58 Boats contested the 2012 Laser US Master National Championship
(standard rig) Sept 14-16 in Brant Beach, NJ. Brant Beach Yacht
Club did a stellar job, running 10 races in a wide variety of
conditions and providing generous hospitality ashore.
I came into the event a bit disorganized, but arriving a day
early helped me get focused and sort out the new sail I was planning to use. Was fortunate to line up with Dominican sailors Ari
Barshi, Jorge Abreau and Canadian Great Grandmaster (65+ years old)
Joe Van Rossem for an hour of speed tuning in the flat water of
Little Egg Harbor Bay, and found I had competitive speed and point
against these quick sailors. Boat OK, speed OK, registration completed--I was ready for racing the next day!
Friday was rather light, and we sailed 3 races. I started off
strong with a 1, 2, and just when getting cocky got a 13th to bring
me down to earth. VanRossem was also fast out of the gate, posting
finishes of 3, 4 that, with handicap points, placed him tied with me
after two races!
Dodged a bullet between Races 2 and 3 by noticing the front of
my hiking strap ripping away from the screws. Had just enough time
between races to cobble together a preventative retaining line--a
good thing as the strap failed during Race 3!
At the end of the Day 1 it was Grandmaster (55-64 yr age group)
and New Jersey local Had Brick who led the fleet with sold Top 10
finishes. Canadian Andy Roy was in 2nd and I held down 3rd.
Saturday dawned cooler and windy, with a gusty, oscillating
Nor'Wester pumping down the bay. After consulting with Clay Johnson
from event sponsor Colie Sails, I chose a new hiking strap and its
accompanying boots, together forming a hiking system designed to
really lock one into the boat. Normally I don't like to change more
than one major item before/during a regatta but this was a necessary
fix that turned out to be a big improvement. After fitting the new strap and doing a thorough survey
of my rig, it was time to go sailing!
Grandmaster James Jacob would have won Day 2 if the races were
just to the weather mark. Getting a clean start and hitting the first
shift were crucial to success on the first legs, and James was
nailing it! I was getting great starts at the favored pin, but
because I was so far down the line I couldn't tack until the fleet
above had cleared out. Often this meant having to sail through the
first shift, then waiting, waiting WAITING for the next lefty to flop
over, often above the layline. This wasn't as bad as it seems
because I was in fresh breeze, planing into the top mark
above those who were on the layline. The difference in speed usually
made up for the extra distance sailed.
At first my downwind speed was way off. In the shallow/choppy water of the bay, wakes of boats ahead were a greater factor than in deeper/wavier locales. Sailing a bit further to the sides had the
intended result: my downwind speed was back to normal.
After three races I got tired of having Jacob and others beating
me to the top mark and tried starting near the boat. I was perfectly
set-up at the boat for Race 7 but somehow got stuck in irons as the fleet took off. Managed to get up to 6th by the end
of the second reach of the outer trapezoid course, but on the second beat I made a big error.
Port tack and the left gate (looking downwind) were initially
favored, so I rounded that one behind three of the 5 boats ahead. The
lead boat soon peeled back to the left in a small righty, but the guy
directly in front of me would NOT listen to my pleas that we also
flop over. Why not just tack myself, you might ask? I was concerned
he would then tack on me, giving me dirty air all the way back to the
middle of the course. Instead of recognizing this guy's stubborn love of the right corner and just tacking, I tried to out-stubborn him by trying to foot out from below him. We ended up way right when the next shift (a lefty, natch) came
barreling in. Mr. Stubborn and I lost 5 boats on that leg. If I had
just tacked over sooner I could have easily been Top 5, but instead
had to settle for 10th.
The last race of the day was very interesting. Again I was about
5th at the leeward gate, and again I rounded the left gate and headed
right in a left lift. Again, the boat ahead of me tacked back to the
middle, and again I didn't tack back. Had I not learned my lesson?
What was wrong with me??
THIS time, I had reasons. First, I was nearly
pointing to the weather mark in the solid part of the left phase,
which meant the next phase would be...RIGHT. I saw the Radials up
ahead on their first beat also very high on port, so I knew there was
little-to-no-more left shift to come. The boat ahead that tacked onto
starboard was eating a bad header to get left and falling down into the
boats to leeward. There was no reason to head left. Yet.
About 1/3 up my beat, I saw the lead Radials ahead on port
starting to sail lower, meaning the righty was on its way. I
concentrated on just sailing fast forward on port, waiting as the
breeze first dropped in strength, then started nibbling right, then
building right before I flopped onto starboard.
By this point I had huge leverage on the guys to the left. They
were coming back on port with decent angle, but as we converged the
right filled in and I started lifting up and up while the left
collapsed. Soon I was in full foot mode in pressure and gaining tons.
Mike Matan, the lead left boat, ducked me about 20 lengths downwind
of the weather mark, eventually rounding in front because he only had
to do 1 tack to my 2. Managed to scoot ahead of him on the run and
extend on the last reach to take the gun.
This final bullet gave me a real confidence boost and seemed to
have a psychological effect on the fleet. My day's finishes
(4, 1, 1, 10, 1: 17 points) were dominant--the next best
finishers for the day were counting 27 and 28 points, and they'd
started the day with more anyway. Only two more races were scheduled,
and the forecast for Sunday wasn't promising.
After some pizza and chatting with sailors at the club I went home and had a nice dinner with my hosts and some of their friends. These non-sailor friends were very encouraging when they heard I was standing in first, saying stuff like "you're going to WIN," etc... Usually such talk makes me anxious, but this time I just observed the energy being focused at me, noticing how similar it was to what was coming my way at the club. Momentum was on my side, people seemed convinced, and my job was to not get in the way of things playing out the way they expected.
As predicted, Sunday's breeze started out pleasant but quickly
petered out, causing the RC to postpone ashore. We waited around for
a few hours, the RC saying they would abandon racing for the day at
Noon. The smooth-as-glass water on the bay made it seem increasingly likely we weren't going to sail, and I started allowing myself to get excited about being the national champ. Then, at 11:50, definite lines of breeze on the water encouraged the
RC to drop the postponement flag--we were going
racing after all!
Despite having a 10 point advantage over the next-closest boat, I allowed myself to get a little nervous about what was to come. It was light, anything could happen in two races! Old doubts and fears, old negative voices started clawing their way into my mind as we sailed out to the race course. I had a nice talk with (1988 Olympic Gold Medalist) Lynne Jewell-Shore and decided I was going to do a few things: 1) my pre-race preparation rituals; 2) get a front-row start; 3) be steady, not brilliant; and 4) give those negative thoughts and people the attention they deserved--none!
Ryan Minth punched out from the pin, bee-lined it for the left
corner and came out way in front at the first mark. I started more conservatively about
1/4 up from the pin and was relieved to see my major competition
behind. After that I resisted the urge to move higher, just staying between my main competition and the marks to
finish 4th. Andy Roy made a remarkable comeback after being called
OCS, eventually clawing his way all the way back to 6th!
