Is Starlink Worth It For Offshore Sailing

The addition of Starlink has been a game changer for offshore sailing. Previous to this only large boats with huge budgets had the capability to access this level of data while offshore. Gone are the days of waiting 15 minutes to download a grib. Welcome to the connected world where you can view weather radar in real time, live weather stations and bouys, and pull up to the minute gribs in seconds.

As a huge bonus it allows for full connection for everything else, including to other boats near by but out of radio range. You can now text and VOIP just like on land. The internet connection on board our boat is now better than it was at my office on land just a few years ago! We haven’t turned on our IridiumGO! since installing the Starlink, it is that good! (We still keep our GO as a backup though for true offshore work, just as we also have on board an SSB radio.)

DIY Starlink 12v Conversion Steps for a Sailboat

We will add step by step instructions at some point, but we found the hardest part of the process was obtaining the correct parts to do it as there is some confusion out there.

Here is what we used to install and convert Starlink RV to 12v on our sailboat.

Parts to Replace Your OEM Starlink Router

Starlink Ethernet Adapter

The Starlink ethernet adapter is required if you wish to be able to do the conversion without cutting the cable to the Starlink dish, essentially allowing you to easily revert to using the original Starlink power supply and wireless router if you wish. We suggest this for beginners. Of course, advanced users, or those that are more confident in their wiring skills can save money by just cutting the Starlink cable and connecting it directly to the POE.

12v to 48v Converter

This is required to step-up the power on your boat from 12v to the 48v that the Starlink dish requires. It goes between your 12v battery power source (usually the breaker and fuse) and the POE power supply.

Tycon POE Injector

We used this simple, lightweight and cheap POE injector. POE stands for Power Over Ethernet. This allows the 48v power to be inserted into the Cat6 cable, replacing the power supply that is internal, inside of your now obsolete OEM Starlink router.

inHand 305 Router (Cellular Sim Card & Wifi)

You will need some type of your own wired or wireless router. We chose this industrial router for our boat. It is powered by 12v, which makes it plug and play into our existing electrical system with no need for an inverter, which is why we are also converting the Starlink anyway. This router is handy as it can be configured for wired and wireless routing, as well as a failover WAN to two different 4g SIM cards. This type of redundancy is excellent if you are using Starlink for work, or if you are switching to local cellular networks to save money on Starlink ocean pricing while near shore.

Starlink 12v Wiring

Shielded Cat6 Plug Ends (Field Installable)

These connectors make it easy to install new ends in your Cat5/Cat6 cables. It can be done on board with no special tools or crimpers. The best thing is, if you make a mistake, you can take it apart and re-use it. They are also clearly numbered and color marked for wire positions, allowing you to be sure you have the Starlink wire arrangement correct.

Cat5/Cat6 Cables

Of course, what network would be complete without cables! You will need one standard Cat5/Cat6 cable to run between your POE and your WAN port on your router.

15 amp Breaker

Some boats use different systems, but this fits our existing electrical panel, allowing us to turn on and off the power to our 12v Starlink conversion on our boat easily from our navigation station.

12v 10 amp Fuse Holder

We try to fuse everything. An ounce of prevention is great insurance. The Starlink 12v can consume up to 6amps at 12v so you should insert a 10 amp fuse in this.

14 Gauge Marine Wire

Always use marine grade wire of proper guage for the length of the run on board to prevent voltage drop and fire risk.

Heat Shrink Wire Connectors

No boat venturing out cruising around the world should be without a kit of these on board. We used these to connect our breaker and fuse to our 12v to 48v step up converter.

Other Starlink 12v Conversion Parts Options

Now there is another really slick option out there from YAOSHENG. We weren’t able to get these in the remote corner of the world where we are sailing, but it is a nice and slick way to do the conversion. We would surely try this if we were closer to home, but it is slightly more expensive.

Of course, the last option is the direct wire from the Starlink dish to a lightweight router. Of course, going direct without the Starlink adapter is a little more wiring intensive, but completely doable. It worked fine on board the racing boat and saved a few ounces and a few bucks.

We installed Starlink on a racing sailboat in this way and it worked very well. We used a small USB powered TP Link wireless router which worked like a charm.

Easy Starlink Mounting Options on a Sailboat

Rail Mount Fishing Rod Holder for Starlink RV

This is what we used on board our boat, as we already had several on board. It fit almost perfectly, but required drilling out a bit of the plastic bottom to accommodate the insertion of the Starlink wire. It is almost a direct fit. A little bit of tape is all that is required around the top to seal it from weather and stop the Starlink from spinning inside as it looks for satellites when you are in motion.

Cable Clam

This is needed to seal the Starlink wire going through the deck for a permanent installation. We think the BlueSea stuff is pretty good quality, and the .83″ version was just large enough to pass the dish end of the OEM Starlink cable through. Yes, this will require drilling a hole in your shiny fiberglass, but it is well worth it for the game changing level of internet connectivity your boat will now have, plus it will look like a pro install and be water tight!

The post Starlink On Our Sailboat (12v Conversion How-To) appeared first on Sailing Sweet Ruca.

Having the right equipment can make all the difference when navigating a sailboat. While traditional chart plotters have been the go-to option for many sailors, Industrial Touch Screen PCs offer a range of benefits that make them a compelling alternative. In this post, we’ll share ten reasons why we chose an Industrial Touch Screen PC for our sailboat navigation computer and explore the pros and cons of this option compared to traditional chartplotters and mini-PCs.

