The Winter Boat Shed — Repair, Improve and Prepare for Next Season Flooded River, Stored Boat — What Still Needs Checking?

 

The Winter Boat Shed — Repair, Improve and Prepare for Next Season

Flooded River, Stored Boat — What Still Needs Checking?

A boat ashore can still be affected by what the river is doing.

When we put a boat away for winter, it is tempting to think that we have taken the river out of the equation. The sails are stored, the cover is on and the next job involves a paintbrush rather than a buoyancy aid.

But a riverside boat park remains part of a riverside environment. Water levels can change, access can disappear and ground that supported a trolley perfectly well last week can become saturated.

The winter maintenance plan therefore needs another question alongside “What needs repairing?”

Can I safely get to the boat, work on it and get home again?

For my three boats, the arrangements are different. Champagne is in the lean-to for hull stripping, revarnishing and painting. Whaly Coyote has her new cover in the boat park. The RS Toura is outside, tied down to the ground, with the seat repair still on the list.

Each arrangement has advantages. Each needs checking. None makes the surrounding conditions irrelevant.

The First Inspection Happens Before You Leave Home

A winter visit starts with a check of conditions, rather than loading the car.

For a boat beside the Thames, I would check:

• Official flood alerts, warnings and river-level information.
• The forecast for the period of the visit and the journey home.
• Club notices about access, closures or restricted areas.
• Whether roads, gates and paths are usable.
• Whether the proposed job needs electricity, lifting or more than one person.

In England, the official Check for Flooding service provides warnings, water-level information and a five-day flood-risk forecast. These are useful planning tools, but they do not certify that a particular boat-park entrance is safe.

Check flooding and river levels

It is also worth distinguishing between information about the river and information about the land. Thames stream warnings help boaters assess river conditions; they are not an inspection of the club’s car park, paths or storage areas.

Check river conditions and closures

No warning on a screen should be treated as permission to ignore what is happening at the gate.

Safe Access Includes the Way Back

Imagine arriving to find the boat park itself apparently dry, but water spreading across the lower part of the approach.

The temptation is to think, “I will only be ten minutes.”

That is exactly when the return journey deserves attention. A route that is deteriorating on arrival is a poor basis for starting a maintenance session. Darkness, further rain or a rising level could make leaving more difficult.

Government guidance is clear: do not walk, cycle or drive through floodwater, and do not put yourself at risk to move belongings. Floodwater can conceal uneven surfaces, debris and missing drain covers.

Read the official flood safety advice

Wellies do not establish that a route is safe. Nor does knowing where the path normally runs.

If access involves floodwater, the visit waits. If the club has closed the site, the visit waits. If there is uncertainty about getting out safely, the varnishing can wait as well.

Three Boats, Three Different Winter Checks

The same weather can create different problems for boats stored only a short distance apart.

Boat	Winter arrangement	Checks when access is safe
Champagne	In the lean-to during hull work	Water entering the shelter, damp working conditions, ground and cradle stability, tools and materials stored low down
Whaly Coyote	Under her new cover in the boat park	Cover support and pooling, displaced straps, trolley support, loose equipment and the location of electrical accessories
RS Toura	Outside and tied down, awaiting further seat work	Cover drainage, tie-down condition, anchor security, trolley support and protection of the repair area

These are inspection priorities, rather than a claim that any of the boats has flooded.

Champagne: Shelter Still Needs Watching

The lean-to gives Champagne a useful place for winter work. It also makes it easy to concentrate on the hull and forget to look down.

Where are the sanding tools? Are the abrasives in a box on the floor? Could water reach an extension lead? Is a drip landing beside the area being prepared?

Before starting work, I would look at the ground, the supports and the shelter itself. Evidence of movement, damaged supports or undermined ground needs assessment before anyone works around or beneath the boat.

I would also check the coating manufacturer’s temperature, humidity and drying requirements before painting or varnishing. A free afternoon does not automatically provide suitable conditions.

Coyote: A Good Cover Is Only Part of the Protection

Coyote’s new cover is a useful improvement, but the inspection needs to include what is underneath and around her.

Is the cover still shedding rain? Has a support moved? Are straps rubbing? Has the trolley settled into the ground?

For an electric boat, the storage location of chargers, connectors and other electrical equipment deserves particular thought. Before flooding threatens, and while access is safe, removable equipment should be stored in a secure, dry location in line with its manufacturer’s instructions. Battery handling and storage need to follow the specific system’s guidance.

A box described as waterproof is no reason to leave valuable electrical equipment where floodwater may reach it.

The Toura: Tied Down Does Not Mean Finished

The Toura is tied down to the ground, which makes the condition of both the straps and their anchoring arrangements part of the winter inspection.

From a safe position, look for slack straps, chafe, displaced anchors or a trolley that has sunk unevenly. Do not assume that an anchor remains sound simply because its strap still looks tight.

If the ground or support has become unstable, pause and arrange suitable help. Pulling harder on a strap is not a remedy for an uncertain foundation.

The seat repair also needs protection from water and dirt. Some winter afternoons are better spent preparing the next stage indoors than trying to complete it in unsuitable conditions.

What Happens If Water Reaches the Boat Park?

A boat is designed to float, but a boat stored ashore is not necessarily arranged to float safely.

A hull may lift before its trolley does. A cradle may remain on the ground while the boat moves against it. Covers, straps and neighbouring equipment can complicate matters.

That makes flood preparation a separate task from ordinary wind protection.

There is no universal instruction to “tie it tighter” or “release the straps”. Suitable arrangements depend on the boat, supports, anchoring points and site. They should be agreed in advance with the club’s storage lead or harbourmaster, with professional advice where needed.

If higher storage is available, any relocation should be planned and completed early, with permission, appropriate handling equipment and safe access. Rising water is not the time to improvise a recovery operation.

Move the Vulnerable Things Before They Become Difficult to Reach

One useful winter exercise is to look at the storage area from floor level.

What would be damaged first? What might float away? What would be expensive or difficult to replace?

Items worth reviewing include:

• Sails, clothing and soft kit.
• Cameras, microphones, radios and instruments.
• Chargers, power tools and extension leads.
• Paints, solvents, oils and other maintenance materials.
• Spare ropes, loose fittings and empty containers.

Where practical, move vulnerable items to a designated dry location outside the expected flood area. Simply lifting something onto a low shelf may not provide enough protection. Store heavy equipment securely rather than creating a top-heavy stack.

Keep chemicals in suitable closed containers, following their storage instructions. A leaking tin is an environmental problem as well as a maintenance nuisance.

For me, the camera equipment is an obvious example. If I cannot use it on the river during a spell of poor conditions, there is little benefit in leaving it beside the river.

