Displaying items by tag: J109
As Afloat readers will know, the Storm crew who hail from Rush in North County Dublin opted to defend their 2018 Kip title instead of racing closer to home at the J109 Eastern Championships on Dublin Bay.
Animal took four wins to produce a convincing victory in the ten-boat fleet on four nett points with Kelly's Storm second on ten points, some five points clear of the Scottish J109 Blue Jay.
Full results are here.
Following the Royal Western Yacht Club hosted event, the next big event in the Irish Sea is, of course, the Scottish Series at Tarbert in a fortnight where a bigger than normal Irish fleet is expected. Storm is also the Scottish Series RC35 class winner so will face Animal again in two weeks time.
After a mix of coastal and inshore races, Tim and Richard Goodbody's White Mischief of the Royal Irish lived up to her pre-championship billing as favourite and won the J109 Eastern title but only after a tie-break on Dublin Bay this afternoon.
The ten boat fleet sailed three thrilling windward-leeward races today in a perfect 15-knot southerly breeze. It followed a DBSC coastal race on Saturday, results are here.
Second overall at the National Yacht Club hosted event was the Dun Laoghaire Club's own Jalapeno (P Barrington, W Despard and B O'Sullivan)
Points were so close at the top of the fleet that third and fourth place was also separated by the tie break rule with Royal Irish's Andrew Craig Chimaera third and Brian Hall's Something Else fourth.
It was the first event for Richard Colwell and John Murphy in their new acquisition Outrajeous from Howth Yacht Club and they finished fifth.
Full results are below
2019 J109 Eastern Championships Results
|1242||RIYC||R & T Goodbody||3.0||1.0||(11.0 DNF)||1.0||16.0||5.0|
|5109||NYC||P Barrington, W Despard, B O Sullivan||1.0||2.0||2.0||(5.0)||10.0||5.0|
|2160||RIYC||A Craig||4.0||4.0||1.0||(11.0 DNF)||20.0||9.0|
|29213||NYC||B & J Hall||2.0||(7.0)||4.0||3.0||16.0||9.0|
|19109||HYC||R Colwell & J Murphy||(11.0 DNF)||3.0||6.0||2.0||22.0||11.0|
|1095||RORC/HYC/RIYC||DP Partners||8.0||5.0||7.0||(11.0 DNF)||31.0||20.0|
|1383||NYC||T,B,W, A & P Shanahan||7.0||9.0||(11.0 DNF)||11.0 DNC||38.0||27.0|
|1129||RIYC||M Monaghan & J Kelly||9.0||(11.0 DNC)||11.0 DNC||11.0 DNC||42.0||31.0|
The J109 East Coast Championship this weekend at the National Yacht Club on Dublin Bay comprises a coastal race on Saturday and three windward/leeward races on Sunday under international race officer Con Murphy.
2018 winner Andrew Algeo has moved on to a J99 but there will still be a strong fleet in this very competitive class and you can expect top Dun Laoghaire boat, Tim Goodbody’s White Mischief from the Royal Irish is expected to lead the charge but look out also for Goodbody's clubmate and J109 class captain Andrew Craig’s Chimaera.
From the host club, the Hall father and son team in Something Else, and Paul Barrington’s team in Jalapeno will also be in the mix.
Offshore specialists, the Shanahans in Ruth, also from NYC, are likely to feature as leading contenders in the coastal race while the event will be the first outing for Richard Colwell and John Murphy in their new acquisition Outrajeous.
At the recent Howth spring warmer weekend, where Outrajeous came up against J109’s Storm and Indian in a three-race series, Outrajeous came out ahead of both. In that event, Class 2 was included with Class 1 and Nigel Biggs Half tonner, Checkmate won overall with Outrajeous second. Storm finished 4th and Indian 5th overall. results are here.
North Sails Ireland, Bushmills and Porterhouse continue their generous support for the Irish J109 class.
J109 National Champion Andrew Algeo of the Royal Irish Yacht Club will have his first regatta in his new J99, Juggerknot II (IRL3990) at Spi Ouest Regatta, this Friday, and it looks like the fleet of 436 boats gathering at La Trinite Sur Mer, will be the biggest in six years.
A very interesting class IRC B line up means the Irish boat will meet stiff competition from the get-go. Afloat reported on the arrival of the new J99 into Dublin in January.
