NORTH SAILS BLOG

At North Sails, we are passionate about performance. For cruising sailors, this means a lot more than just speed. READ MORE

Cruising sailors demand durability. Yet, durability is not an easily quantified element of sail performance. Predicting durability is a tough challenge, because sails are subjected to so many different forms of use and conditions. READ MORE

UNLIMITED NEW ENGLAND RESOURCE Providing Our Expertise Since 1993 © Billy Black Since 1993, North Sails has had a core team of sailmakers and consultants who have helped New England sailors win numerous awards and regattas. Opened in February 1993, by Brad White and Jack Slattery, North Sails Salem was to service and provide sail expertise to the Mass Bay and extended area. The team of Jack and Brad, both graduates of Boston University, a powerhouse sailing team since the late 70's provided expert sail repair and new sail advice. Between them they boast All American status, a multitude of national, North American and World championships. Their diversified sailing experiences include One Design, Off shore and of course handicap race experience. Aside from working with local handicap racing fleets, Jack and Brad work on projects with Spirit of Tradition builds, and Mulithulls. Brad enjoys time cruising and racing his rebuilt Pearson 33-2 in local thirsty Thursday series. This past year, two new young additions were brought into the Salem loft. Alex Cook joined the Team from a competitor where he had worked in production and as manager of the service department. Alex is a graduate of Boston College where he was a NEISA 2nd Team nominee. He has won first place in his class in the Ted Hood Regatta, and races actively in Handicap and national team races, as a representative of the Eastern Yacht club. Stan Schreyer is another Boston University graduate, where he was also an All American, received the Intercollegiate Sportsman of the year award, and subsequently named coach of the year. Stan also lays claim as a champion of the Extreme Sailing Series. Currently he races actively on a foiling TF10 Trimaran, and works with a number of mulithull customers. He is also involved with the Atlantic Cup regatta which hosts One Design 40 class short handed racing along the Eastern seaboard. Stan is one of the leading coaches in the country for any type of racing.. Recently Jim Harrington was added to the staff as the expert for sail repair. Jim came to the Salem loft from the Rhode Island service and repair facility where he was instrumental in rebuilding sails for 12 meters, Farr 40's and even J boats such as Shamrock and Endeavour. His knowledge of new materials and best repair practices is unequaled. Working beside him is John Emmet who spent several years as mate on commercial vessels and more recently spent time as first mate on schooners, such as the Adventure out of Gloucester and The Harvey Gamage out of Maine. While Jim spends his off-time with his wife and two young boys, John finds time to race with Brad on the Pearson. In the next town over, Marblehead, is the lead design office for North Sails. Headed by JB Braun who's experience includes actively racing a Flying Dutchman in an Olympic bid, as well as being the lead designer in multiple America's Cup syndicates, the office is home to 4 full time designers. JB's intimate knowledge of air flow and design has led to numerous industry changing developments. His curiosity and tenacity led him to re-discover the benefits of Gaff battens and square top mainsails. Now a staple in many boat designs. In addition, he spearheaded the revolutionary development of North 3Di molded sail and thin ply technology. Other designers include Andrew Schneider, an All American crew from Boston College. He came from competitor where he was production manager, and ran the loft. At that loft he was lead on building sails for the largest sloop in the world. Another addition to the North Sails team in New England is Alan McKinnon. Alan is an avid PHRF sailor and has competed in numerous offshore races including the Bermuda Rce and Halifax. He is currently race committee chair for the Eastern Yacht club and has been a long time member of the New York Yacht club. In addition we have Brodt Taylor who has been training under JB and is quickly becoming one of the best designers in the North Sails Group. Brought up sailing 420s and other dinghies, Brodt studied mechanical engineering at the University of Vermont. His focus at North Sails is the further development of the 3Di tape structure for molded sails. Brodt enjoys sailing with customers in the Marblehead area. Our most recent hire is Glenn Cook, formerly the head designer with a competitor, his background includes Super Yacht sail design as well as sail development for Maxi 72's , TP 52s, and 12 meters. Glenn is a go to guy for new ideas and sail information. He and JB have been instrumental in the development of Helix luff structure for Code sails. READ MORE

EVENT SPOTLIGHT: CBYRA AWARDS Success For Local Customers The Chesapeake Bay Yacht Racing Association has been around since 1914 in an effort to provide race organization and opportunities for racing all over the Chesapeake bay. Each year they provide overall awards for each class across four regions of the bay. This month we wanted to highlight our client achievements from 2019 in these official rankings. By working with North Sails we were able to provide the best sail solutions for clients to help them be ready for racing at their full potential, which also sets them up for success in the years to come. Our clients used many different products, which included NPC Crosscut in One design fleets, 3Di NORDAC in the cruiser/racer class, and 3Di ENDURANCE in the PHRF classes. No matter what boat, style of racing, or race courses, our clients were competing at their best potential, and we were able to find the perfect sail to fit each need. Congratulations to all on a successful year here in Maryland, and we look forward to your success in the coming season! If you have any questions about rig tuning, crew maneuvers, or finding the right sail to fit your needs, please don't hesitate to contact your local team of experts. READ MORE

QUALITY AND INNOVATION Customer Appreciation For North Sails Charleston To me, buying sails - and especially buying sails for an early hull number boat where there is bound to be lots of experimentation and trial and error - is as much about the people as it is about the brand. With North Sails I knew I would be getting the quality and innovation of the brand. After spending some time on the water with the people from the Charleston loft, it was clear they were committed to figuring out how to optimize my boat (rather than just selling me a sail). That's who I want to buy my sails from. With North Sails I knew I would be getting the quality and innovation of the brand. -Toby H. S&S 30 READ MORE

J/70 WORLD CHAMPIONS CLAIM VICTORY AT BACARDI INVITATIONAL Versatility of North Products in a Wide Range of Conditions Paul Ward, Ruairidh Scott, Ben Saxton, and Mario Trindade teamed up to win the 40-boat J/70 fleet at the 2020 Bacardi Cup Invitational, posting only one score deeper than seventh in the eight race series. “We used the F-1 main, J-6 jib, and the AP-1 spinnaker,” North Sails expert Ruairidh Scott explains, adding that they used the same sails for the windy Midwinters two weeks earlier. “We had anything from 6 knots and flat water to 25 knots and chop, so being able to mode the boat and sails for the conditions was very important.” Ruairidh says they spent the Midwinters shaking off the rust because the team hadn’t sailed at all since winning the Worlds last September. After some well-focused pre-event training to dial in upwind speed and consistent starting, “we were more comfortable at the Bacardi,” he says. The team plans to sail Charleston Race Week before focusing on the Europeans in Denmark. After that it’s out to the US West Coast to prepare for the 2020 J/70 Worlds hosted by California Yacht Club at the end of July. Congratulations to team Eat, Sleep, J, Repeat! North is a proud sponsor of the Bacardi Cup Invitational. 📸 Martina Orsini Will Graves, winner on the Viper 640 fleet. All top 10 Vipers used North Sails. 📸 Martina Orsini North Sails expert Eric Doyle and Payson Infelise sailing fast in Miami. 📸 Martina Orsini In the Melges 24 fleet, boats powered by North finished 2, 3, 4, 5*, 6, 7, 8, 9, 10. 📸 Martina Orsini In the VX ONE fleet our clients finished 1*,3,4,5 📸 Martina Orsini READ MORE

ADVANCING THE SPORT OF SAILING Customer Appreciation for North Sails Charleston Photo Credit: Priscilla Parker I’ve been working with the team at North Sails Charleston for over five years. Besides providing latest technology, super fast racing sails for my 1D35, they rate “5 Stars” for service, support and knowledge. John and Ervin have sailed with me many times to help fine tune the rig, set up new sails, and advise on sail trim and boat handling. They are willing to work with us on new concepts, for instance a custom staysail. The net result of our partnership has been outstanding, winning the Offshore Challenge Series five years in a row. The North Team is an integral part of our campaign. Additionally, the North Team has been super supportive of the local sailing community, sponsoring the CORA Summer Series for many years, along with many educational events. Their support is greatly appreciated and has helped advance the sport of sailboat racing in Charleston. Andy Guhl, 1D35, Fogdog Photo Credit: Priscilla Parker READ MORE

STAYING IN RACING SHAPE Customer Appreciation for North Sails Charleston Photo Credit: Nancy Bloom The team at North Sails Charleston have helped us to maintain our sail inventory in racing shape. Rich Bowen developed a crossover spinnaker for point to point racing that filled the gap between a code zero and the one design VMG spinnaker and has really helped us with upwind rig tune and sail shape set up. John Bowden really helped us time the replacement/upgrade of our sails in an organized and cost-effective way. Ervin Grove custom designed a keel up and keel down boom cover which saves us time every time we use the boat. -John Lucas, Melges 32 READ MORE

A DIFFERENCE TO OUR PERFORMANCE Customer Appreciation For North Sails Charleston Photo Credit: Priscilla Parker As you know, we bought our J/105 in the fall of 2015. It came with those off-brand sails and one North Sails kite that had won at the Marblehead NOOD's. The off-brand sails looked ok, but after seeing our inventory in action, we were most impressed with our North Sails kite. After North made the decision to purchase Southwind sails, expand their presence in Charleston, and brought together y'alls current team, we became solid North Sails customers. Since then, we have bought jibs in 2017 & 2018, another kite in 2018, and just purchased the new main in 2019. I think the quality and durability of the North Sails are superb, and it has made a huge difference in our performance, evidenced by our class win in 2017 in CRW, and winning at least one of the two summer series in CORA, four years in a row. This past summer series two was probably out best with winning four out of the six races. I think the quality and durability of the North Sails are superb, and it has made a huge difference in our performance, evidenced by our class win in 2017 in CRW. As we all know, there are many parts of a winning team beginning with a good crew, well maintained boat, and quality sails. The North team has been a huge part of our success with their support of the sails they sell. Not only do you get onboard and make sure the sails fit and are trimmed correctly but also go the extra mile to help with tuning and rigging. Any time we have needed any assistance with anything at all, you and the rest of the North team have been willing to help. It is greatly appreciated and we are solid North Sails Charleston customers. Thanks Ervin and John! -Fred Martschink, J/105, RumFront Photo Credit: Priscilla Parker Photo Credit: Priscilla Parker READ MORE

BEYOND THE PRODUCT Customer Appreciation For North Sails Charleston Photo Credit: Priscilla Parker I was in the market for new sails for my Tartan 345, wanting a better sail than the standard Dacron. I decided on purchasing a new set of 3Di Nordac sails plus a Gennaker from North Sails Charleston. All the guys at North Sails Charleston have been a tremendous help and have great knowledge and experience. It is great to form a relationship locally with local guys selling a fantastic product. The 3Di sails are just fantastic, holding their shape in all conditions. -Scott Strother, Tartan 345, Sweet T Photo Credit: Priscilla Parker READ MORE

BAY OF ISLANDS SAILING WEEK 2020 It's not just about the racing 📸 Lissa Photography Bay of Islands Sailing Week may be the biggest regatta of its kind in country, but anyone who’s competed there know it’s not just about the racing. This year the regatta attracted the largest fleet in its 18-year history, but while there was plenty of action on the water, for many sailors just sailing the beautiful waters of the Bay is reward in itself. Just 37 boats competed in the first event, back in 2003, but numbers have swelled as the word spread about the regatta’s combination of close competition, champagne sailing conditions and social events. In 2020 there were more than 140 entries, ranging from sports boats (which also recorded a record fleet, of 14 boats) up to the big guns in the A division. Many boats competing in the regatta sported North Sails, including Elliott1350 Fiction, which had a new 3Di main and jib, and TP52 Mayhem, which won A division on line. In the B division, Ker 40 Icebreaker, sporting a new 3Di code zero with a Helix load-sharing luff, won on line and the South Pacific PHRF championships, while Shaw 7 Angry Dragon finished tied for line honours in the sports boat division with Bieker 650 Ghost Rider. The North Sails team were among those enjoying the perfect sea-breeze conditions, including sales and marketing manager Andrew Wills, whose "Bay week" story perhaps sums up the spirit of the regatta. Wills sailed aboard Swan 54 Coco with North Sails customers Alex and Jacqui Morcom, who had recently sailed the new boat from Finland to New Zealand. "They had bought the boat in Europe and got a crew to sail it to the Caribbean, where we got them set up with some new sails," Wills says. "Then they sailed it the rest of the way here themselves, through the Panama Canal into the Pacific, and arrived here in November." "They weren’t sure what to do next, so we suggested Bay of Islands Sailing Week, even though they had never done any racing — we reasoned that if they’d got the boat this far, they should be able to get it around a race course. And they did a great job." Coco finished third on line and sixth out of 20 boats on PHRF in the Island Racing B division, but for Wills the highlight was being able to share the regatta with his two sons, aged 6 and 8, who sailed with him on Coco. North Sails has been a sponsor of Bay of Islands Sailing Week since 2004, and general manager Richard Bicknell says the company is proud to continue to support the iconic event. "We’re also happy to provide on-site help for any of the boats during the event, out of our loft at Opua, led by Roger Hall," says Bicknell. "It’s amazing for us to see how the regatta has been growing every year - the organising team have done a great job over the years, and this year was no exception." READ MORE

A NEW BEGINNING WITH NORTH SAILS Refitting A Classic With New Technology Matthew Bitterman shares his journey to refitting his Hans Christian 38 MKII. We made it to Boston, sailing through Mexico then eventually deciding to ship the boat overland the rest of the way to get back to work. We've been testing your sail here in the freezing weather on occasion, so far so good. We seem to be one of the few nuts that still take their boat out in the winter. I have been enjoying learning more about the physics of sail trim and it is great to have the tools to see the difference now. Working with Pete McCormick and North Sails Sausalito was the highlight of our multi-year refit of our 80's era heavy-displacement Hans Christian cruising boat. This process gave a new meaning to the saying that 'nothing breathes life into an old boat than new sails'. The boat now sails 10° closer to the wind, heels significantly less, and we are able to sail in less than 10 knots of wind efficiently - all of which translated into an entirely different approach charting passages with more sailing, less motoring, and greater safety. Pete and the designers at North Sails worked tirelessly to maximize the flexibility of our more traditional cutter rigged sailplan (off a bowsprit), increasing all of the sail-area sizes by firstly nailing the max available dimensions of the track lengths and triangles where previous sailmakers had not, and employing tricks such as vertical battens in the staysail to maintain stiffness and shape, while reducing flogging and wear in the leech. The balance between the headsails and main through every reef point is masterful, not only for helm balance but also the little aesthetic notes such as seeing the head of the main under two reefs align perfectly with the head of the staysail; the eloquent marriage of form and function. Pete and the designers at North Sails worked tirelessly to maximize the flexibility of our more traditional cutter rigged sailplan. Another testament to the professionalism Pete and his team took throughout, was seen not only in nailing the delivery date to the minute, but when we destroyed the tack of our A-sail offshore I had two emails from their team delivered in the middle of the night with a plan of action to repair the sail at one of their global branches. I cannot recommend working with North Sails more highly. READ MORE

GROWING UP ON THE WATER Lorraine Bader Shares Her Story From sailing up North to locally on Lake Ontario, Lorraine Bader has a true passion for the sport. She shares her sailing story and advice for those just getting into it. How did you get involved in sailing? I had the very good fortune to grow up spending entire summers at a family cottage in the Kawarthas. I spent many happy days swimming and boating with my siblings; my father taught me how to drive a small outboard and go off on my own when I was about 9 years old. At about that same age, we had a very small wooden sailboat (we’re talking 8 feet long here) in which I learned the very basics of sailing. That was short lived when the mast toppled off the boat and was lost in a very deep part of the lake. About 10 years ago, when I became an “empty nester”, I visited the Toronto Boat Show and came upon Humber College’s Sailing Club booth. The College offered sailing lessons, and an opportunity to use their fleet to learn how to sail. I joined the Club and very quickly got hooked on learning the sport, plus I discovered that it was a great opportunity to make lots of sailing friends---many of whom I count as close friends today. Tell us about your first impression of the sailing world. First impressions: thrilling, scary, wet, fast-paced. It became obvious very early on that one had to be ready to “bite the bullet” and get involved in learning or you would forever be just a passenger. Because I learned in a “shared boat” environment, it was a great opportunity to learn all positions on a sailboat. What have been your biggest obstacles to overcome? To believe in myself and not get frustrated in listening to competing opinions on how to maneuver on the water. I have discovered over the years that there are many ways to arrive at the same destination!! What are your favourite things about sailing? What keeps you coming back for more? I love to be on the water. Since I learned how to sail, and then got involved in racing, I have had such great experiences with a lot of other sailors. Although my boat competes in white sail categories, I have learned so much about handling the boat and sail trim by racing in the LOSHRS lake races, Club racing, GHYRA week, and the Susan Hood. Actually won a few trophies as well! And then there’s cruising; what a perfect way to spend a weekend or vacation. Where would you like to see the sailing world in 3-5 years when it comes to women's involvement in the sport? There are a tremendous number of very accomplished female sailors out there. I find that they can be very encouraging to other women sailors as well. It would be great to see more women participants in the sport. What is your advice for women looking to get involved in the sailing? Get on the helm. Be in charge of the boat for a day. Learn how to dock. Once you’ve become more comfortable doing those things, the rest comes easy. And there’s nothing wrong with using as many fenders as you have on board to make it a safe landing! Learn about more women on the water in our local community. READ MORE

