Conference unifix::sailing

		-< One Laser sailor to another >-
    
    I have been sailing Lasers for about 10 years now.  The last
    5 or so have been strictly racing, mostly collegiate.  I am
    always looking for local competition, which is kind of light in
    central Massachusetts.
    
    I have a rather old Laser #28649 but it still hasn't softened
    enough to slow me down.  I have a membership with the International
    Laser Union but local races are few and far between.
    If you have any suggestions I would love to hear them.
    
    Charlie
    

    Sorry Charlie cannot help.  Reading (England) is quite a distance
    from Massachusetts.  Haven't got a clue about Laser racing in your
    area.
    
    Alan.
    

    That's ok.  Fill me in on Laser sailing in your area, your experience
    etc.  I always love to hear about Laser sailors doing screaming
    reaches, pitch poles, heavy weather sailing etc.
    
    How big of a class is the Laser in Old England anyway?????

    Hello again Alan hear.  I have been sailing since I was 8 years
    old (17 now) and I sail on a small lake in Burfield which is near
    Reading (England), when ever I can.  I started sailing with my Father
    in an Enterprise, but he was always at work.  So instead I got a
    Topper.  After a very short time I started getting bored of the
    Topper.  I fancied a nice fast single handed sailing boat.  THE
    LASER.  I am now very pleased with it and race it when ever possible
    at Burfield and hope to sail it at other clubs, as soon as when
    I can drive.  You ask about heavy weather sailing.  Well, recently
    I went on a sailing holiday to Poole Harbour (biggest harbour in
    England) where the wind was blowing a force 7-9 all week.  I my
    self had to put reefs in as I am only 10 stone in weight (I don't
    know if you Americans use stone for weight, if you don't you will
    just have to get a conversion table).  The holiday was great.
                                  
    By the way, I usually come around the middle of the fleet (still
    gaining experience)
    
    The Laser class in Merry Old England is quite popular.  It is the
    biggest class in England, but I cannot really compare the size to
    anywhere else.  I expect in America the class is hugh.  (Things
    usually are over their I gather).  I hope to hear from you, what
    is your experience anyway and what are pitch poles (don't thing
    we use that one)??????
    
    Alan

    I could probably fill a book with my adventures under sail, but
    as my fiance says, it would probably be long winded.  But, here
    goes.  Remember don't publish this.
    
    I got my start sailing on the lake that I now live on, Lake
    Quinsigamond, a narrow but long lake in central Mass.  I started
    on a Sail Fish that my father built at the age of 15.  I was about
    5 or 6, and he did the sailing.  About when I was 8 years old a
    neighbor came on the scene with a Turn-about, that he made out of
    spare marine plywood, a few wood srews, and Elmers glue.  It sank
    before the end of the hurricane season, but before it did, I was
    seen on many a calm day out there learning the basics.
    
    When I finally was old enough to join Regatta Point Sailing Club,
    on the same lake, just down the street, at 9, I think that I was
    the first new member of the season.  By 15 I had passed all of their
    ratings, including: Helmsman, Advanced Helmsman, Racing Skipper
    and Instructor.  They taught on boats that included Rebels, O'Day
    Day Sailors, Larks, Force 5's, Finns, Windsurfers, a 110 keel boat
    and a 470 that one of the members owned.  I taught sailing and racing
    for about 5 years at the club and bettered my racing form in the
    process.
    
    I performed a number of boat deliveries for friends, one of the
    most interesting of which was a 38' Bristol that took 1 month to
    deliver from Bar Harbor, Maine to Annapolis Maryland through some
    trying times including the 25' waves and 65mph winds of hurricane
    Dennis in '79.  I have raced amongst the "big whigs" in the Grand
    Prix circuit aboard a 41' Nelson/Merick design called Rampage with
    which we finished first on numerous occasions on corrected time.
    The last 5 years have been, almost exclusively, collegiate racing,
    during which time I was Coach, Commodore, and organizer of Northeastern
    University's sailing "club".  Collegiately I sailed Larks, Tech
    Dinghys, Interclubs, Shields, 420's, and of couse Lasers.  Our
    pride was with one of our sailors who sailed Flying Dutchmen in
    the last Olympics and the Friendship Games in Russia for the USA.
    
    I bought my Laser and started Laser sailing during the time that I
    was teaching sailing, and for a time I was sailing it almost daily
    and racing it at every opportunity.  I am finding less and less
    time for that though nowadays.  But that's about it, my sailing
    life in a dinghy.
    
    				Charlie

    Sorry I have not written a note for some time I have just had no
    time.  The last note you have written, Charlie sounds quite impressive.
    I have not actually sailed for about two weeks now.  The person
    who goes down with me is on holiday.  The water in England is now
    getting a lot colder so less wet capsizes I think.  By the way,
    last time I went sailing I saw the bottom half of a laser mast snap.
     Not of being stuck in the mud, (Burfield is quite shallow) but
    the strong winds just pulled it down.  It was quite interesting
    to watch.  What is the most spectacular breaking up of a laser you
    have seen, and have you ever been involved in one.  The worst on
    I had was when the attachments for the pullys on the boom came off
    leaving me with no sheet.  The wind was very strong and it was the
    first time I had ever gone out in my Laser.  Well that was quite
    a frightening experience for a first attempt at serious Laser sailing.
     Oh well you can hardly drift away very far from land at Burfield.
    
    Bye for now 
    
    Alan
    

    I know that it does not have much to do with Lasers, but it does
    have some things to do with Burghfield, and also with broken gear....
    
    At Burgfield on Saturday there was a little bit of a breeze....
    (30 knots coming around the trees from three directions at once).
    
    There was:
    
    a Seafire with a broken goose-neck.
    a Fireball pulled the chain plate shroud anchorage out of the hull.
    a Fireball split along its front seams, and filled its buoyancy
    	tanks up with water.
    a Fireball broke the mast gate.
    a Fireball pulled its transom out of the back of the boat (fixed
    	rudder - top speed - shallow water - ouch).
    
    And the next day somebody actually noticed a ripple on the water
    at about 13:00, but when he pointed it out to his friends it had
    disappeared again.
    
    Chris Jordan (Fireball 12856 - Flying Cuddles)
    

    Just reading back through the notes.
    
    You asked about a pitch pole.  That is when, usually at great speeds,
    your boat burries its bow under a wave, stopping it and creating
    a pivotting point for the rest of the boat to rotate over.  The
    boom is the next thing that you feel as you usually catch it in
    the gut or ribs.  This happened to me once in my first "sea trial"
    in gusty 25-35 kt. winds off of Cape Cod.  It was in 5 foot seas
    and I was surfing down a wave.  I was Ok but the boat suffered a
    few stress cracks on the upper hull.  That was the worst that I
    suffered through on my Laser, but I have seen worse.
    
