SOLUTIONS FOR TODAY’S SAILORS FARR 40 · 2011. 11. 8. · Farr 40 Tuning Guide 4 Headstay length...

FARR 40O N E - D E S I G N

TUNING GUIDE

NORTH SAILS

SOLUTIONS FOR TODAY’S SAILORS

®

Farr 40 Tuning Guide

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T he Farr 40 One-Design is a modern Grand Prix-type yachtdesigned specifically for the fun-loving owner- d r i v e r. Ahighly competitive Offshore One-Design, it was designed to

be compatible with the IMS rule. The boat has lighter displacement,higher stability and more sail area than the typical IMS boat,although Farr International has made no concession to the currenttrend to better one’s rating at the expense of speed. The result is afast, safe, fun boat that guarantees enjoyment on the water.

Chosen as SA I L I N G WO R L D m a g a z i n e ’s Boat of the Year for 1998, theFarr 40 One-Design has captured honors and taken home the silver atsuch prestigious events as the Gold Cup, Key West Race We e k ,SORC, Block Island Race Week and the NYYC IMS Nationals.

The Farr 40 One-Design tuning guide is the latest addition to ourexpanding library of tuning guides. Others available include theMumm 30, J/105, J/35 and J/120. All North Sails tuning guides aredesigned to help you get up to speed...FAST! ( We call it “t u r n k e ys p e e d.”) Included are all the references you need for setting-up theFarr 40 One-Design for maximum performance, with photos of sailstaken from “the trimmers view” to help you replicate fast settings.3 D L™ sails are featured almost exclusively in upwind sails, both forweight savings and use over a wider wind range. Comments on sailtrim, and tips on boat handling are written as if your North Sailsrepresentative were sailing with yo u .

If you currently own a Farr 40 One-Design, you may have some ofyour own go-fast tips to add to this guide. We’d love to hear fromyou. If you are new to sailing the Farr 40 One-Design, we’d alsoappreciate your comments and feedback.

We wish you good sailing. Sail Fast! Sail Smart !

Tom Whidden, CEO, North Marine Group


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© 1998 North Sails. May not bere p roduced without permission.

ContentsSet-Up and Measurements. . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Mast Tu n e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

S a i l p l a n. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Sailing The Boat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Genoa Tr i m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3

Mainsail Tr i m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 6

Things You Wo n ’t Find in the Owner’s Manual . . . . . . . . . . 1 8

Upwind Ta rg e t s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 1

Downwind Ta rg e t s. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2

Tips from the Experts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3

Loft List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 5

Our thanks to Bruce Farr & Associates andto Farr International who gra c i o u s l yprovided many drawings and data, o u rTest Team of (standing left to right) JohnTh o m p s o n , North Sails designer; W i l lKe y w o r t h , North Sails Chesapeake ;G r e gS l o a t , captain of PREDATO R ;Tom We a v e rof Farr International, Peter Houghton( k n e e l i n g ) , captain of FLY E R ,A n d r e a sJosenhans (not shown), North Sails PRG,Tuning Guide author and photogra p h e r ;and to Andrea Trimble and DebbieSpringer for assembling this manual.

NOTE: This tuning guide does not supercede Class, ORC, or US SAILING rules.


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Headstay length = 55.51' (16.92m)

Maximum J = 4.705 Metr e s

D o n ’t be intimidated. T h efollowing steps can beaccomplished in as little as oneh o u r’s time. You’ll need thef o l l o w i n g :• 30 metre tape measure• WetNotes book• North Sails Tuning Guide• Rig adjustment tools• Safety harness / boatswains

c h a i r• A crew of six

Step #1 - Max “ J ”Measure from the center of theheadstay at the deck plane tothe forward face of the spara b ove the deck. This should bea maximum of 4.705 metres.

SET-UP

© 1998 North Sails. May notbe re p roduced withoutp e r m i s s i o n .


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Step #2 - Butt Po s i t i o nThe forward edge of the sparshould be 13.0 cm behind thebulkhead. Please do notmeasure to the aluminum brick.Measure the shortest distanceto the forward face of the spar.

Step #3 - Headstay LengthWith spar stepped, set the headstay length to 55' 6 1⁄4" (16.92 m or 55.51'). Measurement is taken with therig stepped. The measurement is taken from the intersect of the headstay at the stem/shear to the top ofthe headstay, on the center-line and on the forward face of the spar. This measurement should be takenwith 2,000 psi of headstay tension.

