sailboat racing dip start

Dave Dellenbaugh Sailing

David Dellenbaugh is a champion helmsman, tactician, author, coach, rules expert and seminar leader who has spent his career helping sailors sail faster and smarter.Here are the learning resources that he has created to help you improve your racing skills.

• The SMART Course

Starting Strategy and Tactics

The start of a sailboat race is certainly an exciting, and critical, moment.  With the entire fleet forced to sail through a very small area, the potential for gain or loss is huge.  While you don't have to win the start to win the race, it certainly helps to be in the front row.  And doing this consistently requires a good deal of tactical skill, boathandling expertise, sense of timing and strategic planning.

How Strategy Affects Starting

The goal of starting is to put yourself in a position so you can implement your strategy and get to the windward mark as quickly as possible.  Getting a good start is not an end in itself.  It will do you no good to "win" the start if this means you have to sail toward the wrong side of the course.
      The "big" picture  In general, your position on the starting line should reflect where you want to go on the first beat.  If you want to play the left side, start near the pin end. If you want to go right, start at the committee boat.  If you want to go up the middle (or keep your options open), start in the middle of the line.
      When your strategic plan favors one side quite strongly, then this will be the overriding factor in your starting plan.  At the 1984 Olympics in Long Beach, for example, it was usually quite favored to go all the way to the right side of the course.  For this reason, the race committee favored the pin end of the line (if the line was even, everyone would start at the committee boat).  Even with the pin end favored, the best strategy was often starting at the right end and tacking immediately.
      The "small" picture  To implement your strategy, it's important not only where you start on the line, but where you start in relation to the boats around you.  Consider the situation where you are starting in an oscillating breeze.  Here your primary strategic consideration is to get in phase as soon as possible.
      If you are in a header when the gun goes off, you will want to tack as soon as possible.  This means you must be far enough ahead of the boats on your weather hip so you can cross them cleanly.  The worst thing would be starting in a position where you were pinned on starboard and had to sail through the header.
      If you are in a lift when the gun sounds, you will want to keep sailing on starboard.  This means you better have a nice hole to leeward so you won't get pinched off.  When you're on a lift, you want to avoid bad air, and you certainly don't want to tack.

Finding the "Favored" End

When we talk about the "favored" end of the starting line, we usually mean the end that is closer to the wind. In other words, it's the end that is on the most upwind ladder rung.  As we've just seen, the favored end is not always the best place to start. It is usually crowded, and it may not be close to the favored side of the windward leg. So you should rely primarily on your strategic plan to help determine your starting position.
      However, if  everything else is equal, the best place to start is near the end of the line that's more upwind (on the higher ladder rung).  Here are five ways to identify the favored end and by how much it is favored.

Method 1:  The most commonly used method is shooting head to wind in the middle of the line.  When your sails are luffing on centerline, the favored end is the one that's closer to the direction your bow is pointing.
     

The advantage of this technique is that it's quick and can be used to check the wind direction continually during the starting sequence.  The disadvantages are that it's not always too accurate, especially if a) the line is long; b) there are boats creating a lot of bad air; or c) you have a hard time judging perspective.

TIP:   To avoid fouling other boats, always go head to wind from starboard tack.  As long as you do not go past head to wind, you remain on starboard and keep the right of way.

Method 2:  The most accurate way to find the favored end is by using your compass.   Go head to wind and get a compass bearing.  Then go outside one end of the line (the pin end is usually better) and line up the two ends of the line.  With your bow pointing right down the line, read your compass. Now use simple geometry to figure out which end is favored and by how much.
     

For example, pretend that the wind direction is 125.  You find that the line bears 200 (or 020 if you are looking from the committee boat toward the pin).  For the line to be "square," the wind direction would have to be 110 (90 degrees to the line).  Since the wind is actually 125, this means the starboard end is favored by 15 degrees. To figure out what this means in terms of boatlengths, estimate the length of the line and use the windshift geometry discussed in the Basics chapter.

TIP:  If you have trouble getting an accurate wind reading by going head to wind, use the following to find the wind direction:  Sail closehauled on each tack and note your compass headings.  The wind will be half way between these numbers.

Method 3:  Some racing sailors prefer another simple technique.  Sail from the committee boat toward the pin, and trim your sails so they are right on the verge of luffing.  When you get to the pin, tack or jibe around it, keeping your sheets trimmed (cleated) exactly as before. 
      Now look at the front of your sails. If they are luffing, you know the wind is coming more from ahead, so the committee boat end is favored.  If you can ease your sheets further without the sails luffing, then the pin end is favored. (By the way, this method gives you a perfect chance to time the length of the line.)

Method 4:  Here is an accurate technique to use if you have a friend and a bit of time before the start.  Have one boat start on port tack at the leeward end while the other starts on starboard at the windward end.  Both sail fast upwind until they meet.  If the starboard tacker crosses ahead by two boatlengths, then the windward end is favored by two boatlengths.  This works especially well for long lines when neither end is obviously favored.  Beware, however, of windshifts between the time of your test and the start.

Method 5:  Another easy guide is to watch the boats that are sailing closehauled off the line (and the fleets that start ahead of you). The key here is their angle on each tack. Figure out which boats sail more perpendicular to the line, and start at the end that's to windward of them.
      Remember that a shifting wind will change the favored end of the line, so you must be careful of tests that are carried out too long before the start.  Here is where a little preparation can save the day.  If you have been monitoring the shifts, you will be able to compare your wind bearing at the time you determined the favored end to the wind direction just before the start.
      Pretend, for example, that you found the windward end to be 15 degrees favored when the wind direction was 125.  A minute before the start, you check the wind again and find that it has shifted left to 105.  Now the leeward end of thie line is actually favored by five degrees.  To improve accuracy on a shifty day, take many wind checks, and try to postpone your decision about the favored end until the last possible moment.
      When the wind is shifting persistently, it's important to plan your start so you can head immediately toward the favored side.  In an oscillating breeze, your position on the line is less critical.  You may actually want to start away from the upwind end so you will be closer to the next shift.

Three Places to Start 

Think of a line in terms of its thirds, not its ends.  When we talk about starting at  the windward end of the line, for example, we are usually considering the windward third of the line.  In most cases, you don't have to be right at the favored end in order to reap the advantages of starting there; starting down the line a little will lower your risks.

Windward end:  This end is also called the starboard end (and is usually the committee boat end too).  This is definitely the place to be when your strategy calls for going right.  There are several other reasons for starting here:

Advantages:
      1) It's easy to judge where the line is.

      2) If you have a bad start, it's easy to bail out and get clear air on the other tack.

      3) You'll have no problem seeing the signals and hearing the gun.  In fact, you can often hear the race committee's countdown.

      4) If you're over early, you can easily hear your recall number.  And if the one-minute rule is in effect, it's easy to round the committee boat.

Disadvantages:
      1) The boat end is usually crowded, ecen when it's not particularly favored.

      2) You risk the chance of being caught barging, especially if there is any current pushing you to windward.

It is usually difficult to get the start right at the committee boat.  Everyone fights for this, and your chances of pulling it off perfectly are slim.  That's why it is better to start down the line a little. 
      Begin your approach slightly to leeward of the layline to the windward end. You have to be on starboard tack relatively early, because port tack approachers often find an impenetrable traffic jam.  Try to luff in position and maintain a hole between you and the boat to leeward.  Then accelerate so you hit the line at the gun going full speed.

Late at the windward end:  If you really want to go right, the best approach may be a slightly delayed start at the committee boat.  To do this, hang out in a barging position and look for a hole at the stern of the boat.  You may have to start behind one or two boats, but at least you will have the chance to tack right away.

Middle of the line:  Starting in the middle often seems less glamorous than starting at either end, but this position offers a much better chance to get off the line fast and clean.

Advantages:

      1) This is usually the least crowded part of the line.

      2) It's the best place when the wind is oscillating or when you're not sure which side of the course is favored.

      3) You can take advantage of the mid-line sag.

Disadvantages:

      1) It's hard to judge where the line is.

      2) Since one of the ends is favored almost all the time, you will lose some distance to the boats at that end.

      3) In a big fleet, the wind may be lighter and the chop bigger in the middle.

      4) You're in deep trouble if you're over early when the one-minute rule is in effect.

When starting in the middle, you can often get a big jump on the boats around you.  If it looks like there will be a mid-line sag, hold back and luff with the others.  Then, when you have just enough time to make it to the line at the gun, trim in and go full speed ahead.  Of course, you want to be close to the boat on your windward side with a big hole to leeward.

The main disadvantage of starting in the middle is that it's hard to judge the line.  This increases the likelihood of a mid-line sag (where everyone is late) or a mid-line bulge (where many boats are caught over early).  If you choose this approach, it's critical to have a line "sight" or "range."  After the race committee sets the starting line, go outside the committee boat end and sight through the flag on the boat and the leeward end.  Your goal is to line these ends up with an object on shore.  Then, as you approach the line to start,  use this range to help position yourself right on the line. 

Leeward end:  This end is also called the "port" or "pin" end.  A start here can be difficult to pull off, but it offers big rewards when your strategy says go left.  You can either drive off to leeward and leave the fleet in the dust when you get the next shift, or you can pinch like crazy and start a chain reaction that stops everyone in their tracks. 

      1) It's easy to judge where the line is.

      2) If you're right at the pin, you won't have any boats to worry about on your lee bow.

      3) It's easy to round the leeward end if you are over early when the one-minute rule is in effect.

      1) This end is usually crowded, especially if it's favored.

      2) If you get a bad start, it will be very difficult to find clear air.

      3) You may get pinned on starboard for longer than you want

A port-tack approach is usually the only way to get a good leeward-end start, especially in a big fleet.  Try to be the last boat approaching the line on port, and tack on the lee bow of the first starboard tacker.  It's best if you tack close enough so the other boat cannot sail over or under you.  This way, if you are early, you can luff the other boat and hold him back until you accelerate to the pin end.

Don't forget the possibility of a port-tack start.  This won't work very often, but if the leeward end is favored by quite a bit (especially if the current is making it hard to cross the line), you may be able to cross the fleet on port.

Starting Tactics

Once you've devised a strategy for where you want to start, you have to use the tactics necessary to get you there at the gun.  Here are some tools you may want to use.

The Vanderbilt start:  This is a simple out-and-return pattern used primarily by larger displacement boats that take a long time to accelerate.  In recent years, the master of the Vanderbilt start has been Dennis Conner.  In both the 1983 and 1987 America's Cup series, Conner used his excellent sense of timing to negate the better maneuverability of his competition.  Here is how the Vanderbilt start works:

      1) Pick the place you want to start.

      2) When you are ready to make your final approach, go past this spot on a port tack beam reach.

      3) Note the time remaining until the start.        

      4) Divide this time in half and add an allowance for time to tack or jibe.

      5) Proceed on a broad beam reach until the designated time; then turn around and go for the start. (In small boats, the Vanderbilt principle can be helpful, though the routine will be less structured.)

Dip start:  This approach works well when the fleet is late for the start.  Hang out to windward of the starting line until you have less than a minute to go.  Then reach down (dip) below the line and head up to start.  You will have excellent speed and a minimal risk of being late.  Of course, this won't work well when the whole fleet is crowding up to the line.

Starting Ideas I

• Appoint someone on your boat as the "official" timekeeper and ask him or her to call the time loudly at regular intervals.  Set your time by the race committee's visual signals, not by sound signals.
• Your sailtrimmers should always trim the sails for full speed ahead, unless they hear "Luff sails" from the skipper or tactician.
• If your boat is big enough to have a tactician and a helmsperson, let the helmsperson make moment-to-moment decisions while the tactician concentrates on the big picture.
• Remember that the racing rules go into effect at the five-minute preparatory signal (unless otherwise stated in the sailing instructions).  Make sure all members of your crew keep a lookout for other boats.
• Always stay close to the starting line (never more than half the line's length away), especially in light air.

