly coaching session in which I’ll post information regarding topics that are pertinent to college sailing (and beyond). This is an attempt to bridge the gap between teams with established coaching and teams without. Some of it will be from personal experience and even more of it will be from other sources. Hopefully it will be well received and found useful. I wish all of you the best this upcoming school year. GO BOBCATS!

Information will be posted to the list and to a blog (http://thedailyswerve.blogspot.com/) for easy access.

BOAT TUNING: Knowing is Half the Battle!
Having a properly tuned boat or fleet is paramount to building a strong sailing team and hosting collegiate regattas. Tuning is easy and only takes a matter of minutes. In most cases, with most boats all you’ll need is a tape measure (50’), a Loos Gauge (measures wire tension) and a few small tools.

Vanguard 420 Tuning Guide (Updated):By Brian Doyle, US Sailing Development Coach
and Dave Kirkpatrick, Vanguard Sailboats Performance Product Manager
In the spring of 2003, the Club 420 Class sails were redesigned to provide a better competitive and useful lifespan. Now that several events have been sailed using the new sail design, it is clear that the new sails will provide unprecedented durability as well as excellent performance. Because the new sails are shaped somewhat differently than the old ones, there are several adjustments that sailors should make when tuning their rigs. First, let’s have a look at what the major shape-affecting changes are in the new sails.

