See these sample rigging diagrams and learn to design and evaluate your own vang

See these
sample
rigging
diagrams
and
learn to design
and evaluate
your own
vang,
outhaul &
cunningham.

Side 1 av 17

Designing Custom
Control Systems
Test your custom system against the builders'!
by
Shevy Gunter

Document last updated on:

12/09/2003 09:24:14.
Most recent changes are marked with a

The new Laser Class Rules approved in 2001 now permit additional blocks and cam
cleats on the vang, outhaul and cunningham systems, allowing more precise and
easier line control. Pre-packaged kits for outhaul, cunningham and vang systems are
beginning to be offered by Laser builders worldwide.
The primary question for the Laser sailor will be whether to make any enhancements
in his/her Laser, and if so, whether to purchase a standard, builder-recommended and
supplied upgrade kit, or to purchase individual parts to design and rig a personalized
system that will presumably work better for the individual.
The upgrade kits offered by the builder and third parties are reviewed in the article
titled Blocks, Cleats, and Accessories for "Laser 2000" Control Systems in this
web site. In retrospect, the European, North American and Australian control line
systems will look similar, but that's where their similarities
end. They all use different blocks and cleats, selected mostly
based on the proximity of the parts supplier to the region
where the kits will be distributed.
A cursory analysis of the designs or technical specifications
of some of the components used in these kits leaves much to
be desired. Manufacturers' prices for the kits, especially
those that required new tooling, are quite high during these
initial distribution days. These economic, design and
engineering factors may lead some Laser sailors to consider
developing their own custom control line systems: the new
class rules do allow for such development, subject to certain
requirements, of course.
There is one exception: The new cunningham and outhaul rules now allow cleating the
outhaul line on the deck. This requires a builder supplied "deck block fitting" or
"block plate" to replace the standard cunningham fairlead,
and a "deck cleat base" or "cleat plate" to > replace the
standard cunningham cleat on the
foredeck. Other than these two
units, the control line systems can be
enhanced by blocks and cleats
obtained from any supplier (subject
to restrictions).
Also, not everyone will need identical systems. Lightweights may need an 8:1 or 12:1
power cunningham system while the brute of a sailor may prefer a 4:1 system.
Similarly for the outhaul and vang. Some sailors may not need to make any changes
(maybe just add couple of blocks to the cunningham), and they will (and legally can)

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004

See these sample rigging diagrams and learn to design and evaluate your own vang

Side 2 av 17

continue sailing with their existing control systems - with the exception of adding a
new mast retainer line.
Some Laserites will prefer to rig their own systems using any small dinghy blocks and
lines lying around in their parts bag so that they can save some money. Or they will
just go and buy a few blocks from their local discount marine supply store or from a
on-line store to rig their own systems.
Finally, another advantage of rigging your own system is that unlike the builders,
there is no reason for using the components in the parts list of a single supplier for an
individual sailor. You may be able to derive some performance, strength, weight, or
application flexibility advantages by mixing and matching components from different
parts manufacturers.
In summary, there is a need and justification for considering to build your own control
line systems. This article will show you how by providing some sample systems,
teaching you some of the basic rules of Mechanics about how pulleys work, and
guiding you in your decision making process about how to select blocks and cleats and
how to ensure that they all complement each other.
Before starting, you need to have some understanding of what the new rules do and
don't allow, though.

Legal ways to customize

According to the new class rules:
z

"Optional" blocks now allowed in a cunningham, vang or outhaul control system shall
have a sheave diameter of minimum 15mm and maximum 30mm.
"Optional" blocks shall only have single or double sheaves, and may include a
becket, a swivel and/or a shackle.
The "optional" deck blocks (mounted on the "deck block fitting") may be supported
with a spring, ball, plastic tube or tape.
"Optional" cam cleats (mounted on the "deck cleat base") for the outhaul and
cunningham lines must have fixing hole centers of 27mm.
These two cam cleats may include a bridge and a fairlead with or without rollers on
the aft exit.
These optional blocks and cleats may be obtained from any supplier.

The rules do not state that swivel bases are allowed for the cleats. Furthermore, since the
"deck cleat base" is pre-drilled to accept cams with screw hole centers of 27 mm, it is likely
that (the more expensive and heavier) swivel bases are not allowed under the cam cleats. This
means that cam cleat fairleads with rollers on the aft (control line exit) side of the cleat are
almost obligatory for adjustments while hiking. The shape of the rollers encourages lines to
enter the cam with only a slight downward force on the line and operates well at angles
approaching 50 degrees.
Specifically for the vang system:
z
z
z

The vang system can use a maximum of two control lines,

The vang system shall have a maximum of 7 "Turning Points".
The standard vang key block may be replaced with an "Optional" vang key block,
i.e., a block to which a vang key can be attached at its top.
"Optional" single blocks may be attached to one or both sides of the standard vang
cleat block, using a clevis pin or bolt through the "attachment hole" in the vang cleat

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004

See these sample rigging diagrams and learn to design and evaluate your own vang

Side 3 av 17

block.
The attachment hole in the vang key block referred to above is simply the little hole through
which the block is attached to the mast tang or a swivel using a clevis pin.
Note that there is no allowance for blocks with integral cam cleats! In fact, the new rules
allow only single blocks to be added to the original Laser vang cleat block. This effectively
prevents you from rigging your own vang from scratch! Any customization you will do on your
vang will have to be by adding optional parts to or replacing the top (key) block in the existing
(original) Holt Laser vang blocks. If you want to get rid of the original jam-cleat system,
you are required to purchase one of the builder supplied vang lower assemblies - and
you can not customize these lower assemblies. However, the new rules do allow for the
replacement of the top key block and the floating block at the top of the cascade system of
the new builder-supplied vangs with optional blocks!
For customizations of the original Laser vang, also observe that the ability to replace the
standard vang key block now creates the possibility of designing a 15:1, 12:1, 10:1; 9:1 or
8:1 vang that is stronger than the standard vang.
For the cunningham system, the rules prescribe that:
z
z

The cunningham system shall consist of maximum three control lines.