Starting Ideas II

• When changing tacks to turn back to the line for your approach, remember that a tack takes longer, but a jibe will move you to leeward and is risky in heavy air.
• Unless you have a very good reason, always cross the line on starboard tack.
• On bigger boats, it may help to send a crewmember to the bow as you approach the start.  It will be easier to estimate distance to the line from there.
• For practice, pretend that the five-minute gun is your start. Go through your whole approach to work on timing, crew communication, etc.
• If possible, go on a close reach for a few seconds before the start, then luff up to closehauled as the gun goes off.  This will let you cross the line faster than closehauled speed.

Luffing in place:  One of the most valuable skills for starting is the ability to luff in place and keep control of your boat.  This helps in almost every start, especially on a crowded line or when you are early.  To luff in place, the key is maintaining a slight angle to the wind.  Do not go head to wind; this is the quickest way to lose steerage. 
      Once your boat is stopped, use your sails to maneuver.  To open a hole to leeward and squeeze up to a boat on your windward side, trim your main only.  To accelerate at the start, trim the jib first to pull the bow off toward a closehauled course.  Then trim your main.

The port-tack approach:  The port-tack approach has become quite popular during recent years.  The main advantage of this technique is the ability to pick and choose your place on the line, as well as your position relative to nearby boats.  It's also the best way to start on someone's lee bow, which is important when you are at the leeward end.
      The main disadvantage of the port-tack approach is that you can get "locked out."  This is likely to happen in bigger fleets, or when the windward end is favored.  In these situations, it's better to set up on starboard early to reserve a spot in the front row.
      When approaching on port tack, your object is to set up on the windward side of a hole between two boats.  To do this, make your tack onto starboard so you end up right underneath the boat on the windward side of the hole you've chosen.  You want to have your bow just slightly ahead of the windward boat.  This allows you to luff this boat and hold him in place; it also prevents him from bearing off behind your stern into your hole.

TIP:   When you're on port looking for a place to tack, pick a spot that is just to windward of a relatively slow boat.  You certainly don't want to start with the fleet champion on your lee bow.

Defending against a port tacker:  OK, you've carved out a nice hole to leeward and now you're luffing on the line with only a few seconds before the gun sounds.  You're getting psyched for a great start when, all of a sudden, a boat approaches on port, tacks into your hole, stuffs you and leaves you in the dust.  Your worst nightmare just happened.
      Creating a hole to leeward is only half the battle.  Protecting it from the vultures is the other half.  You must always keep a lookout to leeward for port tackers approaching your hole.  If they look seriously interested, bear off and aim right at them.  This forces them either to tack early or bear off below you. As soon as they commit to one of these options, head back up into the wind so you don't sail down into your hole any more than you have to.    

TIP:   In a competitive fleet, don't try to horde too much space.  Make a hole to leeward that's big enough to give you room to accelerate, but small enough so you don't tempt another boat to go in there.

Defending against a starboard tacker:  Sometimes, when you're luffing on starboard tack with a nice hole to leeward, the biggest threat is a boat that comes reaching in from behind.  The defense against these boats is usually tougher than against port tackers, mainly because they're coming from behind and are often obscured by other boats.
      Obviously, your first priority is to keep a lookout behind.  When you see a vulture approaching, quickly turn your boat and head off in front of the other boat before he becomes overlapped to leeward.  Your object is to get him to head up on your windward side; as soon as he does this, luff up hard so you save your hole to leeward.

TIP:   Position your boat so that when the mainsail is luffing, the boom sticks out as far as possible to leeward.  This is a great way to fill up some of your leeward hole and discourage another boat from trying to squeeze in there.

After the Gun

The first few minutes after the starting gun are perhaps the most critical moments of any race.  This is the time when everyone fights for clear air and tries to implement their strategic plan.  It's important to go flat out during this time. For example, straight-leg hike as hard as you can on a one-design.  Every foot gained off the line will help immensely in the long run.

Watermelon seed:  After several minutes, a few boats will squeeze ahead of the pack like watermelon seeds.  Your object is to be one of those boats.  Shift your sail trim into point mode for two reasons: 1) To make sure you do not fall into the bad air of the boat to leeward; and 2) To squeeze up in front of the boats to windward, which is important if you want to tack.

Bail out:  If you aren't lucky enough to be a watermelon seed, you will sooner or later end up in bad air.  Unless your strategy says you have to go left, tack away immediately and duck as many sterns as needed to get clear air.  Cut your losses by getting into clear air before the "seeds" have developed an untouchable lead. 

Downwind Starts   
The general principles of starting downwind are a lot like starting upwind, except  you have the added intrigue of spinnakers, and it's a lot harder to luff on the line.  This type of start is usually used for handicap racing with fixed marks.
     

Finding the favored end is not too hard.  Simply follow the same steps you used for upwind starts, except you want to identify the end that is most downwind, or on the lower ladder rung.  This is the "favored" end.
     

Like upwind, the approach to a downwind start should almost always be made on starboard tack.  A reaching approach along the line has three advantages.  First, you will be leeward boat and will have right of way over all others.  Second, you will be closer to the line, so it will be easier to judge how long it will take you to get there.  And third, you will have full reaching speed as you bear off at the gun.

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STARTING STRATEGIES: LOW RISK, HIGH REWARD

Tricks for a better race start.

The first two minutes of a race is arguably the most important. Those first two minutes will define where you start on the line, and how much space is around you to accelerate. This makes starting one of the hardest skills to master in sailboat racing. Good news is there are a few tricks that can make starting much easier. These tricks focus on executing a start that is low-risk and has a high-reward. A low-risk start isn’t going to mean that you are leading at every windward mark, but it will keep your options open on the first beat so you can go where you want without being forced which will give you a better chance of rounding the top mark in the front of the pack. Once you are in the front, it is easier to hang in there.

In the video below, our expert Mike Marshall talks us through a ten-boat start where one boat, in particular, had the opportunity to contain the fleet and have a low-risk start with just one small decision change. Instead, because they were too early, they had to sail down the line which then forced them into a high-risk starting situation that gave them no control of the race, or their competition.

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Four Different Types Of Race Starts

How To Execute Four Different Types Of Race Starts

Reach in Reach Out – Four Different Types Of Race Starts

This is probably the most used starting technique because it is simple to execute and fairly straightforward. You take note of the time remaining and beam reach on port past the part of the line you want to start at.

Then you tack or gybe back when a little less than half the time remaining has elapsed, sailing back to the line on starboard tack. If you are a little early, you can luff a little to slow down or reach along the line until the gun goes. 

One downside of this strategy is if the whole fleet is doing the same thing you risk blocking each other’s air. This technique often works best when you are setting up for a midline start.

Port Tack Approach – Four Different Types Of Race Starts

This type of start offers a lot of flexibility in finding holes on the starting line but requires heads-up crew work with sharp boat and sail handling.

When there is two or three minutes left before the start, reach off on starboard tack away from the pin end and come back on port on a course parallel with the line, setting up two to three boat lengths below it. 

As you sail towards the fleet, keep an eye out for gaps and when you see one, tack on to starboard and aim for the weather end of the gap, leaving space to leeward should you need to foot off a little.

This strategy allows you to avoid big bunches of boats.

The Vanderbuilt Start – Four Different Types Of Race Starts

This type of start consists of reaching away from the line on port tack heading on the reciprocal of the starting starboard tack course.

It differs from the reach in- reach out start because you are sailing away from the line on a broad reach, rather than a beam reach and this takes you to leeward of the reach in reach out starters.

The advantage of this type of start is that there is little chance of being forced over early and you also have a great view of the boats to windward.

One disadvantage is the danger of messing up your timing and finding yourself to leeward of the competition and choking on their bad air.

Dinghy Start – Four Different Types Of Race Starts

This works best for boats that are quick to accelerate like centreboards, sports boats and catamarans.

With this type of start, you sail up to the starting line a few seconds early, luff up and park your boat in a good position.

Just before the gun, trim on, bow down to build up boatspeed and hit the line travelling fast.

The idea here is that, if you are not moving, you are not barging but you don’t have any rights either. Boats coming in from behind must give you time to get out of their way.

This works particularly well in large fleets where space on the starting line is at a premium, a word of warning though you must be particularly aware of boats coming from astern and to windward.

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Four Great Starting Strategies

Parking on the Line - 0:16 Shark Start - 2:26 Dip Start - 4:03 Port Tack Start - 5:21

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The Tactic of Sailboat Racing

• Introduction
• Track optimization
• Long distance
• Miscellaneous

In a hurry? You're an amateur sailor?

Then visit our Tactics Lite page

You know the rules of the game?

Nevertheless it might be useful to have a closer look at our page Rules Crashcourse

We all know that the start is the most deciding factor for the final result of a race.  With a bad start and post-start phase, the race is over. 

With good speed and tactics you might still overtake several boats, but you won't see the leaders until they come back on the downwind leg.  Because the start is so important, we are going to look at all aspects of it in detail.

The individual phases of a start form the headings of this page

• Preparation for the start
• Pre-start phase
• Post-start phase

Preparation for the Start

This phase begins with arrival at the race location about 10 minutes before the Start. The importance of this phase is under-estimated by many regatta sailors; they often arrive at the Start zone very late, especially when there is stronger wind. The reasons for this are often 'I don't want to wear myself out too soon', or 'Why should I ruin/damage my sails?

Young sailors in particular think its cool to be still standing on theshore, when everyone else is sailing to the Start zone. Watch your role models, the ones who always win races. It can be that even they arrive late at the course, but possibly only because they arent taking the race completely seriously and know that they can beat you anyway. At races where they are not superior and are sailing against others with equal potential, the will be among the first into the water.  This is because there are a lot of things that need to be done, time is short anyway, and unnecessary stress is the last thing you need at a start;  adrenalin levels are high enough there anyway.

So – when should be be in the Start zone? 30 minutes before, 60 minutes before? That's not so easy to answer. As always, it depends. How long before the Start the race organiser normally lays his course, what the starting order is how difficult the area is, whether currents can be expected, whether we have a helper on the water who will collect information and support us, or whether we are relying on ourself alone.

All these factors are important for judging the right moment to run out to the Start.   There's no sense in waiting around in the cold out there if it hasnt yet been decided exactly when you are going to sail.

So when should we be in the Start zone?  The only correct answer is – in time.  In time to be able to collect all necessary information and to formulate a plan for the Start.  We shouldnt forget, we are talking here about tactics.  In the preparation time for the Start we must also adapt our boat to the prevailing conditions and, depending on the boat class we are sailing in, choose the correct sail for them.  That too takes time.

So the first job in this phase is

Collect information

In most cases the marks won't be laid out when we arrive on the regatta course, so we have a little time to occupy ourselves with the weather conditions.

If wind strength and direction agree with the weather forecast generally, what do the clouds look like?  If our observations agree with the weather forecast overall, we can assume with some certainty that the other information we have taken from the forecast will be correct.

For our plan we need further information though:  is the wind oscillating around a constant direction or is it blowing steadily in one direction. Possibly the wind is blowing in one direction, but this constant flow will be overlapped by other deviations. On which side of the course is there most wind?  Are there land influences -  for example covered areas and obstacles caused by the shore formation? How do we get all this information?  Since we seldom have coaches with us on the water, who provide this information, we are obliged to get it ourselves. But even if a coach were to do everything for us, we shouldn't blindly depend on the data provided, but make our own observations and records and compare this in the pre-Start discussion.  The practice of recording the wind direction every 5 minutes has proved itself.  If our instruments are sufficiently well calibrated we can depend on the True Wind Direction they indicate. In most cases it will be most accurate if you position the boat against the wind and work with the compass. If we know the turning angle of our boat in the prevailing conditions, its not necessary to turn the boat against the wind, we simply need to note the course on which we are sailing.

We can test the supposed turning angle if, immediately after noting the course, we make a turn and note the new course afterwards. But be careful; first of all the boat must have reached its target speed for the prevailing conditions. 

If we have collected this data for some time, all that remains is to turn this data into information. From a simple graphic which one can easily produce, some information can already be gained. For example: main wind direction 20 degrees, oscilating 10 degrees around the main wind direction.  Amplitude circa 4 minutes, strength constant circa 12 knots.

