Auf Wunsch meiner Segelfreunde aus dem HSC, hier meine persönliche Checkliste.
Diese Liste hatte ich mir in der "Blüte" meiner Mach Race Zeit erarbeitet. Da ich mit der "Offset" Crew nur selten zum Training kam, verkehrten wir viel schriftlich und verarbeiteten unsere Schwächen und Stärken per Korrespondenz. Mir hat das immer sehr gelegen. 1994 wurden wir dann direkt hinter Markus Wieser und Jörg Diesch dritte bei den BMW German Masters in Warnemünde (nur geladene Top-Mannschaften) auf Dehler 34 Yachten. Für mich persönlich der Höhepunkt meiner Match Race Karriere.
Bootsvorbereitung:
Propeller: Senkrecht Stellung prüfen und markieren
Dreieck zwischen Ober und Unterwanten abtapen
Seezaun locker - aber gut sichern. Tape in das Gewinde einreiben.
bei ständig wechselnden Booten und wenn kein Windex vorhanden Musikcasetten-Tapestreifen in die Wante wg Einfallswinkel vom Wind, damit der Spinnakermann besser einstellen kann.
Startphase:
In Gebieten mit Verschmutzung vor dem Start (8min) rückwärts fahren um Kelp, Seegras oder Plastik von Kiel und Ruder abzustreifen.
+ Eintauchen auf Stb Bug:
- Immer hinter das Heck des Gegners mit ganz viel Fahrt und dann sofort Manöver um sich hinten dranzuhängen.
+ Eintauchen auf Bb Bug:
- Ganz früh und mit viel Fahrt, dann sofort hoch und Kurs beibehalten, sodaß man hinter das Heck des Gegners kommt.
+ Kreiseln:
- Schleifen immer im Uhrzeigersinn nach Steuerbord ziehen. Besonders bei wenig Wind langes oval fahren, dadurch bekommt man den Gegner auf Steuerbord vor den eigenen Bb Bug wenn er langsam ist und die Lage nicht peilt. Bei Kreiseln möglichst Fockschothorn runterdrücken um zu beschleunigen. Vordeckmann unterstützt die Drehung des Bootes mit Körpergewicht in den Wanten.
+ NIEMALS:
- nach Kreiseln zur BbSeite (links gegen den Wind aussteigen) keine Chance auf Steuerbordbug zurückzukommen. NIEMALS!
+ Sollte das doch passieren sofort hinter der Tonne oder besser Startschiff scharf luven und stehen. Kontrollieren was Gegner macht! Schiff als Raum Hindernis nutzen. Ggfs mit Fock back nach rechts aussteigen. Befreit!
+ Beim Abfahren nach Lee(Stb Bug) - wenn man kein Manöver vor den Bug machen darf:
- Schiff abbremsen (unauffällig) dann Gegner eine Überlappung herstellen lassen - dann sofort halsen und BbBug hoch an den Wind gehen. Umgekehrt keine Überlappung herstellen wenn selbst Verfolger, da Gegner sonst halsen darf.
+ Wenn Kreiseln keinen Erfolg gebracht hat, 1 -2 Minuten vor dem Start:
- Nach Stb aussteigen und tiefen Bogen fahren, sodaß nach Halse (ca. 30sec - gut einteilen!!) auf BbBug das rechte Startfaß anliegt. Mit voller Fahrt auf BbBug an der Steuerbordseite starten! Niemals tief fahren müßen da Gegner Dich sonst als LeeYacht abdrängen kann. Darauf achten, daß er nur bis an den Wind luven darf!
+ An der Kreuz:
- beim matchen als BbBug Yacht abfallen und nachdem der Gegner passiert ist wenden. Sein Bug muß in Lee eingesteckt sein (an unserer Stb Seite) dann kann er nicht mehr zurückwenden. Mitnehmen über den Anlegerkurs, Wenden und als erster die Tonne runden.
- Rollwende - Crew im Cockpit bringt das Gewicht auf die Reling in Lee - dann umlegen im richtigen Moment. Muß geübt werden.
- An der Kreuz wenn der Gegner in der Nähe der Tonne eine Überlappung hat, scharf luven 21/22 zählen (nach der Regel nicht nötig) und bis in den Wind luven. Gegner abschütteln.
- Weiche Tonnenrundung ist wichtig damit Fahrt im Boot bleibt speziell an der Luvtonne. Spi setzen in jedem Fall mit Fahrt. Später halsen, wenn Gegner die Seite wechselt
+ Spinnaker setzen:
- Jibe Set: Schot vorholen bis zum Vorstag. Spi gebündelt halten. Um die Wante herum aber Luvseitiges Liek dabei halten und führen. Wenn Lee genug herum und Spi hochgezogen ist. Luv fieren und Lee stark holen. Spi muß mit Knall aufgehen. Notfalls Schoten markieren! Weit vor dem Schiff fahren! Es kann dann jederzeit gehalst werden.
- Orientierung über Einstellung Vorliek über die MC Tapestreifen an den Wanten holen
+ Vor dem Wind
+ Regeln:
- hier gilt nicht das Mast querab Gebot - es kann bis an den Wind geluvt werden, wenn querab Stellung bereits hergestellt worden ist!!
+ Halsenduell:
- Warten bis der Gegner meint er wäre innen eingestochen, dann scharf luven 21/22 zählen und Gegner abschütteln. Muß sofort kommen, sonst wird man überlaufen.
- Überprüfen ob Strafe auch verteilt werden darf, nachdem eigene noch nicht abgesegelt wurde. Siehe Hunger/Schreiber Match
Freitag, März 31, 2006
Tipps & Tricks für Regattasegler
Rechtzeitig zur Saison 2006 für alle Wassersegler:
Der Beginn einer Artikelsammlung aus meinem Fundus:
1. PERFECTING THE JIBE SET
2. ACHIEVING DOWNWIND PERFORMANCE
3. CROSS TRAINING
4. MAINSAIL TWIST FOR WAVES
PERFECTING THE JIBE SET
(Polishing your skills on this fundamental maneuver will mean you've got more options at the top mark should you need them. Dean Brenner has a story on the Sailnet website that should help you do that. Here's an excerpt.)
A jibe-set can be more difficult than a bear-away in some ways, but it doesn't necessarily have to be. It simply requires more rotation of the spinnaker to avoid getting it caught up and wrapped in the rigging.
The Approach: As with a bear-away set, it is important to keep racing the boat upwind all the way into the mark. The tactician (or whoever is watching the compass) should keep an eye on the wind shifts as the boat closes on the mark. Knowing what phase the wind is in will be important because it will be one of the determining factors regarding whether to bear away or jibe-set. For the purposes of this article, we'll say that the wind is in a right-hand shift, so a jibe-set makes sense. As you head into the mark on starboard, keep as much crew weight on the rail as possible to keep the boat moving fast upwind.
Since you'll be jibing around the mark, you don't want to deploy the pole until after the jibe. On smaller boats, some crews prefer to set the spinnaker without the pole, just to get the sail up and drawing. Whether you set with the pole or without it, make sure that all the gear is ready to go. The clews of the spinnaker should be free and disentangled from any obstacles, and the halyard attached to the head of the spinnaker. A slow rotation of the kite will prevent you from having a good set. On bigger boats, some crews prefer to hoist the pole on the inboard end so that only the topping lift has to go up. Then they jibe the headsail over the pole. Having a mark on your topping lift is important as well because it will allow you to easily set the control to the optimal spot immediately after the jibe.
Pre-feed the Guy: In some boats, pre-feeding the guy is critical. On smaller boats it is not as important. At a minimum, make sure the hatch or bag is open and ready to go, and keep hiking.
The Rounding: Keep hiking the boat around the mark so you will need less rudder to turn the boat down. If you have the cunningham tensioned, ease it as you leave the rail, and in bigger breeze (and especially on a bigger boat with a large main) have someone ease the vang around the mark. This too will help the boat bear away quickly. The vang will then have to be
trimmed back to a good downwind setting, so make sure know what that is or you have good marks on it. Ease the main and jibsheets and try to focus on making a smooth, fast turn around the mark. - Dean Brenner, Sailnet website.
