„
Basic Sailing ^,.
and Cruising Skills
by Rob MacLeod
'./^
'Published by Associated Sailing Publications
Basic
Sailing
and
Cruising
kiUs
^
V
Published by Associated Sailing Publications
•^nSWSMltiT?
by Rob MacLeod
Canadian Cataloguing
MacLeod, Rob, 1950
in Publication
Data
-
Basic sailing and cruising skills
ISBN 0-9692906-0-8
1.
Sailing
I.
Title
GV811.M24 1987
797. 1'24
C87-093828-2
© Robert A. MacLeod 1985
All rights reserved
Revised 2nd edition
2nd printing 1987
Published by
Associated Sailing Publications
108 Herkimer Street
Hamilton, Ontario, Canada
L8P 2G7
Illustrations by;
Valarie White
All illustrations copyrighted ® by Valarie White
All rights reserved
Designed by;
George W. Roth
Polygon Design Limited
Technical Editor:
Barb Russnak
Cover photo by: Dick Loek
Courtesy
CS Yachts
(Sales) Ltd.
Printed in Canada by: The Bryant Press Limited
Contents
Ashore Knowledge
9
9
10
11
1— Terms
12
12
2
Afloat Skills
and Definitions
The boat
54
Rigging
57
60
63
64
66
66
Sails
— Gear and Equipment
MOT requirements for pleasure
craft
CYA recommended
15
3— Safety
Lights to be carried while
68
70
underway
Hypothermia
Fire and explosion
20
23
24
24
71
75
76
78
79
Diving flags
Discharging flares
25
25
26
26
29
4— Rules
30
30
30
5— Weather
of the Road
General rules
Stand on or give way
Rules for sailboats
Rules for operating under
The cause of weather
Weather associated with
warm
81
power
82
84
86
88
90
Weather associated with a
cold front
Fog
48
—
—
Lowering the
sails
Folding the sails
Lesson
3
Communications
Sail trim
Points of sail
Coming about and gybing
Stopping under
sail
a
front
32
32
35
35
36
37
38
39
39
41
41
44
47
Summary
Lesson 2
Handling the Boat Under Sail
Attaching the sails
Raising the mainsail
Exercises mainsail only
Raising the jib
Exercise mainsail and jib
Sailing Better
81
30
33
Exercise
Docking under power
Tying up
equipment
67
18
19
—
Lesson 1
Handling the Boat Under Power
Engine operation
Leaving the dock under power
90
Lesson 4
Rescuing a
Man Overboard
Sailing a triangular shaped
course
Warning times
— Duties of the Skipper and Crew
7 — Seamanship
95
96
Heaving
Man
to
overboard
drill
6
Reefing
Dangers of a
Chart work
99
99
100
Sails
Sail selection
101
lee
Changing foresails
Docking under sail
shore
Projections
Latitude and longitude
Chart symbols
Anchoring
The anchorage
Emergencies
Lesson 5—
Reefing and Sail Control
Reefing
104
104
105
107
108
Lesson 6
Basic Cruising
Sailing a compass course
Anchoring
Sailing evaluation
Basic cruising checklist
110
Index
112
Bibliography
Acknowledgements
A
This book is dedicated to all those who
have taught sailing with all of its inherent
frustrations and rewards, and to all those
who have taken saiiing iessons with all its
inherent frustrations and rewards. A
special dedication to everyone who tries to
never the work of one person.
list all the people who
contributed to this text, whether through
make
please
a living in saiiing,
frustrations
.
.
.
with
all its
book
is
But, to try to
encouragement, example, sharing ideas or
sponsorship, would take more space than
the book itself. If I miss anyone here,
know
First of
it
all,
was
not intentional.
since this a teaching book,
I
must thank my teachers: Ian Robertson,
Karen Bleaseby (McCrae) and Mike Mines.
They took
me and
good teacher. I
great care in teaching
instilling the values of a
hope
my
teachings reflect their effort.
The members of the Ontario Sailing and
Canadian Yachting Association's Learn to
Cruise Committees,
their energies
years to
make
who have
and ideas
the
contributed
for the last ten
LEARN TO CRUISE
program work. Especially to the members
from whom learned so much: Gordon
I
Greer. Brian Morse, Ian Jennings, Jim
Russel, Pam Juryn and Fred King, to
mention
To
just a few.
the staff
and executive of
OSA
and
CYA, who encouraged the completion of
this text: to all of the member schools who
commented on
American
had the pleasure
of sharing teaching ideas for 18 months; to
the American Sailing Association, who
could have done so much.
Thank you to Jim Flannery and Paul
Tennyson for the cover photo and many of
its
counterparts with
content; to our
whom
I
the illustrations throughout the book.
wish to thank my wife, Mary
encouragement, late night
discussions, coffee and understanding.
And a special thanks to Laura and Kevin
who 'kept out of the way' so daddy could
finish his book. And to Ruth Walker and
Dave, Sheila, Sarah and Adam Walsh,
thank you for all of the assistance
Finally,
I
for all of her
throughout this project.
With special thanks to George, Valarie
and Angela.
Rob MacLeod
Introduction
Some
day
to sail.
I
will teach
my
children
Oh, they have both been
on a boat
many
times, but
I
will
want them to learn to make the
decisions and to perform the maneuvers,
without Dad watching over them. want
them to learn properly.
have often imagined teaching them.
The scenario goes something like this
It's a small, quiet lake. The wind is
blowing gently and we have an Optomist
dinghy tied to the dock. For the first time
my oldest, Laura, will take the helm of the
small sailboat. There is not enough room
I
I
.
.
.
both of us.
Standing on the dock, ask Laura to tell
me from which direction the wind is blow-
in the boat for
I
She looks at the flag in the camp next
door and points to the West. The wind is
blowing from the West.
As she steps from the dock into the
boat, remind her to put on a life jacket
(Personal Flotation Device). She has worn
ing.
I
one for all of her six years. I point to a
small buoy to the North and explain to
Laura that I want her to sail to the buoy
and then back to the pier.
I
watch
as she tentatively sheets in the
mainsail and the boat starts
The dinghy
to accelerate.
sails easily to the
buoy, she
turns the boat around and sails back to
where I am standing, smiling confidently.
She has succeeded on her first solo sail.
away from the dock
towards the old tree stump."
Laura obeys. The boat glides towards the
tree stump on the far shore. "OK, come
back now," I instruct. She tries.
As Laura turns the boat towards the
"Now,"
say, "sail
I
to the East,
dock, her sails rattle like an old
flag.
The
boat stops and Laura looks perplexed.
How
easily success turns to dismay.
"Don't worry,"
I
say with encourage-
ment. The boat will not
sail directly into
the wind. Laura agrees,
remembering our
many
sails. She is able to get the boat
moving again and I instruct her to turn
slowly towards the wind, until the
luffs
sail
and then turn away from the wind,
until the sail is full.
With
trial
and error and much encourage-
ment, Laura reaches the dock. She has
learned to sail. Now she has the rest of her
life to keep learning and enjoying. Laura is
lucky, she has been sailing
all
her
life.
This book has been written for beginning adults. It is a step by step guide for
learning to sail. Follow the lessons slowly
and learn from
a
competent, qualified
instructor.
Sailing
is
a sport that
can be enjoyed by
the very young, not so young, singles,
families and friends. It can be as active
and exciting, or relaxing as you make it.
Most of all enjoy it.
—
Rob MacLeod
CYA
April
Instructor Evahiator
2,
1985
Ashore
Knowledge
$AlLgQAT
(HEAP^TAY)
mCK^fAV
(5lPg5fAy5)
PECK
'^HBRN
-gow
Terms and
Definitions
The
like any other activity, has
Sailing,
own language. The words and
boat
its
phrases used in sailing are more
than just the folk lore and
mystique
of the sport.
for the skipper
They mean
safety
and crew.
In the first chapter there are
some basic
terms. However, rather than presenting an
exhaustive
list
of
words
to
memorize
here,
The
legal definition of a vessel "includes
used or
every description of water craft
capable of being used as a means of
.
.
.
transportation over the water." This
extremely broad definition includes almost
anything that floats, including seaplanes
and wooden
rafts.
definitions have been divided into logical
groups and introduced in each chapter as
they are required. There is also an index in
the appendix which lists all of the terms as
well as where, in the book, they have been
explained in detail.
Hull— The
Keel — The
shell or
downward from
The
are divided into
groups dealing with:
the Boat, Rigging and
which extends
the bottom of the hull.
it
and
upright in the water.
front of the boat (usually
pointed).
—
The back of the boat (usually
more squared than the bow].
Deck — The horizontal surface that closes
Stern
Sails.
of the boat.
keel acts to balance the boat
keep
Bow — The
The following terms
body
part of the boat
in the hull.
Cabin — An area under the deck and inside
the hull to accommodate crew and
passengers.
Rudder— A
flat
blade, attached to the
stern and used to steer the boat.
Tiller
— A lever or handle used
to
turn
the rudder.
Wheel — An alternative to the tiller,
which turns the rudder by mechanical
or
hydraulic means.
—
An opening in the deck from
where the boat is steered.
Mast A vertical spar or pole, used to
Cockpit
—
support a
Boom — A
sail.
horizontal spar or pole,
at one end and used
support the bottom of a sail.
attached to the mast
lo
Terms and
Definitions
Sails
Rigging
Rigging
the
is
network
of lines (ropes,
wires, etc.) used to support or manipulate
the mast,
boom and
sails.
The key words
here are support and manipulate. These
Chain Plate
— A piece of hardware, built
and deck to which
turnbuckles are attached. Chainplates
should be integral parts of the hull.
into the hull
divide rigging into standing (supportive)
and running (manipulative) types.
Standing Rigging
Stays A strong (wire) rope used to
support a mast.
Forestay The stay which runs from the
front of the mast to a fitting on the bow.
The forestay can support the forward
—
—
part of a sail.
—
Backstay The stay which runs from the
back of the mast to a fitting on the stern.
Shrouds The stays on either side of
—
the mast.
Tang — A
fitting
used
to attach a stay to
the mast.
Turnbuckle
to
— An adjustable device,
tension a stay.
used
Running Rigging
Halyards — Ropes or combinations
and wire used to raise a sail.
Main Sheet — A
rope, or combination of
block and tackle, used to
or ease out) the
Jib
Sheet
of rope
TRIM
MAIN BOOM
(pull in
and
sail.
— A rope, or ropes attached to
the forward
sail,
used
to
TRIM
the
sail.
Terms and
Definitions
Sails
Sails
Sails will be discussed in detail in Chapter
Parts of the Sail
and in Lessons 1, 2 and 5. Terms having
to do with sails can be divided into types
of sails and parts of sails.
Head — Top corner
7
Tack — The lower
sail or foresail,
Types
of Sails
Mainsail
— The primary sail on the boat.
The main sail attaches to the mast
and boom.
Foresail — The sail in front of the main
sail. The foresail attaches to the
Spinnaker — A large colourful nylon sail
that is set forward of the foresail. Used
primarily for racing, cruising versions of
the spinnaker will be discussed in more
advanced
texts.
any
sail
(main,
front corner of the
It is
main
"tacked" or fastened
in place.
Clew — The lower back corner of the main
sail or foresail. The clew is attached to
some sort of tensioning system that will
shape or control the sail.
The forward edge of
Luff
—
of the
forestay.
of
foresail or spinnaker).
main
sail
attaches
The
a sail.
to the
luff
mast. The
luff of a foresail attaches to the forestay.
Foot
— The bottom edge of a sail.
of the
The
Leech
main
sail
The
foot
attaches to the boom.
foot of the foresail is loose.
— The back edge of a sail. The
leech
Battens
main
is
not attached to anything.
— Stiffeners in the leech
sail.
of the
The battens preserve
shape of the leech of a
the
sail.
HEAP—/
/
-pARf^
/
OFtrie
/VWIN^A\L
/
r
^TlEN^r-p
-•
TACK
CLeW\ /
FOOT
Gear and
Equipment
MOT requirements for
pleasure craft
the sport of getting away
Sailing least
trying
get away)
is
(or at
to
from it all. Any one taking to the
water should be prepared to
handle any reasonable situation that might
present
To
or gaseous fuel.
Lights must
new
sailor (and
most
of the
comply with "Collision
Regulations."
One approved
762
itself.
aid the
or heating appliance that burns liquid
Not
life
ring
buoy 610
less than 5
m
of
buoyant
old salts as well) the Ministry of Transport
Twelve approved
(MOT), through
— six A, B, or C flares and
— six A, B, C, or D flares
the
Canadian Coast Guard
publishes and distributes the Safe Boating
Guide. This pamphlet details and
illustrates the
equipment required by an
or
mm in diameter.
Let us look at
line.
flares
what makes
a particular
operator of a pleasure craft as well as the
item "approved" or within the guidelines of
rules for the operation of pleasure boats,
Canadian buoyage system (how to
navigate waterways) and hints on safe
the Canadian Coast Guard. The purpose of
an approval is to ensure the item will perform according to standards for each
boating.
application.
the
In this chapter,
we
will first look at
equipment required by the
Following
that,
we
MOT.
will discuss additional
equipment that should be carried to ensure
the skipper and crew can handle various
may arise while sailing.
For a sailing vessel from 8 to 12 meters
(26 to 39 feet) in length, the following
situations that
equipment
is
required:
One approved
lifejacket or
person on board.
One anchor with 15
m
PFD
for
(minimum)
each
chain,
cable or rope.
One bailer and one manual bilge pump.
One Class B-II fire extinguisher — if
vessel is power driven, or has a cooking
*^
Gear and Equipment
MOT Requirements
One Approved Lifejacket or
PFD for Each Person On Board
the Personal Flotation Devices (PFD]
Take
or
life
jacket for instance. There are
(lifejacket), the vest type,
flotation cushion.
The keyhole
and the
lifejackets
are fine for larger commercial vessels,
and
although approved for all smaller boats
are so bulky that most sailors on small
craft won't wear them either because they
are uncomfortable, or because they restrict
movement when worn.
The vest type personal flotation device
is intended for use on smaller sail and
power boats. It is easy to put on,
comfortable, and insulates the wearer
from the cool moist air of our Northern
waterways. The larger armholes make it
easy to move around and perform tasks
necessary
to sail a boat.
PFD's come
must
fit
in
various sizes. The
One
PFD
One Manual
Bailer and
Bilge Pump
Boats
water is kept outside
on a small boat (less
sail best if the
the boat.
various types of PFD's on the market: the
keyhole
for Pleasure Craft
A
bailer
than 8 metres) is fine. However a manual
bilge pump should be carried on all larger
Water can be discharged from a boat
more readily with a bilge pump, than if the
operator has to bend and stoop with a
boats.
bucket.
Even
if
a vessel is
equipped with an
pump, it must be backed up
with a manual pump. After all, the
electrical system is the first thing to
electric bilge
malfunction
One
when
things get wet.
class B-II fire
—
extinguisher if vessel is power
driven, or has a cooking or
heating appliance that burns
liquid or gaseous fuel.
snuggly, but not too tight.
Children, with their slender waists and
upper bodies, tend to slip out of PFD's that
do not have safety straps. A child's jacket
should have a harness that secures the PFD
to the child's body. Children and nonswimmers should wear a PFD from the
time they step on the dock until they are
back on dry land.
One Anchor With
15
Chain, Cable or Rope
m
(50 feet)
Fire
on
a boat is
one of the most
frightening experiences. All that water,
and none
of
it
effective in extinguishing an
electrical or gas/oil fire.
by the type
Fire extinguishers are rated
of material they contain (dry chemical,
foam, halon, etc.), and their size. For
example, the B-II fire extinguisher required
on most pleasure vessels contains 0.9 kilos
(2 lbs) of dry chemical, or 2.25 kilos (4 lbs)
of carbon dioxide. A B-II fire extinguisher
is
suitable for type
B
fires
— gasoline,
oil,
and grease.
The purpose
of
an anchor
is to
keep a boat
one place. If the wind stops blowing,
and the engine won't start, an anchor is
in
used
An
keep the boat from drifting.
anchor that is readily accessible and
to
has a suitable length of rode (rope, cable
or chain), can keep a drifting vessel off the
rocks, or from being carried far from shore.
The requirement of 15 metres (50 ft.) of
rode is much less than what should be
carried. Anchor rode requirements will be
discussed further in Chapter 7. For now, a
minimum of 60 metres (200 feet) should be
carried.
One important
fire
extinguishers
remember about
fact to
is
that they take a very
short time to discharge
— in fact, only a few
seconds. For this reason,
it
is
have the extinguisher aimed
important
at the
to
base of
the flames, before pulling the trigger.
It is
even a third)
fire extinguisher on the boat. They should
be mounted near the areas most likely to
have a fire (galley or engine compartment).
also wise to
have
a
second
(or
Extinguishers should also be located so
that they are accessible
from any direction
(from the forward berth or hatch, from the
main cabin,
or
from the cockpit).
Gear and Equipment
MOT Requirements for Pleasure Craft
Must Comply With
Lights
"Collision Regulations"
Note: The horseshoe shaped hfe buoy,
popular on race boats is not approved for
use in Canada.
Navigation lights on a boat have one
purpose to make sure vessels can be seen
by each other. In addition to this, the
colour and location of a light will tell the
skipper of another vessel what type of
vessel is approaching, and in what direc-
Twelve Approved Flares (six A, B
or C flares and six A, B, C or D
—
tion
travelling. Details of the colour
is
it
and position of
Chapter 3.
lights will be covered in
flares)
If
a boat gets into difficulty,
necessary
The
Collision Regulations require
any
For vessels under
bell.
12 metres, the rules are less defined.
They
an efficient means of making a
sound. This should be interpreted by the
call for
owner
or skipper as an air or
The primary purpose
of the
manual horn.
horn
be
lit. A and B are rocket
can be seen from the air or
surface and burn for 40 seconds and 4
it
will stay
flares that
D
type
flare is a
flare.
is
dollars. Flares
not the time to save a
must be stored
when they
in a cool
1.
signal in the fog,
dry place, and replaced
2.
request a bridge opening (see local rules),
of date.
or
the instructions
signal the intention to alter course in a
board. Actual use will be discussed in
waterway
Chapter
or
crowded harbour.
Six of
The other six must be the day /night type
(A, BorC).
The best flares available should be
purchased. This
is to:
daytime smoke
the twelve flares on board can be type D.
few
3.
to 5
seconds respectively. The Type C is similar
to road or railway flares. They are not the
same, however, in that marine flares are
intended to be used when it is w-et. The
vessel over 12 metres (40 feet) carry a
whistle and a
may
The
MOT requires 12 flares on a vessel. The
letters indicate the type of flare and how
long
Sound Device Must Comply With
The "Collision Regulations"
it
to signal for assistance.
are out
The skipper and crew should read
7
when
the flares are put on
— Seamanship.
Flares are dated at time of manufacture.
They
One Approved
610 or 762
Less
Than
Having
a
mm
15
m
person falling overboard
the greatest fears of
happen,
Life Ring Buoy
in Diameter. Not
of Buoyant Line.
it is
any
important
sailor.
is one of
Should this
to get a life ring to
them as soon as possible.
An approved
life
ring should be carried on the stern of a boat
and must be able to be thrown very quickly
to someone in the water.
A man
overboard pole should be attached
by a buoyant line. The man
overboard pole has an orange and yellow
to the life ring
flag at the top (the international
for
MAN
OVERBOARD). Even
code flag
a sailboat
travelling at 5-6 knots (8-10 km/hr.) will
soon have difficulty spotting someone's
head bobbing in the waves. The man overboard pole is critical for keeping visual
contact with the victim.
are out of date
after four years.
this time.
and no longer
legal,
They must be replaced
at
Gear and Equipment
CYA Recommended
CYA Recommended
Items
MOT required
is
equipment
Items
Tool Kit and Spare Parts
intended
to
Murphy was
a sailor, therefore
"what can
prepare a sailor to handle many situations
that arise on the water. The Canadian
Yachting Association recommends the fol-
go wrong will go wrong." That's no
lowing pieces of equipment. Through
experience, Canadian Cruising Instructors
have found these additional items to be
size
invaluable "at sea."
wrenches, a proper tool
Flashlight
and Extra
Batteries
problem, because a properly outfitted
sailboat will have a tool kit with the right
wrench
every nut on board and
for
screwdriver for each screw. In addition
the basic screwdrivers, pliers and
A
A
coil of
nylon
kit
a
to
should contain:
line
sail repair kit
Assorted shackles, nuts, bolts and screws
The uses
of a flashlight are
shining on the sails
many: from
at night, to illumi-
Vice grips
Hammer
nating the engine compartment or bilge
Sharp knife
when
Duct
a
malfunction occurs. Extra batteries
and bulbs should always be stored
in
waterproof containers (such as zip-lock
bags) so they are dry when needed.
(silver) tape
Lubrication spray
all tools must be returned
box and the box properly
After each use,
to the tool
stowed.
First
Aid
Kit
Far from shore, a minor cut or serious burn
can take on a more serious nature. A well
equipped boat will have sufficient quantibandaids, bandages and balms to
treat most medical emergencies. In addities of
Tapered Soft
Wood
Plugs
Should a Through Hull Fitting [opening
and valve that runs through the hull)
spring a leak, or a hose break, a tapered
tion to a well stocked first aid kit (listed
wood plug can be
below) at least one member of the crew
should be trained and certified to one of
and the leak stopped. There should be a
plug for each fitting in the boat, and the
inserted into the opening
the national first aid standards.
plug can be wired to the through hull
nearest Red Cross or St. John
ting so that
The
Ambulance
it is
in the right place
brigade should be contacted for course
be needed. See chapter 7 for more
information.
information.
Suggested items:
First Aid Manual
Various sizes of bandaids (including
Safety Harnesses
butterfly)
3" sterile
pads
Triangular bandages for head dressings
and slings
1" and 3" roller bandages
Tweezers and blunt scissors
Cotton balls or cotton wool
Antiseptic
Calamine lotion
Burn ointment
Earlier,
we discussed
the use of a
ring
someone who has fallen overboard. Prevention is always better than the
cure, therefore in rough or windy weather,
or
when
sailing at night,
everyone on deck
should be wearing a safety harness that is
attached to the boat. A safety harness is a
personal item, and every crew member
should have his or her own. The skipper of
a vessel
should also ensure there are extra
members who do
safety harnesses for crew
Aspirin and non aspirin pain relievers
not
Saline solution
life
it
for rescuing
Seasick remedies
Eye cup
fit-
should
come prepared.
The purpose of a safety harness is to
prevent the crew member from falling
overboard.
Gear and Equipment
CYA Recommended
Items
Navigation Charts
and Equipment
At the beginning
do not travel
Getting used to reading
chart symbols, including depths, hazards,
level, sailors
to far exotic ports.
and landmarks,
voyages.
is
excellent practice for
one thing to sit in a
classroom and point our a lighthouse, buoy
or chimney on a chart. It is quite another
thing to find on shore, a light that is shown
on a chart, or conversely locate on the
later
The safety harness should be checked
if any of the
It is
chart a prominent landmark sighted off the
bow. Publications such as:
regularly to determine
stitching on the harness has deteriorated,
or
if
the "D" rings have corroded.
of the ring
sure
The weld
should be inspected to make
D-rings on less expensive
harnesses are not even welded. This type
should be avoided.
is solid.
it
Symbols and Abbreviations (Chart #1),
List of Lights, Buoys and Fog Signals,
Radio Aids
to
Navigation,
Sailing Directions (Coast Pilots),
and a copy of
The International Rules
for the Prevention
of Collision at Sea (Collision
Regulations)
Radar Reflectors
should be a part of every floating library.
The radar
unless
reflector
is
required on a vessel
not essential for the safety of
the vessel or is impractical to mount." In
erasers, pencil sharpener, parallel rules or
spite of this "bureaucratic ruling" a radar
plotters, dividers
"it is
reflector
may
be a sailboat's only chance of
being "seen" by a commercial ship's radar
Navigation equipment includes: pencils,
will
become
and calculators. These
the necessary tools as
new
horizons are explored.
in the fog, or at night.
Radar reflectors can be stored disassembled, because of space and safety
The reflector when set up
bulky. The sharp edges can be
Radio(s)
considerations.
is
quite
hazardous
member
if it
of the
falls off a shelf. Each
crew should be able to
assemble the reflector when
it is
re-
needed.
