Thursday, October 22, 2009

BOOTY Updates

With the completion of the Columbus Day Regatta, the Super Sailmakers BOat Of The Year Series has its first results, posted online here. Boats receive points equal to the place in their class they finished, so we have a lot of ties right now that will filter out as the series rolls on. Next up, the Wirth Munroe Race from Lauderdale to Palm Beach on December 4.

Columbus Day Photos

These are photos I took Sunday on the Bay of Columbus Day. Light winds, but good competition.

Monday, September 28, 2009

Lime Cup Slideshow


The Sunday start of the 2009 Lime Cup (Lauderdale to Miami). Original photos available -- e-mail bob3@supersailmakers.com

Friday, September 18, 2009

Mast Bend Measurement

Today we measured the mast bend for a new mainsail on a Sweden 370 and took a few shots. Here's how you do it.
First, hoist the main halyard to the top, but attach to it a measuring tape and a low-stretch rope, in this case, a 1/8" Kevlar. Tie-off the Kevlar at the bottom at the right length so you can crank the halyard and load-up the line, to make the line bone-tight with the halyard shackle at the top of the mast. Then, measure to the top of the boom. Record this number, 3/4 of this number, 1/2 of this, and 1/4 of this for later use. Here's a shot of the Kevlar cord very tight with the measuring tape a little loose in the breeze.

The Kevlar cord is the straight-line, the visual reference used to measure the mast bend. Make sure it's up against the aft face of the mast at gooseneck level, even if you have to tie it forward like this.


Then (on another halyard, of course) send another guy with a ruler aloft in a bosun's chair. Hoist him (or her, of course) up to the numbers you recorded before (not to the top). Then he's in a position to measure the mast bend at the 3/4, 1/2, and 1/4 points.


Do this twice: once with the mast with a loosely snug (but not too wiggly) backstay. Then do it all again with the backstay in the tightest position you'd have it while racing. The latter setting should yield larger measurements to reflect more bend. Record all these numbers, and it allows us to get the luff curve of the mainsail just right, creating the most efficient shape, and allowing you to use the backstay to depower as needed.

Thursday, September 10, 2009

No Anchors Away!


For many years city and county law enforcement has enforced somewhat aggressive regulations against anchoring in South Florida for more than 24 hours. According to a new law passed by the Florida legislature, and explained here in a Boat US pamphlet, this type of crackdown has been significantly restricted. The result? Far more leniency on anchoring - once the local cops respect the state law. Checkout the BoatUS page here.

Monday, August 24, 2009

Wednesday Night Fun

The Hillsboro Inlet Sailing Club's Wendesday Night Series has been an example of how to grow sailing in South Florida -- invite everyone, have fun, and don't take things too seriously. Here's a video of August 5th racing from sailing photographer Nick Von Staden. If you can spare ten minutes for some good-resolution video shot from onboard one of the competitors, I highly recommend it!

Hillsboro Inlet Sailing Club... Wednesday night Beer Can races from nicholas Von Staden on Vimeo.

Tuesday, August 18, 2009

Stormpulse.com


This hurricane tracker seems pretty cool. Anyone got any better? 'Tis the season!
http://www.stormpulse.com

Starboard Tack Roundings

The HISC Wednesday night crowd has been enjoying starboard-rounding courses for the past several weeks, and a review of the rules that govern starboard tack windward mark roundings might help take some of the anxiety out of them for some people.

The simplest thing to remember is to treat a starboard-port incident at a weather mark the same as you would in the middle of the racecourse. Rule 18, the mark room rule, does not apply between boats on opposite tacks on a beat to windward [RRS18.1(a)]. So for a port tack boat who’s making the mark, ready to round, and has a starboard-tacker approaching, the port tacker has to keep clear of her, even if this requires tacking or a radical duck that might make her sail below the mark. Fortunately, knowing this means you can plan ahead on port and avoid a dramatic situation.

What about a situation between two starboard-tackers, coming in on the starboard layline, when both will need to tack? This one gets a little more interesting. The first thing to consider is if the boats are overlapped at the zone (three hull-lengths away). If they are, the outside boat, the one farthest away from the mark, has to give the other “mark room” [RRS 18.2(b)]. If they aren’t overlapped, then the boat that’s clear astern has to keep clear of the boat clear ahead. [RRS 12 and 18.2(b)].