Mainsail tack: The mainsail tack is now attached to the mast by a slug which fits in the track, rather than connected to the boom by a pin. This allows the tack to float up, reducing the diagonal wrinkles you see in the main when going downwind.
Mainsail shape: The mainsail is a bit flatter through the bottom and middle sections of the sail, and the leech is a little looser.
Jib clew: The jib clew is higher than on the old sails. The area cut away in raising the clew is added back elsewhere in the sail.
Jib shape: The jib is slightly flatter in the lower part, with a significantly more open leech, especially in the upper section of the sail.
Jib luff wire: The jib luff wire is slightly thicker than on the old sails, but is made out of slightly stretchier wire. The luff wires on the new sails are overall a very small amount stretchier than the old luff wires.
Rig Tuning Changes
Overall, the boat is rigged the same way as before. The lines are all strung as before, the
mainsheet bridle remains unchanged, and all line lengths remain the same.
Mast butt position can be moved one to two holes aft from the traditional “pin max forward” position. Before, it was mandatory to have the mast butt placed all the way forward in the step because the mast was set up with so little rake. This will balance the helm as much as possible. Most people sailing with the new sails have noticed how nice it is not to have lee helm anymore. The mast rake, mast butt position and helm balance are all closely tied together.
With the old sails, the game was to set the mast without any rake (rearward lean) at all. Because the jib lead position on the C420 is fixed, the old jib’s low clew made it necessary to have the rig far forward in order to get proper leech tension for good pointing. The old jib was also quite finicky in that once you tensioned the clew, it would very easily become over tensioned and the leach would hook to windward. This is primarily due to a design/construction detail which has been addressed with the new sails.
Because the old sails set up with little rake, moving the butt forward “leaned” the rig back as much as could be done, easing the lee helm that usually crops up when the rig is set up with very little rake. Because the mast is now raked significantly more, moving the butt backward one to two holes provides a rig with properly balanced helm. If you feel a lot of weather helm and, at the same time, feel a lack of pointing (which is a very strange combination to have), you should try moving your mast butt aft.
A benefit of having the mast butt further aft is that you decrease the overlap between main and jib. While this doesn’t have a huge effect, it will allow you to play the main a little more aggressively without having the jib interfering with the main.
Rig tension has a profound effect on how your sails will set. Simply, more rig tension will give you flatter sails with more open leeches, while less rig tension will give you fuller sails with tighter leeches. To simplify things a bit, this just means that if you needed more power you would ease the rig tension and if you needed less power, you would increase rig tension. Because the mast on a C420 is so stiff, the primary effect of pulling on more rig tension is to tighten the jib luff wire. This flattens the shape of the jib, and to a smaller degree will pull the jib draft forward. It will also loosen the leech of the jib. Pulling the draft forward in a sail and flattening the sail both contribute to loosening the leech. The magic of this, in a C420, is that this allows you to trim the jib tighter (with both the leeward and windward sheets) and thus point higher. With this kind of setup you will have greater speed and pointing in fully powered conditions, but will lack power, and thus speed and pointing, in lighter airs.
A Brief Warning About Rig Tension: Some sailors have experimented with extreme rig tensions in their C420s. This tuning guide recommends a maximum shroud tension of 350 pounds. Some crews may wish to go slightly firmer than this. It is VERY POSSIBLE AND EVEN LIKELY that your boat (hull or rigging) will suffer a breakdown if you use more than 400 pounds of rig tension. The C420 was not designed to sail under excessive rig tensions. Your boat’s lifespan will be shortened if you regularly sail with excessive rig tension. Before you go for that extreme setting, ask yourself if you are willing to risk a possible regatta ending breakdown by going for that extra amount of rig tension.
Mast rake in a C420, as mentioned above, is a primary driver of jib lead angle. To help with understanding jib lead angle, imagine your C420 rigged, with the jib trimmed in for going upwind. If the jib sheet points to the bottom of the jib, you will be trimming the foot more and the leech less. If the sheet points into the middle of the jib, you will be trimming the leech and foot about equally. If the sheets points up towards the top of the jib, you will be trimming the leech more and the foot less. On the old jibs, in order to get any leech tension at all, the mast had to be set up with almost no rake at all in order to get the clew high enough to give any leech tension. With the newer sails, the clew is higher and you get a much better lead angle with more rake.