Full story: http://www.sailnet.com/
ACHIEVING DOWNWIND PERFORMANCE
(There are specific techniques that can help you make gains while sailing downwind. Zack Leonard discusses how improve your downwind performance and technique in part three of his story on the SailNet website. Here is a brief excerpt.)
As you enter the two-boat length circle and establish your rounding position in the pecking order, you can then slow down and wait for the boats directly ahead to round, giving you room to maneuver after you round. But how can you slow a boat that's sailing downwind? The most effective way to slow down is by dousing the chute early, or dropping your centerboard
early. Another way is to over-trim your mainsail-almost to the to centerline-to decrease its efficiency. A third way is to move crew weight to the wrong place. In a dinghy you can sit in or on the transom to drag the stern and slow down. And the final way is to use the rudder.
One quick lesson on technique here: The rudder can be a very effective brake when it is turned all the way over. But that will make the boat turn, won't it? Not always. A radical thrust of the tiller from one side all the way over to the other will stall the flow of water over the rudder. For a moment or two it won't be steering at all, just dragging, and then the water will find its way back around the rudder and it will begin to steer the boat again. At that moment, you need to shift the tiller or wheel all
the way to the other side, hard. That will continue the stall and braking action. While this technique is extremely effective in smaller, lighter boats, it's a lot less effective in big keelboats.
If you experiment with all the above techniques, you will become more proficient at waiting your turn and rounding right next to the mark. And, if you execute the mark rounding in this way, it will give you the freedom to continue on port tack or tack right away to clear your air.
As for the rest of the downwind leg, developing good, smooth boat handling will allow you to jibe the boat to take advantage of each shift, puff, or wave, as well as respond to the movements of the boats behind you in order to maintain clear air. And, staying aggressive with the waves and puffs will help you put some distance on the fleet while they break out the sandwiches and eat your dust! - Zack Leonard, SailNet website
Full story:
http://www.sailnet.com/collections/racing/index.cfm?articleid=leonar0023&tfr=fp
CROSS TRAINING
(Polishing your performance is a lifelong pursuit, and one way to avoid complacency is to push yourself by learning aboard unfamiliar boats. Dan Dickison discusses the advantages of 'cross training' on the SailNet website. Here's a brief excerpt)
It's easy for sailors, particularly those who own and drive sailboats, to get into a rut by sailing just one kind of boat. After a while that kind of boat just becomes such a comfortable fit that you stop asking yourself, 'What can I do to sail better?' Getting into an unfamiliar boat will keep you on your toes as a performance sailor because it will require that you be particularly observant to figure out how the new vessel responds. Once you realize that the sailing techniques you formerly relied upon are only alternatives, not hard, fast rules, you'll be well on your way toward becoming a better sailor.
Jumping into a new class may be intimidating at first, but intimidation is only an initial phase. Knowing this will help you make the most of this learning opportunity and help you to enjoy what could otherwise be an awkward situation. Above all, you should avoid burdening yourself with unrealistic expectations about how you might fare your first time out aboard a new boat. Remember, Michael Jordan had no mortal equivalent on the basketball court, but in a baseball uniform he became just another guy on the roster, no more than a farm leaguer. The idea, after all, is simply to learn, so just try to absorb as much as you can about how the good sailors in this new boat set things up and how they sail the boat. You can start by asking questions, and as a rule of thumb, you'll find that most everyone who sails that new boat will be more than willing to help you learn.
Then, when you eventually get back aboard your usual boat, you won't realize it, but unconsciously you'll be distilling what you learned aboard the other boat and applying it. It's only human nature for you to make comparisons, and these will help you fine-tune your performance. - Dan Dickison, SailNet website.
Full story:
http://www.sailnet.com/collections/racing/index.cfm?articleid=ddcksn0354&tfr=fp
PERFORMANCE PRIORITIES
(There are few sports that require the diversity of skills that sailing demands. In a story on the SailNet website, Sailing instructor Zack Leonard discussed how to coach yourself. Here's a brief excerpt.)
The single largest mistake that I see most junior sailing instructors, high-school coaches, and college coaches make is to start off by teaching boat-handling skills first. While basic tacking, jibing, and acceleration techniques are necessary just to turn the corners on a racecourse, many of the concepts needed to understand proper boat-handling techniques are hard
to grasp if they aren't first introduced in the context of straight-line speed. Understanding through experience the concepts of helm balance and rudder load, pressure on the sails, steering with weight and sail trim, crew-weight positioning, and kinetic responsiveness is crucial to perfecting tacks, jibes, and acceleration. These concepts are best taught in a straight-line, speed-tuning environment where experimentation yields immediate results. And once a sailor understands and feels these forces in the boat, the process of learning to squeeze maximum potential out of tacks and jibes is much easier.
When you are just learning to sail, or learning a new boat, that's when this principle is most important. When I coach or teach, I recommend beginning with a lot of straight-line sailing so that you get the feel of your new boat. You'll gradually learn how quickly the apparent wind accelerates and decelerates in the puffs, and you'll get to know how the helm reacts to heal and crew position, and how sail trim affects the helm. As you become confident in your basic sail setup and helming skills, then you'll be ready to move on to refining your boat handling.
If you ever have the chance to witness your local collegiate sailing team's practice sessions, you will probably see the team executing tacks in rapid succession with the coach urging the sailors on between his whistle blasts. While drills that emphasize the repetition of boat-handling skills are great for sailors who have mastered all the mechanics of these skills, they are often detrimental to sailors who are just learning the proper mechanics. - Zack Leonard, SailNet website
http://www.sailnet.com/collections/articles/index.cfm?articleid=leonar0022
Mainsail Twist for Waves (Author: Dobbs Davis)
Moderate winds and uniform waves require matching sail trim. The 60th edition of the Acura SORC in Miami Beach this winter produced a fantastic variety of sailing conditions to challenge the 138 entries in the event. Starting with postponements and light air on the first day, the southerly breeze built steadily throughout the event so that on the fourth day the wind speeds approached and exceeded 20 knots. This kind of conditions offers a great opportunity for learning lessons, and that’s just what happened here. For everyone but the multihull competitors, the course areas were set east of Key Biscayne, just a couple miles offshore. For the duration of the event, the southerly breeze was slightly more to the west than the 'normal' southeasterlies, making for an interesting scenario in wind and wave sailing. Though the wind showed a tendency to bend around the southern end of Key Biscayne, the wave pattern was more uniformly from the southeast, and often at a significantly different angle than the wind. This made for a completely different kind of sailing on each tack upwind. On starboard, boats were taking the waves and chop head-on, while on port, the waves were hitting the boats on the beam for a slightly smoother ride. To optimize speed, balance, and pointing ability, this meant adjusting the sail trim in a different fashion on each tack—twisted but powerful on starboard, and a little flatter and less twisted on port.
For those of us sailing on the offshore one-design course (including Mumm 30s, 1D35s, and Farr 40s), the first challenge in these circumstances was to decide first how to set up the rig. Without the dynamic rig adjustment of running backstays or checkstays, the middle shape of the mainsail is controlled by mast bend, which in turn is controlled by adjustment on the diagonal shrouds. Since these could not be adjusted except between races, the question became whether to try and optimize the tuning for the deeper and more powerful shapes necessary on starboard tack, or the flatter shapes that were better for port.
On starboard tack, the waves were pretty square, requiring more power in the sail trim. On these two-spreader, runnerless rig designs, easing the diagonal shrouds (lowers are referred to as D1s and uppers as D2s) allows the mast to bend more and flatten the main. However, if made too loose, overbend in the mast section will compromise headstay tension, which is critical for keeping the jib shape from becoming too deep in breezy conditions. The challenge is always to decide how much bend might be too much, and only through trial and error will the exact adjustment be determined. The difference between a light air and heavy air settings might only be several turns on the diagonals' turnbuckles. Because of this, using the sailmakers' tuning guides in each of these classes is an excellent way to understand how and when to make these adjustments and match the mast bend and stiffness with the sails' designs.