Emergency Steering
Sailboats should have a secondary method
because rudders have been
do break and
steering linkages do let go. Many texts
suggest the use of a paddle lashed to the
of steering,
known
to fall off, tillers
side of the boat, trailing lines, etc. None of
these are practical unless they have been
practiced in advance.
If a boat has wheel steering, it should
have an emergency tiller stored where it is
readily accessible, and have the necessary
tools for attachment (usually a wrench)
taped to the tiller.
There should be a number of radios on
board, from a basic transistor AM/FM
radio, to a more sophisticated and powerful VHF/marine radio, and possibly a small
weather radio or radio direction finder.
The two major uses for radios on board
are: getting weather reports and contacting
people on other boats or on shore. The
weather changes during the day. Most
commercial radio stations will give marine
forecasts, and they should be monitored
continually.
The
VHF radio
broadcasts on:
will also receive
weather
Gear and Equipment
CYA Recommended Hems
Channels 21 and 83B on the Great Lakes
and Atlantic Coasts.
Channels 21B and 39 (WXl) on the
Pacific Coast.
As
well as
VHF
WEATHER RADIO CANADA
in Vancouver, Toronto,
Montreal and Halifax.
broadcasts
Depth sounder or lead
line
A means
of determining the depth of water
under the boat is handy when anchoring.
The depth will confirm the site selected
from the chart is where the anchor has
been set. Depth sounders can be fairly
simple, or quite complex with paper
printouts.
A means
Compass and Deviation Card
Whether finding
a
harbour
in the fog, after
dark, or simply steering a straight course,
the compass is an indispensable piece of
equipment for the weekend sailor.
Simply put, the compass is a magnet
that points towards the magnetic north
The "card" mounted on top
pole.
of the
of
manually searching
—
wax. When lowered
bottom, part of
to the
the surface will leave its impression in the
compass, illustrates the heading (direction
soft material indicating the
in degrees) the boat is travelling, relative
bottom
magnetic north
to the
pole.
in
type of
rock, etc.
facili-
attempting any
major passage, a course
should be taken.
— mud, clay,
Regularly used
courses can be written on a chart to
tate navigation. Before
for
depth is the Lead Line. It is a piece of lead
attached to a length of line. The line is
marked with depths (traditionally in yards
3 feet, but now in metres to match new
charts). The base of the lead will have a
hollow that can be filled with soft clay or
Keeping gear stowed
navigation
Deviation of a compass is interference by
metal objects on the boat. The magnetic
Now
that
we have
looked
at all of the
types of equipment to be carried on a sail-
must be made. No
crew
can not be found in the case
boat, one final point
influence of radio can attract the
piece of safety equipment will do the
card.
any good, if it
of an emergency.
compass
This deviation can be calculated and
then recorded on a deviation card for
future reference. Again a course in navigation
is
details
card.
in order to fully
and use
of a
understand the
compass and deviation
All equipment, tools
and parts must be
stored in a safe, dry location. Part of the
skipper's briefing to the crew should
include the location and use of
all
safety
gear on board.
A
second reason for stowing gear pro-
perly, is to
make
around loose
in
sure
it
is
not flying
rough weather.
A
radar
reflector hurtling across the cabin can be
lethal.
When anyone
tool,
it
must be returned
so
is
available next time
it
is
finished using a
to its
it
proper place
is
needed.
Safety
The
deck can be divided into
many
areas,
others.
The
some more
safe than
safest places on the
boat are the Cabin and the
Cockpit. Once a crew leaves the safety of
these areas, extra caution is needed. The
After Deck, Side Decks and especially the
Foredeck require special care. The Pulpit,
Stern Rail and Life Line system offer some
protection.
known
to
However, they have been
to let
go
if
2
we
too
much
force
is
applied
them.
In
Chapter
looked
at the
impor-
tance of the safety harness for keeping the
crew from being washed overboard. The
success of the harness depends on where
the tether is attached to the boat. Safety
harnesses should not be attached to the
Stanchions (poles that support the life
lines), the life lines, the pulpit, or stern rail.
These are too close to the edge of the boat
and crew members may be given false
security from these attachment points.
Instead, when the weather gets rough, a
safety line should be run from the stern
cleat to the
boat.
bow
cleat
on both sides of the
The crew can attach
to this
continuous line before leaving the safety of
the cockpit and not have to worry about
detaching all of the way to the bow.
Every member of the crew should be
attached while on deck in high wind
and or seas, when sailing with only a few
crew on deck, and at night. Remember,
rescuing a person that has fallen off the
boat is very difficult. It is better to keep
that person on board.
fdUPlf
LIPELINE
STANCHION
Safety
Lights to be Carried While
I^UNNING
LIGHT5
1
/
Hr
Underway
The white Stern Light shows through an
The three lights (red,
green and white) together form an arc of
arc of 135 degrees.
light that
The
can be seen from any direction.
above are for a
lights described
ii^
sailboat. If the boat is using a
v^
showing above the side lights and illuminating the same arc as the sidelights is
required. This light is called a Masthead
motor
(whether a sailboat with auxiliary power
or a motor boat), an additional light
i
1
also referred to as a "steaming
Light.
It is
light"
by many old
some variation
salts.
There may be
placement of
in the actual
the lights.
Inland, on boats under 12 metres, the
\
^^.Z'^
/
-"
two
may
be combined as one unit.
Sailing vessels under 20 metres may also
show an all around red over an all around
sidelights
REP
green
at the
masthead
in
addition to the
sidelights.
The
third option
is to
have one combined
lantern at the top of the mast that has the
green and red sidelights and the white
sternlight. This option cannot be used in
conjunction with two sidelights on
Lights To Be Carried
While Underway
the bow.
There are three basic colours for Running
Lights red, green and white. The red light
shows on the port (left side) of the boat
from straight ahead through an arc of
—
112-1/2 degrees. The green light
shows
from straight ahead through the same arc
on the starboard (right) side. These are
called Sidelights because they illustrate the
Although there are three options, a new
need not worry about them unless an
older boat has been purchased or it is a
sailor
homebuilt boat. Then the Coast Guard
should be consulted to make sure the lights
comply with regulations. Canadian
manufacturers are required to install lights
in compliance with the regulations.
sides of the boat.
\
5A1L'^AT
/
ARgBN
n -K^p
Jb^^:aH
f*^l__^==
•REP LiaHT
A 5A1UBOAT
/
GrEgEN
15
•KICtHtl&LfifT
fe
UGHT
A ^AIL-BCAT 1^
T?\^S1NG FB9M
A ^AILeoA-f
1$
APPf^OACHlNGr
WEAPON.
A 0OAT
1
CveraAK^N.
Safety
Hypothermia
ATDWS?K)Ar
\9
What Do You See?
is
to
be seen. The
1
nautical mile
A
km) and the stern and masthead lights
Once another
for 2 nautical miles (3.6 km).
vessel
is
spotted the task
whether the boat
is to
determine
1.
under power or
passing from the
-g^Na
single white light
is
seen.
This could be the stern of a vessel
in front
of us (either sail or power), or a vessel at
anchor.
It
could also be the mastlight of a
Remember
the white
mastlights are visible for 2 miles and the
coloured sidelights are visible for only
sail,
left to right
or
1
coming towards or going away.
A
powerboat 1.5 miles away would
have just the white light.
Finally, commercial traffic will show a
mile.
seem
vise versa,
3.
!$>
vessel under power.
is:
2.
A "gQAf
Fmw
Situation #3
of Hghts
sidelights are visible for
(1.8
15
LEFrT01<:lGiHt
•RiaHf-ro lepT.
The function
A TDWBK&cm'
AFPROACHiM(&
to
variety of light combinations: red over
To do
we
have to think of the
position of the lights on the boat.
this
white, white over red, red over red,
just
Situation #1
A
single red light
is
sighted.
ship's light.
First of all,
white
light
we see a red light without
we are seeing a sailboat.
if
etc.,
These situations are easy to deal with.
Any light that is not totally understood
should be treated as a hazard. By the way,
it is easy to mistake a light on land for a
etc.
a
If
not sure
— play
it
safe
steer clear.
Remember
that a vessel under power will
white masthead light showing in
addition to the red or green sidelights.
Next, since we are seeing the red light we
are viewing the port side of the vessel.
have
a
Anchor
light
—
remember the port side of a boa\
shows a red light think of the phrase "Port
Wine is Red." Both of the words— Port and
(eft have four letters and port wine /S red}.
Note: (o
The boat must therefore be passing from
right to
At anchor, at night, a vessel will show a
single 360° white light. This light should
be hoisted as high as possible to ensure
other boats will see
it.
Hypothermia
left.
Situation #2
Both a green and a white
light are spotted.
The green light is the starboard side of a
boat. It would therefore be travelling from
our left to right. The white light in addition
to the green, indicates a power vessel.
Although the possibility of drowning by
falling into the water from a sailboat is a
great concern, the real threat in cold water
is Hypothermia. Hypothermia is a
condition which exists when the body's
core temperature drops below 35 degrees
celcius (95°F). Normal is approximately
37°C, 98°F. The lowering of body
Safety
21
Hypothermia
temperature results in loss of dexterity,
loss of consciousness
of
and eventually, loss
rewarming
life.
We
will look at the stages of hypother-
mia and how they effect a sailor suddenly
thrown into the water. We will then dis-
how
cuss
to
we
victim.
Hypothermia is a danger in any water
than 33°C (91°F). Therefore all water
in Canada can be life threatening. A
less
person can lapse into unconsciousness
after just three hours in water 15°C
(59°F). The following graph shows the corelation of survival time to water
temperature, assuming the victim has no
protective clothing. These survival times
will be reduced greatly if the individual is
signs.
to
external
be added in the form of
another body. The most direct and safest
form of additional heat,
is
another
These signs can
tell
Severe Hypothermia. As the core
temperature continues to drop the shivering stops and muscles become rigid. If a
person is at this stage when rescued, their
clothing should be left on. Damage to the
muscles will result if the stiff extremities
are bent to remove clothing. At this stage
of hypothermia, prompt medical attention
is critical.
A
severe hypothermic victim
no signs of
life.
so shallow
it is
may show
Quite often the breathing is
barely discernable. Revival
attempts should not be stopped. Even
swimming, or treading water.
Hypothermia develops in stages, each
own
itself at this point,
may have
will
address the treatment of a hypothermic
its
heat
human body.
reduce the heat loss that
causes hypothermia. Finally
with
should be wrapped in a towel or blanket,
and since the body may be incapable of
if
the
victim does not require rescue breathing,
the
the rescuer can induce
warm
air into the
rescuer the appropriate action to take
person's body, by timing his or her
when
breathing with the victim's. In doing
reviving a victim of hypothermia.
warm
air will
so,
be taken into the victim's
Mild Hypothermia. When the body
temperature drops below 35°C (95°F), the
body attempts to reduce heat loss and at
the same time, replace any heat that has
escaped into the surrounding water. It
reduces loss by restricting the blood flow
to the arms and legs. Muscles start to
shiver involuntarily to generate heat. The
same signs can be seen on the beach any
summer day — blue lips from reduced blood
flow and shivering as the body attempts to
lungs and will aid in increasing the core
only— not
the legs,
arms
rewarm
bath should be
warmed
slowly, until the
itself.
A hypothermic person must be removed
from the elements, wet clothing removed
and a blanket wrapped around them. They
may
be given
warm
fluids, but not coffee
or alcohol.
Medium Hypothermia.
Violent shivering
and loss of coordination are signs of the
second stage. The victim will find it
difficult to grasp a line thrown to them.
The
ability to
make
decisions will also be
impaired.
A
Too rapid warming may
at this stage of
should be administered, until the victim
fully conscious and lucid. The person
is
result in cardiac
arrest or respiratory failure.
Only
if
medical assistance is not available should
a novice attempt to rewarm a severely
hypothermic victim. This can be done with
bath (cooler than body temperature
warmer than the victim's core
temperature). The bath is for the trunk
a tepid
but slightly
area
or head.
The
victim regains consciousness, but never
warmer than normal body temperature
(35°C-98°F).
While the victim is being revived, the
arms and legs should not be massaged.
This forces the cooler surface blood into
the core, resulting in the core temperature
continuing to drop. The skin can also be
damaged from brisk rubbing because the
nerve endings below the skin are numb
and the recipient will not feel any
sensation,
hypothermia
will have to be rewarmed slowly and
properly. Body heat must be introduced to
warm the core temperature first. No fluids
person
temperature.
let
alone pain.
Safety
Hypothermia
Methods to Minimize the
of Cold Water
Effects
There are many ways to minimize the
effects of the cold water and prevent
hypothermia. The primary objective is to
conserve heat. This can be accomplished
by restricting body movements to only
those required to keep the head out of
the water.
Heat conservation is a much easier task
an individual is wearing a PFD, a Float
Coat or Cruising Suit. Without additional
flotation, the person in the water has to
tread water to keep afloat. It is important
WH6N
OR N\mC
IN IHg WAT^R
R?RV\ A mWLB SO TrtA-r
-me 5ipe$ Of youK-^Tie^
if
that the
?&D?{£.
fV/O
ARE
head be kept above water, in thai
body heat is lost through
the majority of
the head.
and early seventies, a
"drownproofing" was taught. Drownproofing
involved putting the head under water and
In the late sixties
method
of self-rescue called
Hypothermia
sailors.
It is
a constant threat to
is
possible to suffer the effects of
cold, sailing in the spring
Warm,
floating to conserve energy. This has since
night.
been proven to be a leading cause of
hypothermia. It is only mentioned in this
body heat where
text for those
who were
taught drown-
Do
proofing, but never corrected.
not use
drownproofing — it can be fatal.
By floating in the Heat Escape Lessening
Position
— H.E.L.P.,
person will conserve
a
body heat by protecting
A
arm
pits, sides
and back of the knees.
group of people
in the
it
belongs.
By the way.
to
put on a
PFD
3
1.
Place the
2.
The
PFD with
collar will be
the inside facing up.
^y\<!^^
3.
The person will put arms into the arm
holes and while lifting the PFD over the
head, pull the
PFD
over the body.
„v,\e V°
_^^i^
survival
1
2°F
1
:-:/?^:.
1
5'
10»
13 =
41-'
50'
5!)=
Water Temperature
!f
of
if
themselves
'
0»C
\
M
^^ Strong
^,„Xv^*^ Vi*\y^possibnily
^<(v''jX^
in
the water.
Cr^^^^^^
'
in the
toward the person
Cold Watflr Survival Chari
^^^^^^""^ **^
while
water:
5
=
of a
the water.
6
*
The use
boat will keep crew on board and out of
the huddle.
t
or at
safety harness, properly secured to the
water can use the
Huddle position to provide extra heat
conservation. The water in the center will
be warmed. Children lose heat faster than
adults and are safer in the center of
^|p
fall
the areas of
greatest heat loss: the head,
of the body, groin
and
insulated clothing will keep
•PUCe-PFP IN FROMf Cf=
OF YOM IN$lDg our
WITH COlLAKTOmzD
you.
IN
VLAce
AR^
A1?MH0L£$.
f^^ AJ2M5, -BRISia
"PFD CV62H6AP.
LOW^ A&WS', AlXOWIwa
vrv it) mx- iNfO
HACB..-VOCilPZ\??BK.
Safety
Fire
WM
5^v
and Explosion
"^
Lh^
fore not gaining the acceptance
Two
areas, not
it
should.
commonly considered
dangerous, are the battery compartment
and the waste holding tank for the head
When
(toilet).
the battery
is
recharging,
hydrogen gas is produced. This gas is light
and will dissipate, if the battery compartment is properly vented. The crew should
smoke when the battery is recharging.
The holding tank of a sailboat is not a
not
major concern for those sailors on either of
the coasts. Inland sailors, not allowed to
discharge waste overboard, must contend
Fire
with holding tanks and
associated problems.
and Explosion
on required equipment, we
In the section
looked
at the
type and placement of
where
we want
to look at
and how
to
prevent them.
A
fire
on
very scary. There are
a boat is
two main sources of fire and explosion,
well as some secondary ones. The most
common
as
causes are gasoline for the engine
and propane
Gasoline
is
Holding tanks must be properly vented
methane gas that is produced
by the waste. Should the vent become
blocked the gas builds up inside the holding tank, and eventually ruptures the tank.
The methane gas escapes and results in an
explosion and fire when it hits an open flame.
This is not to say coastal sailors are
immune to methane gas problems. Blocked
discharge hoses from heads will also have
to release the
fire
fires are likely to start
extinguishers. Here
or alcohol for cooking.
very explosive in vapour
up
a build
of
methane
gas.
form. For this reason boats with built-in
for this type of hazard, is
gasoline tanks must have a ventilation
the head.
system,
engine
exhaust any fumes before the
started. This will be dealt with
to
is
in
detail in the section on engine operation.
The second source
of their
all
of a possible explo-
sion are cooking fuels. Propane, although
very widely used, requires the greatest
care and attention. Propane tanks must be
The best cure
proper use of
Pumping the head 5-10 times will ensure
waste is properly discharged. Any blockages should be cleared to prevent build up
of methane gas in the head discharge hose.
Fewer pumps are required when heads are
discharged directly overboard.
stored in sealed compartments that vent
overboard. Both gasoline and propane
fumes are heavier than
the boat
make
their
air.
way
and lay there waiting
Fumes
into the bilge
for a spark to
Propane systems have a number of shut
offs
on the tank, at the regulator and the
stove itself. To make sure the system is
secure, the tank valve should be turned off
manually (or with a remote solenoid
switch if fitted] while the stove is still
burning. The fuel will be starved from the
system and the stove will go out. The valve
—
at the stove will
then be closed.
Compressed Natural Gas (CNG)
is
replacing propane as a cooking fuel aboard
air,
CNG
fumes are lighter than
and therefore float up and away from
boats.
the boat
CNG
is
if
While on the topic of safety and fuels,
a good time to look at safe refuelling
it
procedures.
ignite them.
many
Refuelling procedures
inside
there
is a leak.
Unfortunately,
not as readily available
and there-
1.
Moor
2.
Shut
the boat securely.
off the engine.
3.
Make
4.
Don't smoke.
sure
all
passengers are ashore.
open flames.
5.
Extinguish
6.
Close
7.
Take portable tanks ashore.
8.
Don't use electrical switches.
9.
Don't overfill the tank.
10.
all
Ground
all
windows and
hatches.
the nozzle against the
filler pipe.
is
Safety
Diving Flags
12.
Wipe up any spillage.
Turn the blower (if gasoline) on
13.
Check
11.
The
for five
minutes.
for
vapours before starting
engine.
engine before re-embarking
14. Start
passengers.
Although these may seem very straight
forward, a few words of explanation may
Code Flag for a diver
and white pennant flown from the
boat. In North America, the convention is
the red flag with a white diagonal. The red
flag should be flown over the actual dive
spot, and quite often on the dive boat itself.
If either is sighted, the skipper must stay
clear of the immediate vicinity, passing
slowly, with caution.
is
International
a blue
be in order. The hatches are closed before
refuelling begins, to keep
fumes from
entering the cabin during the filling
Discharging Flares
process. Portable tanks for outboard
engines should be
same reason.
Grounding
filled
ashore, for the
A
can be thought of as the signal of
It is intended to signal an
approaching aircraft or boat, to indicate
flare
last resort.
the nozzle against the filler
pipe will prevent a static spark from
the location of a vessel in distress. Flares
fumes during refuelling. The
battery and blower switches on a boat are
vapour proof. They can therefore be used
should not be fired too soon. There is no
sense in sending off a pyrotechnic device
igniting the
after the refuelling process to
exhaust the
fumes from the boat without
risk of explo-
sion.
No
other electrical switches should be
used until
best
way
bilges,
fumes have been cleared. The
check for vapour in the boat and
all
to
to
walkthrough
the boat.
The human
when
there
When
a flare is being discharged,
is
no one around
to see
it.
whether
a rocket, hand held or smoke type, it must
be aimed downwind (to leeward) and
away from the crew and boat.
Flares tend to
A
make people nervous.
allowing passengers back on the boat. This
demonstration can be arranged
through a local sailing club. This can be
done with the assistance of the local fire
department, marine police. Coast Guard,
way,
etc.
nose
is
is
extremely sensitive to gas fumes.
The engine should be
if
not
all
started before
of the precautions
have been
followed, there willbe minimal injury. Thinking, before acting is the best
Remember fumes from
form of prevention.
gasoline, pro-
pane, hydrogen gas (battery) and methane
gas (waste holding tank) are serious threats
to the safety of a boat. Proper handling of
materials and care and maintenance of
equipment
will prevent
Diving Flags
The waterways
of
North America are
frequented by scuba divers. Divers are wel
trained and normally very conscious of
their
own
safety.
A
spot where a diver
flown over the
under the surface.
flag is
is
flare
Instructions on how to use the flares
should be read when the flares are put on
the boat, not
when
they are needed.
Rules of
the
Road
like driving, has its own
Sailing,
set of rules. The rules can be
divided into a
gories.
We
number
of cate-
will look at three of
—
General Rules, Sailing Rules and
Rules Under Power.
these
Every vessel must keep a proper lookout.
reduced visibility (night or fog) extra
care will have to be taken. The rules apply
any time there is a risk of collision. There
In
are
some
factors to consider in interpreta-
tion of this risk:
another vessel is approaching on an
unchanging bearing.
1. If
General Rules
The
rules of the road are actually called the
This means that another vessel
and stays
International Regulations for Preventing
closer
more commonly
72 Colregs. These have been updated a
number of times since 1972, the most
recent changes coming in 1983. Any pub-
bow. For example,
Collisions at Sea, 1972, or
lication that
was printed
prior to 1983 will
be out of date and should be disregarded.
The
first
part of the rules deals with
Application, Responsibility and General
The rules apply to all vessels
on the high seas and the waterways connected to the high seas that are navigable
by seagoing vessels. Additional rules may
be applied by local authority (federal,
provincial, harbour or municipal).
The rules state that everyone is responsible for the prevention of a collision. This
is an important concept. The rules should
be thought of as a guideline for action,
with avoiding a collision as the sole
at the
is
getting
same angle
off the
a vessel is sighted
30 degrees off the starboard bow and is
Ten minutes later it is still
getting closer.
30 degrees off the bow.
It is
going to
collide. If the angle gets greater or less, the
boat will pass ahead or behind. In any
case,
if
there
is
doubt, evasive action must
be taken.
Definitions.
rules are divided into
International (the high seas)
the other vessel
is
very close or very
— the unchanging bearing
need not
apply and evasive action must be taken.
big
Action
to
avoid a collision must be
made
in
manner, in ample time and w-ith
due regard to good seamanship. There
should be no such thing as a close call.
Any movement must be in such a manner
that no doubt is left in the mind of the
a positive
other skipper.
objective.
The
2. If
two parts
and Inland.
Although
explain,
it is
has taken some time to
important to understand the
this
Inland rules are a variation of the Inter-
intent as well as the letter of the rules. Let
national regulations. Each coastal harbour
us look at the laws that govern the action
has a Demarkation Line that denotes when
a vessel passes from International territory
of sailboats
to
Inland jurisdiction.
when
they meet. After that,
will cover the rules that
powerboats.
apply
to
we
Stand on or give
There
is
really
way
Rules for Sailboats
no such thing as "Right of
Sailboats,
when meeting
other sailboats,
Way." This concept has gotten many new
are governed by three rules.
sailors in all sorts of trouble.
Stand On and which will Give Way is
determined according to which side of the
If
a rule is in
favour of one vessel, that vessel
on, thereby maintaining
speed until there
sion.
its
no longer a risk of
is
The give way vessel
the rules to give
may Stand
course and
way
is
to the
boat
colli-
required by
stand on
vessel:
Which boat
will
is
the
Windward
side.
When
the
wind
on the starboard side of a vessel, the
boat is said to be on a Starboard Tack. If
is difficult to determine on which side of
is
the boat the
wind
is (i.e.
when
the
wind
it
is
blowing over the stern) then the windward
1.
2.
In ample time.
With positive movement, so as not
create doubt as to
3.
In a
manner
that
its
is
side of the boat will be the side opposite
to
the mainsail.
intentions.
consistent with
The
rules are:
proper seamanship.
