Main Trim in Light Air

by Mike Ingham

For the 2015 (40th) Orange Peel in Jacksonville we held a well attended clinic on Friday and PRO Hal Gilreath ran 3 good races on Saturday. But the speed story for both the clinic and racing was trim in light air. Coaching from a motor boat on Friday, I had a good perspective to see how most boats handled the light air, and almost without exception, teams overt-rimmed.

I think the problem is the main needs to be more twisted in light air than people think. For example, in 6kts, the top batten can hook in a few degrees tighter than the boom, in 3kts it needs to be parallel to the boom. There are several reasons:

• The mast is stiff up top: When we ease the main sheet, the mast straightens and makes the top full and hooked. So we need to ease even more to get any twist.
• Wind shear: At the top of the sail, the the apparent wind is further aft in light air than in heavy. That is because there is a bigger % difference in wind speed up top. Therefore there is a bigger component of the apparent wind due to the wind speed than boat speed, moving the wind aft. To compensate, we need to twist more.
• Wind attachment. The wind has trouble staying attached to a sail in light air. If the main is hooked in, the wind can get around it and stay attached well in 6kts and up, but down around 3kts it cant make it around.
• Pressure: to add to the problem, the leach does not blow open with wind pressure, so it naturally wants to hook in.

Note how much more eased the main is from 'normal' trim when there is more breeze

So, the question is “How much sheet is right?”

The short answer is that in light air I trim so the top telltale is just flowing 10% of the time. I find to get it flowing even 50% of the time, it is too twisted.

When it is really light, I look at both the leach telltale and the top luff of the main above where the jib overlaps. If to get the telltale flowing at all, I need to ease so that the top leading edge starts to bubble (luff), it is too eased and I pull it in until it the bubble goes away. When it is very light, the top tale may stall 100%. But I am very careful to pull it in only until the bubble goes away.

I find with the Proctor cut, I can trim a little harder because the top is a little flatter than the Fisher cut. With the Fisher cut, I have to pay extra attention so I don’t over trim.

Orange Peel Regatta Report

Original Report from North Sails One Design located here

The Orange Peel Regatta just wrapped up over March 19-21 in Jacksonville, FL at The Florida Yacht Club. About 20 boats participated in a Friday clinic partially led by Mike Ingham with an emphasis on properly setting up your boat, trimming in lighter conditions, and lots of short course starting and race practice. 

The Orange Peel is renowned for being an incredible all-round regatta experience and this year was no different. The food is always incredible and Friday’s welcome dinner had a variety of seafood that brought rave reviews. One of the best parts of the Orange Peel is that housing is readily available and most teams took advantage of this to decrease the cost of the event and meet some new locals. If you haven’t been to this regatta you should add it to your list.

Saturday came with no breeze to show and an expected wait for breeze later in the afternoon. Left to their own devices, Thistlers came up with many ways to pass the time from rules discussions (some would even say arguments) in the parking lot, to yoga on the front lawn, to a Big Splash contest in the pool setup with an NCAA Tournament style bracket. Tim Fitzgerald and Pete Gregory squared off in the finals with Pete using technique to overcome his lack of size to win the event.

Eventually the breeze came and the fleet was sent out on the St. Johns River. The current was starting to ebb with pretty good pace and there were unpredictable puffs and shifts across the course, making sailing extremely difficult. The conditions were difficult enough that all but 3 or 4 boats found themselves rounding marks in the 30s once or more.

Mike Ingham was confident in a speed advantage he’s enjoyed over the past two events and planned to sail conservatively early each race. Using a North Sails Fisher main and Proctor jib, he focused on starting well and going fast up the middle until he could tell which side of the course was winning. He would then work to that side and aim for a conservative top-5 windward mark rounding with little risk of being deep in the fleet.

His tactic worked very well as he ended the day with 9 points in 3 races and leading a tie breaker with Stu Grulke for the regatta lead. Other North Sails customers with great days included Tom Hubbell and Chris Klotz. The forecast was poor at best for Sunday, so hats off to the RC for getting 3 fair races in.

Saturday dinner was again a feast, although it started close to 9 PM due to the late start and late racing based on the Sunday forecast. Mike Ingham kept up his winning ways in the dinnertime raffle, winning a new spinnaker pole from Selden Spars. He later gifted the pole to the boat deemed most worthy of a new spinnaker pole, which was Laura Graham of Birmingham, AL.

