HEAD OFFICE & TRAINING CENTRE 1429 Speers Road, Oakville, Ontario L6L 2X5 BRONTE HARBOUR MARINA LOCATION 14 Bronte Road, Oakville, Ontario L6L 6P7 Toll Free: 1-800-825-8719 ext 100 Local Phone: 905-847-8000 Bring Your Own Crew Flying Tiger 7.5 Guidebook
TABLE OF CONTENTS DESCRIPTION SECTION About National One Design Sailing Academy 1 Your Competition - the Teams 2 FUN / Safety & Boat Bashing RRS 14 3 NO SAIL AREAS 4 About the Flying Tiger 7.5 5 About Torqeedo Motors, VHF Radios & Bosun 6 Square Top Mainsails 7 Flying Asymmetric Spinnakers 8 International Code Flags 9 About Rating Us 10
Section 1 ABOUT 1D SAILING National One Design Sailing Academy is a Transport Canada Recreational Boating School providing sailing keelboat education and experiences in 7.5 M Flying Tiger sport boats. We are members of Ontario Sailing, Sail Canada and US Sailing. We provide keelboat courses for clubs and communities throughout Ontario. We also bring our fleet together to host special events and regattas such as this BYOC race series. Our 2017 program includes the 1D Cup, (a yacht club champion of champions regatta); the Canadian Intercollegiate Sailing Association Keelboat Championships, the Blind Sailing North American Invitational, the Stolze Cup Canadian Match Racing Championship of LYRA. We ll be hosting Dave Perry and holding a Match Racing Clinic this fall in conjunction with the Stolze Cup that open to anyone interested in learning about MR. Then in the fall, as the Canadian Sailing Season ends, we ll be transporting the fleet South again for our North U Regatta Experiences Series in Key West (*yes Key West), St. Pete s, Miami and Annapolis. On July 2, 2014, Transport Canada signed into law the new Standard for Recreational Boating Schools [RBS] The RBS makes it clear that sailing schools are commercial businesses and with the exception of small dinghy camps, sailing school boats are commercial vessels and must be equipped according to the Canada Shipping Act regulations for commercial vessels - just as if they were the Maid of the Mist with tourists aboard voyaging up the Niagara river. 1D Sailing was the first school in Canada to become compliant with the new RBS standard and in fact Transport Canada used 1D Sailing as it s poster child in an educational video made to encourage compliance throughout the country. The school, now in it s 4th year of business, has established itself to be much more than a learn to sail facilitator. 1D Sailing is one of only two schools in Ontario (*the other being Georgian College) that can provide Small Vessel Operator Proficiency Certification (SVOP) for small commercial vessel operators who are now required to carry this certification. In the last year, 1D Sailing has provided certification training for nearly 100 local and regional commercial operators, like charter fishermen, police officers, ferry boat drivers and tour boat operators. The school currently has nearly 2 dozen different boating and safety programs running year long. Section
2 P A R T I C I P A N TS N A M E ASSIGNED BOAT Stay Tuned: Full details shortly.
Section 3 Seamanship: A fundamental skill found universally in great sailors is superior sportsmanship and seamanship. Regardless of whether you are sailing your own boat or someone else s, great sailors avoid collisions. The Racing Rules of Sailing make it very clear that there is no excuse for collisions. The starting area and mark rounding circles are typically the highest risk for collisions. The RRS have been develop to ensure that there is a right-of-way boat and a burdened boat so that collisions can be avoided. Previous practice of requiring a right-of-way boat to hit the burdened boat to prove it s case is now prohibited. Collisions must be avoided at all costs and in the event that a boat is damaged during the series, the at fault team according to the RRS, may be forced to sit out while repairs are made. It is the responsibility of skipper and crew to keep a sharp look out. If a collision is imminent and cannot be avoided, keep hands and feet in. Never put yourself between two boats that are coming together. Opposite Tacks: All boats have blind spots. On the Flying Tiger 7.5 a crew member must be assigned to checking under the boom (frequently) for opposite tack approaching boats. Being on starboard is not an excuse for not checking under the boom. Remember that the closing speed of two sport boats may be much faster than you are accustomed to. An opposite tack boat that you didn t see as a collision threat, could be under your bow in a minute or two. Ducking: You are obligated by the RRS 14 to avoid a collision at all costs. Regardless of whether or not you are on starboard or port tack, you may need to duck another competitor from time to time. Make the decision in plenty of time to safely duck the boat AND THE RUDDER as well as the outboard. Mainsheet trimmers MUST be ready to dump the mainsail to ensure that the helmsman has steerage. A cleated mainsheet could be disastrous in a duck situation. TC LifeJackets & PFDs We have sufficient Transport Canada / Canadian Coast Guard approved PFDs onboard all boats for all participants. You may prefer to bring your own PFD. Inflatables are also fine. While we recommend wearing your pfd at all times on the water, unlike our sailing school student participants, as a charterer, you are not technically obligated to wear your pfd except as outlined in the Sailing Instructions.
