We’re approaching the leeward gates, in traffic. We want to go right up the second beat. What do we do?

This scenario presented itself to team Nika at a recent RC44 regatta in Cascais, Portugal. The reason it’s still fresh in my mind is because we chose poorly and basically did the exact opposite of what we should have done. This sore puppy dog is running down the beach.

The right-hand side of the racecourse (looking upwind) was favored and the entire fleet knew it. We were on a good layline for either gate mark. We could either lay straight into the right gate, or go for an early leeward drop for the left gate (looking downwind). We were sitting in seventh and had enough space to round the left gate, if properly executed, or go straight in to the right gate, sail for 100 meters on starboard and start the long progression on port tack to the right-hand side of the racecourse.

The decision onboard was to do the early leeward drop, sail slightly wide of the mark and take the left gate. In theory, a well-executed wide-and-jibe would have/should have been good. But, there was some risk as we were three deep in line for the left gate. That was the first mistake. If you’re rounding three deep, you’re relying on boats in front poorly executing. That wasn’t a high-percentage move for Nika. Our next mistake was poorly executing the turn. We went slightly too far and instead of being just shy of a close-hauled course to the left gate we sailed too far and left space between us and the mark. This inevitably set us up to be in the gas of the boat in front and having to do a clearing tack—going left.

The counter move, of course, was going straight to right gate! This was a higher percentage move, from a risk-reward perspective. There’s was a reasonable chance that we could have picked off a boat at the opposite gate that had a bad rounding or got tangled in traffic. But more importantly, we could have set ourselves up up for the longer term. While sailing the extra distance to get the clear lane, inevitably that distance can be gained back—and then some—by sailing fast in clear air and water, and in doing so, keeping it close up the second beat and minimizing distance lost.

In the heat of the moment, sometimes determining the risk and reward of these situations is tough, but balancing the aggressive move versus the right decision is a fine line. The moral to this story is to always be thinking “high percentage.” Inevitably, if you’re relying on the perfect execution of a maneuver to gain, chances it won’t happen!

The post Terry’s Tips: Gate Gamble appeared first on Sailing World.

1. Keep your sails out of the sun

If you have furling systems, this may be just a matter of furling sails when not in use. For non-furling sails, this means covering or stowing sails. There are cover options for both mainsails and headsails, allowing the sail to stay rigged and protected between uses. When no cover is available, sails should be removed, flaked, bagged and stowed below deck or off the boat.

2. Protect your furled sails

Most owners use sewn-on sun covers to protect furled sails. Sunbrella and WeatherMax are the fabrics commonly used for sun covers. For racer-cruisers and some racing sails like furling code zeros, there are lighter weight options such as UV-treated Dacron. While there is a gain in weight savings, these materials are not inherently UV resistant. Over time the UV treatment can wear off, with the lifespan of the treatment affected by boat location and amount of time in the sun. In high exposure areas, treated covers may have a lifespan of only a couple of seasons.

All sun covers should be inspected regularly and repaired if damaged. Generally speaking, covers should be re-stitched every three years or so to prevent more extensive damage to the fabric that can occur from flogging due to compromised stitching.

To provide maximum protection for your sails, sun covers require care and maintenance. Remember, if you can see the sailcloth below the cover…so can the sun!

3. Keep your sails clean

After sun, the second-worst enemy of any sail is salt; but other types of dirt and debris can be just as damaging. Periodic sail washing is key to maintaining your sails. A couple common-sense rules apply to frequency: 1) a sail that has been exposed to saltwater should be washed sooner rather than later, and 2) all other varying degrees of grime should be removed when possible. A genoa or staysail probably needs washing, or at least a rinse, more frequently than a mainsail that is stowed under a cover on the boom or furled when not in use. Not sure if your sails are salty? Run a finger along the foot and have a taste…you’ll know right away!

4. Protect them from the elements

Sailmakers generally refer to the life of a sail in hours or seasons, rather than years. The lifespan is affected by the amount of time sailing and the level of care given to the sails. In the mid-Atlantic region, the main sailing season can begin in early spring and extend late into the fall. A sailing season in the upper Midwest, for example, is much shorter, thus extending the life of a sail. The lifespan of sails that spend the sailing season furled on your headstay, in your mast or boom, or left on the boat to endure the frigid months of winter, will be much shorter than the life of sails that are properly protected or stowed.

