Sailing and Boat Handling & ASA 106 Flashcards
Name 6 parts of a sail
- Head
- Tack
- Clew
- Leech
- Luff
- Foot
Standing Rigging
Is the fixed parts of the rigging that hold the mast in place. They include the following:
- Forestay
- Backstay
- Sidestays
Running Rigging
Refers to the lines and sheets that adjust the angle of the sails to the wind
- Most modern sailing yachts use what is called a “Bermudan Rig” or “Sloop Rig” where the sails are triangular in shape.
What are the 3 corners of a Sail?
- The top corner of the sail is the head
- The bottom corner of the leading edge or forward edge of the sail is the tack
- The rear corner is the clew
What are the 3 sides of the sail?
- The leading edge is the luff
- The back edge is the leech
- The bottom of the sail is the foot
When does a “jib” become a “genoa”
As soon as the clew of the sail passes the mast
Name the 4 points of sail
- Head to Wind
- Close Hauled
- Close Reaching
- Beam Reaching
- Broad Reaching
- Running
What is a 120% genoa?
- A 120% genoa means that 20% of the sail is past the mast
What is the “No Go Zone”
- The closest to the wind a boat can efficient sail is about 40 degrees either side of the winds direction, effectively this area is a “no go zone”
Tacking
To tack or “go about” the vessel changes from one tack to the other by steering the bow through the wind
Gybing
To go further away from the wind, the wind must pass across the stern of the boat. This called a “gybe”; that is to let the sails change sides by putting the stern through the wind.
Close hauled
- Sailing as close to the wind as possible
- The sails themselves will be sheeted in tight (pulled in). The sails are brought in as close to the centerline of the boat as possible.
- Usually a relative bearing of 1 o’clock or 11 o’clock
How does the helmsman establish the closets point to the wind?
- As the helmsman turns the boat upwind, watches the front edge, or luff, of the headsail until is starts to flutter. This is called “luffing”; once he sees this happening he should ease gently away from the wind.
- If he turns further upwind then the whole sail will start to flog back and forth and eventually the yatch will stall and come to a stop.
Close reach
- As the boat moves away from the wind, or bears away, the sails will be let out a little and the point of sail becomes “close reach”
- The wind is coming from ahead of the boat with a relative bearing of 2 o’clock or 10 o’clock
- The basic idea is to let the sails out until they luff (flap) then bring them in just to the point on no longer luffing
Beam reach
- Closer to the true wind than a beam reach but but below a close hauled.
- The wind is coming across the boat at a right angle to the centerline.
- The relative bearing would be 3 o’clock or 9’o’clock.
- The sails will be about half way out at this stage.
- This is the most comfortable and controllable point of sail.
“Dead Run”
“Running”
- The wind is blowing directly from astern
- This puts the boat directly downwind and the sails will be at right angles to the centreline of the boat.
- The wind is at a relative bearing of 6 o’clock
- You want to expose as much sail area as possible however the standing rigging on most boats will not allow the mainsail our far enough.
- The mainsail should be let out to the point just before the sail touchs any rigging (so as to prevent chafe) then tension the voom vang to bring the boom down
Broad reach
- Further away from the wind than a beam reach but above a run
- The wind is over one of our back shoulders
- At a relative bearing of 4 o’clock and 8o’clock
- The sails should be about 2/3rds out
Starboard Tack
- Is when the wind comes over the starboard side of the boat
- The sailboat on a starboard tack is the stand-on vessel
Port Tack
- Is when the wind comes over the port side
- The sailboat that is on a port tack is the “Give-way” vessel
- When a boat gives way in general it should turn starboard
Shackles
- Are a “U” shaped device for attaching a halyard to a sail.
- They come in 3 basic forms. the most common is the screw-in pin. Some have a captive pin which is pushed and turned or a snap shackle which is operated by pulling a pin
Blocks
- Wheels that are groved to take rope.
- Rigging a line through a series of blocks gives a mechanical advantage allowing line under load to be more easily handled.