Section 4 No Sail Areas CAUTION Entering and departing Bronte Harbour you should generally keep to the east side of the inner harbour negotiating rock wave attenuation groins at the north end of the piers now below the water level. Outside the harbour, avoid turning to port or starboard until your are well clear of the piers and rock break walls. The Flying Tiger draws 6. Do n o t enter the no sail zones on the chart below.
Section 5 Sailing a Flying Tiger 7.5 The Flying Tiger 7.5 has tremendous sailing characteristics. It s fun, fast and when desired, can be exhilarating. For those that have never sailed a sport boat, you are in for a treat. One reason these boats are great for teaching is that they are so responsive to the smallest adjustment. In getting tuned up, learning how small adjustments can improve your performance is critical to winning. Now you ll be able to see how one click on the mainsheet improves speed or how tuning to neutral helm, while perhaps uncomfortable for those that love to have a bit of helm, is simply faster. During your race series time, get accustomed to making small adjustments, one at a time, in order to maximize your understanding of this modern design. This can translate into big gains back home on the race course. Weight distribution is a key component in going fast. Learn when to get the bow out and when to get the transom out. One body up, or down, forward or aft will affect your performance. We have learned that generally sailors sit too far forward. Be conscious that the bow knuckle just kisses the water. Hiking to make your boat sail flat is another go fast tool. This is particularly true at mark rounding s and in leebow maneuvers. The FT 7.5 is designed as a gentleman s sportboat. The chest high lifelines are not conducive to hanging off the high side, body bent over the lifeline... but understanding the effects of weight up and heel angle is important in performance sailing. Your PRO will determine when wind conditions limit the use of spinnakers or demand a reef. These are hard and fast rules set for your safety and to avoid damage to the equipment. It also contributes to the One Design nature of the BYOC Regatta. Spring sailing will not generally pose an issue with weeds. However, it is good practice to get in the habit of doing back ups before every starting sequence. Get in the habit of learning how to accomplish a quick sailing back up.
Section 6 Torqeedo Motors: Sailing in many harbours is prohibited. While great dinghy sailors are accustomed to sailing to the dock, returning a keelboat to port under sail is, at the very least, frowned upon. Your boat is equipped with a Torqeedo electric outboard. A full demonstration of how to use it and store it will be provided during the safety briefing. VHF Radio & Bosun During the Regatta, we will be monitoring the VHF radio. Participants will be advised of the chosen working channel to monitor in the Sailing Instructions. In the event that you have a breakdown or need assistance from the Bosun, Hale => Bosun Bosun Bosun, this is Boat # (and your boat number) ;
Section 7 SQUARE TOP MAINSAILS Sometimes referred to as Box Tops or Fatheads, Square Top mainsails are designed as high aspect foils. Think about it in terms of the difference between a low aspect shallow draft keel and your deep draft high aspect efficient keel. Unlike the high aspect keel, another advantage of the squaretop main, especially in light air, is to put more sail area higher up where winds are stronger. Square-top mains also reduce disturbed air vortices coming off the top of the sail. Square-top mainsails often have less overall sail area than standard pin-top sails (to account for a potential handicap rating penalty), but use the smaller sail more effectively reducing drag. Fundamentally, your mainsail controls have not changed on a square-top. Performance sailors start the process with batten tension before the sail goes up. As the wind pipes up and conditions demand flatter sails, ease the tension slightly on battens that when tight create deeper draft in the sail cloth. With the sail up, the cardinal rule of evaluating the sail shape