Sunday’s forecast was correct and glassy conditions led to leisurely packing. Mike Ingham took the regatta win with Tom Hubbell in 4th and Chris Klotz in 6th. Full results are here: http://www.orangepeelregatta.com/results/

The Orange Peel completed the Thistle Southern Circuit, which includes Midwinters East. North Sails reps Mike Ingham and Brad Russell took 1st and 4th in the circuit. Kevin Bradley placed 5th and Tom Hubbell 6th, earning North Sails 4 of the top 6 positions.

Video: Mike Ingham Discusses Sailing In Challening & Unpredictable Conditions

Sailor Question: Puffy Conditions

Alex D. followed up our Sailing in Transitions article with these questions:

"Thanks for the write-up. In the case of puffy winds, or puffy + windy, do you worry about closing the slot? Is the middle trimming the jib or setting to 11.5"?  

Also there is some debate in our fleet about vang-sheeting vs just sheeting out. Better to depower or dump some wind? Thanks! -Alex D."

Mike and I discussed these questions at the Orange Peel this weekend and the following is what Mike believes:

Jib Trim in Puffy Conditions

You absolutely should worry about closing the slot too much.  In very puffy/windy conditions the jib should be trimmed a little out (about an inch to 1.5") from its normal 11.5" position because it's very difficult to adjust jib trim as quickly as the main.  When lots of adjustments to main trim are needed, the middle just can't keep up, so the jib is kept eased a bit more so the slot isn't closed off when the main is eased for a puff.

The more manageable the puffs are, the closer to regular trim you should be on the jib and the more active you are at easing during puffs with the main and trimming the jib back in with the main as the boat flattens out.

When possible you want to trim the sails in harmony, but it is often difficult in practice when you are overpowered, so err on the side of easing the jib in those conditions.

Vang Sheeting vs. Just Easing Main

Regardless of sail cut (Fisher, Proctor, or another sailmaker) the vang is necessary when easing the main in overpowered conditions.

The vang helps bend the mast, which in turn flattens out your sail and de-powers it.  Without the vang on, when the main is eased the mast will straighten out, which adds power to the main.  So while you lose power from the ease, you also add power back in because the sail becomes more full in the luff.

The answer is that you want the vang on to keep the sail shape flat when the mainsheet is eased.  With the vang on you de-power the sail in two ways while easing, making sailing in overpowered conditions much more manageable.

2015 Thistle Mid Winters East: Thoughts on Transitions

by Mike Ingham

We just sailed the 44 boat Thistle Midwinters on Tampa Bay. Tom Hubble hosted his extensive coaching program. As part of the coaching, he paired us up with one of enrolled teams for one­-on-one on the water coaching. After racing on a nice day, I went sailing with the team I was paired with and was impressed how well they did once they locked into a condition. 

But then the conditions would change a little and it took them a few boat lengths to settled into the new mode sailing great again. We did well in the regatta, and it got me thinking that we were not really any faster than some of the other teams, but perhaps we recognized and adapted to changing conditions quicker.

Craig Smith, Jared Ridder, and Molly Dexter - photo by Tina Deptula

We need to recognize there is a change: 

• Sarah Paisley (our forward) is our "wind spotter" looking upwind for changes in wind pressure. She is always saying something like: "Looks like a lot of wind filling in soon", "Lots of waves coming", "Big Lull in 5 boat lengths". She communicate a change she sees handful of boat lengths away giving us with enough time to make our best guess and preset our sheets and controls. 

• Dan Fien (our middle), Sarah and I briefly discuss the impending changed and what we need to adjust and to lock in as it hits. 

• She is looking for a bigger trend than the very near puffs and lulls. She still makes short term calls like "puff in 3, 2, 1, puff" and we can prepare to hike harder, ease sheets, or whatever else we need to do just as the immediate change takes place. 

To increase performance and results, we need to settle into the new quickly.  Here are some rules of thumb: 

• If we are in lighter winds, balance the boat with body weight, so the team moves in and out to keep the boat at the right amount of heel. 

• In lighter winds, spend a lot of time looking at both the main and jib leeches. They seem to open even in small puffs so they need to be trimmed, and close in lulls requiring an ease. We are constantly looking at and adjusting the jib so it is around 11 1/2" away from the mast (1" off the 10 1/2" zip tie on the middle spreader) and the main so the leech telltale is flowing about 50% of the time. 

• In heavy wind, balance the boat and change gears mostly with the main sheet and vang. I am not looking at the leeches as I do in lighter wind, and instead I am comparing the horizon front horizontal grating of my boat. I play the main a lot to keep the boat flat and ripping. 