Thinkol 17″ Industrial PC we are using aboard Sweet Ruca

We chose to install a touch screen PC in our boat for many reasons. We have still kept our traditional chart plotters, and will likely always have a chartplotter connected with our instrument system as a redundant backup, but we use the PC for most main navigational tasks at the chart table.

1. Flexibility: An Industrial Touch Screen PC is a versatile solution that can run a range of navigation software and other applications. This flexibility allows us to customize our setup to our specific needs.
2. Customization: Many Industrial Touch Screen PC manufacturers offer customization options, allowing us to select the screen size, processor, RAM, and operating system that best suits our needs. We chose the W5 Pro Mini PC from Vnopn, which features an Intel Atom x5-Z8350 processor, 4GB of RAM, and runs Windows 10 Home.
3. Connectivity: Industrial Touch Screen PCs often have various connectivity options, including USB, Ethernet, HDMI, and Wi-Fi. This makes it easy to connect to a range of navigation instruments, sensors, and other devices on board.
4. Cost: While Industrial Touch Screen PCs may initially seem more expensive than traditional chartplotters, they often offer more functionality for the price. Additionally, because they can run a range of applications, they can replace other devices on board, further reducing costs.
5. Durability: Industrial Touch Screen PCs are built to withstand harsh environments, including moisture, dust, and vibration. This makes them ideal for use on a sailboat, where conditions can be challenging.
6. Expandability: Industrial Touch Screen PCs can often be expanded with additional peripherals, such as external hard drives, keyboards, and mice. This allows for greater flexibility and functionality.
7. Screen Size: Industrial Touch Screen PCs come in various screen sizes, allowing us to select the size that best suits our needs and available space on the boat. We chose a 7-inch screen from Vnopn, which provides clear and easy-to-read navigation data.
8. Compatibility: Industrial Touch Screen PCs are often compatible with a range of navigation software, including Expedition as well as OpenCPN, a popular and free option. This allows us to use the software we are most comfortable with.
9. Power Supply: Industrial Touch Screen PCs often require a stable and reliable power supply, and we chose the DC-DC 12V Converter Voltage Regulator to ensure this. This device provides a stable 12-volt output, ensuring the Industrial Touch Screen PC receives clean power.
   
10. Future-proofing: Because Industrial Touch Screen PCs can run a range of highly customizable applications, they offer a future-proof solution that can be upgraded and adapted as our needs change.

Pros of Industrial Touch Screen PC vs. Traditional Chartplotter and Mini-PCs:

• Cost effective option
• More flexibility and customization options
• Often more cost-effective for the functionality provided
• Can run a range of navigation software and other applications
• Built to withstand harsh environments
• Expandable with additional peripherals
• Comes in a range of screen sizes
• Compatible with a range of navigation software
• Requires a stable power supply for reliable operation
• Provides a future-proof solution that can be upgraded and adapted over time

Cons of Industrial Touch Screen PC vs Traditional Chartplotter and Mini-PCs:

1. Learning Curve: Switching to an Industrial Touch Screen PC from a traditional chartplotter may require some adjustment and a learning curve, primarily if you are used to a specific type of navigation software or device.
2. Mounting: Mounting an Industrial Touch Screen PC on a sailboat can be more challenging than mounting a traditional chart plotter, as it may require a custom bracket or housing to ensure it is secure and protected from the elements.
3. Power Consumption: Industrial Touch Screen PCs can consume more power than traditional chartplotters, especially if they run other applications besides navigation software. This means you must ensure you have a reliable power supply and monitor power usage to avoid draining your battery.
4. Maintenance: Because Industrial Touch Screen PCs are essentially small computers, they may require more maintenance and troubleshooting than a traditional chartplotter. This includes tasks such as updating software and drivers, managing storage space and ensuring the device stays cool and dry.
5. Technical Support: While many Industrial Touch Screen PC manufacturers offer technical support, it may not be as widely available or accessible as support for traditional chartplotters. This can be an issue if you encounter technical problems at sea.

In conclusion, while there are pros and cons to using an Industrial Touch Screen PC for sailboat navigation, we ultimately chose this option for its flexibility, customization options, durability, and future-proofing. By carefully considering our needs and researching our options, we were able to select a device that meets our needs and provides a reliable and functional solution for navigating our sailboat.

Accessories We Have Found Helpful

• Extended USB Cable: Allows USB connections in different areas of the boat or hidden underneath or inside the nav station.
  
• Wireless Keyboard & Touchpad: Can be hidden away to make a clear chart table, but also brought out to ease text entry and have a stable platform for mouse like actions while underway.
  
• Wireless Mouse: For use in the harbor or more stable conditions.
  
• Networking Equipment: Of course you want to connect your computer to your boats network.
  

Thank you for visiting our website. We do not recommend anything we have not used ourselves on board our boat or others and have had a good experience with. We do use affiliate programs to support our content and our voyage, when clicking the links above and making a purchase we may receive a small percentage of the purchase price. This is a great way to keep our content free to you, and share a little bit of Amazon’s profits with the little guys like us! Thanks for reading and sharing. Fair winds!

The post 10 Reasons Why We Chose a Touch Screen Navigation PC over a Traditional Chartplotter appeared first on Sailing Sweet Ruca.