- For example blocks are usually used on a sailing vessel fro the main sheet.
Cam cleats
- Used for securing a line under load but that can be quickly and easily released
Rope clutche
- Used for securing a line under load but that can be quickly and easily released
Jam Cleat
- Used for securing a line under load but that can be quickly and easily released
Mainsheet Traveller
- Used to adjust the angle of the mainsail to the wind by moving the boom to port or starboard
Boom Topping Lift
- Is used to secure the boom in position above deck when the mainsail has been furled.
- When the mainsail is raised on a sloop, the sail itself holds up the boom.
- The mainsheet (and optionally, a boom vang) pulls down on the boom, along with gravity, the sail is pulled taut.
- When the sail is lowered the topping lift on most sailboats holds up the boom. Otherwise the boom would fall down into the cockpit.
Topping Lift Properly Eased
- When the mainsail is fully raised or reefed, the topping lift should be just loose enough so that the boom pulls the sails taut.
- The boom pulls down on the sail rather than against the topping lift. This allows for the mainsail to achieve a good shape and to be trimmed well for sailing at different points of sail.
What are two situations when you would tighten the topping lift?
- When you about to lower the mainsail you can tighten the topping lift to hold the boom up higher out of the way.
- In preparation for reefing the mainsail. Tightening the topping lift provides more slack in the sail itself, making it easier to lower the sail part way and secure the reef.
- After reefing however it is neccessary to loosen the topping lift so that the weight of the boom pulls the sail tight.
Mainsheet
- Used to adjust the tension of the mainsail relevant to the wind direction
What are the dangers associated with winches?
- Crushed fingers
- Jewelry such as rings and necklaces should be removed when operating a winch
Name 5 different types of sails
- Mainsail
- Jib
- Genoa
- Spinnaker
- Trysail
Trysail
- In stormy weather a trysail may be used instead of a mainsail.
- It is a very strong sail made of very thick canvas specifically designed for bad weather
- It has a reduced surface area
What are the two main categories of spinnakers?
Symmetric and Asymmetric
What are Asymmetric Spinnakers?
- Multi-purpose spinnakers which operate more like a jib, generating lift from the side, rather than the top like the symmetric spinnaker.
- They are a better choice for “reaching” than symmetrical spinnakers, which excell at running downwind.
- Cruising boats almost always use asymmetric spinnakers whereas racing boats will carry several different types of spinnakers to hit all of the points of sail
What are 3 types of spinnaker design?
- Radial Head
- Horizontal
- Tri-Radial
Radial Head Spinnaker
- Lighter weather sail
Tri-Radial Spinnaker
- A combination of the three types of spinnakers and is the most universal of them, with good handling and power characteristics
At what wind speed should you reduce sail?
15 knots
Roller Reefing
- Where boats are equipped with a roller reefing system, it is possible duringheavey weather to reduce the sail area by rolling the headsail or the mainsail.
Slab Reefing (Jiffy Reefing)
- “Reefing” the mainsail is lowering the mainsail partially to reduce its size when the wind strenth increases to reduce heeling or capsizing.
What is the difference between a Skipper and a Captain?
- A Skipper is generally referred to as someone who is in command of a recreational vessel or “pleasure craft” and is not paid for his services.
- A Captain is generally someone who is in charge of a commercial vessel and is paid for his services including the command of commercial Yachts such as Superyachts
What are the responsibilities of a “Skipper”
- Legally responsible for the operation and safety of the vessel, its crew and guests
- Obligated by law to render assistance to any vessel (or mariner) that is in distress
- Cooperate with police at all times and render assistance when asked
- Responsible for ensuring the boat is seaworthy before leaving dock
- Should be qualified to command the type and size of vessel being operated
- Following all rules and regulations
- Avoid polution at all costs
- Responsible for all fuel burning devices on board and know what to do in case of fire
Common Courtesy
- Use common sense in marinas and anchorage. Keep stereos, noise etc… to a reasonable level
- Reduce engine speed/noise wheare applicable, stay clear of divers, swimmers, kayaks
- Be aware of local hazards
- Pay attention to posted speed limits
- Slow down in limited restricted visibility
Crew Responsibilities
- Posting a lookout or watch responsibilities
- Log navigational information
- Preparation of meals
- General housekeeping
- General maintenance and repairs
Compliance Notice
Shows that the pleasure craft was in compliance with the construction requirements at the time the pleasure craft was built or imported ( the latest of the two).