If you know your sails are going to be sitting idle on the boat in a marina for at least a month or more during a sailing season, you can extend sail life by taking the sails off of your boat and stowing them. If your schedule prevents you from doing this personally, contact your local Quantum loft for sail removal and storage – part of our full array of sail care services.

5. Inspect sails regularly

At least once-a-year sails should get a check-up. To do this yourself, find a dry place in good light where you can lay them flat, then work your way over every inch of the sail, looking for trouble spots such as abrasion or loose stitching. Small problems can turn into bigger problems later, so be sure to note even the smallest details. Alternatively, you can drop off your sails at a nearby sail loft for a multi-point inspection. Even simpler, with one call we can handle sail removal, transportation and inspection for one sail or your whole inventory.

6. Tape the turnbuckle

If you’ve ever scraped your finger on a piece of hardware, then you know it’s sharp enough to damage your sail. Even seemingly blunt objects (like a spreader) can damage sails on a tack, so take a look around (and up) to see what can or should be covered to protect your sails. If you have an extra piece of spinnaker cloth, wipe it across every surface of your boat and rigging. If it snags, put some tape on it. Rigging tape, self-fusing silicone tape, leather and other protective coverings are relatively inexpensive ways to protect your sails.

7. Check the leech

Even a well-protected spreader-tip or navigation light can wear a sail tack-after-tack. For these areas, a spreader-patch (or navigation light-patch, etc.) might be the answer.

8. Don’t wait for repairs

A lot of catastrophic sail failures can be traced back to a small repair that was never made. When you notice a small hole or a chafed spot that’s getting increasingly worse, save yourself serious head- and wallet-ache by addressing the problem while it is still small. Our service experts have heard more than a few people come into the loft with a shredded sail saying, “I’ve been meaning to get that spot patched”.

9. Bag It

Pretty simple here. There’s a good reason new sails come with a sturdy bag and it’s not just another place for a logo. That bag is a much cheaper sacrificial covering than the sail inside of it. Take a look at an old sailbag that’s scuffed and torn-up, now imagine if that were your sail. Not good. It can be a pain to keep track of bags, but used regularly, they can really earn their keep.

10. If you don’t know, ask

Curious about some sail-care method you’ve heard somebody touting on the dock or trying to figure out if your sail could use a new piece of webbing on the tack? Feel free to call the service team at your local Quantum loft. We’re happy to field your questions and provide helpful pointers. Consider us a member of your team.

This tip was brought to you by Quantum Sails.

The post Extending the Life of your Sails appeared first on Sailing World.

Crew integration is one of the toughest challenges, especially in classes that allow a mix of amateurs and pros. The goal is to create a team dynamic that allows the team to develop with the right amount of pushing. It’s equally important to remember that while every amateur wants to win, keeping it fun, and racing at a high level is not easy. It takes commitment from all involved. I’m a big believer in the concept that we don’t win events with the pros—we win with the amateurs. Below are tips that I believe apply in any team dynamic.

1. Commitment to the process of teaching and learning.
It is unrealistic to expect a team member with a regular job to get on a boat and do everything exactly right the first time. As we rotate team members in and out we first help the person identify the three priorities of their job for each maneuver, focusing on keeping it simple. A boat-handling playbook is handy. Any information that can be provided before the first sail is a gain as well as a good reminder to each team member of their respective role. The team needs to have people that can teach and communicate the correct process on board of how to handle the boat.

2. Communication.
Follows the same theme above, but in the heat of the moment there won’t be time to communicate what’s required, so being proactive with the coms about “what’s next” and making sure that everybody is dialed in allows for smooth execution. Remember sailing is a learned sport and everybody does things slightly different. If a team member is good enough to be part of your team, then you also need to provide an environment in which they can succeed. This requires flexibility on both parts, but also clear leadership from the pros to help the boat execute each maneuver.

3. Practice and managing expectations.
Is it reasonable to expect to win if you don’t practice? No. Plain and simple. If the expectation is to win, then practice will be required. When putting together a mixed team of amateurs and pros, don’t have a lot of rotation in the intense boat handling positions. Onboard Barking Mad we sailed with the same pit girl for 10 years. Linda Lindquist was awesome and was given the most flexibility with scheduling because we knew she would always deliver. It would, however, be unreasonable to put a different pit person in every regatta and expect the sails to go up and down perfectly. High expectations are good to have, but managing the expectation to meet the time commitment is key.