A Closed Boat Park Needs Clear Communication

Clubs can reduce unnecessary journeys by giving members a clear, dated access update.

A useful notice explains:

• Whether the site is open, restricted or closed.
• Which entrances or areas are affected.
• When the information was checked.
• Where the next update will appear.
• How owners should report concerns.

For example:

“Boat-park access is closed because the approach is flooded. Please do not travel to inspect boats. A further update will follow after conditions have been reassessed.”

That gives people a decision they can act on.

A photograph from yesterday may provide context, but it is not evidence that today’s route is safe. Equally, asking someone else to check a boat should never become pressure for them to enter an unsafe area.

When the Water Falls, Start With an Inspection

A falling river is encouraging. It does not automatically mean that maintenance can resume.

Once access has been confirmed as safe, begin with observation. Look for debris, soft ground, displaced trolleys, altered supports and signs that water reached stored equipment.

Photograph damage before moving things where practical, keep a record and contact the club or insurer as appropriate. Avoid disturbing a boat that appears unstable.

Do not reconnect electrical equipment that may have been flooded. Arrange an appropriate competent assessment before reuse. Government guidance also says never to touch an electrical switch while standing in water.

Then revise the job list. Checking supports or dealing with water damage may now take priority over a cosmetic improvement.

A Simple Winter Visit Record

A short record helps turn occasional visits into useful observations.

Record	Example
Date and access	Daylight visit; club confirmed access open
Ground and supports	No visible movement; ground remains wet
Cover and straps	Cover shedding water; one chafe point photographed
Equipment	Camera kit removed to dry storage
Next action	Replace worn strap during next safe visit

Avoid turning this into a tick-box promise that the boat will remain safe. It records what you could observe at that time.

The Best Maintenance Decision May Be to Stay Home

There is satisfaction in making winter progress. A repaired seat, a prepared hull or a sorted rope bag is something tangible.

Postponing a visit feels less productive. Yet it can be the soundest decision of the week.

Champagne’s varnish will still need attention when access improves. Coyote’s cover can be checked when the route is safe. The Toura’s repair will benefit from suitable working conditions.

Meanwhile, there are useful jobs at home: reviewing photographs, ordering fittings, checking manufacturers’ instructions and planning the next stage.

Winter boat care includes knowing when to leave the boat alone.

Before the next spell of high water, identify the vulnerable equipment, agree the storage plan and know where to find reliable access information. Then, when the river changes, you have a plan rather than a hurried journey.

The purpose of winter maintenance is to bring the boats and their crews safely into another season. Sometimes the job that best serves that purpose is closing the toolbox and waiting.

Return to the Winter Boat Shed https://pmrsailing.uk/Champagne-A-Rater/The-Winter-Boat-Shed.html

 

Under the Cover — Is Your Boat Really Ready for Winter?

The best test of a winter cover comes after the first storm.

Three boats, three winter arrangements — and three sets of things to check when the wind finally drops.

Champagne is in the lean-to, sheltered while we tackle stripping old finishes, revarnishing the timber and carrying out the necessary painting. Whaly Coyote is tucked beneath her own cover. The RS Toura is outside, tied down to the ground, with her seat being repaired.

It sounds reasonably organised.

Then the storms arrive.

Suddenly, the questions become rather more practical. Are the covers still attached? Have they shifted? Is rainwater pooling somewhere? Has a strap started rubbing? Is everything underneath as dry as it looked when we put it away?

Winter preparation has to survive real winter weather. That means going back occasionally to see how it is doing.

Three Boats Need Three Different Approaches

Boat	Winter arrangement	Particular priorities
Champagne	In the lean-to for refinishing and painting	Wind-driven rain, dry timber, ventilation and suitable coating conditions
Whaly Coyote	Beneath her own cover	Cover support, drainage and protection of propulsion equipment
RS Toura	Outside, tied down, with the seat being repaired	Ground anchors, straps, water accumulation and repair protection

Their situations differ, but the underlying questions are shared: keep unwanted water out, let moisture escape, avoid rubbing and make sure nothing has moved.

Champagne: A Roof Helps, but the Open Sides Matter

Having Champagne in the lean-to is a considerable advantage. It gives us somewhere sheltered to work and reduces direct exposure to rain.

It also changes the inspection. Instead of looking only at a boat cover, I need to consider the shelter itself.

Can wind-driven rain reach the bow or stern? Is water dripping from an edge or joint? Could roof runoff splash onto the boat? Have leaves obstructed the guttering? Has anything stored nearby become loose?

A roof overhead does not guarantee dry conditions everywhere underneath it.

That matters particularly while old finishes are being removed. Exposed timber needs protection, and revarnishing requires suitable conditions.

For Champagne, I will work in manageable areas rather than strip more than we can keep suitably protected. Before coating, check the chosen product’s requirements for preparation, timber dryness, temperature, humidity, dew point and drying time.

A mild afternoon does not guarantee a successful coat if the surface becomes damp as the evening cools.

Dust needs managing, too. Sanding beside a freshly coated surface can create extra work. Plan dusty preparation and coating as separate stages, following the product’s ventilation and safety instructions.

The lean-to gives us a place to work. It still needs managing as a winter workspace.

Coyote: Look Beyond the Reassuring Cover

Whaly Coyote looks reassuringly tucked away beneath her own cover.

The important word is “looks”.

Inspect the cover along its whole length. One section may shed rain perfectly while another develops a hollow beside a fitting.

Coyote’s electric propulsion system, connections and any filming accessories remaining aboard also deserve attention.

My checks would include:

• Is the cover resting on a cable, control or vulnerable fitting?
• Are its supports secure and clear of electrical equipment?
• Has water collected beneath it?
• Would portable cameras and accessories be better stored somewhere dry?
• Does the motor and battery storage arrangement follow the applicable instructions?

Her solar-charging arrangement needs considering as part of that plan. Battery storage and charging have their own requirements; a boat cover cannot establish suitable conditions by itself.

Use the instructions for the actual E60 battery and installed system, including storage charge, temperature limits and periodic checks. ePropulsion provides the relevant manuals through its download centre.

For a camera boat, protecting the equipment beneath the cover matters just as much as protecting the boat itself.

The Toura: Tied Down, but Still Worth Checking

The Toura is outside and tied down to the ground. That is an important preparation for windy weather, but it does not remove the need for inspection.

After a storm, I want to know whether the complete arrangement has held: boat, trolley, straps and ground anchors.

Rain can soften the ground. Straps can settle or move. A loose end can flick against the hull, while a shifted cover catches the wind differently.