More rake is also good for opening the slot between the main and the jib. Whenever the air leaving your jib is flowing into your main, it is slowing you down. Having a wider slot is better for windier conditions when you need to depower, but a narrower slot will let you point higher in conditions where you can keep the boat flat. More rake = bigger slot + less power + better speed + lower pointing. So if you are having trouble keeping the boat flat, and are stuck pinching and not going fast, rake back a little bit. If you are feeling underpowered and have bad pointing, rake forward a little bit.
To measure rake, thread your main halyard end through the end of a 25' or longer tape measure and hoist the halyard to the top of the mast. With enough pressure to pull the tape straight but not enough to bend the mast tip, measure the distance from the top of the mast to the top of the transom on the centerline. It is also important to note that mast rake is measured with the rig fully tensioned. Pull up your jib to full tension, then measure the rake. If the rake measurement is too big, lower the pins on your shroud adjusters, re-hoist the jib, then re-measure the rake.
Main trim with the new sails is quite a bit nicer than with the old ones. Basically, with the old sails, you needed to pull the mainsheet hard to keep the top of the sail sheeted in, but in doing so the bottom 2/3rds of the sail would be badly overtrimmed. With the new mains, the bottom 2/3rds of the sail is a little flatter. Now you can trim hard enough to keep the top of the main trimmed properly without overtrimming and closing off the lower 2/3rds of the leech. In moderate winds it is critical to trim the mainsheet hard to obtain pointing and to keep the crew on the wire. In heavier winds, the new sail shape allows the trimmer to obtain plenty of twist in the leech for depowering by using the vang and mainsheet together.
RIG TUNE FAULT FINDER
Here are some common symptoms and things you can do to help solve them. You should ask yourself these questions in order as the earlier questions are easier fixes and more often incorrectly set.
Bad pointing
• Is your mainsheet bridle too high?
• Is your mainsheet trimmed tight enough?
• Is your jib sheet trimmed tight enough?
• Is your windward jib sheet trimmed tight enough?
• Is your mast raked too far back?
• Is your mast foot too far forward?
• Do you have too much rig tension?
Bad speed
• Is your mainsheet over trimmed?
• Is your jib sheet over trimmed?
• Is your windward jib sheet over trimmed?
• Is your mast raked far back enough?
• Do you have enough rig tension?
SETTINGS GUIDE
Here are some common settings for the new C420 sails. All of these settings are based on the mast butt being positioned 2 holes back from the forward-most hole. These are based on combined crew weight of about 250 pounds. If you are much lighter than this, move up one range (use the 12-14 setup in 9-11 knots of breeze). If you are much heavier, move your setup down one range. You should move down one range if there is significant chop.
0-4 Knots
Rake: 20’3”
Shroud Tension: 100 pounds
Centerboard: Full down
Mainsheet Bridle: Block sheave top 21” from board cap
Mainsheet Trim: Top batten telltale flying constantly
Vang: Loose
Outhaul: Slight horizontal wrinkles along boom
Cunningham: Loose but only a few horizontal wrinkles
Jib trim: Firm leeward sheet, slight or no windward sheet
5-8 Knots
Rake: 20’4”
Shroud Tension: 140 pounds (leeward shroud should be just a tiny bit loose going upwind)
Centerboard: Full down
Mainsheet Bridle: Block sheave top 21” from board cap
Mainsheet Trim: Top batten telltale stalling often
Vang: Very slight tension
Outhaul: Slight horizontal wrinkles along boom
Cunningham: Loose to none
Jib Trim: Firm leeward sheet, firm windward sheet
9-11 Knots (this is the zone where you start to transition to trapezing)
Rake: 20’3”
Shroud Tension: 200 pounds
Centerboard: Full down
Mainsheet Bridle: Block sheave top 20” from board cap
Mainsheet Trim: Firm
Vang: Neutral in lulls, slight tension in puffs
Outhaul: Horizontal wrinkles along boom
Cunningham: Very slight tension
Jib Trim: Very firm leeward and windward sheet
12-14 Knots
Rake: 20’2”
Shroud Tension: 230 pounds
Centerboard: Full down
Mainsheet Bridle: Block sheave top 17” from board cap
Mainsheet Trim: As hard as you can pull
Vang: Firm tension
Outhaul: Hard horizontal wrinkles along boom
Cunningham: Tensioned
Jib Trim: Very firm leeward and windward sheet
15-18 Knots
Rake: 19’11”
Shroud Tension: 300 pounds
Centerboard: Raised 1”
Mainsheet Bridle: Block sheave top 16” from board cap
Mainsheet Trim: Pull hard until you start to heel too much
Vang: Very firm tension
Outhaul: Hard horizontal wrinkles along boom
Cunningham: Hard tension
Jib Trim: Extremely firm leeward sheet tension, moderate windward sheet tension
19+ Knots
Rake: 19’10”
Shroud Tension: 330 pounds
Centerboard: Raised 3”
Mainsheet Bridle: Block sheave top 15” from board cap
Mainsheet trim: Pull hard until you start to heel too much then ease, hike, trim
Vang: Very firm tension
Outhaul: Hard horizontal wrinkles along boom
Cunningham: Hard tension
Jib Trim: Extremely firm leeward sheet tension, slight to slack windward sheet tension