What docking lines are required to secure a vessel properly?
- Bow line - A line that is lead forward from the bow of the boat
- Stern line - A line that is lead aft from the stern of the boat.
- Spring lines - One line leads from the bow of the vessel aft of midships to the dock and one from the stern of the vessel lead forward of midships to the dock. These stop the boat from moving fore and aft and should be taut.
Coming alongside a dock or wharf
Describe the procedure
- Steer the boat inot the dock at an angle of around 20 to 30 degrees with just sufficient way on the vessel to have good control.
- Approach upwind if possible. Coming in to a moored or anchored boat should be relatively easy as the vessel will probably be lying “head to wind”.
- When the bow is close to the wharf put the engine in neutral and then reverse, as this is done, it will have the twofold effect of stopping the boat and the reverse thrust will tuck the stern in neatly alongside. “Propwalk”
- Have your mooring line prepared in advance and crewmember designated to step ashore and tie the vessel.
Arrival at a Dock
Being blown onto the dock & Being blown off the dock
Describe the procedure for docking
- Always have lines and fenders prepared
- In situation A, the vessel is positioned in the gap by nosing into the space and allowing the wind to push the vessel alongside.
- In situation B, with the vessel being blown off the dock, approach the dock bow first, attach a bow line and with the rudder/engine to port, gently go astern which will gradually pull the stern into the dock.
Departure form Dock with Crosswind
Describe the procedure
- Before departing the dock make sure the engine is running smoothly.
- The vessel must be given enough power to exit the dock quickly (Boat A) or else the wind will blow the boat onto the dock (Boat B).
- Remove the spring lines, slip bow and stern lines together
Departure from Dock with Wind Blowing onto Dock
Describe the procedure
- With a wind blowing the vessel onto the dock, slip all line except the forward spring, power gently ahead to kick the stern out.
- Slip the spring and motor astern into the channel.
Huddle Position
If you and your passengers are exposed to cold water and are not able to swim to shore
- Place arms around each other’s mid to lower back and pull together so your chests are close to each other’s
- Place children in the middle of the huddle
- Keep movements to a minimum to conserve energey
H.E.L.P. Position
Heat Escape Lessening Position (H.E.L.P.)
Use this position to reduce heat loss from your core body temperature and delay the effects of hypothermia.
- Cross your arms tightly agains your chest
- Draw your knees up and against your chest
- Keep your head and face out of the water
What is Apparent Wind ?
Whenever a sailboat is moving, the wind that you feel, and that is hitting the sails, is the apparent wind. It is the apparent wind that governs how the boat sails.
Parts of the Sail
On-Board Orientation
Parts of the Sailboat
How is mainsail shape adjusted?
Mainsail shape is adjusted with the outhaul, halyard, cunningham, and Boom vang.
Explain Airflow over a curved sail.
Aim is to achieve smooth, or laminar airflow over both sides of the curved sail.
Air flowing over the concave shape (inside or windward side) is slowed as it “piles up” while air flowing around the convex side (the outside or leeward side) of a sail accelerates.
Streaming telltales on the leech of the mainsail show that the air is flowing smoothly over both sides of the sail.
Explain forces of lift on a sail.
Airflow accelerates over the curved surface (leeward side) of the airfoil, because it has further to travel than the airflow on the inner (windward side).
The difference in air speed results in a pressure difference that produces an aerodynmic force.