Check anchor points and webbing, using an arrangement suitable for the boat and site. Secure her without excessive tension or concentrated loads on vulnerable parts. Suitable protection at contact points helps prevent rubbing.

The cover and boat need separate thought. Securing the hull does not automatically secure the cover.

Then there is the seat repair.

An outdoor repair area needs protection from rain and dirt. Any adhesive, sealant or other material must be used within its specified conditions. A cover does not necessarily make a cold, damp surface ready for bonding.

The repair method deserves its own article. For now, the priority is keeping the work area protected and checking that temporary protection has survived the weather.

Pooling Rainwater: A Small Hollow Becomes a Heavy Load

A cover should behave like a roof.

When water collects in a dip, its weight pulls the fabric down. The hollow deepens, catches more rain and increasingly strains seams, supports and fastenings.

Here is a useful calculation:

Water volume in litres = area in square metres x average depth in millimetres

For a pool covering 0.5 square metres with an average depth of 40 mm:

Water volume = 0.5 x 40 = 20 litres

That is approximately 20 kg sitting on the cover.

The depth must be an average, rather than simply the deepest point, but the example shows why a modest pool deserves attention.

Use suitable, stable supports with smooth contact points. Check the slope all the way to the edges: a good central ridge can still leave a pocket at the stern.

Remove water carefully from a safe position, then correct the fit or support. Do not crawl beneath a heavily loaded cover to push it upwards or haul on a strained seam.

Emptying the pool deals with today’s water. Improving the shape deals with the next rainfall.

Drainage: Trace the Water’s Route

Some rain may still find its way underneath. Where does it go?

Clear leaves and debris from cockpit outlets and accessible channels. Look around seats and low points for water with no easy escape route.

Ashore, the boat’s attitude on its trolley or cradle matters. Follow the manufacturer’s support and drainage guidance, keeping the arrangement stable.

RS describes the Toura as having a self-draining cockpit, but outlets still need to remain clear, and her storage position affects where water collects.

Identify openings before removing plugs. Cockpit drains and buoyancy-compartment bungs have different purposes.

A plug which may be removed for drainage ashore can need to remain fitted afloat. Follow the boat’s instructions and leave a clear reminder to refit anything required before launching.

A small label attached where it will be seen during rigging is much more useful than relying on remembering something several months later.

Ventilation: Dry-Looking Is Not Always Dry

Wrapping everything tightly can trap moisture already inside.

A wet rope bag, damp sail or persistent puddle can maintain a damp environment beneath an otherwise effective cover.

The RYA’s winterising guidance recommends covers that exclude rain while allowing air to circulate.

Use intended vents and avoid blocking them with another sheet. During suitable dry weather, supervised airing also gives an opportunity to inspect hidden areas.

The same principle matters in Champagne’s lean-to. Shelter is useful, but damp equipment against timber can keep a local area wet.

Look for:

• Water droplets beneath the cover.
• Damp ropes or fabric.
• Musty smells.
• Unexpected staining or changes in the finish.
• Water sitting in corners after the surrounding boat has dried.

Investigate the cause rather than simply closing everything up again.

Chafe: Winter Damage a Millimetre at a Time

A cover need not blow away to cause trouble.

Fabric moving against a fitting can wear through. A buckle can mark a hull. A loose strap can repeatedly strike the same spot.

Check corners, cleats, rigging contact points, hard fastenings and exposed edges. Secure loose ends and use appropriate soft protection.

Then check that the protection stays in position. Padding that moves away from the rubbing point offers little help; padding that holds water against the boat may create another problem.

Aim for an even fit. A loose cover can flap; an excessively tight one can strain seams and fittings.

On Champagne, anything touching the timber finish deserves particular attention. Protecting the results of winter work starts while the work is being planned.

After the Storm: Inspect the Whole Arrangement

Once conditions are safe, stand back before adjusting anything.

Has the boat moved? Does the cover look different? Is a support leaning? Has something shifted against the hull?

Then follow the same inspection each time:

1. Shelter and surroundings: look for obvious damage and displaced objects.
2. Boat and supports: inspect trolley, cradle, chocks and ground conditions.
3. Anchors and straps: check movement, slack, fraying and rubbing.
4. Cover shape: look for pools, sagging and displaced supports.
5. Underneath: check for standing water, trapped damp and new marks.
6. Repairs and equipment: inspect temporary protection, prepared surfaces and stored systems.
7. Record and act: photograph changes and note anything needing attention.

Do not enter an area threatened by damaged roofing or branches. At a riverside club, flooding can also affect safe access.

A useful inspection happens after the danger has passed.

Laying Up Includes Planning the Next Visit

This is the habit I want to carry through the winter-maintenance series:

Laying up a boat includes planning the next visit.

Inspect soon after covering, after substantial rain and following significant storms when access is safe. Between those visits, set a routine appropriate to the exposure, repair work and storage location, alongside club, yard or insurer requirements.

Champagne will naturally attract visits while work progresses. That provides a useful reminder to check Coyote and the Toura too.

Keep a short record. For example:

“Toura straps checked; cover secure; leaves cleared; seat-repair protection dry.”

A note and photograph make the next inspection more informative.

If you cannot visit, agree a checking arrangement with someone who can and explain what needs attention.

These visits can also help maintain the social side of sailing through winter: a conversation about repairs, a shared observation about a loose cover, or an extra pair of hands when something needs adjusting.

A Winter Visit Is an Investment in Next Season

Champagne is sheltered for refinishing. Coyote has her own cover. The Toura is secured outside while the seat receives attention.

Those are useful preparations. Their success depends on what happens next.

A cover can move. A drain can block. The ground can soften. Rain can arrive from a direction that seemed unimportant when everything was put away.

Fortunately, many problems are straightforward when caught early.

This week’s task: inspect your boat after rain. Check the cover’s lowest point, trace the drainage route, inspect the straps and lift an edge to see what is happening underneath.

Then decide when you will return.

The aim is to reach spring with the boat protected, the repair work progressing and fewer surprises waiting beneath the cover.

Return to the Winter Boat Shed https://pmrsailing.uk/Champagne-A-Rater/The-Winter-Boat-Shed.html

 

The Sailing Season Ends — But the Boat Work Begins

The best winter maintenance list starts with the things that annoyed you last summer.

The rope that always caught at the wrong moment. The fitting you had to jiggle before it would move. The seat you repaired once already. The patch of varnish you kept looking at and thinking, “I really must do something about that.”

During the sailing season, these things compete with a much more attractive prospect: getting afloat.

When there is a race about to start, a decent breeze on the river or an opportunity to take the family sailing, maintenance can become something we promise to do later.

Then autumn arrives.