In any case we should now know (or at least believe we know) what we need to do.

With regard to the wind direction:

• Winddirection turns constantly to the right
• Winddirection turns constantly to the left
• Wind varies circa x deg around the main wind direction
• There is no recognisable wind pattern

With regard to the wind strength:

• Wind is increasing
• Wind is decreasing
• Wind is evenly between x and y knots
• On the right of the course the wind appears to be weaker
• Because the course is far away from the shore, no land influences are expected

With regard to the current:

• The measurements and observations have given no indication for current

That is already quite a lot of information that we have in advance of our competitors, who are just arriving in the regatta area.  Isn't that a great feeling, always to be a step ahead of competitors?

Even if the course is settled, many more challenges await us. How far from land does the course lie? Will we have to reckon with land influences? Can we see all the marks?   If we are unsure about anything, we can ask one of the regatta organisers or another competitor who we are friendly with.

Towards the end of the pre-start phase, we should focus intensively on the situation at the start line.

Determine the favored side of the start line

Now is the time to determine how the line lies relative to the central wind direction. You should know, thanks to your preparation for the start, how the wind is going to develop and the preferable side of the start line depends on that.

As long as the windward mark cannot be reached without tack it doesn't matter whether a direct line from the starting vessel or from the Pin End is shortest.  The deciding factor is how the start line lies in relation to the wind.  If the wind is coming from the left of the start line, the Pin End is preferable.  If it is coming from the right, the starboard side is preferable.

The following diagram shows that the boat starting at the Pin End has an advantage over the one which started by the Start boat.  Just after the start the green boat gains the advantage by a tack and the following turn to the right.  As mentioned before, the position of the windward mark is irrelevant.

But what is the situation really? 

The wind varies by 20 degrees left or right.  The mean wind direction is 10 degrees to the right of the starting line. Just before the start the wind moves to the left.  Everyone tries to reach the Pin End of the line quickly to benefit from the supposed advantage.  Directly as the starting gun is fired, the wind changes to the mean wind direction. Finally, red will benefit from starting on the right hand side of the starting line and will reach the windward mark before green.

Take bearings to land objects

Because its very difficult to work out, from the middle of the starting line, how far away you are from the line, it makes sense to take bearings to land objects. With a land bearing it is significantly easier to estimate how far away from the line you are. But land bearings are not available at all times. Apart from this land bearings are often concealed by other boats at the critical moment.

Pin End bearing

Especially when the Pin End side of the line is favored, it is often sensible to take additional land bearings to enable us to realise whether we are to the right or left of the layline to the Pin End Mark. Normally a battle will develop before the start for the leeward position of the boats which want to start at the Pin End because only one boat can win the optimal starting place.

The following animation shows the typical approach of the boats at the Pin End mark. the port bias is about 10 degrees.

The red boat didnt break off the fight for the optimal position in time and has landed in the so-called death zone, from which there is no possibility to escape.  The green boat took a bearing of the maximum high course to the Pin End starting mark during the preparation for the start.  (Bearing between the anchored dinghy and the pin end mark).  Because green recognised that to defend the last attack by red would result in both boats being under the Layline, green decides not to defend the last attack by red so it can head for the Pin end and cross the starting line from the left with free wind and full speed.  On the other hand, this bearing can also help to recognise that one more attack can be made to reach the optimal position, which without the sounding you wouldn't have dared to do for fear of landing in the dead zone.

Electronic aids

Pre-start phase.

This phase begins about 10 minutes before the start and lasts up until about 1 minute before. It is important in this phase not to be too far away from the starting line.

Controlling the starting line

Are our conclusions which we made about the starting line in the pre start phase still correct?  Would/will the starting line change?  Competition organisers like to change the starting line by extending or shortening the anchor chain.  This can be done very discreetly by remote control of the windlass.  So it is necessary to watch the starting boat and the Pin End very carefully in this phase.  We know that the starting line can be altered up to the time of the preparatory signal, and good competition organisers will use this opportunity.  For larger boats with many crew members it can be a sensible to task one of them with watching to see if the starting line will be changed.

If your plan passes this check, or if it needs modifying due to new information, you should now know on which side of the starting line you want to sail.  Is your plan to sail more to the left or the right of the course, or rather to go to the windward mark in the centre of the course.

Where are my opponents?

Usually this question is less important at the beginning of a race., than towards the end, where you     don't have to sail against everyone any more, but only against certain boats.  There will be a special chapter on this on the 'Miscellaneous' page.

Positioning at the starting line

About 3 minutes before the start, you should have a plan for how to approach the starting line. If the wind is heading roughly straight towards the line, you should on no account think of port tack start.  Because you have decided that you will start on starboard tack, the next thing to decide is how to approach the starting line. There are two variations here, which both have their advantages and disadvantages.  The conventional beginning of an approach to the start position from the right has the disadvantage that you have to decide very early on from which position to move to the starting line.

The approach from the left offers many advantage, especially if you intend to start from the right hand side of the starting line, which doesn't necessarily have to be directly next to the starting vessel..

The following diagram shows a typical distribution of boats at the starting line.  We're now going to analyse the starting position of each boat.

Situation:   Boat 1 approaches the Pin End with the wind coming from the left.  Because the starting line lies neutral to the wind, this boat has no chance of passing the starting line. Boat 1 has to keep clear from boats 2 and 3.

Options: Boat 1 cannot pass behind boat 2 without hindering boat 3. The only option for boat 1 is a quick tack and then to pass the pin end mark on the wrong side. Immediately bear down and gybe to restart behind boat 2 and three. However, in this case Boat 1 must keep clear from any latecomers sailing on starboard.

What do we learn from this?   This, or a similar position, must absolutely be avoided. This boat, thanks to a bad approach, has already given up any chance of a good start, way before the starting signal.

Situation: Boat 2 finds itself in the leeward of Boat 6, but below the layline.  Possibly it went a bit too far in the duel with 6 during the approach to the Pin End. Directly to windward, below the layline, boat 6 is right behind boat 7.

Options:   Maybe there is a possibility, to luv in the wind to pass the line on the correct side. However, even if the momentum is enough to cross the starting line, there are two problems. If it is not possible to keep away from the mark and Boat 2 touches it, it is doubtful whether in this case there is a possibility to take a penalty under Rule 44.1a., because Rule 44.1b states that if a boat despite taking a penalty, gaines a significant advantage in the race she has to retire.

The second problem is boat 6, direct to windward.  According to Rule 11, boat 6 is the windward boat and has to keep clear. However, under Rule 16.1, boat 2 is restricted in its freedom to move and shall not make an abrupt change of course, which would be necessary to keep away from the mark. Accordingly, the only option for boat 2 is to break off the start, to pass by ileeward of the pin end mark, to gybe at the first opportunity, make use of the first gap in the starbors starterst, and to sail over the starting line on port tack.

What can we learn from this?   Avoid sailing below the layline to the Pin End at all costs; often you are so focused on the battle for the optimal Pin End start, that you make one more attack or defence to win the Pin End and then you find yourself below the Pin end layine. It is helpful in such cases, to have a Pin End layline bearing to a land object or anchored ship or something other not moving object. Have a look on chapter " Pin End Bearing ".

Situation: Boat 3 is a so-called late starter. At the starting signal he is a good two boat lengths behind the line and apart from that is sailing on starboard tack, below the left layline. There is non boat immediately to windward of him..

Options: Boat 3 can tack to approach the line on port tack. If boat 3 has to keep clear of other boats approaching the line on starboard tack. with right of way boat 3 can try a leeward tack and arrive at the left side of the course with relatively clean air. Another possibility would be to dive in behind the boats with right of way to look for the way to the starboard side of the course. But I think that if boat 3 had wanted to get on the starboard course side, it would have chosen a starting position near the starting boat.  Also the loss of distance caused by frequent dipping in behind is so great that it would make it impossible to stay in touch to the leading boats.

What can we learn from this?    Definitely avoid sailing beneath the Layline at the Pin End. Nevertheless the options in this case are much better than those of boat 1 and boat 2.  Because  he is two boat lengths too late, more possibilities open up for him than for boats 1 and 2. This doesnt  mean, however, that it's generally better not to be up on the line.

Situation: Boat 4 sails 4 boat lengths behind the starting boat on port tack. Options:   The only option for boat 4 is to sail behind the field. The skipper of boat 4 is either not knowedgeable about the rules and because of that is trying to avoid all conflict, or he hasn't been involved very long in regatta sailing.

What can we learn from this? Before it gets to a regatta you should get to grips with the matter and practice the approach to the starting line in training competitions. Taking part in regattas with the lack of this knowledge is a waste of time and money.

Situation: Boat 5 has gone too far to windward.  His course on the wind leads direct into the stern of the starting vessel. It is known that on the starting marks normally Part C (At Marks and Obstruction) of the Racing Rules of Sailing does not apply. Therefor boat 15 is the right of way boat under Rule 11. 

Options:   Boat 5 has the possibility of quickly luffing and pass the starting vessel on the wrong side, then a tack and a gybe and a new start.  How far will the good starters then be?  If it is a small and light boat, there's a possibility for it to stop completely and wait until boat 15 has passed and then start. Then you would come away with a black eye.  

What can we learn from this? The start in the optimal place can quickly become a nightmare. Nowhere is it more important to weigh up risks than at the start. Especially with a neutrally laid starting line like this one, it is seldom sensible to want to be the first boat leeward of the starting vessel..

Situation: Optimal timing in pre-start phase enabled this boat to have the perfect Pin End Start. The boat has clean air and the freedom to tack.

Options: Boat 6 can now set its perfect plan in motion, without being hindered in its execution by another boat.

What can we learn from this?   With a perfect start we are halfway there. Things couldn't go better. Even a port wind shift would have been a problem for boat 6 thanks to its freedom to tack.

Situation: Boat 7 starts at the Pin End, but lies immediately behind boat 6.  Boat 7 hat freedom to tack.  Boat 7 abstained from the last duel with boat 6 in order not to end up below the Layline.

Options: Boat 7 has to tack immediately after the start in order to escape from the bad air of boat 6. With an perfect tack lee of boat 9, boat 7 could reach clean air again and get to the left side of the course that he probably prefers.

What can we learn from this?   Because boat 7 broke off from the struggle with boat 6 for the Pin End in good time, he is able to save his start and finally, although not the first boat, reach the side he prefers and can sail in clear after a few seconds after the starting gun.

Situation: Sails on port tack, relatively unbothered but almost two boat lengths behind the line at the end of the left hand third of the starting line.

Options:   Although boat 8 completely slept through the start, a quick tack offers him the possibility of beginning the upwind leg with reasonably free wind and that is more than could have been expected with that starting position. Boat 7 won't bother him for long after his tack. Because boat 6 will tack to avoid the dirty air of boat 6.

What can we learn from this? The important things is to predict the situation and the behaviour at the start and to deal with it quickly and proactively. If boat 8 does not realise that boat 7 will tack immediately to escape the bad air from boat 6, boat 8 would wait with his tack and then for long time will be dealing with bad air from the crowd on the starboard side of the line.

Boat 9 Situation:   Boat 9 starts from about the middle of the starting line, about half a boat's length behind the line. His competitors are neither direct to windward, nor direct to leeward. Options:    Because boat 9 isn't involved in any kind of duels, it has the opportunity to fully concentrate on the VMG to the windward mark.  No other boats can hinder the execution of his tactical plan. What can we learn from this?    If the starting line lies neutrally, starting from the middle of it is a good choice. The likelihood of being able to go across the line unmolested and with maximum speed is significantly greater from here than at either end of the line. The gap of half a boat's length arises because its not so easy to judge the distance from the starting line in the middle as it is at the sides.  Diagram 107 shows the typical sagging of a starting line in the middle.  In this case, the yellow boat has split up the slack and has moved far forward.   This encourages the boats in his vicinity also to move further forward. Die Abbildung 107 zeigt einen typischen Durchhang einer Startlinie in der Mitte. In diesem Fall hat das gelbe Boot den Durchhang geteilt. das gelbe Boot ist weit vorgefahren, Dadurch ermuntert es die Boote in seiner Umgebung ebenfalls etwas weiter vorzufahren.             Boat 10

Situation:   This boat is the one lying furthest to leeward of the group starting on the starboard side of the line. At the start, it lies almost half a boat length behind the line, but has free wind.

