Last time, we looked at apparent wind and how it changes as you change point of sail. In that discussion, the speed and direction of the true wind was the same and the boat direction changed. Here we look at what happens when you're keeping the boat course the same, the wind direction doesn't change, but the wind speed does. It increases (a puff) or it decreases (a lull). You get both of these as you're traversing the Novice Area on a normal day (westerly winds), as the trees and gaps between them on the breakwater to the restaurant cause this uneven wind.

Again, we're using our Bahia-like dinghy and a 5 kt. wind. You're sailing close-hauled, so it looks like this:

The boat is 45 degrees to the true wind, but only 30 degrees to the apparent wind. Normal. Then you get a puff, say a pretty big one (10 knots, double the speed but out of the same direction). In that instant, your boat speed doesn't change (it needs time to do that), but your apparent wind does. It looks like this:

A very common problem my students have voiced is that they have trouble figuring out where the wind's coming from. On the one hand, it shouldn't be so hard - turn your head and feel the wind on your ears. When it's the same on both ears, you're either looking straight into the wind or straight away from it. Or (less accurate) look at the yarn on the side stay.

Yet it's not so simple. You think of the wind as coming from the same direction, but when you sail, it doesn't seem to do that. It seems to shift a lot. And "you told me we couldn't sail higher than about 45 degrees into the wind, but that yarn on the stay has a much smaller angle than that". And (yet more observent) "We're sideways to the waves, so we should be on a beam reach, but the yarn says we're still somewhat upwind".

Welcome to the world of apparent wind. This is a simple concept to explain and  understand at a high level, but very hard to get at a detailed level. Everyone gets the simple explanation - you're peddling a bike at 10 knots on a calm day, what do you feel? A 10 knot headwind. The speed you're generating adds to the wind speed to create the wind you feel, the apparent wind. The apparent wind is what you and the bike feel. Peddaling 10 knots in a 10 knot headwind, and you're pumping against a 20 knot apparent wind. Doing the same in a 10 knot tail wind, and Bob's very much your uncle.

Those with a math background easily grasp that this is a vector algebra problem - the boat wind speed adds up with the true wind speed as vectors, where both the speeds and the directions interact. But even if you get that, it's truly hard to see how it all plays out on the water. And I'm speaking as someone with a graduate education in mathematics. In editing this blog, I realized that I had messed up a calculation in my first draft. If you sit down to do the calculations, you have to determine what your boat speed will be at a given true wind speed and point of sail (angle of the boat to the wind). Polar performance diagrams will show this, but good luck finding these for any of our dinghy's.

So my point is that it's quite difficult to build a mental model of this. Instead, you can get a feel of how it happens on the water without trying to understand why, exactly. I did the math from a guess of a polar diagram for a boat similar to a Laser Bahia at 5 knots wind. If you're not racing, it doesn't matter how accurate this is. But it should be pretty typical.

Over the past several years, CSC has organized a number of epic dinghy cruises: to Angel Island (with camping!), out under the Golden Gate Bridge, and to China Camp, just to name a few. Although I've missed out on most of these, I recently got to take part in something equally awesome: a three-day cruise from Vancouver to Keats Island, organized by the UBC Sailing Club.

Keats Island lies northwest of Vancouver along British Columbia's Sunshine Coast, about 13 nautical miles from Jericho Sailing Center, where UBC Sailing houses its boats. The island is home to Plumper Cover Provincial Park, which sports a beautiful campground, and is only accessible by boat.  The route there from Jericho involves sailing out from the English Bay into relatively open waters in the Straight of Georgia, before passing through a channel north towards Keats.

Our fleet left Vancouver on the morning of Saturday, August 1st, and consisted of seven Vanguards, two Hobie 16s, two F18 catamarans, and one RS500. We had a chase fleet consisting of a larger powerboat, a Boston Whaler, and a small Zodiac. Most of our gear, as well a number of participants not lucky enough to get a sailing spot, got transported to Keats on a water taxi. All told, we had about 40 participants. Since Plumper Cove doesn't allow campsite reservations, we had shipped a number of tents and a few brave campers over several days earlier to stake out our spot. The first Monday in August is a holiday in British Columbia, so we needed to ensure that we had somewhere to camp.

I love trivia. Probably my age, or my geek background.