The cunningham line must pass at least once through the sail tack cringle. (

This

was a poorly worded rule, and a tighter rule (an "interpretation") was passed in
December 2003: Now, a "moving cunningham line" must pass at least once through
the cringle!)
The system can have a maximum of 5 "Turning Points" (excluding the lead block
mounted on the "deck block fitting").

Note that use of hooks or blocks with hooks to attach the cunningham to the sail tack
cringle are thus not allowed.
For the outhaul system, the requirements are:
z
z

The outhaul system shall consist of maximum two control lines.

The outhaul line must pass at least once through the boom outhaul fairlead. (
Once again, this was a poorly worded rule, and a tighter rule (an "interpretation") was
passed in December 2003: Now, a "moving outhaul line" must pass at least once
through the fairlead!)
The system can have a maximum of 6 "Turning Points" (excluding the lead block
mounted on the "deck block fitting").
If leading the outhaul from boom to deck, an "Optional" block must be tied at the
mast/gooseneck junction or just shackled to the gooseneck.
A shockcord can be used as a clew inhaul, tied between the outhaul clam cleat and
the clew tie-down.
Shockcord and/or rope loops can be tied around the boom and/or the outhaul control
lines to retain the outhaul lines close to the boom.

The 2001 rules generally require any blocks to be attached to the control lines, with the
exceptions for the vang and outhaul systems noted above. Thus, a block could not be attached
to the outhaul fairlead.
However, the 2003 "Interpretations" changed this. Now, a block
may be attached to the outhaul clam cleat. This rule, plus the requirement that the
outhaul line must go through the boom-end fairlead, will effectively result in specialized "rope
tricks" to go around the rules to avoid leading the outhaul through the high-friction plastic
fairlead. (Sample systems are provided below.)

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004

See these sample rigging diagrams and learn to design and evaluate your own vang

Side 4 av 17

The "maximum two control lines" rule for the outhaul is also severely restrictive, preventing
some economical and effective high power cascading alternatives for the lightweight sailor.
(Examples are provided below.)
The above summary of the new rules is provided just to give you an idea about how many
blocks and lines are allowed, and where they can not be mounted. The above summary does
not replace the text of the actual 2001 Rules and the 2003 Interpretations! You must also
read the full text of the Rules and the Interpretations to understand exactly how you can
and cannot rig your custom systems.

Sample vang systems

Either due to economic reasons or because they do not particularly like what is offered in kits,
some sailors will just want to retrofit their old vangs. Here are some possible vang system
improvements over the 3:1 original Laser vang using the original equipment to which optional
blocks are added:

Figure 1:
Original 3:1 Laser vang.

Figure 2:
8:1 vang with one additional
single block.

Figure 3:
8:1 vang with two additional
blocks: one single and one
double. This system uses a
2:1 cascade inside a 4:1
purchase.

Figure 4:
15:1 vang with three additional
blocks: two singles and and
one double with becket. This
system uses a 5:1 cascade
inside a 3:1 purchase.

Figure 5:
12:1 vang with three optional
blocks: one single with becket,
one double and one footblock.
This system uses a 4:1 cascade
inside a 3:1 purchase.
Such a vang is designed and
developed in "Designing your

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004

See these sample rigging diagrams and learn to design and evaluate your own vang

Side 5 av 17

Custom Vang" in this web site

to illustrate the principles
presented in this article.
Of course, you can also have a 15:1 system with the standard key block replaced with a
custom block. Or you can have a 9:1 system using the pulley system (blue line) in Figure 4,
but adding only one single block to the jam block on the cascade part (red line) of Figure 4.
Note that cascades are freely used to efficiently increase the power of the systems.
"Cascading" a system means adding a block and tackle system to the effort side of an existing
system. This increases the purchase of the existing system by the multiple of the power of the
added cascade.
Talking about "cascades"...

Putting theory to work to design

If you are considering to design your own control line systems, you should know the basic
principles of how a tackle system generates power:
z
z

Fixed, non-moving blocks do not increase power. They merely change the lead.
The number of times the power has been increased by a floating block is simply the
number of rope parts leading from that block (ignoring friction).
If a tackle system is attached to the free tail of another tackle system, the power of the
overall system is given by the product of the powers of the two tackles.
The load on a block is always equally divided between the number of ropes leading from
that block.
The load on a block also depends on how much the rope turns around the sheave of a
block (see below).