Options: Boat 10 can concentrate on his optimal speed.  An attempt to guarantee a windward position of Boat 11 by sailing higher could end with a collision with Boat 11.  A possible attack by by Boat 11 trying  to sail deeper and faster to get Boat 10 into his downwash can easily be countered by bearing away or, equally, acceleration.   Although Boat 10 started leeward of the first third of the starting line, it has no possibility in the immediate future to sail on the right hand side of the course.

What can we learn from this? With a well-designed / laid out line, it is a good idea to start leeward of the windward throng /group,  but, however, only if you want to be on the left of the course, or if you want to cross to the middle and catch the wind currents/gusts.  Due to the fact that you won't know the exact bearings of the boats at the starting line, you won't be so close to the line as the boats starting at the ends.   For this reason, it is not usually possible to sail to the right for some time from this position without having to pass behind several other boats, losing many meters' distance.

Apart from the situation of the starting line, the starting place directly next to the starting vessel is the most popular. Most boats try to start on the atarbord end of the starting line. On the one hand this is because its easiest when next to the starting boat to judge the distance from the starting line. On the other hand, its because after a start near the starting vessel, you can more speedily achieve the freedom to tack. This is a great advantage especially if your plan is to sail on the right hand side of the course to the windward mark. 

Its extremely difficult to give tips about starting near the starting vessel, because the most important skill for an optimal windward start is experience, and cannot simply be learned. One has to look ahead and judge how the situation will develop in the next seconds and minutes. However, it can be that competitors do something unpredictable, or even break the rules. Stay cool, don't let yourself be distracted from analysing the situation in a few seconds and coming to the right decision. Experienced sailors already know, minutes before the start, that their position at the approach is not optimal and can still react accordingly, while less experienced sailors fall into the trap and end up in the second row at the start, crowded by boats to leeward and windward. 

The most important thing is timing. Nothing is worse than arriving too soon at the starting line. You often see sailors who approach the starting line from good positions, but simply too early, and are only concerned to decrease their boatspeed in the last seconds before the start , instead of being able to concentrate on accelerating and crossing the line at full speed.

But enough now of mistakes and problems at the start on the starboard side of the line. What can we do to speed up the learning process and to belong to the good starters on the right side sooner? Timing can be practised; you don't even need a partner for that. You don't need anything more than a buoy and a stopwatch to practice it. You set two minutes on the watch and try to get as close as possible to the buoy, and to reach it within those two minutes.  At the end of the two minutes, depending on the size and weight of the boat, you should be 2-20 metres away from the buoy (2 metres for a small boat like a Laser, 20 metres for a heavy yacht). 

In the following animation you can see how important the positioning in the pre-start phase is:

Green positions itself relatively high behind the starting boat and realises too late the threat of danger of red and brown. Because Rule 18 of the RRS does not apply on the starting line, red and brown do not have to give way and can force green to break off his start, to pass the starting boat on the windward side, and to start again, with an additional tack and gybe, behind most of the other boats. It would have been better for green to reduce speed, to cross behind brown and red and to try  to establish an overlap leeward of these boats. Even if red and brown had averted this attack, and green had to abandon it, all three boats would have been further leeward after this manoeuvre, and green would no longer have been positioned above the starboard lay line. Nothing could then prevent a good start for green.

Red finds itself a little above the lay line too, but realises the danger from brown in time. He slows down his boat speed and crosses the stern of brown. He realises that brown has already got to reduce his speed, in order not to cross the line too early. This, together with the additional boost through bearing away helps red to establish a leeward overlap to brown. Unfortunately, with this manoeuvre, red gets to close to yellow. After the start it had to fight against the durty air from yellow. Luckily for red, yellow decides to sail a bit fuller to bring the turquoise boat under his control.

Brown has chosen an almost perfect starting point for the approach to the starting line. Not too high, but high enough to reach the starboard end of the starting line well. No boat to leeward. Already at position 1, one can see that Brown will have a good, if not the best, start. Brown reacts correctly to the attack by red and tries by luffing to win some space from him. Brown doesn't give in to the temptation to give up his optimum position, to prevent being overtaken by red.

Yellow Yellow forgoes from the outset the optimum position as first boat leeward of the starting boat, and positions itself below the lay line. Not very aggressive, but relatively safe.  In this position there is more room to manoeuvre and the opportunity to react to unexpected things is greater here than directly next to the starting boat.  Yellow can also cross the line at full speed, relatively unbothered, at the starting signal.  In fear of coming in a cover from red, yellow bears away a bit, accelerates and stays in clean air. The disadvantage of yellow's position is that it doesn't have any freedom to tack.  Yellow's plan before crossing the start was to sail more on the right hand side of the course. Yellow sticks to his plan and doesn't want to wait until red falls back sufficiently in dirty air before he can make a tack to the right.  Because of this, yellow bears away immediately after the start to gain enough space behind red to cross to the preferred side of the course.

The fight for the Pin End

The main problem with a Pin End start is that only one boat out of the whole field can have an optimum start. The following animation shows a typical battle for the best position at the Pin End. Each of the boats tries to reach the leeward position of the other which results in a typical snake-like course. At red's last attempt to position himself leeward of green, red lands below the port lay line of the starting line.

Green, due to his heading to the anchored dinghy, has recognised in time that another defence of his position no longer makes sense, because he would end up below the lay line at the Pin End.

Starting on port tack

This is really only an option in exceptional situations, and then only if you have good insurance.  One can attempt it in exceptional cases, if the starting line lies extremely badly.

A further criteria for a successful port tack start, as well as the situation of the line, is the width of the boat. With very wide boats, for example catamarans, it is simpler to perform a port tack start from the left at the Pin end, simply because the space from boats approaching the Pin End on starport needs to be significantly larger, in order to keep clear from the pin end mark of the starting line.

The start phase begins about one minute before the start and lasts until the starting signal.  Our aim in this phase is to cross the line in the planned position with maximum speed.

The most important thing at the beginning of the start phase is to defend our position. It is important to retain the ability of our boat to manoeuvre at all times. Only then can we defend our boat from attacks by the boats around us. Nothing is more frustrating than to have to give up our fought for place to a boat overtaking leeward from behind, just because we couldn't close the gap in time. In this phase, we must also not get too close to the starting line because that means we would have to reduce speed, lose our manoeuvrability, and with it our readiness to defend. We also need space up to the line to be able to accelerate to our target speed. Naturally, all that depends on the boat on which you are sitting; with a Laser you can sail closer to the line than you would with an 8 ton cruiser racer. The more weight our boat has, the further away we have to stay from the line to allow room for the acceleration phase.  The angle to the wind is also dependent on the size of the boat. With a small, light dinghy you can almost place yourself against the wind and still maintain  manoeuvrability, because with a short, abrupt rudder movement the angle of attack of the boat can be changed within seconds. With a heavy yacht without motion, there's no quick opportunity to change the boat's angle of attack to the wind.

Accelerating

According to the weight of the boat, you have to fully accelerate some time before the starting signal. This acceleration phase and the timing at the start can be well practised; all you need for this is a small anchored buoy. You approach this buoy from behind on a fictional lay line.The aim of the training is to get to the buoy with maximum speed within a pre-determined time. You should practice this with every wind strength until the timing becomes instinctive. With a different type of boat, conditions naturally change and you need to train again.

Post-Start Phase

The post-start phase begins immediately after the start and lasts until one is sailing in clear air to the windward mark. How we behave in the post-start phase depends on how our start went. Let's begin with the worst case; there's an individual recall...and we have a bad conscience. . 

We are on the course side

Now we have a case which though it isn't very comfortable, but is part of regatta sailing. It would be bad to start to think only now whether the race official showed the P or I flag at the prepatory signal. In the start phase we should already consider an escape strategy for the event of an early start. If we start to consider, after the start, how we can get back to the start side the quickest, without hindering the others we are losing further valuable seconds.  Sometimes if an early start appears unavoidable, it is also sensible to break off a start and purposely to sail over the line and so get back to the start side of the race course faster.

Sailing is a gentleman's sport. Often, fair treatment of a competitor pays, because perhaps you may be dependent on their goodwill in a situation later on.  But this doesn't apply for the immediate post-start phase. Her the principle 'eat or be eaten' applies.  If you have the opportunity to cut off a competitor sailing above you, then do it.  If you don't you will regret it in the next squall, if your opponent can accelerate a little earlier and then comes down on you to kill you with his cover. You must do the same if you have an opponent close to leeward.  If there's a chance to fall down on him and to give him dirty air, then do it.  That way a lead of a few centimetres at the start can quickly become a lead of several boat lengths, because your opponent will normally need two additional tacks to escape your cover.

In the following animation, Blue and Yellow are equal at the start.  Yellow makes use of a small speed advantage in the post-start phase (it can be enough there that blue has briefly hit a wave) to fall onto Blue. Blue finds himself in dirty air and can only tack away behind Yellow. If Yellow hadn't immediately used this situation to his advantage, he would then have landed in the dirty air of Blue.  Now that Blue no longer poses any danger, Yellow can fully concentrate on sailing at maximum VMG to the windward mark..

Here, all three boats are all on a par with one another. Green recognises in time the danger which Yellow threatens and uses every opportunity to get nearer to Yellow.  Finally he succeeds in reaching the safe leeward position near Yellow.  Yellow finds himself in dirty air and only has the option to tack and to try his luck on the right hand side of the course. 

Gain advantages

If you started on the good side, you must try to use this track advantage to the utmost. A quick tack brings you in between the main field and followers.  He who waits too long and waits until the wind comes back again has lost his advantage.

Everyone, even a World Champion, can mess up a start. But stay active , try to take action and adapt your plan to the situation. Try to reach free wind as quickly as possible. If your self confidence is right; with some good moves in the post-start phase, you will catch up with the field.

In the following animation Yellow lost the start and finds himself in the dirty air of Green after the start.  With two tacks, Yellow frees himself from this situation and a few minutes after the start finds free wind again.

Stick to your plan

In the pre-start phase you carefully considered how to sail to the windward mark. Your plan is good, so don't abandon it just because your start didnt allow you to put it into action straight away. Usually there's a good opportunity to stick with it without much loss.

I can show you that with the two following animations:

The Violet boat actually has the plan to cover the starboard side of the race course. Because Green started immediately to the right of him, Violet has no opportunity to tack.  If Violet were to stay passive  it would have to sail on with Green on the left hand side of the course, and wait until Green tacks.  Instead of this, Violet actively follows his plan, bears away a little and slows his boat down until the gap between him and Green is big enough to make a tack and bear away behind Green. The loss of not even one boat length is measured against the fact that Violet can now carry on with his plan and, if the plan was justified, could potentially arrive at the windward mark several boat lengths ahead of Green.

But – be careful: its best not to bear away to early. in order to take away the possibility of Green tacking windward and in front of Violet.

In the following case, Violet wants to begin his upwind leg on the left side, but is prevented from carrying out his plan by Green, who had a perfect Pin End start, because the loss of distance and time caused by Green's dirty air would simply be too great. Instead of tacking and giving up his plan, Violet decides to be offensive, bears away behind Green until there is free wind and this way can continue to follow his plan on the left hand side of the course.

Webdesign by Peter Czajka

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dip start after the gun OK?

• Thread starter danstanford
• Start date Jun 1, 2023
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danstanford

I had a fellow racer get squeezed out at the boat and they then tacked and came back around the boat to start. It was very light wind and they asked me after if they could have gone around the front of the boat and dipped down below the line to start. My answer was that it was no different than doing that for being OCS but I have wondered since. Any thoughts or specific rules to consider?  