The drama wasn't over yet. After finishing I sailed toward the
start boat, tacked over, and immediately heard a loud metallic
"TWANG." The lower fitting on my mast had sheared off, rendering the boom vang and downhaul useless! It took
a long time to fashion a jury rig, but at 2:30 to the start I finally
joined the hunt for a spot on the line. The breeze was building and
I had tepid confidence in the repair--it was going to be a tense
race.
Roy, still fired up after his amazing charge through the
fleet in the prior heat, started almost at the pin and led at the
first mark. Minth had another great start and rocketed off the line, pinching me off after a few minutes. I did a few clearing tacks then called the port tack layline perfectly to round a few lengths behind Roy. The two of us quickly
separated from the fleet, me nursing my compromised rig and Andy
pulling out to a healthy 10 length advantage. He extended further on
the run and had me by a solid 15, then rounded the right gate
(looking downwind) to once again go left upwind.
While sailing downwind I took a look upwind to see what conditions
would be like for the next leg. Screaming down the course from the
right was a pack of Lasers in a big black puff! Instead of following Andy left, I jibed around the
other gate, sailed on port for 3 lengths, hit the shift, tacked
and was beam/close reaching on starboard to the weather mark! Poor Andy on the
left was caught outside of the righty and dropped way back. Ari Barshi moved up from 3rd to 2nd on this leg and easily held
to the finish, capping off a remarkably consistent event to place 2nd
overall. Grandmaster Mark Bear from Massachusetts snagged the final
podium position by finishing 7th in the last race, just topping the unlucky Andy Roy in the race and overall series standing.
For me, it was a satisfying ending to an exhilarating event. I'd
only made a few big errors and ground my way back after those. Starts
were basically good, speed was fine, tactics and strategy were
basically sound. It was also a great event in that I got to see my
sailing friends again. We had some pretty intense discussions off the
water, arguing everything from civil rights to global warming!
I had the pleasure of staying with Stephen Marshall and his family
during this regatta. Stephen was my training partner for the 1996
quadrennium (Atlanta Olympics), and is now married with two adorable
young daughters. Stephen's wife Nicole was the consummate hostess,
their home lovely, and the kids entertaining, which helped keep my
head somewhat screwed on during the many hours between race days!
Event results: http://www.bbyc.net/lm-results/
Saturday, September 22, 2012
Wednesday, May 2, 2012
Frostbiting, April 30, 2012
Sailing the past Sunday was a wild and wooly affair, with winds oscillating through a wide range of direction and strength. One minute it was 20+ knots, the next 3! Overall, the trend was heavy offshore breeze, with six races being run by PRO Ched Proctor and his team in very challenging conditions.
In the offshore wind fanning puffs were the norm, making it important to immediately get into phase with the shifts upwind. Unlike last week, tacking right as a puff hit was the order of the day. Given this situation, my aim was to start near (but not always at) the favored side of the line, with a lane to windward should a quick tack be called for. One time I even started on port, ducking starboard tackers. I lost a few boatlengths ducking them, but blasting off in-phase in the huge lefty more than made up for it.
The wind oscillations were about 20-25 degrees off the median. "Oscillating" means swinging back and forth, right? So if you're in a huge left shift, well away from the weather mark, does it make sense to sail higher than rhumb line when you know the next puff is coming from the right? Take a look at the diagram below (click on it to see bigger):
As can be seen, footing in the lifts and pointing in headers is the way to go upwind in oscillating wind. If these two boats were more in the middle of the course, the grey boat could easily tack to stay in-phase and cross the white one. Try it sometime!
Variable conditions like we had often force one to prioritize. Going upwind and transitioning from light to heavy, my first go-to is the vang. The vang has the greatest effect on overall sail shape, flattening the sail and moving draft back. If I have time and the puff is long enough, will also dial-in some downhaul (which moves draft forward and twists off the leech up top). If the puff is shorter in duration I leave the downhaul loose and really ease the sheet in puffs so the boat doesn't just heel over and stop. The outhaul is generally last to be adjusted.
Prioritizing is a big deal at mark roundings. At the weather mark in breeze, the first priority is getting the boat planing from the mark on a good wave in clear air. Vang is MINOR, downhaul is MINOR, board up is MINOR in this scenario. Watch this video posted by AJ Sorensen:
http://vimeo.com/41307337
At 30 seconds, note the boat above me at the first mark, how it's spending time adjusting stuff (luffing high and going slow), and how many BOATLENGTHS I gain as a result. Even dealing with the mainsheet completely wrapped around my foot (42-48 seconds) doesn't deter me from keeping that boat planing toward the next mark!
Note also how I wait until 1:28 to ease the downhaul and raise the board--using a lighter spot to lean in and adjust.
Huge gains can be made by doing the most important things first, especially in extreme conditions.
In the offshore wind fanning puffs were the norm, making it important to immediately get into phase with the shifts upwind. Unlike last week, tacking right as a puff hit was the order of the day. Given this situation, my aim was to start near (but not always at) the favored side of the line, with a lane to windward should a quick tack be called for. One time I even started on port, ducking starboard tackers. I lost a few boatlengths ducking them, but blasting off in-phase in the huge lefty more than made up for it.
The wind oscillations were about 20-25 degrees off the median. "Oscillating" means swinging back and forth, right? So if you're in a huge left shift, well away from the weather mark, does it make sense to sail higher than rhumb line when you know the next puff is coming from the right? Take a look at the diagram below (click on it to see bigger):
As can be seen, footing in the lifts and pointing in headers is the way to go upwind in oscillating wind. If these two boats were more in the middle of the course, the grey boat could easily tack to stay in-phase and cross the white one. Try it sometime!
Variable conditions like we had often force one to prioritize. Going upwind and transitioning from light to heavy, my first go-to is the vang. The vang has the greatest effect on overall sail shape, flattening the sail and moving draft back. If I have time and the puff is long enough, will also dial-in some downhaul (which moves draft forward and twists off the leech up top). If the puff is shorter in duration I leave the downhaul loose and really ease the sheet in puffs so the boat doesn't just heel over and stop. The outhaul is generally last to be adjusted.
Prioritizing is a big deal at mark roundings. At the weather mark in breeze, the first priority is getting the boat planing from the mark on a good wave in clear air. Vang is MINOR, downhaul is MINOR, board up is MINOR in this scenario. Watch this video posted by AJ Sorensen:
http://vimeo.com/41307337
At 30 seconds, note the boat above me at the first mark, how it's spending time adjusting stuff (luffing high and going slow), and how many BOATLENGTHS I gain as a result. Even dealing with the mainsheet completely wrapped around my foot (42-48 seconds) doesn't deter me from keeping that boat planing toward the next mark!
Note also how I wait until 1:28 to ease the downhaul and raise the board--using a lighter spot to lean in and adjust.
Huge gains can be made by doing the most important things first, especially in extreme conditions.
Friday, March 23, 2012
Spring 2012 Frostbiting Start!
Hi All, hope you had a great winter!
Last Sunday was my first time back in a Laser since early last December. I've not been sailing during that time but have been getting to the gym (mostly riding the stationary bike and doing ab work). Nonetheless, I was concerned about how much hiking the ol'e bod would be able to do, and how it would feel after.