When I go over right-of-way rules with students, I tell them this is a trick question. Sailboat and kayak - who has right of way? Any answer they give is wrong, although it's interesting to see the reasoning behind it (kayak more maneuverable, etc.), and that in itself is useful - on the water, what would you do?. The answer is that it's not covered in the Naviagation Rules. Really. I was a kayaking instructor for 10 years, and in a moment of boredom, I read the entire Navigation Rules looking for things that applied to kayaks. Exactly one reference:

Rule 25 - Sailing Vessels Underway and Vessels Under Oars 

(ii) A vessel under oars may exhibit the lights prescribed in this rule for sailing vessels, but if she does not, she shall exhibit an all around white light or have ready at hand an electric torch or lighted lantern showing a white light which shall be exhibited in sufficient time to prevent collision.

Not useful for right-of-way. O course the generic any vessel rules apply to a kayak (sailboat overtaking a kayak, or for that matter a slow moving powerboat, must give way).

I posted while ago on launching in low tides. The idea was close attention to sail trim. The common mistake is to over-sheet the main leaving the dock, and even with full centerboard you'll drift sideways into the Cal Adventures dock.

Here I want to talk about docking in low tide. 

There are several problems. One is recognizing that it's low tide. It's easy going out with a "fresh" boat (you push the centerboard/rudder down and feel the mud, so you bring it up a few inches). But coming back you have to recognize and plan it. My rule of thumb for Bahias is that a tide of under +2.0 means you have to raise the centerboard and/or rudder. Plan for it, and raise both on the way in. When it's all the way down, the centerboard is about a foot lower than the rudder fully down, so you can adjust the two differently.  In very low tides, the rudder will be just below the water, horizontal. It will work, but it will be very  hard to use, and hard to turn quickly. Also, the stress on the rudder when it's parallel to the water surface is in a direction it's not designed for. So it's best to limit the amount of time you sail with the rudder in that position.

You will find that the boat handles differently with the centerboard up (or raised above the normal, fully down position). An important thing in docking is that the pivot point of the boat is farther aft, which means that where the boat actually turns in the water will also be farther aft.

The dock approach will be different in low tides. You can't use the standard "come in on a beam reach and slow sail to the dock". Your leeway with the centerboard up will be too much. Even if you aim for the south end of the dock, you'll be lucky not to hit the sea-wall (painful personal lesson here).

The Advanced Dinghy lessons this year have been uniformly great.

This week's was no exception - boat handling by Jonas Kellner, a club member who's been sailing for over 30 years and teaching sailing and racing for almost as long.

Someone asked Jonas before the class whether he'd be teaching racing tactics. He said that he could, but knowing the best tactic for a given situation is useless if you can't execute the maneuver. He'd be focusing on the latter.

We had a pre-sail briefing, where Jonas explained what we'd be doing. 8 exercises around a set of buoys in a line perpendicular to the wind (so basically beam reach). The first and last exercises were slalom course, where we were to keep as tight to each buoy as we could.

The intermediate exercises were ovals around the set of buoys (counter-clockwise in all cases). They were technical exercises, designed to improve boat handling skills:

• First scenario: you're sailing on a dead run when a gust hits. The force of the wind on the main will indeed cause the boat to want to round up a bit. However, since you're on a run, it won't cause much heeling, so you only have the first aforementioned factor to deal with.
• Second scenario: you're on a broad reach when a gust hits. Now you're in trouble -- you have both excessive weather helm coming from the force on the main, as well as weather helm caused by heeling. As you round up towards a beam reach, you can't depower the main, and you may end up capsizing.
• Third scenario: you're on a beam reach when the gust hits. Again, both factors will apply, but as the boat rounds up above a beam, the main will start to depower, reducing heeling and weather helm and saving your bacon.

Philippe on the subject of sail trimming and especially use of the gnav (according to him, an under-used tool).

Philippe is an an incredible sailor and an amazing instructor.  We spent about half of the time on land with an RS Venture looking how the various sail controls affected sail shape and talking about what sail shape you want for what conditions (it was blowing over 15 kt. this evening, by the way, with pretty big seas - we  had a lot of weight on the boat on land to make sure it didn't capsize into the cars parked near the clubhouse). On land, it was much easier to see the effects of various controls on the sail shape.

This is my lesson summary (feel free to comment):

Scope: Dinghies which generally don't have travelers.

