Practical Boat-Sailing Part 2

[Ill.u.s.tration: _An Anchor backed_]

GETTING THE ANCHOR, AND CASTING.

[Ill.u.s.tration: _Casting_]

Hoist the mainsail, and take the gaskets off the jib, and see that the down-haul is cast off, and is clear for hoisting; then heave away on the cable, either by hand, or by windla.s.s, if the yacht be large enough to need one, till the anchor is almost broken out of the ground, or what sailors call, the cable, "up and down;" then, by means of the rudder, if in a tide-way, cast the head of the yacht in the direction you wish to proceed upon; trip the anchor; and run up the jib as soon as it will draw. If there is no tide-way to act upon the rudder, then, before breaking out the anchor, hoist the jib; and, if it is desired to cast the boat upon the port tack, trim down the jib-sheet to port, and shove the main-boom well out over the starboard quarter, and, when the boat has a good sheer, trip the anchor; and, when she has paid off enough, let go the port jib-sheet, and trim down on the starboard-sheet, and haul aft the main-boom, and proceed on your way.

ANCHORING FOR FIs.h.i.+NG.

It is often needful to drop an anchor so as just to hold the yacht stationary for a short time in some known place, for the purpose of fis.h.i.+ng; and these places are almost always ledges of rock, which foul and entangle the anchor, and it is often difficult to weigh it again. To avoid this (if there is not too much wind, and the yacht will lie easily), instead of making the cable fast to the ring of the anchor, make it fast with a clove hitch around both arms at the crown, and lead it along the shank of the anchor to the ring, to which attach it by means of a small piece of spun yarn or twine that will hold some strain, but which can be broken in case of necessity. Then, when it is desired to get under way again, and the anchor is found to be fouled, bring enough strain, by means of the windla.s.s or otherwise, upon the cable to part the twine at the ring; when the strain will come directly upon the crown and flukes, and the anchor will almost always be cleared. If it should not be, pay out plenty of cable, and sail around or beyond it, and all at once it will be found that it is cleared, and can be weighed.

In anchoring in this manner, it is not, in light weather, necessary to lower the mainsail, but simply to trim down the main-sheet flat, or place the boom in a crotch made for that purpose. The jib can be lowered; and hoisted again when under way.

GROUNDING AND FLOATING.

If the yacht takes the ground on any shoal, and is left by the tide, it is always proper to get out an anchor in the direction of the wind, before the tide returns; then, when the water begins to make, the yacht will not be blown higher and higher upon the shoal as she commences to float, but will be held by her anchor, and soon ride head to wind or tide.

WARPING BY MEANS OF AN ANCHOR.

There are times when it is desirable to get a yacht into a certain position, and there is no wind. To do this, run out a light anchor to the spot you desire to reach, by means of a small tender; cast it overboard; and warp the yacht up to it: repeat this till the desired position is reached.

A RUNNING MOOR

Is sometimes made by casting an anchor, with plenty of scope of cable, whilst a yacht is running free, or before the wind, and bringing her with a long sweep, up to and heading the wind, when another anchor is let go also, and part of the cable of the first anchor hauled in so that she will lie to one anchor on the flood-tide, and the other on the ebb-tide.

CHAPTER III.

The Helm and Rudder.--Sheets.--The Topping-Lift.--Springing a Leak and the Use of the Pump.--Sailing "close-hauled," "by the wind," or "full and by."--To know when a Yacht is as near the Wind as she will lie.--Running free.--Before the Wind, or Scudding.--To execute a Pilot's Luff.

THE HELM AND RUDDER

Control the movement of the yacht through the water, and serve to direct her course.

The rudder may be described as pieces of boards or planks, in a line with the keel, hung upon pivots at the stern of a vessel, in an upright position, and extending from the keel to the rail, and having an attachment, called a tiller or wheel, to move it in either direction, to the right or left, across the line of the keel of the yacht. (See diagram.)

[Ill.u.s.tration: _Rudder & Tiller_]

The tiller, which pa.s.ses through the rudder-head, is moved to the right or left; and this is termed "moving the helm." For instance, "Move the helm over to starboard," "Put the helm to starboard," that is to say, push the tiller over towards the starboard side of the yacht, which will carry the rudder to the port side of the yacht, and, if under way, the bow will change direction towards the left. In other words, when a vessel is under way, and going ahead by her own momentum, or anch.o.r.ed in a tide-way, the following rule always holds good:--

_To starboard the helm carries the head to port._

_To port the helm carries the head to starboard._ See diagrams, Figs. 1 and 2, page 37.

