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Dinghy Sailing with the Canadian Yachting Association
Author: ken jones
White Sail Level I - Section 1 covers safety with a look at lifejackets, actions to be followed immediately after a capsize and how to right a capsized boat. And the required items for a sailboat less than 5.5 meters long as outlined in the current Boating Safety Guide. Section 2 is Seamanship, Candidates must be able to tie 4 knots within a certain time and describe their uses. And describe four ways to identify from what direction the wind is blowing. Section three deals with preparation to sail including coiling a line correctly, making a line fast to a cleat and getting in and out of a boat safely at a dock or mooring. Section 4 looks at rigging, attaching sails, rigging sheets and halyards, fitting sail battens and the rudder and tiller, adjusting the centerboard and hoisting sails. Section 5 covers boat handling, firstly identifying the direction of the wind then while underway to keeping the sail just on the point of luffing while on a reach, keeping a boat going in a straight line on a reach for at least two minutes and righting a capsized boat and clearing it of water. The final section deals with securing and derigging, securing by the bow only, by the bow and stern and at a single mooring, in each case using the appropriate size line and knot, and leaving an appropriate length of line. Derigging the boat by lowering and removing the sails, removing and stowing the rudder and tiller, and properly securing the boom and centerboard. Folding and bagging a loose sail. And finally securing all gear in the boat upon completion of sailing. On the completion of White Sail I, the sailor will be able to perform the afore mentioned tasks in wind speeds of 4-9 knots where applicable.

White Sail Level II - Commences with a section on terminology, identifying the various parts of a sailboat pointing out and describing the functions various items in a sailboat, defining certain terms and describe the different points of sail. The second section covers seamanship, candidates must me able to tie a rolling hitch and sheetbend each within 10 seconds and describe two uses of each of these knots. And describe the wave conditions resulting from various speeds of wind. The next section is boat handling, candidates will act as both helmsman and crew while getting underway from, and returning to, a dock, mooring or beach. Act as helmsman and crew, using the proper commands and responses, while beating, reaching, running, tacking, gybing, bearing away and heading up. As a helmsman, stop a boat at a predetermined point by luffing up and as both skipper and crew, right a capsized boat. On the completion of White Sail II, the sailor will be able to perform the aforementioned mentioned tasks in wind speeds of 4-9 knots.

White Sail Level III - A section on safety launches this section with a look at hypothermia and it's causes, three ways to minimize the dangers and rules on how to treat a mild case of hypothermia after the victim is out of the water. Identification and the meaning of the colours and shapes in the lateral buoyage system. Listing local geographic and navigational hazards and describe the actions required to minimize their effects. Listing three sources of local weather information together with localized weather hazards, how they can be identified, the normal warning signs and the actions to be taken to reduce their effects. Section 2 covers further terminology, various items in a sailboat, the different parts of a sail and the distinguishing features different types of sailboats. Seamanship is section 3 with a look at how to sail away from and back to a beach with an on-shore wind, a dock for various wind directions and a mooring. Section 4 is on the rules of the road for prevention of collision at sea and considers the case of stand on and give way vessels in different situations and looks at some common sense actions you should take when sailing in the vicinity of commercial shipping. There is a look at racing with the sound signals and flags used to start a race and the rules in use while the race is underway. Section 5 is boat handling, students will act as both skipper and crew while sailing a boat away from and back to a dock for various wind directions, away from and back to a mooring and on a windward/leeward course. They will demonstrate how different body crew positions affect the trim and performance of a sailboat and indicate the best positions for three given points of sail. They will get a boat out of irons by backing the jib and main using proper rudder adjustments. Paddle a sailboat a distance of 30 meters (100 feet) without the use of a rudder in a reasonably straight line. They will demonstrate the following towing procedures, proper means to receive, secure and cast off a towline, the correct towing points on a sailboat, the proper securing inboard of a towline to a boat astern and the correct boat trim, steering procedures and crew alertness while on and releasing from the tow. They will demonstrate the actions to be taken if a person falls overboard, with the boat under sail form the time the person falls overboard without warning until the person is rescued. They will helm the boat by the lee for 90 meters without gybing and finally right a capsized boat. On completion of White Sail Level III the beginner will be able to sail confidently and competently in wind speeds of 4-9 knots and perform the aforementioned skills proficiently.

