NORTH SAILS BLOG

Optimize Your Sail with SmartLuffTM Having recently made the Helix design standard on all racing Code sails, North Sails now moves to digitize the Helix range – harnessing the latest wireless technology to maximize the benefits of Helix with this simple upgrade. North Sails is proud to introduce SmartLuff, an easy-to-use Bluetooth smart sensor that optimizes your sail by monitoring sail load in real-time. This exciting new product is manufactured exclusively for North Sails by Cyclops Marine, whose data-driven approach has made them industry experts in load sensing. Installed as an optional upgrade to the tack fitting in North Helix Sails, the SmartLuff sensor quickly connects to your smartphone and onboard displays, providing live load data in a simple, intuitive format. By visualizing sail load, you can adopt a data-driven approach to sail trim, repeatedly achieving the recommended sail/cable load sharing ratios provided with every North Helix sail. The free app continuously logs data, allowing you to analyze performance post-sail for ongoing improvement/fine-tuning. The combination of the Helix design (which relies on optimal load sharing to deliver maximum power), paired with the ability to hit precise load settings with SmartLuff, promises to change the complexion of race fleets across classes – giving teams that adopt the new technology a significant advantage over those left behind. Master Your Helix Sail Since its introduction, Helix has become a widely adopted design philosophy. First applied to the headsails of Artemis Racing during the 34th America’s Cup, Helix has rapidly evolved into a necessity for sailing programs craving steady power across a wider range. Helix’s revolutionary internal structure provides sailors access to another gear, enhancing power potential by absorbing more load, for a proactive, positive sail shape. Now, with the addition of SmartLuff, sailors gain heightened control of their Helix sail to access that power – enabling you to make data-driven decisions in-race, in set-up, and in your overall approach – while adding an element of interactive technology to enhance your sailing experience. Helix is standard on the full range of North Code Sails, and offered as an upgrade on racing headsails. All Helix sails can be upgraded with the Cyclops SmartLuff. To find out more, or to add SmartLuff to your new or existing Helix sail, contact a North Sails representative near you.   More About Cyclops: Cyclops Marine designs and manufactures highly accurate wireless load sensors for marine applications. Since launching their flagship range of rig sensors in 2019 they’ve been helping sailors win racers and move up fleets all over the world. “At Cyclops, we empower sailors to get the most from their equipment and maximize performance, so applying load sensing to North Helix Code Sails is really exciting. Helix is already an innovation that gives sailors more from their boat, so if Cyclops can help provide an extra 20%, then that lives up to our vision perfectly. We’re incredibly excited this collaboration has come to fruition and can’t wait to see the results on the racecourse!” – Ian “Chips” Howarth, CEO, Cyclops Marine   HELIX STRUCTURED LUFF  |  REQUEST A QUOTE  |  FIND A LOFT   READ MORE

V-Series Important Settings for Key Performance Power your new North Sails Optimist V-Series mainsail for speed following the recommendations on this quick tuning guide. BASE SETTINGS Sail ties can be adjusted in the range of 1-5mm in light wind and heavy wind to have comfortable depth and shape. LIGHT WIND: Smaller space at the middle so that leech becomes easier open. HEAVY WIND: Smaller space at the middle so that you can make the shape comfortably flat enough to reduce the power. Sail Ties: Top: 2mm Middle: 2mm Bottom: 2mm * Parallel to the mast. Distance of space distribution to be made from top to the bottom. Adjustment is required only for suitable sail shape (depth) for each condition and to be done only when needed.These are sometimes required depending on mast stiffness and sailor’s weight, but only when if needed. BASIC TRIM  Wind Range 0-8 knots 8-12 knots 12-16 knots Mast Rake 2780 – 2800 mm 2770 – 2790 mm 2770 – 2780 mm Sprit Wrinkles Some Wrinkles A Few Wrinkles Vang No tension in upwind Light tension in upwind Tension Prebender 2 turns /Some Slack at Luff 2 turns /Some Slack at Luff No Wrinkle at Luff Center Board Max Max Max Wind Range 16-24 knots 25+ knots Mast Rake 2750 – 2760mm 2790 ±10mm Sprit Wrinkles Wrinkles Vang Lots of tension Cleat with main sheet trimming harder Prebender Tension on Luff Tension on Luff Center Board 0-50 mm up 30-70 mm up OUTHAUL CONTROL – VERY IMPORTANT FOR KEY PERFORMANCE! You have to pay attention to the outhaul to adjust it properly according to the conditions and sailors weight. You need to find the best position that fits your weight, mast rake( boom position), sea status, weather helm feeling for each condition. Playing outhaul in the range of 20mm at the boom end. Ease it maximum in 10-14knots and clew end has to be located 30-40mm away from the boom end. FLAT WATER –  Trim 10mm more than the normal position. LIGHT / VERY STRONG WIND –  Bottom to be flattened comfortably. READ MORE

LOFT 57: THE NORTH SAILS PODCAST I første afsnit taler vi om design, simulering og den skræddersyede North Design Suite North er en helt unik sejlmager, udviklet og bygget på vindermentalitet. Vi skaber historie ved at se fremad og det er dét, der adskiller os fra andre sejlmagere. Vi er stolte af at kunne præsentere Loft 57, en podcast som åbner dørene op til verdens førende sejlmager. Med North Sails øverste chef, Ken Read, som vært, tager serien lytteren med bag scenen sammen med skaberne af vores produkter og de passionerede sejlere, som stoler på at vi kan føre deres eventyr ud i livet. Vi har været på denne rejse siden 1957 og fortsætter med at skabe historie ved at se fremad. Avanceret matematisk modellering komplimenterer North Sails innovative drive. I afsnit 1, taler vi om design, simulering og den skræddersyede North Design Suite med tre generationer af sejlingeniører. Michael Richelson, Marco Capitani og Brodt Taylor tilføjer hver især deres unikke færdigheder og bidgrager med at skabe banebrydende produkter, der giver North Sails sin karakteristiske konkurrencefordel. Du kan abonnere på Loft 57 podcast via Spotify eller følge North Sails fællesskabet på Facebook og Instagram. Loft 57er en North Sails produktion. Vi gør opmærksom på at Loft 57 podcast er på engelsk. Kunne du lide dette afsnit og er du interesseret i at vide mere? Følg disse links herunder: Video: What is the Engine Above Deck? Stories from the North Sails Design Team North Sails Innovation Video: Behind the Scenes with Marco Capitani at the 36th America’s Cup READ MORE

BANEBRYDENDE INNOVATION Nu er Helix standard på alle North Code-sejl North Sails er verdens førende inden for sejlteknologi og rykker konstant på grænserne for ydeevne. 2022 er et skelsættende år for vores Helix Structured Luff-teknologi, da vi nu annoncerer, at den revolutionerende designfilosofi er blevet standard på alle North racing Code-sejl og Helix Rulle-gennaker til cruising, med øjeblikkelig virkning. North Sails har desuden udvidet sortimentet til at omfatte Helix som en opgradering til forsejl. I dens relativt korte levetid til dato, har effekten af Helix været en åbenbaring. Fra januar 2022 har North Sails solgt over to tusinde Helix Code-sejl, med utrolige resultater på tværs af klasser, fra Grand Prix-hold til weekendsejlere. Med disse to banebrydende udviklinger har North Sails til hensigt at videreføre denne skelsættende innovation, som vi forestiller os bliver en designfilosofi, synonymt med selve North Sails brandet. Helix evolutionen Engang var Helix Code-sejl begrænset til offshore Grand Prix, men er hurtigt blevet det bedste værktøj til at forbedre aerodynamikken og øge rækkevidden. Med sin unikke DNA-lignende strukturerede forlig har Helix givet sejlere endnu et gear, hvilket øger kraftpotentialet ved at optimere belastningsfordelingen for en proaktiv, positiv sejlfacon. Et afgørende gennembrud i udviklingen, var ved den 36. America's Cup, hvor Helix blev anvendt på opvindssejl for første gang (og med stor effekt), hvor Emirates Team New Zealand, Luna Rossa Prada Pirelli og INEOS Team UK kom frem med hidtil uset hastighed og kontrol mod vinden. "I dag er Helix mere end en enkelt funktion," forklarer JB Braun, North Sails direktør for design og teknik. "Det er en total designfilosofi, der radikalt ændrer, hvordan sejl konstrueres, bygges og flyves. Guidet af en skræddersyet, datadrevet proces, designer North Sails designere hvert sejls struktur for at forbedre dets aerodynamik." Fordelene I de fleste tilfælde er resultatet af denne proces en reduktion af belastningen af dit udstyr, hvilket har den åbenlyse umiddelbare effekt at minimere slidtage. Den primære fordel, hvad angår ydeevne og praktik, ved både Helix Upwind og Offwind, er dog en alsidig beholdning, der kan spænde over et bredt udvalg, samtidig med at det reducerer antallet af sejl, der kræves. Helix Offwind Helix Offwind kan reducere den samlede belastning på ethvert fritflyvende sejl, uanset om det er 3Di eller panelkonstruktion, for et mere fremadrettet sejl og øget rækkevidde. Helix Offwind-sejl giver forbedret stabilitet, forbedret forligprojektion og reduceret hoved- og hæftebelastning, med et strækbestandigt struktureret forlig og specialbygget Luff Cord med højt drejningspunkt, som er eksklusivt tilgængeligt for North Sails fra søsterselskabet Future Fibres. Helix Upwind Eksklusivt for North 3Di-sejl, udnytter Helix Upwind sejlets sammensatte struktur på en ny måde for radikalt at forbedre justering af dybde og profil. Med sin Dynamic Structured Luff trodser Helix Upwind traditionelle designbegrænsninger. Konstrueret til Active Camber Control™️, kan du med Helix justere formen og dybden af hele sejlet, og ikke kun forliget – styre kraften i farten ved hjælp af en Cunningham eller et fald til et bredere anvendelsesområde. Helix Quick Guide Helix Offwind og Upwind sejl kan bestilles nu. Kontakt dit lokale North Sails loft for levering til sommer. FÅ ET TILBUD TAL MED EN EKSPERT MERE OM HELIX READ MORE

Panjić i Universitas Nova na vrhu CRO M24 flote 📸 regate.com.hr Prva regata CRO Melges 24 Cupa za 2022. godinu završila je kao fenomenalna najava aktivnosti ove klase u Hrvatskoj, a JK Orsan se pokazao kao vrlo dobar domaćin i organizator i ovako (pogotovo logistički) zahtjevne regate. Ukupno je na regati nastupilo 13 posada koje su u Dubrovnik počele pristizati već od četvrtka. S obzirom na potrebu spuštanja u more 12 jedrilica, njihovo opremanje, te testiranje i trening na moru, to je nešto što je nužno i što je jedan od elemenata koji ovu klasu čini drugačijom od ostalih. Naravno, armavanje brodova dodaje novu dimenziju ovim druženjima, kao i povećavanje tehničkih znanja i vještina mlađim generacijama jedriličara i jedriličarki jer se u tom predregatnom periodu imaju priliku susresti sa stvarima koje nemaju prilike vidjeti i iskusiti u većini "malih klasa". Naravno, osim što je tu riječ o kompleksnijem sastavljanju jedrilica nego što je to slučaj kod Optimista i ILCA, ovdje imaju priliku neposredno vidjeti što znači "tenzija u sarćama", odnosno različite postavke pri namještanju jarbola i kolika je važnost pravilnog izbora određenih vrijednosti za određene uvjete jedrenja. S druge strane ovdje također najbolje dolazi do izražaja značaj timskog rada cijele posade, što je većini mladih jedriličara nepoznato s obzirom da cijelu svoju karijeru provedu u jednosjedima. Da ne bi bilo zabune, nije riječ o kritici, već samo o primjedbi s obzirom da se vrlo mali broj naših klubova njeguje jedrenje bar u dvosjedima, a oni koji imaju u svom programu rada i jedrenje na pravim regatnim krstašima stvarno se mogu nabrojati na prste jedne ruke. Ali vratimo se samoj regati. Akvatorij u kojem se jedrilo bio je u području na kojem i inače Orsanovci organiziraju svoje ostale regate. Brod RO-a se postavio ispred hotela President u blizinu Grebena, jer je vjetar dolazio iz četvrtog kvadranta. Već od ranog jutra puhala je trambura s poprilično jakim refulima. Prosjek je bio između 20 i 25 čvorova, ali nije bilo niti govora o odgodama i eventualnim čekanjima da vjetar oslabi. Kasnije, tijekom jedrenja, vjetar je povremeno znao značajno oslabiti i istovremeno promijeniti smjer. Uglavnom je su te oscilacije išle u lijevo, prema tramontani i tada je znao padati na petnaestak čvorova. Međutim, takav smjer i snaga ne bi se dugo zadržavali, pa je RO morao stalno biti u pokretu i korigirati polje s Charlijem i po pitanju kursa i po pitanju duljine. Ovakva situacija na moru rezultirala je čestim pritiskom na lijevu stranu polja, a osim toga u jednom plovu čak se morao signalizirati i prekid desetak minuta nakon starta jer se vjetar vratio u desno. U svakom slučaju vrlo težak dan bio je i za taktičare koji su bili pod pritiskom pravilnog izbora, a koji se na kraju mogao svesti i na kockanje s obzirom da je vjerojatnost pogreške bila vrlo velika. 📸 regate.com.hr Što se tiče samog snalaženja u polju, tu su najbolji pokazali zašto imaju taj pridjev. Već od prvog starta posade Universitas Nove, Point Onea i Panjića pokazale su da imaju najozbiljnije namjere u osvajanju ove regate. I ostale posade imale su zvučna imena u svojim crew listama, ali oslanjanje na pojedince bez pratećih treninga u ovakvoj konkurenciji ipak nije recept za uspjeh! Bilo je dosta situacija u kojima bi jedrilice bile u dosta dobrim pozicijama ili bi na oznake stigle nakon dobre vožnje kroz polje, ali svi članovi posade ne bi na vrijeme i uigrano odradili svoje radnje u kokpitu i došlo bi do nepotrebnih padanja u poretku. Sad, da li do te uigranosti doći skupljanjem sati na moru ili s organizatorom rada posade koji će pravovremeno signalizirati pojedinom članu što treba napraviti to ostaje na vlasnicima i onima koje su okupili. Činjenica je da do takvih situacija ne smije doći, jer se nepotrebno rasipaju bodovi osvojeni dobrim jedrenjem i kvalitetnim taktičkim odlukama. Do kraja subote odjedrena su još dva plova iako se RO nadao da bi se možda mogao odjedriti i četvrti. Što se tiče količine vjetra takav scenario bio je realna, ali nestabilnost po smjeru uzela je svoj danak. Rezultati u drugom plovu najavili su da će regata bodovno biti neizvjesna. Ciljnu ravninu prvi su presjekli momci na Point Oneu, dok su odmah iza njih doletjeli njihovi klupski kolege na Cezibordu, a dominaciju ovog kluba u ovom plovu potvrdila je posada Universitas Nove. Treći favorit regate, Panjić, ovaj plov nije završio jer im je na prvom podizanju genakera došlo do njegovog zapinjanja na križu i paranja po vanjskom porubu, te su se povukli iz ovog plova s obzirom da u danim uvjetima nisu mogli konkurirati niti jednoj posada koja je imala leteće prednje jedro. Zato su se u idućem plovu vratili u najboljem izdanju i odnijeli pobjedu, a na postolju im se pridružuju Joyrunner i Yikes dok Universitas Nova i Point One u cilj ulaze kao 7. i 5. Bodovna situacija na kraju dana najbolje je odgovarala Point Oneu koji je proglašen jedrilicom dana u apsolutnoj kategoriji, kao i Mataranu 24 (Strilici) koja je bila 10. u generalnom plasmanu, ali zato najbolja u Corinthian skupini. Osim Point Onea, bez velikog stresa nedjelju je dočekao i Universitas Nova, ali zato su Obi Wan, Yikes, Panjić, Joyrunner i Cezibordo bili unutar četiri boda razlike i svatko od njih bio je u mogućnosti osvajanja mjesta na postolju. Drugi dan jedrenja osvanuo je prekrasno sunčan i s naznakom povlačenja jutarnjeg burina bez mogućnosti skorog razvijanja konkretnog vjetra iz bilo kojeg smjera. Situacija je bila takva sve do podne kad RO poziva flotu na more i priprema regatno polje za maestral. Maestral je polako krenuo s popunjavanjem kanala između kopna i Elafita, a procjena da ga ima dovoljno za regularno jedrenje desila se oko 13 sati. Ovog puta uvjeti za jedrenje bili su značajno drugačiji nego u subotu. Vjetar je bio značajno slabiji, nešto stabilniji u smjeru i ono što je sigurno bilo svima drago, manje hladno. Dobru formu prikazanu u trećem plovu Panjić je nastavio prikazivati i u prvom nedjeljnom plovu. Na postolje se vraćaju Universitas i Point, a Cezibordo, Yikes i Mataran nastoje hvatati priključak. Samo jedrenje nakon starta bilo je po 7-8 čvorova, ali kako se flota približavala oznaci orce tako je maestral krenuo s jačanjem i tada jedre po najjačem vjetru tog dana koji je išao i do 13-14 čvorova. Od starta, pa preko orce do gatea, Daleko ispred cijele flote bila je "studentska" posada, ali kasnije u drugom dijelu regate prolaze ih Biograjci. Slobodno se može reći da je ovaj plov bio jedan školski prikaz koliko je važna dionica jedrenja s genakerom u krmu. U orcu je to vrlo slično na svim jedrilicama, ali u ovoj klasi krma često rješava pitanje pobjednika! 📸 regate.com.hr Što se tiče posljednjeg plova, tu se vjetar stabilizirao na oko 8 čvorova, a smjer je bio više lijevo pa je oznaka orce morala biti postavljena u sjenu otoka Koločepa. Inače, u drugoj orci prethodnog plova postavljen je charlie na otprilike jednaku poziciju. U petom plovu najbolje starta posada Matarana 24. Oni su dominirali regatom od početka, pa do kraja i tako ostvarili svoju prvu pobjedu u ovoj klasi. Inače je riječ o ekipi iz JK Trogir, a koji zajedno jedre na Melgesu 32 - Mataran 32. Za ovu regatu su iznajmili Strilicu, a po njihovim najavama možemo ih očekivati i u nastavku Cupa za 2022. godinu. Ovaj bod na kraju ih je smjestio na peto mjesto i donosi im pobjedu u Corinthian skupini. Odmah iza njih u cilj ulazi posada Universitas Nove kojima je to bilo drugo drugo mjesto dana. Oni su definitivno bili najradosnija posada u finišu, jer su izračunali da imaju najmanje bodova, ali veselje im je pokvario Panjić koji je u cilj ušao ispred Ceziborda. Finalna suma, nakon odbacivanja, rezultirala je jednakim brojem bodova Panjića i Universitas Nove, ali jedna pobjeda više posade Luke Šangulina presudila je o rasporedu za prvo i drugo mjesto u generalnom plasmanu. Ovaj plov Point One u cilj ulazi kao peti i s tri boda razlike u odnosu na dva prvoplasirana regatu završava s broncom. Raspored ostalih možete pronaći u rezultatima. Kad se podvuče crta i napravi objektivna analiza može se reći da se je klasa napravila generalni napredak u odnosu na Prvenstvo Hrvatske kao prethodnu regatu. U Dubrovniku je jedrilo 12 "starih" posada i jedna nova. Razlike u cilju su sve manje, a kontrola jedrilica po jakom vjetru je sve kvalitetnija. Osim spomenutog rasparanog genakera i jedne nagnječene krme kao posljedice sudara zbog lijevih i desnih uzda, nikakve druge štete nije bilo. Iduća regata jedrit će se 19. i 20. veljače u Biogradu, a očekuje se da će premijerne nastupe imati još nekoliko posada. Možda čak iznenadi i neka posada iz inozemstva... Ono što je već sad sigurno je to da je Hrvatska flota klase Melges 24 trenutno apsolutni hit i da postaje jedan vrlo ozbiljan projekt kojeg je vizionarski pokrenuo Filip Jurišić. S druge strane, kao posljedica toga nameće se problem logistike svim sadašnjim i budućim organizatorima jer teško će biti izvediv izvorni plan o organiziranju regate u svakom klubu čiji predstavnici jedre u Kupu. Kako flota postaje sve veća tako i logistički zahtjevi postaju sve ozbiljniji i opsežniji... nabrojimo samo one koji su očiti: prostor za spuštanje i dizanje jedrilica iz mora mora biti veći, više vezova mora biti na raspolaganju, parking za trajlere i osobna vozila sve veći, broj ozbiljnih gumenjaka za suce i organizaciju sve veći, broj ljudi uključenih u organizaciju sve veći itd. U svakom slučaju čestitke klasi i svima uključenima u njen rad, jer hrvatsko jedrenje je trebalo jedan ovakav projekt! U Dubrovniku se započelo s primjenjivanjem direktnog suđenja na moru. Čak četiri suca vodila su računa o pravilnom provođenju jedriličarskih pravila, tako da neće više biti protesta i saslušanja nakon regate, već će se sve trenutno rješavati na regatnom polju. 📸 regate.com.hr U proljetnom dijelu sezone, nakon Biograda, Melgese još očekuju regate u Ičićima 19. i 20. ožujka i u Rovinju 1., 2. i 3. travnja. READ MORE