Vanguard Club FJ Tuning Guide:
ONSHORE ADJUSTMENTS
STEP 1: Before stepping the mast, check the length of the free-swinging spreaders on the mast. These spreaders are measured from where the wire runs through the tip to where the spreader is butted up against the side of the mast. This measurement should be 15 1/2" to 16".
STEP 2: When stepping the mast, check the measurement from the centerboard pin to the back of the mast. This measurement should be 16 1/4" to 17".
STEP 3: Attach the forestay to the stem plate at the bow in the 2nd hole back.
STEP 4: Hoist a tape measure on the jib halyard to the top of the mast. Measure down to the forestay attachment point at the bow. This measurement should be approximately 13' 2".
STEP 5: Attach the shrouds in their respective chain plates so the rig is just snug.
STEP 6: Hoist the tape measure on the main halyard all the way to the top and measure back to the top of the transom at the back of the boat. This measurement should be approximately 20' 10" to 21' 0".
STEP 7: With your tape measure still attached to the main halyard at the top of the mast, check the placement of the mast sideways in the boat. Take a measurement to one side directly across from the shroud to the underside of the rail. Next, take the tape to other side and check the difference of the two measurements. It is unacceptable if the difference is more than 3/4".
MAINSHEET TRIM AND BOOMVANG:
The mainsheet should be pulled tight enough so the upper batten becomes parallel to the boom on a vertical plane. This is sighted from underneath the boom looking up the sail and lining the batten and boom on that plane. In light winds it is impossible to keep the upper batten from hooking slightly to windward because of the weight of the boom hanging on the leech of the sail. In choppy conditions or after a tack, ease your mainsheet approximately 6" to open the upper batten slightly past parallel to the boom. This allows the mast to straighten slightly and the main to become fuller. When the boat becomes overpowered the boomvang is used to help hold the boom down and keep the upper batten parallel to the boom. The mainsheet will then act as a traveler. When a puff hits, with the boomvang on hard, the mainsheet will simply be eased off so the boom will move to leeward and depower the boat. The heavier the winds, the heavier the boomvang tension. Always aim at keeping the upper batten parallel to the boom. Unless sailing on open water or longer courses we have found it is never necessary to use the traveler. 95% of the time the traveler is left cleated in the center of the boat. Downwind, the vang should be trimmed enough to keep the boom down and the leech set with the upper batten parallel to the boom. There is a telltale placed on the upper batten on your mainsail which should flow straight off the leech when the boomvang is set properly downwind.