Bronze Sail Level IV - The first section deals with safety and the factors in your local area such as currents, tides and weather which should be considered before going sailing. The three types of flotation commonly found in dinghies and the factors which affect the self-rescuing capabilities of a dinghy And finally a look at chart of unfamiliar waters and identification of hazards and means of recognizing them. Seamanship is the next section and students will demonstrate their ability to whip the end of a line with a plain whipping of appropriate length, make a back splice and an eye splice and heave a 10 metre line to land across a 1 metre diameter target at least 7 metres away, in three tries out of four. The next section is further nautical terminology. Following that is some sailing theory including leeway and its importance on different points of sail. The centre of lateral resistance (CLR) and centre of effort (CE) affect lee and weather helm in theory and practice, weight distribution and centreboard adjustments affect on the CLR, the boat's underwater shape affects its helm, sail trim, mast rake and position affect the CE and helm, draft (fullness in a sail) is and how it affects the power and the pointing ability of a sail, the use and position of telltales on shrouds and ticklers on a sail. The next section considers sail shape and how the main sail is affected by halyard tension, mainsheet tension, cunningham tension, traveller position, outhaul tension, mast bend, boom vang tension and mast rake. And how the shape of the jib sails affected by halyard tension, sheet tension and fairlead position. The use of outhaul, cunningham, mainsheet, and traveller, while sailing on a beat, a reach, and a run under the following conditions. On the water students will be asked to skipper and crew the boat on various points of sail and tacking and gybing. Carry out a self-rescue after capsizing in a dinghy and carry on sailing with a minimum time delay. Carry out the following tasks without a rudder, sail a course upwind toward a predetermined destination, make at least one controlled tack and settle down to a course to the predetermined destination, bear away or tack and return to the starting position. With sails backed, sail the boat astern to a predetermined destination 90 metres downwind. On completion of this level IV the candidate will be able to understand and apply the basic principles of sail trim and boat tuning for optimal performance in wind speeds of 9-14 knots.

Silver Sail VI is an introduction to racing. Commencing with some sailing theory it looks at how the slot effects the drive of the mainsail under different points of sail, and how the size of the slot should be varied with the wind strength to give maximum drive, how to identify backwinding, and how to adjust the sails to remove or minimize its effect, how the driving forces acting on the sail can be divided into side and forward components, and how these vary for beating, reaching and running and how the resisting forces acting on a boat's daggerboard/centreboard and rudder act in relation to the sail forces when beating, reaching and running. The apparent wind changes when gusts hit the sails and when waves slow or accelerate a boat and how to steer and trim sails to react to changes in apparent wind and how to correct the effects of the forces which cause a boat to heel. Section 2 looks at the rules of racing as laid down by the CYA and ISAF. Section 3 considers racing signals and courses including the purpose of the Race Committee, the Notice of Race, the Sailing Instructions and the Protest Committee. Section 4 looks at tactics. On the water students will demonstrate as both skipper and crew while beating, reaching, running, roll tacking, roll gybing, bearing away and heading up. Identify signals displayed and sounded by the race committee boat. Demonstrate the ability to be within one boat length or 5 seconds of a starting line at the starting signal in a race situation. Restart, after having been recalled for premature starting, as quickly as possible. Defend a position from another boat while on a beat - by luffing and backwinding a boat attempting to pass until the mast abeam position has been attained and on a reach or run - by avoiding blanketing, by luffing or by assuming starboard tack. Demonstrate how to blanket and backwind a competitor to your advantage while on the same tack on the windward leg of a race course. And finally compile a racing record and log in a dinghy class showing you have completed a minimum of 15 scheduled races, 10 as a skipper in a class consisting of a minimum of five sailboats. On completion of this section the candidate will be able to compete in a race with a sound understanding of the racing rules and perform the afore mentioned tasks in wind strengths of up to 18 knots.

