Team Melges
From Harry Melges
Andy Burdick
Andy has been with Melges since 1986.
He focuses on scow development, Melges 24 class
growth and customer relations. Andy is one of your first
contacts when buying a new or used Melges Boat.
[email protected]
Jamie Kimball
A three time MC National Points Winner. Jamie has dedicated
much of his on the water time to the Melges MC and his event
results show it. Jamie attends many of the championships. He is
also eager to help all customers here at Melges. Call on him for
anything in regards to the Melges MC.
[email protected]
Sam Rogers
Sam heads up North Sails Zenda where the fastest MC sails
are produced. A past MC Inland Champion, Sam is a great
help with parts, service and go fast tips.
[email protected]
The Melges MC Scow continues to be one of the
most popular and fastest growing one-design classes in
America. With over 80 registered fleets in 24 states and
a great year round racing schedule no wonder it is so
popular. No other full size one-design sailboat in
America can claim such success. Much of this success
is owed to both the builder and the class association.
Check out the class website and you will quickly see
why MC Scow sailors are having so much fun. Regattas
are being held year round at a wide variety of locations.
Bookmark www.mcscow.org and www.melges.com to
stay in tune with all that is happening in this exciting
class.
The people involved in this class are sailors of all
ages and sizes. The open rule of adding crew is a key
ingredient for this kind of participation. Sharing of
knowledge at regattas is very evident when
participating at these events. Its fun. Everyone is
always trying to help the new sailors and the sailors in
the back of the fleet become more competitive.
The MC Class Association is one of the best in the
world. Strict one-design rules protect this class but are
flexible enough to modernize the boat as needed.
Communication via the class website is incredible.
From regatta information, on-line regatta registration,
buy-sell sections, rules, to tips and training information
you can find it all at the class website. Check out the
archive section for scores and scores of regatta reports
from over the years that include this is what was fast
this week reports.
Sail fast, and most importantly, have fun!
Charlie Harrett
Charlie oversees the manufacturing portion of our organization. He
sails in and supports all the classes that we build.
[email protected]
Quick Guide to MC Sailing
SECTION ONE
Section One - Rigging The MC Scow
Section Two - Tuning The MC Scow
Melges Performance Sailboats
MC Scow Rigging Guide
Congratulations on the purchase your Melges MC Scow. The following information will help you
prepare, care for and rig your Melges MC Scow. For sailing tips and tuning information please
request a tuning guide from Melges Performance Sailboats or you can download it at our North
Sails website www.onedesign.com.
If you are traveling to regattas away from your home club we recommend that you use our
envelope traveling covers, mast bag along with our rudder and tiller covers. This will not only
protect your hull from debris when traveling down the road but will also allow you to carry
your sails and other related sailing gear inside the boat when traveling.
After removing your covers you should do a quick check to insure you have everything you
need to rig and race your Melges MC Scow. The great thing about the MC group of sailors is
that many carry spare parts in case you ever come up short on parts. Having some spare
parts though is a good idea. These parts include clevis pins and shackles for your blocks,
boom vang and outhaul systems. Having spare o-rings for the rudder is good as you never
want to sail without the rudder safety o-ring not in place. Having spare side-stay bolts and a
spare custom forestay shackle is important. The same nuts that work on your sidestay bolts
also work on your tiller bolts. All of these items are always in stock and are available at
Melges Performance Sailboats.
Tools needed are two 7/16 open end wrenches. These wrenches work on your sidestay
bolts and your tiller bolts. Pliers are needed for your shackles on the boom vang, outhaul,
Figure 1
Figure 1-The MC Scow with galvanized steel welded trailer, trailing cover and aluminum holddowns that also
carry the mast and boom.
hiking strap and block connections. If you have older Harken blocks you need a small
screwdriver so you can set your blocks so they do not spin. If you have 2001 and newer
Harken blocks you need to keep the Allen-wrench provided by Harken in your tool kit for block
adjustment. A roll of white electrical tape should be in your tool bag taping up sidestay cotter
2
pins, shackles on your blocks,
Figure 2
attaching sidestay telltales and
can also be used to cover up
any dings or chips in your hull
received from dock or boat
contact during that weekend
of racing.