SET-UP

13.0 cm

16.92 m or

55.51 ft.

f rom here

to here


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Step #6 - Jack the Spar Up to Nominal Pre s s u reThe spar should be ready for maximum jackstay pressure. With thediagonals loose, the jackstay pressure should come up to 2500 psi.Then add tension to the diagonals roughly 4 turns on the D1s and 5turns on the D2s. Total jackstay pressure with the headstay at 16.92(or 1.44 reference arc) is 3500 psi.

SET-UP

Step #4 - The Reference A rc (see photo at left.) From the top of the white band at the gooseneck, measure 1 metredown and paint a 2.5 cm wide white line. From this line (which yo umarked on the spar) swing the centerline halyard to the headstayand make an indelible mark. With the headstay length of 16.92 mthere should be a distance of 1.44 m (4.72') to the center of the load

pin. This is baseline.Baseline jackstaypressure is 3500 psi.From this line swing ahalyard to the headstayand mark the headstay.This 1.44 m distance isfrom the mark on theheadstay to the centerof the load pin. 1.44 mis the baseline settingfor headstay length.

Step #5 - Centering the Hounds & Pa r t n e rsWith jackstay pressure of less than 4000 psi, but more than 2000psi, measure and locate the center of the spar at the hounds (seephoto left). Measure to the center of the shroud pins at thechainplates. Then move the spar either direction. A 2cm diff e r e n c ecan be corrected with roughly six 360˚ turns. Check to be certainthe spar is equidistant from both chainplates. On some boats thepartner hole was 2cm off to starboard.

NOTE: Position the middle of the spar in the partner hole so that itis exactly in the middle. The middle is found by measuring from thecenter of the upper starboard to upper port .

© 1998 North Sails. May not be re p roduced without permission.


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SET-UP

Rig & Tuning for Winds from 0-20 Headstay Jack Lowers

Medium Dock Setting 16.92 m 3500 psi +4 turns (hand tight)

Light (0-7) -5 turns 3200 psi -2 turns (floppy)Main will overbend at 4500 on headstay

Medium (7-11) +5 turns 3500 psi +2 turns (snug)Main will overbend at 5500 on headstay

Med/Hvy (11-16) +2 turns 3800 psi +1 turn (tight)Main will overbend at 7000 on headstay

Heavy (17+) +3 turns 4000 psi +2 turnsMain will overbend at 7500 on headstay

Heavy Dock Setting 16.813 (shortest) 4200 psi stay at +3

Latest regatta reports show yachts to be winning in 6-13 knots with reference arc of 1.44 m, butt13.0 cm & jackstay pressure at 3900 psi. This works best with the light jib designed as of July ‘98(06/08/98 design date).

Step #7 - Jib Leech Trim MarksMark spreaders port & starboard with white tape parallel tocenterline. From sail groove to back face of spreader distanceshould be:

S1: 3' 8 1⁄2" (1.28 m)S2: 2' 4" (0.71 m)

Step #8 - Go Sailing in 10+, But Less Than 20 Knots The boat should be in racing trim with a headsail and mainsail fullytrimmed and the crew hiking.

To finish the spar tune sight up the sail groove from the aft facewith the boat in racing trim (see right). This allows the rig to beseated under the same pressure as found while racing. A d j u s ttension on the D1s and D2s until the rig is straight sideways. If yo usail in very heavy or very light air you may want to tune the rigthwartship for your most common condition.


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CLASS RULES


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SAILING THE BOAT

SOLUTION (left) ons t a r b o a rd tack in 15 knotstrue. Note the hiking efforts ofthe crew, the trimmer’sattentiveness to boatspeed, heelangle, behaviour through thewaves, and the luff tension onthe 3DL headsail. The goal is tokeep the boat at target speedregardless of sea state. Daniel Forster photo

SOLUTION approaches theweather mark. Note theopen leeches on the main &jib, and the bonus hike of thec r e w. Any gain you can makewhile on a layline ispermanent, and hurts the boatsbehind you too. Daniel Forster photo

SOLUTION (above) cleans upafter rounding the weatherm a r k . Keep your energ i e sfocused! Let the driver drive,the trimmer trim, etc. to get theboat back to maximum speed.When sailing in waves alwaystry to sail downhill. Daniel Forster photo

