NORTH SAILS BLOG

Nigel Musto, North Sails Performance Clothing Director, gives us his top tips on maximizing the life of Foul Weather gear. READ MORE

Available for cruising boats up to 45 ft, NPL RENEW is the start of a new and important shift for sailmaking towards a more sustainable sail that does not sacrifice performance or longevity. Learn more about NPL RENEW with our FAQs from NPL RENEW Product Director Tom Davis. READ MORE

North Sails President and world-renowned race winner Ken Read lends his expertise to our Flying Sails Guide, a new breed of offwind sails that can add as much as 40 percent more sail area. READ MORE

The Engine Above Deck The North Sails team has focussed hard on the Cape 31 Class since its inception and as a result it is no surprise that North Sails have been so dominant. North Sails IRC designs were the foundation of the Cape 31 One design rules. Starting as the sole sail maker in South Africa with tri-radial paneled,  North Sails have worked to perfect their 3Di sails since the Cape 31 arrived in the UK in 2019.  After countless hours sailing, testing and competing in the Cape 31, North Sails shares our tuning notes in an effort to get sailors and teams up to race winning speed quickly for the most competitive racing. As we learn more about the Cape 31 and further its development, new information regarding setup, tuning and trimming techniques will be updated online at northsails.com. As always, contact your North Sails Expert for all the most up to date information and for help tuning your boat. Tuning Guide Dock tune Mast heel position: 135-145 mm from the aft edge of the mast to the center of the front keel bolt. Set the mast heel position to achieve the desired pre bend (see below). Moving the heel aft increases pre bend, moving the heel forward reduces pre bend. Setting the mast rake: 1,710mm. To do this, put a mark on the forestay, and measure the distance from this mark down to the middle of the forestay pin at the deck intersection.  Swing the fixed end of the jib halyard back to the mast and mark the halyard in line with the top of the gooseneck measurement band. Next swing the jib halyard forward to the forestay and mark the forestay in line with the jib halyard mark.  Measure the distance from the top of this new forestay mark to the middle of the forestay pin. On most boats this is the load sensor pin, the pin that the tack of the jib attaches to. The next step for tuning the rig is to make sure the mast is square in the boat.  Set the shroud tension close to base tension and loosen the D1’s (& D2’s).  Swing the jib halyard from one shroud base to the other and make sure the hounds are in the middle.  Tighten the D1’s (& D2’s) back up to the tuning guide and make the mast look straight side to side. Base deck chocks: It is best to have light pressure on the front chocks. A good base deck chock setting is normally 4 to 8 mm of positive chock (fill the gap in front of the mast, plus 4-8mm). It is worth checking that when on +1 chocks compared to base that there is still a small amount of pre bend. Moving deck chocks has a large impact on the D1 tension. Measure pre bend by pulling the most forward main halyard down to touch the back corner of the lowest bit of the mast track just above the gooseneck (see image). Pull the halyard tight on a calm wind day and then measure the gap between the back of the mast track and the nearest piece of rope. Pre bend is measured at the height of the lowest spreaders. Measure on base with base chocks in and with the runners loose and the boom down. The ideal pre bend is between 40mm and 50mm. Tuning Matrix This tuning matrix is developed for the unique 3Di North Sails technology. 3Di is a fundamentally unique construction process leading to lighter and stronger sails. TWS (kts) V1 “Shrouds” (PT-3) D1 “Lowers” (PT-2) D2 “Uppers” (PT-2) Forestay  Deck Chocks 4-7 Base -2 Base -3 Base -2 Base -8 Base +1 8-9 Base-1 Base-2 Base -1 Base -4 Base 10-11 Base Base-1 Base Base -2 Base 11-12 (Base) Base (20) Base (35) Base (25-27) Base Base 12-14 Base  Base +1 Base Base +2 Base 14-16 Base +1 Base +1 Base Base +4 Base 16-18 18+ Base +2 Base +3 Base +1 Base +2 (37) Base Base Base +6 Base +8 Base  Base -1 Each turn listed on the tuning matrix above is a 360 degree turn.The numbers in brackets on the tuning matrix are rig tensions.  Battens A couple of stiffnesses of carbon full length battens in the head of the mainsail (and jib) help to perfect the sail set up across the wind range. North Sails have standard recommended batten upgrade options, please get in contact with a North Sails expert to discuss this further.  