1. Chapman’s Piloting

This is the book to start with when learning about boating and navigation. Perhaps it is the best all around resource to have on board to learn about navigation and piloting a recreational powerboat or sailboat.

2. USCG Navigation Rules Handbook

This is a requirement for any US Coast Guard Documented Vessel to have on board. It is a great resource for learning boat navigation light patterns. This is very important for nighttime navigation. It also covers all of the rules of the road, helping you to know what you should do when vessels meet on the ocean.

3. Jimmy Cornell’s World Cruising Routes

There are over 1000 routes in this book which help you find the right time and place to start and finish your voyages. Following the routes in this book will generally lead to pleasant offshore sailing and avoid major storms and hurricane seasons. We don’t always take sailing routes in this book, as we enjoy challenging conditions which are off the beaten path, but we do consult it regularly.

4. Nigel Calder’s Boatowners Mechanical and Electrical Manual

If there is a name synonymous with DIY boat work it is Nigel Calder. This book will cover everything you possibly need to know to maintain your boats important systems while sailing, especially your engine and electrical system, which may be most sailors biggest challenge. Keeping your boat in top condition is a challenge in harsh saltwater conditions, but it is very important as a working boat is your primary means of transportation and your home.

5. Sir Ben Ainslie’s Complete Sailing Manual

If you want to sail around the world, well, you need to learn to sail. This book covers how to really sail boats big and small, catamarans and monohulls, both fast and slow. Written by national champion and Olympic sailors, you will learn how to sail and trim the proper way to make your boat move through the water. This means more speed, less fuel consumption, a smoother ride, and a happier crew!

6. Bowditch’s American Practical Navigator

Do you want to know everything there is to know? This giant book will teach it to you. This is the book you can find on the bridge of every US Merchant Maritime vessel and is the reference manual for professional seaman. Its over 1200 pages cover meteorology, navigation, oceanography, weather, and contains countless tables, charts, and illustrations.

7. Pardey’s Storm Tactics Handbook

A list of essential around the world Sailing books can not be complete without a how-to book from Lin and Larry Pardey. The number one reason sailors never leave port is fear of bad weather. The number one reason people abandon ship is because of problems when the going gets tough. This book will teach you what you need to know to get through tough storm conditions safely on your sailboat.

8. Dashew’s Offshore Cruising Encyclopedia

Perhaps the original Performance Cruising sailing couple, Steve and Linda Dashew have compiled all of their vast knowledge of sailing and boatbuilding into one book! This book contains all you need: from the time you start thinking about purchasing a boat to sail around the world, to reference items and ideas while en-route.

There are surely lots of other great books, both inspirational and educational on the topic of sailing around the world. These are books we have actually read and find valuable enough to carry aboard with us. We think you will love them also. If there is one we forgot, please drop us a note in the comments below.

Note: We do earn a commission off of the links to Amazon to purchase these books. We think it is a win/win, as we can share some of our knowledge with you and you can support our journey at no additional cost to you when you make purchases.

The post 8 Must Have Books For Sailing Around The World appeared first on Sailing Sweet Ruca.

These and other similar questions many ask when beginning to contemplate navigating outside of their local area, are important to answer. I think the answer depends on your needs and sailing type to determine what is right for you.

Let’s start by examining the options we have available to us.

Apps & Tablet-Based Navigation

An iPad or Android tablet with Navionics is perhaps the easiest solution that is ready to go out of the box. It is really good and paired with a cell phone/wifi-enabled tablet surprisingly accurate. A bonus is the sonar charts, which we really like and have found to be very helpful in less well-charted areas. We cruised for almost a month in Lake Michigan, North Channel, Georgian Bay, and Lake St. Claire with just that. But, there are some issues, the biggest of which is rain or spray. Most tablets combined with Navionics, or other apps, become worthless when wet, too hot, or too cold. This is generally when you need that nav data most, critical conditions in bad visibility.

Budget: $

Pros:
Easy Setup
Easy to Use
Lower Cost Charts

Cons:
Extreme Conditions Loss of Function
No Weather Routing

OpenCPN and Low-Cost PC Navigation Systems

Not quite as plug and play, but also another cheap option. If you happen to have an old laptop lying around your house, this is just about as close to free as you can get. OpenCPN is a really good open-source software that has been developed over many years by real sailors. It can be downloaded online and will run on most laptops. Charts for most areas can also be downloaded for free. It does take a small learning curve, and some of the charts may not be as full-featured of commercial offerings. We use OpenCPN as our backup PC-based nav/chart program aboard s/v Sweet Ruca.

Budget: $

Pros:
Free to Download
Real Sailor Dev Community
Customizable & Expandable

Cons:
Higher learning curve (compared to Navionics/iPad)
Still need on deck display solution

Handheld GPS

The Garmin GPSMap 72 or 78 is the tried and true standard here. There are other similar models from other manufacturers. You can pick one of these up on eBay for less than a case of beer! Although the screen is microscopic by today’s standards, this unit is almost bulletproof. It usually comes preloaded with charts for your cruising area. It can slosh around in the bilge and still work on command. I’ve sailed thousands of miles with one of these bashing around the cockpit floor, and still keep one as a ditch bag backup.

Budget: $ – $$

Pros:
Usable in All Weather Conditions
Fast Learning Curves
Durable

Cons:
Small Screen

Chartplotters (B&G, Raymarine, Garmin, Simrad, etc.)