LAURA GRONDIN: WINNING IN MULTIPLE ONE DESIGN CLASSES After A 20 Year Break From One Design Racing, This Executive Has Come Back Strong In Both The Melges 24 And J/70 📸 Katrina Zoë Norbom / Ocean Mountain Media Laura Grondin grew up surrounded by sailors and raced with JJ Fetter at Yale, but it was only after twenty years of winning in the boardroom that she achieved success in the J/70 and Melges 24 fleets. “When I graduated from college in 1985, there really were not a lot of good opportunities to continue racing,” she says. So instead she threw herself into running a company and raising a family. It was only after a move to Groton, Connecticut, that she returned to the sport, first as crew for local fleet members. Then “I bought a twenty-four foot wooden boat , and we had some pretty disastrous races in the beginning. But I had this old book from my mother about how to tune and race an old wooden boat, so finally we got to the point where we won the fleet three years in a row.” Her next purchase was a Melges 32, which she admits is not exactly an intuitive step from an old wooden classic. “It was a trial by fire for sure, and we mostly raced PHRF. At the same time, we had a growing fleet of Melges 24s in Fishers Island Sound, so we decided to buy one. And that really got us into fleet racing.” Though she makes it sound like those early days were a lifetime ago, the Melges 24 purchase was only about six years ago. Laura had already volunteered to be the Melges 24 class treasurer when she learned that the international chair was leaving. As president of Virginia Industries, she understands what it takes to be a leader. “I’m one of these people … if I’m not sure who’s gonna be the new chair, I’d just as soon be the new chair!” So she got herself elected—and then, thanks to COVID, her first leadership act was to cancel the 2020 Melges 24 World Championship—”like three times; cancel, reschedule, cancel, just like everybody else.” The 2022 Worlds will be the first the class has held since 2019. It was during this trying time that Mike Buckley introduced her to Taylor Canfield. “I guess you might say the rest is history,” she laughs, “because he and I seemed to work pretty well together on the boat.” In January 2021, the team started sailing the J/70 as prep for the 2021 Melges 24 Worlds. ”We were looking for more time starting, more mark roundings, all the things that are harder to get in smaller fleets,” she explains. “And there’s only so many events on the schedule. So that’s how we ended up on a J/70.” Less than a year later, the team finished third at the J/70 Worlds in Los Angeles, California. 2021 J/70 World Championships “North Sails has been incredibly supportive,” she says. “John Bowden has come sailing with us, and anytime we have a question or concern or comment or anything else, he and North have been there.” Asked about the differences between the J/70 and the Melges 24, Laura smiles. “I try to pretend that they’re not different, right? But I do need about a day switching back and forth. That first practice day, I might feel a little uncomfortable.” The transition from Melges 24 to J/70 is easier than the reverse, she continues, “because on the 70 I don’t touch the main at all. On the Melges 24, I have to take a hand in trimming the main. I do focus first on the driving; I have my little visual loop of telltales, water, wind and instruments.” Running a business taught her the value of delegating, and she says one major reason for all of her racing successes is the team she’s built around her. Canfield is onboard, Buckley joined the team for the J/70 Worlds, and Scott Ewing was the fourth for their podium finish. Rich Peale came along with the first Melges 24 she bought, and “he’s been with us ever since; he’s a Corinthian, with a full-time engineering job. Cole Brauer has also been a part of the Melges 24 team consistently across events. It’s incredibly helpful to have a consistent team across the two boats.” The team became early adopters of 3Di on the Melges 24, though Laura says she’s still getting used to what she calls “the black sails. But I figured we had to try them; we needed to not give that competitive advantage away.” Asked to compare the 3Di inventory to the paneled inventory, Laura says the groove is a little narrower with 3Di, which makes them less forgiving. “There’s a theory that the paneled sails are better in light air, and the black sails are better in heavier air. But timing is everything; I’ve done more driving in the last year than I’ve done maybe in my entire life! So I’m better than I was a year ago. I was finally ready for the challenge.” North Sails expert John Bowden says Laura’s team has been a big help with the development of 3Di. “When we first put 3Di on smaller boats like the Melges 24, the sails were too strong; they needed to be more dynamic. Through a lot of hard work with the team, we’ve been able to make them more forgiving. And now we’re seeing more success with them in lighter air. But ultimately, it’s important that people race with what they’re comfortable with. Laura’s got to look at the jib all day, and the difference in speed is not going to overcome the difference in her comfortability. She’s done a fantastic job of working with our product and helping us move forward.” Laura’s team started out the winter season by winning regattas in both the Melges 24 (the first event of the Bacardi Cup Invitational) and the J/70 (DIYC Winter Series #2). Back in the Melges 24 again, she finished third at the Southernmost Regatta. Looking ahead, both the Melges 24 Worlds in May and the J/70 Worlds in October are on the calendar, along with several practice days and a few smaller regattas. “We’re also planning to do a couple of IC37 events,” she adds. “My husband does all our logistics and scheduling.” Asked about her learning process, Laura says she carries “a little notebook” where she writes down a few things each day. “Before we start up again, I look at my notes; what I find is that certain notes already have become ingrained. But there’s always one or two things in my head that I just did not do well at the last event. Taylor is a great tactician, but in his heart he’s a driver. So he is very quick with me if he’s unhappy with a maneuver; if we’re practicing, he’ll show me how to do things right. It’s like having an onboard coach, and it is really helpful. I don’t know that all tacticians do that; I told another skipper last week that he’s got somebody on his boat who knows how to drive—so if you’re struggling with that, let them help you! Taylor can’t tell me everything. And the less he has to coach me on my job, the more he can do as a tactician.” “I’ve been leading in the business world for more than twenty years,” she says. “So I understand what it means to have people who take pride in themselves and in their work. North has been there for us, and so has my team.” 📸 Rodrigo Fernandez / AndesVisual 📸 Christopher Howell READ MORE

BANBRYTANDE INNOVATION FÖR BÅDE KRYSS OCH UNDANVIND Nu är Helix standard på alla North Sails code-segel Som världsledande inom segelteknologi flyttar North Sails ständigt fram gränserna för hur mycket prestanda man kan få ut av ett segel. 2022 är en milstolpe för utvecklingen av den revolutionerande Helix Structured Luff-teknologin: Från och med nu ingår Helix som standard på alla code-segel för racing och på Helix rullgennakers för cruising. Dessutom erbjuder vi nu Helix-teknologin även som tillägg på 3Di-försegel. Helix har på kort tid tagit marknaden med storm. I januari 2022 hade North Sails sålt över tvåtusen Helix code-segel till allt från Grand Prix-teams till vanliga semesterseglare. Med dessa två produkter tar North Sails nu nästa steg i vidareutvecklingen av denna banbrytande innovation. För North Sails är Helix en nyckelteknologi som inte bara bekräftar företagets vetenskapliga arv utan också ger det en rejäl skjuts in i framtiden. Utvecklingen av Helix Helix togs ursprungligen fram för kappsegling på Grand Prix-nivå, men har nu utvecklats till ett generellt designkoncept som förbättrar ett segels aerodynamik och breddar dess register. Helix unika DNA-liknande förlik är konstruerat för att ta upp mycket höga krafter, vilket ger dig helt nya möjligheter att justera formen i skiftande förhållanden. Prestandamässigt innebär detta att du får ytterligare en växel offwind. Ett grundläggande genombrott i utvecklingen gjordes under senaste Americas Cup, då Helix för första gången användes på kryssegel – vilket gav Emirates Team New Zealand, Luna Rossa Prada Pirelli och INEOS Team UK prestanda och trimmöjligheter på en helt ny nivå. ”Idag är Helix mer än bara en prestandahöjande speciallösning”, förklarar JB Braun, North Sails Director of Design and Engineering. ”Det är en helt ny designfilosofi som radikalt förändrar hur segel konstrueras, byggs och används. Med en skräddarsydd, datadriven process som bas konstruerar North Sails designers varje segels struktur för att optimera dess aerodynamik.” Fördelarna I de flesta fall sänker Helix krafterna på rigg och annan utrustning, med de fördelar som det ger i form av minskat slitage. Men den primära och absolut viktigaste fördelen – och det gäller såväl Offwind som Upwind – är att Helix resulterar i mer mångsidiga segel med bredare register, vilket i sin tur innerbär att antalet segel i segelgarderoben kan minskas. Helix Offwind Helix Offwind reducerar krafterna på flygande segel, förbättrar den aerodynamiska formen och vidgar seglets användningsområde. Helix kan appliceras på såväl 3Di- som panelsegel. Med sitt unika, kraftupptagande förlik och en extremt vridstyv förlikscord, speciellt framtagen av North Sails systerföretag Future Fibres, resulterar Helix Offwind i ökad stabilitet, förbättrad förliksprojektion och lägre krafter i fall- och halshorn. Helix Upwind Helix Upwind är exklusivt tillgängligt för North Sails 3Di-segel och kompletterar kompositstrukturen på ett sätt som dramatiskt förbättrar möjligheten att kontrollera seglets form och anpassa den efter olika förhållanden. Med sitt dynamiska, kraftupptagande förlik trotsar Helix Upwind alla tidigare kända begränsningar för segeldesign och segeltrim. Seglet är utvecklat för Active Camber Control™️, vilket innebär att du genom att justera spänningen i fall eller cunningham kan förändra formen och djupet på hela seglet – inte bara förliket. Resultatet är ett försegel som kan planas ut i takt med att vinden ökar. Helix Offwind- och Upwind-segel går att beställa nu för leverans till sommaren. Kontakta ditt närmaste North-loft. REQUEST A QUOTE TALK TO AN EXPERT MORE ON HELIX READ MORE

NORTH SHORE P CLASS SAILOR BLAKE MCKINNON WINS TANNER CUP 2022 Tanner Cup Champion Used North Sails F1 Sail North Shore P Class sailor Blake McKinnon drew on the ‘secret weapon’ used by 2020 Tanner and Tauranga Cup winner Tim Howse to carve his own name on the historic silverware, when he won the regional championship Tanner Cup in January. McKinnon, sailing Head First, used the North Sails-designed and developed F1sail, which has a radial clew and a cross-cut top. North Sails One Design expert Derek Scott says the radial design helps to spread the load out of the clew, and allows the top of the sail to twist off. 2019 Tanner Cup winner Blake Hinsley also used an earlier iteration of the F1 sail in his victory. The six-race 2022 series was held over two days at Auckland’s Murrays Bay Sailing Club, McKinnon’s home waters. On both days sailors had to contend with tough conditions- light, shifty south-southeasterly breeze and big tides—a contrast to the windy conditions in which Howse won the regatta two years ago. Representing North Harbour, McKinnon sailed a consistent series, with his lowest placing a seventh on the first day. Lying fifth overall, he then put the pressure on the series leaders on the second day by finishing with a second place and two bullets to take the cup. Eighteen sailors from around the country represented their regions at the event, which was followed by the open Tauranga Cup event, in which McKinnon finished sixth overall. In this event, Tessa Clinton finished second female sailor, also using the F1 sail. Scott — a former winner of the Tanner Cup — says the North team has made some minor modifications to the F1 sail since Howse used it to win the past events, especially to the luff curve, to make the sail a better fit to the range of masts used in the class. “We had been finding some quite big variances in the masts, so we have been tailoring each sail to the specific boat,” Scott says. “After testing each mast to see how stiff or soft it is, we create a custom luff curve for each sail, so it fits perfectly.” 📸 Live Sail Die READ MORE

ORC WORLD CHAMPIONSHIP 2023: PREPARATIONS START NOW Sights Set on Kiel, Germany 📸 Felix Diemer The news that the Offshore Racing Council, ORC World Championship is coming to Kiel again in 2023 has triggered a real hype throughout the worldwide fleet of ORC sailors. For the local fleet in Germany, this will mark the season highlight of the next two years and after two seasons of events being influenced by the pandemic, there are hopeful signs for a sporty and ambitious summer of sailing. If you want to be there in 2023, ideally, preparations should start now. Those who start preparing in good time not only reduce the risk of nasty surprises, but also go into the World Championship with greater composure. Someone who knows the ORC scene like the back of his hand is North Sails expert and sailmaker Bertil Balser. As a native of Frankfurt, Germany, Bertil has been sailing since he could walk and took his first steps in the world of offshore racing in 1996, when ORC was still called IMS (International Measurement System). Several National and International successes later, as well as one or the other rule loophole (keyword: “Berta”), Bertil is not only an impressive sailor, but also the ideal contact for all questions about ORC sailing. Reason enough, then, for us to quiz him with a series of questions in the run up to the World Championship, starting off with a few basic questions about ORC sailing: How well do you know the ORC formula? As there are countless measures that add to the overall rating, you can basically change and adjust virtually anything concerning the boat’s performance. This makes the ORC system both very technical but also somehow intuitive. The question here is: Which screw is worth turning and which one should you avoid touching in the first place? After more than 15 years in the ORC circuit, I can judge quite well what makes sense and what doesn’t. What is key for a successful ORC campaign? Good material and a clean underwater hull are one thing. But the other thing is having a crew that not only harmonizes, but also really trusts and works together. I recommend North Sails 3Di RAW 780 for your upwind inventory, and our Superkote Spinnaker styles for your downwind inventory. We will be sure to find your weapon of choice amongst our product range. 📸 Felix Diemer When should preparations for the 2023 World Championship begin? Such a campaign always goes through phases of varying intensity and each team has its own dynamic. However, no matter how you choose to run your campaign, the following still applies: time is ticking. If you want to be there in Kiel in 2023, you should start preparing today. The more time you have, the easier it will be to get material and crew into a competitive mode. As always, the devil is in the details. What advice would you give to crews with limited previous experience? Be sure to get started! Every project starts with the first step. What many do not know is that often the step from ambitious Wednesday sailing into the ORC world is much smaller than it might look from the outside. How to contact you with questions? To get in touch with Bertil directly, please email him at bertil.balser@northsails.com, or click here to talk with an expert at your local loft. We look forward to hearing from you and our team of experts will be happy to help you get closer to achieving your goal at the 2023 ORC World Championships. What is your greatest personal success? That is hard to say. The four victories at the IDM See – most recently with the X-41 Sportsfreund – were certainly just as much a highlight as various podium positions at World and European Championships. When “my” team became European Champions in 2019, I was involved with fatherly joy on the home front, so a gold medal is still missing. One more reason to attack again in 2023! TALK TO AN EXPERT READ MORE

PACIFIC CUP AND NORTH SAILS PARTNER AGAIN FOR 2022 RACE Supporting Competitors In Their Preparation for the 2070 Mile Endeavor North Sails and the Pacific Cup are thrilled to partner again for the 2022 edition of the race. As an Event Sponsor, North Sails will offer an educational webinar focused on weather and navigation tactics, with Chris Bedford and Peter Isler, during the race for current and aspiring participants of the Pacific Cup as well as an in-person training seminar for onboard sail repair. A highlight of the West Coast racing scene, the Pacific Cup draws sailors from all over North America every other year. On July 4, 2022, more than 70+ boats will depart the San Francisco Bay and sail over 2070 miles to finish in beautiful Kaneohe Bay on the island of O’ahu. A true bucket list event, race participants undergo more than a year of mental and physical preparation in close partnership with race leadership, attending training and safety seminars, preparing their vessels, and building relationships with other race participants. “The Pacific Cup and North Sails share a strong commitment to promoting the sport of ocean racing,” said Caitlin Gutekunst, Board Member and Sponsorships Chair for the Pacific Cup Yacht Club. “Together we are simultaneously driving performance and training for this sport, promoting diversity on the water, and protecting our oceans.” Seadon Wijsen, local North Sails expert from San Francisco shares, “We are happy to be supporting the largest Pacific Cup to date. The Pacific Cup is more than just a race but a tradition for the west coast in bringing together new ocean sailors along with the most experienced ocean racers in the world. We enjoy educating new sailors as well as providing the necessary products and support to have a successful race to Kaneohe.” North Sails prides itself on having the best sail solutions and accessible expertise for boats across the spectrum. North Sails is the world’s leading sailmaker with a vast network of over 100 sales and service sites globally. North Sails invites racers to get prepared for the race and sign up for the upcoming Pacific Cup webinar today and in-person training seminar. READ MORE

Helix Now Standard In All North Code Sails World leader in sailmaking technology, North Sails constantly pushes the boundaries of performance. 2022 is a landmark year for the brand’s Helix Structured Luff technology, as it is now announcing that the revolutionary design philosophy has been made standard on all North racing Code sails and the Helix Furling Gennaker for cruising, effective immediately. Furthermore, North Sails has moved to expand its range to include Helix as an upgrade for headsails. In its relatively short life to date, the impact of Helix has been a revelation. As of January 2022, North Sails has sold over two thousand Helix Code Sails, with incredible results surfacing from across classes, from Grand Prix teams to weekend sailors. With these two bold developments, North Sails intends to extend the legacy of this game-changing innovation, which it envisions becoming a flagship design philosophy, synonymous with the North Sails name itself. The Evolution of Helix Once limited to offshore Grand Prix, Helix Code sails have quickly become the go-to tool for improving aerodynamics and increasing range. With its unique DNA-like structured luff, Helix has given sailors another gear offwind, enhancing power potential by optimizing load sharing, for a proactive, positive sail shape. A defining moment in its development, the 36th America’s Cup saw Helix applied to upwind sails for the first time (and to great effect), with Emirates Team New Zealand, Luna Rossa Prada Pirelli, and INEOS Team UK displaying unprecedented speed and control upwind. “Today Helix is more than a single feature,” explains JB Braun, North Sails Director of Design and Engineering. “It’s a total design philosophy that radically changes how sails are engineered, built, and flown. Guided by a bespoke, data-driven process, North Sails designers engineer each sail’s structure to improve its aerodynamics.” The Benefits In most cases, the result of this process is a reduction in load running through your equipment, having the obvious immediate effect of minimizing wear and tear. However, the primary benefit, in terms of performance and practicality, of both Helix Upwind and Offwind is a versatile inventory that carries across a wide range, while also reducing the number of sails required. Helix Offwind Helix Offwind can reduce the overall load on any free-flying sail, whether 3Di or panel construction, for a more forward projecting sail and increased range. Featuring a stretch-resistant structured luff and purpose-built high torque Luff Cord exclusively available to North Sails from its sister company Future Fibres, Helix Offwind sails deliver enhanced stability, improved luff projection, and reduced head and tack loads. Helix Upwind Exclusive to North 3Di sails, Helix Upwind harnesses the sail’s composite structure in a new way to dramatically improve camber control. With its Dynamic Structured Luff, Helix Upwind defies conventional design limitations. Engineered for Active Camber Control™️, with Helix you can adjust the shape and depth of the entire sail, not just the luff – ​​controlling power on the fly using a Cunningham or halyard for a wider range of use. Helix Quick Guide Helix Offwind and Upwind sails are available for order now. Get in touch with your local North Sails loft for summer delivery.   REQUEST A QUOTE TALK TO AN EXPERT MORE ON HELIX   READ MORE

With a team of 60-strong, North Sail designers are innovators and opinion leaders, and their collective experience is our competitive advantage. READ MORE

