NORTH SAILS BLOG

HOW TO SAIL SAFELY THROUGH A STORM Tips And Tricks To Help You Get Home Safe 📸 Kurt Arrigo/ ROLEX Compared to the quick response and sudden nature of a squall, sailing through a storm in open water is an endurance contest. In addition to big wind, you’ll have to deal with big waves and crew fatigue. Sailing in Waves Sailing in big waves is a test of seamanship and steering, which is why you should put your best driver on the helm. Experienced dinghy sailors often are very good at heavy air steering, because they see “survival” weather more often than most cruisers. Avoid sailing on a reach across tall breaking waves; they can roll a boat over. When sailing close-hauled in waves, aim toward flat spots while keeping speed up so you can steer. To reduce the chance of a wave washing across the deck, tack in relatively smooth water. A cubic foot of water weighs 64 pounds, so a wave can bring many hundreds of pounds of water across the deck. Sailing on a run or broad reach in big waves is exhilarating, but be careful not to broach and bring the boat beam-to a breaker. Rig a preventer to hold the boom out. 📸 Carlo Borlenghi / ROLEX Storm Sails If reefing isn’t enough to reduce power, it’s time to dig out your storm sails — the storm trysail and storm jib. They may seem tiny, but since wind force rises exponentially, they’re the right size for a really big blow. Storm trysails are usually trimmed to the rail, but some modern ones are set on the boom. The storm jib should be set just forward of the mast to keep the sail plan’s center of effort near the boat’s center of lateral resistance. This helps keep the boat in balance. Storm Strategy The first decision before an approaching storm is the toughest: Run for cover, or head out to open water for sea room? With modern forecasting, a true storm will rarely arrive unannounced, but as you venture further offshore the chances of being caught out increase. While running for cover would seem the preferred choice, the danger lies in being caught in the storm, close to shore, with no room to maneuver or run off. Two classic storm strategies are to try to keep away from land so you’re not blown up on shore, and to sail away from the storm’s path — especially its “dangerous semicircle,” which is its right side as it advances. Storm Tactics Storm tactics help you handle a storm once you’re in it. There are several proven choices, all of which aim to reduce the strain and motion by pointing one of the boat’s ends (either bow or stern) toward the waves. No one tactic will work best for all boats in all conditions. Sail under storm jib and deeply reefed mainsail or storm trysail. This approach provides the most control. Sails give you the power to steer and control your boat in the waves. Run before the storm with the stern toward the waves, perhaps towing a drogue to slow the boat. This tactic requires a lot of sea room, and the boat must be steered actively. Another concern is that you will remain in front of an approaching storm, rather than sailing out of its path. Heave-to on a close reach with the jib trimmed to windward. Heaving-to can be an excellent heavy weather tactic, though some boats fare better than others. Deploy a sea anchor while hove-to or under bare poles. A sea anchor is a small parachute set at the end of a line off the bow. A sea anchor helps keep the bow up into the waves so the boat won’t end up beam to the seas. One concern is the load on the rudder as waves push the boat aft. Another alternative is lying ahull, simply sitting with sails down. This passive alternative is less reliable than the other tactics, as you lose the ability to control your angle to the waves and may end up beam to the seas. Furthermore, the motion of the boat rolling in the waves without the benefit of sails can be debilitating. Want to order a storm trysail or storm jib for your boat? Contact a North Sails Expert here. How to Heave-To Wouldn’t it be great if, during a heavy air sail, you could just take a break, and relax for a bit? Imagine a short respite from the relentless pitching and pounding: a chance to rest, take a meal, or check over the boat in relative tranquility. Well, you can. The lost art of heaving-to allows you to “park” in open water. To heave-to, trim the jib aback (i.e., to the wrong side), trim the main in hard, and lash the helm so the boat will head up once it gains steerageway. As the jib tries to push the bow down, the bow turns off the wind and the main fills, moving the boat forward. Once the boat begins to make headway, the lashed helm turns the boat toward the wind again. As the main goes soft the jib once again takes over, pushing the bow down. The main refills, and the rudder pushes the bow into the wind again. The boat won’t actually stop. It will lie about 60 degrees off the wind, sailing at 1 or 2 knots, and making significant leeway (sliding to leeward). The motion will be much less than under sail, and dramatically more stable and pleasant than dropping all sails and lying ahull. You will also be using up less sea room than if you run before the storm at great speed. Achieving this balance will require some fine tuning, depending on the wind strength, your boat design, and the sails you are flying. Also, fin-keeled boats do not heave to as well as more traditional designs. In storm seas, some boats will require a sea anchor off the bow to help hold the boat up into the waves while hove-to. 