A J99 sistership will be also competing in La Trinite. Called J Lance 14 she is sailed by French pro–sailor Didier Le Moal, so there's going to be plenty of pacing opportunities for the new Irish marque that has a summer of Irish-based regattas awaiting her.
Here is the full class line up at Spi-Ouest with boat types and TCCs also listed:
IRC B - Spi Ouest
|124||AD HOC||FRA44058||Jf. Cheriaux||C N LORIENT||JPK 10.10||1.0010|
|211||ANAVEL||FRA43914||H. Cardon||Y C CARNAC||JPK 10.10||1.0050|
|127||APLYSIA 3||43918||C. Faure||SUN FAST 3200||1.0000|
|146||CAVOK||FRA53119||P. Gach||Y C CROUESTY ARZON||POGO 30||1.0450|
|149||CLIFDEN||FRA44059||F. Jooris||Y C TRINITE||SUN FAST 3200||0.9950|
|199||CRESCENDO||FRA39098||P. Sauzieres||S N TRINITE S/MER||JPK 10.10||1.0000|
|284||DELNIC||FRA9210||B. Rousselin||S N TRINITE S/MER||JPK 10.10||1.0040|
|221||EDM SERVICE||FRA39201||B. Daniels||S R ROCHELAISES||SUN FAST 3200||0.9940|
|355||ENEDIS||FRA44737||J. Rigalleau||SNSablais||SUN FAST 3200||1.0000|
|332||EXETERA||FRA21859||A. Rougeulle||S N TRINITE S/MER||X 36S||0.9990|
|181||FOGGY DEW||FRA37310||N. Racine||S N P H||jpk 10.10||0.9990|
|135||HAKUNA MATATA||35914||Jf. Nouel||C N PORNIC||SUN FAST 3200||1.0000|
|158||HEY JUDE||FRA9624||P. Girardin||S N TRINITE S/MER||J 120||1.0400|
|192||IOALLA||FRA1382||G. Prietz/Y. Le Trequesser||S N TRINITE S/MER||X 382||1.0140|
|394||J LANCE 14||FRA53145||D. Le Moal||S R ROCHELAISES||J 99||2.0000|
|171||JACKPOT||9679||H. Mehu||S N TRINITE S/MER||J 109||1.0040|
|136||JIBOULIX||25577||Jb. Prot||S N TRINITE S/MER||X362S||1.0060|
|137||JUGGERKNOT 2||IRL3990||A. Algeo||J 99||1.0170|
|410||LEMANCELLO||FRA43904||Fx. Mahon||C N FERRET||SUN FAST 3200||0.9930|
|138||LINGOBJECTS||FRA9804||B. Le Marec||S R ROCHELAISES||OFCET 32||1.0120|
|139||MUSIX||FRA43893||P. Baetz||S N TRINITE S/MER||J 122E||1.0430|
|183||PEN KOENT||FRA53160||E. Le Men||Y C VAL ANDRE||FIRST 40.7||1.0410|
|141||RACING BEE 2||FRA43933||Lm. Dussere||JPK 10.80||1.0420|
|314||REALAX||FRA21706||Jy. Le Goff||S N TRINITE S/MER||A 35||1.0210|
|125||TIP||FRA39430||G. Pages||YC LA GRANDE MOTTE||SUN FAST 3600||1.0520|
|151||VALORIS&BENEFITS||FRA43673||J. Bouic||S R ROCHELAISES||A 35|
Didier's previous very successful boat was another J Lance, a J112e which won both the IRC Europeans and IRC Worlds last year.
Other interesting boats in the class will be a J112e, Musik, a very well sailed Beneteau 40.7 Pen Koent, a number of A35s, a number of JPK 10.10s, Jpk 10.80s and Jeanneau sunfast 3200s. These three last designs will perform well if the conditions turn out strong, but will not be great if conditions are light and the long range forecast looks light.
Algeo previewed his new J99 for Afloat in January here and he gave one of the reasons for downsizing to the newer but smaller J model as local crew availability.
On board for Algeo's maiden sail in France as part of the Irish crew is North Sails Ireland's, Nigel Young.
The J99 type has been sailed recently under IRC at the Warsash Spring series and so far the IRC optimised J109s are still holding sway. Unfortunately, there won’t be many tricked up J109s at Spi Ouest to see how they go. Unlike the Warsash J99, both J99s that will be sailing in La Trinite will be using Symmetric Configurations (with spinnaker poles) as against the sprit asymmetric configuration of the Warsash J99.
