Forespar's Point of View
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Sailing Downwind with Double Headsails
It sounds a lot more complicated than it is. All you need is:
• your usual genoa
• a second headsail
• a mast with two foresail halyards
• a whisker pole
Your destination is deep off the wind. The breeze is light to moderate, and you’d like to be moving faster, but either don’t have a spinnaker aboard, or just don’t want to wrestle with it. Wing-and-wing isn’t working because your course isn’t dead down wind, or you just don’t want to deal with the constant trimming. The usual solution is to come up on the wind, heat it up and get some boat speed, gybing your way to your mark. It’s more work, but it can get you there faster if you plan your gybes well.
Or go with two headsails.
Get the other sail on deck (it doesn’t matter if it’s your jib, another genoa, or in light air an appropriate sail). You can rig a new, separate sheet for the windward side, or even detach the lazy sheet from the working sail, as long as you remember to re-attach it before any gybes. Get the free halyard and new sheet hooked up with plenty of slack, and the new sail tacked on. Make sure the pole is ready to go. (We use a Forespar twist-lock pole, which adjusts to the right length for whatever sail we’re using).
Hoist the new windward sail, attach the pole as close to the sail clew as you can, adjust the pole length, and trim on. The rest is adjustment for the course and breeze. Then watch the boat go faster, especially in light air. You might even lower the mainsail, just go with the headsails.
You can go faster and deeper, with a lot less work. Ocean cruisers sometimes go hundreds of miles with a whisker pole – or even two headsails and two poles. Some races even allow double headsails (we’ve had great success in “inside” races using a light 155 genoa and our drifter). Try it on light days when you’ve got room to work, adjust and trim. It’s easy to do with two people, and requires a lot less muscle.
Go sailing. Have fun.
Mike Dwight
Bad Water in Rio
Rio Olympic Water Badly Polluted…Even Far Offshore
In July the AP reported that its first round of ocean water tests showed disease-causing viruses directly linked to human sewage at levels to be considered highly alarming in the U.S. or Europe. Experts said athletes were competing in the viral equivalent of raw sewage and exposure to dangerous health risks almost certain.
The story gets worse – the pollution and the IOC’s passive reaction has caused World Sailing’s president to resign!
In August, after pre-Olympic rowing and sailing events in Rio led to illnesses among athletes nearly double the acceptable limit in the U.S. for swimmers in recreational waters, sports officials pledged that the waters were safe for competition in next year’s games. Since August water testing reveals more widely contamination than previously known. The number of viruses found over a kilometer from the shore in Guanabara Bay, where sailors compete at high speeds and get utterly drenched, are equal to those found along shorelines closer to sewage sources.
The Rio 2016 Olympic organizing committee said that “the health and safety of athletes is always a top priority and there is no doubt that water within the field of play meets the relevant standards.” AP’s testing in Rio, where the water often falls within safe fecal bacteria levels, but shows levels of viruses akin to raw sewage. Many of the testing points show spikes in bacterial contamination — especially in the Olympic lagoon and in the marina where sailors launch crafts. Rio’s waterways, like those of many developing nations, are contaminated because most of the city’s sewage is not treated and massive amounts of it flow straight into Guanabara Bay.
Rio won the right to host the Olympics based on a lengthy bid document that promised to clean up the city’s scenic waterways by improving sewage sanitation; Brazilian officials now acknowledge that won’t happen.
Athletes in Rio test events have tried many treatments to avoid falling ill, including bleaching rowing oars, hosing off their bodies the second they finish competing, and preemptively taking antibiotics — which have no effect on viruses. In August, athletes at a competition fell ill; The World Rowing Federation reported that 6.7 percent of 567 rowers got sick at a junior championships event in Rio. The U.S. Environmental Protection Agency’s maximum illness rate for swimming is 3.6 percent — and many experts say that is too high.
Water quality experts say a virus count hitting 1,000 per liter in the U.S. or Europe would cause extreme alarm, leading in many cases to beach closures. Recent viral levels were all 30,000 times higher than the U.S. or European highly alarming levels at every of AP’s new offshore sampling sites: at a point 600 meters (yards) offshore and within the Sugarloaf sailing race course; at 1,300 meters (yards) offshore within the Naval School sailing circuit; and at a spot inside the Olympic lagoon where rowing lanes are located, about 200 meters (yards) from shore.
In September tests at the Naval School race course and offshore lagoon points, the water tested positive for enterovirus, a major cause of respiratory illness, gastrointestinal ailments and, less often, serious heart and brain inflammation.
Risk assessment experts say that the sheer number of pathogens in Rio’s waters means the risk to human health is unacceptable. Rio de Janeiro state authorities promised to complete sewerage infrastructure near the Marina da Gloria by the end of this year and are making progress. Authorities say Olympic venues will then be safe.