To show you how you can put these mechanics principles to work, let's design and build our
own simple, standard 3:1 vang. Hey! Let's even use our own standard Holt-Allen Laser vang
blocks dating back to 1971! We should draw a diagram of our vang system first: Figure 6
shows a stylized view of the "standard" 3:1 vang. You should show all sheaves individually. For
double or triple blocks, you can just attach the sheaves to a common surface, the frame or
cheeks of the block.
The top block (#1) is our "HA93LZ" single with becket, and the bottom one is the "HA165LZ"
double block with jam. The Safe Working Load (SWL) and Breaking Strengths (BL) of both
blocks are obtained from the manufacturer and are noted in the figure (in kilograms). These
are the crucial data elements in designing any tackle system.
Note that sheaves #2 and #3 are both physically attached to the Laser vang tang, and thus
are fixed blocks. They do not increase the power of the system. Sheave #1, is a floating block,
floating with the boom, and creating the 3:1 power because three lines are pulling down on it.
Let's address a very simple question: If the two blocks each have a SWL of 310 kg, does that
mean that the vang tackle has a SWL of 310
kg? Generally, the answer is "No!" It depends
on the exact design. So, let's work from the tail
to the boom to find the Safe Working Load of
this system...
If we haul in with a force of X from the control
end of the vang line, then equal distribution of
the line tension implies that the tension on all

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004

See these sample rigging diagrams and learn to design and evaluate your own vang

Figure 6: Loads on the original Laser vang

Side 6 av 17

parts of the tackle will be X, and as expected,

at the boom end, the load of the top block will
be 3X. What is the load on the bottom block

#2? Well, that's 2X.

What about the load on block #3? That's a different story! That depends on the exact location
of the cleat!
Why and how? Well, if a line under tension just goes through a sheave without bending at all,
obviously it does not load the block at all. As the line starts bending around a sheave more
and more, the load on the block gets higher and higher, reaching twice the line tension when
the turning angle reaches 180 (the case of sheave #2). This factor is called the "block
loading factor".
Visualize the turning angle as the angle between the straight-line projection of the line's
entering direction and the line's departing direction. At a turning angle of 60, the block
loading factor is exactly 1.0. At a turning angle of 90 (as in leading the outhaul line from the
boom to the deck), the block loading factor is 1.414. And at a turning angle of 120 the block
loading factor is 1.732.
So, it's the turning angle of the line bending around sheave #3 on its way to the jam cleat
that determines the load on the sheave and on the block cheeks and on the vang tang! And
the direction of the load exactly bisects the turning angle. (Mathematically, two force "vectors"
equal in size and opposite in direction to the pull on the two sides of the rope are just added.)
Go and measure that turning angle on your Laser vang, and you will find that the inside angle
is exactly 60, and thus the turning angle is 180 - 60 = 120. This implies a block loading
factor of exactly 1.732 for sheave #3.
So, with a force X applied to the free end, the load on sheave #3 is 1.732X; the load on
sheave #2 is 2X, and the total load on the Holt cleat block is thus 3.732X, this total composed
of the sum of two perpendicular load components. But the load on each one of the four parts
of the control line would still be just X [not (3.732/4)X]. That is, its not the total load on a
block's cheeks or frame that is distributed evenly between the ropes, but the weight hung
from the tackle system.
Since this block has a Safe Working Load specification of 310 kg, if we want to load this block
right up to its SWL limit, X = 310 / 3.732 = 83.1 kg must hold. Any higher load may damage
the block. Note that when X = 83.1 kg, block #1 is loaded only to [ not 3(3.732/4)X but] 3X =
383.1 kg = 249.3 kg, not up to its own SWL limit. Thus, the critical (weak) block in this
system is the bottom block. The top block has more than sufficient strength.
Therefore, the Safe Working Load of the total system is dictated by the weakness of the
bottom block. If we load the top block with anything more than 249.3 kg, the load on the
bottom block will exceed its SWL. Thus, the Safe Working Load of the original Laser vang
is only 249.3 kg (548.5 lb). In general, the total system (vang) Safe Working Load is given
by the minimum of the safe loads on the top block resulting when each blocks is loaded at its
SWL limit, with all other blocks left unconstrained with respect to their strengths.
We can similarly calculate the effective "Breaking Load" for this vang, given by the load at the
top beyond which the bottom unit is guaranteed to break, as (620/3.732) 3. Thus, the
Breaking Load of the original Laser vang is 498.4 kg (1096.5 lb).
Also note that the Laser vang is a bit "wasteful" in the sense that one blocks seems to be
stronger than necessary. You will frequently encounter this designing your own systems as
you are mixing and matching different blocks from different manufacturers.
As an exercise, you can figure out how the power of the vang and its SWL would change if you
rigged this vang upside down (as we used to do back in 70's), putting the vang key at the end

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004

See these sample rigging diagrams and learn to design and evaluate your own vang

Side 7 av 17

of the jam block HA165LZ. Also figure out how the SWL would change if you hauled the
control line in with a larger turning angle than 120.
Sure, the above example was a simple example, but it really is not that hard to analyze block
and tackle systems as long as you can visualize them. For
example, Figure 7 depicts the abstraction of a complex
vang: the 15:1 vang with a 5:1 cascade inside a 3:1
purchase system that all the builders are offering.
In summary, you can calculate the load on each one of
your blocks in your design corresponding to any hauling
force. Or equivalently, we can work backwards: given
some desired SWL for the whole system, you can
calculate what should the SWL of each block in the
system ideally be. And you can figure out at most how
much force should be applied hauling in the free end of
the line if you don't want to break it. A rigging diagram
like the one above immediately tells us the answers.
Comparing these ideal SWL figures with the actual SWL
for any given block used in a system, we can also find a
measure of the inefficiency in the system's production, or
the likelihood that the system will deform or totally fail if
excess force is applied to any of the blocks.
Now armed with these mechanics principles, the above
example, and all the sample vang designs above, the
sample cunningham and outhaul systems you will see
below, and the parts lists and specs referred to below,
you are ready. Go and design a vang (and outhaul and
cunningham)!