From a Dublin Bay and also a national perspective, it will be interesting to see how she goes.
Symmetric v Asymmetric Spinnakers
Another J109 in Ireland, the new Outrageous of Richard Colwell and John Murphy launches this week complete with a symmetric configuration, with the ability to change to asymmetric, if she wishes. Pat Kelly's J109 Celtic Cup champion Storm changed over to symmetric in 2017 too with well-documented success in the Scottish Series. The all-conquering J112e, J Lance, mentioned above, is also a symmetric setup.
Generally, it is thought that windward leeward events, especially in medium to strong winds suit boats with poles, whereas offshore likely would suit sprit boats.
It was while crossing the Atlantic on the Sail Training Brigantine Asgard II during a celestial navigation module of his Naval Service education in 1999 that Barry Byrne had something of an epiphany writes W M Nixon. He’d been introduced to sailing through the welcoming approach of Wicklow Sailing Club in his home town. This led on to joining the Naval Service after he left school.
The thought of transferring to the Army had arisen. Yet it took a long voyage on Asgard II to make the decision for him. His enjoyment of it gave him back his love of sailing and he considered that maybe a career at sea might not be conducive to continuing sailing as a sport.
Thus he changed course, transferring to the Army and a successful career in which he has specialized in technology and served with the UN in peacekeeping missions throughout the world, rising to the rank of Commandant.
In sailing, Barry and his team in the 704-mile Volvo Round Ireland Race 2018 won the Corinthian Class and placed second overall, and then went on to successfully defend the highly competitive Beaufort Cup in Cork Week just two weeks later.
Currently doing an intensive Masters degree in Leadership and Management in the military Staff College at The Curragh, he reflects on how military principles served his team well during last year’s sailing campaign.
While many top sailors achieve success by using proven business administration and motivational means, Commandant Byrne shares the ways in which the success of the J/109 Joker II and her crew might stand up to classic military analysis. He sets the scene:
“Half of the team that competed in the Round Ireland (June 30th) and Cork Week/Beaufort Cup (starting July 16th) had never sailed together before. Like many of us, I had just returned from overseas service with the United Nations in February. We had very little time to put together a campaign aimed at winning two of Ireland’s premier competitions. For this, we used military principles.
Plans are nothing, but planning is everything
General Dwight D Eisenhower is credited with this statement. The point here is that no plan survives first contact with the enemy (or the West Coast of Ireland in a rugged mood). But if you have been through an effective planning process, it will stand to you. We used the Military Decision Making Process (MDMP) and Mission Analysis, essentially breaking down the mission ahead of us by factor, deduction and task. This helped in allocating clear areas of responsibility and job ownership in a short timeframe.
The first event was the Volvo Round Ireland, and we set ourselves the goal of winning the inaugural Halpin Trophy, the armed forces trophy introduced by Wicklow Sailing Club. We would be up against international military teams, most notably the semi-professional British Soldier team who had their own race yacht, the X41 British Soldier, which went on to win the RORC annual series. We used the principle of SMART goals, with which many readers will be familiar (Editors' Note: SMART is Specific, Measurable, Attainable, Relevant and Timely). This was an ambitious target, but we assessed it as achievable and it focused our efforts.
Weapon of Choice
There is no point assembling a team if you do not have the tools for the job, and thanks to John Maybury, we had our weapon of choice; the seasoned and very successful J109 Joker 2. John is himself an inspirational leader. He is very supportive of the Defence Forces, indeed some of his own crew of longtime friends have enduring connections to the three services.
The training we completed on Joker2 in such a short time had to be very specific. Every training session had a clearly defined goal and timeframe, and we conducted After Action Reviews following every session. We also enlisted the help of a professional coach, Mark Mansfield, who gave our training focus and direction and was a valuable source of knowledge on J109 rig set up. Mark’s experienced insights on the Cork coastal area were particularly helpful in the Beaufort Cup.
Much of the preparation involved getting the boat ready. Getting to the start line of a challenging Cat 3 Offshore Race is a marathon in itself. The safety regulations your boat must pass and the training - such as sea survival - is substantial. Clearly defined areas of responsibility (which emerged from our mission analysis) were key.