A port tacker (left)c rosses behind anotherF - 4 0 . Note boom positionand traveller in the 10-knotbreeze, and depth ofmainsail foot. It is possiblethe headsail could bebarberhauled in a bit. T h ebase tracks are at 11˚ andthe edge of the doghouse at

8˚. The jib could be trimmed closer. If the boat is at target andholding speed, the barberhauler will ad pointing. Pull it in until it ishard to hold speed or accelerate. Peter McGowan photo


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SAILING THE BOAT

HISSAR (right) powersupwind with Mike To p p atrimming main. Mike istrimming to maintain targ e tspeed without overheeling theboat. He has the mainsheetuncleated in hand and the otherhand on the winch handle.When a group of big waves istwo lengths away he eases themain 3" to start the speed buildwith only 2˚ extra heel.Immediately after the bigwaves, Mike trims the main toget the boat to maximumVMG. He is also scanning the sail shape of both sails occasionally to look for things he can do to gof a s t e r / h i g h e r. The 3DL sails are translucent so he can see right through the main to see the headsail set-up. The helmsman and trimmer are steering the boat together— one adds or subtracts weather helmwith the sails while the other finishes off the upwind speed balancing act with the wheel. This wholetrim loop is done with a very quiet verbal description: “Two waves... easing...speed isbuilding...trimming on. OK, let’s burn a little speed...OK, back to target.” Daniel Forster photo

PHOENIX (left) shows excellent speed in a seaway. Everyo n e ’shiking hard. The main is eased 3" and the bow is down. No doubtthe main trimmer is assisting the driver “You have two-tenths moreto build...you’re there now...GOOD JOB!” Peter McGowan photo


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OUI FLING flies downwind(left) with spinnaker luffsetting vertically off thep o l e. The crew is nice and lowto minimize rolling andpitching. The foredeck iscleaned up and ready for anyheadsail. While it can’t be seenin the photo, the spinnaker curlis restricted to the area abov ethe top joining seam, which isgood. Too much curl eliminatesuseable sail area. Bow and mastmen should be looking aft,ready for any instruction fromthe tactician. Peter McGowan photo

SOLUTION powers upwind in 1997 Gold Cup in Fort Lauderdale.N o t e :• Hiking — crew weight concentrated in middle to minimize

pitching in a seaway• Trimmer in cockpit for quick adjustments• Traveller & boom positions• Lack of barberhauler Daniel Forster photo

F LYER (left) rounds the weather mark but needs to settle downas soon as possible. Get everyone seated, focused on their jobs withno idle chatter. This lowering of the center of gravity and increasedconcentration will, in turn, allow the kite to be eased and be faster.This boat is carrying approximately 12˚ heel. If you need heel inmoderate air try small amounts of weather heel. The weather heelallows the sail to project to windward and expose more drivingarea. A secondary gain will be that the spinnaker luff will flyvertically and carry a nicer curl. Peter McGowan photo

SAILING THE BOAT



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Following is a sample digitization of W I R E D ’s mainsail. Using North’s proprietary SailScan program,we can determine the depth of the sail, the twist, the leading and trailing edge shapes, the depth andcurvature progressions, all in North Sails “designer speak”.

SAIL SHAPE



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T W S : 8 knots To p : 18.9% @ 42% M i d d l e : 18.0% @ 44% B o t t o m : 14.5% @ 41%

This 16800 DPI 3DL Grand Prix sail is designed to absolutemaximum size. It’s optimal range is, in part, controlled by the highperformance characterstic of the Farr 40 One-Design. The optimumrange is from 0-7 knots true windspeed.

Shown in 8 knots true, the sail is at the very upper end of it’saerodynamic optimum operating range. The construction of the sailwill allow apparent windspeeds up to 16. Therefore there is no riskof damaging the sail, but you will slow down if the sail is usedb e yond it’s range.

N OT E : In the following sail photos depth is listed as a perc e n tof cord length. D raft position is measured as a percent of cordlength from the front of the sail.

LIGHT JIB SHAPE



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W I R E D ’s medium jib is trimmed as hard as possible with thehalyard tension just sufficient to tension the luff group yarns. T h esail is set up for maximum pointing in flat water.