(i)
When
each has the wind on a different
side (opposite tacks) the vessel
which
Rules of the Road
Rules for Sailboats
-<-j-s,-j-i»w-t1
F
has the wind on the port side shall keep
When
both have the wind on the same
side (same tacks) the vessel
windward
WINP
which
shall keep out of the
which
the vessel
is to
is to
way
of
leeward.
^^^
-
^
-^
,
\
\
\
^
\
\
-RTKr-TACKKfibt^
ami.
OF W1NPWA?P SAlLgOAf
IP
miiMe
Of WiNJtJWAeD
r$ -TACK.
L^fef*..*«r^i.-.
If
a vessel with the
wind on
the port
side (port tack) sees a vessel to
clear of the other,
(ii)
(iii)
'^"a^r.
windward and cannot determine with
certainty whether the other vessel has
wind on the port side (port tack) or
on the starboard side (starboard tack),
she shall keep out of the way of the
the
other.
\^k^f^ ^
v^ (U^
^--jv-v-f—'-t-^v^-'-^
Rules of the Road
Sailboats Meet Powerboats
When
When
Sailboats meet
Powerboats
There is a myth that sailboats have right of
way over power driven vessels. This only
applies with pleasure craft and only in
certain situations.
One
instance in which a sailboat must
keep clear is when the sailboat is passing
(Overtaking) a powerboat. In fact, any
time one vessel is overtaking another, it
TWO
-RDweR-PRIV^N
Ve$$6L5 AFPROACHiNQ
HB\V ON MU^'T ALJKR
COOtl?:^^
To eiARWAW-
Rules of the Road
Rules for Operating Under Power
«VV-*->^
^^^^~^
"t
must keep
clear.
An
be
22-1/2 degrees behind the
.
'l'-*'^
at least
of the other boat.
crossing
We
— not
If
a-<-o—
>.w^-%f
f-
overtaking boat will
ahead of
beam
this line,
it
lights.
The
stern light of a boat shines from 22-1/2
degrees behind the
Rules for Operating
Under Power
In addition to the case of overtaking, there
this particular arc before,
when we discussed navigation
->'-t_<A^
is
overtaking.
have seen
t/Cu'ViT*"-'^
beam on one
two other basic rules which apply to
power boats. The first is Head-on, and the
are
other
side
through an arc to 22-1/2 degrees behind the
other beam. This arc of light is the area
from which another vessel is overtaking.
During the day, we have to imagine this
area to determine whether we are over-
is
Crossing.
When approaching
head-on, or nearly
head on, both vessels must alter course to
starboard to avoid a collision. If there is
any doubt as to whether or not the situation exists, assume it does and act
accordingly. Neither boat has right of way.
taking or crossing.
In a crossing situation, the vessel to the
port
keeps
(left) side,
vessel
is to
port, the
clear. If the other
helmsman
of the
vessel to starboard (right) side will stand
on [maintain course and speed), but the
crew should keep an eye on the other boat.
because the rules
Just
exist,
does not mean
that everyone has learned them.
This is a summary of the rules which
apply to pleasure craft. Pleasure craft must
in no way impede the progress of commercial vessels.
Tug
boats, freighters
and
fishing boats are usually restricted in their
ability to
maneuver, and are thereby
protected by the rules of the road
Clear.
It
takes a freighter
many
Keep
miles to
turn or stop. At slow speeds, they have
ability to steer.
little
If
commercial vessel gives five or more
its whistle, it is having difficulty,
unsure of the intentions of another
a
blasts on
or
is
vessel in the vicinity.
other vessel
is
Make
not you.
sure that the
Weather
Manuals, we can look
sailors have a great
Canadian
amount of weather information
at their finger tips.
there
may
be times
Ahhough
when a
is
no excuse for being
"caught by surprise."
By getting
sailing,
some
of the
Weather Associated with a Warm Front.
When a warm air mass catches up to a cold
air mass, the warm air is forced up over
skipper will be "caught out" in some
weather, there
at
properties of weather.
weather report before going
a skipper will have a good idea
a
warm
the colder air.
As
moisture in
condenses
it
the
Miles ahead of the front,
air rises, the
form clouds.
wispy Cirrus
to
The report may call for
"Light winds and clear skies all day" and
that may be what transpires, or the report
clouds, the first to form, indicate that rain
may
Cirro-Stratus and Alto-Stratus clouds
what
to expect.
list
4 or 5 possibilities;
all
or none of
will be
As
coming
day or two.
becomes more dense,
in the next
the moisture
form. These indicate that rain
which may occur. The key is to be
prepared for the worst and then accept
what happens.
is
imminent.
The Nimbo-Stratus clouds bring rain. As
rule, there is not a lot of wind associated
with the
Preparation starts with forecast from a
warm
a
front.
VHF
weather station, a local airport
weather office, or AM/FM radio broadcasts. Weather stations should be
monitored while sailing and the sky
watched for changes that will indicate
deteriorating conditions.
The following
Weather Associated with a Cold Front
As a cold air mass catches a warm air
is
a
basic approach to observing weather.
mass, the warm air is again forced up. This
time the movement is more abrupt and
results in higher winds. Nimbo-Stratus,
Cummulo-Nimbus and Alto-Cumulous
clouds form and with them rain and high
The Causes
of
Weather
winds. While the weather of a cold front is
more violent, it is much shorter lived than
the rains of a
When two
air
—a
masses
change
of different tempera-
weather is the
result. When a warm air mass meets a cold
air mass, a low pressure system is formed.
A series of warm and cold fronts (the
edges of the air masses) form. Rain and
clouds appear along these fronts. Although
this will be discussed in more detail in the
Intermediate and Advanced Cruising
tures meet
of
warm
front.
warm air up
developed and
thunder and lightning come with the rain.
If there are strong winds above the cloud
formation, the thunder head will not
develop, but will be rolled forward by the
winds. The result is a Line Squall that rolls
along with rain, high winds and lightning.
.As the cold front forces the
quickly, a thunder head
is
Weather
Causes of Weather
LOW T^g^^RE
Weather
Fog
Fog
when warm
moist air comes in contact
with cooler air, land or water, fog is
formed. Fog can be very light or can be so
thick
it
is difficult to
see the boat's
mast
from the cockpit. Fog can also collect in
small harbours so that it may be clear on
one side of a point and totally fogged in on
the other.
For reduced visibility a skipper must:
2.
slow down
sound appropriate fog signals
3.
post a lookout
4.
listen for
1.
oncoming boats
Warning Times
There is usually at least 1/2 to 1 hour
warning of the line squall. Ten to fifteen
minutes before the squall actually hits
there is a lull. This is when sails should be
reduced (see Reefing in Chapter 7 and
Lesson 5), PFD's put on and hatches closed.
With
a
warm
front the visual signs begin
24 hours ahead of time, with the thick
clouds giving notice
at least
1
or 2 hours
before the rain.
Fog can give little or no warning. On East
and West Coasts, fog is a normal condition,
as on the Great Lakes.
warm summer
two major
air
The conditions
of
and cold water are the
factors that result in fog.
6
Duties of the
Skipper and
Crew
This
section
is
Some
not intended to
of the skippers res ponsibiliti es are
:
investigate the relationship of
Captain Blye and Mr. Christian.
It is
how
1.
to outline, in general terms,
the Skipper
and Crew interact
The
is
crew and vesse l. This
involves making sure the boat
is
2.
properly
equipped for each voyage and that the
crew has been instructed in the proper use
of equipment on the boat. Because of the
scarcity of good, well trained crew, one of
the skipper's
main functions
teacher. This
is
is
not an easy task, nor one to
This book is intended as a basic learn-toand should be used by anyone
attempting to teach another. But a word to
the crew learn from someone who knows
3.
of the boat. In
is
how
many
cases the
owner
owner
will
someone with more knowledge or experThe terms Helmsman and Skipper
are often interchanged. They should not be.
The helmsman is the one who steers the
boat, this may be the skipper or any crew
to
ience.
member designated by the skipper.
Appointing a helmsman does not relieve
safety of
properly
the boat
any responsibility
the crew or vessel.
legal
is
and safety
To make sure the crew or guests know
where safety gear is stored and how it
operates. Of primary importance is the
for the
A
sail
should not be ruined because the skipper
delegate the duties of running the sailboat
the skipper of
To make sure
operation of the head and stove.
to sail.
not necessarily the
many
for
purposes.
4.
—
to teach, as well as
afternoon sails turn
day long adventures
unplanned reasons.
equipped for both
sail text
The Skipper
Many
a
into
that of
trip.
change of
clothing to deal with the weather getting
warmer or colder as the day goes on.
To instruct the guests and crew to bring
necessary refreshments and vittles. No
skipper should set sail for even an
afternoon sail without water and some
sort of snack.
be taken lightly.
how
and crew about
Everyone should bring
to
skipper's ultimate resp onsibihty
instruct guests
appropriate clothing for the
operate the sailboat safely.
the safety of the
To
5.
was
too
how
the head operates.
busy or too
To make
'shy' to tell the
crew
the decisions to reef or to
re turn to port
if
the weather turns bad,
b efore the sa il becomes uncomfor_table.
The stage
after
No
uncomfortable
is
one can care for seasick
crew, reef sails, navigate and dock a boat
singlehanded at least not safely.
"danger."
—
Duties of Skipper and
In short, the skipper
outing
is
must ensure the
pleasant and safe for
all
involved.
Assisting the skipper in the safe operathe primary task of the
anything not understood,
the crew asks for more information or
better instructions. Many problems
[jammed heads, knotted lines, etc.) can be
avoided if people would only ask about the
proper use of a piece of equipment. The
tion of the boat
crew.
If
there
is
is
intention of this book
is
to train skippers
and crew.
In
summary,
the duties of the skipper
are the safety of the
crew and the safe
operation of the boat. The crew's duty
is to
assist the skipper in the safe operation of
the vessel.
Crew
Seamanship
Seamanship deals with
all
the
Sails
areas having to do with the
operation of the sailboat
power
under
includes: deciding which
or
sail.
— under
Seamanship
sails to use, safe
Sails can be divided into three
Genoas) and Spinnakers
navigation, anchoring, dealing with
sails).
emergencies and tying knots.
This is the final chapter in the Ashore
attachment,
Knowledge
parts of a
we
section of this book. After this
with the practical Afloat
aspects of sailing. This chapter
will deal
Skills
—
should give some ground work as
to
certain things are done on a sailboat.
should not be digested
at the first
why
It
reading.
The appropriate sections should be read
and re-read during and after each lesson.
main
groups: Mainsails, Foresails (Jibs and
to a
(or
downwind
Mainsails are sails that are attached
mast and boom. To understand this
we first have to look at the
sail.
Modern
sails are triangualr
with three sides (Luff, Leech and Foot) and
three corners (Head, Tack and Clew). The
attached to the mast
with Slides, Slugs or a Bolt Rope. The foot
(bottom edge) is attached to the boom by
the same three methods.
luff (front edge] is
H^Ap
-pAKf^
OFTHg
MMN^A\L
—
/
/"
/
r
:^TrgN5.-T«^
CL^WkJ
u
TACK
Seamanship
Sail Selection
numbers and percents
each size and type of
Therefore for simplicity, in this book
The
relation of
will be different for
yWViN
boat.
,
GeNOA
we
will refer to the foresail as the
jib. If
the
boat being used has a genoa then simply
substitute genoa for the
The
instance.
THE QgNOA OVei;\LAP^ THE MAINSAIL
fHe 3"i9 poe^ mot:
wf
Foresails are located forward of the
mast. Divided into two categories
jibs
—
and genoas foresails have the same 3
sides and corners as the mainsail. The
attachment differs in that the luff (forward
edge) of a jib or genoa attaches to the
forestay the wire that runs from the top
of the mast to the bow of the boat. The foot
—
of the foresail is free
— unattached.
and genoas are the same in their
placement and use. They differ only in size.
If the clew of the foresail comes past the
mast, it is called a genoa. If the clew is in
Jibs
front of the mast,
all
of the
as a
way
when
the sail
back, the sail
is
is
pulled
The area
of reference for foresails is the
is
from the base
measured
The
in
made up
line drawn
the triangle
of the mast, the forestay
the mast.
There is a reason for carrying more than
one foresail on a boat. In Chapter 5, we
discussed weather and how to look for
changes. With a change in weather comes a
change in wind speed and direction.
A sailboat can only use so much of the
force or effort developed by the wind. If
there is more effort developed than the
boat can use, the extra force makes the
boat hard to handle. Some of the extra
effort will cause the boat to Heel over
more. With that, it is more difficult to
steer, to walk on decks and to be
comfortable on the boat. Add to this the
fact there will be extra strain on the
rigging, sails and rudder, and the crew
have to work harder to sail the boat.
If
is
Foretriangle. This
and a
of the forestay to the base of
size of jibs
and genoas
is
percentages of the foretriangle
150% etc.) and in relative terms
(storm jib, working jib, »3, «2, #1). With
the #1 or 150% genoa using being the
(90%, 110%,
each
jib in
Sail Selection
referred to
jib.
word
result will be the same.
the size of the sail (either
main
or jib)
reduced, then only the usable effort of
the
wind
is
harnessed and the other,
negative effects of too
much wind
diminished. To reduce
sail
are
area the
mainsail will be Reefed. There
is
more than one foresail on a boat.
can be changed to a jib or the jib
normally
A genoa
to a
stormsail.
largest.
FOHftRIANGLE
I50%
GfNOA
Seamanship
Reefing
INCFEA^ep WIND
WINE?
TOO AVTH WIND
/V\AKE$ THE -eO^
LIFT fULL^ fHg'
:^CAT i=ORWAKp.
PlFFICMLT
Reefing
To put
Reefing reduces the exposed area of the
1.
mainsail. This involves partially lowering
2.
the halyard, tying a portion of the sail
3.
around the boom and rehoisting the
halyard. There are many reefing systems
on the market. The most popular, especially on learning boats, is Jiffy/Slab
4.
Reefing. This consists of a
that are lead through
clew and tack.
a
number
5.
-lb
HANDLE.
in a reef:
The halyard is lowered,
The reefing tack is set (attached),
The halyard is re-tensioned,
The reefing clew/outhaul is pulled tight,
and
The unused sail is tied off so it does not
flap in the wind.
of lines
second (reefing)
This is a simplistic explanation of reefing,
intended to illustrate the overall mechanics. In Lesson 5, we will look closely at
crew positions, precautions, tension on
lines,
and
all
of the other details.
.
Re^FiNfi-
TACK
^•f?EeFiN(a
WMWJL
ReepiNa omnwjL
Seamanship
Reefing — The
Effects on Boat
Handling
—
Reefing the Effects on
Boat Handling
The
fPFECf^ OF exCE^^IVe HEELlNGr
^-\ 9^
results of reefing the mainsail are
Remember that one of the effects
much wind/effort is that the boat
dramatic.
of too
^.r-"
heels excessively. Reefing the sails reduces
the sail along the leech (back edge) and the
head (top
of the sail).
at the top of the
The
loss of sail area
^^k^^^
J^:s=^^^
mast greatly reduces the
<^\^^
Wf^
^lAW6
boats tendency to heel.
INTO
WIND
Reefing also reduces difficulty in steering.
As
CWEAIP.ER
HELM
the boat heels, the shape of the
HELM)
boat and the water pressure on the bow,
push the boat toward the direction of the
wind. This is called Weather Helm.
Weather helm has to be corrected by the
helmsman steering the boat back to a
straight line. By reefing, the boat stops
heeling excessively and the weather helm
is eased. This reduces the amount of work
the helmsman has to do, which lessens
^\
;
LIFT
'
many times more difficult and dangermuch easier to 'shake' out a reef
task
ous.
It is
that
is
not needed, than
it
is to
put in a reef
failure.
wind has increased.
If the wind continues to build, additional
reefs may become necessary. All cruising
boats should have at least two sets of reef
points and possibly three. What to do after
The same benefits to the boat and crew
come from reducing the foreward sail area.
intermediate book.
exhaustion on long passages, as well as
alleviating the pressure on the rudder.
Excessive strain could lead to equipment
This involves lowering the sail, packing it
away below, and hoisting a new, smaller
The decision whether to reduce
mainsail area, or change the size of the
will depend on the boat and its sail
after the
the third reef
have
to
is
put
topic for an
in, is a
New
sailors will just
make sure they do
not get into this
situation.
sail.
jib
Dangers of a Lee Shore
The procedure on one boat will
not necessarily be the same on another
The term Lee
boat.
used
a lot in sailing terminology.
jures
up ideas of protection such as
to
be in
the lee of an island. But a Lee Shore
is
just
inventory.
The one
principle that will hold on all
Reef Early. At the beginning level,
when there are novices aboard or when the
magnitude of the change of wind is
unknown, the reef should be put in early.
Waiting until the wind builds makes the
boats
is
the opposite.
A
lee
shore
(or
It is
is
away from
the wind)
not protection.
any shore
It
is
con-
It is
Danger.
that is to the lee
(leeward) side of a boat. The wind pushes
the boat towards that shore
and
its
39
Seamanship
Chart Work
Chart
inherent dangers. Let us look at a particular
type of a lee shore to determine
why
A
wise sailor is one who plans each cruise,
whether it is a two hour sail in familiar
waters or a two week cruise to a new area.
A major part of preparation is determining
what land features will be seen enroute,
what the depth of water will be, what
hazards (man-made and natural) may exist
and what the quality of the bottom will be
for anchoring. All of this information and
more is found on a Marine Navigation
should be avoided.
As
wind blows toward
the
the shore,
generates waves. In open water,
wind
it
it
takes a
of only 10 to 12 knots to create a
1 metre (3 feet) high. Such a wind
would normally be considered very
pleasant for sailors. Blowing towards a
shore, however, this much wind could
wave
prove hazardous.
If
there
is
a hill or cliff
on the shore, the
wind blowing onto the land will be forced
up over the rise. As a pressure area builds,
the wind will start lifting further offshore,
until there is no wind over the water close
to the shoreline. This is where the prob-
Chart.
A
chart
the aids
is
a pictorial representation of
and hazards
that will face a
mariner while sailing. There are charts to
cover all navigable waters in Canada.
Charts contain a lot of data. Unless the
skipper knows how to "read" this and
transform it into useful information, the
chart will be of no value.
lems develop. Boats sailing too close to the
shore will find themselves without wind.
The waves created by the wind, will still
carry the boat towards the shore. Unless,
the crew can get the engine started, the
boat will be washed towards the shallow
water and the shore itself.
When
Work
it
Like a good book, the
should read
is
first
thing
the Title Block.
we
Found
in
one
of the corners of the chart, the title Block
what type of Projection the chart
unit of measure the Soundings
(water depth) and land heights are in, as
well as when the chart was printed.
Another key piece of information found in
sailing in the area of hills, escarp-
will tell
ments or mountains, a wise skipper will
stay well away from a lee shore situation.
If making way under sail becomes difficult,
the engine should be started immediately
and the boat powered away from the area.
is,
what
the Title Block
is
the Scale.
Sailing safety requires forethought.
The danger
of a lee shore lies in the
possibility of shipwreck. Lack of
waves
Projections
wind and
are not themselves dangers
— but
Charts are graphic representations of a
portion of the earth's surface. To transform
the earth's curved surface into a flat plane
they do contribute to the hazard.
As an added
precaution, an anchor
should always be ready. If the situation
becomes unmanageable, there is always
the possibility of anchoring. This should be
used as a last resort, when the boat is
being driven onto a lee shore and only
when there is no way to get clear.
HARBOURS
be used in printing the chart, the land
and water masses are "projected" onto a
flat surface. If the world could be imagined
as a transparent globe with a light at the
to
center of the earth, the outline of conti-
IN LAKE
Complied from h
DEPTHS
Heights are expressed
For complete
lisi
IN
in feel
KEET
above ctian daiurr
of Symbols and Abbreviations see ("hari
ONTARIO
Seamanship
40
Projections
CONIC
i
-PKarecrioN
;
r/Ty
I
//
//
'
/
^
'''=='
==4===^^w\\
/vvjtl ^^C^\\
Tjby \ \\
/ ^JIa
i'vL^^^ ^3LA-^,
L
..
_J
nents and oceans can be projected onto a
flat
Two
types of projections are
sailing: the
common
in
Mercator (cylinder) and the
Conic (cone). A Mercator projection is
achieved when a cylinder of paper is
wrapped around the transparent globe.
cone placed on the globe will produce a
Conic projection. Multiple cones can be
used for a Polyconic chart. Each has its
A
particular purpose in navigation.
On
a Mercator projection, the vertical
—
on the globe called Meridians of
Longitude are projected straight. These
lines will be used in measuring distances.
lines
—
To
an accurate measure, straight
get
as opposed to curved, are needed.
surface from the light source.
lines,
One
of
drawbacks of a Mercator projection is
that land and water masses further from
the Equator are progressively more out of
proportion. This means the Scale (ratio of
the
inches on a chart to inches on the earth's
surface) of the chart changes the further
from the center of the globe the projection
extends.
On
a
Conic or Polyconic projection, large
areas can be kept in relative proportion,
therefore the scale
A
is
consistent over the
major drawback is that when the
cone is unfolded to a flat surface, the
Meridians of Longitude are curved and
therefore are more difficult for measuring
chart.
distances.
Seamanship
Longitude and Latitude
Longitude and Latitude
measuring distance
complete details, be sure
have already seen that the Meridians of
Longitude are the vertical lines on a chart.
lines are called Parallels of
of these categories.
Latitude.
Unlike metres, which were "thought"
to
Buoys and Beacons
Buoys and beacons mark the safe passages
in the country's waterways. Buoys and
beacons have the same function, with the
basic difference, that buoys float and are
anchored to the bottom of a waterway,
while beacons are mounted on posts on
land, pilings set into the waterway's
bottom, or mounted on breakwaters.
Canada uses the Lateral Buoyage
System. This means that buoys and
be precisely one millionth of the distance
from the equator to the North Pole, latitude
not on laws of men.
is based on angles
Looking from the center of the earth, the
arc bounded by the equator and either the
north or south pole is 90 degrees. Each
degree is divided into 60 equal parts
called Minutes. Each minute of latitude is
—
equal
to
one nautical mile.
Therefore from the equator to the north
pole (90 degrees times 60 nautical miles per
degree),
mile
is
is
5400 nautical miles.
A
beacons are kept on one side of the boat or
the other, Canada has also adopted the
nautical
slightly longer than a statute mile
(the old
Chart #1.
The symbols on charts represent Lights,
Buoys and Beacons, Dangers, Tides and
Currents, Quality of Bottom and
Soundings (depths). We will look at each
We
The horizontal
to use
Canadian
scale)
2060 yards compared
to
Cardinal System for marking dangers,
such as submerged rocks and wrecks. In
by about 15%, or
1760 yards in a
marks on the
which direction there
the Cardinal system, top
statute mile.
buoys indicate
in
is
clear water.
Chart Symbols
The
lateral
buoys.
The symbols
sampling
into a harbour, while
proceeding upstream or on the coasts
proceeding with a flood stream (see
book are only a
those used on charts. For
of
system uses red and green
When coming
in this
6-1AR&QAEP
LAfgEAL
latErau
(1f^et75PAR")
(3W AND GReeN
CONICAL)
PORT UfgRAL(Gf^gN CAN)
-C-REpTIL.LAT?)
n
/ViAIN^T
CGRBgN
A
:
•^-^
5TAR0aAie[7
LATgEAL6-W3CAW LAI
(RED CONICAL)
A fLCXV
5TR&W\.
7ILLAK")
FAIRWAY i-^eu
AW
wHrre -PiLu\K/WHiig light)
6lAi^0Al?P
when
n
f^e^
n
^-^4^
Seamanship
Chart Symbols
Tides and Currents in the appendix), the
red buoys are kept to the right (or starboard) side of the boat. Red Ri ght
Special Purpose Buoys have no lateral
indicate an anchorage.
Returning is the phrase to remember the
Lateral system. Conversely, green buoys
are kept on the port side of the boat when
returning, entering a harbour, or sailing
upstream. When leaving a harbour, the
opposite is the case.
In addition to colour, the lateral
uses shapes
to
denote Port
Hand
Yellow buoys with arrows
A yellow buoy
without an arrow is cautionary. It marks
hazards such as a military firing area,
underwater pipeline, seaplane base, etc.
significance.
The chart
will indicate the exact nature
for caution.