Davidasailor26

I think it’s legal. Here’s the definition of start: A boat starts when, her hull having been entirely on the pre-start side of the starting line at or after her starting signal, and having complied with rule 30.1 if it applies, any part of her hull crosses the starting line from the pre-start side to the course side. So, it doesn’t matter where they were when the gun went off- as long as they get the whole boat on the pre-start side and then cross the starting line they are starting legally. The exception is in the unusual circumstance that the committee flies the I flag. In that case (rule 30.1) if you’re on the race side of the line or its extensions before the start you must go back across an extension to the pre-start side before starting. That means you’d need to get below the RC boat (or pin), then loop up like normal. Even with the I flag up if you’re still on the pre-start side of the extensions at the gun you can dip the line - it’s only if you’re on the course side of the extensions at the gun that 30.1 applies. The committee can fly the Z flag, U Flag, or Black flag too, but those only apply if you’re in the triangle between the pin, boat, and 1st mark in the minute before the start.  

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Yachting World

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5 tips: getting a good start – and the 60 seconds after that

• Belinda Bird
• August 3, 2015

If a good start is the key to good race, the last tack into the start and the first 60 seconds out of it are crucial, explains top America’s Cup sailor Terry Hutchinson

© ROLEX/Kurt Arrigo

The subtleties of a good start are more complicated than identifying a good spot to leeward and starting next to someone who is going to give space and be happy to be rolled – although they both seem to help.

For me, consistent starting comes from repetition of the process and having a team that is working together without the need for constant communication. Simple buzzwords such as ‘kill high, aggressive turn here’, or ‘smooth tack to upwind’ are just a few things that help to get the point across succinctly.

But a good start is as much about boat positioning before the start as it is about the 60 seconds after the start. For this piece we are going with the concept that a nice hole has been carved out for the slingshot.

Within this scenario I want to focus on a port approach and the 60 seconds after the start.

1. The final tack onto the line

Potentially there is no more important tack in a race than the final tack onto starboard out of the port approach. Proper boat control is paramount, but that control comes from a team effort.

In windier conditions there is a reasonable chance that both sails are half-trimmed, making the manoeuvre more difficult. The more the sails and rudder are working in unison, the less the helmsman will have to oversteer to compensate for poor trim.

This manoeuvre alone will set up the first part of the beat.

2. Control out of the tack

You don’t want to have a sloppy tack onto starboard and then have the boat blow sideways because of poor sail trim or too much rudder. Going into this manoeuvre proper attention to trimming both sails is critical.

As an example, on the Farr 40 there are two grinders on the main, a grinder and tailer on the jib and the rest of the team is full hike into the tack and then full hike out of the tack – this means bowman off the bow and hiking.

On a boat with pedestals it is ‘priority to the handles’ on the mainsail, as that will help the helmsman with the turn. If the jib is over-trimmed or main under-trimmed more helm is required.

The penalty will not be as much going into the tack, but more on the exit once complete on starboard. Out of balance sail trim requires more rudder, which has a domino effect on the build up of speed and compromises the helmsman’s ability to keep tight gauge to windward and maintain the hole to leeward.

3. Momentum and speed build

In the final 60 seconds before the gun the goal is to have momentum on the boats to leeward and windward. Momentum is king for a slingshot start. Inevitably, on a perfectly square starting line with all boats nailing the start perfectly, momentum will win the start.

Not having to put the bow down as much to build speed keeps a tight gauge to windward and opens up space to leeward, leaving more space to press when necessary to build speed and sail your own mode. If you spend the last 60s of the start trying to equalise the momentum with the boat to leeward there’s a reasonable chance that you will have used up all the space in the hole.

With speed and space, adjusting the momentum with the boat is easy. A slow speed build or big scallop to windward to wipe away speed is the easiest way. The team element here is key. Bowman, trimmers and tacticians need to appreciate that to win the start positioning, momentum over the boats to windward and leeward is vital.

See also 5 tips: the dip and the squeeze – tactics to help you muscle your way between competitors

4. Mode off the line

How many times do you turn to an upwind course and miss close-hauled? Too high or too low? Practise the wind up onto the breeze to get a feel for the perfect upwind angle.

If you have instrumentation, know the true wind angles and compass heading, or simply super-focus on the telltales. Other bits of information that will assist is a ‘final trim’ call from the jib trimmer to the helmsman.

The mode or ‘target boat-speed’ should be determined pre-start. The tactician should be able to give the helmsman three numbers. For example, on the Farr 40 we have normal, high or fast forward. Normal is target speed set by the current wind speed, high mode means sail as close to target as you can while maintaining the lane and fast forward will mean target to 0.15 of a tenth over target.

This information is for the mainsail trimmer as in a ‘normal or slightly fast’ mode the speed will be controlled by mainsail twist as much as anything. In a high mode the jib trimmer may have to give extra on sheet tension for balance.

Standardise your crew calls, eg

• “Final trim” from trimmers to helmsman
• “Target boat speed” tactician to helm
• “Normal speed” = target for true wind speed
• “High mode” = sail high, but close to target
• “Fast forward” = target + 0.15 knots

See also 5 tips: bowman signals

5. Hiking for speed

The entire team needs to understand that in any race the game of inches is won and lost in certain situations. We have a couple of calls to hiking. ‘Superman’ is exactly as it sounds: arms out trying to touch your toes.

‘Max hike, max stability for two minutes.’ Prompts like this are critical so that the crew can pace themselves.

‘Medium hike for 20’ means hiking against the lifeline, but not 100 per cent. ‘Hiking to meet the puff’ means everybody on the boat tuned into the offside trimmer giving the breeze call.

It’s pretty easy to Superman and take initiative when you hear ‘puff on in 3-2-1, puff’ – at that moment if the entire crew hike as one, this will drive the boat harder.

Proper hiking is a vital tool and is equally important to the first 60 seconds of the race as sail trim, momentum and proper turn on the slingshot. Don’t be afraid to have a dedicated person to help prompt this aspect of the team.

The proper mode off the line is a combination of doing the little things well. It’s no big secret, but prioritise these and have a team that is tuned in and take pride in their job.

I greatly enjoy hearing that Barking Mad or Quantum Racing is the hardest hiking team on the water. It just means that we want it that much more.

Terry Hutchinson is one of the world’s leading tacticians. From the America’s Cup with Emirates Team New Zealand and most recently Artemis to many years calling the shots in the Farr 40 class and TP52s, Hutchinson has a long list of victories including a J/24 world championship title. He was Rolex Yachtsman of the Year in 2008

THE SECRETS OF A GREAT SAILING START

In  sailing , the start is the most critical part of the  race . If you can start while sailing at full speed, the bow crossing the start line just as the gun fires, it can put you in great shape for the rest of the race. Let’s look at what it takes to make a good start and how we can make sure we continue to make good starts time after time.

WHY THE SAILING START MATTERS

In cycling, when someone gets in the lead it’s hard for them to break away from the pack because of wind resistance. If you can stay close to the back wheel of your competitor, they’re going to be making a nice hole in the wind as they do all the hard work for you sitting nicely in their slipstream.

In sailing, we don’t like holes in the wind. We like clean, undisturbed wind hitting our sails. Which is why it’s absolutely vital to claim a spot in the front row of a busy start line. If you can get your bow out just a few centimetres further ahead than your competitors, and continue to hold your lane in the first vital second and minutes out of the start line, those few centimetres can convert into hundreds of metres of advantage. The boats that never made it into the front row are already battling with wind that’s been chopped up by the leading bunch.

So, how do we make sure we’re in that front row and claiming the highest quality of wind for our sails?

SAILING START TACTICS

The first time we get on to a busy sailing start line, it can be pretty confusing and maybe even overwhelming. Build up your layers of knowledge gradually. Before you really bring sailing start tactics into play, master the basics. Start back from the line and let others take the best spots to begin with. Observe what’s going on around you and build your confidence to the point where you feel ready to battle for the front row of the grid!

Here are some vital ingredients that go into executing a good sailing start: – Be as close to the line as possible – Be sailing as fast as possible as the start gun fires – Be as close to the favoured end of the line as possible – Have good space either side of you, especially to leeward – Make sure your start fits with your bigger course strategy

Let’s look at some ways of achieving those goals.

TIPS AND TECHNIQUES FOR A BETTER SAILING START

Be as close to the line as possible.

How do we know how close we are to the line? After all, there’s no dotted red line in the water, to tell us if we’re behind or over the start line. One way is to take a ‘transit’. Sail along the extension of the start line and take a sight down the length of the line. When you’ve lined up the committee boat with the pin end buoy, what do you see on the land beyond? That’s your transit.

You can take transits from both ends of the line, provided there is some land to get a fix on. But what if there is no land, nothing to set a transit? This is much harder but persistent practice and experience will begin to give you a sixth sense for how close you are to the start line. Professional sailor Hannah Diamond goes into this in much greater depth in Sailmon’s webinar on   Making a Perfect Start.

BE SAILING AS FAST AS POSSIBLE AS THE START GUN FIRES

Different boats take different amounts of time to accelerate from stopped to full speed. Practise your ‘trigger pulls’ multiple times. Time how many seconds it takes to get from a standing start to fully moving. Small dinghies like Optimists or Lasers will be at full speed in a few seconds. Large keelboats can take 20 seconds or more.

BE AS CLOSE TO THE FAVOURED END OF THE LINE AS POSSIBLE

Hannah Diamond talks about this on the webinar. Her favourite way to work out which end of the line is closer to the wind is simply to point her boat directly into the wind. Whichever end of the line the bow of the boat is angling towards is the favoured end.

HAVE GOOD SPACE EITHER SIDE OF YOU, ESPECIALLY TO LEEWARD

You need good space either side of you in the final 10 seconds before the start, particularly space to leeward so that you can bear the boat away on to a close reach, sheet in the sails and then steer up on to the wind as the start gun fires. Practise your slow-speed boat handling, learn how slowly you can hold the boat before the foils stall and lose grip in the water. When they do stall, practise ways of reattaching flow.

MAKE SURE YOUR START FITS WITH YOUR BIGGER COURSE STRATEGY

All very well making a great start as the gun fires, but is your start carrying you in the right direction for your overall race strategy? A big topic that we address in another blog post in the future.

Look out for a lot more ‘go faster’ content coming your way from Sailmon. We’re keen to share more content on various topics that all add up to helping you sail better. Follow us on Facebook , Instagram or subscribe to our newsletter . Whatever you do, don’t miss out on this valuable content! We’re here to make you even better than you are today! ---- Check out this webinar! When the clock slowly runs down to zero and the last starting signal is near. You try to claim that ideal starting position in a race, but that doesn' t always work out the way you planned. Sounds familiar? To avoid that situation in the future we invite the World Championship Medallist Hannah Diamond for our third webinar in the Sail Better series. Hannah will share all her knowledge on how to improve your start tactics in sailing races. Of course, she is once again joined by our hosts Kalle Coster and Andy Rice for an educational one-hour session. Check out the preview below or subscribe  here for the full recordings

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5 - Starting Strategies Episode Three - The Dinghy Start

Welcome to “Race to Win”, a sailing podcast brought to you by raceQs.com where we analyze raceQs’ 3d Regatta replays and review racing tactics, rules, and winning strategies.

Today’s podcast is the third one in a five part series about sailboat race starting strategies. Today we’re going to over the “dinghy start”, a classic small boat starting strategy that works well for almost any boat with quick acceleration.

You basically find your spot on the line and defend if without really moving around too much, and then bring your sails in and accelerate quickly to squirt over the line when the gun goes off.

This is an easy start to execute, buts its also pretty easy to screw up. If you sheet in too early, you’ll be over early. And if you sheet in too late, you’ll be late to the start.

The thing is, in these dinghy starts, everyone is often doing pretty much the same thing, so you’re going to get a big line of people all lined up on the starting line. This can actually be helpful if you are a beginner, because you can just look at the guy next to you- and when he sheets in, you sheet in. Off ya go.