THE NEW NORTH SAILS AUCKLAND Your Team Has Moved To Auckland. Visit Our New Location, Open Now North Sails Auckland is pleased to announce that it has combined its sales, service and sail-making functions into a single location, at its large loft in Auckland’s Wairau Valley. The Sales and Management team, including General Manager Richard Bicknell, Sales Manager Andrew Wills, and Sail Experts and Designers Matt Kelway, Derek Scott, Matt Smeaton, Matt Steven, Guy Hewson, Ben Costello, Burns Fallow and Magnus Doole, will all now be based out of the Glenfield loft at 217 Archers Road, which is already home to the Production, Service and One Design departments. For the convenience of boat owners based at Westhaven, sails needing servicing can still be dropped off and collected from North’s partner company Rig Pro at Unit 2/1 Westhaven Drive. The large Glenfield loft, opened in early 2016, has plenty of space for all North’s sail making and servicing, and will enable the sales and production teams to work more closely together. The new facility was optimized to accommodate the needs of each department, from upwind finishing to one design to downwind production. The result is a modern, efficient space with flexible systems and a main sailmaking floor of around 1500 sq m, large enough to lay out a complete J Class or 100 foot maxi sail. In order to manage multiple projects simultaneously, the loft has an A-frame furling system that accommodates luff lengths up to 60 m, plus North’s signature rotating sewing pits. Up to 16 sailmakers work on the floor, with a mezzanine area for the one design team. The Glenfield facility also houses the service department, where a team of up to eight works with sails coming in for service or recuts, organizing parts and taking care of the needs of visiting superyachts. As part of the worldwide North Sails team, the Auckland loft benefits from both international experience and local knowledge, with a team of highly experienced sailors both on the floor and in the sales and design offices. MEET THE TEAM READ MORE

LET’S TALK RIG TUNING WITH ANDY RICE & CHARLIE CUMBLEY North Sails One Design Expert Charlie Cumbley Joins Andy Rice To Discuss Etchells & J70 Rig Tune Join North Sails One Design Expert Charlie Cumbley joins Andy Rice from Sailjuice.com to share the art and science behind optimal rig tuning and boat setup. Browse the North Sails Etchells/ J70 class page for news, tuning guide, and inventory options or contact North Sails Expert Charlie Cumbley below. ETCHELLS CLASS PAGE J70 CLASS PAGE CHARLIE CUMBLEY READ MORE

BLACK JACK’S WINNING COMBINATION Sail Designer Magnus Doole and Black Jack Skipper Mark Bradford Explain The Steps That Lead To Owner Peter Harburg’s First Win In “The Great Race.” 📸 Andrea Fancolini / Rolex When Black Jack’s mast fell over the side during a record-setting run last April, the team quickly decided to turn their devastating loss into a performance upgrade. That decision paid off when Peter Harburg’s team claimed line honors in the 76th edition of the Rolex Sydney Hobart Yacht Race. The RP100 had always struggled upwind against Christin Beck’s wider LawConnect, a Juan-K design. So we wanted to understand how an experienced team of sailors and North Sails design engineers overcame this boat’s known weak point. The answer? A new aero package that took advantage of Helix’s load-sharing technology. Magnus Doole, the team’s New Zealand-based sail designer, says that the brief for Black Jack‘s new inventory called for more than simply replacing the old sails and rig. While the majority of Black Jack’s sails had minimal hours on them due to canceled regattas in 2020, the Helix design philosophy had evolved significantly. North Sails Australia Managing Director Mark Bradford is Black Jack’s skipper. “We knew we wanted all our sails to focus around Helix’s load sharing capabilities,” Bradford says. “It was then a question of figuring out the target ratio and trade-off of luff load vs. stay load. Whether you’re incorporating Helix onto a new build or upgrading your inventory, it’s all about the balance between reliability, performance, and sail stability. North Sails has an arsenal of design tools and a deep bench of talent like Magnus. It was really an easy solution to come up with for our team.” Doole and Southern Spars’ Jarrad Wallace modeled a new aero package with the North Design Suite that optimized the combination of load-sharing Helix sails, a new mast, and Future Fibres rigging. “We set out to deliver a more efficient package using recent advances in sail structures,” Doole explains. “The boat has always had an Achilles heel. She is very skinny and low drag, but has a lower righting moment than her competitors. Upwind in a breeze has been her downfall.” “Magnus used Membrain to run various upwind, reaching and running sail configuration simulations,” Bradford says. “We then handed the sail designs, structural information, pressure files, and load data to Jarrad and the Southern team who ran rig-specific analysis along with the North software.” Together, the Black Jack crew has sailed over 200 Sydney- Hobarts, so their practical onboard experience was factored in as well. Bradford, Black Jack’s Sailing Master and mainsail trimmer, Bruce Clark, and North Expert Vaughn Prentice all provided input, along with Alex Nolan, Will McCarthy, Ryan Godfrey. “Thanks to Helix,” Doole says, “we netted a 10% savings in the rig and rigging while making significant gains in stiffness. With load sharing comes less mast compression, so we turned part of that gain into a lighter and stiffer mast. If you were doing all of this on an existing mast, it would be like creating more stiffness overnight for the same rig.” This kind of optimization has been done with many other projects, he adds. “North Sails can easily pass this type of experience on to boats of all sizes and shapes, whether you have a new mast on order or will use an existing mast and rigging package.” The first big offshore test for Black Jack’s new aero package was the grueling race to Hobart—so winning line honors was an important validation. Besides adding inherent stability to a skinny boat by reducing weight aloft, the new Helix sails adapted well to the wide range of upwind sailing conditions along the 628-mile course. More range from each sail allows boats like Black Jack to reduce the number of sail changes, which in turn reduced crew fatigue. “The key advantage of Helix is range,” says Bradford. “It directly contributes to reduced sail changes and a more optimized sail shape through a much wider range of conditions. You can significantly change sail shape when the sails get out of range to put them back in range. The benefit is carrying fewer sails, less weight, fewer sail changes, reduced downtime, increased performance. “By taking advantage of Helix design philosophy and reducing weight in our sail structures,” he concludes, “we managed to hold off a much faster upwind boat when it was windy. Then when the conditions turned in our favor, we could extend. Black Jack is now a far better all-around boat, and this has mostly come from the changes we’ve made above the deck.” Advanced mathematical modeling complements the North Sails innovative spirit. In Episode 1 of the new North Sails podcast, we talk design, simulation, and the bespoke North Design Suite with three generations of sail engineers. Michael Richelson, Marco Capitani, and Brodt Taylor all bring their unique skills to the table and help create cutting-edge products that give North Sails its signature competitive edge. READ MORE

JAKTEN PÅ DEN VINNANDE SKILLNADEN Vad är det som driver utvecklingen inom segling? Svaret är enkelt: Professionell kappsegling på högsta nivå i klasser där det mesta är tillåtet och där teknisk utveckling betraktas som en del av sporten. Americas Cup är förstås det tydligaste exemplet. Här är speed allt. Vill du ta en titt på världens absolut lättaste, stummaste och snabbaste segel är det här du hittar dem. De tre toppbåtarna (av totalt fyra) i senaste cupen var utrustade med våra 3Di-segel. Vendée Globe, ensamkappseglingen nonstop runt jorden i enskrovs 60-fotare – så kallade IMOCA 60s – är ett annat exempel. Här är förutsättningarna delvis annorlunda. Bara att ta sig i mål är en utmaning och förutom prestanda finns det ett stort fokus på tillförlitlighet. I senaste upplagan levererande vi 3Di-segel till 22 av 33 startande båtar – inklusive de åtta första i resultatlistan. Och så har vi då TP52. Klassen har nu tjugo år på nacken och dagens båtar är resultatet av ett oändligt utvecklingsarbete. Skillnaden i prestanda är knappt mätbar – det handlar om millimetrar eller centimetrar snarare än båtlängder – men i slutändan efter en lång serie är det just dessa små skillnader som fäller avgörandet. Flera av de stora utvecklingsstegen för North Sails 3Di-teknologi kan härledas till TP52-klassen. Det vi idag kallar 3Di RAW är exempelvis ett direkt resultat av utvecklingen inom TP52-klassen, liksom steget från 3Di RAW 870 till RAW 880. Det vi idag kallar 3Di RAW är exempelvis ett direkt resultat av utvecklingen inom TP52-klassen, liksom steget från 3Di RAW 870 till RAW 880. När vi nu summerar säsongen kan vi konstatera att sju av de nio båtar som deltog i årets 52 Super Serie var utrustade med North-segel – inklusive Sled, totalvinnare i årets serie, tillika årets världsmästare. I filmen berättar Paul Westlake (försäljningschef för North Sails Grand Prix-verksamhet) och Marco Capitani och Juan Messeguer (två av våra segeldesigners) mer om den teknologi och det mödosamma utvecklingsarbete som ligger bakom framgången. READ MORE

ERFAREN SEGELMAKARE MED FOKUS PÅ SHORTHAND-SEGLING Nu siktar Martin Angsell mot VM på hemmaplan Shogun 50, ritad av Håkan och Oscar Södergren och byggd i kolfiber är ett fantastiskt spännande båt som visar att svensk design och svensk ingenjörskonst håller internationell toppklass. Martin är djupt involverad i projektet – både som segelmakare och seglare. 📸 Linjettbåtar Martin Angsell är en segelmakare av den gamla stammen, om man nu kan säga det om en person som ännu inte fyllt femtio. Men han har varit i branschen i över 25 år och har lärt sig yrket från grunden, krypandes på golvet, med en sax i ett hölster på höften. Han vet hur man gör en recut, hur en revförstärkning är uppbyggd och vilka travare som passar i likrännan på en Scampi Mk2. Om vi bortser från några praktikperioder – den första redan under högstadiet – inledde han sin karriär som segelmakare på Royal Sails. Det var i mitten av 90-talet, direkt efter lumpen, och för Martin var det en barndomsdröm som nu gick i uppfyllelse. 2004 inkorporerades Royal i North Sails och Martin hängde med i flytten till Lidingö. På Royal hade han arbetat med produktion, och det fortsatte han med när han kom till North Sails. Men det var ju länge sedan och både Martin och North Sails har utvecklats. Vi tillverkar inte länge några segel i Sverige och Martin jobbar nu framför allt med försäljning. ”Fast jag är egentligen inte något försäljartyp”, säger han, och menar nog att han inte har den krängar-mentalitet som ibland sägs utmärka duktiga säljare. Det behöver han inte ha heller. Ett North-segel är inte en färdig produkt som plockas från en lagerhylla. Det är en tekniskt avancerad produkt som skräddarsys efter varje enskild kund och som med hjälp av olika material kan optimeras för olika användningsområden. Det kunden framför allt behöver är en god rådgivare, och det är Martin. Det handlar om att lyssna av kunden, identifiera det verkliga behovet och lotsa kunden fram till det mest förnuftiga valet. Ibland är processen enkel, ibland oerhört komplex. Att exempelvis sätta samman en segelgarderob till en seriöst satsande havskappseglingsbåt kräver att Martin har koll på – och kan värdera – allt från mätregler, mätbrev och polardiagram till väderstatistik på de race som är aktuella. Säljare, ja. Men man skulle också kunna beskriva Martin som en rådgivande konsult kring allt som påverkar en segelbåts prestanda. Gilmour, Coutts, Cayard och… Angsell Martin ser sig framför allt som kölbåtsseglare och har provat på allt från pappas Cumulus till VO65 och det mesta däremellan. Entyp. Havskappsegling. Shorthand-segling. Och inte minst matchracing. Martin har ägnat ungefär ett decennium åt denna typ av segling och var under en period rankad bland de femton bästa i världen. Kul och utvecklande, tycker han. Och så har det gett honom möjligheten att mäta sig mot seglare som de flesta bara läser om i båttidningar eller på Internet. Som år 2000, då Martin var inbjuden till Swedish Match Cup i Marstrand. Då som nu en av världens mest prestigefyllda matchracingregattor med prispott i miljonklassen och totalt runt 100 000 åskådare på klipporna runt banområdet. Någon framskjuten placering blev det visserligen inte den gången. Men bara att få gå upp i ringen och fajtas mot legendarer som Dean Barker, James Spithill, Peter Gilmour, Jesper Bank och Magnus Holmberg är ett minne för livet. Den mest minnesvärda framgången var annars när Martin och hans besättning 2006 var över i USA och vann Knickerbocker Cup. Det är en klassisk tävling som seglats årligen sedan 1982 och där listan över tidigare vinnare omfattar några av världens främsta seglare genom tiderna. Att det gav segern en extra krydda noterade även Sail-World i sin rapportering från eventet: ”In addition to the prize money, Angsell will have his name permanently placed on the Cup along with such past winners as Peter Gilmour, Ed Baird, Paul Cayard, Russell Coutts, Terry McLaughlin and Dave Perry” Bénéteau Figaro 3 är utvecklad för att vara den ultimata shorthand-båten. Snabb är bara förnamnet – Martin har som mest varit uppe i 26 knop! 📸 yachtservice.se Fokus på storbåt och shorthanded Utöver matchracing har Martin seglat en rad entypsbåtar, som Express, 606, J/80 och J/70, Farr 30 och Fareast 28. Men på senare år har han allt mer glidit över till olika former av respitsegling i större båtar. Det tenderar att bli mer av havskappsegling än bankappsegling. Med full besättning eller på tu man hand. Särskilt shorthand-kappsegling har haft en enastående tillväxt under många år, såväl i Sverige som i resten av världen. Martin är något av en veteran och har seglat mycket med Anna Drougge, Sveriges kanske mest rutinerade kvinnliga havskappseglare med både Whitbread och Volvo Ocean Race på meritlistan. De trivs ihop och är ett välfungerande team – 2021 vann de exempelvis silver på SM i Shorthanded Mix, som avgjordes som en del av Gotland Runt. I det här sammanhanget är det omöjligt att inte ägna några rader åt Gotland Runt 2019. Det var ett tufft race med vindar som stundtals var uppe på 25 m/s. Ett hundratal båtar – cirka 40 % av hela Gotland Runt-flottan – tog sig aldrig i mål. Martin deltog i doublehandklassen, där han tillsammans med Christian Martin seglade Tutalör, en splitter ny Bénéteau Figaro 3. Det är en 30-fotare speciellt utvecklad för shorthand-kappsegling. Båten är utrustad med foils som visserligen inte lyfter skrovet ur vattnet men som skapar ett rätande moment motsvarande ett par hundra kilo på lovarts reling. Det hela utvecklade sig till rena julafton för Martin och Christian. På de öppna bogarna var farten ofta uppe i över 20 knop, med topp på 26. De seglade banan på lite över 45 timmar och vann doublehand-klassen med nästan åtta timmar på beräknad tid. Men det var kämpigt. Vindar över 20 m/s på öppet hav är jobbigt i vilken båt som helst, även med full besättning. Och hur det är att segla på två i ett äggskal som en Figaro 3 är svårt att föreställa sig för den som inte var med. Parets bedrift väckte berättigad uppmärksamhet, och den minskade inte när totallistan offentliggjordes. De två första platserna togs av två Volvo Ocean Race-båtar, båda med full besättning. Men sedan kom Martin och Christian i lilla Tutalör. Temperaturen stiger inför VM 2022 Den kommande säsongen händer det osedvanligt mycket på doublehand-fronten i Sverige. På västkusten har vi Bohusracet som 2022 får status som mästerskap. Det är det första steget mot ett officiellt svenskt mästerskap, som om allt går som planerat kan genomföras 2024. Men det riktigt stora är förstås att Sverige har tilldelats 2022 års ORC Double Handed World Championship – för övrigt det allra första i sitt slag. VM seglas parallellt med Gotland Runt och starten går den 3 juli inne i centrala Stockholm. Som namnet antyder behöver deltagande båtar mätas in i ORC International, men säkerhetskraven är ganska modesta – det är kategori 3 som gäller och livflotte är inget krav – vilket gör det möjligt för många att vara med. Så lär det bli också. När detta skrivs strax innan jul har nästan 70 besättningar anmält sig, och anmälningstiden går inte ut förrän i början av juni. Tre gånger har Martin seglat doublehanded på Gotland Runt. Resultatet är två vinster och en andraplats. Martin har alltså bra koll på den kommande VM-banan och är klart att han är sugen på att vara med. Vi får se hur det blir med den saken. Men han ser i vilket fall som helst fram mot VM med stor förväntan. Och han lär bli involverad upp över öronen. Förmodligen som kappseglare och helt garanterat som segelmakare. READ MORE

WHAT YOU SHOULD KNOW ABOUT YOUR BATTENS Batten Installation and Tensioning Instructions for All Sailors Thinking about battens? Preparing for a new season is something that is on everyone’s mind. Whether you’re staging your boat to launch, planning an extended cruise, or hoisting your sails for a weeknight club race, it’s important to make sure you’ve got your battens installed properly and tensioned correctly. Checking your battens will provide better sail shape and performance – and ensure you don’t lose them after the first tack or jibe! Sail expert Hugh Beaton from North Sails Toronto explains some important details to remember. Proper installation for proper sail shape. Make sure the battens are inserted with the tapered (thin) end towards the luff and the stiffer (thick) end towards the leech. We sometimes see battens interested the wrong way and as a result, the sail will not have the correct draft (depth) and curvature (location of maximum depth) – so it is worth double checking that the batten is oriented correctly. Make sure your battens are secure. Some battens enter from the luff, others from the leech so check to make sure that the closure system where the battens have been inserted has been properly secured. For North Sails Velcro closures, there is a specific compartment for the batten, and another for the two surfaces of Velcro to make contact. Lashing systems have another procedure to follow, as do RBS wing tip end caps. In all cases correct installation will keep the battens securely in place for the season. 📸Mike Egan Correct tension creates a smooth sail. Your batten tension also needs to be looked at. If there is insufficient tension there will be a number of vertical wrinkles along the length of the batten. If there is too much tension there will be visible horizontal tension pulling along both sides of the pocket, with the fabric looking stressed. When the tension is correct, the batten pocket is smooth and correctly supports the designed flying shape of the sail. Have questions about your battens? or need help with proper installation? Please reach out to your local North Sails representative for guidelines and instruction on how to make sure your battens are loaded correctly and your sails are ready for the season. Learn more with North Sails batten specific installation guides. READ MORE

THE STORY OF ARGO: PART I An Opal 46, Has Been Shared by Three Generations of the Ravelius Family After years of sailing with his father on board his beloved schooner, Argo, based in Sweden, John Ingvar Ravelius has taken part ownership of the boat, alongside his brother and his father and has been updating and refitting her with the dream to create memories with his young daughter and pass the tradition along. Ravelius shares the first chapter of his several part series, about how a sailboat, and the work that goes along with it, is bringing three generations together. In 1974, my father, Ingvar Ravelius was a young 24-year-old walking around the Stockholm boat expo with his father, in Sweden, dreaming of sailing around the world on a boat of his own. Ingvar had plenty of experience on smaller sailboats, but his dream was sailing around the world and he wanted something bigger and more reliable. As the pair wandered through the expo, they bumped into a friend, who knew of a boat being built by a local, revered boat builder called an Opal 46. This hull would be the first of only six ever built. A couple of weeks later, Ingvar contacted the designer of the Opal 46 and visited the marina where this boat was being built with his father. After seeing the work underway, it didn’t take much time for my father to decide that this is THE boat he wanted to sail around the world on, pick up his wallet and make a down payment to rent the molds for the hull, despite his father’s protest. He didn’t think that 24-year-old Ingvar was going to be able to build such a boat without any experience. My father answered, “this is the boat that I want, I don’t know how to build it yet, but I am going to find out.” The building of Argo began, Ingvar took on the messy and time-consuming work of hand fiberglassing the hull. Adding layer after layer, thinking that when he is on the ocean, the boat should be able to withstand heavy impacts without breaking. He made the thickest part of the hull 12 centimeters thick. After the fiberglass set, he continued the work on the build outside his house in Sollentuna. My father’s neighbors did not know that they were going to live next to this build for the next six years. Often, Ingvar would leave his home building site, and visit the marina where the first Opal 46 was being built, he asked them how they did things and took measurements, wrote them down on a notepad and went home and did the same thing the professional boatbuilders were doing. A couple of years into the build, my father and the owner of the first Opal 46, which was christened and seaworthy, became good friends and invited him to sail across the Atlantic Ocean to the Caribbean. In 1980 Ingvar took a break from building Argo to do a transatlantic crossing on his boat’s twin. On this trip, he learned a lot about how the Opal 46 handled the sea but also discovered how he could improve things on Argo. One of the things that he changed from the original was the dining table in the saloon, they had trouble using this table while sailing, so the table in Argo was built to balance so that it is always horizontal when the boat is heeled. One and a half years later, in 1982 Ingvar returned from adventures sailing and launched Argo for the very first time. Seven long years after he hatched the idea at the expo, Ingvar’s dream was a reality. His friends and family came with him on the first test drive and everybody was celebrating. On Argo’s first voyage, they almost crashed, because of a backward connection on the hydraulic steering system, but she was sturdy, sound, and ready for adventure. Later the same year, Argo and her crew participated in the famous race around the island Gotland named “Gotland runt” and a Swedish sailing magazine took a picture of Argo during the race, my father was very proud that they used the picture of his work the same year he was finished. Ingvar is a very special man, and now that Argo is my project too, I want the details to be perfect. My father and I began refitting and converting Argo to sloop together in the past few years, giving her new North Sails and new life. Many times, when I was a child he showed me a special metal file and said; “I built Argo with this metal file”. When I was younger, I didn’t believe him, but today after I have worked a lot with him refitting Argo, I understand that he really did. He built Argo with his hands and a metal file, He put in every screw with a screwdriver, and Argo has thousands of screws. All the teak on Argo, both the deck and the interior is made from raw planks sawed outside his house in the suburbs of Stockholm. Stay tuned for the next installment of Argo’s story, where Ravelius shares more stories from cruising with his parents aboard Argo, and how they sailed around the Mediterranean with a 1-year-old child. READ MORE