📸 ROLEX Alternate Storm Strategy: Don’t Go If conditions are wrong, or are forecast to worsen, don’t go. If you can avoid the storm, then do so. If you’re at home, stay there. If you’re mid-cruise, button up the boat, make sure your anchor or mooring or dock lines are secure, and then read a book or play cards. Relax. Enjoy the time with your shipmates. Study the pile of Owners’ Manuals you’ve accumulated with each piece of new gear. Tinker with boat projects. Put some soup on the stove, and check on deck every so often to make sure the boat is secure. Shake your head as you return below, and remark, “My oh my, is it nasty out there.” If your boat is threatened by a tropical storm or hurricane, strip all excess gear from the deck, double up all docking or mooring lines, protect those lines from chafe, and get off. Don’t risk your life to save your boat. Misery and Danger Although everyone will remember it differently years later, a long, wet, cold sail through a storm can be miserable. As the skipper, you need to make the best of it: watch over your crew, offer relief or help to those who need it, and speak a few words of encouragement to all. “This is miserable, but it will end.” Take the time to marvel at the forces of nature, and at your ability to carry on in the midst of the storm. Few people get to experience the full fury of a storm. It may not be pleasant, but it is memorable. While misery and discomfort can eventually lead to fatigue, diminished performance, and even danger, do not mistake one for the other. Distinguish in your own mind the difference between misery and danger. Don’t attempt a dangerous harbor entrance to escape misery; that would compromise the safety of the boat and crew, just to avoid a little discomfort. Interested in a new sail quote or have questions about your sails? Fill out our Request a Quote form below and you will receive a reply from a North sail expert in your area. REQUEST A QUOTE READ MORE

19mm & 25mm BATTEN BOX Installation Guide North Sails full-batten mainsails come with North Sails adjustable batten boxes installed on the luff end of the pockets. Our batten boxes eliminate batten loss through “shake out,” allow easy compression adjustments, and create a closed, low-profile leech end. They are easy to use and require just five simple steps to install. Step 1: Using the supplied 3mm Allen Key, remove the retaining screw in the luff end of the batten box door by turning it CLOCKWISE. Step 2: Rotate the batten door down to get it out of the way. Step 3: Insert the batten into the pocket, making sure the batten is oriented correctly. Step 4: Close the batten door and tighten the retaining screw by turning it COUNTER CLOCKWISE. Step 5: Apply the desired amount of batten compression using the supplied 10mm driver to adjust the screw on the aft end of the batten box. Note: After sailing, the battens need may need additional compressing. If there are vertical creases along the batten pocket, increase batten compression until the wrinkles disappear. READ MORE

18FT SKIFF SPEED READING 3x World Champion Matt Steven Provides Insights To Racing 18 Footers © 18 Footers Australian League / Frank Quealey David McDiarmid, North Sails Expert Matt Steven, and Bradley Collins (NZL) have claimed the most desired prize in the 18-footer class, the JJ Giltinan Trophy in 2018, 2019 and 2020, making them three-peat Champions in the competitive class. The 2018 win was the first time in 45 years that New Zealanders won this event, which is considered the world championship of 18-foot skiff racing. As a result of their big win in 2018, David, Matt, and Bradley were awarded Orbit World Travel Sailors of the Year at the Volvo Yachting Excellence Awards, along with Dongfeng’s 2017-18 Volvo Ocean Race winning sailors Daryl Wislang and Stu Bannatyne. We checked in with middle crew Matt Steven about sailing 18-footers. Learn about what he has to say about choosing rigs, techniques, and how to sail an 18 to its full potential. Crew work on an 18-footer can be challenging, especially in breeze. “We have pretty defined roles on the boat to keep consistency with boat handling,” says Matt. “It’s all about having as few crossovers as possible and not letting the boat slow down.” Crew weight also affects the technique. “I am the heaviest onboard, so it often pays to keep me out on the wire. Sometimes Brad , our bowman, gets loaded up with a few more jobs during the maneuvers. Luckily he is very fit and strong and lighter than me!” One of the toughest things about 18’s, Matt explains, is rig choice. “You have two rigs for two wind ranges (0 -13 and 12-30 knots). However, within these ranges, there are a lot of different modes, so compromises have to be made, either at the top end or bottom end of each rig. It’s hard to have the ideal setup to cover an entire day’s worth of racing.” Though his team preferred their #2 rig, figuring out the right mode for each helped them adapt to changing wind ranges throughout each race day. They weren’t the only ones wrestling with rig choice each morning. “There is often a standoff on the ramp,” Matt explained, as teams wait for others to make their choice. “Normally we are happy to be on the same rig as the majority of the fleet, but sometimes you just need to back yourself on the weather forecast.” Rig tuning isn’t like other boats in the 18ft skiff. Matt explained that “the tuning tricks we have figured out ourselves over time, through practicing and spending time in the boat.” The 18ft skiff is fairly complicated, since almost every mast is custom built depending on crew weight and style, so there is not one specific guide for sailors.” Michael Coxon at North Sails in Sydney has a formula that most teams use. We have control over the rig with heel, and two sets of lower caps and primaries which we adjust accordingly as needed.” ©18 Footers Australian League /Frank Quealey Starting line technique is pretty similar to other fleets concerning positioning and acceleration however, the 18-footer can accelerate a lot faster. “One of the hardest parts,” Matt says, “is staying stationary and holding your position. Once you lose flow over the foils, it can be very challenging to stay in control.” Upwind and downwind techniques Matt said have similar concepts. “Body weight fore and aft, as well as knowing when to press hard are the keys to speed. Regarding tactics, staying in pressure is key… two knots of wind could make a 2-3 knot boat speed difference and a 10-degree angle change.” Matt’s team typically replaces two or three sails a year, depending on the number of events they compete in. “We have a good relationship with our design team,” Matt says, “so we understand our gear and how to use it efficiently.” He says it’s helpful to understand shape changes, even though only minor tweaks were made for the 2018 season. Matt’s team is sponsored by Honda, which enabled a wardrobe upgrade to 3Di for the 2019 season. This is a nice addition not only because of performance factors, but it meant they won’t need to replace sails as often. “The best thing about North Sails 3Di is that you know the shape is