Spring Race #4

Wind was light and shifty from the SW between 5 and 10 knots.  Current was starting to ebb around the start time.  Skies were clear.  Course was from H to 24 to D to H.

For the fourth time in a row, the early forecast called for bad weather.  Continuing the streak, the weather turned out to be great.  When we left the harbor, we put the sails up and immediately noticed the 30-40 degree shifts happening on the west side of the river.  The wind was from the southwest and the puffs would roll in from a west direction. 

We checked out the current on 26 and were surprised to still see a flood at 17:30. The current table we usually use said the current would change at 17:15.  Around 17:50, we sailed by 24 and still saw a light flood.  I will have to remember that the channel does not change current for at least 40 minutes after the table says it will.  By the time the race started and we got back to 24 around 18:40, the current was in a good ebb by then.

The start was crazy.  The starboard end was heavily favored.  This made the fleet converge up there. In the A&B start, a C boat was crossing the line with 30 second to go on port.  Not sure why they were there, but when I saw them tack onto starboard my heart sank.  Then I saw the jib was not released, so the jib back-winded and the boat spun to leeward and hit another boat.  This incident made me very cautious going into our start.  

When our start was approaching, I saw the typical barging boats coming in.  This time there were at least four boats barging into the start.  We were set to start inside A-Train, but sailed to leeward at the last second since the bargers were unaware of how to start and I knew they would not move for anyone.  We then reached down the line and let A-Train get screwed by all the bargers that were not aware of their lack of rights.  One of the bargers was sailing down onto us and I hailed for him to change course higher.  This hail was not welcome, but I was still reaching and wanted to sail higher, but the closing gap was not enough for me to make a good course alteration.  In the end, we were able to maintain clear air while A-Train got caught up with the barging boats and lost 6-7 boat-lengths through no fault of her own.  These types of starts are crazy and it is why I wrote a long blog on barging.

Once clear of the mess, we sailed up the course nicely.  We then hit a really bad wind change during a tack near 24.  This put us back to the next boat in the fleet.  As we approached 24, we were on port fetching the mark.  A-Train was approaching the mark on starboard.  I originally thought it best to duck A-Train's stern at the mark and be the inside boat.  I then decided that the rules with tacking near the mark may not be clear and I did not want to put myself between A-Train and a government mark.

As we got closer, I made sure A-Train had enough room to tack at the mark inside of us.  We were on a collision course, but I knew his proper course was to round the mark.  What I did not put together in this moment was that rule 18 did not apply.  Yes, we are rounding a mark that we are fetching, but rule 18.1 turns off if boats are on opposite tacks heading to windward.  Here are the rules that applied.

10 ON OPPOSITE TACKS
When boats are on opposite tacks, a port-tack boat shall keep clear of a starboard-tack boat.

18 MARK-ROOM
18.1 When Rule 18 Applies
Rule 18 applies between boats when they are required to leave a mark on the same side and at least one of them is in the zone.
However, it does not apply
(a) between boats on opposite tacks on a beat to windward,
(b) between boats on opposite tacks when the proper course at the mark for one but not both of them is to tack,
(c) between a boat approaching a mark and one leaving it, or
(d) if the mark is a continuing obstruction, in which case rule 19 applies.

While I was thinking of 18.2 and 18.3, I forgot that 18.1(a) turns off 18.  We were two boats on opposite tacks on a beat to windward.  Even if I were no longer beating, 18.1(b) clearly means the rule is turned off.  We broke rule 10, so we fouled.

I did not realize this on the course.  I continued to sail and made no penalty turns.  Once we got to pizza night, I talked to Bert and still was not clear on the rules.  I downloaded a racing rules app (very cool) and was able to quickly realize that 18.1(a) meant that we were wrong.  Luckily the sailing instructions allow a penalty even after racing is done, so I emailed the RM the next day to accept a penalty.  The only other option would have been to withdraw.

I only accepted the penalty because I write this blog about rules.  It would be hypocritical to break the rules, no matter how little other people follow them.  This is the rule I could not get around:

BASIC PRINCIPLES
SPORTSMANSHIP AND THE RULES
Competitors in the sport of sailing are governed by a body of rules that they are expected to follow and enforce. A fundamental principle of sportsmanship is that when competitors break a rule they will promptly take a penalty, which may be to retire.