Let’s get into the details. Just like before I am using this replay of the 2013 Melges world championships. In case you missed the earlier explanations, this green line is the pacer line, giving me my proper pace to approach the starting line on time. If your boat is moving along, right on the pacer line, you’re going to have an on time start. It you’re in front of it you’re early, and if you are behind it, you are late. We also have the fleet rankings and time to start here on the right hand side.

Something we haven’t talked about yet, so I will mention it briefly, is finding the favored end of the line. I like to think of the favored end as the part of the line that is “closest”, or furthest upwind to the windward mark. If you aren’t’ sure which end is favored, it’s really easy. Just sail up to the line and turn dead into the wind so that your sails are luffing right down the middle of the boat. When you are head to wind, whichever end of the line your bow is pointed closer too, is the favored end. Easy, right?

So most of the time you would think, it would be better to start at the favored end of the line. Once you figure that out, the big question is, is it worth it to try and start at the favored end? Do you really want to be battling it out for position, right in the middle of the pack? Or, is it better to start on the other side, where no body is around? Maybe you don’t have as good of position, but you can get clear air and get away from everyone battling it out.

Once you decide where on the line you want to start, you need a strategy to approach the line.

Just find your hole on the line, and sit there. When the guy next you pulls his sails in, you pull your sails, and off you go. In a crowded fleet, there is a problem with running out of room. If you don’t secure your position early enough, you are going ot end up in the second row. And once you are behind in these competitive one design fleets, it can be very difficult to get ahead.

Most of the time, in these dingy fleets. Where you start ,is where you finish. So if you start last you are probably going to be finishing pretty close to the end. Let’s watch an example of a Melges 24 executing kind of a modified version of the dingy start.

So keep an eye on boat 37, you can see from that colored line which is speed coded GPS track, he’s kind of been hanging out in this area. Now he’s stopped, he knows where he wants to go. Did you see that little acceleration there? He was not going to let that boat get his spot. And now, he’s early, he’s too early to the start so he’s going to come right up to the edge of the starting line, stop, lay in wait for this boat behind him, and just when he thinks he might sneak by, he accelerates up to the full speed, starts just right on time. So that is a good example of a dinghy start, but it happened pretty fast so let’s take a look at it again.

This time we are going to watch it from head on. The boats are actually sailing away from us right now. They are playing around in the starting area, trying to pick out his hole. Remember, the place on the line where he’s going to start. SO now, we are one minute from the start and her he his, stopped, just completely stopped. So WOOSH there’s that little spurt of sped again. That was a little to fast, he’s a little to early so hes gonna slow down and let the sails out a bit, and now here again, he’s going to come a to a total dead stop. The classic dinghy start. Here s comes that guy up behind him again, he’s not going to get in front of him though! Hes got his timing down, accelerates hard, whoosh, right over the line. Looks like he was late by six seconds. That’s pretty good, considering that amount of boats there are in this fleet.

You can see with the fleet rankings on the righ its really interesting to see who used wihich methods and how their start was. That’s all I have for you today. I hope that watching this series is helping you get down the basics of your starting techniques, or brush up if its been awhile. We look forward to talking about more advanced topics soon!

If you enjoyed this podcast, you can find more on our website. Www.raceqs.com/podcast. Or, search or raceqs.com on iTunes and click subscribe. We would love to hear from you so please give us a review on iTunes.

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I flag, RC reacting to dip start

• Judge In Training
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An improper action is doing something that is not permitted by the rules of the event (racing rules, notice of race or sailing instructions and any others). An omission is not doing something that the rules specify will be done. If a race committee or protest committee or the technical committee does or does not do something over which it has discretion or is not mandatory, it is neither an improper action, nor an omission for which redress can be given. Race management policies, jury policies, and “Advice to Competitors” are not rules. If the race committee or protest committee did not act on those policies or advice, it would not be grounds for redress. World Sailing Case 129 provides an example of a race committee action that was not good race management practice, but was not an improper action of the race committee.

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The question is framed in a subjective manner, obviously reflecting a point of view that dip starts are to be avoided. While Peter's point is completely valid (postpone for any reason) in fact it indicates a race committee that imagines that meddling with competitive tactics is okay.  It is not. The RC, absent safety concerns which will be minimal in such a small fleet, has no business displaying AP here. 

As race officers, we have considerable power. Such power should be accompanied by responsible behavior as well.

It does appear at first pass to be clear cut under 27.3 which allows the RC to postpone a start "for any reason",

and this is exactly why I have made the post because presumably there is an implied requirement for 'reasonableness' or 'properness' 

and to make the point consider hypothetically does 27.3 permit the starter (RC) postpone three seconds before the start signal becuase their son/daughter/sponsor who is competing is not well positioned for the start?

Imagine postponing the Sydney to Hobart Race 3 seconds before the start because Wild Oats/Comanche weren't well positioned. And what of the maxi that had a great start and is denied it by an 'improper' postponement?

Then drawing back from a gross hypothetical to, what if the starter's friend wasn't about to get a good start?

OR what if a competitor, or a group of competitors had lobbied the starter to act to prevent A from dip starts? Is it proper for the RC to act to prevent a 'lawful' manoeuvre on the request of other competitors?

In the scenario, it would have been the prerogative of the starters to fly 'I' for the first start if as a matter of policy it had decided to discourage dip starts,

however to postpone a perfectly clean start apparently for the sole reason that A had performed a dip start seems to directly insinuate something improper with the conduct of A - the postponement and subsequent re-start being to make an example of A.

This puts A as competing on an unequal basis due to rumour and inuendo that they are somehow 'cheating' and need to be made an example of.  A is being held to a different standard to other competitors. It's letting a friend(s) of the starter limit the manoeuvring of A albeit her manoeuvring is within the rules. 

So the question becomes;

i. is there an implied term that "any reason" in 27.3 implicitly means 'fair or proper' reason?

And if so, 

ii. has the discretion been exercised improperly in the scenario?

If so; iii. does A have recourse, and/or iv, does B have recourse?

To clarify other points raised; there was no relaying of the line. The line is a fixed shore-backed estuary line (club line)  that almost always results in a reaching start. So the postponement was not for purposes of re-laying the line or because the start was unfair due to bias in the line or wind change or any other reason. All boats were reaching bow on bow with no congestion whatsoever toward the line which is a very long line. For purposes of discussion it can be assumed RC readily acknowledge it postponed directly in response to A's dip.

• Regional Judge
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Write a letter?  Address it to the RC-Chair and the PC-Chair, detailing these concerns.  If there is a pattern of activity (and I don't think we'd be at this point if the competitor didn't discern a pattern), detail the instances and the effect it had.

Ask for a meeting with the RC-Chair and PC-Chair to address these concerns directly?

If a competitor continues to feel they are being singled-out unfairly, I guess they could kick concerns "up the chain" to the Regional Administrative level (RAJ and/or RARO)?

Certainly "any" doesn't really mean "absolutely any" .. can we agree there is an implied "legitimate" tossed in there somewhere?

Let's take this past the question of redress-requests .. What could a competitor do if they feel that an RC is conducting themselves (within the letter of the Rules) in such a way to single that competitor out in a disadvantaged way?

After all that, I think the competitor has done all they can do to let their feelings known (if there are other steps, please offer them).  

In the end, they can always decide not to play if they don't like the game.

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Racing Signals: Sailing Flag Meanings

Where other competitions have umpires and referees right next to the players, sailing race committees have to rely on flags to communicate with sailors.

In this article, we are going to explain the meanings of all the flags used at regattas to communicate with sailors. The flags can give information about starting procedures, course information, and on-the-water judging, so a basic understanding is a crucial part of general seamanship.

While nautical flags all have defined meanings in a historical context, they have very specific meanings in the context of racing competition. For instance, in the general nautical world, the Z-flag means that you are in distress and are in need of a tow or relief from a tug boat. At a regatta, the race committee may fly the Z-flag to indicate an additional penalty for any boat that has crossed the line early. Moreover, even though there are certain flags that have well-defined roles, race committees may stipulate additional meanings or introduce new flags via an announcement in the sailing instructions for the event, so we will cover some of these more common changes as well. We will break down the meanings into the various categories of usage.

A secret that I have learned over many years of regattas at every level from proverbial ‘beer-can’ races to national championships is that, as well as both you and the race committee can recite the racing flag rules on land, someone is always going to make a mistake or misunderstand these symbols. That is why I will be going through the official flag meanings and rules from the Racing Rules of Sailing for 2021-2024 to clarify any questions that you might have when the race committee flies a flag that hasn’t been seen since we used Clipper Ships to cross the oceans. Hopefully this article will help break down all the most common signals so that when your friend turns to you and asks ‘is that the flag that tells us it's time to go in,’ you’ll be able to help out!

Table of contents

‍ Flags at the Start

The start of a race is often the most confusing part of a regatta and is where the most flags must be used. We will be going over the rules for the flags at a basic 5-minute start. These can be modified for 3-minute dinghy starts, 5-minute match race starts, 6-minute Olympic starts, or 10-minute big boat starts, but the same logic applies.

A few flags are crucial to set everything up on the starting line prior to the starting sequence.

To begin, the race committee must have an Orange Flag visibly displayed, as this demarks the exact location on the boat from which the line is called. If there is a pin boat, they will often fly an Orange Flag as well, but if it is just a buoy, then the buoy serves as the other end of the line.

Next, the RC will additionally fly the L Flag if they are ready for competitors to check-in at the beginning of the race day. This helps them confirm that everyone is sailing under the correct sail number, which is often a logistical nightmare. They will blow one horn when raising this flag. If this flag is raised at any point later in the day, it is meant to tell competitors to come by the committee boat again.

Finally, the AP Flag is a general purpose postponement flag. The race committee may raise this on land to indicate that the harbor start has been delayed or on the water to indicate that there will be a delay in the starts. While there are other flags that are used for abandonment situations, particularly the N Flag, the AP is commonly used in informal situations. Two sounds accompany the raising of the AP, and it can be said that competitors are ‘under AP’ until it is dropped, along with one sound. If it is dropped on land, competitors may immediately launch. If it is dropped on the water, the next start may begin in as little as one minute.

The final note with the AP Flag is that the race committee may indicate the end of racing for the day by flying ‘AP over A.’ Again, the AP could technically be replaced with the blue and white checkerboarded N Flag, but the two serve very similar purposes at most levels.

Starting Flags

Once the race committee is set up and everyone is ready to go sailing, the next task is to get the right fleets to the starting line for their start. At the warning signal, one loud horn that indicates that the 5-minute countdown to the start has begun, the race committee will raise some type of Class Flag that indicates which type of boat will be starting. Above we have the different class flags for the different competition rigs for the ILCA-Dinghy, formerly known as the Laser, which would be raised to indicate which rig is starting.

This is a convention even if there is only one class on the water. Sometimes this is replaced with raising the Orange Flag itself, or some other flag as laid out in the sailing instructions. Often classes have been assigned a numeral pennant, of which 1-4 are displayed above, in place of the highly specific Class Flags. Still, some flag of this nature goes up at 5-minutes and remains up until go, at which point it is dropped.

At 4-minutes, the RC will sound another horn, known as the preparatory signal, and raise some combination of the above flags.

The P Flag is always required to go up, and it is simply the ‘Prep Flag,’ which signals to the racers that they need to get serious about the race. Once the P Flag is raised, all the right-of-way rules that apply during the start switch on and racers, particularly in team and match racing, are allowed to begin tactically engaging with each other (though in team racing this would happen at minute 2 of the 3-minute start). Moreover, racers can talk with their coaches until the prep signal, and race committees may alter the course up until this moment. Afterwards, all coaching is banned and all course changes on the current leg are not allowed. This belies the fact that a 5-minute starting sequence is actually a 4-minute sequence with a warning signal at 5-minutes, but that is a purely semantic detail.