J/24 MIDWINTERS: A WELL DESERVED WIN Congratulations Tony Parker & Team Bangor Packet 2020 J/24 Midwinter Champions 📸 Chris Howell After 41 years in the class, Tony Parker on Bangor Packet finally won the J/24 Midwinters in Melbourne, FL—by one point. After eight races, only two points separated the top four teams, indicating unusually close racing among the top group including John Mollicone, Mike Ingham and 2019 World Champion Keith Whittemore. We caught up with Tony after the regatta to get his insights. You’ve been sailing J/24s for a few years. How have the class and boat evolved? To say “a few years…” is an understatement. My first major regatta was the 1979 Worlds. We sailed with 4 people, weighing in at most 600 pounds, with a reefable mainsail. The self-proclaimed “family cruiser” had the required cushions below. If only I had known then 25% of what I know now! What was your team’s strategy to pull off this win? We just tried to get off the line clean, look around about halfway up the first leg to see how we stood, and then started to play against the others up there. Our tactician, Zeke Horowitz, called a great regatta. He was very patient, probably more than I would have been. Because of that we never got too out of phase and when we lost distance, we would gain it back in the next shift. The top people were all very close. The fourth place boat averaged a 3rd for the regatta out of 33 boats. I haven’t seen such a tight top group in years – and all the top five boats at the Worlds were there, so the competition was really tight. The fun part was that this was the first major J/24 regatta I have ever won. I bet I have over a dozen 2nd places. I never thought it would take me until I was 74 to get there! Team Bangor Packet 📸 Chris Howell Tell us about everyone’s role on your boat. Each person has an assigned role. We are quite good about keeping the talking down and we are quite gentle when one of us screws up. I screw up more than anyone else but most of the time they don’t yell at me. Our second person back, Emmet Todd, was really helpful because he was very active calling puffs. So many who do that job just never stop talking and finally I start ignoring them. He was particularly adept at not “overtalking”. It really helped me anticipate puffs and lulls. We have a terrific team. Zeke Horowitz, our tactician, is as good as anyone in the world. He is patient, clear and never panics when it gets tight. We are very clear who has the “con”. Sometimes it is our spinnaker trimmer; sometimes it is me; most of the time it is Zeke. The transitions are very seamless. James Niblock, our jib and spinnaker trimmer, has been sailing with me for over a decade. He is as good as they get. We know each other so well that we almost don’t have to say anything to each other. He always anticipates what is needed in terms of trim, besides being a wonderful shipmate. Will Bomar, our bowman, does everything. He makes sure the boat is in perfect condition. I am a man of leisure before and after the race because I know he and James have the boat perfectly set up. We were lucky to have Emmett Todd, who usually sails with Finn Hadlock, act as our twing man, replacing my “go to” forever shipmate Ross Dierdorff. We all miss Ross, but Emett did a first class job and I will always be on the lookout for him if Finn can’t make a regatta. They are really good. 📸 Chris Howell You sailed some races in the Genoa and some races in the Blade jib. How did you decide on which sail you used? That ultimately was very simple: we looked at our competitors. If all of my major competitors were sailing with a particular sail, we just followed suit. The price for being wrong is too high! A few of your team members had flown straight from sailing J/24s in Argentina. Can you tell us about the 2021 Worlds venue? It was very different. They sailed with 4 people at that regatta and the venue is too narrow to be able to sail to a layline, so there was much more tacking. The breeze is quite consistent but the shifts are not. The hosts were very welcoming and will put on a fun Worlds next year. Job well done! 📸 Chris Howell READ MORE

NORTH SAILS OPTIMIZA SU GAMA 3Di El equipo de diseñadores North Sails ha revisado cada producto del dosier de velas 3Di y aplicado lo aprendido en circuitos de competición como las 52 Super Series 📸 Raphael Demaret Como resultado, la gama North Sails 2020 ofrece una nueva generación de velas 3Di, más ligeras y con mejor conservación de la forma que nunca, pero con la durabilidad de siempre. Desde su incorporación al mercado en 2010, la gama North Sails 3Di no ha dejado de evolucionar para ir incorporándose a segmentos cada vez más amplios del mercado, y hoy abarca desde la vela oceánica de competición a la vela de crucero. De cara a 2020, los ingenieros de estructuras de North Sails recibieron el desafío de analizar cada pliegue, cada material y cada diseño de cada producto de su gama de velas para explorar su margen de mejora. Para ello se unieron recursos de ingeniería, diseño y materiales, replanteándose cada solución aplicada y probando nuevas ideas. "En North Sails estamos constantemente realizando cambios, ajustes y actualizaciones para mejorar nuestros productos, lo que suele suponer añadir algo, pero para 2020 decidimos afrontar un completo proceso de reingeniería con el objetivo de reducir el peso de todas nuestras velas, en todos los segmentos y en todos los materiales", explica Ken Read, director general de North Sails. En lugar de añadir, ahora tocaba reducir. Para afrontar el reto, los ingenieros recurrieron a los datos recopilados en el campo de regatas de circuitos profesionales como las 52 Super Series. La implicación de diseñadores North Sails con los equipos y su participación a bordo de los barcos de regatas permite a la firma disponer de una valiosa información sobre el comportamiento de los materiales, un complemento perfecto para el North Design Suite, la herramienta exclusiva de North Sails que permite simular todo tipo de situaciones sin salir de la sala de diseño. Como resultado, la gama 2020 ofrece velas más ligeras y con mejor conservación de la forma sin perder la imbatible durabilidad asociada al término 3Di. El argumento comercial explica los cambios de manera sencilla: Las velas North Sails 3Di no son ni pesos ligeros ni pesos pesados, tienen el peso correcto, son rightweight. Conseguir esa optimización del peso fue un proyecto en 2019 y hoy forma parte del proceso de diseño de todas las velas North Sails. En particular, las 3Di DOWNWIND ejercieron como incubadora de ideas para optimizar estructuras y diseños. Por su parte, las 3Di NORDAC ejercieron de plataforma para evolucionar el excelente ratio de mantenimiento de la forma en velas de poliéster relativamente pesadas (un campo que no había avanzado demasiado desde la creación del RADIAN en 2008) y conseguir una vela de crucero de excelentes prestaciones. North Sails ha demostrado que los filamentos de poliéster pueden ser un excelente componente cuando se combinan con materiales de alto módulo. Esta reinterpretación de una fibra ya conocida consigue que la última generación de velas 3Di para barcos de pequeña eslora sea claramente superior. Puntos de mejora La aplicación de esta nueva filosofía rightweight afecta de manera diferente a cada miembro de la familia North Sails 3Di. En términos generales, se ha reducido el peso de las velas al eliminar capas de cinta redundantes, diseñar puños más pequeños, optimizar la densidad del material y redistribuir su posición. Las 3Di DOWNWIND (en sus versiones 800, 700, 600 y 300) han sido aligeradas en nada menos que un 24% respecto a la gama 2019 y hasta un 40% si lo comparamos con la primera generación de 2018. También resulta significativa la reducción de cantidad de fibra necesaria para la fabricación de las velas en las gamas 3Di ENDURANCE, 3Di OCEAN y 3Di NORDAC, que en función del modelo oscila entre un dos y un seis por ciento. Esta optimización del peso de las velas no afecta a los extraordinarios ratios de estabilidad, rendimiento y durabilidad exclusivos de la gama North Sails 3Di. READ MORE

CONSEJO NORTH SAILS Hoy hablamos de las diferencias entre velas de crucero y de competición por eslora. Comencemos definiendo los barcos por tres rangos de eslora: pequeño (por debajo de 35 pies), medio (35 a 45 pies) y grande (más de 45 pies). En barcos por debajo de 35 pies, las velas suelen estar fabricadas de laminados ligeros, incorporan Mylar o similar y fibras de Spectra o aramida (en ocasiones también 3Di). En ciertas clases encontramos Pentex (un tipo de poliéster) y en otras, Dacron. Las velas de crucero para barcos pequeños y medios son habitualmente de Dacron, en configuración cross-cut o radial. Las velas de Dacron orientadas a la urdimbre, como los tejidos RADIAN de North Sails, son ligeramente más caras pero ofrecen prestaciones considerablemente mejores que los paneles de corte horizontal. Pero en el entorno de los 40 pies (y definitivamente en los 50) el Dacron ya no constituye una opción racional para barcos de crucero. Debido a las cargas que soporta, el material ya no es capaz de conservar su forma durante mucho tiempo y es pesado. Para esas esloras, lo más aconsejable son las velas de laminados ligeros, las 3Di ENDURANCE y las 3Di OCEAN. Para barcos de eslora media destinados a crucero y regata lo recomendable son laminados ligeros o 3Di ENDURANCE, que añade una capa extra de material para incrementar su durabilidad. Para barcos de competición en esloras medias y grandes, la duda está entre velas laminadas o algo más avanzado como una 3Di RAW. READ MORE

CALENDARIO MARZO El calendario de sesiones impartidas por los expertos de North Sails España continúa en marzo. El próximo día 20, Luis y Jorge Martínez Doreste estarán en el Real Club Náutico de Sanxenxo (Pontevedra) para ofrecer una interesante Master Class sobre el proceso de diseño de una vela y su análisis posterior una vez instalada en el barco. El día 26, Ángel Medina dirigirá un clinic sobre puesta a punto de velas y aparejo en el Real Club Mediterráneo para patrones y armadores participantes en la Málaga Sailing Cup. Contacta con nosotros aquí para conocer el calendario completo de eventos 2020 de North Sails España. READ MORE

SERVICIO EN REGATA PARA SUPERYATES Las velerías itinerantes de North Sails regresan a las principales regatas de superyates en 2020. 📸 Carlo Borlenghi El Servicio Certificado North Sails estará disponible en diez eventos del circuito entre marzo y octubre, ofreciendo a los equipos la tranquilidad de dejar sus velas en manos de los mejores profesionales para reparación al término de la jornada de competición con la garantía de que estén listas al día siguiente. El listado completo de eventos en los que estará disponible el servicio de velerías itinerantes North Sails puede revisarse en este enlace. READ MORE

SEGUIMOS CON LAS 52 SUPER SERIES North Sails renueva acuerdo de colaboración con las 52 Super Series como Official Technical Partner por tercer año consecutivo. 📸 Nico Martínez / Rolex El circuito 2020 cuenta con 12 equipos de ocho nacionalidades que competirán en seis eventos en tres países entre marzo y septiembre, incluyendo por primera vez Sudáfrica. "El ritmo de esta clase es incesante", explica Mickey Ickert, especialista de diseño de velas de TP52 en North Sails. "Cada año exigen más y los márgenes entre los barcos son más pequeños, por lo que tenemos que buscar cualquier mínima mejora. Trabajamos muy de cerca con nuestros clientes en la flota para conseguir ese matiz para mejorar la velocidad. Cada uno de esos equipos cuenta con un diseñador North Sails específico para optimizar su inventario y recopilar información que nos ayuda a seguir mejorando". En opinión de Agustín Zulueta, director de las 52 Super Series: "En nuestra condición de clase de altas prestaciones, buscamos ampliar los límites de lo que es posible en nuestro deporte, y en North Sails tenemos un socio cuya misión está alineada de manera natural con la nuestra". READ MORE

IDEC SPORT BATE EL RÉCORD DE LA RUTA DEL TÉ El maxitrimarán IDEC Sport de Francis Joyon ha vuelto a hacer historia estableciendo un nuevo récord en la conocida como Ruta del Té, entre Hong Kong y Londres. 📸 Jean-Marie Liot La tripulación francesa completó el recorrido de 15.873 millas náuticas en 32 días, 7 horas, 37 minutos y 33 segundos a una impresionante velocidad media de 20,7 nudos, mejorando la anterior marca en cuatro días. IDEC Sport equipó velas North Sails 3Di. Junto al patrón francés navegaron su hijo Corentin Joyon, Bertrand Delesne, Christophe Houdet y Antoine Blouet. ¡Enhorabuena, IDEC Sport, y gracias por seguir confiando en North Sails! READ MORE

INTERNATIONAL WOMEN’S DAY AT NORTH SAILS Introducing Sunny Main: 3Di Lead In celebration of International Women’s Day, we are pleased to introduce Sunny Main, who oversees the tape floor as 3Di Lead. Main retired from being a stay at home mom and joined the workforce in Minden, NV sixteen years ago, after moving to America from her native South Korea. Main works in Building Two, where she manages the tape head machines as 3Di Lead. She is in charge of all seven tape machines, loading each with the correct sail design file and enough material before the automated process begins laying down the sail structure.” I manage the priority list for the department, and get the required materials for each project loaded on the tape head machines.” “We usually have all the machines operating at the same time,” she explains. “I assign each of my crew a job, and make sure they have the right tapes to complete the task.” Keeping her team aligned with safety procedures is always at the top of her list. “This is a manufacturing facility, and the machinery is big. It’s important to know what you are doing to avoid accidents.” “Everyone in Tape Heads knows that Sunny demands the best quality. She is the “mom” of the department and you don’t let your mom down! She’s never sick and always has a sunny smile on her face.”- Per Andersson, 3D General Manager 3Di tapes are stored in industrial-sized refrigerators until a project calls for loading them onto the tape heads. Once removed from the fridge, the countdown begins for Main to get the sail structure laid down and consolidated on the 3D mold before the resin begins to cure naturally. “Building a sail structure can take as little as one shift to complete, depending on the size of the sail,” Main explains. Sometimes we can make a complete sail in a single shift, but often we require multiple shifts for larger projects.” After the tape machines create the sail structure, it’s inspected on both sides, and then rolled up onto a tube and placed in a bag for transport to the 3D mold in Building One. Once placed on the mold, the infrared lamp applies heat to the sail. The consolidated composite is then the sail is ready to sit for 7-10 days on the curing floor. After curing, sails move onto finishing, where hardware, decals, and patches are added. Each department has a deadline, all based on the final shipping date. “What we keep in mind,” says Main, “is that the pregger supplies tape heads, tape heads supply the mold, and the mold supplies the finishing floor. We all have a deadline so that the finishing floor can ship it to the customer by the date requested.” Main enjoys her role as 3Di Lead because each project is different. “There is always something new with custom sail orders,” she says. “I take pride in my job and expect the final product to be perfect. I can be tough, but it’s my job to ensure things are done efficiently and correctly.” The hardest part of Main’s job is training new people. “Although the job looks easy, it has its challenges,” she explains. It’s essential to be 100% accurate, and there are a lot of details involved, especially when it comes to custom orders, which is the majority of what we make here in Minden.” “Our sail designers are talented. We make our own product. We make our own tapes. Why are our sails the fastest? Because our product is made well.” One of the unique parts of working in a large manufacturing facility like Minden is that Main gets to meet all different kinds of people. “We host engineering students that come from France, Germany, and Sri Lanka. They not only learn what we do here, but they are learning about our culture, and we learn about them too.” Even long-term like Main have someone they remember as guiding their career path. “Peter Jahreis , Pregger and Tape Head Line Manager, is my mentor because he’s a great listener. He won’t hesitate to work along with my team if we need an extra hand. He is also great at problem-solving.” Making high-performance 3D sails in the middle of the desert is a highlight of her career, she says. “Leading a talented and hardworking crew and having the opportunity to recognize or get recognized every quarter for hard work is a great incentive.” Sunny also likes to be involved in company functions and events, and they have plenty of those in Minden that make their employees feel appreciated for their hard work. “It’s a great way to say thanks,” she says. READ MORE

INTERNATIONAL WOMEN’S DAY AT NORTH SAILS Introducing Patricia Rios: Vacuum Consolidation Lead In celebration of International Women’s Day, we examined the inner workings of the North Sails 3Di manufacturing facility in Minden, NV. Patricia (“Patty”) Rios is the Vacuum Consolidation Lead and a leader and role model in her department, enjoying every aspect of North’s unique sailmaking process. October marks Rios’s 12th year with North Sails. Before beginning her tenure with the company, she was a stay-at-home mom taking care of her young son. Her siblings worked at the North Sails and told her about a job opening, and she thought she would apply. Patricia (“Patty”) joined North Sails when 3DL was at the forefront, first drawn in by curiosity about sailmaking—and building them in the desert. Now that manufacturing has progressed to 3Di; she oversees a team of five who preps and produces vacuum bags to lock in sail shape. Rios explains, “The films department produces two vacuum bags that encase the sail while it is on the mold. Like building a carbon boat, heat and vacuum pressure are used to consolidate the filaments and resin. The bags and the sail membrane sit on the mold in the flying shape intended by the sail designer. It’s a fast operation to prepare the sails for consolidation. Even minor hiccups have a ripple effect, and any hold-up affects the most important part—shipping to the client. Rios’s worklist is based on the daily molding schedule. “There is only one shift for my department, so when I number the pieces, the team needs to follow the order. From my team, I assign each of my team members the role of creating the vacuum bag and securing it onto the mold (seen below). Before the sails are ready to be cooked, I double-check that the bags are airtight and empty of air, so the chemical reaction kick-off heat is applied.” The sails then spend at least seven days on the curing floor before they are finished and shipped off. Patty prepping the vacuum seal for consolidation of 3Di. Rios says that the films department would not be everyone’s number one choice and that’s because it is the fastest moving department. But she embraces each challenge and takes pride in the importance of thinking ahead and doing her job right the first time. “My team is fast and efficient because quality is important to us. We don’t make mistakes, and that’s because we stick to a strict procedure.” Although I am the lead, my team is working towards a common goal. If they need me, they know they can ask for help. It’s 100% a team effort. This job is more than a one-person job, so we have to communicate well.” When Patty Rios arrives to work each day, she discusses the day before with her team before moving on to the next project. She likes the flexibility of her job, and she appreciates the confidence her supervisor, Jessie Barnes, places in her. “Jessie knows that I am good at my job, and she trusts me to get it right. I like that I’m given that initiative. It helped me build confidence as a leader in my department, and that helps my team feel confident about their individual roles.” “Patty is a long term employee. She’s a quiet hero that keeps her films team tight and efficient.” – Per Andersson, 3D General Manager Before coming to work at North Sails, Rios did not have any sewing or sailmaking experience. Over the years, she’s gained more understanding of the process and how she can streamline her techniques to keep the workflow efficient. Although the sailmaking process has evolved from 3DL string laminates to 3Di, she still took some of her early skills back to motherhood. “I can make my son’s Halloween costumes now, which is really cool. Although our manufacturing process has changed, my new-found sewing skills have come in handy!” Rios enjoys learning other areas of the manufacturing process too. “My supervisor Jessie Barnes has taught me a lot, for which I will be forever grateful. She is unbelievably patient, and I’ve learned from her how to become a better leader in my department.” READ MORE

INTERNATIONAL WOMEN’S DAY AT NORTH SAILS Introducing Sheila Van Deusen & Melissa Woods: North Sails Human Resources Administration In celebration of International Women’s Day, we introduce two women who make our company great. Both Melissa and Sheila focus on employee relations. Through their passion for each individual who is part of our global network, they play an intricate role in retainment and quality of life for North Sails employees. The HR department also provides essential regulatory compliance and fosters relationships with North Sails employees worldwide. Sheila Van Deusen came to North Sails after a 28-year tenure in the casino industry. “I didn’t know much about the business or manufacturing. And working in sailmaking was something new, so I thought I’d give it a try.” Though HR is similar across a variety of companies, Sheila loves it because there is never a set routine. “There’s always diverse responsibilities, and that is exciting. I like working with people, so this job suits me perfectly.” She also appreciates that the sailmaking industry is evolving. “The industry is continuously changing, which keeps people engaged and stimulated whether they have been here for twenty years or two months.” Sheila believes it’s essential to work as a team, and transparent communication is vital. “One of my main goals is to support the employees and allow them to feel comfortable coming to me if they need help. Our employees need to establish long-term steady income and benefits so they can provide for their families. Both the employee and company benefit from the long term relationship. For newer employees, it’s our responsibility to get them to feel a connection to the company and our values.” “Sheila dove into her HR position in a hurry and knew all the 110 employees by name within one week. If you ever feel stressed, step into Sheila’s office, and her calm demeanor will put you at ease within five minutes.”- Per Andersson, 3D General Manager Sheila commented, “I’m thankful I had the opportunity to take on this role with North Sails,” Sheila adds. “My position helps create the vision and flow for the company, establishing core values, and helping employees understand just how important they are to the business as a whole.” “My skills, experience, and background have brought a different perspective of how Human Resources can operate in Minden, NV. I feel I have the liberty to create a path into areas where I’d like to be more involved. The people that work here are amazing, and I feel fortunate to be a part of this group. Melissa Woods is Human Resources Assistant and is approaching her five-year mark with North Sails. She enjoys working for North Sails due to the integrity and professionalism of the workplace. North Sails promotes an open and positive work environment, which in turn nurtures honest, dependable employees. Melissa handles all of the new hires, employee records, recognition, and offers her support with administrative time to time. “Melissa makes sure Minden guests are properly greeted, have the best accommodations, and are taken care of in high order. She’s a great addition to the North Sails team because she’s always happy to help whenever needed, and she always does it with a smile!”- Per Andersson, 3D General Manager “Working with Sheila has been great. She’s pushed me to become a better communicator and has also helped me to expand my viewpoints,” Melissa says. “She’s taught me different ways to approach our work and complements our team in many ways. I respect and admire how she can handle difficult situations with ease and composure. I look forward to learning more from her.” Melissa signed on first as a temporary employee in September of 2015 and quickly established herself as a trustworthy and capable co-worker. She says North Sails provides a positive work culture, “and through training, we try to set up our employees for success right when they first get their foot in the door. We are always looking for ways to keep our employees and temps involved, motivated, and excited to be here.” Recognition awards, Christmas parties, and company picnics all make a significant impact, she adds. Melissa enjoys working for the company and says, “the best thing about where I work is the people I get to work with here. We have a great team here in Minden. We spend a lot of time collaborating ideas, finding ways to make them happen. I am honored to be a part of a company that takes pride in their product and always looks for ways to stay ahead in an ever-changing industry.” “A company like North Sails continues to evolve and innovate its product. That’s why we get the best at all levels. The amount of care that our team puts into what they produce can’t be beaten.” READ MORE