On John Musa's 1D35 Jacaibon, we opted for having a little more bend and flatter shapes appropriate for port tack, reasoning that if necessary we could manipulate other controls such as the outhaul to deepen the main on starboard. Also, as the day wore on we saw a tendency for the wind to increase, and we wanted to make sure we would therefore be fast on the last beat of the race as well as the first.
Steep chop like that seen here can severely challenge a helmsperson, but trimmers can offer some assistance by powering up the sails.Fortunately, the other controls we had on sail trim were much more accessible than adjusting the diagonals. Deeper and more powerful shapes on starboard tack prompted us to use slightly less headstay on the 1D35, and even a little less outhaul on the main and less halyard tension on the jib. After tacking to port, however, we'd pull more outhaul on, pump on more headstay, grind on more halyard tension, and tighten the cunningham to help flatten the shapes for smoother water. These we'd keep fairly constant while on each tack, unless there was a significant change in wind speed.
The most dynamically adjusted aspect of sail shaping that we tried to manipulate was the twist in the leech. On starboard tack, the impact of taking the waves head-on made the boat pitch more readily than on port tack. This meant the angle of attack of the wind on the sails would vary widely, especially at the top of the spar. So, in order to reduce the risk of having the sails over-trimmed and therefore stalling the flow of air, we would put more twist in the main and maybe a little more as well on the jib. This meant easing the jibsheet about an inch or two from where it was on port tack, and a similar and sometimes greater amount of ease on the mainsheet. While a little pointing was sacrificed, the twisted shape made the boat perform consistently faster through the waves, with the balance on the helm and heel angle controlled through adjusting the traveler.
Adjusting sail trim to meet conditions can mean the difference between the unobstructed view up front and the view in the back of the pack.On port tack, the flatter water meant we needed less powerful shapes in the sails to accelerate, and the mast was not pitching through huge angles of gyradius. More headstay, halyard, outhaul, and cunningham tensions were applied, and if we had a backstay, we'd have pulled that on harder as well. Here also the challenge was not to keep the side-on waves from pushing the bow too far off to leeward, so a little less twist in the main kept the boat pointed consistently higher. This meant carrying a few inches more mainsheet tension than on starboard tack, although never was the main trimmed so hard as to have the top batten pointing to weather of centerline. This trim setup allowed us to maintain height as well as speed, with the traveler eased in the puffs and trimmed in the lulls.
After all this work getting upwind, going downwind was a blast, especially on port gybe where at relatively close true-wind angles we were all easily surfing down the waves. Fortunately both the finishes and the harbor were downwind, so it made for great endings to some long days!
If you encounter similar conditions when you race, keep in mind this simple lesson from the 2001 Acura SORC—when sailing upwind, the bigger the waves (and the more head-on they are), the more the twist.
Der Beginn einer Artikelsammlung aus meinem Fundus:
1. PERFECTING THE JIBE SET
2. ACHIEVING DOWNWIND PERFORMANCE
3. CROSS TRAINING
4. MAINSAIL TWIST FOR WAVES
PERFECTING THE JIBE SET
(Polishing your skills on this fundamental maneuver will mean you've got more options at the top mark should you need them. Dean Brenner has a story on the Sailnet website that should help you do that. Here's an excerpt.)
A jibe-set can be more difficult than a bear-away in some ways, but it doesn't necessarily have to be. It simply requires more rotation of the spinnaker to avoid getting it caught up and wrapped in the rigging.
The Approach: As with a bear-away set, it is important to keep racing the boat upwind all the way into the mark. The tactician (or whoever is watching the compass) should keep an eye on the wind shifts as the boat closes on the mark. Knowing what phase the wind is in will be important because it will be one of the determining factors regarding whether to bear away or jibe-set. For the purposes of this article, we'll say that the wind is in a right-hand shift, so a jibe-set makes sense. As you head into the mark on starboard, keep as much crew weight on the rail as possible to keep the boat moving fast upwind.
Since you'll be jibing around the mark, you don't want to deploy the pole until after the jibe. On smaller boats, some crews prefer to set the spinnaker without the pole, just to get the sail up and drawing. Whether you set with the pole or without it, make sure that all the gear is ready to go. The clews of the spinnaker should be free and disentangled from any obstacles, and the halyard attached to the head of the spinnaker. A slow rotation of the kite will prevent you from having a good set. On bigger boats, some crews prefer to hoist the pole on the inboard end so that only the topping lift has to go up. Then they jibe the headsail over the pole. Having a mark on your topping lift is important as well because it will allow you to easily set the control to the optimal spot immediately after the jibe.
Pre-feed the Guy: In some boats, pre-feeding the guy is critical. On smaller boats it is not as important. At a minimum, make sure the hatch or bag is open and ready to go, and keep hiking.
The Rounding: Keep hiking the boat around the mark so you will need less rudder to turn the boat down. If you have the cunningham tensioned, ease it as you leave the rail, and in bigger breeze (and especially on a bigger boat with a large main) have someone ease the vang around the mark. This too will help the boat bear away quickly. The vang will then have to be
trimmed back to a good downwind setting, so make sure know what that is or you have good marks on it. Ease the main and jibsheets and try to focus on making a smooth, fast turn around the mark. - Dean Brenner, Sailnet website.
Full story: http://www.sailnet.com/
ACHIEVING DOWNWIND PERFORMANCE
(There are specific techniques that can help you make gains while sailing downwind. Zack Leonard discusses how improve your downwind performance and technique in part three of his story on the SailNet website. Here is a brief excerpt.)
As you enter the two-boat length circle and establish your rounding position in the pecking order, you can then slow down and wait for the boats directly ahead to round, giving you room to maneuver after you round. But how can you slow a boat that's sailing downwind? The most effective way to slow down is by dousing the chute early, or dropping your centerboard
early. Another way is to over-trim your mainsail-almost to the to centerline-to decrease its efficiency. A third way is to move crew weight to the wrong place. In a dinghy you can sit in or on the transom to drag the stern and slow down. And the final way is to use the rudder.
One quick lesson on technique here: The rudder can be a very effective brake when it is turned all the way over. But that will make the boat turn, won't it? Not always. A radical thrust of the tiller from one side all the way over to the other will stall the flow of water over the rudder. For a moment or two it won't be steering at all, just dragging, and then the water will find its way back around the rudder and it will begin to steer the boat again. At that moment, you need to shift the tiller or wheel all
the way to the other side, hard. That will continue the stall and braking action. While this technique is extremely effective in smaller, lighter boats, it's a lot less effective in big keelboats.
If you experiment with all the above techniques, you will become more proficient at waiting your turn and rounding right next to the mark. And, if you execute the mark rounding in this way, it will give you the freedom to continue on port tack or tack right away to clear your air.
As for the rest of the downwind leg, developing good, smooth boat handling will allow you to jibe the boat to take advantage of each shift, puff, or wave, as well as respond to the movements of the boats behind you in order to maintain clear air. And, staying aggressive with the waves and puffs will help you put some distance on the fleet while they break out the sandwiches and eat your dust! - Zack Leonard, SailNet website
Full story:
http://www.sailnet.com/collections/racing/index.cfm?articleid=leonar0023&tfr=fp
CROSS TRAINING
(Polishing your performance is a lifelong pursuit, and one way to avoid complacency is to push yourself by learning aboard unfamiliar boats. Dan Dickison discusses the advantages of 'cross training' on the SailNet website. Here's a brief excerpt)
It's easy for sailors, particularly those who own and drive sailboats, to get into a rut by sailing just one kind of boat. After a while that kind of boat just becomes such a comfortable fit that you stop asking yourself, 'What can I do to sail better?' Getting into an unfamiliar boat will keep you on your toes as a performance sailor because it will require that you be particularly observant to figure out how the new vessel responds. Once you realize that the sailing techniques you formerly relied upon are only alternatives, not hard, fast rules, you'll be well on your way toward becoming a better sailor.