Gold Sail Level VII completes the learn to sail programme and starts with boat tuning for speed and the adjustments that can be made to the mast, sails and rigging. How to control the spinnaker and pole in all wind conditions, on a reach and run. Boat trim and helming techniques which promote maximum efficiency of the rudder and centreboard in singlehanded or doublehanded dinghies. Section 2 covers the rules and candidates will have a thorough knowledge of the racing rules as a competitor, race committee member or protest committee member, The candidate must take charge of a race committee boat and run a club regatta or series of races using all necessary rules and race procedures. Section 3 looks at the preparation for a regatta. Candidates will ensure a wood or fibreglass dinghy is safe, leak proof and strong by testing for and repairing leaks, examining and replacing fittings and rigging, properly covering and storing boat during summer and winter, properly securing boat and equipment for trailer and/or car top transportation. They will ensure the dinghy hull and centreboard rudder are smooth, fair and light by using, fibreglass, epoxy, gelcoat, and other fairing materials, wet sanding or dry sanding and cleaning solvents. The students will maintain a written season plan that includes, a personal racing logbook, performance objectives, regatta schedule and goals, a physical training program, an on-water training program, sport nutrition and mental training, transportation and program administration They will be able to describe the influence on racing strategy of the fleet size, the starting procedures and timing, the course length and location, the finish line placement and time limits, the compass bearing to the windward mark and current/tide. Section 4 covers an assessment of the race course and includes registration and check in procedures, special protest requirements and starting procedures, current, tide and the weather. The next sections considers tactics that apply to starting, mark rounding, upwind, reaching, running and finishing. On the water candidates will demonstrate as skipper a roll tack and gybe, while helming take advantage of appropriate techniques in flat or choppy water, use body weight to maintain proper boat trim and assist steering and adjust equipment and sails. As crew, assist skipper with above tasks and supply compass readings to determine wind shifts and locate marks together with information for tactical decisions. As skipper and crew, prepare and fly spinnaker on a close, beam, broad reach, a run and by-the-lee, apply appropriate tactics on the water in large fleet or small fleet with strong current or tide either with or against the wind, in shifty oscillating winds, persistent shifts, increasing or decreasing winds, either leading or trailing in a race. Candidates must prepare a seasonal plan for competition indicating personal performance objectives, regatta schedule, physical training, on the water training, transportation and administration, nutrition, and mental training. They must have a race record which includes 5 regattas with 2 being outside their local area. On completion of this course a candidate will be able to race a dinghy with moderately good boat speed and control. The candidate will have a well-rounded knowledge of sail theory, racing rules and tactics.

Article Source : http://www.articledashboard.com

Ken Jones runs a Sailing Site More information about Courses can be found here To find an Sailing Course visit the Marine Directory

...

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Top Gun Meets Thunder Road at Fleet Week San Diego
Author: Josh Edelson
Top Gun Meets Thunder Road

Read Jetsetters Magazine at www.jetsettersmagazine.com
Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/fests/fleet/fleet.html

So what kind of ride do you guys want?" Howie inquired over his shoulder over the rush of air. "We can do a roller-coaster type ride or we can just cruise around. It's completely up to you. We cater to whatever type of flight you want."

Howie's question interrupted me from my daydreaming out the canopy window, where my thousand-mile gaze had yet to fall on anything. I shrugged at my buddy next to me. "Hey, show me what you can do. This is your show." When we had reached the appropriate altitude, Howie informed me to release the tow cable. I pulled the lever and with a ka-chunk, we were free from our propeller escort. Howie abruptly plunged into a nose dive, banked hard to the right, buzzed the nearby mountain top, pulled up, then leveled off, allowing my internal organs to re-establish themselves in their original positions. Me and my big mouth.

If you've never experienced the thrill of soaring, get up there. I was fortunate to experience it through an invitation from Bret Willat, sky sailor extraordinaire, at his family-owned and operated soaring center, Sky Sailing (www.skysailing.com ).

Known as one of the top soaring centers in the United States, Sky Sailing is located at the Warner Springs Airport, in Warner Springs, California. It has been owned and operated by Bret and his family (including wife Karen, Shane, Garret and Boyd) since 1979. For the past 22 years, Bret has showcased his passion for soaring, and his reputation as one of the top sailplane performers in the country has landed him in a number of television appearances, including Evening Magazine, 3-2-1 Contact and Hour Magazine. Bret was even featured in an ad for VISA which has been run in a number of national publications. His enthusiasm for flight is matched only by his enthusiasm to promote the thrill of soaring. He has flown in over 175 events with one purpose in mind: "To show the pure grace and beauty of the sailplane." On my day in Warner Springs, I discovered what it is all about.