INTERNATIONAL WOMEN’S DAY AT NORTH SAILS Introducing Jessie Barnes, Building One Supervisor In celebration of International Women’s Day, North Sails is proud to introduce Jessie Barnes. Barnes stands out in the Minden manufacturing facility for her passion for creating something unique not found anywhere else in the world, and role as a leader. Jessie Barnes joined the Minden, NV team right out of high school. She heard about a job as North Sails films operator through friends and relatives and was intrigued about the idea of building sails in the desert, so she decided to give it a shot. Nineteen years later, she’s at the epicenter of Building One, where 3Di sails are molded and shipped out across the world. As the Building One Supervisor, Barnes is responsible for keeping three shifts on schedule and meeting shipping dates. Barnes’s role has evolved throughout the years, because of innovations that moved production from 3DL to 3Di. She gets to be involved in all parts of production but works closest with the gantry and molding team. Each day is different, and even when working through the occasional production or employee challenge, she never hesitates to lend her employees an extra hand. “Jessie runs a tight ship with the least amount of employee turnover of any department. We are trying to find out her management secret.” – Per Andersson, 3D General Manager, Minden, NV “The Minden facility is great for long term employees because their knowledge and experience is essential to our process,” Jessie adds. “New employees have tons of opportunity for growth. In Minden, women fill many leadership roles and positions. I’ve had the opportunity to work with so many great people across the world in my time here.” In her role, Barnes manages 25 people over three shifts and the daily production schedule, finalized each Thursday. When Jessie arrives at work, she oversees an in-depth debrief with the graveyard shift before rolling into a morning brief with the new shift. At this time, she reviews company-related briefings on safety or other topics, as well as a prioritized list of the Building One tasks to complete that day. Making the molding to shipping process seamless is Barnes’s goal, and her prioritizing and skills in efficiency play a considerable role in the operations in Building One. She often is tasked with temporarily reassigning operators to other departments and helps avoid back up during the steps of production. “Meeting production deadlines and throughput requirements is tough, but we make it work,” she says. “Communication must be 110% because it’s a ripple effect when something is missed—it’s not just one shift affected, it’s all three, which could be many, many sails.” Minden is responsible for molding some of the largest and highest performance sails in the world. Sometimes the sails are too large to move by hand and must be transported by a crane with 10,000 lbs load capacity. “When a sail comes off the mold and has all the hardware added, they are just massive.” “North Sails is proof that a company’s greatest asset is the people it keeps.” Jessie’s team is diverse, and she says everyone brings their own set of skills to the table. “I feel that each team member is focused on building quality sails, and they enjoy working together.” Juggling individual personalities is the hardest, but also the best part of her job. “Communication is key. Everyone needs a clear understanding, so we can all collaborate and work together effectively.” “I get to work with so many people throughout three shifts each day;” she says, “And we are all working towards one common goal –to build the best sails in the world.” Jessie has plenty of great memories from her history with North Sails. One that sticks out the most is the implementation of 3D production in Sri Lanka. “Training and working alongside that team and having the opportunity to experience an entirely different culture and workplace is something I will never forget. The Sri Lanka team came to Minden first, and then I got to go there a few years later—an awesome experience.” “North Sails technology has come so far from the older technology we use to build,” she says. “Our company is all about continuously improving to advance and stay competitive. Each day we are working to improve our sail building processes, testing the highest quality materials with the latest technology to ensure we provide our clients with the most premier product on the market.” “I took this job because the company is unique, and the work is true craftsmanship. To me, the coolest part of this job is that we build incredible sails in a very small city here in the desert, and we can ship them all over the world.” READ MORE

INTERNATIONAL WOMEN’S DAY AT NORTH SAILS Introducing Diana Sears: Utility Operator & Quality Control In celebration of International Women’s Day, we introduce Diana Sears, Quality Control Utility Operator who spreads her knowledge of the 3D sail making process across all areas of the manufacturing facility. What drew Diana Sears to working for North Sails? “Someone told me they were building sails out here. I said, ‘in the middle of the desert?!'” She’s been in Minden for 13 years, and has worked in various departments during her tenure. Diana’s North Sails career began in Films during the 3DL days. Within a year, she moved over to the gantry team; the group responsible for flying over a sail to ensure it is smooth when draped on the mold. As 3Di came online, Diana shifted her role to work with the pregger, the machine that spreads the thin-ply-filaments needed to make 3Di tapes. 📸 Amory Ross Her in-depth knowledge of the manufacturing process eventually landed her in the Quality Control department, where she is oversees the details of an entire project. Diana’s strength is her experience and versatility. In addition to QC, she is also a senior level Utility, meaning she can provide assistance throughout the entire manufacturing facility. As a Utility operator, Diana had to adapt to the changes of the sailmaking process. “I have experience in many different areas of the facility, I can be sent anywhere to help out as needed. If someone calls last minute for extra hands, they know I can step in to help get the job done. Mastering the many different manufacturing operations is one thing,” but Diana says the hardest part is our attention to detail.” Having a complete understanding of the 3Di manufacturing process plays a big role in Diana’s Quality Control responsibilities. As part of the QC team, Diana oversees the details of an entire project, starting with making sure the proper tapes are selected for the designated sail order. “Each configuration of 3Di it’s own recipe. From the beginning, things have to be accurate, and I make sure each detail is correct. For example, the pregger Department weighs every roll of material (tape) to ensure each meets the targets for consistency and accuracy. If weights, that will red flag the roll before we move into the next phase.” “I feel like we are part of something way bigger than what we have here, and Minden is pretty big.” Diana also rides the gantry, providing her with a bird’s eye view of the mold. The gantry is used to apply heat to kick start the curing process and once set, Diana has the ability to fly over the mold before the infra-red lamps heat up to ensure the sail is draped smoothly and then again after consolidation to inspect the sail membrane. Diana focuses on the details of each step to assure quality and consistency. “My job is so different each day because I get to do many things, and that makes it exciting. It’s the best of everything, and I really like that!” Today, she might work with the pregger team for most of the morning, then takes her expertise to 3D in the afternoon. “Diana is an expert in every 3D department. Pregger, tape heads and molding. She’s the mother of two beautiful daughters, and is an exemplary employee.” – Per Andersson, 3D General Manager “I like working in different departments. The constant changing environment keeps it exciting and new. Each day is different than the day before, and it’s fun to be part of every aspect and see the entire process through to the finish line.” During her time with the Minden team, Diana has twice experienced sailing firsthand. “They took us up to Lake Tahoe to go sailing on a catamaran. Seeing the America’s Cup races in person up in San Francisco was by far the biggest highlight for me.” “There are many lofts around the world and it’s important to keep in mind how large our company really is. I feel like we are part of something way bigger than what we have here, and Minden is pretty big. This facility and management is very accommodating to employees; that’s just one of the many positives you have working at a place like North Sails. “I feel like we are part of something way bigger than what we have here, and Minden is pretty big.” READ MORE

INTERNATIONAL WOMEN’S DAY AT NORTH SAILS Introducing Kim Deputy: File Processing In celebration of International Women’s Day, we dove into the brains behind the molding software to see what the role of file processing entails. We are proud to introduce Kimberley Deputy, who brings the sails from designs on the computer to life for North Sails customers. Deputy is a File Processor at North Sails in Minden, NV, and March 31st marks her 17th year with North Sails. Throughout Deputy’s tenure with the company, her role has evolved along with the technology, and she now plays a major part in the production of 3Di sails worldwide. In her role as File Processor, Deputy receives incoming sail design files and prepares them for 3Di build process. She works closely with the North design team to address any issues before the design is processed and built, utilizing proprietary software that produces sail production packages. Deputy is responsible for any adjustments made before the design files are finalized, and the sail enters production. Image on the left is a headsail file that comes in from the designer. Image in the middle shows where the joiners are placed on each section of the headsail. Image on far right shows what the headsail looks like when placed on the mold. Before Deputy’s role focused on file processing, she gained experience by working in other areas of the facility, which helped her develop an understanding of the entire 3Di production process. “I found sailmaking to be a unique process, and I was interested in learning more. I wanted to gain more experience, so I inquired about the file processing position; I am very pleased to be given that opportunity.” Kim gives thanks to 3D General Manager Per Andersson, for his guidance. “He’s not only helped me to learn more; he’s given me opportunities to grow within the company. “Production Manager Brian Loshbough has also been a great supporter and facilitated my transition into file processing, which has been the highlight of my time here.” Kim’s typical day consists of receiving sail designs and prepping their various file types for production. She does this using our North Design Suite™ (NDS) and a program called WARPS™. To begin, Kim applies a designer defined sail shape to a virtual mold (one of the large, wing-like structures used in the manufacturing process) in NDS, making sure everything is fair and fits appropriately. Next, she takes that same sail shape and runs it through Warps, telling it which product and associated options to apply: Tier (760, 780, 870, etc.), Exterior, (RAW vs. Endurance), DPI (amount of tape), Furl Style (different patch shapes). Using these inputs, Warps then associates the sail shape with its new tape “layout.” Kim tests the clew section on the headsail design file to make sure it conforms with the mold. Each file is then placed into the nesting program, which then outputs the tape information and puts the design layout into the language the mold can understand. This layout defines the types of tape applied and the precise location and orientation. Taping machines, or “Tape Heads,” can read the files produced, and then use them to lay the actual tapes on the floor. Once taped, they are then laid onto the physical molds by the films team that corresponds to the mold file that Kim set up previously, then vacuumed sealed and consolidated using the IR heat lamp. Kim translates sail design data into software language the 3D molds can understand. She inspects every detail of the design and how it’s applied to the mold. “It’s important to test things out before they make it to the mold to make sure the mold can create the file as the designer has requested.” “Kim is a design expert in her own right. She can weed out what would likely have been a serious mistake before it hits production. – Per Andersson, 3D General Manager Sometimes file processing can be tricky, requiring rework or redesign when the original design does not relate to the mold correctly. “It’s not always easy for the sail designers either, but it’s my job to explain what needs to change to them, so the sail designer can adjust the design to make it work with our programs and our molds; making sure things run smoothly is how we avoid issues later on.” The picture shows the file from our processing software. That highlighted green area is showing the gantry’s motor movements. The arrows on it represent the direction of what side the IR lamp will start from and how many passes each file has. 📸 Amory Ross Overall her job can be complicated, she says. “The hardest thing is training someone new on how to shape the sail on the molds.” While Kim says it’s frustrating at times, she understands these details are an essential part of her job. “The ability to do a job correctly will set an employee up for success and growth within the company.” Because Kim is involved in the pre-molding stages, watching it all come together on the production floor gives her the most satisfaction. “Sometimes, I get the chance to help drape the sails on the molds. That makes me feel like I am part of the process from start to finish.” Although Kim’s on-the-water sailing experience is limited, she does have a good idea of what it’s like. One of her favorite memories was when Minden employees had the opportunity to travel to San Francisco to watch the America’s Cup World Series in October of 2012. Kim was also sent to Sri Lanka in 2018 to help align the 3D teams with up to date software. “How the sails are built is very special, and I enjoy all aspects of working here.” What makes the Minden manufacturing facility a great one? “Our sails are a lot stronger and last longer than basic sail technology,” says Kim. “The materials we use improve the overall product; that’s what makes 3Di so special. We take pride in what we build, and that is because we want to provide our clients with the best options in sail technology.” READ MORE

NORTH COACHING AT THE J-CUP Expert Analysis with Winning in Mind North Sails' local experts will be on-hand to provide free expert analysis and coaching to all participants at the J-Cup, July 2-4 2020. Crews in any J-Boat will be able to take advantage of North’s coaching on Thursday and Friday. Those who register for the complimentary coaching will receive analysis on boat handling and sail trim during racing. Crews can then follow this up with the coaches ashore or during the evening debriefs at the RORC where on the water drone footage from that day will be shown. READ MORE

DN ICEBOATING: INNOVATING FOR SPEED What does it take to go even faster than last season? For Chad Atkins and Oliver Moore, winter means fast apparent wind sailing on their DN iceboats—whenever they can find ice and wind within driving distance of Rhode Island. We recently spoke with them to learn more about a recent speed jump made by North Sails clients. Chad finished third at the 2020 DN North Americans, his first time ever in the top five—and he was just “one bad leeward mark rounding” shy of winning the whole thing. (Tuning partner James “T” Thieler won the regatta.) Oliver, who owns the Moore Brothers Company and builds iceboat masts, says it’s Chad’s tuning that makes him so fast. Chad, who worked with Mike Marshall to develop the North Sails DN inventory, says it’s those composite masts—and the sails designed to match them—that made his speed jump possible. But both agree that the most significant speed gains are made long before the regatta starts, which is why iceboaters spend so much time developing and dialing in equipment to suit style, body size, and personal preference. “Most of this stuff is happening before we hit the ice,” Chad says. “Static deflection, bend testing, the development of the mast and the sails and the plank… that’s 75-80% of the speed right there.” Oliver enjoys that part of the challenge; “It’s the most technical boat I’ve ever sailed, from a setup standpoint.” And he says Chad was the guy who got him into iceboating. “He helped set me up and got me close enough to right that I could be in the conversation. Then you can say, okay, ‘this is the effect I’m trying to achieve.’” Mast pop Mast bend characteristics are absolutely critical, and the goal is the same as soft-water sailing: to get powered up as low in the wind range as possible. The ideal look, though, is radically different; the mast is tuned to make it “pop” to leeward. That exerts downward pressure on the iceboat runners, acting (as Oliver puts it) “like a spoiler on a race car,” which makes it possible to push harder without losing control. “When the breeze builds, the first to get the mast to pop wins,” Oliver says. “So at that point you want a super-soft mast. But as the breeze keeps building, you’re trying to restrain that overbend, because you’re losing power. The way you control that is all in rig geometry: adjusting your shrouds or forestay, and moving your mast.” Once you’re in the ballpark, he says, the entire range is only a couple of turns on the shrouds. The fuselage (hull) on a DN can vary quite a bit in size and height, but both the length and stiffness of the plank (which runs athwartship and holds the shrouds) are critical. “People are measuring to make sure that when you stand on your plank, it’s bending to the exact millimeter that you think is correct,” Oliver explains. Sails are built to match each mast and plank’s combined bend characteristics, also factoring in other variables like wind strength, ice conditions, and sailor size. “Some people have four or five different sails—I’ve got two.” Tuning up before Racing Though the goal is to be in the ballpark speed-wise before showing up to sail, everyone fine-tunes rig tension and mast rake before each race. The mast step can move backward and forward on the fuselage up to six inches, Chad explains. “The farther forward it goes, that’s going to be a narrower triangle , so it’ll bend sooner. The farther back it is, it’ll be a little stiffer.” Though that sounds quite straightforward, Oliver points out that there are other considerations as well. “The farther back you have the rig, the less pressure there’ll be on the front runner. Which can be fast, but you don’t have as much control.” With so many variables, it’s hard to compare one boat’s tuning to another. “It’s very easy to get completely confused about what’s doing what,” Oliver says, “so I try and simplify as much as I can. If you want more mast bend, ease the shrouds. If you want less, shorten your shrouds.” Chad says that when he’s going the best, the boat “has some fight to it. I have to work pretty hard to get off the line, get the plank squatting and the mast bending, all the things that need to happen before you can really get going fast.” If the rig tension is too soft, he says, it affects height. “You might have the same speed, but guys are going to be pointing higher. It’s a pretty noticeable difference.” If the rig’s too stiff, “people are going to be laying down and their leeches start twisting off and they’re just—gone.” Once the boat is set up the way he wants, Chad gauges mast bend off the forestay, “to know whether to press more (shoulders back on seatback) and keep the boat lit, or ease sheet some and try to get some height upwind—or soak downwind with pressure and angle.” Between races, sailors often swap out runners or sails to better match the conditions—which can change significantly throughout the day, as rising or falling temperatures affect the ice. “You bring all your stuff out,” Oliver says, “spares and everything, dump your toolbox on the ice. That way you can change things.” Fast sails Chad uses the All Purpose Power sail that he helped Mike Marshall design, or the Max Power if the wind is light and the ice soft. Oliver uses the APP as well; “I think the APP works further up the speed range and is more versatile” than older designs, adding that there’s always a tradeoff in DN sailing between versatility and optimization. “Because you can change between races, there is the temptation to have very specialized equipment for each condition—but you still need to figure out which is the right setup. I try to keep it as versatile as possible.” What’s changed, and what hasn’t Chad has been iceboating since he was seven. Only a year or two later, “My dad just pushed me off and I went out and didn’t come back.” He laughs. “He’s like, holy crap, I gotta build a second boat.” Since then, Chad has seen the development that used to take place in basements and garages migrate to professional shops like Moore Brothers. Composite masts are more predictable than the spruce or aluminum rigs he grew up with, making DN sailing safer—and a lot more fun. “The technology is really paying off, because you can drive the boat harder and just continue to accelerate another couple of knots.” Oliver came to iceboating as an adult, and he admits that it’s a pretty crazy sport—especially when you factor in all the driving time that chasing ice requires. But it’s addictive, he says. “The racing at the top-end is insanely amazing—so close, you have one bad mark rounding and you lose the regatta. It’s everything that Laser racing is, but at 40 miles an hour.” Another thing that keeps both of these guys hooked is the continuous innovation in search of ever faster speeds. “We’ve outgrown some of the smaller ponds that we used to be able to sail on,” Chad says, “because we’re going too fast. But we’re still working to go faster. The aero package part of it’s really starting to come into play, reducing that triangle between the fuselage and the forward top part of the boom… You’re never done, and it’s always fun. That’s what I love about it.” Or, as Oliver puts it: “It’s a radical thing to be going that fast, that low to the ice, crossing ten boats! One good day of sailing every three years—that’s enough to keep you coming back.” READ MORE