T W S : 14 kts To p : 13.35% @ 36% M i d d l e : 13.5% @ 43% B o t t o m : 12% @ 41%

MEDIUM JIB SHAPE



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T W S : 16 kts To p : 13.1% @ 44% M i d d l e : 15.4% @ 51%

T W S : 20 kts To p : 13% @ 39% M i d d l e : 14.3% @ 42%

HEAVY JIB SHAPE


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T W S : 16 kts To p : 6.3% @ 49% M i d d l e : 8.5% @ 50% B o t t o m : 7.9% @ 51%

T W S : 22 kts To p : 8.2% @ 48% M i d d l e : 8.9% @ 52% Bottom:6% @ 52%

OUI FLING’s main (above) shows the effect of the tighter lower shrouds. They restrict the low bendand transfer the bend to higher up. The result is a flatter upper half of the sail, which also twists veryn i c e l y. The top batten is open 8-10˚ which helps keep the boat on it’s feet and makes it possible to sail awide groove. The widest possible groove is crucial when sailing in overpowered conditions in an oceanw a v e .

MAINSAIL SHAPES


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W I R E D ’s main (left) is set upin 8 kts for maximum pointing.The top is closed by 3˚. This isgreat for maximum height andhelm, but makes a speed buildd i fficult. The set-up will workbest in flat water with the boatup to it’s target speed. If yo uare set up like this, be ready tocrack the sheet 2" for a speedbuild. The top batten is atapered model which should bereplaced with an untapered one.The effect on the draft locationis to move it forward 5-7% ofi t ’s designed optimum location.

C o n t rast the sail above with that of HIS S A R , shown at the bottom of the previous page. That sailis trimmed with the top batten parallel to the boom. The vang is pulled moderately hard to develop aneven bend and make the entry angle an even progression from bottom to top. The sail looks perfect!

The boat is up to target and this trim allows an easy speed build without a loss of pointing ability. T h emaximum draft is in the middle all the way up. The top is just a bit flatter than the bottom, which isokay in 16 knots on the Farr 40.

MAINSAIL SHAPES

T W S : 8 knots To p : 9.2%@46% M i d d l e : 12.4x%@47% B o t t o m :1 1 . 8 % @ 4 1 %


NOTE: US Sailing mandatesa 10% mainsail reef for sailingsanctioned Category 0-3events (Rule 4.24F). Farr 40class rules do NOT require amainsail reef (although reefsare permitted) for class events.Hovever, if your main has noreef, Farr 40 class rulesrequire a proper storm trysailto be aboard. Mimimum main-sail weight remains at 21 kg.


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THINGS YOU WON’T FIND IN THE OWNER’S MANUAL

Install a hydraulic pumping handle — possibly one for port andone for starboard as shown above. This will keep the main trimmerto windward. To avoid becoming “Phish food” make sure the pumphandles cannot get caught in the spokes of the wheel.

Mark the propeller to seewhen blades are aligned.Post printed targets on deck. This allows quick reference for

optimal speed when the wind is fluctuating rapidly. Knowing howfast you’re able to go in the puffs and lulls is crucial.

Cut away the luff tapebelow the headsailp re f e e d e r by cutting upbehind the primary rope. T h e nfinish the cut away from thesail. This procedure is bestdone at the dock.


➔


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THINGS YOU WON’T FIND IN THE OWNER’S MANUAL

Mark the headstay 6 feetabove the deck.Your headsails should bemarked when they are fullyhoisted with a correspondingmark. The key when markingthe headsails is to have the rakematched to the windspeed withthe right sail up.

More things...Install quick release valves near the mainsail trimmer on portand starboard.

Add spring power to the spinnaker pole end. Typically anadditional 1⁄2 inch spring will make the action more positive.

P u rchase the optional topping lift. This allows the headsails tobe on the centerline halyard, avoiding the distortion at the head.

Mark the wheel for center and 3˚ on either side.

Rig a forward spinnaker changing stro p. This 3⁄8" Spectra line isrun through the top inside of the headstay turnbuckle. This allowsthe headstay to be adjusted without twisting the strop.

Paint a mark 1 metre below the top of the gooseneck band.This becomes a reference mark. Note the headstay can sometimesslide up or down, which moves the forward mark. This allows aquick check.