NORTH SAILS 2021 TOP TEN Here Are Your Favorite Social Posts From This Year – All In One Place One thing can be said about 2021 – there was no lack of sailors #sendingit worldwide. From the gorgeous blue waters in the Caribbean, Palma de Mallorca and Saint Tropez, to the icy-chill of the Solent and Bassin Paul Vatine in Le Havre, to foiling Down Under – North Sails put it out there for you, but your “likes” decided the top 10 posts of 2021. 10. Starting the countdown off with the great video onboard Gitana Team’s Maxi Edmond de Rothchild, preceding this year’s edition of the Transat Jacques Vabre, outfitted with the North Sails Collection‘s Ocean range, constructed in GORE-TEX Pro, their most durable, breathable, and waterproof kit.   View this post on Instagram   A post shared by North Sails (@north_sails)   9. Relax and unwind onboard 191.6-foot Kokomo, custom-built by Alloy Yachts and newly outfitted with #North3Di OCEAN sails.   View this post on Instagram   A post shared by North Sails (@north_sails)   8. You loved a guessing game, and another video of a superyacht certainly didn’t hurt…   View this post on Instagram   A post shared by North Sails (@north_sails)   7. Superyacht Cup Palma footage always leaves us in awe. It’s too bad you may not have been there in person, but we’ve got the next best way to watch…   View this post on Instagram   A post shared by North Sails (@north_sails)   6. Dmitry Rybolovlev’s ClubSwan 125 Skorpios, lived up to the hype and claimed the prestigious monohull line honors at the 2021 #RolexFastnetRace. The largest yacht in the race’s long history, Skorpios set a new course record in her maiden race. This high-performance racing machine fully utilized North Sails #EngineAboveDeck using our revolutionary #HelixStructuredLuff technology.   View this post on Instagram   A post shared by North Sails (@north_sails)   5. 2021 Winter Sailing Photo Contest – we all know sailors love a good, healthy competition. Click here for our 2022 Winter Sailing Photo Contest.   View this post on Instagram   A post shared by North Sails (@north_sails)   4. It wouldn’t be a top 10 recap without a #FullSendFriday! The Ocean Race never disappoints in this department…   View this post on Instagram   A post shared by North Sails (@north_sails)   3. A little AC75 heat going into the finals of the Prada Cup. Reminisce on the fun…   View this post on Instagram READ MORE

North Sails makes history by looking ahead. Let's talk design, simulation, and the bespoke North Design Suite in Episode 1 of our Podcast. READ MORE

ROLEX SYDNEY HOBART RACE 2021: HOW TO WATCH THE GREAT RACE North Sails Has You Covered For the 76th Edition The Rolex Sydney Hobart Yacht Race is a staple on the Australian sailing calendar, and a much-anticipated event for sailing fans around the world. Each Boxing Day, hundreds of sailors, watched by thousands of shoreside spectators (pre-Covid of course), depart Sydney Harbour for the trek to Hobart. This 628nm offshore classic is renowned for being one of the most difficult races in sailing. Throughout the years there have been both moments of triumph and tragedy. Our sport’s highest-profile teams sign up for the Sydney-Hobart with hopes of claiming line honors and, if the weather is right, smashing course records. Amongst the fleet there is a variety of boats- comprised of unique sailor skillsets and crews made up of professional sailors, family members, and friends. Take for example North Sails apprentice Manny Scott and Sail Expert Aaron Cole. 2021 marks Manny’s third Rolex Sydney Hobart Race, and he’s sailing with his father— a 15-time race veteran. Aaron Cole is participating in this year’s race for the nineteenth (!) time alongside his wife Jade, who is celebrating her milestone 10th race. They say this race is a family tradition for many participants, and we’re proud to have been onboard for these memories. North Sails has a storied history with the Rolex Sydney Hobart Yacht Race. Our Australian-based teams have collectively sailed in hundreds of races, while North clients have consistently found themselves at the top of leaderboards over the years. With the 2020 race canceled, the year’s fleet is chomping at the bit to get the 76th edition of “The Great Race” underway. Here is what’s in store and how you can follow along: Weather Forecast: Gabrielle Woodhouse, forecaster from the NSW Bureau of Meteorology, delivered the race’s long-range weather forecast. The fleet should be ready for southerlies and possible thunderstorms early after the Boxing Day start, and a series of transitions afterwards, which all but erase expectations of a record-breaking race. Read more from the official pre-start press conference on the Rolex Sydney Hobart website. If you’re in Sydney… Spectator boats positioned in the eastern channel can watch the race start, then can follow the fleet down the harbour to the iconic Sydney Heads before heading out to sea. Once underway, the fleet will move quickly, so if you want to see the leaders sail through the Heads, it’s recommended to get a ways down the harbour towards Middle Head before the start. At the Heads, make sure to keep well clear of the rounding marks. If you only plan on watching the start, head to the western side of the harbour. Good vantage points for spectator boats include: Taylors Bay, Chowder Bay, Obelisk Bay and North Head on the west and Rose Bay, Watsons Bay, Camp Cove and South Head on the east. For our global audience watching from home: Watch a webcast of the live broadcast on the homepage of the Rolex Sydney Hobart Yacht Race website. If you miss the live webcast, a replay of the start program will be available on the website as well. Included on the website is the complete list of yachts entered in the 2021 edition of the race. You can also view past race data including past results, historical reports, and statistical information; designers of line and overall winners; and profiles of some of the race luminaries over the years. Follow along on Social: Official race social channels will keep followers updated start through finish. There will be a live stream of the start (which can be viewed after the fact), as well as race updates, Line Honors announcements, an Overall Winner Declaration, as well as a Regatta Recap. Rolex Sydney Hobart @rshyr @RolexSydneyHobart North Sails @north_sails @NorthSailsWorldwide Track the fleet: Track the 2021 fleet from start to finish by utilizing the link for the Tracker below. Yacht Tracker uses a specially designed tool that calculates the predicted results for each and every boat in the fleet, so you can see how each boat is performing. Each competing boat is given a tracker that will obtain a position using the GPS satellite network and then transmit that position back to HQ using the Iridium satellite network. Positions will be updated every 10 minutes TRACKER Play along: Cruising Yacht Club of Australia has teamed up with Virtual Regatta to provide the Rolex Sydney Hobart Race Game, allowing virtual skippers to race the same route as the boats that will be participating in the Rolex Sydney Hobart. Sign- up and join the Race by clicking the link below. JOIN VIRTUAL REGATTA 📸 Carlo Borlenghi / Rolex READ MORE

Gringo 3 & Mr.J najbrži na Božićnoj regati u Biogradu 📸 regate.com.hr YC Biograd i JK Uskok već dugi niz godina zajedničkim snagama organiziraju Božićnu regatu, a ono po čemu se diče je to da ni za vrijeme Domovinskog rata, kad je Hrvatska bila najtanja na potezu Zadarskog zaleđa, nije bilo prekida u organizaciji. Također, u sklopu tog dijela povijesti ove regate čak je bilo i situacija kad su četnici pucali i prema natjecateljima, pa je na kraju te regate u jednoj jedrilici pronađeno nekoliko zabijenih metaka! Uglavnom, sad su ta vremena daleko iza nas i sad jedinu opasnost mogu predstavljati opasni uvjeti na moru. Ove godine bilo je jakog vjetra, ali srećom nije da bi uvjeti jedrenja mogli smatrati opasnima. Svake godine klubovi se izmjenjuju po pitanju domaćinstva starta i cilja, a ove godine krenulo se iz Zadra. Na regatu se prijavilo ukupno 17 jedrilica od kojih je samo 11 završilo obje etape. Ostale su ili se priključile regati na drugoj etapi ili su morale odustajati zbog tehničkih problema koji su uglavnom bili produkt jake bure koja je puhala i u subotu 18. i u nedjelju 19. prosinca. Start ispred Uskoka odvio se po laganoj buri koja je postupno jačala kako se jedrilo prema jugu. Naravno, na čelo flote odmah su svoje pozicije uhvatile najbrže jedrilice, konkretno, Furiosa, Gringo 3, Mr.J i Easy eleven. Za njima su se poslagale ostale, a uglavnom je raspored u cilju išao po veličini, jer su većinom to bile charter jedrilice s klasičnim "bijelim" jedrima. Iz Zadra je startalo 13 jedrilica, a u Biograd ih je dojedrilo 12. Jedino je Ruzina iskoristila svoj motorni pogon za završavanje ove dionice jer je pred Biogradom u jednom trenutku vjetar iznimno pojačao na oko 35 čvorova, pa su se odlučili na spuštanje jedara da izbjegnu oštećenje istih. Do cilja u Biogradu najbrže je dojedrila Furiosa. Može se reći da je taj rezultat bio očekivan s obzirom da je u pitanju jedrilica koja ima mogućnost korištenja vodenih balasta, a s obzirom na kut jedrenja u lašku orcu uvjeti su bili povoljni za razvijanje maksimalnih performansi po kojima su bili u velikoj prednosti u odnosu na ostatak flote. Inače, njihova jurnjava trajala je nešto više od sat vremena! Za njima je ubrzo u Biograd dojedrio i Gringo 3, krstaš koji je inače optimiziran za ORC, ali u ovom slučaju baštun je bio izvučen već od starta s najvećim jedriljem podignutim i spremnim za otvaranje. Međutim u prvoj etapi Furiosa nije ostavila prostora za iznenađenje. U nedjelju na startu puhala je tramontana koja je konstantno bila iznad petnaestak čvorova, ali nije išla u ekstrem kao bura dan ranije. Na startu su se našle dvije jedrilice više, ali tu drugu etapu nisu završile njih 3, a među njima se našla i Furiosa. Ruta po kojoj se jedrilo bila je identična onoj koja je bila na memorijalnoj regati "Nenin đir" par tjedana ranije: Ruta je uključivala nezaobilaznu oznaku Kočerka, a potom su se u "osmici" obišli Planac i Sv.Katarina, te jedna bova jugoistočno od Biograda. S obzirom na smjer vjetra startalo se bliže Biogradu, izvlačilo prema Sv.Filipu i Jakovu, te potom oko Kočerke i u slalom na jug. Flotu je ponovno predvodila ista skupina jedrilica, a Furiosa odmah na početku ostvaruje respektabilnu prednost koju je držala do južne strane otočića Sv.Katarina gdje imaju problema s glavnim jedrom, te moraju odustati od regate. Gringo 3 koji je bio na drugoj poziciji odmah preuzima vodeću ulogu koju potom bez ikakve ugroze drži do kraja i s pobjedom u ovoj etapi osigurava ukupnu pobjedu na regati, te još jednom ukazao na kvalitetu i postojanost North Sails jedara. Što se tiče drugog mjesta, njega u ovoj etapi osvaja Mr.J i tako uzvraća mnogo većem Easy elevenu za subotnji poraz u međusobnom duelu, te po jedriličarskim pravilima zauzima i drugo mjesto u generalnom plasmanu. Naravno i posadi jedrilice Mr.J to polazi za rukom uz pomoć NS proizvoda. Vrlo dobro jedrenje pokazala je i posada Ruzine, koja je u cilju unatoč značajne razlike u veličini bila blizu Easy elevena, te etapu završava na četvrtom mjestu, odnosno osigurava dovoljno bodova za 10. mjesto u generalnom plasmanu. Dobro su jedrile i posade Alegrie, Silbe i Izabele, koje su prikazale ujednačenost u obje etape, te tako osigurale dovoljno malo negativnih bodova da sve tri zauzmu u konačnom plasmanu mjesta ispred Furiose. Generalne rezultate regate možete pronaći na ovom linku, dok su rezultati po grupama dostupni ovdje. Božićna regata u Biogradu dio je triptiha koji organizira istoimeni jedriličarski klub, a čiji naziv je "Adventske humanitarne regate". Uz ovu regatu tu su još i regata povodom Sv.Nikole i Marina Kornati Cup. Na sve tri regate se već godinama skupljaju donacije i pokloni koji se uoči Božića odnose u Dom za nezbrinutu djecu. Foto galeriju s ove regate možete pronaći na ovom linku. READ MORE

LETTER TO MY YOUNGER SELF 13X Sydney Hobart Sailor, Nick Beaudoin Reflects On How He Became A “Great Race” Veteran The sailors and designers in the world of North Sails are some of the most inspiring people on the water, and we’re hoping to share more of their story with you. “Letter to my younger self” is a series told from our North Sails ambassadors. In each article we bring to life their advice and personal journeys centered around the question: if your “now-self” could give your “younger self” advice, what would it be? Dear Younger Nick, I’m writing to you on the eve of my 14th Sydney to Hobart. This year (in 2021) I’m sailing in the 76th Sydney to Hobart on board the boat JV62 “Whisper.” I’m going to be short and simple with my advice to you, but that doesn’t mean it will be easy advice to follow. Here we go: nothing happens overnight. Be patient. Keep at it. I know! If only it was that easy but trust me on this one; having patience and trusting that it will happen will get you further than you can imagine. How far you’re wondering? Well, what if I told you that one day you’d be racing in the Sydney to Hobart regularly. And, not just sailing “The Great Race” on your average boat either, but winning it on a 100’ Super Maxi. How does a boy from Canada, sailing on the Detroit River with his dad, get all the way to Australia and then go on to win the Sydney to Hobart? Well, I wish I could say it would be smooth sailing (no pun intended) but it won’t be an easy path, in the end though, the goal was met (and then surpassed). The journey all starts in 2006 when you move from Canada to Sydney to do “The Great Race” – your big sailing goal at the time. Later that year you’ll begin working for the world’s best sail maker, North Sails. One of the most important things that I have learned over the years, especially in offshore sailing, is that a solid work ethic and dependability will carry you through. Over the years, I’ve created a motto to live by: “do the thing you said you were going to do, when you said you were going to do it.” Whether it is in your working career or your sailing career, stay true to this motto. A bit of words from the wise, young Nick… the Sydney to Hobart is the biggest race on the sailing calendar in Australia. You talk about and prepare for it all year. If you are not looking forward, you are always reminiscing about the race. That said, the Sydney to Hobart is definitely “type 2 fun.” Meaning, it is not fun while you are doing it, but it is fun to talk about when it’s over. It’s a character builder. I do have to thank Micheal Coxon, the former Managing Director of North Sails Australia for giving me many opportunities over the years. Micheal hired me, sponsored my Visa to stay in Australia and put me on the right boats to build a career on. Without him and his support over the years, I would not have had the experiences that I have had. For that, I am grateful to have a mentor like him. Best of luck over the years, keep your head up, sail safe and don’t forget to share your love for sailing, READ MORE

LETTER TO MY YOUNGER SELF It’s More Than Results For 19x Sydney Hobart Race Veteran Aaron Cole The sailors and designers in the world of North Sails are some of the most inspiring people on the water, and we’re hoping to share more of their story with you. “Letter to my younger self” is a series told from our North Sails ambassadors. In each article we bring to life their advice and personal journeys centered around the question: if your “now-self” could give your “younger self” advice, what would it be? Dear 17-Year-Old Aaron, It’s safe to say that I’m quite proud of the person you’ve become. There are many reasons why, but one that stands out is in 2021, you’ll be gearing up to sail your 19th Sydney to Hobart. Yes, you read that right— 19! If you think it will be a rinse and repeat each year, you’re wrong; each race will be different. And trust me, after 18 races, no two have ever been the same. Getting to the start line of your nineteenth Sydney to Hobart will be an adventure and a half too, complete with stints with America’s Cup and Volvo Ocean Race teams as a sailmaker. And number 19 won’t be your average Sydney to Hobart either, it will also mark your amazing wife’s (Jade) tenth race. Jade is a real catch and a very good sailor. She’s so good on the boat and to do her tenth race together is pretty cool. However, in order to get to the top, you have to be prepared for what’s coming. It will make you a better sailor—especially in “The Great Race.” Start taking advantage of situations now, and really aim to improve your long term vision. This will prove invaluable when you’re on the water and beginning to think about doing the race. In time, your life’s motto will become “when we’re sailing, you’re better off looking at it than looking for it.” Veterans will tell you that you can never be too prepared to race in the Sydney to Hobart and they are right. Now, I know it’s summer and I know it’s Christmas, but young Aaron, you really must do the best job you can looking after yourself in the lead up to the race. It’s a fun time of year, it’s busy, everybody’s sailing, and all sorts of stuff is going on, but make sure you leave a little bit in the tank so you can smash it during the race. In other words, make sure to get a bit of rest in the lead up to the race (which starts the day after Christmas lunch). Set yourself up right so you can really enjoy the challenge. One piece of advice to live by in this race is from your future boss: Ross Lloyd. He said, “do what’s best for the boat.” It’s a good way to sail. We’re always sailing on different boats, in different situations and with different people. At the end of the day it’s about getting the best out of the boat with (or for) the owner. If you focus on that, everything else falls into place. You won’t have many obstacles otherwise. Make sure the boat’s sails are right and do everything you in your power to make that happen; whether it’s little recuts here or modifications there or replacement sails when needed. Then, make sure everybody looks after the equipment, including taking care of the sails. The next twenty years will fly, so enjoy every moment—from the start to the finish. The result is important but it’s not everything. Stay inspired by the likes of Barney Walker; 2021 will be his 34th Sydney to Hobart! Over the years you’ll see him stay switched on, do a good job, put everything into the race and the boat, and keep pushing himself. His passion for the race is seriously inspiring (not to mention impressive). Sail safe and enjoy your wife’s 10th race, READ MORE

