Here are some pictures of our first race day. It was blowing, and Alan was on the boat. That is one fast Rocket! Good times.

Here is the beginning of the tuning and trim guide I have been developing for myself with the Rocket 22.

This IS NOT a definitive, sanctioned or official tuning guide. I haven’t had the chance to go head to head with other Rockets, and my boat may be slightly different due to small changes that have been made in set up, etc. Given the dynamic state of trim, tuning, and sailing techniques the following should be viewed as my impressions consistent with my sailing style, rather than guide for how to sail the boat. I’ll leave that up to the first Rocket 22 world champion.

It is a collection of my observations and experiences with the boat, and I hope you all will share the same.

I also hope everyone is planning on coming to the Best of the Okanagan this summer to rub elbows, share tips, and have a great time. If you haven’t seen the promotion for the event it is on the Rocket site.

The next phase in this guide will be determining base settings for rake, shroud tension, forestay length, mast jack turns, etc. I am playing with lots of different variables but I think there is light at the end of the tunnel.

This boat is so much fun, because it can be a real challenge in all conditions – but SO rewarding when you nail it. It’s not hard, but occasionally confounding. By this I mean taking a traditional keelboat (e.g. J22) or sport boat (Melges 24) approach only gets you halfway there. It wasn’t until I talked with the 5o5 and 49er guys that the whole thing came into focus…blurry focus. Since throwing my preconceptions out the window I am making leaps and bounds in understanding about how to sail the boat and set it up. I find it a very cool process.

Upwind, the boat is operating in three modes:

Mode 1: 2-8kts we are adequately powered up with the boat being quite weight sensitive.
Mode 2: 9-12 we are already overpowered, but with the right recipe she finds her groove, and the application of some special techniques (like heeling through waves) makes a huge difference in performance
Mode 3: 12-25 doing all that we can to de-power the boat.
Note: I’ve sailed in 25+three times. That’s not fun on any boat, and this is no different although remarkably dry comparatively.

The lack of backstay and mast jack make tuning the boat different than the keelboats I am used to. Normally as the wind comes on we crank on the rig…that doesn’t really work with the Rocket – in fact it is the opposite in some cases. Rig tune at the dock becomes pretty important and the associations of what each shroud is doing needs adjustment.

Sails

The jib

We are asking A LOT of this one little jib. But there are plenty of controls to change the shape. I found it is really important to get the tack low, otherwise the clew height is thrown out of wack.

Jib Halyard

The set up on the boat allows for a ton of range in the halyard tension. I put in enough tension to get the wrinkles just out of the luff. This winter the breeze has been up just about everywhere I have sailed so I have taken to cranking on the jib halyard to round the entry, pulling draft forward. This is helping de-power the sail too…a need that comes on quickly. It is hard to repeat settings without marks on a luff so much of these adjustments are feel/look driven. In the 8-12 range I find that playing the jib halyard is fast.

Jib Sheet

The boat really responds to active jib sheeting. Legs in hiking will make these sorts of changes easy, and should keep the jib trimmers VERY involved in the game. Interestingly, I like to use a leech telltale for the trimmer (leech telltale for the trimmer, luff telltales for the driver). I have placed tape on the top and bottom spreaders to get a better reference point data. Because the clew is so close to the lead block small adjustments make a huge difference. I have found that a very twisted jib (at least matching the mains leech) is quick, and doesn’t backwind the main. I am trimming the bottom of the sail pretty hard and twisting off the top. Again the leech telltale tells the story – but as the wind comes on I sheet hard and if we get stuffed I ease (an inch) and start over. As the breeze comes on I move the lead aft and then ease slightly (two-three inches. Then I move to barber hauling out and sheeting hard again – repeating the process. I have been sailing in big breeze with a luffing main and a hard sheeted jib, but think that easing the jib a bit and keeping the main working might be faster. I am used to using IN-Haulers instead of out-haulers. It might be interesting to see if out-hauling out of a tack and then shifting gears in, on, and forward would be fast. I am treating the barber haulers like the traveler for my jib.

The main

It is a BIG main. I’d like to see a reefing point (or two) put in, but then again I like this boat for its potential in short distance races (under 200miles).