Figure 2 includes some
important items for sailing.
Two lifejackets, a throwable
which is required by class rules
and the Coast Guard.
A
paddle, sailing gloves, two
7/16
wrenches,
pliers,
electrical tape, tape measure
for measuring mast rake, Sharpie permanent marker for marking your mainsheet, bottled
water and sunscreen.
Figure 3
Figure 3 includes some
important boat parts.
Rudder and tiller with a
rudder and tiller travel bag.
Mainsheet, bowline, two
single Harken blocks for
your boom, one Harken
single
block
with
mainsheet becket, 3-point
lifting bridle and dry bag
for miscellaneous items
you want to carry on the
boat.
Stepping The Mast
There are two ways to step the MC mast. You can step it by yourself or easier yet with a
second person helping. First, before you step the mast you must make sure that the boat is
still secured to the trailer with either the aft trailing hold down or a strap. This will keep the
boat from tilting forward on the trailer when you step forward towards the bow when raising
the mast. Also, leave your trailer attached to the car if possible so that the trailer does not
move during this process.
Next you need to make sure that your rope halyard tail is attached to the wire portion of your
main halyard and is secured at the base area of your mast either to the shock cord loop on the
front of your mast or to the boom vang bale at the base of the mast. Adjust your Sta-Master turn
buckles to #5 so that the shrouds and forestay are not too tight, when you go to raise the mast.
Next with the mast laying on the deck with the groove or backside of the mast in the down
position you will attach your two sidestays. This is done with your two 7/16 wrenches. You
do not need to over tighten these bolts, just make sure the bolt comes all the way through the
nylok nut and has at least a thread or two showing through the nylok nut. This will allow the
Sta-Master turnbuckles to move fore and aft. You are now ready to put your mast up.
3
Sidestay goes in the forward of the two holes
in your sidestay chainplate (figure 4). The aft
hole is for part of your 3-point lifting bridle.
Notice that the sidestay clevis pin and cotter
pin have been wrapped with 3M #35 tape at
that attachment point. This will prevent this
pin from ever coming out.
Figure 4
Lifting
Sling
Bow
Standing in the middle of the boat usually on
the side deck is a good starting place for the
person who will actually raise the mast. The
second person will hold with the both hands
the base of the mast as you start to raise the
mast (figure 5).
Figure 5
As you walk the mast up the person holding
the mast base walks the mast base to the
mast step (figure 6).
Once the mast base plug is set in the mast
step (figure 7) or the hinged mast is up (figure
7a & 7b). Then the person who held the mast
base will secure the forestay turnbuckle to the
Figure 6
Figure 7a
Figure 7
Figure 7b
custom shackle provided by Melges Performance Sailboats. This shackle fits in the aft hole of
the bow (figure 8) plate as the forward hole is meant for your bowline. Once the o-ring is put
into the clevis pin securing the
shackle closed you should wrap
the o-ring with a few wraps of
electrical tape so it cannot
accidentally come out later.
Now we are ready to attach the
boom, blocks, Cunningham,
boom vang and outhaul
systems to their appropriate
attachment points.
Figure 8
Slide the boom onto the gooseneck pin as shown below in
figure 9. Make sure the boom is all the way on the pin as
the boom can fall off the pin easily until the mainsheet and
boom vang are attached.
Next you are ready to attach the boom vang above deck
purchase system to the base of the mast and to the boom
bale which is a couple feet aft of the forward end of the
boom. You can only hook this up one way correctly. You
will have twists in the system if you hook up either the mast
bale or boom bale shackle and blocks. See figure 10 to see
the correct attachment of these blocks and shackles. Also,
at this time hook up the single Spectra rope (white or grey
in color) coming out of the mast step to the single wire
coming out of the boom. This is the outhaul connection.
Figure 9
Attaching the boom to the mast. This
is commonly referred to as the
gooseneck area.