by determining the relative position of the top batten to the position of the boom hasn t changed either. As wind speed increases the higher up the sail you go, unlike a pin-top main, the square-top main will want to twist off automatically in gusts and stronger winds naturally de-powering the sail plan. Controlling this twist in the sail is key. Sight up the main from under the boom to ensure you have the appropriate twist to create the best foil shape for the conditions and undisturbed laminar flow. On the Flying Tiger 7.5, we chose to use North s Radian [dacron] cloth which provides significant durability and offers more opportunity to learn about sail controls than a moulded plastic sail. All rigs have been tuned the same for mean conditions and are locked and taped. As with any sail, the draft will naturally move aft as the wind pipes up and your cunningham is your control line to move the draft forward again. Do not focus on the luff wrinkles, cunningham is about draft position. Make certain that your boom vang is set. It is one of the most important control lines on a sportboat. Designating the responsibility for the vang to a crew member who s job it is to depower the boat quickly during a wipe out, to give the helmsman s control of the boat again, to enable the helmsman to drive around the windward mark and down onto proper course and then to get it back on once under control. It is ust as important to remember the vang as dumping the mainsheet during a duck to ensure that the helmsman maintains control.
The most important take away in this message is that mainsail trim is critical to performance. Small adjustments effect speed, control and VMG. Performance sailors have learned how to utilize these small changes to improve performance. The 7.5 provides a great opportunity in this Clinic to learn how these small adjustments change your performance. When you return to your own boat, you ll have a whole new appreciation for your sail plan controls.
Section 8 ASYMMETRICAL SPINNAKERS For those of you new to spinnakers or new to asymmetrical spinnakers, the following serves as an introduction. There is no substitute for on- water lessons and practice sessions, but these are the basics. While traditionally we think of spinnakers as downwind sails, Asymmetrical spinnakers are more often considered reaching sails. The best part of sailing a sportboat with an asymmetrical sail is the ability to move the apparent wind forward. Think about it like holding on to a flag outside of the car window. With the car stopped, the apparent and true wind match. As the starts to move forward, the apparent wind on the flag goes further and further forward until the flag is now blowing straight back. Many sailors, especially those sailing heavy displacement boats, rarely appreciate the effect of boat speed on apparent wind. In a sportboat, boat speed is frequently double digits and it is not unusual for a sport boat to reach the high teens and even 20s once up on a plane. Displacement sailors need to adjust their concept of closing speeds. Marks and crossing boats come up quickly. Just like having the flag outside the car window, as the boat speed increases, the apparent wind shifts forward and the boat can quickly go from a broad reach to a close reach without changing your heading. It is critical to be prepared for this and the helmsman must be quick to drive the boat down in order to avoid rounding up. The faster the boat goes, the further you can drive down. The helmsman, the spinnaker trimmer and main trimmer work closely together to attain optimum performance. Communication is key! Before leaving the dock you should rig the spinnaker. As most buoy racing today is set up buoys to Port, generally it is good practice to rig for a port launch. Take the spinnaker out of the bag and run the tapes. You can rig the sheets as continuous or discontinuous according to your preference. However, discontinuous has an advantage of not having a knot that can get caught on the forestay during a gybe. Attach the sheets to the clew pennant. If you decide on continuous, make certain your bowlines are as small as possible.
