UK Sailmakers brings a wealth of expertise to the event. Meet Mark Wood, owner of UK Sailmakers Miami, as well as Kevin Crouchley and accomplished racer, Emmett Dickheiser, from the UK Sailmakers Northeast location. These seasoned professionals are your go-to source for sail information, whether you’re a weekend cruiser or Grand Prix racer, they have your questions covered!

At the UK Sailmakers booth, you’ll find a demonstration of their finest products, including a variety of X-Drive® and dacron sample sails. But the real treat is for those considering a new sail purchase; UK Sailmakers offers on-the-spot, no-obligation quotes and there is a generous 10% discount for orders placed during the show.

Beyond sails, UK Sailmakers is your gateway to the latest sailing products. They proudly serve as dealers for Oxley Stabilizing spinnakers and the Ewincher 2 electric winch handle. And for those seeking retail merchandise, don’t miss their selection of UK Sailmakers duffle bags and exciting giveaways throughout the event.

Responsible sailing and environmental stewardship take center stage at the Annapolis Boat Shows. Water refill stations, reusable bags, and recycling bins underscore the commitment to sustainability. The shows feature eco-friendly products, energy-efficient boats, and cutting-edge technologies. Talk to the staff at the UK Sailmakers booth to learn about some of the recycled and partially-recycled sailcloth options for your next sail.

Seasoned and novice sailors alike will enjoy connecting with fellow sailors while exploring the docks featuring over 100 sailboats on display during this internationally acclaimed show. The 2023 Annapolis Sailboat Show boasts the world’s largest selection of multihulls, with over 50 models from 24 manufacturers. From compact Guppy to opulent 66-foot catamarans, explore various options and engage with our multihull experts at the UK Sailmakers booth.

These shows are not merely about boats; they celebrate the entire boating lifestyle. Immerse yourself in the company of fellow enthusiasts, gain insights from industry experts, and fully embrace the world of sailing. Chart your course to UK Sailmakers at the 2023 Annapolis Sailboat Show this October, where our seasoned staff will empower you to Sail with Confidence.

For more information and to purchase tickets for this year’s show, visit the Annapolis Sailboat Show webpage here.

Our team of writers, led by Buttons Padin, unravels the mystique behind designing asymmetrical spinnakers by tapping into the expertise of three UK Sailmakers’ top designers: Pat Considine, Geoff Bishop, and Stuart Dahlgren. They emphasize that spinnaker design hinges on two key factors: the boat’s characteristics and the intended style of sailing.

The specifics of the boat, including its type (high-performance, displacement, one-design), precise measurements, and the planned sailing style (IRC, ORC, offshore, coastal and professional vs. Corinthian), form the foundation of asymmetrical spinnaker design.

The article spotlights three essential data points that wield significant influence over a sail’s performance and rating:

1. The point-to-point distance between where the spinnaker will be tacked (on a sprit or a lowered pole) and the max height for the halyard.

2. The mid-girth (SMG) luff to leech measurement, expressed as a percentage of the foot length.

3. The trim position for the clew in terms of height off the deck and where the sheet will lead.

Spinnaker designs are fine-tuned using these measurements and more to optimize performance for either offshore or inshore racing. Our experts delve into explanations about how SMG impacts a sail’s ideal wind angle and how luff length is a critical design element influencing performance and sail projection.

The article underscores the importance of leech length and sheeting angle, highlighting differences between reaching and running spinnakers, and the role of tweakers. Additionally, it briefly touches on sail panel layout and fabric considerations, highlighting the importance of structural integrity.

This year’s UK Sailmakers technical brief offers valuable insights into the complexities of asymmetrical spinnaker design, underscoring the need to comprehend boat characteristics and intended sailing conditions. Understanding these principles empowers you to actively participate in the design process, optimizing your sails for your unique sailing needs. 

For those interested in sail design and seeking to enhance their racing performance, this article is a must-read. Check it out in your print copy of the October edition of Seahorse Magazine, or find it available online here.

Lake Muskegon is a small inland lake located in Western Michigan off the eastern shore of Lake Michigan. Pat was in the area for a few deliveries for UK Sailmakers Chicago and was invited to hop aboard J/35 BAD DOG for a Wednesday night club race. Pat knew the owner, Larry Taunt, a long time UK Sailmakers Chicago customer, but had not previously met the rest of the crew. The last time Pat had sailed with the BAD DOG team was back in 2018, when they bought their current UK Sailmakers X-Drive main and jib.

Lake Muskegon is a small inland lake located in Western Michigan off the eastern shore of Lake Michigan.

“Right away, I could tell these are a fun group of guys.” Pat said. “They’re having all the usual banter before the race, you know…Why is the line so long? These instruments don’t work at all, the typical stuff,” he laughed. “We start the race and initially, I’m just trying to stay out of the way. We’re tacking and the jib comes in—snap!—right where it’s supposed to be, and after a couple of tacks I realize these guys are really good!” Pat said, “The second beat came along, and it was blowing about eight knots. I decided to spill the beans to the crew, and start chiming in about how they have everything set up.” 

Pat noticed that the backstay was on hard, making the headstay really straight and flattening the entry of the jib. Although this goes against the usual setup that Pat would have suggested, he noticed that BAD DOG was making great VMG (Velocity Made Good), in a high and slow mode. This turned out to be optimal for the conditions and their venue, an inland lake with no waves. They also trimmed the main very hard with almost no leech twist, which also works well on flat water. The team had Muskegon Lake cased, and knew how to maximize their performance in these conditions using an atypical configuration. 

When Larry expressed interest in ordering some new sails, Pat was excited to use the FSI simulation to tweak the current designs to suit the way they sail, and make some performance gains. FSI allows for a huge variety of inputs, and Pat plugged in the boat’s specs including the bend properties of the aluminum mast and rig tuning. He set up the simulation for the same eight knot breeze that the team encountered on the water. He added tension on the backstay, and some checkstay tension so that the mast did not bend too much.

FSI simulation of rig tuning for the J/35. Red arrows indicate stress on the rig.

Next, Pat adjusted the parameters in the design of the sails themselves. It was a time-consuming task but he was able to create a harmonious sail design for a main and headsail that had an increased driving force compared to their 2018 counterparts. The adjusted sail plan had several small tweaks, including moving the draft slightly forward, which will also allow better versatility for other sailing conditions. With these changes, Pat was still able to produce the flat headsail entry that is ideal for the Lake Muskegon conditions, by keeping the jib halyard tension light in the FSI simulation. 

With the proposed new sail design complete, FSI was used to simulate the flow and the pressure over the sails at a specified wind angle and wind speed. The new sails were also rendered with battens, draft stripes and reinforcements for a realistic visualization of their final form.