    I saw a Laser crushed by a huge power yacht in Stamford, Connecticut
    when it was left on the gas dock while the guy who owned it was
    in a protest meeting.  CRUNCH!!
    
    I also recently saw a video of the Laser Worlds in Brazil where one
    guy who didn't tie his boat down to his roof propperly, lost it on 
    a highway at considerable speed. OUCH!!
    
    I too have lost my share of those cheap (not inexpensive) plastic
    blocks.
    
    But, other than that not too much in Lasers.  Once, while I was
    racing at New York Maritime in 420's in early February, where we
    had to shovel out the snow before we raced, we had a race in 35mph
    winds that of the 13 boats that started only 1 finished.  It wasn't
    me, I was crewwing for a guy, I was 6'3" and 180lbs and he was 5'10"
    and 175lbs, and we took a drink when, just before what would have
    been a perfect start, we pulled a chain plate through the fiberglass
    on the windward shroud with a loud crunch.  Another boat broke a
    boom tearing the sail almost all of the way to the top.  The rest
    lost it on the jibe at the leeward mark.
    
    					Oh well,
    
    					Charlie
    

    Well, my little incident seems rather petit compared with what you
    lads have to put up with.  But that pitch pole you were on about,
    I did that one.  I was at a beam reach going like the clappers,
    at Pool Harbour, it was a beam reach, I think, and I was having
    great trouble keeping it flat.  The speed of the Laser was just
    amazing, then suddenly I caught up with a wave,  my bow went straight
    in, the boat stopped dead, and I went flying.  By now I was in the
    water, and the boat drifting very fast another way.  Well I am afraid
    I was rescued by the rescue boat.  Oh the embarisment.  Never mind,
    it was worth all the bruses and getting rescued just because of
    the exitment before the incident.  Apart from having my head smashed
    in by another Lasers boom when it was on a gype I think that was
    my worst injury in a Laser.  All though no bones broken.  I certainly
    was hobbleing for a couple of days.
    
    
    Bye for now
    
    Alan

My name is Mario, and the number of my Laser is 88860. Even if the boat 
is supposed to have been built in the early '80s, I am about a novice: I 
bought it about 1 year ago, and I am the third owner.

Now my Laser is on the Lake of Bracciano, an unactive (I hope so) volcano
about 30 miles North of Rome. The lake is a circle about 6 miles in
diameter, and is the main place where people from Rome use to sail with
small boats. Motor boating is forbidden on the whole of the lake.

Last summer I took part in my first race, and now I am waiting for the
racing season to restart... 

I was surprised to see that only few people answered this topic: in Italy
the Laser is considered a typical boat for engineering-minded people, and 
I should expect to find a lot of Laser sailors ...

I can collect more infos about the Italian district of the Laser Class 
Association, (I am a member) and add them in a further answer.

I should like very much to sail with you, but it looks difficult, at the
moment... but never say...  

Bye for now...
						Mario
						-------*

>>>    the Laser is considered a typical boat for engineering-minded
   
    Brute force and ignorance, and not much in it to go wrong ???
    
    
    
    :-)  :-)  :-)  :-)   

    (Sorry, but my club has too large fleets - one of Lasers, and the
    other of Fireballs, which is what I sail. We tend to have a number
    of battles of words over which is the best class.....)
    
    Cheers, Chris Jordan
    

    	I'm in the market for a used laser and could use a few pointers.
    First could someone give a rough breakdown of hull number vs age?
    Second are there known problem areas with used lasers that I should
    look for?  I was planning to remove the inspection port cover and
    fill the double hull with water to check for any cracks.
    	I could buy a new laser for about $2000, and I'm pretty sure
    I can get a decent used laser for about $1000.  I'm not looking
    for a race quality boat I just need something for my wife to sail
    when I take off and crew.  

    					=Ralph=

    	I don't have a definite breakdown of hull number (serial number)
    verses age.  However, the first Laser was built in the mid 70's
    (73 or 74) and my Laser, built in February of 75 (stamped on the hull
    next to the serial number) is serial number 28649.  The 100,000th
    Laser came out of assembly in April of 81, and I believe that they
    are now approaching, if they haven't surpassed the 200,000 sold
    barrier.
    
    	Just some suggestions on Lasers.  By all means, don't test for
    leaks by filling the hull with water.  You will create stress cracks
    by supporting it on its bottom filled with water, or worse delaminate
    the hull from the deck, by supputing it bow and stern from the rub
    rails.  I suggest that you borrow an air compresser, and jiffy rig
    a hose into the stern inner hull bailer, soap or water down
    questionable areas such as around the dagger board trunk, mast step,
    inspection port, suction bailer-hull connection points, hull-deck
    lamination points, and the gudgeon screws and then look for bubbles.
    Also test deck rigging connection points.  Some repairs can be made
    simply with a dab of silicone rubber.
    	On older boats test the boat weight, because fiberglass being
    porous absorbs water.  An unrigged hull should weight less than
    150 lbs.  Also test the bottom of the hull for flexibility.  On
    a new boat you can almost support your full weight on the hull bottom
    without deflection.  The older the boat and the more abuse or fun
    use it has endured the more you will notice deflection.  You can
    also check for chips in the gelcoat and discoloration from exposure
    to the sun.
    	The mast should be checked for excessive bending or cracks in
    the girdle at the connection point of the two mast sections.  Then
    there are the obvious things the sail quality.  Check for torn batten
    pockets, panel stress, or problems with the view panel.  The blocks
    for the mainsheet and traveller along the boom should also be
    checked for damage.
    	If racing is in your future, the International Laser Racing
    Assoc. is pretty strict about parts being made or jiffy rigged outside
    of the specs for the class, in the interest of keeping the Laser
    a class boat.
    	Regarding cost, the price of a Laser is always rising.  I purchased
    mine for $795 in 76.  A new one back then was only $1100.  I bought
    it from a local dealer, who bought it on a trade and simply wanted
    it off of his lot.
    	The recommended crew weight for a Laser is about 180lbs. Not
    that there aren't excellent women Laser sailors out there, but it
    is a busy boat for those under that weight.
    	It's great to see new enthusiastic Laser sailors joining the
    ranks.   Good luck!!
    
    				Charlie
    

    DON'T USE AN AIR COMPRESSOR. You can blow the hull to pieces without
    even trying! Putting a LITTLE air pressure in the hull may be OK,
    but you want only 2-3 psi. Use a vacuum cleaner or shop vac rigged
    to blow instead of suck. That will be plenty.
    