Depending on how rowdy the competitors are, the race committee may raise any combination of the I, Z, U, or Black Flags. Each of these flags deals with boats that start ‘on-course side’ (OCS), essentially a false start for sailing. If any of these flags is raised, a boat is not allowed to be anywhere within the triangle formed by the starting line and the first mark of the course after the 1-minute signal during the start. These flags essentially help the RC ensure that they can get off a clean start and ensure that they can identify any boats that are OCS at go. When they are flown, the following penalties are added beyond requiring a boat to clear itself by dipping back under the line:

• I Flag: Conventionally referred to as the ‘one-minute rule,’ this requires that any boat over the line after a minute also has to sail around an end of the line in order to start the race fairly. This punishes a boat for being over by potentially making it a little harder to clear themselves if they are over on a large line.
• Z Flag: Often flown in combination with the I Flag, this flag adds that any boat that is OCS will get a 20% penalty on top of their score in that race, regardless of whether they clear themselves or not. This further hurts any boat that is ‘pushing the line’ by ensuring that even if they manage to clear themselves and come back, they will still see an impact on their scoreline that is equivalent to immediately being passed by 20% of the fleet.
• U Flag: Now we’re getting into harsh territory. When the RC is really trying to brush the fleet back off the plate, this flag immediately disqualifies a boat that is over after a minute with no course for redress. If these boats are identified, they tend to be told to stop sailing the race by a notice board at the top mark.
• Black Flag: The black flag serves a very similar purpose to the U Flag, except it is a step harsher. It disqualifies you after a minute and even prevents you from sailing in a restart of the race or a race abandoned halfway through.

The I Flag is by far the most common flag, and is often effective at keeping boats from being over. The U Flag rule was introduced in 2013 as an option and formally codified in the Racing Rules in 2017 and is massively more popular than the Black Flag, which is considered overly punitive. In particular, when many sailors are over in a Black Flag start, such that the RC cannot determine who was over, they are forced to make unfair decisions that carry over to the restart, so the U is now almost universally used in its place. Additionally, as the U has become more popular, people tend to shy away from the Z flag, which is considered cumbersome for scorers and confusing to sailors.

In general, while these flags are supposed to be raised in conjunction with the P Flag, often the RC will only raise the most punitive of the flags, as any of them can essentially be considered as a prep flag.

As the starting sequence continues, any prep flag(s) raised must be lowered at the 1-minute signal. The class flag is then lowered at go, leading to the next category of flags: Recall Flags

Recall Flags

After the pain of raising and lowering all those start flags, the RC then has three possible jobs. If the start is clean, they shout ‘All Clear!’ and can then relax until they have to start another race or record finishes for the race in progress. Unfortunately, this is often not the case, as they likely will need to ‘recall’ certain competitors for being ‘OCS,’ i.e. false starting. They have two choices here.

If only a few, easily-identifiable boats have started early, the RC will raise the X Flag along with a single sound in what is referred to as an individual recall. This indicates to the boats on the course that there are some competitors who are currently OCS and must clear themselves. If the I Flag had been flown for the start, competitors have to round an end; if not, they can just dip back behind the starting line and restart from there.

While the X is suitable on its own to inform a boat that it has been called over, it is an oft practiced courtesy for the RC to hail an OCS boat’s sail number over a megaphone, a radio, or other transmission device. The X Flag is dropped when all OCS boats have cleared themselves or after 4 minutes from go, whichever comes first.

If more boats than can be easily identified are called over, the RC can blow two horns and fly the First Substitute Flag, indicating a general recall. In this case, the race is fully reset and the committee will initiate another entire starting sequence for that fleet. After a general recall, the RC will often, but not always employ the next level of penalty flag for the restart in an attempt to get the race off cleanly.

Sometimes, as in college sailing or as stipulated by other sailing instructions, any general recall immediately implies the I Flag for the next sequence if it had not been flown previously. As such, the RC does not necessarily have to fly the I if it is unavailable. Still, such stipulations are almost always written out explicitly for a given event and are often accompanied by a verbal announcement as a courtesy.

Still, outside some usages of the AP or N Flags to abandon or delay starts already in sequence, these are all the flags that deal with general housekeeping and the starting sequence.

While Underway

While the starting flags are by far the most complicated of the flag rules, there are still other flags to keep track of while racing. The first among these are...

Course Change Flags

Although course changes are relatively rare, race committees often pull them out when conditions change substantially during races or if there has been a problem with one of the marks.

When wind or time constraints require, the race committee may send an official to any mark of the course that no boat has yet rounded and have it raise the S Flag along with two sounds. This indicates that the fleet shall finish at that mark, cutting off the race earlier than written in the sailing instructions.

In the case of any other change to the course, such as a minor adjustment to the angle or distance of an upcoming leg, a race committee boat will go to the preceding mark and raise the C Flag along with repeated sounds.

This is sometimes accompanied by a Red Square or a Green Triangle to indicate that the mark has been moved to port or starboard respectively. Although during less formal events, you can change the positions of any marks so long as there are no competitors currently sailing on that leg of the course, it is considered poor form if at all possible to inform competitors, particularly in longer races. Sailors make decisions based on the position of the marks, and if this has been changed without them noticing, that can drastically affect the outcomes of strategic decisions, so in large competitions the C Flag is a must.

If, meanwhile, something odd has happened to a mark of the course, any official boat may fly the M Flag with repeated signals. This serves to inform the competitors that they have become a replacement for the missing mark. This is relatively uncommon, but anchors do occasionally snap on marks, so it is always good to have a support boat with the M if possible.

Finally, as mentioned before, if conditions have deteriorated to the point that a race is considered no longer possible, due to lack of wind, fear of foul weather, or some form of interference -- I’ve seen it happen because cruise ships wanted to pass through a dinghy course, and you don’t say no to them -- the race committee may abandon the race using the N Flag. Still, this flag is relatively rare as you will often see the AP in its place for convenience, as they are functionally similar.

Miscellaneous Flags

While we have covered the bulk of the flags necessary for racing at any level, there are a few more flags from across different disciplines and classes that are worth mentioning, if only to let you in on these quirky parts of the racing world! This starts with what one could reasonably call…

The Cheating Flag

Calling the O Flag the cheating flag is certainly a bit of a misnomer. The O Flag does, however, suspend Rule 42 of the Racing Rules of Sailing. Rule 42 is particularly notorious, as it bans pumping, rocking, ooching, sculling, and excessive maneuvering, all of which are methods to make your boat go substantially faster. While Rule 42 is worth an article in and of itself, the larger point is that it is meant to keep anyone from gaining an unfair advantage over their competitors.

Certain competitive classes, however, including the Olympic class 470s and Finns and many of the new foiling fleets, allow competitors to ignore Rule 42 in certain conditions, typically in heavy breezes that are referred to as ‘planing’ conditions. There are differences across the classes, but whenever it is allowed and the RC flies the O Flag, Rule 42 is switched off and competitors can ooch, pump, rock, and tack their boats all around the racecourse. This allows for a much more physical style of sailing and is a rule that many different classes and sectors of sailing are beginning to consider.

If conditions no longer meet the threshold for that class’s rules regarding suspension of Rule 42, an official boat will raise the R Flag at some point during the race. They can only do so at a mark of the course so that it is fair to all the competitors throughout the fleet. This is relatively rare, and is normally done between races, but is still a key part of the O Flag rule.

Judge and Umpire Flags

On the topic of Rule 42, there are certain fouls in sailing that can be actively enforced on the water by judges or umpires, depending on the context.

Rule 42 is enforced by judges with a Yellow Flag, which they will point at an offending boat along with a sound signal and a direct sail number hail. That boat may clear themselves from their first Yellow Flag by taking their two-turn penalty, but, unless otherwise noted in the sailing instructions, any subsequent violation can entail disqualification.

Finally, certain levels of modern match and team racing, with the addition of high-performance racing like SailGP, have full on-the-water umpires who actively follow the racing to make calls on fouls and other plays. While this is not the spot to go through the intricacies of team and match race calls, the basic gist is as follows.

In any interaction, any boat involved in the race may call in the umpires if they believe that their opponent has fouled them. If the opponent clears themselves quickly, essentially admitting fault, the umpires will not get involved. If no boats clear themselves, the umpire has to make a call on whether there has been a foul. If they determine that the maneuvers were clean, they will make one sound and fly a Green Flag, thus exonerating all boats in the interaction. If they determine there was a foul, they will fly a Red Flag with a singular sound and hail the offending boat.

Beyond that, if a boat is found to have broken a rule not related to an interaction, the umpires may come in and fly the Red Flag without being directly invited into the situation. Further, if a boat is found to be in violation of sportsmanship or refuses to take a penalty as assessed by an umpire, the umpire may fly a Black Flag, disqualifying them from the race.

While there are differences at each event and in each discipline, these general guidelines are followed in most umpired races, with specific flags used at various events, generally depending on availability.

With that, we have made it from land, through the start, a few general recalls, all the way to umpire flags! I hope this has helped you get a grasp of the various flags used across sailing. While this has not scratched the specifics of the various alterations made for kiteboards and windsurfers, nor some of the annoyances of protest flags and more, we have gone through the bulk of regularly used race committee and umpire signals.

The ‘Wear Your Life Jacket!’ Flag

Finally, we have a safety flag. At big boat regattas, the race committee may, if it chooses, fly the Y Flag at any point prior to a start to inform competitors that they must wear personal floatation devices, which is not always strictly necessary.

The Most Important Flag

While I wish I could tell you that everyone uses their flags properly and accompanies them with the proper timing and sound signals, that is far from the truth. Everyone’s flag set is slightly incomplete or out of date, and invariably there is going to be a miscommunication somewhere, where the race committee forgets to put the I Flag up but really should have; I’ve certainly done that a time or two. Still, there’s nothing quite like being on the water, so, despite the endless mutual griping between racers and their race committees, hopefully everyone comes back to shore flying the ‘Happy Flag.’

Happy sailing!

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Gabriel Hannon

I have been sailing since I was 7 years old. Since then I've been a US sailing certified instructor for over 8 years, raced at every level of one-design and college sailing in fleet, team, and match racing, and love sharing my knowledge of sailing with others!

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Racing Terms: Glossary for Newer Sailors

If you didn’t grow up sailing, how long did it take you to figure out what sailors mean when they say “put the bow down?” After hearing from newer sailors that the language of racing is hard to decipher, we decided to create a glossary of racing terms and phrases.

We chose racing terms and phrases that are likely to be obscure to newer sailors. To keep the list manageable, we did not include basic sailing terms, words defined in the racing rules, or racing terms applicable to big boats.

Our list is generally organized alphabetically, with a few related terms clustered.

Racing Terms and Phrases for Newer Sailors

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Sailing Terms from L-36.com – comprehensive list of terms, not limited to racing terms Nautical Language – Expressions from Our Seafaring Roots – not limited to racing terms

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How to Start a Sailing Race Effectively

By: Zeke Quezada, ASA American Sailing , North U

My journey to becoming a sailboat racer is evolving. In the past few months, I have become acquainted with racing terms, phrases and the sailboat racing rules. I have begun browsing clinics, seminars, and webinars in American Sailing’s North U curriculum. I sailed out on a Wednesday night to watch the local racers get started on their weekly races. Shockingly, I have even begun to play with trimming the sails!

I have evolved. 

I see other boats in the marina and have an internal conversation about how I would beat them in an imaginary race. Geometry, weather prediction, and my boat’s performance are no longer taken into consideration just to get me back to the dock before happy hour ends. I am now trying to become an efficient sailor.

Could my first race be on the horizon?

Let’s let out the main for a moment and slow this thing down. I need more knowledge. I need to know how to start a sailing race.

Starting Tactics for Sailboat Racers

When it comes to racing, mastering effective starting tactics is crucial for a successful race. However, it’s important to recognize that starting tactics can vary depending on factors such as the specific race, wind conditions, and the rules of the event. It’s a dynamic aspect of sailing that requires adaptability and strategy.

The Value of Observation

One valuable approach to improving your starting techniques is observing other sailors. By attentively watching experienced sailors in action, you can gain insights into their strategies and learn from their successes and mistakes. This observational learning can provide valuable knowledge and inspiration for refining your own starting tactics.