going to be the same each time you go sailing, and there is never a worry about structural failure. We have much confidence in the product. The added stiffness will allow us to have another dimension of rig tuning that was not available to us before. The sail controls will be more ‘tweaky,’ in a significant way.” 3Di + 18 FOOTERS The Orbit World Travel Award came as a surprise to Matt, who was just happy to win the JJG Worlds, as it has been his primary goal since he started sailing 18-footers. “We were very honored to be recognized alongside some amazing sailors for the Orbit World Travel Award. We are just normal guys who work day jobs that try and fit in as much training and sailing into our normal life. We have a desire to keep the trophy in New Zealand and make our fellow skiff sailors proud. We are happy to win for them, as well as ourselves and the New Zealand sailing community.” CONTACT MATT ORDER SAILS NOW © 18 Footers Australian League / Frank Quealey READ MORE

NORTH SAILS 2022 NEWPORT BERMUDA RACE TECH BRIEF Sail Selection and Inventory Optimization 📸 The Ocean Race When planning your offshore racing it is crucial to manage your sail inventory. An optimized inventory and sail selection will allow you to maximize performance and ensure your crew is prepared if and when conditions change. While necessary, multiple sail changes are time consuming and draining and having the right sails onboard will greatly contribute to a successful race. As Performance Partner to the Newport Bermuda Race, the North Sails team shares their expert advice on how to build a well planned sail inventory for the 2022 race. Sail inventory preparation requires extensive research, forethought and planning to get right. One tool used in planning, as Peter Isler referenced in the webinar, is a heat map which uses historical data to predict wind speed and angle for future time periods. Weather and routing data used in conjunction with your boat’s crossover chart will help guide inventory recommendations. Headsail and Spinnaker Selection On a non-overlapping rig, jibs are coded with a J and a corresponding number. As the number goes up, the higher the intended wind range of the sail. J1 – Performs best in 0-10 knots, while sailing close-hauled or close-reaching. J2 – As the wind increases to 11-20 knots, a J2 comes into play. J3/ J4 – Above 20 knots, a boat will carry a J3 and sometimes even a J4 (typically not full hoist, and sometimes set on an inner stay). Jib Top (JT) – A high clewed (provides a better sheeting angle), non-overlapping headsail that is used when you need to bear off, but don’t want to lose your leech tension. The Jib top will be deployed at different wind speeds (boat- dependent), as it is less area than the big reaching sails, and it helps to bring the effort lower down to the boat, allowing more control over the boat as wind speed increases. Overlapping boats will typically carry the following sails: #1 – 155% Genoa #2 – Typically between 130%- 140% depending on the track length and location #3 – Non-overlapping blade jib Genoa Top – Can be any LP smaller than the biggest Genoa. Handles the close reaching angles. Has the same high clew as a Jib Top for cracking reaching angles especially in breeze. When it comes to asymmetric sails for the Newport Bermuda Race, North Sails experts recommend an A1 and A3, which will cover the 0- 20 knot range, reaching angles. The A5 would cover a higher wind range, however may not be as relevant for this year’s race, due to the fact that most forecast predictions do not call for this wind range. An A2 and A4 are considered broader winded, running sails. Your A2 will be your biggest sail, as it is intended for VMG running, straight downwind. Staysails are often referred to as a “free sail,” in terms of a ratings hit. These sails increase performance when seeking extra height and essentially feed the wind on the back of the main. They also help reduce the gap between the headsail and the mast. Reach out to a North Sails expert to discuss options and recommendations for using a staysail. Code Sail Selection When thinking about your Code Sails, it is important to ensure your sails will cover the forecasted wind range and play to the strengths and weaknesses of your boat. Consider the rating penalties that correspond with each sail and your rig type. Try running a test certification and consult your North Sails experts for further insight. The graphic above shows the difference in the luff curve as you move through the Code Sail range. The more you decrease the mid-girth, the flatter the sail becomes, allowing you to sail tighter angles to the wind. Anything between 55% and 75% mid girth is considered a “tweener”, and counts as a “large roach headsail”. Again, your North Sails experts can help you decode what is best for your inventory. One option to increase range is using Helix Structure Luff sails. A radical design innovation once limited to Grand Prix Racing, Helix Structured Luff is now standard on all North Code Sails. A Helix sail uses load sharing technology with the sail’s structure to improve its aerodynamics and in many cases reduce the load on your equipment. The benefit in a distance race like the Newport Bermuda Race is maximizing performance since these versatile sails carry across a wider range. When looking at the typical Newport Bermuda Race weather, there is a lot of time spent sailing at various reaching angles between 0-15 knots. An advantage of Helix is it allows for a wider crossover with other sails, whilst providing better luff projection for a more powerful sail shape through the range. By engaging the structured luff, trimmers can change sail shape on demand to meet the wind and weather conditions. When considering your course speed, Helix can help you limit multiple sail changes to maintain full power across more miles. HELIX CODE SAILS Safety Requirements and Precautions Lastly, safety preparation is vitally important to ensure a successful offshore race and should be a deciding factor in sail choice. A storm jib and storm trysail should be in your inventory, but a mainsail with a reef that is 50% of P is an acceptable substitute for a trysail. It must attach from a different point than your main boom, be a highly visible color such as orange, red, or green, with easily visible sail numbers. Make sure your sail repair kit is reviewed and freshly stocked prior to the race. The North Sails service experts recommend having glue, shammys/ towels to properly dry a ripped sail, denatured alcohol, a good knife, palm, leatherman, seam rippers, needles, thread and webbing in your inventory. North experts can provide tutorials for any repairs needed and can also provide a custom patch kit of sail cloths/colors to match your spinnakers. Connect with Your Local North Loft Get your sails into the loft ahead of time and consider remeasuring headsails if you are looking to help your rating. Connect with your local North Sails loft to get started today. GET IN TOUCH WITH AN EXPERT Still have questions? Watch the Newport Bermuda Race Sail Selection and Inventory Optimization Webinar with North Sails Experts Tim Dawson, Austin Powers, Jack Orr and Will Bomar. READ MORE