The days shorten, the river becomes less predictable, and lifting a wet boat cover loses some of its appeal. For many of us, this is when the sailing slows down and the boat work begins.

With three very different boats to look after — our A-Rater Champagne, the RS Toura and Whaly Coyote, our electric camera boat — I have plenty to think about.

The challenge is turning all those remembered annoyances into a sensible winter plan.

Start With an Honest Review of the Season

Before reaching for polish, tools or a catalogue of tempting upgrades, it is worth asking three questions:

• What worked well?

• What broke, wore out or became unreliable?

• What did we keep meaning to fix?

That first question matters just as much as the other two.

A piece of equipment that worked reliably all season may need routine care rather than replacement. A rope that felt comfortable, ran freely and did its job has already passed a useful test. There is little value in changing it simply because something more expensive exists.

Equally, something that repeatedly caused trouble deserves attention, even if it looks reasonably presentable on the trolley.

The most useful inspection combines what you can see ashore with what you remember happening afloat.

A block may turn when you flick it with a finger, yet have been reluctant under load. A cleat may look sound but have allowed a rope to slip. A seat repair may appear acceptable until someone puts their weight on it.

Ask the people who sailed with you, too.

On a three-person boat such as Champagne, the helm will not notice every awkward lead, uncomfortable working position or troublesome fitting experienced by the rest of the crew.

“What kept getting in your way?” can be a remarkably productive maintenance question.

Inspect Before You Hide the Evidence

There is a temptation to begin with a thorough wash and put everything away looking respectable.

Cleaning is useful, but first take photographs and record anything that might help explain a problem: chafe marks, the way a rope has been rubbing, an unusual stain or the exact position of a loose fitting.

Then clean the boat using methods suitable for its materials, let things dry, and inspect again.

Work in a consistent order:

1. Hull, deck and visible structural areas.

2. Rudder, centreboard and steering arrangements.

3. Mast, boom, standing rigging and attachment points.

4. Sheets, halyards, blocks and cleats.

5. Sails, stitching and reinforced corners.

6. Covers, trolley, trailer and storage supports.

7. Safety equipment and any electrical systems.

For each concern, write down its location and what you actually observed.

“Rigging needs attention” is easily postponed.

“Photograph and measure both shrouds; ask a rigger about suitable replacements” gives you a next step.

You do not need to diagnose every problem yourself. Sometimes the right entry is simply: “Cause uncertain — get advice before using or repairing.”

Champagne: Look Beyond the Beautiful Silhouette

An A-Rater attracts attention for all the right reasons. Tall rig, elegant hull and an extraordinary presence on the river.

Looking after one also means becoming very familiar with the less glamorous details.

With Champagne, the winter inspection needs to revisit the areas that have already demanded attention: the rudder cassette, jib luff arrangement, covers, hull damage and timber finish.

The important word is revisit.

A repair completed during the season should be checked to see how it has performed. Has movement returned? Is there fresh chafe? Has water found another route in? Has a small damaged area changed?

Steering deserves an early place on the list

Play in a rudder arrangement can become something you gradually accommodate without realising it.

You steer around it. You get used to the feel. It becomes part of the boat’s character.

That does not make it harmless.

For Champagne, the sensible approach is to check the cassette and its attachments, establish where any movement originates, and assess the effectiveness of previous work.

A steering problem belongs near the top of the list because it affects control of the boat.

Rigging needs more than a quick glance

Our long shrouds raise a practical question: what happens when the replacement you can readily find is shorter than the one already fitted?

This is where measuring properly and getting appropriate advice matters. Overall assembly length, wire specification, terminal type and adjustment range all need to be considered together.

A nominally similar length in a catalogue is not enough information to order confidently.

Whether making up a wire assembly yourself is appropriate depends on the specified fittings, tools and method. That deserves its own investigation with a competent rigger, rather than an improvised solution because something is nearly the right size.

Know when to bring in a professional

The whitish marks towards the front of Champagne are something we plan to have assessed and repaired by a professional boatbuilder.

That is an important part of winter maintenance: recognising the limits of your own diagnosis.

A discoloured finish, trapped moisture and a problem beneath the surface can require different responses. Making an area look better does not necessarily resolve the cause.

I enjoy working on boats, but there is considerable value in paying someone with the right experience to establish what actually needs doing.

The RS Toura: Tough Boats Still Need Attention

The RS Toura has a very different job in our sailing life.

It is a practical family boat, with a durable polyethylene hull. RS specifies its construction as Comptec PE3 polyethylene, which also means hull work needs an approach appropriate to that material.

For our Toura, one item is particularly familiar: the seat needs attention again.

A repeat repair should prompt a better question than, “What shall I stick it back with this time?”

Why did the previous repair fail?

Was the original cause still present? Was the repair method suitable? Is there movement or loading that we have not properly accounted for?

Repeated failure is useful evidence. It suggests the job needs reassessing before repeating the same process.

Follow the whole system

The Toura inspection should also follow each control through its working route.

Take the mainsheet as an example. Look at the rope, its lead, the blocks, their attachments and the cleat. Replacing one worn component may achieve little if another part of the system caused the wear.

The same approach applies to the jib furler, reefing arrangements, spinnaker handling and lifting foils.

Think back to using them afloat:

• Did the centreboard move as expected?

• Did the rudder lift and secure reliably?

• Were reefing arrangements straightforward?

• Did sheets run freely?

• Was anything awkward enough that we avoided using it?

That last question is revealing. Equipment that is inconvenient often gets worked around, leaving the original problem unresolved.

Whaly Coyote: Electric Does Not Mean Maintenance-Free

Whaly Coyote has a different purpose again: providing a platform for filming and photography on the water.

Its ePropulsion Navy 3.0 and E60 battery make the electrical installation an important part of the inspection.

There may be no petrol engine to service, but there are still a motor, propeller, mounting arrangements, cables, connectors, controls and a substantial battery to look after.

Check for visible damage, loose supports, cable chafe and signs of moisture around connections. Isolate the system in accordance with the manufacturer’s instructions before maintenance.

For winter storage, use the instructions for the particular motor and battery fitted. ePropulsion’s E-Series guidance calls for protecting connectors and monitoring battery charge during storage; the correct manual should determine the detailed routine.

“Put it away and forget about it until spring” is not much of a maintenance plan.

Camera equipment belongs on the boat list

For a camera boat, the inspection should include the things that keep the filming equipment secure and usable:

• Mounts, clamps and fixing points.

• Independent camera tethers.

• Cable routes and possible snagging points.

• Dry storage.

• Access to controls without obstructing movement.

Having already lost a camera, I have a particular interest in secure mounts and independent tethers.

