{"id":2486,"date":"2019-12-08T02:22:54","date_gmt":"2019-12-08T01:22:54","guid":{"rendered":"http:\/\/ceylou.com\/wordpress\/?p=2486"},"modified":"2019-12-08T03:05:24","modified_gmt":"2019-12-08T02:05:24","slug":"chapitre-3-les-fondamentaux-du-match-racing-tactique-strategie-et-orientation-de-la-ligne-en-match-racing","status":"publish","type":"post","link":"https:\/\/ceylou.com\/wordpress\/chapitre-3-les-fondamentaux-du-match-racing-tactique-strategie-et-orientation-de-la-ligne-en-match-racing\/","title":{"rendered":"Chapitre 3\u00a0: Les Fondamentaux du “match racing” Tactique : STRATEGIE et orientation de la ligne en match racing."},"content":{"rendered":"
\"MR
Ligne tribord<\/figcaption><\/figure>\n
\n\n\n\n\n\n\n\n
\n

1.9 La Strat\u00e9gie et l\u2019Orientation de la ligne<\/strong><\/span><\/h4>\n

Rien ne sert de partir, il faut partir \u00e0 point \u2026et o\u00f9 il faut.<\/span><\/p>\n

Le Match racing est une r\u00e9gate comme une autre\u00a0:<\/span><\/p>\n

– sans bonne strat\u00e9gie, il n\u2019y a pas de victoire possible<\/span><\/p>\n

– sans strat\u00e9gie m\u00eame mauvaise, il n\u2019y a pas de victoire possible.<\/span><\/p>\n

– il vaut mieux avoir une strat\u00e9gie m\u00eame mauvaise que pas de strat\u00e9gie du tout.<\/span><\/td>\n<\/tr>\n

\n
Pourquoi\u00a0?<\/strong><\/span><\/div>\n

Si l\u2019on ne sait pas ou l\u2019on veut aller, il y a peu de chance de savoir \u00e0 quelle extr\u00e9mit\u00e9 de la ligne on veut partir et de quel c\u00f4t\u00e9 de l\u2019adversaire on veut se situer (si ce n\u2019est devant),<\/strong> dans ce cas, on va se faire ballotter pendant 4 minutes sans bien savoir pourquoi.<\/span><\/p>\n

Remarque\u00a0: si vous ne savez pas pourquoi vous allez \u00e0 gauche, alors allez \u00e0 droite !<\/strong><\/span><\/p>\n

Deux strat\u00e9gies donc, Droite ou gauche.<\/strong><\/span><\/td>\n<\/tr>\n

\n
<\/div>\n

1.9.1 Strat\u00e9gie \u00e0 droite<\/strong><\/span><\/h3>\n

On veut se situer \u00e0 droite de l\u2019adversaire ou mieux devant (mais l\u00e0 c\u2019est trop simple ).<\/span><\/td>\n<\/tr>\n

\n

1.9.1.1 Au vent (w)en tribord<\/strong><\/span><\/h3>\n

Si le circling d\u00e9cale les bateaux \u00e0 droite<\/strong> de la ligne, le bateau W (au vent) doit \u00eatre s\u00fbr de la position de la lay-line tribord du comit\u00e9, car la r\u00e8gle “anti-barging” (r\u00e8gle 18.1.a<\/strong>) l\u2019emp\u00eachera de demander de l\u2019eau au comit\u00e9<\/strong>, au pire il sera oblig\u00e9 de virer, partant ainsi avec 4 ou 5 longueurs de retard.<\/span><\/p>\n

\"MRBleu se fait fermer la porte au comit\u00e9 et se trouve oblig\u00e9 de d\u00e9gager en cerclant (virement et empannage) en moyenne selon les bateaux et la force du vent 20 SECONDES ou plus<\/td>\n<\/tr>\n

\n

1.9.1.2 Sous le vent(LW) en b\u00e2bord<\/strong><\/span><\/h3>\n

Ce type de d\u00e9part peu habituel en flotte est fr\u00e9quent en match racing, mais W<\/strong> (au vent) \u00a0risque de se retrouver bloqu\u00e9 en “dead zone” (sous la lay-line de l\u2019avant du comit\u00e9 et de son mouillage) avec, en plus, les risques de toucher le comit\u00e9, n\u2019ayant aucunement droit \u00e0 de la place pour virer. Toutefois, il peut lofer jusque debout au vent. Jaune r\u00e9pond alors mais n’est pas tenu de virer.
\n<\/span><\/p>\n