That all sounds well and good, but something happens as soon as either boat passes head-to-wind: Rule 18 turns off. This means that as the boat in front gets to the mark, whether clear ahead or not, and begins to luff up, and then tacks, the obligations change. While luffing (heading up) she’s still clear ahead and has the right of way. As soon as she crosses head-to-wind, the Mark Room rule no longer applies. She is a tacking boat that must keep clear of a boat on a tack until she’s on her new close-hauled course (RRS 13). When she gets there, remember, she’s on port, and if the starboard tacker is close enough, she’s got big trouble.

If you’re the boat behind in this situation, you have some control regardless of whether or not you were overlapped at the Zone. If you were overlapped, you’ll get room to sail to the mark and then you can round on your proper course. But if you weren’t overlapped, yes, you must keep clear of the guy in front of you, but as soon as he crosses head-to-wind, he has to keep clear of you. If you know your boat well, and you know the other guy knows his, and you feel like something a little aggressive, try this: yell “Don’t Tack!” If he can’t tack and cross you cleanly, he’s going to break a rule, and may just wait for you to round. Just make sure you have the mainsheet out of the cleat and the boat ready to bear away if you want to make this move – he might tack anyway and you might need to turn left quick!

If you’re the boat ahead in this situation, the safest thing to do is wait until the guy behind you rounds the mark and tacks. If your competitive nature doesn’t let you just let boats go right by you, though, your options are limited by the overlap status at the Zone. If the guy behind/inside you was overlapped inside when you got to the Zone, you have to give him room to get to the mark. If he was not overlapped when you got to the Zone, you do not have to give him room, which means you can head a little higher before the mark to keep him from getting a late overlap inside you. Then, as you get to the mark, use it as a pick. Sail close to it and slowly round up as you go by, giving the guy behind no way to get his bow to weather of you and prevent you from tacking. If he’s close, and your boat tacks slowly, this might not work, and that’s fine – just pause and coast before crossing head to wind. You’re still in front with rights, and as you slow he’ll have to go outside of you, leaving you room to round.

The presence of a third or fourth boat in this scenario really makes things fun, but I won’t go into that without a specific request. Just keep n mind, most of the HISC keelboats turn slowly and roundings like this need to be planned ahead, with the crew – especially the helmsman and mainsheet trimmer – filled in on the plan ahead of time to avoid last-second crises.

Questions? Comments? Use the comment box below.

Wednesday, August 12, 2009

Sorry for the short break -- a vacation, catching up from the vacation, and covering for others on vacation all took their toll on the time. Maybe that was why this article caught my eye. A bit of a retread but nice to have it personalized for us:
Zen and the Art of Sailboat Maintenance

Wednesday, July 22, 2009

Super Success!

This weekend the home team made us all proud with lessons that apply to any sailor. Sailors from across South Florida raced two majestic boats in the premiere superyacht regatta in North America, the Newport Bucket Regatta. While the boats couldn’t be more different -- the brand new, high-tech 124’ performance sloop P2 on one hand, and the 100’ newly-restored 1929 Alden schooner SummerWind on the other – they used the same keys to success (including full Doyle inventories), and that success couldn’t have been sweeter. Each won her class – of only two classes in the regatta -- with P2 clinching the overall trophy in this prestigious event. Want to know their secret to beating America’s Cup and Whitbread/Volvo champions on some of the most high-profile boats in the world? Here’s a hint: it’s something you can do, too.

P2 is a giant, a sleek, modern boat purpose-built to go fast and look great doing it, featuring Doyle Stratis carbon-fiber sails, the latest in carbon spars and PBO rigging, an aerospace-engineered keel and rudder, and even a carbon fiber ensign staff! Doyle Florida East’s Peter Grimm Jr. led the sail development team and raced the boat, with Doyle’s Barr Batzer fine tuning the sail trim. Aboard, they had 35 of their “closest friends” keeping them company, including a large Fort Lauderdale contingent like Captain Jonathan Kline, Bill Bentz, Mike Cox, John Earle, Peter McNaughton, Randy Reynolds, and Tony Hawker (Jupiter) and Paul Scoffin (Jacksonville). Doyle Sailmakers president Robbie Doyle, along with America’s Cup skipper Peter Holmberg, rounded out the afterguard.