Perhaps the most expensive option, but also most reliable when the conditions get snotty. Most chart plotters (Multi-Function Displays or MFDs) by the major instrument manufacturers are pretty much the same these days. Charts are usually more expensive to purchase for these because the manufacturers make everything proprietary. They do work very well though for real-time sailing navigation, especially when combined with radar and a full instrument package.

Budget: $$

Pros:
Reliability
Usability in Extreme Conditions
Instrument / Radar Interfaces

Cons:
Expensive and Require Installation
No Weather Routing

Expedition & Commercial Navigation Software

This is what the big boys use, usually in conjunction with MFDs and instrument/radar packages. We use Expedition and C-Map charts aboard Sweet Ruca as our primary navigation source. This gives us the ability to log everything in one place. It also allows us to use our boats’ polar speeds in conjunction with weather and current information to choose the best sailing routes. This has a high learning curve, but when making multiple week passages, it can cut days off your route and allow you to dodge serious weather. Data is relayed on deck via an iPad running remote desktop and the system is integrated with our MFDs and instrument displays. If you want to up your sailing game or simply want to have the same capabilities as the sailors in the Volvo Ocean Race and Vendee Globe do, this is it.

Budget: $$$

Pros:
Weather Routing
Commercial Support & Training
Best Capability

Cons:
Highest Cost
Learning Curve

DIY Systems

There are quite a few that make use of RPi, mini PCs, etc, and combine them with waterproof touch screens. One can build a pretty capable navigation system using DIY parts. Most government charts can be downloaded for free on the web. Combine these things with some open-source software and you can build your own killer app. For us, although it would be really fun to explore this route, there are too many other boat projects to allow time for this.

Budget: $-$$$

Pros:
Budget Flexibility
Custom Features
Ultimate Freedom

Cons:
Time, no plug and play
Highest learning curve

Conclusion

So what is the best navigation option for you and your boat?

The best thing to start with and build upon is perhaps a small handheld GPS with charting ability such as the Garmin GPSMap78.

If you are a sunny day sailor and don’t venture out of cell phone range, apps such as Navionics on iPad or Android are probably your best bet. If you venture further from land or spend more than a day at a time at sea, a combination of at least two methods provides some redundancy.

If you expect bad weather or cruise in areas of the Northern USA, at least one built-in chart plotter with buttons from a well-regarded manufacturer such as Raymarine, B&G/Simrad, or Garmin would be recommended.

If you are venturing into new anchorages or crossing oceans, a PC-based navigation option, in combination with apps and chart plotter/radar/ais/instruments, allows for the best passage planning, redundancy, and real-time sailing data like wind, depth, and current.

If you intend to race at all, or really enjoy performance sailing, Expedition Navigation Software is where it is at!

If you have a low budget, you can put together a safe, capable, and redundant navigation system for a reasonable cost via DIY. Just don’t expect all of the bells and whistles, and realize it may have its limits in bad weather or if you are less technically apt.

If your budget can afford it, or you are venturing into areas where safety is paramount, get the best system you can.

If you are really cheap and an old salty dog, there are always the tried and true paper charts, ruler, dividers, and sextant! Paper charts and books actually get pretty costly though if you venture far and wide. We do recommend having some type of redundancy wherever you go, but in our opinion, paper charts are a little dated.

For any system, don’t skimp on training time. Read the manual, get screen time, and/or take the training classes. Most navigation failures occur due to user error, it is important to have a good understanding of your equipment before you set sail.

See you on the water!

The post What is the Best Navigation Solution for Sailboat Cruising? appeared first on Sailing Sweet Ruca.

This may sound silly as the first item on the list, but our navigation, comms, and instrument software is vital to our safety.

B&Gs software update to the Zues3 MFD and NAC3 autopilot had some important changes. The one we enjoyed the most was faster radar display updates via wifi to the iPad at the nav station. Which also required updates to its OS and the Link app.

We use C-Map Max charts in the Zues and C-Map 4D charts in Expedition Navigation software down below. The charts contain not only just water depths, but quick access to important information such as marina phone numbers and emergency contacts. It is important to keep these up to date.

Our IridiumGo, which is our main link to the outside world for weather and communications required updates to its associated iPad and Android apps. This insured our web, email, text messaging, and SOS buttons worked.

Not quite as essential, our cameras and video editing software also required updates.

It is important to do this in plenty of time before leaving, as once out of the range of cell phone towers troubleshooting software issues becomes painful, if not impossible.

6. Download Offline Content

We spent hours at the local yacht club and restaurants hoarding their wifi. 

We keep most books, music, videos, and boat manuals digitally. There is no google out there, so you have to bring all the knowledge you might need with you. 

We have engine and electrical schematics, lists of medicines and emergency medical treatments, pilot charts, radio channel lists and schedules and more. 

If you want to relax a bit while sailing and listen to music, there are no radio stations or pandora.

5. Carry More Spares for the Boat and People

When sailing the US East Coast or Caribbean you are never more than a day away from a marine or out parts store.

Out in the mid ocean, that is a different story, as we could be weeks away from a critical part we need.

Therefore, we must bring everything we could conceivably need with us. This applied to all critical infrastructure and systems aboard.

We normally carry a substantial list of supplies, but some areas we really stocked up in were engine parts, rigging parts, sail repair materials and tools, hull and fiberglass repair (especially for below waterline collisions), and first aid supplies.

4. Food, Water, and Fuel

This is what everyone thinks of first, but it is a fairly normal part of our daily lives.