Also known as sky sailing, soaring is more than 100 years old. Wilbur and Orville Wright, the pioneers of powered flight, designed, built and flew gliders to gain flight experience that would eventually be used in the historic Kittyhawk sorties. After WWI, Germany made huge advances in glider technology, as it was restricted to non-powered aircraft. Today, all test pilots in the Armed Forces are required to be competent in sailplanes. One of the most famous gliders, in fact, is owned by NASA and frequently launched into space. What is it? The Space Shuttle.

Soaring is not reserved for aces and pioneers, however. There are more than 30,000 licensed pilots in the United States and more than 150,000 worldwide. Some fly competitively, but most are drawn to the freedom and relaxation and soaring offers. There are no engine vibrations, no infants crying in the seat next to you, no packaged peanuts. You strap into your seat and slingshot into Zen tranquility on a smooth cushion of air. It comes as no surprise that everyone I met at Sky Sailing had a relaxed, almost detached air to them, as if their Earth-bound duties were merely an intermission from their real calling.

"So you guys wanna do zero G's?" Howie asked from up front. I looked at my co-passenger hesitantly, he at me. "Let's do it," I said, part sincerity, part bravado. With that Howie plunged the 1,200-pound sailplane into a nosedive, sending our stomachs into our throats and our thoughts into regret. He certainly likes the whole nose-dive thing. We looked straight down at the ground, 2,000 feet below. Howie then pulled up and we were crushed into our tiny seats under the G-force of the climb, and as he leveled off at the top of his arc, like a smooth roller coaster in the sky, I suddenly felt myself lifting out of my seat, my camera on the verge of floating out of my hand. Stewardess, where's that airsickness bag?

Air and gravity. As long as both exist (which we can be thankful for), a sailplane can glide. The term "sailplane" refers to aircraft without an engine, with a glide ratio of greater than 20:1; that is, for every vertical foot the plane descends, it travels 20 horizontal feet (gliders, on the other hand, have a glide ratio of less than 20:1). The high performance model we rode in had a glide ratio of 35:1, which allows for more maneuverability. And although many people assume sailplanes are flimsy, lightweight vehicles, modern sailplanes are built to withstand higher G-forces than those experienced by commercial airlines (as Howie demonstrated to us with stomach-scrambling effectiveness).

Sailplanes have climbed to altitudes greater than 45,000 feet, flown distances farther than 1,400 miles and can fly at maximum speeds of more than 200 mph. Because of the aerodynamic efficiency of modern sailplanes, pilots can remain in flight for 6 or 7 hours at a time if conditions are favorable. "In a sail plane, we're basically continuously descending. What really limits us, however, is our bladder," Howie informed us matter-of-factly, "We can stay up for 5, 6, 7 hours at a time if we want, but at a certain point, you need a break."

The sail plane is launched either slingshot style via ¾" bungy cord or, more commonly, under tow from a propeller plane. On our ascent behind our propeller plane, I was struck by how smooth and graceful the flight is. The only sound is the air rushing through vents in the canopy to provide ventilation. We could feel the air growing cooler as we rose higher (maybe it was just the tranquility of the flight). At around 2,000 to 3,000 feet, I released the tow cable and our sailplane was at the mercy of gravity, aerodynamics and Howie. We soared above the rolling foothills of the Palomar Mountains, brown with the summer heat. Highway 79 below us was a ribbon of gray, with matchbox cars inching along. I felt bad for those stuck on terra firma, missing out on what we were experiencing above them. Neener neener neener. In the distance I could see tge sea - the Salton Sea Desert lapping up on the foothills. A truly hypnotic moment. I could easily see how one could get hooked on this. I imagined myself after a long week in the grind heading straight to the airport, strapping myself into my sailplane, launching into the sky and soaring above my worries until I forgot what they were.