The Cunningham or luff adjustment is the single white or yellow Spectra line that is offset to
the starboard side of the mast step. The Cunningham will have a s-hook that you will insert
into the Cunningham grommet approximately 10 above the tack grommet in the sail.
For the two shackles on the boom vang
system and the one shackle for the outhaul
system you should tighten these shackles with
your pliers because they will come undone
while sailing if you dont tighten them.
Now we are ready to attach our boom and
traveler blocks. Old style blocks have shackles
with clevis pins and o-rings while the new
style Harken blocks have shackles with screw
Figure 10
pins. Also, the old style Harken blocks have
set-screws that require a screwdriver and the
new style Harken blocks require an Allen-wrench to keep them from spinning. Tape the orings on the old style blocks and use a pair of pliers on the new style shackles after you attach
the blocks. Remember the standard mainsheet system requires to single blocks on the boom
and one single block with a mainsheet tie-off becket on the traveler as shown in Figure 11.
Lead your mainsheet through the floor ratchet block up to the single boom block, then down
to the traveler block, then up to the forward single block and back to the tie-off becket block
on the traveler. This mainsheet hook-up much like the boom vang hook-up can only be done
one way correctly. You will have a twist in the system if you do not string it up correctly. Make
sure that when you pull on the mainsheet that you hear the ratchet clicking. That will tell you
that you have led the mainsheet through the floor ratchet block correctly. Be sure to tie a knot
at the end of your mainsheet. Set your blocks from spinning so that they are in-line with the
boom running for and aft as shown in figure 11. This is done with the screwdriver or Allenwrenches. These set screws are located on
the shackle end of the blocks.
Operation of your bilge boards is very simple.
You have a trip line crossing the cockpit that
uncleats the board and allows it to be lowered.
As it is a continuous line it may be adjusted on
either side of the boat. To pull the boards up
there is also a larger line at the front of your
control line console that allows you to pull the
boards up. There are two knots in the board
Figure 11
uplines that allow you to set the
height of the bilge boards when they
are in the down position. The
factory setting is usually about 1 of
boardhead showing above the deck
when the board is in the down
position.
Now we are ready to attach the
rudder and tiller as shown in figure
12. Make sure you put the large oring into the top pintle after hanging
the rudder onto the boat. When
Figure 12
putting the bolts through the tiller and
rudder make sure the bolt comes
through the nylok nuts. Tighten to the
point that you are comfortable with the
up/down movement of the tiller. We
prefer a tight connection so that the
tiller remains at the max down position
when sailing. We usually tighten to this
tighter position but not so much that it
would prevent us from moving the tiller
up and down.
Figure 13
Now we are ready to put the sail on the
boom. Carefully feed the bolt rope sewn on
the foot of the sail into the groove of the
boom. This is done easiest with two people
but can be done by one person without any
problems. Once the sail is on the boom
attach the tack shackle (shown in figure 13)
to the corner tack grommet in the sail. Use
your pliers to tighten this shackle before
sailing. Attach the outhaul shackle at the
end of the boom (shown in figure 14).
Always relax the outhaul purchase system
Figure 14
when not sailing so as to not put
unnecessary pressure on the sail.
Figure 15
Rolling your sail is the best way to store
your sail. Starting at the head (or top) of
the sail as shown in figure 15, you will
roll the sail towards the foot (or bottom)
of the sail. The leech which is the trailing
edge should be rolled down upon itself
(figure 16) as you roll the sail. This is
because the battens are perpendicular to
the leech of the sail and this allows the
battens to roll up without being twisted
on the sail as you roll it up. The sail
can be rolled up easily by one but is
even easier with two. During long
periods where the sail will not be used
you should remove your battens to
preserve the elastic sewn within the
pocket. Do not forget the battens are
tapered and the thick end of the
batten is always at the outboard end
of the pocket.