Side-by-side renderings of the rig tuning, pressure map and sail details.

To accurately display the pressure map, many variables are input into FSI to represent cable loads (expressed in in Newtons) and elongations of the stays and sail controls. These fine adjustments allow for accurate representations of how a boat is tuned and its sails are trimmed in real life and unique configurations such as the extra backstay tension on BAD DOG can be recreated in the digital model.

Cable loads and elongations used for the BAD DOG FSI simulation.

The objective for this thorough FSI analysis was to improve the performance of the next generation of BAD DOG sails. Pat said, “The important thing to remember is that they’re not always going to be sailing on Lake Muskegon with flat water, so I had to make sure we still had sails that could be adaptable for a variety of different conditions. I didn’t want to make the sails totally flat in the front end and too far draft aft, because when they do get into waves for events like the Race to Mackinac, they wouldn’t have enough power.” 

“For eight knots of wind and flat water, sailing a J/35 the way that they did really works. In those conditions, cranking on the backstay and trimming the main really hard, helps to drive the boat to windward.” Pat said, “It’s okay for boat speed to be a little bit below targets because the big keel on the boat is preventing slippage sideways and those few degrees of height can make a huge difference.” Good sailors are able to adapt to their venue and sailing conditions to make their boat go fast and the BAD DOG team are a great example of this.

Millar, who has run his own boutique manufacturing sail loft for over five years, joins forces with the international powerhouse, UK Sailmakers. The recent announcement includes the appointment of Jerome McLoughlin as Director, who will play a crucial role in the loft’s expansion.

UK Sailmakers, with its roots dating back to 1946 in the USA, boasts over 50 lofts and service centers worldwide. Now, they are extending their presence into Africa, establishing Craig Millar Sails as their sole registered UK Sailmakers loft on the continent.

The UK Sailmakers South Africa loft produces high-quality bespoke sails for cruising and racing yachts, as well as One Design sails.

The two helmsmen of the loft bring a wealth of experience with yachting. Millar, renowned for his achievements in the Clipper Round the World Yacht Race, founded the Sail Africa Youth Development Foundation upon his return, leaving a lasting impact on Durban’s youth. He also steered the Point Yacht Club as its Commodore during significant transformations along the city’s beachfront. Millar’s sailing prowess was recently recognized with SA Sailing Colors for his performance in the 2022 J/22 World Championships held offshore of Durban.

Jerome McLoughlin, the latest addition, offers a unique blend of skills with his professional background in accounting and extensive sailing experience spanning nearly five decades. His sailing resume includes multiple participations in South Africa’s premier sailing event, the Lipton Challenge Cup, as well as races like the Vasco da Gama blue water races and the 1989 Beachcomber Mauritius to Durban race.

UK Sailmakers South Africa is dedicated to upholding the highest standards in sailmaking, and building on the reputation for excellence that Craig Millar Sails achieved. With a team of expert staff boasting over 100 years of collective yachting experience, they prioritize quality and customer relations above all. 

Founded in January 2018, as Craig Millar Sails (Pty) Ltd, the loft began with a small production team of craftsmen and women that Millar has been working with for more than a decade prior. Since then, their exceptional sail manufacturing has garnered widespread acclaim, driven by word-of-mouth recommendations.

UK Sailmakers South Africa will offer bespoke sails for cruising and racing yachts, as well as One Design sails. Continuing with their high-quality service, well-designed long-lasting sails, and their most advanced design technologies and materials, the loft looks forward to assisting sailors in achieving their best performance.

Hoisting their new branding with pride as they expand more into the global market, Craig Millar Sails is honored to now be trading as UK Sailmakers South Africa.

All existing contact details will remain the same, and a new contact email: southafrica@uksailmakers.com. For more info visit the UK Sailmakers South Africa loft page, check out our website or follow UK Sailmakers South Africa on social media.

The Long Island Sound’s traditional end-of-the-year distance race is Stamford Yacht Club’s Vineyard Race sailed over the Labor Day weekend. For the second consecutive year, light wind forecasts convinced the organizers to opt for the shorter Seaflower Reef course (143 nm staying within the Sound) vs. the longer full Vineyard course. Despite the light air forecast materializing, it didn’t deter 90 boats from participating.

When the dust settled Saturday night, two boats belonging to long-time UK Sailmakers customers had won their Vineyard Race division as well as major ocean racing trophies.

Racing within and winning Class 9 PHRF was Kurt Locher’s J/42 ATALANTA, while Andrew and Linda Weiss’ Italia 11.98 CHRISTOPHER DRAGON closed out its distance racing season winning Class 10 ORC. The significance of these two wins is that both boats won their respective ocean racing series.

For years, Stamford has sponsored the Northern Ocean Racing Trophy (NORT) for ORC yachts and the New England Lighthouse Series (NELS) for boats that race under PHRF. Both series require that you sail in the Storm Trysail Club Block Island Race and the Vineyard Race. In addition, you must sail an additional ocean race from a selected list. This being a non-Bermuda Race year, both boats opted to sail the Marblehead-to-Halifax race. The combined scores in the three races determine the overall winners. DRAGON won its Division in the Halifax Race and ATALANTA finished second in hers while DRAGON won the Block Island Race overall. That was all it took for DRAGON and ATALANTA to receive the NORT and NELS, respectively.

Sailing the Sunflower Reef course, it’s hard to get too far away from the Connecticut shoreline. DRAGON rounded the half-way mark at midnight Friday with a foul current. They hugged the northern shore to get out of the current, allowing DRAGON to get past the rest of the boats in their class.

Weiss’ Italia has a full suit of Titanium® upwind sails and Matrix® spinnakers. Interestingly, DRAGON carries a UK A3 rather than a Code 0 finding that the performance is comparable, while avoiding the hit to their rating.

Weiss further noted that this is his third NORT win (2011 and 2022) but more important to him was winning the Olin Stephens Trophy signifying the best combined performance in the 2022 Bermuda Race and the 2023 Halifax Race. “That was our objective going into the season. After winning our division in last year’s Bermuda Race finishing second overall, we sailed this year with the objective of earning the Olin Stephens Trophy. Thanks to a great crew, that objective was realized.

Locher’s ATALANTA is a vintage J/42 that he “turboed” by adding a spinnaker prod, upgrading from cruising to racing electronics, and updating the interior. Sailing now with asymmetrical spinnakers and code zeros, ATALANTA won her division in the local Thursday night Can One series, too. Kurt credits much of his success to advice he received from both UK Sailmakers’ Butch Ulmer on reconfiguring his vintage cruising boat. “Under Butch’s tutelage, we upgraded our sail inventory and converted a cruising boat into a racing boat,” said Locher. “We converted to racing and started competing about three years ago. We’ve built our program and have enjoyed our recent success.”