When our 30 minutes of soaring the smooth skies was over, after dives and banks and buzzed mountaintops and all possible Top Gun references, Howie began our descent to land. Landing is done in a fashion similar to that of powered aircraft: descent (during which our airspeed topped out at 200mph), an approach to the runway, and touch down. "Sailplanes can land in a surprisingly short distance if need be," Howie informed as reassuringly. Right. Crashing. But the touchdown was perfect- a perfectly smooth landing for a perfectly smooth ride.

Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/fests/fleet/fleet.html

By Josh Edelson - Jetsetters Magazine Correspondent at www.jetsettersmagazine.com

About the Author

Josh Edelson - Jetsetters Magazine. Join the Travel Writers Network in the logo at www.jetsettersmagazine.com

...

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Sailing
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Top Gun Meets Thunder Road at Fleet Week San Diego
Author: Josh Edelson
Top Gun Meets Thunder Road

Read Jetsetters Magazine at www.jetsettersmagazine.com
Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/fests/fleet/fleet.html

So what kind of ride do you guys want?" Howie inquired over his shoulder over the rush of air. "We can do a roller-coaster type ride or we can just cruise around. It's completely up to you. We cater to whatever type of flight you want."

Howie's question interrupted me from my daydreaming out the canopy window, where my thousand-mile gaze had yet to fall on anything. I shrugged at my buddy next to me. "Hey, show me what you can do. This is your show." When we had reached the appropriate altitude, Howie informed me to release the tow cable. I pulled the lever and with a ka-chunk, we were free from our propeller escort. Howie abruptly plunged into a nose dive, banked hard to the right, buzzed the nearby mountain top, pulled up, then leveled off, allowing my internal organs to re-establish themselves in their original positions. Me and my big mouth.

If you've never experienced the thrill of soaring, get up there. I was fortunate to experience it through an invitation from Bret Willat, sky sailor extraordinaire, at his family-owned and operated soaring center, Sky Sailing (www.skysailing.com ).

Known as one of the top soaring centers in the United States, Sky Sailing is located at the Warner Springs Airport, in Warner Springs, California. It has been owned and operated by Bret and his family (including wife Karen, Shane, Garret and Boyd) since 1979. For the past 22 years, Bret has showcased his passion for soaring, and his reputation as one of the top sailplane performers in the country has landed him in a number of television appearances, including Evening Magazine, 3-2-1 Contact and Hour Magazine. Bret was even featured in an ad for VISA which has been run in a number of national publications. His enthusiasm for flight is matched only by his enthusiasm to promote the thrill of soaring. He has flown in over 175 events with one purpose in mind: "To show the pure grace and beauty of the sailplane." On my day in Warner Springs, I discovered what it is all about.

Also known as sky sailing, soaring is more than 100 years old. Wilbur and Orville Wright, the pioneers of powered flight, designed, built and flew gliders to gain flight experience that would eventually be used in the historic Kittyhawk sorties. After WWI, Germany made huge advances in glider technology, as it was restricted to non-powered aircraft. Today, all test pilots in the Armed Forces are required to be competent in sailplanes. One of the most famous gliders, in fact, is owned by NASA and frequently launched into space. What is it? The Space Shuttle.

Soaring is not reserved for aces and pioneers, however. There are more than 30,000 licensed pilots in the United States and more than 150,000 worldwide. Some fly competitively, but most are drawn to the freedom and relaxation and soaring offers. There are no engine vibrations, no infants crying in the seat next to you, no packaged peanuts. You strap into your seat and slingshot into Zen tranquility on a smooth cushion of air. It comes as no surprise that everyone I met at Sky Sailing had a relaxed, almost detached air to them, as if their Earth-bound duties were merely an intermission from their real calling.

"So you guys wanna do zero G's?" Howie asked from up front. I looked at my co-passenger hesitantly, he at me. "Let's do it," I said, part sincerity, part bravado. With that Howie plunged the 1,200-pound sailplane into a nosedive, sending our stomachs into our throats and our thoughts into regret. He certainly likes the whole nose-dive thing. We looked straight down at the ground, 2,000 feet below. Howie then pulled up and we were crushed into our tiny seats under the G-force of the climb, and as he leveled off at the top of his arc, like a smooth roller coaster in the sky, I suddenly felt myself lifting out of my seat, my camera on the verge of floating out of my hand. Stewardess, where's that airsickness bag?

