March 14, 2010
Today I spoke to two groups of more than 50 folks at the Singles On Sailboats Spring Training. This is the third year that I have done this program and I really enjoy doing it every spring. I get to try out some new things and the feedback is great!
Here is a slide show of the material presented. I will be doing voiced over slide shows of the segments this week, so stay tuned!
February 17, 2010
After 47 days on the road; a trip of racing, teaching, coaching, team building and more is over. For at least three days. I am back off to the British Virgin Islands on Friday. No rest for the wicked.
Most recently I coached and raced in the 2010 St. Petersburg NOOD Regatta. This is one of my favorite events because of the venue and because I think the NOOD series is well managed. Sure, you can gripe about a few things; but on the whole these are some of the best events in the country.
Over the next few days I’ll be posting thoughts and commentary about lessons learned at this event. These events are so much fun and challenging because as a coach I am trying to balance my need to both teach my clients new skills and coach my clients’ skill to a higher level, and then try to compete. That is no easy task when there are more than a dozen other boats trying to beat you on the race course, and you just met your team a few days before. But we try to cover all that.
Every time I am reminded of the fact that it is exceedingly hard to do all that in the heat of battle. But, at the same time there are no other programs, that I do, where clients get that full excitement and experience. I think it comes down to being able to articulate exactly what are reasonable expectations for each event and each client. That clients can expect to improve every day and learn experientially. I guess what I am saying is; we put learning first.
On top of all that, I like to think of the final debrief I do with my clients as the start of our racing relationships rather than the end. So I write. I write down my lessons learned, what I think they team improved on and areas where I think they can improve. Here is the first email to my St. Pete team, taken from an email sent to my them this morning:
Well the aches and pains are really starting to set in. And the “I wish I was still racing” blues are definitely in full effect.
One of the first things I like to do after these events is review the pictures that the photographers take. First it is fun, but second there are lots of analysis that we can do about sail shapes, body weight positioning and more. Here is the link to Tim Wilkes’ site that has several pics of our boat from the St. Petersburg NOOD regatta. Fortunately, there is a series of images from one of the upwind legs with Christe (a good boat to gauge off of). There is also a decent series of our lighter air downwind set up on Day Two.
Take a look and let me know if you see anything interesting. I know I did. There are some pretty neat shots there, and Tim is a great guy. So buy a pic while you are at it.
Much much much more to come.
You’re sick of hangin’ around and you’d like to travel;
Get tired of travelin’ and you want to settle down.
I guess they can’t revoke your soul for tryin’,
Get out of the door and light out and look all around.
Sometimes the light’s all shinin’ on me;
Other times I can barely see.
Lately it occurs to me, What a long, strange trip it’s been.
Truckin’, I’m a goin’ home. Whoa whoa baby, back where I belong,
Back home, sit down and patch my bones, and get back truckin’ on.
December 27, 2009
Thanks to everyone for the great responses! There were some great offline conversations and the responses I’ve included some of those conversations below. I’ve also included two images. The first is The First Cross Visualization and the second is representative of what where I think the windward danger zones are.
NOTE: There was an error is the original visualization. Our heading is not 055M, but rather 305M. That makes a big difference in the thought process. The good thing is that most folks either realized I had made the mistake (the compass makes more sense if you are just ADDING *sigh*) or made an in interesting conclusion that was a good conversation starter.
In the last visualization I asked seven questions;
1) Should we change our set up? 2) What information can each person (helm, spin trimmer, bow) communicate in this situation to help the boat make the right call? 3) What should the two forward positions be concentrating on? 4) Should we tack? 5) Why or why not? 6) In the event that we decide not to tack, if we are in a close crossing situation with another boat, what should we call them across or make them tack? 7) If we do tack, where should we tack?
I think the following conversations should help illuminate most of these questions (responses from readers are italicized)
I do not see a reason to change setup. Btw, what are all the items considered in this category?