Figure 7: The 15:1 power vang

with 5:1 cascade

Well, even if you will not dare to design your own control line systems, all of this is
extremely important because it allows you to study and compare the strengths of
the different systems offered by the various builders. As far as I am concerned, this is
the first step in determining whether you will customize or not in the first place.

Sample cunningham systems

Here are some possible cunningham system improvements over the 4:1 and 8:1 systems
(with loops and thimbles) currently is use. Diagrams below do not show the turning blocks
mounted on the "deck block fitting" at the mast base. (These deck blocks - which do not
create power bu merely change the lead of the line - are not counted as "Turning Points"
in the new rules.)

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004

See these sample rigging diagrams and learn to design and evaluate your own vang

Figure 8:
4:1 cunningham using
one single block.

Figure 9:
8:1 cunningham using
two single blocks. Tie
blocks all the way up,
right next to tack
cringle. Otherwise, last
cascade may not have
enough throw (span)
for really heavy air
work!

Figure 10:
10:1 cunningham
system, similar to the
one in Vanguard kit,
using two double
blocks, one with a
becket. Single cascade
has ample throw for
heavy air.

Side 8 av 17

Figure 11:
12:1 cunningham using
two single blocks and
one single with becket.
System still uses two
control lines. Note
blocks are next to tack
cringle, but will not
have sufficient throw
for heavy air work.

Steve Cockerill from Rooster Sailing notes his preferred option is a 6:1 cunningham, reported
to work "really well". (See Figure 13 for an interesting 6:1 system design using 3 control lines.
It is commonly referred to as the "drLaser Cunningham", though it should actually be called
the "Hamlet Cunningham".
This rig, legal under the wording of the 2001 Rules, was
deemed illegal in the 2003 Interpretations.)
Cockerill adds that double cascade systems (such as those in Figures 9 and 11) run out of
travel in heavy air, especially for lightweight sailors who may need to pull the tack cringle
down past the boom. For such systems, blocks with smallest lengths and smallest knots
should be used.
A third control line?
Note that while the rules allow for up to three control lines for the cunningham system, it's
possible to design even 12:1 power ratio cunningham systems just by using two control lines.
I have been wondering about why the rule makers would allow three separate lines! The
answer was brought to my attention by Channing Hamlet:
In the systems shown in Figures 12 and
13, note that a third control line is used
to form a loop through the tack cringle
and around the boom, with the loop tied
at one end and shackled at the other one
to the head of a single block right under
the boom. The cunningham system hauls
down on not the cringle, but on this ball
bearing block. Thus, this system avoids
the friction caused by the primary
purchase of a cunningham system
running through the tack cringle itself.
The 2001 Rules requires the control line
to "pass" through the cringle, and did not

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004

See these sample rigging diagrams and learn to design and evaluate your own vang

Side 9 av 17

specify which of the (up to three) control

lines must pass through the cringle, so
this was legal. But
the 2003
Interpretations (inexplicably)
rendered these rigs illegal!
As an alternative to the (now illegal)
closed loop shown in Figures 12 and 13,
the 2001 Rules allowed the third line to
be rigged as an open bight with a small
block at each end. The primary purchase
line is then fed through both these
blocks. This rig further decreases the
contact area between the bight and the
boom, thus reducing the friction further.
However, this looks like overkill.

Figure 12:
8:1 cunningham using
cringle loop. May not
provide sufficient scope for
heavy air adjustments.

Figure 13:
6:1 cunningham with
cringle loop. Boom can be
pulled out, and system left
on sail and rolled with it.

It is inevitable that the 2003

Interpretations - which merely require a
control line to be "moving" through the
tack cringle, will lead to further imaginative "rope tricks" designed to avoid the friction
between the line and the tack grommet. (In fact, the Interpretation does not require that
there be "friction".)

Also note that in the improved 8:1 rig in Figure 12, the control line for the primary and the
first cascade purchases (the blue line) is led from aft and under the vang tang to the front of
the mast, and the two tails of the line are crossed and tied together aft of the mast, right
above the mast tang. This allows all the load of the primary and first cascade purchases to be
transferred to and distributed on the mast rather than the vang tang.
The system in Figure 13 shows a 6:1 cunningham like the Rooster Sailing's preferred new
Laser system, but "improved" with the addition of a cringle loop (again,
illegal as
shown here as of 2003). (In the Rooster system, the red line directly goes through the tack
cringle, the way the 2003 Interpretations try to get us to rig our cunninghams.) If the loop is
tied to the top block at both sides, the vang can be removed first and then, the cunningham
line knot slipped off the vang tang to store the cunningham system with the sail without any
disassembly (except for undoing any handle loops at the free end of the control line). For
leaving the system on the mast or for separate storage, attach one side of the cringle loop to
the block with a shackle that will fit through the cringle. Or just untie one of the knots.
Steve Cockerill of Rooster Sailing notes that lightweight sailors at around 74 kg start to get
overpowered in winds over 15 knots (18 kts for Radials), and such systems with cringle loops
will not allow pulling the cringle all the way under the boom for a super tight luff. You can
make your system effective for such windy days simply by tying a small loop (shown in Figure
13) approximately 5" above the light air tie point on one side of the cringle loop. When it's
honking, just pull the foot of the sail down with your hand a bit to slightly tension the luff and
hook on or shackle the cringle loop at the small loop shown.
Selecting or designing a new cunningham system, keep in mind that replacing rope loops
and thimbles used for additional purchase by blocks significantly reduces friction. Your current
eight-to-one vang may feel more powerful when you replace your purchase loops with blocks.
A "compromise" design for both heavyweight and lightweight sailors may be a 10:1
cunningham system shown in Figure 9. Such a system is offered in the Vanguard Performance
Upgrade Kit using two double blocks with beckets.
Drawing the diagrams of your cunningham system to calculate block loads, visualize the tack
cringle through which the first purchase line goes as if it were a block. As in Figures 5 and 6,