White buoys with orange tops are for
to. If a white buoy has
a cross inside a diamond, boats must keep
out of the area. These will be found at the
end of airport runways, around Shoal
areas (rocks or shallows), or around city
water outlets.
A white buoy with a circle on it will
mooring— tying up
system
(green)
and Starboard Hand (red) buoys. Therefore, in dim light, as at dusk, the flat
topped, odd numbered green buoys can be
differentiated from the pointed, even
numbered red buoys.
A third buoy also exists. The Bifuraction
(Junction) Buoy marks the point where a
carry
some information
nature.
Speed
channel divides into two. This may occur
where a river forks, or flows around an
of buoy.
The junction buoy is striped red
and green. The colour of the top stripe indicates which way the Preferred channel
will not cause a
Many pleasure boats may be able to
take the Secondary channel, but a wise
goes.
Finally there
is
the
Fairway
or
if
mid
channel buoy. This buoy marks the center
of a channel and is found at the entrance of
every major harbour. It is red and white
vertical striped and although it can be
passed on either side, the fairway buoy
should be kept to port (mid channel) at
all
times.
They may
on
this
type
also indicate an area
where boats are
island.
skipper will check the chart to determine
the secondary channel is really passable.
of a Controlling
limits are posted
to travel at speeds that
wake. Information buoys
are white with a square on them. In the
square will be information such as direction to marinas, the name of an area, etc.
Cardinal Buoys
Cardinal buoys indicate the deepest water
in an area, the safe side of a danger, or a
bend in a channel or end of a point of land.
yellow and black
buoys can be distingTop Marks — a set of two
In addition to their
colour. Cardinal
uished by their
To help remember the direction the
marks point to for safe water, try these:
North — both points are up
triangles.
top
1.
^
A
pointing North.
2.
South— both
points are
down
pointing South.
— an E can be drawn
3.
East
4.
West
between the
ANCHORAae«aiaw)
points.
— a W can be drawn
between the points.
Q
CfilMtOWP-yCKim,)
1
-1DBVMRK
CONIKOU (wxxstoRuMe)
NORTH. CWDI^4AL
/WORINQ 0»«E *owNi»)
Mi
A
T
I
Mi'
EA^r CAKDINAU
WEST CARDINAL
Seamanship
Chart Symbols
As
Bifurcation (junction) buoys will have
for the colour, the points of the
triangles point to
which part
buoy
of the
Composite Group Flashing lights. Lights
are in groups of two plus one (2+1) flashes,
is
painted black.
in their
north
south
east
west
black
black
black
black in
top
bottom
top and
middle
which correspond the hours of a clock that
each compass point would represent. East
has 3 flashes. South has 6 flashes and West
^J'O^
^'•K^
u>»M^
is
Quick flashing or Very Quick flashing. The
North light will be single flashes at a rate
of 60 or 120 per minute. The East, South
and West lights will have groups of flashes
bottom
.^,^J^
respective red or green.
Cardinal buoys have a white light that
flashes 9 times.
red light and green buoys have a green
light. These may be Flashing (one flash
Dangers
Hazards to navigation are marked on a
chart with a variety of symbols. Rocks are
depicted with crosses (+), or rocks awash
fish
(+), while wrecks are illustrated by a
bone type symbol (+-^++) or a picture of the
every four seconds) or Quick Flashing (one
bow
flash per second].
Crosses and bows both act as reminders of
what can happen to sailors who ignore, or
Lights
At night, buoys can be identified by the
colour of their light and by the lights
flashing characteristics.
Red buoys have
a
Fairway buoys have a white light that
morse code letter 'A' every six
seconds. Morse code 'A'— Mo(A) on the
chart— is one short flash followed by a
are ignorant of the
flashes
longer one.
Lights
/
Feux
|
..
of a boat sticking out of the water.
symbols
Soundings
Water depths are measured in feet, metres
or fathoms. A fathom is equal to 6 feet.
Depths under 11 fathoms (66 feet) will be
shown in fathoms and feet. For example,
64 represents 40 feet (6 fathoms times 6
equals 40 feet). On a metric
under 21 metres are shown in
feet plus 4 feet
1
chart, depths
metres and decimetres.
O<i»o
Soundings are shown
Long
at
the lowest level
fl»it\mg »ghl
'"
anticipated during the
life
of the chart.
This Chart Datum serves as the base figure
when determining the actual depth of
water after tide changes are considered.
The depth of water will also change season-
K»l
l^..
I
Group fl»shmg
m
1
for hazards.
hgM
During the spring, water levels rise.
the level is above (or below)
chart datum, is broadcast on the VHF radio
ally.
The amount
°;«',°:
daily on Notice to Mariners.
Steunghi
-r"^
'
Tides and Currents
uZz:°i
Group vt-V QOKk (lashmg light
"Zl
IOf>g fl»sh.ng
bghi
11
"
>
Comptaiie group fhs/"ng hghl
zz.
„
23t
Predictions of the daily changes in water
depth due to tides, are published in the
Table of Tides and Currents. Other
information must be combined with the
tide tables to determine the water depth.
Spring run off of rivers will effect tides.
Strong winds blowing for a few days will
actually push surface water. This is called
a Sieche and is common in harbours, bays
and even on
rivers.
Seamanship
Anchoring
The current arrows on charts
indicate
the direction of the Flood Current
i'^i"
...,
.
and the Ebb Current
)
j
O"
Numbers above
ocean currents indicate the
rate of the current in knots (nautical miles
(
,
the
arrow
per hour).
).
of
The
rate of tidal currents
is
found in the Table of Tides and Currents.
There is more on this subject in the
appendix.
Quality of Bottom
In the next section
we
will study the
attributes of an anchorage. One of the key
factors, however, is the quality of the
bottom and its ability to hold the anchor.
An anchor needs a certain consistency to
hold. The symbols for quality of the
bottom are letters of the alphabet. M for
mud, S for sand and Oz for ooze are just
some of the symbols that help in choosing
the proper material for anchoring.
anchor is a piece of equipment required
by Transport Canada, on boats over 8 m
(26 feet) and recommended on smaller
boats. In addition to something used to
An
hold the boat in place for lunch or overnight in some secluded cove, the anchor is
an essential piece of safety equipment. If a
sailboat loses power, fouls a line in the
propellor, or is drifting onto a lee shore, the
anchor may be the only thing between a
bad situation and the disaster of running
aground.
Also referred to as Ground Tackle, the
anchor, chain and rode must be the proper
size for the boat, be properly put together
with Shackles (hardware for joining lines
easy access.
bury anchors in
lockers so they are out of the way and the
weight of the ground tackle is placed for
and stowed
Racing skippers tend
together)
for
to
better boat speed. Cruising sailors must
keep the anchor on deck or in an anchor
locker.
PANFORTH
Seamanship
Anchoring
The
parts of the anchor are:
Scope
The
1.
Flukes
— the broad blades that
dig
the bottom.
2.
3.
Shank — lies flat on
the flukes dug in.
Stock
— positions the anchor to ensure
maximum
4.
the bottom to keep
Shackle
penetration.
— device for attaching anchor to
The three most common anchors on
Canadian cruising boats are: the Danforth,
The Plough (CQR), and the Bruce. Each
has its benefits and drawbacks. A well
equipped cruising boat will carry at least
two anchors with chain and rode. Two different types of anchors may be selected.
The main difference between the types
of anchors is the type of bottom for which
each is best suited. The Danforth is a
multi-purpose anchor and it is less heavy
than the Bruce or CQR for its rated holding
power. The Danforth does no t hold well in
light sand or soft mud.
The Plough (CQR) anchor digs deep into
the bottom. In light weeds, the plough may
also be able to cut through the growth to
find holding material. No anchor, however,
will hold in heavy or matted weeds.
The Brure anchor has become popular as
an anchor which is lighter than the Plough,
but with many of the same holding
characteristics. Neither the Bruce anchor
or the Plough folds down for storage nd
therefore should be stowed in a Bow
Roller. This device keeps the anchor on
deck and available at all times.
Length
of boat
15
ft
anchor
how
is
a
major factor
in
well a boat will stay put.
However, modern anchors hold by the way
they are designed, not by their overall
weight. Anchors are designed to dig into
the bottom.
The
flukes get buried in the
ground and the shank must stay flat along
the bottom to ensure the anchor holds
properly.
the chain.
Anchor
size of the
determining
selection
Weight of anchor
Danforth
Bruce
CQR
4
6
11.6
8
15
16.5
13
20
22.0
22
25
33.0
20
30
35
40
22
45
The chain keeps the anchor shank on the
bottom by its weight. This should not be
confused with adding weight to the anchor.
We have already stated anchors do not
hold by weight. Instead, the chain acts as a
shock absorber when the boat pulls at the
rode and anchor. The chain is lifted with
each tug not the anchor shank.
The chain further adds to the holding
power of the anchor by resisting chafing. If
the anchor rode was to drag across the
bottom, it could become snagged on rocks
or other sharp objects which litter the
ocean or lake bottom. In no time the rode
—
could wear through.
A minimum
of eight to
twelve feet of chain, resists chafing and
keeps the anchor attached to the boat.
To keep the shank and chain lying on the
bottom, the anchor rode must be pulled at
a shallow angle. If the chain and rode pull
directly towards the surface, the anchor
will be pulled from the bottom and the
boat will drift. By letting out enough rode
so the pull is quite shallow, the anchor will
be pulled into the bottom, not out of it.
The ratio of rode let out to depth of
water is called Scope. For every foot of
distance from the bow of the boat to the
bottom of the body of water, there should
be seven feet of rode. This is referred to as
a scope of 7 (7:1 ratio). In stronger winds,
when there is more pull on the rode, the
scope should be increased to 10:1. For
lunch, as
little
as 5:1 will suffice.
Seamanship
Anchoring
This means that a boat anchoring
in
10 feet of water, with three feet from the
water
to the
bow,
will require 91 feet of
rode (13 times the scope of 7). If the wind
increases, more rode should be let out until
130 feet (10:1) is attained. Anchoring in
tidal waters requires the scope be suffi-
and
crew must make sure the boat does not
Swing too far at low tide.
cient for high tide, but the skipper
Minimum
for lunch
scope for safe anchoring
and
5:1 for overnight.
A5COP^OF \0-\
HEAW WlNP^
is
3:1
Seamanship
The Anchorage
The Anchorage
There are four major factors to consider
when selecting an overnight anchorage.
They
Swinging Circle. The skipper and crew
must make sure there is nothing that will
be hit, if the boat does swing on the anchor.
One way
of reducing the size of the
circle, is to set a
are:
second anchor. This can
1.
Shelter
be done as two anchors off the bow at 45,
60 or 180 degrees, or as one anchor off the
2.
Room
bow and
3.
Sufficient depth of water,
4.
swing on the anchor
and
Good holding ground (bottom).
to
for
a
must be protected from the wind,
current and waves.
to
Swing on
the
traffic,
Anchor
With one anchor down and 150 feet of rode
swing in a circle 300 feet
out, a boat will
if
is
The reason
a topic for
an
text.
We
the difference
Lee Shore and being in the Lee
of a Shore. We decided that the latter was
the safer. When selecting an anchorage it
wide,
methods
Water Depth
we discussed
between
Room
the other off the stern.
of these
intermediate cruising
Shelter
Earlier
any
the
wind
shifts.
The length
of the
have looked at making sure there is
enough rode for the depth — scope. However, there may not be sufficient anchor
line for a particular depth, or
goes out there
may
float the boat.
The
result
if
the tide
enough depth
is Grounding
not be
to
(more on that later in this chapter).
The scope of an anchor rode may be
sufficient at low tide but the amount of
rode out will have to be increased at high
tide to maintain the same scope.
rode payed out becomes the radius of the
WrTH 70' Of nope -PiA/ep oar, ithe ^winGtinGt
RCOM
1^
140'ACRO^.
WlNt>
><£
_^'
-— -_7i
Seamanship
Emergencies
THE 5C0pe OF THE ANCHOR
WILL
-g-E
-Repucep.
We
Good Holding Ground
on chart symbols we looked
at how to identify the types of bottoms
that make up our river, lake and ocean
beds. Under the topic of anchors we saw in
what types of bottom each anchor is best
suited. Here we simply want to reiterate, if
the bottom is not suitable, the anchor will
not hold, so there is no sense in even trying.
In the section
Good bottoms
emergencies will be considered in a later
text. Here we will look at the remedies for:
running aground,
dragging anchor,
springing a leak,
a fouled prop,
rigging failure,
and
broken halyards.
steering failure.
This
are:
is
guide
S — sand
are going to look at the type of
situations that occur on daysails. Cruising
not intended to be a complete repair
— just the necessary first steps to
keep an inconvenience from becoming an
emergency.
M — mud
Cy— clay
Poor choices would be:
Running Aground
Oz — ooze
Rk — rocks,
most common "embarrassing
when the bottom
of the keel comes in contact with the top of
the bottom
the boat goes aground. This
can happen for any one of many reasons.
The chart could be misread, a buoy is
missed in a channel, or the wind has blown
the water out of a bay Seiche. Everyone
runs aground sometime, the idea is not to
do it too often and to free the boat before it
becomes permanently rooted.
There are many methods of freeing a
vessel that is aground. Each situation will
require a different solution or combination
of solutions. After determining that crew
and boat are not in peril the following
remedies include:
One
or rocky.
of the
moments"
Finally,
and
is
if
the water
is
reasonably clear
not too cold, one of the crew can
double check the anchor by diving down
and inspecting it. Every 15 20 minutes,
one of the crew should take sightings on
objects on shore to determine if the anchor
is dragging. If it is dragging, the scope can
be increased, the anchor reset, or the boat
—
moved
to a
new
location.
Emergencies
Learning to
hoist sails
sail, is
and
not only learning to
steer the boat.
It is
also
dealing with situations as they arise.
may
develop
to a point
—
Some
where
the boat and crew are in jeopardy. Most
incidents can be handled quickly and with
minimum risk. The key is to know what
forces are acting on the boat and how to
reduce their damaging effect.
situations
for a sailor is
1.
Sailing or Motoring
2.
Heeling the boat,
3.
Using a kedge (anchor),
Waiting for the tide to come
Taking a tow.
4.
5.
off,
in,
or
49
Seamanship
Running Aground
Sailing or Motoring off
Sometimes simply Coming About, or
Gybing will spin the boat around on its
keel and free the vessel. Sometimes the
most simple solutions are the best. If a
boat was sailed onto a sandbank, putting
the engine in reverse and backing off will
quite often get
it
free.
When
using the
motor in this situation, very close attention
must be paid to the engine temperature
gauge. Silt will be churned up and may
block the cooling water intake, resulting in
an overheated engine.
Heeling the Boat
If
a boat
aground
draws
5 feet of water,
and
is
in 4-1/2 feet of water, heeling the
boat will reduce the draft and the boat may
be able to be sailed away. Heeling the boat
can be accomplished by tightening the
mainsheet, shifting the crew, sails and
equipment to one side of the boat, or even
putting some of the crew out on the end of
boom.
Crew weight
ON me "^cc^
the
CAN HEU?
Using a Kedge (anchor)
A sailboat can be pulled from an aground
situation by setting an anchor in deeper
water. The anchor can be taken out in a
dinghy, or carried out on a float. The
anchor rode should be lead through the
Bow Chock to a Winch. As the anchor is
pulled
in,
the
bow
of the boat
is
pulled into
deeper water.
Waiting for the tide
to
come
in
In coastal water, a rise in the tide can help
a boat get off a reef or shoal.
should be
set,
A
kedge
so that the incoming tide
does not push the boat further aground.
By the way, Running Aground is the act
bottom while underway (in
motion). If a boat finds itself aground
of touching
while
at
anchor, this
is
referred to as
Grounding.
^^^
^fT-f l/pD/Cie INJ T
Taking a Tow
Sometimes all
WAteR.
of the attempts to free a
/
stranded vessel are
is to call for a tow.
/
fruitless.
Much
when
,
,^^
/
,.C
^
/
SHALLOW
WATER
/
..
.
final option
joining the two vessels together.
Each boat has deck cleats intended for
tying to a dock. These are not strong
enough for towing. Instead, a bridle should
be rigged around the base of the mast and
pee.T'eK
WATER
The
care must be taken
^
;
through the stern chocks.
Seamanship
Springing a Leak
Awuw /vviPHH
A
^
AHX\'CHAf\HQ
m\DlE
i
bridle on the towing boat will not only
distribute the load, but will allow the boat
to turn. If a
point, the
tow
therefore loses
When
line is
attached to a single
towing boat cannot turn and
its ability to steer.
towing:
1.
Take up
2.
Post a lookout on each boat,
3.
Make
the slack in the towline slowly,
sure no one
line in case
4. If
it
is in line
the distance to harbour
towing boat
with the low
breaks, and
is
small,
it
is far,
may
or
if
the
be better to
radio for help and have the smaller boat
stand by until assistance arrives. A long
or difficult tow may put both boats
in
jeopardy.
Springing a Leak
our list of recommended safety equipment, were tapered soft wood plugs. If a
boat springs a leak, it is most likely to be
In
one of the Through Hull Fittings that
drain water from the sinks or let water
at
into the
When
to
n.(AeGiHQ
head or engine.
a leak is detected the first task is
determine the source and the extent of
the leak
and decide
are in peril.
if
If so, call
the boat
and crew
the Coast Guard, or
harbour patrol for assistance and get the
crew ready to go into the water, with life
rafts, PFD's, flares, etc. The boat should
not be abandoned until the last possible
moment. Usually
the leak can be stopped
with one of the plugs and the water can be
pumped out. It is important to start pumping the water out as soon as possible. One
crew should be doing this while the others
are looking for the source of the leak.
A LEAK/
THROA&H-HULL
FITTING-
Seamanship
Rigging Failure
Rigging Failure
Rigging should be checked regularly for
signs of fatigue or wearing. Stays and
Shrouds are usually 1x19 wire. This means
there is one strand up the middle and 18
wires wrapped around the center strand. If
a shroud is getting weak one or more of the
strands will break, before they
This
is,
in effect,
all let go.
an early warning system
for rigging failure.
If
is to
a stay lets go, the first course of action
get the strain of the sails
and mast on
another part of the rigging. For shrouds,
all
on the windward side.
a shroud breaks, the helmsman should
come about immediately to put the presof the pressure
is
If
sure on the opposite side.
Should the Forestay part, the tension
by the luff of the jib. In fact,
will be taken
when
little
the jib
is
properly hoisted, there
or no pressure on the forestay.
is
The
Backstay can be offset
by pulling in on the Mainsheet. The mast
will be supported by the mainsail/boom/
effects of a parting
sheet assembly.
Steering Failure
When
the steering fails, most boats will
tend to turn up into the wind. This is a
result of design of the hull and the pressure
on the
sails.
This effort can be used
to
steer, or at least stabilize the boat.
Because of the affect of wind on the
sails, the effort of the
mainsail forces the
boat to turn into the wind. The effort on
the jib forces the boat to steer
away from
the wind. Using these effects, the skipper
can steer the boat by balancing the effort
of each sail.
Alternate methods of steering are espeif the skipper and
crew have not practiced rigging secondary
steering devices. On a boat with wheel
steering, the top of the rudder (Rudder
cially difficult to rig,
Post) should be visible in the cockpit.
Emergency
An
Tiller attaches to this.
If the boat has a Tiller, a second tiller
should be available, complete with attach-
ing devices. Docklines can be dragged
behind the boat
An
to aid in the steering. If the
an anchor should be ready.
anchor, properly set, can prevent a
boat
is drifting,
disabled boat from going aground.
Seamanship
Dragging Anchor
Dragging Anchor
When
a boat
Broken Halyard
drags anchor, the
first
course
When
a halyard breaks, there
is
a great
of action is to increase the scope. Quite
strain put on the luff of the
often, the reason for dragging, is
must be relieved quickly, before the sail
damaged. Easing the sheet is the first
an
increase in wind and therefore pressure on
the anchor. By keeping the shank flat on
the bottom, the holding power of the
anchor is maintained. If letting out more
rode is not immediately effective, a second
anchor can be set, or the anchor taken in
action to be taken.
strain
Then
is
As
sail.
the sail
released and the sail
alternate
methods
This strain
is let out,
is
the
comes down.
of hoisting the sail
can be explored.
and the boat re-anchored.
Summary
Fouled Prop
At the outset we said sailing is getting
it all. We have seen throughout
the book, and especially in this last
away from
Not checking
to
make
sure
all
lines are
properly stowed will usually result in an
errant dockline wrapped around the pro-
The engine should be stopped
immediately, if it has not already stalled.
Pulling on the line will sometimes clear
pelior.
the foul. Usually
have
to
however someone
go into the water
will
to clear the line.
After the engine has stopped, the sails
must be hoisted
keep the boat under
open water the crew can
repairs, or sail to a nearby dock.
control.
affect
Once
to
in
Control of the boat
is
the first order of
business.
Warning— do
not attempt to clear by
reversing the engine.
chapter, getting
away
puts greater respon-
on the skipper and crew to be
prepared for the unexpected events of
sibility
sailing.
Most, if not all, of the foregoing
emergencies can be prevented by proper
maintenance of equipment and planning
for each cruise.
t-
Lesson One
Handling the Boat
Under Power
The
the
book covered
background knowledge of
first half of this
sailing. In this half,
we
will deal
with what happens on the water.
The following on-the-water section, is
divided into six lessons, which very
closely follow the curriculum of
many
of
The
sailing checklist
lo make sure they
do not become victims of circumstances,
the skipper and crew will:
Before going sailing, and
1.
Get a weather report.
2.
Open and
North America's Cruising Schools. There
will be variations from program to program
as well as changes dictated by weather
3. Lift
conditions.
4.
ventilate the boat.
the floorboards
in the bilge.
5.
and check
for
water
Pump any water overboard
and investigate any unreasonable levels.
Check safety gear.
The skipper and crew should review the
sail plan.
6. If
the sail
is
going to be more than a few
hours, a sail plan should be filed with
the nearest harbour authority, yacht
club or friend.
Handling the boat under power
Fortunately in North America, we have out-
grown
the notion that a sailor "does not use
an engine." Today students are taught wise
use of the engine for entering and leaving
harbours, docks and when there is no
wind. This is not to say that sailors should
not learn to enjoy sailing in extremely light
air, or maneuvering in confined areas. But
there is no sense in sitting in a damp boat,
bouncing up and down in waves, when a
safe harbour is only ten minutes away
under power.
Handling the Boat Under Power
Knots: clove hitch, cleat hitch
Knots
to
be used in this lesson
Clove Hitch
Cleat Hitch
Round Turn and Two Half Hitches
Handling the Boat Under Power
The Outboard Engine
Engine Operation
The Outboard Engine
Many of the small sailboats in North
America carry small outboard engines.
Some are more basic while others have the
benefit of automotive and motorcycle
technology. They all have a similar set of
operating instructions and that is what we
are going to look at here.
Parts of the Outboard Motor
1.
Throttle
2.
Cowling
Gear shift lever
Motor bracket
Cooling water exhaust
3.
f^Ki^ oFfHe
oiMoARv
4.
5.
C0WL.1N&
6.
Propellor
7.
8.
Skeg
Choke
9.
Starter Cord
The crew
VROPOiep.
lUROfrlg
MCKOK
make
these prestart checks:
1.
Boat tied securely to dock.
2.
Sufficient fuel.
3.
"O" ring
5.
is in place, and intact.
The fuel line is connected.
Gear shift lever is in neutral.
6.
Throttle
4.
CCOHMG
will
is set
in the "Start" positicm.
Handling the Boat Under Power
The Inboard Engine
someone who knows more
Starting Procedure
referred to
One
about the particular type of outboard
engine, being used.
of the
crew
will:
1.
Pump
2.
Pull out the choke.
To stop
the primer bulb until firm.
the engine, the
crew
will:
3.
Make
1.
Put the gearshift in "Neutral."
4.
Pull slowly on starter cord, until
2.
resistance
3.
Turn
Push
5.
sure
all is
clear in the cockpit.
is felt.
the engine stop/kill button.
Pull the starter cord in a short quick
motion (being careful not
to pull
the cord
When
does not work, or no such button
choke will be pulled out until
the engine stops, or the fuel line is disconIf
this
exists, the
too far).
1.
the throttle to "Idle."
nected and the engine allowed to run out
the engine starts, the
crew
will:
of fuel.