I would agree. The differences in the angles is probably due to the left shift that we’ve gotten, and the boats to leeward of us have gotten even more of. Speed and angle the same – so let’s make a note of what our settings are so that if we do make changes we can always come back to our “base” and at the very least match the other boats.
Items in the set up category would be Angle of attack, draft, twist for both sails as well as crew weight position.
I’m expecting everyone to update me on shifts, puffs, waves, traffic, other boat performance above, below and ahead or behind.
I think you are asking for the right information, but I would suggest that you assign information to individuals so that the information you want/need at any given time is always available and you know who to go to for it. If all of the info is up for grabs I find that teams can very easily distract themselves with one thing and the other information gets lost or isn’t available when you need it. I think I said it before, but I have my bow person talking about how we are doing performance wise on the boats to windward, as well as helping track heading info and big picture strategy. Then my spinnaker trimmer (next position back) is calling puffs and lulls as well as waves. What naturally occurs is the puff and lull info is communicated more easily to the helm due to being closer.
Interesting. To get lifted here would be a really bad thing. After 8 minutes we are pretty far to the left hand side of the course.
In the diagram to the right, you can see that in the corners we are LOOKING for reasons to tack away from the layline.
Also, we were expecting there to be a left shift – a header. So a lift here, as we near the layline would mean that when we tack (and we WILL need to tack) we will be sailing on a header and all those boats that went right (or we forced to the right) would be gaining – and probably gaining big due to the leverage we built.
But I DO like where you are going with the stay with the pack with clear air thinking. Now what gets important is how do we stay connected with with this fleet.
This is a long race. We want to stay in contact with the majority, pick off boats one by one, and limit our risk. The left shift has come in. We see it on our compass, and we see it in the fact that the majority of the competition is cashing in on the shift. So in order for us to gain on the boats that are slightly ahead of us, we would need to realize MORE left shift beyond the competition. Nothing that has been presented (which we could interpret as nothing that we KNOW) says that there is more shift to the left. In fact 3/4′s of the pack we are racing think there’s little left to tap in the left. So I think there are a lot of factors that are screaming tack. But tack BEFORE the fleet crosses us rather than after.
Where are we on the course? After eight minutes we’ve probably sailed pretty far into the left hand side of the course. In fact, we’ve probably sailed about 4800 feet. In the simplest (and often the best) tactical thinking you want to sail the tack that takes you closer to the mark. At this point the other tack is pointed more directly at the mark. Simple racing principle – sail AT the next mark.
By allowing the majority of the fleet to cross us here, we put ourselves closer to the layline than our competition. Generally, we want to herd our competition towards the laylines and save the middle for ourselves in order to keep our options open. So if we duck here, then we are allowing the competition to sail to the middle while we sail to the edge. Simple racing principle – avoid the laylines.
By ducking, we’ve conceded to the other boats that they are ahead. We’ve committed to going away from the other boats in an effort to get ahead of them. So now we are gambling and every second we separate we are building risk. Conversely if we tack, we stay with our competition, if later, we decide that the edge really holds the pot of gold; we can head to it later. Simple racing principle – stick with the competition.
Monitor and adjust – We are luck to have the bulk of the fleet going the way we want and just a couple of boats going the other way. It is early, in the race, so this is one of those great opportunities to see who gets paid in this situation without risking our own bacon. By watching where the other two boats end up at the weather mark we can make an informed decision on the next weather leg.
So with all of that added up, I’d say that we tack.
Also, one of the questions was if we are going to tack, where should do it? Well, I would argue that this is a time to execute the safe leeward tack. In other words we want to tack ahead and to leeward of the boats to the left. We want to maintain a clear air “lane” and maintain the ability to tack back if we choose to. We also don’t want to tack so early that there is a lane between us and the fleet we are sticking with. That’s just too attractive to the boats we might have to duck who are coming out of the right hand corner.
OK, more to come this week.
December 21, 2009
Less than a month from now I will be pushing off from the dock at Old Island Harbor Marina on Stock Island. Just off of the Key West’s south shoreline the race committee will be waiting to start the 2010 Key West Race Week.