This is Bernoulli’s Principle. The airflow over the sail also creates resistance that produces an aerodynamic force called drag. The aerodynamic force = (lift-drag).
The goal of efficient upward sail trim is to optimize the lift to drag ratio.
Explain Sail Draft
Draft is determinbed by camber, which is the shape, or fore and aft depth, built into the sail. It is the draft that gives the sail its power.
The more draft the more power until a point is reached when the attached airflow breaks away and sail loses its power.
Explain how to measure sail draft.
To measure the draft position, we first need to measure the chord, an invisible straight line running from the luft to the leech.
The position of maximum draft is usually about 45% along this line, aft from the luff.
At this position Camber is usually 8 - 12 % of the chord length.
Explain Sail stretch with increases in wind and what adjustments can be made.
As the wind increases, sails stretch and the draft will mover further aft, slowing the boat and making it harder to handle.
The luft then needs to be tensioned by the halyard or cunningham to bring the draft forward again.
Old baggy sails, will have their draft set well aft and will not be fun to sail to windward.
Explain Angle of Attack
A sail’s angle of attack is the angle between the sail’s chord line and the apparent wind.
There are two ways to increase the sails angle of attack. (1) trim the sail in or (2) turn the bow away from the wind (bear away) without easing the sails.
The greater the angle of attack (ie the more the sail deflects airflow) the greater the resultant lift, up to the point when stall occurs.
Explain Hydrodynamic lift
The Keel and to a certain extent the rudder produce lift. Even though the keel is symmetric, the boat’s sideways motion (leeway) creates a hydrodynamic angle of attack, producing differential flow around the keel.
Water parcels flow faster around the windward side of the keel than the leeward side, meeting the training edge.
The resultant is lower pressure on the windward side of the keel
This results in hydrodyanmic lift.
How does Keel design affect upwind performance?
A fin keel provides better upwind performance than a full keel. A deep keel will provide more lift than a shoal keel.
A fair, smooth keel is more efficient than a rough or overgrown keel.
PROP WASH
The prop wash’s force against the rudder causes the boat to turn when the rudder is pushed to one side.
While the boat is at rest, if the wheel is turned hard to starboard and the engine is engaged the forward gear with around a quarter throttle, the boat starts to turn starboard even before moving forward.
When the wheel is turned to port propwash will cause the boat to turn to port.
PROP WALK
Prop walk is a phenomenon resulting from the rotational movement of prop wash, generated by a spinning propeller.
Unlike a stratigh-line flow, prop wash possesses rotational motion. This rotation has a specfic impact on the boat known as prop walk.
Prop walk causes the stern of the boat to shift sideways, giving the impression that the boat is walking in that direction due to the interaction between the rotating propeller’s forces and water flow.
THE THREE-POINT TURN
- Begin moving forward slowly
- When you are about a boat length away from your chosen spot, reduce to idle and shift to neutral.
- Initiate the turn, turn helm to starboard. Shift into reverse.
- Maintain turn and as boat comes to a stop reduce throttle and shift into forward gear.
- Utilize Prop Wash to Rotate
- Just before boat moves forward reduce throttle and shift into reverse.
- Repeat the Alternate Thrusts
- Finalize the turn with slight forward thrusts.
Docking UNDER POWER
- Position Fenders and have docklines ready. Assign a crewmember to stand by the shrouds and step ashore with the stopping spring.
- Approach to dock at 30 degrees or less and align with intended berth.
- Shift into neutral and allow boat to coast.
- Use reverse for precision. When the fender is a foot or two away from the dock gently shift into reverse. The boats prop walk will nudge the stern towards the dock.
- As soon as boats stops shift back into neutral.
- The crew member stationed at the shrouds can step ashore with the stopping spring and secure it.
Rope Clutch
A clutch is positioned ahead of the winch. You can tension the line with the winch and the clutch will hold the tension. When you go to release the line such as a halyard you should wrap the line around the winch and then release the clutch so that you have control of the line.
