May deem expedient, such as to have the topgallant clew-lines led along, and keep a bright lookout ahead.Except when making such inspections, or when obliged to satisfy himself personally of any fact, the officer of the deck should make it a rule to stay at his proper station, on the bridge or horse-block. After the mustering of the watch it is well to make a rapid survey of the deck, to see that the yards and sheets are properly trimmed, weather lifts and weather braces taut lights burning brightly, lookouts properly stationed, and to give any cautionary orders to the officer of the forecastle he In the meanwhile he “passes the course” to the man at the wheel, looks at the compass if going free or under steam, or at the sails if “full and by,” and this he should frequently repeat during the watch. Having received all the orders, information, &c., he will, on the watch being reported up, and the wheel and lookouts relieved, “relieve the watch,” and have the watch on deck mustered. Ten minutes is the usual time allowed for him to reach the deck. Let it be supposed that an officer is called at 3:50 A.M. An outline of the daily routine at sea will be found in the internal rules and regulations of the ship, but a few minor details may be here mentioned. The chafing gear will now be put on, the boats topped up and secured, and the studding-sail gear will be rove, if not done before leaving port. On piping down from getting under way the first lieutenant turns the deck over to the officer having the watch, who is at once to acquaint himself with the position of the ship, her condition, and all orders remaining to be executed.īefore losing sight of the land, the navigator takes the departure, puts over the patent log and sets the course, when the officer of the deck will commence heaving the log and marking the log-book. If the vessel be under sail alone, the anchors and chains are kept ready for use until a good offing is made. Dry and stow away everything used in getting under way. The chains after being cleaned are paid below. If the chains are not unbent the hawse-pipes are closed by means of jackasses (canvas bags stuffed with oakum). What is a Cunningham and how to use one.On getting clear of the harbor, the first lieutenant causes everything about the decks to be secured for sea the boatswain, upon receiving the order, secures the anchors, and, if a long passage is anticipated, the chains are unbent and the hawse-bucklers put in.This will prevent the foot becoming stretched and extend the sail’s useful working life. Remember to ease off the outhaul when you have flaked the sail at the end of the day.When adjusting the outhaul always make sure to depower the mainsail so as to not overstress the outhaul and inboom mechanism.It is useful to think like this as the reefing lines run parallel with the outhaul and when they are used they effectively replace the outhaul. Some instructors might refer to the outhaul as reef zero. We would generally ease the outhaul when bearing away and sailing ‘off the wind’. We can then move that draft forward or aft by using halyard tension. We might also do this, in combination with sheeting on the main hard and dropping it down the traveller, if we wanted to flatten and de-power the mainsail and we didn’t want to reef.Įasing off the outhaul creates a deeper belly (or draft) which increases lift (but also drag). We would usually do this in calmer water where we are in a higher gear looking for better speed and less drag. Putting on more outhaul means grinding on more outhaul tension. We check sail trim by examining the sail ‘ telltales. As we do this we are usually reducing draft and sheeting on. We do this by accelerating using maximum lift (using a deeper draft and less sheet) and then by ‘changing up gears’ to get faster still. When trimming on a beam reach or upwind, we are trying to improve boat speed. We use the outhaul in conjunction with the vang, main halyard tension, sheet and traveller position to change the shape of the mainsail to best trim it for specific AWA (Apparent Wind Angles) and AWS ( Apparent Wind Speed). The outhaul, when pulled tight, pulls the foot tight across the length of the boom and in doing so it helps to flatten the sail, especially the foot, thus increasing cord length and reducing draft. The outhaul runs through the length of the boom and the boom is controlled by the mainsheet and the vang / kicker. The clew outhaul connects to the clew of the mainsail.
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