Make certain you rig the sheets around the forestay and on the outside of the boat to the turning block on the aft deck, and then inside the lifelines to the ratchet block. Remember to check the direction of the ratchet block. The sheets should be cleated whenever the spinnaker is not flying so that they are not dragged overboard. Remember to uncleat them before the launch. Uncleat the tack line and pull it around the forestay (port launch) and aft beyond the shrouds attaching it with a bowline to the spinnaker. Make certain that the tackline is fed over the spinnaker sheets to ensure you are prepared for an inside gybe. Uncleat the halyard. Do not let go of halyards as the WILL sky. Attach the spinnaker halyard to the spinnaker head with a bowline. Double check your knot. Avoid letting the halyard run aft of the spreader. AND during the hoist always be certain it is not behind the spreader before launch. Finally, secure the halyard to the shroud so that the spinnaker cannot inadvertently be pulled out prematurely. Put the spinnaker down the companionway into the cabin. Once the spinnaker is hooked up, it is stored below and hoisted directly out the companionway in a well choreographed maneuver. 1. Pole Out: Once the boat has rounded the windward mark, (and not before) the assigned crew member pulls the pole out line and cleats the pole at its full extension. 2. Tackline Out: With the pole out, the assigned crew member starts to pull on the tackline. It is important to orchestrate this maneuver with a second crew member who helps the foot of the spinnaker up and out of the companionway and forward. It can get caught up and quite commonly struggles to get under and past the jib on it s way to the pole end. 3. Hoist: with the tackline all the way to the end of the pole (and not before) the halyard is quickly raised to the top of the mast. It is essential to be certain that the spinnaker sheet is not cleated and is free to run while the halyard is being raised. It the spinnaker fills before the halyard reaches the top, it may become impossible to complete the hoist and in fact, you may find yourself shrimping. 4. Sheet In: Quickly sheet in. It may be wise to have a wrap on the winch before hand depending upon the wind strength. The helmsman and spinnaker trimmer need to work together to fill the spinnaker, ease it back out and begin driving down. 5. Depending on the conditions, the crew will move aft to keep the bow from submarining as the boat lifts on to a plane and the helmsman drives deeper and deeper. This is a most exhilarating experience.
6. CAUTION TO THE MAINSAIL TRIMMER: As the Flying Tiger 7.5 has no backstay, the mainsail leech and therefore the mainsheet tension perform the roll of a backstay in some situations. If the Tiger races down a wave into the back of the next wave and rounds up, be weary of dumping the mainsheet. In coming to an abrupt stop with the spinnaker full, the mainsheet may be the only thing preventing mast from folding in half. This is never good. We are not aware of such an occurrence ever happening on a Flying Tiger 7.5. The Tiger s spars and rig are quite hardy. However, it is not uncommon to see this happen on a sportboat. Follow this link for a great photo essay of what not to do. http://sailinganarchy.com/wp-content/uploads/2016/04/plugged.jpg 7. TIME TO GYBE: (Inside and Outside Gybes) In all conditions, gybing the spinnaker is often the most difficult maneuver. In light and heavy wind, the full crew must work together. In light air, the most important thing is to keep the spinnaker full and flying right up until the helmsman say gybe-ho. (which should be after he/she says ready to gybe ); If the spinnaker collapses or is not full before the gybe, it WILL get caught on the spreader, and then in the rig and likely be torn as the new sheet trimmer is pulling on the new sheet unaware that the spinnaker is hung up. In light air, the helmsman may need to drive a little higher just before calling for the gybe and driving down again. By driving higher, the spinnaker has a better chance of filling and as the boat heels, ideally will be floating away from the rig and away from the spreader tip.