Tape a batten withi n c remental marks on it(above) to the backstayc y l i n d e r to allow duplicationof fast settings. Typically thisallows you to have the samefast settings out of the leewardmark as you had prior to theweather mark...if yo uremember where the cylinderw a s !

➔➔


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Get the backstay clear ofthe top batten.

A bicycle pump works wonderswhen you want to add air to thebackstay cylinder. In turn, thislets you ease the backstayq u i c k l y.

The Carbon Fiber flicker workswell to help pull the backstayaway from the leech of them a i n .

This drawing shows the classlegal means of disconnectingthe backstay for running andlight air.

If the backstay should snag theextra large mainsail roach, pullthe vang hard to clear thebackstay and pop the main onthe new tack.

BACKSTAY MANAGEMENT



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UPWIND TARGETS Simplified targets courtesy of Farr International

DOWNWIND TARGETS Simplified targets courtesy of Farr International

True Wind Speed

4 kts

6 kts

8 kts

10 kts

12 kts

14 kts

16 kts

20 kts

25 kts

True Wind Speed

4 kts

6 kts

8 kts

10 kts

12 kts

14 kts

16 kts

20 kts

25 kts

Boatspeed

3.84 kts

5.4 kts

6.5 kts

7.2 kts

7.7 kts

8.05 kts

8.37 kts

9.64 kts

14.1 kts

App. Wind Angle

72°

79°

90°

106°

120°

135°

150°

148°

116°

True Wind Angle

138°

140°

145°

150°

155°

160°

165°

163°

146°

App. Wind Speed

2.8 kts

3.9 kts

4.6 kts

5.2 kts

6.1 kts

7.1 kts

8.2 kts

11.2 kts

15.1 kts

Boat Speed

4.09 kts

5.63 kts

6.51 kts

6.89 kts

7.07 kts

7.16 kts

7.23 kts

7.33 kts

7.39 kts

App. Wind Angle* True Wind Angle

46°

44°

41°

40.3°

39.1°

38.3°

38°

38.2°

39.5°

App. Wind Speed

7.44 kts

10.76 kts

13.5 kts

15.76 kts

17.84 kts

19.84 kts

21.82 kts

25.69 kts

30.41 kts*to be entered by owner


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When you tune the rig, t h i n kof the diagonal shrouds asthe checkstay. While theirmain job is to keep the maststraight sideways, they do serveto control fore & aft bend.

Will Ke y w o r t hNorth Sails Chesapeake

Set the rig to the guide &keep a log for your boat.This will get you to the fastestsettings and let you duplicateyour winning ways.

Will Ke y w o r t hNorth Sails Chesapeake

=The shape of the main isheavily dependent on theamount of pre b e n d , which isa function of the mast stepposition. I don’t think shroudtension or jack pressure has awhole lot to do with it.

Mike To p p aNorth Sails Ft. L a u d e rd a l e

After sailing upwind with at8.4 knots, we rounded theweather mark on HISSARand watched the speedo hit16 knots! It was easy to forg e tI was on a 40-footer becausethe boat was in total control atall times. The non-ov e r l a p p i n gjibs and fractional spinnakersare just right.

Mike To p p aNorth Sails Ft. L a u d e rd a l e

Farr 40 racing is is ex t re m e l yc l o s e. There is always a larg e

TIPS FROM THE EXPERTS

group of boats that round thefirst weather mark together on awindward/leeward type course.You can normally help yo u r s e l fby jibing clear & trying to getinto some open water so yo ucan settle in and pick the propersailing angle without having todefend your position. I willusually try to do this and alsotry to sail the long jibe first.

Jeff MadrigaliNorth Sails San Fra n c i s c o

When sailing upwind in a bigb reeze and waves, carry theboom closer to centerline withless sheet tension (more twist)to help the helmsperson settledown through the waveswithout losing speed. Makesure you carry lots of vangtension in this configuration,and make sure someonereleases the tension as yo uround the windward mark tohelp get the bow down. Markthe quick vang for themaximum tension and still beable to turn downwind postion.