Check for cooling water coming out the
back or side of the engine. If there is no
water, the engine must be shut off
The Inboard Engine
immediately. Operating the engine without
cooling water will seriously
2.
Push
damage
warms
Set the throttle to the "Idle" position.
4.
Check the transmission
to make sure it
skipper will never wait
until the boat is in open water to find out
reverse gear does not work.
will shift.
CHECK
A
Ti?R
COOUHQ
WA-rSR
If
the engine does not start, the
1.
Disconnect the fuel line.
Pull the choke all the way out.
Open the throttle (towards "Faster
3.
Parts of the inboard engine
up.
3.
2.
it.
the choke in slowly, as the engine
crew
will:
far as possible.
4.
Pull on starter cord again.
5.
Re-connect the fuel line after the engine
has started.
The engine
will usually start with this
method. If it does not, the spark plugs will
have to be inspected to make sure they are
not fouled. Any other problems should be
A EPICAL
EWAW^T
V\f£
Handling the Boat Under Power
Starting Procedure
The Gasoline Engine
Diesel Engines
Prestart check
Diesel engines do not have an ignition
system, as do gasoline engines. A diesel
The skipper
1.
2.
or
crew
engine does not have spark plugs, and the
fuel explodes from being put under pres-
will:
Smell for any strange fumes. Gas,
methane, hydrogen or propane leaks can
be detected readily by the odour.
Check
to see the batteries are fully
Make
take
to
away
fit
the diesel fumes.
sure the cooling water intake
Before starting a diesel engine, the
valves are open.
4.
required to be equipped with a blower
system. Most manufacturers, however,
blowers
charged.
3.
sure in the cylinders. Because diesel fumes
are not explosive, such boats are not
Make
sure the fuel valve(s)
is
open.
Before starting the engine, the crew will:
crew
1.
will:
Turn
"On" or "Both"
depending on the type of
battery selector switch being used.
batteries to the
position,
1.
Turn
"On" or "Both"
depending on the type of
battery selector switch being used.
Turn on the blower and run for at least
batteries to the
position,
2.
2.
3.
4.
weather starting device,"
5 minutes.
fumes again,
any
3.
Check
4.
continue to run the blower.
Put gear shift lever in "Neutral" position.
5.
6.
for
Put gear shift lever in "Neutral" position.
Put throttle in "Start" position.
If the engine is equipped with a "cold
if
Put throttle in "Start" position.
Pull out choke.
this will be
activated for 10-30 seconds, according to
exist,
manufacturers instructions.
Starting procedure
The crew
will:
Starting Procedure
2.
Turn the key or engage starter.
Check for cooling water flow. If no water,
the engine must be shut off immediately.
3.
Ease throttle
1.
The crew
will:
1.
Turn key
2.
When
or engage starter.
in slowly.
3.
Check
to "Idle" position.
engine starts, push choke
To shut
for cooling
water flow.
If
water, the engine will be shut off
1.
immediately.
Ease throttle
If
the engine does not start, the crew will:
1.
Smell for fumes.
to "Idle" position.
boat should be
Make
3.
Repeat steps
fumes are present the
left for 5
— 10 minutes.
sure all fumes are gone before
attempting to start the engine.
procedure.
1
will:
to 4 of the starting
push the
The only way
a diesel
by turning off the
fuel supply. A Diesel Engine Should
Never be Shut Off by Turning the Key.
Turn off the key when the engine has
engine can be shut off
2.
If
crew
Pull the fuel shut off valve, or
fuel shut off button.
4.
2.
off a diesel engine, the
no
is
stopped.
Handling the boat under power
Learning
of docks
to
maneuver
a boat in the vicinity
and other boats
part of learning to
exercises
is
sail.
is an important
This first set of
intended to develop steering
and an awareness of the boat's
speed, momentum and turning ability.
These exercises can also be used each time
skills
a skipper takes
determine
its
over a
new
boat, to
handling characteristics.
Handling the Boat Under Power
Leaving the Dock
Leaving the dock
traffic
and any other factor that might
what sequence the exercise
influence in
Communication
will take place. First, let us take a look at
For the boat to depart a dock without
some
and so the crew knows
what the helmsman's intentions are, a
simple group of Commands have been
developed. Each command begins with
"Get ready" or "Prepare" to do something.
When the crew has completed the prepara-
of these situations.
hitting anything,
tions of the task, they reply with "Ready."
The helmsman then follows up with
final command.
When
leaving the dock, the
first
the
is
given.
The crew
will reply
After a final survey
no other boat
give the
to
traffic, the
This
the
is
the
wind
off the dock
most simple situation,
resistance to
movement
hull than the back,
with the
and rudder. Since the front
keel, propeller
move
faster than the stern, the Bowline
(forward dockline) will be the first to be
released.
is
will
command to "Cast off the
how does the crew know
which dockline
to cast off first, or
going
the boat
A WINI? BLOWING- Oi -IHe
j^ocK WILL yuaw -ve -bcw
INTO 1WE POCK.
which
be going after it
leaves the dock and when they should step
aboard?
is
to
All of this should be discussed before the
first
crew
'
command
is
given.
The skipper and
will assess the wind, current, boat
""
/"
U
-JL
11—
\
\
PXK
Wlfri
OFF 1HE
V""
THE WiNP
V(X)({
j
^^^
c=
1
-peRWINOrFRCWA
1
<=>
less
of the boat will
docklines." But,
way
is
at the front of the
command
there
away
from the dock. As the wind blows on the
hull, one end of the boat will be pushed
away from the dock before the other end.
A look at the underwater profile of a
with "Ready."
make sure
helmsman
in that
will tend to carry the boat
sailboat will illustrate that there
thing
that has to be done is untie the Docklines
from the Cleats. This is referred to as
Casting off. With the command "Prepare to
Cast off the crew will untie the hitches
holding the dockline on the cleat. The final
wrap will be left in place so the boat does
not start to drift before the final
Wind blowing
T\
WINP
=
=»
Handling the Boat Under Power
Leaving the Dock
The procedure, with two crew members
and a helmsman, is for all docklines
except the bowline and Sternline (after
dockline) to be released and stowed in the
boat. The helmsman and crew decide that
the bowline will be released first, then as
the bow blows away from the dock, the
forward crew will step aboard at the
shrouds with the bowline in hand.
The crew at the stern will hold the sternline until the
Beam
the dock, while stepping aboard
shrouds, and the helmsman will put
the gear shift into forward. The crew and
at the
helmsman
boat
"Prepare
to cast off the
dock/ines"
— both
crew remove knots.
"Ready" — when they are both ready.
"Cast off (he bowline" — the forward crew
unties the last wrap, pushes the boat
away from the dock and steps aboard.
"Cast off the sternline" the after crew
—
follows.
of the boat starts
moving away from the dock. At that point
the after crew will push the boat further
away from
The commands
will continue to
keep watch for
By the way. from time to time, in the book,
have to be made, which will
clarify part of an exercise or which will
provide background to a procedure. This
will be set off from the text by the phrase.
"By the way."
a point will
traffic.
By ihe way. we have suggested stepping
aboard at the shrouds not only because the
shrouds offer an excellent handhold, but
this is also the widest part of the boat and
therefore the closest to the dock.
All docklines and Fenders (inflated
rubber tubes, to prevent damage to the
boat while docked) will be stowed
properly until they are required. The
helmsman and crew
for boat traffic.
A WINP VlDUt^G Cff
1HB
t50CK WILLTM^H 1Hg 30VJ
AWAY
TRCW\ -THE
WCK-
WINP
will continue to
watch
Handling the Boat Under Power
Leaving the Dock
Wind blowing on
the dock
With the wind blowing on the dock, the
the dock situation.
bow
bow. We will
on one side of the slip.
The crew on the sternline will be the
first to cast off. The forward crew will
will
still
be the
first
part of the boat to
bow
be affected. This time, however, the
blown towards
will be
means
the bowline
sternline
is
the first to be cast
bow
addition, since the
into the
have
to
the dock. This
kept in place and the
is
is
off.
The important thing
movement of the
assume there is a walkway
will be to control the
walk the boat out
In
being pushed
dock by the wind, the boat will
be backed out.
the
bow
in or
of the slip, either pulling
pushing
it
out,
depending on
must back into the
fairway, between the rows of slips.
the direction the boat
The Commands
By the way. no crew should jump to get
onto a boat that has moved away from the
"Prepare to cast off"
dock.
"Ready"
—
"Cast off the stern line" the after crew
steps aboard and moves one of the
fenders to the
from
bow
to protect the
The helmsman can always come
back around to pick up a deserted crew
member. Jumping to a moving boat, could
boat
hitting.
"Cast off
tf)e
bowline"
— the forward crew
releases the bowline from the dock as
helmsman puts the gear shift into
The forward crew walks the
boat back, until the beam is a foot from
the
reverse.
the dock, then steps aboard at the
shrouds.
By the way.
boat backs
if
the
wind
away from
will continue to be
is
blown
must be very careful
to
brisk, as the
the dock, the
into
bow
The
it.
crew-
bow from
keep the
hitting the dock.
Wind blowing
If
the
in line with the dock
blowing along the dock, it is
relatively easy to cast off. The procedure is
the same as for having the wind blowing
on the dock. If the bow is facing into the
wind, as soon as the bow starts moving
away, the wind will catch the side of the
bow against the dock and push it away. If
the wind is from behind, the main concern
result in a
is
that the boat does not accelerate faster
the person
wind
is
than the helmsman anticipates
it
will.
Leaving a Slip
A Slip is a dock with one end closed. This
limits the number of ways of departing
to a choice of one
backing out. The procedure is similar to the wind blowing onto
—
dunking and possibly worse, if
is caught between the boat and
the dock or struck by the moving boat.
Although this may seem like a lot of
material to digest at one time, every boat
will have one or two docking situations.
These are the ones that should be studied,
while the others will be practiced as the
lessons progress.
Handling the Boat Under Power
Handling the boat under power
Exercises
Exercises
63
—
— handling the boat
3.
Repeat the figure 8
at full throttle.
under power
The helmsman and crew
The following exercises
develop a
feel for
how
will notice that
the boat will Heel (lean over]
are designed to
more and the
turning circle will be larger, as the boat
the boat handles.
They include: Acceleration, Turning (Fast
and Slow Speeds). Stopping, Emergency
"skids" around the circle. This should
Stopping and Operating
turning
in Reverse.
Acceleration
illustrate the
1.
Accelerate
2.
Slow
3.
Accelerate to
4.
Slow
in
at
slow speed.
Stopping
This next exercise requires two points of
reference. These can be in the form of two
buoys in the water, a buoy and the end of a
dock, or two points on land. At half speed,
in clear water, the
to half throttle.
to idle.
to idle,
danger and difficulty
high rates of speed.
Repeat the figure 8
4.
Once the boat is
helmsman will:
at
helmsman
the
full throttle.
will:
then put gear shift
in neutral.
1.
Bring the boat
in line
with the
two buoys.
With each
of these exercises, the
helmsman
2.
should be aware of the time it takes to
accelerate to half speed, slow to idle speed
and then accelerate to top speed. Observations should also be
made
of
any change
shift to
move
Neutral and then Reverse, and
the throttle to a faster engine
speed.
in
the boat's handling characteristics.
As the boat passes the first buoy, the
helmsman will slow the throttle to idle,
3.
The helmsman
will note
takes the boat to
Turning
At
half throttle, the
1.
Turn one complete
helmsman
circle to
the boat crosses
in the water], the
starboard
its
Wake
helmsman
(trail left
have
will alter
The exercise will scribe a Figure 8 in the
water. The helmsman should note the size
of the circle on the water, this will indicate
— an important
docks.
to decide
if
stopping time.
the
when maneuvering around
will be repeated
opposite direction. The
to port.
the boat's turning circle
smooth.
The exercise
in
factor
it
deceleration and the gear shifting
(the right).
course
long
complete
This exercise will be repeated until
will:
is
When
how
to a
stop.
4.
2.
come
there
If
from the
helmsman will
was any difference
there
is,
the direction of
wind should be determined. The
stop-
ping time will be directly related to
whether the wind was from ahead or
behind. Stopping into the wind will be
faster.
The stopping exercise
see
how
fast
emergency
it
will be repeated to
will take to stop in an
situation. This will require
using a higher throttle setting in reverse.
This is much harder on the engine and
should be used strictly for avoiding
hazards.
'C3cnO
WINt>
Handling the Boat Under Power
Exercises— Handling the boat under power
Reversing
When
the boat
can see
how
is
stopped, the
helmsman
handle in reverse. The
figure 8 exercise will be repeated in
it
will
reverse.
By
the way, the
helmsman must
care in holding on to the
tiller
take great
or wheel.
The pressure
of the water against the
rudder is much greater in reverse and it
will be more difficult to control the tiller
or wheel at speeds above idle.
Docking under power
The same three situations apply when
returning to the dock, as did
The wind
will be
blowing
when
leaving.
on, off or along
the dock. Let us look at the last situation
first.
Wind blowing along the dock
From the stopping exercise, we learned
that a boat stops most readily when
pointing into the wind. The helmsman
should therefore find an open section of
dock that is in line with the wind.
Handling the Boat Under Power
Exercises Handling the boat under power
—
Crew Positions
To prepare for docking,
3.
the
crew
away from
with a clove hitch or slip hitch. Docklines
will be attached to the bow and stern with
and the crew
positions at the
beam
will take
4.
The crew
is
wind blows
the
bow
the dock.
will step ashore
and secure the
docklines to the dock cleats.
up
Wind blowing on
of the boat.
This
At a dock that
will bring the boat to a
stop, just before the
attach the fenders to the side of the boat
a cleat hitch
The helmsman
will
is
the
most
the dock
difficult situation.
It is
essential that the boat is controlled on its
unfamiliar:
approach.
1.
The helmsman should pass by
the dock
once, to survey placement of cleats,
1.
The helmsman
2.
from the dock with the bow angled
slightly away from the dock.
The crew will control the boat with the
height of the dock and whether there are
any hazards on the dock
2.
On
the second pass, the
itself.
helmsman
will
bring the boat within 2 or 3 feet and
will stop the boat
1
to 2
feet
docklines.
parallel to the dock.
3.
4.
5.
The helmsman
By
the way.
speed.
the
helmsman becomes concerned
The crew will step Not Jump — ashore.
The helmsman will stop the boat using
reverse gear, not relying on the crew to
safety of the crew or boat, the docking
will
slow the boat's
stop the boat with the docklines.
if
in
any of the approaches,
for the
attempt must be abandoned. The boat
should be taken around and the approach
attempted again.
Landing
in a Slip
wind situations, where the boat is
being pushed from one side of the slip to
the other, the approach is the same as for
at a dock. The big difference is there is a
closed end in the slip. If the boat is moving
too fast, it must be stopped using
In cross
docklines.
Wind blowing
off the
In this situation, the
first
dock
same preparation and
pass used in the prior exercise will be
On the final approach:
necessary.
1.
The helmsman
will steer a course about
30 degrees off the dock.
2.
As
the boat slows, the wind will start
push the bow away from the dock.
to
Handling the Boat Under Power
Summary
A
deviation from the procedure used in
landing
at a
dock, will be to rig a
Spring Line. This
the
beam
importance of
a
attached
line will be
of the boat
beam
and lead
aft.
spring line
Summary
Beam
at
The
We
have covered much in Lesson 1.
we have been interested in
Primarily
control.
is its
How
the engine
is
controlled,
ability to stop the boat without causing the
control while leaving the dock, through
bow
turns at various speeds, stoping, backing
to
be pulled into the dock.
The boat
will
slow
at a faster rate, if the
boat docks into the wind.
If
the
wind
is
up and landing at a dock or in a slip. We
have gained control by learning how long
from behind, the crew must be very quick
it
getting the docklines in place.
slow.
will take the boat to accelerate or to
From
project
By the way. a beam spring line is also
handy when sailing short handed (only one
member
in the crew).
With
a
beam spring
engine in forward and the
pushed towards the dock, a boat of
almost any size can be kept in place until
the bow and stern lines can be secured (or
line in place, the
tiller
cast off
if
leaving the dock).
Tying up
The final item
is
to
cover in this
first lesson,
leaving the boat for the night.
may change
The winds
Waves
direction or increase.
from passing boats may bounce against the
hull. The boat has to be secured and the
fenders placed in such a way that the boat
will not be damaged.
In addition to the docklines we have
already discussed. Spring Lines will be
used to keep the boat relatively stationary
at the dock or in the slip. The Bow Spring
Line runs from the bow of the boat to a
cleat on the dock at the beam or further aft.
The Stern Spring Line runs from the stern
cleat to a cleat on the dock forward of the
beam. These lines absorb the shock of
passing waves and keep the boat from
rotating. They keep the bow and stern off
the dock.
how
this
we can
anticipate or
the boat will respond in
various situations.
Finally we looked at tying up the boat.
This is something that will be repeated at
the end of each lesson.
Two
Lesson
Handling the Boat
Under
Lesson
we
2,
will look at
In
people get into sailing for
Sail
what
Knots
to
be used in this lesson:
— to go
Figure 8
Bowline
sailing. In the first lesson
handling the boat under power
— we dealt with steering, acceleration and
communication. These
immensely now
that
we
handling the boat under
we
will cover:
the mast
how
are ready to start
sail.
to attach the sails to
and boom, raise the
1.
In this lesson
sail,
2.
tie a
bowline:
The
free end of the jib sheet will be
passed through the clew of the jib.
An overhand knot short end over the
long end will be tied into the sheet.
The short end of the sheet will be pulled
until it forms a straight line from the
—
—
as well
as a series of exercises to develop sail
handling
To
skills will help us
3.
abilities.
hand
to the clew.
The other
part of the
sheet will form a loop around the shorter
end.
4.
5.
The short end will be passed behind the
long end and then back into the loop.
The short and long end will be pulled
until the
F\ikuKe gianr knot
knot tightens.
Handling the Boat Under
Attaching the Sails
Sail
!^?—
7] —
^
,
/
/
WITH NO
'SOOAA
LIFT,
^COM
1$
LOweRep
ON pecK.
/
/
/
/
)
Attaching the sails
The mainsail
There are three sides and three corners to
each of the mainsail and the jib. The
corners (head, tack and clew) are attached
to the boat by different means. The
methods of attachment and their respective
adjustments influence the three sides: the
luff, foot and leech.
The tack is secured to the forward end of
the boom by the Tack Pin. This part of the
sail will remain stationary. The clew is
attached to an adjustable device, called the
Outhaul. The purpose of the outhaul is to
put tension on the bottom edge of the sail
the foot — by pulling back on the clew.
Finally the Halyard attaches to the head of
the sail. The halyard is used to raise the
sail. This puts tension on the luff.
The
with
luff of the sail is
secured to the mast
slides, slugs or a bolt rope.
the sail
is
attached to the
The
boom by
foot of
the
same methods.
To attach
—
the mainsail:
1.
The clew
2.
boom.
The clew and
will be fed into the groove in
—^
'J
^
-T'^"'
y
/
HALYARP
the
foot of the sail will be
pulled into the groove, until
all of
CLEATep.
yV
the
foot is in place.
3.
The tack pin
will be fastened to
keep the
tack in place and then the outhaul will
fe/
be tensioned.
4.
The head
of the sail will be fed into the
groove and the halyard will be
attached to the head ol the mainsail
with a Shackle.
luff
-''--'
"-^^nmi^l
^ba
Handling the Boat Under Sail
Attaching the Sails
By the way,
a mainsail using slugs or
slides will normally be left on the
and these preceeding steps
necessary after the
boom
will not be
first time.
Attaching the jib
Although the jib has the same three
corners and sides as the mainsail, the
method
of
attachment
is
The
different.
luff
of the jib attaches either to the forestay
with Hanks or feeds into a
slot referred to
as a Foil.
Hanks are brass or plastic fasteners that
grasp loosely around the forestay. If a foil
is
being used, an attachment to the fore-
stay contains a groove, into which the luff
(lufftape) of the jib
can be inserted. Most
cruising boats will use hanks at this intro-
ductory level and for that reason,
deal primarily with hanks.
The tack
we
will
/j1
of the jib will attach to a
Shackle or Tack Hook on the deck. These
serve the same purpose as the tack pin on
the mainsail. There is no outhaul on the
jib.
i
HALYARD
K ATtACHED
Instead, Jib Sheets attach to the clew of
and when pulled on by the crew,
apply tension to the foot of the sail.
The knot used to attach the jib sheet to
the clew of the jib is called a Bowline
(pronounced bo-lin).
the jib
/
The bowline will form a non-slipping temporary loop. The knot can be easily released,
^"'"^^^.^
even after being under strain, by peeling
back the loop to loosen the entire knot.
Once
the jib sheet
is
^^
attached, the long
end will be lead through
a Fairlead
(leading block or piece of hardware) to the
To keep the jib sheet from slipping
back through the fairlead, a Figure 8 knot
cockpit.
will be tied into the end.
To
tie
-
1
1l
a figure
8 knot:
cf?ew
\ HJL15 0N
1.
2.
The shorter end of the line will be
passed around the longer end.
When the shorter end is back to where
n\ HALYARD.
it
started (360 degrees) the shorter end will
be passed through the loop.
3.
The knot
will
form
a figure 8.
Finally in attaching the
jib,
the jib sheet
around a Winch. A winch is a
mechanical device used to assist in pulling
on lines. The proper use of the winch will
be covered in Lesson 3.
will be lead
^
^"~^
~~^lfllfl
Handling the Boat Under Sail
Raising the Sail
Raising the sail
For this exercise, we must assume the boat
is on a dock or in a slip with the wind
blowing from the bow. If it is not, the boat
will have to be moved to a slip or into open
water, where the wind can be kept over
the bow.
Crew
positions
Raising the mainsail usually requires
3 people.
Although
with fewer crew,
it
can be accomplished
it
not recommended
The crew will be
is
a learning situation.
in
positioned with one at the mast, one at the
end of the halyard and one in the cockpit.
Before raising the
1.
sail:
The crew will uncoil and release
Main Sheet, Boom Vang and the
Downhaul or Cunningham. Each
will prevent the sail
the
of these
from being raised
smoothly.
2.
The crew on
it
is
the halyard, will
make sure
uncoiled and ready for hoisting.
4.
The crew in the cockpit will release
Boom Topping Lift.
The crew on the halyard will start
5.
The crew
3.
pulling on the halyard to raise the
at the
mast
will
watch
sure the sail does not jam as
it
it
be used for the last few inches.
sail.
to
make
goes up.
By the way. although there may be
to assist in hoisting the sail,
the
a
winch
should only
If
not
properly controlled, the power developed
using a winch can easily
sail.
damage
a
jammed
VEf^TiCAL
WRINKLE
IN
LUFF
Handling the Boat Under Sail
Exercises Using Only the Mainsail
6.
The
sail will
sail.
the
be properly tensioned
when
wrinkle in the luff of the
This wrinkle will smooth out, when
there
is
a single
wind
The crew should practice
lowering the
sail
taking the boat
WINt>
the sail.
fills
raising
and
several times before
away from
^-^
the dock.
MAINSAIL
1^
Exercises using only
the mainsail
With the mainsail hoisted, we will look at
some exercises to develop basic sail handling and boat control skills. First of all, we
have to get the boat moving. To propel the
boat, the sail must be Trimmed relative to
the direction of the wind. To start this first
WIND
(z)The crew
$HE£r5 IN
IN
exercise:
THE
MA1N5A1L
1.
The helmsman
that
2.
One
will position the boat, so
angles to the wind.
at right
The mainsheet
(let
3.
it is
will be completely
Eased
out).
of the
crew
will pull slowly in
WINt>
on
the mainsheet.
As the sail comes in, the boat will start
move forward. The Luffing of the sail
to
(rattling and shaking) will slow as the
comes towards the center of the boat.
sail
Eventually the luffing will stop completely.
4.
The crew
will
Ease
(let
out) the
the sail starts to
The crew
luff.
will Sheet In (pull in] the
main
sheet, stopping just as the sail stops
luffing.
Basically, this
is all
boat going. Keeping
more lessons.
there
it
is to
MAINSAIL
F6ILL
ANP
The :poat
FORWAKP.
mainsheet again. The boat will slow, as
5.
