Click here to read the Y&Y Report
- Owners are fussy and like things to be carried out in a certain way, take time to work out how they like things done, then commit them to memory and try to follow the routine every time.
- Work on opposite sides of the boat – and work methodically through everything coming together for the two person jobs, such as taking the rudder and mast out.
- Have proper straps and padding for everything not an assortment of bits of string of indeterminate length.
- Leave as much as possible on the trailer (tied out the way) so you don’t have to find it later”.
click here to see the results
So, after the joys of a 7 hour drive up to Windemere on Friday afternoon, the return journey turned out even better! We left RWYC at about 4.45 pm and I dropped off my crew at Oxenholme Station just after 5. After getting something to eat and checking the trailer at Keele Services I thought things were looking better than Friday. Then at 8.15 pm my tyre blew and I had to pull onto the hard shoulder underneath Junction 7 of the M6 just north of Birmingham. After inspecting the shredded remains of the tyre I concluded the compressor foam kit in the car wasn’t going to help much so I phoned my breakdown assistance company to explain the problem – giving them details about the length of the boat and trailer. A recovery truck turned up about half an hour later but took one look at the keel and decided he couldn’t get it on the back of his rig without scraping something. He drove away saying the breakdown company would call me when they had found an alternative. Forty-five minutes later I got a call from them saying they couldn’t find another truck so it was up to me to sort out the situation from the side of a noisy M6! The only slightly helpful suggestion they made was to call up the Highways Agency from the nearest SOS phone box.
After a weird interruption from some foreigners waving a jump lead cable around, I walked down to the SOS box. The Highways Agency advisor tried to get hold of an emergency tyre repair company after some problems reading the size, in the dark, on a deformed tyre. After various calls they gave up on that idea (it was late on a Sunday evening by that point) and started to arrange a “Statutory Removal”. Sometime later a Highways Agency Patrol Vehicle drove up and set out their cones and warning signs and waited with me until the removal vehicle arrived (we spent a lot of time talking about the benefits of standing behind the crash barrier in the cold). Remarkably a very similar looking truck, as at 9pm, turned up at about 1215 am. After some thought about the trailer overhang this recovery driver managed to winch the boat onto the back of his truck by using a couple of blocks of wood under the wheels to avoid the rear of the trailer and keel touching the tarmac. So by roughly 12.30 pm the boat was all ready to drive off.
I then walked off down the edge of the hard shoulder to my car, which was parked far enough away to allow the recovery truck in. Then BANG and I turned around to see what you can see in the pictures. A blue Audi (A5?) had driven into the back of the patrol vehicle and ended up next to the central reservation just behind me. I went back to the patrol vehicle to see whether I could be any help but the recovery driver seemed to be immediately in control of the situation and was running around checking on the situation of the casualties. Luckily the two highways agency patrolmen managed to climb out of their vehicle in one piece after a minute or two in total shock. As soon as they were out they got on with their jobs of making the rest of the situation as safe as possible. They advised me to leave (probably because they didn’t want me going to sleep at the wheel as well). I finally got home without the boat at 2.40.
Yesterday afternoon I bought two new wheels (so I can keep the surviving wheel as a spare) and I collected the boat today from Warwick Services. I am off sailing tomorrow evening at Datchet.
Flying Fifteen #4027
Steve Goacher and Tim Harper clean up!
Travellers tip #2 Kicker setting: “On my boat the kicker is one of the most constantly adjusted settings. In simple terms, other than the main and jib sheets it is the control which mostly affects the speed and balance of a fifteen. Therefore, it should be in a very accessible place. I have mine on the mainsheet jammer which I like because you never run out of adjustment which can happen with the twin control system if they are not continuous. There are well documented numbers about kicker tension in different wind strengths but my view is you should learn to develop “feel” from the rudder without looking at the sails all the time.
Light winds upwind and downwind i.e. when the crew is in the bottom of the boat; it should always be very slack. You don’t get much rudder feedback from a fifteen in these conditions. Medium winds upwind. This is when you can “feel” the difference. Start to apply kicker just as the boat starts to become overpowered (ie: the rudder loads up and you find yourself having to ease the main to stop the boat heeling and luffing into the wind). You will find as you pull on the kicker the boat will heel less, the rudder will “feel” more balanced and you can keep the boom centralised which will help with pointing. However, you must be quick to ease the kicker again if the wind lightens as the leech of the main will quickly become too tight and will stall. You should “feel” the boat rapidly slowing down and the rudder going very light. I can’t stress enough how important it is not to be ‘over-kickered’ when this happens.
Medium winds downwind; it should always be slackish.
Heavy winds upwind; keep pulling on the kicker until the mainsail shape distorts (excessive creases from spreaders to outhaul) and then let it back a bit. If boat is set right the rudder should “feel” almost neutral (ie: a little weather helm but you are not fighting it all the time).