Figure 16
The last thing to do is launch the boat
either off your trailer or using your 3-point lifting bridle. When using the bridle always make
sure that the shackle at each connection point is closed tightly. Your attachment points for
two of the legs (same length legs) are the aft sidestay chainplate holes. The third attachment
point is the large stainless steel eye that is mounted to the backbone and also is a turning
point for your hiking strap (backside
on new boats, front side on older
boats). We always set our booms on
the deck when using a hoist so as not
to put pressure on the boom from the
3rd leg of the lifting bridle which is
mounted on the centerline of the
boat. Always keep your boat 90
degrees to the lifting arm of the hoist.
This will prevent your mast from
hitting the hoist arm.
When
launching with your car be careful Figure 17
that your rudder does not hit the
ground. This can happen on uneven parking lots and sharp entry ramps. Make sure your
bailers are closed when launching.
We hope this guide has been of help. We want all of our MC customers to have easy, safe
and fun sailing experiences. Please feel free to call or write any of our experts anytime for
further assistance.
P.O. Box 1
Zenda, WI 53195
Office: 262.275.1110
Fax: 262.275.8012
Official Website: www.melges.com
EMail Addresses:
Harry Melges: [email protected]
Jamie Kimball: [email protected]
Andy Burdick: [email protected]
Charlie Harrett: [email protected]
Sam Rogers: [email protected]
SECTION TWO
MC Scow Mainsail Tuning Guide
For The Z Designs including the
ZMax and ZAP Mainsails
Thank you very much for your purchase of a new MC Scow Mainsail from North Sails.
The new Z Max has proven to be a fantastic all around sail for all sailors. Simple to set up, easy
to use and trim. This new sail has won every major regatta on the very competitive MC regatta
circuit. Now we have a new sail the ZAP. Another breakthrough sail from North that utilizes our
fast AP design with the panel and cloth selections used in our very successful Z Max. Also, our
hard cloth Masters and AP mainsails are still the sail of choice for many MC sailors. You can be
confident that this tuning guide will specifically help you with your MC performance.
Thank you!
Review Your Equipment:
Take the time to check all of your pins and stays for wear. Clean your mast and spreaders with soap
and water or Acetone. Also, please check your halyard. Clean and lubricate your turnbuckles. Tape
your turnbuckles so that they stay in the set position.
Setting Up Your Mast:
Please install your sidestay turnbuckles in the forward hole of your chainplates. Tighten the bolts
with a 7/16 wrench. Have the bottom of the spar held down on the mast step plate while you
walk the spar up. Hook up the forestay in the aft cut out of the bow plate.
Once your mast is stepped into position take a 50ft. steel tape measure and attach it to the shackle
on the wire main halyard. Pull your rope halyard so that the tape goes all the way to the top of the
spar. Be sure you latch the ball into the halyard latch at the top of the spar. Pull down on your
halyard so that you know it is in place.
Measure down to the center portion of the deck at the stern. This measurement must be taken
from the point where the hull and deck meet. The fast measurement for your Z MAX and or ZAP
Mainsail is 28 3. Now you are ready to set your sidestays.
Sidestay Adjustment:
After you have set your mast rake at 28 3 you will be ready to adjust your sidestay tension. You
want your sidestays to be taught. You want to just finger tighten your stays. If you use a wrench
to further tighten them the rig is too tight.
Racing with your new Z MAX or ZAP Mainsail:
Upwind Racing
Your new Z MAX and or ZAP Mainsail is going to excel upwind. By
following the guidelines noted below you will optimize your chances
for a distinct speed advantage over your competition. The Z MAX
and or ZAP are two sails in one. You can make the sail full and
powerful or you can flatten the sail so that your MC is easy to handle
in the breeze. Please practice the following techniques and watch your MC sailing improve!
One thing to mention is that the helmsman will want to always sit forward in the boat (right next
to your mainsheet cleat) in all conditions, upwind or downwind. This is very important.
The order in which to adjust your sail controls will be in the order described below. Please
follow this sequence in order to achieve the ultimate speed with your Z MAX or ZAP.
Power Up
0-8 knots
The Z design mainsails will be the fullest sail on the racecourse. So, going for extreme power will
be easy. Please follow the set up described below.
Boards
Be sure that your leeward board is all the way down so that the head of the board is flush with
the deck.