Fortunately, Sunday was a perfect re-introduction to Lasering: light-ish, patchy breeze and fog to start, then clearing and building pressure to 10-12 knots. The wind direction was a bit right of seabreeze for our area, but the conditions were classic for seabreeze development: cold water, fog, sunshine inland causing a thermal.
In our racing area with that wind direction, I tend to go left to get current relief near Cockenoe Island. But the breeze was trending right, and with the weather mark more away from the island than typical, there was less current relief out left. This, and the steady clocking of the breeze right, made the right progressively more favored, upwind and down, as the day progressed.
It took a few races for me to get sorted out. The fleet is getting better and better at starting, making it a real challenge to get off the line well. In addition, my soft top section and Intensity sail seem to be especially vulnerable in under 8 knots of wind. Ched Proctor and Jack McGuire had solid races and were clear favorites early. Ched sailed especially consistent throughout the day to nab Second overall--nice job Ched! As for the pesky McGuire, I'm glad the breeze built so we old heavy guys could leg out a bit on this annoyingly smart and consistent sailor...
A few thoughts:
- In a seabreeze, the wind runs parallel to the surface of the water, the cool air hugging the water as it is dragged ashore. It is especially important in such conditions to focus on being in clear air downwind. While in the latter half of a downwind leg, think about the last 10-20 boatlengths' approach to the leeward mark: how can you keep clear air for as long as possible?
- Beware of going TOO far off rhumbline downwind. OK, one side or the other may be favored, but why go 20-30 boatlengths to the side? It's the equivalent of corner-banging upwind--you'd better be DARN sure of what's over there (or darn desperate) to take such a risk! Always ask yourself: will the potential benefit justify the investment?
It was so nice to be out racing the Laser against old friends after the long break! I was nervous about how I'd feel, but the body quickly adjusted to hiking and boathandling. We are having unprecedented weather, so dust off the Laser and join us!
Last Sunday was my first time back in a Laser since early last December. I've not been sailing during that time but have been getting to the gym (mostly riding the stationary bike and doing ab work). Nonetheless, I was concerned about how much hiking the ol'e bod would be able to do, and how it would feel after.
Fortunately, Sunday was a perfect re-introduction to Lasering: light-ish, patchy breeze and fog to start, then clearing and building pressure to 10-12 knots. The wind direction was a bit right of seabreeze for our area, but the conditions were classic for seabreeze development: cold water, fog, sunshine inland causing a thermal.
In our racing area with that wind direction, I tend to go left to get current relief near Cockenoe Island. But the breeze was trending right, and with the weather mark more away from the island than typical, there was less current relief out left. This, and the steady clocking of the breeze right, made the right progressively more favored, upwind and down, as the day progressed.
It took a few races for me to get sorted out. The fleet is getting better and better at starting, making it a real challenge to get off the line well. In addition, my soft top section and Intensity sail seem to be especially vulnerable in under 8 knots of wind. Ched Proctor and Jack McGuire had solid races and were clear favorites early. Ched sailed especially consistent throughout the day to nab Second overall--nice job Ched! As for the pesky McGuire, I'm glad the breeze built so we old heavy guys could leg out a bit on this annoyingly smart and consistent sailor...
A few thoughts:
- In a seabreeze, the wind runs parallel to the surface of the water, the cool air hugging the water as it is dragged ashore. It is especially important in such conditions to focus on being in clear air downwind. While in the latter half of a downwind leg, think about the last 10-20 boatlengths' approach to the leeward mark: how can you keep clear air for as long as possible?
- Beware of going TOO far off rhumbline downwind. OK, one side or the other may be favored, but why go 20-30 boatlengths to the side? It's the equivalent of corner-banging upwind--you'd better be DARN sure of what's over there (or darn desperate) to take such a risk! Always ask yourself: will the potential benefit justify the investment?
It was so nice to be out racing the Laser against old friends after the long break! I was nervous about how I'd feel, but the body quickly adjusted to hiking and boathandling. We are having unprecedented weather, so dust off the Laser and join us!
Saturday, January 21, 2012
Great resource for regatta management
This site provides links to a treasure trove of information on how to run a big regatta:
http://organizations.ussailing.org/Resources/BBR.htm
Thought it might be helpful to those who are hosting important events this year, or who aspire to sometime in the future!
Marc
http://organizations.ussailing.org/Resources/BBR.htm
Thought it might be helpful to those who are hosting important events this year, or who aspire to sometime in the future!
Marc
Monday, November 14, 2011
(click on the image at left to see a bigger version)
With the fleet becalmed trying to reach the starting area, this Sunday didn't start out very auspiciously. Those who bailed early missed an awesome day of sailing, however! At around 12:30, the wind came in with a BANG, allowing PRO Mike Matan and his team to click off five long races in 12-6 knot SW breeze.
With the weather mark up near Cockenoe Island, and the leeward gate to the east of Saugatuck Harbor channel, the ebbing tide played a big role. As always, I checked the tide before each race, and was surprised to find it was heading only 20 or so degrees east of the wind near the starting area. Given the proximity to the channel and the general ebbing direction further out in the Sound, I would have expected a more easterly, or even southerly, flow. I surmised that the tide would be much more southerly to the right of the course, where the tide coming out of the channel would have more effect.
Geography was also a key factor. Cockenoe Island tends to block the ebb, and also the wind in a SW breeze, so my plan was to approach the weather mark on port to minimize the wind effect and maximize the tidal one. Leaving the top mark, I sailed quite high to: 1) get away from the wind shadow made by the fleet approaching on starboard; 2) get away from the lee of Cockenoe; 3) position myself away from the more southerly flow coming out of the channel (which would have a progressively larger effect the further one got down the run); and 4) get myself over to the NE tidal flow that was evident near the start line.
Before the racing began I stood up to find the weather mark (which was waaay up there by the island!), and then aligned myself between the top mark and the leeward gate to get a land sight for the rhumb line to the leeward gate. I find this so helpful on the approach to the weather mark when planning the leeward leg, and when on the leg to find the gate quickly.
Most of my first beats were serviceable, if not fabulous. A couple of times I was pinched off soon after the start, forcing a clearing tack. Knowing it was important to not bang the right corner because of Cockenoe's effect on the wind, I would tack back as soon as a clear lane was available, then try to sail fast forward to try to gain some fore-and-aft position on the boats to leeward. Given the variable wind strength, there was a lot of back-and-forth, and it took discipline to keep sailing on lumpy starboard when the boats to leeward would be sailing higher and faster in a puff (and something else, which I'll mention later!).
The runs are where I made my moves. I really appreciated the boats ahead and around me bearing 20-30 degrees to the left of rhumb line at the top mark, slowing themselves down in the lee of the fleet and Cockenoe. By heading high then bearing off to ride the first big waves, I was able to gain 3-5 boatlengths straight away. Toward the middle of the leg the boats to my left moved forward some, but not enough (in my mind) to justify the extra distance they sailed. The latter 1/3 of the runs were very satisfying, as the boats to the left, now sailing into the strengthening adverse tide coming out of the channel, had to head up to a dead run (going slowly) to get to the gate. Sometimes I'd gain 20 boatlengths on one run!