Heavy winds downwind; firstly, make sure you ease the kicker lots before bearing away around the windward mark. This will make the manoeuvre much easier as you will not have to fight a rudder which is trying to make the boat head into the wind. It will also be kinder on your gooseneck fitting! When reaching with the kite it should be well eased. This will let the spinnaker do the work and keep the boat flat, the rudder neutral and the boat will “feel” under easy control. When running it should also be well eased but if the boat starts to lose control and keeps trying to bear away into a gybe pull the kicker back on a bit until the rudder loads reduce and the boat is back under control”. Helm, Greg Wells, ƒƒ4030.
In a widely diverse range of weather conditions, the husband and wife combination of Nick and Janet Jerwood added another title to their CV when they won the Western Australian Flying Fifteen championship on the Swan River over the Easter weekend. Jerwood, who last month won the World Viper 640 championship at the same venue, acted quickly to scotch rumours of a jump to the Viper class, declaring his allegiance to the Flying 15, the people who sail them and the closeness of competition.
The Western Australian Flying Fifteen has defied its critics by remaining numerically one of the strongest fleets in the world, with boats competing in Esperance, Albany, Perth and Geraldton.
(Championship runners-up, John Wilson and Matt Summers)
John Wilson teamed up with Matt Summers to finish second on a count back with David Yu and Chris Nelson, finishing the final day with a curious mixture of results – a first in the penultimate race and a 17th in the last, which became his drop. David Yu and Chris Nelson had a strong showing up to the last day, with a run of seconds and thirds, but would have been disappointed in their last two races, recording 20th and 12th placings.
Still, in this company, any podium position is hard earned. Jerwood is a past world champion, as is Grant Alderson, who finished fourth.
(Carl and Christine Pettersson, one of many husband and wife combinations in the 34-boat fleet.)
One of the ways in which the class keeps itself vibrant is the introduction of new ideas. There are several husband and wife combinations within the group, and in an effort to encourage and recognise the importance of women to the future of the class, awards for the best female skipper and best female crew were introduced.
(Consistency winners, Albany’s Simon and Aileen Lucas.)
In conjunction with the championship was a handicap-based consistency competition, which was won by Simon and Aileen Lucas, with the minor placings going to veterans Ron Packer and Steve Ward, who in turn just pipped third placegetters Tim Walker and Alan Sharpe.
(Third place went to David Yu and Chris Nelson)
A special presentation was made to the regatta’s principal organiser, John Hassen, to recognise his contribution.
Nick Jerwood was effusive in his praise for the South of Perth Yacht Club, which hosted the championship and the efforts of race officer Les Swinton, who coped remarkably well with conditions ranging from south westerlies gusting well over 25 knots to shifty easterlies on the final morning to ensure that the full program of races was delivered while keeping competitors safe.
For full results, go to: http://www.topyacht.net.au/results/sopyc/2018/f15states/f15states/series.htm
Travellers tip #1 Boat/equipment stress: “Many people seem to be constantly worried their boat or equipment is not right or their boat is not properly setup. This takes up a good deal of nervous energy and affects enjoyment of sailing. Don’t worry too much about your equipment and boat set up. I recommend you check your boat over at the beginning of the season, replace worn or damaged fittings or rope and then check the boat set up. This is a fairly easy process, there are tuning guides available from the class sail makers and there are always people willing to help if you are not sure you can manage it yourself.
My message is that on smaller water, similar to many of the Waples Wine Series events the legs are fairly short, so differences in equipment and set up have a relatively small impact. The biggest gains can be made by concentrating on sail setting, trim and getting the strategy right rather than radical changes to the equipment. Set the boat up, make sure everything does what it needs to do and then put this out of your mind and concentrate on the things that make the biggest difference”. Helm, David Mckee, ƒƒ4005
Through injury I had to miss the Dinghy Show this year for the first time in…. well, I don’t know how long. It was very snowy in the week and I’m told it might have been a little bit quieter than usual both in terms of visitors and of course, in boats exhibited. Given how horrid the weather had been, a huge ‘well done’ to anyone who got there!
The Flying Fifteen Class had the World Champion boat on display.
I would guess that with much of the fleet now switching over to the new headsail design, there will have been a lot of interest in the new positioning of the jib tracks.
The taller aspect ratio sail gives a chance to try sheeting the jib closer to the centre line. The first trial site was on the onboard face of the vertical side of the seat tank, at the top edge. The traveller cars were not designed for this angle of pressure though and do not run smoothly in this configuration. Thinking has moved on, and Steve has moved his tracks now to the bottom edge of the 45 degree slope as you can see in this picture. Relative to the old track site a couple of inches up the slope the sheet position is a few inches forward.
Tip : I have just had my tracks moved to the same position! Future proofing, hopefully !!
Ever wondered about tank testing of the Flying Fifteen and computer simulation of the same??
Well, click here and take a look!
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