A useful winter improvement might be a better camera position or a more convenient storage arrangement. It should also make working aboard easier and keep essential access clear.

Turn the Findings Into Three Lists

A long list of jobs can feel impressive while being surprisingly difficult to act on.

I prefer three straightforward categories.

Category	What belongs here?	Example
Essential repairs	Problems affecting safety, control, structural integrity or dependable operation; defects that may worsen in storage	Unresolved steering movement, damaged rigging or a leaking cover allowing further deterioration
Useful improvements	Changes that solve a recurring difficulty or make the boat easier to use	Better rope storage, clearer control labels or a more practical camera mount
Things that can wait	Cosmetic work and optional additions with no immediate consequence from postponement	Minor superficial marks or an extra camera angle

These categories require judgement.

A mark on a hull may be superficial, or it may need investigation. A damaged cover may seem less important than a sailing fitting, yet allow water to undo months of careful work.

Classify the consequence of the problem, rather than judging how dramatic it looks.

If you do not know the consequence, assessment becomes the first job.

Useful Improvements Should Solve a Named Problem

Winter is a dangerous season for browsing chandlery websites.

A new rope, clever fitting or additional gadget can quickly become something the boat apparently needs.

Before buying it, finish this sentence:

“This will improve our sailing because…”

For example:

“This rope bag will keep loose sheets out of the crew’s working area.”

“This revised camera mount will let us adjust the view without reaching awkwardly.”

“This replacement block will address the control that repeatedly jammed.”

Those are useful reasons.

It is also worth asking whether an existing part could work better after cleaning, adjustment or a corrected lead.

A particularly useful exercise aboard Champagne would be to walk through a tack or mark rounding ashore. Each person takes their usual position and explains what they need to reach, move or release.

Some improvements become obvious when you look at the boat as a working space.

Write Jobs You Can Actually Complete

“Sort out the boat” is a burden.

“Remove the suspect block, photograph its markings and identify a replacement” is a task.

For each significant job, record:

• The observation: what you saw or experienced.

• The next action: inspect, measure, obtain advice, repair or replace.

• Who will do it: you, another crew member or a specialist.

• What is needed: parts, information, workspace or suitable weather.

• The deadline: before storage, during winter or before launching.

• The check afterwards: how you will confirm the work has succeeded.

For example:

Observation: Seat repair on the Toura needs attention again.
Next action: Examine the failure and obtain advice on a suitable repair method.
Deadline: Before the next sailing session.
Check afterwards: Confirm that the seat and its attachments are secure before use.

This approach also helps with budgeting. Obtain quotations for the essential work before spending the available money on optional upgrades.

Do the Jobs in a Sensible Order

Some work becomes urgent as soon as the season ends.

Wet sails need appropriate drying and storage. A failing cover needs attention before it admits more water. A boat needs suitable support before being left ashore for months.

Other jobs need planning rather than immediate action.

Sailmakers, riggers and boatbuilders need time, so contact them early. Weather-dependent finishing work may need to wait for suitable conditions. Follow the relevant product instructions for preparation, temperature and curing.

Allow time for reassembly and checking, too.

A repair is not complete merely because the tools have been put away. Controls need to run correctly, fastenings need checking, and repaired systems need an appropriate test before normal use.

Where the boat is safe and conditions allow, a calm shakedown session can reveal things that an inspection ashore cannot.

Keep a Record — Including What Worked

Photographs and a simple notebook can save a great deal of uncertainty next winter.

Record what was repaired, which materials or parts were used, and how the work performed afterwards. Keep measurements and useful part references.

Also record the successes.

Which rope lasted well? Which cover arrangement kept water out? Which small change made launching easier?

Maintenance becomes more effective when you can learn from it, just as sailing does.

With three boats, that record is especially valuable. Otherwise, it becomes remarkably easy to remember that something was replaced while forgetting which boat received it.

Winter Work Is Part of Next Season’s Sailing

There is satisfaction in arriving at the club on a bright spring morning, uncovering the boat and finding that everything is ready.

The steering feels right. The controls run freely. The seat is secure. The camera mount holds firm. The little problem that irritated everyone last year has finally disappeared.

That morning begins with the decisions we make now.

For Champagne, the Toura and Whaly Coyote, the aim is to understand what the season has taught us and turn it into manageable work.

Some jobs need immediate attention. Some deserve a place in the winter budget. Others can wait quite happily.

Your first winter maintenance task: write down the three things that annoyed you most last season. For each one, decide whether it needs an essential repair, a useful improvement or a place on the “can wait” list.

The sailing season may be slowing down, but the work towards a better one has already begun.

Return to the Winter Boat Shed https://pmrsailing.uk/Champagne-A-Rater/The-Winter-Boat-Shed.html

 

From Finishing Your First Race to Racing Better — How Do You Keep Improving?

The most useful part of today’s race may happen after you cross the finish line.

You have finished.

Perhaps you are delighted. Perhaps you are disappointed. Perhaps you are mainly relieved that the boat, the crew and the race marks are all approximately where they ought to be.

Back ashore, someone asks the inevitable question:

“How did you get on?”

“Sixth.”

That tells them your finishing position. It tells them remarkably little about your sailing.

Did you make a good start? Were you keeping pace with boats that normally disappear into the distance? Did a difficult tack finally come together? Did you recognise a wind shift and act on it?

You might have finished sixth and sailed your best race yet.

You might have finished third and repeated several mistakes that a stronger fleet would have punished.

The result matters. Understanding how you produced it is what helps you improve.

As we reach the end of this Learning to Race series, that is the final skill to develop: learning how to learn from a race.

Finishing Your First Race Is Already an Achievement

Before we start analysing lost seconds, let us recognise something important.

Entering your first race takes courage.

You have to understand the course, negotiate a start, remember which way to round the marks, manage the boat and share the water with people who appear to have been born knowing where the next gust will arrive.

Completing that race is progress.

The next stage does not require you to become an expert overnight. It requires you to notice what happened and choose something useful to work on.

There is a considerable difference between saying:

“I am no good at racing.”

And saying:

“We lost speed coming out of our tacks. That is something we can practise.”

The first statement closes a door. The second gives you a job for next weekend.

Start With What Went Well

A post-race conversation can easily become a catalogue of mistakes.

The start was late. The tack was slow. The wrong bank was chosen. Someone’s foot was apparently occupying a space urgently required by someone else’s knee.

By the end, everyone wonders why they came.

Begin with something worth repeating.

Perhaps the crew stayed calm during a crowded approach. Perhaps you sailed through a lull without making unnecessary adjustments. Perhaps an early call gave everyone time to prepare for a gybe.

Ask:

“What did we do today that we want to do again?”