With any luck this will encourage improved sailing in our district this Season and in the future. Good luck and if you have any questions, comments, or topic ideas please feel free to contact me.

Respectfully.
The Head Coach

Karl D. Felger
Ohio University Sailing Team
Alumni
Head Coach

Greg Fisher Speaks on Thistle Jibs

2007-04-26T06:40:00.000-07:00

Fellow ThistlersSorry for the novel here, but.....First, I really want to emphasize that we sail makers want only the verybest for the class. I have traded many thoughts and ideas with Skip andChed and the last thing any of us would ever do is willingly build a sailout of an inferior cloth that we know doesn't provide the appropriatedurability. We do not attempt to build planned obsolescence into our sails.All of us have been sail makers to the class for many, many years and we'veworked hard to help support the class in areas even outside providingsails...The Thistle Class means a great deal to each of us and our continuedinvolvement I hope is testament to that fact. There are lots of important points to reply to in this thread.Bryan and Paul are spot on about the beating Thistle jibs take...Ched, Skipand I don't know of any boat we collectively build sails for where the jibhas to handle so much wear and tear in a single race. The dropping downinside the hull instead of on top of a deck is rough. Obviously the diamondsare unique to the Thistle and it doesn't take much imagination to sense whathappens to the back 3 feet of a jib luffing at the start..or at thedock...or when hoisting the spinnaker. We have to appreciate that it willalways be difficult to develop the same longevity in a Thistle jib comparedto another similar size boat that doesn't share the same hardware on themast as ours.There are literally dozens of different styles, makes, weights and flavorsof fabrics we can choose from. And it always a tough decision choosing the"perfect" fabric- one that performs well, is easy to steer and providesacceptable durability-so the decision is often a compromise. Chris'ssituation with the bullet proof jib that was tricky even for him to get usedto initially doesn't feel to me like the ideal answer that every Thistlerwould be comfortable with since so many sail in light winds ....or at leastthat's how I perceive it.All sail makers test fabrics ( and not just on the racecourse) before wemake a choice for production to be sure that we hopefully have made the bestcompromise we could in a fabric that is both durable and accommodating torace. Just over 4 years ago we at North changed the fabrics in both the Ched andthe Greg jibs in an effort to improve the durability. The fact is bothchanges were to heavier, more heavily resin coated fabrics All fourfabrics ( the before and after on both jibs) are produced in Europe so theintention and end result was not necessarily to save costs.While I appreciate Paul and Bryan's feelings about the single jib per yearrule I am afraid I disagree. I struggle with the concern that some sailorshaving the ability to buy two jibs could widen the perceived performance gapbetween those who financially have the means to do versus those who don't. Ithink the Thistle Class enjoys a healthy reputation of not promoting anarm's race to stay competitive. I just don't feel that 2 jibs per year wouldsolve any of the perceived durability issues . I think there may be otheroptions to explore.Providing a minimum weight for the jib has been suggested and is anoption. However, the most durable cloth is not necessarily always theheaviest. As we point out there are features in every cloth that canincrease or deter longevity...I know Ched had some stronger feelings aboutweight so perhaps he'll provide some input as well.Don suggests allowing laminated fabrics (Mylar) as a potential durabilitybooster. It is true in some one designs, primarily the bigger, more heavilyloaded boats, laminated fabrics have become popular. However in tests onboats the size of the Thistle the results are mixed at best . A number ofyears ago the Lightning Class experimented with laminated jibs and Ibelieve found them to be slower as well less durable. The Snipe Classallowed laminated fabric about 10 or so years ago in an attempt to rectifya true durability issue with their jibs. Unfortunately, eventually everyoneswitched back to Dacron ( except for light air specialty jibs) due todurability issues. A laminated fabric can provide a strong, low stretch,durable fabric (depending, of course on the style and weight) compared towoven Dacron in many sailing tests. However, where laminates fail miserablyis in impact tests where thee cloth beats against something (like a set ofdiamonds and spreaders!). On the Lightning the jib failed where the upperbatten smacked the mast. On the Snipe the lower leech broke down where thesail wrapped around the shroud. I only know of the 18' Buccaneer class(similar in size to the Thistle) where Laminates have been successful. Butthe Buccaneer does utilize a furler and there are no spreaders or hardwareon the mast.Skip and I have talked about other possibilities and we'd like to see usconsider ideas that would not compromise the ease of steering, speed ordurability. Allowing larger and more strategically placed reinforcements aswas suggested earlier is a logical start. I've suggested to Dan Winchesterthat we consider stepped weight cloth sails. Many sail makers have builtsails for other classes with heavier, more resin coated fabric in the topand bottom panels while maintaining the slightly lighter and/or softerfabric in the less loaded or less abused middle sections. This idea would do little to affect the cost of the sails but could providea great deal of extra durability...and would not obsolete present sails.These suggestions would require a rule change so perhaps experimenting witha test sail of some sort would be appropriate.Again, we want only the best for the Class. We're listening and I hope youbelieve that we'll continue to make decisions based on your input and whatwill best serve the needs of Thistle sailors. If more ideas, input, or eventest sails, are needed, we're all on board.
GregGreg FisherNorth Sails One DesignCell 410 212 4916Fax 410 626 8445www.onedesign.com

Sexy Sells

2007-03-23T05:29:00.000-07:00

Finally one of the Big 4 realized a marketing principle that I have been preaching for years and our glorious beer companies have embraced for decated.... SEX SELLS!

https://www.quantumsails.com/store/subCat.asp?CPTID=108

Which is better -- sailing or sex?