SUPERYACHT CARIBBEAN SEASON PREVIEW Mike Toppa Shares his Excitement on the Upcoming Season 📸 Carlo Borlenghi While those of us up north wait for spring and pine for sunshine and warm trade winds, Superyacht owners from around the world are gathering in the Caribbean with family, friends, and crew. With three regattas (Antigua Superyacht Challenge, St. Barths Bucket, and Les Voiles des St. Barths) fit into two months, “they have a really healthy entry list,” North Sails Superyacht expert Mike Toppa explains, when we caught up with him just before he jumped on a plane. “They moved the dates for Antigua this year, so boats will race there, transit directly to St Barths, and pick right up where they left off days earlier.”Mike will be sailing onboard Rebecca for the Antigua Challenge, and he’s excited about the brand-new sails they’ll be using for the first time. “New 3Di ENDURANCE main and mizzen, Nylon A2, and 3Di RAW Helix genoa staysail. They’re the latest generation in terms of structure, engineering and design, so I expect to see a pretty nice performance gain.” But he’s equally excited about stepping on board the 56m Perini Navi Zenji for the St. Barths Bucket, where Spectra paneled sails are still going strong. “I think they’re six or seven years old now. They’re regulars at the Bucket, and they like to race and compete. They have a great crowd on board, and it’s always really fun sailing with them.” Well managed races and boats When asked how many people will be aboard each boat, Mike chuckles. “It’s probably close to 25 on Rebecca. On Zenji, 40-50. There’s a lot of sailors. And then there’s a lot of crew. And there’s the owners and family and friends and guests, so the numbers add up pretty quickly. The boat is 198 feet long, with three decks. Racing it is really a management exercise; everything’s so big, and nothing is manual. So you get it to the line on time, point it in the right direction, trim the sails, make use of the shifts, stay out of the current, and hope for the best!” Both islands do a great job running the regattas, he adds. “Who doesn’t like to sail in Antigua or St Barths? The races are always well managed.” 📸 Carlo Borlenghi Race all day, repair all night North Sails Service will also be well managed, thanks to many months of planning. Overnight repairs will be provided to the entire fleet in both Antigua and St. Barths. “We have the full staff from the loft, and we also fly in a lot of our sailmakers,” Mike says. “We’ve been doing this for several years, and we’ve gotten very efficient at knowing the materials and machinery and manpower we need to handle a fleet of that size and sails of that size.” A tear in a 3Di mainsail can be repaired on board, but the most common repairs are on spinnakers, and they have to be stitched back together at the loft. “It’s not an easy task, because the sails are huge and heavy and wet and just getting them off the boat and to the loft takes a lot of muscle and planning. We work hard at making it as easy as possible for the owners and the captains and the crews.” Once sails get to the loft, the repair team works through the night to have them ready to go the next morning. “Even a 12 inch tear in a spinnaker that’s 1200 square meters in area is a big deal, because you have to move the sail through the machine and it might weigh 200 kilos. It is a big job.” Asked for an estimate of how many sails could be repaired in one night, Mike can’t give an exact number. “Oh, it’s hard to say. It really is approached by just getting it all done. That’s part of the planning process.” There’s no permanent sail loft on St. Barths, so the North Sails team creates a “pop-up” loft. “We send in all the machinery and materials, erect a tent, and do all the sail repairs right alongside the water,” Mike says. “This year, Matt Smeaton is coming up. He has a particular interest to be part of the service team in St. Barths because for a lot of the boats, this will be their last stop before they head to New Zealand for the America’s Cup. We’re trying to make sure there’s a seamless transition for our customers.” 📸 Carlo Borlenghi Heading west After the Caribbean regattas end, several boats will transit the Panama Canal and then spend the summer working their way down to New Zealand, arriving in time for the 2021 Millennium Cup. “No one tries to get there quickly,” Mike explains. “It’s more of an opportunity to island-hop and see some new places.” The transition will be a little bit easier for the Superyachts like Rebecca that use their 3Di Endurance main and mizzen for both racing and cruising. “3Di Endurance sails can be raced with confidence,” Mike says, “because it’s molded just like 3Di RAW sails are, so the shape is locked in.” Meanwhile, the North Sails Superyacht team will already be working to apply the lessons learned at this year’s Caribbean regattas to their service at upcoming regattas around the world. “Everybody in North America, Europe, New Zealand, and Australia will compare notes: what we could do better, and our successes. And then looking forward, what’s coming up and how to best plan for it, to make sure that we have the assets needed at each event to cover any conceivable need.” And then it’s time to get off the phone, because Mike is flying off to Antigua to help bend on Rebecca’s new sails. That, too, takes “a little bit of experience in planning,” he says. “There’s a lot of people involved. First thing is to make sure you have the weather window, before it gets too windy to hoist. Next thing is to get them bent on, battens installed, and furled.” The reward? Trimming in state-of-the-art sails, and enjoying that performance jump. READ MORE

Kreće nova ORC sezona S ožujkom već nekoliko godina starta sezona ORC jedrenja u Hrvatskoj. Tako će biti i ove godine, a uvodno jedrenje će biti u organizaciji JK Uskok na Zadar ORC Cupu. Ono što vjerojatno najviše zanima pratitelje ove izrazito sportske discipline u jedrenju krstašima je nastavak suradnje, odnosno nastavak pokroviteljstva CRO ORC Kupa od strane tvrtke D-Marin. Naime, trogodišnji ugovor koji je Udruga ORC jedriličara potpisala s ovom Turskom tvrtkom istekao je s krajem 2019. godine. U međuvremenu su se dogodile promjene u vlasničkoj strukturi hrvatskih akvizicija ove tvrtke. To je donijelo jednu malu dozu neizvjesnosti po pitanju budućnosti, ali kako je menadžment tvrtke ostao isti, dogovor o nastavku suradnje je vrlo brzo postignut. Nekih novosti u tom segmentu nema i ono što je najvažnije iz Ugovora je to da se nastavlja sponzoriranje regata koje za bazu imaju neku od D-Marin marina u 100% iznosu startnina ako je riječ o dvodnevnim događanjima, odnosno kad je u pitanju Prvenstvo Hrvatske kao trodnevni event onda će natjecatelji imati minimalni trošak startnine po članu posade. Naravno, u to ulazi i besplatan vez za sve sudionike. Kalendar za ovu godinu izgleda ovako: 1. Zadar ORC Cup, 14-15.03. JK Uskok & D-Marin Borik - Zadar 2. Uskrsna regata, 01-04.04. JK A.N.A. - Hvar 3. Prvenstvo Hrvatske, 01-03.05. JK Val & D-Marin Mandalina - Šibenik 4. Šibenik ORC Cup, 07-08.11. JK Val & D-Marin Mandalina - Šibenik 5. Grand finale, 21-22.11. JK Val & D-Marin Mandalina - Šibenik Po pitanju formata natjecanja, nema nikakvih promjena, osim što je dogovoreno da se otvori mogućnost jedrenja navigacijskog plova. Ranijih godina riječ je bila o isključivo tehničkom formatu regatavanja, odnosno o jedrenju isključivo oko bova u štap polju. Inzistiralo se na tom formatu je osim ovih nekoliko regata za CRO ORC D-Marin Cup, rijetko tko je organizirao regate koje su se jedrile oko oznaka. Kod nas se za krstaše uglavnom organiziraju navigacijske regate. Međutim, na Europskim i Svjetskim prvenstvima obavezno se jedre i navigacijska jedrenja i ti rezultati se čak nesmiju odbaciti. S druge strane, jedan broj hrvatskih jedriličara stalno je isticao nedostatak navigacije i to isticao kao razlog zašto ne sudjeluju u Kupu, tako da im se s ovim potezom želi izaći u susret. A hoće li ovaj potez rezultirati povećanjem broja jedrilica na regatama vidjet ćemo već za desetak dana u Zadru. Što se same flote tiče, desile su se neke promjene. Pod zastavom JK Uskok od ove sezone jedrit će se na Gringu 3 - Farr 40, jedrilici koja je do nedavno jedrila pod imenom Toto Travel. Nova akvizicija je i pod plamencom JK Val. Maleni First 34.7 - Ladies First više nema ORC ambicija, a posada je prešla na J111... trenutno bez imena. Još ovu sezonu Murtersko-Biogradska posada će jedriti na X-41 X-Cite, a od iduće najavljuju da će i za Kup jedriti na jedrilici ClubSwan 36 čiji dolazak očekuju tijekom travnja. U svakom slučaju, ORC dozvoljava da datum proizvodnje jedrilice nije presudan element u postizanju dobrog rezultata, već je najvažnije da se taktički i tehnički regata odjedri sa što manje grešaka i da se iz svoje jedrilice izvuče maksimum, a softver će to prepoznati i vrednovati na odgovarajući način. Zato, ako želite kvalitetno jedriti i puno naučiti, prijavite se u Kup i navedene regate ubacite u svoj kalendar! READ MORE

1. Briva - kriterijska regata Optimista u Biogradu U šest odjedrenih plovova u Biogradu Josip Tafra, Omišanin koji jedri za JK Labud, šest puta osvaja prvo mjesto i sa šest bodova prednosti odnosi pobjedu na prvoj regati koju je u svojoj kratkoj povijesti organizirao JK Briva. Domaćini su se istinski potrudili da njihova prva regata ostane svima u dobrom sjećanju, tako da se može reći da su uvjeti za rad bili baš onakvi kakvi bi trebali biti na svim regatama. Ali definitivno je u tome ogromnu zaslugu imala jaka logistička podrška od strane roditelja i rodbine djece iz kluba koji su volontirali u svim segmentima organizacije. Regata je bila jedna od kvalifikacijskih regije Jug, tako da je samim tim po bazičnim postavkama morala trajati tri dana i njezini rezultati se vrednuju za rang ljestvicu pomoću koje će se, zajedno s jednakom takvom ljestvicom regije Sjever, formirati flota koja će jedriti kvalifikacijske regate za sastav reprezentacija koje će nas predstavljati na Europskom i Svjetskom prvenstvu klase Optimist. U Biogradu je imalo namjeru sudjelovati 71 kadet i junior, ali kako su uvjeti na moru bili vrlo teški efektivni utjecaj na rezultate je imalo njih 59. Petak je obilježila tramontana koje se ponašala točno po vremenskoj prognozi. Ujutro je bila lagana do umjerena, a kako je dan odmicao puhala je sve jače. Startevi su išli jedan za drugim i jedina čekanja su bila zbog najsporijih koje se trebalo čekati da odjedre cijelo polje i kasnije stignu do linije cilja. Za njih je to definitivno bio vrlo naporan dan, pogotovo kad se uzme u obzir da je jačanjem vjetra rastao i osjećaj hladnoće. Jedrilo se dosta brzo i najbrži su obilazili sve bove za malo više od 40 minuta. Subota je bila jednako vjetrovita. Jedina razlika je bila što je odmah od početka puhalo jugo, pa je bilo zarotirano za 180° u odnosu na ono od dan ranije. U oba ova slučaja Regatni odbor je flotu odveo u južni dio Pašmanskog kanala, dosta dalje od pozicije koju su očekivali treneri. Taj izbor RO-a u kombinaciji s uvjetima na moru većini trenera nije dao mnogo izbora, pa su morali odmah odlučiti da li će najmlađe natjecatelje voditi sa sobom u gumenjacima ili će ih poslati na jedrenje s nadom da će uspjeti završiti bar prva jedrenja. Program predviđen za subotu se jednako brzo odvijao kao i dan ranije. Tafra i društvo s vrha bi odjedrili svoju regatu za malo više od 40 minuta i slijedilo bi čekanje ostalih. Jedino ponavljanje starta se desilo u posljednjem plovu nakon što je dobar dio flote uz brod RO-a prijevremeno prešao preko startne linije. U svim plovovima scenario je bio približno jednak. Josip Tafra i najbržih 6-7 jedriličara bi povelo regatu i nakon bove od orce razlika između njih i ostatka flote se konstantno povećavala, a jednako tako i distanca između Josipa i njegove pratnje. Najveća konkurencija mu je bio klupski kolega Marin Ljubičić. Njih dvojica su često bili vrlo blizu i u završnim etapama pojedinih plovova, ali svaki put bi se završilo na isti način. Tako da je na kraju Marin uknjižio četiri druga mjesta, te po jedno 3. i 5. Na trećem mjestu regatu je završio Bepo Duplančić iz JK Zenta. On je također i pobjednik u konkurenciji do 12 godina, a jedini rezultati koje je imao su bila 3. i 4. mjesta. Bod iza njega je završila najbrža djevojčica generalno i u kategoriji do 12 godina. Riječ je o jedriličarski JK Zvir, Nini Marušić. Ona je u posljednjem plovu čak uspjela završiti na drugom mjestu, a osim nje i Marina s tim mjestom se mogao pohvaliti jedino još Leon Njirić iz JK Orsan, na kraju petoplasirani. FOTO: BRUNA MANDIĆ Od domaćih predstavnika najbolje plasiran je bio Noa Šangulin na 8. mjestu. DNF u trećem plovu mu je najlošiji rezultat, a da je taj rezultat bio u stilu ostalih koje je imao ta dva dana postojala je realna šansa da završi bar jedno mjesto bolje. Inače, na 6. i 7. mjestu su Borna Krmpotić - JK Uskok i Damjan Jurišić - JK Orsan. Što se tiče nedjelje, trećeg dana predviđenog za jedrenje, od nje nije bilo ništa u natjecateljskom smislu. Već od jutra puhalo je jugo s 30 i više čvorova, bez ikakve najave da će oslabiti. Zato je odmah izvješen kodeks alfa i vrlo brzo je napravljeno proglašenje pobjednika. Rezultate možete pronaći na ovom linku. Što se tiče najnovijeg izdanja rang ljestvice regije Jug, vodeći trojac je iz JK Labud... Tafra, Ljubičić i Cepić-Zokić, dok je najbolja djevojčica Aurora Palko - JK Split, na 6. mjestu. Kompletno stanje prije iduće kvalifikacijske regate, koju će idući vikend organizirati JK Split, možete pronaći na ovom linku. READ MORE

GIULIO DESIDERATO E GLI ONE DESIGN E’ uno degli uomini chiave del loft di Carasco per le vele dedicate agli one design. Sempre a bordo come tattico, randista o coach. Spiega il grande lavoro di North Sails e regala qualche consiglio agli armatori. Giulio Desiderato è un ottimo velista che ha fatto della sua passione un destino professionale. Dopo una bella carriera con il 470 “il mio cuore resta li” di cui è stato campione italiano under 21 e poi assoluto e molti anni tra i probabili olimpici italiani, è entrato nella grande famiglia dei velisti North Sails come responsabile del settore one design del loft di Carasco, inoltre è l’unico italiano nel gruppo di cui fanno parte che hanno un ruolo nella strategia della veleria in riferimento al futuro. Laureato in economia ha svolto una tesi sull’industria nautica e un master in sport management. Come tutti i “tigers” è sempre imbarcato sulle barche che issano un guardaroba costruito da North Sails come velista professionista, alternando i ruoli di randista e tattico oltre a quello di coach. Come racconta: “amo i piccoli one desing che mi danno ancora le sensazioni di una barca dove è molto importante lavorare sul dettaglio, su come muoversi. A bordo ho sempre cercato di migliorarmi e di lavorare sempre con dei compagni diversi da cui ho imparato molto”. La sua dote migliore? Probabilmente sono la grinta e la determinazione, la volontà di non perdere mai di vista il traguardo finale anche nei momenti di crisi. Come si svolge il lavoro all’interno di North Sails per quanto riguarda il settore monotipi? “Noi lavoriamo sia a livello italiano che mondiale. Abbiamo una squadra dedicata al settore one design che io seguo direttamente. E’ composta da Andrea Casale, Stefano Orlandi, Riccardo De Felice, velisti ed esperti del settore. Inoltre contiamo sul confronto dall’estero con tutti gli specialisti NS con i quali abbiamo un contatto quasi quotidiano. Usiamo tutte le risorse possibili del loft, come può essere per Daniele Cassinari, AD di North Sails Italia e Sales coordinator di North Sails Europa, che naviga spesso sugli one design mettendo a frutto l’esperienza del suo passato. Conto anche sul confronto con Alessio Razeto direttore commerciale Italia che viene informato sullo sviluppo delle attività. North Sails è la veleria più presente in tutte le classi, e sono centinaia di classi. Ognuna ha una serie di ‘class specialist’ coordinati da un class leader. Pratichiamo sempre un lavoro di feedback tra velisti e disegnatori North per restare aggiornati e realizzare sempre il prodotto migliore. La vera chiave del nostro successo è proprio il lavoro di gruppo, la forza delle persone che danno un contributo concreto. Io seguo direttamente Melges 20, 24 e 32 e il J70”. Come vi comportate per il settore olimpico? “In questo settore c’è stato un innesto molto importante con l’arrivo durante l’ultimo anno di Riccardo De Felice, cui abbiamo dato come focus principale le derive piccole, dall’Optimist alle classi olimpiche passando per il Moth e il classe A. Riccardo sta seguendo il progetto Optimist che cresce e cui dedichiamo molte energie. Tra gli one design e le classi olimpiche cerchiamo di applicare tutti i vantaggi industriali che North Sails può esprimere, sia in termini di programmi per il progetto sia con i materiali, soprattutto dove è consentito l’uso del 3Di che si rivela un boost importante”. Come si esprime questo vantaggio? “Faccio un esempio, a livello tecnologico è da un anno che con Giovanni Cassinari e Michele Malandra sviluppiamo innovazione nel settore andando a usare risorse nate in altri settori, come la simulazione con programmi strutturali e VPP nati per le grandi barche. La forza sta nella possibilità di consultare e utilizzare diverse risorse nel gruppo nei feedback che diamo come velisti al disegnatore e allo strutturista. Questo si trasforma in un grande vantaggio per i velisti e gli armatori”. Che consigli si possono dare a chi compra le vele? “Dare valore alla parte invernale, la buona preparazione è quella che serve per costruire stagioni vincenti. La programmazione è la cosa importante. Iniziare già con un’idea precisa di quando e come bisogna raggiungere le massime prestazioni, esaminare la ‘regata obiettivo’ e un corretto calendario di acquisto per avere una situazione controllata. Bisogna parlarne molto con il velaio di riferimento per conoscere anche i progetti e i modelli nuovi previsti per la stagione. Chiamare uno di noi è come entrare in dialogo con tutta la veleria, perché le informazioni che abbiamo sono complete e il cliente riesce ad avere a disposizione un data base molto ampio”. Una domanda d’obbligo è sui materiali? “North Sails, qualsiasi sia il materiale da impiegare, Dacron o le nostre esclusive 3Di e Nordac fa della qualità un punto di forza importante e strategico. Scegliamo sempre il Dacron di migliore qualità tra i tre livelli di qualità in cui viene classificato. Le vele per 470 per esempio sono realizzate dalla veleria giapponese che ha fatto da anni della qualità un punto di forza importante. Lavora con meticolosità, dalle cuciture agli scanner per fare le foto e indagare le forme. Non tutti sanno che questo processo nato per l’America’s Cup si usa anche per queste vele. C’è sempre il velaio ma viene supportato da tutte le esperienze e le tecnologie che ci arrivano dai massimi eventi. Il presidente di North Sails Ken Read ha partecipato recentemente a una regata in doppio con una barca di serie, uno Jeanneau Sun Fast 3300, è un messaggio? La ricerca di un contatto con un mercato medio? “L’immagine di Ken Read che partecipa a una regata d’altura con un Sun Fast 3300 è un messaggio forte, che può far capire l’intenzione del gruppo North Sails, che vuole essere presente e vincente in tutti i settori. Come ho detto prima vogliamo essere i migliori dall’Optimist in su, con qualsiasi one design o comunque classe. Una classe simile sarà alle Olimpiadi di Parigi e North Sails, ovviamente, vuole essere protagonista”. Parlaci del tuo rapporto con NS e come ti vedi tra 5 anni? “Ho iniziato a lavorare in questo gruppo 5 anni fa e per le cose fatte e la fiducia che ho ricevuto mi sembra molto molto di più. Ricordo ancora quando Alessio e Daniele mi dissero che in NS ‘se non ti vuoi perdere devi avere voglia di correre’. L’anno scorso oltre ad alcune soddisfazioni sportive è arrivata quella di entrare a far parte del gruppo di management M2 che mette assieme tutti i giovani manager NS. Tra 5 anni? Ad ora non so rispondere. La mia vocazione rimangono soprattutto le regate e tutto il mondo che le circonda che sia OD o magari un giorno Gran Prix. Detto questo il maggiore coinvolgimento aziendale mi piace e spero di dare sempre un maggiore contributo”. Dove ti vedremo la prossima stagione? “Sarà un’altra stagione molto impegnativa. Sarò di nuovo randista sul J70 del team Petite Terrible e sul Melges 32 GSpot. Con il Melges 20 ho appena iniziato un nuovo progetto con il team Raya. Sarò coach del Melges 24 Nefeli. Infine non vedo l’ora di iniziare a navigare con il nuovissimo Swan 36 Sease della famiglia Loro Piana che mi vedrà impegnato con i primi allenamenti fin da aprile. Insomma, si continua a correre!!”. READ MORE