Air and gravity. As long as both exist (which we can be thankful for), a sailplane can glide. The term "sailplane" refers to aircraft without an engine, with a glide ratio of greater than 20:1; that is, for every vertical foot the plane descends, it travels 20 horizontal feet (gliders, on the other hand, have a glide ratio of less than 20:1). The high performance model we rode in had a glide ratio of 35:1, which allows for more maneuverability. And although many people assume sailplanes are flimsy, lightweight vehicles, modern sailplanes are built to withstand higher G-forces than those experienced by commercial airlines (as Howie demonstrated to us with stomach-scrambling effectiveness).

Sailplanes have climbed to altitudes greater than 45,000 feet, flown distances farther than 1,400 miles and can fly at maximum speeds of more than 200 mph. Because of the aerodynamic efficiency of modern sailplanes, pilots can remain in flight for 6 or 7 hours at a time if conditions are favorable. "In a sail plane, we're basically continuously descending. What really limits us, however, is our bladder," Howie informed us matter-of-factly, "We can stay up for 5, 6, 7 hours at a time if we want, but at a certain point, you need a break."

The sail plane is launched either slingshot style via ¾" bungy cord or, more commonly, under tow from a propeller plane. On our ascent behind our propeller plane, I was struck by how smooth and graceful the flight is. The only sound is the air rushing through vents in the canopy to provide ventilation. We could feel the air growing cooler as we rose higher (maybe it was just the tranquility of the flight). At around 2,000 to 3,000 feet, I released the tow cable and our sailplane was at the mercy of gravity, aerodynamics and Howie. We soared above the rolling foothills of the Palomar Mountains, brown with the summer heat. Highway 79 below us was a ribbon of gray, with matchbox cars inching along. I felt bad for those stuck on terra firma, missing out on what we were experiencing above them. Neener neener neener. In the distance I could see tge sea - the Salton Sea Desert lapping up on the foothills. A truly hypnotic moment. I could easily see how one could get hooked on this. I imagined myself after a long week in the grind heading straight to the airport, strapping myself into my sailplane, launching into the sky and soaring above my worries until I forgot what they were.

When our 30 minutes of soaring the smooth skies was over, after dives and banks and buzzed mountaintops and all possible Top Gun references, Howie began our descent to land. Landing is done in a fashion similar to that of powered aircraft: descent (during which our airspeed topped out at 200mph), an approach to the runway, and touch down. "Sailplanes can land in a surprisingly short distance if need be," Howie informed as reassuringly. Right. Crashing. But the touchdown was perfect- a perfectly smooth landing for a perfectly smooth ride.

Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/fests/fleet/fleet.html

By Josh Edelson - Jetsetters Magazine Correspondent at www.jetsettersmagazine.com

About the Author

Josh Edelson - Jetsetters Magazine. Join the Travel Writers Network in the logo at www.jetsettersmagazine.com

...

sailing-24

Sailing
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Zero G Sky Sailors - Alone and Aloft
Author: Misha Troyan
Zero G Sky Sailers – Alone and Alofts

Read Jetsetters Magazine at www.jetsettersmagazine.com
Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/sports02/skydive/soarcal/soarcal.html

So what kind of ride do you guys want?" Howie inquired over his shoulder over the rush of air. "We can do a roller-coaster type ride or we can just cruise around. It's completely up to you. We cater to whatever type of flight you want."

Howie's question interrupted me from my daydreaming out the canopy window, where my thousand-mile gaze had yet to fall on anything. I shrugged at my buddy next to me. "Hey, show me what you can do. This is your show." When we had reached the appropriate altitude, Howie informed me to release the tow cable. I pulled the lever and with a ka-chunk, we were free from our propeller escort. Howie abruptly plunged into a nose dive, banked hard to the right, buzzed the nearby mountain top, pulled up, then leveled off, allowing my internal organs to re-establish themselves in their original positions. Me and my big mouth.

If you've never experienced the thrill of soaring, get up there. I was fortunate to experience it through an invitation from Bret Willat, sky sailor extraordinaire, at his family-owned and operated soaring center, Sky Sailing (www.skysailing.com ).