With only a few short weeks to go, I am continuing to try and get my clients as prepared as I can for what will certainly be an battle; both physically and mentally. Here is the most recent visualization email that I wrote my crew.
Team Willy T -
I shared my first visualization scenario with some of the other coaches and boats that I know are going to be headed to Key West this year. It was great to see the enthusiasm and range of answers. It will be even better to see it played out on the race course in a few weeks. There is snow, piled 20 inches high outside my door right now, so today I hope to have plenty of time to just sit back and think about our racing this January. Fire, cocktail and some racing thoughts.
As I mentioned before I am using past mistakes as the foundation for most of these visualizations. I have been coaching these programs for years now and simply digging into my “gripes” list of what we didn’t do is providing some rich material. I figure we’ll just keep going around the race course in our minds, so in the coming weeks you can expect visualizations in the following order:
Start – Done
First Windward Leg
First Windward Mark
Spinnaker Set and Escape
First Leeward Leg
Second Windward Leg
Second Spinnaker Set and Escape
Post Race Procedure
10 Minutes to our start
Visualization Scenario Number 2 (First windward leg)
Same race/same conditions
We are sailing along on starboard tack about 8 minutes into the first windward leg. Our COMPASS reads 305M. Our boat speed could improve relative to the other boats, but our pointing has been better than those boats to leeward of us, but we don’t really look to be doing as well as the boats on our windward hip – although our speed is still just fine. Should we change our set up? What information can each person (helm, spin trimmer, bow) communicate in this situation to help the boat make the right call? What should the two forward positions be concentrating on?
Of the eight boats that were to leeward of us, six have just tacked and are very likely to closely cross us. In other words, they are just slightly ahead. Two of the eight boat pack are continuing further into the left and the rest of the fleet (six boats) is to our right, apparently even or just behind us. Should we tack? Why or why not? In the event that we decide not to tack, if we are in a close crossing situation with another boat, what should we call them across or make them tack? If we do tack, where should we tack?
This scenario, I call it the first cross, is one that we will likely see every single race. How we handle this situation is often key to salvaging a top half of the fleet rounding from a bottom half of the fleet rounding. Can’t wait to hear what you have to say!
I have also CC’d the other members of the JWorld Racing Team staff so that they are up to speed on what we are doing. With luck, all of this will make us all more competitive on the race course.
ps – Here are the questions in order.
Should we change our set up?
What information can each person (helm, spin trimmer, bow) communicate in this situation to help the boat make the right call?
What should the two forward positions be concentrating on?
Should we tack?
Why or why not?
In the event that we decide not to tack, if we are in a close crossing situation with another boat, what should we call them across or make them tack?
If we do tack, where should we tack?
Got answers? Want to add your own visualization to the list. Post a comment or send an email!
December 19, 2009
So I have received several responses to the first visualization exercise and I wanted to post some of the thoughts. The great thing about sailboat racing is that there are almost always more than one way to skin the cat. Of course each team can make there scheme work so long as they are all on the same page, and that’s what these exercises are intended to do for the team I am coaching in Key West. Get us on the same page. Below is an example of how I responded to one of my teammates thoughts (his comments are italicized)
First, if we knew left would be favored , why are we in the middle of the starting line???
Great question. Because EVERYONE knows that the left hand side of the course is favored, and in the given conditions being able to continue to the left is at the top of our priority list. There are seven elements to a perfect start:
1. Full Speed
2. On the line and on time
3. Clear Air
4. Clear Lane
6. Favored end
7. Having a plan
Getting all seven on any start (including a start where you are the only boat there) is really difficult. Add 15 boats and you have to start prioritizing your elements for what is the most important for you in this start. In this case, as you identified, going left is what we must do, but being in the dog fight where few (if even more than one) will be able to retain the other elements by over-prioritizing the favored end is a risky strategy. So by being in the middle, we concede a small portion of left hand advantage (assuming the left comes in – if not we’re even – or even ahead) to sail faster and longer towards the advantage than the MAJORITY of our competition.