See here Vineyard Results and here Marblehead-to-Halifax Results for the results.

Over the past two decades, the difference between boats with all or mostly professional crews and Corinthian sailors has become increasingly pronounced. That said, this state of the sport doesn’t mean that a boat raced by a predominantly Corinthian crew can’t be competitive. It’s just that the amateurs need to match the pros’ level of preparedness and work together as a well-oiled machine.

That was the case in the recent ORC Worlds in Kiel, Germany for KATIMA, a modified Swan 45 owned and helmed by Jan Opländer from Flensburger Segel-Club. An older, heavier boat, KATIMA was sailing against a handful of pro-crewed TP 52s plus keenly competitive Fast 40s. One could look at the differences between these boats and leave the dock thinking that KATIMA was going to be cannon fodder, but Jan and the KATIMA crew would soon outperform any critic’s expectations.

The KATIMA crew are all smiles.

KATIMA knew the competition would be stiff but they were up for it. An all-Corinthian crew except for Tim Kröger (veteran of two Volvo Ocean Races) who is the boat captain and the only full pro, and UK Sailmakers Germany’s Stefan Voss as the crew boss. The rest were just really, really good Group 1 sailors including two relative rookies!

Prior to the Worlds, Opländer, Voss, Kroger, and the crew spent considerable time preparing the boat, its systems, and its sails. In the end, the boat was ready for battle as was its sail inventory. All that was important because it was a very windy week with nine races in total: two coastal races in up to 40 knots, six windward/leewards, and one long offshore race.

The team faced a variety of conditions, including two races with wind speeds exceeding 40 kts.

In the end, KATIMA finished a very respectable fifth in ORC A behind three TP 52 and a flat-out Mills 45 racer. Opländer and his sailors, although they were tired after the week, found great satisfaction in their performance finishing close behind the big boys and beating a lot of other hot shots! They were glad they sailed.

And their pre-regatta prep paid off in spades. “We modified the boat from symmetrical to asymmetrical spinnaker sails with fixed bowsprit last winter and it paid off.” Commented Stefan Voss from UK Sailmakers Germany who also oversaw sail trim and speed management. “KATIMA is now faster and has a better rating, especially in light wind, not to mention having far better boat speed downwind.” Nothing broke, their boat handling was more than good enough, and they had the sails to power them against the competition.

KATIMA sailing with her new asymmetrical set up. Photo credit: Tim Kröger.

Working with UK Sailmaker’s Germany, KATIMA’s inventory consisted of the following:

• All upwind sails are Titanium® loadpath sails: light, medium, and heavy jibs with a jib top and a genoa staysail.
• Downwind sails were exclusively UK Matrix A sails: A1.5, A2, A3/4, A5, with a fractional spinnaker staysail.
• All the spinnakers had a zipper on the head and tack for faster sets and they worked flawlessly.

Opländer and Voss worked with UK’s Lead Designer Pat Considine to design these sails for the Worlds and all the sails were made at the UK Sailmakers facility in Hong Kong. Check out the racing section of our website and contact your local UK Sailmakers loft to optimize your inventory.

KATIMA’s UK Sailmakers Titanium mainsail was picture-perfect and performing at its best.

Did it make sense for Opländer to race his older, heavier boat in this World Championship? You bet it did. Crew member Tim Kröger said, “With a twinkle in the eye we can now call ourselves the fastest teak deck in the world”. The team did well, were very competitive, learned a lot in the run-up to and during the Championship, and came away with a regatta full of memories they will never forget. And, heck, maybe it’s the 2024 ORC in Newport, RI next year.

Article Lead Image Credit: Felix Diemer for ORC.

Results of the races here.

In this Episode, Tripp discusses his Lessons Learned passage making as he circumnavigates the globe, working with marine researchers, and sharing stories of environmental and cultural preservation through film.

Preparation is the key to a successful passage, and Tripp describes the ways in which he and the RESILIENCE crew prepare to be self-sufficient for their expeditions and have learned to expect the unexpected, from provisioning to piracy.

You can also read Tripp’s article about winter sailing from Panama to Florida on the News Section of the UK Sailmakers website here.

Like and subscribe to the UK Sailmakers YouTube channel to be notified when more great content from our channel is uploaded. The Lessons Learned Podcast is also available for streaming on Spotify, Apple Podcasts, and Amazon Music.

For more information on Apparent Winds visit us here. Facebook, Instagram & YouTube: @ApparentWinds

Nathalie’s latest contest with her Figaro 2 was the annual Ida Lewis Distance Race, with a spectacular start and finish off Newport, R.I. The object of this unique race, is that the committee selects a course in the vicinity of Newport and Block Island that will keep the race roughly 24 hours long based on the predicted weather conditions.

Nathalie Criou paired up with Satchel Douglas aboard her Figaro 2, ENVOLEÉ, in the 2023 Ida Lewis Distance Race. Photo credit: Stephen R Cloutier.

Nathalie paired up with Satchel Douglas to race in the PHRF Double-Handed division of the Ida Lewis Distance Race. Leading up to the race, Nathalie observed that the forecast included a small weather system passing through the course. As every racer knows, finding a groove in a transition zone is difficult and strategic work that is instrumental to winning or losing a distance race.

The start of this year’s race was postponed for two hours due to a severe weather forecast, but began Friday, August 18 at 1 p.m. The course lengths varied by division, and ranged from 129 to 203 nautical miles, with the double-handed division course length set at 182-nautical-miles.

ENVOLEÉ on the YB Tracker at the start of the 2023 Ida Lewis Distance Race.

Breezy conditions continued despite the delay, with wind speeds consistently around 20 knots, gusting around 27 knots with lulls of 16 knots. Nathalie has plenty of experience in the wind aboard ENVOLEÉ, including her infamous gale comeback during the Race to Alaska. However, the sea state was horrendous during the long upwind legs of the Ida Lewis Distance Race. Most mark roundings involved sail changes, which were wet and tiring given the sea state.

ENVOLEÉ secured a commendable fifth place in the division, with Nathalie describing the race as, “Super tough competition with exceptionally good sailors in the division, including another Figaro. This makes for great racing. We lost sight of our fleet, and then found them again weaving our route in and out of theirs.” It was a physically tough race due to the conditions, but also mentally, you have to say ‘on’, knowing there’s a mark to round every 5 hours and dodging sleep for 24 hours.

Nathalie feels at home in the breeze and at the helm during the 2023 Ida Lewis Distance Race.

Despite the interesting courses, there were very few choices to be made during the race, Nathalie said, “As it was, it was an upwind/reach/downwind parade and boat speed was key”. This differs from much of her offshore racing experience where, mark roundings are more infrequent and there is much more ‘play’ in the course. The key strategic decision was which side of Block Island to go. Nathalie and Stachel chose to go through the west side as the flood pushed ENVOLEÉ into the Sound. When the tide switched, the ebb also helped them back out on the other side of the island.