But the high levels of sewage-linked pathogens found in the offshore sailing courses pollution come from dozens of rivers that crisscross metropolitan Rio and dump millions of liters of raw sewage into the bay each day. By the government’s own estimate, just half of the city’s wastewater flowing into the bay is treated.
Sailors are concerned as are other venue participants. One American, himself a winner of two gold medals and one bronze swimming medals at the 1992 Barcelona Games, said if his daughter were a contender in Rio’s open-water swimming competition, he would tell her not to compete. “A gold medal is not worth jeopardizing your health, and it doesn’t appear at this point that the athletes are being considered first.” RIO DE JANEIRO (AP-Brad Brooks). This is a dilemma Olympians don’t need to be worried about. POV Pat Dwight
Steering Smaller Boats in Big Waves
First – what’s a big wave? Is it the 100-foot wave from The Perfect Storm”? Could it be the waves from a TV show called Bering Sea Gold, when they tell us there’s a storm, and it looks like all of 12 knots of breeze and two-foot chop?
The answer is yes. Any wave that makes you feel that you and your boat are in danger is a big wave. All that matters is that the waves are challenging you, and you’re nervous about handling them safely. There are some basic rules that can help:
- First -If conditions scare you, don’t go out. Getting macho can get you and your passengers in deep trouble. Getting back on Monday morning isn’t worth risking the safety and sanity of your crew.
The classic example is the trip back home from Catalina Island. You left the mainland early on Saturday, and it was flat with no wind, so you zoomed over (zoom speed is relative – maybe six knots from the Yanmar in the sailboat, and 30 knots from the twin Volvos in the cruiser). You leave for home on Sunday afternoon, and there 32 knots of breeze pushing some healthy wind waves along with a big swell rolling down the channel, and you’ve got 20 to 30 miles to go with that on your beam or under your quarter.
You are relatively inexperienced, but you’ll probably make it. You’ll beat up the boat, and scare the pants off your crew and yourself in the process. The crew may never get on the boat again. Or, you are experienced, and you’ll make it. You’ll wear yourself and the crew out, and the boat won’t be real happy either.
- Second- There’s no better teacher than experience, but try to gain that experience with an old hand aboard to help you learn. Often the difference between the emotion “We’re gonna die” and the comment “That was a big one” is usually perception and a twitch on the helm.
If you are next to the helm on one of those days, and the driver is calm and under control, it’s amazing how much you can learn just watching and listening. Then when you trade places and you’ve got the helm, a calm voice in your ear, coupled with the positive results, can help you learn a lot, and apply it at the same time. Then you gain the confidence to try it yourself.
- Third – Practice. When you go out, and it’s lumpy, take some time to drive the boat both uphill (into the wind and waves) and downhill (away from the wind and waves). Learn what make the boat feel and respond best under current conditions. You check the weather, then look out the harbor entrance. If you see other boats of your type in the vicinity, go out and play. Practice going into the wind, downwind, into the waves and away from them.
Going into the waves, while often scarier, is easier on the boat and the driver when you do it right.
Don’t worry about your specific destination – as long as you’re making up distance to the mark (technically VMG – Velocity Made Good), you’re doing well. If you steer at an angle somewhere between 20 ⁰ and 45⁰ off the face of the wave, the boat is a lot more comfortable, and is actually faster than heading straight into the sea. You don’t get the big flying spray, and you don’t get the big pounding crash, either. And, you’ll be under control.
Not steering at your mark seems counter-intuitive, but any racing sailor can tell you that it works.
That’s nice, you’re thinking, but at some point I have to make up for that angle away from the harbor mouth. You’re right. You do. If you’re paying attention, you’ll find a periodic flatter spot between waves that will allow you to make the turn (tack) without wrestling the boat over a bigger wave.
Heading downhill requires more touch, and more attention to your helm. The basic design of most powerboat hulls has a broad, usually flat, surface for the following wave to push on, along with a more or less square corner (the quarter). This means that when that big wave comes at the stern, it lifts the stern while pushing on that flat surface. The combination of shapes and forces make the stern want to go to the side, and the boat wanting to turn parallel to the wave’s face, tilting away from the rising wave. This can make for some interesting or even dangerous moments. Sailboats do the same, but with a less exaggerated motion.
With some practice, you can learn to anticipate your boat’s tendencies, and start steering up the face and down the backs of oncoming waves, into the direction that swinging stern takes (It’s called “Yaw”) on following seas.
- Fourth – Watch Your Speed. If you pay close attention to your boat speed relative to the waves, and adjust accordingly, you’ll find the sweet spot. Wind waves are usually moving at speeds from 13 to 18 knots, so you want to work around that basic datum. If you’re steering into the waves, and in a hurry with 15 knots of boat speed, you’re meeting big walls of water at 30 knots (just under 35 mph). The air is getting under your hull, and you’re flying a bit. That is a lot of energy your boat has to absorb when you hit the next wave. A lot of wear and tear on the boat and the bodies aboard.