SummerWind takes a different approach. This grand dame is made of wood from the keel to the tip of the mast – except the carbon fiber booms built to look like wood! Instead of a locker of high-tech laminates, she uses Doyle Dacron sails, dyed to a cream color to match her traditional look (but she couldn’t resist one Doyle Stratis genoa for upwind power). Doyle Florida East’s Scott Loomis oversaw the new sail development while SummerWind underwent her refit last year in Palm Beach, and joined the boat in Newport along with Doyle’s Brian Ross. Captain Karl Joyner (West Palm Beach) also led crew Keith Weyrick (Miami) Greg Wessel, (Deerfield Beach), and Scott Heard (West Palm Beach), as well as eleven others including industry veterans -- and fellow Floridians -- Henry Pickersgill (Brooksville), Neil Harvey (St. Petersburg) and Mike Lawrence (Ft. Lauderdale).

These programs each focused on three keys to success any of us can implement.

Prepare. Anyone who’s taken their boat to a regatta knows that getting the pieces together, getting there, and getting ready to race, are each separate projects. P2 is brand new, with mostly customer hardware, and all the fun that brings with it. SummerWind just finished a refit, and flew her downwind sails for the first time the week before the regatta. The type of effort and dedication that goes into preparing the boat from the masthead instruments down to the keel fairing might be bigger on these boats, but no different than our own. Moving parts were examined closely, many each day. This saved P2 from catastrophe when they discovered genoa halyard chafe one morning that could have ended a race. SummerWind wasn’t as lucky – their main halyard shackle broke just prior to race two, crashing the 600 pound full-batten mainsail from full hoist to the boom in seconds. But having the right gear available to re-rig and hoist it meant they started on time, and won the race. Training preparation into every crew member can prevent the bad things from happening, or give you the tools to respond when they do.

Practice. P2 raced the St. Barth’s Bucket earlier this year after a dozen days of crew training in Italy and the Caribbean and still wasn’t up to speed. SummerWind had completed only rudimentary sea trials before arriving in Newport. Learning what makes a boat go, especially a new boat, takes focused thought, even for the best sailors in the world. How high should we point in these conditions? How much faster would we go if the genoa lead came back? How do you tack one of these beasts! Answers to all of these get you one step closer to success, and they require time in the boat. Before the regatta, P2 and SummerWind each practiced three days with full crew, going through the motions required to sail safely, consistently, and fast – in that order. That’s “what allowed us to win the regatta,” Loomis declared. Even so, “On Saturday we did 3 things right and 75 things wrong” and placed fourth. “On Sunday, we did 75 things right and three wrong” and won the race. Golfers go to the driving range, and tennis players use a ball machine. For sailors, time in the boat is key, especially when combined with off-the-boat help like Doyle Florida East’s recent Hillsboro Racing Clinic, where photo analysis and post-sail debrief help sailors learn on their own. Even after winning the overall trophy, Grimm added “we still think we left 10% of her speed on the racecourse – we can do better.” As Loomis echoed, “Practice on Wednesday, Thursday, and Friday is what won the regatta.”

Have Fun. It doesn’t matter if you’re a billionaire or a beach bum, there’s only one reason to spend time and any amount of money sailing: because you enjoy it. Surround yourself with the right group of people who share a common love for the sport and willingness to improve. Remember that ours is a sport of intelligence, endurance, and honor, that allows us to play hard but also requires us to keep our heads for safety’s sake. Find ways to have fun -- you don’t need fancy food like curried chicken sandwiches or strawberry power smoothies to have a nice time -- but it does help, as the crew on P2 realized day after day. A good Publix sub and an ice cold beer at the right time do wonders for morale and attitude. Talk to your crewmates. As Grimm relayed from P2, “we have talks before any sailing or racing days to talk about safety above all else, but also how we should enjoy the tasks what we’re doing. It's a team effort regardless of the most mundane task, and more fun when we enjoy the people we’re with.”

Prepare>. Practice. Have fun. Success from superyachts to Sunfish requires these three things. Of course, P2 and SummerWind shared two more things in common – great Florida sailors, and some nice sails. Call us if you want to learn a little more about them.

[More photos are coming! We’ll continue to post them here in the blog as they come in from professional and amateur photographers in Newport. Check back soon!]

Sunday, July 19, 2009

Clean Sweep?

Reports are that P2 and SummerWind each won their class at the Newport Bucket superyacht regatta. Stay tuned for details.