Click here to read more tips from Terry Hutchinson.

The post Getting New Crew Up to Speed appeared first on Sailing World.

The sailing we had today is why I keep coming back to Key West as the conditions were absolutely perfect. Two days down in Key West and the only trend emerging on the TP52 course is that you have to fight, scrap, and claw for every point, not a surprise.  The racing is intense and the subtlety of the racecourse makes if incredibly difficult to find consistency. The guys on Platoon came out on fire yesterday and scored two wins. Today they were more human with a 6,6 while Gladiator won Race 3 and Quantum Racing won race 4.  Platoon is winning, 1-point over Quantum Racing and yet at this point it means nothing.  The top 5 are only separated by 5 points.

From my perspective, it doesn’t feel as if we have found our mojo just yet.  We are starting safe (except for the OCS in Race 2), but even that mid-line starting strategy has us rounding the first top marks at best in fourth.  Right now our downwind speed is what is setting us apart and in some ways keeping Quantum Racing in the hunt. Lorenzo Mazza has Doug (DeVos) sailing fast angles. Our high-angle sets, while riskier, keep us in the passing lane. This, coupled with a re-design on our A2, has earned Quantum Racing some quality downwind legs.

In the afterguard, I don’t feel as if I’m firing on all cylinders.  We are working on a new afterguard with myself, Bora Gulari, and Ian Moore and this development will take a bit of time. The subtlety of getting the decisions right is hard and in the end the competition is incredible so we have to be crisp. We have heaps of room for development so we have to be patient, and like the races, allow it to evolve.

Four races done six more to go and we know that it is all about getting to Friday with the opportunity to win. Right now, the focus is on continually improving, and with low-risk racing. Easy to say yet hard to do when there are 10 other boats loaded with talent.

The post The Hutch Files: Early Days Yet appeared first on Sailing World.

Let’s file this one under, “Things that make my palms sweat.”

Quantum Racing is on the eve of beginning our 2017 season. A 60-race no throwout regatta that rewards consistent yachting, boatspeed, and reliability in our gear. In our three month “off season” we took a critical look at all areas of improving Quantum Racing’s performance. One area we looked hard at, but is difficult to quantify, is windage. Think about it in terms of a floppy shirt versus a shirt that is pulled tight on your body. For sure a tight shirt is less windage than so following this thought process we looked at the most obvious area, the shrouds.

In the quest of a 1-percent performance gain Quantum Racing researched the Southern Spars’ Razr product. The shrouds are solid carbon and roughly 30 percent smaller in diameter than the existing ECsix rigging, which is also a Southern project that was on Quantum Racing. The upside to Razr rigging is the windage reduction in the open course equals about 8 meters per windward leg. The benefit is even better in less than 12 knots of wind. Yet, in 2016, we had three port-starboard crossings that resulted in protest flags being green flagged by the umpires, demonstrating the game of inches we play. These crosses are too close. We’ll take every opportunity to gain a meter… or 8.

The downside of Razr is its fragility and reliability. With every equipment decision of this importance, we have to check reliability against the performance gain. On a scale of 1 to 10, with 10 being incredibly reliable, the ECsix rigging was a 9. The new rigging is sitting somewhere at about 5. Not because the rigging will break under load, but because it’s fragile when handled. We cannot grab a D1 when it’s slack and pull it, for risk of breaking the shroud near the turnbuckle. There are currently three boats in the TP52 fleet using it and it’s been reliable thus far, with only one known breakage on account of human error. Therein lays the problem: our entire team must be vigilant with not dragging sails around the D1s or randomly grabbing them as we get on and off the boat. Anybody who sails by us in the waters off of Key West will see orange fluorescent tape on both D1s to remind all of us: “DO NOT TOUCH!”

Things that make my palms sweat as if the competition alone is not enough. Still, I’m really looking forward to getting the party started.

[Ed’s note: a Southern Spars representative confirms the Razr product, initially developed by FutureFibres, is strictly targeted for grand-prix programs.]

The post The Hutch Files: A Razor-Thin Advantage appeared first on Sailing World.