8
Heel
Never allow water to run over the edge of the leeward side rail. You are overheeled then. You do
want to heel the boat to reduce wetted surface area. Use the leeward rail as your guideline in all
wind conditions.
Technique
In the light air most MC racers choose to trim and head up the moment they get new pressure.
The exact opposite is the case if you want to go fast. When you get hit with a puff you want to
ease a bit, head down and go for speed and then trim. After this you can head up a bit and point
the boat. The #1 goal is to achieve boat speed in this light air condition. The Z design mainsails
will really respond to this type of technique.
Mainsheet Trim
The mainsheet is your accelerator. Never cleat your mainsail. Always have the mainsheet in your
hand so that you can trim in the pressure and ease in the light spots.
In the very light air a great reference for mainsheet trim is to have the back of the boom over the
back leeward corner of the boat. As you get more wind trim from there and feel the sail and boat
respond. If the boat does not respond then ease your sail back out.
Outhaul
Your outhaul should be tight along the boom. Yes, you should have a shelf in the sail even in these
light conditions. Pull the sail to the inboard edge of the white band on your boom end. This
creates a small wrinkle free shelf foot and is very fast. This will help you with speed and pointing.
Vang
Do not have any vang tension on at all. In fact, be sure your vang is uncleated so that when you
ease your mainsail your vang does not tension up. This is very important while working your
mainsail upwind. Vang should never be applied in such light conditions.
Cunningham
Be sure this sail control is off so that there are horizontal wrinkles in the luff of the sail. You want
these wrinkles in this type of wind condition.
Traveler
Keep your traveler on centerline at all times. The only time you drop the traveler down is when
you are fully hiked out and you cannot hold the boat down.
Downwind Racing
The Z design mainsails will out perform other shapes due to its fullness downwind. The sail is full
away from the mast (more draft aft) so this translates into exceptional speed downwind. This is by
far our fastest sail ever downwind. Practice the following tips so that you can achieve ultimate speed.
Once you have rounded your weather mark be sure to pull your leeward board up 75% of the way
up. Begin to look for wind behind you. Speed is king downwind and the only way to have speed
is to be in the breeze. Set yourself up so that you have clear air and that you are in line for more
breeze moving down the lake. This is very important.
Technique
You must heel your boat to leeward in order to reduce the wetted surface area in these conditions.
The end of the boom should be kissing the water. If this is not happening you are not maximizing
your speed.
Your mainsheet trim is critical as well. Just like upwind, you absolutely must work your mainsheet
downwind. Grab your mainsheet directly from the aft block on the boom. This eliminates the
ratchet and it gives you quick and direct pull.
In the very light air you must reach the boat more so that the boat picks up speed. Heel and head
up to generate speed while trimming in your main. As the boat builds speed begin to head down,
continue to heel the boat and begin to ease your main back out. The second the boat feels like it
is going to slow down repeat the process. In order to go fast downwind in the MC you must work
just as hard downwind as you do upwind. Stay prepared to keep the boat moving and always be
looking for fresh wind.
9
Traveler is centered, vang off, Cunningham off for maximum power.
Outhaul must be eased so that the shelf is gone. Do not ease to the point that the foot of the sail
has vertical wrinkles.
Powerboat waves: Always trim in and build up speed so that you can blast through waves. If they
are very large you can pull on some boom vang so that the rig stays snug and so that the boom
stays in place. Be sure to uncleat the vang after the waves have passed.
Ultimate Speed
8-15 knots
Upwind Racing
The Z design mainsails are very versatile in these conditions. As you know once you get over 10
knots the MC can be overpowering (difficult to hold down upwind) for some sailors. By following
the set up described below you will begin to see major speed improvements in your MC sailing.
Practice these things so that you are smooth and prepared for the change in velocity.
Boards
Please be sure that the head of your boards are flush with your deck or 1 up as the wind
increases. Putting them higher is not needed.
Heel
Again, the benchmark is your leeward rail. Never allow this to get wet while sailing upwind. As
the wind begins to build, you must hike harder, use your sail controls to flatten the main and then
feather the boat lightly into the wind with your steering technique.