• In both heavy and light winds, when there is a lull, I will put my bow down just a little just before it arrives, and if there is a puff, I will pinch up just before a puff. The change of course is only a degree or two, but it makes a big difference. 

Brad Russell, Douglas Toney, & Nicole Shedden - photo by Tina Deptula

Perhaps the biggest mistake I saw with changing gears is when teams leaned in to keep the boat from healing to weather even though the main was not trimmed in all the way. Suppose it is blowing 12kts and everyone is hiked full with the main eased 6" to keep the boat flat, then a lull decreases the wind to 10kts. 

Often I see teams start to lean in, yet their main is still out. Instead, the driver should remind the team that they are still in "full hike mode" and trim in. Not until the main is fully trimmed should the driver say "balance boat mode" releasing the team to move instead of hiking full. 

We are headed next to the second leg of the Winter Circuit, the Orange Peel where there is a Friday clinic. Hope to see many of you there!

Friday Weather Analysis - MWE

• Air temp: 67-71
• Water temp: 66 degrees
• Wind type: Breeze (NW -> NE)
• Breeze Type: Gradient
• Pressure System: Straight Isobars

The Stability Index result is Straight Isobars (2), Gradient (1), Air Temp Similar to Water (2), which is a score of 5. 

From that we know that it can be quite unpredictable, with puffs and lulls as well as large shifts. Be careful of identifying a pattern, as it's more likely that it won't repeat itself.

The NW winds in St. Pete are greatly influenced by the land.  Shifts appear random but most puffs are from the right and aloft.

The NE winds follow the NW winds and are the most unpredictable.  If the breeze is already from the NE in the morning and fog is in, sailing will be unlikely for the last day at MWE.

We hope everyone has had a fantastic week and we look forward to the final day of MWE 2015.

Heavy Air Thistle Sailing Video - Wednesday at MWE

Mike Ingham discusses sailing in heavy air.

Wednesday Weather Analysis - MWE

• Air temp: 68-72
• Water temp: 66 degrees
• Wind type: Breeze (SE -> SW)
• Breeze Type: Gradient mixing with and possibly becoming Sea Breeze
• Pressure System: High Dominant

The Stability Index result is High Pressure (3), Gradient or Sea Breeze (1 or 2), Air Warmer than Water (3), which is a score of 7 or 8. Here's the info we get from that:

Gradient Breeze (score 7)

• Expect modest & unpredictable changes in direction w/ little change in speed
• If some regular veers or backs occur expect them to break into irregularity - stay defensive

Sea Breeze (score 8)

• Expect uniform wind speed
• Expect pattern to be predictable

How do you tell which we have? The easiest way to tell is to look for gusts. If there are significant puffs and lulls you are not in a sea breeze. If there are some puffs and you think it could be a sea breeze, it could just be the effect of land to weather of the course. Remember, land within 2 miles of your location affects your breeze.

The gradient breeze should be on the steadier end of the spectrum. Because of that direction is likely to be king. Make sure you have good compass numbers, including a mean number. Once the breeze crosses that mean number you should go the other way. Oscillations are typically 20-60 minutes long, meaning it can appear as a persistent shift on a windward leg.

The sea breeze will have much quicker oscillations, typically 2-6 minutes. They will be patterned and can be predictable. Doing well in a sea breeze is the combination of boat speed and going the right direction all the time. If the breeze seems to settle in around 210 it could be the sea breeze. It will veer as the sea breeze matures, and can go as far as 255, maybe more.

If we are within 2 miles of shore, watch for the breeze to square to the shore as you get closer to it.

It looks like a great day for sailing and hopefully 3 solid races in great Thistlin' breeze. Good luck to everyone and please let us know if we can help.

Tuesday Recap - MWE

Mike had a great day with a 1, 2 finish.  Here's our recap of his top priorities and sail trim for today's sailing:

Full results from the day are here:

MWE Tuesday Results

Tuesday - MWE Weather Analysis

Today's forecast is entirely for light air.

In air under 6 knots the air has a laminar-type flow to it.  At 6 it becomes turbulent.  There is not changeover, it's like a switch.

In light air you always want to sail for pressure.  The differences in wind speed are so great that going 20 degrees the wrong way is worth it if you're going twice as fast.

Look for the puffs and try to 'connect the dots' on your way up the course.  If it's not quite that light, look for the closest path to the next pressure and take it.