This is all reversed at a critical point in seamans.h.i.+p, which should be carefully remembered; and that is when a yacht has what is called a _stern-board_, i.e., has received some force which is making her go through the water stern first. This often happens when an attempt has been made to tack, and the execution of the manoeuvre has seemed to fail: it is then for a moment or two that the yacht will often drift astern, keeping in the wind's eye, making it uncertain whether or not she will yet "go about." It is at this moment, whilst she is making this stern-board, that a knowledge of the helm will yet put her about by s.h.i.+fting the helm hard over to the opposite side from where it was when the attempt was made to go about. Remember not to move the helm till the yacht has commenced making stern-way, then this law applies:--

_To starboard the helm carries the head to starboard._

_To port the helm carries the head to port._

For instance, if it were desired to go about by bringing the helm over to the starboard side of the yacht, and the manoeuvre should fail, after the yacht has come head to wind, and commenced to get stern-way, it might yet be consummated by s.h.i.+fting the helm, or tiller, over to port, which would have exactly the same effect as it formerly had when the yacht was advancing, and the helm hard a starboard.

[Ill.u.s.tration: Fig. 1.]

[Ill.u.s.tration: Fig. 2.]

A yacht should be perfectly enough balanced with sails and ballast to carry a nearly even helm when on the wind: but it is often the case that they carry what is called a _lee-helm_; that is to say, when the yacht is on a wind, the tiller is continually poked down to leeward, or the opposite side of the yacht from the wind, to keep her up to her course, from which a tendency to fall off is shown: this is usually caused by too much head-sail, and may be remedied by a shorter bowsprit, a smaller jib, or another cloth on the after-leach of the mainsail.

To carry a lee-helm is a "beastly thing," as an Englishman would say, and something that cannot long be endured by those who truly like yachting. If the yacht is free from the odious lee-helm, she may carry a _weather-helm_, which is not as bad as a lee-helm, but is troublesome.

This causes the yacht to have a tendency to "luff up into the wind," and causes the tiller to be carried hard over on the weather-side of the yacht, and is usually occasioned by too much after-sail, or bad storage of ballast. Both these habits of carrying a lee, or weather-helm, are detrimental to speed, as in both positions the rudder is often held at nearly a right angle to the keel, decreasing the speed materially. A yacht that is well balanced in sails and ballast will, on a wind, habitually carry the tiller a point or two to windward of the line of the keel, and it will need but little movement in any direction to keep her on her course. Sometimes, in sudden squalls, a yacht that carries a weather-helm will luff up into the wind in spite of the helm, so as not to be stopped except by slacking off the main-sheet. The same may occur in yawing with a yacht that carries a lee-helm. The helm may be put hard down, and sometimes the jib-sheet will have to be eased off, before the yacht will come to the wind. A weather-helm is endurable, but a lee-helm never,--"_Well, hardly ever._"

SHEETS.

Sheets are the ropes that confine the mainsail and jib in place, and are most important in their uses. The jib-sheets lead along the deck, aft, to the standing-room, in most yachts, and in heavy weather should not be belayed so but what they can be cast off in an instant by a sudden jerk of the hand. They may be held in place by a sort of hitch, hard to describe, where one part jams the other, and keeps it in place. Any boatman will explain how it is made. The main-sheet makes fast, usually, at or near the helmsman, under whose charge it is; _and in heavy weather this should not be made fast at all_, but only one turn taken, and the remainder of the strain rest upon the hand. Of course, in yachts over thirty to forty feet in length, with crews, every thing can be made fast: but we are now writing of smaller craft, and it is repeated, in squally and dirty weather _never make fast the main-sheet_; it is the key to the whole science of boat-sailing, and should never be out of one's hand in time of emergency. It can, after taking one turn, be wound around the tiller, and brought to the same hand as the one that is moving the helm, and yet be instantly cast off, if necessary.

THE TOPPING-LIFT.