Jib Trim Crossovers Helix technology in the jibs defies conventional sail design limitations enabling one sail to perform optimally across a wider range of conditions than ever before. Engineered for active camber control, Helix upwind sails enable sailors to radically adjust and control sail shape and power as well as minimizing luff sag by adjusting the jib halyard fine tune. J1 (J1-3): 5 -11 knots *new design J2 (J2-1) 10 –17 knots *new design J3 (J3-3) 15-21 knots *new design J4 Heavy Weather OSR (J4-3): 20+ knots *new design Storm Jib: for use to satisfy a class rules requirement instead of taking the J4 sailing. JIB CARS. It is best in light and medium winds to be max inboard on the car. If out of range, or at the very top of the range, on a jib going one step outboard on the jib car works well. There is jib car height adjustment line next to the main hatch. Car height is the main car tuning tool for setting the depth and twist in the jib.   SPREADER MARKS: It is really useful to have spreader marks on the underside of each spreader. Place these in the center of the spreader and 150mm inboard and outboard of the central mark. Mainsail Trim MNi-5: All purpose mainsail *new design TRAVELER. Maximum height and power are generated by having the traveler all the way up in light winds. In strong winds it is best to not go far below the centerline with the traveler car, use the fine tune to twist open the main. Once overpowered it is fastest to only have the traveler just above the centerline. Easing the traveler is one of the first moves to depower. RUNNERS. Off in sub 6 kts, then progressively tighter until max combined headstay / tack load of 1.8 tonnes. 1.8 tonnes is the max load according to the builders. OUTHAUL: Just loose so the sail is not touching the boom below base, and then tighten it when the wind builds. CUNNINGHAM: Off downwind and in light winds. Progressively pull it tighter as the wind builds, especially when sailing at/over +4 on the headstay. This helps to bend the mast and flatten the mainsail whilst holding the draft forward.  Downwind  Spinnaker Crossovers A1.5:(A1.5-2) 5-9 knots *new design A2 Minus (A2 Minus-1): 8-12 knots *new design A2 (A2-1): 11-18 knots A4 (A4-3): 18+ knots A3 (A3-3) Reaching Techniques In light airs the kite flies best and the gybes are best with the jib lowered. In over 8 knots of true wind speed sail VMG angles based on heel and apparent wind / true wind angles. It is fastest to leave the jib up. RUNNERS. Loosen the runners downwind to generate depth and power. Keep the windward runner snug. When the wind increases, tighten the runners just enough to keep the headstay straight / tight. Further Information Please get in contact with a North Sails expert to further discuss techniques and settings. Ben Saxton - North Sails Class Lead ben.saxton@northsails.com +44 7962 238 742 Crossover Chart READ MORE

Modern sailcloth begins life as industrial fiber and film. Some of these products are well known to sailors by a specific supplier’s brand name. A better understanding of the characteristics of these fibers can be helpful in choosing the right sails for your boat. READ MORE

Remember when your spinnaker was new—how crisp and clean the material felt and the way it crinkled going into the bag? The whites were white and the colors were bright, and it even smelled like the brand new nylon that it was. READ MORE

North Sails offers three material options to help you find the right sails for your needs. Every North cruising sails is custom-designed for your boat and sailing style. By matching the right materials to your sailing goals, you'll be even happier with your new North sails. That could mean easier furling and flacking, smoother tacking and jibing, headache-free sail handling and storage or optimum performance and longevity. Cruising sailcloth comes in three styles: woven Polyester dacron, cruising laminates, and 3D composite material. Each provides a different balance of durability and performance. Dacron fabrics are the toughest and most structurally stable. Cruising laminates offer lighter weight and increased shape holding. 3D composites are a new generation of cruising materials with exceptional shape holding and structural integrity beyond many laminates. READ MORE

RIGGING THE 3Di HELIX MOTH SAIL Featuring North Sails Moth Expert Rob Greenhalgh Follow Rob Greenhalgh, a National and European title holder in the International Moth Class and the North Sails Moth Class Leader as he demonstrates rigging the 3Di Helix Moth Sail. Released in 2022, this 3Di molded sail features a fully integrated Deck Sweeper and luff tube along with Split Batten Technology developed by North Sails for a smooth sail shape. Greenhalgh was instrumental in the two years of development that went into creating this fully molded seamless sail. So between his intimate knowledge of the performance potential of this sail and its relation to the boat, Rob is the perfect person to walk through rigging your sail for optimal results. Have questions about Moth sails or how to rig for speed? Contact Rob for more information. READ MORE