Gain Crewing Experience

Gaining practical experience through regular practice and participation in races is key to honing your starting skills. Each race presents a unique set of challenges and conditions, allowing you to test and develop your techniques. Learning from your own experiences, analyzing what works well for you, and making adjustments along the way will contribute to your growth as a competitive sailor.

Embrace the Process

Starting a race effectively is a skill that evolves over time. Embrace the learning process, stay open to new strategies, and continue to refine your starting tactics based on the dynamic nature of each race you encounter.

Six Ways to Improve Race Starts

Starting a race effectively can significantly impact your results. Here are six ways to improve your starts as instructed by Bill Gladstone of North U. 

• Starts are chaos. If you’ve never been on a starting line before it is hard to prepare yourself for the seeming chaos that is a sailboat racing start. You’ll also need to get used to how crowded and close-quartered the line can be. Maneuvering within a few feet of other boats is an everyday occurrence for racing sailors and takes some getting used to.
• You need to have a plan. To make order out of the chaos you need to have a starting plan – and then you need to be ready to improvise on that plan as circumstances dictate. There are some standard approach plans – reach and reach, port tack approach, half speed – and positioning plans to choose from. Have a plan and share it. The whole team should know what the plan is. Do a dress rehearsal. It won’t be the same as the real thing but will give you a baseline to work from.
• Teamwork and efficient communications are key. There’s no time for explanations and discussion. Things happen fast. For example, we are always ready to tack; there’s no, “Ready about, Hard-a-lee.” It’s just, “Tacking.” Efficiently communicating the position and behavior of rival boats with clear simple terms is critical. Time is short. 
• Don’t be late. It takes practice (and teamwork) to accelerate to full speed and hit the line on time – even when sailing alone. In the crowds and chaos of a start it is trickier still. Set up early and push to the line. If you are early you can waste time by oversteering to sail extra distance; but once you are late, you are late.
• Avoid crowds. You’ll hear plenty about starting at the favored end and all that. True enough. But more important is keeping clear enough of crowds that you can sail your boat and hit the line on time and at full speed. It doesn’t matter so much where you are on the line. Sail your boat and hit the line on time and at full speed.
• BONUS item: Clear Air. To sail full speed you need to be in clear air – clear of crowds. But wait – there’s more: Surprisingly, for an upwind start – and most starts are upwind – you should position yourself so there is plenty of room to leeward, under your jib. Having a boat close to windward is much less of a problem.  Preserving room under (to leeward) of your bow will allow you to sail full speed coming off the line. 

Once you are off the line, at full speed, in clear air, then you are racing… And most races are decided by speed. You’ve got to be fast to win. That’s a topic for another day.

If you encounter a boat in your marina starting and stopping and generally looking confused, that might be me. I am working on taking some of Bill’s advice, and will soon no longer be a spectator. Instead, I will be a racer!

Ready to get in the race? Take a look at this North U course on Racing Tactics .

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Sailing Race Starts

Sailing race start system by dan zwerg, sailing race starts free.

Sailing Race Starts is the ultimate yacht racing starting system. It provides the sound signals to start races and voice countdowns for use on the racing yacht. The Free version contains a limited set of features and options; the Pro version has them all.

Sailing Race Starts works especially well on phones and tablets, and has many features! Here are some of them: 5-minute RRS Rule 26 horn starts, 5-minute RRS Rule 26 gun starts, 3-minute ISSA starts (high school), 3-minute ICSA starts (collegiate), 5-minute voice starts, 5-minute match racing starts, 3-minute voice starts, ISSA 2-minute and 1-minute starts (for practice), ICSA 2-minute and 1 minute starts (for practice), selectable heads-up sound, selectable heads-up time, rolling starts, individual recall, general recall, postpone up, general recall/postpone down, abandon, exact time race began, countdown timer continues in the negative after start to measure time after start and race duration, sound pad for finish sounds (beep and whistle) and all other other needed sounds, quick user presets, and visual cues for flags. All ISAF Racing Rules of Sailing race signals are shown and explained. Voice countdowns include an additional synchronize function.

Sailing Race Starts is the latest development of Dan Zwerg’s proven start system. Dan Zwerg created the sounds and created the program to play the sounds. He is the Director of Technology and coaches sailing at St. Stanislaus College. His experience and passion for sailing in combination with his technology skills led him to put this project together.

You can use this app to start races, of course. Just connect your device to a loudspeaker system via wire or Bluetooth and you are all set. High school and college students can use an Android device and headphones to practice starts over and over. During an actual race, you can play a voice start on your boat synchronized to your race committee’s sound signals. It will count down the time verbally, freeing up a crew member to do more important things. A race committee that is determined to produce sounds manually can use it as an accurate visual and audio timer with beeps at all the right points to remind you to get ready with the flags.

This is a premium app built by an avid sailor, sailing team coach, and race official. You will love it.

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TEAMS ON THE BRINK ON DAY THREE OF THE LOUIS VUITTON CUP SEMI-FINALS

For two of the most famous yacht clubs in the world, both with winning histories in the America’s Cup, today could see the end of their representative team’s challenges by two clubs that have never won the Cup.

The Société Nautique de Genève, that won the Cup in 2003 and defended in 2007, and the New York Yacht Club that famously still holds the record for the longest winning sporting streak in sports history, having defended the trophy for 132 years, know that any defeat today and their challenges will be extinguished by the Royal Yacht Squadron and the Circolo della Vela Sicilia, respectively.

The teams, Alinghi Red Bull Racing and NYYC American Magic both stand on the brink of elimination at 4-0 down in this first-to-five series and, with no room for error, it’s a considerable challenge to stage a come back. That’s not to say that it hasn’t been done before or can’t be done this time – the America’s Cup has a tradition of noble fightbacks from the cliff-edge of elimination, but with INEOS Britannia and Luna Rossa Prada Pirelli both performing at a very high level, it’s a tough ask.

Mother Nature often has her say in sailing competitions and today the conditions look tricky. After a morning of bright sunshine with the wind draining off from the north, as the afternoon progresses the forecasters are suggesting a six to nine-knot southerly ‘Migjorn.’ Recent days have seen more, much more, than expected as the velocity of southerly airflow is dictated by a number of variables, including offshore wind patterns and the effects of the mistral to the north.

The Port Vell is a busy place at the moment with an armada of yachts of all sizes in harbour, matched by the crowds at the free-to-enter Fanzones at Bogatell and Plaça del Mar whilst the Official Race Village along the Moll de la Fusta has been thronged with engaged fans thoroughly enjoying the spectacle of the Louis Vuitton Cup on a daily basis.

CHECK BACK HERE FOR LIVE UPDATES FROM THE RACECOURSE STARTING AT 14:00 CET

Alinghi Red Bull Racing (Port Entry) vs. INEOS Britannia

Now or never for the Swiss, this is do-or-die as they stand on the brink of elimination. Lose and their campaign ends abruptly. Win and it’s game on. Conditions are light and tricky so both boats are on their biggest J1 jibs. After a short delay due to failing the wind-limit, the race got underway with both boats struggling to maintain flight and keeping a very notable distance between each other to avoid the effects of wing-wash.

On the lead back to the line, Britannia gybe on the face of Alinghi Red Bull Racing and set up to start to leeward, forcing the Swiss above the start line. As both boats ducked back behind the line for the final approaches at the port end, the pair wound up and the Swiss were called over the line by just 4 metres and the subsequent 75 metre get-behind penalty could be telling. Long race to come though, and plenty of jeopardy. Britannia holds the initial advantage and up the first windward leg it is all about pressure spotting and keeping manoeuvres to a minimum.

At the top gate, INEOS Britannia leads by 17 seconds and the Swiss split tactics initially down the first run, but at the first cross the British are ahead and gybe to cover. It’s close down this first run, and at the end both boats are sailing high angles to stay on the foils with the Swiss struggling to stay airborne. Britannia round the first leeward gate with the margin up to one minute and 10 seconds but on the first tack at the boundary, the British fall off the foils and the Swiss take full advantage, riding high on their foils through their first tack to seize the lead. The British manage to get up again before the right boundary but then fall off again through the tack. The Swiss build a lead out to over 500 metres as the Race Committee shortened the course legs to a distance of one nautical mile. By the second windward mark, Alinghi Red Bull Racing’s lead was up to a full leg ahead as the British fell off the foils again, copped a boundary penalty and look to be really struggling in the conditions.

For Alinghi Red Bull Racing, welcome news came over the headset that the Race Committee were shortening the course to just five legs but on the next gybe, with the leeward gate in sight, they fell off the foils themselves and now both boats are in displacement mode with the British struggling to get to the second windward mark.

Now it’s a race against the race time-limit of 45 minutes as the wind shuts down across the course with the Swiss less than a nautical mile from the finish. Slowly they ghosted up the final windward leg, sailing super-wide angles to try and build speed. It was looking touch & go as to whether the sailors could will ‘BoatOne’ across the line within the time-limit, but in the final quarter the zephyrs filtered down just enough and the Swiss have a lifeline. It’s 4-1 in this side of the Louis Vuitton Cup Semi-Final.   

Alinghi Red Bull Racing bt. INEOS Britannia INEOS Britannia lead 4-1

NYYC American Magic (Port Entry) vs. Luna Rossa Prada Pirelli

After a short delay for the wind to build in, racing got underway with Magic entering the pre-start box bang on cue to make the cross but both boats are being super-careful to avoid wing-wash and keeping a wide separation.

On the lead back to the line, Magic goes very early and attempts to catch the Italians on a port/starboard which is avoided and at the start both boats dip in from the windward side of the the line with Luna Rossa to windward. Immediately Luna Rossa goes into a high mode with more speed and all the pressure is on Magic on the drag race to the boundary.

Both boats tack in sync but it’s the Italians with the crucial boat position to windward and Magic losing ground before being forced to tack mid-course to clear their wind. Italy and ignores the move and heads straight to the port layline whilst Magic sets up on the starboard layline. The delta is 17 seconds to Luna Rossa and Magic split the tactics downwind. As the boats come together mid-course, neither boat has gained or lost and the helms are looking for the pressure patches further down the course.

Luna Rossa executes the downwind well, keeping manoeuvres to a minimum and rounds with the lead still at 17 seconds. Crucially Magic splits the course and heads right initially on the second upwind which brings them back in contention as they come back on starboard tack and force Luna Rossa to make a huge dip to avoid, during which the Italians get a penalty for a boat boundary infringement that is easily washed off as the boats split sides of the course.

It’s all about the pressure up at the top end of the course now and again there’s a port/starboard incident with Italy getting another penalty for crossing too close ahead. Again the penalty is expunged easily, but at the top mark Magic has the lead with a three second advantage whilst Luna Rossa raises a protest for another close port/starboard incident in the final approaches to the gate. No penalty.

Thrilling race, downwind at the first cross, Magic holds the starboard advantage and cross ahead but give the right side up to the Italians as both boats go to either side of the course before coming back for another cross. This time, Magic has gained a boatlength and crosses ahead to get to the right for the final approaches on the port layline.

Luna Rossa come inside at the same starboard marker attempting to force an incident within the two-boat circle around the buoy and it’s a call that simply doesn’t work. American Magic take the appropriate avoiding action and sail around the outside as the Italians fall off the foils. In these conditions and on a boundary course it becomes almost impossible for Luna Rossa to build speed to re-attain flight and Magic builds an impressive lead of well over 1500 metres. All American Magic have to do is stay on the foils and this race is theirs.

Down the final run, Tom Slingsby and Lucas Calabrese make no mistakes, converting the opportunity with great flight control from Andrew Campbell and Mike Menninger, scoring a brilliant win to keep their Louis Vuitton Cup semi-final hopes alive and take the scoreline to 4-1. This has been coming for a while. Great execution by NYYC American Magic.

NYYC American Magic bt. Luna Rossa Prada Pirelli  Luna Rossa Prada Pirelli 4-1

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