Throughout the race’s numerous mark roundings and changing weather patterns, ENVOLEÉ’s UK Sailmakers inventory proved its mettle. Nathalie has meticulously outfitted her Figaro 2 with a set of Titanium upwind sails and relied on UK Sailmakers’ spinnakers for the downwind stretches.

Full race results are available here.

ENVOLEÉ on a downwind leg side-by-side with sixth place finisher, Sunfast 3600, LOBLOLLY.

If you’re thinking about making your own jump from one coast to the other, or beyond, Nathalie emphasizes that one key to success is familiarizing yourself with the local current patterns. She said, “On the West Coast, there is a North to South current in the summer and South to North in the winter along the coast, but strong ebb currents are otherwise present in bays, rivers, and very close to shore.”

Article Lead Image Credit: Stephen R Cloutier.

Apparent wind is the most important factor affecting a sailboat in motion. Apparent wind is elusive, it changes constantly as we sail; it’s the throttle by which we sail. Mastering the triggers that control apparent wind will unlock your sailing potential more than any other thing you can pay attention to. Today’s tips help you visualize apparent wind and break down how to use it.

TIP 1: LEARN TO RECOGNIZE THE FEELING OF APPARENT WIND

A sailor continuously senses the apparent wind on their face and feels the hull sailing beneath them. In simple terms: the apparent wind is the wind experienced by an observer in motion and is the relative velocity of the wind in relation to the observer.

To best appreciate the relationship between apparent wind and your boat’s performance, you must mentally record the physical changes in apparent wind and boat performance over time. Focus on this relationship in 30-second intervals (or longer) to enhance your understanding. This could take you a lifetime to master.

TIP 2: UNDERSTAND THE THEORY OF APPARENT WIND

The classical theory defines the velocity of apparent wind as the vector sum of the velocity of the headwind (the wind velocity a moving object would experience in still air) plus the velocity of the true wind.

Headwind is defined by a boat’s speed and direction, taking into consideration factors such as leeway, wave resistance, current, and other motions such as rolling and pitching.

Despite its simple definition, apparent wind changes constantly and rapidly in the real world.

TIP 3: HARNESS APPARENT WIND

The wind blows over a sail’s surface, but the only thing that allows power to be created from a sail is its angle of attack. The angle of attack is determined by both the craft’s point of sail and how the sail is oriented with respect to the apparent wind. A sail’s angle of attack is the angle between the sail’s chord line (between the luff and leech) and the direction of the apparent wind.

You are responsible for the apparent wind you have, and you can influence your apparent wind vector by understanding how to control it. Subtle directional changes in relation to the true wind can have a significant impact on boat speed, in part due to the immediate changes in apparent wind.

When you’re sailing and turn toward the true wind, your apparent wind speed immediately increases; conversely, if you turn away from the true wind, the apparent wind immediately decreases. Knowing when to seek more (or less) apparent wind is a more complex concept.

TIP 4: UNDERSTAND THE POWER OF APPARENT WIND IN THE LIFT EQUATION

Sail Power (formally: Lift) is influenced MORE by apparent wind than anything!

Sail Power is a function of four notable factors:

Lift(f) = Sail Area; Sheet Angle; Sail Shape; V^2

Where, Apparent Wind = V

Sail Power varies to the SQUARE of Apparent Wind: V^2

To generate lift, a sail must present an “angle of attack” between the chord line of the sail and the apparent wind velocity.

The Lift Equation reveals it all — never underestimate anything that varies quadratically!

You can (and should) control your sail-power by coaxing a little more or less apparent wind! This is simply true because sail-power responds to the square of apparent wind speed. For example, if you coax your apparent wind from 8 to 9 knots because you’re a skilled sailor, you gain 8% more sail power! When the true wind is this light, an 8% increase makes the difference between keeping your boat moving or coming to dead-stop.

TIP 5: OPTIMIZE SAIL POWER

A boat’s hull is designed to perform within a narrow range of sail power. Frankly, the sailor’s job is to continually supply and drive the hull with the right amount of sail power. Sail area and sheet angle offer the foundation for sail power, but it’s the apparent wind flowing over the sail that offers throttle control. It’s imperative that a sailor optimizes the proper apparent wind across a sail to give the hull its power to keep the boat within its control specifications.

Aero/Hydro balance is designed into every boat. More power than necessary doesn’t create incremental improvements to performance — in fact, incorrectly powered sailboats are more difficult to manage; and, the risks of component failure in overly powered situations are greater than any perceived efficiency gains.

You can sense your boat’s balance given the apparent wind you’ve created and the sea state you’re sailing through. Unfortunately, I cannot offer specifics about how to get the most from this tip because this art requires intuition based on knowledge and experience. However, as you’re now equipped with my concept — it works; now, go practice!

TIP 6: SEEK PROFESSIONAL GUIDANCE

Sail with me and receive private coaching to intellectualize your hands-on growth as a sailor; it’s the best way to advance your sensitivity with the application of all my tips above. Feel free to email me with any question about this info and I’ll be happy to either speak with you by phone at (808) 895-9531 or correspond by email at: paul@moderngeographic.com

I’ve been breaking barriers in sail coaching for 36 years, and my new Mastermind Sail-Training is facilitating limitless learning in the sailors who work with me — the results are there!

Check out the best Sail Training available anywhere right now:
https://www.goanywherebysail.com/my-vid

Great sailing ahead!

Paul Exner

SIREN was a division standout early in the race, and Brendan managed to maintain his position in the top spot in the Kū division. Brendan crossed the finish line in Hanalei Bay after 13 days and 4 hours, placing 5th overall in this year’s 18 total boat fleet. This was his ninth race to Hawaii and second Singlehanded Transpac.

Brendan sailed this year’s race with a UK Sailmakers inventory, including an X-Drive mainsail and an A2 spinnaker (pictured).

His sail inventory consisted exclusively of UK Sailmakers sails, all of which also were used in the 2021 SHTP and many other races in windy San Francisco Bay. Brendan noted that all his sails performed to the high level expected despite the mileage they had sailed and regular usage. Brendan said, “Both my X-Drive mainsail and 125% genoa are four years old. Even after two races to Hawaii, they both have plenty of life left in them.”

The first half of the race was a close reach in mostly breezy conditions. During the second half of the race, Brendan alternated between his A2 spinnaker and winging out his genoa during naps and squalls.