Jumping into a new class may be intimidating at first, but intimidation is only an initial phase. Knowing this will help you make the most of this learning opportunity and help you to enjoy what could otherwise be an awkward situation. Above all, you should avoid burdening yourself with unrealistic expectations about how you might fare your first time out aboard a new boat. Remember, Michael Jordan had no mortal equivalent on the basketball court, but in a baseball uniform he became just another guy on the roster, no more than a farm leaguer. The idea, after all, is simply to learn, so just try to absorb as much as you can about how the good sailors in this new boat set things up and how they sail the boat. You can start by asking questions, and as a rule of thumb, you'll find that most everyone who sails that new boat will be more than willing to help you learn.
Then, when you eventually get back aboard your usual boat, you won't realize it, but unconsciously you'll be distilling what you learned aboard the other boat and applying it. It's only human nature for you to make comparisons, and these will help you fine-tune your performance. - Dan Dickison, SailNet website.
Full story:
http://www.sailnet.com/collections/racing/index.cfm?articleid=ddcksn0354&tfr=fp
PERFORMANCE PRIORITIES
(There are few sports that require the diversity of skills that sailing demands. In a story on the SailNet website, Sailing instructor Zack Leonard discussed how to coach yourself. Here's a brief excerpt.)
The single largest mistake that I see most junior sailing instructors, high-school coaches, and college coaches make is to start off by teaching boat-handling skills first. While basic tacking, jibing, and acceleration techniques are necessary just to turn the corners on a racecourse, many of the concepts needed to understand proper boat-handling techniques are hard
to grasp if they aren't first introduced in the context of straight-line speed. Understanding through experience the concepts of helm balance and rudder load, pressure on the sails, steering with weight and sail trim, crew-weight positioning, and kinetic responsiveness is crucial to perfecting tacks, jibes, and acceleration. These concepts are best taught in a straight-line, speed-tuning environment where experimentation yields immediate results. And once a sailor understands and feels these forces in the boat, the process of learning to squeeze maximum potential out of tacks and jibes is much easier.
When you are just learning to sail, or learning a new boat, that's when this principle is most important. When I coach or teach, I recommend beginning with a lot of straight-line sailing so that you get the feel of your new boat. You'll gradually learn how quickly the apparent wind accelerates and decelerates in the puffs, and you'll get to know how the helm reacts to heal and crew position, and how sail trim affects the helm. As you become confident in your basic sail setup and helming skills, then you'll be ready to move on to refining your boat handling.
If you ever have the chance to witness your local collegiate sailing team's practice sessions, you will probably see the team executing tacks in rapid succession with the coach urging the sailors on between his whistle blasts. While drills that emphasize the repetition of boat-handling skills are great for sailors who have mastered all the mechanics of these skills, they are often detrimental to sailors who are just learning the proper mechanics. - Zack Leonard, SailNet website
http://www.sailnet.com/collections/articles/index.cfm?articleid=leonar0022
Mainsail Twist for Waves (Author: Dobbs Davis)
Moderate winds and uniform waves require matching sail trim. The 60th edition of the Acura SORC in Miami Beach this winter produced a fantastic variety of sailing conditions to challenge the 138 entries in the event. Starting with postponements and light air on the first day, the southerly breeze built steadily throughout the event so that on the fourth day the wind speeds approached and exceeded 20 knots. This kind of conditions offers a great opportunity for learning lessons, and that’s just what happened here. For everyone but the multihull competitors, the course areas were set east of Key Biscayne, just a couple miles offshore. For the duration of the event, the southerly breeze was slightly more to the west than the 'normal' southeasterlies, making for an interesting scenario in wind and wave sailing. Though the wind showed a tendency to bend around the southern end of Key Biscayne, the wave pattern was more uniformly from the southeast, and often at a significantly different angle than the wind. This made for a completely different kind of sailing on each tack upwind. On starboard, boats were taking the waves and chop head-on, while on port, the waves were hitting the boats on the beam for a slightly smoother ride. To optimize speed, balance, and pointing ability, this meant adjusting the sail trim in a different fashion on each tack—twisted but powerful on starboard, and a little flatter and less twisted on port.
For those of us sailing on the offshore one-design course (including Mumm 30s, 1D35s, and Farr 40s), the first challenge in these circumstances was to decide first how to set up the rig. Without the dynamic rig adjustment of running backstays or checkstays, the middle shape of the mainsail is controlled by mast bend, which in turn is controlled by adjustment on the diagonal shrouds. Since these could not be adjusted except between races, the question became whether to try and optimize the tuning for the deeper and more powerful shapes necessary on starboard tack, or the flatter shapes that were better for port.
On starboard tack, the waves were pretty square, requiring more power in the sail trim. On these two-spreader, runnerless rig designs, easing the diagonal shrouds (lowers are referred to as D1s and uppers as D2s) allows the mast to bend more and flatten the main. However, if made too loose, overbend in the mast section will compromise headstay tension, which is critical for keeping the jib shape from becoming too deep in breezy conditions. The challenge is always to decide how much bend might be too much, and only through trial and error will the exact adjustment be determined. The difference between a light air and heavy air settings might only be several turns on the diagonals' turnbuckles. Because of this, using the sailmakers' tuning guides in each of these classes is an excellent way to understand how and when to make these adjustments and match the mast bend and stiffness with the sails' designs.
On John Musa's 1D35 Jacaibon, we opted for having a little more bend and flatter shapes appropriate for port tack, reasoning that if necessary we could manipulate other controls such as the outhaul to deepen the main on starboard. Also, as the day wore on we saw a tendency for the wind to increase, and we wanted to make sure we would therefore be fast on the last beat of the race as well as the first.
Steep chop like that seen here can severely challenge a helmsperson, but trimmers can offer some assistance by powering up the sails.Fortunately, the other controls we had on sail trim were much more accessible than adjusting the diagonals. Deeper and more powerful shapes on starboard tack prompted us to use slightly less headstay on the 1D35, and even a little less outhaul on the main and less halyard tension on the jib. After tacking to port, however, we'd pull more outhaul on, pump on more headstay, grind on more halyard tension, and tighten the cunningham to help flatten the shapes for smoother water. These we'd keep fairly constant while on each tack, unless there was a significant change in wind speed.
The most dynamically adjusted aspect of sail shaping that we tried to manipulate was the twist in the leech. On starboard tack, the impact of taking the waves head-on made the boat pitch more readily than on port tack. This meant the angle of attack of the wind on the sails would vary widely, especially at the top of the spar. So, in order to reduce the risk of having the sails over-trimmed and therefore stalling the flow of air, we would put more twist in the main and maybe a little more as well on the jib. This meant easing the jibsheet about an inch or two from where it was on port tack, and a similar and sometimes greater amount of ease on the mainsheet. While a little pointing was sacrificed, the twisted shape made the boat perform consistently faster through the waves, with the balance on the helm and heel angle controlled through adjusting the traveler.
Adjusting sail trim to meet conditions can mean the difference between the unobstructed view up front and the view in the back of the pack.On port tack, the flatter water meant we needed less powerful shapes in the sails to accelerate, and the mast was not pitching through huge angles of gyradius. More headstay, halyard, outhaul, and cunningham tensions were applied, and if we had a backstay, we'd have pulled that on harder as well. Here also the challenge was not to keep the side-on waves from pushing the bow too far off to leeward, so a little less twist in the main kept the boat pointed consistently higher. This meant carrying a few inches more mainsheet tension than on starboard tack, although never was the main trimmed so hard as to have the top batten pointing to weather of centerline. This trim setup allowed us to maintain height as well as speed, with the traveler eased in the puffs and trimmed in the lulls.
After all this work getting upwind, going downwind was a blast, especially on port gybe where at relatively close true-wind angles we were all easily surfing down the waves. Fortunately both the finishes and the harbor were downwind, so it made for great endings to some long days!
If you encounter similar conditions when you race, keep in mind this simple lesson from the 2001 Acura SORC—when sailing upwind, the bigger the waves (and the more head-on they are), the more the twist.
Dienstag, März 28, 2006
Five O'Clock Somewhere
Five O'Clock Somewhere Autor: CarolAnne
Bin per Zufall auf diesen Blog gestossen. Ganz nett zu lesen und hat auch mit segeln zu tun aber auf überraschend nette Art geschrieben.