    Ross Faneuf
    

    	Just talked with the local Laser dealer.  He said hull numbers
    are passed the 325,000 barrier.
    
    					Charlie

    All this chat about "old" Lasers prompts me to ask whether I have
    an antique (in Laser terms), a grandfather, or possibly a meseum
    piece!
    
    I've got #4255. One owner - me - since about '74. Haven't looked
    at the stern recently to verify precisely. Light use - original
    rig & setup.
    
    Anyone got an older one???
    
    Pete
    

    
    	There's been a mention of sailing in Central Mass. Is this true?
    Where? Is Regatta Point the only thing?
    
    	I'm a long time racer stranded in North Central Mass. I have
    raced sailboats for 28 years or so. Everything from turnabouts
    to Morgan 41's. Last year (87') finished second at Quincy Bay
    Race Week in 210's(borrowed). This year I doubt i will make a
    single race.
    
    	I'd love to find a place for;
    
    		a. get my kids going - they crewed at Quincy Bay
    		and loved it.
    
    		b. do some serious dinghy racing on my own. I've raced
    		Finns, 420's, 470's and Lasers. Must be inexpensive
    		though.
    
    		c. Less than an hours drive.
    
    	Most of the Lake action I have observed has been pure joy
    rides in Hobies etc.  I'm not a good day sailor - i always
    want to make it go faster. Is there good racing at Regatta Point?
    
    				Bob Schuchard

    Regatta Point is about the only place that I know of that would
    be easily accessable to someone from north central MA.  It's a great
    place for your kids, where they are encouraged to have fun while
    they learn.  Their training goes from the basics to racing.  In
    the summer it's like a day camp where you can send the kids, knowing
    that they are safe and having fun.
    
    As for you, they have slightly competitive formal racing.  It is
    in O'Day DS II's, which are slow and non-responsive, but based on
    the people that are racing with you it is 50/50 competitive.  As
    for high performance racing, as you might have read from my inquiry
    earlier, there isn't a heck of alot in this area.  I used to go
    to Hingham and Hull to race in their weekend series, but now I have
    resorted to the bigger boats like J35's in Marblehead.  Occasionally
    I hear of informal Laser racing on Indian Lake in Worcester, but
    I haven't been eager enough to walk on the water over there.
    
    Give Regatta Point a try, and see what you think.
    
    Charlie

    
    RE: .16
    
                             
    My dad has a Laser that was one of the real early ones: #564.
                             
    A friend of his in Canada was one of the original investors in
    Performance Sailcraft, the company that manufactured Lasers near
    Montreal, and was a friend of Bruce Kirby, who I believe was the
    principal designer.      
                                     
    I learned about sailing on that Laser, and an International 14 dinghy,
    and did some local Laser racing.
                             
    It's quite a boat, easy to launch, fast, and durable - I sailed
    my dad's 25 year old Laser last summer!
                             
    Mike.                    
          
     

    Sailing a  25  year  old laser is quite a trick. The boats weren't
    introduced until 1970 or 71.

    I use  to  race  them quite seriously in District 7 (New England).
    They  were  a  lot of fun until people started simply ignoring the
    rules.  Now I just sail her for the fun of it.

--David

    RE -.1:
    
    Dave, how often did you sail in the District 7 area?  I just got
    the local ILCA newsletter and there are a total of 3 races in the area
    this summer, and they are all qualifiers, nothing to hone your
    skills in.  The districts qualifier is actually around May 20th,
    I believe, not too far away.
    
    I agree that the rules are sometimes forgotten, especially the pumping
    rocking and ooching rule, but it's hard to enforce them when everyone
    has learned to disguise their abuse of them.  Besides protest room
    pests aren't looked on too kindly.  I still think that a Laser is
    a great boat to learn to race in though.
    
    Where do you sail your Laser now?  Are there races in your area?

    Charlie.

    As I  said,  I got sick of the people ignoring the rules. My level
    of  tolerance was passed around 1980 or so. At that time there was
    a regatta somewhere between the northern suburbs of Boston and New
    York City every weekend from June through August, with a couple of
    more regattas on either end of the season.

    The class died out for several reasons, among them that there were
    yacht  club  members  in the class, so yacht clubs didn't have the
    volunteers  to  run  regattas,  the  sailors  had  a somewhat wild
    reputation so they might not be invited back, and people got tired
    of  the  lack  of club racing. You had to campaign the boat if you
    wanted  to  race,  and  not  many  people were that committed. The
    strongest   classes   have  good  fleets,  and  the  laser  fleets
    disappeared  when  we  all  campaigned  the  boats.  Dinghies were
    getting  less popular as people tried to move into bigger boats. I
    think  I  wasn't  the only one who got tired of sailing races that
    looked  like  rowing  races  and using boats as bumper cars, but I
    think the major problem was the lack of fleets.

    I was  amazed  that District 7 didn't even get it's own qualifying
    spot  for  the  worlds.  Ten years ago it was the most competetive
    district  in  the  world,  and  normally  got 5 to 10 spots at the
    worlds.

    I haven't  raced  SometimeThing  in  several years, and I sail her
    either in Woods Hole or on lakes near me (Hopkington, most often.) 

--David

    This past weekend I raced in the Buzzards Bay Regatta.  We had
    excellent weather every day, and contrary to the way Dave indicated
    that the fleet in the New England area is running dry, we had a total
    of 78 boats to split between the gold and silver fleets.
    
    On Friday there was 18-25 knots of wind through out the day with large
    sea swells rolling in at about 25 degrees east of the apparent wind.  
    They used Fridays results to determine which fleet you would sail in.
    The race committee split the Lasers into 2 groups (odd-even) based on
    sail numbers.  The top half of each was put into the gold fleet and the
    rest went into the silver, with awards for each group.  All courses
    were olympic with each leg being between .6 and .8 Nm.
    
    We had 38 boats in our group and managed to get a good clean start.  I
    rounded the first mark in 8th.  During the first reach we were sailing
    parallel to the wave fronts, so there were lots of death rolls.  I was
    one of them.  Just before I got to the mark, the windward side fell out
    from under me.  She turtled before I could right her and as I tried to
    get her back upright she capsized again.  This time I righted her, but
    I had broken the line for the boom vang at the jam cleat.  I managed to
    finish the race without it and I even beat 6 other boats.  I limped
    back to the beach with about 8 or 9 others.  Unfortunately my wife had
    taken my truck, with all my spares, and gone berry picking for the day,
    expecting that I wouldn't be in until late afternoon.  That finished my
    racing for the day.  I was put in the silver fleet.
    