In light air, as the helmsman turns down, the trimmer eases the sheet allowing the spinnaker to float forward to the forestay, no more than a foot beyond the forestay. It is critical that the spinnaker sheet trimmer begins to pull the new sheet as soon as the clew passes the forestay and the clew will shortly appear around the headstay. Once the new sheet has control of the spinnaker, the sheet trimmer releases the old sheet fully and the helmsman completes the gybe. A crew member should be assigned to helping the old sheet run free and actually push the rope forward. Depending upon how light the conditions are, good crews will roll gybe. The helmsman must stay aware of what s happening with the kite and the boom should now be gybed as well. If the helmsman gybes too quickly or drives too high after completing the gybe, when the kite fills, the boat may round up. Practice makes perfect. In moderate and heavy conditions, many of the light air gybe issues go away. However, new issues arise. It is good practice for helmsman to steer a course slightly high of the next mark to leave themselves room to come down during the gybe. In heavy conditions, approaching the mark deeper downwind is recommended. The crew must be prepared to move to the new high side quickly. On a sportboat, things can happen very fast... until you are an expert, be conservative. High winds. Frequently sailors find themselves white knuckling the boat when the anemometer needle confirms that the winds are over 20 knots or higher. The speed will be exhilarating and you ll likely be sporting a good rooster tail. This is where your apparent wind will again be your best friend. As the boat is speeding downwind, the apparent wind will be reduced. In 20+ knots of wind, you ll be planing downwind as fast as the wind speed, and your apparent wind will be considerably lower. Keeping your boatspeed up through the gybe and getting the spinnaker full on the other gybe quickly is key... and once you perfect this, you ll look like a hero. Remember, when the spinnaker fills, it usually SNAPS full providing a jolt and an instantaneous increase in the boat s speed. Trimmers must be prepared to ease quickly which will allow the helmsman to drive down which he/she must do to avoid rounding up. 8. The Douse: If at all possible, crews should plan to douse the spinnaker on the same side that it will be going up on for the next hoist. Frequently, this means dousing the spinnaker on the windward side of the boat at the bottom end of the race course. There are many ways to accomplish this, but a few key factors that remain true for all types of douses for asymmetrical spinnakers.
Slow the boat down. The helmsman must have left himself or herself room to be able to drive down deeper just before calling for the douse. As the boat drives deeper, it will slow down. Blow the Tackline: At the same time, blow the pole out line, start to pull in the spinnaker sheet either from the low side or around the forestay. Once the spinnaker cloth is in your hand, start to gather in the foot of the sail. It is important to get control of the entire foot BEFORE the halyard is released. As the crew member stuffs the spinnaker below, the halyard is released under control. If it is released too fast, the kite will end up in the water and you ll be shrimping. To the highside. Only one person needs to be on clean up duty. The balance of the crew are getting their weight up and watching for other boats coming in to the mark. Once the spinnaker is safely tucked below and the sheet, tackline and halyard are bungie d to the shroud so the kite can t inadvertently be dragged back out from below, snug up the tackline which will have the effect of securing the pole. Your ready for the next hoist. The Jib. The Flying Tiger 7.5 jib is hanked on and not furled. This allows you to blow the jib halyard when the spinnaker is flying without worrying that the jib will go overboard. In light to moderate conditions it is important to drop the jib when the spinnaker is flying so it does not interfere with the spinnaker performance. However, and while it might be counter-intuitive, it is recommended to keep the jib up in moderate and heaving weather conditions. In moderate to heavy conditions, the jib will not effect the performance of the spinnaker. More importantly, in the event of a round up, wipe out broach, the jib can be snugged in to help the helmsman get the bow down and the boat sailing again. WIPING OUT. Remember, always the cardinal rule for sailors: one hand for the boat and one hand for yourself. Stay on the boat!!! Be aware of your fellow crew members and make certain that they are accounted for. DON T PANIC!!! While there is a ton of noise with the spinnaker flapping, loading up, flapping again and so on, a wipe out is usually a slow motion event. Be certain of your footing, hang on and work together to get the boat under control. If you cannot regain control, lowering the halyard 3M or 10 will likely quickly allow you to regain control, get the halyard back up and sailing again.
PREVENTION: Be alert and focused. Performance sailors wait till they are back onshore before starting the party. Crew communication is key. If you want to consider more alternatives for gybing Asymmetrical Kites check out the a r t i c l e r e c e n t l y p u b l i s h e d o n SailingScuttlebutt.com http:// www.sailingscuttlebutt.com/2016/04/25/tips- for-gybing-asymmetrical-spinnaker/ When you are ready to up your game, master the BLOW THROUGH GYBE! http://www.sailingworld.com/mastering-blow-through-jibes. SOCIAL NETWORKING We strongly encourage social networking before, during and after the clinic Please snap pictures at your convenience and feel free to post them to Instagram for all to share. We ll be tweeting #FunNorthU (??); and we ll be posting daily to our Facebook page. We encourage you to share these posts through your own social media network and we ll follow you and share yours. Following the clinic, we will be creating some video of the event and will post these videos to the National One Design Sailing Academy YouTube channel.
Section 9
Section 10 RATE THE BYOC RACE SERIES