Jody Lutz, North Sails East

For our first regatta onSOUTHERN STA R , with set-upnotes from Mike Toppa and thet a rget speeds from Farr, we setthe rig up to Mike’s standardand tried to sail to the targ e t s .We used the light, medium andheavy standard headsails in therecommended ranges. We hadno problem with our speed and

ended up third in the regatta.G rant Simmer

North Sails A u s t ra l i a

The boat seems to liket raveller up in winds under13-14 knots. A b ove that, I hadthe traveller logging manymiles up and down it’s track.We never centered the travellerexcept during prestart anddownwind. It was playedc o n s t a n t l y. If I ever let it stop,Madro would comment on it.Our vang was loose upwind..itwas set for downwind. Wed i d n ’t vang sheet like some ofthe boats.

Fuzz Fo s t e r, North Sails Hawaii

To better observe fleett a c t i c s , you may be tempted toadd window near the foot ofyour North 3DL mainsail. But a3 D L headsail allows you to seethrough the sail, whicheliminates the need for awindow and makes the sails t r o n g e r.

Tom W h i d d e nCEO North Marine Gro u p

N OTE TO FIRST- T I M E R S : D o n ’tbe mislead by the fuller jib.This is what the boat needs.D o n ’t let it bother yo u —recalibrate your eyeballs. T h i swill be like falling out of bedfor you Soling / Etchells 22 /Mumm 30 / Corel 45 sailors.R e m e m b e r, the boat is veryweight-sensitive so work hard


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TIPS FROM THE EXPERTS

on your cockpit choreographyfor tacking. The “new” sheetshould be carried to thewindward rail during the tack,and one light crewmembershould add some wraps and dothe fine trim when the jib fillson the new tack.

Tom McLaughlin, North Sails East

Barberhaul the headsaili n b o a rd in winds between 6-15 true (medium seastate).Pull the barber until the boatslows or target speed can’t bereached.

Jay Hansen, North Marine Gro u p

On fine tuning the locationof the mast butt. Look for aneven fore/aft bend and an evenangle of attack on the leading18" from gooseneck to S-2.M ove the butt in 3/4"increments. Forward gives yo ua rounder entry and aft gives afiner entry with more wrinklesrunning from the cunningham.

A n d reas Jo s e n h a n s , North PRG

As your mainsail ages, y o uwill need to ooch the mastbutt forward a p p r o x i m a t e l y1mm per race (from the 13.0cm setting described on p. 5). Itis recommended that yo ureposition the mast buttforward 10 mm at a time, oronce after each 10 races, toc o m p e n s a t e .

Dave Scott, North Sails PRG

The magic for this rig isgetting the correct amountof headstay tension withoutr u n n e rs and withoutj u m p e rs . Therefore the tuninghas to be just right to allow themain to set correctly whiletransmitting the optimumtension down the headstay for agiven windspeed and sea state.The combination of headsaill u ff curve/main luff curve andmast stiffness will allow thecorrect mainsail shape andheadstay tension in allw i n d s p e e d s .


You’ll get a different re a d i n gwhen the mast is beingjacked up due to friction atthe partners , so do the jackpressure reading whilelowering the mast onto theplates. The reading is taken justwhen the plates can’t bewiggled any more.


In puffy conditions, as soonas the puff can be felt, h e a dup to the puff and then builds p e e d . The boat is so easilydriven it pays to generate thepointing first and then matchyour speed to the wind velocity.


When you are first settingthe jack pre s s u re to therecommended value, one turnon the upper shrouds equals

100 lb. of additional pressure.The diagonals are set exactlylike an in-line rig. There shouldbe tension but only one or twoturns beyond hand tight. T h eacid test for diagonal shroudtension? The mast must bestraight sideways.

Ken ReadNorth Sails Rhode Island

In light to moderate air, w esail with lots of twist, e a s i n ga lot on the mainsheet withoutlosing helm. The traveller is toweather with the boom atcenterline. As the windincreases we increased vangtension, but the traveller rarelygoes below center. In 20 kts.true we sail with the vang on ashard as we could pull, leavingthe traveller car in the center.

Ken ReadNorth Sails Rhode Island

D o w n w i n d , we sailed withthe boom against thes h rouds and vang looserthan it looks like it shouldb e. The spreaders fool you intothinking it’s okay, when in factit should be eased. We alwayshoisted out of the forward hatch( a la Mumm 30) and never setout of the bag.