Make the answer specific.

“Good teamwork” is encouraging.

“Calling the tack early meant everyone was ready, and we accelerated together afterwards” explains what made the teamwork effective.

The RYA’s guidance on feedback emphasises helping sailors understand their own performance and develop the ability to learn for themselves. That is a useful aim for any club-racing debrief.

Review the Race While You Still Remember It

Once the boat is secure and everyone has had a chance to settle, spend five or ten minutes talking.

You do not need a formal meeting. You certainly do not need a presentation entitled A Comprehensive Review of Why We Came Seventh.

Three questions provide a useful starting point:

1. What went well?

2. Where did we lose the most ground, and what might explain it?

3. What one thing will we try next time?

Give everyone a chance to answer.

The helm may remember being unable to turn. The jib crew may remember waiting for a call. The mid-hand may remember dealing with a snagged rope.

Those are different views of the same incident. Together, they may explain it.

If you are racing single-handed, make a short voice note or write a few lines before the details disappear into the journey home.

Find the Cause Behind the Lost Position

“We lost two places at the leeward mark.”

Useful observation. Incomplete explanation.

Did you arrive too fast behind slower boats? Was the rounding wider than intended? Were the sails still being adjusted as you began the beat? Had you failed to decide where to go afterwards?

The visible loss may happen at the mark. Its cause may begin several boat lengths earlier.

Use the main parts of the race to organise your thinking:

Area	Useful question
Start	Did we cross with speed, space and a workable route away?
Boat speed	Could we hold pace with similar boats in comparable conditions?
Manoeuvres	How much speed did we lose, and how well did we accelerate afterwards?
Tactics	Did our decisions around other boats protect our progress?
Strategy	Did our overall route make sense given the wind and current?
Preparation	Were equipment, roles and course knowledge ready before racing?

You do not need to investigate every category after every race.

Look for the problem that repeatedly costs you ground.

A poor start can look like poor boat speed

Suppose you spend the first beat struggling behind another boat.

You return ashore convinced that your sails need adjusting.

But perhaps you began in disturbed air and never found a clear lane. Before changing the boat’s settings, ask whether you gave those settings a fair test.

A tactical problem can begin with a slow tack

Suppose another boat repeatedly crosses ahead after you tack.

Perhaps you chose the wrong moment.

But perhaps you chose a reasonable moment and then lost too much speed through the manoeuvre.

Practising the tack may help more than studying another page of tactical diagrams.

Separate What Happened From What You Think Happened

Sailors are wonderfully inventive when explaining results.

“The wind always fills in on that bank.”

“They must have had less current.”

“We would have caught them if that gust had lasted.”

Perhaps.

A useful review separates observation from interpretation.

Observation: The other boat gained while sailing nearer the bank.

Possible explanation: It experienced less adverse current.

Other possibilities: It found stronger wind, sailed a better angle or maintained better speed.

Next step: Watch that stretch more carefully on another lap and compare boats in similar conditions.

This matters particularly on a river. Trees, bends, buildings, current and other boats can produce several effects at once.

One successful trip along a bank does not establish a universal law of Thames sailing.

It gives you something worth investigating.

Judge the Decision Using What You Knew at the Time

A sensible decision can produce a disappointing result.

You choose a route because it has visible pressure and has worked on previous laps. Then the wind changes and the other side gains.

That does not automatically make your decision foolish.

Equally, an optimistic gamble can succeed without becoming a reliable strategy.

Ask:

• What information did we have?

• What did we expect to happen?

• Was there evidence we overlooked?

• Would we make the same choice again with the same information?

This helps you learn without pretending that every gust was predictable.

It also prevents the most confident person in the clubhouse from becoming an expert entirely through hindsight.

Change One Thing at a Time

After a difficult race, the temptation is to change everything.

More jib tension. Less mainsheet. Different crew positions. Earlier tacks. Later tacks. A completely different starting plan.

If the next race goes better, which change helped?

You may have no idea.

Choose one main focus.

For example:

Problem: The boat is slow after tacking.

Possible cause: The jib is being pulled into its final position before the boat has accelerated.

Practice: Work on the timing of the jib trim through several tacks in open water.

Evidence to watch: Does the boat regain its normal pace more consistently, with less corrective steering?

Normal sailing adjustments still continue. You must respond to changing conditions. The point is to keep your deliberate experiment clear enough to learn from it.

As a chemistry teacher, I find this approach rather familiar.

Observe. Suggest an explanation. Change something deliberately. Look at the result.

The river makes a less obedient laboratory than my classroom, but the habit of thinking is much the same.

Turn “Sail Better” Into Something You Can Practise

“Sail better next week” is an ambition.

“Agree the next leg before reaching the mark” is an action.

Useful practice targets include:

• Be afloat early enough to check the start area.

• Make a preparation call before each tack.

• Look beyond the next mark before beginning the rounding.

• Establish clear air after the start when a safe opportunity appears.

• Practise accelerating after a manoeuvre.

Choose a target that you can recognise afterwards.

You may finish in the same position and still have achieved it.

A crew that completes six organised tacks instead of six hurried ones has improved, even if a stronger fleet disguises that progress on the results sheet.

Keep a Small Racing Notebook

You do not need an elaborate spreadsheet.

A notebook, phone note or short voice recording is enough.

Record:

Conditions: Light, shifting wind; noticeable adverse current upstream.

What worked: Early calls made the tacks calmer.

Main loss: Two wide leeward-mark roundings.

Possible cause: We began preparing too late.

Next focus: Agree the rounding plan earlier and allocate jobs before the turn.

These are illustrative notes, but the format is deliberately simple.

After several weeks, look for patterns.

Perhaps your starts are usually reasonable, but your first minute is weak. Perhaps the boat feels slow only when the crew are unfamiliar with their roles. Perhaps the same control becomes difficult to adjust every time you need it.

Recurring evidence helps you choose worthwhile practice.

Use Video to Answer a Question

Onboard video can be useful, particularly when your memory of a beautifully executed tack differs slightly from the camera’s account.

Watch a short section with a purpose.

For a tack, look at preparation, crew movement, sail handling and the exit.

For a mark rounding, look at the approach, the turn and the route away.

Ask one question:

“What happened before the speed disappeared?”

That is more useful than watching an entire recording while announcing that everything needs improvement.

GPS tracks can help too, but remember what they show: movement over the ground. On a river, current affects that movement. A slower recorded speed does not, by itself, prove poorer sailing.

Make the Debrief Safe for the Crew

People learn more readily when they can admit what confused them.

“What did you need from me before that tack?” invites a useful answer.

“Why were you not ready?” may invite a defensive one.

Keep the discussion about actions, timing and information.

