NORTH SAILS BLOG

CODE SAILS: WHICH ONE IS BEST? North Experts explain how to decide which Code sail is best for your sailing Even if you already understand what a Code sail is, it might not be clear why there are three different types—or which one will best fit your boat and your type of sailing. First, a quick refresher: Code sails fill the large gap between upwind sails and downwind sails, from about 65° to 135° True Wind Angle. They are free flying with a relatively high clew, sheeted like a spinnaker to an aft lead. In most cases, these sails will be furled when not in use. To cover such a large range in true wind angles, there are three different types of Code sails. Each has a different “sweet spot” – a specific wind speed and angle where it’s most efficient. Code Zero, Code 65, and Code 55 The Code Zero was originally designed to measure in as a spinnaker, with a minimum midgirth of 75% of foot length. Code 65 and Code 55 are named for the geometry of the sail; the number specifies the ratio between foot and mid-girth. For a sail with a foot of 10 meters, a Code 55’s mid-girth will be about 5.5 meters, while a Code 65’s mid-girth will be around 6.5 meters. What is the best code sail for my boat? There’s a lot that goes into that answer. First, your boat’s details are important: weight, righting moment, deck layout, etc. We also need to factor in your preferred type of sailing. Grand Prix racing has extremely specialized requirements, but for club racing and cruising, we can make some generalizations. One way to upgrade your Code sail is to go with a Helix Structured Luff. Helix Code sails are great for both racers and cruisers on any sized boat, as this modern design philosophy produces sails with greater range. Sails with Helix Structured Luff are more versatile than a typical Code sail, and their optimized shape makes them easy to furl, self supporting and forward projecting. Best Code Sails for Racing If you want to boost your racing results, the best sail is probably a Code Zero. Rating rules like ORC and IRC consider it a downwind sail, which means they won’t penalize the extra midgirth. If you often sail tight reaches in light breeze, though, a Code 55 or Code 65 might well be worth any rating penalty. IRC and ORC are both moving toward fairer ratings for Code sails with girths of less than 75%, which increases your freedom to choose the best addition to your racing inventory. Your North Sails expert can give you the latest information and help you identify the best sail for your racing. 📸 Alex McKinnon Photography Best Code Sail for Cruising Whether your cruises last a day, a week, or a year, Code sails are a blessing. Most modern cruising boats have jibs with a very narrow top section. Reaching with a main and jib will leave the boat quite underpowered—an unsatisfying sailing experience. Cruisers require a sail that is easy to handle and safe to operate, so your best choice will be either a Code 55 (if you like to sail high angles in light air) or a Code 65 (if you usually sail deeper angles in stronger wind). For most modern cruising boats, a usual personal favorite is the Code 65. This single sail will cover an incredible range of angles and wind speeds, from 65° in 6 kts true wind speed up to 125° in 16 kts. When paired with a Helix Structured Luff the sail will project forward and to windward for an added performance boost, while providing a safe, reliable and easy furl at the end of your day. Helix Structured Luff is available for all North Sails Code sails, whether cruising or racing. How to set up your boat for a Code sail Code sails attach to the boat in front of the headstay, though the exact location will vary from one boat to the next. If your boat isn’t already rigged for Code sails, make sure to contact your boatbuilder and/or mast manufacturer to evaluate the loads. On race or club race boats, you may want to fly both jib and Code sail at the same time; you should have a tack point that’s far enough forward to get good separation between the two. For cruising, you can either attach the tack to the stem fitting or rig a short sprit. Need help picking the best Code sail? If you’re still uncertain about what your next Code sail should be, contact your North Sails expert. We can help analyze your specific needs and figure out the best type of Code sail for you.   Contact an Expert Learn More Request a Quote   📸 Ian Roman READ MORE

J/24 RACING TIPS FOR ALL CONDITIONS Racing Takeaways: The 2021 Midwinter Championship 📸 Chris Howell The 2021 Midwinter Championship in Miami, FL supplied a variety of conditions for the 29-boat fleet. North Experts with the help of Midwinters skipper John Mollicone broke down each race day by wind speed and explain the changes they made with their rig tune, body weight, crew roles, and sail trim. Although the racing took place in Florida, these tips can be related to any regatta coming up depending on wind conditions and sea state. Tips for light to medium air: 6-10 knots Tiny bit of weather helm in under 6 Consistent heel angle, always Send one or more down below to get low in chop More heel helps you stay powered up in flat water in the lightest winds Avoid getting close to other boats to eliminate chop and disturbed air 20/15 shroud tension Move the mast butt aft ⅜” Look for -3 fingers on the headstay 2.25 to 2.50 inch pre-bend on the mast Stay powered up and avoid the lulls! 📸 Chris Howell In lighter conditions, the trimmer should stand down below and be agile and able to move up to the rail as the wind picks up. The trimmer controls the angle of heel the most. Two forward crew are last to go below if needed, but keep weight forward in light conditions. Skipper/Trimmer Tips for lighter air: Trim the main in hard, two handed when fully powered up so you can point a little higher, 8 to 10 knots range with everyone hiking Trim the genoa 2-3” off the spreader tips when fully powered up, ease to 4-6” off spreader tips in the lulls. Move the genoa car one hole forward to power up the bottom of the jib. North Expert Paul Abdullah commented on trim, “I like to move off the rail and move forward. When I look at other boats who have their trimmers on the leeward side by the winch, it’s not long before we are sailing right by them. Body placement is key for the trimmer in light air. I avoid sitting to leeward by the winch, if your weight needs to be to leeward it is better to do that below deck.” 📸 Chris Howell Trimming the Genoa: Medium to Heavy Air “It is a common misconception to trim harder in more breeze, said John. This is not a solution. You actually point higher by easing out, sometimes a full foot off the spreader tip. If you see 8” off the spreader tip it’s not a bad thing if things are working for you.” How can you tell? If the boat feels good, your speed is good, and you are playing the main and vang sheeting in the puffs, you will be in good shape. Skipper and trimmer should work together with sail trim. Never let the boat heel over too much. When you feel bound up, ease the genoa 5-6” off the spreader tips. Easing off the backstay will also help get your power back in the major lulls with the rig tight. Rig tuning tips: Medium to heavy air When you move your mast, 2 to 2.25” of prebend is always a good starting point. Headstay tension should go from 3 fingers to a tight 2 fingers. Having your backstay set up so you can move through a wider range is important. “The mast butt on J24 is a powerful tool,” said North expert Nick Turney. “When the breeze increases you need to feel comfortable moving your mast. Ideally you move the mast at the dock before you leave. When you don’t make necessary adjustments to rig and mast, you will notice that you are losing punch. If your main is flattened too much, this is a direct indicator that your settings are not aligned.” 📸 Chris Howell Tips for Breeze On and building: 13-18 knots 27/24 shroud tension When the wind builds, go plus 1/plus 1 – stick to full turns if possible. It’s easier to keep track. Moved mast butt forward, ⅜ to ½” depending on age and stiffness of mast and boat. If the lulls are big, you’ll need power. 27/24 is great for lulls and only a tad loose in the puffs. The North Sails tuning guide is a great place to get your set up numbers. Mainsail set up is important, especially in bigger breeze. If you notice wrinkles from all the clew up towards the spreaders at a 45-degree angle, this is a telltale sign that you need to go tighter on the rig, sometimes an up plus 1/plus 1 can help get your main looking better, which in turn allows it to work better. You will be able to pull on more backstay, and cunningham. The cunningham for example is not easily adjusted from the rail, so we minimized how much we moved our bodies because we needed weight out mostly, we would leave the cunningham as-is and ride it out. Another thing that is crucial is crew weight. Keeping it together and close makes hiking more effective. With the mast settings the same as medium air conditions, it allows for depth in the mainsail while keeping the backstay tight. Weight aft together hiking hard is a good look. When changing gears, it’s important to define your modes and make adjustments. It’s very important to stay powered up and transition through the modes. Ask yourself: “What mode do we want to be in?” Height mode, normal mode (balanced and going well through the water), Or fast mode What are the changes you have to make in the back of the boat to accomplish the different modes? Trimmers typically call the speed, the tactician may override in certain instances. The driver has the mainsheet and backstay, the trimmer adjusts the genoa sheet accordingly, it’s a constant dialog. Together you are always making sure the boat is going full speed. If you feel like the boat is stuck ease the sails out and get it going again. When the boat stalls the boat goes sideways. “In Miami for the Midwinters,” John commented, “5.4-5.6 was our normal boat speed. We had our bow down, and our backstay on. We looked more for 5.8 to 6.2 on our velocitek once we got going. It’s nice to gauge where you want to be and see what that feels like.” 📸 Chris Howell When should we switch to the blade? Start out with the genoa if you are on the fence. Try moving the mast butt ⅜ to ½” forward, which is a conservative move. Make sure your tension is adequate. In medium breeze 29/31 could work well depending on the age and stiffness of your mast. Ask yourself: Can we go upwind without the main flogging? Does the boat feel balanced? Are we slipping sideways? Is our speed a problem? If things are out of balance, speed is a struggle, and your main is flogging, then it may be time to switch to the blade. Paul Abdullah commented, “Understanding the ability of your trimmer is the real question. If you cannot tack the genoa efficiently, then you have your answer.” The blade is good if the conditions are right for it. The genoa gives you the power and punch for getting through waves. The blade can be sufficient enough if breezy and flat water. When you are on the edge of the blade in 14-16 knots, you might need to consider a step down on the shrouds and jib lead forward to power up the Jib. Keep in mind, using the genoa at the top end of the wind range means you have to pull the halyard on harder, move the lead back one as you go tighter on the shroud tension. “On a shifty day with flat water, the blade could be the best weapon of choice. It varies for every team, so you have to do what is best for you, depending on what you are comfortable with,” said John. 📸 Chris Howell Upwind strategy Find the pressure Set yourself up for the long term play Get into the pressure before making a decision on your next move It’s OK to hang in a thin lane as long as its the long tack Try to figure out what the long tack is before the start so you can position yourself on the starting line It can be a high risk to win the pin and you might not be able to tack so you have to recognize that early on Choosing the midline works well if the pin is crowded. It can also open doors later on up the beat. Minimize your maneuvers Tacking with the genoa in mid-range conditions will result in ¾ boat length loss. Chop and puffy conditions tacks are costly using the genoa especially. We made sure our tacks counted. If we wanted to make a tactical decision, we made sure we were in the best pressure first. Downwind Strategy Balance crew weight Get around the windward mark and ask yourself: do we want to stay high or go low? After the offset, are we jibing early? All things should be openly discussed as the pole is being put on and you have almost arrived to the offset. Steer clear of potential issues Identify: Is there anyone around us? Are we playing defense? Recognizing scenarios early and talking about it is the key to a successful windward mark rounding and setting up for a good downwind. 📸 Chris Howell Settling in for the Downwind Leg After the kite is set, it’s important to get settled in. Depending on location, remember to check for weeds. If it’s windy, send the lightest person back to do this. It is hard to drive and check for weeds, especially in heavier air conditions. Crew weight Downwind Changes with weight will help steer the boat. The trimmer and driver are mostly in the same spots all the time downwind. Driver plays the main, sits to leeward. Trimmer stands up on the deck to trim. Tacticians can take the guy and face outboard to help trimmer. If it lightens up, the tactician would go below but generally stands in the companionway. Bow guy went side to side as needed, twings could also move with bowman as both are more agile. Keep your weight outboard out to the sides. Keep the boat flat so if the wind increases, there is no risk of the driver losing steering due to instability. If it is super windy you may consider two forward crew sitting to leeward to help balance. “Weather heel downwind pole back is my favorite,” John said. “It’s fast.” 📸 Chris Howell What Gate to Choose? Find the path of least resistance. Figure out which side is lifted, and try to round the side that allows you to immediately be on the long tack. Ask yourself: where’s the competition and where is there less traffic? Tips for Breezy Conditions Downwind Bring both twings down, especially on the jibes. Stacking the leeward (bow and mast) rail is a huge weapon in breeze downwind. Too much weather heel is out of control. Vang on- be all over it. You need more than normal if it’s breeze-on conditions. Backstay on just a little for stability. Broad reach more, don’t sail DDW in puffs or by the lee if things are getting dicey. 📸 Chris Howell For the Miami Midwinters, the winners used North Sails Fathead mainsail, DX-7TT Genoa, SRB jib, and FR2 spinnaker. Have questions about optimizing your inventory? Get in touch with a North Sails J/24 expert today. Thank you Chris Howell for your support of the class on and off the water! Miss the Midwinters Full Webinar Recap? Rewatch and rewind at your own convenience! 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WHO WE ARE: JOHN BAXTER Get To Know Your Local Sales Expert What background do you have in sailing? I grew up in a sailing family. My parents, sisters, and brother Mark are avid sailors. Mark is also part of the North Sails team. I started in Chicago and spent 10 years sailing in Florida. I did my first SORC when I was 15 and the rest is history! I have been fortunate to sail all over the world in events like the Sydney Hobart, SORCs, California to Mexico races, San Francisco Big Boat Series, Superyacht regattas and in several National and World Championships. What boat/classes do you have experience? Over the years I have done a lot of different sailing on many different designs. Cruising boats to racing boats, and a lot of the Offshore One-Design classes which include the Farr, Mumm30, 40, Corel-45, J/111, J/109, J/105, and the Beneteau 36.7 and 40.7. These One designs have really made for some great racing. What got you into the marine industry? Spending my teenage years in Florida I had the opportunity to sail a ton. I became good friends with Peter Grimm (Who now also works for North Sails based in Ft Lauderdale). I started working for him when I was 14 and it grew from there. I sold my first set of sails to a cruising boat client when I was 16 and I was hooked on helping clients enjoy the most from their boats. How long have you been involved in the marine industry? 37 years today. Over that time I have run race boats, worked in rigging, sold sails, made sails. I have been fortunate to work directly with and alongside of some of the best sailmakers in the world. The actual sailmaking side has helped me within the sales side as I have become familiar with every important detail involved in the sailmaking process. What do you love most about sailing and what keeps you coming back? Helping sailors get better and helping customers solve problems is what I enjoy most. Each customer is different and looking for different solutions, which makes it fun and exciting to take on new projects and challenges each day. Our industry is constantly evolving and today its evolving at a faster pace. I learn things every time I get on a boat and every day I spend on the water or making sails. If you ever stop learning, this industry will leave you in the dust! READ MORE

WHO WE ARE: CHRISTINA DONNERMEYER Get To Know Your Local Team How long have you been involved in the marine industry? I have been in the industry for 25 years. Working at the yacht clubs, and many events. I started in sailmaking over 20 years ago. I began as the office manager and learned how to sew and work on sails. For the last six years, in addition to running the office, I have been making new sails and doing a lot of the service work. Now I’m very well adapted to the service sailmaking side of the business. I appreciate the detail involved in sailmaking. What do you like most about the Marine Industry? I like working with and taking care of the customers. So many have come to know me over the years, it like working with family. I also like the joy people have when their sails are ready on time! What do you do in your spare time? Ha! Spare time... I have three grandchildren so that pretty much fills my time when I'm not at work. READ MORE

CONSEJO NORTH SAILS ¿Qué es un gennaker? Se trata de un spinnaker asimétrico fijado a la proa o al botalón que no requiere tangón ni aparejos especiales. Básicamente, es una vela intermedia entre un génova y un spinnaker simétrico. Su forma asimétrica hace que sea una vela más eficiente en rumbos de largo y través, pero la mayor virtud de un gennaker es su polivalencia y rendimiento en un amplio rango de ángulos, lo que la convierte en auténtica vela multiuso. Puede utilizarse con calcetín snuffer de North Sails o montado sobre un almacenador para poder enrollarlo, y la ausencia de tangón hace que sea más fácil de utilizar que un spinnaker simétrico. La vela perfecta para la navegación de crucero. READ MORE

CALENDARIO NORTH SAILS La actividad de North Sails España no cesa. Tras el éxito de nuestros webinars de enero y febrero, y el clinic de 420 impartido en Vigo, ponemos el foco en los próximos eventos en los que participaremos y la esperanza de que la llegada de la primavera devuelva la actividad al calendario de regatas. Nuestros compañeros Hugo Rocha y Gustavo Martínez Doreste participarán en el campeonato del mundo de 470 que se disputará del 5 al 13 de marzo en la localidad portuguesa de Vilamoura, y estarán encantados de resolver cualquier duda sobre el inventario North Sails de One Design. READ MORE

NORTH SAILS GANARÁ LA 36ª AMERICA’S CUP Luna Rossa Prada Pirelli Team se ha impuesto a INEOS Team UK por 7-1 en la Prada Cup y se enfrentará a Emirates Team New Zealand en la final de la 36ª America’s Cup. 📸 Studio Borlenghi Desde que el estadounidense NYYC American Magic quedara fuera de la carrera por la Jarra de las cien Guineas, North Sails se convertía en la única velería en el campo de regatas de Auckland y ganará la America’s Cup. Tanto el Challenger italiano como el Defender lucen el logo North Sails en todo su inventario de velas: Una revolucionaria mayor flexible de entre 135 y 145 metros cuadrados, un génova de 90 metros cuadrados y un código cero de 200 metros cuadrados. La Final de la 36ª America’s Cup se disputará en Auckland (Nueva Zelanda) a partir del 10 de marzo. READ MORE

DOMINIO EN LA VENDÉE GLOBE Yannick Bestaven ha ganado la novena edición de la Vendée Globe, la regata de vuelta al mundo en solitario y sin escalas, con un tiempo de 80 días, 3 horas, 44 minutos y 46 segundos. 📸 Jean-Marie LIOT / Maître Coq El bravo patrón francés equipó inventario completo North Sails en su Maître CoQ IV, al igual que los dos rivales que le acompañaron en el podio: Charlie Dalin (Apivia) y Louis Burton (Bureau Vallée 2). A falta de que crucen la meta los últimos participantes, las estadísticas confirman el excelente resultado de velas North Sails, que equipó a los nueve primeros clasificados y a 16 de los 20 primeros en cruzar la línea de llegada. Enhorabuena a todos, y gracias por confiar en North Sails. READ MORE