Luff tension

I am going for max hoist, and in fact would be a fan of a halyard lock, adjusting the tension in the luff with the Cunningham.

The Outhaul

The outhaul controls the main more so here than on most boats I have sailed. It really can be eased off and seems to have major impact of the power of the sail. I ease it to add helm/power. In light air the rounded leech seems to help with pointing, but you can go too far with this allowing air to stack up and stall in the sail. The bottom telltales tell the story.

The mainsheet

I drive the boat with a combination of sheet and traveler and because of that am constantly adjusting them. My sheet range is about 6 inches in most conditions. Again, unlike many keelboats that like to stall the top to promote pointing this boat seems to REALLY like flow. I try to keep flow going ALL the time. Unlike the jib, which seems to like over sheeting in most cases the main stalls early, and when that happens the skinny foils stall. I ease the main quite often. In the big breeze I am carrying a lot of luffing – but because I have dropped traveler I try to sheet as hard as possible. As the sheet is tensioned it acts somewhat as a backstay, you can go too far…and you’ll know when you have☺

The traveler

I play the traveler quite a bit. In the light stuff I bring it up to promote pointing and add a little helm. In puffy/moderate conditions I get a serious workout. In big breeze I vang sheet and drop the traveler.

I rarely change the traveler without adjusting the sheet. Under 10 the traveler brings the boom to centerline and the main is twisted – i.e. LOTS of sheet adjustments, as the breeze comes up play both mainsheet and traveler, but more traveler than sheet. Above 15 the traveler is all the way down, vang on hard, and I am back to using sheet.

Vang

In the light air I have it all the way off, because it impacts the leech and stalls it. Above 15 I pull it on hard so that when I blow the main the whole sail dumps and then comes back on quickly when I need it. At the windward mark it comes off again initially otherwise the boat will not come down in breeze. Off the wind it is the throttle! I have mine run differently so that it can be played better from the back of the boat when on plane.

Steering the boat

I think you could remove the tiller and lock the rudder in place on this boat. Upwind, I drive with the sails and weight as much as possible. The rudder doesn’t really steer the boat that well anyway, so when you try and steer with it you are just creating drag that is getting overpowered by the sail plan. I also have had to go away from my point/feather ways and drive with the bow down. I move forward as far as possible in order to stop the gurgle at the back of the boat (note: DON’T leave the motor on the back!). FYI - I think the tiller could be quite a bit longer and recurved.

Downwind in light air I like to stand and help drive the boat with my weight. Downwind in heavy air I am outboard and steer pretty aggressively with weight AND tiller. It is important to get ahead of the boat because the time from stall to wipe out is VERY short. But once you have a groove going weight will get you where you need to go. I also have two downwind modes. The hot and the deep. Deep starts with LOTS of weather heel. Until the helm goes to lee helm. It is a good skill to learn because it makes heavy air jibes a snap. And then hot. The transition is still being worked out. I sail pretty hot until the 9-11 kts zone. I think we loose in this zone because it is pre-plane and we are about 10 degrees off of symmetrical boats. (NOTE: I fly the A-kite almost exclusively). That said, a wavy 10kts and we can work the waves pretty well and sail just as deep as anyone. Over 20kts I switch to outside jibes, keep the jib out and ROCK AND ROLL. You can sail pretty deep (by the lee) and still plane – then the boat trips. We are experimenting with this as our jibing technique in big breeze. It is scary but we think it works and it is WICKED fast…so long as you don’t mess up.

Just a few other things. I am generally sailing with three. I really like the way that works. I am driving and trimming main, my middle person is working the tweaks upwind and trims the kite while the forward person trims the jib and runs the pit. While I’d love the extra weight on the windward leg, I really like the mobility in the boat and think that in the light stuff we’ll crush.

This is pretty darn fun! When my rig numbers make more sense I’ll forward.