Because of the coronavirus pandemic and associated potential quarantine times we now keep a minimum of 14 days of extra “normal” food plus emergency freeze dried on the boat at all times. Stocking up for an ocean crossing is really just topping up our existing supplies.

Water is another normal part of life. We always have 5 gallons of emergency drinking water as well as a watermaker onboard. Prepping for water is really just a matter of making sure our existing 120 gallon tanks are full.

We do carry extra fuel in jerry cans when going for sails over 1000 miles. Normally we keep our extra cans empty and tucked out of the way, so before we leave we make sure they are filled with an additional 20 gallons of fuel. A quick run in the dinghy to the gas dock with our jugs takes care of this.

3. Watch the Weather

As sailors, the weather or more specifically the wind, waves, and currents drive our course to the next destination as well as when is the best time to leave. A good weather window makes for a smooth and fast trip.

We use multiple tools to stay on top of this, but we find the most important are our optimal routing tools.

Expedition software allows us to estimate our projected best route, sails we will use, and fuel we will require to complete the trip based on the expected weather (downloaded via grib files). It also gives us an estimated total time of completion, which is good to compare weather windows on different days.

When still on land and we have internet on our cell phones, we supplement routing data with other quick to view weather sources such as Sailflow, Predictwind, and Windy.

2. Boat Maintenance and Checks

Our boat is not only our home, but it is our means of transportation and our primary safety and survival system.

Before we left we went through and did our own survey on the boat. We repaired or replaced anything that was worn or in question.

We replaced most of the boats original hatch seals, ridding ourselves of a few annoying drips, but more importantly preventing small problems from becoming bigger ones at sea.

We also checked our rigging, sails, steering gear, engine, seacocks, hoses, and safety equipment. We dove the boat to check the prop and driveline, checked thru hulls had no obstructions, and that the hull was clean and otherwise OK.

1. Relax

It is important to decompress and relax a bit after all of the boatwork and prep. Take some time to breathe and see the sights if you can. A good meal and easy night out is a great way to end your time in a location.

Careful though, don’t overdo it as you don’t want to start a long offshore sail tired and not feeling 100%.

The post 7 Things We Did To Prepare for an Atlantic Crossing appeared first on Sailing Sweet Ruca.

Feel free to bookmark it and check back.

Navigation and Weather Routing Software

Expedition – https://www.expeditionmarine.com/

Used for serious routing and planning of longer passages or races. It is much more complex than other products but gives an advanced user many tools to increase accuracy in both forecasting and polars, as well as tools to improve boat speed and VMC.

Open CPN – https://opencpn.org/

Open Source and Free. We started using this long before cruising but now use it rarely as a backup to Expedition. Chart Plotter and Navigational software program for use underway or as a planning tool. Developed by a team of active sailors using real-world conditions for program testing and refinement.

PredictWind – https://www.predictwind.com/

Used for quick weather looks and routing while underway. Updates via iridium GO fairly quickly and reliably while offshore.

Charts

We regularly consult multiple charts for any given area. Most of our plotting is done via C-Map charts and Expedition for serious navigation. Navionics on an iPad is in use during more day to day ops in known areas.

https://www.c-map.com/

https://www.navionics.com/usa/

https://www.charts.noaa.gov/InteractiveCatalog/nrnc.shtml

Polar File Sources

A polar diagram describes how fast a sailing boat may go at different wind speeds (TWS) and in different angles to the wind (TWA). Every type of boat has its polar diagram (or VPP, velocity prediction program), computed from hull shape, weight, rigging and a sail setup. Below are links to several locations where you may find polar files for your boat. If you can not find polars for your boat, you can build them yourself by logging your own data, or contact one of the worldwide yacht racing and rating agencies, who can provide polars along with a rating certificate at a cost.

https://l-36.com/polar_polars.php

Official Weather Links

Atlantic Hurricane 5 Day: https://www.nhc.noaa.gov/gtwo.php?basin=atlc&fdays=5

Atlantic Analysis: https://ocean.weather.gov/Atl_tab.php

Ocean Prediction Center: https://ocean.weather.gov/

Atlantic Weatherfax: https://www.weather.gov/marine/fax_graph

GEOS Caribbean: https://www.star.nesdis.noaa.gov/GOES/sector.php?sat=G16&sector=car

GEOS Tropical Atlantic: https://www.star.nesdis.noaa.gov/GOES/sector.php?sat=G16&sector=taw

Bahamas Radar: http://smartmet.bahamasweather.org.bs/radarcomposite/

Other Unofficial Forecasters Links

Weather.org: https://www.weather.org/

Mikes Weather Page: https://www.spaghettimodels.com/

Weather Nerds: https://weathernerds.org/

Tropical Tidbits: https://tropicaltidbits.com/

Corporate Weather Links

https://www.sailflow.com/

https://www.wunderground.com/

https://weather.com/

https://www.accuweather.com/

Apps

Predictwind Offshore – offshore weather and cloud based routing via iridiumGO

Windy – iPhone wind and forecast app

Storm – iPhone/iPad radar and forecast app

MyRadar – iPad radar

Sailflow – iPhone and web based wind

Anchor Alarm – iPpad/iPhone anchor alarm, linkable to monitor when away from boat

RD Client – view desktop PC (Expedition) on iPad over WiFi

Link – B&G app for linking MFD to iPad

Weather Model Explanations

GFS

Outlook Range: 16 Days

The Global Forecast System (GFS) is a global numerical weather prediction system containing a global computer model and variational analysis run by the United States’ National Weather Service (NWS).