LETTER TO MY YOUNGER SELF The Sydney Hobart Race Is a Family Affair for the Scotts The sailors and designers in the world of North Sails are some of the most inspiring people on the water, and we’re hoping to share more of their story with you. “Letter to my younger self” is a series told from our North Sails ambassadors. In each article we bring to life their advice and personal journeys centered around the question: if your “now-self” could give your “younger self” advice, what would it be? Dear Younger Manny, I have so much I want to share with you in this letter. I feel like I’d make you (15 year old me) pretty damn stoked—but I’ll try to keep things short and sweet. First off, don’t worry, you’ll get your chance at sailing in the Sydney to Hobart—just like dad. I know he’s got quite a few races on you, but you’ll eventually catch up, and, in the journey, you’re going to make him (and yourself) really proud. And, don’t worry, you’ll even get to sail a few with him. Don’t fool yourself though, the Sydney to Hobart won’t be easy. In fact, the race will be quite miserable at times. You’ll be scared, frustrated, and wondering why in the world you’re doing the “Great Race”. The complete exhaustion you’ll face is overwhelming, but you need to push through because when you cross the finish line and pull into Hobart with hundreds of people cheering you in, congratulating you on the enormous accomplishment, the pride you’ll feel is indescribable. That experience alone is completely overwhelming. Throughout your journey though, whatever you do, don’t forget your roots. Do not, under any circumstances, forget the Scott family motto.If you feel frustrated with something, take a moment, calm down, and do not give up. Just like dad said, that’s it: “Don’t let it beat you.” You’re right to think about it every time you’re faced with a challenge (and believe me, you absolutely will!). Just relax a bit, roll with it, and take the opportunities you’re offered. Stay humble and let yourself make some mistakes—it’s the best way to learn. Your love for sailing will not waver. Ever since your Boxing Day tradition, from when you were a little kid and you’d go down to the Yacht Club with dad to see him off the dock, you knew you wanted to race in the Sydney to Hobart. Remember when you used to draw pictures in kindergarten of what you wanted to be when you grew up? See if you can find them – there’s one picture of you and dad standing together on one of the boats he sailed the race. You knew then you wanted to be like dad when you grew up, although you also knew you wanted to make sailing a career, not just a hobby. With that in mind, just do what you love. Over the years, your biggest obstacle might just be yourself. There’s always going to be that anxious voice in the back of your mind, trying to throw you off. You know the one: “Am I good enough? Do they think I’m actually good, or are they just saying it? Is that the truth?” Turn the voice down and really listen to the feedback you’re given. Take it on board as much as you can. You’re a perfectionist—but that’s a good thing, it will get you far (including an apprenticeship at North Sails). Stay driven and thirsty for knowledge. Keep absorbing the information and stay curious. The boats, the sails, the rigging, and how it all works together to get you from one place to another is really cool and it will only get cooler and more fascinating. What will surprise you, is how connected we all are. Not just about sailing around the world, but there’s something that connects every single person on the planet in some way or another. The more you look for those connections to people and places the more you will find them, and that’s pretty incredible. This year (2021—the year I’m writing this letter to you) will be your third race with dad, and your third race overall. You will be sailing on King Billy. To experience it all with dad standing next to you is pretty cool. This will also be his 15th race so make sure you celebrate extra together. You’re a lucky kid—but you already know that. Sail smart and sail safe, 📸 Andrea Francolini Photography READ MORE

LETTER TO MY YOUNGER SELF Kyle Dodds – Fostering The Need To Push Himself To The Next Level The sailors and designers in the world of North Sails are some of the most inspiring people on the water, and we’re hoping to share more of their story with you. “Letter to my younger self” is a series told from our North Sails ambassadors. In each article we bring to life their advice and personal journeys centered around the question: if your “now-self” could give your “younger self” advice, what would it be? Dear 12-Year-Old Kyle, I’m going to let you in on a secret because I know you’re wondering; ‘what’s next?’ In a few years you’re going to be a sailor. And not just your average sailor, but a professional sailmaker for the best sailmaking brand in the world, North Sails. Then one day, you’ll be racing in the Sydney to Hobart—not once, but the 2021 race will be your SIXTH race. Now, I know what you’re thinking, “adult Kyle, you live in the country, in Western Australia, and your family doesn’t even own a boat—let alone know how to sail.” This is true, however that doesn’t matter right now. What does matter is your work ethic. Both your grandfathers have a lot to teach you—after all, you don’t just move out from the UK to Australia on a whim. Both men were very respected with a great work ethic. Let that help you to keep going forward and be a better person. Try to be a better version of yourself every day. Whether it’s personal or in the sport of sailing or in your career, always strive to get better. Your good work ethic and willingness will come naturally for you, and it will prove to be a valuable asset in the long run. You’re already seeing it now but keep fostering your need to push yourself to the next level, to learn and develop yourself and your skillset. Your thirst to keep doing better will be essential in the Sydney to Hobart (especially when training). Your days on the football pitch will lay the groundwork for becoming a team player. The term ‘ubuntu’ is a good motto to live by, especially in these long races like the Sydney to Hobart. This is the South African word for ‘I am because we are.’ Take this with you. Work as a team and identify people’s strengths and weaknesses—make sure you have people in the right places to get the best from them. As I’m sure you’ve heard, the Sydney to Hobart is not an easy race. As you know, you can never be over-prepared. There’s always something more you can do to get yourself or the boat ready. To succeed in “The Great Race,” you’re going to need to get comfortable with being uncomfortable. Move beyond your comfort zone and surround yourself with people that have more knowledge than you. Your football coach will instill a mindset that will eventually prove to be invaluable. He will push you to work smarter, and train. It’s gritty but it will help you get the best out of yourself. Your reward will be incredible adventures. One last thing, in 2021 you’ll be chomping at the bit to start the race. I can’t go into why, but 2020’s race will be canceled. Stay focused. You’ll be sailing onboard the TP52, Gweilo, and things are looking good for the team. Even though there will be a lot of other boats in the fleet who are also pumped, just keep putting in the hard work. Good luck and sail smart, P.S. Definitely move to Sydney—you’ll thank me later. READ MORE

LETTER TO MY YOUNGER SELF The Key To Winning The Sydney Hobart For North’s Billy Sykes Is Teamwork The sailors and designers in the world of North Sails are some of the most inspiring people on the water, and we’re hoping to share more of their story with you. “Letter to my younger self” is a series told from our North Sails ambassadors. In each article we bring to life their advice and personal journeys centered around the question: if your “now-self” could give your “younger self” advice, what would it be? Dear 20-Year-Old Billy, After a couple of years off, we’re back in 2021 to race in the 76th Sydney to Hobart! And, boy, am I excited. Heading into this year’s race, I’d be lying if I said I wasn’t a little nervous (the good kind of nervous), so I wanted to share with you some advice on how to get from where you are now to where I am today. First off, stand up for yourself, but also be flexible and honest. Attitude and preparation are everything to being successful. This will help you out in all areas of your life, but never more so than in the Sydney to Hobart. Preparation is key to that race. The boat and the team with the best equipment have the best shot at winning the Melbourne Cup of Offshore (yes, I realize I just compared horse racing to offshore sailing but as we all know, just because you’re the favourite doesn’t mean you’ll win the race!). Over the years, things might get a little bumpy, but trust me when I say: Always stay open minded to other ways of skinning a cat. Just because you have an opinion on the best way to do things, when it comes to family, business, and sport- it’s all about teamwork! This will save you a lot of headaches if you abide by this advice. Be honest, trustworthy, and loyal. Always give 100% to the team. Remember, to win this race, teamwork is key. Back everyone up and be prepared for the next sail change, watch change, or whatever change happens next! Sydney to Hobart is a special race for a multitude of reasons but one that stands out is it’s all about challenging yourself. Sailing on the TP52, Gweilo, on the edge for two or three days… offshore… is challenging. But, wow, it’s fun. Dad will continue to inspire you over the years. He’ll take ’21 off but we all know he’ll be back in 2022. He’s lost count on how many races, but we think he’s up to 30+ Sydney to Hobarts now! Hopefully, he has a few races left to go and I can’t wait to do one race with him. Billy, you must believe in the big picture and never give up. Let your dad be your inspiration—he’s the most loyal, hardworking man you’ll ever meet. Enthusiasm, teamwork and a positive attitude will give you a ‘cutting edge’ in life. Never give up and keep pushing the boat; remember, you can always sail faster. Use your expertise from North Sails to guide sailors into using and developing their current sail configurations. Also don’t hesitate to recommend new sails to help keep evolving faster sails, and quicker modes sailing offshore. One last thing, do not be surprised when you hit no wind off Tasman Island after being fire hosed for over 500 miles! And, as always, relish in the support and love from your family – Abbey makes all this possible. Keep sailing and stay excited, READ MORE

VX ONE 2021-22 WINTER UPDATE Updated Tuning Guide + Winter Series Webinar With Mike Marshall And Austin Powers This guide for the VX One has been developed through extensive testing, tuning, and practical racing experience by some of the top sailors in the country. New changes in the class and developments in sailcloth and sail design technology continue to bring about improvements in the VX One’s performance, and North Sails is an important part of these innovations. While we can’t guarantee you immediate victory on the racecourse by following this guide, we can assure you that you’ll be taking a big step in the right direction! New Tuning Guide Numbers The main update to the VX One tuning guide is the tighter check stays as the wind speed increases. The check stays now start at 11 on your PT-1 and will take an added 0.5 turn with every step-up on the guide. This means that the new “steps” are 2 full on the Caps, 1 full on the Intermediates, and 0.5 on the Checks. WIND SPEED Knots CAP SHROUDS (# of turns from base) INTERMEDIATE SHROUDS (# of turns from base) CHECK STAYS (# of turns from base) 0-8 -2 -1 -0.5 8-10 (BASE) BASE (28 on PT-1) BASE (18 on PT-1) BASE (11 on PT-1) 10-12 2 1 0.5 12-14 4 2 1 14-16 6 3 1.5 16-18 8 4 2 18-20 10 5 2.5 20-22 12 6 3 22+ 14 7 3.5 Note: This tuning is for the boats with Southern Spars masts. For the boats with CST masts, the base tune for the cap shrouds is 30 on the PT-1. Everything else remains the same. CREW WEIGHT: 430 lbs ANGLE CAR POSITION SHEETING ANGLE Knots DISTANCE FROM CENTERLINE (# of turns from base) 5 degrees 193 SWEET SPOT 260 7.5 degrees 290 10 degrees 386 Full Tuning Guide Let’s Talk VX One 2021-22 Winter Series – Webinar Catch up with North Sails Experts Austin Powers and Mike Marshall in the webinar below. Shop VX One Sails READ MORE

Sydney Hobart Tool Kit The Rolex Sydney-Hobart is fast approaching. Does your team have what it takes to take on this 628nm race? Here is what you should know before you leave the dock. Created just for you, by your local team of offshore racing experts.   Provisioning Sarah O’Kane from Shorebase Logistics is familiar with this race and many like it. Hear more on what’s important when it comes to properly provisioning before any offshore marathon, like the Sydney-Hobart.   Learn More   Crew Watch Systems To get the best out of everyone while racing the boat hard around the clock, the skipper or sailing master needs a clear view of each crew member’s skill sets.   Learn More   Navigating Australian summers can make for the ultimate offshore experience. Be prepared for everything with Chris Bedford, world renowned sailing meteorologist with 30+ years of experience and expertise in marine and coastal meteorology.   Learn More   Reefing Systems Sailing in big breeze can be fun, exciting, maybe stressful, and expensive when things go wrong. Reefing a sail quickly and easily when the breeze comes on is key to looking after your sails and your crew.   Learn More Post-Race Sail Service Crossed the finish line and need a sail repair? North Sails Certified Service Experts will be onsite and ready to get your sails repaired so you can get back in action.   Learn More Winning The Delivery Back Home Preparing successfully to compete in the biggest offshore races requires putting your attention to every detail. From the start of the delivery trip all the way to the starting line of the race, here’s what you need to know.   Learn More   READ MORE

J-70 KLASSEMESTERSKAB 2021 I oktober i år blev J-70 klassemesterskabet afholdt i Århusbugten, arrangeret af Århus sejlklub. 23 danske besætninger var mødt frem til weekendens kapsejladser samt et enkelt svensk hold, altid flittige og stabile Pro4you med Patrik Forsgren ved roret. Flere af holdene havde sidst siddet i båden ved J-70 EM i Skovshoved sidst på sommeren. Der havde de prøvet at måle sig med nogle af verdens bedste teams. Der er stadig et stykke vej før de danske hold bliver rigtig farlige på den internationale racerbane, men med udviklingen i klassen vil niveauet uden tvivl løfte sig de næste par år. Den forsvarende danske mester, Henrik Søderlund, var på deltagerlisten. CrewYou med Chris Nørregaard havde indskiftet Morten Henriksen (3. plads EM) og OL guldvinder Anne-Marie Rindom havde samlet et hold. Det endte med at Bo Bøje Pedersen, Joachim Aschenbrenner, Morten Halkier og Kristian Kvid Sørensen fandt gearet og vandt DM med under halvdelen af de point (6 point) andenpladsen Pro4You havde samlet sammen (14 Point). Vejrudsigten så en smule bekymrende ud med kraftig vind fredag og søndag. Derfor var baneleder ikke i tvivl om at lørdag var kostbar og fik effektivt afviklet 6 gode sejladser. Det gik som forudset og al sejlads blev aflyst søndag. North Sails har sejl på alle bådene i top 5. Med en gennemarbejdet trimguide og nogle gode resultater, er der ikke nogen vej uden om North Sails, siger trimmer og sejlmager fra North Sails, Kristian Kvid Sørensen og griner. Førstepladsen sejlede med F1 Storsejl, J2+ fok og AP-1 AirX spiler. Link til resultatlisten READ MORE

WHO WE ARE: KELSEY TOSTENSON Get To Know Your Local Service Expert How long have you been sailing and what classes do you compete in? I started sailing optimist dinghies in 2008 and was instantly hooked on the sport. I sailed skiffs in high school, but now primarily sail keelboats. What boats/classes do you sail? I own a Wylie Wabbit, one of San Francisco’s local one design fleets, and do a lot of sailing on Express 27’s, Moore 24’s, etc. When it comes to keel boats, I sail a lot on Santa Cruz 50’s, J111’s, J125’s and other similar boats. What got you into the marine industry? I started working in the marine industry in high school as a receptionist at a local boatyard during the week, and a junior sailing coach on the weekends. When I was 17, I was looking for a change and my long time sailing mentor offered me a job learning to make sails. What’s your favourite thing about sailing? My favorite thing about sailing is driving (especially offshore at night). I also really love the social component of the sailing community and the sense of camaraderie found in the teamwork on keelboat programs. What are you most looking forward to with joining North Sails? The North Sails team has such a deep wealth of knowledge. I am really excited to learn as much as possible from my coworkers all over the world. The San Francisco loft had previously been without a service person, so the prospect of expanding North’s impact on the Bay’s sailing community as a leader in service work is something that I am really passionate about. One of my favorite things about being a sail maker is building close relationships with my customers and living vicariously through their battle stories on the water. I am very excited to start building those personal relationships here. I feel very lucky to be a part of the North team, and to have the opportunity to build something really special here in San Francisco. READ MORE

LEARN TO LOVE SAILING IN HEAVY AIR If Sailing In Breeze Isn’t Your Strong Suit, You Are Not Alone © Barracuda Communications When I was about ten years old I starting racing sailboats on Cape Cod and the sound of the wind whistling overnight through the pine trees outside my bedroom would make it hard to sleep. Even the next morning I’d have a knot in my stomach when I woke. Forty years later, I still get the knot in my stomach with just the thought of sailing in heavy air but luckily, I’ve learned more about the technique and in turn, have become more confident when it comes to heavy air sailing. If sailing in a strong breeze intimidates you, you are not alone, but you can learn to get better at it and actually start to dominate in the breeze. Here are some tips to help shake your nerves and get you confident for that next heavy air event. Wear a Lifejacket Seems pretty basic, but there was a day when wearing a lifejacket was not as prevalent as it is now. As soon as the breeze comes up, put one on yourself and make it mandatory that your crew do the same. It will give you more confidence to be more aggressive in moving around on deck and when trimming/pumping your sails. And it’s the right thing to do. Know your Settings Once you are out on the water and it starts blowing, there is no time to be figuring out how many turns to go up on the rig. Be sure to pre-measure your rig tension and know how many turns it takes to get to your heavy air settings for each wind speed. Setup your Boat so it’s Easy In all boats, flat is fast in breeze. It’s also important to keep the boat on an even angle of heel. If the boat is constantly heeling over you tend to use more rudder which creates drag, which will eventually cause the boat to stall out head to wind. Concepts to keep in mind: Set Up for Twist. Tight leeches on the main and jib will make the boat more sensitive to tipping over each time you get a puff. To induce twist: Sail with the backstay VERY firm Ease the main and jib (simultaneously) Vang on hard if effective on your boat. This will flatten the lower portion of the main and open the lower leech Play the sails. Play the main especially to keep the boat on an even angle of heel. The smaller the boat the more you play your sheets. Keep the traveller on or slightly above the centerline. Try not to Hit Waves Dead-on. If you do, at least make sure the boat is flat. Back when I learned to sail the mantra with steering in waves was to “head up the face of the wave and bear off on the backside of it. Today we use as little rudder as possible to steer around the big sets. Inevitably, you will hit waves, and some straight on. When you do, be sure your boat is flat. The boat will stop, but if it is flat it will not slip sideways as much. Have fun. Sailing in heavy air is exhilarating. Enjoy the process of getting better each time you go out in a breeze! READ MORE

SAIL RECUTS & ALTERATION METHODS Benefits, Usage, and Common Examples We don’t hear much about sail recutting and alterations, although it is still a big part of the sailmaking world. Because sail fabrics have improved dramatically over the years with sail shape holding and chafe-free components (like 3Di), the days of major recuts are not as prominent as they were in the days of strictly laminates, Dacron, and polyester sail materials. However, many clients worldwide are getting sail alterations, and altering sail shape has not only helped them optimize their inventory, it has given new life to sails that are in perfectly usable condition, but perhaps retired from high-level racing programs. Noel Drennan, One Design Manager based in Sydney, Australia commented; “In the early days of Dacron and Kevlar cloth, racing yachts required constant recutting to keep the sails close to their original racing shape– and we are glad those days are over!” Why a recut? Recutting a racing sail usually starts with getting a photograph of the sail while the sail is in use while sailing in its correct wind range. We take a series of sail scan images from the foot up and compare those images to its original, intended flying shape. The measurements are also compared to the original dimensions so we know what has changed in sail shape. The principles of recutting to keep the sails at premium racing shape is still the same as the old days but the recut is substantially less often and down to the smallest increments of change required, which is a fraction of what it used to be with only traditional sail materials. North Sails 3Di has an incredible composite structure which prevents delamination like that of a string-type sail. Delamination is another common reason why a client would request a recut. Noel comments; “It’s nice to know that any reshaping or alterations of your sail is not wasted on a failing base structure, rather the normal up-keep and maintenance required to help a materials lifespan.” 📸 Ian Roman Ben Costello, Service Manager based in Auckland, New Zealand comments; “Sometimes getting a sail recut from another boat to fit is a great option. For some owners, a new 3Di type product for racing may be above their budget, but because many high-level grand prix teams (often found in the TP52 fleet) replace their sails more frequently, it doesn’t mean their one-year old sails are no longer usable or have lost integrity. Their sails still have plenty of life left, and are perfect for a club racing team that has a tighter budget. A small recut or luff curve adjustment to get the sail to fit their type of boat can be cost effective and can help the team achieve more speed and better results.” With restricted class rules, when it comes to the number of sails, recutting is a great way to get the most of what you already have, just slightly modified to be class approved/ or better usage potential instead of going out and buying a completely new sail. This also applies to boat owners who find themselves with a similar boat but slightly different. If it’s close to the same size, and same luff and foot dimensions, the sail can most likely be recut to fit the new boat, or made into something that the new boat can use. Examples of common recuts Common recuts consist of horizontal cuts or seam alterations, also referred to as ‘moon pie’ alterations which are either lengthening the material or taking up (cutting shorter). When a sail has seen three or more seasons, this is when this type of recut would most commonly take place as the sail has experienced extensive UV exposure and shrinkage. An example of a sail recut would consist of a larger grand prix style boat that wants to add a little luff curve to their light air headsail. When the sails are used more often, and for different things, it is not uncommon to see them in the loft to add a little bit of extra to certain areas of the sail, which in turn allows the increase in performance. A Kerr 40 jib at TWS at 11 knots. Image taken before sail recut, showing the degradation in the target light air flying shape. Standard sail recuts often occur every two years. For an older sail where the base material is still in good shape, a small recut can still make great improvements in performance. Everytime the sail is used, it causes wear of some kind. This can affect the shape of a sail; be it from hitting a stanchion on every tack, pressing on spreaders, maneuvering around radar, or even a mast light. These can cause the sail to hook or dump off on the leech-end. We can refer to a genoa for example. You could get a small take-up on the material under a patch which can easily help straighten the leech. Another example of a sail recut would consist of a larger grand prix style boat that wants to add a little luff curve to their light air #1 jib/genoa. When the sails are used more often, and for different things, it is not uncommon to see them in the loft to add a little bit of extra to certain areas of the sail. Ben comments; “Often we have customers that change their forestay set up to a furling system. This is when we would cut down the existing headsails to fit on the furler and then convert a racing jib to have a hollow-down near the tack to connect to the furling unit. A common alteration we’ve seen lately is adding reefs to headsails to help fill in a gap that some boats have in their inventory, especially for shorthanded sailing where they need less sail area and reefing is easier to do underway than a full jib change. Sometimes clients get new masts, which mean they need to make their existing sails fit the new mast height. This is all part of maintaining balance of the boat, allowing more or less rake.” Spinnakers often get resized for a variety of reasons. A more common scenario of this is reducing or increasing the sail area to fit the type and usage of the boat, to minimize or maximize power. A sail recut that would make the spinnaker smaller and more manageable, and be ideal when the boat sails shorthanded. Sometimes boats end up with kites that are made for larger boats. After testing it out, the client may realize it’s just too much and the boat is overpowered. This could entail simply removing a panel from the spinnaker to make it slightly smaller, and fit better into the size range for that size boat. The Kerr 40 jib at TWS at 12 knots. This image is after the sail recut.The sail is flying at its original design depth and profile. “An alteration we’ve done lately is adding reefs to headsails to help fill in a gap that some boats have in their inventory, especially for shorthanded sailing where they need less sail area and reefing is easier to do underway than a full jib change. Sometimes clients get new masts, which mean they need to make their existing sails fit the new mast height. This is all part of maintaining balance of the boat, allowing more or less rake. Spinnakers often get resized for a variety of reasons. A more common scenario of this is reducing or increasing the sail area to fit the type and usage of the boat, to minimize or maximize power. A sail recut that would make the spinnaker smaller and more manageable , and be the result of having less hands onboard. Or maybe a client has a spinnaker for a slightly larger boat, and wants the kite to be a bit smaller so they are not overpowered. This could entail simply removing a panel from the spinnaker. Sail recuts and alterations are as important as maintaining sail servicing, says Noel. “This is the best way to maximize the lifespan of your investment. Sail servicing should not be thought as just repairing tears in the cloth– it’s way more than that. It’s amazing what little changes we can make to sails by recutting that affects the overall performance of the boat and helps clients who are looking for some in between, competitive inventory options.” 📸 Amory Ross / North Sails READ MORE