Perhaps the helm called too late. Perhaps the crew could not hear. Perhaps a job that looked simple from one position was impossible from another.

Agree what you will do differently together.

A debrief should leave people clearer about the next race and willing to come back for it.

That matters especially when introducing someone to racing. Their willingness to sail again may be more valuable than a small improvement in today’s result.

What Champagne Is Teaching Me

Aboard Champagne, the learning is part of the attraction.

There is the boat herself: the sail handling, the balance, the timing and the coordination between three people.

Then there is the river, which can change the examination question halfway through your answer.

Our early Bourne End to Marlow race provided a particularly useful lesson. We had rigged and launched Champagne ourselves, which already felt like progress. During the race, advice from an experienced Rater sailor prompted an adjustment to the jib tension, and the boat responded better. It gave me something concrete to connect with sail shape and handling. It was a lesson for those conditions, rather than a setting to copy blindly every time.

That is the sort of experience I want to build on.

What changed? What did the boat do? Can I recognise that situation again?

There is plenty of room for humour too. Our first win with Champagne came when we were the only A-Rater to start. We still had to complete the course, cope with very light wind and give a new crew member an experience he wanted to repeat. The result made a good story; the day also gave us useful practice.

I am still learning.

Every race provides another experiment, another observation and another lesson. Some lessons become obvious immediately. Others require a conversation ashore, a look at the video or another attempt next weekend.

The End of the Series — and a Reason to Go Racing Again

Across this series, we have explored starts, wind shifts, current, clear air, crossing boats, covering and mark roundings.

You cannot consciously perfect all of them in one afternoon.

You can notice one thing more clearly.

You can prepare one manoeuvre earlier.

You can ask one better question afterwards.

For your next race, try this: choose one focus before launching, notice what happens on the water, and leave the debrief with one action for next time.

Then go sailing again.

That is how finishing your first race gradually becomes racing better.

And aboard Champagne, that is how I intend to keep learning: enjoying the boat, listening to the crew, observing the river and occasionally discovering that the most important lesson began several minutes before I realised there was a problem.

The finish line gives you a result. What you do afterwards helps shape the next one.

Follow Champagne’s continuing adventures and explore the Learning to Race series at pmrsailing.uk.

Return to sailing website https://pmrsailing.uk/Lessons.html

 

Racing an A-Rater — When Everything Happens Faster

Learning to Race — From First Start to Better Results

In a fast boat, the tactical decision may be the same — you simply have much less time to make it.

A gust moves across the Thames. Another boat is approaching on starboard. The riverbank is getting closer, and the next mark is already demanding attention.

Aboard Champagne, these are connected problems. Where we sail now determines whether we can cross the other boat, whether the crew has time to prepare a tack and whether we reach the mark with useful options.

That is what makes racing an A-Rater so absorbing.

The fundamentals remain familiar: find clear air, respond to the wind, understand the current and sail efficiently towards the next mark. But a powerful rig, a three-person crew and the confined space of a river make anticipation particularly valuable.

Champagne brings together everything this racing series has explored. The question becomes whether we can apply those lessons early enough, together enough and smoothly enough to turn potential speed into progress.

A Boat That Makes You Look Up

An A-Rater is an extraordinary sight on the Thames: a long, low hull beneath a towering rig.

Upper Thames Sailing Club describes typical boats as approximately 26 feet long, with masts around 43 feet tall. Its class information gives newer boats a sail area of around 350 square feet — approximately 32.5 square metres — and identifies the three-person crew as a defining feature. Those are class descriptions rather than individual measurements of Champagne.

The visual impression tells you something important about the sailing.

There is considerable power available, but using it well requires coordination. Sail trim, steering and crew movement all influence whether that power becomes forward motion or an awkward struggle.

For me, part of Champagne’s appeal is this combination of elegance and involvement. She is a boat that invites you to understand what is happening, rather than simply sit back and enjoy the ride.

“Everything Happens Faster” Really Means Less Thinking Time

An A-Rater does not race at one constant, spectacular speed. In light river winds, patience and delicate handling can matter more than anything else.

But when the breeze arrives, a familiar stretch of water can suddenly feel much smaller.

Consider a simple illustration:

Time available = distance remaining / speed towards the limit

Suppose there are 40 metres left before the point where you intend to turn:

• At 2 metres per second, you have 20 seconds.

• At 4 metres per second, you have 10 seconds.

These are illustrative figures, not recorded speeds for Champagne. They show why a decision that felt comfortably distant can become urgent.

And those seconds must accommodate more than a helm movement. The crew needs to hear the plan, check the space, prepare the sheets, move appropriately and complete the manoeuvre.

The faster the situation develops, the earlier preparation must begin.

Waiting until the boat reaches the turning point leaves the preparation unfinished.

Three People Must Build One Shared Picture

Three people aboard do not automatically produce three times the awareness.

If everyone watches the same telltale, another boat may approach unnoticed. If everyone offers a different instruction, useful information becomes noise.

Before racing Champagne, a valuable conversation is:

Who is watching what, and who is doing what?

A possible division is:

Responsibility	Main focus
Helm	Steering, immediate boat control and committing to manoeuvres
Sail-handling crew	Allocated sheets and controls, trim and preparation for manoeuvres
Crew member with an agreed lookout role	Approaching boats, gusts, marks and useful tactical information

These responsibilities overlap. The lookout role does not remove anyone else’s responsibility to remain aware, and the exact arrangement must suit Champagne’s fittings and the people aboard.

The essential point is ownership.

Who checks that a sheet will run freely? Who looks behind before a manoeuvre? Who calls the approaching gust? Who confirms that the crew is ready?

Unspoken assumptions become expensive when time is short.

Use Calls That Help Someone Act

Compare:

“There’s a boat!”

with:

“Starboard boat approaching — likely to meet us before the mark.”

The second call helps the helm make a decision.

Likewise, “Gust coming” becomes more useful when it includes direction and urgency:

“Gust from ahead, reaching us shortly.”

A simple manoeuvre sequence might be:

“Prepare to tack.”

“Ready.”

“Tacking.”

Agree the words beforehand. A readiness check should mean that the people and equipment are actually prepared.

For Champagne, I want communication to create a calmer boat. The aim is to make the important words arrive while they can still change the outcome.

The Big Rig Rewards Preparation

A large sail plan makes gust awareness particularly important.

A stronger patch of wind can increase heel, load the helm and change the boat’s balance. If the response comes late, the crew may end up correcting several problems together.

An earlier response gives more choices.

That might involve preparing to ease the appropriate sheet, adjusting trim or moving crew weight according to the conditions and the agreed handling plan. The precise response depends on wind strength, point of sailing and how Champagne is behaving.