With 16kts wind and 4 ft waves I would think we would already be in footing mode; open slot
and a little twist in main with enough power to keep our speed in big waves. I would keep going left,
wanting to be the first to the header.
I think you’ve got a pretty good setting in mind – especially for the open course. With the waves, we will be reaccelerating (maybe a little different than keeping our speed) often . One thing I would point out is that the main and the jib need to be in similar modes, so if we are twisting the mainsail we should likely be twisting the jib as well. Right off the line – we may need a little something different. A different gear for our desired outcome – but I like where you are going with the set up for the general conditions.
I would ignore windward boat on our hip, if he foots off also we can always take him up and keep him off of us, however the boat above him, if he is faster, could be a problem If he is footing also but faster, we want to keep as much separation as possible to stay in clean air, and we want separation when the wind goes left, so we may want to go deeper to maintain our position. Our footing may hold him off long enough, and it sounds as if we can roll the boat to our left (or keep even ) even if he is footing also.
So back to the elements of a perfect start. Immediately after the start we would like to reclaim or salvage or maintain as many of our elements as possible. It is why we take clearing tacks when we don’t have a lane, or why we foot off from the pin to regain any speed we sacrificed in our efforts to win the pin on time. Or even when we return to the line because we were OCS. We are always trying to get back to all seven elements in the first minute or two of the race.
So with that in mind I would argue that we actually have the helmsman keep the boat as high as he can – while still maintaining enough speed to keep us rolling along. The man on our hip is REALLY important to us – in so much as he controls our freedom to tack. There is a thin lane to leeward that must be maintained, and by going a little high off the line we should be able to force the boat on our hip back or into a tack. When we’ve established that controling position, or established that we aren’t going to get it, THEN we can shift back into our footing mode. So how high? High to maintain our lane (if not grow it), and high enough to pinch off the guy on our hip, but not so high that we park the boat. This puts a real premium on helmsmanship and feel. The net gain being that we’ve opened up a bigger lane that we can actually foot into without being impacted by our neighbor to leeward, and with luck we’ve opened up the freedom to go right if needed.
Finally, I think it is really important to remember that this is a one design start. Rolling the boat to either side of us should (in theory) be really hard to do, so we have to imagine we are all traveling at nearly the same speed. This is yet another reason why keep our lanes open is a pretty high priority.
The wind is only ” slightly” favored on the left side but the 1/2kt tide boost is a big reason to go left( even bigger if the wind lightens up). HOWEVER, (always a however) the contrary wind and tide could cause some speed killing chop. Both tide and wind say go left, left left, unless waves are killing our speed.
Left left left is right. In the scenario I presented the current (lateral water movement, rather than tide which is vertical water movement) is running ACROSS the wind. So you are right that the left is important because the current makes starboard the long tack due to the shifting layline. All the more reason to push our competition onto port whenever we can and defend our starboard tack as hard as we can.
Telltales?? Outside should be flicking a little if we are footing.
OK, so I would argue that the leeward telltale should NEVER EVER EVER bounce. That telltale is showing how the airflow is attaching along the leeward side of the sail. If it bounces that means we are starting to stall the airflow – which will quickly rob the sail of power and shift us from PULL MODE into PUSH MODE. Bad news. Rather, given that we are trying to sail high, we want to the INSIDE telltale to LIFT. Moreover the jib sheet should be active when we do move into the SPEED or WAVE (likely more appropriate) mode you described earlier. In a future visualization we’ll discuss telltales a little more specifically.