Technique
For maximum speed you need to really work the boat. Hike in the puffs in order to hold the boat
down. However, always keep your back vertical to the water or just aft of vertical so that you can
see your horizon line. The horizon tells you just how much heel is indeed on your MC. Also, by
being vertical you can trim and ease your mainsheet helping you to balance your boat.
Mainsheet Trim
You can trim harder in these conditions so long as you can hold your boat down. Once you
become overpowered in this wind range you must begin to ease your mainsheet in the puffs. You
never want the boat to overheel. When the boat does heel up you must have boom vang on so
that the sail remains flat as you ease the sail. In this condition you should sail off the angle of heel.
Meaning, if you have to ease your mainsheet a foot in order to help hold the boat down then do
this. The worst thing you can do is trim hard, overheel and then stuff the boat into the wind. By
easing the mainsail you are able to sail at a fast angle -not stuffed into the breeze. The boat will
accelerate and begin to build speed. Never cleat your mainsail. Constant angle of heel translates
into constant fast speed.
Outhaul
The foot of your sail should have a shelf in it. Even in the lighter air. So, in this medium condition
you should pull your outhaul maximum outboard. This helps to flatten the bottom portion of the
main, which is quite full. Make sure you pull on this hard taking the sail to the inboard edge of
the black band on your boom end. Do this before your leeward buoy roundings too.
Vang
Due to different weight ranges we will all become overpowered at different times. Overpowered
again meaning that it is difficult to hold the boat down. So, someone weighing 150 pounds will
become overpowered in 10 knots of wind where someone weighing 200 pounds will become
overpowered in 15 knots of wind.
As soon as you become overpowered you need to apply your vang so that the mast will bend and
the sail will flatten. Also, now you can ease your mainsheet so that you can keep the boat from
overhealing in the puffs. The more wind the more vang you will need to apply going upwind.
Cunningham
With the new Z design mainsails you can apply much more Cunningham in order to flatten the
sail. By applying the Cunningham you will move the draft of the sail forward and the sail will
10
become much flatter along the mast. This too will bend the mast when pulled on hard - helping
you to point. When it becomes very windy you must crank this on hard.
Traveler
As the wind builds you can drop your mainsheet traveler as much as 6 with the new Z design
mainsails. Mark your traveler track so that you know the distance. Once you have dropped the
traveler, pulled on your vang and Cunningham then you need to work your mainsheet in the puffs,
easing when the boat wants to heal too much.
Downwind Racing
With the breeze up now it is time to sit on the high side going
downwind. This is also called reverse heeling the boat. You
do this to eliminate helm on the rudder. When sailing
downwind in these conditions you want the weather board to
be down 1/4 of the way. The leeward board is all the way up.
Upon rounding your weather mark or offset you will want to
adjust the board first and then ease your outhaul so that the
shelf in the foot is gone. When sailing straight downwind be
sure to ease your mainsail so that it is all the way out. Your
boom will actually rub against the sidestay.
As the wind builds apply more and more vang. Downwind this becomes the stabilizer for the
boat. When the boat feels very jumpy or tippy apply more vang in order to stabilize your boat.
Vang is crucial to downwind speed and acceleration. Please work your vang in the puffs.
Applying more as the wind hits and the boat speeds up. In the lulls, ease the vang. Working the
boat like this is very fast.
Always keep your weight forward and outboard. Lean out as much as possible so that the boat
rocks up downwind. This helps to reduce the wetted surface area and it prevents you from ever
nose-diving in large waves or chop. Even lean out when adjusting your boards after a gybe. The
board lines are tied together so that you can sit on the high side, lean out and pull the leeward
board up. Doing these types of things make a big difference over a long race.
Most important, always look behind you for the next available wind. Staying in the wind makes
all the difference. With the new Z design mainsails you will go fast downwind for sure. However,
being in the breeze will help even more. Be aware of the new wind coming down the lake.