The leeward gate had a right pin (looking downwind) favor all day. Early on it made sense to round that pin, because going around the left would have meant sailing into the wind shadow and disturbed waves made by fleet coming downwind. As the day progressed however, more people were sailing closer to rhumb line on the run, making the starboard tack off the right pin more lumpy and slow. In addition, the strengthening tide coming out of the channel helped those on the right make massive gains: in the third race, Steve Fisk went from 4th or 5th to a solid 1st by going right. Failing to learn my lesson from Race 3, I tried the left side of the final beat again in Race 4, and went from 2nd to 7th or 8th!
The final race started at around 2:40, after a little delay caused by the RC moving the top mark further right and a bit closer. I knew it was going to be the last race, and was determined to take all I'd learned to finish decisively. The RC also made the pin irresistibly favored, so I started in that quarter, tacking soon after to free myself from a boat close to leeward. I was JUST able to cross two boats while sailing on the favored port tack, then tacked back in a slight header onto starboard. I was determined to be more middle-left than right on this beat, because I had seen so many guys come out on top from that side. Sure enough, I encountered something different here--a COUNTER CURRENT going perfectly behind me on starboard! THIS must have been what was allowing the boats to leeward of me to scoot forward and higher in those earlier races!
A few boats that were further to leeward tacked over and were crossing. Normally I would have tacked to leeward and ahead of them to avoid their wind shadows and to lead back to the middle, but I wanted to ride the counter current for as long as it lasted so I waved them across. The counter current held to within a minute or so of the port tack layline. I tacked over to port and, even with the left collapsing a bit toward the end, rounded the top mark first!
I think a lot of people didn't take the course shift into consideration, and sailed their old angle (now even FURTHER off rhumb line) down the run. This allowed me and James Harvey to really break away from the fleet. Determined to not repeat my previous error, I rounded the LEFT gate on port and found lovely breeze and nice smooth water--no wonder this side paid off before! Did a few tacks to stay in touch with the fleet and finished the final decisively, just as planned.
BOAT SET-UP:
The wind was rather up and down, and sailing on starboard in the lumpy waves with chop on top was challenging. As the day wore on I sailed with looser and looser outhaul and downhaul to keep power up, using my vang as a quick depowering device when needed in the puffs. If the puffs were longer in nature, I'd pull on some downhaul.
During the debriefing and pizza session after racing, PRO Mike mentioned that I seemed to be sailing with a consistent and noticeable amount of heel--not dead flat, not way over. When conditions are variable I like to do that, because it gives a little safety net of heel should one encounter a light spot--if the boat was dead flat, it would heel to windward. Also, the boat seems to go through that chop better with a bit of heel, and water that comes over the deck tends to slide harmlessly off to leeward instead of filling the cockpit. This technique worked on starboard, but on port I tried to sail the boat dead flat, as the waves were more on the beam.
Downwind, I saved by-the-lee sailing for light spots or to catch waves. In puffs, I headed UP, to dead downwind, allowing me to get back to rhumb line and also sail longer in the puffs. There is a tendency by many to bear off even further in puffs, but that just means one is further off rhumb line, usually on a bad reaching angle, when it's time to get to the mark. Try it sometime!
Tuesday, November 1, 2011
Frostbiting at Cedar Point YC
Eight hardy sailors ventured out Sunday, 30 October 2011 for a good hard day of frostbiting. A gusty, phasing Northerly swept the fleet to the racecourse and allowed 5 races to be sailed in velocities ranging from 10-25 knots.
Because the wind was phasing, I found it very important to get onto the lifted tack as soon as possible, to stay in synch with the shifts. The phases usually didn't last an entire leg, so banging a corner definitely didn't work. At the beginning of the day the breeze was forecasted to go a bit right, and I had success working that side of the fleet. In addition, the tide was still rising early in the day, so being right meant one got a little bit of current help on starboard toward the top of the beat (the weather mark was set near the channel).
We did a number of Harry Andersons, and in the beginning the first reaches were very broad. This, and the puffy conditions, made it very challenging to keep speed up the whole leg. The second reaches were full on blasts--I found having the right amount of vang (tighter than one might think) was very helpful, and when the breeze was full on I tightened the downhaul a bit to keep the draft forward.
The sea state were very choppy/lumpy upwind. For the really big swells I scooted back to the center of my hiking strap, hiked, sheeted out and sailed fast. For lesser sets of bumps, I found keeping my feet forward but hiking diagonally back was enough to keep the bow up, and in the flatter sections made sure to scoot forward to the usual place.
With the breeze so up and down, it was important to keep changing gears, easing vang and even downhaul to stay powered up. I think a lot of us, myself included, tend to keep everything really tight in lulls, kinda dreading pulling everything back on when breeze goes back on. That may be easy, but it's not fast.
Finally, a word about clothing choice. In the locker room most guys were going with wetsuits and spray/dry tops. That day I couldn't find my fleece gear and used three rash guards under a shelled jacket. It wasn't enough, especially after capsizing, and it took EVERYTHING I had to recover from a double capsize because of a super-tight vang going upwind. My basic suggestion is to dress WARMER than you think you'll need, since it's better to be too hot than hypothermic. You can darn well bet I'll be putting on the drysuit (or at least a few layers of fleece under a spray/dry top) next time I'm looking at 20+ knots on the water!
Hope to see you all at the Frostbiting Invitational regatta this coming Saturday! Contact Joe the Fleet Captain at 203-912-6855. or email him at jnice1@optonline.net
Because the wind was phasing, I found it very important to get onto the lifted tack as soon as possible, to stay in synch with the shifts. The phases usually didn't last an entire leg, so banging a corner definitely didn't work. At the beginning of the day the breeze was forecasted to go a bit right, and I had success working that side of the fleet. In addition, the tide was still rising early in the day, so being right meant one got a little bit of current help on starboard toward the top of the beat (the weather mark was set near the channel).
We did a number of Harry Andersons, and in the beginning the first reaches were very broad. This, and the puffy conditions, made it very challenging to keep speed up the whole leg. The second reaches were full on blasts--I found having the right amount of vang (tighter than one might think) was very helpful, and when the breeze was full on I tightened the downhaul a bit to keep the draft forward.
The sea state were very choppy/lumpy upwind. For the really big swells I scooted back to the center of my hiking strap, hiked, sheeted out and sailed fast. For lesser sets of bumps, I found keeping my feet forward but hiking diagonally back was enough to keep the bow up, and in the flatter sections made sure to scoot forward to the usual place.
With the breeze so up and down, it was important to keep changing gears, easing vang and even downhaul to stay powered up. I think a lot of us, myself included, tend to keep everything really tight in lulls, kinda dreading pulling everything back on when breeze goes back on. That may be easy, but it's not fast.