@CarolAnne: Thank you for allowing me to put the link onto my blogsite.
Bin per Zufall auf diesen Blog gestossen. Ganz nett zu lesen und hat auch mit segeln zu tun aber auf überraschend nette Art geschrieben.
@CarolAnne: Thank you for allowing me to put the link onto my blogsite.
Montag, März 27, 2006
Letztes DN Wochenende, WE: 25/26.3.2006
Berichte unter www.eissegeln.de > DN Yacht. Ich verabschiede mich mit einem Foto.
Saison ist beendet. Leider sind die Erkenntnisse, die den Speed gebracht haben, etwas spät gekommen. Im nächsten Jahr wird wieder angegriffen. Das vorhandene Material ist OK, trotz Gebrauchsspuren. Die gewonnen Erkenntnisse beziehen sich auf den Kufenschliff, das Material und meine persönliche Mast/Segel Kombination. Der "älteste" meiner Masten hat sich als schnellster Mast, bei leichtem Wind oder Schneebedingungen herausgestellt. Mi den Kufen bin ich auf einem guten Weg. Das neue Bergner Boot bedarf noch einiger Arbeiten bezüglich Plankenaufnahme und "paralel zur Eisfläche" Fahrtzustand.
In den nächsten Tagen und Wochen werde ich wohl einige interessante Artikel hier reinstellen, die für (Regatta) Segler interessant sein könnten. Bis dahin:
smooth sailing
Manfred
_/) _/)
Dienstag, März 21, 2006
Zwangspause
Die Woche danach.
Ne Geschäftsreise nach England und ausserdem ne eitrige Entzündung eingefangen, verhinderten meinen Start bei der Dänischen DN Meisterschaft. Wenn ich mir die Ergebnissliste anschaue, sicherlich eine gute Veranstaltung, die auch mir und meinem Equipment gelegen hätte. Sollte nicht sein. Heute am Di, 21.3. noch etwas angeschlagen, denke ich über die SM nach, die am kommenden WE stattfinden soll. Allerdings brauche ich noch Zeit für die Kufen und bin selbst aber noch ei bißchen wackelig auf den Beinen (will noch nicht an die frische Luft). Abwarten.... was mir wirklich äußerst schwer fällt.
Ne Geschäftsreise nach England und ausserdem ne eitrige Entzündung eingefangen, verhinderten meinen Start bei der Dänischen DN Meisterschaft. Wenn ich mir die Ergebnissliste anschaue, sicherlich eine gute Veranstaltung, die auch mir und meinem Equipment gelegen hätte. Sollte nicht sein. Heute am Di, 21.3. noch etwas angeschlagen, denke ich über die SM nach, die am kommenden WE stattfinden soll. Allerdings brauche ich noch Zeit für die Kufen und bin selbst aber noch ei bißchen wackelig auf den Beinen (will noch nicht an die frische Luft). Abwarten.... was mir wirklich äußerst schwer fällt.
Montag, März 13, 2006
DN WM 2006 Report
Einen Report über die Ereignisse der ersten Tage kann man sehr schön nachlesen auf der Seite www.eissegeln.at unserer Österreichischen Eissegelfreunde.
Mittwoch, 8.3.2006
Anja (G-390), Bernd, (G-107), Holger, (G-890) und ich (G-99) beschlossen nachmittags den See mit Schlittschuhen zu erkunden. Nachdem schon die Anfahrt und der Takelplatz eher eine Aushilfslösung war und die Beschreibungen, wo denn nun in der riesigen, nördlichen Bucht des Vätternsees gesegelt werden sollte, eher dürftig ausfiel, schien uns die Schlittschuhlösung die allerbeste um die Wartezeit zu überbrücken. Draußen auf dem Eis, dann noch eine Hiobsbotschaft, Julia hatte sich die Schulter beim Landcheck ausgerenkt, Bernd musste zurück. Wir liefen so an die 2,5 Stunden, machten viele Eiskontrollen, fanden eine spärliche Eisdicke von 5-6cm unter 100% aller Schneewächten und fanden den beschriebenen Platz nicht besegelbar. Allerdings waren die Informationen, wo genau gesegelt werden sollte auch gegen Abend immer noch dürftig........mal rief uns Bohni an, "mehr rechts rüber, ca. 7km...". Dann irgendjemand: "dort wo ihr das Quad seht...". Am Horizont sahen wir 2 Schlitten mit guter Fahrt aber es war deutlich zu weit, um auch dort mit Schlittschuhen und Eisstock zu checken.
Zurück an Land, gegen den inzwischen auffrischenden Wind eine mühsame Nummer sahen wir den Finnen Winquist (L-601) und einige seiner Freunde beim beladen seines schönen, neuen, weißen Bootes mit Flaggen. Er wollte raussegeln um den Weg zur Regattastrecke zu markieren. Ich lief noch zu ihm hin und sprach eine Warnung über das teilweise dünne Eis aus, aber er ging raus. Voller Hoffnung, daß es nachts wachsen würde. Wir waren erschöpft und läuteten den Abend ein. Krogo hatte eingeladen und wie immer gab es ein herrliches Dinner.
Donnerstag, 9.3.2006
07.00h, Krogo hämmert an die Tür meines Womos. Das Eis ist weg. Ich denk der spinnt, einer seiner üblichen Scherze, obwohl, damit scherzt er nicht. Overall übergezogen und raus durch den Wald gestapft und tatsächlich: Am Horizont alles schwarz. Nebelschwaden vom warmen Wasser an diesem -11° kalten Morgen. Die Scholle war einfach vom starken Wind abgebrochen und gen Süden in den offenen See vertrieben worden. Der Takelplatz war noch nicht in Gefahr, also abbauen mit Ruhe. Bohni und das Finnische Regattakomitee waren inzwischen verständigt. Dann erreicht uns noch die Meldung, dass L-601 gestern Abend eingebrochen sei und sein Boot gestern nicht mehr gerettet werden konnte. Der Mann musste erstmal zum trocknen. Heute früh war der DN dann in den Fluten versunken. Vermutlich auf 600m Tiefe gegangen.
Nach dem Frühstück, es trudelten immer mehr Segler ein, machte ich noch einen Wettgewinn: "Kollege, lass die schweren Kufen im Auto, es ist kein Eis mehr da"... "Du spinnst".... "Ne, nee, wetten? um 5 Euro?" "Klar, wo soll denn das Eis sein". Naja ich hätte ne Menge Geld verdienen können an diesem Morgen aber mit so etwas, wie WM Eis weg, sollte man nicht scherzen. Also abbauen und mit gemeinsamer Hilfe von dem Platz weg, an dem sich viele festfuhren. Der Anfahrtsweg war erschwerend nur für ein Fahrzeug befahrbar.
Ein neuer Takelplatz ganz am anderen Ende von Motalla war nun angesagt. Vielmehr segelten dort die Schweden bereits seit 2 Tagen und hatten jetzt netterweise ereicht, dass auch wir dort, auf dem Geländer der SAAB Underwater, aufbauen durften... Nur ein Schlingel, wer jetzt böses denkt...
Um 15.00h Skippersmeeting. Keine Regatten heute. Das Eis sollte noch wachsen und morgen um 10.00h erster Start A-Gruppe, WM. 2. Lauf.