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004

See these sample rigging diagrams and learn to design and evaluate your own vang

Side 10 av 17

visualize double blocks as two separate sheaves connected to a solid surface. You can similarly
visualize any singles with a becket as a sheave connected to a solid surface. Then, you can
extend the rope attaching to the becket as a solid line connecting to the surface itself. If you
don't do this (as I didn't in Figures 5 or 6), at least keep in mind that the load is on the block
frame, not on the sheave.
Make sure to consider your turning block on the deck block fitting, too. The optional blocks to
be added on the deck block fitting must be chosen with care (to have a low profile) so that the
control line leading from the block to the cam cleat on the deck cleat base does not rub on the
metal bridge forward of the cleat base and create unnecessary friction.

Sample outhaul systems

Here are some outhaul systems using blocks, improving on the current 2:1 or 4:1 systems
with thimbles inserted in optional rope purchase loops. The diagrams below should give you
some ideas about how you can (and cannot) customize your own outhaul system.
The "maximum two control lines" limit makes designing high-power systems tricky,
necessitating the use of "rope-tricks" we love so much. Also note that one effect of the rule
changes seems to be to move at least some of the tackles in the outhaul system to the aft end
of the boom, away from high-traffic and congested areas, at the expense of adding some
minimal weight to the boom-end.

Figure 14:
Above, the "Standard" 2:1 system (with rope loops and thimbles) using blocks (2 x
Single w/ Becket) instead. Free end just dangling with rope handle. This easy
conversion to the block system is ILLEGAL SINCE IT USES THREE CONTROL
LINES!

Figure 15:
Above, a legal version of "Standard" 2:1 system using (2 x Single) blocks. Note the
handle forward of clam cleat. Rope loops around the boom at the fore end are even
more necessary when loops are replaced with heavy blocks. The knot around the
mast is a bowline inside a bowline.

Figure 16:
Above, a boom-cleated 3:1 system achieved just adding a becket and replacing the

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004

See these sample rigging diagrams and learn to design and evaluate your own vang

Side 11 av 17

single in Figure 15 with a double. Lead the primary control line line through the clam
cleat. (Uses one single block with becket, and one double.) The line used to tie the
turning block at the gooseneck does not count as a "control line". [NOTE: Somehow,
using a double block while leading the control line to deck is deemed illegal, as
confirmed by an ILCA Measurer.]

Figure 17:
Above, a "light air" 4:1 system led to deck cam cleat. (Uses two singles, and one
single with a hook.) A long hook block and the way the line is dead ended at the end
of the boom may prevent getting the foot drum tight in heavier air. Note use of rope
or shockcord loops to keep slack line from dangling. A better system of preventing
outhaul sag is to use a length of shockcord as shown in Figure 19. System in Figure
17 is basically the system used by Mark Littlejohn for the standard PSE supplied
upgrade kit.

Figure 18:
Above, a 4:1 power system using 3 (single) blocks and a cascade. ILLEGAL SINCE
IT USES THREE CONTROL LINES!

Figure 19:
Above, one way of getting around the two control lines limit while also avoiding use
of a clew block. 4:1 system using 3 (single) blocks and two cascades. Note the
shockcord (green) between the clam cleat and the clew tie-down as an "inhaul". It
will also prevent outhaul sag under the boom most of the time.

Figure 20:
Above, an 8:1 system using 4 (single) blocks in two cascades. Again ILLEGAL
SINCE IT USES THREE CONTROL LINES! (The clew block has a hook.)