At a recent Melges 20 event we had a close situation at a top mark where we fouled another boat and if we did not foul it felt close. Nothing was said; both boats bore away, set kites and went about their business. Inevitably my counterpart on the other boat is an Olympic gold/bronze medalist, multiple world champion, America’s Cup, Volvo ocean race etc…. all around sailing stud. I would also say that Jonathan and I are about as different of people that you could meet. Jonathan reminded me about the meaning of respecting your competitors, pushing the limits, and racing hard while not losing sight of the big picture.

How? Ashore I went up to Jonathan to apologize for what I thought was a foul on our part and thanked him. He was quick to point out that we do a lot of racing in an environment where we are coaching owner-drivers and sometimes things are just close. Yet, he also said that racing against each other hard is a give and take on the water and without saying it reminded me in a very simple gesture that there is a lot to gain by racing hard and in a professional manner.

Lesson learned again! As potentially my own worst enemy with intensity and for those of you who have the same tendencies, there are some good takeaways from this exchange and experience.

1. Pick and choose your battles. In the example above if it was a foul it was small enough that our competition did not think it warranted a penalty. Jonathan made a choice to cut us some slack and as we talked about the situation ashore. It was a great reminder for me that not every situation requires a red flag and there are times to race competitors hard and cut each other slack. No shouting, just racing.

2. Knowing the rules. This is a tricky one in our sport. In the best of situations the rules can be confusing. In confusing situations it gets harder and as emotions in the heat of the moment get revved up thinking clearly can be tough. A clear understanding of the rules and quick acknowledgement of a foul with immediate penalty clears the air pretty quickly and will allow you to get back to racing.

3. No cheese. In the situation that I described above there was no real alteration of course and yet it would have been real easy to put the bow up and do a Hollywood and protest, place the onus and burden of a protest on us. But they did not and there is the great lesson. Nothing said if it was clean and keep racing. The conversation ashore revealed what I felt on the boat and yet a solid reminder from a great professional. No need to be cheesy on the water as there is a lot of racing in 2015.

Each situation on the course requires a different reaction or response. The above lesson though was and is a great reminder to being a higher standard. There are certain teams that you will race against, we all know who they are, and that won’t be a good standard. Stay above it, do your penalty turns if you foul, and remember it is still just a sail boat race!

The post Sailing Like a Corinthian appeared first on Sailing World.

**Knowing your limitations is a tough one in any racing environment. **You want to push, try to make something “special” happen, and win. As a competitor I certainly do it often, but in the past couple of months I‘ve done three events that, for whatever reason, lack of time in the boat was a big factor in our preparation. Managing expectations and understanding the limitations of the team was critical if we expected to have any success. If you’re short on time, or even if you have enough time, the following tips can be beneficial on the course, especially for those winter regattas like Quantum Key West Race Week, where the team hasn’t sailed together in a while.

Understanding your limitations

As a team it’s critical to know what you can and cannot do. By having clear communications about strengths and weaknesses as a team you can avoid a lot of mistakes in pressure situations. Trying to force a maneuver or make something happen that the team is not capable of executing will only set you backward. Play to your strengths and avoid the weaknesses.

Identify weaknesses and turn them into strengths

These are simple items: communication, understanding your job, doing your job properly, and then supporting your teammates where necessary. How many times have you sailed with people who will tell you how to do your job, and then when it comes to theirs, they don’t do it properly because they are so involved with yours? I can’t emphasize that point enough. There is always a domino effect in the boathandling if a piece of the machine fails. Knowing your individual job and executing it perfectly allows for consistent maneuvers, aka gains.

Simple communication

Every day you race or train, work toward simple communication that means a lot. In the heat of the moment it will be difficult to get the point across of what is necessary. Having very simple and clear communication will allow for the team to be on the same page. These “buzzwords” won’t be developed on the fly, so debriefing and defining the terminology and the actual coms will go a long way with everybody being on the same page.

Remember, racing well is a process. It doesn’t “just happen,” so continue to identify the team’s strengths, talk openly about it, and move it forward.

The post Terry’s Tips: Keep it Real appeared first on Sailing World.

At the Farr 40 East Coast Championship, in Annapolis, Md. in 2013, the Barking Mad team entered the last day of the event with a 1-point lead. It was too small a margin for us to do anything other then go out, sail loose, and get back our gameplan. For the first race of the day, skipper Jim Richardson nailed a mid-line start just to leeward of the group at the windward end, just as we planned. In phase and with a great lane, we felt confident about the plan of going straight and sailing the phase with the shifts. However, the four boats to windward, including our closest competition for the championship, soon tacked and head toward the right side of the racetrack. The quandary quickly became: Do we follow and concede that if the right side wins we will be behind, but in touch with our prime competition, or stick it out and follow our plan?