STRENGTHENING YOUR SAILS FOR THE SYDNEY HOBART YACHT RACE How To Maintain Your Sail Inventory For The Offshore Racing Season Ahead Preparing for the Sydney to Hobart Yacht Race is a bit different to any other event due to the nature of the type of conditions and weather the race can present. Whether you’re racing in each lead up race possible, or using the race to tick off the bucket list item, making sure your sail inventory is in good condition can have a big impact on your race. North Sails Expert and Service Manager, Nick Beaudoin, has a wealth of experience when it comes to sail planning and servicing. And the key to ensuring your sails aren’t going to let you down, is preparation. “The thing with the Sydney Hobart, is that the fleet tends to also be doing the Blue Water Pointscore, so the service preparation actually starts in October for most of the fleet.” comments Nick. “What we recommend is to keep the maintenance up while they’re racing. It’s what we work on over the four months of ironing out all the little details of the inventory and getting the sails ready over that longer period of time. It’s all planned three to four months ahead of time, which really is right about now in early October.” “At the beginning of the season, our North Sails team will start having conversations with customers about the sail services they may need for the offshore season ahead. It could be jib recuts, main recuts, IRC remeasuring, spinnaker flying checkovers to repair tears, all the little things. It’s about dialing in the inventory for the individual clients.” Maintenance Is Key Sail servicing isn’t just about repairing sail issues, but keeping your sail inventory in good working order to both extend the lifespan of your sails and achieve your best performance on the water. “Most of our customers know how we operate, so they’re very familiar with the process – every race week they’ll get their sails in, we’ll do a service, see if they have any issues, and we go forward from there with enough lead time. The maintenance comes down to essentially a weekly thing for them.” North Sails offers a one week turnaround at the major yacht clubs in Sydney, when every Monday the team collects the sails in the North Sails lockers at Cruising Yacht Club of Australia, Middle Harbour Yacht Club, Royal Sydney Yacht Squadron and Royal Prince Alfred Yacht Club. The team then conducts general maintenance and repairs during the week, and delivers them back to the yacht clubs on the Friday. “We like the Blue Water Pointscore, as it’s one race per month where we can assess what each yacht needs pre and post-race. The sails will come in that have any repairs needed, or need to get looked at if you’re unsure. For the majority of the fleet, it’s very hard to pull their sails out unless there’s a park or somewhere they can go with enough space to do it.” Jibs In Working Order With the range of conditions and sail changes to be expected during an offshore race, jibs can endure a lot of wear and tear over time. However, Nick has some essential tips to extend the life of your jibs, to keep the luff tapes in good condition, check the battens and batten tension. “As it’s not always easy to just pull your sails out on any given day for maintenance checks, it’s about crews being very observant when using the sails. Having your crew conscious of the shape and condition of the inventory, especially your foredeck team being conscious of the sails if they notice anything, luff tape damage, battens on the jibs, or if they notice any chafe from stanchions or any of the high-wear areas and just keeping an eye on it.” “We like to encourage jibs to come in for post-race luff tape repairs. It’s a very small thing that can cause a lot of grief, you don’t need your bowman up there mucking around trying to get the headsail plugged in, so we like to stiffen the head and very top of the luff tape so it can’t open up.” Flying Spinnakers After the last Blue Water Pointscore race and as the Boxing Day start of the Sydney to Hobart approaches, the timeline for major repairs becomes tighter. Preventing the larger sail issues can be one of the easiest ways to ensure you’ll be on the start line, and spinnaker checkovers are high up Nick’s list of race preparation maintenance tips. “Again, it’s very hard to assess a sail properly unless you’re pulling it out in the park, and you know exactly what you’re looking for. When we fly a spinnaker, we have two to three people put the sail in the air and look up underneath it, to look for any holes. If you just have the sail on the ground it can be easy to miss things.” “We’ll also check the tensions on the luff, leach and foot lines, because over the course of the four months of sailing, ropes shrink and most likely need to be eased off and re-tensioned. You’ll find different setups denote different tensions and you evolve as the boat spends more time offshore.” “Usually the foredeck team has eyes on the sails, as do the trimmers, so just picking up on any potential issues early and getting the sails into the loft to fly, check over, pull out and repair as necessary is a great way to prevent more expensive and possible race-ending damage.” Maintaining Sail Performance Committed to helping you maximize your performance with your sail inventory, our North Sails Service team also provides sail recuts and re-measurements. “A service we