©THE
^
getting the
going will take a few
1$
Handling the Boat Under Sail
Exercises Using Only the Mainsail
Handling the Boat Under Sail
Exercises Using Only the Mainsail
Coming about
Eventually the boat will have to be turned
around. The
Ivi'o
irom
helmsman can
Let us look at
it.
turn in either of
— towards the wind or away
directions
what happens when
the first course of action
is
Gybing
If the helmsman were to keep
Leeward (the side away from
the boat will
have
the
to be turned
the direction of the
wind
buoys
to
the wind),
away from
to turn
around
the buoy.
selected.
For this exercise, we will need two
buoys set 30 60 feet apart. The faster the
1.
—
is moving, the greater the distance
between the buoys should be. Keeping the
buoys to the Windward Side (the side
towards the wind):
As
the
buoy is being left to the leeward
helmsman will turn the boat
side, the
around the buoy.
boat
2.
As
the stern of the boat points towards
the direction of the wind, the mainsail
will be
blown from one
side of the boat
to the other.
1.
The helmsman
2.
one of the buoys.
As the boat passes one buoy, the
helmsman
will steer the boat past
will turn the boat
3.
the boat turns, the
to luff.
As
wind, the
main
sail
sail will start
will pass over the
When
the boat has com-
and
is
pointing back
towards the other buoy, the sail will have
passed completely from one side of the
boat to the other.
3.
As the boat points to the other buoy,
helmsman will straighten the boat's
the
The crew on
the mainsheet will ease the
sheet until the sail luffs and then pull
in again, until the luffing stops.
from blowing over one side of the boat to
blowing over the opposite side. Both also
result in the sail changing from one side of
the boat to the other.
The primary difference is the direction
helmsman turns the boat to accomplish
these changes. When coming about, the
the
is
when
towards the direction
gybing, the turn
it
sail is
Since the sail does not luff when gybing,
does not lose any power. The sail
changes from one side of the boat to the
other much more quickly than when
coming about.
We
At the next buoy, the helmsman and crew
will repeat this maneuver. Each time they
in a later lesson.
will turn the boat into the direction of the
or
the sail.
to the other
of the wind,
away from
the wind.
this later).
wind, steer
is
it
This will
trimmed properly, relathe angle of the wind. (More on
ensure the
tive to
The difference between coming about
and gybing
Coming about and gybing accomplish the
same thing. They are both maneuvers to
turn the boat, so that the wind changes
turn
heading.
4.
to sheet in to
not luff throughout a gybe.
and boom
pleted the turn
have
around the
the boat points directly into the
center of the boat.
will not
stop the sail from luffing. The sail does
buoy, towards the direction of the wind.
As
The crew
buoy and re-trim
The decision
will learn to control this
whether to come about
by circumstances.
If the direction we wish to travel is to
windward, we will more than likely come
about. If we are sailing away from the
wind, we will probably choose to gybe.
gybe
of
will be dictated
Handling the Boat Under Sail
Raising the
Jib
Handling the Boat Under Sail
Exercise for Mainsail and [ib
Raising the
jib
I
Two
us look
let
than one, so
sails are usually better
power
the
at raising
of the
main
Under
jib.
r"^
the
sail:
1
1.
2.
3.
Before raising the
jib,
HALVARP
K ATTACHEP
the jib sheets will
be clear and uncoiled.
The helmsman will position the boat so
the wind is about 20 to 30 degrees off the
bow of the boat and the halyard is on the
windward side of the boat.
One crew member will be on the bow to
make sure the sail does not jam while
being hoisted.
4.
The second crew member
will prepare to
-.-.J-^
raise the halyard.
5.
The crew
by hand,
will raise the sail
using the winch,
if
available, as a
Snubbing device. Remember we
will not
use the mechanical advantage of the
6.
winch, except
to put final
the luff of the
sail.
The
pressure on
have sufficient tension
crew can see a vertical wrinkle
sail will
when
the
in the luff of the sail.
7.
When
the sail
is
helmsman
wind is at
hoisted the
will turn the boat until the
right angles to the boat.
To
1.
2.
trim the
jib:
One crew will trim the mainsail.
The other crew will wrap the jib sheet
around the winch in a clockwise
The crew on
the jib sheet will start
pulling in on the jib until the sail stops
luffing.
The crew
will observe the mainsail will
start to luff as the jib is
normal, as the
over the main
4.
~
\
11
direction.
3.
h
trimmed. This is
flow of air
jib is altering the
sail.
The crew on the main
the main sail.
sheet will retrim
L
^^^^^
C^EW
\ RJL15 0N
U\ HALVATO.
H"^
Handling the Boat Under Sail
Exercise for Mainsail and Jib
Exercise for mainsail and jib
The helmsman and crew
INCORRECT
will repeat the
figure 8 exercises used for the mainsail,
with the same buoys. The big difference
be having to control the jib
LOOf?
this time, will
from one side of the boat
to the other.
Using a winch
A winch has a great mechanical advantage
— doubling or quadrupling the pulling
power
the
of an individual. In using a winch,
crew
will
have
to
follow certain safety
procedures.
When
1.
2.
sheeting
in:
The crew will wrap the sheet twice
around the winch (clockwise).
The crew must be careful not to get
fingers caught between the sheet and
winch.
3.
The sheet is pulled in by turning the
winch handle and pulling on the sheet
(called Tailing).
When
1.
easing the sheet:
The crew
wraps on
hand on the
winch drum. This will act
will place the right
the
as a brake.
2.
The crew
will use the left
hand
to feed
the sheet onto the drum.
3.
The crew can add
or take off
wraps to
power
increase or decrease the holding
of the winch.
Each wrap increases the
sheet friction on the winch.
To
release the sheet
3.
when coming
about:
pressure on
4.
1.
2.
The other crew member
the windward jib sheet,
The crew will untie the sheet from cleat.
As the jib backwinds and starts to blow
to the other side of the boat, the crew
will strip the wraps from the winch by
As
it.
and the wind changes
from one side of the boat to the other, the
the boat turns
jib will start to
it
pulling up on the sheet.
will take care of
the one without
does
this, the
blow across the boat. As
crew on the leeward side
will release the jib sheet
from the winch,
allowing the
to the
sail to
pass
other side
of the boat.
When coming
about with the
jib:
5.
The crew on
in
1.
The mainsail
will be left
unattended for
the time being.
2.
One crew
6.
on the
jib
the opposite side, will pull
sheet as
new side.
As the helmsman
it
comes
steers
towards the
other buoy, the crew on the
on
the leeward side of the boat, the one that
is under pressure.
will control the jib sheet
to the
new
jib
sheet, will ease the sheet until the sail
luffs,
7.
then pull
it
in until the luffing stops.
The other crew will trim
the same manner.
the
main
sail, in
Handling the Boat Under Sail
Exercise for Mainsail and Jib
Handling the Boat Under Sail
Gybing with the [ib
Handling the Boat Under Sail
Gybing with
Gybing with the
jib
When gybing
jib:
1.
2.
with the
The helmsman
the Jib
gybe the mainsail.
See Lesson 3 - Gybing.
As the stern of the boat turns around the
buoy, the two crew members will control
will
the jib sheets.
3.
As
the jib starts to
the
crew on the one
blow across the boat,
that
pressure will release
4.
The crew on
pulling
5.
When
it
new
the
was under
it.
jib sheet will start
in.
the boat
is
crew on the new
back on course, the
sheet (the one under
Lowering the
1.
The helmsman
4.
-_^-^^_^^^
--!^^:==--
4~V—
^Bk\^^nt-^y^^^==*^
FLAKIN& ^—-^
will steer a course so that
luff slightly.
down
GATHERED
s^^^
sails
One crew member
pull the jib
3.
\
jib:
both sails
2.
'HX HALYAKDIS
\ -RELEAeED
\ AND THE
\ SAIL IS
jib.
At the end of the lesson, the sails must be
lowered before the boat is taken back to its
slip. The jib was the last sail raised and
therefore the first sail lowered. To lower
the
^
jib
tension] will retrim the
L_^
/
will be on the
bow
THE
1^
/'^-^y
""^^^*
/V\AIN5AIL
to
the forestay.
Keeping the jib sheet fastened, the crew
on the halyard will ease the halyard and
the crew at the forestay will pull the jib
down.
The other crew member will take care of
5.
The
sail
should be tied lightly to the
the halyard left attached to
boom and
the head of the sail, until the boat
up
is
tied
in the slip.
the halyard.
5.
As soon as the sail is on
wrapped loosely to keep
deck,
it
it
will be
Folding the sails
from blowing
off the deck.
The Mainsail
Two
of the greatest causes of
wear on
and
Before lowering the mainsail, the engine
will be started and put in gear. To lower
sails are sunlight (ultra violet rays)
the mainsail:
sails will
wrinkles. Proper folding and covering of
extend their life considerably.
is going to be stored on the
should be flaked and covered.
If
the mainsail
1.
The helmsman
will steer the boat
15—20
boom,
it
degrees off the direction of the wind.
2.
One crew member
pull the sail
will be at the
down and
mast
to
take care of the halyard.
3. If
the
boom does
To
1.
lift, care will have to be taken, to
keep the boom from hitting the deck
when lowering the sail.
The mainsheet should be pulled in to keep
the sail and boom from swinging around.
One crew member
will be positioned at
and the other will be in the
cockpit, at the end of the boom.
Working together, the two crew
the mast
not have a permanent
topping
4.
flake the mainsail:
the other will
2.
members
will take a fold of the mainsail
(usually about 2 3 feet in width] and
—
lay
it
over the boom.
Handling the Boat Under Sail
Folding the Sails
4.
Using successive folds, the sail will be
flaked on top of the boom.
Sail ties will be used to keep the sail in
5.
A
sail
to
keep
3.
place.
cover will be placed over the
next time
If
is
it
the mainsail
stored,
as the
To
1.
and sun
dirt
boom
taken off the
to
be
same manner
jib.
fold a
The
is
needed.
will be folded in the
it
sail
off the sail until the
jib:
sheets will be detached and
jib
coiled.
2.
The
sail will
be laid out on a clean,
flat
surface.
3.
One crew member
will be at the tack
and
the other at the clew of the sail.
—
5.
Taking a panel of sail (2 3 feet wide)
the two crew members will fold the
panel towards the foot.
The crew will repeat this process until
6.
The
4.
all
of the sail is fan folded.
sail will
and placed
With
all
1.
Turn
2.
Put
3.
4.
5.
be rolled (not too tightly)
in a sail bag.
gear properly stored, the crew will:
off all electrical
all
equipment.
gear away.
Double check the dock lines.
the deck and cockpit.
Lock the boat.
Wash
Lesson Three
Sailing Better
the first two lessons we learned to
handle the boat under power, steer,
In
raise sails
around
we
some
One crew member
jib
and keep the boat moving
a small course. In this lesson,
will refine
1.
2.
and prepare
intended to teach a greater independence
on the water, as well as a greater ability to
winch.
In
3.
1
we
dealt briefly with
we
the series of
proper
sail
commands and
will
comexpand
we
When
to release the sheet
from the
has been done, both crew
this
are prepared.
practice
trim for each angle relative to
the direction of the wind. Finally,
the old
members will reply they are "Ready."
The helmsman will not go any further in
the maneuver, until both crew members
decisions.
Lesson
new
clockwise
sheet (on the leeward side) off the cleat
of the skills of sail
munications. In this lesson
it
around the winch 2 — 3 times.
The other crew member will take
handling. These sailing exercises are
make
will prepare the
sheet by wrapping
4.
With
readiness, the
all in
helmsman
will
indicate the turn will begin with the
will
practice stopping the boat in open water.
This exercise is the forerunner of many
phrase "Helms a'Lee."
other maneuvers involving stopping the
Helms
boat.
turned
tiller
a'Lee
means
the tiller (or wheel)
is
than normal. The
will be turned towards the leeward
at a greater angle
side of the boat.
Communications
5.
As
6.
As
Coming About
"Prepare to
Come About"
"Ready"
"Helms a'Lee"
7 ivords.
is
and having
at
each point of this
the difference
to try again.
says "Prepare to
and mainsail cross the boat,
will pull in
7.
What happens
the jib
the crew on the side of the
These are all the words that need to be
spoken to instruct the crew to bring the
boat about. In Lesson 2 it took several
pages to cover the procedures for this.
Now all we need are three commands
command
the boat turns into the wind, the crew
on the old jib sheet will release the sheet
from around the winch.
Come
between success
When
About";
the skipper
As
the
new
on the
helmsman
course, the
by easing them
new
jib sheet,
sail.
steadies the boat on
crew
its
will trim the sails,
until they luff, then
sheeting in until the luffing stops.
Sailing Better
Sail
Gybing
The commands
gybing
for
Trim
are:
"Prepare to Gybe"
"Ready"
"Gybe Ho"
To prepare
1.
for a gybe:
The crew on
the old jib sheet will take
the sheet off the cleat.
2.
The crew on the windward
side of the
wrap
boat (opposite the mainsail) will
the
new
around the winch
jib sheet
in a
clockwise direction.
3.
The helmsman
will not only turn the
boat, but will also
have
to
"gybe"
LIFT flM-L"? fH^
^OAT RDRWAI^p.
the mainsail.
In Lesson 2, we allowed the mainsail to
gybe by itself, then the crew gybed it by
grabbing the mainsheet and assisting the
sail
across the boat. In this lesson,
we
will
Power, Wally Ross describes the four
Sail
be concerned with gaining more control.
properties of wind. For our discussion, the
Before the mainsail crosses the boat, the
first
helmsman
to bring the sail into the center line of the
As
boat.
side, the
sheet
the sail starts to
helmsman
and allow the sheet
This
is
to
wild, uncontrolled
stronger.
other
to the
run
the
in a
wind
An
Uncontrolled Gybe is hard
and equipment, not to mention
on the sail
the danger of a crew member getting
the boom.
Sail
attracted toward low pressure areas and
We
will
from gybing
sail
manner when
hit
by
Trim
all
know
because of
air
sail, is
the
moves
was
boat
helmsman and crew
develop basic
allow the
skills,
without the worry of traffic, thinking
about destinations and having to perform
more complicated maneuvers. We have
now covered the basics and it is time to
put these skills to
First
we have
some
practice.
to look at
how
a boat
—
in very simple terms. This subject
can get extremely complicated, therefore, it
should be read as background knowledge
sails
and not essential information, at this point.
Let us look at what happens to the wind
when it meets the luff of a sail. In his book
it
As
lower pressure,
to the
restricted course. This
to
As
attracted toward low pressure areas."
takes the sail (wing) with
to
as the
meets the wing, the flow of air splits. To
get around the curved surface of the sail
(or wing) the air must speed up. This
faster air causes a lower pressure zone on
the leeward (curved) side of the sail.
Our property of wind said "that air flow
kept the boat on a
this point,
same
cross section of an airplane's wing.
is
we have
that an airplane flies
flow over the wing. The
cross section of a
the air flow
To
in
is
repelled by high pressure areas.
main
It
the important one.
stream normally flows
is
free air
straight parallel lines, but the flow
free.
called a Controlled Gybe.
be used to prevent the
is
blow
will release the
property
The
on the main sheet,
will sheet in
it.
it
Hence the
moves forward. Simplistic? — yes.
—
Oversimplified? not for our purposes.
If we can accept the fact that boats do
sail using the wind in this manner (and if
it
is
not true, don't
Canada), then
the 10,000 sailors in
tell
we can
get
on with the
important task of learning
air flow efficiently.
To
this point, the sail
by easing the
sail until
how
to
use this
has been trimmed
it
luffs,
and
sheeting in until the luffing stops. Let us
see
how
air flow.
this relates to
our discussion on
Sailing Better
How
A
sail
when
As we
breeze.
Read Ticklers
Enough of the
work in
hoisted and not sheeted at
acts like a flag
all,
to
and flaps
(luffs) in the
ticklers
1.
—
wind, the
efficient angle to the
is
To
how
trim the
the
sail;
sheet in the air flow starts to
bend around the curved surface of the
sail
forward motion begins. As the sail
nears its optimum Sheeting Angle, or most
smooth and
theory. Let us see
practice.
air
flow
is
The helmsman
will sail the boat
straight course with the
on a
wind blowing
over or just forward of the beam.
2.
the boats forward motion
The crew on the
jib sheet will
ease the
sheet until the sail luffs.
best.
leu^-rAig^
lOOfAKAWAV
pTOM WINP.
What
happen
will
if
the
crew continues
to sheet the sail in after the luffing
3.
Watching the ticklers, the crew will pull
in on the jib sheet, stopping briefly when
4.
The crew
has
It would be like attaching the
wings of a plane at a vertical angle. There
would be a lot of drag and no lift. The air
flow Stalls, the sail loses its efficiency and
stopped?
the outside tickler stops luffing. (#3)
will continue to pull in on the
sheet until the inside tickler stops luffing.
the boat slows.
The
sail will
be properly trimmed.
(#2)
There are aids on the boat to indicate
whether or not the air flow is smooth and
efficient. These are called Ticklers
(telltales or woolies) and are located on the
5.
The crew
will then pull in
on the sheet
until the outside tickler luffs. (#1)
6.
The crew
will ease the sheet until both
ticklers are streaming straight back. (#2)
luff of the jib.
Easing and Hardening in on the jib sheets
only one of the ways the sail can go in or
is
How to
Read the Ticklers
out of trim.
Two
others are: the boat turn-
wind Shifting (changing
directions). If the wind shifts, and it does
regularly, the crew will retrim the sails
using the sheets. If the helmsman wants to
ing or the
The
ticklers indicate a disturbance in the
flow of
eased too far, the
is sheeted in, the
will stop luffing and the tickler on the
sail
the sail
air. If
sail will luff.
As
is
the sail
luffing as well.
a
little
sail is
If
The
inside tickler will take
longer to stabilize.
When
it
does, the
properly trimmed.
the sail
is
stream back. The
outside tickler will start to luff as the air
flow on the
stall. If the
sail
lee side of the sail starts to
outside tickler
should be eased.
is luffing,
the
have
to
be
as to whether re-trimming the sail
more dramatic
maneuver (coming about or gybing) will be
will be sufficient, or a
necessary.
pulled in further, the inside
tickler will continue to
alter course, then a decision will
made
lee side of the sail (outside) will stop
Sailing Better
Points of Sail
Points of Sail
To
date,
on our controlled course, we have
started with the
boat.
wind
The boat can
at right
sail at
angles to the
many
angles rela-
about 45 degrees off the wind's direction.
As soon
as this point
must be eased
to
is
passed, the sails
keep the boat sailing
tive to the wind. These are called the
Points of Sail. With the wind on the side,
the boat is sailing on a Reach. A sailboat
efficiently.
can also sail in a direction towards, or
away from the wind.
With the sails pulled in as tight as they
the sheets will continue to be eased. At one
can be without being completely flattened
out, a boat can sail at an angle of about
45 degrees off the direction of the wind.
ing the
This point of
sail is referred to as
Close
Hauled.
wind is blowing on the stern, the
on a run. The following sequence of
diagrams, shows the relation between the
If
boat
the
is
different points of sail.
Starting from a position, pointing direc-
can turn
wind— Head to Wind— a boat
away from the wind to either side.
The
point of
tly into the
first
sail,
close hauled,
is
As
boat
the helmsman
away from the
point, the
main
continues to turn the
direction of the wind,
sail will act as a
wind
block, preventing the air flow from reachjib.
At
this point, the jib will
wind and the boat
Run.
Turning back towards the direction of
the wind, the jib will fill as the boat starts
to Reach. When the sails are hauled all the
collapse from lack of
will be sailing on a
way
in and the boat is sailing as close to
wind as possible without the sails
luffing. Close Hauled has been achieved.
the
Reaching can be subdivided into three
Beam Reach and Broad
parts: Close Reach,
Reach. The beam reach occurs when the
wind is on the beam (right angles to the
Sailing Better
Points of Sail
^^r/^j^g!^
^^^
/
jj
'^l^vl ^
^
'^
11
9
m
''^\
iM^^m
^^^
^
^1
1
\
By the way.
at this point,
it is
better to be
able to adjust the trim of the sail for
various points of
names
than
sail,
to
be able
to
each point. The names
will come, so concentrate on learning to
recite the
of
trim the sails.
Exercise for Points of Sail
Starting from a
beam reach (wind
at
90 degrees off the bow):
3.
The crew will trim the sails.
The helmsman will slowly turn the boat
towards the direction of the wind.
The crew will trim the sails as the boat
4.
The crew
1.
2.
turns.
Hi
=
hauled
41
^VF'
Wl y /m
7
Between a beam reach and close
is a Close Reach and between a
beam reach and running is a Broad Reach.
boat).
/
'
/J
^^
helmsman when
will tell the
the sails are sheeted in as far as possible.
5.
At
this point, the
helmsman
will
make
sure the ticklers are streaming straight
back by altering the course of the boat.
1
By
the way, the changes in course should
be subtle. There will be a delay between
the turning of the boat
and the action
of
One of the greatest problems
for new helmsmen is not waiting long
enough for the ticklers to respond. The
the ticklers.
result is oversteering
^
f
^^'^^^^^ i^w\ ^^^^^^^^B
6.
With the boat
course, the
crew
away from
the
wind.
7.
As
the boat
is
being turned from the
direction of the wind, the
sails properly
Ml
/
.
will tell the
the boat will be turning
8.
.
erratic boat control.
sailing a close hauled
helmsman
the sheets (main
^^Bfe
and
/
3L
\
will ease
keep the
trimmed.
the jib starts to collapse, the
reach.
9.
The helmsman will turn the boat away
from the wind and the crew on the jib
sheet will pull on the opposite sheet to
direct the jib across the boat.
By
sail
the way, this action will result in one
being on each side of the boat. With
two sails billowing
Wing-on-Wing.
the
WIND
crew
jib] to
helmsman will straighten the boat's
course. The boat will be on a broad
l^^^^^^^^^^M
V
When
and
out,
we
are sailing
Sailing Better
Coming About and Gybing
10.
The helmsman
turn so
far,
will be careful not to
to gybe.
11.
The helmsman
12.
The crew
back
13.
to a
Coming About and Gybing
as to cause the mainsail
will then steer the boat
beam reach
course.
2, we learned that coming about
maneuver in which the boat is turned
towards and through the direction of the wind,
In
Lesson
is
a
change
to the opposite side of
back to the
leeward side of the boat and both crew
members will trim the sails for each
until the sails
point of
hauled course on one tack to a close
hauled course on the other tack. See
Chapter 4— Rules of the Road for definition
will guide the jib
sail.
The helmsman will bring the boat
about and the exercise will be repeated
with the wind on the opposite side of
the boat.
To refine the definition, it should be
added that coming about is from a close
the boat.
To practice this:
The helmsman will bring the boat to a close
hauled course, as the crew trims the sails.
2. When the crew is set the helmsman will
give the command "Prepare to come about."
3. With the proper preparations, the crew
of Tack.
1.
will reply with a "Ready."
4.
At the command "Helms
helmsman
a'Lee," the
will turn the boat
towards the
direction of the wind.
^^o^'^^i^.
fePH\?eN:)^
WINP
CLO^g-FEACH
Sailing Better
Coming About and Gybing
5.
As
the sails cross, the
crew
will retrim
the jib for a close hauled course.
6.
When
helmsman has
the
close hauled course, the
the boat on a
maneuver
will
be repeated.
By
the way. close hauled
is
defined as
sailing about 45 degrees off the direction of
When
the wind.
boat,
it
must
45 degrees
helmsman turns
the
the
travel through an arc of
be pointing into the wind and
to
an additional 45 degrees to achieve close
hauled on the opposite tack a 90 degree
—
turn in
To
all.
knowing how
assist the
helmsman
in
shore or in
an object on
the water, that is 90 degrees
windward,
will serve as a target.
far to turn,
complete, the
turn
is
will
have
to
Once the
helmsman and crew
to retrim the sails.
—
This exercise should be repeated 5 10
times, as long as room permits. After that
the following gybing exercise can be
Gybing
practiced.
the boat
is
on
is
changing tacks when
a run.
The boat need only turn a few degrees
while gybing. To practice this:
1.
The helmsman will steer the boat until it
is on a run and the crew has drawn the
jib to the side of the
mainsail
2.
For the
boat opposite the
— Wing on Wing.
first
part of the exercise the jib
will be ignored.
3.
One
of the
crew
will take care of the
mainsheet.