    Saturday we were met with 30 to 35 knot winds but almost no swells
    other that those caused by the wind (chop).  This scared off the under
    180lbs people.  This day we raced 3 races.  The race committee
    intentionally favored the pin end of the races to keep people off of
    their boat.
    
    I got a lousy start for the first race and beat only 4 other boats for
    a 28th.  The winds lightened up to around 18 to 20 by the second
    race and I got a good start, played the shifts right, rounded the first
    mark in 12th, but didn't "pump, rock and ooch" enough on the down wind
    leg and lost 7 other boats to finish 19th.  The third race I got a
    20th.
    
    On Sunday the first race started in 20 to 25 and I rounded the windward
    mark in about 15th.  Then a front passed over the race course causing
    the wind to lighten and shift to the SE from SSW.  I was one of the
    first to catch the shift and sailed below 3 other boats before the
    leeward mark.  Because of the wind shift the next beat was a straight
    shot for the windward mark.  If anyone tacked even once they lost
    precious boat lengths, however you were always sitting in the other
    guys' gas.  I finished in 12th and witnessed a protest that threw the
    guy who came in 11th out (he hit the mark and didn't want to do a 720). 
    Also, the guys who chickened out on Saturday, raced so I finished 11th
    out of 41.  During the last race I finished 22nd.  I was 19th overall.
    
    We didn't have very many protestable conflicts in the silver fleet, but
    talking with some of those that raced in the gold fleet, there were
    alot of protestable conflicts in their fleet.  However, the protest
    that I witnessed was the only one heard by the committee.  But, pump,
    rock, and ooch was the thing of the day as it always is in Lasers.
    
    Charlie

    . . . What is it?  I'm picking one up for free this weekend, with a
    trailer, hull supposedly in good shape, but missing the mast, rigging,
    sails, etc.  I understand that it's about 14' long, but beyond that, I
    have no idea what they're like.  Is it strictly a 1-person craft, or
    can they accomodate two?  Is it something that one stays reasonably dry
    in, or is it more like a sailboard?  I used to own/live-aboard a 50'
    1916 Grover yawl, but I think this may be a rather different sailing
    experience ;^)   Thanks.

    What you're getting is LIKE a Laser but more complicated (read more
    strings), somewhat heavier, but with a little more sail area than a
    Laser. (I own a low number Laser.) It's a 1- or at most 2-person boat
    that will be wet. Wear a swim suit/wet suit/sweatshirt and lifejacket.
    It'll be fast for an off-the-beach monohull, invigorating, and
    exhilerating (exhausting too if you're out of shape). It's got a foot
    well on an otherwise flush deck. Car top-able or trailerable, it's a
    FAR CRY from any 50 footer. Too big probably to carry strapped to the
    lifelines, but I've seen it done!
    
    I think the Force V and the Laser came out about the same time and the
    Laser caught on more, but I could be biased.
    
    Pete (Your contact!)

    re -.1
    
    a faster, finer tuned, marconi rigged sunfish with a deeper well and a
    secure place to stow the car keys.  a real thrill to plane on.
    
    i used one for a week on a lake and absulutely loved it.
    
    Ron

    Ahh, thanks guys.  Sounds like a blast!  Actually, when I lived on the
    big boat I did most of my sailing in the 11' tender.  
    
    Now all I have to do is track down a rig for it.  Any pointers?  Any 
    idea what I'll be looking at spending?  Thanks again.
    
    						Joe

    As the new owner of an old Laser, I have some questions from
    you experts.  My only sailing experience is in Sunfishes and
    Sailfishes...
    
    The sail number on the one I just bought is 66346.  How is it
    possible for them to keep the sail numbers in the 5 digit range
    when there are over 100,000 out there?
    
    Second, I seem to be missing the clew outhaul and the short rope
    that holds the clew onto the boom.  Any hints about rigging this
    part of it?
    
    Also, what's the difference in effect of the vang (have I got
    that right?--I mean the tackle that pulls down on the boom) and
    the mainsheet tension?  In a loose-footed sail it seems to me that
    they should both have the same effect.
    
    And how do I figure out what size line to use for various purposes?
    It looks to me like some of the rigging has been replaced by
    bigger ropes as they don't fit into the jam cleats very well (the
    rope seems too big).  Or it is supposed to be a really tight fit?
    
    And why is there a ratchet mechanism on the big pully that the
    mainsheet goes through?  It seems as if you turned the little knob
    that activates the ratchet, you'd be in trouble if a puff hit...
    
    Thanks for any info...
    
    Doug_who's_about_to_do_some_swimming...

    
>The sail number on the one I just bought is 66346.  How is it
>possible for them to keep the sail numbers in the 5 digit range
>when there are over 100,000 out there?

    	Actually I believe the count is closer to 200 thousand but I am not
    sure that the sail numbers are restricted to 5 digits.

    	The answer to rope size, and outhaul depends if you intend to race
    the boat or not.  The class rules are very specific and strict about
    all aspects.  I remember seeing an article about the Laser worlds a
    while back.  All the sailors were allowed to bring for the boats were
    their own class approved mainsheets.  Using any part that is not class
    approved is strictly forbidden.

    	Are you missing the rope, the cleat on the boom, or the end cap on
    the boom.  If it is simply the rope, then find a reasonable piece of
    line and attach a shackle (this is optional) to the end you will hook
    onto the sail.  The rope runs through an eye on the end of the boom, to
    a jam cleat on the boom.  On the Laser I borrow, I usually end up
    taking a hitch around the boom to keep the line from popping out of the
    cleat your mileage may vary.  

>Also, what's the difference in effect of the vang (have I got
>that right?--I mean the tackle that pulls down on the boom) and
>the mainsheet tension?  In a loose-footed sail it seems to me that
>they should both have the same effect.

    	No, the discussion of this can fill up several notes I will leave
    that to others to describe.  Whenever I try and explain how to trade
    off all the sail shape controls I end up messing up some part of the
    explanation.


>And how do I figure out what size line to use for various purposes?
>It looks to me like some of the rigging has been replaced by
>bigger ropes as they don't fit into the jam cleats very well (the
>rope seems too big).  Or it is supposed to be a really tight fit?

    	The lines should not be a real tight fit.  I assume you mean hard
    to feed through etc.  All the fitting have an optimal rope diameter, an
    I can never remember the guidelines for sizing.  I usually end up
    looking it up in a rigging guide.  A number of books are in print about
    rigging, sailing, and tuning a Laser you might want to pick one of
    these up.