Thursday, July 16, 2009

iPhone Instrument Package


As reported on Sailing Anarchy, look at this instrument suite you can download on your iPhone. Does anyone know if this really works?

big pimpin'
iPhone Tactics

At a fraction of the cost of stand-alone tactical systems, the SailMaster application for the Apple iPhone provides all the information needed to optimize sailing and racing performance. SailMaster was originally designed as an economical tool for experienced sailors to optimize racing performance, but the simplicity and low-cost of the racing application means that sailors of all levels can benefit from SailMaster without a huge cost outlay.

Key performance data is displayed in a clear and easy to read format and has more features than many of the existing devices, yet costs only US$12 to download from the Apple Apps Store. SailMaster was developed with simplicity of use, easy access and low cost in mind and is already being downloaded by sailors globally.

SailMaster provides accurate information on the following:

• SPEED - in either knots or km/h

• VMG – Velocity Made Good

• DIRECTION – expressed as a compass heading.

• WAYPOINTS/COURSE PLOTTING – using GPS co-ordinates, courses are plotted by setting waypoints which can be saved for future reference. SailMaster indicates the distance and direction to the next waypoint, indicating whether you are sailing closer to, or further away from your next mark.

• COURSE VARIANCE – indicated in degrees as either a lift (+) or header (-). Key indicator of optimal time to tack

• ANGLE OF HEEL – displayed in both numeric and chart formats

• STARTER LINE COUNTDOWN – configurable for a 15, 10, 5 or 3 minute countdown. A warning horn is given on each minute, with dual horns on last minute and beeps every second for last 20 seconds

• TIDES – displays direction with the time and height of the next full tide

The SailMaster application can be downloaded in minutes from the Apple Apps Store and users can receive all future application upgrades at no extra cost. SailMaster’s clear and simple instructions and Help facility mean that no operation manual is required and no other hardware or software is needed other than the iPhone 3G. Combining SailMaster with waterproof casing provides the ultimate digital display for boats of all sizes and sailors of all levels of experience.

Tuesday, July 14, 2009

Carbon, Carbon Everywhere


GMT Composites produces state-of-the-art carbon fiber products like masts and booms, as well as super top-secret government stuff. Lately, though, it seems we're partners -- their two signature sailing stories focus on local boat Royal Blue and Summerwind. Royal Blue, Ron Drucker's Hylas 70, shed 50% of its rig weight with carbon spars and sails. Summerwind, a restored 1929 Alden 100' schooner, used carbon booms built to look just like her wooden (spruce) masts. Her Doyle sails were custom-dyed Egyptian Cream Dacon to preserve the traditional look. Want to see Summerwind? You'll have to go to the Newport Bucket Regatta this week, like most of our office has -- Peter and Barr are racing P2, and Scott and Brian are introducing Summerwind to a racecourse for the first time. Check out photos and the stores of these stellar boats here.

Thursday, July 2, 2009

Maybe the Michael Jackson Coverage Will Have Ended?


American Sailors, a Grooters Productions original production, has been picked up by WGN America and will air nationally on July 4th at 9:00 PM eastern. In addition to this prime time slot there will be an encore airing on July 26th at 1:00 PM eastern. The show focuses on four skippers who competed in the 100th running of the Chicago to Mackinac sail race, the longest and oldest freshwater sail race in the world. See more here.

Friday, June 26, 2009

Offwind Options

(This is an article we wrote for Multihulls Magazine two months ago. It's a good magazine, with some useful info.)



Watch out for the cliff! Every boat has it, every sailor feels it. Sailing upwind in 15 knots, the boat feels great, dancing across the waves. As you bear off onto a reach, the thrill increases as the boatspeed picks up and the waves feel softer. Heading down a bit more, you approach a beam reach, still reveling in the responsive feeling of power at the helm. Usually somewhere just below a beam reach, though, most boats, especially cruising multihulls, reach a performance cliff. Bearing off another 10 degrees causes the boatspeed to drop, swinging the apparent wind aft, slowing the boat further. While you were racing dolphins 15 or 20 degrees ago, now you’re watching jellyfish as the boat bobs along under main and jib, the collapsing wind over the deck has turned the heat up, and the evil engine key starts to beckon.

Modern multihulls led a design trend across the industry, moving sailplan power aft with larger mainsails and smaller jibs. Upwind, the jib completes the airfoil, shaping the flow over the leeward side of the mainsail and increasing its efficiency. But in terms of sheer driving force, the little jib, often less than half the area of the main, brings little to the aerodynamic party. As the boat bears away and the two sails begin to work independently, the jib sheet eases, the head twists out inefficiently to leeward, and little is left pulling the boat. Combined with (and a cause of) the apparent wind speed drop, this means the water gets stickier and the boat gets slower, quickly. At deeper angles when the main begins to blanket the jib, it becomes completely useless. What’s a speed hungry cat to do?