NAVEGACIÓN DE CRUCERO CON TECNOLOGÍA OCEÁNICA Fiabilidad, resistencia y prestaciones de competición oceánica, a medida para la navegación de crucero. 📸 Klaus Andrews La gama de velas para navegación de crucero de North Sails se beneficia de la misma tecnología que ha permitido a los mejores equipos de la Vendée Globe completar la vuelta al mundo en solitario y sin escalas, incluyendo al campeón Yannick Bestaven. Desde sus orígenes, North Sails ha aprovechado los conocimientos adquiridos en competición para desarrollar y evolucionar las velas de su catálogo. Lowell North, fundador de la velería, supo combinar su formación como ingeniero aeronáutico y su experiencia como regatista para diseñar productos que ganaran regatas y tecnologías que pudieran ser aplicadas a todo el espectro de la vela. Esa misma filosofía continúa siendo la piedra angular de North Sails, que hoy experimenta en el campo de regatas, desarrolla en el laboratorio y aplica a la navegación de diario. La competición de alto nivel constituye un inmejorable campo de ensayos para la velería, que dentro de los límites del campo de regatas puede asomarse más allá de los límites de lo conocido para seguir avanzando en la evolución de sus productos. Y si hablamos de competición, North Sails es la referencia absoluta por cuota de mercado y por resultados. Pero, ¿cómo puede beneficiarse el propietario de un crucero del hecho de que las velas North Sails ganen regatas?: "Básicamente, aplicamos a nuestro catálogo de velas lo aprendido en competición", explica Luis Martínez Doreste, director comercial de North Sails España. "Nuestros expertos trabajan directamente con los equipos e incluso compiten a bordo de los barcos, lo que nos proporciona información de primera mano sobre qué funciona y qué no. Esta manera de trabajar no solo garantiza prestaciones, sino especialmente fiabilidad y resistencia. Un buen ejemplo son las velas de la última Vendée Globe, en la que los nueve primeros clasificados equiparon velas North Sails 3Di. La misma tecnología que les ha permitido completar la circunnavegación en solitario y sin escalas se encuentra en nuestro catálogo, y se puede aplicar a cruceros de todas las esloras". 3Di Ocean La gama 3Di específica para navegación de crucero se denomina 3Di Ocean, y está disponible en el dossier North Sails Cruising en versiones 330, 370 y 700. La 3Di Ocean 330 es una reinterpretación de la tradicional vela de dacron al combinar las propiedades de las velas de composite 3Di con el poliéster. El resultado es una innovadora vela de crucero sin costuras, con una forma aerodinámica más suave y estable que ofrece una mejora en el control, la comodidad y la velocidad, y un compromiso inédito entre coste, prestaciones y durabilidad. La 3Di Ocean 370 es un híbrido de poliéster y Ultra PE, y está especialmente indicada para monocascos y multicascos de crucero con esloras entre 35 y 60 pies. La 3Di Ocean 700 ofrece una imbatible combinación entre facilidad de uso y manejo al reducir volumen, peso y rigidez, pero sin comprometer los altos niveles de robustez y fiabilidad característicos de las velas de composite moldeado 3Di. NPC y NPL Además de las 3Di Ocean, la gama Cruising de North Sails incluye opciones para quien prefiere velas de poliéster (NPC, acrónimo de North Panel Cloth) o laminadas (NPL, o North Panel Laminate). Las North Sails NPC están disponibles en versiones Cross-Cut (con tejido NorDac Fill de trama de poliéster de alta tenacidad), Radian (menor estiramiento y mayor rendimiento que cualquier otro tejido de poliéster no laminado, en construcción radial) y Downwind (para portantes). La serie North Sails NPL incluye versiones Tour (construcción en sándwich de aramida negra de corte radial con laminado Xi Cruise), Tour Ultra (construcción en sandwich de dyneema o de dyneema/carbono para barcos de mediana y gran eslora respectivamente) y Downwind (laminados de poliéster o de aramida, recomendados para velas portantes de rumbos cerrados tipo G-Zero). Gennaker enrollable Helix La última incorporación al catálogo de crucero North Sails se denomina gennaker enrollable Helix y también tiene su origen en la competición. El éxito de las velas con estructura de grátil Helix en regata animó a los diseñadores de North Sails a incorporar el sistema a una vela de tipo G1. El resultado es una vela de enrollado top-down sin cabo antitorsión que incorpora lo mejor de las velas grand prix en un gennaker de crucero más ligero, fiable y fácil de usar. Disponible en 3Di, NPC y NPL, cubre un amplio rango de vientos desde través cerrado y hasta ángulos de popa, y puede reemplazar tanto al código cero como al spinnaker asimétrico, reduciendo el inventario de velas a bordo. La gama Cruising de North Sails abarca todo tipo de esloras e incluye propuestas para todo el inventario necesario a bordo de un crucero, desde mayores o génovas, hasta velas de rumbos abiertos. READ MORE

INTRODUCING THE NEW NORTH SAILS CHICAGO Combining Sails, Service, and Expertise All Under One Roof North Sails is excited to announce the opening of our new location in Chicago, IL. Managed by local experts Perry Lewis, Keith Church and John Baxter, and previously based on N. Elston Avenue, the North team's new location is in West Town: 1945 W. Hubbard, Unit C, Chicago, IL, 60622. The new Chicago loft is purpose-designed to fit our clients' needs for sail pick-ups, drop-offs, and service work. A full-service operation, North Sails Chicago houses sales, Certified Sail Care™, and expertise under one roof. Local sailors will enjoy easy, customer-friendly access to sail pick-up and drop-off as well as an extensive list of services, such as sail storage, sail washing, sail evaluations, sail measurement, new sail quotes, and more. Current and potential clients can meet with Perry, Keith, and John in the West Town location starting March 15th. Longtime North Sails Chicago sales expert Perry Lewis shares, "After nearly 30 years at our N/ Elston Ave location, the addition of John Baxter's new business means we have outgrown our space here. Double the size with 5,500 square feet, with the bonus of convenience to the harbors & expressways. We're excited to have all-new offices and a fresh face on our local service facility." A longtime fixture in the Midwest sailing community, North Sails is eager to welcome customers, new and old to the new West Town loft. Our doors are open on March 15th and your local team looks forward to assisting you with all your sail care needs. Connect with us today at 773-489-1308. About North Sails Group North Sails, the largest division of North Technology Group, has become the world’s leading sailmaker through an ongoing commitment to superior performance, technical innovation and elevating the sailing experience of our customers. North Sails holds the patents for 3Di, a unique composite construction process resulting in high-performance sails that approach the shape holding of a rigid foil. By competing at the highest levels of our sport, North Sails validates products in the most demanding environments to create sails that perform better, last longer and provide more enjoyment… no matter what type of sailing you enjoy. Our dedication to development has reshaped modern sailmaking. It is what drives us to push boundaries, pursue adventure, and always Go Beyond. CONTACT THE LOFT READ MORE

SIX BULLETS, PURE SPEED AT THE STAR MIDWINTERS North Designs Show Superb Performance as Teams Warm-Up for the Bacardi Cup While most of North America was shivering and digging out from extreme winter storms, a great group of (smart) Star sailors traveled to Miami for the annual combination of the Walker Cup and Star Midwinter Championship. Teams came from as far away as California, Annapolis, and Argentina to test their skills on Biscayne Bay. The first two days were raced in tribute to the late Harry Walker who was a great friend of the Star Class in Miami for many years. Competitors were greeted on the first day with a beautiful southerly breeze, 10-15 knots, and warm sunny skies. The fleet was very tight all around the track with Augie Diaz/Arnie Baltins taking the win in the first race and Eric Doyle/Payson Infelise taking bullets in race two and three. The Coral Reef Yacht Club Race committee headed up by PRO Carl Shellback did a great job running three windward-leeward courses on Thursday, and two on Friday. Eric/Payson had two great races on Friday to take the Walker Cup and it was a tight 2nd place for Augie/Arnie with Peter Vessella and Phil Trinter finishing 3rd overall. A front passed through Friday night and Saturday came with a lot less humidity and a northerly breeze, still quite strong. The breeze was quite shifty and water was flat until the tide turned and most of the Cuban navy turned out to chop up the waves. Big bands of pressure came down the bay so it was important to keep your head out of the boat with the predominantly-right shifting breeze. The first race was a course four, while the final race was a course five with an upwind finish to finish sailors closer to home. The last run ended up quite exciting with puffs over 20-knots at times and the incoming current stacking up the waves. There were some broken poles and bent masts, but all in all, it was a great day. Sunday dawned with 20+ knots and increasing, the regatta was over for the tired, but grateful teams. Eric and Payson had an unstoppable streak of six bullets to win the Midwinter Championship. “All the North teams used the M-25 main, our all-purpose option. We raced with the J-7 jib while all the other teams used the J-115 full-radial jib. I think this really showed the nice overlap between the two sails and the overall speed of the M-25 main. The North clients were all going fast and are ready for the famous Bacardi Cup next month,” said Eric Doyle. Star Walker Cup 1. Eric Doyle/ Payson Infelise 2. Augie Diaz/Arnie Baltins 3. Peter Vessella/Phil Trinter Star Midwinter Championship 1. Eric Doyle/ Payson Infelise 2. Augie Diaz/Arnie Baltins 4. John Macausland/Guy Avellon 5. Ante Razmilovic/Phil Carlsson Speed-ready for the Bacardi Cup? We have sails in stock for you. Contact us today and shop for the fastest Star sails in existence. SHOP STAR SAILS Video/photo courtesy Kathleen Tocke READ MORE

WEST COAST OFFSHORE WEBINAR TAKEAWAYS Tips For The Islands And The Cabo Race 📸 Sharon Green / Ultimate Sailing Our North Sails experts from San Diego and Long Beach featuring Brian Janney, Patrick Murray and Alex Curtiss got together to discuss the Islands Race and Cabo Race. This first webinar is all about the race courses, what sails are typically used, and how offshore performance preparation can help you get ahead and stay ahead of your competition. Here are the top tips from the webinar as a quick read to have on hand. Get Into A Downwind Mode Early When it comes to the Islands Race, the team recommends getting into a downwind mode early on in the race since it’s more running than reaching. Add in the amount of current in the channel and it makes it even more important. Patrick and Brian also recommend knowing whether you have a southerly component or westerly component early on for the first leg on the race. Know Your Weather Forecast and What’s Going On Patrick Murray, Cabo Race veteran, advises on the importance of knowing your weather forecast and what’s going on because you’re going to have to work really hard to get offshore + off the southern California coastline. Dew On Deck The middle portion of the Cabo Race from Ensenada to Mag Bay is where you’ll be reaching and want to start thinking about running. Again, the offshore vs. onshore component plays a big role here. Brian Janney explains the old tried and true notion of dew on the deck, which tells you if the wind will shift from offshore to onshore. If it’s a wet deck then it will be onshore so keep westerly whereas if it’s dry then its going to shift to an offshore breeze. Know How To Use Your Full Inventory No one predicts they’ll need to use storm jib or trysail however on the offshore that you do, it’s important to know how to use them. Patrick Murray stresses the importance of really needing to know how to use them in case it ever happens because if you do ever have to use them, chances are you won’t be able to communicate with each other on deck due to the noise. Therefore review with your crew and practice. When it comes to being prepared onboard, Patrick Murray recommends having an offshore tool kit ready, complete with cuban fibre material and locktite, to repair sails if needed. Brian Janney and Alex Curtiss both recommend using a departure checklist to ensure you’ve remembered everything from safety equipment to sail usage chart. Having the right tools onboard ensures you’re prepared for any situation that you might encounter. Further questions about how to best prepare for the Islands or Cabo race? Connect with our team of experts today. Need a sail to fill the gap in your inventory? We can help with that too. Give your San Diego or Long Beach loft a call to talk sails or arrange a 10 point inspection and rig check before you leave. Watch the Webinar READ MORE

CLASS EXPERT DEREK SCOTT CLAIMS PAPER TIGER NATIONAL TITLE Powered by the North Sails S-5 Mainsail Paper Tiger New Zealand National Champion, North Expert Derek Scott 📸 Kim Clinch After taking home the Paper Tiger National Championship title in 2019, North Sails New Zealand One Design expert Derek Scott has done it again in 2021. Racing with the S-5 sail, Derek’s boat setup is deliberately simple and easy to use, allowing him to have more time to look around and concentrate on making the boat go fast. “The S-5 sail is the best all-round sail,’’ explains Derek. “It has enough power in the light for most sailors and it can be flattened off for when the wind gets up. It’s a step up from the S-4 and goes through the wind range better.’’ The Nationals were hosted by Charteris Bay Yacht Club; a fantastic sailing venue where Derek sailed as a junior until he was 17. Now living in Auckland, he is no longer local, but this time sailing as a junior allowed him to build up some local knowledge which he could apply to the Nationals. “Once you’ve lived in Christchurch, you never forget about the north-westerly wind. It’s a dry, warm, gusty wind that comes over the Port Hills and most of the time is in excess of 30 knots. This is what we had on the first two days which resulted in no racing either day. Once you lose a day or two of a regatta, you have to change your mindset; you can’t afford any bad races and you have to be consistent’’, comments Derek. “The S-5 sail is the best all-round sail. It has enough power in the light for most sailors and it can be flattened off for when the wind gets up.’’ The New Zealand Paper Tiger class organizes a traveling Grand Prix series consisting of a series of regattas throughout the season at different venues. Derek makes sure to get the most out of these regattas to maximize his practice time on the water, racing against the best sailors in the fleet, which “makes you a better sailor all-round’’ he comments. “Boat prep is also a big one for me. I make sure to turn up with everything ready to go; hull and foils sanded smooth, anything that is worn replaced so the risk of any gear failure is low, and just cutting out the little mistakes that could cost my bad races.’’ As the Paper Tiger Class Expert, Derek’s clients make up a lot of the fleet, and he loves having the opportunity to race against them. It also gives him the chance to help them improve and hear first-hand customer feedback about our sails. He trains most weekends with Owen Jenkens and Mark Orams as members of the same yacht club. “Both Owen and Mark were greatly involved with developing the S-5 sail. If we are not sail testing, then we are working on boat setup or sail control adjustments. We also partake in some short sprint racing run by the club where we practice starts and mark roundings.” Finally, we asked Derek what his key to winning in this fleet was. His answer? Consistency. “I think it is all about being consistent, especially in regattas that have been cut short due to wind conditions. If you can minimize the big scores (bad races), then you have more options at the end of the regatta and takes the pressure off.’’ Next up for Derek is a final regatta in the Paper Tiger before the season ends, and he is also jumping back into the Farr 3.7, a class he knows well from before his time in the Paper Tiger class, to compete in the New Zealand Nationals at the end of February. He is looking forward to more great racing! Third at the National Championship, Hayden Percy 📸 Kim Clinch Derek Scott 📸 Kim Clinch READ MORE

OFF TO THE CUP: A CHALLENGER IS CHOSEN Luna Rossa Prada Pirelli Claim the PRADA Cup and Their Seat at the Big Show COR 36 / Studio Borlenghi Sir Ben Ainslie and INEOS TEAM UK arrived in Auckland, New Zealand determined to return the America’s Cup to Britain after 170 years. He leaves as a poster boy of true Brit grit, and the bittersweet knowledge that he has helped to hone the skills of Luna Rossa Prada Pirelli for their next challenge, the America’s Cup Match against Emirates Team New Zealand. As he put it, it’s been a wild ride. COR 36 / Studio Borlenghi In December’s America’s Cup World Series, INEOS TEAM UK clocked up defeat after defeat as the other three teams shared the spoils. But the relentless string of losses wrote the INEOS TEAM UK joblist: they picked apart every aspect of their campaign and looked for tenths of knots under every download of data. Five weeks later, INEOS TEAM UK won all their races in the Round Robins and gained a direct line to the PRADA Cup Finals. That left Luna Rossa Prada Pirelli, led by co-helmsman Jimmy Spithill and Francesco Bruni, to work on their shortcomings in the semi-finals. The Italians were spurred on by their whipping at the hands of INEOS TEAM UK. “Ben is definitely one of those guys who, funnily enough, has made me better,” said Spithill. “Because anytime you go up against these guys , you have to be at the top of your game.” Luna Rossa Prada Pirelli arrived at the PRADA Cup Finals with a much improved, all-round arsenal of speed. Their most effective weapon was: high mode upwind in light airs. That turned out to be INEOS TEAM UK’s Achilles’ heel, and unfortunately, light conditions dominated the last week of the series. But there was a flurry of hope for the Brits and their fans when INEOS TEAM UK won race 6. It seemed like the British would go into Sunday with a new gear, but for races 7 and 8, the 9-12 knot breeze was dealing the cards. In race 7, INEOS got a clean, impressive start but any advantage soon disappeared under Luna Rossa Prada Pirelli’s upwind edge. And, for Race 8 it was much of the same, although it was clear that INEOS TEAM UK would not go home without a fight. Ben Ainslie pulled a fast tack to port on the startline, burned the remaining three seconds, and watched Luna Rossa nudge out over the line before the buzzer. The Italians were rewarded with a 50-meter penalty. But that 50-meter distance did extend into the hoped 500 distance, and by the top of gate one, Luna Rossa was eking ahead. And so, after 21 years, the Challenger Luna Rossa Prada Pirelli won the Challenger series and will head to face Peter Burling and the Kiwis. If this all feels a little too familiar, it is; the Kiwis faced off the Italians in 2000. COR 36 / Studio Borlenghi Here are some of the reasons why Luna Rossa Prada Pirelli was able to make this dream a reality: Prior to the Finals, Luna Rossa said they had new foils and sails, a modified mast, and improved in-house software which sailors use to judge the exact time on distance, boundaries, and manoeuvers against the other boat. Another reason is the Challengers’ Series did its job. The AC75 arrived without an operator’s manual and represents an extremely steep learning curve. The first two America’s Cup World Series would have been the baby steps for learning to race but were canceled by CoVid-19. Linking it to the real world, the Round Robins were high school, while the PRADA Cup Finals have been College. Some of Luna Rossa Prada Pirelli’s success reflects its role as Challenger of Record. As CoR, they co-wrote the America’s Cup Protocol with Emirates Team New Zealand. This provided them a valuable edge in understanding the AC75 design and was reflected in the similarities between the two syndicates’ first-generation boats. The big shock was Prada’s second-generation boat. Unlike every other syndicate, it is incredibly similar to their first. Of course, Max Sirena said, we got it right the first time. The skiff-like hull foils easily and recovers from splashdown quickly, even in the light airs that dominated the PRADA Cup Finals. And there’s another reason. In the round robins, Luna Rossa Prada Pirelli may have been battling a weakness that has since become its major strength: co-helmsmen who are also co-flight controllers. Sirena said he has the world’s best Italian America’s Cup skipper on port and the world’s best Australian America’s Cup skipper on starboard, but, he chuckled, “It has been a difficult process. They are both super-talented. They are pretty different. They respect each other and they push one against the other to get better and better.” How different? Quotes from Spithill and Bruni on how they felt immediately after winning the Prada Cup appear below: “Yeah, not too bad, mate.” “Fantastico!” And the final word from Sir Ben Ainslie: “In these difficult times that we are seeing around the world, we’ve been incredibly fortunate to race these AC75s as we have been doing. We wish both teams in the America’s Cup all the very best.” READ MORE