>And why is there a ratchet mechanism on the big pully that the
>mainsheet goes through?  It seems as if you turned the little knob
>that activates the ratchet, you'd be in trouble if a puff hit...

    	The ratchet mechanism does not prevent the line from playing out. 
    Instead it allows you a way of sheeting in to the desired point, and
    then by keeping some pressure on the line to reduce the load you have to
    deal with.  

    The UK sailing notes file MARVIN::UK_SAILING has a couple of notes
    about sailing a Laser specifically 172.17 on.

    Forrest
    Ps.		I heard a rumor that Johnstone Boats have purchased all of
    		Pearsons small boat business.   All the small boats that
    		AMF built, Laser etc.

    re .28
    
       lots of boats go through numbers, but with 100,000 to start with,
    you're chances of seeing you number are REAL slim ;>) . The bigger
    problem is when a dealer gets a BIG batch of the same sequence and they
    all get scoffed up by racers. Drives the race committee people crazy
    as they have to be EXACTLY correct calling numbers over the finish
    line.
    
        The outhaul would be a 1/4 or 5/16 at the most. Not a lot of
    tension back there.
    
        The big blocks aft are the mailsheet. They have the biggest effect
    on sail shape. A line that pulls down the boom or tack of sail using
    the mast is called a downhaul. You tighten this going upwind and loosen
    it going downwind to make a big pocket. Till you are really good, just
    apply enough preasure to take the wrinkles out of the sail. Use the
    Outhaul the same way.
    
        A Vang can be very cheap (a peice of rubber with 2 S hooks) or very
    expensive (a minitature mailsheet system). It is used only to hold the 
    boom down going downwind. very few boats have a mainsheet traveler that
    tracks with the boom all the way to either side. That means when you
    let the mail out for a downwind run, the boom lifts up. A vang allows
    you to pull the boom downward when going downwind so more sail area is
    exposed for more power. Your setup sounds like a downhaul more than a
    vang.
    
        As for line sizes, don't get too big. A harken 2.25 or 3.00 inch
    block can take a 1/2 " line, but there is a lot of friction for light
    air days. Better to use a 7/16 inch line. For a light boat, this is
    WAY more than enough. Also, get a fuzzy dacron if possbile. You are
    going to pulling, holding, and letting it slide. Might as well spend
    and extra $.02 a foot and be comfortable. Works with rachet better too.
    
        The rachet is used in heavy airs. You never cleat in heavy airs,
    but you're arms will be 2 sizes bigger unless you get some help. That
    rachet gives that extra help, but it will let the line slide through
    provided you used the proper size line. I always turn mine off in
    light airs as the line feeds better. Unless I am trying to spook some
    close competitors (they hear racheting, they think you are pulling in,
    so they start to pull in. AFter a couple of minutes you switch it off
    and they don't hear you playing with your sail trim anymore!) I leave it
    on.
    
         john 

Doug,

Good to hear that you are joining the ranks.  I'm 68649.  There were over 
350,000 back a few years ago.  Look back in this note at previous replies.

I just sail mine for fun now, but back when I was racing it, nobody used 
that clew tie down.  What we did was with a bowline or sheetbend knot tied 
around the grommet in the clew of the sail we made 2 passes from the clew 
to around the boom and back up through the grommet and then out to the 
plastic outhall doohickey on the outward end of the boom and then forward 
again to the jam cleat on the boom.   The problem with the tie down was 
that it left too much of a gap between the boom and the clew of the sail, 
so that when you applied the vang the boom swung lower without all the 
tension being applied to the leach.   All that the tie down is, is a 4.5 in
1/8" dacron line with a bremmal (sp) hook at each end.   A bremmal (sp) 
hook is like a shackle, but it looks like an "a", such that they only go 
together one way.

For the outhall the standard is 1/4" dacron braid, however, I used to use 
1/4" kevlar braid, until kevlar line was banned for the class in '88.  We 
also used to use kevlar line in the boom vang.  Most racers still use kevlar 
line unless they are successfully campaigning for the nationals etc.  The 
length is not restricted.  To the above configuration, the outhall is in 
the 6 foot range, but I don't have the exact length.

Regarding vang vs. mainsheet, the vang will maintain the bend in the mast 
and tension in the leach even when you are slightly off of the wind.  This 
is not possible by using the mainsheet alone.  The bend in the mast 
improves the pointing ability in moderate winds, so on the downwind mark 
rounding it was not uncommon to see some guys literally sit on the boom and 
crank on the vang as they were rounding up - a very difficult task.

The mainsheet jamcleat is made for 3/8" dacron/cotton braid.

The ratchet in the mainsheet block is very useful as it allows you to relax 
a little.  There is friction on the line, but it isn't nearly  enough to 
impede the flow.

Charlie  *----

    Correction, I'm 28649.  That was my wind direction finger.
    
    Chas

Do yourself a favor and get a boom vang a.s.a.p.  You'll need it in heavy downwind	
conditions to keep the boom from climbing and causing the laser to roll.  The
laser's rounded chine makes for easy capsizing downwind in heavy winds. Sometimes
the boom actually catches a wave -- and preseto -- you've capsized.  The vang
won't eliminate this, just minimize the motion.  

A nice $20 gizmo that is made for lasers (I use one on a sunfish) is a plastic
wind-directional indicator that fills on the base of the mast with bungee cord 
(just below the boom).  It uses a red plastic wind-indicator which is better 
than a feather which comes apart after a soaking or two.

Bob

    Why pay 20 dollars??
    
    I have drilled a small vertical hole into the front bow fitting, and
    then use a standard, old, burgee pushed into the hole....
    
    The burgee is a little low, maybe, but it is a lot cheaper!!. Also our
    club has a lot of Fireballs - as they capsize regularly and ruin their
    burgees, I find that the bit that is left is normally just the right
    length to push into the bow fittings!

    I tried out my new (1978) Laser Saturday.  Went swimming a few times!
    But it sure is a lot different from a Sunfish--unbelieveably responsive
    and quick.  What a kick!
    
    Two questions.  First, do self-bailers always leak or should I get
    a new one?  The boat comes up dry but has an inch or so sloshing around
    in just a few minutes of sailing.  It seems to get to a certain depth
    and then stop coming in.  At this point I'd rather just have a sealed
    cockpit...
    
    Also, when the morning calm turns into afternoon gusts, how do you
    get back onto the beach without getting bonked on the head?  I was
    doing fine on the water, but coming up to the beach there's no main
    halyard to let go to drop the sail.  I finally slipped the outhaul and
    let the sail flap like a flag, but when it's gusty things get pretty
    hectic just when everybody's watching.
    
