After crewing in 505s for
the past many years and trying to figure what the hell that guy behind me was doing back
there, I figured I would give it a whirl and see for my self what all the fuss was about.
After the winning of the worlds in Quiberon, France, we shipped Howard's Europe boat back
to California. So I could start stage 2 of the "Master Plan" (To win the worlds
as skipper and crew). I would like to start off by thanking Howard, who clearly not in his
own best interest, was extremely helpful and supportive through the whole process. After
spending a year in the back of the boat I learned a few things that are much less obvious
from the wire.
Spending the vast majority of my tiller time in single-handed boats I
did not know much about driving a 505. The one thing I did know is how important it was to
get a good crew. With this in mind I started at the top, 1992 Flying Dutchman Olympic
silver medallist Steve Bourdow. Steve and I had talked in the past about the Master Plan
so when I told him this was the year, he was ready to go. Although Steve was not available
as often as I would have liked, he figured out the 505 in no time flat. Since Steve lives
400 miles away, I also needed a crew always tried to feed this for our Tuesday night
practicing. First I tried training a few green crews until realized how difficult that
was. Then figured out that it was easier just to steal someone else's crew. Jeff Nelson
fit the profile I was looking for perfectly. He is a very accomplished Laser sailor, he is
the same size and weight as Steve, and he is always pysched to go sailing. So I swiped him
from Charlie Bocather. Sorry Charlie.
Now that I had taken care of the most important part, it was time to focus on the sailing.
I was surprised at how much concentration it took to drive the 505 well upwind. In the
single-handed boats that I had sailed in the past I could easily look around and still
keep the boat speed up. I have always been a fan of keeping your head out of the boat, but
every time I tried looking around while driving a 505 the boat would slow down. I found
that it was best if I just kept focused on making the boat go fast, and let Steve or Jeff
do the majority of the tactics. This meant that to keep my head in the game, they had to
give me constant feedback on what was happening on the racecourse. This information
included our speed relative to the boats around us, how our boat was set up, what shifts
and puffs were coming down the track, and our general game plan. As a crew I always tried
to feed this information to the skipper, but I never realized how helpful this information
was until I was back there myself. Part of the reason that skippers are so whiny is that
they don't really know what is happening on the racecourse unless you tell them. So to
stop that incessant whining from the back of the boat the crew has to keep a constant flow
of information to the skipper. In the two races that we won in Durban the sea state was
very confused chop on top of BIG rollers. It took all my concentration to keep the boat
going fast. I never had to look away from telltails and the waves, because while Steve was
calling all the tactics he kept me fully updated on what our status and plan was.
Other than concentration, the key to making the boat go fast is in the setup. If the boat
is set up right you are just fast. You can go higher or faster or both. The Team Tuesday
tuning grid gets you very close right out of the bag. In light to medium we would just
sheet the sails in to the numbers, keep the telltails flowing and have even pace with the
top boats. The condition where we had a speed advantage was in the
breeze. In this condition we figured out a few tricks. First was to not be afraid to rake.
It seems obvious, but our rule of thumb became "if you are overpowered then
depower", and rake is the fastest way to depower. This allowed us to use the second
trick, which is to keep the main as in and loaded as much as possible. The main should be
drawing
all the time and should never have more than 2 feet of bubble in the luff. I think that
this is fast for two reasons. First it means that the main was being used efficiently. If
the main is flogging, it producing all drag and no lift. That's not good. Secondly it
keeps the rudder loaded. From my blade studies, I found that the most efficient set up is
with considerable helm. Therefore, if it is windy and the boom is outside the rail, we
rake and trim the main back in. Another trick, that I was not happy to learn, was that
despite what most skippers claim, hiking makes a big difference. Off the starting line I
would lengthen the tiller extender, straight leg hike, lean back and haul ass. Once we
were sufficiently punched I would scooch in to a position that I could sustain for the
remainder of the race. (Which I like to believe is more hiked than other skippers). If we
got into a tight situation and needed some jets, I would go back into straight leg mode. I
was talking to Steve just the other week and he commented that when we were going the
fastest was when I was hiking my ass off. After years of harping on Howie to hike harder,
I think that I finally got the message through by example. He has built himself a hiking
bench, and claims to use it every day.
On the reaches again I think that we had pretty average speed except in breeze where we
had an edge. We made some big moves on the tight reaches in Durban. What I learned was how
important the high lane was. We had a pump system on the spin halyard so I could sit and
hike while pulling the kite up. This was not only safer, but would allow us to sail higher
on the set. When you are in the high lane you can chose your own course. What I learned
about steering on tight reaches was that you had to take advantage of surfing waves even
when you wanted to work high. The gain that you make forward is well worth the temporary
loss of height, however you have to be clear of other boats to do this, either above them
in the high lane, or preferably ahead of them.
Another thing that I learned in the back of the boat about reaching was how much effect
the kite trim has on the helm. Keeping the kite eased is not only faster, it is safer.
Over-trimming the kite can instantly stall the rudder on an overpowered reach. Another
control trick on tight reaches is to move your weight back. If it is at all sketchy I will
move into the back straps. The crew should take a step back as well. I think that this
just keeps more of the rudder in the water. As for the run, I just wrote an entire article
on that in the last issue of Tank Talk so please refer to that.
This season I will be back in the front of the boat, but the new things
that I learned this past year I could not have figured out without looking at the boat
from another prospective. I suggest periodically switching positions. Both the skipper and
crew can learn quite a bit from doing the others task.
OBSERVATION
The best thing about being a skipper
505's are great fun to drive.
Knowing that your actions have a direct effect on boat speed.
No matter how little you do, you get all the credit
The worst thing about being a skipper
Clearing kelp off the rudder
Hiking
Constantly having to question your sexual orientation.
The best thing about being a crew
505's are even more fun to crew on than to drive
No hiking.
Not having to constantly question your sexual orientation.
The worst thing about being a crew
It is a lot colder outthere on the wire.
Knowing that the biggest effect that you have on upwind boat speed is how much you have
for dinner.
No matter how much you do ...
the skipper gets all the credit.