1. Sail shape is very important. The usual things about depth and power, and location of sail draft. With lighter winds, you want a fuller sail and a draft a bit aft. With heavier winds, you want a tighter sail and a draft forward.
2. In heavier seas, you want more power, even with stronger winds.
3. Tensioning the Cunningham brings the draft forward.
4. The outhall affects the lower third of the sail.
5. Several controls bend the mast aft, which tighten the sail and move the draft forward. Tightening the mainsheet and the gnav do this.
6. In high winds, you don't want the boom near the center of the boat, as the lift from the sail is mostly sideways to the boat. But just easing the mainsheet induces twist in the sail. Tightening the gnav overcomes this, allowing the mainsail to go to a better angle, but preserving the sail tightness.
7. Bearing off from close-hauled, you want to do several things.  One is ease the mainsheet. Another is to keep weight on the windward side to help turn the boat downwind. A third is to ease the gnav (and then tighten it when on course).
8. Gybe-ing:
   1. Blow the gnav before the gybe (this will depower the sail and cause the top of the sail to back-wind before the bottom of the sail, producing a gentler gybe).
   2. Weight the boat to windward to turn it down-wind through the wind. If you reach across to pull the boom across, you'll mess this up.
   3. If done correctly, the wind will gently pull the mainsail across. Grab the sheets as this happens to buffer it.
   4. Power up after the gybe by tightening the gnav

Then we went out and did it, both upwind and downwind. And it worked. I was prepared for hikiing really far out with the winds we had, but we didn't have to. And it was amazing how gentle the gybes were with this technique. Note that in bearing off and gbye-ing, you're doing what you would do rudder-less - moving weight to turn the boat. After the class, I discussed that with Philippe, and  his opinion (as a racer of some renown) is that the more you can use your weight to  maneuver the boat, the better (i.e. faster) you'll sail.

While you spoiled Californians may have been venturing out onto the water all winter long, most of us in Vancouver are just starting our sailing season -- we don't like frostbitten toes! This past Saturday, I had the pleasure of crewing on a Dragon in a one-design regatta. The Dragon is a "modern classic": designed in 1929 with extremely elegant lines, this 29 footer has been updated again and again to remain an exciting keelboat. She has a furling jib, a symmetric spinnaker which launches from a chute below deck (very similar to our Bahias), and really feels more like an incredibly large dinghy than a keelboat. Her RYA handicap puts her just a bit slower than a 470, so she would destroy one of our Bahias in a race.

This was my first time racing on a keelboat, and I don't know why I waited so long to do it! It was fascinating to see a keelboat set up for racing, in contrast to our Commanders which are set up for, well, pretty much the exact opposite of racing. Did somebody say "spinnaker practice?" I must have hoisted and doused the kite ten times, and I can't even count the number of times we gybed with it up. At the beginning of the day I was just concentrating on not wrapping the jib sheets around the spinnaker pole, but by the end of the day I was doing end for end gybes on the foredeck fairly smoothly. As they say, practice makes perfect. Even with my bumbling help, our Dragon "Rum 'n' Monkey" managed to place solidly in the middle of the fleet. I look forward to honing my skills throughout the summer; I think once our crew of three gets dialed in, we'll be unstoppable (or at least close to it).

If you ever get a chance to sail a Dragon, I recommend you take it -- they are pretty fun boats! But even more importantly, all you aspiring dinghy sailors should take any opportunity you can to crew during keelboat races. It's fun, and you'll learn a lot, including many things which will improve on your dinghy sailing. Fortunately, Friday evening racing at Berkeley Yacht Club has just started up for the season. If you show up at O-dock at the Berkeley marina around 5:30pm any Friday evening (dressed to sail and with a six-pack for after the races) chances are you'll get a crew spot on a boat. It's a chance too good to miss.

There are at least 4 ways of doing this, and all of them have their advocates  (which means that there are advantages and disadvantages of each, and each is optimized for different circumstances). 

I think most instructors at the Club teach the Broad Reach (or Deep Beam Reach) procedure.

1. Immediately go to a Broad Reach
2. Sail for a small number of boat lengths (it doesn't matter how many, just get far enough away from the MOB to give you room to maneuver and sail back)
3. Tack around, furl the jib
4. You're on a close reach, slow-sail to the MOB

Advantages:

It might seem that these goals conflict, and that in order to prioritize goals 1 or 2, you might have to sacrifice goal 2 or 3.  Sometimes, that happens. But that should be the exception, not the norm. The point of this post is to offer a big picture framework for how you can meet all of these goals at once.  Note that this is NOT a comprehensive checklist - your checklist fits within these steps (mostly in step 2).  