    Also, why do the gusts always come when you're paying attention to
    something else?
    
    Doug.

>    Also, when the morning calm turns into afternoon gusts, how do you
>    get back onto the beach without getting bonked on the head?  I was
>    doing fine on the water, but coming up to the beach there's no main
>    halyard to let go to drop the sail.  I finally slipped the outhaul and
>    let the sail flap like a flag, but when it's gusty things get pretty
>    hectic just when everybody's watching.

I'd say your solution is appropriate.  I assume you were running toward the
beach.  What I would do is pull in the sail (so you can reach the outhaul) when
you have enough speed to coast in (without killing anyone :-) and enough time
to 1) release the outhaul and let the sail "flap like a flag," and 2) lift the
dagger board (if it's not already up since you're running) so you don't get
hung up.  Hopefully, you end up with the boom on the deck, the sail flapping,
and the Laser (and you) coasting towards the beach.

Of course, I haven't had the opportunity to do this in several years, and this
is not the only way to accomplish the task.  Although the previous noter's
suggestion sounds like it could be elegant, I'd be hesitant to jump off the
boat particularly when you're concerned about getting bonked on the head.

Practive makes perfect.  Have fun!

-Mark

[Just found this notefile today.  Used to sail a lot.  I hope my maiden voyage
here is worthy!  Off to the intro note...]

    Novice sailor here again.  How high can a Laser point?  I've been using
    the rule "head up until the sail starts to luff, then ease off a
    little", and felt comfortable with this approach.  Then a few weeks ago
    I put on some wind yarns or whatever you call them and now I can't
    seem to get the windward yarn to stream back.
    
    Sometimes it's because there just isn't any wind (I tend to end up
    on Lake Quinsigamond in the late afternoon just as the wind dies), but
    even with a bit of a breeze I have to be basically going 90 degrees
    to the wind before both yarns are where they "should" be.  Is this
    a sail adjustment issue or am I hopelessly confused?
    
    Help!
    
    Doug.

    How far back on the main did you put the yarns?  If not at least one
    third back to the leach, they will never fly on the windward side. 
    Also, did you put them on the leach as well?  
    
    Dave

The yarns are exactly one third back, and about one third and two thirds
up the sail (four total).  I didn't put any on the leach.

What I'm confused about is that the luffing method of finding out how high
to point gives a pretty reasonable answer, but the yarns seem to give
a totally different and much lower pointing ability.  Perhaps the sail
needs to be flatter in light wind to prevent the air from separating
on the windward side.

Doug.

    There's no need to get the windward telltales streaming back.  Just
    keep the leeward ones going straight back.  The windward ones can lift all
    they want.
    
    My limited experience says keeping the boom over the leeward stern
    corner with the vang on max and the telltales flying as above gives a
    good tradeoff between pointing and decent speed through the water.  It
    is possible to trim the main in tighter and point higher but speed 
    really seems to suffer.
    
    It's also important to keep a very tight vang.  Enough so the mast and
    boom are bent with the sail luffing.  The tighter leach that results
    will enhance both pointing and reduce the tendency to roll offwind. 
    The bend in the mast will suck out some of the excess draft which may
    give a better upwind sail shape and force the telltales to move more in
    unison.
    
    Having both telltales streaming is good only if it's desirable to foot
    off to build speed.  In racing this done to get out of congestion or to
    get to a desired side of the course at the expense of sailing the best
    angle to weather.  Or if there are big waves to bash through. 
    Otherwise keep the windward telltale rising, at least occasionally, to
    test your course.  In general, the more wind, the more you can keep the
    weather telltale rising.
    
    - gene
    
    

    Hello Laser experts.  I'd like to work on the finish of my centerboard,
    rudder, and hull this winter.  Any advice on what to do to get the
    best results?  I'm especially confused by the conflicting things I've
    read about waxing to get a shiny finish vs. using a rubbing compound
    to get a dull finish.  Some texts even advise different treatment
    for different parts of the foils!  Is this real or make-believe?
    
    Doug.

    Racers tend to sandpaper hulls and centerboards etc. I beleive it is
    the 1200 wet+dry that is favoured.
    
    No idea about any more details - what seemed more important in the 1
    laser regatta I did do, was where I positionned my weight in the boat,
    so as to get the least possible surface in contact with the water.
    
    Paul

    
    1200 is "too smooth".  There's no point in making it smoother than
    "hydrodynamically smooth".  I forget exactly what the finest grit you
    need to achieve this is, but it was not over 400 grit.  It may have been
    as low as 220.
    
      /jim
    

    400 would take the paint off, that is what I use to prepare a car
    surface for spray painting.
    
    220 would scour your hull.
    
    Paul

    Don't use wax on your hull. To quote our old friend Dave Johnston -
    they don't call it turtle wax for nothing.
    
    I recommend 600 grit sandpaper.

    Anyone know if someone makes a "piggy-back Laser trailer? Any
    suggestions for trailering multiple Lasers? 
    
    Thanks, Carl

>    Anyone know if someone makes a "piggy-back Laser trailer? Any
>    suggestions for trailering multiple Lasers? 
    
I suspect your best bet is to start with "any old" trailer, and have a
welder weld a suitable frame on it. For example, if n=2, you could
weld two vertical posts at the middle-front and middle-rear of an
existing trailer, and put a laser on-edge on each side, sort of like this:



                          -  ||  -
                         / | || | \
                        /  | || |  \
                        |  | || |  |
                        |  | || |  |
                        \  | || |  /
                         \ | || | /
                          -  ||  -
                      || ========== ||
                      ||            ||

                         rear view


An A-frame might work even better than a straight vertical.

I'm assuming the Laser is light enough for two people to lift it onto the
trailer.

(This geometry is also a real convenient jig for sanding the hull :-))
                      
If n=3, a simple one-above-the-other rack arrangement would probably be OK,
but the top Laser might be difficult to put onto the rack. If you put a
roller at the back of each "shelf", it shouldn't be too difficult to load
them, providing the entry height isn't excessive.

--RS

    on the dagger boards, wet sand them and get them smooth. If you have
    nicks, fill then and then sand them. 
    
    For the Hull, 400 wet/dry shows poorly. Work it with 800 and then 1200
    and do this wet. It will be smooth as glass, and still have a decent
    shine. There is suppose to be a 2000 grit wet/dry used on clearcoat
    auto paint jobs that is suppose to put a killer shine on your boat, but
    I have yet to find any. If you are not racing, put a coat of wax with
    uv protectors on the boat. Even at a national level, people are giving
    up on trying to go faster by sanding their small boat hulls. I have had
    my perfectly faired, polish, prepped and speed waxed (ie teflon in the
    wax) boat blown off by a 15 year old dog with 6 colors of bondo smeared
    on it.
    