Freitag, 10.3.2006
Es wurde tatsächlich gesegelt. Drei A-Gruppen Rennen und auch für B und die zusammen gelegte C & D Gruppe. Näheres siehe Ergebnisse. Die Bedingungen waren schwierig. Es hatte harschigen Schnee, das Eis hatte -3,5°. Slots oder Platte? Es begann ein Favoriten sterben. Die sieggewohnten Schweden fuhren in die Plätze und benahmen sich dabei nicht besonders gut. Segelten brutal auf Steuerbordbug in die Backbordparade, rissen ihr Boot herum und manch einer fuhr ein Ausweichmanöver, was er nicht nötig hatte. Ich blieb mit meinen Slots im ersten Rennen stehen, sonnte mich in der Mitte der Bahn und schaute mir das Elend an. Zeitlimit?? Wer kontrollierte eigentlich? Naja, Bernd G-107 vorne. Soll man da etwas sagen? Zurück geschoben. Kufenwechsel. Kurze Slots: Immerhin sprang ein 28ter Platz heraus. Es wurde wärmer, der Schnee weicher. Nochmal Kufenwechsel auf harten Stahl (4125), das volle Segel aber drauflassen und ab ging die Post. Ich hatte endlich wieder Speed im Boot. 10ter an der Luvtonne, nahm gleich den Winddreher mit, halste und schrabbelte dann auf Backbordbug ankommend als erster um die Leetone. John Harper machte es besser und überholte mich gleich. Ich kämpfte mich aus seinen Abwinden frei, wir wiederholten das Spiel, Harper segelte weiter nach dem runden der Luvtonne, ich halste weg und kam wieder als Erster in Lee an. Ich rundete mit 2 Längen Abstand hinter ihm das dritte mal die Luvtonne und halste dusseligerweise wieder weg. Wurde im Ziel noch von Philip Dürr (Z-50) abgefangen. Dritter Platz. Ne gute Ausgangsposition um sich im Gesamtergebnis zu verbessern. Was dann nicht mehr gelang. Ein Segler war in ein Gasloch gefahren. Kiste kaputt. Rennen beendet. WM mit 4 Läufen ohne Streicher im Sack. Glückwunsch an den neuen Weltmeister, Michal Burczinsky P-114! Schöne Preisverteilung mit netten Reden im alten Ratssaal. Morgen Start zur EM um 10.00h. Skippersmeeting um 09.00h am Eis. Einschreiben zur EM gleich nach der Preisverteilung. Die Finnen mußten neue Gruppen zusammenstellen. Gute Chancen für eine "A" Qualifikation oder eine Bestätigung.
Samstag, 11.3.
Sehr leichter Wind machte es den Qualifikanten aus "C" nicht leicht. "B" hatte es da schon besser. Guter Wind in dem "B" Rennen. Bei dem ersten EM Rennen der "A" Flotte schlief dann der Wind beinahe ein. Jedenfalls wurde jetzt das Rundenlimit beachtet und es wurde abgeschossen. Neuer Versuch nach einer Stunde. Sehr schwierige Bedingungen von der Oberfläche und den Winddrehern her. Ich kam gar nicht über den Kurs. Im nächsten Rennen, auf Grund einer Mittagsflaute erst so gegen 14.30h angeschossen ebenfalls nicht. Rettete mich gerade noch auf den Takelplatz zurück. Immer nur halbwind segelnd. Draußen auf der Bahn gingen jetzt einige Spalten auf und es wurde vernünftigerweise abgebrochen. Keine gültige EM, eine dürftige WM. Trotz einer insgesamt doch recht guten Wintersaison kein schöner Abschluß.
Fazit:
Ob wirklich nach Schweden abgereist werden musste um so ein dürftiges Ergebnis zu erzielen, sollte noch untersucht werden. Jedenfalls hätte man, laut Auskunft unserer drei "Spaßsegler", die am Donnerstag auf der Müritz waren, dort wieder segeln können. Ich bin froh, diese Entscheidungen nicht treffen zu müssen. Einer unserer erfahrenen Eissegler sagte mir einmal: "In der Ruhe liegt die Kraft", ich glaube es war am Lipno. Dort hatten wir am Ende auch ein schöne Meisterschaft zu Ende gesegelt.
smooth sailing
Manfred
DN G-99
Mittwoch, 8.3.2006
Anja (G-390), Bernd, (G-107), Holger, (G-890) und ich (G-99) beschlossen nachmittags den See mit Schlittschuhen zu erkunden. Nachdem schon die Anfahrt und der Takelplatz eher eine Aushilfslösung war und die Beschreibungen, wo denn nun in der riesigen, nördlichen Bucht des Vätternsees gesegelt werden sollte, eher dürftig ausfiel, schien uns die Schlittschuhlösung die allerbeste um die Wartezeit zu überbrücken. Draußen auf dem Eis, dann noch eine Hiobsbotschaft, Julia hatte sich die Schulter beim Landcheck ausgerenkt, Bernd musste zurück. Wir liefen so an die 2,5 Stunden, machten viele Eiskontrollen, fanden eine spärliche Eisdicke von 5-6cm unter 100% aller Schneewächten und fanden den beschriebenen Platz nicht besegelbar. Allerdings waren die Informationen, wo genau gesegelt werden sollte auch gegen Abend immer noch dürftig........mal rief uns Bohni an, "mehr rechts rüber, ca. 7km...". Dann irgendjemand: "dort wo ihr das Quad seht...". Am Horizont sahen wir 2 Schlitten mit guter Fahrt aber es war deutlich zu weit, um auch dort mit Schlittschuhen und Eisstock zu checken.
Zurück an Land, gegen den inzwischen auffrischenden Wind eine mühsame Nummer sahen wir den Finnen Winquist (L-601) und einige seiner Freunde beim beladen seines schönen, neuen, weißen Bootes mit Flaggen. Er wollte raussegeln um den Weg zur Regattastrecke zu markieren. Ich lief noch zu ihm hin und sprach eine Warnung über das teilweise dünne Eis aus, aber er ging raus. Voller Hoffnung, daß es nachts wachsen würde. Wir waren erschöpft und läuteten den Abend ein. Krogo hatte eingeladen und wie immer gab es ein herrliches Dinner.
Donnerstag, 9.3.2006
07.00h, Krogo hämmert an die Tür meines Womos. Das Eis ist weg. Ich denk der spinnt, einer seiner üblichen Scherze, obwohl, damit scherzt er nicht. Overall übergezogen und raus durch den Wald gestapft und tatsächlich: Am Horizont alles schwarz. Nebelschwaden vom warmen Wasser an diesem -11° kalten Morgen. Die Scholle war einfach vom starken Wind abgebrochen und gen Süden in den offenen See vertrieben worden. Der Takelplatz war noch nicht in Gefahr, also abbauen mit Ruhe. Bohni und das Finnische Regattakomitee waren inzwischen verständigt. Dann erreicht uns noch die Meldung, dass L-601 gestern Abend eingebrochen sei und sein Boot gestern nicht mehr gerettet werden konnte. Der Mann musste erstmal zum trocknen. Heute früh war der DN dann in den Fluten versunken. Vermutlich auf 600m Tiefe gegangen.
Nach dem Frühstück, es trudelten immer mehr Segler ein, machte ich noch einen Wettgewinn: "Kollege, lass die schweren Kufen im Auto, es ist kein Eis mehr da"... "Du spinnst".... "Ne, nee, wetten? um 5 Euro?" "Klar, wo soll denn das Eis sein". Naja ich hätte ne Menge Geld verdienen können an diesem Morgen aber mit so etwas, wie WM Eis weg, sollte man nicht scherzen. Also abbauen und mit gemeinsamer Hilfe von dem Platz weg, an dem sich viele festfuhren. Der Anfahrtsweg war erschwerend nur für ein Fahrzeug befahrbar.
Ein neuer Takelplatz ganz am anderen Ende von Motalla war nun angesagt. Vielmehr segelten dort die Schweden bereits seit 2 Tagen und hatten jetzt netterweise ereicht, dass auch wir dort, auf dem Geländer der SAAB Underwater, aufbauen durften... Nur ein Schlingel, wer jetzt böses denkt...
Um 15.00h Skippersmeeting. Keine Regatten heute. Das Eis sollte noch wachsen und morgen um 10.00h erster Start A-Gruppe, WM. 2. Lauf.