1. Choose your equipment (boat, jib) based on conditions, your crew members, and the goals of the trip.  You probably have thought about these factors before you even get to J-dock, but be ready to reconsider your plan if conditions are different than you expected.  Remember to consult the maintenance log.  
2. Prepare the boat and your crew while doing everything except raising the sails (raising the sails comes last).  While you and your crew are doing safety checks and getting everything set up, you should be thinking at least as much about your crew as you are about the boat, especially if you have not sailed with the crew much on the keelboats.   
1. Ask questions about each person’s experience and comfort with the boat and conditions.  
2. Give each person tasks to help with preparations.  Watch how they complete these tasks, and ask questions.  Do they demonstrate skill and familiarity with the equipment?  Are they comfortable moving about the boat?  Are they clumsy?  Give pointers as needed.  Evaluate who your most and least skilled crew members are.  Is there anyone that you will need to pay extra attention to in order to ensure their safety and comfort while sailing?  
3. Does everyone have appropriate gear (foulies, whistles, lights, water, etc) for the activity and conditions?  
4. Do you need to change the plan, equipment, etc based on what you’ve learned about your crew?  Do you need to get one (or more) skilled crew members?    
3. Include everyone in a brief discussion about safety on the boat and the departure process.  Consider asking one of your more experienced crew members (any senior wannabe) to give the safety talk and propose a plan for departure.  Give feedback.  Make sure that everyone understands their role for the departure plan.  Does the dock person know how to step on?   Encourage questions! Take your time answering.  It’s best to handle questions before the sails are up because it is quieter, calmer, and avoids unnecessary wear and tear on the sails.  
4. Take off all dock lines except for the one(s) you’ll need to keep the boat in proper position while raising any appropriate sail(s), given the wind direction.  Reposition the boat, if needed.  Raise the sail(s) and cast off.  Have crew help to avoid rubbing the boat against the dock while repositioning and raising sail(s). Be safe and have fun!  

We've all experienced this, either as sailors or instructors.

You're going away from the dock, parallel to it, but somehow you're getting pushed sideways into the middle dock. Or you're docking, and you have a huge amount of leeway, pushing you into the seawall.

What I learned in the Advanced Dinghy class from Yves is that it's all about sail trim. Even with the centerboard completely down, you have a huge sideways force if you oversheet. Not only is the sail not as efficient as it could be, but the force is more sideways than forward. With the centerboard up (for low tides), the effect is worse.

This is the season of rip-roaring tides (it can go from more than 6' at noon to negative '1 at 6 pm, and the dock time has been as early as 3:30 some weeks).

Thanks to what I learned from Yves, I've been doing the following in my lessons when we had to dock with less than full centerboard. As soon as we get away from the dock, I raise the centerboard, and we sail, completely focused on sail trim. Jib is easy, mainsail more difficult (but more important). I try to get the students completely focused on sail trim. I tell them "They'll tell
you that you can't tack without a centerboard, but they're wrong" after they've tacked without a centerboard.

There's a great book called Mainsail Trimming by Felix Marks that goes into this in great detail. A lot of it doesn't apply to dinghies (travelers, for example). But one thing does - trimming the mainsail using the mainsail telltales.

The telltalls are on the leech (back edge) of the sail, and when sailing upwind from a beam reach  and forward (when the sail is a wing), the tell tales should be streaming, just like both of the jib telltales. But what if they aren't? For the jib telltales, we have the guidelines "move the sail toward the telltale that isn't streaming" or "move the tiller toward the telltale that isn't streaming", and students seem to get that. But I don't think we talk enough about trimming the mainsail using the telltales (I could be wrong here, just my observation).

So (on a beam reach and above), if the mainsail telltales aren't streaming, they're curling to one side--windward or leeward. That's just like one of the jib telltales not streaming while the other one is. Move the sail that direction (as in, ease out if streaming to leeward and trim in if streaming to windward), or move the tiller that direction. Essentially the same thing as you would do to trim the jib.

I've seen a tendency in students to oversheet the main, so I think it's useful to sensitize them to this, and the mainsail telltales are one way to do this.

You can also use the mainsail telltales in a gybe. I went on the water once with Stefano Maffuli and a friend of his who had been head instructor at St. Francis Yacht Club (grazie, Stefano). He said that the mainsail telltales were the best indicator of when to pull the main across in a gybe. They show exactly when the main is back-winded--a much better signal than the jib coming across.

Almost all of Cal Sailing's dinghies are equipped with a trapeze kit, and with good reason: our typical stiff summer breezes make it all but a necessity to send someone out on the wire. Having crew out on the wire  can be tons of fun for both you and your crew, but can also be quite a challenge. Here are some tips which can help.