NAVGEM

Outlook Range: 6 Days

The Navy Global Environmental Model (NAVGEM) is a global numerical weather prediction computer simulation run by the United States Navy’s Fleet Numerical Meteorology and Oceanography Center. This mathematical model is run four times a day and produces weather forecasts. Along with the NWS’s Global Forecast System, which runs out to 16 days, the ECMWF’s Integrated Forecast System (IFS) and the CMC’s Global Environmental Multiscale Model (GEM), both of which run out 10 days, and the UK Met Office’s Unified Model, which runs out to 7 days, it is one of five synoptic scale medium-range models in general use.

The NAVGEM became operational in February 2013, replacing the NOGAPS. It uses the same forecast range as the NOGAPS did (three-hour intervals out 180 hours) but also uses a refurbished dynamic core and improvements to the physics simulations compared to its predecessor.

ECMWF

Outlook Range: 10 Days

The European Centre for Medium-Range Weather Forecasts (ECMWF) is an independent intergovernmental organisation supported by most of the nations of Europe and is based at Shinfield Park, Reading, United Kingdom. It operates one of the largest supercomputer complexes in Europe and the world’s largest archive of numerical weather prediction data.[1]

ECMWF was established in 1975, in recognition of the need to pool the scientific and technical resources of Europe’s meteorological services and institutions for the production of weather forecasts for medium-range timescales (up to approximately two weeks) and of the economic and social benefits expected from it.

COAMPS

Outlook Range: 3 Days

COAMPS-TC, developed by the U.S. Naval Research Laboratory (NRL) Marine Meteorology Division, is a new version of the Coupled Ocean/Atmosphere Mesoscale Prediction System (COAMPS®) that is tailored specifically for predicting tropical cyclones worldwide (including, but not limited to, Atlantic hurricanes).

ICON

Outlook Range: 8 Days

Icosahedral Nonhydrostatic Weather and Climate Model. The ICON modelling framework is a joint project between the German Weather Service and the Max Planck Institute for Meteorology for developing a unified next-generation global numerical weather prediction and climate modelling system.

NDFD

Outlook Range: 7 Days

The National Digital Forecast Database (NDFD) is a suite of gridded forecasts of sensible weather elements (e.g., cloud cover, maximum temperature). NWS field offices working in collaboration with the National Centers for Environmental Prediction (NCEP) are combined in the NDFD to create a seamless mosaic of digital forecasts. MDL contributed to the development of the NDFD and its companion project, the National Digital Guidance Database (NDGD).

HRRR

Outlook Range: 1 Day

The High-Resolution Rapid Refresh is a NOAA/NCEP operational weather prediction system comprised of a numerical forecast model and an analysis/assimilation system to initialize the model. It is run with a horizontal resolution of 3 km and has 50 vertical levels.

WW3

Outlook Range: 8 Days

WaveWatch III is a third generation wave model developed at NOAA/NCEP in the spirit of the WAM wave model. It is a further development of the model WaveWatch I developed at Delft University of Technology and WaveWatch II, developed at NASA, Goddard Space Flight Center.

NAM

Outlook Range: 3 Days

The North American Mesoscale Forecast System (NAM) is one of the major weather models run by the National Centers for Environmental Prediction (NCEP) for producing weather forecasts. … The NAM generates multiple grids (or domains) of weather forecasts over the North American continent at various horizontal resolutions.

GDAS FNL

Outlook Range: 1 Day

These NCEP FNL (Final) operational global analysis and forecast data are on 0.25-degree by 0.25-degree grids prepared operationally every six hours. This product is from the Global Data Assimilation System (GDAS), which continuously collects observational data from the Global Telecommunications System (GTS), and other sources, for many analyses. The FNLs are made with the same model which NCEP uses in the Global Forecast System (GFS), but the FNLs are prepared about an hour or so after the GFS is initialized. The FNLs are delayed so that more observational data can be used.

CMC

Outlook Range: 16 Days

The Canadian Meteorological Center (CMC) produces a global computerized weather forecast model twice daily. The CMC model is global, as opposed to, the GFDL and WRF models which are regional models centered over North America. The CMC model is run through 240 hours.

GLERL

Outlook Range: 3 Days

Great Lakes Only. NOAA GLERL and its partners conduct innovative research on the dynamic environments and ecosystems of the Great Lakes and coastal regions to provide information for resource use and management decisions that lead to safe and sustainable ecosystems, ecosystem services, and human communities.

RTOFS

Outlook Range: 8

RTOFS (Global) is a global ocean forecast system based on the HYbrid Coordinate Ocean Model (HYCOM). … Each run starts with a 2 day hindcast and produces ocean surface forecasts every hour and full volume forecasts every 6 hours from the 0000Z nowcast out to 196 hours.

HYCOM

Outlook Range: 7 Days

The HYCOM consortium is a multi-institutional effort sponsored by the National Ocean Partnership Program (NOPP), as part of the U. S. Global Ocean Data Assimilation Experiment (GODAE), to develop and evaluate a data-assimilative hybrid isopycnal-sigma-pressure (generalized) coordinate ocean model (called HYbrid Coordinate Ocean Model or HYCOM).