“One morning, I set the A2 in 15 knots of breeze but then it quickly rose to 25-28 knots for three hours. By then, I had a decent lead on my fleet and considered dousing the chute; but how often do you get to sail downwind in the middle of the Pacific by yourself and surf down waves like that? I was careful, however, and the asymmetrical chute flew beautifully making for easy steering.”

Brendan Huffman aboard his Santa Cruz 33, SIREN, in the 2021 Singlehanded Transpacific Race.

In preparation for this race, Brendan worked with other lofts within the UK Sailmakers network to develop an effective and manageable sail plan for the race. He noted that there had been lots of useful input from colleagues before this race, as there had been for his previous SHTP.

Brendan said, “My nine races to Hawaii have given me considerable knowledge and perspectives that I have and will continue to pass along to my customers planning to race or cruise offshore, regardless if shorthanded or fully crewed.”

Brendan went on to say that this ninth race to Hawaii was the most challenging in terms of weather and how hard he pushed himself. He can certainly rest assured knowing his goal of improving on the results of his last SHTP has been achieved.

SIREN at anchor in Hanalei Bay, Hawaii, after the finish.

Rather than a return delivery, Brendan had previously arranged to donate SIREN to the youth sailing program at the Kauai Sailing Association. “At the SHTP trophy dinner, the KSA juniors sang Oli Mahalo (song of gratitude) for me. I was very moved by this gesture. I’m fortunate to have had a wonderful support team in both Marina Del Rey and Sausalito for two SHTPs who helped prepare this 45-year-old boat to cross the ocean twice, and now its new life with the KSA. Thank you all! I’ll cherish forever my terrific memories of SIREN and my solo races to Hawaii.”

The Singlehanded Sailing Society has been running the SHTP biennially since 1978. The Singlehanded Sailing Society notes that, “Since then, more people have made it to outer space than have raced singlehanded from San Francisco to Hawaii. But, if you like to sail by yourself, paradoxically, you’re still in good company.”

Double rainbow at the Hanalei Bay anchorage.

So, when the time came to sail from Panama to Florida in December 2021, I was on the hunt for advice. I asked other sailors on the docks of Panama City and Colon. I was making calls back home to old salts. The problem was that most folks in Panama were heading West with the trades. Other folks who happened to be going in another direction weren’t going straight to the United States. A common route to Florida includes going either North slowly when the weather allows or East for Colombia when the weather allows, and then making a much easier point of sail North from there.

Oftentimes, folks wait until late spring or early summer. Our goal was to sail from Panama to Florida without stopping. I couldn’t find the advice I was looking for. It was time to get home, and we also didn’t want to be in the Caribbean for hurricane season.

SV RESILIENCE passing through the Panama Canal in the previous leg of the Apparent Winds Expedition.

It’s not just about the weather. If you read the legendary work of Jimmy Cornell, he gives decent routes from Panama, but I found them a bit too vague and didn’t consider a large concern in this part of the world; pirates! To keep a very long topic short, there ARE pirates out there. As of spring 2023, pirate activity has already been reported. This means that you may want to run “dark” at night, meaning lights out, AIS not transmitting, and a very serious watch supplemented by radar. The scary thing here is that running dark is a common practice, so you must remember that you’re likely not the only one trying to be invisible out there!

Secondly, it’s best to keep your distance from shore, where it’s an easy run out for speedboats and Pangas. As I said, piracy is a whole other topic, and I’d like to write about our experiences sometime, but we’ll save that for later. Just remember, piracy is a reality.

In 2021, with a need to get to Florida and only flakes of advice here and there, I charted out a course that I felt met our needs both for sailing quality and piracy safety. It was a bumpy ride out of Panama but all together, it was a very successful route. When we needed to make the same passage again in 2023, I pulled out my old waypoints, re-examined them with the March wind conditions, and followed them nearly exactly. The only change we made was to depart from Guna Yala (the San Blas Islands), which are further East than Colon and therefore made for a slightly better angle upwind. Once again, we had a great passage!

Local sailors in Guna Yala often use sprit-rigged canoe boats for transport between the islands and to the mainland. You can watch the story of this incredible stop in the Apparent Winds Expedition by clicking here.

Here’s what we have learned:

Before You Begin

Watch the weather. In the winter, the winds are typically stiff. They will also often shift from easterlies to north easterlies with varying strength. If you time it right, you’ll give yourself a much better sailing angle to head north. If you time it wrong, you’ll most certainly have to tack up to make up for a bad start. The good news is that as you make it further north, the angle will typically improve as winds become more easterly. I started studying my Predict Wind GRIB files weeks in advance and they proved to be accurate. Not long before this passage, we began the process of replacing our sail inventory with all-new UK Sailmakers’ sails. I was much more at ease for this passage, knowing we had quality sails aboard.

During our latest passage, we managed to have a comfortable sail north with our staysail and reefed mizzen balancing each other, keeping us tracking well without feeling overpowered in the gusty conditions. We kept our Yankee partially unfurled as well for the upwind leg. Typically, you don’t want to run too long with a partially furled sail, but I was a bit more at ease given that our Yankee is now made from Contender’s FiberCon Pro Hybrid cloth with Dyneema. Basically, the sails will hold their shape for much longer, creating wonderfully resilient sails! With this setup, we managed to push along well.

The Route

The Route: From Panama, we headed for Waypoint 1: 15 11.780N by 79 52.097W.

This is a nearly due north course. Keep in mind that whenever possible, you want to follow your lifts. You want to keep clear of the Roncador and Serrana Banks, which come up to your west before the waypoint. This is by far the hardest part of the trip, which means you and your crew will likely get to ease back into a nice cruise once this first leg is behind you.

RESELIENCE sailing in light air with a new set of sails made by UK Sailmakers Northwest. The sails were designed with performance, durability and longevity in mind for bluewater/offshore passage-making.

From Waypoint 1, you can then make a turn to the northwest and follow Waypoints 2 and 3.

Waypoint 2: 15 56.713N by 80 37.242W
Waypoint 3: 16 41.017N by 81 5.436W

Ok, this is probably my favorite part of this route. It will take you along the edge of an area known as the “Nicaraguan Rise” and between areas of shallower water. It’s not so narrow that we’ve ever felt in any danger, but it does provide a 1.5 – 2+ knots current; that’s a great reward for that first leg! At this point in our last passage, we were finally able to completely unfurl our massive Yankee and shake our reefed mizzen. We ripped through this leg easily, making a steady 10+ knots SOG.

From Waypoint 3, the waters open up from obstructions, and you can head straight for Waypoint 4: 21 32.571N by 85 15.030W.

As you approach Waypoint 4, currents and winds, become a bit more variable again. If you can, keep a good eye on new GRIB files. I have marked several safe anchorages off the coast of Cuba in case it looked as though we were going to hit unfavorable weather. The current can get you here, so expect it. You may be able to avoid it using GRIB forecasts or other resources, best of luck!