Chord
Trim Terminology
A chord is a straight line from the leading edge (luff) to the trailing edge (leech) of a sail, parallel to the airflow direction.
Depth
Trim Terminology
Depth, also known as draft, measures the perpendicular distance from the chord to the sail at any point. The curvature of a full-length batten indicates a sail’s depth.
Chord-Depth Ratio
Trim Terminology
This ratio represents the maximum depth along a chord expressed as a perecentaage of the chord length. A “Full” sail has a higher chord-depth ratio, generating more power, while a “flat” sail has a lower ratio.
Draft Position
Trim Terminology
Draft position indentifies the location along a chord where the maximum depth of sail occurs. The curve of the batten helps vsualize this position.
Angle of Attack
Trim Terminology
This angle reflects how the apparrent wind strikes the sail’s chord. It is a crucial factor in sail trim and can be adjusted by steering closer to or farther from the wind, alter sail sheets, and using mainsheet travelers for the mainsail.
Apparrent Wind and Sail Twist
The perceptible wind is called apparent wind. Sailing a boat in motion perceives and opeates within the apparent wind. This is the true wind it sails in.
Due to friction between the wind and the water’s surface, the wind’s strength at deck level is different from aloft. This wind gradient results in the apparent wind at the sail’s head being distinct in both speed and direction from the foot of the sail.
Working with Draft and Twist
Sail Trim
Example
Start with sails trimmed for a beam reach.
Loosen the outhaul to increase draft in the sail.
Observe how the sail shape changes and how the boat accelerates.
Tighten the outhaul to decrease draft in the sail.
Observe how the sail shape changes and how the boat decelerates.
Draft Position
Sail Trim
Draft position refers to the location of the maximum draft in the sail. A higher draft position will result in a more powerful sail.
A lower draft postion will result in a faster sail.
Sail Trim on Different Points of Sail
Use of Boom Vang
When you steer away from a close-hauled sailing, you maintain your reliance on the sheet to control the sail’s angle of attack. Additionally, you start employing the boom vang to prevent the mainsal boom from rising, and you utilized adjustable jibsheet lead cars to regulate the twist in the jib.
Broad Reach Sailing
Sail Trim
As you steer your boat onto a broad reach, your sails transition from airfoils to nicelly shaped big bags. You want to capture as much wind as possible.
The concept of twist works against you.
Allowing the boom to rise and permitting the head of the sail to twist off can lead to problems.
Slab Reefing
Slab reffing involves partially lowering the mainsail and securing it with new tack and clew points created by cringles (eyelets) located on reinforced areas of the sails luff and leech.
The reefing clew is controlled by a reefing line, one end of which is attached to the aft end of the boom. The other end travels up through the reefing clew, down to a sheave at the booms aft end, and then forward inside the boom to the gooseneck.
Reefing Process
Bring boat to a close reach to help depower the mainsail.
Ease Mainsheet and Vang: Release tension on the mainsheet and vang to make reefing easier.
Topping lift secure it.
Lower the Mainsail and as the sail descends, take up the slack in the tack reefing line.
Haul the tack reefing line by hand until the new tack is level with the gooseneck then close the clutch.
Tension the main halyard.
Ease the topping lift as you resume your course.
Heaving-To
Heaving-to can serve multiple purposes, such as riding out heavy weather or delaying arrival at a port until conditons are favorable.
Determine the desired direction of drift.
To lie on the opposite tack, sheet the jib in tight, tack the boat, and cleat the jibsheet.
As the boat passes through head-to-wind, the jib will set aback, pushing the bow downwind. Keep the mainsheet on the winch with its clutch open.
Steer the boat back toward the wind, adjusting the helm and mainsheet until the boat lies steadily with the wind on a close-reaching heading.
Lash the wheel securely but in a way that allows for quick release.
Sound Signals in Restricted Visibility
Order of Priority
Rule 18
Order of Priority, Rule 18 states that vessels shall keep clear of other vessels in this order, where NUC is the least maneuverable vessel and therefore has the highest priority.