As soon as I realized I had broken a rule, I took my penalty.  End of story on that.  There was a lot of confusion at the mark in both divisions, so I will try to add a special section on starboard windward roundings in the future.  Don't hold your breath.  The one on barging took about a year to write.

Our downwind leg was tense.  We had two boats threatening to take our breeze and one off to the south that seemed to be in a better breeze.  Luckily we stayed ahead into D and rounded to finish ahead of the other boats.  We ended up with a first on the water which got knocked down to a second after the penalty was applied.

The RM did a good job.  Pizza night was nice and we still got to catch the sunset.

First Day Out

Nice Southerly afternoon breeze. Temps 50-60. Partly Cloudy.  Current running out.

I decided to take the day off and head up to the boat for some work.  The boat splashed last Friday and a week had gone by since I went up that night and checked the lines.  I was looking forward to getting the boat ready to sail again.

I packed up in the morning and drove to Haverstraw.  If was the first day of the boat show and everyone was setting up.  I arrived on the boat and immediately went to work on the engine.  I take my time getting the engine ready.  I am really anal about the engine, but the boat has turned over in under 2 seconds for the last three years.  Here is the routine:

1. Hookup shore power and begin to charge the battery.  The charge was good, so I started at a trickle.
2. Plug in a portable heater and blow hot air into the engine compartment.  A warm engine starts with less effort.
3. For the next hour or two, I work on the topsides.  More on that later.
4. After the engine is warm I disconnect the heater.  I also bring the charge on the battery from 2 amps to 10 amps.  This will leave the battery at peak voltage before turning the engine over.
5. Now I work on the engine.  This year I did not have to replace the impeller.  Next year I will.
6. I open the sea cock for the raw water.
7. I open the compression levers at the top of the engine and spin it a dozen times or so.  This helps move the oil around the pistons and stuff.  (Don't know much about engines)  Then I close the levers.  Very important.
8. I check the oil to make sure water has not made it too high. 
9. I tighten the belts.  I used a car device for belt tightening.  It fits on the belt area and is much easier and safer than using a screw driver to torque it.  This is a tough tool to find.  I highly recommend ordering one.  It may save your belts.  Click here to view.
10. I make sure the diesel is in the secondary filter.  I unscrew the top screw and pump the fuel manually until some comes out.  In the video below, you can see the oil rag I left around it in the top left.  I had to replace a washer since diesel leaked.  I had the replacement on hand.  It is helpful to keep the heavily used engine parts in a kit.
11. I unhook the charge on the battery.
12. Finally, I go topsides and turn the engine over.  It should start right away.  If not, do not turn for more than 10 seconds as you may flood the engine with raw water.
13. I check the exhaust for color and to make sure the water is going through.

Now I let the engine run while I work on other stuff.  After 15 or 20 minutes, I kill it and check the oil level.

While the engine was being heated, I took care of the following:

1. Hook up main and lazy jacks.
2. Hoist and roll jib.
3. Clean compartments and fill with crap.
4. Put speedo into the water.
5. Empty bilge.
6. etc.

Now it was time to go out on the river and give the engine a nice little run.  I motored out past the breakwater and the wind was dead.  One other boat was out floating.  The current was ebbing over a knot, so I unfurled the jib and had just enough breeze to stay put in the current.  I cracked a beer and decided I would go back in and clean the topsides. 

A moment later, I looked to the south and saw the sea breeze working up river.  I scurried about to get the main up before the breeze hit.  It came in at 10 knots steady.  I was now sailing upwind at 5 knots.  It was perfect.  My work day had ended and sailing would occupy my time for the next three hours.  The wind eventually freshened to a perfect 10-14 knots from the south.  I blast reached across the river a few times.  It was nice to see all the familiar spots again.  It was a great feeling to have the boat sailing after the long winter.

Looks like red 26 outside the harbor was replaced.  Notice the lack of seagull shit.

After a while I reluctantly docked the boat and headed home.  It was a great day.  The morning was calm and cool.  Perfect working conditions.  The afternoon was breezy and the perfect excuse to blow off the rest of the work and sail.  I was very happy to get out for the unexpected sea breeze.  Hopefully it will be the beginning of a great season on the water.