Freitag, 10.3.2006
Es wurde tatsächlich gesegelt. Drei A-Gruppen Rennen und auch für B und die zusammen gelegte C & D Gruppe. Näheres siehe Ergebnisse. Die Bedingungen waren schwierig. Es hatte harschigen Schnee, das Eis hatte -3,5°. Slots oder Platte? Es begann ein Favoriten sterben. Die sieggewohnten Schweden fuhren in die Plätze und benahmen sich dabei nicht besonders gut. Segelten brutal auf Steuerbordbug in die Backbordparade, rissen ihr Boot herum und manch einer fuhr ein Ausweichmanöver, was er nicht nötig hatte. Ich blieb mit meinen Slots im ersten Rennen stehen, sonnte mich in der Mitte der Bahn und schaute mir das Elend an. Zeitlimit?? Wer kontrollierte eigentlich? Naja, Bernd G-107 vorne. Soll man da etwas sagen? Zurück geschoben. Kufenwechsel. Kurze Slots: Immerhin sprang ein 28ter Platz heraus. Es wurde wärmer, der Schnee weicher. Nochmal Kufenwechsel auf harten Stahl (4125), das volle Segel aber drauflassen und ab ging die Post. Ich hatte endlich wieder Speed im Boot. 10ter an der Luvtonne, nahm gleich den Winddreher mit, halste und schrabbelte dann auf Backbordbug ankommend als erster um die Leetone. John Harper machte es besser und überholte mich gleich. Ich kämpfte mich aus seinen Abwinden frei, wir wiederholten das Spiel, Harper segelte weiter nach dem runden der Luvtonne, ich halste weg und kam wieder als Erster in Lee an. Ich rundete mit 2 Längen Abstand hinter ihm das dritte mal die Luvtonne und halste dusseligerweise wieder weg. Wurde im Ziel noch von Philip Dürr (Z-50) abgefangen. Dritter Platz. Ne gute Ausgangsposition um sich im Gesamtergebnis zu verbessern. Was dann nicht mehr gelang. Ein Segler war in ein Gasloch gefahren. Kiste kaputt. Rennen beendet. WM mit 4 Läufen ohne Streicher im Sack. Glückwunsch an den neuen Weltmeister, Michal Burczinsky P-114! Schöne Preisverteilung mit netten Reden im alten Ratssaal. Morgen Start zur EM um 10.00h. Skippersmeeting um 09.00h am Eis. Einschreiben zur EM gleich nach der Preisverteilung. Die Finnen mußten neue Gruppen zusammenstellen. Gute Chancen für eine "A" Qualifikation oder eine Bestätigung.
Samstag, 11.3.
Sehr leichter Wind machte es den Qualifikanten aus "C" nicht leicht. "B" hatte es da schon besser. Guter Wind in dem "B" Rennen. Bei dem ersten EM Rennen der "A" Flotte schlief dann der Wind beinahe ein. Jedenfalls wurde jetzt das Rundenlimit beachtet und es wurde abgeschossen. Neuer Versuch nach einer Stunde. Sehr schwierige Bedingungen von der Oberfläche und den Winddrehern her. Ich kam gar nicht über den Kurs. Im nächsten Rennen, auf Grund einer Mittagsflaute erst so gegen 14.30h angeschossen ebenfalls nicht. Rettete mich gerade noch auf den Takelplatz zurück. Immer nur halbwind segelnd. Draußen auf der Bahn gingen jetzt einige Spalten auf und es wurde vernünftigerweise abgebrochen. Keine gültige EM, eine dürftige WM. Trotz einer insgesamt doch recht guten Wintersaison kein schöner Abschluß.
Fazit:
Ob wirklich nach Schweden abgereist werden musste um so ein dürftiges Ergebnis zu erzielen, sollte noch untersucht werden. Jedenfalls hätte man, laut Auskunft unserer drei "Spaßsegler", die am Donnerstag auf der Müritz waren, dort wieder segeln können. Ich bin froh, diese Entscheidungen nicht treffen zu müssen. Einer unserer erfahrenen Eissegler sagte mir einmal: "In der Ruhe liegt die Kraft", ich glaube es war am Lipno. Dort hatten wir am Ende auch ein schöne Meisterschaft zu Ende gesegelt.
smooth sailing
Manfred
DN G-99
DN World Championship 2006 - Report-
The following report was written by me for Scuttlebutt.com:
208 Iceboat competitors from 18 nations travelled to Germany to compete in the 37th World Championship in the DN Class to be held from 5th of March until 10th of March. The primary location, stated by the Finnish Organisation Committee had been Lake Pyhaejaervi, Saekylae. Due to the weather conditions all competitors had been advised to relocate in Germany on the Lake Mueritz in a nice holiday camp in the small city Klink.
The championship was to be sailed in four groups starting with the "D" Fleet of which the top 12 boats were able to advance into a higher fleet. Remarkably young Polish DN Sailor, P - 37, Grzegurz Prokopowicz, managed to advance into the "A" Fleet and to finish with as respectable 6th place. This is a result of the strong junior program in Poland which backed by senior iceboaters, local companies and the Polish Sailing Union. The US Team had 6 sailors in the Goldfleet and reigning World Champion, Ron Sherry, US-44 was prepared to defend his title against the strong Swedish, German and Polish fleet sailors.
The qualification races and a first Goldfleet race were held in between snowstorms on the big Lake Mueritz. The first three places were hard fought between US-44 and the Polish sailors P-114, Michal Burczynski, and P-679, Jacob Schneider. P-114 had a small speed edge and won the race which finished late that day, close to 18.00h. Time to get to the shore was not enough and a couple of sailors were lost in the dark and in the snowstorm but with help of many friends, directing them home with flashlights everybody was back at around 20.30h. Snow all night and temperature dropping to -17° did not help improving the conditions and the race committee had to make the tough decision to cancel further sailing in Germany and to travel to Sweden. Motalla was the place to be. Only a few sailors did not make it. The Swedes, keen to grap the title from Ron Sherry thought that the black ice, which they had found in the northern part of Lake Vaettern, would suit them better than snow covered ice. The search for safe conditions was difficult and in the process the Finish sailor John Winquist lost his boat, which sank down to 600m. Luckily his friends helped him out of a bad situation which again proves that Iceboaters should never do it alone.
The World Championship was concluded on one day with only 3 more races, no discard and many a favourites died. But not the young Polish sailor, Michal Burczynski. He deserved the title which he won with an 8 point lead to second, P - 155, Lukasz Zakrzewski, followed by American Matt Struble US-3662. It should be noted that Michal Burczynski won the title 27 years after his father, well known Pjotr Burczynski did so. Pjotr was honored during the price giving as being "best coach" of the week. His sons had won the Gold and the Silver Fleet World Championship 2006.
208 Iceboat competitors from 18 nations travelled to Germany to compete in the 37th World Championship in the DN Class to be held from 5th of March until 10th of March. The primary location, stated by the Finnish Organisation Committee had been Lake Pyhaejaervi, Saekylae. Due to the weather conditions all competitors had been advised to relocate in Germany on the Lake Mueritz in a nice holiday camp in the small city Klink.
The championship was to be sailed in four groups starting with the "D" Fleet of which the top 12 boats were able to advance into a higher fleet. Remarkably young Polish DN Sailor, P - 37, Grzegurz Prokopowicz, managed to advance into the "A" Fleet and to finish with as respectable 6th place. This is a result of the strong junior program in Poland which backed by senior iceboaters, local companies and the Polish Sailing Union. The US Team had 6 sailors in the Goldfleet and reigning World Champion, Ron Sherry, US-44 was prepared to defend his title against the strong Swedish, German and Polish fleet sailors.
The qualification races and a first Goldfleet race were held in between snowstorms on the big Lake Mueritz. The first three places were hard fought between US-44 and the Polish sailors P-114, Michal Burczynski, and P-679, Jacob Schneider. P-114 had a small speed edge and won the race which finished late that day, close to 18.00h. Time to get to the shore was not enough and a couple of sailors were lost in the dark and in the snowstorm but with help of many friends, directing them home with flashlights everybody was back at around 20.30h. Snow all night and temperature dropping to -17° did not help improving the conditions and the race committee had to make the tough decision to cancel further sailing in Germany and to travel to Sweden. Motalla was the place to be. Only a few sailors did not make it. The Swedes, keen to grap the title from Ron Sherry thought that the black ice, which they had found in the northern part of Lake Vaettern, would suit them better than snow covered ice. The search for safe conditions was difficult and in the process the Finish sailor John Winquist lost his boat, which sank down to 600m. Luckily his friends helped him out of a bad situation which again proves that Iceboaters should never do it alone.