ADMINISTRATÖR TILL VÄRLDENS LEDANDE SEGELTILLVERKARE Är det dig vi söker? North Sails är världens ledande segelmakare och tillverkar segel till allt från optimistjollar till båtarna i Volvo Ocean Race och America’s Cup. Det är en global koncern med huvudkontor i England. North Sails Sverige finns i Stockholm och Göteborg och vi är totalt ett tiotal personer som arbetar med i huvudsak försäljning, service och reparationer. Vi söker nu en administratör med placering i Göteborg. Vi har nyligen bytt administrativt system och en del i arbetsuppgifterna blir att tillsammans med huvudkontoret utveckla effektiva rutiner kring exempelvis orderhantering, inköp och frakter. En viktig del kommer också vara att stötta säljare och servicepersonal och avlasta dem från så mycket administrativa uppgifter som möjligt. För att klara jobbet bör du ha lämplig utbildning eller relevant erfarenhet av liknande arbete med administrativa uppgifter. Du kan Excel på dina fem fingrar och det är en stor fördel om du har erfarenhet av Microsoft AX. Du kommer ha en hel del kontakter med huvudkontoret i England och behöver därför känna dig bekväm med att både prata och skriva på engelska. Det skadar inte om du har intresse för segling men det är absolut inget krav. Vi som jobbar på North Sails är dock inbitna seglingsentusiaster och om du själv gillar segling lär det göra att du får ut betydligt mer av fikarasterna… Tillträde sker så fort som möjligt. Det finns inget sista datum för ansökan men vi utvärderar de sökande i takt med att de kommer in, och träffar vi på någon som känns rätt slår vi till direkt. Intresserad? Kontakta oss så fort som möjligt! Kontakt Henrik Ottosson, vd North Sails Sverige Tel: 031-3880801 E-post: henrik.ottosson@northsails.com READ MORE

EMBRACING THE SPORT WITH OPEN ARMS One Sailors Journey into the World of Sailing Dominique Laforest's avenue to sailing isn't your typical story: she didn't grow up sailing or being on the water or in sailing camp. She came into sailing when she met her partner Will. Fast forward to present day compared to when they first met and she is now a familiar face at their yacht club, Lakeshore Yacht Club. While there was no pressure or expectation from her partner Will to learn sailing when they first met, she explored it with an open mind and came out when she pleased. The lack of pressure or expectation is refreshing and an important lesson to those wanting to get their partner involved. Her enthusiasm to embrace an entirely new sport or world is inspiring. She has taken to it like a natural, willing to expand her horizons and get her hands dirty. You can regularly see her at the helm on their Olson 911 SE and helping out at regattas or yacht club events. What is most impressive is her willingness to learn all aspects of the sport and boat ownership - not just on the water fun. She shares with us her story and perspective of joining the sailing world. How did you get involved in sailing? Girl meets boy. Boy is a sailor. And I didn’t want to spend all summer apart. Thanks, Will. Tell us about your first impression of the sailing world. I mean my first time on a sailboat, I sailed (or rather we attempted) the LOOR (Lake Ontario Offshore Racing) 100 miler double-handed in 30 knots of breeze ... so I thought you were all nuts! Then I spent a good chunk of the off season in the yard helping my partner with boat maintenance. I was shocked at how bewildered everyone was that I (*a woman*) was out helping with all that work. That was when I started to realize that it’s still very much a “man’s sport”. What have been your biggest obstacles to overcome? There are limited options to learn to sail as an early career professional, i.e not much time off). It can also be really expensive if you’re looking at taking courses. Lastly, folks aren’t always super welcoming to newcomers, especially in a race/regatta setting. Particularly as a woman. Especially in my first season on the water, I felt that most folks assumed I was on board as a “prop” rather than actually at the helm. What are your favourite things about sailing?What keeps you coming back for more? Being outdoors, on the water and stretching out every decent day of the season - there’s nothing better... well maybe if you throw a beer in there. The racing community, once they get to know you and see your commitment, can be really awesome. It often feels like one big family. The adrenaline rush and the constant challenge. My skipper likes to push my limits, which keeps me engaged and learning. Where would you like to see the sailing world in 3-5 years when it comes to women’s involvement in the sport? I would love to see folks seeking crew based on their talent and skill rather than their gender. There’s a position on the boat for every age, strength and size. What is your advice for women looking to get involved in sailing? Find a mentor. Take some courses. Find a boat looking for crew and do whatever job they’ll give ya. Take every opportunity your can to get on the water. Finally, don’t overthink it, just jump in and commit to showing up and learning - you’ll find a ride. READ MORE

WOMEN OF OUR LOCAL SAILING COMMUNITY Nothing Can Stop Kristina Gilbert From Achieving It All The typical story for most sailors begins with "I started sailing at a young age" or "I was put in sailing lessons" as a kid however that is not the story for everyone. We take a look at some of the leaders in our local community who have contributed to the growth of the local sailing scene. These women are simply athletes, we don't see them as women on the boat, they are just like everyone else - a sailor with a passion for adventure. They are individuals who enjoy the sport and keep coming back for more while continuously giving back to a community where they're outnumbered. Meet Kristina. She is a certified Sail Canada mark setter and trained regional race officer (and all around bad ass) who has been doing race committee for 12 years. Her introduction to sailing began when her daughter Blake was in sailing school. She recalls, "I figured it was time to learn what she was talking about when she said things like boom and gybe. I had no clue what she was talking about." Kristina's story is unique and inspiring - she didn't start at a young age, although sailing was in her family, she didn't grow up around racing or the docks. She began later in life to connect with her daughter and better understand what Blake was doing. What really pushed her to get into sailing actively was when she got invited to do race committee and volunteer. She used to drop off her daughter at sailing school every morning; eventually she got invited to come out sailing and then do race committee. © Michael Walker Photography Recalling her first impressions of the sailing world, Kristina shares how it was really hard to integrate due due to lack of terminology and cultural norms/cues. It took her two years before feeling comfortable around the sailing scene, sharing "it felt like you had to give it time" and be patient. Her best advice? Volunteer, "Once I got involved with the volunteers it changed everything." The best way to integrate is to volunteer because it allows you to meet more people and for people to see your face and see you're involved; it opens up the whole community. Beyond this, Kristina's advice is to not judge a yacht club on your first season, explaining "the sailing community you need to give it time." It seems her patience and persistence has paid off as now you can't walk down the dock or through the bar without someone stopping Kristina to say hi or ask how she's doing. That being said, it is much more accepting of women now that it was says Kristina. Joining the sailing world can be intimidating, there is no doubt about it, and some obstacles can arise. For Kristina though her biggest obstacle to overcome was her own fear. She says "my own intimidation and my own idea of what I thought I had to succeed at was my biggest obstacle. She gives the example of going out to a dance club. When you go out to a dance club everyone is their together whereas sailing you're in a boat by yourself in the middle of the lake - it can be daunting. Facing those fears though head on is the best thing you can do says Kristina. An important antidote to remember. What keeps Kristina coming back for more? The love of water. Being out on the boat, be it race committee or keel boats, it's her happy place. She shares "the minute I hit the dock, all my stress is gone, I forget about what I was stressing out about on the way down in the car." Even though it's not always rainbows and sunshine on the water, Kristina believes "its beautiful even in the storms." Beyond the beauty and serenity of sailing, she wants to be a better sailor because of all the women she see's out doing it now - it looks attainable. She sites helms-woman Wendy Tuck, Liz Wardley and Dee Cafari as inspirations. Beyond this, Kristina details how the people and the whole community keep you coming back, "everything that intimidates you in the beginning is what keeps you coming back now." Looking into the future and women's involvement in the sport, Kristina would like to see equal number of boats competing that are all women, an entire crew of women kicking it on the podium. Her biggest desire she shares is "have it not be written into the sailing rules that you must have one woman aboard." The barriers to achieving this is two fold says Kristina. We need to have "more women realize they can do it, take the lead more instead of letting others even when they know what to do." Secondly, we need to have our male counterparts look a little harder when it comes to having females on board. Kristina explains, "take the time to train a female that shows potential rather than taking the already trained male, aka the easier route." Investing in potential will help build good crew, as they aren't found, they are made. When it comes to advice for women looking to get involved in sailing, Kristina says "if you love it, don't let anybody change that for you. If you don't have a good fit then change the group or boat you're on." A very good point is made here ; sometimes it's just the personality of people but that doesn't mean the sport or activity itself is wrong for you. Sometimes people don't teach the way you need to be taught. She also advocates for taking lessons and being hands on, don't be a bystander. "Learn what happens and then you know how to handle the situation" says Kristina but most of all "don't let anybody deter you." You can catch Kristina on the water all summer long, you'll see her regularly setting marks and adjusting to ensure the best possible course for racers. You'll also see her pulling 200 feet of chain and line at the end of the day; a true inspiration to us all and example of how being hands on and tackling what scares you can make you not only a better individual but also sailor. READ MORE

GROWING UP WITH SAILING Amelia Leeksma Shares Her Transition From Junior Sail To Full Time Job Amelia grew up sailing and transitioned her way to different boats while she transitioned throughout life. Her involvement from a young age with sailing led to her career as a sailing professional with the National Yacht Club as their programs and marketing manager. Additionally, she is a LF with Ontario Sailing and is on the CANSail Panel with Sail Canada. She also coached the Ontario Team 29ers at the last Canada Summer Games in Winnipeg and has coached at several Ontario Summer games. How did you get involved in sailing, both as a casual hobby, but then how did you get involved in it in a professional manner? I started sailing as a young person when I was 10 at National Yacht Club in the Sailing School Camp. The primarily the reason we joined was because my older brother was already in the camp and he really liked it; I think it was easier for my parents to send us both to the same place. The reason we found out about it was because my brother's friend's parents were members at National and his kid didn't want to go to camp without friends going to camp with them. So that's really how it all started. The reason why I kind of stayed in the sport and continued sailing was I kind of latched onto it. I mean the sport is one that you don't have to be the most physically fit person but, and it's also a mental game. I found the racing aspect of it was really both challenging and rewarding and I like to sail fast. So I got into like racing 29ers and Skiffs and that was really exciting and fun. When I kind of graduated out of the youth racing scene and I was at the University of Toronto, I did some collegiate racing and also some match racing, which was a bit of a different mindset. It was definitely more of a mental game then as well. But all my previous experience racing and in fleet racing and on skiffs was helpful because I had already a very good understanding of the rules. And that was crucial to understand how to match race at all. In terms of getting into the professional side of things, I really finished school and I wasn't sure what to do. I had been, while I was in university, coaching. It started off at Etobicoke Yacht Club doing CAN Sail 1 and 2 and intermediate there. I enjoyed doing that and it was an absolutely wonderful way to both earn some money when you weren't at school, stay outside and stay involved in the sport. I really wanted to race coach, so the opening came up at National for the race coach position here and I was like, "I'm applying there and I want to coach double-handed." So I worked at National, the race team, primarily we converted the team to a 420 team and I did that for I think three summers. Once I finished school like I said, and I was working at National, they were like, "Well, do you want to work in the office in the winter until you figure out what you want to do?" I said like, "Sure, that sounds like fun." So I did a season as the receptionist and then they were like, "We'd like to make a position for you here." Amelia is the programs and marketing manager at National Yacht Club. What were your first impressions of the sailing world from a professional lens? Now that you are on the professional side of it, do you think that your impressions of the sailing worlds have changed at all? I think that honestly the experience I had as a youth sailor and as a racing coach very much prepared me for the politics, it is a male dominated industry. I think I grew up in it, I've just become sort of used to that. I think people appreciate it once they know that you have the history and you understand what you're talking about, it's easy for them to respect your opinions. There's sometimes the assumption that you might not know stuff about boats because you just work in the office and they don't necessarily know that you have a sailing background. What keeps you coming back for more for sailing? What keeps you wanting to come back every day to work? I think that especially here, we have a smaller office team, so there's lots going on. There's always challenging and there's always something different happening. I think I would go crazy working in an office building where I do the same thing every day. I think that's a good feeling to me. Also I just like being near boats and talking about boats and the programming side of things is really my favourite part. Figuring out educational programs for adults that the members will be interested in and then especially organizing the camp and getting kids involved in the sport and hopefully keeping sailing alive in Canada. I think that starts with having a good junior sail program. A lot of people have this misconception that sailing camps, it's really expensive and there's no way I can afford to do that for my kid; but you look at our camp compared to the costs of other types of camps, we're very reasonably priced. Where would you love to see sailing in three to five years when it comes to women's involvement in the sport? I mean I think in the ideal world, it would just everyone would be on an equal footing. Having more females in professional settings so that it doesn't seem odd to have a female GM at a yacht club. I think that would be ideal. I mean, I like the idea of females being congratulated and regattas and stuff like that but that should just be normal. The other thing I would say though is that last year, I think it was last summer or maybe two summers ago, I participated in the Women's Keelboat Championship at Mimico with a team from National. And it was so great to be in an environment that was ladies only competing against other women in the sport. Hopefully there's just more women on the boats. What would be your advice for women looking to get involved in sailing? I think don't let one bad experience turn you off. It's so easy to get on a boat with a crew of people and they say something offhand that's very offensive to you. Don't be discouraged by that. Those might not be the people that you want to continue sailing with. That's fine. Keep going out on different boats because there are wonderful teams out there and great skippers that appreciate having a female on the boat and they're not just going to make you rail meat. They're going to have you do something like tactics or give you an actual job to do. So I think it's important to be trying and not to be immediately turned off by one bad experience with one person. Through her involvement in sailing as a coach and program level, she hopes through my coaching and mentorship as an LF she can demonstrate to future coaches and our younger sailors (both male and female) that there is a place for women in sailing. Amelia feels strongly that if we want to keep sailing relevant in the future we need to get more women involved and really listen to female sailors and try to analyze why women might feel alienated in our sport. READ MORE