Once you’ve made Waypoint 4, the goal is to find the Gulf Stream and then pick your landing in Florida. In 2021, we landed in Key West and in 2023 we went straight for Miami. I’ve provided the two locations at which we entered the Gulf Stream during our last two passages.

2021 Gulf Stream: 23 28.220N by 83 44.464W
2023 Gulf Stream: 23 16.583N by 83 49.989W

RESELIENCE at anchor with blue skies and seas.

Conclusion

In short, the sail from Panama can be a bit daunting compared to your typical cruising routes, especially in winter. The key is to time your departure from Panama as best you can. If you can depart from Guna Yala, do it! The angle is a bit better, and it’s a beautiful country with wonderful people. What I love most about this passage is that the hard work really comes at the beginning, leaving you and your crew with only good things to look forward to for the final two-thirds of the journey. Our latest passage from San Blas to Miami was 1249 NM in total and took about seven days.

Fair Winds,
Prentice “Tripp” Brower
Capt. of SV Resilience and Executive Director of the non-profit Apparent Winds
www.apparentwinds.org
FB,IG,YouTube: @Apparentwinds

Sustainable sailing has manifested itself in numerous ways, ranging from the Racing Rules of Sailing that prohibit marine littering, and regattas that ban single-use plastic containers. Non-sustainability can rear its ugly head in the form of derelict boats and worn-out sails that end up in dumpsters, chippers, or landfills. None of those are good things.

UK Sailmakers has taken our sailing sustainability initiative one step further by acting globally to minimize the environmental impact of our sail manufacturing processes to help protect the world’s oceans. We are doing this with the help of two companies from which we purchase the sailcloth used to make your new UK Sailmakers’ sails.

Rolls of cloth fill the shelves at UK Sailmakers Northwest in Sidney, BC.

The first is Challenge Sailcloth. You can now buy a new X-Drive® or radial laminate sail from your local UK Sailmakers loft that uses Challenge sailcloth made from partially recycled yarns and 100% recycled film. This recycled film has greater UV resistance than virgin sailcloth films, extending the sail’s useful life. Challenge has also developed the first sailcloth made with 100% recycled fiber and film. Further, Challenge is using a proprietary non-toxic adhesion method in manufacturing their sailcloth.

UK Sailmaker’s other major sailcloth provider, Dimension Polyant, is approaching sailcloth sustainability from a different direction. DP has focused its efforts on carbon-neutral manufacturing. They have created the first 100% climate-neutral sailcloth made from bio-based Dyneema® fibers. These fibers contain high-modulus polyethylene from renewable raw materials, making them better for the environment from the beginning without sacrificing performance.

The plotter at UK Sailmakers Northwest in Sidney, BC, drawing and cutting X-Drive sail panels.

These are just a few examples of sustainable products from our major sailcloth manufacturers. Using an environmentally friendly sailcloth is a major step towards reducing UK Sailmakers’ carbon footprint. In addition to the raw materials we use, UK Sailmakers Lofts also reduce waste that occurs during the manufacturing process by using modern pattern plotting technology to reduce material off-cuts. The remaining usable scraps are saved and stored for future sail repairs or to make sailcloth duffel bags.

Talk to your local loft today to learn about the recycled sailcloth options available for your next sail.

In 2022, Team Pestou’s race came to an abrupt end when his Corsair F-24 trimaran, GENEVA, among many others, suffered a race-ending log strike during a section of the race dubbed “The Strait of Georgia Log Massacre” by 2022 competitors, Team Vegemite Vigilantes.

This year, in an incredible testament to endurance and fortitude, Pesty sailed GENEVA to the finish line in 7 days, 22 hours and 44 minutes. He used an inventory of UK Sailmakers Northwest sails and a custom pedal-to-prop manual propulsion mechanism to power GENEVA. This incredible pace was the fastest elapsed time for a solo participant in the eight-year history of the race, beating the previous 2018 record of 8 days, 4 hours and 16 minutes. 

The R2AK is described by the organizers as, “The first of its kind and North America’s longest human and wind powered race…It’s like the Iditarod, on a boat, with a chance of drowning, being run down by a freighter, or eaten by a grizzly bear. There are squalls, killer whales, tidal currents that run upwards of 20-miles-an-hour, and some of the most beautiful scenery on earth. $10,000 if you finish first, a set of steak knives if you’re second. Cathartic elation if you can simply complete the course.” 

The R2AK is a self-supported race with no engines, no supply drops, and no safety nets. It is scored on elapsed time only, there are no division splits and no rating systems to equalize competitors. In most years, only around 50% of the race entrants manage to make it all the way to Ketchikan due to fatigue, injury, or vessel damage.

Regarding his entry, race organizers said, “We’re shocked that Team Pestou resisted the Race to Alaska for this long. He was born for this.” Pesty’s father was a skilled multihull sailor, and his 55’ trimaran served as home and training grounds for Eric. In his teens, Eric was already winning races on Hobies, and his streak has only continued in the Pacific Northwest. He frequently places GENEVA on the podium of multihull divisions at local regattas, often sailing solo. But, from the start, race organizers recognized the primary obstacle for any singlehanded participant, “Until coffee gets a lot stronger…it’s long odds for a solo team to beat a boat with a crew—eventually you have to sleep.”

Although Team Pestou did not win the cash prize or the steak knives, he did win the hearts of many who followed along on his journey through the tracker and the Team Pestou social media posts. Pesty was gifted a prize as the first solo finisher from the first-place finishers, Team We Brake For Whales, in the form of a custom engraved butter knife. 

Pesty was touched by the priceless piece of cutlery, and by the support from all the other participants and fans. He said, “I am really grateful to have had the privilege to share such an adventure, both physically with the amazing other crazy people I met along the way and “virtually” with all of you who cheered me on. I really did not expect what started as a personal challenge to grow into a shared experience with so many, but I am touched by it and hope you all enjoyed the journey!”

Article lead image credit to the R2AK official Facebook page.

Every sailor, without exception, will experience a shift in the wind’s direction as they sail near or through a Cold Front — the scale of the wind shift can span a thousand miles! Heavy weather frequently blows near a Cold Front but that’s not guaranteed; CF-severity is characterized in three ways: extreme, moderate, or mild.

You can learn to leverage a Cold Front’s weather pattern to help you win a regatta or complete a safe offshore passage — it’s important to understand how Cold Fronts behave as their influence dominates a sailor’s plans for 2-3 consecutive days; and, CFs affect all sailors several times per year.