When making this decision, one of the most valuable pieces of information is instantaneous feedback on which side is working. But how can you get that?

In our case, as we separated from the boats that went right, it became too difficult to compare our progress with my naked eye. In closer situations the eye is fairly reliable. If you can see boats gaining ground—if they’re steadily eating into your view of the far shoreline—there’s a reasonable chance that they are gaining on you. If you are seeing more shoreline, or even holding even, then you are gaining or at least not losing. But, with boats on opposite tacks and separated by a wide gulf, it’s bloody hard to judge if you are gaining or losing.

The best tool for answering this question is a hand-bearing compass. Comparing a bearing to the lead boat to the true wind direction on the mast can give you a good indication of which boat is on a higher rung of the imaginary ladder. If the angle is less than 90 degrees, your opposition is ahead. If it’s greater, you’re ahead–though that does assume a steady wind direction across the course, which may be assuming too much on a shifty track.

If you don’t have a true-wind-direction readout, you can use your headings—on port and starboard tack—and your pre-race wind shots to estimate the true wind direction and then compare that to the bearing to the opposition. You can also take readings over the course of a few minutes and see if there’s a trend. If you’re on starboard tack and on the left side of the course, for example, you want to see the bearing to boats on the right side increasing. That means you’re gradually edging ahead. For boats on the right side of the course, and looking to the left, it’s opposite; a decreasing bearing is good news for the home team.

Back to the Farr 40 race. We were confident in our pre-race homework, and convinced our plan was correct. Our heading on starboard was lifted, and the true wind direction was as far right as it had been all day.

Unfortunately, it was quickly apparent that the readings off the hand-bearing compass had the right side of the track gaining. The next question was: Should we bail?

Being on the lifted tack, combined with a bit of stubbornness, keep us on starboard. The more the split grew, the more difficult it became to consolidate.

In hindsight, we made a mistake. We should’ve tacked toward the right side at the first sign of trouble and gone into what I call a holding pattern. We would have been behind, but we stood a better chance of minimizing the damage by keeping ourselves in touch with the leaders at the first windward mark.

If I have low confidence in what is going to happen, I will happily sail with the fleet away from the favored side of the course and let our boatspeed work for us. The less confidence I have in one side paying off, the more we will start at the favored side of the line, using the gain out of the line bias as our first shift.

In this particular situation, I felt confident about our numbers and the phases, but I was less confident about the current. In the end, the current got us.

There’s nothing wrong with splitting from the fleet. But be cautious when you find yourself sailing away from some of your key competitors.

Trust your numbers, have the hand-bearing compass ready to track the competition on the opposite side of the course, and know the true wind direction and/or the average headings on starboard and port tack prior to the start of the race. This information will make the decision easier when the fleet starts doing something that you don’t expect.

Click here to read more tips from Terry Hutchinson.

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If the race committee is smart, they may do this on purpose: skew the starting line ever so slightly so that the favored end of the line is opposite from the favored side of the course. It can be a good way to spread out the fleet, especially when the favored side of the course is fairly obvious. With some race committees this happens by accident. Either way, it presents a conundrum. Do you take the early advantage of the line bias, or sacrifice a boat length or two in the name of getting to the side you know will pay off in the long run?

When the left side of the course is favored but the right (committee boat) end of the line is favored, there are two approaches.

Plan A: Get the best possible start at the weather end, but to the left side—to leeward—of the group that inevitably will bunch up at the committee boat. This is best set up by a port tack approach, allowing you the time to identify where the traffic is relative to the starboard layline for the boat end. Because of that weather-end bias, a well-timed approach will allow you to nicely tuck yourself in to leeward of the boat-end pack. Be careful with this start as being to leeward of the group means that you might have to push the line to keep your nose clean after the start. With a start a quarter of the way down from the committee boat, the boats to windward will give a slight bow-out look to the helmsman. The further you get from the biased end, the more difficult it will be to get that bow-out position, which is crucial since you really want to continue on starboard off the line, toward the favored side.