You need a lot more twist in your sails in light air because the air is flowing at a different speed at the top of your mast than the bottom.  This is caused by the difference in apparent wind.  The apparent wind up top is much more to windward than the bottom, which is why you need more twist in your sails.

Make sure you're flying your top tell tale and aren't over trimmed in the light air.

St Pete Sea Breeze - Under AP & New Day 1 Expectations

Thistles are under AP until 2 PM at the earliest.  Heavy fog in St. Pete right now.  With a stalled front just south of us and nothing in the gradient to drive a real breeze (despite the local forecast calling for a light NW later) our best shot at sailing today is a sea breeze.

For that to happen, a few things need to occur.  We need the fog to burn off.  Then the land needs to heat up.  Clues that the sea breeze is trying to generate include cumulous clouds generating over downtown St. Pete, birds soaring in the sky over St. Pete in the thermals, black flies in the air (less frequent in recent years it seems), and rising temps with sun.

If those things start to happen, the sea breeze will often come after the cumulous clouds over St. Pete disappear.  The sea breeze will come in as a line, often spilling around Pinellas Point to the south first.  When it first comes in there may be some right gusts as the breeze first comes over the St Pete land but it should settle in before long.  The direction typically starts around 210 and will veer (shift right) as the sea breeze matures.

Expect quick oscillations, driven by the small (<200 meter) boundary layer the sea breeze exists in.  Shift patterns are typically 2-6 minutes, which can be 1-3 minutes when sailed to windward.  If the course is in a place where the breeze flows over land first there will be added gustiness and randomness to the oscillations, but if the breeze had a long runway it should be quite steady in speed and have predictable oscillations that may even be time-able.

In a sea breeze like this you want to establish a mean number for the wind.  Once you have that number, you tack as soon as you cross that number in an oscillation.  You don't wait for the breeze to shift all the way to the maximum.  Make sure to watch for your mean number to creep to the right as the sea breeze matures.

MWE - Day 1 Weather Expectations

MWE Monday - Race Day 1 Weather Forecast and Expectations

• Air temp: 64-70
• Water temp: 66 degrees
• Wind type: Breeze or Light Air (likely to be right on the edge) NE -> NW
• Breeze Type: Gradient
• Pressure System: Straight Isobars

The result is Straight Isobars (2), Gradient (1), Air Similar to Water (2), which is a score of 5. That score says: 

• Expect modest & unpredictable changes in direction & speed
• If it's light air and not breeze sail for pressure not direction
• If some regular veers or backs occur expect them to break into irregularity - stay defensive

It looks like a light day on Tampa Bay. The biggest takeaway from the forecast is that pressure will likely be key. Much rather go a worse direction but with a lot more breeze. The St Pete info doesn't give anything solid other than that it's likely to slowly die, so focus on pressure and keeping clear air.

I wouldn't be surprised to see little or no breeze even early in the morning. Hopefully we get one race in. It will be tough for the sea breeze to kick, especially with the forecast for clouds in the afternoon. I wish we had something more concrete but it looks like we may later in the week. Sometimes it's just good to know not to expect anything normal.

Sail fast and good luck to everyone!

MWE - Practice Day Weather Expectations

MWE Sunday Practice Day Forecast and Expectations

• Air temp: 70
• Water temp: 64 degrees
• Wind type: Breeze or Light Air (must watch for difference)
• Breeze Type: Gradient
• Pressure System: Straight Isobars

The result is Straight Isobars (2), Gradient (1), Air Warmer than Water (3), which is a score of 6. That score says: 

• If air warmer than water expect modest & unpredictable changes in direction w/ little change in speed
• If some regular veers or backs occur expect them to break into irregularity - stay defensive

Without a strong gradient we expect anything with an Easterly component to die.  The forecast shows this as well during race time, along with clouds and possible rain.  This seems like the type of day where prediction is very difficult and anything is possible, so the biggest takeaway is to be on your toes and ready for change.

From this direction it is typically very unstable.  If there are big puffs and lulls along with shifts, sailing for pressure will typically be the better play.  If the breeze is rather steady (more unlikely today) watch the compass numbers closely and make sure you're on the right tack all the time.

If it blows less than 6 knots, the forecast doesn't apply because you are sailing in Light Air, not Breeze.  In that case, sail for pressure always at the expense of direction.  

We hope everyone has a great final day before the racing starts!  If you need anything or have any questions grab Mike or Brad in the parking lot and we will be more than happy to help you out - don't be shy.   

Finally....we'll see you on the water.