This useful rope holds up the main-boom, and its length is regulated by a pulley. In scudding before the wind it is very useful; for, by means of the pulley, the end of the boom can be "topped up," so as to be kept out of the water when the yacht rolls heavily. It is also useful in making the mainsail set well; and, after the latter is hoisted, it can be made to set flat as a board by slacking the topping-lift so that the after-leach of the sail will wholly sustain the outer end of the main-boom.

SPRINGING A LEAK, AND THE USE OF THE PUMP.

The pump should always be kept in good order, and ready for immediate use. In case the yacht springs a leak, the best way to stop it is to pa.s.s a light sail over the bows, and bring it aft over the leak by means of ropes on both sides of the yacht. Leaks are more easily stopped on the outside, the pressure of the water forcing the canvas into the damaged part; and even light canvas is almost water-proof. Of course, after once having thus temporarily stopped a leak, it is scarcely necessary to add that one should seek shelter in the nearest port, and have the yacht perfectly repaired before proceeding farther; for there is nothing more deceptive, or dangerous even, than a small leak, which is almost always sure to open, and become a source of great anxiety, just so soon as the sea begins to get up and the wind to blow,--at the very moment, in other words, when the yacht needs all possible care and attention in other directions, to insure her safety. Never neglect a small leak, but have it attended to and repaired at once.

Examine the well of the yacht often, and ascertain by personal inspection that she is not making water faster than is usual, and especially have this attended to during rough weather. If a leak is discovered, the yacht should, if possible, be put before the wind till it is secured; for she will receive less strain to hull and spars in this position than in any other.

CLOSE-HAULED.

A yacht is said to be close-hauled, or sailing "_full and by_" when she is brought as near to the wind as is possible, so as to advance through the water; for it is to be presumed that it is understood, that if the main-boom were brought so as to pa.s.s directly over the line of the keel of the yacht, and the head of the yacht brought as near the wind as possible, and the sail to remain full, and not shake, she would not advance, but would simply be pushed to leeward by the wind. To insure her advancing, the boom must be at some angle from the line of the keel: therefore it may be taken as a rule that the main-boom, in sailing, is always kept out over the quarter, on one side or the other; and close-hauled simply means that it is brought as far inboard, or towards the line of the keel, by means of the main-sheet, as experience has proved can be done, and have her advance through the water. Some yachts haul aft the main-boom closer than others, being enabled to do so on account of their build and model; and the closer the boom can be brought to the line of the keel, and the yacht still kept advancing, the nearer the wind she will be said to sail, and will "hold a good wind,"

as it is called. And this is, of course, a _desideratum_ in beating to windward, or against the wind at an angle to it; for the yacht that makes the angle least between itself and the direction of the wind will, other things being equal, arrive the quickest at its destination; whilst another, that cannot lie so nigh the wind, will have to pa.s.s over much more water to arrive at the same place. On general principles, all fore-and-aft vessels lie equally near the wind, usually within four points and a half; but there are craft, that from their model, and equal balance of sail, or some other unknown cause, will lie nearer than their neighbors, and seem to eat up into the wind.

Just how far to have the main-boom over the side of the yacht, in sailing close-hauled, has never been settled; for it resolves itself to this. If the boom is hauled further inboard, the yacht sails nearer to the wind, but in an increased ratio loses its speed; for, if it should be hauled completely in till in a line with the keel, the yacht would stop, as has been explained: whilst, the farther out over the side it is allowed to go, the faster the yacht sails, but the farther also from the wind and the direction that it is desired to proceed in to windward.

Hence a happy medium must be decided upon; and there is no doubt but what the result of most races has depended more upon the use of the main sheet, when close-hauled, or beating to windward, than upon any other cause. Just how flat to trim the sheets can only be acquired by experience; but the following general rules will apply:--

As a general principle, the sheets can be trimmed flatter, or farther aft, in light weather and a smooth sea, than in heavy weather and a head sea. In fact, it is impossible to sail as near the wind in lumpy water as in smooth water. After a yacht has been reefed, also, she will not lie as near the wind as before, for the same reasons that compelled the reefing.

With old hands, the yacht, when close-hauled, is allowed to, what sailors call, "go through the water," rather than to point up almost into the wind's eye, and keep bobbing up and down, and advancing very little. In most yachts it will be found by experiment that the main-boom should be at about the angle shown in the figure in the diagram on p.

46, marked "close hauled;" but others may be, perhaps, hauled slightly more inboard: but, as a general law, a good free sheet is the better, especially in a sea-way.