{"id":134238,"date":"2021-09-09T09:50:43","date_gmt":"2021-09-09T08:50:43","guid":{"rendered":"https:\/\/www.yachtingworld.com\/?p=134238"},"modified":"2021-09-09T10:04:23","modified_gmt":"2021-09-09T09:04:23","slug":"watch-experts-share-advice-for-bluewater-sailing","status":"publish","type":"post","link":"https:\/\/www.yachtingworld.com\/bluewater-sailing\/watch-experts-share-advice-for-bluewater-sailing-134238","title":{"rendered":"Watch: Experts share advice for bluewater sailing"},"content":"\"BST<\/a>Tradewind sailing on the tropical route is often called the milk run. This is living the dream. Facing into the sunset with 15-25 knots of breeze at your back and surfing in rolling ocean swells, clocking record daily runs, are some of the reasons why every year hundreds of yachts head across oceans into the tropics and further afield. Of course, the destination also helps . . . and the rum.\r\n\r\nThe fly in the ointment and probably the biggest fear for the uninitiated is the tropical squall. This can be anything from a benign gust to a deluge of torrential rain with wild windshifts, sail-splitting gusts and sustained 50 per cent increases in wind speed.\r\n\r\nWhen caught unawares, a squall can be enough to challenge any sailor\u2019s sense of enjoyment and can be petrifying and dangerous to the novice or the seriously over-canvassed.\r\n\r\nSqualls in the tropics are usually isolated features that are too small and short-lived to be forecast on their own, though areas of increased activity can be visible and predicted; when they form in squall lines they can usually be well forecast.\r\n\r\nhttps:\/\/youtu.be\/sioAqF475fo?list=PL9Ch3lKZPY6JdPYLBcg9-pRObab74Udeh\r\n\r\nIndividual squalls are usually relatively brief, whereas a squall line could last for many hours. The principle for preparation, though, is the same.\r\n\r\nThe art of dealing will squalls is to identify them and prepare the boat and crew. Then they can even be enjoyed as an exhilarating and refreshing experience \u2013 as well as presenting the crew with an opportunity for a freshwater shower.\r\n\r\nThe good news is that on an Atlantic passage the frequency and intensity of the squalls increase towards the Caribbean and this is usually after you are halfway across. By then you have tradewind sailing and onboard living down to a fine art and tend to become very good at observing the clouds and spotting squalls.\r\n

Identifying a squall<\/strong><\/h2>\r\nFortunately, in daytime at least, squalls can be identified clearly as a tall cloud with a flat, dark base, often with a dark slab of rain visible underneath. Owing to their make up and watery content they also usefully show up on radar, so make sure any rain filters are turned off.\r\n\r\nAt night it\u2019s much harder to spot them and a nervous watchkeeper may see a squall in every cloud. On bright, moonlit nights clouds all seem to have a dark and threatening bottom and as a charter skipper I\u2019m called on deck countless times to \u201clook at that cloud\u201d. I encourage this (although I often delegate it to the mate) as it\u2019s an opportunity to teach identification to the crew.\r\n\r\nIf in doubt, treat it as a squall.\r\n

Tracking squalls<\/strong><\/h2>\r\nSqualls are generally not huge, and as often as not will pass you by. An awareness of the wind direction and how the clouds are moving will help identify it as a threat. If in any doubt, think of it in the same terms as collision avoidance with another vessel: if it\u2019s on a constant bearing, it\u2019s coming for you! Radar can also help; just track it like you would a ship.\r\n

\"Squall<\/a><\/strong><\/h2>\r\nIf only a small course alteration is required to miss the squall, that can be very worthwhile in the long term, but anything more than that is probably not time- or energy-efficient. You\u2019re going to have to go through one at some stage and with a good routine they don\u2019t need to be a drama.\r\n\r\nIn lighter winds racing boats will route towards them in the hope of a quicker ride for a period and if you\u2019re low on fresh water it can be an opportunity to fill the tanks or take an impromptu shower.\r\n

Preparations<\/strong><\/h2>\r\nThe problem with squalls is their unpredictable and fickle nature. Sometimes a rainbow-wielding monster can have no effect on the wind speed, and sometimes it can even reduce the wind.\r\n\r\nThis can be quite an anticlimax, disappointing after the effort of dousing the spinnaker, popping in a couple of reefs and donning a light rain jacket. You can be left wallowing and sweating. Up go the sails.\r\n\r\nThen when the next cloud looms the temptation not to bother can creep up. But the old adage holds true: \u2018If you need to think about it, reef.\u2019 The one time you don\u2019t, you may really wish you had.\r\n

Reefing<\/strong><\/h2>\r\nReducing sail is the first thing to consider, and doing it early really helps. On many contemporary masts, swept-back spreaders do not allow you to reef when deep downwind, and once the squall kicks in, the idea of coming up into the breeze and swell is not a pleasant one. If you\u2019re brave enough to have a spinnaker up, take it down.\r\n\r\nOn Skyelark<\/em> we usually run downwind with a poled-out headsail and it is usually sufficient to furl this away and sail deep downwind, keeping a slight angle to the swell and wind to be safe from a gybe. As long as the mainsail is adequately reefed for the prevailing conditions, the lack of headsail should easily compensate for the increase in wind speed.\r\n\r\n\"MoodsoftheSea-Vagaris-AdrianEvans\"<\/a>\r\n\r\nIf you get caught with the kite up or you are unable to reef and you have a proficient helm, it can often be best to stick with your current sail plan. Just be prepared to blow the kite completely (that is, let everything go, even the halyard) if it becomes too much. Unless you have a slick crew, dropping a spinnaker in a squall can be dangerous.\r\n

Go with the blow<\/strong><\/h2>\r\nMost squall damage tends to be caused by a big windshift which, if you\u2019re not on the ball, can easily result in an unintentional gybe. This tends to be the cause of many a broken kicker (vang), gooseneck or boom. The two most important things are a preventer rigged properly to the end of the boom and led forward, preferably to the bow and back; and your helmsman or autopilot tuned into wind angle not compass course.\r\n\r\nThe windshifts can be dramatic and it is not uncommon to find yourself heading in entirely the wrong direction for a time, and in some cases even doing a 360\u00b0! It\u2019s best not to be too concerned about this and stick with the wind; it won\u2019t be long until it has passed and you\u2019re back on track. Any time spent in gybing for the new wind angle will be wasted when the prevailing wind re-establishes after the squall, and your crew might not all appreciate being called on deck for manoeuvres in the rain.\r\n

Do\u2019s and don\u2019ts<\/strong><\/h2>\r\n\u221a Do<\/strong> reef early in preparation. If you have a spinnaker up, take it down\r\n\r\n\u221a Do<\/strong> brief the crew on what to look for in a squall cloud and make it clear to wake the skipper if they are in any doubt\r\n\r\n\u221a Do<\/strong> use radar to monitor the track of the squall\r\n\r\n\u221a Do<\/strong> make the effort to don waterproofs \u2013 even in the tropics it can get chilly if you are soaked through\r\n\r\n\"Screen<\/a>\r\n\r\n\u221a Do<\/strong> make sure lines and halyards are kept tidy so they are ready to run if you need to reef quickly\r\n\r\n\u221a Do<\/strong> hand steer or set the autopilot to wind angle\r\n\r\nx Don\u2019t<\/strong> underestimate the force of wind that may be in the squall\r\n\r\n\u00fd Don\u2019t leave it to the last minute to shorten sail\r\n\r\nx Don\u2019t<\/strong> Don\u2019t fly the spinnaker at night if there have been squalls in the area.\r\n

Top tips<\/strong><\/h2>\r\n