Known as one of the top soaring centers in the United States, Sky Sailing is located at the Warner Springs Airport, in Warner Springs, California. It has been owned and operated by Bret and his family (including wife Karen, Shane, Garret and Boyd) since 1979. For the past 22 years, Bret has showcased his passion for soaring, and his reputation as one of the top sailplane performers in the country has landed him in a number of television appearances, including Evening Magazine, 3-2-1 Contact and Hour Magazine. Bret was even featured in an ad for VISA which has been run in a number of national publications. His enthusiasm for flight is matched only by his enthusiasm to promote the thrill of soaring. He has flown in over 175 events with one purpose in mind: "To show the pure grace and beauty of the sailplane." On my day in Warner Springs, I discovered what it is all about.

Also known as sky sailing, soaring is more than 100 years old. Wilbur and Orville Wright, the pioneers of powered flight, designed, built and flew gliders to gain flight experience that would eventually be used in the historic Kittyhawk sorties. After WWI, Germany made huge advances in glider technology, as it was restricted to non-powered aircraft. Today, all test pilots in the Armed Forces are required to be competent in sailplanes. One of the most famous gliders, in fact, is owned by NASA and frequently launched into space. What is it? The Space Shuttle.

Soaring is not reserved for aces and pioneers, however. There are more than 30,000 licensed pilots in the United States and more than 150,000 worldwide. Some fly competitively, but most are drawn to the freedom and relaxation and soaring offers. There are no engine vibrations, no infants crying in the seat next to you, no packaged peanuts. You strap into your seat and slingshot into Zen tranquility on a smooth cushion of air. It comes as no surprise that everyone I met at Sky Sailing had a relaxed, almost detached air to them, as if their Earth-bound duties were merely an intermission from their real calling.

"So you guys wanna do zero G's?" Howie asked from up front. I looked at my co-passenger hesitantly, he at me. "Let's do it," I said, part sincerity, part bravado. With that Howie plunged the 1,200-pound sailplane into a nosedive, sending our stomachs into our throats and our thoughts into regret. He certainly likes the whole nose-dive thing. We looked straight down at the ground, 2,000 feet below. Howie then pulled up and we were crushed into our tiny seats under the G-force of the climb, and as he leveled off at the top of his arc, like a smooth roller coaster in the sky, I suddenly felt myself lifting out of my seat, my camera on the verge of floating out of my hand. Stewardess, where's that airsickness bag?

Air and gravity. As long as both exist (which we can be thankful for), a sailplane can glide. The term "sailplane" refers to aircraft without an engine, with a glide ratio of greater than 20:1; that is, for every vertical foot the plane descends, it travels 20 horizontal feet (gliders, on the other hand, have a glide ratio of less than 20:1). The high performance model we rode in had a glide ratio of 35:1, which allows for more maneuverability. And although many people assume sailplanes are flimsy, lightweight vehicles, modern sailplanes are built to withstand higher G-forces than those experienced by commercial airlines (as Howie demonstrated to us with stomach-scrambling effectiveness).

Sailplanes have climbed to altitudes greater than 45,000 feet, flown distances farther than 1,400 miles and can fly at maximum speeds of more than 200 mph. Because of the aerodynamic efficiency of modern sailplanes, pilots can remain in flight for 6 or 7 hours at a time if conditions are favorable. "In a sail plane, we're basically continuously descending. What really limits us, however, is our bladder," Howie informed us matter-of-factly, "We can stay up for 5, 6, 7 hours at a time if we want, but at a certain point, you need a break."

The sail plane is launched either slingshot style via ¾" bungy cord or, more commonly, under tow from a propeller plane. On our ascent behind our propeller plane, I was struck by how smooth and graceful the flight is. The only sound is the air rushing through vents in the canopy to provide ventilation. We could feel the air growing cooler as we rose higher (maybe it was just the tranquility of the flight). At around 2,000 to 3,000 feet, I released the tow cable and our sailplane was at the mercy of gravity, aerodynamics and Howie. We soared above the rolling foothills of the Palomar Mountains, brown with the summer heat. Highway 79 below us was a ribbon of gray, with matchbox cars inching along. I felt bad for those stuck on terra firma, missing out on what we were experiencing above them. Neener neener neener. In the distance I could see tge sea - the Salton Sea Desert lapping up on the foothills. A truly hypnotic moment. I could easily see how one could get hooked on this. I imagined myself after a long week in the grind heading straight to the airport, strapping myself into my sailplane, launching into the sky and soaring above my worries until I forgot what they were.