Performance and Control
15-25 knots
Upwind Racing
The Z Max and ZAP mainsails are truly the best all around sail because it can be flattened in these
conditions. You can bend your mast and flatten your sail for great upwind speed and control.
With the custom material we have chosen for the body of this sail you really can have 2 sails in
one. You can flatten this sail to be just like a heavy air sail. Follow along and see what you can
do to reach better performance and have more control in this type of wind condition. One of the
very best things that you can do of course is go out and practice in this wind range so that you
feel comfortable in the boat. Your boat handling will improve for all conditions as well.
Boards
Raising the board in this breeze can be advantageous. Especially if you are sailing alone. Please
try moving the head of the board 2 above the board box. We feel that you will experience less
helm and more maneuverability.
Heel
Over-heeling is the biggest mistake made when it is very windy. When you have all your sail
controls on hard you must feather the boat into the wind. Do not stuff the boat - you must keep
the boat moving fast through the water. Easing your mainsheet as much as 2 feet may be needed
in order to keep your boat on the proper angle of heel. Do not be afraid to ease the sail this much
when it is windy.
11
Technique
The mainsheet is your accelerator in light air and the controller of your angle of heel in the heavy
air. Practice not cleating your mainsheet. Have the mainsheet in your hand and be able to ease
the sail in the puffs and trim back in as the puff leaves. This will de-power your boat. The Z
designed mainsails are a flat sail when all of your sail controls are pulled on so now it is up to your
mainsheet tension and steering to keep the boat on its lines. Hiking out is important as well. If
you have a crew in these conditions make sure to call out the puffs early so that the crew is fully
hiked before the breeze is on.
Mainsheet Trim
There is no set trim guideline in this much breeze. You do not need to trim hard that is for sure.
With a lot of vang on you can ease the sail as much as 2 feet and not loose any speed at all. The
mainsheet just controls your heel in this much wind. So, if you are over-heeled then ease until the
boat settles down. While easing keep the boat on its lines - a normal course. Do not stuff the
boat into the wind because then you will stop. Sail the boat fast by easing the main. Always
feather the boat into the wind.
Outhaul
Pull hard out to the black band on the boom. Never ease in from this point with this much velocity.
Vang
When you are trimmed in going upwind you need to pull the vang hard. This will bend the mast,
flatten your Z design mainsail and then open the leech. The boat will become very controllable.
You may need to ease this a bit on the tacks and always be sure to ease the vang at least an arms
length before rounding the weather mark. Otherwise you could bend your mast.
Vang Continued:
Vang tension is very critical in this much wind. Apply plenty when racing upwind. At the start it
does hurt your pointing ability so, you may want it eased a bit, but not completely eased off.
Cunningham
Pull this as hard as you can. The sail will flatten right out, especially along the front of the spar.
You could never pull too hard on this control in this much wind.
Traveler
You can drop this up to 9 if it is this windy and you do not have the weight on the boat to hold it
down. If you have a crew I still would not drop the traveler more than 6. When sailing alone you
could go 3 further. Set this control, leave it, and then work your mainsheet.
Downwind Racing
Certainly, in this much wind you must reverse heel the boat. Your board should be dropped just
1/4 of the way down. Do not sail downwind with both boards down. It is slow and it could cause
you to tip over upon maneuvering.
Apply vang downwind so that the boat is more stable. However, be sure to not over-steer on your
gybes. The boom could catch the water and take you for a swim. To be safe, ease the vang a bit
before a gybe in big air. Leaving the outhaul on when it is windy will not hurt your downwind
speed. So, do not worry about this control. Worry about being in the wind, sailing safe and going
fast.
When you are sailing in waves keep your weight in your normal position. To avoid nose-diving
just lean out so the boat is heeled. This will help to prevent nose-diving. If you see a big set of
waves do not be afraid to trim in and head up 10-15 degrees to reach around them. Trim your
sail, accelerate and then head down with your extra speed after the set of waves.
Please enjoy your new North 2002 Z Design Mainsail. It is the fastest sail in all conditions you
can be assured of this. If you have questions please call or email us here at North Sails Zenda.
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