I’ve experienced more Cold Fronts at sea than I should have — the worst I endured was in the middle of the Gulf Stream off Charleston, S.C. in April when a post-frontal Nor’easter hammered us on a passage to Puerto Rico — gale force winds opposed the Stream’s 2.5 knot current and “holes” formed in the sea surface large enough for our boat to fall into — two yachts foundered in the wake of that Cold Front, and a pre-season hurricane unexpectedly spun up on the frontal axis a few hundred miles south of us.

To help you sail in the proximity of Cold Fronts, here are my pro sailing tips and tactics based on the expected atmospheric behavior of this powerful weather phenomenon; I’ve also included some points about what to watch out for.

TIP 1: NUMERICAL WEATHER MODELS STRUGGLE WITH FRONTAL TIMING

Without a doubt, GRIB Files and post-processing apps display weather model output to help sailors gain clear expectations about the sailing conditions they’ll encounter, but Cold Fronts behave elusively and can’t be perfectly modeled. In the natural world CFs accelerate, stall, and morph their boundary in ways “the math” can’t resolve; they also tend to deepen as they move offshore and away from a continent, posing further problems for model convergence in transitory phases. CF behavior simply cannot be modeled with high accuracy down to the hour — often, CF frontal boundaries can be mis-modeled by as much as a day!

Despite modeled inaccuracies with Cold Fronts, their atmospheric mechanics do behave consistently enough for a sailor planning and taking routing actions IF the sailor knows what to look for. Let’s dive more into CF behavior in the TIPS below; but, for now, hear this: the sailor must always analyze their immediate surroundings and make their own judgment about a Cold Front’s timing irrespective of numerical predictions.

TIP 2: WIND-SHEAR AT THE COLD FRONT BOUNDARY

Surface winds converge on a Cold Front’s boundary, creating an opposing wind direction on opposite sides of the front (known as horizontal wind shear); this occurs in relation to how the atmospheric pressure is distributed around the CF and influenced further by the Coriolis Effect.

The Coriolis Effect causes the wind to change its direction by bending its flow rightward in the north hemisphere on a regional scale.

As surface winds are drawn into the Cold Front’s line of low atmospheric pressure, sailors can expect to see a consistent unfolding wind direction pattern as the front passes over them:

• Preceding the Cold Front, a persistent wind shift first materializes from the southeast and clocks to blow from the southwest in close proximity to the frontal boundary. The wind speed likely increases as it clocks.
  
  
• The frontal boundary of the Cold Front will produce widely varying conditions depending on the storm itself; expect anything from: dead calm, gentle breeze and severe thunderstorms to rain, gale force wind, and completely overcast skies.
  
  
• Following the Cold Front, the brunt of the advancing cold air mass typically fills in and blows from the west-northwest; although, the specific westerly component of the wind is totally unique to each individual storm. Then, the wind builds in strength as the regional gradient establishes itself over the next few hours — the wind sometimes dies out if the CF is mild — but, if the CF is characterized as “extreme” the wind will blow HARD for a day or two especially in the ocean if the front leaves the continent and advances seaward. During this final phase of the Cold Front, we’ll see the wind’s direction continue to clock from the west-northwest to the north, and sometimes clocking further to the northeast.

Even though I’ve specified the expectations for a Cold Front passage above, mother nature occurs on a planet rocketing through space — I fully realize my TIPS are considered general info.

Nevertheless, the wind shift pattern I’ve outlined above happens consistently throughout the northern hemisphere — if you truly “own” these concepts, you can detect the nuanced weather for each Cold Front, leveraging your sailing routes to the Moon and back!

TIP 3: DEVELOP CRYSTAL BALL AWARENESS

When a sailor can intellectually interpret a WX forecast and naturally sense how the sailing conditions will unfold in the vicinity of a Cold Front, and then make routing decisions that leverage their plan as if they saw everything clearly in a crystal ball — wow — they’re living a guru reality.

ANY sailor can develop this level of awareness: racers, day sailors, and voyagers. By practicing the art of sailing at this level you’ll experience one of the greatest enjoyments a sailor can know.

To develop this awareness for yourself, study the step-by-step account of a Cold Front I outlined in TIP 2 and compare the info to your firsthand observations of your immediate weather. Ask yourself: what’s the wind direction and speed? Could a CF be near or within several hundred miles of you? Consider the atmospheric mechanics presented in TIP 2 in relation to the nomenclature depicted on the Surface Analysis Reports published by your national meteorological office; try to relate your immediate wind direction and speed to any nearby Cold Front depicted on the Surface Analysis Report. How will the forecasted CF move in the next 24 – 48 hours relative to your position? Make your own weather prediction and monitor the wind over the next two days. Compare your own forecast to what you observe locally.

I’ve practiced this same self-coaching method myself over the past twenty years — it has undoubtedly helped me grow my awareness of synoptic weather, and I’ve successfully sailed many highly leveraged routes near Cold Fronts. I encourage you to do this work for yourself; when you do, you will greatly advance your ability to interpret the unfolding weather as if you had a crystal ball.

The on-the-water benefits received by efficiently leveraging the mechanics of a Cold Front help us create a multi-day sailing strategy. Remember: we’re influenced by Cold Fronts hundreds of miles away from us as they steadily morph and unfold day-after-day.

TIP 4: LEVERAGED SAILING STRATEGY FOR PERSISTENT WIND SHIFTS

There’s SO much to say about leveraged sailing and persistent wind shifts — an entire book could be written, mostly because our actions depend on numerous boat-specific performance factors and every routing situation is different, but I’m compelled to include a few points to get you thinking and consider a few out-of-the-box options.

Let’s look at two separate sailing cases for persistent wind shifts: 1) You’re sailing a regatta with multiple races in the same day, 2) You’re sailing a lengthy offshore leg greater than 24 hours.

First, you absolutely must understand the atmospheric mechanics driving the wind coming from the Cold Front on the day, and believe with conviction that you can accurately predict which way the wind will shift throughout that day. Refer to TIP 2 to review these mechanics.

Force yourself to make a prediction with conviction — the only way to advance knowledge is to make an educated guess, leverage our decisions regarding the guess, and take note of how our decisive actions play out.

TIP 4.1 — Sailing several races on the same day as the wind shifts persistently: To perform well in this environment, sailing angle data must be collected to identify the “fast lane” headings coming off the starting line on both port and starboard tack. You must begin collecting data as soon as you hit the water, and continually collect new data so your immediate sailing angle can be compared to what you previously collected. Often, wind oscillates as it persistently shifts, so you must filter out aberrations to determine the persistent trend.

You’ll likely notice that wind fills sometimes in spurts from the side of the racecourse where the persistent shift will eventually come from. The leveraging strategy is to simply favor sailing in locations on the race course where the new wind is filling in; then, sail toward the persistently shifting wind, and change tacks before you’ve over-leveraged yourself, keeping in mind that sailing the lesser of two tacking angles to the mark is preferable.