offer for 3Di sails is to look at recuts for performance. As sails get older, say two to three years old and it’s been used offshore, it may need a little attention.” Nick explains their process to restore the sail to peak performance shape, “In jibs and mains, as the sails become round over time, we do slices to reduce the broad seam, and straighten the leach exit. It’s glued and bonded in the same process as when they’re manufacturing 3Di sails, so it’s very very strong, and a simple thing to do to increase performance.” “Another thing is remeasuring for rating certificates. As we approach the deadline to get your certificate in for the Sydney Hobart, we encourage our clients to get their inventories in to us. Jibs are a big thing as luff tapes shrink over a period of time, as once the luff tape shrinks, the luff actually gets smaller. Leading into Hobart, remeasuring is something we like to offer our customers to improve their overall performance, especially at the pointy end of the fleet.” Nick says, “Now is the time to be preparing for the Sydney to Hobart. For everyone on board it’s just about making sure that whoever is on the boat, whether it be the owner, helmsman, or crew, they understand they’re part of the team to be aware of the issues.” “These conversations all start at the beginning of the season, and there’s nothing last minute about the Hobart race!” Contact your local North Sails Expert to make sure your sails are ready for the offshore season ahead. READ MORE

ZEKE’S J70 TIPS TO THE PODIUM Lessons Learned at the Helly Hansen Sailing World Regatta – Marblehead 📸 Chris Howell As usual, the town of Marblehead pulled out all the stops for competitors to descend upon the quaint New England town for a weekend of racing in multiple one design classes. The J70 class showed up in full force with most of the top American teams including several class World Champions. At stake were two 2 qualification spots for the 2023 Worlds in St. Petersburg (1 open, 1 Corinthian) so the racing was as tight and competitive as ever. As crew for John Heaton on Empeiria, along with teammates Zach Mason and Will Felder, we were fortunate enough to come away with the Championship and a berth in next year’s Worlds. In addition, our North Sails teammates on Smokeshow, skippered by North Sails North American One Design Manager Allan Terhune with Paul Sevigni, North Sails Expert Chris Larson and Dave Hughes finished second, rounding out a weekend to celebrate for North Sails. Our team was successful at the Helly Hansen Sailing World Regatta Series Marblehead by relying on lessons we’ve learned over the past couple of years. Admittedly part of our success is due to having sailed together for over 2 years and there is really no substitute for being comfortable with and confident in one another – trust that comes with time. However, aside from our team experience, there were past lessons we drew from during this event that helped us stay fast in the wide range of conditions presented. The J70, due to its rig and hull dimensions, is a boat that has a very fine line between being underpowered and overpowered. The conditions in Marblehead exaggerated this characteristic as the wind range was constantly hovering on either side of this fine line. So it was imperative to adjust your sail and body trim to accommodate for either the lack of power or abundance of power since it was rare to have the rig tuned perfectly. Following are some of our tips that should help keep you fast through the transitions in your next race. Outhaul The outhaul is one of the controls that’s easiest to ‘set and forget!’ But it’s actually an incredibly important adjustment for your power package. Due to the high aspect ratio (tall and skinny) of the J70 mainsail, the outhaul affects a larger area than it does on a sail with a lower aspect ratio. So a quick ease of the outhaul will put a boost of power into your sail plan to give you something to hike against. Our team has learned to be very diligent with this adjustment when we are transitioning from hiking to bodies in. Zach is our jib trimmer and we try to leave him in the boat the longest so he has a view of the jib as long as possible. If he is in the boat, we leave the outhaul quite loose to power up the main and try to get him hiking. We’re desperate to get him hiking as more righting moment = more speed! At this setting there is probably 6-8 inches between the boom and the foot of the main. As soon as he’s able to get on the rail and start hiking, we pull the outhaul back on to flatten the main and reduce drag. Any time Zach moves in or out of the boat, we make the appropriate outhaul adjustment. Jib Foot/ Inhaul How much to inhaul the jib can feel like quite the moving target… and it is. Its important to set the weather sheet in the cleat in a place where the jib trimmer can play it by “banjoing” it on when we need more power and then easing it back when we want to flatten the bottom of the jib and open the leech. When set correctly, this can be done without adjusting