ORC WORLD CHAMPIONSHIP 2023: PREPARATIONS START NOW Sights Set on Kiel, Germany 📸 Felix Diemer The news that the Offshore Racing Council, ORC World Championship is coming to Kiel again in 2023 has triggered a real hype throughout the worldwide fleet of ORC sailors. For the local fleet in Germany, this will mark the season highlight of the next two years and after two seasons of events being influenced by the pandemic, there are hopeful signs for a sporty and ambitious summer of sailing. If you want to be there in 2023, ideally, preparations should start now. Those who start preparing in good time not only reduce the risk of nasty surprises, but also go into the World Championship with greater composure. Someone who knows the ORC scene like the back of his hand is North Sails expert and sailmaker Bertil Balser. As a native of Frankfurt, Germany, Bertil has been sailing since he could walk and took his first steps in the world of offshore racing in 1996, when ORC was still called IMS (International Measurement System). Several National and International successes later, as well as one or the other rule loophole (keyword: “Berta”), Bertil is not only an impressive sailor, but also the ideal contact for all questions about ORC sailing. Reason enough, then, for us to quiz him with a series of questions in the run up to the World Championship, starting off with a few basic questions about ORC sailing: How well do you know the ORC formula? As there are countless measures that add to the overall rating, you can basically change and adjust virtually anything concerning the boat’s performance. This makes the ORC system both very technical but also somehow intuitive. The question here is: Which screw is worth turning and which one should you avoid touching in the first place? After more than 15 years in the ORC circuit, I can judge quite well what makes sense and what doesn’t. What is key for a successful ORC campaign? Good material and a clean underwater hull are one thing. But the other thing is having a crew that not only harmonizes, but also really trusts and works together. I recommend North Sails 3Di RAW 780 for your upwind inventory, and our Superkote Spinnaker styles for your downwind inventory. We will be sure to find your weapon of choice amongst our product range. 📸 Felix Diemer When should preparations for the 2023 World Championship begin? Such a campaign always goes through phases of varying intensity and each team has its own dynamic. However, no matter how you choose to run your campaign, the following still applies: time is ticking. If you want to be there in Kiel in 2023, you should start preparing today. The more time you have, the easier it will be to get material and crew into a competitive mode. As always, the devil is in the details. What advice would you give to crews with limited previous experience? Be sure to get started! Every project starts with the first step. What many do not know is that often the step from ambitious Wednesday sailing into the ORC world is much smaller than it might look from the outside. How to contact you with questions? To get in touch with Bertil directly, please email him at bertil.balser@northsails.com, or click here to talk with an expert at your local loft. We look forward to hearing from you and our team of experts will be happy to help you get closer to achieving your goal at the 2023 ORC World Championships. What is your greatest personal success? That is hard to say. The four victories at the IDM See – most recently with the X-41 Sportsfreund – were certainly just as much a highlight as various podium positions at World and European Championships. When “my” team became European Champions in 2019, I was involved with fatherly joy on the home front, so a gold medal is still missing. One more reason to attack again in 2023! TALK TO AN EXPERT READ MORE

LET’S TALK RIG TUNING WITH ANDY RICE & CHARLIE CUMBLEY North Sails One Design Expert Charlie Cumbley Joins Andy Rice To Discuss Etchells & J70 Rig Tune Join North Sails One Design Expert Charlie Cumbley joins Andy Rice from Sailjuice.com to share the art and science behind optimal rig tuning and boat setup. Browse the North Sails Etchells/ J70 class page for news, tuning guide, and inventory options or contact North Sails Expert Charlie Cumbley below. ETCHELLS CLASS PAGE J70 CLASS PAGE CHARLIE CUMBLEY READ MORE

WHAT YOU SHOULD KNOW ABOUT YOUR BATTENS Batten Installation and Tensioning Instructions for All Sailors Thinking about battens? Preparing for a new season is something that is on everyone’s mind. Whether you’re staging your boat to launch, planning an extended cruise, or hoisting your sails for a weeknight club race, it’s important to make sure you’ve got your battens installed properly and tensioned correctly. Checking your battens will provide better sail shape and performance – and ensure you don’t lose them after the first tack or jibe! Sail expert Hugh Beaton from North Sails Toronto explains some important details to remember. Proper installation for proper sail shape. Make sure the battens are inserted with the tapered (thin) end towards the luff and the stiffer (thick) end towards the leech. We sometimes see battens interested the wrong way and as a result, the sail will not have the correct draft (depth) and curvature (location of maximum depth) – so it is worth double checking that the batten is oriented correctly. Make sure your battens are secure. Some battens enter from the luff, others from the leech so check to make sure that the closure system where the battens have been inserted has been properly secured. For North Sails Velcro closures, there is a specific compartment for the batten, and another for the two surfaces of Velcro to make contact. Lashing systems have another procedure to follow, as do RBS wing tip end caps. In all cases correct installation will keep the battens securely in place for the season. 