OPTIMIST V-SERIES QUICK TUNING TABLE Important Settings for Key Performance Power your new North Sails Optimist V-Series mainsail for speed following the recommendations on this quick tuning guide. BASE SETTINGS Sail ties can be adjusted in the range of 1-5mm in light wind and heavy wind to have comfortable depth and shape. LIGHT WIND: Smaller space at the middle so that leech becomes easier open. HEAVY WIND: Wider space at the middle so that you can make the shape comfortably flat enough to reduce the power. Sail Ties Top 2 mm Middle 2 mm Bottom 2 mm * Parallel to the mast. Distance of space distribution to be made from top to the bottom. Adjustment is required only for suitable sail shape (depth) for each condition and to be done only when needed. These are sometimes required depending on mast stiffness and sailor’s weight, but only when if needed. BASIC TRIM Wind Range 0-8 knots 8-12 knots 12-16 knots 16-24 knots 25+ knots Mast Rake 2780 – 2800 mm 2770 – 2790 mm 2770 – 2780 mm 2750 – 2760mm 2790±10mm Sprit Wrinkles Some Wrinkles A Few Wrinkles Wrinkles Wrinkles Vang No tension in upwind Light tension in upwind Tension Lots of tension Cleat with main sheet trimming harder Prebender 2 turns / Some Slack at Luff 2 turns / Some Slack at Luff No Wrinkle at Luff Tension on Luff Tension on Luff Center Board Max Max Max 0-50 mm up 30-70 mm up OUTHAUL CONTROL – VERY IMPORTANT FOR KEY PERFORMANCE! You have to pay attention to the outhaul to adjust it properly according to the conditions and sailors weight. You need to find the best position that fits your weight, mast rake( boom position), sea status, weather helm feeling for each condition. Playing outhaul in the range of 20mm at the boom end. Ease it maximum in 10-14knots and clew end has to be located 30-40mm away from the boom end. FLAT WATER – Trim 10mm more than the normal position. LIGHT / VERY STRONG WIND – Bottom to be flattened comfortably. READ MORE

ÅRETS MEDALJSKÖRD: 28 SM-MEDALJER I 19 OLIKA KLASSER! Inget är roligare än att se våra kunder på prispallen Säsongen 2021 erövrades 28 SM-medaljer med hjälp av våra segel. På bilden: Årets svenska mästare i Fareast 28R. Och när vi nu summerar säsongen och tar en närmare titt på årets resultatlistor kan vi konstatera att vi har mycket att glädjas över. Den gångna säsongen har nämligen våra segel använts för att bärga 28 SM-medaljer – varav elva guld – i 19 olika entypsklasser. Fantastiskt kul! Stort grattis till alla pristagare – och ett ännu större tack till alla er som valt våra segel. Vi är stolta över att vara er segelmakare! North Sails SM-lista 2021: C55: 1 CB66: 1, 3 Drake: 1, 3 Double Handed Offshore Mixed: 2* Express: 2 Fareast 28R: 1, 2 Formula 18: 3 IF: 1, 2 J24: 1, 2 J70: 1, 2, 3 Mälar 22: 1** Melges 24: 1, 2, 3 Neptunkryssare: 2 Folkbåt: 3 Smaragd: 2 Snipe: 3 Starbåt: 1 606: 2 2.4mR: 1 * Även den vinnande besättningen hade ett flertal North-segel ombord. Men de var utvecklade för andra förhållanden än de som rådde under SM och kom inte till användning. ** Storsegel från North Sails, genua från annan segelmakare, om sanningen ska fram. READ MORE

VILKET CRUISINGSEGEL ÄR BÄST FÖR JUST DIG? North Sails har ett alternativ för alla typer av cruisingsegling North Sails har en helt dominerande roll på världens kappseglingsbanor. Det gäller på alla nivåer – i Sverige såväl som globalt – men det är som allra tydligast i de riktigt stora sammanhangen som Americas Cup, The Ocean Race (tidigare Volvo Ocean Race) eller Vendee Globe. Men nu ska vi prata om något helt annat, nämligen cruisingsegel. Eller… ”helt annorlunda” var kanske ingen bra formulering. Visst, det är klart att prestanda, i betydelsen maximal fart, sällan är högsta prioritet för en cruisingseglare. Men prestanda är så mycket mer än bara fart. Det är det som gör att din båt inte lutar lika mycket, får mindre avdrift och blir lättare på rodret. Det gör seglingen enklare och roligare. Och att även farten ökar kan ju i vart fall inte vara någon nackdel. Dessutom är det så att utvecklingen även på cruisingsidan bygger på erfarenheter och teknologier från racingsidan. Nya material och tillverkningsmetoder har gjort det möjligt att minska vikten på cruisingsegel samtidigt som styrkan och livslängden har ökat. De håller formen längre än någonsin och den låga vikten gör dem lättare att hissa, lättare att beslå och lättare att rulla in och ut. Och prestandan är skyhögt bättre än vad någon kunnat föreställa sig för bara några år sedan. Betyder det här att ”äldre” teknologier har spelat ut sin roll? Absolut inte. Vårt sortiment av cruisingsegel omfattar allt från från traditionella dacronsegel och radialskurna laminatsegel till 3D-gjutna kompositsegel – och alla har en roll att fylla. Det gäller bara att matcha rätt segel med rätt behov. Och hur gör man då det? Hur ska man tänka? Det ska vi försöka reda ut i den här artikeln. Vi kommer gå igenom de olika segelteknologierna, förklara vad som skiljer dem från varandra och tipsa om hur du kan få ner urvalet till en hanterbar nivå. Vilken segeltyp ska jag välja? Ibland är valet enkelt. Har du en Albin Vega eller en Amigo 27 finns det egentligen ingen anledning att överväga annat än ett klassiskt dacronsegel. Skulle du istället ha en Hallberg-Rassy 64 kan vi omöjligt rekommendera något annat än 3Di. Men har du en båt av mer genomsnittlig storlek blir valet svårare. I många fall är faktiskt samtliga produktlinjer – från dacron till bakade 3Di-segel – fullt tänkbara alternativ. Inte konstigt om det kan kännas svårt. För att kunna ta reda på vilket segel som är bäst för just dig och din båt behöver vi få svar på en rad frågor. Några av dessa är rent tekniska och handlar om vilka material som kan hantera de krafter som dina segel kommer utsättas för. Här får du helt enkelt lita på oss. Men det finns också en rad överväganden av mer subjektiv karaktär. Det är frågor som bara du kan besvara: – Vad har du för båt? Och hur använder du den? Din båt och de krafter som den genererar är alltid utgångspunkten för valet av segel. Likaså hur och var du seglar. Södra oceanen ställer förstås helt andra krav än Mälaren. – Vad har du förväntningar på slitstyrka och livslängd? Slitstyrka är förmågan att motstå fladder, nötning, UV-ljus och annat som är skadligt för segel. Med livslängd menas i det här sammanhanget hur länge det håller ihop rent fysiskt. – – Hur viktigt är prestanda? Prestanda är inte bara ett mått på båtfart, utan även hur båten beter sig i varierande vindar. Mindre krängning och mer fart ger bekvämare segling. Bra prestanda kräver ett formstabilt segel som bibehåller den designade formen även under hård press. En annan viktig aspekt är formlivslängd, och med det menas hur länge det dröjer innan seglets form försämras på ett märkbart sätt. – Hur värderar du låg vikt? Allt annat lika är lätta segel snabbare än tunga. Lätta segel även är lättare att beslå, vika och stuva undan. Dessutom är de tunnare, vilket underlättar in- och utrullning av exempelvis rullstorsegel. – Vad har du för budget? Det skiljer mycket i pris mellan våra olika segelkonstruktioner. Och den gamla regeln att man brukar få ungefär vad man betalar för gäller även här. Men vi brukar ofta kunna hitta lösningar som gör det möjligt att komma ner lite i pris. För många lite mindre båtar är exempelvis ett storsegel i dacron och en fock i något mer avancerat material en bra kombination som ger väldigt mycket värde för pengarna. När du gått igenom frågorna och är överens med dig själv kan vi börja titta på vilket eller vilka alternativ som bäst matchar just dina behov, krav och förväntningar. Som du kommer se har du en hel del att välja bland.    NPC CROSS-CUT Vi börjar med det mest klassiska av alla segel: det gamla hederliga dacronseglet. Det är ofta ett alldeles utmärkt alternativ för små och medelstora båtar. Duken består av vävd, väftorienterad polyester som är starkare på tvären än på längden. Därav de liggande panelerna. – Slitstyrka och livslängd: Oöverträffad. Tål det mesta och kan hålla ihop i decennier. – Prestanda: Bra när seglet är nytt, men du får räkna med stora formförändringar när seglet åldras. – Vikt. Förhållandevis tungt. Det är inget som helst problem på mindre båtar men en klar nackdel på större, inte minst hanteringsmässigt. NPC RADIAN En utveckling av det klassiska dacronseglet. Samma material men duken är vävd på ett sätt som gör den starkare på längden än tvären. Det gör den lämpad för så kallad radialskärning, vilket resulterar i en märkbar förbättring av formstabilitet och prestanda. – Slitstyrka och livslängd: Utmärkt. Det här är ett segel som håller i många, många år. – Prestanda: Riktigt bra när seglet är nytt, men formen förändras i takt med att det används. – Vikt. Inte lätt – men lättare än motsvarande crosscut-segel. NPL TOUR - NorLam Xi Cruise Nästa steg uppåt på utvecklingsstegen innebär att vi går över till laminerad segelduk. NPL TOUR är ett radialskuret segel i en duk som vi kallar Xi Cruise. Den består av ett inre lager mylarfilm och aramid, omgivet av ett lager polyester. Aramidfibern (även känd som kevlar) håller nere vikten och minskar töjningen medan det yttre lagret skyddar mot nötning, fladder och UV-ljus. Ett bra alternativ för mellanstora cruisingbåtar som vill ha bra prestanda till rimligt pris. – Slitstyrka och livslängd: Inte lika lång livslängd som dacron, men seglet åldras på ett bra sätt. – Prestanda: Ett rejält kliv uppåt jämfört med dacron. – Vikt. Medium. Klart lättare än dacron. NPL TOUR ULTRA - NorLam Ultra-X Seglet byggs i våra så kallade Ultra X-dukar och rekommenderas för mellanstora båtar och uppåt. Den stora skillnaden gentemot NPL TOUR är att Ultra-X innehåller UltraPE-fiber, en högmodulär och oerhört stark fiber. Duken och tillverkningsmetoden är kostsam, vilket avspeglar sig i priset, men resultatet är klart förbättrad prestanda och längre livslängd. – Slitstyrka och livslängd: Utmärkt. – Prestanda: Mycket hög, tack vare UltraPE-fibern. – Vikt. Medium. NPL SPORT - NorLam Ultra XC Det här är en duk som utvecklats för stora cruisingbåtar. Den liknar Ultra-X, som vi precis har pratat om, men här är även kolfiber med i mixen. Kolfiber används som bekant i en rad sammanhang där låg vikt och hög styrka är viktiga egenskaper, och det utmärker även dessa segel. – Slitstyrka och livslängd: Utmärkt. – Prestanda: Väldigt bra, på gränsen till enastående. – Vikt: Medium. Lättare än Ultra X, men för att få bra livslängd har vi byggt in mycket fibrer i konstruktionen så den är inte lätt. Och nu… i 3D! Så här långt har vi gått igenom våra panelsegel. De tillverkas på ganska traditionellt sätt och alla segelmakare kan erbjuda liknande konstruktioner. Men när vi börjar närma oss finalen kommer vi in på den unika 3Di-teknologin som bara vi på North Sails har tillgång till. 3Di-seglen lanserades kommersiellt 2010 och innebar ett radikalt brott mot alla tidigare kända metoder för segeltillverkning. Ett 3Di-segel är en gjuten kompositkonstruktion, och seglet byggs på samma sätt som ett båtskrov: Ren, riktad fiber mättad med en tvåkomponents härdplast läggs upp på en tredimensionell form, där det vakuumbakas under värme. När seglet härdat har det omvandlats till ett enda homogent material. 3Di-teknologin utvecklades ursprungligen för kappsegling, men idag har vi även tre cruisingmodeller som tillsammans täcker hela spannet från mindre kölbåtar till superyachts. Seglen byggs på exakt samma sätt som våra mest extrema racingsegel, men de baseras på mer rubusta material som polyester, dyneema och i vissa fall aramid. Med 3Di ställs en del invanda begrepp och föreställningar på ända. Det klassiska motsatsförhållandet mellan prestanda och livslängd håller exempelvis på att lösas upp. Med ett 3Di-segel går det faktiskt att få båda delarna. 3Di OCEAN 330 Ett 3Di OCEAN 33o-segel byggs helt i polyester. Det är lämpligt för cruisingbåtar upp till ca 45 fot och för clubracing, shorthand-kappsegling mm i båtar upp till cirka 40 fot. – Slitstyrka och livslängd: Fantastisk. Innehåller ingen mylar så seglet kan inte delaminera. – Prestanda: Mycket bra. Inte i nivå med våra mer racingbetonade 3Di-segel, men formstabiliteten är jämförbar med ett bra membransegel från någon av våra konkurrenter. – Vikt: Medium. 3Di OCEAN 370 Någonstans kring 45 - 50 fot fot är krafterna på seglen så stora att de överstiger gränsen för vad enbart polyester kan hantera. Med 3Di OCEAN 370 kommer förutom polyester även UltraPE-fibrer in i bilden. Därmed ökar både styrkan och formstabiliteten väsentligt, samtidigt som vikten och tjockleken hålls nere. 3Di OCEAN 370 är lämpligt för båtar upp till cirka 60 fot. – Slitstyrka och livslängd: Enastående, särskilt jämför med andra segelkonstruktioner med liknande prestanda. – Prestanda: Mycket, mycket bra. – Vikt: Medium. 3Di OCEAN 700 Toppmodellen i 3Di OCEAN-familjen. Här är UltraPE grundfibern, med aramid i områden med särskilt höga krafter. Hög formstabilitet i kombination med enorm stryktålighet och lång livslängd gör detta till det självklara förstahandsvalet för båtar från 60 fot och uppåt. – Slitstyrka och livslängd: Enastående. – Prestanda: Absolut toppklass. – Vikt: Medium. CONTACT YOUR EXPERT REQUEST A QUOTE READ MORE

LIVE UPDATES: THE 2021 TRANSAT JACQUES VABRE FINISH Following the Four Fleets to Martinique The Transat Jacques Vabre (TJV) departed Le Havre, France on Sunday Nov 7th, and there are four classes currently racing toward the finish in Martinique. This biennial event is a major training milestone for all the competing programs and represents a significant body of work for North Sails, especially for our colleagues in France. Of the 79 teams participating, 42 have North Sails onboard. The TJV fleets are expected to start arriving to the finish in Martinique the next few days and will trickle in throughout the next week or so. Bookmark this link and check back often for updates! RACE TRACKER   November 19, 2021, 7:01pm GMT The Transat Jacques Vabre: A Collaborative Effort at All Levels November 19, 2021, 5:45pm GMT North Sails experts cover race history and some insights for this exciting doublehanded Transatlantic challenge The 1st TJV in 1993 was a solo event from Le Havre to Cartagena, Colombia. It switched to doublehanded in 1995, and has since become known as the toughest and longest-running two-handed transatlantic race. It is sailed every two years. In 2007, the Class 40s joined the IMOCA party as a separate fleet, bringing the total number of boats (both monohull and multihull) to a record-breaking 60. In 2015, the Ultims joined the party, and we also saw the first foiling IMOCA. JP Dick won the race for a fourth time in 2017, and he still holds the record for the most wins. 2021 sees the return of the giants of the seas – the Ultims – after a gap year in 2019. All the skippers will head for La Martinique, with each of the four classes on its own route—in hope of a tightly grouped finish. Insights from North Sails Head of R&D Gautier Sergent: This race has had many faces over the years, but there are always four key defining elements: It is a grueling double-handed race often marked by violent storms. The boats are pushed to their limits. The finish is hotly contested. The finish is in a country that produces coffee! It is the “route du cafe”. This makes the TJV a wonderful testing ground for both talent and equipment. Close racing, harsh conditions, boats pushed to their maximum: what more could we ask for? The new boats, across all classes, are getting more powerful and faster. As always, power is nothing without control, and the course should be a perfect hunting ground for our Helix sails. The Helix concept was an integral part of these latest design iterations, and the conditions should further prove their improved power delivery across a wider range. 📸 11th Hour Racing Team Charlie Enright, co-skipper of 11th Hour Racing’s Malama, is sailing his second TJV. Here is what he had to say about what the race means for his team: “The TJV helps us better understand our sails because we’re going to be sailing on specific inventory combinations for extended periods of time, which is something you don’t really get a chance to do in training. In training, you’re trying to cram as much as you can into a short period of time. Hopefully, the advancements will continue with crossovers and geometries and the results will inform the development of our future sails. “It’s important that we have the most reliable sails available to us. We put them through some treacherous conditions, and we don’t want to have to think about babying them as we compete.” READ MORE

FASTER BY DESIGN REFLECTING ON THE 2021 TP52 SEASON With the end of the 2021 52 Super Series season circuit behind us, North Sails experts and designers are now gathering feedback from the teams and learning from their experiences to help refine designs and structures that will be incorporated into future seasonal development cycles. In a game of gains by millimeters rather than boat lengths, we at North are ultimately judged on the performance of our product, and in the Super Series, performance equals results. In the latest North Sails release, Grand Prix Sales Leader Paul Westlake and Sail Designers Marco Capitani and Juan Messeguer describe how North Sails has the tools, the team, and the sail technology to deliver race-winning results. READ MORE