    The longer I race small boats, the less these "little" things mean. I
    am in the middle of junking half the go-fast garbage I have bought over
    the years on my catamaran cause someone said it would go faster (any
    want to buy a $145 6:1 downhaul system that allows easy adjustment from
    over 270 degrees real cheap?? ;>)    ). 
    
    I keep my daggerboards smooth and the trunks smooth, but thats to keep
    them from catching in a critical moment (ie raising or lowering them in
    the middle of crowded mark rounding at speed). Gadgets are great ways
    to keep the minds of a large crew focused, but they are only diversions
    of one's concentration on small boats. 
    
      john

    In case anyone is interested, a guy named Will Sadler has started
    an internet Laser mailing list.  So far nothing interesting has
    been sent out, but the potential exists for finding out about
    Laser activity on a world-wide basis.  To add yourself to the list,
    send a request to will@cica.indiana.edu.  Digital has an internet
    gateway which allows you to send mail outside the company, try
    decwrl::"will@cica.indiana.edu" as an address.  Obviously since this
    goes outside Digital, any proprietary information should not be
    posted (not that Digital is much interested in Lasers anyway...).
    To post articles send them to laser@cica.cica.indiana.edu.
    
    Doug.

    
    I've tried to relocate the source of the information about hydrodynamic
    smoothness, but I can't seem to find it.  This is what I did find,
    though:
    
    	- required smoothness is a function of velocity
        - at least for non-planing hulls, the maximum roughness k in
          mils is:
    
    		k = 8 / Vs	(Vs is boat speed in knots)
    
    I'm not sure that the same equation holds for planing hulls.
    
    Does anyone know the relationship between 'grit' and resulting
    surface roughness in mils?
    

    Help!
    
    The port side cockpit floor on my son's Laser apparently had the
    reinforcing board come loose as it is very weak on that side. How does
    this get repaired? The starboard side is fine. Will I have to cut in
    another inspection port to make repairs? If I have the repairs done,
    what will it cost?

    Here's an interesting mail message from the Laser internet mailing
    list.
    
    
    
Date: Mon, 27 Feb 1995 21:47:13 -0500
From: Laser1JJL@aol.com
To: laser@polecat.Law.Indiana.Edu
Subject: Message from Peter Johnstone, President, Sunfish Laser, Inc.
Message-ID: <950227214659_34337424@aol.com>

These unbridled discussions are great!  Most of us at the factory are regular
readers.  I want to thank Will Sadler for his ongoing efforts keeping this
forum alive, healthy, fun and always interesting.  Both sides of every
discussion are usually well represented.  I usually just observe and reserve
comment.  However, several comments have inspired me to actually respond on
the net.  I usually just call the person that I would like to address.
 Usually, objections to the Laser and to our company come from sailors who do
not know us or anything about the class and its history.

Sunfish Laser is owned by SAILORS.  Myself, Gary Jobson, North Sails, Bill
Richmond and Bruce Sutphen are all shareholders.  They all joined me in the
mission of turning around this company and it's owner organized classes
because it is for the good of the sport, and it can be a reasonable business
(financially speaking).  We are all regular Laser racers.

A few things need to be pointed out.  Sunfish Laser is a business, so it
needs to be organized to make a return for its shareholders, and it needs to
secure itself for long term health and growth.  At the same time, we try to
provide to our customers our product at a reasonable price given the market's
parameters, and we believe that it is important to give back to those who
support us wherever possible.

Our first priority for the Laser Class has been to make the most consistent
and high quality boats possible.  Please keep in mind that we build the boats
to the ILCA's specifications.  You, the owners, control the ILCA and the
rules.  All equipment suggestions should go to Ian Lineberger, the ILCA North
American regional President, or to Dave Watt, our region's technical expert
for the ILCA.

Our second priority is to grow the Laser class and support it wherever
possible.  In the past, the builders were never able to do this because they
sold Lasers based on price, and as a result had such low gross margins that
there were a string of bankruptcies and little support for the class or its
growth.  In three years, we have doubled Laser sales in North America through
good quality, agressive advertising, ESPN 2 television coverage and strong
class management by Allan Broadribb and Ian Lineberger in North America.  We
have encouraged local dealers to supply charter boats to events ( we are
never involved directly with Laser class event charters), supplied thousands
of event hats, subsidized the finances of the Laser class, supplied hundreds
of boats to US SAILING events and World Championships to introduce new
sailors to our class and keep expenses low for those travelling to the
pinnacle event of our class.

Several issues will get raised every 6 months or so on this forum due to
newer Laser sailors getting involved.  I'll respond to them this one time
with my opinions.  They are:
PRICE - $3,600 retail allows us to function as a mildly profitable company
that can give back to the class, maintain quality, maintain the ILCA's
stringent specifications and service the customer through a professional
dealer network.  Price gouging?? Nice business theory but not practical in
today's world of intelligent consumers and intense competition from other
sailboats, mountain bikes, roller blades, etc.  There are some active
imaginations in our class!  Our competition is not just sailing.  The boat is
a bitch to make at that price.  In my opinion, the previous Laser builders
did not do a good job of making consistent, high quality boats.  I'll
tolerate some price complaints versus the past, knowing that our Lasers are
extremely consistent and high quality.  However, the price complaints versus
the market aren't terribly fair if you look at the market objectively.  I
have yet to be shown a boat that represents the value of the Laser.

Sunfish Laser will be here for a long time.  The company has no long term
debt and has adequate resources for the long haul.  We don't just sell boats.
 We're investing a lot in the Laser's growth and future.  I'm sure that
anyone that has lived through the troublesome periods of the class and
previous manufacturers will appreciate the current security of the class.

OLYMPICS - Every few months I hear the rumour that we've jacked up prices
because we got Olympic status.  Our annual price increases have actually been
a smaller percentage since the Laser was selected.  Please keep in mind that
we only got this business three years ago and had to increase margins over
the first two years to a level that makes this business viable.  Ongoing
price increases beginning with the 1994 model year have only been due to
increased costs of materials.  Our margin has not gone up since then.

EQUIPMENT - Somehow, many members have forgotten tha the ILCA, of which I
hope you are a member, determines the specifications for equipment.  If there
is a consensus on changes, you should work through the class's structure to
make sure your voice is heard.  Ian Lineberger is a great representative for
us to the ILCA, and he is very open minded.  In terms of cost, we've worked
very hard at trying to reduce costs.  I think that over the next year, you
will be surprised and pleased by our efforts.  I can't elaborate any further
right now.