📸Mike Egan Correct tension creates a smooth sail. Your batten tension also needs to be looked at. If there is insufficient tension there will be a number of vertical wrinkles along the length of the batten. If there is too much tension there will be visible horizontal tension pulling along both sides of the pocket, with the fabric looking stressed. When the tension is correct, the batten pocket is smooth and correctly supports the designed flying shape of the sail. Have questions about your battens? or need help with proper installation? Please reach out to your local North Sails representative for guidelines and instruction on how to make sure your battens are loaded correctly and your sails are ready for the season. Learn more with North Sails batten specific installation guides. READ MORE

ROLEX SYDNEY HOBART RACE 2021: HOW TO WATCH THE GREAT RACE North Sails Has You Covered For the 76th Edition The Rolex Sydney Hobart Yacht Race is a staple on the Australian sailing calendar, and a much-anticipated event for sailing fans around the world. Each Boxing Day, hundreds of sailors, watched by thousands of shoreside spectators (pre-Covid of course), depart Sydney Harbour for the trek to Hobart. This 628nm offshore classic is renowned for being one of the most difficult races in sailing. Throughout the years there have been both moments of triumph and tragedy. Our sport’s highest-profile teams sign up for the Sydney-Hobart with hopes of claiming line honors and, if the weather is right, smashing course records. Amongst the fleet there is a variety of boats- comprised of unique sailor skillsets and crews made up of professional sailors, family members, and friends. Take for example North Sails apprentice Manny Scott and Sail Expert Aaron Cole. 2021 marks Manny’s third Rolex Sydney Hobart Race, and he’s sailing with his father— a 15-time race veteran. Aaron Cole is participating in this year’s race for the nineteenth (!) time alongside his wife Jade, who is celebrating her milestone 10th race. They say this race is a family tradition for many participants, and we’re proud to have been onboard for these memories. North Sails has a storied history with the Rolex Sydney Hobart Yacht Race. Our Australian-based teams have collectively sailed in hundreds of races, while North clients have consistently found themselves at the top of leaderboards over the years. With the 2020 race canceled, the year’s fleet is chomping at the bit to get the 76th edition of “The Great Race” underway. Here is what’s in store and how you can follow along: Weather Forecast: Gabrielle Woodhouse, forecaster from the NSW Bureau of Meteorology, delivered the race’s long-range weather forecast. The fleet should be ready for southerlies and possible thunderstorms early after the Boxing Day start, and a series of transitions afterwards, which all but erase expectations of a record-breaking race. Read more from the official pre-start press conference on the Rolex Sydney Hobart website. If you’re in Sydney… Spectator boats positioned in the eastern channel can watch the race start, then can follow the fleet down the harbour to the iconic Sydney Heads before heading out to sea. Once underway, the fleet will move quickly, so if you want to see the leaders sail through the Heads, it’s recommended to get a ways down the harbour towards Middle Head before the start. At the Heads, make sure to keep well clear of the rounding marks. If you only plan on watching the start, head to the western side of the harbour. Good vantage points for spectator boats include: Taylors Bay, Chowder Bay, Obelisk Bay and North Head on the west and Rose Bay, Watsons Bay, Camp Cove and South Head on the east. For our global audience watching from home: Watch a webcast of the live broadcast on the homepage of the Rolex Sydney Hobart Yacht Race website. If you miss the live webcast, a replay of the start program will be available on the website as well. Included on the website is the complete list of yachts entered in the 2021 edition of the race. You can also view past race data including past results, historical reports, and statistical information; designers of line and overall winners; and profiles of some of the race luminaries over the years. Follow along on Social: Official race social channels will keep followers updated start through finish. There will be a live stream of the start (which can be viewed after the fact), as well as race updates, Line Honors announcements, an Overall Winner Declaration, as well as a Regatta Recap. Rolex Sydney Hobart @rshyr @RolexSydneyHobart North Sails @north_sails @NorthSailsWorldwide Track the fleet: Track the 2021 fleet from start to finish by utilizing the link for the Tracker below. Yacht Tracker uses a specially designed tool that calculates the predicted results for each and every boat in the fleet, so you can see how each boat is performing. Each competing boat is given a tracker that will obtain a position using the GPS satellite network and then transmit that position back to HQ using the Iridium satellite network. Positions will be updated every 10 minutes TRACKER Play along: Cruising Yacht Club of Australia has teamed up with Virtual Regatta to provide the Rolex Sydney Hobart Race Game, allowing virtual skippers to race the same route as the boats that will be participating in the Rolex Sydney Hobart. Sign- up and join the Race by clicking the link below. JOIN VIRTUAL REGATTA 📸 Carlo Borlenghi / Rolex READ MORE