To D0:

NMEA 0183 and N2k

SSB Channels and Basics

Satellite and iridium links

B&G and 4g radar

Embed quick view recent images

Low bandwidth HTML (no WP) version

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Sitting in the cockpit of Chico 2 downbound to Port Huron on the delivery from Mackinac Island, it is time to put some thoughts on paper. Things are starting to finally settle into my head that I can finally explain what just happened!

I have been racing with Team Chico 2 for the past few years. This year I switched from helmsman to navigator/tactician as, quite happily, my fiancé Kate is a better light air driver. (Yes, we won the Chicago Mac with a woman driving and a woman on the bow!)

“I have missed more than 9,000 shots in my career. I have lost almost 300 games. On 26 occasions I have been entrusted to take the game-winning shot, and I missed. I have failed over and over and over again in my life. And that is why I succeed.” – Michael Jordan

Keys to Winning

It is only fitting that a quote by one of Chicago’s greatest athletes sums up my thoughts about being the winning navigator in this year’s 111th Chicago Yacht Club Race to Mackinac. Some say we took a flyer; some say we got lucky. Those that say as much are just psychologically insulating themselves from the truth. The fact is both luck and skill are both involved. The key is preparation and time spent before the race understanding the data available to you and ensuring what you are using to make your decisions is as accurate as possible.

Another key to winning is being blessed with the opportunity to sail with one of the best boat owners on the Great Lakes. Jim Weyand, Owner/Helmsman of the 1D35 Turbo Chico 2, has worked very hard to put together a great boat and an amazing team, led by boat captain David Bennett. Both Jim and David have worked very hard on sail selection, boat preparation, and crew development. They both do a fantastic job in identifying each crew member’s strengths and letting the crew operate to their full potential. Everyone on the boat has fun working hard and sailing fast.

There was a specific point in the race where I had to make a key decision. This was the point of no return, a decision which would separate us from our competitors and put us in a “go big or go home” scenario, focused only on the overall win. Upon relaying the odds and my thoughts to Jim, he simply said: “We didn’t come here for second place.” This confidence and trust by the skipper are hugely valuable as a navigator, and, at least in my opinion, this management style is winner, on and off the racecourse.

Many find the responses above and similar to “we had a great team” as boilerplate responses, however, the reason why you hear this response from champions in almost every sport is because it is spot-on. Chico 2 couldn’t have done it without the support of family members, hard work of our shore support and transport drivers, everyone that sails on weeknights testing sails, the workers at the yacht club, and those that have worked on and sailed on the boat in the past building up to this point. The list goes on and on. Every detail and input is essential.

What everyone wants to know are the details behind the team and the inputs which lead directly to the decision to choose the path in which the boat should follow on the race. I have been using Expedition racing software for years, I can’t remember the first time, but I think it was about ten years ago. I immediately recognized its value on the racecourse, long before many. I have sailed on several boats with others who refuse to trust a computer when making navigational or tactical decisions. This lack of trust in technology, in my opinion, is consistent with the back of the pack. Relying on ego, rather than data and logic, will quickly ruin a race.

Preparation for a race starts long before a navigator steps on the boat. Accurate polars and sail charts (spreadsheets documenting a boat’s speed at giving wind speeds and angles) are keys to big-picture navigation and strategic decisions. Perhaps more important than choosing the right weather model. US Sailings ORR polars are a great starting point, but if possible one should go further, logging data and manipulating their polar file and sail charts to further accurize them when possible.

The Plan & Weather Routing

A winning navigational plan means putting the boat in the best place for optimal speed throughout the racecourse. One mistake I see far too many make is “living in the now, rather than in the future.” Many sailing courses teach sailing the maximum VMC (or VMG depending on your electronics setup) is the key to winning distance races. While this is somewhat true, it is overly simplified. If you sail the best VMC right into a huge hole and then sit at 0% VMC for hours, you have lost the race. This is precisely the trap many fell into this year’s Chicago – Mackinac race. It was easy early on in the race to be lured up the rhumb line and into a possible high-pressure area, predicted by some, but not all of the models. My thoughts on VMC are we always want to be sailing our max VMC to our route, not to the course itself. Maybe we should call it VMoR (Velocity Made Good to Optimal Route).

This long term vision places the boat in the position it needs to be in the future to catch the next shift or take advantage of the better breeze, current, wave-state, or a combination of all three. This outlook does not work though if a navigator does not have a good handle on the actual conditions and how the forecast weather models are interacting. There are times when no weather models are accurate and you have to throw them all out, relying on your instruments and visual observations along with a general knowledge of the prevailing weather pattern. There are also times when a weather model is lining up in timing, direction, and speed almost exactly with the conditions you are experiencing. It is the latter when you know there high accuracy and limited risk in following Expeditions optimal course.

2019’s Chicago – Mackinac race for Chico 2 was one of these limited risk scenarios. Our polars, honed over several years of data acquisition, and the actual conditions experienced were lining up very closely with the NAM Conus weather models. I had also been watching the overall weather patterns closely for the past week or so. Giving me a good idea of what scenarios were most likely to develop in the macro and what large scale influences may or may not have an effect and when. All of this information gave me confidence in the choice of the model and routing, even though there were highly different routes using the HRRR, GFS, and GLERL models.