'HOW TO' MED BOUWE BEKKING En videoserie i sju delar med inriktning på cruising Tillsammans med våra vänner på X-Yachts är vi glada att presentera en ny serie ”How To”-filmer speciellt inriktade mot cruisingsegling. Alla de sju filmerna är nu möjliga att se på North Sails YouTube-kanal. Bouwe Bekking, nederländsk proffsseglare med erfarenhet från bland annat åtta Volvo Ocean Race, tar nu steget över till cruisingvärlden för att dela med sig av sina kunskaper ombord på en X-Yacht. Tillsammans med North Sails expert Jesper Feldt guidar Bekking oss genom de viktigaste aspekterna av cruisingsegling, från manövrering av båten till trimning av de viktigaste seglen i en cruising-garderob. Filmerna spelades in på ett somrigt Öresund i närheten av Köpenhamn, och bjuder på råd och handfasta tips om hur du seglar en cruisingbåt utrustad med North Sails 3Di ENDURANCE-segel. READ MORE

Ovog vikenda na rasporedu je PH klase Melges 24 📸 regate.com.hr Od petka do nedjelje JK Mornar bit će domaćin Prvenstva Hrvatske za klasu Melges 24, a po imenima koja su najavljena za startnoj listi riječ je o vjerojatno najjačoj regati u Hrvatskoj u dugo vremena. Prije tri tjedna JK Labud je organizirao pretposljednju regatu iz ovogodišnjeg Croatian Sailing Series ciklusa i već na njoj sudjelovala je krema hrvatskog olimpijskog jedrenja. Nažalost nije bilo previše vjetra, ali u dva odjedrena plova mnogi su pokazali da su više nego spremni za kompetitivno jedrenje na najvišoj razini. Tada su izostali jedino jedriličari koji su bili spriječeni zbog nastupa na regatama u inozemstvu, ali ovaj vikend svi su oslobodili u svojim kalendarima. Natjecateljski dio trajat će tri dana, od petka do nedjelje. S obzirom na kratak dan i općenito lagane vjetrove u jesenskom periodu, realno je za očekivati da će flota na more izlaziti dosta rano. U Splitu su svjedoci tome i svi koji se tamo trenutno nalaze, jer mnoge, pogotovo domaće posade, već od početka tjedna jutra intenzivno provode u treninzima. Što se tiče konkurencije, ona će ovog puta biti pojačana i stranim posadama, a trenutna startna lista izgleda ovako: Strilica - Filip Jurišić - CRO 166 Poliklinika Nova - Ivan Kljaković Gašpić - CRO 567 Iggy - Karlo Kuret - CRO 385 Tutta Forza - Šime Fantela - CRO 643 Palmina - Bojan Vrščaj - CRO 237 Cro-a-sail - Miroslav Reljanović - CRO 782 Cezibordo - Srđan Ninčević - CRO 517 Obi Wan - Toni Bulaja - CRO 389 Panjić - Luka Šangulin - CRO 739 Blue Label - Tin Matulja - CRO 006 Melgina - Paolo Brescia - ITA 793 Lero - Ivo Kvestić - CRO 264 Joyrunner - Boris Tomić - CRO 792 Yikes - Tonči Stipanović - CRO 516 Strambapapa - Michele Paoletti - ITA 689 The Pimp - Roko Štambuk - CRO 358 Vremenska prognoza trenutno najavljuje laganije vjetrove iz skoro svih smjerova, tako da će RO imati vrlo izazovan posao ispred sebe, a možda po nekim od uvjeta bude zgodno postaviti i regatno polje ispred Sustipana što bi bilo vrlo zgodno za sve koji se tih dana nađu u blizini. READ MORE

OFFICE MANAGER (CDI, 100%) La voilerie renforce son équipe North Sails Suisse (Voiles Phi SA) fait partie du groupe international North Sails. La voilerie, avec ses 8 collaborateurs, est spécialisée dans la réalisation de voiles de bateaux, autant pour la régate que pour la croisière et recherche pour renforcer son équipe un(e) : Office Manager (CDI, 100%) Tu auras la charge des tâches administratives liées à la comptabilité ainsi qu’à l’accueil des clients. En collaboration avec les différents responsables, tu assureras le bon fonctionnement du bureau et de l’atelier. Tes responsabilités Accueil des clients (physique et téléphonique), tenue de la réception et de la caisse Gestion des stocks de fournitures et de matériel Saisie des fiches clients et des travaux d’atelier dans la base de données Facturation et lien avec la comptabilité Suivi des relations avec le Groupe (envois et commandes), les fournisseurs et les prestataires Gestion des vacances et des absences Gestion du planning de l’atelier Diverses tâches administratives (classement, courrier, prise de PV, ...) Aide à la préparation des évènements (portes ouvertes, salons nautiques, ...) Liste non-exhaustive pouvant être amenée à évoluer Ton profil Tu aimes naviguer et tu as des connaissances du monde de la voile Tu as un CFC d’employé(e) de commerce ou titre jugé équivalent Tu as 2-3 ans d’expérience dans un poste similaire avec de bonnes notions de comptabilité Ton français est irréprochable et tu as une bonne maîtrise de l’anglais (l’allemand est un gros plus) Tu maîtrises FileMaker, la suite Microsoft Office et es à l’aise avec les outils informatiques usuels Tu es rigoureux(se), proactif(ve), organisé(e) et dynamique Tu aimes travailler de manière autonome et ne crains pas de prendre tes responsabilités Tu as l’esprit commercial Nous t’offrons Un poste stable et varié au sein d’une structure dynamique à taille humaine, avec une bonne ambiance de travail La possibilité de développer tes compétences dans un cadre agréable et avec des tâches diversifiées Entrée en fonction : Début 2022, à convenir Lieu de travail : North Sails Suisse, Rue du Pré-Bouvier 5, 1242 Satigny (GE) En cas d’intérêt, fais parvenir ton dossier de candidature complet par email à info@ch.northsails.com avant le 25 novembre 2021. Les dossiers envoyés par courrier postal ne seront pas pris en compte. READ MORE

Get To Know Your Local Sales Expert How long have you been sailing and what classes do you compete in? I started sailing on Toronto Island in 2008, and started racing in 2012. I grew up racing in Club 420s and skiffs, and then moved into collegiate racing at Queen’s University. I also did a fair bit of keelboat sailing, both on the club circuit and with the Queen’s Sailing Team. What boats/classes do you sail? I’ve been lucky enough to race in a wide variety of classes. I’ve raced the Club 420, collegiate 420 and FJ, 29er, 49er, various asymmetrical sport boats, J/24, Beneteau 36.7, and different keelboats in the 30-40 foot range. Recently I’ve started sailing some foiling boats, including the F101 and the Waszp. What got you into the marine industry? I started coaching in 2013, and continued up until I started working at North. My coaching career started with Club 420s, and I gradually moved into coaching 29ers and collegiate sailing for the Queen’s Sailing Team. I really got hooked on sailing when I started racing, and nothing beats working on the water. Sharing my love of the sport and helping others enjoy it as much as I do has always been hugely fulfilling for me. What’s your favourite thing about sailing? That’s a really tough question, because there’s just so much to love. I really enjoy the many different technical and athletic aspects of the sport, and the social side of things is a huge highlight as well. If I had to pick one though, I’d say that my favourite thing about sailing is how beautiful it is. The boats, the sails, the water, the sky, the whole scene is so aesthetically pleasing, and I have so many vivid memories of different boats, places and people that I’ve sailed with. Even on really bad days I’ve always been able to remind myself to take a step back and enjoy the view. What are you most looking forward to with joining North Sails? Working for North is a fantastic opportunity for me, and the part I’m most excited about is the people, on both sides of the business. I’m joining a highly knowledgeable and experienced team, and I want to learn as much as I can from the experts that make up this company. I’m also looking forward to working with our customers, learning from them and hopefully helping to improve their experience of the sport. I hope to do a lot of sailing while I’m here, and I can’t wait to see where this career will take me!Contact Daniel READ MORE

Competitors from all over the World saw conditions range from 15-18 knots and high surf on day 1, to lighter breeze and big shifts as the regatta progressed. READ MORE

U petak u 21:00 starta 18. Jabuka U petak 12. studenog JK Tijat iz Vodica po osamnaesti put organizira regatu Jabuka, jednu od najduljih Jadranskih jesenskih regata. Očekuje se stotinjak posada, a za sada jedriličare očekuje lagani južin na putu prema Jabuci, te jugo u pojačanju prilikom povratka. Svima želimo dobro more i sretan povratak! READ MORE

S NS jedrima dok još jedne titule prvaka Hrvatske 📸 regate.com.hr I ovogodišnje Prvenstvo Hrvatske po ORC-u zadržalo je status najpopularnije ORC regate u Hrvatskoj, a ujedno je bila i posljednji event "po premjeru" koji se boduje za ovogodišnji CRO ORC D-Marin Cup. Organizatori su i ove godine bili članovi JK Val iz Šibenika uz suradnju s D-Marin čija marina Mandalina je bila glavna baza regate. Sudjelovalo je ukupno 15 posada, sve osim jedne posade iz Češke bile su iz Hrvatske, a češki predstavnici nisu bili u turističkom posjetu Jadranu, već je bila riječ o vrlo iskusnoj i kompetitivnoj posadi jedrilice Hebe V koji su u istom ovom akvatoriju prije dvije godine ponijeli titulu svjetskih vice šampiona u skupini ORC C. Što se tiče vremenskih prilika u Šibeniku za vikend 5. do 7. studenog nisu baš bile po volji jedriličara. Jedrenje u petak spasio je dogovor po kojem se u slučaju nepostojanja stabilnih uvjeta za jedrenje tehničkih plovova u štap polju Regatni odbor može posegnuti za organiziranjem navigacijskog jedrenja. Ovog puta puhao je lagani burin koji je bio nedovoljne snage da po njemu ORC polari kvalitetno odradi svoj posao, ali tog ograničenja nema kad je u pitanju kalkulacija rezultata po formuli Offshore TMF (Time Multiplying Factor). U njenom slučaju potrebno je samo uzeti u obzir trajanje jedrenja, a ne i duljinu rute. Rasplet tijekom ovog plova klasičan je primjer zašto su stabilni vremenski uvjeti nužni uvjet koji mora biti zadovoljen za kvalitetnu kalkulaciju rezultata po "constructed course" odnosno zašto nestabilne uvjete nije moguće kompenzirati niti jednom trenutno primjenjivanom formulom. Princip rada ORC polara je takav da oni najbolje rezultate i stvarno kvalitetnu i realnu kompenzaciju imaju kad na regatnom polju puše vjetar stalne snage i smjera. Jednako kvalitetan rezultat neće biti ako tijekom jedrenja vjetar promijeni smjer i u tom slučaju praksa je da se to jedrenje prekida, dok se oscilacija u snazi tolerira do određene mjere. Zato se prilikom unošenja parametara potrebnih za kalkulaciju ovih rezultata kao bitan element mora unijeti i smjer (kurs) vjetra. S druge strane kod navigacijskih jedrenja te elemente nije moguće unijeti u formulu što zbog duljine regatnog polja i raširenosti flote po cijeloj ruti (zbog različitih brzina i karakteristika pojedinih jedrilica), a što zbog same konfiguracije terena (otoka) gdje se jedri. Na dijelu rute gdje je otvoreno more puhat će jedan vjetar, negdje će otok raditi zaklon, između dva otoka neki kanal može "povući" itd. a s druge strane, može se desiti da na jednom dijelu rute puše jedan vjetar, a na drugom dijelu skroz suprotan. Zato se tu ne mogu koristite polari, odnosno constructed course, jer je praktički nemoguće unijeti sve relevantne parametre za svaki pojedini brod, pa se zbog toga koriste koeficijenti koji predstavljaju prosjeke raznih uvjeta koji se mogu susresti na regatnom polju. Ali o tom malo detaljnije nekom drugom prilikom. A za ovaj uvod razlog je razvoj situacije na regatnom polju na spomenutom navigacijskom plovu. Start je bio između Obonjana, Zlarina i Tijata, a prvo se morala obići bova postavljena u blizini Lupca. Nakon njenog obilaska prolazilo se kroz Zmajanski kanal, pa oko otočića Prčevca kojeg se ostavljalo lijevim bokom, te između Bavljenca i Zmajana. Zatim je trebalo ostaviti otočić Dugo s lijevim bokom, pa oko hridi Galijola (ispred ulaza u Prvić Luku), te u cilj u Zlarin. Po spomenutom laganom burinu stalno praćenom kišicom, jedrilo se sve do Prćevca. Flota se dosta razvukla i nijanse su bile presudne za bolji plasman, a očekivano su se na vrh pomalo izdvajali najveći. U dijelu regate dok je flota obilazila Prćevac vjetar okreće na levanat i vodeći nakon krme nastavljaju jedriti u oštru orcu tako jedre po sve slabijem i slabijem vjetru. To slabljenje bio je razlog da se RO odlučuje aktivirati pomoćni cilj na otočiću Dugo. Sa strane RO-a i organizatora ovo je bio dobar potez, jer je pružena šansa svim jedrilicama da dojedre do cilja, ali s druge strane dešava se klasična situacija navigacijskih regata, laganog vjetra i nekog od sustava razvrstanja, a to je da nakon korekcije manje jedrilice dobivaju mnogo bolja korigirana vremena od velikih. Ali da se nastavilo jedriti do idućeg mogućeg mjesta za postavljane pomoćnog cilja, a to je bila hrid Galijola, i nekoliko vodećih jedrilica imalo bi problema da ga dostignu, dok bi za malene to bila skoro pa nemoguća misija do zalska sunca i prekidanja jedrenja. Da bi cijela priča još više išla na ruku jedrilicama iz skupine ORC B pobrinuo se vjetar koji je drugom dijelu flote okrenuo na sjeverozapadnjak po kojem su mogli jedriti s genakerima i spinakerima dok su vodeći iz ORC A skupine istovremeno jedrili u orcu. Klasična situacija vezana uz uvodnu priču. Tako da je na kraju matematika pokazala da je Dubrovnik koji je u cilj ušao realno drugi trebao mnogo brže jedriti te završava na posljednjem mjestu, dok je u generalnom plasmanu pobjedu odnio malena Salona 34 - One koja je realno ušla u cilj 10., dok je pretposljednji Green Pepper korigirano treći. Ali to su realne situacije i svi koji jedre po ORC-u (ili po bilo kojem drugom sustavu razvrstanja) svjesni su mogućnosti takvih raspleta za vrijeme, ponavljam, nestabilnih uvjeta na regatnom polju. Subota, drugi dan regate, nije donio niti jedan novi bod na rezultatsku ljestvicu. Svi prognostički modeli najavljivali su da se neće jedriti zbog bonace, ali na kraju razlog izostanka jedrenja bilo je nekoliko nevera sa sjeveroistoka koje su bile kombinirane s vjetrom od tridesetak čvorova i obilnim kišama. Iz marine Mandalina isplovilo se već oko 9 sati, ali uvjeti su stvarno bili ekstremni i preko gornjeg limita do kojeg se jedri po ORC-u. Naime, jednako kako postoji donja granica, koja je postavljena na 6 čvorova, tako postoji i gornja koja je postavljena na 25, ali po internom dogovoru vlasnika jedrilica sudionika CRO ORC D-Marin Cupa, ta je granica spuštena na 23 čvora. Razlog je prvenstveno zbog izbjegavanja eventualne štete, nepotrebnih troškova i eventualnih ozljeda. Također treba uzeti u obzir da se ovo odnosi na uvjete na startu plova, te ako vjetar pojača za vrijeme jedrenja (naravno, ne ekstremno) jedri se do kraja. Nevere su bile relativno duge i prolazak prve se čekao u zavjetrinama od Obonjana, Zlarina i Prvića, ovisno gdje se zatekla pojedina jedrilica, dok su se u pauzi prije iduće skoro svi prebacili u Zlarinsku luku. Čekanje prolaska nevera najteže je palo najmanjima... Adriatici i Mataranu 32. Ove dvije malene jurilice nemaju na raspolaganju prostrane unutrašnjosti poput onih na ostalim krstašima, te njihove posade nemaju mogućnost skrivanja od vremenskih nepogoda, a kako problemi nikad ne dolaze sami tako se Mataran zapliće u ribarsku mrežu koja je doplivala od nekud, a Adriatica doživljava tehničke probleme na vanbrodskom motoru koji joj je jedini poriv kad ne koristi jedra. Mataranu u pomoć priskače jedan od gumenjaka RO-a, dok posada Adriatice sama uspijeva sanirati štetu, ali za povratak u Šibenik traže pomoć nekog od kolega jer po buri koja je ponovno pojačala nakon podizanja kodeksa iznad A, to je bio vrlo težak zadatak s postojećim vanbrodskim motorom. I na kraju nedjelja... Prognoza je bila slična onoj za subotu i bila je točna za prvi dio dana. Lagani burin puhao je do oko podne kad je i pokušan jedan start i kad je bilo postavljeno regatno polje. Prvi start je prekinut zbog općeg opoziva, dok se drugi pokušaj također prekida jer vjetar odlazi naglo u lijevo i prestaje regularnost. Vjetar i dalje nastavio putovati u lijevo i ubrzo se stabilizira na smjer skoro idealnog sjeverozapada. Čak je na početku i zapuhao s ugodnih 11-12 čvorova. To je bila situacija koju RO nije propustio i u 11:50 starta prvi "štap". Uvjeti su stvarno stabilni i ubrzo nakon ulaska u cilj posljednje jedrilice kreće se s idućom predstartnom procedurom. Polje je bilo jednako, jedino je vjetar oslabio za 2-3 čvora. Međutim, uvjeti ostaju regularni do samog kraja te se i ovo Prvenstvo Hrvatske proglašava uspješnim. Tko je i kako je jedrio možete vidjeti u playbackovima pojedinih jedrenja, jednako kao što možete napraviti statističku analizu pojedinih plovova i usporediti pojedine parametre za sve jedrilice koje su sudjelovale na regati, te vidjeti koje posade su se ovjenčale naslovima najboljih. Iduća regata iz ciklusa CRO ORC D-Marin Cupa, a kojem pripada i Prvenstvo Hrvatske, jedrit će se u ožujku iduće godine, a svi se nadaju da će se pozitivni trend koji je ORC doživio ove godine nastaviti i u 2022. 📸 regate.com.hr Rezultati - ORC A 1. plov - navigacija 2. plov 3. plov konačno Rezultati - ORC B 1. plov - navigacija 2. plov 3. plov konačno Rezultati - ORC A & B 1. plov - navigacija 2. plov 3. plov konačno Statistika STAT - 2. PLOV STAT - 3. PLOV Playbackovi P L A Y B A C K - 1. PLOV - NAVIGACIJA P L A Y B A C K - 2. PLOV P L A Y B A C K - 3. PLOV READ MORE