Sydney Hobart Tool Kit The Rolex Sydney-Hobart is fast approaching. Does your team have what it takes to take on this 628nm race? Here is what you should know before you leave the dock. Created just for you, by your local team of offshore racing experts.   Provisioning Sarah O’Kane from Shorebase Logistics is familiar with this race and many like it. Hear more on what’s important when it comes to properly provisioning before any offshore marathon, like the Sydney-Hobart.   Learn More   Crew Watch Systems To get the best out of everyone while racing the boat hard around the clock, the skipper or sailing master needs a clear view of each crew member’s skill sets.   Learn More   Navigating Australian summers can make for the ultimate offshore experience. Be prepared for everything with Chris Bedford, world renowned sailing meteorologist with 30+ years of experience and expertise in marine and coastal meteorology.   Learn More   Reefing Systems Sailing in big breeze can be fun, exciting, maybe stressful, and expensive when things go wrong. Reefing a sail quickly and easily when the breeze comes on is key to looking after your sails and your crew.   Learn More Post-Race Sail Service Crossed the finish line and need a sail repair? North Sails Certified Service Experts will be onsite and ready to get your sails repaired so you can get back in action.   Learn More Winning The Delivery Back Home Preparing successfully to compete in the biggest offshore races requires putting your attention to every detail. From the start of the delivery trip all the way to the starting line of the race, here’s what you need to know.   Learn More   READ MORE

LEARN TO LOVE SAILING IN HEAVY AIR If Sailing In Breeze Isn’t Your Strong Suit, You Are Not Alone © Barracuda Communications When I was about ten years old I starting racing sailboats on Cape Cod and the sound of the wind whistling overnight through the pine trees outside my bedroom would make it hard to sleep. Even the next morning I’d have a knot in my stomach when I woke. Forty years later, I still get the knot in my stomach with just the thought of sailing in heavy air but luckily, I’ve learned more about the technique and in turn, have become more confident when it comes to heavy air sailing. If sailing in a strong breeze intimidates you, you are not alone, but you can learn to get better at it and actually start to dominate in the breeze. Here are some tips to help shake your nerves and get you confident for that next heavy air event. Wear a Lifejacket Seems pretty basic, but there was a day when wearing a lifejacket was not as prevalent as it is now. As soon as the breeze comes up, put one on yourself and make it mandatory that your crew do the same. It will give you more confidence to be more aggressive in moving around on deck and when trimming/pumping your sails. And it’s the right thing to do. Know your Settings Once you are out on the water and it starts blowing, there is no time to be figuring out how many turns to go up on the rig. Be sure to pre-measure your rig tension and know how many turns it takes to get to your heavy air settings for each wind speed. Setup your Boat so it’s Easy In all boats, flat is fast in breeze. It’s also important to keep the boat on an even angle of heel. If the boat is constantly heeling over you tend to use more rudder which creates drag, which will eventually cause the boat to stall out head to wind. Concepts to keep in mind: Set Up for Twist. Tight leeches on the main and jib will make the boat more sensitive to tipping over each time you get a puff. To induce twist: Sail with the backstay VERY firm Ease the main and jib (simultaneously) Vang on hard if effective on your boat. This will flatten the lower portion of the main and open the lower leech Play the sails. Play the main especially to keep the boat on an even angle of heel. The smaller the boat the more you play your sheets. Keep the traveller on or slightly above the centerline. Try not to Hit Waves Dead-on. If you do, at least make sure the boat is flat. Back when I learned to sail the mantra with steering in waves was to “head up the face of the wave and bear off on the backside of it. Today we use as little rudder as possible to steer around the big sets. Inevitably, you will hit waves, and some straight on. When you do, be sure your boat is flat. The boat will stop, but if it is flat it will not slip sideways as much. Have fun. Sailing in heavy air is exhilarating. Enjoy the process of getting better each time you go out in a breeze! READ MORE

SAIL RECUTS & ALTERATION METHODS Benefits, Usage, and Common Examples We don’t hear much about sail recutting and alterations, although it is still a big part of the sailmaking world. Because sail fabrics have improved dramatically over the years with sail shape holding and chafe-free components (like 3Di), the days of major recuts are not as prominent as they were in the days of strictly laminates, Dacron, and polyester sail materials. However, many clients worldwide are getting sail alterations, and altering sail shape has not only helped them optimize their inventory, it has given new life to sails that are in perfectly usable condition, but perhaps retired from high-level racing programs. Noel Drennan, One Design Manager based in Sydney, Australia commented; “In the early days of Dacron and Kevlar cloth, racing yachts required constant recutting to keep the sails close to their original racing shape– and we are glad those days are over!” Why a recut? Recutting a racing sail usually starts with getting a photograph of the sail while the sail is in use while sailing in its correct wind range. We take a series of sail scan images from the foot up and compare those images to its original, intended flying shape. The measurements are also compared to the original dimensions so we know what has changed in sail shape. The principles of recutting to keep the sails at premium racing shape is still the same as the old days but the recut is substantially less often and down to the smallest increments of change required, which is a fraction of what it used to be with only traditional sail materials. North Sails 3Di has an incredible composite structure which prevents delamination like that of a string-type sail. Delamination is another common reason why a client would request a recut. Noel comments; “It’s nice to know that any reshaping or alterations of your sail is not wasted on a failing base structure, rather the normal up-keep and maintenance required to help a materials lifespan.” 