One secret weapon we had was Flight Sergeant Adrian Mulligan, an aircraft technician who led much of the boat preparation, particularly regarding instruments. Unfortunately, Adrian suffered a back injury prior to the race. Exemplifying the Defence Forces values of loyalty and selflessness, instead of dropping off the campaign completely, he actually increased his contribution shoreside to compensate for being unable to sail.
He brought another technical member of our race crew, Captain Wietse Buwalda, up to speed with all the instrumentation and power systems on the boat. This was later to prove vital in our success on the water. Other areas we focused on were nutrition, food and water. We had exactly the right amount of high energy military ration pack food, with Sergeant Paddy McGrath and Lt Richie O’Hagan leading the charge here.
Another military principle is mission command. You pick the right person for a job and tell them what needs to be done, but not how to do it. A good friend, Captain Mick Liddy, was my navigator just as I had been his navigator on the last Round Ireland we did together. My brief to Mick was to win the Round Ireland… beyond this, I didn’t second guess him.
When we were off the West Coast in those extremely strong and very persistent north to northeast winds which kick up seas of special viciousness, we were way, way, further West than any other team on the racecourse. Joker 2 was enduring the worst of the weather in the hope of being first to find a suggested slight backing of the breeze. It has to be admitted my resolve was tested, but I’m glad to say I managed to keep my mouth shut. A team in the most recent Volvo Ocean Race fell foul of this inter-personal hazard, with the skipper and navigator second-guessing each other, which ultimately led to an overall slowing down and a harsh lesson for themselves and other offshore campaigners.
Our rough-and-then-some experiences far out to the westward further tested other areas of character.
The Defence Forces core values are Respect, Loyalty, Selflessness, Physical Courage, Moral Courage and Integrity. I saw all of these when things got difficult on the West Coast. Due to a sudden diesel leak and the violent conditions, the interior of the boat had become a hellhole and the cause of seasickness among those who had never succumbed before.
Far from strengthening and sustaining ourselves with all those carefully-selected rations, the team could not even keep water down without vomiting, yet everyone dug deep. Mick and I bailed the diesel out of the bilge with a rag and bucket while the boat was slamming into 35 knots of wind. We trusted the team to run the show while the skipper and nav were down there for several hours. My routine was to fill a bucket of sea-watery diesel, empty it over the side, vomit, go back down and fill another bucket. Every member of the crew was a leader that day. Everyone stayed on the rail. Even at 3 am, team members who had not eaten in 30 hours and were continually being drenched to the core with ice cold Atlantic waves, were volunteering to rotate to the bow.
It was a brutal two nights. Just a few miles from us, a crew had rescued one of their team who had gone overboard in pitch black horrific conditions. (Editor’s Note: In the stream of information coming through from the Round Ireland fleet, the J/109 Jedi, skippered by Michael Boyd with Kenneth Rumball of Irish National Sailing School as first mate, tersely reported an MOB situation. But very quickly, they followed it with a brief message to the effect that the man overboard was retrieved, there were no injuries, and they were immediately resuming the race. This calm approach was so redolent of the best traditions of offshore racing that the incident became just one of many in a tough race. But happily at the RORC Annual Prize Giving in London in November, that briefly-recorded achievement in the Atlantic received the special recognition it deserved, with Michael Boyd and Kenneth Rumball being awarded the RORC’s Seamanship Trophy).
Barry Byrne continues: While this kind of offshore sailing may sound grim, even dangerous, it is precisely why we do adventurous training in the military; to test leaders at all levels.
My dad always says there are no atheists in a foxhole. I don’t think there was an atheist on Joker 2 that night either. Not when we were in the thick of it, nor when we eventually converged with the fleet off northwest Mayo and checked to see where we had ended up in the rankings. Once we’d crossed Donegal Bay, our navigator continued to resist the temptation to hug the coast, and we were looking good approaching Tory Island.
The Final Stages
When the wind eventually eased, it did the worst possible thing - it died completely. Teams were left in tortuous drifting conditions off the North Coast of Ireland where tides would frequently send you backwards at five knots if local seabed conditions or sheer depth of water prevented kedging.
During this particularly trying time, our electronic instruments died completely, thanks to having taken such a hammering off the West Coast. But Captain Wietse Buwalda, a communications officer, who - as mentioned already - had closely studied the electronic systems with Flight Sergeant Adrian Mulligan prior to the race, effectively rebuilt the system in about four hours of relentless work.