4.
5.
With the command "Prepare to Gybe,"
from the helmsman, the crew will begin
to sheet in on the mainsail.
As
the sail reaches the center of the boat,
crew will say "Ready."
Working closely with the crew, the helmsman will turn the boat, saying "Gybe Ho."
As the sail starts to blow to the opposite
side of the boat, the crew will release the
main sheet and let it run out as far as it
the
6.
7.
will go.
8.
The other crew
will set the jib to the
opposite side of the boat. This exercise
will be repeated 5
— 10 times.
By the way. the object of this exercise is to
have the mainsail sheeted to the center of
the boat and be fully eased on the opposite
side of the boat, in one continuous motion.
For this the helmsman and crew will have
to practice
— practice — practice.
Sailing Better
Stopping
Stopping
As
we
the final exercise in this lesson,
are
4.
Although a boat will slow if the sail
we have found the boat has to be
pointing more into the wind than away
from it, for the boat to actually stop. For
eased,
this reason,
we
will choose a close reach
course, to execute the stopping exercise.
To stop
1.
2.
The helmsman
will approach the buoy
on a close reach course.
The crew will luff the jib, to slow
When
the boat
is 3
— 5 boat
lengths
from the buoy, the helmsman will
instruct the crew to "Ease the
mainsheet."
to
determine
if
helmsman
the boat
is
will
going to
5. If
the boat
is
helmsman
"Harden
6.
When
moving
too slow by, the
will instruct the
crew
to
on the mainsheet."
the boat appears to have enough
in
momentum,
the
instruct the
crew
helmsman
to
will again
"Ease the
mainsheet."
the boat:
the boat.
3.
the boat slows, the
be able to reach the buoy by gliding.
stop.
is
As
have
going to practice bringing the boat to a
away
By
the way,
it
will take a
number
of tries
before the helmsman's judgement becomes
sharp. The time must be taken now to
develop this skill. The approach and stop
will be integral parts of
Sail
and Rescuing a
Docking Under
Overboard.
Man
Sailing Better
Summary
Summary
We
are
now
Trimming
into the heart of sailing.
coming about and
gybing are the exciting and rewarding
the sails,
parts of sailing well, but they take
practice. In this lesson
we have concen-
trated on trimming the sails
ticklers
and relating
sail
various angles a boat can
the wind. Finally
by using
trim to the
sail relative to
we performed
important exercise
a short but
— stopping the boat.
89
Lesson Four
Rescuing a
Man
Overboard
Many
The Upwind Leg
of the basic skills
and
second lessons were combined in the maneuvers
covered
presented in lesson
3.
in the first
In this lesson sailing
close hauled, sailing on a reach or a run,
coming about and gybing
into one exercise
will be
— sailing around
angular-shaped course.
A
combined
a tri-
triangle course
all the situations that would be
experienced on a short or long cruise. This
is a final preparation for open water
simulates
sailing.
In this lesson,
we
will also look at
how
open water (Heaving to),
in order to effect repairs or simply to rest.
More advanced sailors use heaving to as a
basic storm survival tactic and new sailors
to stop a boat in
will find
it
The term Beating vividly describes
first
part of this exercise. Sailing
the
towards
must sail close hauled,
coming about several times to reach a
destination straight up wind. This is called
beating to windward.
Concentration and control are essential
components for success in this exercise.
The helmsman must concentrate on the
ticklers to keep them streaming back and
make the boat sail efficiently. The crew
must control the sails as the boat comes
about, so that speed is maintained. The
the wind, the boat
beneficial for taking a breather.
• .^^
Sailing a triangular course
This exercise requires three buoys set as in
the diagram. Buoys 1 and 2 must be in line
with the wind and far enough apart to
allow 5 7 tacks between them. Buoy 3
should be set to form an equalateral
—
triangle (3 sides the
course
to
is
around
#2 and return
all
same
distance).
The
three buoys, then back
to #1.
^X^:.,
I
Rescuing
Crew
Man Overboard
Position
helmsman must
also be Kareful not to
oversteer as the boat comes about.
By
(he way,
coming about
is
also refer-
red to as Tacking. However, with the
overuse of the term tack, coming about
is a
understood term. Tacking is the act
f changing tacks. Gybing is also referred
as Tacking Downwind. It is only
lentioned here, because 'old salts' insist
n using the term 'tack'.
I'tter
I
Crew
Now
position
crew
more important part in
sailing the boat efficiently and getting it to
where it is going. The helmsman must be
that there is a destination,
position will play a
in a
position to see the ticklers on the
n addition,
any
traffic that is in the
jib.
view
helmsman can be avoided. A sailhowever, has blind spots. It is difficult to see through the jib, therefore one of
the crew wil have to sit in a position to see
Ducoming traffic from the leeward side.
I
if
the
oat,
As
the boat
comes about, the helmsman
have to move to the other side of the
boat and re-establish a vantage point to
)roperly view the sails. In changing sides,
is important the helmsman keep facing
orward. The helmsman can accomplish
this by changing hands on the tiller behind
the back when coming about or gybing. If
the helmsman faces aft while changing
will
t
ands on the
tiller,
there
orientation as the boat
may
be a dis-
turns— a dangerous
situation in the vicinity of other boats or
hazards.
The crew
will position
themselves so the
much or too little. In
a light wind, one crew may be on each side
of the boat. On windier days, both crew
and the helmsman will be needed on the
windward side to keep the boat flat.
If all three crew members are on the
same side of the boat when coming about,
boat does not heel too
there will have to be an agreement as to
which crew member will change sides first
lo set
up the new jib sheet, and which one
behind to cast off the old sheet.
will stay
Rescuing
As
As
1.
the boat rounds
The helmsman
will
buoy
Rounds Buoy #1
Bearing
#1:
ready the crew
Man Overboard
the Boat
At buoy
to
hauled course by the com"Prepare to Head up." Head up
Away
#2:
sail a close
mand
means
to
change course
to
The helmsman
2.
When
the direction of the wind.
2.
When
jib
the crew is ready to pull in on the
and main sheets they will reply with
"Ready."
3.
On
the
command "Harden
helmsman
will begin a
to
3.
about 45 degrees off the direction of
the wind.
4.
5.
The crew
and main
When
will start to pull in
on the
helmsman
will
the boat from a close hauled course to
a reach.
of the
all
make
way
in,
the
4.
sure the boat stays
on a close hauled course, by adjusting
the boat's heading to keep the ticklers
flowing back.
Coming About
1.
Before coming about, the
helmsman
will
select a reference point that is directly
windward
of the boat. This will ensure a
90 degree turn.
2.
With the command "Hard a'Lee" the
3.
helmsman will begin turning
The crew will release the old
just as the sail starts to
boat.
Improper timing
efficiency of the turn.
the boat.
jib
sheet
blow across the
will reduce the
If
the sail
is
released too soon, the turn will be slow;
Backwind (fill from
wrong side) and the boat will be
pushed through the turn. The helmsman
too late, the sail will
the
may
loose control of the boat,
if
the jib
is
backwinded.
4.
The helmsman
will start to straighten
the boat's course just before the
headed
for the reference point.
of the delay
tiller
between the action
bow
is
Because
of the
or wheel and the turning action of
the boat, the boat will continue to turn
after the
helm has been straightened.
Eventually, the
helmsman
anticipate precisely
(tiller/wheel)
With the command "Ease Sheets" the
helmsman will turn the boat away from
the direction of the wind. This will take
jib
sheets.
the sails are
the crew is prepared to ease the jib
and main sheets, they will respond with
"Ready."
Sheets," the
slow turn
will give the command
"Prepare to Bear Away." Bear away
means to turn away from the direction of
the wind. It is the opposite of heading up.
1.
one closer to
when
will learn to
the
helm
should be straightened.
The crew will trim the sails and the
helmsman will steer a course directly
buoy #3.
to
Rescuing
Man Overboard
93
Gybing
Gybing
At buoy
1.
#3:
The helmsman
"Prepare
2.
When
to
the
will give the
command
5.
Bear Away."
crew
is
prepared they will
6.
With the command "Ease Sheets" the
away to a run.
When running, the helmsman will give
"
the command to "Prepare to Gybe
helmsman
4.
will bear
will reply
"Ready" when
they are.
reply with "Ready."
3.
The crew
The helmsman will command "Gybe Ho"
and then turn the boat to complete
the gybe.
7.
The helmsman
will
head the boat up
reaching course using the proper
commands.
to
a
Rescuing
Man Overboard
Heading Up
Heading
Back
1.
2.
3.
at
Up
buoy
01:
The helmsman will command "Prepare
to Head Up to a Close Hauled Course."
The crew will "Ready."
The helmsman will turn the boat with
"Harden Sheets," and the crew will trim
the sails as the boats turn.
At the windward mark (buoy #2) the
helmsman
will bear
away
again, but this
time on a running course to the leeward
mark (buoy
#1),
As
the
crew
sets the sails
Wing-on-Wing:
1.
will command "Prepare
Gybe."
One crew member will set up the jib
sheet on the new side.
The other crew will start to sheet in on
The helmsman
to
2.
3.
4.
5.
6.
the main sail.
They will reply "Ready."
As the sail comes into center, the
helmsman will turn the boat to gybe the
mainsail with the command "Gybe Ho."
This exercise will be repeated until the
boat gets to the leeward mark (Buoy #1).
By the way. as the boat turns to gybe, the
wind gets "behind" the mainsail to push
the sail to the opposite side of the boat.
This
is
called Sailing
helmsman must be
by the
Lee.
The
careful not to sail
the lee as an accidental
gybe may
by
result.
Rescuing
Man Overboard
Heaving To
Heaving
From time
to
to time,
necessary
it
may become
stop the boat while
to
still in
open water. This is easily accomplished
with a maneuver called Heaving to.
If a repair needs to be done or the crew
needs a rest, the boat can heave to. A
technique we will learn in the next lesson.
Reefing can be made easier if the boat is hove
to, rather than moving through the water.
The principle behind heaving to is fairly
simple. If the jib is backwinded (something
when coming
we
try to avoid
the
tiller is tied to
about) and
leeward, the boat will
remain stationary.
What happens is the wind blowing into
the jib will push the bow to leeward. With
the tiller to leeward (a wheel turned to
windward) the boat will try to turn toward
he wind. These off-setting forces take
turns cancelling each other. The result is a
boat that rocks back and forth, drifting
slowly to leeward. Heaving to is an
I
excellent technique, providing there
ilear
water
To Heave
1.
is
leeward.
to
to:
The helmsman
will bring the boat to a
close hauled course.
The helmsman will give
"Prepare to Heave To."
3. One crew will get ready
2.
the
command
to ease the
mainsheet.
The procedure here is much the same as
coming about. The main difference is the
jib
sheet
is
not released— causing the sail
to
backwind.
4.
When
the
crewmen
are prepared, they
will say, "Ready."
5.
The helmsman will command one of the
crewmen to "Ease the mainsheet." This
will slow the boat and make it easier to
heave
6.
7.
to.
helmsman
will give
As
the boat slows, the
the
command "Hard a'Lee" (the same
action
as coming about) and will start the turn.
As the jib begins to backwind, the
helmsman
will
push the
tiller to
leeward
cause the boat to turn the boat back
toward the wind. The helmsman must
to
steer carefully until the boat
comes
to a
stop, being careful the boat does not
come about
again.
Man Overboard
Man Overboard Drill
Rescuing
Man Overboard
The
Drill
figure 8
In lesson 3 we practiced stopping the boat.
This exercise is an important part of
recovering a man overboard (MOB). As a
boat nears a person in the water, it must be
The Figure
under control and be able to stop beside
the individual. A review of the stopping
procedure is:
reach.
to
prepare
8
The helmsman
will
boat comes about,
1.
To rescue
As soon
2.
The crew
3.
The main
2.
ahead of
will luff the jib well
as
it
4. If
the boat
is
can glide
will
not get to the spot, the mainsail will be
sheeted in again to give the boat the for-
ward motion
part of the
required. This
is
we
will
present one method that has been proven
best for beginners and will
all
conditions.
methods
As
work
that cover
more advanced
tions will be learned.
Some
schools
use a variation of this technique.
C<M\g
in
almost
sailors progress, other
situa-
may
man
someone
who
sees
overboard:
falls in the
it
water,
will yell
pole
Upon hearing the shout "Man
Overboard," the helmsman will steer the
One
beam reach
course.
of the crew, usually the person
who
gave the alarm, will point to the person
in the water. This will give the helms-
MOB procedure.
or gybing. In this learn-to-sail text
a
"Man Overboard."
The lifebuoy and man overboard
boat to a
4.
the last
There are many ways of turning a boat
around to get back to a person in the
water. Each involves either coming about
the
the location.
3.
moving too slow and
When
takes a course that
thrown over the side immediately. This is something the person in the
water can swim to and serves to mark
will be eased as the boat
to a stop beside the object.
it
will be
the stopping location, to slow the boat.
reaches a point from which
the crew time
approach on the close
will allow a final
approach the object
on a close reach.
Method allows
to retrieve the victim.
the person
1.
method
man
a reference point
spot
if
a
5.
and
will
mark
the
the victim disappears behind
wave.
When
the crew is ready (i.e. boat hook,
boarding ladder and blankets) the helmsman will bring the boat about with all of
the proper commands. This is no time to
lose control.
Man Overboard
Way Rules
Rescuing
Right of
6.
As
the boat
will
With the
to the
7.
comes about, the helmsman
ask for the
jib
jib luffing,
the boat's approach
will steer a
MOB is
the
deep beam
at what appears to be
helmsman will head up
a close reach, the
to sail to the victim.
10.
1.
What
2.
Whether they are
MOB.
will bear
briefly,
approach
final
same
as
mooring, only this
a person in the water.
time there
is
One
crew
of the
will act as a spotter to
windward
the
two boats were on
who would
a collision
give way.
difficult situation to interpret is
that of a boat
sail
on
a run, since there is
Wing). The tack of a boat on a run
mined by the side
helmsman will maintain
course, to make sure the boat
the
windward
is
main
is
side
normally set to
regarded as
is
and therefore defines
the position of the
the tack of the boat.
the boat's
mainsail cannot be determined with
sail
away during
the rescue.
certainty, rule #3
deter-
of the boat opposite the
leeward, the side opposite
the boat stops beside the person in
one
out on each side of the boat (Wing-on-
the water, the
does not
If
from above applies.
the way, for the sake of practice, a
floating cushion or a fender will be used as
Summary
MOB. A
person should never be used
as the victim. The chance of injury or
hypothermia is too great.
the
Right of
way
rules
Finally for this lesson, the rules of
determining the right of way on the water
will be reviewed. Remember from the
Ashore Knowledge Section
book
(Chapter 4), there are four rules which
pertain to boats under sail. They are:
A
of this
vessel on port tack shall keep out of
way of a vessel on starboard tack.
When both vessels are on the same tack,
the
2.
if
mainsail. Since the
in the last
—
1.
And
course,
The most
sail will luff.
will be the
guide the helmsman
10 15 metres.
By
3.
at the
for stopping at a
As
to
This turning action can be
repeated until the main
The
away
course pointing
to a
tack they are on,
or leeward.
mainsail will not luff completely,
helmsman
the
14.
These rules may seem clear on paper, but
interpreting the tack of a boat on the water
and determining its intentions takes
practice. As a game, the helmsman and
crew can select other boats on the water
and determine:
(the jib will already be luffing).
then return
13.
vessel overtaking another shall keep
To make sure the boat will be able to
stop, the crew will luff the mainsail
11. If the
12.
A
out of the boat, to form a loop in
it
The helmsman
When
to
clear of the vessel being overtaken.
reach course.
9.
on port tack sees a vessel
she shall keep clear.
4.
the water).
8.
a vessel
windward and cannot tell with certainty
what tack the windward vessel is on,
victim will be slower.
The crewman who is not acting as the
spotter will Overhaul the jib sheet.
(Push
3. If
sheet to be released.
the one that
out of the
to
is
way
leeward.
to
windward
of the vessel
will keep
which
is
In
Lesson 4
we have
further refined the
techniques of sailing close hauled, on a
reach and on a run. Coming about and
gybing were also practiced on the
triangular shaped course.
Stopping the boat by heaving to was
introduced. This maneuver will allow a
skipper to stop the boat in open water to
make
repairs, reef the sails (covered in the
next lesson) or to rest. Finally the
procedure for getting back
the water was covered.
to
someone
in
Putting in a reef
Lesson Five
Reefing and
Sail Control
To
start this lesson
we
The
warm up
to review all of the
There are few new skills to
learn as far as basic sail handling and
sailing maneuvers. It will, of course take a
sailing skills.
but that gives each sailor something to
We
ing
to,
new
to.
will also be using the
method of heavOur first
taught in the last lesson.
exercise will be to put in a Reef
(reduce the area of the mainsail by tying
boom). Later we will learn
to change the foresail. This will further
reduce the overall sail area that is exposed
to the wind.
some
of
The
it
to the
final portion of this lesson will be
docking under
sail.
By now the method
Under
sail,
in the
it
very difficult
to
with;
main halyard, main sheet and
New items are the Reefing
Outhaul, Tack Hook and Reef Points.
To put in a reef, the boat should be Hove
To (past tense of to Heave To), or sailing a
close hauled/close reach course. All crew-
men who have
to leave the safety of the
cockpit, should be in a
PFD
and/or safety
of
Before reefing:
all
of the
the maneuver. There will no
judgement with
make
will
outhaul.
3.
The main sheet will be fully eased.
The boom vang will be released (as will
the downhaul or Cunningham).
The main halyard will be uncoiled and
4.
One member
1.
2.
longer be an engine to correct small errors
in
wind
put in a reef.
there will
be a greater need to control speed
way through
increased noise of the sails flapping wildly
harness.
bringing a boat in under power should be
fairly well practiced.
wind builds too much. The
added pressure on the sail, the waves
generated by the wind, as well as the
Let us review the lines and equipment
used to reef the main sail. The parts of the
running rigging we are already familiar
lifetime to perfect every facet of sailing,
look forward
reef (reduced sail areea) should be put
in before the
triangular course will be used as
a
A
review
will
the exercises of Lesson 4.
a short burst of
power.
prepared of lowering.
Reefing
5.
In
Chapter
7 of the
Ashore Knowledge
6.
use of sails and force generated on them by
wind was discussed.
the sails can only use so
It was stated that
much wind. After
and there
added wear and tear on the crew and
that, the boat heels excessively
equipment.
crew
will take a
One crew
will take care of the
main
halyard.
Reefing (the Effects on Sail Handling), the
the
of the
position at the mast.
The helmsman
will
keep the boat
on course.
To put
in a reef:
is
1.
One crew
will
lower the halyard until
the reefing tack
is at
hook on the boom.
If
the level of the tack
a reefing
down
haul
Reefing and Sail Control
Changing Foresails
is
being used, the crew at the mast will
down on this.
be pulling
2.
3.
4.
The reefing tack will be fixed in place.
The halyard will be raised again.
The reefing outhaul will be put under
tension, pulling the reef clew
down
6.
boom.
The mainsheet will be hardened
The boom vang will be reset.
7.
The loose
to
the
5.
sail will
boom with
in.
be tied off to the
sail ties.
The reefed mainsail will be trimmed in the
same manner as a full mainsail. The only
difference
that the boat will be easier to
is
handle.
To shake out
the reef, the procedure will
be reversed. The boat will be brought to
the
1.
same
close hauled/close reach course.
The main sheet and boom vang
will be
released.
2.
3.
The reefing out haul will be released.
The halyard will be lowered and the
reefing tack released.
4.
5.
The halyard will be rehoisted.
The main sheet will be hardened
the boom vang set.
in
and
By the way. if a boat is not fitted with a
permanent boom topping lift, the boom
will fall on the deck as soon as the halyard
is
The
released.
made
easier
if
reefing procedure will be
the reefing outhaul
is
put
under half tension before the halyard
is
lowered.
Changing
As
the
foresails
winds continue
to change to
to build,
necessary
it
may
be
a smaller foresail
(genoa to a jib, jib to a storm jib). With a
plan and practice, this will become a
routine exercise. If attempted without
preparation, the crew will
become quite
frustrated and very wet.
To change
1.
the foresail:
The helmsman
course.
A
2.
will steer a close reach
close hauled course
much water
would
form of
waves) to be taken over the bow.
The crew should wear PFD's and/or
safety harnesses while on deck.
cause too
With the smaller sail still in the bag, one
crew will attach the hanks of the new
sail to the forestay, between the bottom
hank and the tack of the old sail.
4. The new sail will be removed from the
bag and the bag stowed below.
5. The windward jib sheet (the one with no
pressure on it) will be removed from the
old sail and attached to the new sail.
3.
(in the
Now
each
sail
has one
jib
sheet attached.
Reefing and Sail Control
Docking Under Sail
6.
The
7.
on the new sail will be
This will keep the sail on deck.
jib sheet
pulled
in.
The helmsman
"Prepare
will give the
to release the ;ib
command
ho/yard when
hold the boat
To
will uncoil the jib halyard
in a straight line
it.
imagine a boat
crewman ready
the dock cleat. As
illustrate this point,
8.
One crewman
coming
9.
"Ready."
The helmsman will come about with the
command "Hard a'Lee— release
the bowline tightens, the
and prepare
to
lower
it.
the jib
will stop, but
halyard."
10.
11.
12.
bow
the old
drawn sideways
sail.
of the old sail will be
The tack
new
14.
15.
By
sail
put in
its
of the boat
will cause the
to be pushed into the dock. If the dock
long enough to allow the use of a stern
line, the stern of the boat will be pulled
is
into the dock, as the boat stops.
The beam spring
line,
attaches in the
middle of the boat. With fenders properly
in place, the beam of the boat will be
into the dock.
removed
The Approach
place.
The crew on the halyard will raise the jib.
The jib sheet will be removed from the
old sail and attached to the new jib.
The old sail will be cleared from the
deck down the companionway.
the way. to change to a larger sail from
a smaller
bow
momentum
the boat comes head to wind, the
crew will release the halyard. The crew
on the bow will pull the sail down.
The crew on the foredeck will put a sail
tie around the luff of the old sail, disconnect the jib halyard and attach it to
the new sail, then undo the hanks of
As
from the tack hook and the tack of the
13.
into a dock, with a
secure a bowline to
to
or stern
beam of the boat— the
boat— the beam spring
at the
pivot point of the
line will
bow
better than a
is
Attached
line.
while stopping,
comes about."
the boat
spring line
one the same procedure will be
Just as in
docking under power, a pass
the dock will give the
at
helmsman and crew
the opportunity to survey the dock, looking
for cleats, space to
dock and
to
determine
if
there are any hazards (such as broken
boards) on the dock. The first approach
will also allow the helmsman to determine
how long it will take the boat to stop. Once
has been determined, the crew will
the final adjustment to height of the
fenders and will prepare for docking.
this
used.
make
Docking under
Before approaching the dock, the crew
sail
will
approach to docking under sail, is
the same as we used for stopping at a mooring or the Man Overboard drill. The speed
of the boat will have to be judged a little
The
final
lower and stow the
jib.
This will clear
movements,
clear the helmsman's view and will
the foredeck for the crew's
will
make
one
the boat easier to control with only
sail.
better, especially in the final part of this
lesson
— sailing into a slip.
To dock under
For this exercise, the jib should be taken
down and cleared off the deck. The crew
will attach
bow and
beam spring line. The beam spring line
was discussed briefly, in Lesson 1. A better
its
purpose
is
in order here.
The helmsman
will
approach on a close
reach course.
stern lines, as well as
a
look at
1.
sail:
themselves on the
2.
The crew
3.
side of the boat, at the shrouds.
As the boat nears the dock, the
will position
step over the lifeline.
If
the
crew will
crew waits
minute to do this, the
chance of tripping over the lifeline will
be increased. If someone is going to fall
overboard, it is better done in open
until the last
the way, some sailboats do not handle
well under mainsail alone. In this case,
both mainsail and jib will be used.
By
water.
The Beam Spring Line
To slow
a boat,
to assist the
4.
without using the motor, or
engine in reverse gear, a
beam
As the boat nears the dock,
helmsman will turn up into
parallel to the dock.
the
the wind,
Reefing and Sail Control
The Beam Spring Line
5.
As
the boat slows, the
helmsman will
two feet
steer the boat to within, one or
of the dock.