📸 Ian Roman Ben Costello, Service Manager based in Auckland, New Zealand comments; “Sometimes getting a sail recut from another boat to fit is a great option. For some owners, a new 3Di type product for racing may be above their budget, but because many high-level grand prix teams (often found in the TP52 fleet) replace their sails more frequently, it doesn’t mean their one-year old sails are no longer usable or have lost integrity. Their sails still have plenty of life left, and are perfect for a club racing team that has a tighter budget. A small recut or luff curve adjustment to get the sail to fit their type of boat can be cost effective and can help the team achieve more speed and better results.” With restricted class rules, when it comes to the number of sails, recutting is a great way to get the most of what you already have, just slightly modified to be class approved/ or better usage potential instead of going out and buying a completely new sail. This also applies to boat owners who find themselves with a similar boat but slightly different. If it’s close to the same size, and same luff and foot dimensions, the sail can most likely be recut to fit the new boat, or made into something that the new boat can use. Examples of common recuts Common recuts consist of horizontal cuts or seam alterations, also referred to as ‘moon pie’ alterations which are either lengthening the material or taking up (cutting shorter). When a sail has seen three or more seasons, this is when this type of recut would most commonly take place as the sail has experienced extensive UV exposure and shrinkage. An example of a sail recut would consist of a larger grand prix style boat that wants to add a little luff curve to their light air headsail. When the sails are used more often, and for different things, it is not uncommon to see them in the loft to add a little bit of extra to certain areas of the sail, which in turn allows the increase in performance. A Kerr 40 jib at TWS at 11 knots. Image taken before sail recut, showing the degradation in the target light air flying shape. Standard sail recuts often occur every two years. For an older sail where the base material is still in good shape, a small recut can still make great improvements in performance. Everytime the sail is used, it causes wear of some kind. This can affect the shape of a sail; be it from hitting a stanchion on every tack, pressing on spreaders, maneuvering around radar, or even a mast light. These can cause the sail to hook or dump off on the leech-end. We can refer to a genoa for example. You could get a small take-up on the material under a patch which can easily help straighten the leech. Another example of a sail recut would consist of a larger grand prix style boat that wants to add a little luff curve to their light air #1 jib/genoa. When the sails are used more often, and for different things, it is not uncommon to see them in the loft to add a little bit of extra to certain areas of the sail. Ben comments; “Often we have customers that change their forestay set up to a furling system. This is when we would cut down the existing headsails to fit on the furler and then convert a racing jib to have a hollow-down near the tack to connect to the furling unit. A common alteration we’ve seen lately is adding reefs to headsails to help fill in a gap that some boats have in their inventory, especially for shorthanded sailing where they need less sail area and reefing is easier to do underway than a full jib change. Sometimes clients get new masts, which mean they need to make their existing sails fit the new mast height. This is all part of maintaining balance of the boat, allowing more or less rake.” Spinnakers often get resized for a variety of reasons. A more common scenario of this is reducing or increasing the sail area to fit the type and usage of the boat, to minimize or maximize power. A sail recut that would make the spinnaker smaller and more manageable, and be ideal when the boat sails shorthanded. Sometimes boats end up with kites that are made for larger boats. After testing it out, the client may realize it’s just too much and the boat is overpowered. This could entail simply removing a panel from the spinnaker to make it slightly smaller, and fit better into the size range for that size boat. The Kerr 40 jib at TWS at 12 knots. This image is after the sail recut.The sail is flying at its original design depth and profile. “An alteration we’ve done lately is adding reefs to headsails to help fill in a gap that some boats have in their inventory, especially for shorthanded sailing where they need less sail area and reefing is easier to do underway than a full jib change. Sometimes clients get new masts, which mean they need to make their existing sails fit the new mast height. This is all part of maintaining balance of the boat, allowing more or less rake. Spinnakers often get resized for a variety of reasons. A more common scenario of this is reducing or increasing the sail area to fit the type and usage of the boat, to minimize or maximize power. A sail recut that would make the spinnaker smaller and more manageable , and be the result of having less hands onboard. Or maybe a client has a spinnaker for a slightly larger boat, and wants the kite to be a bit smaller so they are not overpowered. This could entail simply removing a panel from the spinnaker. Sail recuts and alterations are as important as maintaining sail servicing, says Noel. “This is the best way to maximize the lifespan of your investment. Sail servicing should not be thought as just repairing tears in the cloth– it’s way more than that. It’s amazing what little changes we can make to sails by recutting that affects the overall performance of the boat and helps clients who are looking for some in between, competitive inventory options.” 📸 Amory Ross / North Sails READ MORE