\"MR
jaune r\u00e9pond au lof de bleu \u00a0en “5” mais n’est pas tenu de virer pour permettre \u00e0 Bleu d’\u00e9viter le mouillage du comit\u00e9<\/figcaption><\/figure><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n

\u00a0<\/strong><\/span><\/p>\n\n\n\n\n\n\n\n
\n

Quand approche-t-on de la ligne pour prendre le d\u00e9part\u00a0?<\/strong><\/span><\/span><\/h3>\n
-2 bateaux O.C.S (\u00ab\u00a0on course side\u00a0\u00bb, au vent de la ligne au moment du d\u00e9part) ne sont pas sur le point de prendre le d\u00e9part.<\/span><\/div>\n
\u00a02 bateaux \u00e0 une minute du Top d\u00e9part ne sont pas non plus sur le point de prendre le d\u00e9part. Le “Call UMP 13” r\u00e9pond parfaitement \u00e0 ce probl\u00e8me.<\/span><\/div>\n<\/td>\n<\/tr>\n

\n

CALL UMP 13 \"\"<\/a>\u00a0 \u00a0 \u00a0<\/span><\/h3>\n

R\u00e8gle 11 Sur le m\u00eame bord, engag\u00e9s
\nR\u00e8gle 18.1(a) Contourner et passer des marques et des obstacles ; quand cette r\u00e8gle s\u2019applique<\/strong><\/strong><\/span><\/td>\n<\/tr>\n

Question 1<\/strong> <\/span>
\n Bleu et Jaune s\u2019approchent de l\u2019extr\u00e9mit\u00e9 de la ligne de d\u00e9part c\u00f4t\u00e9 bateau comit\u00e9. Comment les umpires \u00e9terminent-ils s\u2019ils s’approchent d\u2019une marque de d\u00e9part pour prendre le d\u00e9part ?<\/span><\/td>\n<\/tr>\n
\n
R\u00e9ponse 1<\/strong>
\nDans chacun des croquis a, b, et c il est possible que les bateaux s\u2019approchent d\u2019une marque de d\u00e9part pour prendre le d\u00e9part. <\/strong><\/span><\/div>\n
Les umpires utiliseront la vitesse et la route des bateaux dans les conditions du moment et le temps restant avant le signal de d\u00e9part pour d\u00e9cider s\u2019ils s’approchent d\u2019une marque de d\u00e9part pour prendre le d\u00e9part. Les lignes de d\u00e9part de match racing \u00e9tant courtes, on peut m\u00eame consid\u00e9rer que les bateaux s\u2019approchent de l\u2019extr\u00e9mit\u00e9 la plus \u00e9loign\u00e9e (croquis b). Cependant, tant que les deux umpires ne s’accordent pas sur le fait que les bateaux s\u2019approchent pour prendre le d\u00e9part, ils d\u00e9cideront qu\u2019ils ne le font pas (voir DECISION GEN 1).<\/strong><\/span><\/div>\n<\/td>\n<\/tr>\n
\n
\n\n\n\n\n\n
\"\"<\/td>\n\"\"<\/td>\n\"\"<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n<\/td>\n<\/tr>\n
<\/td>\n<\/tr>\n
\n\n\n\n
Question 2<\/strong>
\nAvant de prendre le d\u00e9part, Bleu et Jaune naviguent vent arri\u00e8re b\u00e2bord amures du c\u00f4t\u00e9 parcours de la ligne de d\u00e9part. Bleu donne de la place \u00e0 Jaune pour passer le bateau comit\u00e9. Un pavillon Y est envoy\u00e9. Quelle devrait \u00eatre la d\u00e9cision ?<\/p>\n

R\u00e9ponse 2<\/strong>\"\"
\nUn bateau ne peut s\u2019approcher d\u2019une marque pour prendre le d\u00e9part tant qu\u2019il ne s\u2019en approche pas pour la passer du c\u00f4t\u00e9 requis. En position 1, Jaune avait droit \u00e0 de la place, qui lui fut laiss\u00e9e. Cela s\u2019applique \u00e9galement quand les deux bateaux ont \u00e9t\u00e9 rappel\u00e9s. Montrer le pavillon vert et blanc.<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n\n\n\n
\n\n\n\n
1.9.2 Strat\u00e9gie \u00e0 gauche.<\/strong><\/span><\/strong><\/p>\n

Chacun essaie au moment du d\u00e9part de se trouver \u00e0 gauche de l\u2019autre ou devant .<\/span><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n\n\n\n
\n\n\n\n
1.9.2.1 Au vent b\u00e2bord<\/span><\/p>\n