As multiple races unfold throughout the day of racing, there will be several starts and specific legs where the wind will shift more advantageously than others. Identifying and capitalizing on advantageous events is obviously important, but requires you to focus your awareness on the trends. By constantly keeping track of your efficient sailing angles you’ll be more likely to identify the significant events to leverage against. While sailing fast, keep your head out of the boat and correlate the shifting wind to signs of wind pressure on the water.

TIP 4.2 — Encountering a persistent shift on a lengthy offshore leg. NOTE: the most common point-of-sail on offshore legs is reaching, so I’ll focus on strategies that apply to persistent-shifts while reaching (SEE 4.1 for upwind strategy).

Since the evolution of a Cold Front unfolds over several days, my approach to leverage the persistent shift from a CF is to evaluate the wind’s change of direction in terms of 3-6-hour increments (sometimes shorter). If the boat sails 150-200+ miles/day on a reach, and you’re sailing toward a Cold Front, wind changes occur faster than expected.

There are two general approaches to sailing reaching legs: 1) To a compass course aimed at a waypoint; and 2) Helming a desirably fast wind angle where compass heading is less important; this is sometimes called: Fast VMG Sailing.

TIP 4.2.1 — If you’re sailing to one compass number as the wind shifts persistently, the sail trimmer will slowly adjust the sails to the wind’s change over a lengthy period of time simply because the helmsperson is sailing one consistent heading. The sail trim adjustment may be SO subtle you’ll probably not realize there’s a persistent shift causing this — but — you absolutely must notice this persistent change because the boat’s performance suffers when the optimal apparent wind angle for the boat is forgotten in favor of sailing to a compass course. Worse, you probably will NOT notice the persistent shift either — or — you’ll completely miss the full potential to leverage the wind shift!

TIP 4.2.2 —To really sail a boat well on a reach and leverage ourselves in accordance with a persistent shift, we must select the optimal reaching sails for the reaching angle that gives the best Velocity Made Good for the waypoint we’re sailing to; having a full inventory of reaching sails to choose from obviously offers us more options. If we’re tight reaching we’ll use a Code Zero. For broad reaching or sailing deeper angles we’ll use an A2 spinnaker. The A3 spinnaker gives us flexibility in the mid-range reaching angles. Talk with your sailmaker about specific reaching sails you might need.

Once we’ve established the optimal sail configuration for the sailing angle that gives us the best VMG, the recommended sailing style is to maximize the groove to sail efficiently fast, irrespective of the bearing to our next waypoint — changing tacks when the most leverage occurs. Accomplishing this automatically puts the boat on an average compass heading as a result of sailing efficiently fast — this is the heading we pay attention to and keep track of over time.

As the persistent wind fills-in and shifts, the first thing we’ll notice is how the boat engages differently in the established wave direction since the wind will shift more quickly than wave direction because water waves propagate in the same direction for days sometimes. Handling the new wave angle as we sail the newly shifted wind requires a new groove through the waves. Pay close attention to your new average compass course and how the value may change over time — put a timer on the evolution of this wind shift and log it! This level of monitoring should be compared to your expectations for how fast the shift will occur, and compare it to the full extent you believe the shift will happen that day. This absolutely helps you leverage the persistent wind shift at the right time.

Ultimately, a leveraged sailing strategy for persistent wind shifts begins by understanding the Cold Front weather mechanics well enough to hedge our bets as to how the wind and weather will change over a few day period, and infer the general timing for each event in the phenomenon. We absolutely must plan how we will sail through a changing wind field that shifts and changes in strength because the ramifications of not doing so affects us on the scale of days. We can infer what sailing angles we’ll sail and we’ll select the most efficient sail configuration. The final actions we take are those that allow us to sail an optimized groove that hedges us toward our waypoint with consideration for which leveraged sailing strategy is best.

Paul Exner Pro-Sailing Tips are written exclusively for UK Sailmakers sailors.

I coach sailors to handle extreme conditions on the water that requires in depth virtual training before we embark — you should check out my 9-week virtual mastermind and Alenuihaha Channel Expedition; it’s the best heavy weather sail training and sailboat prep guidance for sailors seeking confidence in extreme offshore weather.

Email me your questions at: paul@moderngeographic.com and click here for more information on upcoming expeditions.
Here’s to your heavy weather success! – Paul

Competitors who are amputees, paraplegics, quadriplegics, as well as those with neurological issues, vision-impairment and fully blind sailors competed. This was my first time sailing in the Robie and I was the AB for my good friend Kory Breitel who suffered a stroke five years ago and Julian Klus, who had never sailed before. Even though Kory lost the use of his dominant right arm, he has trained himself to use his left arm to drive his car and a boat along with being able to shoot pistols competitively. Watching Kory excel on the racecourse while joking around in the boat with us was a great way to spend the weekend.  I expect we will see Julian on the water again as he got hooked on sailing.

For me, I it was truly inspiring to be part of the regatta. Helping Kory was only part of it. I got to see life-long sailors continuing to compete even after suffering great physical setbacks. One site I will never forget is watching the blind helmsman turning around and looking astern as he drove downwind. As a sighted sailor, I always look where I’m going, but for the blind sailor he could steer a straight course by feeling the wind on his face. And did I say, he was ahead of us?  Kudos to all the race organizers and volunteers for making this great event possible.

While the weather didn’t cooperate on Friday and Saturday, Sunday allowed the Larchmont Race committee to run two races before the wind built over 18 knots, which forced the fleet back to the dock. In the very light and shifty first race, Kory caught the last puff and passed two boats just before the finish to take first. In the second and final race, he finished third. Those two scores were good enough to win the regatta, which put the cherry on top of a great event.

Named after Robie Pierce, a disabled sailor himself and a driving force in sailing with disabilities in the U.S., this regatta was conceived by the Flag Officers of the Larchmont and American Yacht Clubs to be run jointly by the Clubs and hosted by each on alternating years.  2009’s inaugural regatta at American Yacht Club drew 22 teams sailing in specially adapted Ideal 18s. 2011 saw the inauguration of the first all-women’s disabled regatta.

For those of you who never had the pleasure of meeting Robie Pierce, he was a wonderful man who worked tirelessly to bring adaptive sailing to a larger group.  He was a sailor who battled MS for over 30 years and his illness fueled his passion to create new adaptive sailing and training opportunities.  Leading the way, he continued to sail after being diagnosed and was most proud of winning the World Disabled Sailing Championship in 1993.  According to Buttons Padin, a co-chair of the event, “We lost Robie in 2017 and though we promised Robie that we would never call this the Robie Pierce Memorial Regatta, he did agree that we could toast him each year.”

Article lead image credit to Maureen Koeppel.