Henry LittleNorth Sails Rhode Island


At North Sails, we view each sail purchase as the beginning of along and rewarding relationship. We base this expectation on astrong service commitment that includes preventive maintenance,sound advice, education and expert repairs. Your nearby North lofto ffers a wide range of services including...

annual checkover sail tune-up e d u c a t i o n a lsail washing re t ro f i t t i n g re s o u rc e swinter stora g e s e m i n a rs

North Sails is a network of over 100 lofts in 28 countries aroundthe world. Each offers knowledgeable, friendly, personal sales andservice. Our size and worldwide reach also means North has thew o r l d ’s most expansive sailmaking database. It would be hard tofind a sailboat for which we cannot make a fast, durable and longlasting sail.

United StatesA t l a n t a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 7 0 - 9 4 5 - 2 8 0 0Cape Cod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 0 8 - 7 7 8 - 6 5 5 0Carolina . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 5 2 - 7 2 8 - 7 4 8 1Channel Islands . . . . . . . . . . . . . . . . . . . . . . . .8 0 5 - 9 8 4 - 8 1 0 0C h e s a p e a ke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 1 0 - 2 6 9 - 5 6 6 2C o l o rado . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 0 3 - 6 9 4 - 2 3 4 5Detroit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 1 0 - 7 7 6 - 1 3 3 0East . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 0 3 - 8 7 7 - 7 6 2 1F t .L a u d e r d a l e. . . . . . . . . . . . . . . . . . . . . . . . . . . .9 5 4 - 5 2 2 - 8 8 4 0Hampton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 5 7 - 7 2 2 - 4 0 0 0H a waii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 0 8 - 5 9 1 - 9 1 9 2Huntington Beach . . . . . . . . . . . . . . . . . . . . .7 1 4 - 8 9 8 - 1 2 3 4Long Island . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 1 6 - 6 7 3 - 5 7 0 0M a i n e. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 0 7 - 7 8 1 - 2 6 2 8Marina Del Rey . . . . . . . . . . . . . . . . . . . . . . . . .3 1 0 - 8 2 7 - 8 8 8 8Midwest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 7 3 - 4 8 9 - 1 3 0 8New Jersey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 3 2 - 5 2 8 - 8 8 9 9New Orleans . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 0 4 - 8 3 1 - 1 7 7 5Newport Beach . . . . . . . . . . . . . . . . . . . . . . . . .9 4 9 - 6 4 2 - 7 2 3 8Northeast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 7 8 - 7 4 5 - 1 4 0 0One-Design Central . . . . . . . . . . . . . . . . . .6 1 4 - 4 1 8 - 9 4 1 0One-Design Chesapeake. . . . . . . . . . . .4 1 0 - 2 6 9 - 5 6 6 2

One-Design West . . . . . . . . . . . . . . . . . . . . . .6 1 9 - 2 2 6 - 1 4 1 5One-Design Zenda. . . . . . . . . . . . . . . . . . . . .4 1 4 - 2 7 5 - 9 7 2 8Oregon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 0 3 - 2 8 2 - 4 2 8 2Puerto Rico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 8 7 - 8 6 3 - 3 7 6 1Rhode Island. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 0 1 - 6 8 3 - 7 9 9 7San Diego . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 1 9 - 2 2 4 - 2 4 2 4San Francisco . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 1 0 - 5 2 2 - 5 3 7 3Seattle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 0 6 - 6 3 2 - 5 7 5 3South Carolina . . . . . . . . . . . . . . . . . . . . . . . . . .8 4 3 - 7 4 4 - 7 2 4 5S t . Petersburg . . . . . . . . . . . . . . . . . . . . . . . . . . .7 2 7 - 8 9 8 - 1 1 2 3Ve r m i l i o n. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 4 0 - 9 6 7 - 9 5 7 6

C a n a d aAtlantic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 0 2 - 6 3 4 - 3 3 4 3Toronto . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 1 6 - 2 5 9 - 9 6 4 4Vancouver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 0 4 - 2 7 1 - 2 1 1 1Q u e b e c. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 5 0 - 6 7 0 - 7 2 4 9