(1) Bow calling wind puffs and looking for large or out of sequence waves
(2) Trimmer – how are we doing against the fast boat and other boat positions
Alright, so there was more to this question than just communication. First and foremost these two positions must be at MAX HIKE. To get the boat to sail the mode we are talking about those two positions must be doing all they can to get the boat flat. AFTER they have done that, I like to have the forward position (bow) communicating TACTICAL data. How we are doing relative to the other boats to windward of us (point/speed/net). The reason for this is that this information is important to the tactician who is sitting forward of the helm. So this allows this info to not incumber the helmsperson but get communicated to the tactician. Then the next person back, our Spinnaker Trimmer is responsible for the environmental data of waves, puffs and lulls. This info gets communicated directly to the helmsperson, and because of their relative positions should be able to be done so in a clear way.
All that said – HIKE FIRST, talk later.
Love the challenging questions, keep’m coming , along with your evaluations.
Makes me want to be on the water now !!!!!
Thanks! Me too.
December 17, 2009
Here it comes. It is just four weeks away. 30 sleeps. Key West Race Week 2010.
The boats are on their trailers and we are preparing all the little things. Running all the lists. Checking them twice. And now (for the first time since last March) I am excited about heading down for winter racing. The program is grueling. The coaching is really frustrating and hard. But, I’ve forgotten all of that and I am looking forward to going at it again.
But maybe I haven’t forgotten everything. This year I think I am preparing for my best work, because I have tried to examine how I could improve on the past years. What little things could I do more that will make the events that much better. I’ve got a few new tricks for this year.
For instance I am trying to use visualization guided imagery, mental rehearsal, or mediation in my preparation. I used it as a swimmer in high school (Thanks Coach Dave!). Lots of athletes use it as a means of “intending” an outcome. And I am trying to bring it to my clients. For instance, here is an email I sent them the other day:
Thanks to everyone for sending back notes. It is usually about this time of year that I have completely forgotten how hard Key West is and get really excited about it. Well yesterday, as Willy T (our little yacht) settled onto her trailer with her rig packaged and strapped down, I got absolutely giddy. John, thanks for the offer to help me with the bottom prep. There’s something about strapping on that respirator and getting really dirty that I like.
I realize that this is holiday season, but I want to encourage you to do any and all physical activity you can between now and the event. It can be grueling physically, and while I think I have learned some tricks for keeping the crew together, fatigue is certainly a factor to performance. If if it is a 30 minute walk daily, just find some sort of physical routine. We are four weeks away from the regatta, but I think our team preparation can start right now. Each of us can take on our own commitment to being physically fit. Mentally I think we can start preparing as well. I will send out “thought pieces” over the next few weeks so that we can have a discussion – or at the very least you can begin to know how I think – about situations we are likely to see at KWRW.
Visualize that the starting gun has just gone off. It is blowing 16kts, from 005M, seas are about 4 feet and a little confused here on the line. We are in the front row and smack dab in the middle of the line. The left hand side of the course appears to be slightly favored to us, due to likely left hand shift (geographic), and potentially some current advantage (it is running left to right along the beach at a little more than .5 kts). We’ve got a boat to leeward of us about 2 BL’s away. To windward we have three boats. One is right on our hip and likely an even competitor. To windward of them is one of the fastest boats in our fleet and she has a full BL hole between her and the boat between us.
So…how do we need to set the boat up? If you are the helmsman, what do you need to concentrate on? What are your jib telltales doing? If you are the spinnaker trimmer (2nd back from the bow) what should you be concentrating on? What should you be communicating to the team? If you are the bow person (first back from the bow) what should you be concentrating on? What should you be communicating?
I’ve never sailed at KWRW without this EXACT scenario taking place. NEVER. What happens over the course of the next two minutes will roughly determine whether we are top or bottom half of that race. So, I’d like for you to (if you have time) fire back your ideas (just to me please) of what needs to happen based on THIS scenario.
Can’t wait to hear what you all have to say. I really believe that if we visualize over the next month likely scenarios we won’t be caught off guard when we see them in the heat of battle.
I think this will help my clients be better prepared for when we actually get there. If not, it was at least a good excuse to daydream about sailing. But I think it is much more. Have you got an idea of how you would answer my questions? I encourage you to respond by posting a comment here on the blog.