The twin-skin mainsail, which has hit superstardom thanks to the AC75, is a surprising rediscovery of a patent developed by LF Herreshoff in 1927; LF Herreshoff was the son of Nathanael Herreshoff and, despite the famous father, his designs never won an America’s Cup.  READ MORE

CONTINUED SUCCESS AT THE VX ONE WINTER SERIES EVENT #2 North Customers Sweep the Podium Once Again 📸 Roy Ingham Sarasota Sailing Squadron welcomed the VX One fleet for their second winter series event over Valentine’s Day weekend. Following the successful Midwinter Championship in January, the fleet grew slightly to 24 boats. By Friday afternoon, most teams were onsite prepping, practicing, and sitting in on Chris Alexander’s rules discussion focused on mark room at leeward gates and downwind finishes. Early morning fog on Saturday cleared before start time and the race committee was able to get four races off. The southwesterly breeze built from 5 to 10 knots and generally trended left, but not without some irregular righties rolling through. Teams who stayed focused on maintaining adequate power and balance onboard while also staying in phase were generously rewarded. One of the day’s biggest takeaways, however, was that the top teams are not the ones who only seek perfection, but the ones who adapt the most efficiently when mistakes are inevitably made. With no team winning more than one race on Saturday, it’s clear that resilience and forward-thinking were common traits amongst the leaders. Sunday’s forecast was much less stable, with dark clouds looming on the horizon. A squall hit the fleet with heavy rain on the way out to the course but gave way to overcast skies by the time racing started. The 15 knots southerly steadily built to 25 knots over the course of two races. Sunday’s top teams were the ones who not only depowered the sail plan and hiked hard but also trimmed the sails to minimize heel angle and leeway. Many teams hit personal best downwind speeds, but the race committee made the decision to send the fleet in after seeing a few too many keels in the air. Winning the weekend was Doug Clark with Mike Marshall. Second place went to Jim Ward with past class president Jeff Eiber and Lynda Bryant onboard. Rounding out the podium was current class president Chris Alexander sailing with Madeline Gill and Kate O’Donnell. Teams powered by North Sails finished 1, 2, 3, 4, 5, 6, 8, 9. The final event of the winter series will have a more extended format, with three days of racing on March 19-21. North experts Austin Powers and Madeline Gill will host a debrief after practice on Thursday. Keep your eyes out for more information as we get closer to the event. SHOP VX ONE SAILS 📸 Roy Ingham READ MORE

North Sails expert Brian Janney explains why choosing a spinnaker means understanding your own sailing style. READ MORE

LIVE UPDATES: THE PRADA CUP FINALS On-The-Ground Updates and Highlights from Auckland 📸 COR 36 / Studio Borlenghi Two team racing for one seat in the America’s Cup match. INEOS TEAM UK and Luna Rossa Prada Pirelli will sail 13 races, with the first team to win seven declared the winner of the PRADA Cup. This is an exciting time for North Sails as both competitors, and Defender Emirates Team New Zealand North Sails, and our NTG family brands Southern Spars, and Future Fibres to power their engine above deck. Our group has also supplied design talent and software to support the teams’ quest for the Cup. And for those of you who want to dress the part, North Sails is an official partner for event branded clothing. Racing begins January 13th at 1600 NZL time. Make sure to check your time zone if you’re watching remotely. North Sails will also be covering the PRADA Cup on this live blog and on our social channels throughout the next few weeks. How To Watch February 20, 2021, 14:00 GMT Not going down without a fight “We’re going into the thick of the fight,” Sir Ben Ainslie said before he led his men into Race 5 and 6 of the PRADA Cup Finals. Following the Covid-19 alert in New Zealand that postponed two days of racing, Ainslie and the British team was four races down to Luna Rossa Prada Pirelli in a best of thirteen event. The time gave INEOS TEAM UK five consecutive days to hunt for the speed and agility they needed to extend their invitation beyond this weekend. With no boat modifications permitted, they looked at the human factor and went to light airs sailing school. After all, the day was a bit of a do-or-die race for the British team if they wanted to stop the Italians from steamrolling them straight to the America’s Cup. 📸 COR 36 / Studio Borlenghi “Some of these racing techniques, particularly through the maneuvers, are very subtle,” said Ainslie. “There is so much that goes into a single maneuver, from the sequencing of changing the load between the boards, the main and jib transfers, and more.” Then they went back to the game film to study their opponent. “The more the teams race,” Ainslie added, “the better we are at figuring each other’s play in the pre-starts.” Race 5 would reveal the Italians were likely doing the same. The day started with a show of strength. In the shifting south-wester of 8 to 11 knots, INEOS TEAM UK brought out their biggest jib to help launch the boat in the light airs. Luna Rossa Prada Pirelli hoisted a smaller jib, because their boat lifts onto the foils easier, and any unwanted sail power becomes drag as soon as their AC75 is foiling. Then came the start. Both boats wanted the right side of the line, but Jimmy Spithill edged up to shut the door on INEOS TEAM UK at the mark, leaving Ainslie with a choice: barge for the line or bail out into oblivion. He barged. 📸 COR 36 / Studio Borlenghi At the last second, Spithill pulled out his new trick. He brought Luna Rossa into a high, slow mode beneath Britannia. Wait a second – was that a luff? AC75s don’t luff…do they? Both boats survived unscathed, except INEOS TEAM UK emerged with two penalties, and by the time that was cleared, Luna Rossa was ahead. Somehow, everyone missed what had just not-happened. The lead INEOS TEAM UK had for the first half of leg one quickly disappeared. Then Prada won the race. For race 6, everyone expected a repeat performance. Both boats were headed for the start line, with INEOS TEAM UK to leeward and ahead when Spithill pulled out his next new trick (the luffing one). He dived down to make big swoops behind TEAM UK to make them squirm and burn off speed, but the Brits didn’t fall for it. Nor were they seemingly phased by it. In fact, Spithill burned off his speed and crossed the line late. This was suddenly a very interesting race Ben Ainslie took full control of the race and threw in some lee-bow tacks and led at every mark. Upwind, INEOS TEAM UK’s big jib was slower through the tacks while Prada Pirelli flexed their new, higher angles. Downwind, INEOS TEAM UK sailed deeper and exited the gybes lower to regain lost ground and extend the distance. Both boats sailed flawlessly around the course. Ainslie and tactician Giles Scott played to their strengths, largely avoided duels, and saved their grinders’ energy for a final gybe to stay between Luna Rossa and the finish. The Brits crossed 14 seconds ahead to take their first win of the Prada Cup Finals. And so, the Brits lived to tell the tale another day. On Day 3, INEOS found their fight. Expect Spithill and Bruni to come back swinging tomorrow. COR 36 / Studio Borlenghi January 14, 2021, 2100 GMT Winning streaks and losing streaks In the PRADA Cup Round Robins, INEOS TEAM UK sometimes followed the match racing handbook and sometimes closed the book and played the wind shifts. They then won every race, in a remarkable turn of events where the team turned their 100% losing streak from the America’s Cup World Series into a 100% winning streak. Now, in the PRADA Cup Finals, the team finds themselves in the familiar, but precarious territory – 4 races down to Luna Rossa Prada Pirelli. The positive: they’ve come back before. The negative: the Italians are on a roll and will do everything possible to ensure the Brits’ comeback story was a one-time thing. 📸 Graeme Murray INEOS TEAM UK clocked their third and fourth losses on day two of the PRADA Cup Finals on a new venue: Course E, aka the Back Paddock. It’s surrounded by islands and, in the brisk northeasterly, it delivered shifty, gusty winds. The day promised a brawl: two evenly matched boats, lots of passing lanes, and three helmsmen highly skilled at match racing. In race three, Ainslie entered the start box determined to get a hook on Luna Rossa Prada Pirelli, but admittedly got a bit greedy and ended up below the layline. From there, Luna Rossa ruled the race course. Sometimes they tacked on INEOS TEAM UK in classic match racing 101; sometimes they played to their leader’s privilege to pick wind shifts. For the trailing Britannia, every tack was an opportunity to make a gain (and they did at times). When the boats did engage in tacking duels, INEOS TEAM UK generally tacked wider, losing a precious few meters every time. And although the Italians misjudged some gybes, INEOS TEAM UK never came within striking distance to pass. The final delta was just 13 seconds – roughly the cost of the error in the start box. 📸 Graeme Murray For race four, INEOS TEAM UK wanted to make trouble, but a start-box maneuver went wrong and Britannia reared high evoking flashbacks from the now infamous American capsize. The mainsail swept across the deck, depowering just in time to prevent a capsize, but, once again, Luna Rossa was a force to be reckoned with. Again, INEOS TEAM UK tried to rewrite the script, but they could not force an error on Luna Rossa. The final delta was 41 seconds, but Spithill emphasized that the score-line doesn’t reflect the close racing. “You’re constantly just a split-second way from any mistake,” he said. Ainslie knows there is still hope. “We have to go away and regroup and come back swinging,” he said. Jaunaury, 13, 2021, 1330 GMT It’s game on in the PRADA Cup Finals As day one of the PRADA Cup finals, yesterday was a Very Important Day. Three weeks ago, INEOS TEAM UK won four in a row over Luna Rossa Prada Pirelli – but in America’s Cup terms, three weeks ago is like last year’s winter fashion. Yesterday, upon returning to the water, both teams would strut their new improvements on opening day of the penultimate series. Going into the day, Luna Rossa Prada Pirelli promised new foils, a modified mast, fresh sails, improved software, and communications. INEOS TEAM UK said they had found more speed and promised they were race-ready. 📸 COR 36 / Studio Borlenghi Race one opened in sunshine and a light breeze, and if you’re an AC75 named Britannia, that’s not the forecast you would order. INEOS TEAM UK fell off the foils in the prestart and was unable to catch up. Talk about an anti-climax. Race two brought a perfect, steady breeze of 12 knots. The start was flawless. Luna Rossa Prada Pirelli was to windward and tacked away. Both boats bounced off their respective boundaries and came back for the all-important first cross. Luna Rossa had it, easily, and commanded the lead for the remainder of the race. The Italians finished the day two-up on the Brits. Well, we didn’t expect that. Neither, it was clear, did Ben Ainslie. Immediately post-race, he appeared rattled but gained composure for the press conference an hour later. “I think it will come down to who sails the best and that’s absolutely how it should be,” he said. We agree. In race one, Luna Rossa Prada Pirelli carried more depth in her mainsail than INEOS TEAM UK, which may have provided a power-boost to get her up onto the foils faster. For the second race, both boats switched to smaller headsails. Luna Rossa went with a fat-head jib, and INEOS TEAM UK, a peaked jib; both teams admitted they could have benefitted from smaller jibs as the wind developed through the race. Our predictions going into day two? Well, expect to see INEOS TEAM UK sailors doing a wind dance overnight for a forecast suited to their liking. READ MORE

We don’t yet know which of three teams (Luna Rossa Prada Pirelli, Ineos Team UK, and Emirates Team New Zealand) are going to win the 36th America’s Cup, but it’s easy to predict the winning sailmaker: North Sails. READ MORE

LAY DAYS: THE TINY GIANTS OF THE AMERICA’S CUP Every second counts, and a day onshore is critical to development 📸 Harry KH / INEOS TEAM UK On paper, a “lay day” is just two, three-letter words, but in practice, it is a logistical giant that can make, or break, the dreams of an America’s Cup team. Just ask Jimmy Spithill. His famous comeback for ORACLE TEAM USA (OTUSA) in the 2013 America’s Cup in San Francisco was possible only because of a day without racing (and the subsequent development) following race 5. Spithill and crew were behind and things were not looking good for the America’s Cup defenders. Then, OTUSA played a postponement card on the second race of the day (race 6). This then went straight into a previously scheduled lay day on September 11, buying them a total of 48 hours. The team regrouped, brought in a new tactician (Sir Ben Ainslie), and made some modifications. A few days later, with Emirates Team New Zealand still leading, a journalist asked Spithill what he would do if Emirates Team New Zealand won the next race and went to match point. Spithill replied: “I think the question is, imagine if these guys (Kiwis) lost from here. What an upset that would be. They’ve almost got it in the bag. So that’s my motivation. ” It was big, big talk. But OTUSA was writing the “comeback” book when they crawled back from an eight-to-one (plus a two-race deficit) to win the Auld Mug. To this day, many give credit to that 48 hour period after Race 5 for OTUSA’s success. Thus proving that lay days are the place where the tortoise might leapfrog the hare. 📸 COR 36 / Studio Borlenghi A lay day begins as soon as the race boat returns to the dock after racing. From this moment forward, a three-dimensional thesis in time and skills management begins. The teams start with a deep dive analysis into the live data telemetry which is transmitted from the AC75 during races. Engineers analyze the data looking for unusual readings– for example, a high rudder load. A high rudder load may coincide with a hard bear-away from the top mark, but if the timing shows no reason for the freak high load, the engineers want to know why. “It might be something starting to break or some gremlins starting to propagate,” said Gautier Sergent, North Sails sail designer embedded with INEOS TEAM UK. After looking at the data, the shore crew focuses on identifying the reason and then resolving it before the next race. Other lay day jobs run to a critical path. “We keep a log of every component,” Gautier said. “For example, we know a rudder bearing has been used for X-amount of hours and done X many tacks, that many gybes and X-amount of bear-aways. After a certain number, it needs checking or replacing. Those preventative maintenance tasks happen on a lay day.” Meanwhile, the design team always has a box of new tricks they are keen to try. But they’ll only reach for that box when they know the benefits will outweigh the risk level when the team introduces a new component. “If you had only one or two lay days , you might not do something high-risk,” Sergent explained. “You might just do a product change.” 📸 Harry KH / INEOS TEAM UK That’s why designers like multiple lay days that allow them to validate any changes on the water. “You can’t mess about,” Sergent said. “You’ve got to be confident that the new features are going to be good-to-go without much tuning. Minor fine-tuning is ok, but nothing more.” “There are new parts coming on every day. For example, new aero fairing details on the hull or the sails. You might want to do a luff curve change, change the batten stiffness or even do a recut on the sails if you think you can improve the shape. You might change the geometry ever so slightly. Many, many tasks like that can happen.” With up to 50 people needing to work on the AC75 at once, the tasks are prioritized and then choreographed. Some shore crew work the full 24 hours; others work in shifts. The canteen keeps them all fuelled with food and coffee. Then, there are the obligations to America’s Cup protocol, and this dictates everything. Prior to each series, such as the PRADA Cup final, all teams declare the configuration of their racing equipment such as hull, foils, mast, and sails. Some components cannot be changed after declaration and others can be changed within certain parameters– for example, sail areas can be altered by up to 25%. However, every change requires an updated declaration. 📸 COR 36 / Studio Borlenghi “We get measured every day,” Sergent said. “The boat gets weighed. The sails get weighed. After components are measured, they are sealed into the boat. If the seal is broken, it has to be declared to the measurer and inspected.” All these steps require documentation and sign-off. During lay days, the sailing crew become shore crew, helping with tasks such as procurement, data analysis, or servicing winches. They also regularly meet with the design team. “The sailors are our best sensors,” explained Sergent. “We have electronics on the boat, but the sailors have the best feel for how they want the boat to react.” In between those obligations, the sailors go to the gym and, if they are grinders, consume tens of thousands of calories. Finally, if time allows and the weather is providing racing conditions, they go sailing to test new components and practice techniques. The one thing they don’t do on a lay day is lay down. Not for one second. 📸 C GREGORY / INEOS TEAM UK READ MORE

i420 MIDWINTER CHAMPIONSHIP Sitzmann/Woodworth Complete Winter Trifecta Twenty-two teams competed at the 2021 International 420 Midwinter Championship, hosted by the US Sailing Center in Coconut Grove, FL. While much of the nation suffered through storms, snow, ice, and generally bad weather, competitors were treated to nearly perfect conditions from the practice day right through the last race. Each day brought 80+ degree temperatures, plentiful sunshine, and SE/S winds that ranged from 6 to 18 knots. This 10-race series sailed all races between 160 and 180 degrees all weekend, with very few course alterations. Except for several general recalls that eventually brought out the Black Flag from the RC, I am not sure I can remember an event that offered such favorable sailing. With such consistent conditions, this was a regatta that really put a premium on boat speed. Using a variety of sails including the M7, M9, and M11 mainsails, J12 and J13 jibs, and the S01 and S05 spinnakers, North Sails-powered teams dominated this event, finishing 1,2,3,5,6 overall. Boats using North Sails also won every single race in this competitive ten-race series! Third place overall went to former North American Champion Thomas Hall/Liam O’Keefe, and the brother team of Griggs/Emery Diemar finished 2nd. Congratulations to Tommy Sitzmann/Luke Woodworth for winning the i420 Midwinter Championship. In fact with this win, Tommy/Luke completed the winter trifecta, winning the Nationals, North Americans, and now the Midwinters. All of our sail designs worked really well at this event! For more information on i420 Sails and tuning help, contact North Sails expert Tom Sitzmann. SHOP 420 SAILS READ MORE