6.
7.
The crew with the beam spring line will
step— Not Jump— to the dock.
Just before the boat comes to a stop, the
crew will take one wrap of the beam
spring line around the dock cleat.
8.
When
crew
keep the boat
to
By
the boat has
come
will attach the
to a stop, the
bow and
stern lines,
in place.
the way, the dockline should not be tied
should be eased, until
off too quickly, but
the boat
comes
to a stop.
the dockline
If
is
tied off too soon, a lot of strain will be put
on the dockline and on the
Docking
Cross Wind
in a
wind
cleat.
blowing across the dock, it
be possible to bring the boat in
under sail, but will require more control and
If
the
will
is
MOVIMOrTCO
QUlCKLV.ir^N
still
As soon
as the boat comes to a
must be taken down immedikeep the boat from sailing away.
precautions.
stop, the sail
ately, to
With the wind
AVMM^IU.
helmsman will make the same close reach
approach, as when docking upwind. As the
off the dock, the
boat approaches the dock:
1.
2.
The helmsman will command, "Ease
main sail." This will slow the boat.
Just as the boat is about to lose
(movement through
helmsman will turn
3.
4.
the
Way
the water), the
parallel to the dock.
One crewman will step ashore and wrap
the beam spring line around a dock cleat.
The other crewman and helmsman will
sail, to keep the boat
from picking up speed again.
quickly lower the
If
the
crew
wind
will
is blowing on the dock, the
have to be a little quicker.
the boat to drift sideways, as
To dock:
when heaving
1.
The helmsman
it
does
to.
will sail very close to
the dock.
2.
The main sheet will be completely eased
and as the boat slows, the mainsail will
Summary
be lowered.
The primary purpose
3.
The boat
4.
5.
will be
allowed
to drift to
been
of this lesson has
to learn to control the boat,
by chang-
the dock.
ing the sail area of the mainsail (reefing) or
The crew will have to be careful to keep
fenders between the boat and the dock.
The helmsman can help by keeping the
tiller pushed to leeward. This will cause
by changing the foresail. Docking under
sail
or what to do if the engine does not
start, has been a further evolution of the
stopping and boat control drills.
—
6
Lesson Six
Basic Cruising
The
requirements of the American
the skipper or navigator or until the
In
the boat's heading on
tackle will have to be checked over, the
rode flaked into a basket and the shackles
make
sure they will not
come
apart.
final part of
Lesson 6 will be an
evaluation of the skills introduced throughout this book.
If
American Sailing Association. However,
ASA
may
be challenged
at
in the future.
Compass Course
Even on an afternoon
sail,
circumstances
necessary to rely on the com-
pass to return
to
and the
wander all over
roll
to
it will probably rotate
back and forth rather consistently. A
helmsman need only calculate how far the
card swings on each wave and sail a
heading in the middle. Therefore, if the
compass is moving 5 degrees each way and
a heading of 315 degrees is desired, the
helmsman will keep the compass reading
from 310 degrees and 320 degrees.
are in increments of 5 degrees.
if
Instructors or schools
available, certification
it
seem
By the way. most small boat compasses
evaluation can lead to certification by the
Sailing a
will
these lessons have been
taken with an instructor, this final
there are no
waves, the boat will
compass card
the place. Actually,
covered. Before the lesson, the ground
to
to the
reference point has been reached.
will be practiced. This
Also, in this lesson, anchoring will be
home
port. In
many
parts
North America, fog will set in very
quickly. A prudent skipper will determine
the boat's position before all references and
landmarks are lost.
The boat's heading will be determined,
either by a navigator using a chart or by
taking a Bearing with the boat's compass
before a buoy or tower on shore
of
has been decided, it
to maintain the
heading, until told to steer otherwise by
a set course for 5 to 10 minutes.
may make
this
helmsman
lesson the skill of sailing a
compass and keeping
any time
Once
complete. In this sixth and final
involves looking at the relatively small
The
up
will be
compass course
checked
disappears.
Sailing Association are almost
It is
dif-
heading of 312 degrees.
Helmsmen should choose a heading of 310
degrees. Helmsmen, experienced or otherwise, just cannot steer to within 2 degrees
on the compass.
ficult to steer a
Basic Cruising
Anchoring
Anchoring
Anchoring is both a cruising and a safety
skill. There are few experiences more
pleasant than being anchored in a small
cove for lunch or overnight. But, anchoring
will also keep a drifting boat from ending
up on a Lee Shore (Page
Once the location has been decided, the
helmsman will head back to open water.
4. The crew will secure the anchor on deck
to keep it from falling overboard. The
rode will be uncoiled, flaked, and the
3.
end
38).
To learn anchoring, the helmsman and
crew should practice under power and
under sail. The use of the ground tackle
tied to the mast.
When
is
6.
the crew is ready, the helmsman
approach the anchorage and head
into the wind.
The helmsman will stop the boat by
how the boat will be handled. Even
when anchoring under power, the mainsail
7.
As soon
will be virtually the
same, the difference
5.
will
using reverse gear.
in
should be left raised. Should the motor fail
or the anchor rode foul the prop, the boat
will still be controlled under sail.
as the boat has
come
crew will lower— Not
anchor to the bottom.
the
To anchor, under power:
^^^--^
1.
The helmsman and crew will lower the
jib and clear it off the deck. A sail
presents a safety hazard, should a crew
trip on it. The sail can also be damaged
or dirtied while retrieving the anchor.
2.
The helmsman
will
make one pass
of the
anchorage to make sure it is suitable
Shelter, Depth, Swinging Room and
Holding Ground.
^1
ICv
-WE ANCHOR
ROPE 15
IF
Kf}7
JKd^
jKL
.IMk
x#_^0\
^
V|PRA-riNi3,-rME
/fl^JCHOK 1^
PRAac3lN&
ON
-THE
^or-ToM-
/#^
^'
to a stop,
Throw— the
^\
_
105
Basic Cruising
Anchoring
The helmsman
8.
away from
9.
When
back
will continue to
the anchor.
the anchor rode has been
let
out to
foot of
Scope of 5 (5 feet of rode to each
the
water depth), the crew will snub
This
anchor rode around a deck cleat.
bottom.
will set the anchor in the
When the anchor has set, the crew will
a
10.
until a
continue to ease out the rode
If the
scope of 7 has been reached.
pulled
anchor does not set, it must be
up and
reset.
By the way. there
will be times
when
a
because of
scope of 7:1 cannot be attained
extra
excessively deep water. In this case,
boat does
care must be taken to ensure the
the scope
not drag. As well, in strong winds,
may have to be increased as high as 10:1.
-rHeKgMA5vV\*JJ
AFPPOkCHEi ON A
retrieve the anchor:
To
One crew will be on the bow to direct
the helmsman to the anchor.
motored forward, the crew
2. As the boat is
1.
anchor rode and flake it
anchor well. Care must
make sure the rode does not
will bring in the
into a basket or
be taken to
may become
trail over the side where it
tangled with the prop.
As the boat nears the anchor, the crew
slow. The
will signal the helmsman to
3.
boat should not Overrun the anchor.
the anchor breaks free from the
pull
bottom, the crew will continue to
When
4.
it
5.
up.
The anchor should be cleaned before
6.
it
is
brought on deck.
the
Once the anchor has been stowed,
prepare
crew will attach on the jib and
to sail.
To
set the
anchor under
sail:
l.The helmsman and crew
will
survey the
anchorage.
2.
When
the location
is
selected, the boat
open water, to allow the crew
to prepare the ground tackle.
The helmsman will approach the anchorwill sail to
3.
age on a close reach.
4.
directly downwind of the location,
helmsman will turn head to wind
and one crewman will Backwind the
When
the
lose
mainsail. This will cause the boat to
forward motion and
to
back up under
sail
5.
When
the boat
anchor will be
is
moving backwards, the
power.
if it was under
set as
Basic Cruising
Sailing Evaluation
Checking the Anchor:
Sailing Evaluation
Once the anchor is set, the crew will check
to make sure the anchor is not dragging,
To complete
by:
1.
Looking
2.
One
reference points on land,
at
crew placing
of the
the anchor rode.
the anchor
To
1.
2.
3.
4.
is
If
a
hand on top
the rode
is
of
jumping,
skipping over the bottom.
retrieve the anchor under sail:
With the mainsail raised, the anchor rode
will be lead back to a winch.
Ofie crew will grind the winch to pull
the boat forward to the anchor.
One crew will be on the bow, using
the water.
hand signals to direct the helmsman
towards the anchor.
book should be reviewed and the technique
practiced accordingly. The standard can
then be challenged with any ASA/CYA
When
the anchor breaks free from the
to
The evaluation can be used as a checklist
determine if any skills need to be learned
or reviewed.
If
there
is
anything a sailor
cannot do, the appropriate section of this
bottom, the helmsman will turn the boat
BCC
towards open water, while the crew
members retrieve, clean and stow the
should be evaluated as part of the school's
anchor.
Check List.
The numbers beside each skill represent
the Lesson in which the skill was introduced. Some schools and instructors will
use a different order for some topics.
the boat stalls (cannot move), before it
can turn towards open water, one of the
5. If
crew
will
backwind
the sail to
make
the
boat back up.
6.
the Afloat Skills of the
Canadian Yachting Association's or the
American Sailing Association's Basic
Cruising Standard, each candidate must
pass an on the water evaluation. These are
minimum performance standards that have
been set by the professional sailing
instructors and schools of Canada and
adopted by the ASA. The standards are
reviewed constantly to make sure, the new
sailor has the knowledge and skill to go on
Once
the anchor is stowed, the crew wi
bend on and raise the jib.
instructor. Sailing school students
curriculum. Basic Cruising
— Afloat Skills
Appendix
In the section
on chart symbols, depths of
water were introduced. However, the
depth of water will vary from what the
chart indicates for one of three reasons:
will rise or fall
If
far the
the chart
and the
tide table indicates the
shows
Datum
10 feet of water at Chart
is
of
water
from the indicated depth
the water on the chart.
there
how
water
will
be +4.5 feet at high tide, then the boat will
be operating in 10+4.5 (or 14.5) feet
1.
Wind
2.
Seasonal changes (spring run
(seiche)
off, etc.),
of water.
Between high and low tide, the water is
moving in and out. This horizontal flow of
water is the Current. The flow of the
or
3.
movement
Tides are the vertical
water. The table shows
Tides and Currents
Tidal changes.
Information about the first two will
broadcast on the weather radio stations.
The third is presented here.
current will begin slowly at either high or
low tide. As it builds it will reach a
maximum
flow about half way through
is about six and one-
the cycle. (The cycle
Tides are the shifting of the earth's water
masses influenced by the gravitational
sun and the moon
pull of the
(as well as
The rate of pull can
rise and fall of the
other celestial bodies).
be calculated and the
water level can be predicted. This
is found in the Tide and
Current Tables. Below is an excerpt from
such a table.
information
is this
maximum
rate of
half hours.)
It
flow that
below.
indicated in the current table
is
The turns (or slack water) show the
which no current is flowing (high
or low tide). The inward movement of
water is called a Flood Current and the
outward movement is the Ebb current.
point at
JULY-JUILLET
Day
1
WE
ME
2
lime
0420
0930
1705
2200
0500
1010
HI
/ll
.'ml
lour
Heurel
H/pi
1.2
17.1
1.3
H/m
Jour Heure
Day Time
1
4
6
IH
42
Jfc
0525
1020
1800
2250
2.1
fi
17
0615
1.4
4
15.3
47
15.8
4b
FH
1110
1840
42 Vt
2345
1b.4
4 7
18
0710
1205
1920
1.8
5
14.5
1.7
44
2.1
6
16.0
1.9
13.9
49
TH
1740
JE
2240
1.8
13.9
3
0545
1055
1815
2325
2.2
14.5
1.9
14.0
FR
VE
H.
1
5
7
16
4 4
6
SA
43 SA
52
4
15.7
02«2
oeuo
WE 1532
HE 2120
t
0322
0920
»
1
2
1.4
TH 1612
JE 2205
3
01112
1005
FB 1652
VE 2250
+
16 0327
0925
TH 1617
JE 2200
^
-
0«27
t
1020
FB 1702
VE 2250
+
-
17
18 0532
1120
SA 1752
SA 2350
+
-
t
-
*
Basic Cruising
Basic Cruising Standard
Basic Cruising
Checklist
This checklist for the Basic Cruising
Standard can be used as a guide
for what you have or are about to learn. It
also itemizes the minimum skills an individual should possess before taking an
powered sailboat on
auxiliary
Day
D
D
D
Parallel
Preliminaires
1) Put on lifejacket
2) Give verbal checklist
3)
Produce equipment on
checklist and note
D
D
D
D
D
4)
Bend on
5)
Furl neatly
Getting
D
6|
sails correctly
Underway
Check
for
D
D
D
If
D
D
11] All lines
D
D
13)
D
D
D
12)
on board and
shipshape
Cast off all lines
Engage motor
Demonstrate Proper Winch
Techniques
14) High possible strain on
halyards and sheets
15) Proper wrapping technique
on winch (hand safety)
16) Removal of winch handle
after use
Beating
from dock
D
52)
23) Stop without using lines
24)
Bow
53)
Anchoring
25) Choose good location
D
D
anchoring
26) Safe foredeck procedures
27) Lower anchor properly
28) Good scope for depth
D
D
n
D
and tide
Check the drag
Raise the anchor
Over-ride anchor
Slow speed when hauling
in anchor
29)
30)
31)
32)
Reaching
D
Stop the boat (with bow
half boat length from mark,
using reverse)
18) Straight course on
D
19)
approach
Speed slow enough
sails
54)
D
55]
Crew — trims
D
n
D
Hoisting Sails
33) Clear halyards and sheets
34) Check topping lift
35) Hoist and set mainsail
36) Tension the mainsail luff
37) Coil and hang halyard
38)
Check
39)
Bear off slightly and
figure eight
Running
56)
40)
D
D
-
Helmsman— keeps wind
Crew — sets
sails as full
as possible
58)
D
59)
-
Helmsman — proper
commands and responses
HeJmsman — selects new
heading
60]
Helmsman— executes
maneuver smartly
D
61)
Crew — gives proper
D
62)
Crew — released
responses
sheets at
proper time
63)
Tension jib luff
and hang halyard
Crew — retrims
sheets
correctly
41) Coi)
Lowering Sails
42) Start motor
64)
in neutral
43) Bring boat near head
to
D
47) Secure jib
46)
65)
n
66)
Main hatch closed
Lower jib and secure
Helmsman — executes
n
67)
D
68)
Crew — releases
D
D
70)
Crew — retrims
maneuver smartly
lift
Lower mainsail
50) Furl mainsail neatly
51) Secure halyard
Helmsman— mainsheet
control
halyard
48) Attend to topping
49)
-
Helmsman — correct
commands
Helmsman— select new
heading
44] Jib Sheets inboard
45]
D
wind
n
D
D
D
D
D
sails
dead astern
57]
hoist jib
n
D
a
appropriately
Tacking
D
D
D
-
HeJmsman — sails
compass course
Boat Handling Under Sail
Maneuvering Under Power
17)
close
wind
Crew — sets
Gybing
D
-
Helmsman — sails
to
stopped before mark
for
gas leaks (sniff
outboard, check motor
secure on bracket with
safety line
8) Bilge blower turned on
9) Start motor in neutral
check cooling water
10| One man only on the bow
7|
Sailing
Slow speed
22) Correct distance
or smell)
D
Docking
approach
20) Correct
21)
appropriately
deficiencies
D
n
the water.
and sheets
sheets with
proper timing
69) Crew
mainsheet control
—
correctly
sheets
109
Basic Cruising
Heading up
a
71)
to
a
72)
73)
D
74)
closer
wind
Crew— trims
Bearing
D
Man Overboard
-
Helmsman— sails
sails correctly
n
D
D
D
Away -
Helmsman— sails
further
downwind
Crew- trims
sails correctly
D
D
D
Making
Drill
D
82) Alert
83) Lookout
84)
Datum mark and
85)
Turn vessel
ring
life
beam
downwind
to a
reach or
86) Proper approach to victim
Two methods
Up Helmsman— brings
D
Luffing
75)
89) Explain one
of bringing
higher up to wind
D
D
76)
Without
77)
Crew— eases
cause
sail
sea
79)
sheets to
luff
room
Helmsman maintains
control
D
D
of
adjustment
Reefing
78) Boat has sufficient
D
method
when shorthanded
80) Crew is safe during
procedure
81) Complete reefing—
procedure carried out
D
D
D
Run
bilge
blower
if
inboard
D
G
93)
Remove key from switch
Dock
lines coiled
99)
where
Halyard secured and
away from mast
and hung
D
D
102) Boat locked
101) Valuables
below— i.e.
winch handles,
103) Belongings
etc.
and garbage
ashore
Knots
D
D
D
Tie the following knots:
104) Reef
105) Round turn and turn half
hitches
n
D
D
D
106) Bowline
107) Figure eight
94) Proper lines in place
and secure
98)
100) Lines coiled
Securing the Vessel for the Night
90) Shut off fuel
91) Leave motor in neutral
92)
96) Spring lines in place
97) Fenders placed correctly
D
D
bringing victim aboard
boat
stern lines
place
applicable
D
87) Secure victim
88)
D
D
D
Fast
Bow and
in
victim aboard
D
95)
108) Clove hitch
109 Sheet bend
Index
Index
94
18
41-43
Accidental gybe
Afterdeck
Aids to Navigation
Anchor
Anchorage
Anchoring
44-45 Anchors
23
9
12, 13
25
46-48
104-105.44-46
10
105
12,13
92.
11
41
84
66, 101
103
S6. 93
90
55
55
42
9
9
70
70
44
9
69
84
52
41-43
41
56, 67,
12, 14
23
9
41
17.
Bailer
Battens
9
Beacons
103
41
line
17
24
64-66
away
Gear and
equipment
COLREGS-See
35
26
44
Genoa
47
Grounding
Controlled gybe
Crew
Deviation card
Diving flags
Docklines
50
52, 105
Double sheet bend
Dragging anchor
Bow
51.
71,94
48-52
16.48
Buoys
Buoyage system
Buoyant line
Fairlead
23
15
14.24
79-80
32
79-80
11. 35
Clew
Clouds
Clove hitch
69
43
66
12. 13
12.
18
11. 35.
Emergency steering
Explosions
67,69
Battery
Ease (sails)
Emergencies
23
100
Hanks
Harden up
Head of sail
Head to wind
29 Head on
38
33
22
48
22
sail
lift
Bowline
Broad reach
Broken halyard
Close hauled
Close reach
Docking under
Halyards
35
95
64, 101
Cleat hitch
11.
36.49
Boat
Cleat
10,68
69
83,94
86. 94
Bifurcation buoy
Bottom
tackle
Gudgeon
82.86 Gybe. Gybing
Docking under
101-102
Boom
Boom topping
Boom vang
Ground
10
73.
Dangers
Deck
Degrees of
the compass
Degrees of latitude
pump
Bilge
Give way
Crossing Rule
power
Bilge
Cabin
Cardinal— see
buoyage systems
39-44 Chart
10 Chain plate
56
56
11,35
84
84
30
56
Fouled propellor
12
Rules of the Road
Coming about
103 Compass
94
33-34
29
43
Backwind
Bearing
Bearing
Beating
52
Natural Gas
Cockpit
73,81.86
Backstay
Beam reach
Beam spring
CNG— Compressed
9
20-22
23
58-59
Heading up
Heaving to
Heel
Helm
Helmsman
H.E.L.P. position
Holding ground
HUDDLE
position
Hull
Hypothermia
Holding tanks and
heads
Inboard engines
Fathoms
Fenders
35, 69. 75
lib
Figure eight knot
10. 67.
69
Jib
42
Sheet
see Gybe
lunction buoy
49
Kedge
Fire
Jibe
Fire extinguisher
—
First aid kit
Flares
Flaking sails
Fog
Folding sails
Foot
Foredeck
Foresail
10
Forestay
36
Foretriangle
56. 67, 69,
9
100
Keel
Knots
Index
Lateral
— see
buoyage systems
41
Leaving the dock
38.47
Lee
35
26
38, 47
Leech
18
12, 14
12, 14.
43
Leeward
Life line
11.
1.
35
35. 68. 70
10
buoy ring
Longitude
Low pressure
Luff
Luffing
Mainsail
Main
projection
Minutes
of latitude
MOB— Man
12
Rode
Round turn and
two half hitches
Rudder
44-45
56
9
overboard
Motors
Ministry of
Transport
MOT—
Manual Pump
Running
Running aground
19-20 Running lights
10 Running rigging
45,84
48, 49
12-17
15
94
106-107
82-83,9. 10
35. 39
43
44. 68
11, 69
10
33-34
41
16
Nautical mile
Navigation charts
and equipment
57-58
28
Outboard engines
Overtaking
14
39,43
42
22
PFD— Personal
Flotation Device
10
84-86
40
19
26
39
23
18
Safety equipment
Safety harness
Sailing by the lee
Sailing evaluation
Sails
Scale
Seiche
Shackles
Sheets
Shrouds
Skipper
Sound
signal
Soundings
Special purpose
buoys
10
Spring line
Springing a leak
Stanchions
Stand on
Standing rigging
Starboard
Starboard tack
Stays
51
Steering failure
10
Stem
9
18
Stern
Stern
11
Spinnaker
66
50
18
12, 13,
91
10
15
Tack
Tacking
Tang
Tapered wooden
83
43
plugs
Ticklers
Tides and currents
51
Tiller
11,35,68
9,
Title block (chart)
Tool kit
49-50 Towing
10 Turnbuckle
66 Tying up
39
15
Rules of the road
25-29, 94
sheet
Mast
Mercator
57-59
Reef
Reef knot
Reef points
Reefing
Refueling
Rigging failure
Lights
Line squall
30-31
84
100
100
37, 100
99
23
51
Lee shore
Life
16
36,
Latitude
60-62
11,
Radar reflectors
Radio
Reaching
16
Leaving the dock
26
10
Pintle
19
Points of sail
Polyconic
Port
Port tack
Projections
26
Propane
Pulpit
fitting
rail
9
30-32
38
76
9
26
85
Vessel
Weather
Weather helm
Winches
Wheel
Windward
Wing on Wing
Bibliography
Bibliography
Chapman.
C.F. Piloting
Navigation. 55th
ed.,
Seamanship, and
New
York: Hearst
Publications,
Hiscock, Eric. Cruising Under
Sai].
second
edition,
Learn to Cruise Committee, Basic Coastal
Cruising Manuai, Ottawa: Canadian
Yachting Association, 1983.
MacLeod. Robert. Sailing Fundamentals.
Los Angeles, American Sailing
Association, 1984.
Ross, Wallace. Sai) Power.
New
York:
Knopf,
Sleightholme,
J.D.
This
Saiiboat
is
Cruising, Lymington, Hampshire,
England: Nautical Publications,
Walliser,
USCGR, Captain
Blair.
Basic
Seamanship and Safe Boat Handling.
4th
ed.,
:
Doubleday,
Author
Rob MacLeod
Sailing Association's Cruising
Instructor Development Program in
1981, and served on the
and
CYA
OSA
committees for three years.
During
this time
director of the
Rob became
HHC sailing
program, then moved to Toronto
teach in the Small Craft and
Marina Technology program at
to
Humber
Rob
starled sailing
25. later than
up
College. In 1983, Rob was
invited to join the fledgling
American Sailing Association in
Los Angeles. For the next eighteen
months, Rob trained ASA staff,
when he was
most people, who end
in sailing as a profession.
in the first year.
Rob
conducted
With-
teaching sailing at the Hamilton
Harbour Commissioners' Sailing
^aijing Fundamentals," for
the
ASA^
Returning to Canada, Rob wrote
this book, the first of a planned
Moving quickly from'ceri
boats to fixed keel boats, Rob soolT
developed a love for cruising. This,
combined with his desire to teach,
led to involvement in the
to
developed
"
School.
Learn
clinics,
instructor colleges throughout the
States, and wrote a book
V^nited
started
serie s of_five.
appropriate
StaRdard.
CYA
Cruise program. Rob
of theX)"'
became the chairman
S0J001-90Z tJ-8)mAA-5>)oog
Oi|||
00000
I
666£g,|,, f
O)
Each
CYA
will follow the
Learn to Cruise