Plan B is to own the choice spot at the weather end of the line. If you get away cleanly, you have a reasonable chance of winning the race. If your lane closes down or you don’t get off in the front row, you can utilize the advantage from the line bias to do two clearing tacks, and set yourself up to windward of the group going left. The determining factor here is having a good feel of the windward end bias and how hard you want to fight for it. Remember that only one or two boats will get away cleanly from the boat end of the line. Balancing the risk/reward of the situation is the trick.

The start always feels harder when the situation is reversed, and the pin end is favored but you want to head to the right side of the first beat. The further away you are from the pin end, the more advanced the leeward boats will look because of the line bias. This is important to remember because if you judge your position on the line based on other boats you may find yourself over early.

If the right side of the course is obviously favored, most boats are likely to tack onto port tack soon after the start. For a pin-end start to work, the bias needs to be significant enough that, after tacking to port, you are at least bow-to-bow with the boats to leeward. If they are farther advanced than bow-to-bow, you may find yourself getting squeezed and eventually being forced to tack away from the favored side.

In most starting situations, the focus is on the boat to leeward, and carving out enough room to windward of that boat so you don’t fall into his disturbed air. In this scenario, however, it’s the boat to windward that may be the most troublesome since he’ll be the leeward boat once the fleet flops on to port to make for the favored right side.

One other factor to consider when deciding how hard to push toward the pin end of the starting line is the length of the leg. For a short leg, the advantage of the line bias can be considered the first shift, and it may be worth fighting for. A longer leg allows for more time for the anticipated right-hand shift to take effect, and favoring the shift over the favored end of the starting line is often the best solution.

The post When Line Bias and Course Favor Disagree appeared first on Sailing World.

Two years ago I had a great opportunity to sail my first J/70 event with two class veterans, Allan Terhune Jr. and Ray Wulff. As the rookie of the boat everything from launching to hoisting sails was new, and while it’s still “just a boat” I stood at times and took orders, as only a rookie should. The experience was a great reminder of how to do things simple, play to your strengths, and set simple goals.

Keep it Simple

Keeping it simple was key and while the J/70 is not a tuning nightmare it does pose a variety of tension on rig tune and rake. Knowing that we could not adjust rake once we left the dock we set the length to allow a first timer in the boat a little more feel. As always, the easiest sailed boat is fast and this was no exception. Focusing on keeping the setup simple and easy was key to success on the day. Very early on in the exercise, after a couple of line-ups, we marked the mainsheet and jib sheets to duplicate. There’s absolutely nothing wrong with trimming to a mark for a course trim and fine-tuning from there.

Playing to our strengths

As we set out on the first day, there was a bit of discussion about positions on board. Generally speaking, Ray does tactics (bow) on the J/70 he races and Allan is a boatspeed fanatic. There was more discussion of having Ray trim and Allan free for tactics, but after one tack we went for the change. Ray went straight to his comfort zone on the bow and Allan right into the boatspeed role. Very quickly we could see the fruition of the decision as each of us had a good feel for our respective roles. Having Allan focus on the boatspeed paid dividends, as inevitably every decision looks good if you are fast. Al’s attention to speed allowed Ray to make good decisions. I tried to steer the boat as fast as possible and not over think the adjustments. Knowing our strengths and understanding our limitations allowed us to do what we could well and not over think the simple points.

Goal setting

Starting out in a boat with a new team had us all thinking about our own expectations. Being competitive, we all wanted to win and yet potentially that’s not realistic. The conversation quickly turned to what each one of us wanted out of the day. Ray wanted to learn settings and sail trim from Allan and win both races. Allan wanted to get a feel for his new Quantum sail designs and set up as well as understand the potential strengths and weaknesses of the Quantum settings. For me, not having driven the boat ever, I wanted to start well and do the best I could for Allan and Ray. This meant keeping my mouth shut, driving fast, and tacking the boat when I was told! Pretty simple really, and having been in the tacticians role for a few events, I know the benefit of a helmsman that can drive fast and provide feedback at the right time.

All in all, it was a successful day, we met our goals, and yet it was a great reminder to the process of success. Allowing everybody on the boat to play to their strengths as a team ultimately kept things very simple. This process can get more convoluted as the team size grows or teams struggle to find success within competition. A good process of debriefing to identifying strengths and weaknesses will help any team to get better. These experiences, individually and together, allow a team to develop, grow, and improve.

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