This just in from Alan

Hi guys,

This is the latest Quantum main in gusty, strong winds (up to 22-25). We clocked 13 under main and jib. This has 1in taken off the luff from the previous ones. I also have aprox 30in rake measured at the boom. The D1 Loos was 21, D2 25, and the D3 (lower) 14. Even when we were over powered it stayed flat but didn’t flog. There was 2 of us on board, the barber ½ way out, traveler off center by about 8”. I had 10 turns on the mast screw. I think the D2 and D3 are the ones that controls mast bend and the D1 is the one that creates bend. Increased rake neutralizes the helm and reduces foil stall. I heard recently that the reason for increased rake is to bring the CE back and the rudder and keel become canards sharing the lift making the helm light and neutral. I don’t know if its true but I’m a believer after todays sail. Oh ya it was flat water and shifty.

Alan

Alan Barnes

I am going to be using the local Doyle loft for building my sails. theyh are keen to take a crack at getting the class's business and I think that competition between lofts should be beneficial for us all over time. Now the question arises with respect to sail shape/type. My question for Alan and Anthony is, are you making progress on building a polar diagram? If not have you asked Don Martin for one?

Second question to Alan and the rest of the owners. What head sails are you using at what angle and wind speed ?

Sailing out west I expect that you have lots of info in the 8-10 knot wind range, but what are using at 15K? What do you think would be useful?

Comments from the Peanut Gallery - But good comments!

The OD Rules discussion has been stirring up comments from all kinds of places, Sailing Anarchy for example, plus I've also had a few emails from Rocket supporters, one of which I'll share here. Mike is not an owner, but a huge fan of our boat, a really nice guy and he also has some comments worth considering before we draft our OD Rules V2. Anyway, read on.

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Hey there Rocket Man:

Just stumbled across your rules note on SA and not having bought a boat I realize that I'm in the peanut gallery, but I'll share a few thoughts for what they're worth:

1. Both Chutes: The boat's a cool trainer, arguably better than purpose built boats like the U24, and more exciting than the Colgate. Part of what you could learn is when to use what chute. Or do Olympic style courses with two broad reaches and a dead down leg and use both chutes. Big part of the boat's appeal.

BUT, maybe let local fleets opt for one or the other to keep costs down in the early going if they want to. E. Coast might go syms in lower wind speed on PHRF beer can courses, west coast might go asym. Eventually, I think both is part of the fun.

Alternatively, start selling a 2 chute pack with the boat if you can get the right price point. But both is cool, and your hull is perhaps a bit unusual in that both have their place on the boat -- it will work really well with either, depending on the conditions.

2. Hiking: Seems to me sport boats love righting moment, and need to be flat, so I'd love wires. But I think I might go legs in. This boat is very broad and powerful as it is, and I keep hearing how M24 crews hate life because they sit out, get beat up, enjoy life beyond the windward mark for a 5 minute rinse cycle and repeat. Not a trait you want to copy. In fact, I'd talk to Mr. Clean about all the things the M24 sailors hate, and at least ponder changing all of them. The M's apparently are virtually two classes in one, with pros running programs, and everybody else getting really good cast off sails after every race.

3. Sails: Unlimited materials and no purchase restrictions would worry me. Your niche is to be a more pocketbook/amateur/tweaking friendly M24 in a sense. The M24 pros buy a new jib for every second regatta (or so one hears), and you need look no further than SA for a humourous rant about what you need to really run a competitive M24 campaign. Again, you don't want that.

Not arguing for white sails, mind you, or that you should keep sail sales all to yourself. But if you could find a happy medium -- a modern low stretch material with a little longevity to it -- and then have a sails per year limit with a breakdown/destruction exception, you'd help draw folks into a high-performance, lower cost of ownership plan.

Maybe the class could revisit materials at established intervals (5 years?) so that you can take advantage of developments without breaking the bank for current owners. I'm not good yet with the materials, but you're looking for the sweet spot in price/performance/longevity and then to prevent the winning with checkbook thing.

I'll ponder some more, and take a better read when I get a chance, but these are the gut reaction.

Cheers,

Mike R.

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Anthony:

After I sent along my gut reactions, I ran across your owner’s blog and saw discussion of the "owner/driver" concept. I think I'd go with whoever that was who said no "owner/driver" but not pros on the boat during sanctioned races.