Finally, a word about clothing choice. In the locker room most guys were going with wetsuits and spray/dry tops. That day I couldn't find my fleece gear and used three rash guards under a shelled jacket. It wasn't enough, especially after capsizing, and it took EVERYTHING I had to recover from a double capsize because of a super-tight vang going upwind. My basic suggestion is to dress WARMER than you think you'll need, since it's better to be too hot than hypothermic. You can darn well bet I'll be putting on the drysuit (or at least a few layers of fleece under a spray/dry top) next time I'm looking at 20+ knots on the water!
Hope to see you all at the Frostbiting Invitational regatta this coming Saturday! Contact Joe the Fleet Captain at 203-912-6855. or email him at jnice1@optonline.net
Sunday, September 25, 2011
2011 Laser Master New England Championship
Just got home from the 2011 Laser NEs at Third Beach in Newport, RI. 45 hardy souls braved rain, fog and atypically light breeze to compete in this year's event. It was nice to see many familiar faces, as well as a number of smiling new ones! I was excited to be attending my first Laser regatta since Spring frostbiting and anxious to get out there.
DAY 1
Saturday started out overcast and light. On the run to the racecourse, I checked tide at a mooring to get a data point before sailing out with fellow Cedar Point frostbiter Britt Hughes. The breeze was going pretty much straight from the beach up the river, at a slight angle to the flood tide and the large rollers coming in from the ocean. I observed that the wind seemed to be blowing right along the surface of the water without much vertical component to it, which made wind shadows on the run out very painful. Britt confirmed my observation and we both agreed that keeping clear lanes on the runs would be especially vital here. Two important data points amassed on the way out.
Once we got to the start area Britt and I did a 3-minute split (start together, one boat tacks away, both sail 3 minutes on opposite tacks before tacking back to the middle). Our split showed the right to have a decided advantage, which made sense given the adverse tide. Another data point.
On the way back downwind to the start area we discussed strategy and basic wind impressions. I also noted which angles and sail trim seemed to work best downwind (data point). Once the start pin was set I quickly did another tide check and discovered 3/4 of a boatlength tide over 30 seconds, moving downwind perpendicular to the start line--significant data point!
In the starting area I sailed downwind briefly, lining up roughly on the rhumb line between the weather offset and leeward gate to get a general idea of the course and feel of the waves. More on this data point later...
The RC posted a W5 (windward/leeward/windward/leeward/finish) course with the weather mark at 220 degrees. I thought the line was boat-end favored, and given the tide situation, nailing a good start up there and tacking over ASAP was the game plan. The tide research really helped me nail *the* weather end boat position, but I wasn't moving particularly well when the gun went off. Boats slightly to leeward accelerated a smidge better and were off like rockets, while I had to contend with the sizable wind shadow made by the huge committee boat. One more data point!
Fortunately, this first attempt at a start resulted in a general recall. Many people either stop or go right back to the start line after a general is sounded, but I like to sail a little bit further to see how the fleet is looking. It's not a perfect guide because (obviously) some boats are poked out an unfair amount, but it is another data point to reference when setting up for the next start.
I tacked too soon to port, and because of the adverse tide, had to tack again to clear the committee's anchor line, then tack back AGAIN to go right--not fast. Surprisingly, things still looked pretty good on the boats that went left. Before it became too obvious to others how nice the right was, I headed back to the start area, another handy data point acquired.
With the I-Flag up for the restart, the fleet was a little better behaved but more intent than ever on crowding the boat end. Armed with my detailed tide data, I felt very confident manuvering in the crowd then waiting, waiting, WAITING for a hole to appear at the boat before pulling the trigger at 7 seconds to the gun. About 3 boats down from me, Peter Shope got away clean and fast and legged out a bit. Anxious to get right, I tacked over and *just* cleared the RC boat's anchor line--whew!
The adverse current meant that down-speed moments would be punished especially hard, so I concentrated on keeping the angle of heel constant and speed maximized. Sitting at the front of the cockpit with my butt about half-way between the weather rail and the outside corner of the cockpit, I leaned my upper body progressively further out as the big rollers raised the boat up-up-UP into clearer wind, then eased the upper body as far down as face to the boom when in the troughs. Keeping the angle of heel constant also helped maximize pointing in these conditions.
While I went pretty hard right, I didn't just two-tack the beat. I kept in mind prior regattas sailed here, watching Scott Ferguson exploit subtle shifts upwind to great effect. Armed with that memory, I tacked over when boats to windward were pointing down toward my transom, even though it felt uncomfortable tacking away from the current-favored right side of the course. Per the textbook though, every time I did I'd consolidate on the boats to the left, and boats that just banged the right sometimes looked headed, sometimes overstood since they had to accept whatever hit them way out there near the layline. Sailing the favored tack the whole beat with little in the way of dirty air, I overstood slightly myself and powered over Dave Frazier just before the weather mark to round first!
After settling down on the short reach to the offset, I took a quick look to leeward to make sure the leeward mark hadn't been shifted by the race committee. I rounded the offset with a three- or four-boatlength lead and sailed a very broad reach to get away from dirty air at the mark before turning down to my desired course (which had already been determined by my research before the start).
Others behind bore off immediately around the offset and sailed by the lee, at least 20 degrees off rhumb line. This made me happy for two reasons: they were sailing down into the dirty air and waves made by the boats on the offset leg, AND they were sailing extra distance without a commensurate increase in boatspeed. In spinnaker boats we know that "what goes up must come back down," but in the Laser it's the opposite: what goes down (by-the-lee), must eventually come back up. Better to save those by-the-lee moments for light air spots than waste them so early in the leg!
Paid very close attention to the wind as it hit my neck, bearing off to by-the-lee in the lulls to maintain speed, then turning back up in the puffs to consolidate back to rhumb line. With solid knowledge of the course and nice clean air well away from the fleet I managed to pull away, rounding the favored left (looking downwind) gate mark about 20 boatlengths ahead.
Definitely favored the right side but worked a few shifts back left to stay in touch with the fleet and pulled further ahead on the next beat. On the second run in slightly less breeze I again sailed more on the rhumb line, while a right shift/puff allowed boats who went left downwind gain some. Rounded the gate and almost immediately tacked onto starboard on the short beat to the finish, prevailing by about 45 seconds over the second place boat. Ominously, the fog began to roll in as the remainder of the fleet finished, and the breeze got lighter.
By the time the RC started Race 2, it was impossible to see the weather mark. When asked the course to the next mark, the RC said "we THINK it's at 240"--pretty sketchy! I couldn't believe the committee was starting a race in such conditions. The breeze felt a bit left, so I, being without a compass, made an incredibly dumb mistake: I just assumed the weather mark was to the left to adjust for the lefty, not 20 degrees further RIGHT (as any simpleton who knows how a compass works would be able to tell you).
So..., I got another decent start at the boat but boats that started more middle tacked over in the lefty, crossed and headed right. I tacked right in an OK lane but armed with my erroneous game plan came back left a few painful times and lost boats.
The fleet navi-groped its way around another W5 course. It was increasingly frustrating not knowing where the hell the marks were, and the mark boats weren't making any sound signals to help us out. In retrospect, if I: 1) had a compass; 2) realized that 240 is RIGHT of 220 not left; 3) had dead reckoned by noting minutes sailed on each tack; and 4) stayed in better touch with the fleet instead of taking those painful tacks left, I might have pulled out a Top 10 finish. As it was, i limped in at 21st.