When steering off the wind, some of the math works for you. If the waves are moving at 13 knots, and you throttle back to about 13 knots, keeping the bow down enough to increase your waterline (hence control and comfort), you’ll find that steering the boat and managing the course is a great deal easier. The waves are coming at you a lot slower, and you have much more time to make your adjustments to steer a comfortable and productive course. With some practice, you’ll find yourself actually surfing the boat.
Think safe, learn well, practice and slow down. Your boat, your backs and your butts will be much happier.
Mike Dwight
Pole Storage
Forespar offers a variety of options to storing your whisker pole or spinnaker pole. The traditional method of storage is to keep your pole on the deck using deck chocks. This storage method is highly recommended for sailing in heavy weather. The chocks are made from Marelon, making them durable and rugged, and use a “snag-proof” low profile design. These chocks are secured to the deck, usually near the bow and next to or clamped to a lifeline stanchion. This keeps the pole secured and out of the way, and at the same time easily accessible.
POV – Mike Dwight
WINTERIZED?
WINTERIZED
Well of course you are. Even SoCal boaters should winterize some systems by sealing and waterproofing and covering against the rainy season.
But if you live in the rest of the world, where there actually is winter, and temperatures fall below freezing, there are a couple of hints, one large and one small:
First, Marelon® plumbing systems from Forespar© don’t require winterizing like bronze does. Marelon won’t freeze and crack. The small amount of water trapped in the ball valves won’t expand enough to cause damage, as the dynamic seals can hold up to the small expansion. So, while you’re in there in the spring, if you find a suspect valve and/or pipe section, replace it with Marelon. For operation and winterizing purposes, it’s much better than our old school bronze.
Second, if you’re using anti-freeze for any purposes try not to use ethylene glycol-based anti-freeze. It is not environmentally or human health friendly. Try to find virgin propylene glycol blend product (there are a couple of major brands) made for marine purposes. They will give you excellent cold weather and corrosion protection for your drinking water systems and engines, without the potentially toxic side effects. And with an additive, the propylene glycol version will prevent corrosion of aluminum and copper pipe, brass and solder, and will not harm rubber and other seals, or hoses.
It is usually fashionably pink – giving excellent blow-through visibility. And, it will not harm the water strainers and lids from Forespar and other manufacturers.
Hope this helps a little in waters where snow and ice are the norm. Both are still good ideas for year-round boaters too.
POV – Mike Dwight
What Good is a Dinghy Davit on My Swimstep?
The obvious benefit is the ability to hoist your inflatable dinghy up on the swimstep while it’s inflated. That way, you’re not fighting to unroll, inflate and float the dinghy using the limited deck space on a small to medium sized boat, and then reverse the process. Often, that means you’re spending as much time setting up the supposedly convenient dinghy as you did on the voyage.
Plan B is to tow the dinghy. For a longer trip, especially at sea, this can be an adventure of its own. Speed, tow distance from the boat, cleats (often not designed for those loads) and tow lines and yokes can be a real pain. We haven’t even mentioned the motor, gas can and cargo.
With the swimstep davit system, you can simply bring the dinghy alongside, clip it on and tilt/hoist it in. A side and actually major benefit is overnight stays. By clipping the dinghy into the Davit, we can be sure that it sits quiet in the water. There’s no banging on the hull, drifting into the fairway, worrying about the painter, etc. Easy passenger boarding from the swimstep, and easy back onto the boat.
We’re using the Forespar QuikDavit ™version on two boats. One on the Grand Banks, used for hoisting and parking the smaller dinghy, and with the mounting pads the same distance apart for docking the bigger Caribe.
The Wellcraft uses the full QuikDavit kit as designed. It is easy for Pat (the real Skipper) to use, and was easy to install on both the wood step and the thicker step on the smaller boat. It makes for a much more pleasant cruise, and has proven to be well worth the money.
POV – Mike Dwight –
Respected Sailing World Spokesperson John Kretschmer Comments on Forespar’s Whisker Poles
“My Forespar 50/50 Whisker Pole is a workhorse, no other piece of equipment on Quetzal is more useful for efficient off the wind sailing. I would not go to sea without it.”
Process: Lubricating Marelon Valves with the Boat Hauled
Marelon® is a proprietary formulation of polymer composite compounds used to produce superior marine-grade products for above and below the waterline.
Created specifically for precision molded plumbing systems, Marelon® offers complete freedom from corrosion and the ravages of electrolysis.