This one's harder, because if the pros adopted you the way they have the

M24 (unlikely anyway), they give you a huge profile. But they probably also seriously mess up the level playing field, lead to big intimidation, tend to make the racing too "serious," and so on.

But as a guy who crews all the time, I gotta tell you that the night I was invited to drive the Taylor 38 I was crewing on in what turned out to be 15-18 knots (surfing anyone???) was a really good time -- don't know any better way to encourage new ownership than that. You also want families to let kids drive, etc., etc.

Cheers,

Mike R.

Michael D. Rowe

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My one more thought for today is about the weight limit. I think it important, and I think it may need some thought and experimentation even if it slows down adoption of the rules. Here's the "why," but I'm not in a position to tell you "how."

This all goes back to something Major Hall taught me about what makes a "good" one design back when I was getting into racing sailboards (and he was coaching the Olympic development program). The rule of thumb, as he put it to me then, is that in a good one design fleet, the fastest boat would be no more than 10% faster than the slowest boat sailed in some minimally competent way.

This made great sense to me then, and it still does. It keeps the racing close, if prevents new folks from getting discouraged and thinking they're idiots who will never perform. It keeps the fleet together and keeps the racing interesting and challenging. And it's dang hard to do in modern boats, ESPECIALLY in modern boats that plane.

In the Rocket, you have a lesser version of the problem I was describing for sailboards off the wind, AND a distinct problem relative to holding the boat down in heavy air/displacement mode, it seems to me. The trouble is, you don't know how MUCH of a problem you have in either category until you get out on the water and test (maybe you could do it with velocity prediction programs, but I doubt it).

What you want is clear enough -- you want the least restrictive weight rules possible (to make it inclusive and keep everybody happy) consistent with something close to what I've always thought of as "Major Hall's dictum." This may well mean a min weight to prevent lightweights planing away early, and a max for heavy air. The really cool part is that my instinct is that this will be one of the least weight sensitive boats around because of its basic hull form and high-powered sail plan. Of course, my instincts about these things are often flat wrong, but you're WAY better off than the sailboarders, and probably better off in this sense that something like the M24.

But you want to get this right, because if the good guys are planing away and regularly leaving the newbies wallowing, it's not good for the class. And you may need something provisional, because unless you can actually go out and do boat-to-boat testing in a variety of conditions.

OK, that's all from the non-owners gallery for now. Hope this doesn't convince you that I'm totally out of my tree.

But let me do one more thing . . . Having read a couple of Kristen's comments on the blog (all good), and realizing he's local to my neighborhood (hope he's having fun with "Count Down"), I'm collecting my earlier thoughts below and passing them along to see what he thinks (not to mention collecting everything in one place for you -- at the very least, we in the peanut gallery should make things convenient).

Best Regards,

Mike

Loos gauge numbers

Here are a few loos numbers I have put together so far. "0" on the mast jack is where the mast screw just engages with the mast post (2 or so turns from the very bottom).

Mast cap interm lower
0 just tight
3 11.5 sloppy sloppy
5 17.0 " "
6 18.5 " "
7 21.0 loose ""
8 22.5 tight tight
9 23.5 12.0 5
10 23.5 14.0 5
11 24.5 17.0 10

I found that in 10 - 12 knots of wind, 8 turns was perfect. Anything over 15 knots, and I would go with 11-12 turns. Bear in mind, that my Quantum main is cut very full. Depending on the wind this weekend, I may try to tighten the intermediates and lowers slightly.

OD Rules Process Update

Hi Everyone,

I've had a couple of calls and emails asking about the intended process for fixing the Rocket 22 OD rules and a proposed time frame. I spoke to Al this morning about this and our intention is to have everything done by the end of April. We've been getting some excellent feedback from people which will be incorporated into the next draft, hopefully to be completed by the last week of April. We have the Strictly Sail Pacific boat show from April 18th to 22nd which will be an excellent venue to solicit opinions and thoughts. Once the show wraps up we'll immediately get to work on the second draft and send it out to owners only for review. After that I'd like to schedule a conference call for everyone and we can effectively have our first owner's meeting minus the chips and beer. You'll have to go to your own fridge for that, but hopefully we'll all be in the same room soon! If anyone has other ideas send an email or post a comment.