The World Championship was concluded on one day with only 3 more races, no discard and many a favourites died. But not the young Polish sailor, Michal Burczynski. He deserved the title which he won with an 8 point lead to second, P - 155, Lukasz Zakrzewski, followed by American Matt Struble US-3662. It should be noted that Michal Burczynski won the title 27 years after his father, well known Pjotr Burczynski did so. Pjotr was honored during the price giving as being "best coach" of the week. His sons had won the Gold and the Silver Fleet World Championship 2006.
Donnerstag, März 02, 2006
Vorbereitung auf die Wasser-Segel-Saison
Hier ein interessanter Artikel für alle, die "hinten" im Boot Ihren Dienst tun:
TRUST AND RESPECT
Team New Zealand tactician Terry Hutchinson is a chatty kind of guy. Ask him a question and you get a more than adequate answer. Ask him how his relationship with Dean Barker at the back of the boat is going, and he natters away non-stop.
It's is no secret that a strong relationship between the helmsman and his tactician is crucial. New Zealanders Russell Coutts and Brad Butterworth have shown how it is done over the past 10 years, and before that it was the Dennis Conner and Tom Whidden show. But with single-nation teams now athing of the past, developing afterguards has become a matter of merging
people from different countries in a matter of months.
Before joining Emirates Team New Zealand, Hutchinson knew little about Barker. Apart from one Congressional Cup regatta, Hutchinson can't recall sailing against Barker, let alone with him. "It was a forced relationship I guess and probably the best thing that happened was that we won the acts in Valencia [in 2004]. Whether we liked each other or not, we gained instant
respect for each other's ability." The relationship is based on trust.
While Barker is concentrating on the boat and its speed, Hutchinson's job is to paint Barker a picture of what is going on around him and advise where he should head. "A lot of times on the boat when we have a massive screw-up tactically, he doesn't say anything. He just looks at me like 'is that the best you can do? I hope we can do better than this because this is
pretty average'. "Fortunately at the time it is something I am thinking myself." -
- Julie Ash, NZ Herald, full story: http://tinyurl.com/9yesq
TRUST AND RESPECT
Team New Zealand tactician Terry Hutchinson is a chatty kind of guy. Ask him a question and you get a more than adequate answer. Ask him how his relationship with Dean Barker at the back of the boat is going, and he natters away non-stop.
It's is no secret that a strong relationship between the helmsman and his tactician is crucial. New Zealanders Russell Coutts and Brad Butterworth have shown how it is done over the past 10 years, and before that it was the Dennis Conner and Tom Whidden show. But with single-nation teams now athing of the past, developing afterguards has become a matter of merging
people from different countries in a matter of months.
Before joining Emirates Team New Zealand, Hutchinson knew little about Barker. Apart from one Congressional Cup regatta, Hutchinson can't recall sailing against Barker, let alone with him. "It was a forced relationship I guess and probably the best thing that happened was that we won the acts in Valencia [in 2004]. Whether we liked each other or not, we gained instant
respect for each other's ability." The relationship is based on trust.
While Barker is concentrating on the boat and its speed, Hutchinson's job is to paint Barker a picture of what is going on around him and advise where he should head. "A lot of times on the boat when we have a massive screw-up tactically, he doesn't say anything. He just looks at me like 'is that the best you can do? I hope we can do better than this because this is
pretty average'. "Fortunately at the time it is something I am thinking myself." -
- Julie Ash, NZ Herald, full story: http://tinyurl.com/9yesq
Schneetreiben ohne Ende in Schleswig
...gerade hat man den Mist weggeschippt, schneit es wieder wie verrückt. Die Müritz Webcam zeigte heute früh noch keinen Schnee.... viel Anrufer bei mir, dabei bin ich kein Offizieller. Die Finnen reisen an und brauchen noch Verstärkung. Rainer Hinrichsen hat seine Hilfe angeboten. Ansonsten ernte ich Absagen oder dumme Kommentare von den üblichen Verdächtigen.
Als Late Entry versuche ich noch G-990 Kerstin einzuchecken. Leider haben wir nicht genug Schneeplattenläufer....
Gestern noch 3 Satz Kufen mit demn Stein geschärft. Draussen, im Schneetreiben, wäre mir die Kufenschleifmaschine verrostet.
For all competitors: Have a good trip and see you on the Ice
Manfred
DN G-99
Als Late Entry versuche ich noch G-990 Kerstin einzuchecken. Leider haben wir nicht genug Schneeplattenläufer....
Gestern noch 3 Satz Kufen mit demn Stein geschärft. Draussen, im Schneetreiben, wäre mir die Kufenschleifmaschine verrostet.
For all competitors: Have a good trip and see you on the Ice
Manfred
DN G-99
Mittwoch, März 01, 2006
DN Worlds: Regatta Site has been confirmed
Wednesday, March 01, 2006 - 02:54 pm:
Regatta site is confirmed.
The DN Worlds will be sailed in Lake Muritz, in Germany.
See regatta webpage for information of accommodation.
See you soon on the ice.
http://www.dn-finland.net/wc2006/}
Regatta site is confirmed.
The DN Worlds will be sailed in Lake Muritz, in Germany.
See regatta webpage for information of accommodation.
See you soon on the ice.
http://www.dn-finland.net/wc2006/}
Back to the Workshop
Abends die Kufen vom letzten, recht erfolgreichen WE wieder aufgearbeitet, und in der Absicht, die für Schnee in Frage kommenden Kufen unten auf 75° anzuspitzen, nahm ich mir nochmal die 440C´s mit den Stiffeners vor. uuhps, mit einer Kufe war ich wohl über einen Stein oder Schäkel gefahren. Total im Eimer. Gründliches runterschleifen war angesagt. Kurz nach Mitternacht fertig, paßte der Satz auch wieder in der Spur. Was mache ich heute mit den Schneekufen? Südschweden, eine Woche; da wird man sie benötigen. There is still a lot to do.
Heute früh kam zur Erleichterung nachfolgende mail. Zum Glück entfällt nun die Tour nach Ungarn. Schweden liegt ja quasi vor der Haustür und ich habe dort immer Spaß.
_/) _/) Manfred
Ice search - interim report
Dear iceboaters,
on behalf of Joerg Bohn I have some news for you. Joerg is now on the
ferry to Sweden and will check ice in Karlskrona tomorrow and contact
swedish ice scouts for other sites. Report will come tomorrow in the
afternoon.
Balaton is out, cause the ice in Balatonfüred isn't as safe as it
should be for an big event, reported by an ice scout there. No chances
in Estonia, Lithuania, Latvia and Poland, too much snow. Lake Müritz
in Germany is sailable but got some snow today and weather forecast
for the next week predicts rain the whole week from Tuesday on.
Please stay tuned and wait for news, latest tomorrow in the early
evening. We have a very difficult ice and weather situation in Europe
and you can be assured that all responsible persons try to find the
best regatta site.
Godie DN G-4
webmaster icesailing.org
Heute früh kam zur Erleichterung nachfolgende mail. Zum Glück entfällt nun die Tour nach Ungarn. Schweden liegt ja quasi vor der Haustür und ich habe dort immer Spaß.
_/) _/) Manfred
Ice search - interim report
Dear iceboaters,
on behalf of Joerg Bohn I have some news for you. Joerg is now on the
ferry to Sweden and will check ice in Karlskrona tomorrow and contact
swedish ice scouts for other sites. Report will come tomorrow in the
afternoon.
Balaton is out, cause the ice in Balatonfüred isn't as safe as it
should be for an big event, reported by an ice scout there. No chances
in Estonia, Lithuania, Latvia and Poland, too much snow. Lake Müritz
in Germany is sailable but got some snow today and weather forecast
for the next week predicts rain the whole week from Tuesday on.
Please stay tuned and wait for news, latest tomorrow in the early
evening. We have a very difficult ice and weather situation in Europe
and you can be assured that all responsible persons try to find the
best regatta site.
Godie DN G-4
webmaster icesailing.org
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