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004

See these sample rigging diagrams and learn to design and evaluate your own vang

Side 12 av 17

Figure 21:
Above, an 8:1 system using 4 (single) blocks in two cascades using just two control
lines. A "fairlead block" is always preferred to a "hook-block at the cringle", since the
clew cringle creates less friction than the fairlead.
However, this rig which
was legal under the 2001 Rules is now rendered illegal with the 2003
Interpretations since the control line does not "move" through the fairlead here.
Here's how this system is rigged: A stopper knot on the blue line in clam cleat is
sufficient to keep two parts of the blue line in place. (The blue line tail leading aft to
the boom-end from clam cleat is rigged as follows:
from clam cleat, through fairlead, tied to block, through
cringle, through block at fairlead, to cascade block. For
additional security, you can actually tie the line to
fairlead before tying the fairlead block on.) A
shockcord loop floating aft or forward of clam cleat helps keep the lines up.
A derivative of this currently illegal design which came to be known as the "drLaser
Outhaul" is presented in a separate article in this web site.
Steve Cockerill of Rooster Sailing notes they have used the same 4:1 outhaul system (Figure
17) that Mark Littlejohn developed - and depending on how you tie the clew tie down - it is
perfect or a little underpowered. Rooster Sailing markets an 8:1 version that uses an extra
pulley and a longer line - but Steve says their 8:1 system is "getting more and more
messy." (That system should be similar to the one shown in Figure 21, but without the fairlead
block.)
A good but currently illegal idea you can use to keep tension in the outhaul lines to stop them
from drooping down is to tie the clew inhaul shockcord between the clew cringle and the
block at the free end of the primary control line. This was originally suggested by Mark
Littlejohn, the PSE rigger.
A similar and also
illegal idea is to tie a
shockcord looped at the end of the boom to the
block at the free end of the primary control line
as a "tensioner". Such a system is shown with
the green line in the inset photo to right.
Because this shockcord is tied "around the
boom", it looks legal, but the rules actually
disallow tying a shockcord to either a control line or to any fitting other than the boom clam
cleat. This creative rig, originally tried by Steve Cockerill of Rooster Sailing would completely
negate the need for small loops in the lines going around the boom to keep the control lines
from drooping down.
Talking about shockcords, many are also finding that the centerboard shockcord is catching
on the vang swivel cleat after gybing. Europeans (starting with Italians) have been using small
plastic shockcord hooks to hook the shockcord to the gunwale in line with the mast step. This
kept the shockcord well out of the way. It was then found to be illegal. Steve Cockerill thinks
"now would be a good time to relax that ruling."

Design considerations

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004

See these sample rigging diagrams and learn to design and evaluate your own vang

Side 13 av 17

SWL targets: Designing your own outhaul, cunningham and vang system, surely you will use
the techniques noted above to ensure that your blocks are not loaded beyond their Safe
Working Loads, and that your system as a whole has sufficient strength and power for your
physical condition. Calculating the loads on the sail foot, the leech and the luff are extremely
complicated. It doesn't just depend on sail area. So, I can not give you theoretical Safe
Working Load targets. Neither have I experimentally measured the loads on the sail. But I can
provide some guidance.
Vang SWL: Since 1976, I have deformed or broken three (standard) Laser vang blocks. So, it
does happen even with the Holt vang system with an SWL of 250 kg. I think that you can
expect vang failures every two to three years if your vang system SWL is around 200 kg, and
more often if the SWL is significantly under 200 kg. A minimum acceptable SWL for a vang is
300 kg. The ideal vang should have a SWL around 350 kg.
Holt managers, in addressing the seaworthiness of their own new vang designs, have
expressed that "the peak loads on the top sheave in our system could easily be in excess of
300 kg." In fact, under "shock loads", the load between the boom and the mast can be as
large as 450 kg! When the load reaches 350 kg, however, a sleeved boom starts bending too
much and the vang attachment points may start breaking first before the loads are trasferred
onto a vang. Nevertheless, the manufacturers have opted for building vangs stronger than the
original Laser vang: the new Harken vang has a SWL of 340 kg, and the new Holt vang has
SWL of 525 kg (though the two numbers are not directly comparable due to slightly different
definitions and measurements of "Safe Working Load" by the two manufacturers.)
Cunningham SWL: For the cunnigham system, a similarly strong system is required. To my
knowledge, a theoretical way to come up with the cunningham load is not available. The forces
involved are distributed over too many parts of the sail. The load on the luff sleeve is in the
thread [strong] direction, while that on the sail is in the bias [stretchy] direction. The official
Dacron cloth doesn't have great bias stretch specs, and a very wide allowed range. Probably,
most of the load is carried by the luff sleeve, and some way of determining the force needed
on the tack cringle to bring the foot of the sail down can be determined based on the stretch
characteristics of the sleeve, but an actual measurement seems to be the way to go.
Short of actual measurement, we can guess based on our on-the-water experiences:
remember the times when you were hauling in on your 8:1 system using loops and thimbles
with all your might to get the tack cringle down to the boom!
Sure, we had a lot of friction in those "thimbled" systems, plus we were turning the line
through the high-friction cunningham fairlead. In a correspondance on the subject, Vanguard
Chairman writes "the input load needed to start movement of the (loaded) lines is far higher
than the load needed to maintain the movement once it gets going. This is why sailors
developed a 'Jerk' type adjustment technique and why it was impossible for smaller people to
do this 100% effectively." The friction probably resulted in 20 to 30 percent reduction in the
power ratio we achieved. If you could pull with a 40 kg (88 lb) force with your awkward stance
with foot against the cockpit front, that translates to about 224 to 256 kg of force applied to
the tack by the 8:1 system (taking into account loss due to friction).
Vanguard Chairman noted on 17 December 2001 that unless you remain convinced that "Max"
downhaul in a breeze is the way to go for you, "it unlikely that the loads at the tack are
getting higher than 200kg." From these 200 to 256 kg tack loads, you can calculate the
load on the block at the end of the primary purchase of the cunningham system (which is 1/2
of the tack load) should be 100 to 130 kg, 100 kg if you do not nedd a drum tight
cunningham, and around 130 kg otherwise. Then, you can work your way down to other
blocks in the system, depending on the power ratio you use.
Outhaul SWL: For the outhaul, which has the lightest load of all three systems, a 80 kg
system SWL should be sufficient. In particular, for loose-footed sails, the sheet load Ls at the
clew in pounds is given by (Source: Samson) :