Thanks,


Anthony

OD rules

I don't yet have our boat, but have watched its construction through pictures from Alan. We are anxious to get it, and hopefully will have it soon when Alan brings hull #10 to DFW. Although I haven't even sailed the boat, here are some rules comments that I hope will be helpful.

First, with respect to the motor, I saw an interesting ad in a WM flyer for a battery powered motor with built in battery that weighs something like 25 pounds. That type of thing would probably be more than sufficient for us lake sailors, but would put others at an extreme disadvantage weight wise where that type of motor would not be an option. The same could be said with respect to the small 2 strokes, etc. Therefore, perhaps a weight minimum would serve an equalizing purpose and allow for different owners to use their preferred motor.

Second, let's make sure the rules allow the TackTick T075 and instruments like it, especially since Rocket Boats offers it in the boat package.

Third, why not allow boats in 1D events to carry both spinnakers, and allow the crews to decide which one and make changes even within a race. That would make for some interesting tactics.

Fourth, I can see the advantage of going with a 750 pound weight limit for crews to allow 4 men to sail the boat. It would not be much of an issue for us since we sail with women on board. Also, I propose that the rules state that the crew that weighs in must sail every race in the regatta, not just the day's races.

Fifth, I would limit sail purchases to one jib per year and mains/spinnakers every other year.

Sixth, no changes to foils or standing rigging should be allowed. I am in favor of the current provisions that do not allow fairing of the hull or keel except to repair damage.

Finally, I would prohibit pros on board during class events. On the other hand, I would not limit the steering to the owner as long as the owner is on board.

OD rules

I have gotten a lot of input with regards to the draft of the OD rules. Rather than put them in my words I will copy for you viewing and input. Read On and let me know your thoughts. Alan.

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Thanks guys for finally getting a set of OD rules posted. I have a question about the sail portion. You mentioned that " 9.3 No sail shall have a hole or aperture other than the normal and attachment points." Does this mean that the next main I get I won't be able to put a reef in it? I'm planning on moving to Hawaii next summer and there are times when having one small reef makes all the difference.

Just thought I would ask. Just to let you know I'm having a blast on the water. The boat is in Shilshole with Jonathan and we are having a great time sailing. I'll be trying to figure out when I can get the boat up to the factory for the touch up/ new mast.

I'll chat with you guys later.

Jeff

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Al,

Today I would have loved to have either another 250lb guy on board. With a constant 20kts of wind with gusts in the 25+ range either a reef or a combined crew weight of another 180+ lbs would have been nice. Which brings me to another part of the work in progress. " 12.1 Maximum crew weight shall be no greater than 700 lbs. The crew's torso must stay inside the lifelines.

So with the average guy being 180 lbs you'll top the weight limit by 20 lbs. And if I'm lucky enough to get a guy that's over 200 to come along on days like today what am I to do tell him he needs to diet? I'd be interested in what the other owners have to say about this. My thoughts would be to move it to somewhere between 750 and 850. With something about the same crew that starts the day needs to finish the day, or something of the sorts.

And something else that I would like to discuss with the other owners is the helmsman restriction. Some races it would be great to have the owner/skipper rule. But at other times it would be nice if you could swap it up and have someone like yourself down and at the helm.

Well I'm not sure how many other of the rocket owners have read the rules yet. I let Jonathan know about it and I'm hoping to discuss it with him tomorrow down at the boat.

Thanks for your time. Looking forward to seeing you down here with another boat.

Jeff (owner #1)

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Alan,

Here are a few of my thoughts concerning OD class rules:

1. I am not too strong on owner-driver rules because I encourage my crew to learn all the positions on the boat, including driving. I maybe would suggest owner on board rule. What I do hate, however is when a boat discards their regular crew or driver in favor of a "pro" in order to win a particular regatta.

2. Limiting number of new sails per year purchased. no rule on material of sails,
3. rigid rules should be made concerning hull, keel, spar, and standing rigging modifications. Running rigging can be modified. Boat to be weighed at major regattas.