The RC sent us in after that, so of course the fog lifted and the wind built. Pizza, however, was ashore waiting to be devoured, and we partook! It was so nice to have the results posted right away--apparently, the scorekeeper on the boat entered finishes into her iPad, with results available online in real time--amazing!
After two races it was Great Great Grandmaster Lindsay Hewitt topping the leaderboard with a 10, 2 (pre-handicap), while 2011 Apprentice World Champ Ben Richardson nipped at his heels with a 6, 1. (Apprentice Master Ben spots GGMs like Lindsey 3 points per race in Masters events!). With a 1, 21 scorecard, I was in 9th place. Some of the guys went to a bar for drinks but I was in a more quiet mood and went to see a movie, then checked emails and the weather forecast before getting to bed at a reasonable hour.
DAY 2
Got up early and rechecked emails and the weather--it didn't look promising, with less than 5 knots predicted all day. Sure enough, the water was like glass, which no-doubt made surfers happy if not the Laser sailors!
A postponement ashore allowed people to catch up and check out each others' setups. There were some creative trailers in the boat park too, and one that had a missing lug nut and three loose ones! Tools quickly materialized to set things straight, the sun made an appearance, and a light nor'easterly began filling across the river. Postponement flag down, sails up, and now a beat out across the river to the start area!
I went right initially, figuring the flood tide out in the middle of the river would push me upwind on Port, then be on my stern when on Starboard. One boat near me tacked off to the left and gained, so I flipped over for a short while before flicking back onto Port. Sure enough, Dave Frazier, who had been well behind me before I tacked left, was pointing like a bandit to leeward and ahead. Eventually, he tacked onto Starboard and crossed easily--at least a 10 boatlength gain.
Taking this as a sign, I dug in hard right on Port, but got progressively lifted as I went. With no righty in sight, I tacked back to the left on the layline to the now-anchored RC boat, with Dave a little speck ahead of me coming out of the left side. That was one CRAPPY beat out, but lessons learned!
Once again I hooked up with Britt for an abbreviated 2-minute split before the start. This time I came out of the left ahead by about 4 boatlengths. Britt mentioned that he was in light wind while sailing right, and felt the breeze progressively increased after tacking back toward the middle. On the left, I had pretty good height on starboard, and tacked back to the middle on a decent heading as well. Given Britt's account of light wind to start on the right, I had some doubt about the left being strategically favored.
We then sailed downwind toward a nearby mark, where a tide check indicated that instead of flooding as I thought, the tide was EBBING at a rate of 2/3 boatlength per 30 seconds. With the left being closer to shore and therefore more shallow, it made sense why this side made out during the split (and the sail out). With corroborating data points gathered, Britt and I agreed on a strategy of going LEFT on the first beat.
The RC set a very short, pin-favored line and was rewarded with a general recall. Retaining the short line but raising the I-flag resulted in a clean start. I started about 3 boatlengths up from the pin, happy to be away from the boats wadded up going for THE pin-end start.
Dunno how he did it being so heavy and all, but Andy Pimental below me was pointing like crazy. I thought a slightly lower course would be faster and said so, but he was undeterred. Fortunately I was high enough to not be affected by him until a wee header allowed me to tack back to the middle just shy of the layline. In nice pressure and working every single roller, I sailed fast back to the middle, moving forward but retaining height relative to the boats to leeward. Tacked onto starboard about 6 boatlengths from the mark and just managed to force Pimental to duck instead of tacking inside me at the mark--in first again!
The run was very interesting strategically, with a dying breeze, ebb tide behind but big rollers coming from in front and at a slight angle. I initially stayed just a little bit high on the run to line up with the current and get away from the offset mark, while Pimental dove hard down, eventually gybing over to port. The rest of the nearby boats sailed a more moderate course directly upwind of me, forcing me to sail a bit by-the-lee to maintain a thin lane between their wind shadow and Pimental's. Lucky for me, Pimental was on the wrong gybe and heavy, while the nearby boats slowed each other down. I managed to extend a bit before the boats behind figured it out and spread out. It was a bit unnerving having so much lateral separation between me and nearly 10 boats, but I was moving well on a good heading so I just got down to the business of working my boat over each oncoming roller, taking advantage of the increased breeze near the tops to head up a bit, then bearing off to slightly by-the-lee in the lulls to maintain speed.
Had a sloppy rounding of the left (looking downwind) gate, which was further upwind but not taking me to the advantaged left. However, this was a case of tactics overriding strategy, as the fleet was coming downwind and I didn't want to have to deal with the resulting dirty air. A few boats took the risk though, and when I had a clear lane I tacked back left to loose cover.
Pimental, who rounded the left gate behind me, presented a conundrum by continuing right. He's a local so I wondered if he knew something I didn't, or perhaps the current had already changed, or was it just a desperate move? After a quick assessment, I decided to let him go--he was the only one near me going right, while the bulk of the fleet was going left. It was the percentage thing to do.
The boats well to leeward were looking stronger and stronger, and I was happy to have covered them when I did. As it was, I barely managed to tack in front of hard charging Philippe Dormoy from Canada, forcing him back left and taking his nice lane back to the middle.
The breeze was dying, and Ben Richardson was zooming up directly behind me. I checked for weed on my blades and seemed to do a little better, but then he tacked over for some more left. Up ahead on the right saw what I thought was a bit more breeze so I toughed it out to the layline. When Ben tacked back onto port in breeze he seemed to be FLYING. Turned out I was a bit shy of the layline and fortunate to able to tack on Ben and slow him down a bit. Pimental's gamble on the right didn't pay and he was way back.
Rounded the top mark in first, about 3 boatlengths ahead of Richardson, who like Pimental before him dove down hard around the upwind mark. I pulled out a bit as a result, but Ben kept up the pressure with a few astute gybes to close the gap. I got a little out of phase on the bottom quarter of the leg, going low and slow on the approach and letting Richardson close to within 5 boatlengths in a further deteriorating breeze.
The final beat was marked by a protracted tacking duel with Richardson, who closed to within a boatlength but was unable to break free of my cover. I shot the starboard side of the line on port, while Ben finished moments later in a well-deserved 2nd position. I was relieved to have finished when we did, as the rest of the fleet struggled to complete the course in nearly non-existent breeze.
Ben and I had a nice chat before the RC hoisted the postponement ashore flags, effectively ending the regatta. After 30 minutes of continuous flapping of the rig I made landfall, derigged the boat, then enjoyed more pizza at the award ceremony. The raffle after featured the broadest set of valuable prizes I've ever seen: a rolled Hyde sail, new fiberglass daggerboard, new fiberglass rudder, a killer life jacket, deck cover, spar bag, a beautiful Zhik jacket, gloves, Seitech goodies--you name it! Almost everyone got something.
Overall, I feel good with how things went at this regatta. Did enough pre-race research to formulate winning first-leg strategies. Showed discipline when challenged and didn't bang corners. Had competitive upwind speed, was very quick downwind and boathandling was reasonably solid. Made plenty of mistakes too, but learned from them.