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004

See these sample rigging diagrams and learn to design and evaluate your own vang

Side 14 av 17

Ls = (Windspeed in knots)2 x .004 x (Sail Area in Square Feet) , ignoring any effects of any
friction. Thus, for the full-rig Laser with a 76 sq. ft. sail area, the clew load increases only to
274 lb (124 kg) at 30 knots, and that's assuming you are bot heeling, easing the sheet,
pinching and luffing, etc. Any only about 70% of this 124 kg would be in the direction of the
boom.
A way of checking this result is by considering the static force and torque balance equations
on a boom (ignoring mainsheet forces). Solving these equations for the Laser vang triangle
and boom length measurement data shows that a clew load of 124 kg actually requires a vang
load of 935 kg! This negates the above result that the clew can be loaded to 124 kg, since the
Laser vang rarely gets a load in excess of 350 kg. At the expected maximum normal vang
loads of 350 kg, this torque analysis reveals that the clew loads should be less than 65 kg. The
first approach is merely an approximation for big, stable boats, while the second ignores boom
bend, mast bend, mainsheet pull. Probably, the actual load on the clew is somewhere in
between, but much closer to the force analysis figure, say at 75 kg.
Of course, the portion of this load along the vertical axis is taken by the clew tie-down itself.
The load on the clew in the opposite direction of the fairlead is about 70%, or 52.5 kg at most,
for a 2:1 aspect ratio sail like the Laser sail with the sail force at the clew along a 45 angle.
However, also note that yanking on the vang and/or double-blocking the mainsheet will
drastically increase the clew tie-down friction. Thus, we estimate that the loads in the opposite
direction of the fairlead should be higher than 52,5 kg, but well within 80 kg. Thus, the SWL of
the clew cringle block should probably be at least 80 kg, and that of a fairlead block should be
at least 40 kg. Again, you can work your way down the outhaul system towards to the turning
block at the gooseneck/mast junction. (ED. This paragraph is still not confirmed by physicist
Laserites!)
Note that the above SWL targets can be used to evaluate the reliability of upgrade kits
supplied by the Builders and various third party merchandisers.
Power ratio targets: You need to pay particular attention to not only the power ratio of the
system, but also to how much line you need to haul into the cockpit to tension the outhaul.
Power is gained at the expense of time! A purchase system that increases power by, say, four,
must be hauled four times as far.
Having said that, you need to have sufficient power! The power ratios of the systems provided
by the builders as kits are 15:1 for the vang, 10:1 for the cunningham, and 4:1 for the
outhaul.
z Almost all sailors will use 8:1 to 15:1 for their vangs, depending on their statures.
z 10:1 power may be too strong for the cunningham, given the dangers noted below
under "Being a brute". Also, Tracy Usher, who tested the the 10:1 system in the
Vanguard Performance Upgrade Kit notes that in 10-12 knots of wind, you can pull
on the tack down to the boom "while fully hiked and with only two fingers."
z A higher power ratio than the 4:1 offered in the standard kits should be necessary
for the outhaul due to the currently unresolved friction problem at the clew tiedown. In his road tests of the Vanguard kit, Tracy Usher has found that more
power is necessary "especially when two blocked, and when used with the shock
cord to pull the clew back in."
Being a brute: Designing your systems, especially the vang, do not forget that if you are
brute, you can break your system (along with the spars) yourself! In a 15:1 vang system, a
30 kg pull on the vang line results in a 450 kg load on the boom end, and will probably
damage your sheaves in time. If you are brute and haul in at 60 kg, beware! So, match your
system to your own power, especially if in the heat of the battle, you will forget your new toy
and haul on that tail strong.
Preventing sags and fixed fittings: In a multi-line control system, how much the floating
end of each of the control lines has to move to fully adjust the system is also important. For

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004

See these sample rigging diagrams and learn to design and evaluate your own vang

Side 15 av 17

the outhaul, this calculation is especially necessary so that you can determine whether you
have sufficient span between the permanent fittings on the boom to use a rope loop tied to
the control line (or to use a shockcord loop) along that span to prevent any line sag.
The rules allow for not only making loops on the control line itself but also independent rope or
shockcord loops tied around the boom. Thus, line sag can be prevented more effectively by
using stand-alone loops fixed to some of the boom fixtures. If the rules are relaxed to allow
for the "tensioner" shockcord shown in the outhaul systems section above, preventing outhaul
lines from drooping down will be much easier.
In short, one of the keys to designing a successful outhaul system is knowing the exact
distance between the permanent fixtures on your boom. Consult the ILCA site for all
"measurement diagrams". The figure below shows the legal measurement requirements for
the Laser boom.
Figure 22: ILCA boom mesurement diagram

International Laser Class Association

Sailing style: Each outhaul system limits how much you can let out the line. Thus, the choice
of an outhaul system even depends on your sailing style and weight. For example, some
systems shown in Figures 11 - 18 above may not even be feasible if you prefer sailing (for
instance in medium winds and chop) with your outhaul let out more than 6" (15 cm) measured
along the boom compared to its tightest possible setting for the day.
Rigging ease: Another important consideration is how much time it will take to rig and unrig
your system. Personally, I like leaving everything on my spars fully rigged, ready to go. The
vang and cunningham on the mast do not present a problem, but it is tricky to design an
outhaul system that you can leave completely rigged on the boom. When you design your own
system, take into account how many lines you will need to lead through blocks, fixtures, etc.
and how many knots you will need to tie and untie every time you go sailing or come back
home.
Selecting a block: Selection of the right blocks will be the second most cricial part of your
project (following "design"). Here are some of the things you should ask yourself before
selecting a block: What kind of loads should this block handle? Should the block swivel or be
locked in a particular axis? Do you need a single ot double? How important is the length of a
block? That is, do you have ample space to add a shackle or swivel or hook (or a fiddle block)?
Is a stand-up device desirable? Will this block match or complement other blocks in the
system? Will it restrict the performance of the overall system? What diameter line will you
use?
Bearing type: Another important question is whether the loads are static or frequently
tensioned and eased? Plain bearing blocks are appropriate for the former, and ball bearing
blocks for the latter. Since one of the goals of these rules changes has been to facilitate
frequent adjustments of the control lines, I would consider only ball bearing blocks.
Rope choice: In all example systems above, multiple lines are used in each system. In