4. for major regattas, have to declare entire crew, so that there is no crew swapping depending on wind/weather

5. carry standard list of equipment including motor (minimum HP & amount of fuel), safety gear, number of sails, measurer's certificate for sails, weight, & equipment.

Jonathan (owner #8)

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Howdy Gents -

So i was wondering about Rule 9.3 today. It came to mind as I was thinking about an a-kite retrieval system. Nearly all the systems I have seen would require holes to be added and reinforced in the kite. This rule would not allow this system to work. Is there a specific reason for this rule's inclusion?

Thoughts?

Also, I would like to start the process fo securing the PHRF certificate for the Chesapeake. Any chance you could forward the PHRF data you've used in other regions in order to make it easier to register?

Thanks!

kb

Kristen Berry

kristen@galeforcesailing.com

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Cool.

Three notes so far:

1) The sail # thing. I've already changed mine to conform with local PHRF racing (7666) & ALL of my sails, including Jib have the # (Another local requirement). I suppose I could change back to 2203, but...

2) 700 lbs??? I thought that this was for people OVER 40!!! ;) Seriously, as I figure it, I either sail with 3 people or get a girl/ kid as the 4th hand. My crew, when sailing with 4, comes in at 750lbs, assuming 5 lbs of gear per crew member (and that I lose 5 lbs).

3) Why the requirement to carry hatch cover & drop board? While I'm at it, why the anchor? Lot's of weight there. Also, there are now 2.5 HP 4 stroke motors (a few lbs lighter). Do you feel they are too small?

Regrading your other questions:

a) Max crew Weight: See above. The fundemental question is do you want to encourage 3 or 4 person crews?

b) The boat is deliberately supplied with both options. My personal feeling is that each race/regatta should specify its choice (a) Also,

b) Symmetrical (Captain's choice). For now, we are ALL still exploring the options. It will be great to see what the other owners feel on this subject.

c) Ah, what the hell. We all want to go fast. If we can go faster by legs out, then so be it. Any other opinions?

d) Owner/Driver: I'd say "owner must be aboard", but can get someone else to drive "Non-Professional". I do think there should be a "professional" rule. Sorry, but I guess you, Ken & Don can't sail against us. Boo-Hoo. ;) If the owner is a clutz, then they pay the penalty in weight.

Those are my two-bits for now.

Cheers,

-Gray

Thank you`

Anthony -

Thank you for setting up this Rocket 22 sailor's blog. I look forward to sharing info about sailing the boat, upcoming races, and podium finishes.

Here in Annapolis, the winter is starting to break, and it is PERFECT Rocket weather. Two of us went out this weekend to work on some downwind manuevers. We hit 12.8kts on the GPS on Saturday sailing in about 18-22kts. What a rush.

Thanks again -

kb

Thanks Anthony for setting up this Rocket 22 owners site. I hope that this will be an opportunity for us all to share a bunch of information on how to make these boats go faster.

This past week I bought a Loos gauge (PT-2) 3/16 -1/4" for measuring shroud and forestay tension. I have begun to compile a matrix of mast jack turns and shroud/forestay tension. I will post it here by the end of the week. With the mast jack at "0" (where it just engages with the mast post) , I have the cap shrouds tight, but with no tension. At some point you may to to get a gauge, or borrow one to get a feel for how your rig is set up.

Jonathan

Calling all Rocket 22 Owners and Sailors

We've been getting quite a few emails recently from some of our Rocket 22 owners and their friends who've been out sailing with them. I've put a few of these emails up on the Rocket Boats blog but thought it was about time to launch a new blog dedicated to our owners and any other Rocket sailors. This blog will become an integral part of our Rocket 22 Class Association website which should be up by the end of the month, but in the spirit of there is no time like the present, I've created this new blog now.

As the number of Rocketeers grows we'll be introducing other elements to the class association website such as forums, racing and tuning tips for the benefit of all Rocket owners. Any other ideas will always be welcome. We want to make the class association and website as collaborative and interactive as people want, so please let us know what you'd like to see and how we can make the site and blog better.

Thanks. Anthony.