Let's assume that you as skipper have two goals:

1. Move the boat upwind as quickly as possible.
2. Make your crew feel comfortable on the wire.

Now, your crew will probably be most comfortable if the boat is kept relatively flat, sudden changes to heel angle are avoided, and the crew is not required to shift her weight. In other words, she can calmly stand on the rail doing nothing but admiring the view (and calling out gusts and lulls).

On the other hand, in order to make your boat move upwind as quickly as possible, you want to keep the boat flat, and to keep  your close-hauled jib at the proper angle of attack to the wind, so that it neither stalls nor luffs.

You, the skipper, have three controls at your disposal: tiller, main sheet, and your body weight. So how do you keep both your crew and the boat happy? Firstly, steer with the tiller to keep the jib at the proper angle to the wind. Secondly, use a combination of body weight and main sheet trim to keep the boat flat. In practice, it is a good idea to hike out moderately and then trim the main accordingly. Indeed, the more you power up the main (while keeping the boat flat), the faster you go. Furthermore, if the wind comes up or down, you still have two controls at your disposal: in a gust, dump the main and hike out hard, and in a lull, sheet in and shift your weight leeward.

Most senior dinghy tests involve assessing the skipper's ability to single hand a dinghy in high winds. And indeed, this is an essential skill. Imagine that you're out in the South Sailing Basin on a beautiful summer afternoon. It's blowing 15 knots, and you and your crew are hiked out all the way when suddenly the hiking strap breaks, and your crew ends up in the drink. (See e.g.  http://youtu.be/ZZTwH8C5bjo for an excellent demonstration by our current Commodore). If you can't pull off a single-handed crew overboard maneuver, your crew will end up on the rocks by Emeryville while you wait for the rescue skiff to arrive.

Here are a couple of pointers which will help you single-hand like a pro.

Depowering the sails. Unless you have the stature of an NFL linebacker, chances are that you will have difficulty keeping the boat flat unless you take some steps to depower the sails. Reefing the main and furling the jib are good starting points. Tightening up the luff of the sail with the Cunningham and/or reefing line will help to flatten the sail, reducing its heeling force. Loosening up the vang or gnav will allow the head of the mainsail to twist and luff, all the while keeping the bottom of the sail powered up.

Balancing the boat. Balance is always key in sailing. Since you no longer have crew in the boat, you'll have to use your own weight much more effectively. Moving forward is essential; otherwise, the bow of the boat gets battered around by waves. Aggressively hiking out will help keep the boat flat. If you're lucky enough to be wearing a harness and your tiller extension is long enough, you can even go out on the trapeze! 

Tacking and jibing. Tacking a dinghy while single-handed in high wind can be quite challenging; large swells crashing against the bow of the boat tend to slow the boat before it passes through irons, causing the tack to fail. Furling the jib and loosening the vang as suggested above compound the problem, as the boat no longer points as high. In some situations, jibing the boat is the only viable option for switching tacks. For this, loosen up the vang (if this wasn't already done), and start the jibe with a maximal amount of boat speed. You'll have to aggressively use your weight and the tiller to keep the dinghy from rounding up and broaching.

When we sail we use all our senses, but the one we rely most heavily on is our sight.  This was brought home to me when I took my first Wednesday night keelboat lesson several years ago.  I had grown accustomed to using the telltales on the shrouds to get a general sense of the wind when sailing the dinghies.  I even carried some bits of yarn in case the boat I was on didn’t have any.  I took the helm on the keelboat on a dark night and--oh crap--I couldn’t  see the tell tales.  I struggled that night, but realized that what had started as an aid had become a crutch.

The last Monday night advanced dinghy class, we worked on sailing without any sight at all.   But you don’t need a class to try it.  First make sure you have decent crew who is not blindfolded, and that you’re in an area with a lot of space (few boats and no obstructions).  Pick a day with moderate wind.   Put a blindfold on and try to hold a course.  Your crew can give you feedback.  Try to feel the puffs of wind before they hit the boat.  Pay attention to the balance of the boat.  Listen to the sound of the boat moving through the water.  Play with the main sheet.  Can you tell when the boat accelerates and decelerates?  Smell your gear, yeah, you should probably wash it.   Try sailing different points of sail.  If you’re feeling confident try a tack.

It’s as easy as bagging womp rats back home in Beggar’s Canyon.

We covered rudderless sailing at our Monday afternoon advanced dinghy lessons last week. Knowing how to rudderlessly sail is crucial not only in the (sort of rare at CSC) event that your rudder falls off (!), but also deepens your understanding of sail trim, boat handling, and makes you look pretty epic out there on the Bay. And let's face it: if you look good, you're probably sailing gooder.