Fortunately, a range of sails plug the holes in the offwind inventory and allow you to leave the engine silent. Unfortunately, the broad diversity of shapes, materials, and deployment methods can be confusing to a guy just looking to come back from the Bahamas a little quicker. Choosing the right offwind sail depends on a variety of factors you must weigh do determine what’s best for the way you sail your boat.

CONVENIENCE
Most sailors choose a sail based on the reality of how they will deploy and douse it underway, because if it’s too hard to use, it doesn’t matter how powerful it is. Three primary options exist across the range of sails: a temporary furler, a permanent furler, and a spinnaker dousing sleeve.

Temporary furlers consist of a drum with a continuous furling line at one end that connects to the tack of a sail, and an independent swivel at the head. Designed for use with a straight-luffed sail supported by a strong, low-stretch internal luff rope pulled tight, the system allows for a sail to be hoisted or left in place like a furling jib, then rolled out for use. When done, the sail rolls up, and can stay in place for a short time, or more often is lowered and removed, furler and all, into a sailbag. Recently, some companies have made temporary furlers designed for use with large, loose-luffed asymmetrical spinnakers, and while promising, these systems are less tested than those for rope-supported sails.

Usually only larger (50+ feet) with permanent bowsprits use permanent furlers, extending the attachment point forward of the permanent jib furler. These work just like your jib, rolling the sail around the extrusion and leaving it permanently in place with a UV suncover on the leech and foot. They’re the simplest, but most expensive to convert to.

Spinnaker dousing sleeves are the least expensive, but limited to lighter nylon sails. With these, the sail is stored in the sleeve in a sailbag below and brought on deck for use. The sock is hoisted and hangs with the spinnaker trapped inside. Standing on ahead of the mast, you pull the control line, the bottom of the sleeve rises, and deploys the sail.

Again, for many, the dousing system determines the sail. Some people want to leave a sail up and furled when not in use, and others don’t really care what they have to do as long as they get the most power possible. The convenience vs. performance tradeoff often is no compromise, but sometimes, the need for speed takes over.

PERFORMANCE
Aerodynamically, headsails optimized for sailing close to the wind have straight luffs and relatively flat shapes – just look at your jib as the epitome of the upwind sail. Those designed to sail at the broadest angles look like parachutes, large, billowing spinnakers designed as large as possible to catch the wind. If you were to computer generate the animation from one to the other you would see the jib grow wider as the edges bulged out, and curvier as the middle got deeper. Sailmakers can design sails anywhere along this continuum, and advanced race programs might carry as many as 15 headsails, from the smallest jib to the largest spinnaker, with a wide variety of shapes in between designed for specific wind speeds and angles. Cruising sailors don’t have the need, crew resources, or budget for a highly specialized sail inventory, and as a result, four basic shapes dominate offwind sail design. Each of the shapes sails well in their intended usage range, but alas, no shape does everything well. Please note, terminology varies for many of these sails, and it’s more important to understand the shape and function than remember a specific word that different sailors might apply to different sails.

For close-to-the-wind sailing in light air, a large genoa look-alike often called a Screecher is preferred. A triangular sail about twice to three times the size of a cruising cat jib, the sail, positioned on a bowsprit in front of the jib, provides close and beam-reaching ability, while still serving adequately as a broad reaching sail in medium to heavier breezes. Set with a temporary or permanent furler, the target wind speeds and angles intended for the sail shape the choice of the sailcloth used, usually Dacron on a tropical cruising cat, but light laminates and heavy nylons are also possible.


Growing a bit curvier, a Code Zero-style sail sacrifices a little pointing angle to provide more power in the wide angle range around a beam reach. Still on a centerline bowsprit, with a larger roach and deeper profile, the sail drives a heavy cat more effectively than a screecher, but can’t get quite as close to the breeze, and still suffers from getting blanketed by the main at broad angles. Because it’s not used as close to the wind, sailcloth can be lighter, usually spinnaker Nylon, making it more efficient in lighter winds.


Even larger and rounder, an asymmetrical cruising spinnaker abandons the tight luff rope of the previous two sails for a large, positively-curved luff designed. Flown most often off the weather hull (or on the centerline when closer to the wind), the sail’s large, balloon-like three-dimensional shape is designed to float it out to windward, rotating out from behind the wind shadow of the mainsail. This makes this light nylon sail very effective from beam reaching angles in light air all the way through a broad reach.