When our 30 minutes of soaring the smooth skies was over, after dives and banks and buzzed mountaintops and all possible Top Gun references, Howie began our descent to land. Landing is done in a fashion similar to that of powered aircraft: descent (during which our airspeed topped out at 200mph), an approach to the runway, and touch down. "Sailplanes can land in a surprisingly short distance if need be," Howie informed as reassuringly. Right. Crashing. But the touchdown was perfect- a perfectly smooth landing for a perfectly smooth ride.

Read this entire feature FREE with photos at
http://www.jetsettersmagazine.com/archive/jetezine/sports02/skydive/soarcal/soarcal.html

By Misha Troyan - Jetsetters Magazine Correspondent at www.jetsettersmagazine.com

About the Author

Misha Troyan - Jetsetters Magazine. Join the Travel Writers Network in the logo at www.jetsettersmagazine.com

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Boat Timeshares - A Unique Vacationing Experience
Author: Dana Sanders
If you've dreamed of sailing the seven seas, but don't necessarily have the bank account to buy a luxury vessel, don't despair. There are ways to make that dream happen without breaking your bank.

Boat timeshares offer a unique vacationing experience for almost any budget. By getting involved in a timeshare, you have the right to use that luxury vessel to make your dreams come true, but you alone are not solely responsible for all the expenses. Timeshares provide an excellent way for someone not willing or able to take on the expense of purchasing a great vacationing boat themselves to still experience the adventure of life on the water.

A variety of companies offer would-be Captain Ahab's the ability to take to the sea without shelling out a lot of cash. Boat timeshare companies and programs are readily available and accessible across the Internet. Boating timeshare companies are active all over the world with even some finding their homes on America's Great Lakes.

Basically, a boat timeshare offers a sailor a chance to buy into a piece of a boat for a season. Similar to a yacht club, but without all the expenses of owning your own yacht, these programs lets sailors sail minus the headaches. Some programs allow members to purchase blocks of time over the course of a sailing season to use a boat. Many programs work by giving several "skippers" the same boat during the sailing season. These skippers book multiple sail times, show up, sail, have a blast and return the boat for the next skipper to take over.

While boat timeshares provide everything needed to sail, members still are responsible for making sure the boat is in good condition when it's returned. Swabbing the deck isn't out of the question. However, many timeshare programs will even go as far as to include maintenance, fuel and so on in the initial price. This leaves the member responsible for simply safely piloting the vessel, keeping it clean and enjoying their high seas adventure with their family and friends for a fraction of the price of owning a yacht themselves. The insurance, boat licensing and other worries are generally handled by the timeshare company itself.

For those who lack the skills to man their own vessels, many boat timeshares will provide a crew including a captain, instructor, and/or cook at a small additional cost. One company in particular, Trade Winds Cruise Club, offers all-inclusive cabin rentals and is RCI's (Resorts Condominiums International) only Caribbean yachting affiliate. As an RCI Member, you have the option of exchanging your timeshare week for a cabin space onboard crewed catamaran charters.

So, what is pricing like for these nautical adventures? Not bad considering a luxury boat can cost thousands and thousands of dollars. And even better when you consider buying your own boat doesn't include fuel, maintenance, licensing and insurance costs and so on! A timeshare that covers an entire boating season can cost upwards of $7,000, a reasonable expense considering the headaches removed by taking part in such a venture.

To learn more about boat timeshares and the unique vacation opportunities they provide, just log on to the Internet and visit locations such as http://www.atimesharesz.com/boattimeshare to do a thorough search. A variety of companies with different programs and options are operating in a bevy of locations around the world.

About the Author

Looking for information about timeshares? Go to http://www.atimesharesz.com. A Timeshares Z is a timeshares and vacation, resort and condo rentals and resales directory.

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