the weather sheet in the cleat. Think about your jib lead and inhaul setting similar to how we set the outhaul as described above. In light air or chop, you want more power in the bottom of the jib which means you want more depth in the foot compared to when it’s windy or flat water. A good rule of thumb is to try to get the foot of the jib to contact the cabin house as much as possible to prevent air from jumping through the gap under the foot. If it’s windy, you’ll need to pull the lead back a bit to depower the sail in order to inhaul enough to bring the foot to the cabin house. If it’s light air, you’ll need to push the lead forward a bit in order to provide enough depth in the foot (power) when the foot is along the cabin house. A good range on the jib lead is between 6 – 7.5 holes showing between the front of the car and the forward most factory bolt in the jib track. Cunningham The cunningham tends to be neglected just like the outhaul. Most of the time it’s not the most critical adjustment to make but there is a time when it becomes your very best friend. We saw this condition on the second day of racing in Marblehead when the breeze ranged from about 8 knots in the lulls to upwards of 16-18 knots in the puffs. We all know it’s best to set your rig tension for the lulls and do your best to survive the puffs and that’s where the cunningham comes in. For most, if you’re caught with your rig too loose, your first move is to whale on the backstay to depower and keep the headstay tight. But the problem is that without adequate rig tension, the tight backstay will quickly invert or wash out the main sail leaving you with huge overbend wrinkles and that ‘inside out’ look. But your headstay is still unstable making the boat hard to sail. This is when you want to really whale on the cunningham. To be clear, I don’t mean to just take those luff wrinkles out, I mean WHALE on it! Loads of cunningham tension pulls the draft of the main forward, putting some shape back into the sail (un-inverting it). This then allows you to pull even more backstay on to control the headstay. Your leeward shrouds will be doing basketball sized loops – blowing in the wind, but your headstay will be controlled and you’ll still have shape in your mainsail – albeit a flat shape. Will sits all the way forward going upwind and he keeps the cunningham in his hand. If we hit a light spot, he eases the cunningham as I ease the backstay to power up the rig and then as the next puff hits, he trims it on as I trim on the backstay. Keep your eye on the inversion wrinkle that comes out of the clew and goes up to the inboard end of the bottom batten. When overpowered, you want to see this wrinkle only and use the cunningham to eliminate the wrinkles below/forward of it. More cunningham = ability to pull more backstay = more controlled headstay = FAST! Weight Placement The J70 likes to have the crew weight forward going upwind. In fact, in light air it’s difficult to get forward enough. Some teams have experimented with sending their forward-most crew just in front of the shrouds and it seems to be pretty quick when the breeze is very soft. It’s also important to know that fore/aft weight placement can help the boat with moding. All other things equal, pushing weight forward tells the boat to point while moving weight aft helps with a bow down mode. In light air, it’s also important to think about body drag through the air. Try to hide the bodies from the wind as much as possible by tucking up to the cabin house or to your teammate in front of you. Also think about how you can position your body to be as aerodynamic and small as possible. Instead of facing forward with your shoulders square to the breeze, scoot forward and rotate your shoulders so they’re more in line with the wind direction. Sounds insignificant but reducing drag is the name of the game, It seems like no matter how much we learn in the J70, we’ve never learned enough. It’s important to always be thinking critically and creatively about how to get faster. Keep the learning curve steep and watch your results improve! For more in depth information or for any specific questions, don’t hesitate to reach out to your J70 class North experts. Contact your North Sails J70 North American Experts here: ZEKE HOROWITZ ALLAN TERHUNE ALEX CURTISS READ MORE