E u ro p eA u s t r i a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+ 3 4 - 7 6 6 6 - 7 9 9 7Benelux (Belgium/Neth.) . . . . . . .+ 3 2 - 3 - 3 2 5 - 6 7 2 0Benelux OD. . . . . . . . . . . . . . . . . . . . . . . . . . .+ 3 1 - 7 1 3 3 - 1 6 6 5 5Denmark . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+ 4 5 - 3 9 2 0 - 4 0 9 0Denmark One-Design. . . . . . . . . . . . . .+45-5819 6925España (Madrid) . . . . . . . . . . . . . . . . .+ 3 4 - 9 1 - 3 5 9 - 2 3 5 3España (Cuntis) . . . . . . . . . . . . . . . . . . + 3 4 - 9 8 6 - 5 4 8 - 1 3 2España (Pa l m a ). . . . . . . . . . . . . . . . . . .+ 3 4 - 9 7 1 - 7 2 5 - 7 5 2

Finland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 5 8 - 2 - 2 4 7 - 1 0 0 0France (Atlantique) . . . . . . . . . . . . . .+ 3 3 - 2 - 9 7 5 3 - 7 8 5 8France (Cote d’Azur) . . . . . . . . . . . .+ 3 3 - 4 - 9 3 3 6 - 6 6 1 7G e r m a n y. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+ 4 9 - 4 0 - 7 4 5 - 7 7 7 8Germany (Bodensee) . . . . . . . . . . . . . .+ 4 9 - 7 5 4 3 - 1 6 8 9G r e e c e. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+ 3 0 - 1 - 4 1 3 - 2 6 9 1Italy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+ 3 9 - 1 8 5 - 3 5 2 6N o r way (South). . . . . . . . . . . . . . . . . . . . . . .+ 4 7 - 3 8 0 5 - 0 8 5 5N o r way (West) . . . . . . . . . . . . . . . . . . . . . . .+ 4 7 - 5 5 3 1 - 4 8 4 0N o r way (East) . . . . . . . . . . . . . . . . . . . . . . . . .+ 4 7 - 6 7 5 3 - 7 7 2 9S w e d e n. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+ 4 6 - 8 - 7 6 5 - 1 5 3 0Switzerland (German) . . . . . . . . .+ 4 1 - 7 1 - 6 8 6 - 8 5 2 5Switzerland (Fr e n c h ). . . . . . . . . . . .+ 4 1 - 2 2 - 7 8 2 - 3 2 2 2Tu r ke y. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+ 9 0 - 2 1 2 - 6 9 6 - 9 9 1 5U K - S a l e s / s e r v i c e. . . . . . . . . . . . . . . .+ 4 4 - 1 7 0 3 - 4 5 3 - 1 0 9UK OD . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+ 4 4 - 1 7 0 3 - 4 5 5 - 2 2 0

I n t e r n a t i o n a lArgentina . . . . . . . . . . . . . . . . . . . . . . . . . . .+ 5 4 - 1 - 7 4 6 - 5 8 7 2A u s t ralia (Melbourne) . . . . . . . . .+ 6 1 - 3 - 9 5 3 4 - 0 3 6 3A u s t ralia (Sydney) . . . . . . . . . . . . . . .+ 6 1 - 2 - 9 9 9 7 - 5 9 6 6B ra z i l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+ 5 5 - 1 - 1 5 6 6 - 7 2 0 5 5Chile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+ 5 6 - 3 2 - 9 7 0 - 5 0 4C a raïbe (Guadeloupe) . . . . . . . . . . . . .+ 5 9 0 - 9 0 8 - 0 4 4Japan (Kanagawa) . . . . . . . . . . . . . .+ 8 1 - 4 6 7 - 4 5 3 - 6 6 6Japan (Kansai) . . . . . . . . . . . . . . . . . . .+ 8 1 - 7 9 8 - 2 6 7 - 7 7 1New Zealand . . . . . . . . . . . . . . . . . . . . . . .+ 6 4 - 9 - 3 7 8 - 1 3 2 0New Zealand OD . . . . . . . . . . . . . . . . . . .+ 6 4 - 9 - 4 4 5 - 8 6 0 8South Africa (Capetown) . . . . .+ 2 7 - 2 1 - 5 1 1 - 2 1 5 4South Africa (Durban) . . . . . . . . .+ 2 7 - 3 1 - 3 3 2 - 3 6 2 4

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SOLUTIONS FOR TODAY’S SAILORS FARR 40 · 2011. 11. 8. · Farr 40 Tuning Guide 4 Headstay length...

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Transcript of SOLUTIONS FOR TODAY’S SAILORS FARR 40 · 2011. 11. 8. · Farr 40 Tuning Guide 4 Headstay length...