Dans ce cas l\u00e0, il y a peu de chance que la “guerre” se situe au comit\u00e9. Ce sera plut\u00f4t \u00e0 l\u2019autre bout de la ligne.<\/span><\/p>\n

Sinon le bateau sous le vent risque de vraiment passer un mauvais moment au comit\u00e9 (voir 1.8.1.2)<\/span><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n\n\n\n
\n\n\n\n
.<\/span><\/strong><\/p>\n

1.9.2.2 Sous le vent tribord<\/span><\/p>\n

Cette situation se trouvera de toute fa\u00e7on souvent en fin d\u2019approche de la ligne.<\/span><\/p>\n

W chasse pour faire mordre la ligne \u00e0 L ou L s\u2019engageant et poussant sous le vent, mais le risque est de se retrouver sous la lay-line et de voir W partir seul\u00a0!<\/span><\/span><\/span><\/strong><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n\n\n\n\n\n\n\n\n
\n

1.9.3 Orientation de la ligne<\/strong><\/span><\/p>\n

L\u2019orientation de la ligne va influer sur la qualit\u00e9 du premier croisement, ainsi que sur la fa\u00e7on de prendre le c\u00f4t\u00e9 choisi.<\/span><\/td>\n<\/tr>\n

\n

\n

a) Ligne tribord<\/strong><\/span><\/p>\n

\"MR
Ligne tribord<\/strong>Une ligne tribord permettra peut-\u00eatre \u00e0 Bleu <\/span>de passer devant le Jaune<\/strong>, d\u2019\u00e9viter le blocage du dial up et favorisera le d\u00e9clenchement rapide du circling.<\/span><\/figcaption><\/figure>\n

Ci-dessus Bleu au largue est plus rapide que Jaune qui entre vent arri\u00e8re et passe devant pour rejoindre la bonne Zone<\/p>\n

\n<\/td>\n<\/tr>\n

\n

\n<\/td>\n<\/tr>\n

\n

b) Ligne b\u00e2bord<\/strong><\/span><\/p>\n

Dans le cas d\u2019une strat\u00e9gie \u00e0 droite<\/strong>, ce qui est en g\u00e9n\u00e9ral le cas, la ligne b\u00e2bord n\u2019est pas un cadeau pour le Bleu\u00a0:<\/span><\/p>\n

Le dial up met naturellement le Jaune \u00e0 gauche avec de grande chance de blocage.<\/strong><\/span><\/p>\n

Bleu<\/strong> doit se mettre vent arri\u00e8re pour couper<\/strong> la ligne tandis que Jaune<\/strong> arrive “Pleine Balle”, sa seule difficult\u00e9 \u00e9tant de bien casser sa vitesse<\/strong> pour ne pas finir trop vite donc en avant.<\/span><\/p>\n

Le cas d\u2019une strat\u00e9gie \u00e0 gauche est la seule situation qui peut donner un petit avantage \u00e0 Bleu<\/strong>, le dial up le maintenant \u00e0 gauche de son adversaire.<\/span><\/p>\n

Si Jaune chasse syst\u00e9matiquement, il n\u2019y a pas de souci \u00e0 avoir. C\u2019est le seul cas ou Jaune risque de laisser passer ou devant ou au vent (voir 1.4.3\u2026)<\/span><\/p>\n

Ci-dessous Bleu reste bloqu\u00e9 \u00e0 gauche<\/strong> \u00e0 la fin du Dial Up, le tout pour lui \u00e9tant de rester au vent de la lay-line bou\u00e9e.
\n<\/span><\/td>\n<\/tr>\n

\n

\"MR<\/p>\n<\/td>\n<\/tr>\n

Remarque: Tout n\u2019est pas facile pour Jaune car, s\u2019il a l\u2019avantage de l\u2019orientation par rapport \u00e0 la vitesse d\u2019entr\u00e9e, cela peut \u00eatre un d\u00e9savantage,\u00a0<\/span>car Bleu rentrant tr\u00e8s lentemen<\/strong>t, <\/span>jaune va devoir se freine<\/strong>r en choquant \u00e9norm\u00e9ment de grand-voile pour ne pas finir le dial Up en avant de son adversaire<\/strong>, qui lui, \u00e9tant oblig\u00e9 d\u2019abattre exag\u00e9r\u00e9ment pour assurer son entrer, est tr\u00e8s len<\/strong>t.<\/span><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