It's also a skill you need to know to pass your senior dinghy & keelboat practical tests at CSC.

One simple resource that can be useful to get your started is this rudderless e-book (click the link to download), written by CSC member Joel Brand. 

Some pointers from our rudderless practice session and discussion last week:

If in a dinghy, try and get your rudder completely out of the water. It can still affect your course if it's in the water. As with all these tips provided below, however, try all sorts of different ways to maneuver and see what happens. Try it with the ruddder up, then down and swinging freely. Wind strength, waves, sail plan, and weight in the boat will all affect how your actions impact your course corrections...much like on any given day. Experiment!

It was Friday the 13th, and a full moon. What better time to go on a cruise; what could possibly go wrong?

Eleven sailors in five dinghies left the dock at about 4:30pm. A little later than the announced departure time, but about when I figured we would actually shove off. The wind was very light in the junior area but picked up to a lovely 10 knots or so once we got a bit past the restaurant. We had a pleasant and uneventful sail to Treasure Island, and pulled our boats up on the little beach at Clipper Cove. Of course we had the traditional capsizing of the last boat to arrive.

[Left: Josh Leihe and Auric Horneman taking down the last Bahia; Right: CSC boats beached at Clipper Cove]

With the boats pulled well above the water line, we made the short walk to the Treasure Island Bar and Grill. I don’t know about everybody else, but while I enjoyed my food I kept thinking: I hope the wind doesn’t die, I hope the wind doesn’t die, I hope the wind doesn’t die. After eating, kibitzing and telling lies about how fast we had sailed there, we walked back to the boats. I looked out over the water and, you guessed it, the wind had died. Now, this wasn’t the end of the world. We had the sketch motor mounted on the Venture, but it was going to be a slow slog back with a 2 horsepower motor and 5 boats. As we looked despairingly eastward at the glassy water, what did we see? Could it be? Yes, it was Michael “The St. Bernard of the Sea” Moore coming towards us on the rescue skiff! He brought the skiff up to the beach and casually asked “Do you guys want a tow?” We got the boats off the beach, and Michael maneuvered around so we could each attach our bow painters to the tow line.

What gets a bunch of sailors out of bed before 8am on a weekend?  The annual cruise to angel Island of course! 30 CSC members and guests poured into Commanders and Merits for a gorgeous sail to the aptly named Island, for a sizable feast that would make your grandmother proud. 

Creaking at the seams, some of us chose to hike off the calories, others napped, and many took the short hike/quick nap combo that capitalized on the best of both worlds. 

The sail back was mostly uneventful, with half of of us sailing down Raccoon straits, around the Island and into Berkeley, and the other half taking a straight shot back to Berkeley. It was scorching in the wind shadow of Angel Island, but cooled off nicely with a 5knt breeze as we cruised into the Berkeley Marina. 

Sailing in the Bay is rough on equipment, including our club's fleet of dinghies. These boats are kept operational through volunteer work spearheaded by our co-first vice commodores, Dan Rolinek and Seamus Vanecko. They were kind enough to take a break between the never-ceasing boat repairs to fill us in on the state of our fleet. 

What is the current state of our dinghy fleet? How much life do our dinghies have left in them? 

The Ventures and 500s are new and holding up well.  The Bahias are starting to show their age.  The biggest issue is that they develop cracks in the cockpit floor.  We’ve developed a fix for this (you may have notices a few with big platic pieces glued and screwed to the floor), but we don’t know how long that will hold up.  Not much will stick to polyethylene, you need a special epoxy.  It’s a somewhat complicated process that involves flame treating the plastic so that the epoxy will adhere.  We just found a new product that may be simpler, but we haven’t had a chance to test it yet. The JYs are showing their age too, but they seem to keep going.

We've just got a number of new exciting RS boats, but what about our older workhorses? Is it possible to purchase replacement JY15s and Bahias? 

Unfortunately the Bahia manufacturer is not doing well, and it’s not possible to buy new Bahias currently.  It’s also difficult to get things like spars and foils. We probably won’t purchase more JYs as they are fairly expensive for an older design that doesn’t have a kite.  They don’t get sailed a whole lot except for racing.  Seniors want to fly the kite, and juniors for the most part are more comfortable on the boats they first learned on.  That’s too bad though.  I think the JY is a better boat if you’re a junior and can’t fly the kite.