The principle is straightforward:

Use the gust as information before it becomes a surprise.

A Practical Example: Pressure Near the Bank

Imagine Champagne approaching the edge of the usable sailing area when a stronger gust appears ahead.

An immediate reaction might be to keep driving towards the bank because the extra speed feels useful.

But ask what happens next:

• Is there room to tack?

• Is another boat occupying the exit?

• Is the crew ready?

• Will the gust reach us during the turn?

A slightly earlier tack may produce a better result than arriving quickly at a position with no comfortable escape.

Speed is valuable when we retain control of where it takes us.

The River Makes the Decision More Complicated

On open water, an extra few boat lengths may leave plenty of room for recovery. On the Thames, those lengths can put you close to a bank, beneath trees or into another boat’s wind shadow.

The route that looks attractive for one reason may be poor for another.

Sheltered water near the bank might offer less adverse current but weaker wind. More open water might provide better pressure while exposing the boat to stronger flow.

Aboard Champagne, the useful question is:

Where will we make the best progress over the next section of the river?

That requires looking beyond the nearest inviting patch of water.

For example, a route towards stronger pressure may be worthwhile if it also leaves space for the next tack. The same route may become unattractive if it leads into a crowded mark approach.

This is where the earlier lessons on current, clear air and fleet positioning come together. Each decision changes the choices available afterwards.

Closing Speeds Can Be Deceptive

When boats converge, the available time depends on how their paths are closing.

In the simple case of two boats heading directly towards one another, their closing speed is the sum of their speeds along that line.

If each is travelling at 3 metres per second, the gap closes at 6 metres per second. A separation of 60 metres disappears in 10 seconds if both maintain their courses and speeds.

Real crossings involve angles, changing speeds and changing wind. That makes early observation more valuable, not less.

Aboard Champagne, an approaching boat should trigger an early assessment:

Can we cross with a clear margin? Should we tack? Would an early duck preserve more speed and better options?

The decision should include where each choice leaves us afterwards. A duck that leads towards clear air can be better than a hurried tack into disturbed wind.

Racing decisions must also respect the applicable right-of-way, room and contact-avoidance obligations. The current World Sailing rules are the 2025–2028 edition; the race’s sailing instructions and relevant local requirements also need checking.

A manoeuvre should be chosen because it can be completed properly, with an adequate margin.

A Clean Tack Is a Team Achievement

A tack can lose ground through much more than slow steering.

A sheet catches. Someone moves late. The jib is trimmed hard before the boat has accelerated. The helm tries to point high while speed is still low.

Individually, these may seem small. Together, they can leave Champagne struggling to regain her rhythm while a rival sails away.

A useful sequence is:

1. Choose the space. Check traffic and the course available after the tack.

2. Prepare the crew and equipment. Make sure the required sheets and controls are ready.

3. Confirm readiness. Allow time for a real response.

4. Turn smoothly. Coordinate steering, sail handling and movement.

5. Rebuild speed. Let the boat accelerate before demanding her best upwind angle.

The exact technique needs practice aboard Champagne. The larger lesson applies widely:

The manoeuvre includes the approach and the acceleration afterwards.

This connects directly with the previous article on the leeward mark. A rounding is successful when the boat emerges ready to sail the next leg effectively.

Performance Amplifies Both Good and Bad Decisions

A powerful boat can make a good decision feel wonderfully rewarding.

Reach a gust with speed, complete a clean tack into clear air or leave a mark with the crew already organised, and the benefit can build quickly.

The reverse can happen too.

A rushed tack reduces speed. Reduced speed makes steering less effective. The helm uses more rudder. Extra drag slows the boat further. A nearby rival then leaves us in disturbed air.

The original mistake may have been small, but it starts a chain.

However, the cost of an error is not always greater simply because the boat is faster. What matters is the combination of speed, handling demands and available space. On a narrow river, that combination can make a late decision particularly costly.

My aim with Champagne is to recognise these chains earlier: preserve balance, maintain useful speed and avoid turning one untidy moment into three more.

Read the Tall Rig Without Ignoring the Water

Wind on the Thames is shaped by trees, buildings, bends and gaps.

Ripples on the water are useful clues, but they do not describe every part of the airflow reaching a tall rig. Wind direction and strength can vary with height, and disturbed air can make the picture complicated.

The crew therefore needs to combine observations:

• Water texture ahead.

• Telltales and sail shape.

• Changes in heel and helm load.

• What nearby boats are experiencing.

• What happens when boats pass a familiar gap or obstruction.

For Champagne, local knowledge becomes most useful when it helps us predict the next change.

“The wind often fills in beyond that gap” is valuable. Treating that expectation as a certainty is much less useful.

Look, predict, then check what actually happens.

Practise the Moments That Decide the Race

More racing gives experience. Focused practice helps turn that experience into repeatable skills.

For Champagne, I would build short sessions around three exercises.

1. Prepare Earlier

Practise tacks in clear water with enough space to separate preparation from execution.

Notice whether earlier calls produce smoother handling. After each attempt, discuss one improvement.

2. Give Someone the View Ahead

For a short practice leg, assign one crew member to make concise calls about pressure, traffic and the next mark.

The aim is useful information that reaches the helm in time.

3. Rehearse the Exit

Practise approaching a mark, preparing the sails and controls, rounding and accelerating onto the new course.

Judge the exercise several boat lengths after the mark. That is where the quality of the preparation becomes clear.

A securely mounted camera can help with the debrief. It may reveal a late call or a caught sheet that nobody noticed while concentrating on the race.

What Champagne Can Teach Us

For me, Champagne represents a particularly rewarding stage in learning to race.

She brings the theory into sharp focus. Clear air becomes something we must actively preserve. Crew coordination becomes something we can feel in the quality of a tack. Anticipation becomes the difference between choosing a manoeuvre and being forced into one.

The most useful question after a race may be:

What could we have noticed five seconds earlier?

That question gives us something practical to improve next time.

Fast Sailing Begins Before the Boat Accelerates

Racing an A-Rater rewards awareness, preparation and trust between the people aboard.

The big rig makes Champagne striking to watch. The real satisfaction comes when the crew makes good use of it: a timely call, a smooth manoeuvre, a clear exit and the boat accelerating into open water.

The lessons from this series still apply. Find pressure. Protect clear air. Understand the current. Plan the next leg. Give yourself choices.

Aboard Champagne, those lessons become a shared task.

The boat may move faster, but the best decisions begin earlier.

Follow Champagne’s progress and explore the Learning to Race series at pmrsailing.uk.

Return to sailing website https://pmrsailing.uk/Lessons.html