TP52 SUPER SERIES PREVIEW North Sails Experts Dive Into the 2020 Circuit 📸 James Tomlinson A year ago, just ahead of the 2019 TP52 Super Series, North Sails designer Mickey Ickert was already excited about the 2020 season. “With 3Di, I think we are still just scratching the surface of its potential,” he said then. Now, on the cusp of the first regatta, Mickey and Executive Vice President Paul “Flipper” Westlake are both equally bullish on the incremental gains the North Sails design team has made since their in-depth team debriefs after last year’s final regatta. For 2020, North Sails improved the 3Di layouts again as the learning curve is still steep. Downwind sail inventories were refined to create specialist sails that are not too narrow in application. “The A2+ will be an important sail in Cape Town,” Mickey says, “if the venue turns- up its windy side.” This year’s schedule starts off in that new location, as Flipper explains: “We’ve never been to Cape Town.” Two regattas will be sailed in this South African offshore sailing mecca, and the second is the World Championship. “So everyone’s really excited, but there’s a little bit of anxiety at the same time. Ten really good teams will sail a six regatta series. At 10 races a regatta that’s 60 races, with no drops. You just can’t afford any failures or bad results. And Cape Town’s going to be a challenge, because it should be pretty breezy.” The sailors and sail designers aren’t the only ones who need to be ready, Flipper adds. “This is going to be a challenge for all the teams and all of the suppliers, everyone down to the performance guys. There’s going to be some stressful times for the weather forecasting guys, too. The weather in Cape Town can be extreme, and getting each day’s forecast as close as possible is going to be a useful key for performance setups and strategies.” The TP52s can race up to 30 knots in flat water, a brutal test for any brand-new sail inventory. Fortunately, 3Di is known for its excellent durability, even though Mickey says that most of the 2020 sails are lighter than they were in 2019. He also points out that, after the Worlds in Cape Town, there are four more regattas in the traditionally lighter air of the Mediterranean. With only seventeen new sails allowed per team through the final regatta in September, “TP52 teams may ask themselves: ‘Do we really want to invest in a specific heavy weather jib?’ You may gain a little bit on the top end, but it’s an expensive exercise in the sail cards for such a long season.” North Sails Designers will be helping their teams work through that decision-making process. 📸 James Tomlinson Backup inventory This year, for the first time, the Super Series will allow teams to race with used sails without spending a sail button. “All the sails sitting in a team’s container that they buttoned last season in a Super Series event are available to race at no cost this season,” Flipper says. “I don’t expect to see a lot of 2019 sails on the race course, but it means a little bit more depth in your inventory to cover yourself, especially in a heavy-air event. It’s that comfort factor, that you’ve got a backup A4 on standby.” Flipper agrees with Mickey that making the transition back to the Med will be a whole different challenge. “Scarlino, where the third event is, can be kind of light and moderate and it’s a bit choppy there, so we’re really going to have to change gears. By the time we get to Porto Cervo, which is the fourth event… if you don’t have everything looking good on the scorecard by then, you’re really going to struggle to pick points up against the good guys.” That’s why he thinks some teams might opt to use a few key pieces of 2019 inventory for the first two events. “If those sails can get you through Cape Town, you’ve got absolutely brand new, fresh Med-type sails, ready to go for Scarlino. Away you go.” 📸 James Tomlinson Worlds Focus With the 2020 Worlds as the second event, Mickey thinks some teams may simplify their sail choices by choosing to focus on results in Cape Town. It’s not a new strategy; Flipper will be sailing on Bronenosec, the only team that started 2019 with a brand-new boat. “Last year our goal was to do the best we could for the season, but absolutely focus on the world championships.” There are no brand new boats this year, but Flipper says all the teams have been working really hard on fine tuning and eliminating weaknesses. “We’re starting to talk about very small incremental gains. If we do see big breeze and flat water in Cape Town, I think that you won’t see much difference in setup and sail choice. But I defer to Mickey, because he sees the design trends across the fleet.” Mickey agrees, adding that with no drop races, teams can’t get too aggressive. “You can push the boundaries, but you need to be very careful not overstepping. Especially on rig tune. But people will try, because it’s not very satisfying for anybody to finish fourth, fifth, or sixth.” With differences between the boats being so small, even tiny mistakes could make or break a podium finish. 📸 James Tomlinson 2020 Inventory Updates No fundamental changes were needed from last year, Mickey says. “We did a refinement to the 3Di RAW structures. And a few teams have done some additional design work with Helix, though the boat speed gains through minimizing forestay sag and projecting the jib luff using a Helix structure will be hard to come by in this fleet,” he predicts. “The current TP52s are arguably the yachts with the highest relative forestay tension in the world,” he points out. “A 21 meter forestay that carries eight tons at the top end is already very optimized for upwind VMG. That said, being able to vary the sail loads along the jib luff will increase the range of achievable flying shapes. So for any jib, load-sharing will expand the performance window. “The concept is out there, and teams are looking at it. It will be interesting to see if any sort of trim variations come through; people try to maybe push on the top end of jibs where there is still some forestay sag, to gain a little more range out of, say, a heavy jib.” Then he quickly backtracks from potential future improvements to what he thinks will be the winning strategy in 2020; “If you focus on the season, then you want to be very careful not to diverge too far from your overall inventory crossovers.” One place where Helix has already proved quite beneficial is the spinnaker staysail, says Flipper. “Previously, no one really loved their staysail, but they expected it to be fast. With 3Di and Helix working together, you end up with a staysail that’s stable, projects well through the range, is tough, and can be built lighter than any paneled sail. Maybe 2020 will be known as the year of ‘Loving your Staysail!” “We’re very demanding on every sail in the inventory,” he adds. “It’s because we want to push the weight, we want to push the shape holding. And we need to get performance longevity out of the sails.” 📸 James Tomlinson Winning approach When asked for his own prediction on what would win the 2020 Super Series, Flipper says it will be a combination of outright speed, team chemistry, and a sprinkling of good luck. Brononosec’s alternate helm from last year, Olympic Gold Medalist Šime Fantela, is “full on with his 49er Olympic preparation for Japan. So Morgan Larson is going to step in and share the driving with owner Vladimir Liubomirov. And we have Jonathan McKee joining as tactician.” Flipper expects to see a few personnel changes on other boats as well, though he admits that’s all hearsay until “we get to Cape Town and see who is wearing what shirt. And within the Super Series fleet, each team has shown winning performances at times in 2019. So it’s going to be full on, everyone fighting for those inches around the course to keep the score count as low as possible. This whole Cape Town thing is going to be an incredible experience.” The keys to success, Flipper and Mickey agree, are to get through the two regattas in Cape Town without having what Flipper calls “a shocker,” and to make the transition back to the Med with positive team attitude and a solid strategy intact. As Flipper concludes, “It’s going to be a long season for not getting too down if you had a bad result, and not getting too excited if you had a good one.” READ MORE

CLUBSWAN 50 WINTER TRAINING IN ITALY Experts Help New Clients Prepare for the Season Ahead Last weekend, North Sails ClubSwan 50 experts hosted a clinic for two new teams in Scarlino, Italy. Conditions were perfect for practicing the basics, with 7-12 TWS. Expert Giulio Desiderato coached from the RIB, providing tips and feedback that helped build confidence. Sail experts Alessio Razeto and Andrea Casale each sailed onboard a boat, trimming and discussing tactics. Tuning discussions helped trimmers set reference points to figure out the best sail trim and make small adjustments to improve straight-line speed. “Working together is key on the 50-footer,” said Giulio, “so the primary focus was to keep everyone communicating on what was happening with rig adjustments, and how to tune the rig correctly with given conditions. From there, each maneuver was broken down into steps to show how overall boat speed was affected.” Each day the group set specific goals before going on the water. Teams started out focusing on starts and crew work; once sailors became more comfortable on the boat and in their crew positions, jibes and tacks were fine-tuned. After sailing, video and photos were reviewed to show the day’s highlights. Both Hatari and Giuliana sported 3Di 870 and 3Di 780. Mainsail and leech twist, mast sag, and traveler positioning were all part of the onboard tuning discussions. Alessio is also a Swan 42 expert, and he commented on the significant differences between the 42 and the 50: “I have extended my focus from the 42 to the 50 to help manage the jib blocks and double backstay set-up. Jibes are a bit different, too, as the gennaker is much larger. “Throughout the clinic, we improved a lot,” Alessio said. “One thing I noticed with the other team is that they have a strong team that is already competitive, and we could have more in-depth discussions about sail trim. Everyone has their way of trimming, and it was good to compare and contrast the differences and how the outcomes varied.” Coaching from the sidelines, Giulio collected photos, videos, advanced sail analysis, and computer assisted design to check sail shapes and how they related to mast tuning. “One team was more focused on tuning, so they matched our output with the telemetry of their boat to analyze further according to performance. The second team was more focused on boat handling aspects, like timing the starting line so they could get comfortable with the boat and what it required to get up to full speed.” Both teams, he said, improved throughout the training, “and as they progressed, the differences in their boat speeds got smaller. Maneuvers on the starting line, and time on distance practice was key. Each team had their own goals, and I think we were able to help them achieve them during our time spent on the water.” “Clinics like this are a great opportunity to improve and prepare for the season,” Giulio explained. “It’s all about giving our clients the information and tools so they can perform their best. It’s not always about service and commercial aspects, it’s about working as one team and staying involved with the class and the sailors to help them achieve their goals. “It’s also fun,” Giulio added. “I like to share what I am seeing, and I try to offer different points of view. We had talented sailors on each boat, and it gave everyone a chance to grow and learn from each other.” Alessio agreed about onboard talent. “This season, the ClubSwan 50 fleet will include many experienced sailors who want to compete against 18-20 larger one designs. I believe this will be the beginning of the greatest circuit in the last ten years.” READ MORE

North Sails Expert Per Andersson explores fashion and function in the striking look of black sails on the water, and explains why sails may come in different shades of black. 📸Nico Marinez Fashion, Function, and Material Composition Black has not always been the fast look for sails, but lately more and more black sails are showing up on the water. Why? The simple answer is that many sails are now made with carbon fibers—the strongest load-carrying material in sails—and carbon is black. If some sails seem even blacker to you than they did a few years ago, you may be noticing North’s 3Di sails, a product that has gained significant market share since it first was introduced. Many sailmakers use carbon in their sails, but typically the carbon is laminated between layers of polyester or Mylar film, so it does not look completely black. North’s 3DL sails fell into this category for many years, with variable densities of the carbon, depending on where it was needed to resist the heaviest loads. 3Di sails are darker because starting in 2013 with the introduction of 3Di RAW, we’ve rid our highest-performing sails of the cover layer and its associated parasitic weight. We should point out that not all 3Di sails are black, because North has 3Di products that include aramid fibers, which are yellow, and Dyneema fibers, which are white. We also use black, white or gray taffeta or non-woven surface materials for durability on our 3Di ENDURANCE and 3Di OCEAN performance cruising products, for which the owner can choose the color of preference. 3Di RAW on Swan 42 one designs 📸 Onne van der Wal Early on, to make a more consistent and solid look on our RAW product, we began to pigment the aramid fibers because they simply looked better black, mixed with carbon and Dyneema fibers. “Dyneema fibers are not available with black pigment but with only a small amount of Dyneema in our 3Di sail structure, a small amount of pigment in the adhesive produces a solid black surface.” Many sailmakers have followed the trend toward black sails. Most add a “light skin” or taffeta on top of the film to achieve the black look! Others simply add a non-woven layer of colored polyester material to make the sails black. North Sails 3D molded downwind racing sails are grayer and more translucent, especially when the sun is behind the sail. These sails come with our Helix load shearing technology luff structure. The 3Di molded downwind sails use 3Di Downwind READ MORE

NORTH SAILS E GLI AC75 Publichiamo questa bella intervista al velaio Marco Capitani realizzata da Michele Tognozzi per Fare Vela. E' particolarmente interessante perchè indaga la gestione delle vele degli AC 75, su cui per la prima volta viene issata la randa "soft wing." 📸Le foto sono di Caro Borlenghi/Luna Rossa La nuova America’s Cup degli AC75 appassiona sempre di più. La massima sfida tecnologica e velica possibile, che è la sintesi stessa della Coppa, si realizza in questi monofoil dall’aspetto avveniristico ma dall’anima ancora indubbiamente velica. La pattuglia dei nostalgici dei monoscafi dislocanti si fa sempre più ristretta e c’è da scommettere che già dalle AC World Series di Cagliari vedremo delle sfide di altissimo livello sportivo e tecnologico. Tra i settori dello sviluppo c’è anche quello delle vele e non potrebbe essere altrimenti visto che, pur con i loro foil e le linee aerodinamiche, gli AC75 hanno delle vere e proprie vele. Già, una randa (ops, sono due.. e la cosa ha un senso ben preciso come spiegheremo nell’intervista che segue), un fiocco e, in alcune situazioni, un Code 0. Si vele, con una loro forma e con infinite regolazioni, portate a livelli sinora sconosciuti nella vela contemporanea. Ne abbiamo parlato a fondo con Marco Capitani, uomo North Sails che fa parte del Design Team di Luna Rossa Prada Pirelli con il ruolo di Sail Designer. Toscano di mare, Capitani ha preso parte con questa a quattro campagne di Luna Rossa e vanta un lungo curriculum della vela Grand Prix, tra l’0altro come performance coach di Azzurra nelle 52 SuperSeries. Lo sentiamo da quella Cagliari che sta diventando in questo inizio di 2020 la capitale del mondo velico. “Una bella città dove vivere”, ci dice Capitani, “dopo che hai finito il lavoro o la domenica ci sono luoghi stupendi da visitare e sì, qui si sta bene”. Fare Vela Iniziamo dal principio, se li aspettava così coinvolgenti questi AC75? Marco Capitani: Beh, all’inizio quando sono stato chiamato da Luna Rossa per la campagna ero, come molti, un po’ nostalgico dei miei cari vecchi ACC5. Il mondo dei Tp52 è eccitante e di altissimo livello, ma il grado di ricerca e di sviluppo che si ha qui in Coppa è incomparabile con qualunque altro settore della vela. Se ti chiamano in Coppa America non puoi certo dire di no. E’ il massimo professionalmente parlando. Man mano che lavori nel progetto dici, però… Una volta viste le barche in acqua, seguito il grado di sviluppo, le problematiche e le sfide che si creano ogni giorno, viste le barche alzarsi in volo mi sono detto… “che figata”, questi AC75 sono impressionanti. Fare Vela Come si approccia e quanto é difficile lo sviluppo del programma vela negli AC75? Marco Capitani: L’adozione della soft wing (la randa doppia, Ndr) ha portato a nuove domande. Grazie ai software North Sails abbiamo avuto una buona base di partenza. Poi la continua sinergia con il Design Team in fase di progettazione, con la convalida delle intuizioni e delle idee, ci ha portato alle prime verifiche una volta che abbiamo messo la barca in acqua. E lì abbiamo usato quella che North Sails chiama la North Design Suite, quindi facciamo tutti i test di convalida su quanto ci dicevano i software. Di pari passo con lo sviluppo della barca e delle vele, continuiamo a sviluppare anche il software, dato che hai un riscontro reale tra mare e quanto previsto dal software e quindi piccole modifiche fatte in mare, che so… l’angolo di attacco di una stecca, devono essere apportate anche al software. In questa fase è uno sviluppo parallelo. Fare Vela Cominciamo dalla randa… o meglio dalle rande. Marco Capitani: Venivo dalle barche normali e all’inizio mi sembrava abbastanza complicata. Ci facevamo anche problemi per come issarla e gestirla. Poi, lavorandoci tutti i giorni e imparando a usarla, abbiamo visto che non è poi così complicata come si potrebbe pensare. Pian piano la usi, ci esci in mare, come sempre diventa più semplice di quanto era all’inizio. Ricordo che la prima volta che l’abbiamo issata ci abbiamo messo un’ora, adesso impieghiamo solo venti minuti. E’ normale che sia così quando impari a usare qualcosa di nuovo. Fare Vela Ci farebbe pensare a un utilizzo diffuso nel mondo della vela... Marco Capitani: Mah, non voglio dire che si arriverà a un suo uso standard ma non sarebbe un’ipotesi peregrina, anzi. Piuttosto potrebbe essere un problema di costi, perché alla fine si tratta di due rande e quando devi pagarne due invece di una… per l’utilizzatore normale potrebbe essere un problema. Devo dire, però, che se non proprio il pacchetto completo, alcune soluzioni delle soft wing si useranno anche nella vela convenzionale. Se non proprio la doppia randa, sicuramente i sistemi che usiamo per manovrarla. Fare Vela E quali sarebbero? Marco Capitani: Beh, sono informazioni riservate, ma posso dire che dentro la vela ci sono una serie di sistemi che consentono di modificarne la forma in ogni situazione. Fare Vela Dunque, vediamo, noi comuni velisti siamo abituati a un vang, un cunningham, una base, delle volanti, stecche. Cos’altro c’è? Marco Capitani: Il bello dello sviluppo e delle vele in 3Di North Sails è che all’interno delle skin vi sono una serie di sistemi che consentono di adattare le forme. Il Regolamento di Stazza lo consente, dato che vi sono due zone libere in cui puoi fare ciò che vuoi. Sono gli ultimi quattro metri e l’ultimo metro e mezzo. Lì puoi avere dei sistemi che ti consentono di controllare il twist della parte alta o della parte bassa. Sistemi che ti possono far aumentare o diminuire la profondità. Il regolamento consente di avere nel resto della vela dei sistemi non attivi, detti tethering, sulle stecche di una lunghezza massima di 60 cm. Questi, legati alla rotazione dell’albero, consentono di variare la forma della vela. Ripeto, all’interno delle zone libere invece possiamo fare tutto ciò che vogliamo. Nel resto della vela, fuori da queste zone, non puoi avere sistemi attivi, quindi non puoi avere sistemi all’interno della vela che riescano a muoverla. Puoi avere solamente sistemi passivi, ovvero che non puoi regolare in navigazione. Fare Vela Quindi una struttura complessa, ma meno di quanto si pensi? Marco Capitani: Alla fine sì, E’ come sempre una questione di abitudini. E’ tutta la vita che navighiamo nello stesso modo e ogni volta che c’è un’innovazione dici “oh che complicato…”, poi a forza di usarla sembra meno complicata di quello che è. Alla fine, rispetto a un’ala rigida, è più comoda. La issiamo, l’ammainiamo, la ripieghiamo dentro un sacco. Ovviamente stiamo parlando di due vele, una vicina all’altra, di 145 mq ciascuna, con stecche full batten. Fare Vela Il livello di efficienza rispetto a un’ala rigida? Marco Capitani: Beh, siamo molto vicini. Il bello è che puoi rendere il profilo asimmetrico tra sopravvento e sottovento, in un mezzo come gli AC75 che passa da momenti diversi, un po’ come in un aereo. Dalla fase di decollo, dove l’ala deve avere una certa forma, o una volta che voli, in cui il profilo deve cambiare velocemente e adattarsi alla nuova situazione. Grazie alla soft wing riesci a fare velocemente questa cosa e grazie ai sistemi al suo interno si riesce a ottenere la miglior regolazione delle due superfici, quella sopravvento e quella sottovento. Una volta individuati i target delle due superficie, nei vari momenti e nelle varie transizioni, riesci a fare ciò che vuoi arrivando agli obiettivi che ti sei prefissato grazie ai software North Sails. Con l’aiuto di tutto il resto del team, CFD più specializzato e VPP ad hoc, arrivi a continui sviluppi. La collaborazione tra sail designer e responsabili dei sistemi è continua, lavoriamo fianco a fianco e alla fine arriviamo alla forma che cerchiamo. Un lavoro di squadra, come sempre in Coppa America. Ognuno ha bisogno dell’altro. Se voglio trasformare la forma della vela, il responsabile dei sistemi mi propone idee su come farlo e i progettisti ci dicono cosa vogliono ottenere. Fare Vela E i materiali? Marco Capitani: A livello di materiali usiamo il top, che è il 3Di North Sails. Le vele sono modellate in Nevada. Mandiamo i nostri disegni a Minden… fortunatamente abbiamo un po’ di priorità visto che siamo in America’s Cup (ride, Ndr) rispetto a un programma normale. Minden ci rispedisce il mold on, ovvero lo skin come viene fuori dallo stampo, e poi i ragazzi in veleria qui a Cagliari rifiniscono la vela. Lo facciamo qui sia per una questione di riservatezza sia perché la vela viene attaccata a dei sistemi particolari che rendono più facile farlo qui. A volte, visto che può capitare di avere più vele in ordine, possiamo mandare uno dei nostri velai a Minden alla North Sails oppure alla sede italiana di Carasco. Fare Vela Veniamo alla vela di prua. Marco Capitani: Beh, alla fine si tratta di un fiocco simile a quelli che siamo abituati a vedere. Puoi regolare la superficie velica e la forma, modificando la testa o la base, ma alla fine si tratta di una vela abbastanza standard. Abbiamo visto in questa fase soluzioni diverse in tutti i team, magari quando arriveremo alla fase finale della Coppa America vedremo qualcosa di simile per tutti. Ripeto, questa è una fase di sviluppo. Per regolamento puoi fare dieci rande, anche se alla fine sono venti considerando la randa doppia, e 29 fiocchi. Quindi c’è margine di sviluppo. Da tener presente che la vela appena viene navigata riceve un bottone ed entra nel conteggio, quindi non esistono più vele fatte solo per test come nelle passate edizioni della Coppa. Entro 24 ore dall’issata della vela devi dichiararla e riceve il bottone. Fare Vela E quante ne avete fatte sinora…? Marco Capitani: L’informazione non è pubblica, visto che tutti i team cercano di capire cosa stanno facendo gli altri. Ovviamente anche noi abbiamo i nostri file, basati su ciò che vediamo, e contiamo le vele che vengono usate dai tre team rivali. Dobbiamo cercare di monitorare ciò che fanno gli altri. Fare Vela E appunto, cosa stanno facendo gli altri? Cosa avete notato? Marco Capitani: Ognuno sta percorrendo strade diverse e ognuno ha fatto delle scelte particolari. Il regolamento è abbastanza aperto e hai grandi margini di scelta. Soprattutto nelle rande si possono avere forme geometriche assai diverse. Magari non abbiamo visto neanche tutti i codici dei fiocchi. Quando saremo tutti a Cagliari sarà più facile avere un’idea delle scelte e dei range di ogni vela. Fare Vela Le finestre di utilizzo delle vele di prua saranno ridotte, viste le velocità raggiunte… Marco Capitani: Beh, tutte le vele sono messe con una zip in ralinga, quindi non è così immediato cambiarle. Il 3Di aiuta molto, perché consente di avere dei range di utilizzo un po’ allargati. Alla fine devi avere vele specifiche ma non ti puoi neanche limitare a range minuscoli, perché devi poter avere margini elastici di utilizzo. Non ti puoi permettere di avere… che so… quindici codici diversi, non hai proprio il tempo di fare troppe scelte. Fare Vela Veniamo ai Code 0. Marco Capitani: Sì, il regolamento obbliga a stazzare almeno un Code 0. La regola è abbastanza libera e si sono già viste scelte diverse, più o meno grandi, più o meno corte d’inferitura. Il regolamento dà margine anche di sfruttare la fantasia e alle prime regate vedremo forse scelte assai diverse per poi avere una standardizzazione ad Auckland. Ovviamente i Code 0 li useremo con vento leggero, stando attenti a individuare bene il crossover tra Code 0 e fiocco, ovvero quando e dove finisce il vantaggio di usarlo e inizia invece il drag. C’è tanto da fare. Siamo molto impegnati e le giornate sono molto lunghe. In questa fase iniziale il margine di guadagno o di perdita può essere più consistente e quindi in questa fase ci impegnamo al massimo, come fanno i ragazzi che studiano i foil e tutto il resto del team. Fare Vela L’interazione con il design team sarà fondamentale… Marco Capitani: Certo. Continua e costante. Le varie fasi del decollo, la transizione al foiling e il volo hanno sempre bisogno della forma ottimale delle vele. Il vento apparente all’inizio sarà largo, poi nel volo diventerà molto stretto e le forme devono poter cambiare radicalmente ed è quanto cerchiamo di fare. Al di là del fatto che devi accoppiare la vela al tuo foil, poi devi anche abbinare la vela al flusso per cui deve cambiare in maniera drastica la forma. La soft wing ti permette di farlo, grazie alla sua forma asimmetrica e ai sistemi di controllo di cui parlavamo prima. La soft wing consente di fatto di modificare in modo veloce ed efficiente la forma della vela ed è un gran vantaggio. Profili assai diversi a seconda della fase che stai facendo. Fare Vela Lei ha una lunga esperienza nella vela Grand Prix, soprattutto nei Tp52 con Azzurra. Sono paragonabili i due mondi? Marco Capitani: No, qui siamo a un livello ancora più alto. Nei Tp52 una volta che hai sviluppato il piano velico e hai fatto una settimana di test e target, alla fine, sei a posto. La Coppa ti assorbe completamente, non c’è tempo di fare altro. Qui ogni giorno vai a cercare qualcosa per guadagnare qualche secondo e attorno a noi vi sono altre trenta persone che nei loro settori cercano di fare altrettanto. Il confronto è continuo. Progettisti, sistemisti, velai, siamo tutti a contatto quotidiano, fianco a fianco, il feedback è continuo. Fare Vela Ma, così per sapere, i cinquanta nodi li avete già toccati…? Marco Capitani: Non si può dire (ride, Ndr), ma certo andiamo veloci… A livello di sicurezza i cockpit per tutti a bordo sono fondamentali, così come limitano il windage al minimo, che a queste velocità diventa decisivo. Fare Vela Quando tornerete in acqua? Marco Capitani: Presto. Ormai siamo quasi pronti. Abbiamo approfittato della pausa per l’albero per fare qualche altro lavoretto che era comunque in programma. Ai primi di marzo dovremmo navigare. Siamo vicini. INEOS lo abbiamo qui. Siamo curiosi di vedere Emirates Team New Zealand, che è già in viaggio. American Magic fa un po’ più il misterioso e navigherà ancora un po’ a Pensacola. Crediamo che a fine marzo lo vedremo comunque qui a Cagliari. Alla fine tutti hanno fatto scelte diverse ma comunque interessanti. Pensavamo di essere più lontani ma la sensazione è alla fine ci ritroveremo tutti molto vicini e in aprile dovremmo avere le prime risposte. Va detto, però, che ciò che vedremo a Cagliari potrebbe essere diverso da quello che vedremo in barca due dopo la prossima estate. Non solo pretattica, magari si tratta di un piano di sviluppo particolare già previsto dai team. Sarà un mese eccitante. Fare Vela Non c’è dubbio, non vediamo l’ora di essere ad aprile. Con Marco Capitani nel settore vele di Luna Rossa Prada Pirelli lavora il coordinatore sail design Juan Enrique Garay. I sistemi della soft wing fanno capo a Gwenole Bernard e Bruno Guilletat. Nel Sail Loft lavorano Michele Bella, Fabio Corsini e Maximiliano Valli. READ MORE