Know this has been a long read, but hope someone might find the point-of-view account of the event beneficial. As a sailing journal of sorts, it certainly helps me.
Finally, many thanks to Peter Seidenberg, the organizers, race committee and sponsors for another terrific Master NEs!
Happy Sailing!
2011 Laser NE results: http://www.diamondwire.org/regattas/79/results
DAY 1
Saturday started out overcast and light. On the run to the racecourse, I checked tide at a mooring to get a data point before sailing out with fellow Cedar Point frostbiter Britt Hughes. The breeze was going pretty much straight from the beach up the river, at a slight angle to the flood tide and the large rollers coming in from the ocean. I observed that the wind seemed to be blowing right along the surface of the water without much vertical component to it, which made wind shadows on the run out very painful. Britt confirmed my observation and we both agreed that keeping clear lanes on the runs would be especially vital here. Two important data points amassed on the way out.
Once we got to the start area Britt and I did a 3-minute split (start together, one boat tacks away, both sail 3 minutes on opposite tacks before tacking back to the middle). Our split showed the right to have a decided advantage, which made sense given the adverse tide. Another data point.
On the way back downwind to the start area we discussed strategy and basic wind impressions. I also noted which angles and sail trim seemed to work best downwind (data point). Once the start pin was set I quickly did another tide check and discovered 3/4 of a boatlength tide over 30 seconds, moving downwind perpendicular to the start line--significant data point!
In the starting area I sailed downwind briefly, lining up roughly on the rhumb line between the weather offset and leeward gate to get a general idea of the course and feel of the waves. More on this data point later...
The RC posted a W5 (windward/leeward/windward/leeward/finish) course with the weather mark at 220 degrees. I thought the line was boat-end favored, and given the tide situation, nailing a good start up there and tacking over ASAP was the game plan. The tide research really helped me nail *the* weather end boat position, but I wasn't moving particularly well when the gun went off. Boats slightly to leeward accelerated a smidge better and were off like rockets, while I had to contend with the sizable wind shadow made by the huge committee boat. One more data point!
Fortunately, this first attempt at a start resulted in a general recall. Many people either stop or go right back to the start line after a general is sounded, but I like to sail a little bit further to see how the fleet is looking. It's not a perfect guide because (obviously) some boats are poked out an unfair amount, but it is another data point to reference when setting up for the next start.
I tacked too soon to port, and because of the adverse tide, had to tack again to clear the committee's anchor line, then tack back AGAIN to go right--not fast. Surprisingly, things still looked pretty good on the boats that went left. Before it became too obvious to others how nice the right was, I headed back to the start area, another handy data point acquired.
With the I-Flag up for the restart, the fleet was a little better behaved but more intent than ever on crowding the boat end. Armed with my detailed tide data, I felt very confident manuvering in the crowd then waiting, waiting, WAITING for a hole to appear at the boat before pulling the trigger at 7 seconds to the gun. About 3 boats down from me, Peter Shope got away clean and fast and legged out a bit. Anxious to get right, I tacked over and *just* cleared the RC boat's anchor line--whew!
The adverse current meant that down-speed moments would be punished especially hard, so I concentrated on keeping the angle of heel constant and speed maximized. Sitting at the front of the cockpit with my butt about half-way between the weather rail and the outside corner of the cockpit, I leaned my upper body progressively further out as the big rollers raised the boat up-up-UP into clearer wind, then eased the upper body as far down as face to the boom when in the troughs. Keeping the angle of heel constant also helped maximize pointing in these conditions.
While I went pretty hard right, I didn't just two-tack the beat. I kept in mind prior regattas sailed here, watching Scott Ferguson exploit subtle shifts upwind to great effect. Armed with that memory, I tacked over when boats to windward were pointing down toward my transom, even though it felt uncomfortable tacking away from the current-favored right side of the course. Per the textbook though, every time I did I'd consolidate on the boats to the left, and boats that just banged the right sometimes looked headed, sometimes overstood since they had to accept whatever hit them way out there near the layline. Sailing the favored tack the whole beat with little in the way of dirty air, I overstood slightly myself and powered over Dave Frazier just before the weather mark to round first!
After settling down on the short reach to the offset, I took a quick look to leeward to make sure the leeward mark hadn't been shifted by the race committee. I rounded the offset with a three- or four-boatlength lead and sailed a very broad reach to get away from dirty air at the mark before turning down to my desired course (which had already been determined by my research before the start).
Others behind bore off immediately around the offset and sailed by the lee, at least 20 degrees off rhumb line. This made me happy for two reasons: they were sailing down into the dirty air and waves made by the boats on the offset leg, AND they were sailing extra distance without a commensurate increase in boatspeed. In spinnaker boats we know that "what goes up must come back down," but in the Laser it's the opposite: what goes down (by-the-lee), must eventually come back up. Better to save those by-the-lee moments for light air spots than waste them so early in the leg!
Paid very close attention to the wind as it hit my neck, bearing off to by-the-lee in the lulls to maintain speed, then turning back up in the puffs to consolidate back to rhumb line. With solid knowledge of the course and nice clean air well away from the fleet I managed to pull away, rounding the favored left (looking downwind) gate mark about 20 boatlengths ahead.
Definitely favored the right side but worked a few shifts back left to stay in touch with the fleet and pulled further ahead on the next beat. On the second run in slightly less breeze I again sailed more on the rhumb line, while a right shift/puff allowed boats who went left downwind gain some. Rounded the gate and almost immediately tacked onto starboard on the short beat to the finish, prevailing by about 45 seconds over the second place boat. Ominously, the fog began to roll in as the remainder of the fleet finished, and the breeze got lighter.
By the time the RC started Race 2, it was impossible to see the weather mark. When asked the course to the next mark, the RC said "we THINK it's at 240"--pretty sketchy! I couldn't believe the committee was starting a race in such conditions. The breeze felt a bit left, so I, being without a compass, made an incredibly dumb mistake: I just assumed the weather mark was to the left to adjust for the lefty, not 20 degrees further RIGHT (as any simpleton who knows how a compass works would be able to tell you).
So..., I got another decent start at the boat but boats that started more middle tacked over in the lefty, crossed and headed right. I tacked right in an OK lane but armed with my erroneous game plan came back left a few painful times and lost boats.
The fleet navi-groped its way around another W5 course. It was increasingly frustrating not knowing where the hell the marks were, and the mark boats weren't making any sound signals to help us out. In retrospect, if I: 1) had a compass; 2) realized that 240 is RIGHT of 220 not left; 3) had dead reckoned by noting minutes sailed on each tack; and 4) stayed in better touch with the fleet instead of taking those painful tacks left, I might have pulled out a Top 10 finish. As it was, i limped in at 21st.
The RC sent us in after that, so of course the fog lifted and the wind built. Pizza, however, was ashore waiting to be devoured, and we partook! It was so nice to have the results posted right away--apparently, the scorekeeper on the boat entered finishes into her iPad, with results available online in real time--amazing!