As all this went on, a minke whale followed our boat for about 24 hours. I’m not sure if we were delirious with tiredness, but superstition got the better of us, and we took to sacrificing our tastiest treats from our ration packs to Minkie in the hope he would send some wind…
And - eventually – he did. We escaped the North Coast with a great spin down the East Coast in twenty knots of favourable breeze. But about fifteen miles from the finish line, we encountered yet more drifting conditions and a nail-biting finish after five days of nonstop racing and minimal sleep. Finally, we got there. The legendary welcome in the wonderful Wicklow Sailing Club was everything I had remembered in previous races.
The fact that we collected the Halpin Trophy meant Mission Accomplished, so it was icing on the cake to get first in the Corinthian Division, first Irish boat and place second overall, in all coming first in four divisions of the 56-strong international fleet of the Volvo Round Ireland Race 2018.
It was a hectic turnaround to get the boat ready for the Beaufort Cup in Cork just two weeks later. This was made even busier as I am involved with running the series itself and liaising with all the visiting teams. This was the second iteration of the event, and it was a huge success, involving 160 competitors and 30 Defence Forces sailors, making up 16 teams including the US Marines, UK armed forces and Irish emergency services teams including national champions and Olympians, with eight of the 16 boats being highly competitive J109s.
Central to the Beaufort race programme is the short offshore to the Fastnet Rock, a scenic 24-hour drag race down and back. We didn’t manage to get the lead until the last three hours. Until then, we had been schooled from ahead at different times by Simon Coveney, Stefan Hyde, Youen Jacob, Peter O’Leary and Fastnet expert Tim Goodbody.
However, we’d had a solid night race and our navigator Comdt. Ian Travers made a good decision to split from the pack and go offshore for breeze in the final miles. It was a winning move. My brother Teddy had raced with us for this offshore, and it was a great moment crossing the finish line.
The rest of the week was a tough battle, particularly the last race when we were over the start line and had to go back and re-cross the line in a double points race. But yet again, in adversity true teamwork came into its own. Huge performances were put in by the whole team, notably Ensign Marcus Ryan and Louis Malloy sailing a flawless race to get us back into the fifth position we needed to secure overall victory in the event.”
A €10,000 prize goes to the winning Beaufort Cup team, and we gave €5,000 of this to Crumlin Children’s Hospital in Dublin, while the other €5,000 went to the RNLI, something special for us as the Baltimore RNLI crew skippered by Youen Jacob had run us a very close second in the overall series in Cork.
In summary, military tools for campaign planning combined with values of teamwork and resilience stood to the Defence Forces sailing team throughout last year’s ambitious campaign”.
The boat is offered for sale at €99,000 Tax Paid or US$ 114,355
Juggerknot has had two owners from new and has benefited from extensive updates and additions in her current ownership throughout 2017 and 2018.
As previously reported by Afloat.ie, results last season include the Irish J/109 National championship title 2018, Wave Regatta Howth 2018 1st overall IRC1, Irish J/109 Easterns Champions, local club regatta and club racing wins.
According to a brokerage advert posted online here, "the boat presents a great opportunity to own a young and well maintained J/109 with proven success on the race circuit and a very substantial and fresh suit of sails".
Little did her seasoned crew comprising of Michael Boyd (Skipper), Kenneth Rumball, James Gunn, John White, Philip Connor, Lorcan Tighe, Kylie McMillan and Diarmud McLaughlin would have in store for them some days later.
At 1 am on the 2nd of July 2018 just South West of the Blasket Islands, well reefed down in 30-35kts of a Northerly breeze, crew member John White was swept overboard.
"Crew member John White was swept overboard"
You can hear the story of how Jedi’s crew dealt with the situation and successfully recovered John back on board within minutes and most importantly the lessons learnt from the incident.
Kenneth, John and members of the crew will be giving two talks and all are welcome, with each club offering donations to different charities.
- Wicklow Sailing Club 1930hrs on the 12th January 2018 donations to Wicklow Hospice, food and refreshments available from 1830hrs.
- Royal Irish Yacht Club 1930hrs on 7th of February with Sailing Supper Afterwards, bookings with [email protected]
In Grand Prix classes throughout the sport of sailing, it is well known that sheeting angles are becoming tighter and tighter – modern TP52s have jib sheeting angles as close as 4 degrees off the centreline. The J109 class in Ireland is a growing and competitive fleet so we felt it necessary to take a fresh look at the sail plan and systems aboard the now nearly fifteen-year-old design with an aim to improving performance.