LE VELE DEI SUPERYACHT? Così ha lavorato North Sails per i 40 metri Kauris IV e Canova Pubblichiamo un approfondito articolo realizzato da Michele Tognozzi per Farevela che intervista il sail designer Paolo Montalbani del loft di Carasco, che ha gestito le vele dei due “super” maxi Canova Baltic 142, dotato anche di DSS, e Kauris disegno di Frers di 144 piedi. Due superyacht in prima pagina, prima il Baltic 142 Canova (progetto Farr) e adesso il Wally 144 Kauris IV (progetto Frers), varato pochi giorni fa dal costruttore Persico Marine a Marina di Carrara per l’armatore Marco Tronchetti Provera. Uno degli aspetti più interessanti su barche di queste dimensioni è quello delle vele, davvero enormi, in entrambi i casi progettate e realizzate da North Sails Italia. Come si realizzano vele per barche che misurano oltre quaranta metri di lunghezza, con carichi di lavoro elevatissimi e con tecnologie (Canova usa i DSS) particolari? Ne abbiamo parlato con Paolo Montalbani, esperto North Sails per il settore di superyacht che ha seguito il programma vela sia per Kauris IV sia per Canova. Fare Vela Che tipo di approccio segue North Sails con barche di queste dimensioni? Paolo Montalbani Innanzi tutto devo dire che l’esperienza North Sails nel settore dei superyacht è capillare. Abbiamo invelato quasi tutti i Perini Navi degli ultimi vent’anni, molti Wally e i top di gamma di diversi cantieri. L’approccio tra team manager, progettisti di scafo e alberi, disegnatori della coperta e delle sue attrezzature è completo e inizia sin dalla fase di ideazione del progetto. Segnalo il coinvolgimento di Michele Malandra nel progetto, mio collega d’ufficio ed esperto di strutture 3di e simulazione Flow, Membrain e VPP (programmi di proprietà di North Sails). In questi progetti lavoriamo sempre come squadra. Usiamo un software per avere una predizione dei carichi sull’attrezzatura e per un primo bilanciamento dello scafo sull’acqua. Il supporto a project manager e disegnatori delle strutture rig in genere o attrezzature di coperta è molto importante, così come il progetto dei dettagli delle finiture delle vele in modo completo fino al volume di stoccaggio (per nulla secondario). Il tutto con l’obiettivo di contenere i pesi e avere i necessari margini di sicurezza di tutto il sistema velico. Per dare un idea dell’ accuratezza dei software di simulazione basta dire che il RINA ha utilizzato il nostro output per la certificazione del Baltic 142. Faccio un esempio, c’è un Perini 56 metri che non è ancora in costruzione su cui stiamo già lavorando in fase di ideazione usando questo approccio tra tutte le componenti progettuali. Si comincia da lontano… FV E nel caso del Canova e del Kauris IV? PM: Nel caso del Baltic 142 Canova abbiamo collaborato con l’alberaio Rondal, visto che loro avevano la necessità di verificare i loro sistemi di calcolo con i nostri. Alla fine ci siamo trovati dopo alcune verifiche iniziali che risultavano differenti. Su barche di queste dimensioni le specifiche progettuali dell’albero sono fondamentali. Per esempio il furling boom, ovvero il boma che ospita al suo interno la randa avvolta con le sue stecche e carrelli, risulta determinante. L’albero del Kauris è invece Southern Spars e la randa è tradizionale, mentre il Canova ha una square top. Il sistema del furling boom offre la possibilità di ospitare la vela con tutte le sue componenti (carrelli e stecche) all’interno del boma. In più vi sono sistemi innovativi per la gestione del tesabase e dei passaggi delle tre mani di terzaroli. Si va a capire, di fatto, quali saranno le problematiche reali. Le superbarche hanno smesso d’ingrandirsi e stanno diventando sempre più vere barche a vela, seppur di dimensioni enormi, per navigare. O almeno, questa è la tendenza che registriamo negli armatori. Ognuno ne fa un utilizzo specifico e da tale esigenza nasce poi la nostra progettazione delle vele. Barche navigabili. Gli armatori vogliono andare a vela, non vogliono solo la barca grande. Nel caso del Kauris IV, una barca davvero bellissima che dimostra come l’Italia sia sempre all’avanguardia nei superyacht, l’armatore desidera magari uscire al mattino, fare una pausa per un aperitivo e poi andare di nuovo a vela il pomeriggio. Per un utilizzo comunque di qualità, in cui estetica e prestazioni contano. Una vera barca da prima pagina. Il Canova, invece, è un blue water, richiesto e realizzato per le lunghe crociere d’altura, anche oceanica, per cui ha bisogno di soluzioni diverse, orientate al blue water. In entrambi i progetti ci sono interessanti soluzioni per lo storage sottocoperta delle vele, come il sistema di arrotolamento su un cavo di un code zero. Tale soluzione era già stata realizzata sul My Song. FV E per i materiali delle vele? PM: Sono tutte, intanto, vele in 3Di, perché crediamo che sia la tecnologia adatta. Anche qui, però, non è 3Di e punto. Il 3Di è una tecnologia per costruire vele, il materiale che si usa è differente a seconda dell’utilizzo e delle forme. Canova usa il 760, più adatto al blue water e che abbiamo testato moltissimo sulle barche delle ultime Volvo Ocean Race. Il Kauris IV usa invece il 780. Il 760 è un prodotto spectra/Kevlar, mentre il 780 è un misto spectra/carbonio. Per il 760 cito l’esempio di Puma con Ken Read due edizioni della Volvo Ocean Race. La barca disalberò nella prima tappa (quella della celebre sosta a Tristan da Cunha, Ndr). La vela recuperata fu utilizzata, con ottime prestazioni, per tutto il resto del giro del mondo e solo per le ultime due tappe venne usata una seconda randa stazzata. Se si pensa agli stress a cui vengono sottoposte le barche del giro del mondo si può comprendere l’affidabilità di tale materiale. FV Il Kauris IV che gioco vele avrà? PM: La funzionalità è la variabile principale. Ovvero l’utilizzo che ne vuol fare l’armatore e l’equipaggio che ha a disposizione. Per questo il gioco è abbastanza basilare: una randa tradizionale con tre mani, un fiocco headsail rollabile, un inner jib armato sullo strallo di trinchetta e un COD 1 da 1.050 metri quadri in 760 per le portanti. Tutto di facile gestione, anche in equipaggio ridotto e per più issate al giorno, quando ve ne fosse la necessità. Il tutto sempre nella massima ricerca delle prestazioni. FV E il Canova che vele usa? PM: L’utilizzo Blue Water ha portato alla scelta di una randa square top. L’issata e l’ammainata di una randa square top di queste dimensioni non sono banali, occorre attenzione e tempo, per cui risulta chiaro come ci si possa permettere una randa square top che resta a riva una settimana consecutiva mentre per uscire tradizionali una balumina tradizionale sia più logica. Il Canova ha poi un fiocco rollabile, l’inner jib, quello che noi chiamiamo Quad, ovvero un Code 0 a due bugne, cioè un code 0 a cui viene tagliato il triangolo di bugna, un A3 con cavo da 1.250 mq e una tormentina. Bisogna considerare che Canova usa la tecnologia DSS, ovvero i foil che agevolano la galleggiabilità. Ciò porta a un raddrizzamento bestiale, da qui la necessità di gestire una potenza enorme nella vela. FV E i costi sono una variabile a questi livelli? PM: Beh, certo, gli armatori li considerano, però prevale sempre la richiesta della massima qualità. Magari non comprendono subito che la fase di progettazione e il lavoro che c’è a monte è enorme. Sarebbe molto rischioso non essere del tutto accurati in fase di progettazione e questo prende tempo e risorse. Alla fine prevale sempre la richiesta della nostra qualità, sulla quale nessuno patteggia mai. FV E quali sono i tempi di produzione di vele del genere? PM: Tutto il progetto impiega fino a due anni. I tempi reali di costruzione del manufatto impiegano circa un mese. La progettazione vera e propria viene fatta qui a Carasco. La stampata viene fatta nel nostro stabilimento madre di Minden, vicino al Lago Tahoe, in Nevada, che cura poi anche la finitura. Una volta arrivata in Italia, la vela viene da noi consegnata e provata a bordo. Di fatto noi costruiamo il rotolo di tessuto, non utilizziamo un rotolo già pronto. La costruzione del nastro avviene per quella vela specifica e solo per quella e questa è la tecnologia 3Di. La costruzione del nastro (tape) è la prima fase, poi viene la stampata sulle forme progettate, seguono la finitura e la spedizione fino alla prova in mare e tutto questo spiega come ci voglia circa un mese per realizzare vele di queste dimensioni e con questa tecnologia. Chi è Paolo Montalbani In North Sails dal 1986, Montalbani ha disegnato le vele e progettato i dettagli, consegnato installando e provando in mare le vele di trenta barche nella flotta Wally, 28 Perini, qualche Baltic (incluso lo sfortunato My Song), Southern Wind e Swan tra i 60 e 229’, ha regatato con molte di queste in Mediterraneo e area caraibica. Il guardaroba dei due Supermaxi Canova Mainsail fullbatten 556mq. 3di 780SY (combinazione di dyneema, kevlar e carbonio nella fibre all’interno) square top design. Sistema furling boom e albero Rondal, il boma ha sistema di tesa base e presa dei terzaroli sofisticato ed efficace. Anche il sistema carrelli per le stecche della randa è Rondal. Furling jib 408mq., 3Di ENDURANCE 780 (combinazione di dyneema, kevlar e carbonio nella fibre all’interno) su cavo avvolgibile e garrocci soft, stecche rollabili orizzontali. Inner jib 212mq. 3Di ENDURANCE 780 (combinazione di dyneema, kevlar e carbonio le fibre all’interno) su cavo avvolgibile autoportante. Storm Jib 72mq. Cuben fiber pannellato, su soft hanks e ammainata in maniera tradizionale. Quad 612mq. 3Di ENDURANCE 760 (combinazione di dyneema e kevlar all’interno) su cavo avvolgibile. A3 1253mq. 3Di DOWNWIND (combinazione di dyneema e kevlar) su cavo avvolgibile, assieme al Quad trova alloggio nelle due ruote sottocoperta. Kauris IV Mainsail fullbatten 558mq. 3Di ENDURANCE 780 (combinazione di dyneema,kevlar e carbonio le fibre), Sistema di carrelli delle stecche come il furling boom e albero sono Southern Spar, il boma ha sistema di tesa base e presa dei terzaroli innovativo. Furling jib 487mq., 3Di ENDURANCE 780 (combinazione di dyneema,kevlar e carbonio le fibre) su cavo avvolgibile e garrocci soft. Inner jib 221mq. 3Di ENDURANCE 780 (combinazione di dyneema, kevlar e carbonio le fibre) su cavo avvolgibile autoportante. Code1 1011mq. 3Di ENDURANCE 760 (combinazione di dyneema e kevlar) su cavo avvolgibile. Anche per il Kauris IV il Code1 trova alloggio sottocoperta nella ruota per stoccaggio come l’Inner jib. Storm Jib 91mq. Dyneema pannellato, su soft hanks e ammainata in maniera tradizionale. READ MORE

MASTER CLASS EN VILANOVA 13 Junio 2020 | Club Nàutic Vilanova En esta nueva edición se explicará el proceso de diseño de una vela y el análisis posterior una vez instaladas en el barco. SÁBADO, 13 JULIO: Charla diseño y análisis de las velas Contacto: jorge.martinez-doreste@northsails.com Club Nàutic Vilanova | Escullera de Ponent s/n., 08800 Vilanova i la Geltrú (Barcelona) READ MORE

MASTER CLASS EN GIJÓN 25 - 26 Abril 2020 | Real Club Astur de Regatas En esta nueva edición se explicará el proceso de diseño de una vela y el análisis posterior una vez instaladas en el barco. SÁBADO, 25 ABRIL: Charla diseño y análisis de las velas | DOMINGO, 26 ABRIL: Trofeo Primavera Contacto: jorge.martinez-doreste@northsails.com | vela@rcar.es Real Club Astur de Regatas | Avenida de La Salle, 2, 33201 Gijón READ MORE

ANOTHER EXCITING SEASON We'll Be There. Will You? Our North Sails Toronto crew will be on the water and walking the docks at the following events this season. Look for our team in their trusty North Sails cap and gear. Don’t hesitate to ask us questions about tuning, rigging, and sails. We are here to help and we are looking forward to seeing you. READ MORE