Finally, a traditional symmetrical spinnaker offers great downwind power and ease of use when broad reaching and running. Usually trimmed with dual sheets and guys to facilitate gybing on long, wind-aft passages, it’s the most powerful and autopilot-friendly way to go dead downwind.

HOW TO CHOOSE
Sailors committed to longer-range cruising, looking to cover the entire wind range from close reaching through running, find a benefit in two of these sails, choosing one of the reachers (Screecher / Code Zero) based on their desire to leave it furler or remove it, and one of the spinnakers (Asymmetrical / Symmetrical) based on how much actual dead-down running they think they’ll be doing. Most sailors, though, are looking for just one to serve the majority of their offwind needs. The decision should be based on any predictable sailing plans for the boat, any preference for setting and dousing options, and desire for power.

South Florida sailors who make frequent summer trips back and forth to the Bahamas will use their main and jibs upwind, and then need one of the spinnakers, likely an asymmetrical, to speed the downwind passage home. Blue water sailors who spend considerable time reaching often choose the “set it and forget it” ease of a reaching sail, and choose between them by deciding whether they want to remove them after use or leave them hoisted furled for short periods of time. Those seeking the most convenience choose a Dacron screecher with a suncover that can be left furled in place for periods of time (though still removed when the boat is unattended). Or, if you want a bit more power – and color – in your sail and don’t mind putting it away when done, the Code Zero may be your choice. When you understand the tradeoffs in convenience and power, and the usage ranges associated with each sail, viewed in the context of how you sail your boat, the right choice becomes clear, and the temptation to fire up the engine on those light-air reaches drifts away with the jellyfish behind you.

Thursday, June 18, 2009

Quick & Dirty Navigation


Sometimes sitting around the office dreaming of a trip you may find yourself (gasp) without your charts or navigation software. For a quick read on distance between any two points, turn to -- you guessed it -- Google Maps. A cool and probably not so new feature can be found in the My Maps section. It's a checkbox that allows you to click in two locations on the map to the right and get the distance between them. Set it to Nautical Miles (as opposed to some of the other goofy units they have there) and suddenly you can begin planning your next passage. 975 nautical miles from Fort Lauderdale to the BVIs. I know there are chart overlays somewhere -- anyone have a link?

Thursday, June 11, 2009

Coach Clinic De-Brief

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Sorry for the delay on this, but folks were out sick during a busy time and I was running around a bit keeping up. But here is the Powerpoint presentation we used at the coach clinic debrief on Monday, June 8 in the loft. People who attended can review the info at a more leisurely pace, and those who didn't can get a glimpse. It's a 13 mb file, so give it a little bit.

Debrief Presentation Here

In the next few days we'll have video of the full presentation shot by Tim Leonard. We'll track the "comments" section below in case anyone has more questions about the topics we covered. The easiest way to know when they get posted is to click the "Follow" button above (if you're logged in as a Google user). Thanks to all who came.

Tuesday, June 2, 2009



We're a bit late posting, but congratulations to the Boston College Eagles who won the 2009 Intercollegiate Sailing Association National Team Race Championships. Super constructed the colored jibs for the event for Hood San Francisco. This is the equivalent of the NCAA football championships, and we're happy to have played a part.

Monday, June 1, 2009

SummerWind Sailing Debut



The 100' Alden schooner "SummerWind" with her Doyle inventory made her sailing debut with a quick jaunt to Bimini with the owner and family this weekend. Here she is waiting upon return to Ft. Lauderdale. We hope to have shots of her sailing to share, and expect them to be even more beautiful.

HISC Coach Clinic



It was a very "diverse" day on the water yesterday, with everything from zero to 18 knots, and breezes from the southwest and east -- often simultaneously! We're taking the photos, video, notes, and later thoughts we collected throughout the day and consolidating them into a...

DE-BREIFING SESSION
MONDAY, JUNE 8 -- 6:00 p.m. to 7:30 p.m.

Super Sailmakers
4710-C NW 15th Avenue
Ft. Lauderdale, FL 33309


Please e-mail us here to let us know you are coming so we can shop and plan properly (we'd hate to end up with too much beer).

Refreshements will be served while we review photos and discuss ways to improve boat speed, boat handling, and racecourse planning. With questions, contact us at 954-763-6621. See you then!