NORTH SAILS RELEASES NEW J/70 TUNING GUIDE New J/70 Designs, New Tuning Recommendations After countless hours of sailing, testing, and competing in the J/70 fleet, our experts have updated the North Sails Tuning Guide. This guide is your go-to for recommendations and tips that will make it easy to get you up to race-winning speed with our World Championship winning sails. As we learn more about the J/70, we update information surrounding boat setup, tuning, and trimming techniques. “With the introduction of the new sails to the J/70 inventory, the XCS-4 mainsail and J-2+ Jib, we revised the entire tuning guide making it easier to be followed. Two new Quick Tuning Charts were added; Rig Tension and Jib Trim, as well as new rake recommendations,” said Class Leader and current World Champion, Ruairidh Scott. The Tuning Guide is a recommended starting point based on what we learned on the water. We encourage teams to explore and adjust the recommendations based on sailing style and preferences. And as always, contact your North Sails expert for all the most up-to-date information and for help tuning your boat. OPEN TUNING GUIDE READ MORE

NORTH SAILS SRI LANKA CELEBRATES 25 YEARS Evolving Together To Create The World’s Best Sail Technology This month we give special recognition to ten employees who have been part of the North Sails team in Sri Lanka since 1996. Thank you for your hard work and dedication, which is a big part of why North Sails is the leader in sailmaking technology worldwide. On February 1st, 1996, North Sails Sri Lanka facility opened with 12 employees, at one single loft location in the Biyagama Export Processing Zone. 700 employees now run the five buildings that make up the most advanced laminating line in the sail cloth industry—including 10 of our original employees. So together, we’re celebrating a silver anniversary! How it began When the facility first opened, capacity was just 25 one design sails per week. Today, a typical work week produces about 600 sails. The manufacturing compound consists of nine buildings, which house five 3D molds, Six 3Di tape heads, cloth lamination, and 11 flat-bed plotters with lasers. The total capacity is 20,000 sails per year, plus sail bags and accessories. Creating a positive work environment Over the course of their time at North Sails each employee has benefitted from their experiences in the workplace. It’s not just about building sails— it’s about building a framework and team structure that allows employees to succeed. With the many developmental programs, training sessions, and outbound programs to help align their cultures with the North Sails brand, the knowledge enhancement also offers staff a closer look into the inner workings of sailmaking. 📸 Lookatme.lk / Lasiru Lakruwan “Outbound training has shown many benefits for employees,” says North Sails Sri Lanka Director Larry MacDonald, adding that the manufacturing team had the opportunity to build and sail remote control sailboats. “Many of the participants now are grasping the intricacies of the sport and the importance of sail design and workmanship. Employees were empowered with sailing know-how, improved problem solving, and communication skills. That has given them a better connection with our product, so they can make judgments and improvements to the sail assembling process naturally.” During the pandemic the company has continued to provide a safe work environment, which allowed the facility to remain open. Here’s some of what we heard when we reached out directly to our silver anniversary employees. Employees Celebrating 25 Years Indrani Wijebandara celebrates her 25th year anniversary with North Sails Sri Lanka. She believes that North Sails is the foundation stone of all her personal and social triumphs. She comments, “This is my second home and I’m fortunate to be the first employee of North Sails Sri Lanka. I still remember my old days, 25 years ago, we worked with just a handful of people and with a very limited amount of resources. This company has evolved in so many ways, and in a very positive sustainable journey.” Sumithra Gamage also celebrates her 25 year anniversary. She comments, “The success of North Sails was not achieved overnight but with long term endeavors such as hard work, commitment and having the ability to overcome various challenges. I’ve enjoyed my 25 years here, which still feels like yesterday.” Thank you to all of our employees who help contribute to our company success. A special thank you to the ten employees who’ve been part of our sailmaking revolution over the last 25 years. 1996 1998   READ MORE

OPGRADÉR DIN J/70 SEJLGARDEROBE FOR 2021 North Sails tilføjer XCS-4 Storsejl og J-2+ Fok til udvalget af klassesejl J/70 klassen er for sejler,e der kræver det bedste og North Sails Sails fortsætter med at opgradere og forbedre en allerede succesfuld sejlgarderobe. Nyt i 2021 er to designs i Norths udvalg af klassesejl, XCS-4 Storsejl og J-2+ Fok. Her er alt du skal vide. XCS-4 Mainsail XCS-4 er en finjusteret tilpasning til den vellykkede lineup af North Sails J/70 storsejl. "Det er et "all round" sejl, der er designet til at matche de stivere master, der har svært ved at få den rette forbøjning (pre-bend) i let luft,” forklarer North Sails-ekspert Will Welles. "Det er et godt valg for hold, der sejler med besætningsvægt på den lettere side." J70-klasseleder og sejldesigner Ruairidh Scott kalder XCS-4 en udvikling af det EM vindende XCS-2-design. "Vi har arbejdet hårdt for at gøre sejlet glattere og lidt fladere. Mens F-1 storsejlet forbliver det fladeste i Norths udvalg, leverer XCS-4 bedst ydeevne under alle vindforhold. Sejlet er let at trimme og passer til både Selden og Southern Spars master. ” "Vores mål er at udvikle sejl, der hjælper vores kunder med at få succes og tillid. Det arbejde, vi har lagt i J/70 sejldesignet, giver os mulighed for at hjælpe dig med at sejle det bedste du kan.” J-2+ Jib 2021 J-2+ fokken tilføjer lidt mere dybde til den allerede succesrige J-2. "Vi prøver at gøre denne fok lettere at bruge,” siger North Sails J/70-ekspert Eric Doyle. ” J/70 har en ret stiv kulstofmast, hvilket gør det svært at at få et løst forstag, der falder til læ under meget lette vindforhold. J-2+ er lidt mere rund i bunden og i indgangen, hvilket gøre sejlet mere kraftfuldt og lidt enklere at styre på. Indhaler positionen er mindre kritisk med en J-2+, så dette er det sejl, der generelt er enkelt at trimme og en opgradering, når det er en udfordring at sejle båden i høj sø. For hold, der foretrækker at sejle med mere mastehældning, er J-2+ også tilgængelig med et 50 mm kortere skøde. Forbedring af sejldesigns er en lang proces. Efter at have indsamlet feedback fra sejlere, talte flere North Sails J/70-eksperter med designerne om, hvordan man gør J-2-fokken mere kraftfuld og lidt lettere at trimme. Med udgangspunkt i den eksisterende basisform brugte designerne flere måneder på at forfine den til det, der blev J-2+. Da alle var overbeviste om, at resultatet var en klar forbedring, blev kunderne bedt om at evaluere det og igen give feedback. Sejlets første kapsejladssejre var Annapolis Fall Regatta og Annapolis Fall Brawl i USA. Giulio Desiderato brugte det nye design til at vinde 2021 Bacardi Invitational Winter Series Event # 1, og han er begejstret for at kunne gøre det lettere for kunderne at komme op i fart under vanskelige forhold. "Vi er heldige at have succesrige sejlere, der rejser rundt i verden og sejler J/70'er og bringer idéer tilbage til vores dygtige designere,” siger han. ”Vores mål er at udvikle sejl, der hjælper vores kunder med at få succes og tillid. Den tid og det arbejde, vi lægger i J/70 sejldesign, sparer sejlerne for tid, så stol på vores arbejde, og lad os hjælpe dig med at sejle det bedste du kan. ” READ MORE

Hrvatska domaćin tri Europska i jednom Svjetskom prvenstvu u idućih 14 mjeseci 📸 regate.com.hr Tradicija održavanja vrhunskih jedriličarskih predstava u Hrvatskoj nastavlja se i ove sezone, a već su i za iduću godinu najavljena neke fenomenalne vijesti! 2021. godina proći će u znaku Europskih prvenstava, dok je za 2022. najavljeno i jedno Svjetsko prvenstvo! Prvo ovogodišnje Europsko prvenstvo u hrvatskom dijelu Jadrana ono je koje organizira JK Mornar. Riječ je o Europskom prvenstvu klase Zvijezda. Termin održavanja je 24-29. svibnja. Uglavnom je riječ o vrlo iskusnim seniorima i veteranima od kojih su mnogi jedrili kako na raznim olimpijskim igrama tako i kao važni članovi posada u mnogim drugim posadama, krenuvši od krstaša, pa do Volvo Ocean Race i America's Cup bolida! Tih dana posebno će biti zanimljivo vidjeti uvalu Baluni punu ovih jedrilica na vezu, jer se između pojedinih jedrenja one ne izvlače na suho, već noći provode na muringu. Sve novosti s regate možete pratiti na službenom web sajtu, kao i na službenoj Facebook stranici. Drugo Europsko koje je pred nama je ono čijom organizacijom se bavi JK Marina Kaštela. U pitanju je regata za klasu Laser Radial i to u "youth" kategoriji. Kako je riječ o ženskoj olimpijskoj klasi za očekivati je da će konkurencija djevojaka biti iznimno jaka, dok kad su u pitanju momci riječ je o prijelaznoj klasi prema Laser Standardu. Termin održavanja je od 26. lipnja do 3. srpnja a ne treba niti isticati da je mjesto jedrenja akvatorij Kaštelanskog zaljeva i vanjska strana otoka Čiova. Sve aktualnosti oko regate možete pratiti na službenim web stranicama dostupnim na ovom linku, jednako kao i na sveprisutnom Facebooku. 📸 regate.com.hr A u drugom dijelu ljeta, također u akvatoriju Kaštelanskog zaljeva i otoka Čiova, jedrit će se EP klase Šljuka. Organizatori su članovi JK Split i regatu planiraju organizirati između 29. kolovoza i 4. rujna. Inače, ovo prvenstvo se trebalo jedriti 2020., ali zbog svima poznatih nemilih događaja došlo je do odgode termina za godinu dana. Za razliku od Stella u Mornara, ove "male Stelle" nakon jedrenja idu vani, a njihove posade nisu toliko seniorski orijentirane jer je klasa iznimno popularna u svijetu zbog slobode u slaganju posada u vidu senior-junior, juniori, seniori, muško-ženska posada... i svi jedre zajedno. Naravno i ove regata bit će dostupna na mreži svih mreža. Web sajt je dostupan na ovom linku, dok Facebookaši rezultate i ostale informacije mogu pratiti preko ovog linka. A za iduću godinu pobrinuli su se članovi JK Val iz Šibenika koji su dobili organizaciju Svjetskog prvenstva klase IOM. Najbolji svjetski RU jedriličari regatavat će u Rogoznici od 3. do 9. travnja na istom regatnom polju gdje se jedrilo Europsko prvenstvo 2018. godine. Šibenčani su vijest o organiziranju SP-a dobili prije desetak dana, tako da još uvijek nisu spremni web sadržaji, ali ono što je za sada sigurno je to da će Hrvatska ponovno imati jednu od najjačih reprezentacija na svijetu, a zlato i srebro će braniti Zvonko Jelačić i Ante Kovačević koji su ih osvojili 2019. na SP jedrenom u Brazilu. Zgodno je spomenuti i to da je ovaj dvojac iste medalje osvojio na spomenutom kontinentalnom prvenstvu u ovom istom akvatoriju. READ MORE

THE HELIX FURLING GENNAKER: YOUR NEW FAVORITE CRUISING SAIL Expert Bob Meagher explains why you should update your Inventory   In the old days, you had two options for making it to your destination in time for cocktail hour: start the engine, or go below to lug a bulky spinnaker up to the foredeck. Unless you’re on a long enough passage to justify all that work, the diesel will probably be your first choice. Now a new gennaker gives you the best of both worlds. Regardless of whether you sail a monohull, multihull, or superyacht, I’m predicting it will become your new favorite cruising sail. Benefits of the Helix Furling Gennaker The Helix Furling Gennaker combines the power of an asymmetric spinnaker with the convenience of a Code Zero. Hoist it once and you have an easy-to-fly sail that will take you to that next harbor fast, even when your apparent wind angle is too far aft for your Code Zero reacher. Plus, this new gennaker is top-down furling, giving you a tight, neat furl that protects the sail. How Does the Helix Furling Gennaker Compare to a Code Zero or Asymmetric Spinnaker? The Helix Furling Gennaker is much deeper than a Code Zero. When the wind goes aft, release a little halyard or tackline and ease the sheet, and the luff will project out in front of a straight line between head and tack just like an asymmetric spinnaker. If the wind goes back forward again, just snug up the halyard or tack line to tighten the luff and reduce the sail’s depth. How Does the Furling Work for the Helix Furling Gennaker? The advances North Sails has made in structured luff technology and sail design are the key to making this all-new sail type work. Unlike a traditional furling sail that wraps around a stiff and heavy torque cable, the fabric provides most of the structure. A pencil-thin proprietary Helix cable allows for top-down furling without the weight aloft of a traditional cable, and its flexibility eases both handling and stowage. You can leave it up and furled like a Code Zero, and top-down furling makes it far more reliable than a typical bottom-up furl. When sails with large middles or low clews roll from the bottom up, the foot is sucked in first, dragging the clew forward and changing the sheet angle—which sometimes leaves the upper leech loose. Top-down Helix furling wraps securely, and the built-in suncover protects the sail from UV damage at rest (check out this video to see top-down Helix furling in action). When flying, the sail tacks in front of the genoa, but on a catamaran it can also fly from the windward hull, farther away from the mainsail’s wind shadow. Make the Move to the Helix Furling Gennaker From tight reaching to broad running angles, the Helix Furling Gennaker may replace both your Code Zero and your asymmetrical cruising spinnaker. This new cruising sail saves you storage space and money, and leaving it furled and ready to deploy saves aggravation. A single downwind sail you can keep rigged and ready to go, the Helix Furling Gennaker will get you to that next harbor even when the wind shifts. And that’s a lot more fun than starting the engine. Questions about how the Helix Furling Gennaker will work on your boat? Contact your local North Sail expert to decide if this will turn into your favorite downwind cruising sail.   PRODUCT DETAILS REQUEST A QUOTE FIND AN EXPERT     READ MORE

There’s been a lot of Googling America’s Cup facts and stats around the North Sails offices over the past few weeks. We’ve gathered some numbers for you so you don’t have to go searching when you’re asked “how many headsails is each team allowed?” Hint, it’s a lot! READ MORE

ALL ABOUT DOWNWIND SAIL TRIM Tips for Off-Wind Angles 📸 Lissa Photography Reaching Close Reaching As you bear away from close-hauled to a close reach the forces on the sails rotate forward, speed jumps, and heeling forces are reduced. To make the most of the wider wind angle, retrim the sails for the new course. Ease the jib and, for best performance, move the lead outboard and forward, chasing the clew of the sail with the lead. Keep the halyard firm to hold the draft forward and prevent the back of the sail from becoming too round. If the lead is not moved as the sheet is eased, then the top of the sail will twist open, spilling power, and the bottom of the sail will hook in toward the boat, creating excess drag. With the jib trimmed outboard, ease the main. Keep the vang tight, and ease the mainsheet or lower the traveler. As the main goes out, heeling forces decrease, and the boat accelerates. As the boom goes out, the vang is critical to control twist. As an initial setting, take the slack out of the vang while trimmed for close-hauled. As you turn to a reach and ease the mainsheet, the vang will go taut, preventing the boom from rising and the leech of the main from spilling. When overpowered on a reach, easing the vang will spill power, reduce heel, and balance the helm. Use the telltales to fine tune trim. The leech telltales should be flowing. If the sail luffs, then trim in. Also, ease the outhaul and backstay slightly to add power to the main. On a heavy air “blast reach” keep the main flat, and ease it to half luffing, if necessary, to control heeling forces and weather helm. If still overpowered, then reef. On a close reach, a reefed main and big jib can be an effective sail combination. Beam to Broad Reaching As we bear off more, the boat stands upright. Ease sails, using the telltales to match the angle of attack to your course. On a beam to broad reach, the top of the jib will spill open. Trim to keep the middle of the sail working. Ease the main until it luffs. The main should go way out—out against the rigging if necessary. If the sail doesn’t luff, let it rest against the rig. It won’t hurt the sail or the rig. Keep the boom vang firm enough to hold the top batten of the main parallel to the angle of the boom. Reaching in a beam or following sea can be treacherous, as the boat lurches around. A preventer (a line that holds the boom out) should be rigged to prevent the boom from swinging wildly. Autopilots are at their worst in these conditions, as are human steerers. A spinnaker can add extra power, speed, and stability. Short of that, motor sailing is an option—or consider a new destination. Running Wing and Wing Running dead before the wind under jib and main requires careful steering to avoid an accidental jibe. In light air, it often pays to reach up, sailing with the jib in normal position, as the extra speed will make up for the extra distance. In more breeze, running wing and wing (with the main on one side of the boat, and the jib on the other) can be a very stable way to sail dead downwind. A whisker pole will help the genoa fly much more effectively. The pole should be set with topping lift, afterguy, and foreguy to hold the pole in place. With the pole trimmed to position, the genoa sheet is run and trimmed through the end of the pole. In heavy air there are often following seas, which can make steering a challenge. A poled out jib allows sailing above a dead downwind course, which provides a wider steering lane and reduces the chance of an accidental jibe. To control the main and boom, rig a preventer. The line should run from the end of the boom to a block well forward on the rail, and then back to the cockpit, near the mainsheet cleat. Every time you ease the mainsheet, tighten the preventer. It doesn’t have to be bar-taut – just tight enough to prevent the boom from jumping around. If it’s led this way, the preventer can easily be adjusted or cast off as necessary. Learn more about trimming an asymmetrical spinnaker here. Gennaker Trim Cruising spinnakers or gennakers are remarkable sails for their ability to change shape to match your course and wind angle. By trimming both the tack line and spinnaker sheet, we can transform the sail from a genoa to a spinnaker, and back again. For best performance, a symmetric spinnaker must carry a curl. In contrast, a gennaker will deliver top performance without trimming on the edge of a luff. Ease the sheet until it curls to make sure the sail is not overtrimmed, and then trim just enough to remove the curl. For optimum performance, play the gennaker sheet constantly. (Me? I check it between naps.) Learn more about cruising sail trim here. What’s the difference between a spinnaker and a gennaker? Learn more here. Adjusting the Tack Line It is adjustments to the tack line that allow us to so drastically change the shape and performance of the sail. On beam reaches, keep the tack line snugged down and the luff of the spinnaker pulled firm. The Gennaker assumes the shape of a great reaching genoa. On a broad reach, ease the tack line and allow the tack to lift. Easing the luff lets the Gennaker roll out from behind the mainsail to assume a more powerful spinnaker-like shape. 📸 Marc Turner / CCC Spinnaker Trim There are three initial settings for spinnaker trim and refinements that can further improve performance. For starters: Trim the guy to set the pole perpendicular to the wind. Raise or lower the topping lift so the pole and tack are the same height as the clew. Ease the sheet to curl the luff, and trim to just take out the curl. From these initial settings we can fine tune trim in several ways. Unless it’s very windy, the guy can be trimmed aft further than square to the wind. The goal is to get the luff to run vertically from the shoulder of the spinnaker down to the tack, and to get the shape across the foot to match the mid shape. If the shoulder is rolled out, and the foot is too round, then trim the guy to pull the pole aft. If the foot is stretched flat, and the tack is poking out to windward, then ease the guy to let the pole forward. Learn more about setting a spinnaker here. Pole height can be fine tuned: On a broad reach fly the pole higher, keeping the two corners (clew and tack) even. In fresh breeze beware of flying both corners too high, which lets the spinnaker get too far from the boat and may decrease stability. If the boat is rolling side to side, try lowering the pole, pulling the pole aft, and/or choking down the sheet lead. 📸 Lissa Photography VMG Tip In lighter winds, the key to success is sailing fast angles. Do not sail dead downwind in light air—reach up until you feel some apparent wind from the side. Often the best course may be as much as 40 degrees above straight downwind. You’ll sail extra distance, but you will go so much faster that you’ll arrive downwind sooner, and you’ll have a more enjoyable sail to boot! See also: How to Hoist and Douse a Gennaker READ MORE