420 Zadar Open FOTO: NIKOLA ŠIŠKO Izgleda da se dešava veliki povratak dvosjeda na hrvatsku stranu Jadrana! 16 jedrilica je sudjelovalo što u cjelotjednom kampu, a što na kriterijskoj regati koja se jedrila nakon istoga. Od tih 16 jedrilica klase 420 čak 14 je bilo s CRO registracijskom oznakom na jedrima. Sedam hrvatskih jedriličarskih klubova je imalo svoje predstavnike u ovoj lijepoj i vrlo atraktivnoj klasi, koja je u jednom periodu čak totalno nestala iz službenog kalendara HJS-a. Uz JK Uskok, koji je bio domaćin kampa i regate, a i koji je dosta godina praktički bio jedini klub koji je njegovao jedrenje u dvosjedima, svoje predstavnike su imali i JK Sv.Nikola - Zagreb, JK Galeb - Kostrena, JK Labud - Split, JK Istra - Lovran, JK Jugo - Mali Lošinj i JK Briva - Biograd. Preostale dvije posade su bili gosti iz Slovenije, članovi JK Olimpic iz Izole. U Zadru je bilo prva liga! Prvo su bile pripreme koje je vodio trener Marko Morgan iz Slovenije. Svi koji su jedrili na regati su bili i na pripremama... radili su od prethodnog vikenda, pa sve do regate koja je startala u petak. Inače je riječ o službenom kampu HJS-a, a također je i riječ o rekordnom kampu jer je sudjelovalo 14 hrvatskih posada, a toliko ih nismo imali desetljećima! NA regati je također bilo izvrsno. Prvi dan je vjetar malo kasnio, ali uspjeli smo izvući dvije regate, po nekom laganom vjetru iz smjera maestrala. Drugi dan su bili fenomenalni uvjeti. Puhalo je 10-15 čvorova tramuntane, bilo je vala... i tri regate su odjedrene jedna za drugom. A u nedjelju nismo ništa odradili jer je bila apsolutna bonaca. Karlo Krpeljević, JK Uskok Sad za juniore počinje ozbiljan posao jer kreće skupljanje bodova za nastup na ISAF Youth-u. Svi bodovi koje će skupljati na idućim regatama klase, naravno zajedno s bodovima koje su sad dobili u Zadru, računaju se za formiranje rang ljestvice na osnovu koje će najbolji na kraju godine jedriti na ovoj velikoj regati mladih. Drugim riječima, pravo nastupa će steći čak tri posade, najbolja muška, najbolja ženska, a od ove godine i miješana posada. Kako nemamo baš miješanih posada onda je dogovoreno da će najbolje plasirani kormilar ili kormilarka, a koji nisu osvojili pravo nastupa na ISAF Youth-u, izabrati flokistu suprotnog spola... bez obzira da li postoji neka miješana posada niže na kriteriju. I prilikom kombinaranja ovakve posade klub više neće biti bitan, već samo da se kormilar/ka i flokist/ica dobro slažu. A za Europsko i Svjetsko prvenstvo, bodovi se skupljaju do regate koju će organizirati JK Labud, 15-17. svibnja. Do Labudove regate još je u programu regata koju organizira JK Jugo na Malom Lošinju, a za Uskrs će se jedriti u Izoli. FOTO: NIKOLA ŠIŠKO Prije SP i EP bit će organiziran i još jedan kamp na kojem će se dodatno pripremati, a treba napomenuti da na ove dvije velike regate može nastupiti veći broj posada. Na Europskom će to ipak biti donekle ograničeno, ovisno o dobnim kategorijama, a najveća gužva se očekuje u konkurenciji U17. S druge strane za Svjetsko prvenstvo nisu najavljeni limiti za prijavljivanje jer klasa slavi veliki jubilej, pa s masovnošću žele proslaviti svoj pola stoljeća dug neprekinuti rad. Ali vratimo se regati u Zadru. Čak četiri posade su se u pet održanih jedrenja mogle pohvaliti pobjedama. Jedine koje su pobijedile u dva plova i to posljednja dva, bile su pobjednice 420 Zadar Open-a, jedriličarke JK Uskok, Noela Petešić i Maris Bašić. Ovaj kratki pobjednički niz im je ujedno bio i presudan za pobjedu, jer su imale jednak broj bodova kao drugoplasirana posada Martin Fras - Toni Rebec iz JK Olimpic. Na trećem mjestu završavaju ujedno i najbolji u konkurenciji U17, a riječ je o Bubi Puleku i Lorensu Lokasu. Inače, i Noela i Buba su još u rujnu jedrili na Prvenstvu Hrvatske za klasu Optimist, a Buba se od te klase oprostio s pobjedničkim naslovom. Da je ova klasa postala popularna među juniorima može se vidjeti iščitavanjem ostalih imena u rezultatima regate. Osim što je dosta njih imalo vrlo zapažene karijere u klasi Optimist, aktivni su i u nekim drugim klasama, pa je tu npr. i Bruno Marević, najbolji junior na Svjetskom prvenstvu klase IOM jedrenom u Brazilu prije par mjeseci, trenutno flokist Adrianu Peoviću. FOTO: NIKOLA ŠIŠKO Ono što je regatu činilo posebno zanimljivom je što nije bilo apsolutne dominacije neke od posada. U rezultatima se može vidjeti dosta šarenila, odnosno i oni koji su bili u vrhu su oscilirali, pa je napeto bilo do samog kraja, a s druge strane nije bilo ni nekih koji su se bili izrazito lošiji od ostalih. Najbolji dokaz neizvjesnosti i natjecateljskog naboja su dva UFD-a podijeljena u posljednjem plovu. Mix kombinacija koju je Karlo spomenuo u svojoj izjavi bila je konkretno prisutna na regati u Zadru. Četiri posade su bile kombinirane. Najbolji od njih su bili Tajana Filipaš i Nikola Smaić, tandem s Malog Lošinja koji je zauzeo 9. mjesto generalno. Što se pobjedničke posade tiče treba spomenuti da na prošlom Prvenstvu Hrvatske, one nisu jedrile u ovoj kombinaciji, već su bile u različitim brodovima, a Maris je u kombinaciji s Antoniom Kuštera odnijela titulu najboljih za 2019. Bogate foto galerije g.Nikole Šiška možete pronaći na Facebook stranicama JK Uskok. READ MORE

HVILKE SEJL ER DE BEDSTE TIL KLUBKAPSEJLADSER? North Sails eksperten Tom Davis kommer med forskellige bud til din sejlgarderobe For nogle sejlere betyder klubkapsejlads en uformel aftenmatch med storsejl og rullegenua i en båd der ikke er lettet for al turgrejet. For andre er det en toptunet Melges 24 med fuld besætning. Der er ikke noget universalt svar på spørgsmålet "Hvilke sejl er bedst til klubkapsejlads"? De fleste sejlere passer ned i kategorien "lidt-af-hver-kapsejlere". Dem tager vi udgangspunkt i med denne artikel. Hvis du passer i denne kategori, er langt de fleste kapsejladser i lokale farvande omkring din hjemhavn. Måske krydret med en enkelt god distancekapsejlads eller to. Men dine sejlgarderobe skal også gerne passe til dagture, weekender og ferie med familie og venner. Hvis du ønsker at deltage i kapsejladser, uanset på hvilket niveau, er der nogle ting du bør fokusere på, før du tænker på de rigtige sejl. Er din bund ikke ren, så kan selv de bedste sejl ikke kompensere for det. Masten skal sættes lige op og være spændt rimeligt op. Dine skødepunkter skal være i orden og markeret. Du bør også have mærker på dine fald. Det kan du læse mere om i vores Trimguide til Cruising. Måske skulle du også se på din propel, hvis ikke det er en foldpropel, om det er tid til af skifte den ud. Når du har fået disse ting på plads, så er det tid til at tænke på sejlgarderoben. Artiklen forsætter på engelsk her. READ MORE

PAPER TIGER S-5 MAINSAIL WINS NATIONALS Mark Orams Takes the Top Spot North Paper Tiger expert Derek Scott setting up for the start 📸 Tim Nichols The S-5 Mainsail proved its power at the Paper Tiger New Zealand National Championships as the new design claimed eight of the top 10 positions. Winning the regatta with eight top-five finishes, veteran sailor Mark Orams returned to the class after living and working overseas for several years. North Sails New Zealand One Design manager Derek Scott, who was heavily involved in the design and development of the sail, was satisfied with a second-place finish at this year’s nationals: "The S-5 sail has proven itself in a wide range of conditions once again. With a mix of weights within the fleet, ranging from 70kg to over 90+kg, using this design brings fantastic results. Mark's result is a testament to the S-5 sail. " The four-day event brought a range of conditions, testing both the sailors and the new sail design. Orams, Scott and former national champion Hayden Percy had a close battle throughout the regatta, all using the S-5 sail. However, it was the last day that determined the winner when a black-flag disqualification saw Scott knocked out of the running for the top spot. The S-5 is made from the same Contender Max sailcloth used for earlier ‘Stealth’ designs. It has an improved corner patch to reduce wear and fatigue in the tack and clew as well as has the benefit of being lighter than earlier models. While initially designed as a more powerful sail for heavier sailors, it has proven to be an excellent all-round sail throughout the weight range of the fleet. Full list of results. Hayden Percy 📸 Tim Nichols Mark Orams 📸 Tim Nichols READ MORE

BAXTERS PREVAIL AT THE J/70 MIDWINTERS When the Game is Close, North Delivers. 2020 J70 Midwinter Champions 📸 Chris Howell Team Vineyard Vines John and Molly Baxter, Ben Lamb, and North Expert Allan Terhune are the 2020 J/70 Midwinter Champs after a relentless eight-race battle in a variety of testing conditions. On the final day, they snagged two bullets using the 2019 J/70 Worlds winning inventory: F-1 Mainsail, J-6 High Clew Jib and AP-1 Asymmetrical kite. We caught up with John Baxter for a quick interview. Team Vineyard Vines had not sailed for a few months leading up to the Midwinters. What did you guys do to prepare and get back up to speed so quickly? We have tried to be diligent about keeping good team notes and having repeatable settings, since we don’t get to practice a lot before regattas. We had two days of practice prior to the regatta with our training partners on 3 Ball JT and Savasana, along with our coach, Grant “Fuzz” Spanhake. Fuzz was a big factor in getting us back up to speed by looking at our sails and boathandling, and our training partners pushed us with great line-ups and open dialogue throughout the week. Also, it is huge that we get to sail with Ben Lamb and Allan Terhune. They are both great sailors and have been racing a lot in J/70s since our last event together in Cleveland last September, so they helped kick us back into shape as a team. Not many teams sail as a husband-wife team and also bring the family with them. Why is this so important to you both? Molly and I met in college on the St. Mary’s College Sailing Team and have loved racing together ever since. We both enjoyed cruising and sailing with our own families when we were kids, and love continuing that tradition with our own two boys. Charlie (6) and James (3) race with us for summer beer can club racing at Riverside Yacht Club, and they love coming to our J/70 regattas. The J/70 seems like such a simple boat, but there is clearly a lot to it. What are a few things you focus on? We agree it is a simple boat and we do our best to not over-analyze all the variables. We try to keep our focus on refining our boathandling and technique. Why do you choose North Sails? We have been sailing with North Sails for many years. We don’t think it’s an accident that the top of most of the Grand Prix classes are dominated by North Sails. They continually strive to refine and enhance the designs, and Tim Healy and Allan Terhune have worked closely with us to optimize the sails for our style. See also: Heavy Air Tips – Allan Terhune Explains What Worked for Team Vineyard Vines at the 2020 J/70 Midwinters. The North AP-1 Spinnaker, a J/70 must-have. 📸 Chris Howell Team Empeiria, 5th Place. 📸 Chris Howell The champs. 📸 Chris Howell READ MORE

J/70 TIPS: HEAVY AIR Allan Terhune Explains What Worked for Team Vineyard Vines at the 2020 J/70 Midwinters. When the breeze increases, a different set of skills are required. We caught up with North Sails expert Allan Terhune, who called tactics on the winning team at the J/70 Midwinters in Miami, for some lessons learned from a windy weekend. Sailing in Breeze – Upwind The key to speed upwind is keeping the boat flat and balanced. This is achieved two ways: rig tune and trim. Rig Tune We were at the top of our tuning guide most of the weekend to keep our headstay tight. One key factor is the backstay gross tune; make it TIGHT. You need to have enough throw to pull backstay on, in order to flatten out the main. Many teams took the slack out of their gross tune but didn’t make it tight. Also I heard many people did not go to the top of the tuning guide. If this was not the weekend to go there, I don’t know what would be! Trim Once the rig is tuned, the goal is to keep the helm balanced, and also to be able to burp the main in the puffs to eliminate heel. The key to this is the jib sheet. If you have the sail max in-hauled like you would in lighter conditions, the main would immediately luff in puffs, forcing the bow to go down. To compensate for this, we sailed with less inhaul, and moved the lead forward one hole. This may seem counter-intuitive, but it keeps the leech correct and makes the foot powerful enough to get through the chop. We made sure the leech was close to the middle band on the spreader at all times. We then played the in-hauler to get through waves and puffs. Our main luffed very few times, and we talked all the time about keeping the boat balanced. As for mainsail trim, it was easy to over-tighten the outhaul and not have enough power through waves. We found that having max backstay was always faster and having enough vang on made it easy to play the sheet. We tried to NEVER let the main luff or flog. You have to be using both sails to be balanced and fast. Sailing in Breeze – Downwind Wow was that fun or what! Seriously though, it was HARD work! A few things to remember off the wind in big breeze: Keep a constant angle of heel. Too much heel and you wipe out, too little and you slow down and bear off too much. You have to keep the apparent wind forward. Jib trim is crucial. Molly did a great job of always keeping the jib full, but also knew when to blow it if I lost the kite. Jibing: Speed is your friend. The worst thing you can do is bear off and slow down and load the boat up right before a jibe. That is when you wipe out. Steer around waves and surf whenever possible. Finding a good rhythm with the trimmer and talking about the angles is the best way to identify the path of least resistance. Stay in the puff. We all work so hard upwind to go .1 or .2 knots faster, but if you miss a puff downwind you will be 2-5 knots slower. The tacticians who keep their eyes out for the next puff make HUGE gains. This regatta was a great reminder that the J/70 is truly a team boat. Everyone has a role, and if one person is not carrying their weight, the boat does not succeed. For success in heavy air, you need to develop a different set of skills. And practicing with your team when it’s windy is the only way to get better. Team Vineyard Vines John and Molly Baxter, Ben Lamb, and Allan Terhune are the 2020 J/70 Midwinter Champs after a relentless eight-race battle in a variety of testing conditions. On the final day, they snagged two bullets using the 2019 J/70 Worlds winning inventory: F-1 Mainsail, J-6 High Clew Jib and AP-1 Asymmetrical kite. | Full story Awesome job team Vineyard Vines. 📸 Chris Howell John Brim’s Rimette leading the pack 📸 Chris Howell READ MORE

Malo o 49erima na SP Stvarno je teško bilo izabrati naslov za izvještaj o nastupu dvije hrvatske posade u skifovima 49er i 49erFX. Muška posada, braća Fantela, teoretski su trebali braniti naslov svjetskih prvaka, ali s obzirom na tešku ozljedu mlađeg brata od prije nekoliko mjeseci bilo je nerealno razmišljati o borbi za postolje, ali na kraju plasmanom u medal race sigurno je sigurno bio ispunjen jedan od ciljeva. S druge strane, ženska posada je na ovom SP imala pretposljednju šansu za plasman na ovogodišnje Olimpijske igre. Pa krenimo od Šime i Mihovila Fantele. Njih dvojica nisu imali previše vremena za pripreme, jer je Mihovil s treninzima mogao krenuti tek u prosincu. Što se njih tiše, najvažnije je bilo vidjeti da li je ozljeda ostavila psihološkog traga i može li se Mihovil vratiti na jedrilicu sa 100%, odnosno da ne jedri s mentalnom kočnicom zbog straha od ponavljanja neugodne situacije. Po prikazanom na regati u Geelongu izgleda da su sve stvari sjele na svoje mjesto i sad ostaje samo da momci nastave s treninzima, jer odavno nemaju presinga vezanog uz plasman u olimpijsku reprezentaciju. Svoju normu su ispunili prilikom osvajanja svjetskog naslova, tako da na ovoj regati definitivno nisu imali rezultatski pressing. S druge strane Enia Ninčević i Mihaela Zjena De Micheli Vitturi otišle su u Australiju s nadom u uspješne kvalifikacije. I muške i ženske posade su imale regatu organizirane na istom mjestu, a u blizini su regatno polje imali i katamarani klase Nacra 17. Stvarno hrpa najbržih olimpijskih jedrilica na jednom mjestu, a da bi organizatori imali malo laganiji posao, program je predviđao jedrenje različitih klasa u druga doba dana. Prvi dan regate nije se jedrilo. Razlog je bio previše jak vjetar. Puhalo je s istoka između 25 i 30 čvorova. Drugog dana vjetar je bio upola slabiji i djevojke su odjedrile svoje plovove kroz jutro, dok su momci na regatno polje izašli u poslijepodnevnim satima. Nakon toga regate su se nizale jedna za drugom. Obje flote su odjedrile po šest kvalifikacijskih jedrenja, a u finalu su muške posade uspjele napraviti također šest plovova, dok su djevojke imale samo po pet finalnih jedrenja. A za kraj su obje flote imale još i medal race. FOTO: DREW MALCOLM Malo detaljnije o događanjima u Geelongu ispričao je trener ženske posade, Karlo Krpeljević: Prvog dana se nije jedrilo zbog nevere, a kasnije su puhali srednji i jači vjetrovi... od 12 do 17 čvorova. Cure su taj prvi dan kad se jedrilo bile dobre, ali bilo je previše trave na regatnom polju. Svima je zapinjala za peraje, pa se moralo puno čistiti. Inače je nema toliko, ali je ta nevera dignula s dna i stvarno nije bilo ugodno... iskreno, katastrofa. Tu su izgubile dosta bodova. Bile su u jednom plovu prve, pa su ušle kao osme. U idućem su bile treće, pa su završile kao pete. Stvarno su izgubile dosta važnih bodova zbog tih problema. A drugi dan su dobile jedan penal na startu. To im je bio dosta jak udarac, a kasnije su zaredale loše starteve nakon kojih se nisu izvukle. To su bili oni dani kad ti jednostavno ne ide, kad se svaki put odlučiš na krivu stranu. Tako da je stvarno šteta što nisu ostvarile bolje rezultate. Mislim, bili su njihovi uvjeti, dosta je puhalo, a po tome su one najbolje. Ta tri puta su svaki put bile na kraju oko desetog mjesta, a to ipak nije bilo dovoljno. Karlo Krpeljević, JK Uskok Finalni dio natjecanja otvaraju s još jednim desetim mjestom, zatim je uslijedio jedan kiks s 19. pozicijom, nakon koje ulaze u cilj kao 4., 1. i 8. Konačna suma ih je smjestila na 28. mjesto. Prva iduća regata na koju posada 49erFX-a planira ići je Trofej princeze Sofije na Palmi, a nakon toga posljednja šansa za Rio na Svjetskom kupu u Genovi. Utješno je to što u Genovi ne bi trebalo biti trave na regatnom polju, ali s druge strane se ne očekuje da će to biti baš vjetrovit jedriličarski događaj. S druge strane, braća Fantela su izgleda mnogo bolje pogađala pravu stranu na regatnom polju. U kvalifikacijama im je forma konstantno rasla i nakon dva uvodna 10. mjesta uspijevaju u cilj ulaziti sve bolje i bolje. Dobar prosjek im osigurava jedenje u zlatnoj skupini. Otvaranje finala im nije bio baš dio regate kojeg će se puno sjećati, ali su ga bar mogli odbaciti. Potom su se trgnuli, ušli u cilj kao drugi, a potom do kraja slijede lagane oscilacije i izmjene po jednog dobrog i jednog lošeg finiša. Na kraju skupljaju dovoljno bodova da se plasiraju u samo završnicu prvenstva, plov za odličje. U toj konkurenciji, praktički stvarno najboljoj na svijetu, završavaju pretposljednji i u konačnici im to osigurava solidno deseto mjesto. Inače, da je bilo malo više sportske sreće i doslovno par bodova manje, mogli su završiti i nekoliko mjesta visočije. A po pitanju mega drame oko Korona virusa, jedriličarima je bio zabranjen odlazak u Melbourne. Tih dana se u tom gradu identificiralo nekoliko oboljelih, pa su organizatori tako htjeli sačuvati zdravlje jedriličara. READ MORE