The J109 have evolved significantly over the past fourteen years. The most visible change has been the shift to a non-overlapping jib setup for optimum IRC performance. This shift in sailplan has a significant effect on the boat’s light air performance due the headsail area reduction.
To compensate for this reduction in power the class uses an inhauling system – this narrows the slot between the mainsail and headsail, in turn increasing the power of the entire sail plan. Up until now the common inhaul point has been the edge of the coach roof – approximately 9° sheeting angle. This is effective in true wind speeds of 15 knots and above – but below this the boat is still relatively starved for power when compared to their genoa flying predecessors – we believe further performance is attainable.
During the winter of 2018 UK Sailmakers Ireland, in conjunction with Pat Considine of UK Sailmakers Chicago, carried out a Fluid-Structure Interaction (FSI) test cycle to determine the effectiveness of jib inhauling to a sheeting angle of 6° - just inside the halyard turning blocks on a standard J109.
It quickly became clear that simply raising the clew of an existing sail and inhauling it harder will not produce a driving force gain. In fact inhauling this hard with a standard jib actually slows the boat below the base lines numbers from the initial set up test. A new design approach is required.
Below we detail the process of an FSI study – and present some of our findings and results.
The Process – Simplified
For the purposes of this article we have simplified the FSI testing process to a number of high level steps.
Target Conditions and Baseline Polars
We decided on a specific set of conditions in which we believed our inhauled setup would perform best – this is 10-12 knots in a flat sea-state. These conditions would allow an amateur helm to steer to the tighter sheeting angle without dropping out of the groove.
With our target weather conditions decided we now gather and input our J109 polar data for the test case. Variables include, but are not limited to, heel angle, leeway, boat speed, wind direction etc.
With our target conditions determined and our polars set we now move on to the design phase.
Our standard J109 class mainsail design is used throughout the testing process – this is consistent and does not change.
As we believe this is a specialised light wind sail we begin with a J1 mould for the jib. Deeper than the standard J109 class jib, which is a crossover between a J1 and J2, the new design is deep with twist for power in light airs.
Initial Setup and Setting the Baseline
With our sail designs selected, we now virtually configure our J109 for sailing in the 10-12 knot conditions present in our test case.
We set the rake, mast bend, sheet tension, halyard tension, outhaul, jib car position, backstay tension etc until we reach the optimum settings –producing the maximum amount of lift for the least amount of drag. To get to this optimum setting requires an iterative process of adjusting, testing, re-adjusting, re-testing etc. This is where the skill and experience of the designer really come in to play to reach the fastest setting possible.
One of the key things in this phase of testing was to set the inhauler so the clew our J1 jib to be touching the coach roof coaming of the cabin top. This places the jib at a sheeting angle of 9° from the centreline.
In this phase, we are looking for performance trends. As we make changes and re-test we expect the trend to be positive – either an increase in lift, or a reduction in drag, both leading to positive outcomes. Once the trend begins to plateau or even turn negative we know we have reached the optimum trim for this particular design.
Once the designer can no longer improve the virtual performance of the boat by adjusting sail controls the iterative process stops. A series of comprehensive FSI runs are then done on this setup to provide a baseline set of data to compare and contrast the next round of test against.
We now implement our suggested improvements to our J1 jib design. Our aim is to sheet this sail at an angle of 6° from the centreline of the boat – this is just inside the halyard leading blocks of the standard J109 deck layout. We will call our new design the ‘JX’ headsail.
Sheeting to a 6° angle, with no change in jib design, causes the slot of the sail plan to close and driving force to be lost due to increased drag. Simply raising the clew of an existing sail and inhauling it harder will not produce a driving force gain. In fact inhauling this hard with a standard jib actually slows the boat below the base lines numbers from the initial set up test. A new design approach is required.
When a sailor hears twist he or she usually thinks of easing the sheet to induce it. What many sailors don’t realise is that there is twist designed into the shape of every sail – they are made to sail with an optimum amount of twist. For example the standard mainsail design twist is approximately 12°.
Returning to our testing we begin to increase the amount of design twist in our ‘JX’ headsail. As the design twist increases drag reduces, and driving force increases. While adjusting the design twist the virtual trim of the jib is also adjusted to keep the sail trimmed optimally.