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004

See these sample rigging diagrams and learn to design and evaluate your own vang

Side 16 av 17

cascade systems, remember that only the control line leading to your hand should be of a
sufficiently large diameter rope. You can save weight by using the extremely strong and zerostretch synthetic lines available today on any parts of the system that will not be adjusted
while racing. You can use rather thin lines even for the part that you haul in if you have
stroing and comfortable handle loops at the ends of your control lines. (See, for instance,
"How shall I rig handles for my lines?" in the FAQ section of this web site.) So, check the
maximum and minimum rope diameters that can be handled by the sheaves of the blocks you
are considering.
Knots: Another question you will be facing will be how to tie the blocks to the lines. The
standard bowline solution may consume too much of the precious space yo
have in between the blocks of a tackle system. One suggestion is to use a
"buntline" hitch, a sliding loop, shown to right.
Also suggested is just passing the tail of the line through the
strap of the block, tying an overhand knot as a stopper, and
then tying a hitch around the tail with the overhand knot. The
advantage of the latter knot (suggested by John Fracisco) is
that it can be easily disconnected from the block just by taking
the stopper end out of the hitch. The line with just the stopper
can then be easily passed through other the blocks, sail
cringles (grommets).
Also note that the new rules now allow splicing of a lines right where the control line deadends at a fitting. Splicing will present a low-profile option for blocks and fittings which can be
permanently attached to a control line.
References: If you want to custom-build your own systems, Outhaul Rig Tips and Vang Rig
Tips documents by Harken may give you some big-boat views of alternative systems.
Cascading Systems by Wichard provides a basic explanation of cascading tackle systems. And
for the tehnically minded, Loading and Breaking Formulas and Metric Conversions by Harken
are useful references.

Selecting parts for your custom system

A brief look at the sample vang, cunningham and outhaul systems in Figures 1-17 above
indicates that various types of single and double sheave blocks are all you need. The following
table lists the types of blocks used in the systems diagrammed above.

TABLE 1: Blocks used in the sample systems

SYSTEM

Block Description
Single w/ strap head (for 2:1 cascade)
Double w/ swiveling open shackle
(Ideal replacement for key block.)

Vang

Double w/ swiveling shackle + addtl. shackle

(Alternate replacement for key block.)
Double + shackle
(Inferior replacement for key block.)
Double & Becket w/ strap head (for floating part of 5:1 cascade)
Single cheek block (for fixed part of 5:1 cascade)

Cunningham

Single w/ strap head (for 2:1 cascades)

Single & Becket w/ strap head (for 3:1 cascade)

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004

See these sample rigging diagrams and learn to design and evaluate your own vang

Side 17 av 17

Single w/ strap head

Single w/ swiveling shackle or w/ strap head
Outhaul

Single w/ hook end, or w/ (long) open shackle end

Single & Becket w/ strap head
Single & Becket w/ swivel head
Double w/ strap head, or with swivel head

Once you have a systems diagram like the on in Figue 5 in your hand, your next task is to
consider which particular blocks and cleats you should use subject to the strength and rope
diameter demands of your system.
All blocks of the types specified above and satisfying the Laser Class Rules requirement of a
sheave diameter between 15 and 30 mm, plus all camcleats (and even some accessories like
clevis pins) that you can use to build your own customized sytems are provided for you in an
article titled "Blocks, Cleats & Accessories for Laser 2000 Control Systems" in this web
site. This article provides technical specs (e.g., for blocks: catalog number, block type, sheave
diameter, length, weight, maximum rope size, Safe Working Load, Breaking Load) for all
models that are offered by various manufacturers around the world. The data is grouped by
manufacturer - listed alphabetically, rather than by the control system (vang, cunningham, or
outhaul). However, the control system(s) in which a part could be used is noted next to each
part.
To accommodate more adventerous riggers, data about some other types of blocks (especially
various doubles) that could be used in alternative systems are also covered. "Turning", "foot",
or "cheek" blocks that could be used for the outhaul as a turning block to lead the line down
along the mast are not covered since the gooseneck does not offer sufficient clearence to bolt
such blocks flat against the gooseneck surface without interfering with the boom.
Start by preparing a table for each component of each system. List the manufactures and
models appropiate for the component, and then order the entries by relevant specifications
(by rope diameter, then by Safe Working Load, and then by weight, etc.). Next, rank the
models, eliminate the absolutely useless ones, mark the ones preferrred due to various design
features. Add aditional criteria to narrow down your choice. Gradually, a system will appear.
Then you will need to check if you can improve it by susbstiting blocks and cleats you selected
by others. Get going, or just buy a kit! Someone has already done all this for you...
In a follow up article, I will show you how to put this all together to design customized vangs
for different performance criteria (such as saving weight, or heavy weather performance).

[Link] ARKIV\PRIVAT\Norsk Laserklubb\Hjemmeside NLK\[Link]

09.12.2004