After two races it was Great Great Grandmaster Lindsay Hewitt topping the leaderboard with a 10, 2 (pre-handicap), while 2011 Apprentice World Champ Ben Richardson nipped at his heels with a 6, 1. (Apprentice Master Ben spots GGMs like Lindsey 3 points per race in Masters events!). With a 1, 21 scorecard, I was in 9th place. Some of the guys went to a bar for drinks but I was in a more quiet mood and went to see a movie, then checked emails and the weather forecast before getting to bed at a reasonable hour.
DAY 2
Got up early and rechecked emails and the weather--it didn't look promising, with less than 5 knots predicted all day. Sure enough, the water was like glass, which no-doubt made surfers happy if not the Laser sailors!
A postponement ashore allowed people to catch up and check out each others' setups. There were some creative trailers in the boat park too, and one that had a missing lug nut and three loose ones! Tools quickly materialized to set things straight, the sun made an appearance, and a light nor'easterly began filling across the river. Postponement flag down, sails up, and now a beat out across the river to the start area!
I went right initially, figuring the flood tide out in the middle of the river would push me upwind on Port, then be on my stern when on Starboard. One boat near me tacked off to the left and gained, so I flipped over for a short while before flicking back onto Port. Sure enough, Dave Frazier, who had been well behind me before I tacked left, was pointing like a bandit to leeward and ahead. Eventually, he tacked onto Starboard and crossed easily--at least a 10 boatlength gain.
Taking this as a sign, I dug in hard right on Port, but got progressively lifted as I went. With no righty in sight, I tacked back to the left on the layline to the now-anchored RC boat, with Dave a little speck ahead of me coming out of the left side. That was one CRAPPY beat out, but lessons learned!
Once again I hooked up with Britt for an abbreviated 2-minute split before the start. This time I came out of the left ahead by about 4 boatlengths. Britt mentioned that he was in light wind while sailing right, and felt the breeze progressively increased after tacking back toward the middle. On the left, I had pretty good height on starboard, and tacked back to the middle on a decent heading as well. Given Britt's account of light wind to start on the right, I had some doubt about the left being strategically favored.
We then sailed downwind toward a nearby mark, where a tide check indicated that instead of flooding as I thought, the tide was EBBING at a rate of 2/3 boatlength per 30 seconds. With the left being closer to shore and therefore more shallow, it made sense why this side made out during the split (and the sail out). With corroborating data points gathered, Britt and I agreed on a strategy of going LEFT on the first beat.
The RC set a very short, pin-favored line and was rewarded with a general recall. Retaining the short line but raising the I-flag resulted in a clean start. I started about 3 boatlengths up from the pin, happy to be away from the boats wadded up going for THE pin-end start.
Dunno how he did it being so heavy and all, but Andy Pimental below me was pointing like crazy. I thought a slightly lower course would be faster and said so, but he was undeterred. Fortunately I was high enough to not be affected by him until a wee header allowed me to tack back to the middle just shy of the layline. In nice pressure and working every single roller, I sailed fast back to the middle, moving forward but retaining height relative to the boats to leeward. Tacked onto starboard about 6 boatlengths from the mark and just managed to force Pimental to duck instead of tacking inside me at the mark--in first again!
The run was very interesting strategically, with a dying breeze, ebb tide behind but big rollers coming from in front and at a slight angle. I initially stayed just a little bit high on the run to line up with the current and get away from the offset mark, while Pimental dove hard down, eventually gybing over to port. The rest of the nearby boats sailed a more moderate course directly upwind of me, forcing me to sail a bit by-the-lee to maintain a thin lane between their wind shadow and Pimental's. Lucky for me, Pimental was on the wrong gybe and heavy, while the nearby boats slowed each other down. I managed to extend a bit before the boats behind figured it out and spread out. It was a bit unnerving having so much lateral separation between me and nearly 10 boats, but I was moving well on a good heading so I just got down to the business of working my boat over each oncoming roller, taking advantage of the increased breeze near the tops to head up a bit, then bearing off to slightly by-the-lee in the lulls to maintain speed.
Had a sloppy rounding of the left (looking downwind) gate, which was further upwind but not taking me to the advantaged left. However, this was a case of tactics overriding strategy, as the fleet was coming downwind and I didn't want to have to deal with the resulting dirty air. A few boats took the risk though, and when I had a clear lane I tacked back left to loose cover.
Pimental, who rounded the left gate behind me, presented a conundrum by continuing right. He's a local so I wondered if he knew something I didn't, or perhaps the current had already changed, or was it just a desperate move? After a quick assessment, I decided to let him go--he was the only one near me going right, while the bulk of the fleet was going left. It was the percentage thing to do.
The boats well to leeward were looking stronger and stronger, and I was happy to have covered them when I did. As it was, I barely managed to tack in front of hard charging Philippe Dormoy from Canada, forcing him back left and taking his nice lane back to the middle.
The breeze was dying, and Ben Richardson was zooming up directly behind me. I checked for weed on my blades and seemed to do a little better, but then he tacked over for some more left. Up ahead on the right saw what I thought was a bit more breeze so I toughed it out to the layline. When Ben tacked back onto port in breeze he seemed to be FLYING. Turned out I was a bit shy of the layline and fortunate to able to tack on Ben and slow him down a bit. Pimental's gamble on the right didn't pay and he was way back.
Rounded the top mark in first, about 3 boatlengths ahead of Richardson, who like Pimental before him dove down hard around the upwind mark. I pulled out a bit as a result, but Ben kept up the pressure with a few astute gybes to close the gap. I got a little out of phase on the bottom quarter of the leg, going low and slow on the approach and letting Richardson close to within 5 boatlengths in a further deteriorating breeze.
The final beat was marked by a protracted tacking duel with Richardson, who closed to within a boatlength but was unable to break free of my cover. I shot the starboard side of the line on port, while Ben finished moments later in a well-deserved 2nd position. I was relieved to have finished when we did, as the rest of the fleet struggled to complete the course in nearly non-existent breeze.
Ben and I had a nice chat before the RC hoisted the postponement ashore flags, effectively ending the regatta. After 30 minutes of continuous flapping of the rig I made landfall, derigged the boat, then enjoyed more pizza at the award ceremony. The raffle after featured the broadest set of valuable prizes I've ever seen: a rolled Hyde sail, new fiberglass daggerboard, new fiberglass rudder, a killer life jacket, deck cover, spar bag, a beautiful Zhik jacket, gloves, Seitech goodies--you name it! Almost everyone got something.
Overall, I feel good with how things went at this regatta. Did enough pre-race research to formulate winning first-leg strategies. Showed discipline when challenged and didn't bang corners. Had competitive upwind speed, was very quick downwind and boathandling was reasonably solid. Made plenty of mistakes too, but learned from them.
Know this has been a long read, but hope someone might find the point-of-view account of the event beneficial. As a sailing journal of sorts, it certainly helps me.
Finally, many thanks to Peter Seidenberg, the organizers, race committee and sponsors for another terrific Master NEs!
Happy Sailing!
2011 Laser NE results: http://www.diamondwire.org/regattas/79/results
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