Once we see the lift/drag/driving force trend begin to plateau we reach optimum design twist.
We settle on a maximum of 7.6° increase in design twist distributed vertically. This allows the sail to maintain a consistent twist relationship with the mainsail at the smaller sheeting angle of 6°.
Max Camber Position
When inhauling at tight angles it is very important not to ‘shut’ the slot with a return off the headsail leech. A leech hook or return at such tight sheeting angles causes an enormous amount of drag while also clogging up the slot. A straight exit off the leech is needed. A leech hook or return is often cause by the depth of the headsail moving aft towards the leech. This causes the entry to become fine and the leech to close in towards the mainsail – keeping the max camber position forward in the sail is essential.
As we have increased our design twist and brought our sheeting angle well in board we now adjust the max camber position of the sail. Over several iterations we found a gain in moving the max camber position forward. This prevents the upper sections of the headsail shutting the slot.
Several camber adjustments were made in order to keep the straight exit from the leech of the sail. Notably a reduction in aft camber in the sail’s lower sections.
As a result, the overall camber in the lower sections of the sail was also reduced. These flatter sections ensure a straight leech exit at maximum inhauling. The lower depth is now controlled by the positioning of the trim point ie the clew position controlled by the trimmer.
This allows a narrower sheeting angle without an increase in mainsail backwinding.
Results - Comparison to the Baseline
Having iterated over our ‘JX’ design for many hours we settle on the new design. We run the same comprehensive set of FSI tests as were run to provide our baseline set of figures. Below we go through some of our findings.
Above you can see our J109 test platform. The left picture is our baseline J1 headsail design. To the right is our new ‘JX’ headsail design. This picture is a leeward view of the sails’ pressure mapping. It can be clearly seen that the ‘JX’ design produces a significant increase in pressure differential when compared to the J1 design.
Not only is there a pressure differential change on the headsail itself but also on the mainsail. This shows how harder inhauling can improve the effectiveness and efficiency of the entire sail plan.
Lift, Drag, and Driving Force
In our FSI testing runs the sail plan is trimmed for proper flow across the luff in 12 knots true wind speed at 37.5° true wind angle. Boat speed of 6.34 knots with 18.8 degrees of heel and 3 degrees of leeway.
Mainsail shape and trim remains constant throughout testing in order to isolate the jib design adjustments.
Our initial FSI testing provided some baseline numbers for our new design testing.
Numbers of note:
- Fx (Driving Force): 1154N
- Fz (Side Force): 3770N
- Cl (Lift): 2.77
- Cd (Drag): 0.247
Our subsequent FSI testing runs provided a set of numbers for our new ‘JX’ design. Notable numbers below with deltas from previous testing highlighted in green and red for positive and negative changes accordingly.
- Fx (Driving Force): 1160N (+1%)
- Fz (Side Force): 3848N (+2%)
- Cl (Lift): 2.79 (+1%)
- Cd (Drag): 0.266 (+7.6%)
With the new ‘JX’ design we are able to achieve a 1% increase in driving force and a 1% increase in lift coefficient of the sail plan.
There is, of course, the associated increase in drag and heeling moment but in 12 knots of true wind speed these can be overcome by righting moment – hike harder.
The other option is to turn the increased lift into height instead of fast forward.
At a true wind angle of 36.5° we maintain the same total coefficient of lift but lose some driving force as a result.
This shows the versatility of the ‘JX’ design. More power and efficiency in normal mode and still very efficient in height mode.
It must be noted that the mainsail trim was not altered between FSI tests. In reality when at a smaller sheeting angle the mainsail would be brought further to windward to maintain the open slot. This would produce an increase in lift coefficient, side force, and drag. All of which could be overcome by more hiking.
As we all know in this wind speed – whoever gets their crew hiking fully first usually wins.
From Virtual to Real World
In April 2018 UK Sailmakers Ireland’s Barry Hayes, Graham Curran, and Mark Mansfield carried out a two-boat testing session with the newly developed ‘JX’ headsail design as reported by Afloat.ie here.
We used two well-matched J109s, including the reigning Irish Class and IRC National Champion “Joker II”.
The test was carried out in ideal conditions with 10-12 knots true wind speed and flat water on Dublin’s Dun Laoghaire bay.