CRUISING MULTIHULL Q+A Loads, Sail Selection & Recommendations 📸 Amory Ross Q: How do sails for cruising multihulls differ from that of a cruising monohull? A: Because a multihull does not heel and release the wind load when the pressure hits, multihull sails must be able to handle higher wind loads than monohull sails. This means every aspect of multihull sails and rigging must be up-specked compared to a monohull. Mainsails generally have more roach, spinnakers are a little flatter in cut, and headsails tend to be smaller and more substantial, as it is the one sail used across the wind ranges. Q: Why is sail selection important for a cruising multihull? A: The wind load increases quickly on multihulls, and you need sails that are built to handle the load spike when the apparent wind moves forward. Know the limits of your sails and their intended wind range and angle of sailing. Every boat will be different, but understanding your sailing angles and crossovers are vital to getting the most out of your boat and also having a safe and more enjoyable sailing experience. Q: What are some of the go-to sails that you recommend for a performance cruising catamaran? A: The G-zero is an excellent versatile downwind option. It has a massive range of use and can be sheeted in quite hard for lighter wind well forward of the beam and used right through the wind range up to say 25 knots true when eased out and tweaked forward. With such a wide range of use, the G-zero cruising gennaker makes it perfect for cruising multihulls. Plus, it is easy to furl away and small to stow. The G2 cruising gennaker is a great running option with plenty of horsepower; if you want to cover miles, this is the best sail to get downwind. Square top mains with head release systems get you low down horsepower, great for coastal cruising and reaching and downwind. The automatic twist of the head can assist when going to windward in more extreme or gusty conditions. 📸 Amory Ross Q: Can you have too many sails? A: Yes, you can have too many sails. Ideally your sailmaker would design a wardrobe that gives you crossover points and sailing angles that cover the full sailing range. It would be best if you also had a plan for how to stow the sails onboard. Ideally, you will create your plan before getting your inventory so you can organize them below deck to protect them from the elements and access them with ease. Q: What about storm sails for multihulls? A: Even though they hardly ever get used, storm sails are important. Again, a plan is required so you can access this sail if you need to. For example, if you have three reefs in the main and can easily set up and deploy a storm jib, you will gain more balance and be able to control the boat in 40+ knots of wind. A storm jib can get you to a safe harbor to ride out bad weather if needed. Q: How do you decide on sailcloth for various sails on a cruising catamaran? A: The first thing to consider is the environment the sails are going to be subjected to in particular humidity. The strength of breeze for the region the boat is planning on sailing can have an impact also. For instance, global cruisers who want to cross oceans short-handed need super durable sails and engineered for the worst, but someone spending most of their time in the light winds of Asia would appreciate a lighter suit of sails. Q: Some of our multihull owners have 3Di sails. What are 3Di sails and why are they a great product for my type of boat? A: 3Di sails are very lightweight, easy to handle, have a long lifespan, and excellent shape retention. Best of both worlds! 3Di sails have a monolithic structure. They’re made over a 3D mold with special materials that don’t delaminate (ever) because of the unique fabrication process. Q: What other sail technologies can I get for my performance cruising catamaran? A: 3Di Downwind sails are evolving from racing technology and making a very light and durable downwind option, which is excellent in tropical conditions. Performance sails that are suitable for both extended cruising and racing in all climates is a considerable shift in the cruising multihull market. The traditional compromise to make a choice, either way, has almost gone with 3Di ENDURANCE and 3Di OCEAN products. Sail hardware continues to evolve, and there is a trickle-down from the French racing boats. Reef locks are a useful feature that is suitable for ocean passages when you need to relieve the load from the reef lines and prevent wear. Q: What can multihull sailors do to make sailing easier for short-handed crews? A: User-friendly furling systems and partial furling can be a great way to step down the horsepower. Correctly sized torque cables make a big difference to downwind furling sails and can be added to older sails. Reef-able headsail structures give you more options to balance the boat quickly and reduce power. Look for well-spaced reefs to help your team; smaller, incremental changes in reefing are not suitable for short-handed setups. Q: How about sail trim? What key tips can you offer to trim sails on a cruising catamaran to get optimal performance? A: With the mainsail, there isn’t a vang, so it can over twist easily. Watch your leech telltales, and in a moderate breeze sheet in until they fly at least 50% of the time. A tweaker outboard on the boom can help control excessive leech twist and stop boom pump and accidental jibes. With the headsails, slide tracks forward when the sails are eased, or tweak the sail outboard and down to control the leech, just like the main. Stop pumping and over twisting to avoid the upper leech shaking and fatiguing. Q: I need new sails for my boat. What are your recommendations on how to get a new suit of sails for my multihull? A: Talk to your sailmaker. Discuss your needs and wants and how your current sails have performed and any aspects that you would like to improve. Tell them about your planned sailing and common conditions you experience. With that information, they will evaluate your entire sail wardrobe. Your sailmaker will look at what you have, assess what you need for what type of sailing you are doing, and plan when you will need to replace any sails in the future.From there, they’ll design your new multihull sails to best suit your ideal wind range and sailing angles. Every sail is custom designed and built, which gives your sailmaker the opportunity to truly optimize your inventory. Be open-minded to your sailmakers’ suggestions as everything keeps evolving and improving. There may be gains to be made that ultimately will result in a safer and more enjoyable cruising experience. Interested in cruising sails for your multihull? Contact your nearest North Sails expert today! READ MORE