KOJIRO: “THE VENDÉE MAKES ME STRONG AND MAKES ME WANT TO SAIL.” When he left Les Sables-d’Olonne on November 8, Kojiro Shiraishi had no idea that he was finally going to realize his dream of finishing the Vendée Globe. He had granted us an interview a few days before the start of his second Vendée Globe. © Olivier Blanchet/Alea On November 8th, Kokijo Shiraishi (DMG Mori), dressed in his black combat suit, sword at the belt, greeted the crowd as he made his way up the channel of Port Olona in Les Sables-d’Olonne. He had no idea that he was finally going to realize his 30-year-old dream: Finish the Vendée Globe. A dream that almost collapsed a week after his start when damage to the autopilot and violent gybes broke the top of the mainsail. But thanks to remote instructions from his team and North Sails, he managed to repair the sail. It was a tremendous relief. The adventure could resume. “It’s the most wonderful day,” he said at the press conference after returning from his race. And then on February 11, 2021 at 11:52 a.m., at the end of a long journey of 94 days and 21 hours, Kojiro crossed the finish line with a smile full of gratitude and humility (ranked 16th). This is an amazing feat for this 53-year-old Japanese skipper, who marks the history of the Vendée Globe in his own way by becoming the first Asian sailor to complete this legendary race. He gave us an interview at the beginning of November before casting off for his second Vendée Globe. Can you talk about yourself and your career as a sailor? I am originally from Kamakura, a coastal town south of Tokyo, Japan. In my country, ocean racing is not popular, and it is by chance that I discovered the sailing profession at the age of 16. After seeing on TV the victory of Yukoh Tada (Japan’s sailing legend) in the BOC Challenge (single-handed round-the-world race with stopovers), I told myself that this is what I wanted to do: sailing around the world on a racing yacht. And then I went to meet Yukoh Tada. I trained with him and became his trainer for six years. I helped build his new sailboat Koden VIII, later renamed “Spirit of Yukoh” in his memory. Since then, I have sailed around the oceans, three times around the world, including one non-stop race. I took part in the race of my dreams four years ago, the Vendée Globe, but I had to give up after dismasting off the coast of South Africa. I also had the chance to sail alongside great sailors like Lionel Lemonchois and Bruno Peyron during the Pacific records, as well as with Roland Jourdain, who accompanied me as a coach throughout my DMG Mori project. © Jean-Louis Carli / Alea What attracts you to this job? Why are you doing the Vendée Globe? I feel good on the water and the landscapes you encounter in the South Seas are fantastic. To be able to sail around the world and have the land as your playground is unique. There is no other event in this world like this race. A race that makes me strong and makes me want to sail. How was your first Vendée Globe? To be at the start of this 8th edition was an exploit because time was running out for me. I got my boat in April 2016 and within a few weeks I had to qualify and do the New York – Vendée transatlantic race. Then a month after the start of the Vendée Globe, I dismasted… I was obviously disappointed with the result, and I still am, but I am lucky to be able to do the Vendée Globe again and I am grateful to all the people who have supported me so far. How is sailing perceived in Japanese culture? Both ocean racing and yachting are not widespread in my country. Historically, Japan is not a nation that has made great land discoveries. Therefore, sailing has not really had its place in Japanese culture. But my mission today and since I have been a professional sailor is to try to expand the small existing sailing community and promote ocean racing as much as possible in Japan. © Thomas Deregnieau / DMG Mori Do you know other Japanese sailors? Yes, I do of course. The few Japanese sailors who have made a breakthrough in this field have often worked outside their country and have raced on America’s Cup boats. But lately, there are several young sailors, including Masa Suzuki in Class40 and other young Japanese sailors who have accompanied me in my preparation for the Vendée Globe and who are trying their hand at the IMOCA. I’m happy to no longer be the only Japanese to sail here in France. But today, and even if it is a great honor to have become the first Asian to have participated, I want to become the first to finish the Vendée Globe. What do you think of the sailing culture in France? Why aren’t there more foreign skippers in the Vendée Globe? France remains the best country in the world in terms of ocean sailing. I’m also grateful to all the people around me for welcoming me to this very closed environment. Offshore racing is particularly difficult to integrate, which explains why there are fewer international skippers participating in the Vendée Globe. But I hope that my case can serve as an example for other foreign sailors who wish to integrate this special universe. Is it difficult to sail on an IMOCA? What do you think of these boats? An IMOCA is a powerful boat, so each manoeuvre, each sail change requires a lot of physical effort. They are demanding boats, but the sensations of speed that you can have are so different than on other boats and that’s really what I like. Do you feel much more prepared than on the last Vendée Globe? What do you expect from this race? It has only been 1 year since my boat has been sailing. We need to do even more sailing together so that the boat is perfect, but I know that time is short and that the boat will not be perfect before the start of this Vendée Globe. The goal is to finish at all costs. This is my one and ultimate goal. And Kojiro did it! Bravo! © Thomas Deregnieaux Photography READ MORE

Upon finishing the phenomenal PRADA Cup Round Robin Day 4, packed with lead changes between INEOS Team UK and Luna Rossa PRADA Pirelli, Sir Ben Ainslie described an issue on the boat: Britannia’s Cunningham hydraulic ram failed to work for the entire race. READ MORE

FORSKELLEN PÅ EN GENNAKER OG EN SPILER At vælge det rigtige sejl til hver lejlighed 📸. Lissa Photography Som en skaffel (kombination af en ske og en gaffel), stammer navnet Gennaker fra kombination af de to engelske ord Genua og Spinnaker. Ulig en skaffel, er gennakeren en ny sejltype. Hvad præcist er en gennaker? Kort fortalt, en gennaker har en genuas form (asymmetrisk, hvor Halsen er fastgjort til stævne og begge skøder er i samme skødehjørne med den samme dybde som en Spiler. Gennakeren er et alsidigt sejl til halvind og læns, mens spileren er bygget til dybe vindvinkler (læns). Udtrykket gennaker kan virke kompliceret. Lad os først sikre os, at vi forstår de to originale sejltyper: Spileren og Genuaen. Hvad er en spiler? En populær online ordbog definerer spileren som: En Spiler er et ballonlignende sejl der er designet til at sejle med vinden på læns og slør... Dengang alle spilere var symmetriske, ville ordbogens definition have været fin. I dag er tingene lidt mere komplicerede. Asymmetric spinnakers on Melges 32's. 📸. Zerogradinord / Melges 32 Class Association Symmetriske spilere og asymmetriske spilere Vi beskriver nu spiler på ovenstående billede som symmetriske spiler. Del en spiler lodret i to halve og de to sider vil være spejlbilleder. Luv skødehjørne holdes ud med en spilerstage der er fastgjort på mastens forside, og når der bommes flyttes stagen til det modsatte hjørne på spileren. I modsætning til et forsejl, er der ingen defineret tack or clew; begge er clews, indtil stagen er fastgjort og det hjørne bliver the tack. (Ja, det er kompliceret.) Symmetriske splere er fortsat en levedygtig sejltype til sejlads på medvind på både udstyret med spilerstager og den nødvendige rigning. De flyver godt, når de sejler "dybt", med spilerstagen kvadreret godt bagud - eller som ordbogen siger, "når de løber for vinden." I løbet af de sidste par årtier er en anden spiler-type blevet mere og mere populær - den asymmetriske spiler eller " Et sejl." En asymmetrisk spiler har tre forskellige hjørner:Hmm, det lyder meget mere som et fok eller en genua... Asymmetriske spilere er populære på både, der har permanente bovspidser eller tilbagetrækkelige stager. De bruges også af cruisingsejlere, fordi de er lettere at håndtere end symmetriske spilere. Mens symmetriske spilere og asymmetriske spilere ser forskellige ud, er de begge spilere under måleretningslinjerne i de fleste kapsejladsregler. Vi går ikke nærmere ind på specifikationerne for sejlmålingsprotokoller her, men formålet er at se på at spilere bærer betydelig omkreds (bredde) og derfor er nyttige, når de reaching/running. Et bredt, kurvet sejl som dette flyver simpelthen ikke med vinden. Fleet of symmetric spinnakers. 12 Metre Worlds 2019, Newport, RI 📸. Ian Roman Hvad er en genua? Hvis du googler 'Genua', er dette sandsynligvis, hvad du vil finde: en stort fok eller et forsejl, hvis fod strækker sig agterud for masten, især brugt på kapsejladsbåde. Alle fokke og genuer er asymmetriske; del en fok i to lodret, og de to resulterende stykker er næppe spejlbilleder. Også her hjælper retningslinjerne for måling af kapsejladsregler yderligere med at definere standardformen for en fok eller en genua: Trekantet, med en mindre omkreds end en spiler, med kun et hjørne (clew) tilladt at flyve frit (med fastgjorte reb for at holde det under kontrol). Genoa headsail. 📸. Paul Wyeth Hvis du googler 'Genua', er dette sandsynligvis, hvad du vil finde: en stort fok eller et forsejl, hvis fod strækker sig agterud for masten, især brugt på kapsejladsbåde. Alle fokke og genuer er asymmetriske; del en fok i to lodret, og de to resulterende stykker er næppe spejlbilleder. Også her hjælper retningslinjerne for måling af kapsejladsregler yderligere med at definere standardformen for en fok eller en genua: Trekantet, med en mindre omkreds end en spiler, med kun et hjørne (clew) tilladt at flyve frit (med fastgjorte reb for at holde det under kontrol). En dag for mange år siden var der nogen der tænkte: måske skulle vi tage en genuas form (asymmetriske dimensioner, head and tack pinned down, a couple of sheets tied to the clew) og give den mere omkreds som en spiler. Det er vanvittigt nok til at kunne fungere! Men hvad skal man kalde denne genua / spiler? Og så blev gennakeren født. En gennaker flyver ikke som en genua. Og den er ikke lige så effektiv som en spiler, der er bygget til specifikke vindvinkler. Men en gennaker fungerer godt som et alsidigt medvinds sejl til reaching/(almost) running. Og fordi der ikke er brug for nogen spilerstage, er en gennaker meget lettere at rigge og sætte end en symmetrisk spiler. En gennaker har den asymmetriske form som en genua med en spilers omkreds (bredde). Er en gennaker til kapsejlads eller tursejlads? Er en gennaker et cruisingsejl eller et kapsejladssejl? Ja. Det kommeer an på. Mange kapsejladsregler kræver et specifikt mindstemål for en spiler og et maksimal omkredsmål for at kvalificere sig som et lovligt forsejl - og det efterlader en no-go-zone derimellem. Når det sker, skaber dette "ulovlige"sejlstørrelsesområde til kapsejlads en meget håndterbar gennaker til tursejlads. For nylig er regler for rating / handicap begyndt at fjerne denne gråzone - måske har du hørt udtrykket "tweener" sejle? Hvis du har en gennaker, kan din sejlproducent hjælpe dig med at afgøre, om den kvalificerer sig til den type kapsejlads, du vil deltage i. En anden grund til, at udtrykket gennaker er forvirrende, er, at dets anvendelse har udviklet sig forskelligt rundt om i verden. Afhængigt af din placering henviser navnet muligvis til en cruisingorienteret sejlkonfiguration. Eller det kan beskrive et meget højteknologisk, tætvindsvinkel, sejl på højeste grand prix niveau. Hvis du har brug for hjælp, skal du bede din lokale North-ekspert om at forklare brugen. Udviklingen indenfor gennaker-teknologien Udviklingen indenfor gennakere har flyttet sig meget hurtigt i de seneste år, til både tur- og kapsejlads. Et godt eksempel er North Sails Helix Rulle Gennaker. For mere information om branchens leading edge henvises til Helix, Load-sharing og Structured Luff. Utroligt meget mere end en skaffel - en gennaker er en god tilføjelse til din sejlgarderobe - til både tursejlads og kapsejlads. North Sails er glade for at introducere Helix Rulle Gennaker, en ny sejltype til cruisingmarkedet. Den strukturerede luff Helix Furling Gennaker eliminerer det tunge kabel, der kræves til traditionel rulning, og er det mest pålidelige og let håndterbare top-down rullende cruising sejl i verden. Helix Structured Luff transformerer, hvordan sejl flyver, og er nøglen til at opbygge en moderne sejlgarderobe. Vores cruisingsejl med struktureret luff giver en mere pålidelig rulning end et sejl, der vejes ned med et tungt kabel, er vægtmæssigt lettere, nemmere at håndtere og har et bredere udvalg af vindvinkler. Det reducerer antallet af sejl, du har brug for ombord, såvel som slidtage, hvilket gør det til den perfekte tilføjelse til din cruisingsejlgarderobe. Med en række materialer at vælge imellem er en Helix Rulle Gennaker tilpasset bådens størrelse og anvendelse: fra familie cruiser til superyacht. Oprindeligt udelukkende et 3Di-sejl, nu er Helix Structured Luff tilgængelig i en række materialer fra vævet polyester til 3Di. På bestilling kan et valgfrit LightWeight UV-cover tilføjes til Helix Rulle Gennaker. For mere information, kontakt din nærmeste North Sails ekspert. READ MORE

BASIC RACING RULES OF SAILING EXPLAINED Visual Interactive Webinar In this webinar, North Sails experts Zeke Horowitz and Brian Hayes explain and demonstrate basic rules according to the US Sailing “Racing Rules of Sailing”. Using a whiteboard, Zeke re-creates many scenarios that we experience on the racecourse to explain the rules and when they can be applied. The webinar was presented to Flying Scot sailors, but the rules apply to all one-design classes. Below are the timestamps if you want to jump to a specific topic of interest. Definitions: 4:41 – Clear Ahead and Clear Astern; Overlap 6:57 – Keep Clear 8:45 – Leeward and Windward 10:30 – Proper Course 12:21 – Room 14:08 – Zone Scenarios: 17:01 – Starting Line Situations (Windward/Leeward, Rule 16, Rule 17, “Barging” and Rule 13) 50:04 – Mark Room (Weather and Leeward Mark) 1:22:00 – Open Water (Room to Tack, Room to Duck, Tacking too close, Rule 17, Rule 18) If you have a question, please don’t hesitate to contact Zeke or Brian. READ MORE

UPGRADE YOUR J/70 INVENTORY FOR 2021 North Sails adds the XCS-4 Mainsail and the J-2+ Jib to the class line-up The J/70 class attracts sailors who demand the best, and North Sails continues to upgrade and improve an already successful inventory. New for 2021 are two designs added to the North class line-up; the XCS-4 Main and J-2+ Jib. Here’s what you need to know. XCS-4 Mainsail The XCS-4 is a fine-tuned adjustment to the successful lineup of North Sails J/70 mainsails. “It is an all-purpose sail, designed to match the stiffer masts that have a hard time getting the proper prebend in light air,” North Sails expert Will Welles explains. “It would be a nice choice for teams that sail on the lighter side of crew weight.” J70 Class leader and sail designer Ruairidh Scott calls the XCS-4 an evolution of the European championship-winning XCS-2 design. “We have worked hard to make the sail smoother and flattened it slightly. While the F-1 main remains the flattest in the North lineup, the XCS-4 delivers optimum performance in a variety of conditions. The sail is easy to trim and suited to both Selden and Southern Spars masts.” “Our goal is to develop sails that help our customers be successful and confident. The work that we put into J/70 sail design let us help you sail at your best.” J-2+ Jib The 2021 J-2+ adds a little more depth to the already successful J-2. “We are trying to make this jib easier to use,” says North Sails J/70 expert Eric Doyle. “The J/70 has quite a stiff carbon mast, which makes it hard to sag the forestay in really light conditions. The J-2+ is slightly fuller down low and forward, for more power and a bit more entry angle. In-hauling precision is less critical with the J-2+, so this is the ideal sail for those of us that don’t get to race as often as we like. It’s really an upgrade when racing in bumpy conditions and driving the boat is challenging.” For teams who prefer to set up with more rake, the J-2+ is also available with a 50mm shorter leech. Sail design improvement is a long process. After collecting feedback from the fleet, several North Sails J/70 experts talked with the designers about how to make the J-2 jib more powerful and a little easier to trim. Starting from the existing base shape, the designers spent several months refining it into what became the J-2+. Once everyone was convinced the result was an improvement, customers were asked to evaluate it and again provide feedback. Its first regatta wins were the Annapolis Fall Regatta and the Annapolis Fall Brawl. Giulio Desiderato used this new design to win the 2021 Bacardi Invitational Winter Series Event #1, and he is excited about making it easier for customers to get up to speed in difficult conditions. “We are lucky to have successful sailors that travel around the world sailing J/70’s and bring ideas back to our great designers,” he says. “Our goal is to develop sails that help our customers be successful and confident. The time and work that we put into J/70 sail design will save sailors time, so trust in our work and let us help you sail at your best.” READ MORE