THE SCOW SAILOR’S GUIDE North Sails Tuning Guides, Webinars and More 📸 Hannah Lee Noll North Sails has been manufacturing and designing championship winning scow sails for over forty years and look forward to doing so for forty more. The North Sails One Design team has a long tradition of serving one design fleets all over the country and we look forward to working with you! Our network of local one design experts and dealers are available to help you get the most out of your sails so you can reach your goals whether it is an informal evening race, or the Class Championship. North Sails is continually developing and improving our products and services to enable you to sail faster is not just our goal; it is our obsession. “The North Sails team will have a presence at every major scow regatta on the calendar, and we’re dedicated to providing the latest tips, tricks and tuning info to get the most out of your North Sails scow designs. We have put a huge effort into modernizing our product line using the best software, best materials and hundreds of hours on the water to refine the designs,” says North Sails Expert, Jeff Bonanni. Get to Know Your Class Experts Allan Terhune has won eleven North American Championships (in the Lightning, Flying Scot and Thistle Classes) and was crowned the 2013 J/22 World Champion, a two time E Scow Eastern Champion crew and is the current ILYA MC Scow Champion. Allan is also a class expert in the E Scow, MC Scow, Etchells, J/70, J/80, J/88, J/105, J/111 with many podium finishes in each class. Allan is a resident of Annapolis, MD. In 2007, Terhune was awarded US Sailing’s One Design Leadership Award and named Rolex Yachtsman of the Year Finalist in 2008 and 2013. Allan has been with North Sails since 2007. Jeffrey Bonanni has won 5 National and North American Championships, including the 2015 E Scow National Championship. He is one of a small handful of helmsman to have won all 6 National Championship trophy races. Jeff actively races in the E Scow, Melges 20, Melges 24 and Etchells classes, as well as coaching the Northeast’s top junior sailors on Barnegat Bay. Jeff currently serves on the National Class E Scow Association’s Board of Directors and is the Commodore of the Eastern Class E Scow Association. Jeff is a resident of Little Silver, New Jersey and a graduate of Boston College, where he was an ICSA All American Skipper. Eric Doyle – Eric was raised in Pass Christian along the Mississippi Gulf Coast, where he learned at a ripe young that he was hooked on sailing. Eric began his career at North Sails in 1992. Shortly after starting at North Sails One Design, he was hired by Dennis Conner to sail with Stars & Stripes America’s Cup campaign in 2000. Continuing on he raced with BMW Oracle for the 2003 and 2007 America’s Cup campaigns. Eric’s passion is with smaller keel boats like the Etchells, Melges 24, and J/70, but his favorite boat is the Star in which he won the World Championship in 1999 as skipper and the coveted Bacardi Cup in 2019! Eric is currently based in our San Diego Loft and when he’s not racing or coaching he’s constantly working on R&D sails for the One Design team. Tim Carlson – Tim Carlson has been selling North Sails for over 5 years as a North Sails representative in the Upper-Midwest and offers a wide variety of services to the vibrant sailing scene in the Twin Cities. Tim is proud to serve the members of Wayzata, Minnetonka, and White Bear Lake Yacht Clubs which host some of the most competitive weekly races in the country. While Tim is fluent in the ways of inland lake sailing, he is no stranger to offshore sailing on the Great Lakes. Over the years, he has participated in the Chicago Mac, Bayview Mac, Trans-Superior, and many more. 📸 Hannah Lee Noll Tuning Guides North Sails Experts carefully create and update each class’ tuning guide each season and upon the launch of new sail designs. Make sure you are optimizing your rig, sails, and boatspeed by downloading your class’ guide below. A SCOW E SCOW – Newly Updated in May 2022 C SCOW MC SCOW M-16 SCOW M-20 SCOW X-BOAT Client and Expert Testimonials “After North updated their sail selections recently the Magnum has been the only sail that I use. Upwind it is easy to trim and keep the boat on rails but downwind is where it really shines. I was sold on it once I realized I was able to keep pace in the light stuff with the smaller sailors. ” – Sean Bradley “E Scow racing rewards the teams that put in 100% effort around the race track. The boat is so dynamic and fast, you’re always within striking distance of the next pack. My favorite races are not the wins, but the races where we passed thirty boats to finish fifth.” – Jeff Bonanni “The MC Magnum is a powerful sail. The results are here and we are very confident that the MC Magnum will be a huge success this summer. We made some significant changes to the MC Tuning Guide, including shroud tension and board angles, which are crucial for boat speed. Make sure to check it out! The MC Magnum is a MUST HAVE!” – Allan Terhune Webinars North Sails Experts and Class Champions conduct regular webinars to touch on teaching moments from past events, discuss changes to the tuning guides, explain new sail designs and their intricacies and take the time to answer your questions. Take a look through our collection of Scow Webinars, and learn something new from a class expert! NORTH SAILS SCOW WEBINARS READ MORE