2007-03-22T09:38:00.000-07:00

So since the spring sailing season is about to get underway, I’ve been thinking about sex. And I’ve been thinking about sailing. Oh, and sex.What else would a man in his prime be thinking about, come March through May? (In later summer, maybe it’s Thistle Nationals…. and sex. But for now….)
Along with the usual suspects who roam through my little black book, the girls who really matter in my life this time of year are all wearing foul weather gear. And I like it that way.
For me, it’s an intellectual muddle. In many ways, college sailing and sex are very similar. Both require a great deal of technical ability (although I only speak from experience on one of those scores). Both inspire an incredible amount of passion. Both can be magical. Both can be heartbreaking.
What’s more exciting: lee-bowing someone 10 yards from the finish or a dazzling first-date kiss? Port tacking the fleet or making love in the rain? Truth is, I fantasize about both. Who will take home the coveted hardware on Sunday? How will the CEO explain that late night meeting to a suspicious wife? What make your heart break hardest: being over early, or knowing that you’re being two-timed?
So let’s make it simple and compare the two. We’ll break it down, critical category by critical category. Which is better-- Sailing or sex?
The Season:
Sailing can only be enjoyed in the Fall, Spring and Summer. The counterpart has a year-round utility… if memory serves me correctly. Then again, rabbit’s aside, when was the last time you had sex up to 15 times a day? Every regatta gives you 15 races on any given day. That’s a lot of…. umm, action.
Favored Tack: Toughie. But I’d have to give the extended pleasure of the mating season the nod over hot and heavy sailing. Sex 1, Sailing 0.
Recruiting:
Recruiting is a crucial element in both pastimes. You have to know where to look to find the right kind of talent, and you have to be able to recognize a good thing when you see it. So what do you look for? Boat (or butt) handling. Skill with the stick. A good, solid sense of the passing lane. All of those things must be thoroughly evaluated before an offer is tendered. A young sailor needs to be independent enough to know how and when to score, but polished enough to know when to take one for the team. And you know what? Recruiting is tough on both parties. In fact, they often revolve around the same temptations: a “Giant Aluminum Can of Fun,” a nice shinny facility, cash in an envelope. (That’s when you’re really desperate!)
Favored Tack: Too close to call.
Equipment:
Clothing and the proper equipment play important roles in both forms of competition. To sail, you need a well-tuned boat, a few marks and a place to sail. Can’t manage without them. Sex, on the other hand, can happen just about anywhere (even on a boat) and doesn’t require special equipment… although that can add to the fun, or course.T o do each properly, clothing must be removed quickly at times. In both cases you can use the pick up line, “Let’s go back to my place and get out of those cold wet clothes.” A rubber suit is a required element in fall and spring sailing. Luckily, it’s doesn’t pop up too much in the bedroom.
Favored Tack: The choice is crystal clear: Sex. Sailing teams need a whole duffle bag full of equipment. You don’t usually pack ahead of time for sex. (OK, maybe sometimes, but that’s only if you haven’t recruited the right talent.) And let’s face it: Spike heels, and lingerie are a lot more fetching than a baggy dry suit, an old sun bleached life jacket, and smelly, worn-out hiking boots. And it’s much sexier to dip a honey in honey than dump orange Gatorade onto an unsuspecting crew.
Conditioning:
Strength and conditioning are vital, aren’t they? Sailing is done for 15 to 60 minute races, which leave sailors out of breath and sweaty. That’s just like a good romp in the hay!
Favored Tack: Almost anyone can start a race, but do your sailors have what it takes for a victory lap? If they do, I’m sticking with sex. Game on!
Personal Fouls:
In the sport of sex, the players are the referees. Nothing should be out of bounds between consenting adults. And in the heat of battle, no one gets protested. There are, of course, port-starboard situations, windward-leeward fouls, ooching, and rule 42. But pumping is legal.
Favored Tack: The winner here is sailing, because you can always look up the obscure rules. I’ve yet to find a sex manual that tells me how to deal with a premature start.
Coaching:
Again, this is crucial in both recreations. A good experienced coach can always help a player improve on his/her fundamentals. All it takes is practice, repetition, and the occasional scrimmage. Those sorts of workouts can take your game to the next level. However, after watching what happened to Paris Hilton, I think all practices should be closed to the media.
Favored Tack: Everyone needs a little help now and then, even if it’s only motivational, and I’m seeing plenty of that this spring. Sailing gets the nod here.
The Manual:
Certain plays can be diagrammed. The pass back. The mark trap. (Use your imagination.) I’ve learned through experience that a 1-2-3 set usually make someone jealous, somewhere.
Favored Tack: You know what does it for me? A tight cover. (Ya know like ABC News coverage… all over that shit.) The advantage goes to sailing.
The Roster:
I’ve always been in strong favor of team depth. You never know when you’re going to need a 3rd skipper to keep your “A” game going. This can lead to morale problems in both sports. But you can never be sure who will step up and have a big race down the stretch. And it’s simply less difficult to juggle your options on the water than it is in your date book.
Favor Tack: Definitely, sailing.
Post game:
You have to tell them what they want to hear….“That was a good set of us.”….Unless you’re certain they can handle to truth.“We didn’t perform as well as we’d hoped. We peaked to early.”
Favored Tack: Really, guys, why talk at all? Why not let the regatta reports tell the story? We’d all just rather curl up next to a “Giant Aluminum Can of Fun” than plumb the depths of our feelings, right? The clear winner is sailing.