LET’S TALK MC SCOW First Look at the New MC Magnum The MC Scow Happy Hour was held virtually on Friday, February 5th, for a virtual debrief about the Lake Eustis Training Week/Train Wreck Regatta with North Sails MC Scow expert Allan Terhune and North sail analyst Eric Doyle. During a week of training in Lake Eustis, FL, Allan and Eric had a chance to test the new MC Magnum sail, which is an optimization of the very successful MC Z-Max. They shared their impressions on the new sail and tuning findings for light conditions. In fact, Eric and Allan are working on a new Tuning Guide for the MC Scow class to incorporate a lot of what they learned about the boat. Take a seat and enjoy the conversation! Related story: MC Scow Training Week / Train Wreck Regatta READ MORE

IS YOUR SAIL INVENTORY READY FOR THE ROLEX FASTNET RACE 2021? Live Webinar: Campbell Field & North Sails Talk Through the New Course © ROLEX/Carlo Borlenghi Over 400 yachts will set off from the Royal Yacht Squadron start line on the 8th of August 2021 to compete in the Rolex Fastnet Race, organized by the Royal Ocean Racing Club. With a finish in Cherbourg, France, the route now totals 696 nm, adding 90 nm (15%) to the previous course and presenting new challenges for both crews and navigators. North Sails has teamed up with professional navigator, Campbell Field, to help you prepare for this much-anticipated yacht race. Campbell has run route optimizations based on 10 years of weather data about windspeeds and angles on this new race course. Analyzing this information, alongside your IRC rating and sail inventory, is the best way to improve your performance. A new course brings new opportunities, but identifying areas to improve will vary with boat design and your existing inventory. To optimize your sails for your IRC rating, first, we need to answer a few questions. What are the 2021 rating updates? Are there any free gains you could make, or should you increase your rating to improve a weakness in your current inventory? By combining Campbell’s routing data with your knowledge of your boat, North experts Pete Redmond and Ronan Grealish will help you figure out the best strategy for this longer course. Special guest, Campbell Field, will discuss the route and weather predictions alongside North experts Pete Redmond and Ronan Grealish during a live, free webinar on Thursday, 18th February at 7:00 pm GMT / 8:00 pm CET. With a Q&A session at the end, don’t miss the opportunity to optimize your inventory for this year’s new and different Rolex Fastnet Race. If you already have specific questions, get in touch with Ronan or Pete ahead of time so we can prepare answers. Or just show up. We look forward to seeing you there. Register Today Average from 10-year data by time % at different TWA bands © Field Yachting Ltd. 10 years of Expedition Navigation Software Optimal routes © Field Yachting Ltd. READ MORE

We caught up with Emirates Team New Zealand embedded sail designer Burns Fallow to learn more about the twin skin mainsail; a concept decided on before they had finalized the AC75 hull design. READ MORE

The new Hylas 57 features a complete suit of North Sails. The mast furling mainsail, furling genoa, and inner self-tacking jib are all 3Di OCEAN 700. READ MORE

#NSVICTORYLIST: RORC TRANSATLANTIC Powerhouse Trio on Class40 Palanad 3 Wins Overall 📸 Ed Gifford Olivier Magre and son Antoine launched their brand-new Class40 Palanad 3 in June of 2020 with an ambitious plan: compete in the RORC Transatlantic and the Caribbean 600. Combined with a full season of Class40 racing in 2021, those two events would provide the miles needed to qualify for Olivier’s ultimate goal, the 2022 Route du Rhum. The Class40 is designed to sail shorthanded, and Olivier finds three to be the lucky number. First, he signed on Corentin Douguet, a well-known Figaro racer, brilliant with weather and strategy. Next, he asked Luke Berry, a young, strong sailor who usually races on his own Class40 and would be the perfect fit and go up the mast when needed. Youth strength plus experience: it turned out to be a winning combination. “Everyone can do every job, and with the talent we had onboard, we were able to make all the right moves at the right time.” The RORC Transat was a great chance to test the boat’s downwind sailing potential“, said Olivier. “We had strong competition with Redman, and it was a lot of fun to get to know the boat more and see how hard we could push her.” Class40s have rounded bows (like Scows), and the design is built for pure speed. Antoine explains, “With all weight focused aft and an eight-degree mast rake, it looks like a windsurfer.” Boat speed is comparable to an IMOCA, Olivier adds. “We hit 27 knots during the Transat. Even on our trip to the starting line in Lanzarote, we saw 28-29 knots. Impressive! Our average speed over ten days was 14 knots. It feels effortless to sail this boat fast, nonstop. It’s a lot of fun!” Check out what the race was like onboard. 📹 Courtesy of Luke Berry.   Olivier and Antoine both credit the support they received from North Sails experts to get the new boat up to speed. Palanad 3 is equipped with a 3Di RAW 760 main, J1, and J2. In addition, they have an A2, A5, A6, and a FR0. North Sail expert Alan Pennaneach joined him for the 2020 Dhream Cup and was involved in every step, including onboard training, testing systems, and fine-tuning sails and trim. “We’ve been delighted with our experience and our partnership throughout our program development,” Antoine said. “The feedback is helpful and constructive, the customer service is great, and the sails have not disappointed. It’s been a very positive experience.” Laurent Tilleau, who recently retired, was also a significant part of the Magre’s North Sails experience as they raced together for several years on previous boats. “The feedback is helpful and constructive, the customer service is great, and the sails have not disappointed. It’s been a very positive experience.” Olivier’s son Antoine first sailed with 3Di in 2013, and he was impressed, so a new suit of sails from North for the new boat was a must. “The stiffness provides a better feel on the helm, and of course, more durability over time. Our first suit of 3Di lasted 3-4 seasons, and we pushed them hard. With a proper service plan in the off-season, too, our sails were in perfect condition every time we needed them.” 3Di is also lighter and easier to handle than traditional sail materials, both on and off the boat. The weight difference was even more apparent when helping another Class40 with their sails. “We were shocked about how light ours were, after picking theirs up.” 📸 Pierre Bouras Both father and son enjoy the Class40’s camaraderie. “Before events and after training sessions, we discuss sail selection and design, sail shapes, rig setups– there is a ton of exchange and collaboration, which is why the Class40 is such a great class to be part of.” Palanad 3 had three crew members on board for the RORC Transatlantic. After the first six hours, they took watches of two hours on, two hours off. For sail transitions or maneuvers, it was all hands on deck. “The Class40 is built for racing,” said Olivier. “The boat designer didn’t care about comfort, so cooking is still a work in progress for us.” With a jet boil for hot water and no water maker, the only hot meal options were freeze-dried or boil-in-the-bag food. “We definitely don’t go sailing for the food,” said Olivier, “but we also enjoyed cold salads with rice and tuna, especially good in the warm weather.” He said there were two critical things to Palanad‘s Transat victory: the start and avoiding the wind shadows under the Canary Islands, and avoiding sargassum seaweed whenever possible. The tradewinds were stronger farther south, but that’s where the seaweed patches were much thicker, so they planned out their route carefully. “Every 20 minutes, we had to do a weed check,” said Olivier. “The best method we found was to broach the boat intentionally to knock it all off.” For future races, they plan to add a kelp cutter. All around, the team is composed of seasoned talent. “Everyone can do every job, and with the talent we had onboard, we were able to make all the right moves at the right time,” said Olivier. With over ten new boats launching this year, the Class40 will only get more competitive and more exciting for all involved. Olivier and his crew hope to get as much time in the boat as possible this year in preparation for the 2022 Route du Rhum. “We had planned to sail the Caribbean 600, but it was canceled,” Antoine explained. “So Palanad 3 is now headed back to Europe.” The team will start training for the Normandy Channel Race in April, followed by scheduled racing, the Rolex Fastnet in August, and then potentially the Transat Jacques Vabre. “The end goal is the Route du Rhum, and I am sure there will be plenty of smaller races in between to continue to improve on the boat,” said Antoine. “We’ll work hard to keep our training going whether events still go on as planned or not. It’s all about sailing the boat fast–and we’ve got some pretty high expectations!” 📸 Antoine Dujoncquoy READ MORE

MC SCOW TRAINING WEEK + TRAIN WRECK REGATTA A Closer Look At The New 2021 MC Product Line The new 2021 designs for the MC Scow North Sails MC Scow class leader Allan Terhune was joined by North’s top sail analyst Eric Doyle, aka ‘the man who is obsessed with making fast sails faster’ for a solid week of MC Scow training on Lake Eustis in Florida. Thank you to Lake Eustis Yacht Club and Commodore Dave Moring, who welcomed the duo and provided support as well as the perfect facility for sail testing. The MC Masters champions Matt Fisher and Lisa Fisher, as well as Sean Bradley, Ken Felis, Al Haeger, and Chris Kubickek and others also joined in the fun, making it a successful week of test trials for North MC Scow sail designs. The main goals for the week were to test the new 2021 MC Scow product line, including the brand new “M” design – the Magnum, and warm up for the upcoming regatta with all minds open to continue to learn as much as possible about sailing the boat. While Allan was sailing, Eric was busy observing all the action from the powerboat and together they made important conclusions about fine tuning the sails. For instance, In light air the main must be trimmed hard enough to bend the mast, but not too hard because it closes the leech and will stall. “This is a very tricky balance between luff curve and broad seam in order to go through the entire wind range with very few controls and adjustments,” said Eric. “It’s important to understand the level of details involved that affect sail design, and how crucial it is that the sail is fast in all conditions.” Allan had excellent race finishes, with a 3rd, 2nd, and 1st at the regatta, proving that the work done during the week of training paid off. “This is my second MC event,” said Allan. “I learned a lot about the sails and the boat this past week at Lake Eustis, including rake measurements, board angles, and shroud tension. I am excited to share what I learned with the gang.” MC Virtual Happy Hour Allan and Eric hosted MC sailors on Friday, February 5th, for an informal virtual debrief about what they learned this past week in Florida. WATCH Allan Terhune sail testing the new MC Magnum mainsail. Sail testing the ZMax and the new MC Magnum. Lake Eustis, FL. READ MORE

#NSVICTORYLIST: LUNA ROSSA WIN THE PRADA CUP SEMI-FINALS The Italians sweep the series and secure their spot in the Finals COR36 / Studio Borlenghi The drum-roll for the semi-finals of the PRADA Cup began about three days out with two big questions: had Luna Rossa PRADA Pirelli found new speed and restored its mojo after its consistent losses against INEOS TEAM UK? And would the other boat even show up after its frantic repair work? Race 1 and 2 opened the semi-finals on Friday, 29 January: Luna Rossa PRADA Pirelli vs American Magic. Luna Rossa was almost certainly the stronger team, but the semi-finals would see the first elimination and there was no room for complacency. Jimmy Spithill admitted this did put pressure on the team – but in a good way. America’s Cup wannabes veterans eat pressure for breakfast; this is not a game for the faint of heart. Over the weekend, the weather conditions were potentially boat-breaking: a choppy sea and puffs that sailors call bullets – sudden bursts of high-speed winds firing off the land. They can strike an AC75 at its most vulnerable when it is executing a bear-away from the top gate. It’s like watching a scary movie: you simply can not look away. Luna Rossa PRADA Pirelli’s Francesco Bruni would never admit to being scared, but he later said that in such difficult conditions it is important to pre-plan the day. “There is no time to make last-minute calls,” he said, “and if you do make one, you are doing something you shouldn’t.” COR 36 / Studio Borlenghi It was exactly the racing experience the Italians needed to up their game before the finals. Luna Rossa sailed into the start box floating like a butterfly, and ready to sting like a bee. They dominated the start and led to the finish. Then they did the same again in the second race. They also displayed subtle changes in strategies. Like speed, for example. For 170 years, the experts have said that the fastest boat wins the America’s Cup, but when boat speed is red-lining at 53 knots, the ability to slow down on demand can be an advantage. Thus proving that sailing a clean race is equally important. “We’re not worried about reaching the maximum speed,” Bruni said, “and when you bear-away at the top mark you probably don’t want to be doing maximum speed.” That’s a good trick, because 53 knots at the wrong time can take an AC75 deep into the danger zone. Races 3 and 4 on Saturday, 30 January were a whole new day: sunny with an even north-easterly breeze that would provide few passing lanes on the course. Luna Rossa PRADA Pirelli was almost certain to add two more to the scoreboard. They controlled both races from the get-go, sailed faster upwind, and pointed higher. The Americans suffered major issues with controlling their foil boards. Which ultimately extended the Luna Rossa lead. Max Sirena, Luna Rossa’s skipper, and team director said he was very happy with the performance of Luna Rossa and the on-board communication. “Both have been improving a lot,” he said, “so heads down and concentration up.” With the semi-finals complete, the America’s Cup bus is boarding the last few passengers, Luna Rossa has shown off its overall improved performance and is looking cool under pressure – except it wasn’t under the pressure it can expect from Ineos Team UK. Jimmy Spithill was asked what he saw as the key challenge in facing the British team when the Prada Cup finals begin on 13 February. The reply was a classic Spithill one-liner: “Cross the finish line in front of them.” COR 36 / Studio Borlenghi READ MORE

YOUR NORTH SAILS TEAM IS LIVE! Upcoming Expert Webinar Schedule Catch your local teams live with our upcoming interactive webinar schedule. North Sails Class Experts from around the world have joined forces to bring you the best tips and techniques that will help you get the results you are looking for. When you sign up for the webinar of interest, you will be sent the link to access the live presentation so you can view at any location you are in the world, from the comfort of your home. Grab a seat, a drink, and kick back with our full-on educational webinar schedule, open to all. *All webinars are recorded and will be published on our YouTube channel. Did you miss one? View all of our webinars and rewatch or rewind at your own convenience. Watch Past Webinars Upcoming Webinar Schedule: 🌐 LET’S TALK J/70 MIDWINTERS Get ready for the 2021 Midwinters in Tampa, hosted by Davis Island Yacht Club. Join North the Sails Experts Allan Terhune and Zeke Horowitz and Sail designer Mike Marshall for a full session of tips, tuning, and sail trim information. Tuesday, November 16th at 8:00 pm EST Register Here 🌐 LET’S TALK NEWPORT BERMUDA RACE – WEATHER & NAVIGATION North Sails is back the Official Performance Partner to the 2022 Newport Bermuda Race. Three editions in the running, we’ll once again be running our enormously informative and popular Performance Seminars, focused on weather, navigation, sail selection, and performance optimization. Raise your Newport-Bermuda weather IQ with Chris Bedford and Peter Isler, founders of Marine Weather University. Thursday, November 18th at 7:30 pm EST Register Here 🌐 LET’S TALK NEWPORT BERMUDA RACE – SAIL INVENTORY OPTIMIZATION North Sails is back the Official Performance Partner to the 2022 Newport Bermuda Race. Three editions in the running, we’ll once again be running our enormously informative and popular Performance Seminars, focused on weather, navigation, sail selection, and performance optimization. From race-record-breaking skippers to multi-edition veterans, the North Sails team’s collective experience and expertise are proven to deliver results. Thursday, December 9th at 7:30 pm EST Register Here READ MORE

Ponovno je dozvoljeno jedriti! Hrvatski olimpijski odbor je izdao službeno priopćenje na osnovu odluke Vlade od prije dva dana: Zagreb, 28. siječnja 2021. - Na sjednici u četvrtak Hrvatska vlada je odlučila da se, u sklopu popuštanja epidemioloških mjera, uvedenih protiv širenja pandemije Covid-19, od 1. veljače 2021. godine dopuste treninzi sportaša i rekreativaca na otvorenom prostoru. - Zbog pozitivnih trendova odlučili smo se za popuštanja koja nisu velika, ali su značajna za dio populacije. Fokusiramo se na djecu i odlučili smo se za povratak u školu svih učenika osnovnih škola - pojasnio je dopredsjednik Vlade i ministar unutarnjih poslova Davor Božinović. Mogućnosti za bavljenje sportom proširuju se i na korištenje bazena i balona za pojedinačne beskontaktne sportove, jer se u tim sredinama virus sporije širi zbog klora i prozračnosti. - Popuštanje se ne odnosi na korištenje zajedničkih prostorija, kao što su tuševi i svlačionice. Još uvijek nije trenutak za otvaranje sportskih dvorana - istaknuo je Božinović, uz napomenu da će nove mjere vrijediti od 1. do 15. veljače, a nakon tog razdoblja uslijedit će njihovo novo revidiranje. (izvor: vlada.gov.hr/vk) READ MORE