CODE SAILS DEFINED What Is A Code Sail? The term ‘Code Sail’ means different things to different sailors. What started out as an innovative and straightforward concept has rapidly evolved into a whole new category of sails. While Code Sails may look and perform quite differently from one another, there is one common theme: Code Sails are fast, flat, free-flying sails, designed for close reaching angles. To understand all the different names and versions, it may help to look back at the origin of these sails. Originally “Code Zeros” were designed to qualify as spinnakers under various rating rules that require the mid-girth to be 75% of the foot length. Volvo Ocean Racers coined the term Code Zero, which fit into the established North Sails coding convention: A1, A2, A3, etc. This design also became popular among handicap racers under Rules like IRC, ORR, and PHRF. As their effectiveness and ease of use became increasingly apparent, Code Sails expanded into cruising as well, and multihull sailors coined the term “Screechers” for their similar, specialized, high-performance reaching sails. Code Sails add a great deal of sail area and power for close reaching angles. Boats with non-overlapping headsails see the biggest benefit from Code Sails, as they better fill the inventory gap between upwind headsails and downwind spinnakers. REQUEST A QUOTE CONTACT YOUR LOCAL EXPERT LEARN MORE ABOUT CODE SAILS Helix Structured Luff: Code Sails Redefined While Code Sail is a term used by sailmakers across the board, in recent years North Sails has redefined what it means to have a North Code Sail, with the introduction of its Helix Structured Luff technology. A design philosophy first introduced for offshore Grand Prix, the performance benefits of Helix have reverberated around the sailing world, making Helix Code Sails the go-to tool for improving aerodynamics and increasing range. View this post on Instagram A post shared by North Sails (@north_sails) With their unique luff structures, Helix Code Sails give sailors another gear, increasing power potential by projecting the sail further forward and optimizing load sharing, for a positive sail shape and enhanced control. They are custom-designed – optimized to react to dynamic sailing loads, easily and efficiently handle torque for furling, and offer load-sharing characteristics suited to a much wider wind angle and wind speed range. As of January 2022, Helix is now a feature of all North Racing Code Sails. The exact implementation of the Helix Structure varies according to the specific version of Code Sail. When purchasing a Code Sail, your boat’s performance, target wind angles and anticipated wind speeds, your onboard sail handling systems, and the sail material you have chosen are all taken into consideration. Then, the sail is designed around your specific needs. Helix Code Sails and Mid-Girth Measurements Note: Some rating/handicap systems strictly limit the available mid-girth specifications of rule-eligible sails, barring sails with mid-girths greater than a headsail’s 50%/less than a spinnaker’s 75% . Other rating systems heavily penalize mid-girths greater than 50%/less than 75%. And other systems attempt to generate accurate ratings with no special consideration given to mid-girths between 50 and 75. Discuss with your North Sails representative the rating system under which you will be racing to determine whether and which any rule restrictions or prohibitions apply. Helix Code Zero Asymmetric Spinnaker – Mid Girth (SMG) >75% For systems that disallow mid-girths between 50 and 75%, this sail remains much the same in concept as the original Code Zero. The design requirement is the flattest possible sail with a spinnaker mid-girth of 75%. The challenge of designing and building a Code Zero Asymmetric Spinnaker is meeting the 75% girth measurement while producing a sufficiently flat sail shape with no excess area”flapping” in the wind. Code Zeros carry an unsupported mid-girth sail area that is not aerodynamically efficient for light-air close reaching. Code Zeros can be made in 3Di Downwind or Code style aramid laminates. Helix Code 50 – Mid Girth (SMG) <54% North Sails’ newest code sail, the Code 50 is a free-flying sail for offshore racing. Ideally suited to ocean racing Grand Prix yachts such as IMOCAs and Ultime Trimarans, it uses a new 3Di Downwind (RAW) 700 material, uniquely suited to the hybrid requirements of offshore, free-flying sails – exceeding the limitations of standard 3Di Downwind 600, 700 & 800 material. Helix Code 55 + 65 (SMG 51%-74%) A Code 55 has a 55% SMG while a Code 65 features a 65% SMG. (SMG is the width of the sail measured at half the sail’s height, expressed as a percentage of foot length). Code Sails with mid-girth between 50% and 75% are highly efficient and versatile sails. However, as noted above, these sails are sometimes treated unfavorably (if not outright banned) by certain rating rules. Where allowed, these Code Sails provide pure reaching performance – ideal for offshore racing, multihull sailing, and performance cruising. A smaller SMG percentage implies a flatter sail for closer wind angles, while a higher SMG percentage implies a slightly fuller sail for wider wind angles. An SMG less than 51% is considered a genoa, while an SMG greater than 74% is considered a spinnaker. REQUEST A NEW SAIL QUOTE CONTACT YOUR LOCAL EXPERT READ MORE