THE NORTH SAILS TEAM IS READY TO SEE THEIR WORK IN ACTION Head of R&D Gautier Sergent and Sail Designer Quentin Ponroy Discuss the Upcoming Transat Jacques Vabre On 7 November, the toughest and longest-running two-handed transat sets off for the Caribbean from Le Harve, France. Alternatively known as “the coffee route,” the biannual Transat Jacques Vabre (TJV) attracts the sport’s most successful offshore sailors and captivates sailing fans around the world. Four classes will race across the Atlantic with the IMOCA and Ocean50 boats crossing the Equator and round the Brazilian archipelago Fernando de Noronha before heading to the French West Indies. The Class40s will race a shorter route, leaving Cape Verde to starboard before heading to Martinique. And last, but definitely not least, the mighty Ultims will dive further South than the IMOCAs, rounding another Brazilian archipelago off the coast of Rio de Janeiro before heading to the Caribbean. Even with three different routes, every team in the 2021 TJV will have to manage a myriad of challenges including (but not limited to) the English Channel, the Bay of Biscay, the Doldrums, and enough highs and lows to make any skipper’s spin. “The Transat Jacques Vabre is a very influential race,” says Gautier Sergent, Head of R&D at North Sails. “Not only is it a proper offshore event, but it’s also doublehanded which means you get to push the boat. Plus, there is a large fleet that attracts the best sailors. The race is also early enough in the design cycle, so you get to test a few things with your sails.” Historically speaking, the success of this offshore race is defined by strategy, tactics, and grit. However, 2021 is a bit different. The teams and their platform are so closely matched, this edition’s wins will come down to innovation, technology and (you guessed it) sail selection. For example, all five Ultims will be racing with North Sails, so, in the mind of Charles Caudrelier (co-skipper of Maxi Edmond de Rothschild), the outcome of the race weighs heavily on the relationship between the sailors and their North Sails design team. “We work in very close collaboration with our designers for two reasons,” Caudrelier explains. “Designing, for one, and then also ongoing R&D study for the future. This is the future, and the sails are the power—the engine of the boat. The big choice we can make is not only the type of sail, but also the relationship we have with North Sails and the designer who is in charge of the boat. If you have a good collaboration with your designer, you can always be one step ahead of the other teams.” Even though the TJV is one race, the various projects for the North Sails team represent a significant amount of work. After each race from this last year, the designers took into consideration everything from the 2021 offshore events. We sat down with Sergent and sail designer Quentin Ponroy to learn more about getting the sails to the start line. Ponroy explains, “to prepare the IMOCAs for the TJV, we began by gathering all of the feedback and data from recent races, like Vendee Globe, The Ocean Race Europe as well as the Fastnet. From these races, we’ve collected a lot of critical information.” “We built too many new sails to count between all the classes, but especially the IMOCAs whose sails were quite tired after the Vendee Globe,” says Sergent. “But, over the last year, we’ve witnessed some boats are really finding that next gear and are becoming super quick and learning to use the foils better. In the coming months, we expect to see even more of this from other teams – and support them in discovering their perfect sail set combination.” The North Sails team is excited about this year’s TJV race for many reasons, one of them being the unique course. “The spinnaker is the key sail for the TJV,” Ponroy remarks. “A lot of this race will be decided downwind, and it will be a great opportunity for us and the teams to test the downwind gear,” explains Sergent. “After the Azores, it is normally a VMG downwind race meaning you must gybe downwind to get to the finish, so we’ve put a lot of emphasis into the downwind sails.” The North Sails team is also impatiently awaiting the data they’ll receive at the end of the race. “Because the TJV is a doublehanded race, the sailors push the button a little harder. So, we get a little bit closer to the design world where everything is perfect, 100% they’ll get to use the boat closer to its full potential. It’s a very good opportunity for North Sails to compare the performance of the boat with the numerical tools,” Gautier says. “The learnings from these races are phenomenal. Like I’ve said it’s a downwind race, so we get to test a lot of downwind gear especially with the way you handle the sails- the way you furl the sails. We’ll be looking at the new techniques. Most of the boats, across all four classes, have Helix sails so we’ll get to see the range of these sails. Obviously, they go offshore and we’ll see a lot of variations of sea and wind conditions. To be honest, because it’s shorthanded, it’s the closest thing to cruising—bluewater cruising—where you want the most versatile and efficient sail you can have.” READ MORE

SAILORS GEAR UP FOR THE TRANSAT JACQUES VABRE Charles Caudrelier, Charlie Enright, and Sam Goodchild Discuss What It Takes To Campaign For The TJV Every other year, in late Autumn, there’s a race so exciting that it captures the hearts of the offshore sailing world: the Transat Jacques Vabre. The doublehanded sailing event brings together some of the world’s best (and fiercest) offshore competition on par with the likes of the Vendee Globe and Ocean Race. Interestingly enough, the Transat Jacques Vabre (TJV) features many familiar faces—from 2019 TJV winner Charles Caudrelier to two-time Ocean Race skipper Charlie Enright. The race also attracts many offshore fan favorites like four-time race veteran Sam Goodchild. The TJV is unique because, unlike the Vendee Globe and Ocean Race, four offshore classes—using cutting-edge design and technology—go head-to-head from Europe to the Caribbean. Many sailors, like Caudrelier, are more than experienced in this offshore stretch of ocean, however, for the first time in the race’s 28 year history, the teams will sail to Martinique in the French West Indies from Le Havre, France. The 2021 race track features three different routes across the four classes to allow for maximum competition. The TJV is one of many offshore races in a team’s “big picture” calendar however, it is vitally important for a campaign because it allows for essential development and testing in an intense offshore setting. With start set for Sunday 7 November, we caught up with Charles, Charlie, and Sam to discuss how their respective teams are using the TJV as a critical training moment for their three, very different, campaigns. For all three offshore sailors (and their teams), the 2021 TJV will be a testing ground unlike any other. The competitors will be testing themselves, their boats, and their sails. Charles Caudrelier, Co-Skipper of the Ultim, Maxi Edmond de Rothschild For Gitana Team onboard their 32m trimaran, this will be an offshore battle of fresh out of the shed boats and the sea-tested Ultims, with Maxi Edmond de Rothschild falling into the later category. “The team has done a good job . We have more nerves to discover the potential of the new boats. We know they will be fast, but we don’t know by how much because we’ve never sailed against them for more than a few miles.” In the past, the race has been about seven or eight days long, which when you’re looking for your competitive edge, can often not be long enough. Caudrelier knows these water’s well, “I’ve been sailing in every direction. I’ve done a similar leg three times with the Volvo Ocean Race, so I know what’s going to happen and what the focus will look like, but we’ll have more lessons with the longer race of 12 to 14 days. It will be very interesting in terms of strategies.” When discussing design and the future of the Ultims, specifically their sails, Caudrelier explained that although it is difficult, the key to a successful race can often come down to the sails themselves. “We’re not an America’s Cup project where we can try many, many sails or do two-boat testing. So, this is an important race to test our sails because we’re always looking to improve. In a race like the TJV race, the sails really can make the difference.” “It’s very difficult to design . These boats are going faster and faster, and the speeds in this world go from ten knots to 45 knots. The wind power and the wind speed change a lot. It’s not easy. But I think we have a good set of sails that are very fast. So, I’m happy but I know we can improve.” All five Ultims will be racing with full North 3Di inventories, so, in Caudrelier’s mind, the relationship the teams have with their North Sail designer is essential. “We work in very close collaboration with our designers for two reasons. Designing, for one, and then ongoing R&D for the future. This is the future, and the sails are the power—the engine of the boat. I’m sure we can improve a lot in this area.” “With all Ultims on the starting line having North sails, the big choice we can make is the type of sail but also the relationship we have with North Sails and the designer who is in charge of the boat. If you have a good collaboration with your designer, you can always be one step ahead of the other teams.” Charlie Enright, Co-Skipper 11th Hour Racing Team IMOCA, Mālama Not yet forty, Charlie Enright is a well-known name in the world of offshore sailing. Having completed two Volvo Ocean Races, a handful of ‘smaller’ offshore races, and one Transat Jacques Vabre, the American co-skipper of 11th Hour Racing Team (Mālama) is ready to take on his second Transat Jacques Vabre. “The TJV is an exceptionally important race for our team. It is the culmination of all this year’s hard work. It’s also the first real race for us on our new boat.” Enright’s teammates, Justine Mettraux and Simon Fisher will be sailing on 11th Hour Racing Team’s Alaka’i. “The last time we did this race , our team was unproven and our boat was quite proven. This year it’s the exact opposite. We haven’t done a lot on the new boat , and we know we have a lot to learn. It’s very important that we learn as much as we can before the boat goes into its winter refit period here in France.” There has been a lot of offshore activity this year, but very few with ocean crossings for Enright lasting more than a week. And barely any away from the challenges of land. “We learned a fair bit during The Ocean Race Europe and the Fastnet, but the TJV is different—for starters, it’s a much longer race at almost 6,000 miles. This means, the boats really get a chance to stretch their legs versus ducking and diving around headlands and sailing close to land. It will be really nice to get all the boats in the same weather system and see what kind of speeds they can reach relative to each other.” “The TJV helps better understand our sails because we’re going to be sailing on specific inventory combinations for extended periods of time, which is something you don’t really get a chance to do in training. In training, you’re trying to cram as much as you can into a short period of time. Hopefully, the advancements will continue with crossovers and geometries and the results will inform the development of our future sails.” “It’s important that we have the most reliable sails available to us. We put them through some treacherous conditions, and we don’t want to have to think about babying them as we compete.” Similar to the Ultim, the IMOCA 60 sails are essential to the engine (and success) of the boat. This means, for Enright and the 11th Hour Racing Team, it’s meant working closely with the North Sails designers. Gone are the days of the sails being almost an afterthought of the boat itself. “Sails have been a big part of our learning experience particularly with the design of our new boat. The sail designers worked in collaboration with our Naval architects here in France, and all over the world, actually, to develop an overall concept of the boat. The aero package is instrumental to the design of the entire boat—the foils, the hull shape, the systems, everything you can imagine; it’s all intertwined.” “One great thing about working with North Sails is that we’ve been able to work with various designers with the North Sails global network. Each member of our team feels comfortable working with them not only in philosophy but also with design and technical support. It’s been really great to integrate many members of the wider North Sails team into our project. We’re a French-Anglo team and it’s nice to have designers from both cultures embedded in our campaign. “We have a lot of experience with the 3Di product from two previous Volvo Ocean Races. To work on custom sails for the IMOCA has been a step up, with the decrease in weight, custom tape layouts, and structures, we’re looking to optimize but we’re always confident with the reliability of the final product when we leave the dock.” Sam Goodchild Co-Skipper of the Ocean 50, Leyton British skipper, Sam Goodchild, is chomping at the bit for the 2021 Transat Jacques Vabre to begin. “It’s going to be a really fun race,” Goodchild said. “We’ve done a good job with our preparation. All the big decisions are made. Now it’s just the last checks and figuring out what we’re going to take with us. What do we want to leave? How heavy do we want to be? How many spares do we want to take? There are no big things on the job list though. It’s game on between now and the start day. “It’s a race made for these boats—the Ocean 50. These boats are designed for sailing across the Atlantic, and the fact that it’s the two of us means we can push the boat. This also means we’ll be up against the best of the best, and we’ll work as a duo to try and win the race against them. It’s a different challenge and I really like that.” Similar to Charles Caudrelier, Goodchild is excited to head out for an extended offshore adventure. “We don’t get many opportunities to do two weeks nonstop with the main performance objective being: to win. That doesn’t happen very often. We have loads of things to learn and I know we’re going to be much stronger at the end of this race.” Goodchild and his co-skipper, Aymeric Chappellier, have decided to bring five headsails on the race. “It’s a fairly easy sail inventory. There’s one small one and one big one, and everything in between. Depending on where we’re trying to go and how hard we can push the boat, we will pick the right combination.” “We have a very good, very close relationship with our sail designer, Alan. We’ve had fairly ongoing communication and discussions with Alan and North Sails throughout the year to make sure we have the best sail wardrobe for the TJV. Because of our class rules, we’re only allowed one set of sails every two years, which means we’ve had to readapt some of the sails from our old boat. We’ve also had to order a couple of new sails to enhance our wardrobe to make sure the boat is going to perform the best as possible for this TJV.” Sam Goodchild’s project is fairly new to the crew, only kicking off at the beginning of this year. However, the team has been able to sail with a lot of experienced sailors to get ready for this race. “Now, it’s up to me and Aymeric to pull everything we’ve learned in this season and put it into play.” Sometimes racing isn’t about only winning though. And, heading into this race Sam and Aymeric are going in with a clear number two objective: learn. “We expect nothing but we’re hoping to win. That’s our aim. We’ve done everything we can to be able to win. Other than that, if we don’t win, it would be good to know why we didn’t. So, when we come back next winter (for the Route du Rhum) we know what we can do to make it better, whether it’s a technical choice, a sail choice, a navigation choice, or a preparation choice. Our dream scenario is we win. And the second-best scenario is we know why it didn’t happen.” 📸 Amory Ross / 11th Hour Racing, Benoit Stichelbaut / GITANA, Yann Riou / PolaRYSE / GITANA, LEYTON #sailingteam READ MORE

North Sails Nederland krijgt versterking Tom van der Vecht komt het team in Nederland versterken vanuit onze vestiging in Almere Tom van der Vecht zeilt al zijn hele leven. Zoals velen is hij begonnen in de Optimist, en daarna heeft hij het water nooit meer losgelaten. Tom heeft jarenlang als coach gewerkt in het zeilen. De laatste jaren heeft hij alle kneepjes van het zeilmakers vak geleerd. Tom is een bekend gezicht op de wedstrijdbaan en heeft al vele nationale titels op zijn naam staan. Tom is vanaf de start zeer nauw betrokken geweest bij Team Leeloo, en maakt momenteel uit van het wedstrijdteam dat deelneemt in de M32 klasse. "Ik ben eigenlijk altijd met boten bezig geweest. Altijd aan het testen geweest hoe ik een boot harder kan laten varen. Door mijn ervaring als zeiler, trainer, coach en zeilmaker kan ik vanuit verschillende invalshoeken zie wat er moet gebeuren om een boot hard laat zeilen. Door mijn ervaring in de zeilmakerij kan ik ook onze toerklanten goed adviseren over levensduur en welke materialen wel en niet werken." Tom wilde graag voor North Sails komen werken vanwege de omvang van het bedrijf en de kwaliteit van de zeilen. "De wedstrijdprojecten waar ik bij betrokken ben varen vaak met North Sails. De duurzaamheid van 3Di is echt indrukwekkend." 📸 Sander van der Borch / North Sea Regatta Tom gaat als verkoper Wouter assisteren vanuit onze vestiging in Almere. "Ik kijk er erg naar uit om samen met Wouter de zeilervaring van zo veel mogelijk boten op en rond het Marker- en IJsselmeer te verbeteren. Met mijn vakkennis wil ik mensen helpen het juiste zeil te kiezen zodat hun tijd op het water nog leuker wordt. Er is niets leuker dan zeilen met het juiste zeil." NEEM CONTACT OP 📸 Ale Bonaldo / M32 World READ MORE

MELGES 24 U HRVATSKOJ NEZAUSTAVLIJIVO GRABI NAPRIJED 📸 regate.com.hr 30. i 31. listopada u Splitu u organizaciji JK Labud, odjedrena je prva regata iz Splitskog dijela ovogodišnjeg Croatian Sailing Series ciklusa. Samo da podsjetim, ciklus je krenuo u proljeće s regatom u Biogradu, pa je potom druga odjedrena u Ičićima, a treća u Dubrovniku. Broj od deset jedrila koje su jedrile u Biogradu, a od kojih je 9 bilo pod Hrvatskom zastavom, na ovoj regati je nadmašen za jedan, K tome, svi sudionici su bili domaće posade s tim da ovo nije konačan broj naših posada, još četiri ih se priprema za idući event - Prvenstvo Hrvatske. Osim što je bilo vrlo lijepo vidjeti na okupu monotip flotu, također je bilo lijepo na okupu vidjeti skoro sve aktivne hrvatske olimpijske jedriličare, jer se rijetko koja regata može pohvaliti okupljanjem takve jedriličarske elite na jednom mjestu: Karlo Kuret - Barcelona 1992., Atlanta 1996., Sydney 2000., Atena 2004. Ivan Kuret - Atlanta 1996. Toni Bulaja - Sydney 2000. Tomislav Bašić - Atena 2004. Šime Fantela - Peking 2008., London 2012., Rio 2016., Tokio 2021. Enia Ninčević - London 2012. Mihovil Fantela - Tokio 2021. a za tri tjedna na Prvenstvu Hrvatske uz njih će još zajedriti i Tonči Stipanović i Ivan Kljaković Gašpić! To je samo što se olimpijskih igara tiče, a kad bi nastavili s medaljama na raznim Europskim i Svjetskim prvenstvima, te uspjesima u profesionalnom jedrenju na RC44, TP52, Clubswan i sličnim klasama, popis bio bio puno duži. U svakom slučaju, vjerujem da sad i malo manje upućeni čitatelji shvaćaju u kolika kvaliteta se okupila na jednom mjestu. Da ne bi netko pomislio da su posade u kojima nije bilo spomenutih jedriličara bile zakinute na bilo koji način, treba istaknuti da su u oba odjedrena plova svi bili u cilju unutar minute - minute i pol! 📸 regate.com.hr Programski se regata nije mnogo razlikovala od prethodne tri iz ciklusa. U petak je počelo službeno okupljanje, dok su neki pristigli i dan ranije. Dizali su se jarboli, pripremala sva oprema, spuštale jedrilice u more, odradio i poneki trening. Ali subota je svanula bez vjetra i na kraju je tako ostalo cijeli dan, čak nije bilo niti razmišljanja o tome da se izađe na more i pokuša bar postaviti regatno polje. Vremenska prognoza za nedjelju je također bila dosta upitna i u najavi nije bilo vjetra, odnosno na udare se najavljivalo do maksimalno desetak čvorova. Kako se s noći sa subote na nedjelju pomicao sat i kad se uzelo u obzir da se na moru mora iskoristiti bilo koji trenutak koji će osigurati kakvo takvo jedrenje, dogovoreno je da svi moraju biti na zadanoj poziciji već oko 9 sati. Kako je prognoza najavljivala južne smjerove, dogovorena je pozicija ispred splitske lučice Zenta, standardnoj lokalnoj poziciji za regate po jugu. RO je isplovio sat prije svih i polje je bilo vrlo brzo spremno, te se samo čekalo da se južni povjetarac ustabili i bude bar malo jači da regata bude regularna. Srećom, dosta brzo vjetar je pojačao na oko 8-10 čvorova i moglo se krenuti s jedrenjem. Prvi start je bio regularan, samo s jednim preuranjenim presijecanjem startne linije. Brži od signala starta bili su momci na Iggyju (385). Međutim, do kraja regate - dva kruga u štap polju, uspješno su pronalazili dobre driceve i unatoč potrebi za sustizanjem ostalih uspjeli regatu završiti na respektabilnom četvrtom mjestu. Obrnute sreće bili ja ekipa na Melgesu Obi-Wan (389). Oni su izvrsno startali, i u trenucima kad su bili među prvih 4-5 posada na prvom obilasku offseta, kad se izvlači baštun i podiže genaker tu operaciju rade u trenutku dok su bili na samoj krmi Cro-a-saila (782) i zapinju za njegov krmeni štraj. Posade brzo reagiraju i izbjegava se šteta na obje jedrilice ali se Obi-Wan mora iskupiti i više ne uspijeva nikog sustići. Kraj te situacije možete vidjeti u prvom dijelu video izvješća. S druge strane, Cro-a-sail unatoč ovom incidentu uspješno se probija kroz gužvu ispred sebe i u cilj ulazi kao treća jedrilica, a treba spomenuti da je u ovoj posadi bio jedan norveški olimpijac - Peer Moberg koji je svoju državu predstavljao u Atlanti i u Pekingu. Za vrijeme jedrenja prve krme vjetar jača za nekoliko čvorova te se u gateu se signalizira produljenje orce. 📸 regate.com.hr Što se tiče vrha flote, tu je i ovog puta svoje mjesto zauzeo Panjić. Da budemo precizni, ovog puta nije riječ o jedrilici s registracijskim brojem 568, već o 739, ali posada je bila u istom sastavu. Oni su rutinerski jedrili, a najveću ugrozu radila im je posada Tutta Forze (643). U svakom slučaju Biograjci su na kraju u oba plova bili brži od kolega im iz centra njihove županije... potpuno jednak rasplet bio je i na kraju drugog plova. Drugi plov nije startao iz prve poput prethodnog. Pred sam start RO je morao prekinuti proceduru jer je vjetar otišao u desno za oko 20°, a u prvom pokušaju ponavljanja procedure sviran je opći opoziv. Tek u idućem pokušaju svi startaju po pravilima. Vjetar je u ovom plovu malo oslabio, pa je polje bilo malo skraćeno, ali na kraju ponovno cijela flota regatu završava unutar minut i pol. Treće mjesto u ovom plovu zauzima Obi-Wan, ali kad se zbroje svi rezultati u oba plova na kraju broncu odnosi The Pimp (359) i to s bodom prednosti ispred Cro-a-saila i Iggyja, a tko je od ostalih posada završio na kojem mjestu možete vidjeti u konačnim rezultatima. A po pitanju aktualnog poretka na ljestvici, on izgleda ovako: Kao što vidite, boduje se svaki plov i za sada su moguća tri odbacivanja, a apsolutnoj prednosti nalazi se posada Panjića. Plan je da se Prvenstvo Hrvatske jedri tri dana, a ako uvjeti budu odgovarajući odjedrit će se čak 9 novih plovova. Za sada su svoj dolazak najavile i neke inozemne posade, pa bi po nekim optimističnim prognozama na moru moglo biti i 20 Melgesa! U svakom slučaju ako budete u Splitu od 19. do 21. studenog svratite do JK Mornar. READ MORE