The ‘JX’ headsail was used on both boats throughout testing – with the Joker II’s Championship winning headsail being swapped also. “JEDI” was using a UK Sailmaker’s Uni-Titanium mainsail while “Joker II” was using her own class mainsail.
Several hours we spent upwind testing – lining up bow to bow in the same breeze.
There was a notable difference between the two headsail when both were inhauled hard to a 6° sheeting angle. The ‘JX’ jib remained twisted and fast while the other jib tended to shut out early and cause excess back winding of both mainsails.
Although hard to determine a conclusive advantage it was noted by both helms, independently, that the boat was easier to helm at the tight 6° sheeting angle using the ‘JX’ headsail.
The J109 is a 14 year old design – you may ask, why wasn’t this done sooner?
The reality is that the material improvements in sailmaking over the last decade have been immense. No so much in what materials are being used, these are fairly constant, more so how they are combined in cloth technology. UK Sailmakers’ Uni-Titanium cloth allows us to build sails with constant draft, depth, and clean leech exits over a large range of wind conditions. Where Dacron or string sails of old would deform and deepen as wind speed increases; Uni-Titanium remains rigid in its design shape. This is essential to modern sail design, particularly sheeting headsails to narrow angles.
Throughout our FSI testing period, it became clear that at closer sheeting angle would improve the overall performance and efficiency of the J109 sail plan. However, we were not convinced that this would be the case in a real-world situation out of the virtual test box.
After on the water test, and several major regattas and a Round Ireland race, we are happy to conclude that the ‘JX’ headsail development has been a success.
"We are happy to conclude that the ‘JX’ headsail development has been a success"
There is much more to inhauling than you may realise. It is common to think of your headsail independently – but it is just one cog in the machine. The relationship between it and the mainsail, and between the sail plan and the underwater profile of the boat must all be considered – they all combine to produce a force which moves you forward, preferably faster than your opponent. If any of these relationships are out of balance then the entire system will begin to crumble.
What is next?
Our virtual and on-the-water testing produced other potential performance improvements to pursue – we are continuing our investment in the J109 class and sailors will be seeing these developments, and more, on Irish waters throughout the coming months.
Algeo's Royal Irish Yacht Club campaign, that had already earned east coast championship honours back in May, emerged two points clear on 11–points after a keenly fought six race series with one discard. Algeo, a former dinghy and J24 sailor, counted two race wins in his five-race tally.
Medium to heavy conditions over two days ideally suited Juggerknot's crew who made the best of the northerly breezes off Lambay with some fine boat handling on display both upwind and downwind.
Overnight leader Tim Goodbody in White Mischief finished second with a strong one-two result for the Royal Irish Yacht Club.
The defending champions, Storm, of Howth Yacht Club, finished third overall on home waters on 15-points in the 11-boat fleet.
2018 J109 National Championships Results at Howth Yacht Club:
1st 3660 Juggerknot Algeo, Haughton, Knatchbull, Nolan RIYC 11.00
2nd 1242 White Mischief R & T Goodbody RIYC 13.00
3rd 1141 Storm P Kelly HYC/RSC 15.00
4th 1206 Joker (Jedi) J Maybury RIYC 18.00
5th 5109 Jalapeno Barrington, Despard, O'Sullivan, O'Reilly NYC 19.00
6th 2160 Chimaera A Craig RIYC 21.00
7th 1095 Dear Prudence DP Consortium HYC/RORC/RIYC 30.00
8th 7991 Jigamaree R Harris RIYC 37.00
9th 1383 Ruth Shanahan Family NYC 41.00
10th 1543 Indian Buckley, Knowles HYC 41.00
11th 28898 Powder Monkey Moore, Byrne, Others NYC 60.00
Full scores here
The error meant the Pat Kelly team was in an untypically low place in the 11-boat fleet at the first weather mark on home waters.
Testing conditions put boat handling at a premium in a north-westerly wind of 15–knots and choppy seas just south of Lambay Island.
The Kelly's were quick to recover downwind on the right-hand side of the next run, however. They then worked the left-hand side of the second windward leg to be back into third place by the final beat and keep themselves in contention for a hat-trick victory.
On the water, the race was won by Royal Irish Yacht Club sailor Andrew Algeo in Juggerknot with club mates Andrew Craig in Chimaera second but official results are awaited.
Two more races are scheduled today and a further three races in forecasted stronger breezes tomorrow.