WHAT A WEEK FOR SAILING! The Vendée Globe and the America’s Cup has kept us glued to our screens and caused a lot of late nights Do we all agree it’s been a great week for sailing? Like you, many of us within the North Sails family were glued to our screens and had a few late nights, fueled by the Vendée Globe’s excitement, quickly followed by the start of The PRADA Cup Semi-Finals in Auckland. VENDEE GLOBE LIVE BLOG PRADA CUP LIVE BLOG Let’s start with the Vendée Globe – the closest finish for this incredible around the world race ever. Nine IMOCAs crossed the line within 30 hours, and all nine of those skippers chose North Sails to power their engine above deck. Beyond, 22 skippers who started the 9th edition of the Vendée Globe had North Sails onboard during their solo, non-stop, and without assistance adventure. The 2020-21 Vendée Globe is the closest finish for this incredible around the world race ever. Nine IMOCAs crossed the line within 30 hours, and all nine of those skippers chose North Sails to power their engine above deck. For 80 days, the Vendée Globe left us on the edge of our seats, and the race finish was no exception. To start, this race unofficially has multiple winners, Apivia’s Charlie Dalin took line honors, while Maitre COQ’s Yannick Bestaven was crowned the overall race winner, after a 10-hour, 15-minute time credit for his support in Kévin Escoffier’s rescue. Boris Herrmann, who was in the leading pack of three, collided with a fishing boat 90 miles off from the finish. Herrmann limped into Les Sables-d’Olonne line with a badly bruised boat, ultimately claiming 5th overall. Herrmann is the first German sailor to partake in this iconic race. With the French sailors filling the majority of the roster, Giancarlo Pedote (8th overall) claimed the highest finish position of any Italian to have entered the Vendeé Globe. And then there was race veteran and fan-favorite Jean le Cam. Le Cam secured fourth place on the leaderboard after receiving a time compensation of 16 hours and 15 minutes for his assistance to Kévin Escoffier. He won the hearts of fans worldwide for his bold recovery mission of Escoffier from his life raft on December 1st. In a race where emotions ran high, Escoffier was at the finish line to welcome Le Cam into Les Sables-d’Olonne. Les Sables-d’Olonne is continuing to welcome the 2020-21 fleet back home. We’ll be keeping tabs and sharing more updates as they become available. Yvan Zedda / Alea / #VG2020 We also have the America’s Cup! From near sinkings to do-or-die racing (on 75ft foiling monohulls nonetheless), the 36th America’s Cup literally has it all. As we write this update Luna Rossa PRADA Pirelli sit two points ahead of American Magic after Day One of the PRADA Cup Semi-Finals. The team to claim four points first secures their ticket to the Finals against INOES Team UK. Day 2 begins at 1500 NZL time today. Can Luna Rossa wrap this up on Day 2 or will racing continue through the weekend. For now, we’re on standby. 📸 COR36 / Studio Borlenghi READ MORE

NORTH SAILS SCHWEIZ Infos über Bootsmessen + Covid 19 Auch wenn die Messen SuisseNautic und boot 2021 nicht stattfinden, können Sie bei uns trotzdem vom 8. - 12. Februar 2021 von einem virtuellen Messerabatt profitieren! Rufen Sie uns an oder vereinbaren Sie mit uns einen Video-Anruf, damit Sie bereits im Frühling mit neuen Segeln in die Saison starten können. Termin für Video-Call Aktuelle Corona Situation: Wir versuchen, uns an die Angaben des Bundes zu halten und verzichten daher wenn möglich auf persönliche Kontakte. Trotzdem können Sie uns natürlich für Servicearbeiten, neue Segel oder andere Anliegen jederzeit telefonisch (+41 71 680 00 80) oder per E-Mail kontaktieren. Segellieferungen finden ab Ende Februar wieder statt (Stand heute). READ MORE

Understanding these two sail types can help you figure out which will be best for your boat. 📸. Lissa Photography Like the Spork (a combination of spoon and fork), the name gennaker came from combining two very different sail types into one: a genoa and a spinnaker. Unlike the spork, gennakers are an entirely new sail type that demonstrate the sailing industry’s leading edge. What exactly is a gennaker? In short, a gennaker has a genoa’s form (asymmetric, head and tack pinned, sheets tied to the clew) with the wide girth of a spinnaker. The gennaker is an all-purpose downwind sail, while spinnakers are built for specific downwind apparent wind angles. Because designs are changing so quickly, the term gennaker can seem complicated. First, let’s make sure we understand the two original sail types: the spinnaker and the genoa. What is a Spinnaker? A popular online dictionary defines spinnaker as: “a large three-cornered sail, typically bulging when full, set forward of the mainsail of a yacht when running before the wind.” When spinnakers were all symmetric, that dictionary definition would’ve been fine. Today, things are a bit more complicated. Symmetric Spinnakers and Asymmetric Spinnakers We now describe the spinnakers in the picture below as symmetric spinnakers. Divide one in half vertically, and the two sides are mirror images. The windward corner is held out with a pole attached to the windward side of the mast, and to change course (or jibe), that pole is switched to the opposite corner. Unlike a headsail, there is no defined tack or clew; both are clews, until the pole is attached and that corner becomes the tack. (Told you it was complicated.) Fleet of symmetric spinnakers. 12 Metre Worlds 2019, Newport, RI 📸. Ian Roman Symmetric spinnakers remain a viable sail type for downwind sailing on boats equipped with spinnaker poles and the necessary running rigging. They fly well when sailing “deep,” with the spinnaker pole squared well aft – or as the dictionary says, “when running before the wind.” Over the past few decades, another spinnaker type has become increasingly popular – the asymmetric spinnaker or “A-sail.” An asymmetric spinnaker has three distinct corners: the head (attached to the halyard and hoisted all the way up the mast); the tack (attached by a short adjustable tackline to the bow/bowsprit); the clew (attached to the two sheets that run down each side of the boat). Hmm, that sounds a lot more like a jib or genoa… Asymmetric spinnakers are popular on boats that have permanent bowsprits or retractable poles. They are also used by cruising sailors because they are easier to handle than symmetric spinnakers. While symmetric spinnakers and asymmetric spinnakers look different, they are both spinnakers under the measurement guidelines of most racing rules. We won’t go into the specifics of sail measurement protocols here, but the purpose is to see that spinnakers carry substantial girth (width) and are therefore useful when reaching/running. A wide, curvy, sail like this simply won’t fly upwind. Asymmetric spinnakers on Melges 32’s. 📸. Zerogradinord / Melges 32 Class Association What is a Genoa? If you google ‘Genoa’, this is what you will probably find: “a large jib or foresail whose foot extends aft of the mast, used especially on racing yachts.” All jibs and genoas are asymmetric; divide one in half vertically, and the two resulting pieces are hardly mirror images. Here again, the racing rule measurement guidelines help further define the standard form of a jib or genoa: Triangular, with not nearly as much girth as a spinnaker, with only one corner (the clew) allowed to roam freely (with sheets attached to keep it under control). Genoa headsail. 📸. Paul Wyeth What is a Gennaker? One day several years ago, someone thought: “maybe we should take a genoa’s form (asymmetric dimensions, head and tack pinned down, a couple of sheets tied to the clew) and give it more girth, like a spinnaker. That’s just crazy enough to work! But what to call this genoa/spinnaker?” And so was born the gennaker. A gennaker won’t fly upwind like a genoa. And it’s not as efficient as a spinnaker built for specific downwind apparent wind angles. But a gennaker fits the bill nicely as an all-purpose downwind sail for reaching/(almost) running. And because no spinnaker pole is needed, a gennaker is a lot easier to rig and fly than a symmetric spinnaker. A gennaker has the asymmetric form of a genoa with the girth (width) of a spinnaker. Is a Gennaker for Cruising or Racing? Is a gennaker a cruising sail or a racing sail? Yes. Depending. Many racing rules require a specific minimum girth measurement for a spinnaker and a maximum girth measurement to qualify as a legal headsail – leaving a no-go-zone in between. As it happens, this “illegal” sail size range for racing makes for a very manageable cruising gennaker. Recently, rating/handicap rules have begun erasing this gap zone – maybe you’ve heard the term “tweener” sail? If you have a gennaker, your sailmaker can help you determine whether it qualifies for the type of racing you want to do. Another reason the term gennaker is confusing is that its use has evolved differently around the world. Depending on your location, the name might refer to a cruising-oriented sail configuration. Or it could describe a very high tech, close-wind angle, grand prix level A-sail. If you need help, ask your local North expert to explain the usage. Developments in Gennaker Technology Gennaker development has been moving very rapidly in recent years for both cruising and racing. A great example is the North Sails Helix Furling Gennaker. For more information about the industry’s leading edge, please refer to Helix, Load-sharing, and Structured Luff. So much more than a spork, a gennaker is a great addition to your downwind sailing inventory—for racing or cruising. Helix Furling Gennaker North Sails is excited to introduce the Helix Furling Gennaker, a new sail type for the cruising community. The structured luff Helix Furling Gennaker eliminates the heavy cable needed for traditional furling and is the most reliable and easy to use top-down furling cruising sail in the world. Helix Structured Luff transforms how sails fly and is key to building a modern inventory. Our cruising sails with structured luff provide a more reliable furl than a sail weighed down with a heavy furling cable, are lighter and easier to handle, and have a wider range of wind angles. That cuts down down the number of sails you need onboard, as well as wear and tear, which make them the perfect downwind addition to your cruising wardrobe. With a range of materials to choose from, a Helix Furling Gennaker is customized to boat size and use: from family cruiser to superyacht. Once reserved for 3Di sails, Helix Structured Luff is available in a range of materials from woven polyester to 3Di. Where requested, an optional LightWeight UV Cover can be added to the Helix Furling Gennaker. For more information, contact your nearest North Sails expert. READ MORE

LIVE UPDATES: THE VENDÉE GLOBE FINISH Following the Fleet Home After 24,000 Miles Around the World The Vendée Globe 2020-21 fleet is arriving back to Les Sables-d’Olonne after completing their 24,000-mile circumnavigation. This solo, non-stop, and without assistance marathon is one of the most difficult sailing events. Reaching the finish line, regardless of position, is considered a remarkable accomplishment. 25 competitors will complete this 9th edition of the race. 8 skippers were forced to retire the race, including Kevin Escoffier who was plucked from his safety raft by fellow competitor Jean Le Cam after his boat folded in half. North Sails is proud to power the engine above deck for 22 IMOCAs participating in the 2020-21 race. Join us on this page as we follow the finish and welcome the skippers back into port. Race Tracker February 3, 2021 5:10pm GMT She did it! After 87 days, 2 hours, 24 minutes, and 25 seconds, young skipper Clarisse Cremér on Banque Populaire X is the first woman to cross the line in the Vendeé Globe 2020-21. Cremér is 12th overall, and has broken the previous female record set by Ellen MacArthur 20 years ago, which was 94 days and 4 hours. With a reliable and fast boat, Cremér preserved her IMOCA throughout the 87 days and was very focused on every detail to keep things in control. It’s been exciting seeing her check-in throughout the adventure, showing her energy and determination while offshore. The team’s support for Clarisse in this race has been solid. Banque Populaire teammate and mentor Armel L’Cléach rode out to celebrate this young sailor’s fantastic accomplishment and welcome her home. 📸 Adrien Francois/Alea Cremér’s first IMOCA experience was doublehanded racing in the 2019 TJV with Armel L’Cléach. Her first solo race was in the 2020 Vendée Arctic, where she finished 12th. A 12th place finish in the Vendée Globe is the icing on the cake for Cremér, her team and her country as a highly motivated and driven female role model for women in sailing. As the Banque Populaire technical team jumped aboard to congratulate her, emotions were high. She gave up control of the boat for the first time in almost three months, and took a few moments to celebrate her accomplishment free of any more responsibilities. It was clear the team made a great choice in Cremér for the 9th edition. Her boat was set up perfectly to allow her to accomplish her goals, push the limits and show just how much hard work she’s willing to put in to everything she does. She’s already talking about coming back for another Vendée Globe. We will be here too, cheering her on every step of the way. Brava Clarisse! 📸 Olivier Blanchet/Alea February 2, 2021, 3:00pm GMT It’s not over yet… Benjamin Dutreaux on OMIA – WATER FAMILY*, Maxime Sorel on V and B-MAYENNE, and Armel Tripon on L’Occitane en Provence have now reached the finish in 9th, 10th, and 11th place in what were the most challenging conditions in the final approach into Les Sables-d’Olonne. Benjamin Dutreaux, race rookie, arrived at the game late but has successfully crossed the line 9th in his first non-stop, unassisted round the world adventure. Congratulations Ben! Before the start of the 9th edition, Armel Tripon was already a familiar face in ocean racing. Over the course of his 84 days at sea he shared the importance of experience and determination, and the value of resilience. all of his offshore accomplishments, Tripon has risen above the hard moments;taking every moment in so he can be better next time. He iss the perfect example of a sailor with an immense passion for the sport that puts his heart and emotions into every maneuver and every decision. For another first timer in the Vendée Globe, we are very proud! Tripon commented, “I am lucky to have been able to race, to do what is my job. Every day I thanked my partner for allowing me to live this dream. I didn’t want to spoil it. I had an exceptional boat which was very well prepared. I got to know it well so I could push her harder and harder. It was a big chase to get back to boats as we went along. It was motivating. I really enjoyed playing with the weather systems and finding lines. Every day is to be celebrated on the Vendée Globe” 📸 Olivier Blanchet/Alea All eyes to the finish now to prepare for the 12th place finisher and first female to arrive; Clarisse Cremér on Banque Populaire X. At 31 years old, Clarisse is the youngest skipper to finish this edition race, and is currently chasing a chance to break Ellen MacArthur’s 20-year old race record for women finishing in less than 94 days and 4 hours. A non foiler and first timer, she’s no doubt won the hearts of female sailors worldwide and to see her complete the race, let alone finish in the top half is truly remarkable and an inspiration to all. She commented, “Boris’ story gave me a shock. I will have to be on the lookout until the finish, I have crossed the lanes and they were busy and I just had to slow down at one point to let a cargo ship pass. I can see them on the AIS so it is OK just now. It will not be easy to slow down in 30 knots of wind so I think I will be under 3 mainsail reefs only and I will try to accelerate to aim for a finish tomorrow afternoon. It’s not easy to predict an exact finish time, it’s a new exercise!” 📸 Clarisse Cremer / Banque Populaire X Meanwhile, Jeremie Beyou on Charal is battling the conditions near the Azores, in 35 knots and gusts ranging from 45-50 knots. The conditions are exhausting and it doesn’t look like it will improve the closer he gets into range of the finish. Romain Attanasio on PURE Best Western is also in the same boat just a tad further North, wondering if the weather will let up, exhausted, and pushing on. Spirits are high and adrenaline is pumping as the next three boats get closer to the finish port. We are keeping an eye on the race tracker and wishing all skippers the very best of luck and safety as they press on into the final sprint of the race. To be continued… January 28, 2021, 1:05am GMT Yes He Did! Jean Le Cam has crossed the Vendée Globe finish line. Le Cam secured fourth place on the leaderboard after receiving his time compensation of 16 hours and 15 minutes for his assistance to Kévin Escoffier. Jean has been part of the race since the 2004-05 edition and is known for his camaraderie, excellent navigation skills, sincerity, and passion for the sport of sailing. Le Cam won the hearts of fans around the world in his valiant recovery mission of Escoffier from his life raft on December 1st. In a twist of fate, Escoffier abandoned PRB the same IMOCA which Le Cam boarded in 2008 after his keel snapped off and his boat capsized off Cape Horn. Apart from finishing the race and placing in the top five overall, Jean le Cam has shown true sportsmanship as a Vendée Globe race veteran, and is also a role model and mentor for many new to the race. 📸 Yvan Zedda / Alea / #VG2020 With Le Cam’s finish, we have a standing shuffle, bumping Boris Herrmann, Thomas Ruyant, Damien Seguin and Giancarlo Pedote to fifth, sixth, seventh, and eighth respectively. Pedote’s first race participation is significant, and his consistency and determination has allowed him to accomplish what no other Italian has before, setting a personal record not only for himself but for his country. Pedote commented; “I managed to complete my round the world and race at the same time with rather reduced means and a small team that did not have the experience of a Vendée Globe. It is a satisfaction for me.” The top 10 will be rounded out by Benjamin Dutreux (Omîa – Water Family) and Maxime Sorel (V & B-Mayyene) who are expected to finish this evening local time. January 28, 2021, 4:30 GMT Bestaven and Dalin Share Vendee Globe Honors Since November 8, the 2020-21 Vendée Globe has left us on the edge of our seats, and now three months later, we’re watching eagerly as the finishers have been trickling in. From sinkings to accidents, this Vendée Globe has been truly special. Now, with the “famous five” lead pack ending their around the world journey all within 24 hours of each other, this Vendée Globe finish is officially the closest in the history of the race. Here’s a quick recap of the past 24 hours: Charlie Dalin’s Apivia claimed line honors, completing his circumnavigation in 80 days, 6 hours, 15 minutes, and 47 seconds. A Vendée rookie, he remained in the lead for the majority of the race and overcame what could have been race-ending foil damage early on in the Southern Indian Ocean. Coming into the finish, Dalin crossed the line at full speed hoping to put as much time between him and the rest of the pack who all finished just a few hours after him in what now is the closest Vendée Globe finish since the race’s start in 1989. Yannick Bestaven of Maitre COQ crossed the line 7 hours, 43 minutes, 59 seconds after Dalin. He benefits from a 10 hour and 15 second time credit for his support in Kévin Escoffier’s dramatic rescue, as a result, he is named the overall winner of the Vendée Globe 2020-21. Bestaven is one of two skippers that led the fleet for the longest time: 26 days. When he crossed the finish line, the spectators were shouting from their balconies to celebrate his finish and pay tribute to his amazing accomplishment as the corrected time overall Vendée Globe trophy winner. Yannick commented upon finishing; “I feel like I’m living a dream, hallucinating. You go from total solitude to this, to this party, to these lights, these people who are there despite the complicated context, I don’t realise what’s going on. I’m still in my race. It’s a child’s dream.I always believed I could do it, but in what position? I thought I would win at Cape Horn, but then I thought that if I finished 25th, then that would be good enough. We prepared a lot for this Vendée Globe, I knew I had a reliable boat and I was able to pull it off. This result is beyond my expectations. I imagined living many things, I have lived many others. After having fought as I have fought, bringing a victory to Maître CoQ IV is a dream!” Louis Burton crossed the line second, 4 hours, 9 minutes, and 25 seconds after Dalin, and has solidified third place overall on the scoreboard. Sailing around the world at an average speed of 12.6 knots, this race was a great achievement for the seasoned sailor who’s completed eight transat’s and two around the world solo trips. With this Vendée Globe finish, Burton improved his personal record by four places after coming in 7th in the 2016-17 edition. Boris Herrmann, who had a 6-hour time credit was in prime positioning for the top spot, when he collided with a fishing boat 90 miles from the finish line. Fortunately, Herrmann was not hurt in the collision, however he did suffer boat damage which forced Sea Explorer to limp to the finish line, arriving home on the morning of January 28. He currently sits in 4th place and must wait for the arrival of Jean Le Cam to determine his final position on the scoreboard. Thomas Ruyant on Linked Out rounded out the “famous five” and arrived after 80 days, 15 hours, and 22 minutes covering 24,365.74 miles at an average speed of 12.59. One of the race favorites of the 9th edition, Ruyant was in the lead pack for a good portion of the race. Despite foil damage, he pushed forward to finish the race– only highlighting his determination to not let anything prevent him accomplishing his finish line goal. In the early hours of the 28th, in tough sailing conditions and surrounded by darkness, he hedged across the line. Four years ago, Ruyant was unfortunately forced to retire from the race. This time, Ruyant successfully completed his world tour with a smile on his face so large that it spoke to his ambition and mental strengths to persevere despite the challenges. Following Ruyant, Damien Seguin on Groupe Apicil and Giancarlo Pedote on Prysmian Group. Groupe Apicil came in hot to the finish at 20 knots as the first non-foiler to finish the race, which is one of his many stand-out accomplishments in this 9th world tour. With still uncertainty for time owed to Le Cam, He and Seguin now wait patiently for their comrade to cross the line to determine their final positions. To be continued… January 28, 2021, 1:30 GMT Burton Reached Les Sables-d Olonne Bureau Valleé 2, skippered by Louis Burton, is second to reach the Vendée Globe finish line. Burton completed his circumnavigation in 80 days, 10 hours, 25 minutes, and 12 seconds. The 2020-21 race is his third Vendée Globe, most recently having placed 7th in the 2016-17 edition of the race, a remarkable position considering his former boat was deemed one of the heaviest in the fleet. In his latest adventure, Burton acquired Banque Populaire VII, the foiling IMOCA, which carried Armel Le Cléac’h to a record-breaking race. Congratulations to Burton on his Vendée Globe success and we hope he gets some well deserved rest. Oliver Blanchet / Alea January 27, 2021, 21:00 GMT #NSVictory List: Bravo Charlie! Charlie Dalin flew across the finish at 20 knots to take line honors in the Vendee Globe 2020-21. Dalin arrived at Les Sables-d Olonne after 80 days and six hours, in a race that would not let up. A Vendee Globe rookie, he remained in the lead for the majority of the race and overcame what could have been race-ending foil damage early on. Coming into the finish, Dalin did not, and could not, take his foot off the gas though, as the top five competitors will arrive home mere hours after him, in what might be the closest Vendee Globe finish ever. To add complexity to this edition, Dalin will remain on standby until the overall winner is declared; both Boris Herrmann and Yannick Bestaven have a time correction after being rerouted to support Kevin Escoffier. Herrmann was awarded a total of six hours for offering assistance and Bestaven ten hours, fifteen minutes. Olivier Blanchet/Alea The around the world race is a solo, non-stop, and without assistance, marathon covering over 20,000 nm, and is one of the most difficult sailing events in the sport. Reaching the finish line, regardless of position, is considered a remarkable accomplishment, and often the sailors who finish last are the sailors who’ve won our hearts. Over the next week, 25 competitors will finish the 9th edition of the race. Eight skippers were forced to retire, including Kevin Escoffier who was rescued from his life raft by fellow competitor Jean Le Cam. Escoffier’s boat folded in half in large seas shortly before the Cape of Good Hope in the South Atlantic Ocean. Le Cam was given 16 hours and 55 minutes for his assistance. North Sails is proud to supply 3Di and Helix Structured Luff sails to power the engine above deck for 22 IMOCAs participating in the 2020-21 race. Join us on this page as we follow the finish and welcome the skippers back into port. January 27, 2021, 19:00 GMT Watch the Finish Live January 26, 2021, 18:30 GMT An Ultra Competitive Fight to the Finish With the leading pack showing a tight gap, the suspense will be high until the end. This single-handed round-the-world race could even end in a sprint; never seen before in the history of the Vendée Globe. The designers of North Sails France take stock of this exciting 9th edition full of twists and turns. What do you think of this edition? What surprised you the most in this first part of the race? It’s an incredible edition. This Vendée Globe is very competitive, and things are happening every day! We followed it closely, and we continue until the end! We can’t wait to see them arrive. In this first part of the race, like many people, we were surprised by the bad conditions the fleet encountered and the number of technical problems with hooks, rudder, foils, sails, structure, pilot, etc. We were also impressed by the poor delta performance for the foilers against Jean le Cam’s boat (Yes We Cam!) and Benjamin Dutreux’s boat (Omia – Water Family). The weather surely contributed to the fact that the foilers did not dig an incredible gap with the non-foiling boats. And of course, the rescue of Kevin Escoffier (PRB) by Jean Le Cam is particularly noteworthy. Frankly, it reminds us of the Vendée Globe of our youth! The new foilers are put to the test in this Vendée. Is it linked to the weather that varies from one edition to the next? Is it a question of luck to pass a front without problems and without a UFO? Or is it because of the new materials that we always want thinner and lighter? The skipper can deal with a front, it depends on his strategy. Then there are the damages due to design problems that are part of the evolution of these boats. As for hitting a UFO, all the boats are equal. It is a strong random part of this competition which is not predictable for the moment. Probably the latest generation of foilers rake wider and statistically, they are more likely to encounter a UFO. The IMOCA class is working on a sonar sys READ MORE