I knew the overall strategy before leaving the hotel on Saturday morning. Before letting Jim, David, and the rest of the crew know the plan, I wanted to confirm my thoughts with another model download before the start; combining it with on course instrument data, visual observations, and shoreside buoy data around the lake. There is a lot of pressure on a navigator to divulge information before the race starts. Everyone wants to tell a family member their projected finish time, they want to know what gear to wear, or if the competition is going to be pleasant or rough on them. It is hard, but I always withhold this information until I am confident in its accuracy. About 15 minutes before the start, I passed up a piece of tape to place on the bulkhead with our target GPS coordinates, course, and sail selection.

The plan was to be the leftmost boat, head to a northern waypoint about 50 miles up the lake, and sail fast with the Code 0. It doesn’t take a tactical genius to think of this, but it gets harder and harder to implement as the crew watches our competitors gain places on Yellowbrick as we drift away from the rhumbline. The team performed wonderfully, following the plan, making our way up the lake to our next decision point where a few modeled routes converged, about halfway between Milwaukee and West Bend. Here we would re-evaluate, gather more data, and run more models, which affirmed our decision to continue.

As we proceeded north through the night and into the morning, we woke up to being surrounded by a bunch of cruising boats. On a racing yacht, separated from the fleet, and only cruisers in-sight can be an ominous feeling. The boats around us were not participating in the Mac, but in the Hook Race, which runs concurrently up the coast of Wisconsin and into Green Bay. We continued onward, as roughly Green Bay was where we would make the turn out into the lake, setting a roundabout course, allowing a shift to bend us around the top of the Manitou islands. This, as a navigator, is the most stressful part of the race. Picking an angle based on projected wind shifts to thread the needle between a few islands 80 miles away can be a bit tricky, and there is that feeling of rolling the dice which sets in. You can do this though because you have already built the confidence in your own decision through your previous work.

The Toys

Fortunately, Jim has equipped Chico 2 with all the toys the big boats have. The boat is equipped with a B&G H5000 instrument package, a FleetOne broadband system, Expedition racing software, a wireless network with iPads running remote desktop as well as Navionics, and of course our new Quantum Cableless Code 0. The satellite internet dome was key in tracking other boats movements through the Yellowbrick Expedition feature on the inside of us as we crossed the lake. We were able to feel out where the pressure was inconsistent and drive around the soft spots. Leading us to the next big navigational question of the race, and one which anyone who has sailed the Chicago – Mackinac has inevitably asked their navigator at least once. Will we be going inside our outside the Manitous this year?

From weeks out, the possibility of an “outside” or “over the top” race was developing. We also saw that the high pressure was still on the Michigan shore. There was not a chance we were going through the Manitous, but there were also no routes that showed us taking a route to go over, rather than through, Grays reef. We had good pressure, affirmed by tracking the TP52’s through this area. We also knew that a small squall would approach from the west as we approached the reef, which we were hoping to take advantage of to beat a few of the GL70’s across the line.

The Finish

Unfortunately, the breeze dropped off just as we were about to pass Grays reef light, and the 70 footers Arctos and Equation were able to catch and pass us finally. As the squall finally caught up to us as we exited the channel and made the turn for the bridge, we saw the wind build and David made the smart call to change early from the R2 to the FR0. We were able to wick up some 15kt planing runs directly at the bridge as several boats wiped out behind us. From here, it is a straight shot; my job as a navigator completed. I let the crew know where we were in the fleet, just a few miles away from winning the Mackinac Cup! Hike hard and don’t hit the bridge or the reef! You could feel the butterflies, I concealed my tears of joy behind my sunglasses.

As we passed under the Mackinac Bridge, the GL70 Stripes (who went on to win the BYC Mac race the next week overall and who’s navigator is the father of Chico 2’s bow-woman) passed us by as the wind shifted forward and we changed to the light air jib. Yes, by the way, you read that right, bow woman. We actually had two wonderful young women, Kate on helm and Dominque at the pointy end who between the two only had one Chi-Mac race but they performed flawlessly like veterans. In fact, the whole crew, lest not forget David (pit), Michael (headsail trimmer), Matt (bowman), performed flawlessly through the race. It takes a tough cookie to sail on Chico 2; this is no glamour show. It is hardcore sailors taking it to the edge, having fun, laughing and smiling through the whole race as friends.

The bottom line is, as a navigator, you can point the boat in the right direction, but it is the team that takes credit for the win. Jim Weyand’s Chico 2 is truly a team, and for at least one week in July of 2019, the best sailing team on the Great Lakes.

About the Author: Curtis Jazwiecki was the Navigator/Tactician aboard Chico 2 for this year’s race. He honed his skills racing with the best in several one design classes including Etchells, J/111, and Melges 24’s. He is one of the few that has sailed and raced the M24 offshore. As navigator, he won the presigious Chi-Mac Race overall, took 1st on a Hobie 33 in the inaugural Miami-Cuba race, he won his section in the Chicago Mac in 2017, and has placed on the podium 7 of his 15 times on both sides Mackinac racing. He is a member of the Bayview Yacht Club of Detroit and is currently based in Newport, RI, prepping his J/46 Sweet Ruca to cruise around the world with his fiance Kate and dog Roxy. Off the water, Curtis works as an Entreprenuer and FinTech consultant, where he uses the same approach to sailing in business.

Follow the journey on YouTube at https://www.youtube.com/c/sailingsweetruca

The post Routing for the Overall Win – 2019 Chicago – Mackinac Race #CYCRTM appeared first on Sailing Sweet Ruca.