And the winner is…..Obviously it’s difficult, if not impossible, to make up my mind. So why choose? After all, there are plenty of ways to combine the two. A brief tryst under the stars on a boat can enliven an otherwise dull evening, for example. But for the sake of my romantic life, I give myself an answer. I said sex was the better of the two.

I lied…. Yes, I’ll be distracted all spring. But sailing has never let me down. It owns me. And until I find that certain someone to combine the best of both worlds, the sport of sailing will consume me.

Karl D. Felger
Sailing’s Most Eligible Bachelor

Sportsmanship 101

2007-03-22T09:36:00.000-07:00

For those who do not get Scuttlebutt, this was published today:This past weekend at the Orange Peel Thistle Regatta14 year old Thistle sailor, JD Reddaway was awarded the US SAILING National Sportsmanship Award; otherwise known as the W. Van Alan Clark Jr. Trophy. The Award was presented by Skip Dieball of US SAILING’s One Design Class Council. JD hails from Suwanee, GA and was competing in the 2006 Orange Bowl Junior Olympic Festival when he made the unselfish decision to abandon a race and help a fellow sailor in need. JD Reddaway is now among fellow sailors Buddy Melges, Olin J. Stephens, Dave Perry and Harry Carpenter.

Also at the Orange Peel regatta new Thistle Sailor, Mike Funsch withdrew from the final race of the regatta after being informed by another competitor that he had hit a mark with his mainsheet once ashore. Mike promptly informed the regatta officials and the scores were revised to reflect his decision. While this did not affect many of the results overall (dropping Mike from 7th to a well earned 15th) it truly affected how many will view Mike. He acted with class and dignity, and will have the respect of his peers for many years to come.

These two examples are among many that are exhibited not only by the Thistle Class but many other one-design classes around the world. Every sailor has been known to get caught up in the heat of the moment at one point or another, but hopefully we’re all displaying a sense of sportsmanship and dignity on and off the race course. It’s not all about who wins and who loses. It’s about what we’ve learned and how much we enjoy and appreciate the sport of sailing.

We must remember that sportsmanship is also reflected not only in winning, but also in losing. No one wins every regatta; we must acknowledge that our eyes are not only on the winners, but also the competitor’s who finish 2nd, 3rd, 10th, 33rd and so forth. Sailing is a one of the most humbling sports on the planet, as there are so many factors that are out of our control. One thing we can control is our attitude and the appreciation we have for the sport and the respect we keep of our fellow competitors.
Respect the rules; respect the sport; respect your fellow sailor. Remember… we’re watching.
“Winning is no victory if, in doing so, you have lost the respect of your competitors.”
~Paul Elvstrom~

Karl D. Felger