MONOPOLY - I wish it were a monopoly.  However, it isn't. People have
hundreds of choices for recreating and racing sailboats.  We are just one
choice.  The original concept behind the 'manufacturer's one design' was to
make sailing a test of skill and not a measure of equipment and money.  Laser
was the first to lock in everything.  To this day, and with the exception of
the Sunfish, it is the most affordable form of sailboat racing on the planet.
 And it is the only class that is raced EVERYWHERE.  Find me a boat that can
be made with the same performance, widespread use, growth and consistence for
less money, and I'll happily build it!!

FOREIGN LASERS - As you know, we are one of six Laser builders around the
world.  Each Laser builder has a territory based on trademark ownership.  We
own the Laser trademark in North America, Central America, the Caribbean and
Venezuela.  The other builders are in Chile, England, Australia, Japan and
New Zealand.  All of the factories build to the exact same specifications.  I
think that all of the builders are now doing a good job.  Paul Millsom, the
ILCA's chief measurer, does regular inspections of all of the plants.  Every
once in a while, somebody suggests that we all gang up and buy some foreign
made Lasers because they heard that the price is lower.  Anyone with import
experience will tell you that a one-time importation will quickly become a
costly exercise when you add up freight, insurance, letter of credit costs,
shipping, telephone calls, etc.  When delivery is compared from door to door,
you'll find that the foreign boats cost the same or more than ours.
 Occasionally, the currency exchanges make foreign boats tempting, but throw
in the threat of trademark infringement proceedings from us, and it is
probably not worth your effort.  So please support us.  For several reasons:
1. We warranty the hulls for two years and can support you anywhere in our
territory.
2. We invest a lot into the boat and class within North America and our
territory to insure the Laser's long term growth and health.
3. I'm going to see you on the race course somewhere, some time.  I'm not
real pleasant when I see a foreign made Laser being sailed by an American.
 Ask Doug Peckover.
4.  We are very open to constructive feedback and ongoing improvement.  I
think that the ongoing improvement of the quality of the boats since 1991
reflects this.  My telephone line and fax line are always open to
constructive input (tel 401-683-5900 ext 221, fax 401-683-3887)
5.  I'm personally a Laser sailor, so I care about keeping fellow Laser
sailors satisfied with their boats.
6.  We want your business.

The current builder territories work well.  I personally would love to see
the world opened up to competition between the builders, but there are
several things to consider before continuing this ACADEMIC discussion:
First - the builders work well together and in cooperation to be sure that we
supply a uniform product to the ILCA specifications which insures that
sailors get good, equal product everywhere in the world.
Second - Competition may give an incentive to a builder to make boats that
ignore the ILCA specifications to gain an advantage.
The end result will be higher cost to the consumer.

A certain well known class is a good example of a simple boat becoming much
too expensive.  The class encourages multiple builders with no territory
limits, but none get an adequate volume of boats going to be profitable and
none can afford to promote the class.  So, the boats become more and more
expensive.  The big loser in the equation is the customer because the boats
wind up costing almost as much as a Laser.

The whole discussion is academic because each of the Laser builders own their
own trademark rights to Laser within their territories.  The bottom line is
that the supply is not likely to change because the supply is dicatated by
ownership of the trademarks which the class cannot influence unless it is
prepared to start acquiring builders.

SAIL PRICING - Too high??  You've got to be kidding!!!  A race sail for a
much smaller class boat which has only half the sail area costs over $50 more
than a Laser sail and there's wide open competition between sail lofts!  The
result, as with any class, is higher sail prices due to specializing cloth,
cuts and lower production volumes.  The price of a Laser sail has NOT
increased in over 3 years!!  Far East manufacturers tend to have lower
assembly costs due to cheap labor, but you cannot get cloth of the same
quality and consistency that you do here.  Shipping cloth to the Far East as
a raw material and then back as a finished product negates the labor
advantage.  Cloth manufacturing is still an art.  It is not a science, so
experience means a lot.  Mylar as an optiion?  Not in the foreseeable future.
 Mylar does not have a wide enough range for a very bendy and adjustable rig.
 The soft dacron has a stretchy bias so that the sail can be made to work for
a wide range for weights and conditions.  I do not know of any unstayed
singlehanded dinghy racing classes that have benefitted from mylar.

CHANGE - The ILCA is slow to change and with good reason.  The most
successful classes over time change only when the change has been well
reasoned, tested and believed to make the boat more popular.  If there are
well reasoned changes out there that should be proposed, then their advocates
should seek support and go through ILCA channels.  Healthy, ongoing
discussion is great.  Keep in mind that the ILCA is a lot like Congress.  It
is a check in the system.

DURABILITY - Laser is the only performance one design that I have seen that
remains competitive for 5+ years.

BYTES - Most uf us Laser sailors have been burned by the folks that run Byte.
 They put Laser through a string of bankruptcies.  The crucial person in
Laser's original success was Bruce Kirby, who has never been involved with
the Byte.  Bruce is the Laser's designer and through his contacts, he paved
the way for the Laser's commercial success in the States.  I have nothing
positive to add about the Byte, except to say that it's shortcomings are far
more significant than the Laser Radial's, and there is a lot of smoke and
mirrors being used by the Byte folks.

The Laser Radial is a superior product in all respects, especially value.
 Sure, the mainsheet occasionally catches the transom, and the boat was not
designed for the smaller rig.  However, it is difficult to argue with success
and wonderful handling characteristics.  It is more stable, more forgiving
and faster than the imitation brand.  The Radial regularly has 100 boat
regattas in Canada and the U.S.  These are all boats owned by individuals.
 It is the established light weight sailor's boat and the established junior
women's boat on this continent, bar none.  It is the standard used by
hundreds of clubs and thousands of light weight sailors.  The Radial is a
logical step and supporting class to the Laser.  Radial sailors that get
heavier go to the Laser.  The Byte folks certainly aren't supporting
graduation to the Laser.

The recent selection of Danielle Brennan as Rolex Yachtswoman of the year is
a great example of the success of the Radial program.  She started Radial
sailing only four years ago and is now at the pinnacle of the sport. 

Hopefully, Will will step in and cut out the Byte propaganda.

Keep up the lively discussions.  I hope to see you on the water soon.  Please
don't hesitate to communicate directly to me at the numbers above.

Peter Johnstone
President
Sunfish Laser, Inc.