<\/p>\n\n\n\n
\n

1.10 Les d\u00e9parts pr\u00e9matur\u00e9s<\/strong><\/span><\/p>\n

Il semble \u00e9vident qu\u2019il y a des risques de se retrouver O.C.S. au moment du d\u00e9part. Les rappels seront, bien entendu, des rappels individuels avec identification.<\/span><\/p>\n\n\n\n\n\n
1.10.1 Les signaux<\/span><\/p>\n

Imm\u00e9diatement apr\u00e8s le signal de d\u00e9part, un signal sonore distinct, accompagn\u00e9 du ou des pavillons d\u2019identification des coureurs (bleu ou jaune), attirera l\u2019attention des coureurs. Ces pavillons resteront en l\u2019air tant que le ou les fautifs ne seront pas revenus totalement sous le vent de la ligne (annexe C 3.2).<\/strong><\/span><\/p>\n

Remarque\u00a0: Attention \u00e0 bien revenir compl\u00e8tement du c\u00f4t\u00e9 pr\u00e9 – d\u00e9part avant de lofer. Les arbitres jugent l’arri\u00e8re du bateau, qui doit \u00eatre rentr\u00e9 du bon c\u00f4t\u00e9 de la ligne.
\n<\/strong><\/span><\/td>\n<\/tr>\n

1.10.2 Les deux bateaux au dessus de la ligne<\/strong><\/span>Pour plusieurs raisons, il est possible que les 2 bateaux se trouvent au vent de la ligne<\/strong> au moment du signal de d\u00e9part. Mais 2 cas sont possibles<\/strong> (r\u00e8gle 17.1). Dans les 2 cas, il est possible si les 2 bateaux sont loin au vent de la ligne d\u2019envoyer le Spi<\/strong>, pour revenir vers la ligne, aucune r\u00e8gle ne l\u2019interdit<\/strong>.<\/span><\/td>\n<\/tr>\n
1.10.2.1: Si W<\/strong>(au vent) s’engage,<\/strong>\u00a0 L<\/strong> (sous le vent) peut lofer W<\/strong> et surtout\u00a0 L<\/strong> peut continuer de lofer W m\u00eame apr\u00e8s le signal de d\u00e9part.<\/strong><\/span><\/p>\n

1.10.2.2 : Si\u00a0 L \u00a0cr\u00e9\u00e9 l”engagemen<\/strong>t, L ne peut pas lofer W<\/strong> . En revanche, apr\u00e8s le signal de d\u00e9part<\/strong>, il a l\u2019obligation d\u2019abattr<\/strong>e vers la ligne car son lof est limit\u00e9 \u00e0 la route normale<\/strong>, qui est aller prendre le d\u00e9part.<\/span>
\n<\/span><\/p>\n

Remarque\u00a0<\/strong>: il n\u2019est pas interdit de revenir sous spi vers la ligne de d\u00e9part<\/strong> quand on est tr\u00e8s \u00e9loign\u00e9 (attention aux IC , parfois sur les bateaux avec spis asym\u00e9triques il est interdit d\u2019utiliser le bout dehors ailleurs que sur les bords de portant\u00a0!!!)<\/span><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

1.11 Comment pr\u00e9parer son d\u00e9part.<\/span><\/strong><\/p>\n

Toute r\u00e9gate commence avant le d\u00e9but de la premi\u00e8re proc\u00e9dure<\/strong>. Pour r\u00e9sumer tout ce qui vient d\u2019\u00eatre dit, il est bon d\u2019\u00e9tudier tout ce qui peut \u00eatre int\u00e9ressant pour r\u00e9ussir son d\u00e9part.<\/span><\/p>\n

En premier lieu, les instructions de course peuvent \u00eatre riches en “pi\u00e8ges<\/strong>” auxquels on n\u2019est pas habitu\u00e9.<\/span><\/p>\n

\n
C<\/span><\/div>\n","protected":false},"excerpt":{"rendered":"

1.9 La Strat\u00e9gie et l\u2019Orientation de la ligne Rien ne sert de partir, il faut partir \u00e0 point \u2026et o\u00f9 il faut. 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BRIGANTINE<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/ceylou.com\/wordpress\/chapitre-3-les-fondamentaux-du-match-racing-tactique-strategie-et-orientation-de-la-ligne-en-match-racing\/\" \/>\n<meta property=\"og:locale\" content=\"fr_FR\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Chapitre 3\u00a0: Les Fondamentaux du "match racing" Tactique : STRATEGIE et orientation de la ligne en match racing. - BRIGANTINE\" \/>\n<meta property=\"og:description\" content=\"1.9 La Strat\u00e9gie et l\u2019Orientation de la ligne Rien ne sert de partir, il faut partir \u00e0 point \u2026et o\u00f9 il faut. 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