At least half the weight of their bronze counterparts, Marelon® plumbing components provide strength, light weight and internationally approved underwater systems that provide years of trouble-free, corrosion-free and electrolysis-free use.
Routine lubrication of marine seacocks (Marelon®, bronze or stainless steel on all valves) in any boat is vital for their prolonged life and ease of operation.
If ball seals are allowed to dry out, you will experience increased drag caused by marine growth which scores the seals and ultimately leads to leaks, difficulty in operation and/or blockage – potentially harming the equipment they serve.
Lubricating a Marelon® Valve with the Boat Hauled
- Open valve, to drain any residual water, then close valve and remove the hose from the TOP of the hose line connection. On drains or other easily accessible thru-hull/valve hose lines, you may not need to remove the hose. During this step, it’s wise to check for worn hose and rusty hose clamps.
- Outside of the hull have a second person use a bucket to catch the run-off MareLube™ Liquid as the valve is opened and closed. Catch the lube as it runs through the line for re-use on the next line. Be sure you are under the correct thru-hull before starting!
- Repeat the process on all the thru-hull/valve hose lines. MareLube™ Liquid is not harmful to the environment so don’t worry if some splashes.
- This process requires two people.
This procedure is easy and should be done at the beginning of the dry storage season and again before launch. The MareLube™ liquid will leave a PTFE coating throughout the line and help keep hoses clean.
Accessibility to all valves is important and essential for the safety of the vessel should disaster strike. Any marine valve regardless of material, if not activated periodically, will seize, have marine growth build up inside and be rendered inoperable due to neglect.
It is strongly recommended to be particularly watchful of those hard-to-reach valves and find a way to reach them, since regular activating, servicing or closing them in an emergency is important.
Forespar® provides Marelon® plumbing systems to the world’s top boat builders and continues to develop modern alternatives to age old heavy bronze fittings. We are the only manufacturer to offer motorized Marelon® seacocks (ROV systems) that meet and exceed all Marine U.L., ABYC and ISO standards.
Forespar® has products to answer every boaters needs! To learn more, visit http://www.forespar.com/what-is-marelon.shtml.
POV Pat Dwight
A Special Event for Special Sailors
2015 Blind National Sailing Championship Event Scheduled Sept. 12-13 in Newport RI
While the 2015 Blind National Sailing Championship won’t take place until September in Newport RI, last year’s 2014 blind sailing championship regatta was a fabulous event. The 2014 regatta provided two days of great racing between Rose and Goat islands with fierce competition between seven teams over 12 races.
Congratulations to Duane Farrar, Solomon Marini, Denis Bell and Amy Bower for winning and being named the 2014 Blind National Champions.
Sail Newport will be hosting the 2015 Blind National Championships this coming September. For details contact Sail Newport’s Regatta Manager
Pat Dwight
~Forespar POV
The Funniest Dinghy Story on the Internet
The Florida Marine Patrol bagged Scott recently. It was like a simple traffic stop, only on the water.
About 9:30 p.m. Scott was making his nightly six-minute dinghy trek across the harbor back to his boat. He had dutifully stuck a little red/green split flashlight up on the front of his rubber inflatable. However, to the Marine Patrol approaching from the rear it appeared Scott was running without any lights at all. Technically, in addition to the red/green light shining forward, he should have had a white light visible from the rear; either that or a single 3600 light on the boat’s highest point. He knew of this regulation, but didn’t believe anyone would be that nit-picky. Acknowledging that the forward lights showed at least an attempt to comply, the patrol sent Scott on his way with a warning.
The following night he repeated his daily trek armed with a bright white suction mount 3600 flashlight. This new light was so bright it ruined Scott’s night vision. So, he proceeded to hold it high above his head and ventured legally across the harbor. Quickly his arm got tired so he tried sticking it to the dinghy, but being lower than the motor and his torso, the required 3600 coverage was blocked from several angles.
Scott had a brilliant idea – there is an advantage to being bald. It was dark enough that from land no one could see how odd this may have seemed. Scott wet the inside of the light’s suction cup and squished it down upon his skinhead. Perfect. Scott now had both hands free, the light was well above everything on the boat, and his night vision was unaffected; he forgot the light was on.
Later, reaching to his head, Scott grabbed the flashlight in hopes of removing it. He tugged, but the light didn’t budge. He tried prying it off at an angle; it didn’t budge. Raising one edge of the rubber lip; it didn’t budge.
Finally with a loud pop the light came off. According to Scott, the top of his head felt like a can of ravioli, for the suction cup had drawn up his scalp in circular ridges that held their shape.
Undaunted he headed to the shower where he noticed that there was something on the top of his head. When he looked in the mirror, he saw directly in the middle of my head the world’s largest, world’s most perfect, most crimson hickey.
-Pat Dwight (Forespar POV)