MELGES 15 WINTER SERIES DEBRIEF North Sails Expert Mike Stark Shares His Take on the Inaugural Midwinter Regatta You stated before you left, this was a new boat/class. What did you think? The boat is awesome. We had to finish putting it all together since it has never been rigged before and the entire process was very simple. The boat was well thought out. After we put it together we contemplated on going out for a quick practice as the wind was in the mid 20's with gusts to 30. We decided to go out real quick just to get back in a boat and make sure all the rigging/new boat kinks were worked out. It was unbelievable how stable and fast these boats are. Even in the high winds, we never felt like we were in "survival mode." Before you left your goal was Top Five. How did you do? We did it! We got off to a shaky start in the first race but ended up figuring out a few things pretty quick which allowed us to have consistent finishes in the top 6 and keep it mixed up with the very talented sailors at the top. We ended up tying for 4th (losing the tie breaker), and won the Masters division (a touchy subject with my skipper). What were the weather conditions like? Cold! The day after we arrived a cold front came through. Although it brought the wind up, it certainly brought the temperatures down. Saturday was cloudy with a high of 61 degrees and wind ranging from 13-18mph with gusts just above 20. Sunday, the air was 47 degrees when we splashed. The first race was a bit breezy around 10-12 mph. The sun came out for the second race killing the wind allowing for only 3 boats to finish. This was your first one design regatta since COVID, what was it like? It was very different, especially with this being a new class and not knowing many competitors. There was a limit to 25 boats for the regatta, we had to get our temperatures taken and answer questions every day on arrival, masks had to be worn at all times on the property, and the normal end of day meal/talking around the keg was certainly missed. There are two more regattas remaining in the winter series. Do you plan on competing in them? If so, does your goal change? George and I have certainly talked about it, and we would LOVE to. There may be a couple issues we each have making it to the February dates, but definitely look forward to making the trip in March. I don't think our overall goal will change. I think top 5 is certainly a great goal for the competitors in our class and the time we're going to be able to get in the boat until then (none). But I do think we add to it, maybe a goal will be to win a race, or all races in the top 5, things like that. What are your final thoughts on the class? I cannot say enough good things about the Boat and the class. The boat manufacturer was on sight ready and willing to help at a moment's notice. It was very easy to tow, rig, de-rig, and sail. The boat is extremely fast, stable, and set up in a simple way so the amount of lines is very minimal. The class was a perfect mixture of age ranges, with a ton of family oriented teams. The talent level ranged from All American college sailors and multiple national champions, to junior sailors with only a few years of experience. The one common theme I noticed was everybody having fun and huge smiles (especially while planning downwind.) READ MORE

AN ULTRA-COMPETITIVE VENDÉE GLOBE The 9th Edition of the Vendée Is Coming to a Close 📸 Jean-Marie Liot/Alea The first competitors of the Vendée Globe are expected on the morning of Wednesday, January 27 (local time) in Les Sables-d’Olonne after more than 11 weeks at sea and 24,000 miles covered around the globe. The designers of North Sails France take stock of this exciting 9th edition full of twists and turns. With the leading pack showing a tight gap, the suspense will be high until the end. This single-handed round-the-world race could even end in a sprint; never seen before in the history of the Vendée Globe. What do you think of this edition? What surprised you the most in this first part of the race? It’s an incredible edition. This Vendée Globe is very competitive, and things are happening every day! We followed it closely, and we continue until the end! We can’t wait to see them arrive. In this first part of the race, like many people, we were surprised by the bad conditions the fleet encountered and the number of technical problems with hooks, rudder, foils, sails, structure, pilot, etc. We were also impressed by the poor delta performance for the foilers against Jean le Cam’s boat (Yes We Cam!) and Benjamin Dutreux’s boat (Omia – Water Family). The weather surely contributed to the fact that the foilers did not dig an incredible gap with the non-foiling boats. And of course, the rescue of Kevin Escoffier (PRB) by Jean Le Cam is particularly noteworthy. Frankly, it reminds us of the Vendée Globe of our youth! What is your analysis in the second part of the race? Nothing can be taken for granted! The weather allowed for some regroupings and some changes in the rankings. Each sailor’s way of sailing is revealed even more. Some attack hard, others control. Otherwise, the boats are no longer 100% as they were in the first part. The speed polarities of each one are thus completely revised, it is all the more difficult to analyze. It is then difficult to really know what the full potential of the sailor/boat pair is between technical problems and fatigue. 📸 Maître CoQ / Jérémie Beyou What do you think of these high-profile skippers forced to give up so abruptly? Unfortunately, it’s part of the Vendée Globe rule. It remains a mechanical sport. We are sad for them and for their team. We hope they will come back for the next edition! It would be a record edition considering the percentage of boats still on the water (76 percent), how do you explain it? Frankly, it’s paradoxical, because there were few of them that had to abandon and yet it seems that the conditions have been particularly tough. Let’s wait for the finish to affirm this percentage, the race is not over. Having said that, the weather has surely pushed the skippers to be more cautious with their boats. 📸 Romain Attanasio / Pure – Best Western The new foilers are put to the test in this Vendée. Is it linked to the weather that varies from one edition to the next? Is it a question of luck to pass a front without problems and without a UFO? Or is it because of the new materials that we always want thinner and lighter? The skipper can deal with a front, it depends on his strategy. Then there are the damages due to design problems that are part of the evolution of these boats. As for hitting a UFO, all the boats are equal. It is a strong random part of this competition which is not predictable for the moment. Probably the latest generation of foilers rake wider and statistically they are more likely to encounter a UFO. The IMOCA class is working on a sonar system to avoid this. It’s still quite new, but it’s a step in the right direction. What about sails? Are they also being put to the test? Yes, with the higher accelerations, and even more so with the foilers. Not because the sailors pulled on them, but. maybe even the opposite because they sailed with less pressure to slow the boat down due to the sea state, and the movements of the sails were very dynamic. It is too early to draw conclusions.We will take stock with them and review with the teams once they’re back on land. 📸 Kojiro Shiraishi / DMG Mori What happened on Kojiro Shiraishi’s mainsail (DMG Mori) ? How did you assist the skipper to repair it remotely? How do you reinforce a sail? Kojiro had pilot’s issues that resulted in untimely and violent gybes that eventually damaged the mainsail. It ripped at batten #2. We helped the skipper to work out the best way to repair the sail. In this case, two pieces of the mainsail had to be spliced together by gluing them together and using part of the sail under reef # 1 as a replacement material. Do the skippers necessarily have a repair kit on board? Do they learn how to repair sails? Yes, the skippers have a repair kit (big or small depending on their choice) and know how to use it. 3Di is a is well adapted to repairs at sea. But the sailors are not specifically trained to repair sails, they are trained for many technical interventions in the boat which can be more complex especially in a confined and humid space. But this is a point that we have been thinking about a lot and are still working on with the aim of simplifying repairs. Of course, the best repair is the one that is not done. 📸 Armel Tripon / LOccitane en Provence What is the next step after the race regarding sails? Debriefing, meticulous verification of the set of sails, feedback from the skippers and a technical review with the teams to consider the next steps. For some, it has already partly started. Depending on the budget and the good state of sails, we will establish and work on the inventory for the Transat Jacques Vabre scheduled in October 2021. Have you analyzed the race by studying the next sail designs? If yes, how do you see the future sails for the Vendée Globe? No, it’s still too early even if we can think about some ideas. We don’t know much behind our screens. It seems more logical to wait for the debriefing with the skippers and keep the conclusions carefully to really move forward. The boats will evolve as well as the rules. As a Vendée Globe is unlike any other race, it will be imperative to come back to the debrief in three years’ time to arbitrate the developments that are made in transatlantic-type races. There is also clearly an ecological issue that cannot be ignored. It is up to us to find the solutions to respond to it as best and as quickly as possible. 📸 Pierre Bouras / TR Racing / DPPI How do you see the future generation of Vendée Globe boats? Foil or no foil? The next IMOCA boats will be foil boats, that’s for sure! They will be more reliable with fully enclosed cockpits that will allow these boats to be pushed even faster. The question of the target speed for which the general design must be optimized will therefore arise. Going at 30 knots in the bay is good, but we can see that on a Vendée Globe, the average speeds are much lower, and these are the ones that will have to be improved. What is your prediction? Difficult to say, because the gaps between the leaders are very tight and three boats will benefit from a bonus for rescuing Kevin. READ MORE

MELGES 15 WINTER SERIES PRE RACE SNAPSHOT Service Expert Mike Stark Shares Insight Into The New Class Chelsie Strong from the North Sails team in Detroit catches up with service expert Mike Stark as he headed into a new class and regatta with the Melges 15. In anticipation of the first Melges 15 regatta held in Sarasota, FL, I spent some time chatting with Mike Stark, a full time sail maker for North Sails Detroit, who competed in the first winter series regatta. We discussed his sailing background and I found out that he started sailing at a young age, 7, to be exact. Between sailing on his dad's various boats as a kid and learning to race in the Optimist Class at age 11, Mike became intrigued with the sport. He continues to expand his competitive scope to this day and is now comfortable sailing on big boats, in single-handed events, One Design and Handicapped races. His most recent racing experience being on the Tartan 10 I-Ball program where over the past 4 years they have improved steadily from not placing in the North Americans to placing 3rd in 2018 and 2nd in 2019. Mike is one the few people who can say his hobby has turned into a career. This is probably due to his skill on the water and as a service sail maker. I asked Mike if his knowledge as a sail maker translates into competitive sailing. He felt that anyone who wants to can become a great competitive sailor, but being able to think outside the box and having access to more resources is attributable to working as a sail maker. Mike accepted the invite to race in the Melges 15 regatta from his friend and fellow competitive sailor, George Sipel, in between servicing sails for North Sails Detroit. With the Melges 15 being a new boat, he went into the event with an open mind, but had heard the boat was supposed to be simple to operate and more comfortable to sail in. We talked about Mike’s personal goals, reasons for going and pre-race routine before he set off for the 17 hour drive from Detroit to Sarasota. With winter in full swing here in Michigan, who wouldn’t want the opportunity to compete in southern Florida right now? Although he wasn’t sure about the other competitors, he was aiming to finish top 5. In addition the timing was right with work and family life. Mikes pre-race routine includes checking the weather first thing, arriving early to prep the boat, good music to keep him focused and most importantly, Coffee. READ MORE

NORTH SAILS ADDS HELIX STRUCTURED LUFF TO CRUISING SAILS Introducing Easy To Use, Accessible Performance North Sails is excited to introduce the Helix Furling Gennaker, a new sail type for the cruising community. The structured luff Helix Furling Gennaker eliminates the heavy cable needed for traditional furling and is the most reliable and easy to use top-down furling cruising sail in the world. Helix Structured Luff transforms how sails fly and is key to building a modern inventory. Our cruising sails with structured luff provide a more reliable furl than a sail weighed down with a heavy furling cable, are lighter and easier to handle, and have a wider range of wind angles. That cuts down down the number of sails you need onboard, as well as wear and tear, which make them the perfect downwind addition to your cruising wardrobe. “By incorporating a Helix Structured Luff system into a G1-style sail, we have created an easy to fly, easy to furl, and easy to stow downwind sail uniquely engineered for cruising.” The Helix Furling Gennaker concept developed out of a 2019 design meeting, explains JB Braun, North Director of Design and Engineering. “Helix sails were delivering fast, reliable furling for racers. But non-racers typically don’t sail at the same aggressive angles, so they needed a downwind sail for deep angles without the complexity of massive, heavy, sails. By incorporating a Helix Structured Luff system into a G1-style sail, we have created an easy to fly, easy to furl, and easy to stow downwind sail uniquely engineered for cruising.” With a range of materials to choose from, a Helix Furling Gennaker is customized to boat size and use: from family cruiser to superyacht. Once reserved for 3Di sails, Helix Structured Luff is available in a range of materials from woven polyester to 3Di. Where requested, an optional LightWeight UV Cover can be added to the Helix Furling Gennaker. In 2016, North Sails doubled -down on cruising product development, and the results have been astounding. The world’s leading sailmaker has released three cruising-dedicated product offerings since 2017; 3Di NORDAC, 3Di OCEAN 370, and then a full revamp of the 3Di OCEAN product line up in early Spring 2020. The Helix Furling Gennaker is our latest significant example of a fast-tracked, adapted technology. Helix Structured Luff is a design philosophy that transfers the best of Grand Prix sail handling into a lighter, reliable, user-friendly cruising gennaker. The Helix Furling Gennaker is available for order now for spring delivery. To learn more, contact your local North Sails expert.   PRODUCT DETAILS REQUEST A QUOTE FIND AN EXPERT   READ MORE