Question: How can you counteract heeling?
About the article "Sailing", section "Heeling".

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When a ship or boat leans over to one side, from the action of waves or from the centrifugal force of a turn or under wind pressure or from amount of exposed topsides, it is said to 'heel'.
A sailing boat that is over-canvassed and therefore heeling, may sail less efficiently depending on fundamental or opportunistic factors such as temporary nature of the feature (e.g.
wind gust), use (e.g.
racing), crew ability, point of sail, hull size & design.
When a vessel is subject to a heeling force (such as wind pressure), vessel buoyancy & beam of the hull will counter-act the heeling force.
A weighted keel provides additional means to right the boat.
In some high-performance racing yachts, water ballast or the angle of a canting keel can be changed to provide additional righting force to counteract heeling.
The crew may move their personal weight to the high (upwind) side of the boat, this is called "hiking", which also changes the centre of gravity & produces a righting lever to reduce the degree of heeling.
Incidental benefits include faster vessel speed caused by more efficient action of the hull & sails.
Other options to reduce heeling include reducing exposed sail area & efficiency of the sail setting & a variant of hiking called "trapezing".
This can only be done if the vessel is designed for this, as in dinghy sailing.
A sailor can (usually involuntarily) try turning upwind in gusts (it is known as "rounding up").
This can lead to difficulties in controlling the vessel if over-canvassed.
Wind can be spilled from the sails by 'sheeting out', or loosening them.
The number of sails, their size and shape can be altered.
Raising the dinghy centreboard can reduce heeling by allowing more leeway.
The increasingly asymmetric underwater shape of the hull matching the increasing angle of heel may generate an increasing directional turning force into the wind.
The sails' centre of effort will also increase this turning effect or force on the vessel's motion due to increasing lever effect with increased heeling which shows itself as increased human effort required to steer a straight course.
Increased heeling reduces exposed sail area relative to the wind direction, so leading to an equilibrium state.
As more heeling force causes more heel, weather helm may be experienced.
This condition has a braking effect on the vessel but has the safety effect in that an excessively hard pressed boat will try and turn into the wind therefore reducing the forces on the sail.
Small amounts (≤5 degrees) of weather helm are generally considered desirable because of the consequent aerofoil lift effect from the rudder.
This aerofoil lift produces helpful motion to windward & the corollary of the reason why lee helm is dangerous.
Lee helm, the opposite of weather helm, is generally considered to be dangerous because the vessel turns away from the wind when the helm is released, thus increasing forces on the sail at a time when the helmsperson is not in control.
A canting keel is a form of sailing ballast, suspended from a rigid canting strut beneath the boat, which can be swung to windward of a boat under sail, in order to counteract the heeling force of the sail.
The canting keel must be able to pivot to either port or starboard, depending on the current tack. 
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Advanced Heelys users can perform tricks such as spins, backwards skating and skating on one foot.
There are four categories of tricks used in heeling: flatland tricks, grinding tricks, stalling tricks and vert tricks.
Ground tricks – the main category of tricks used in heeling.
Grinds – these tricks can only be performed if the model has a nylon pad in the shoe, it involves jumping on a surface, landing on the nylon pad and sliding across the surface.
Stalls – generally involves jumping onto a raised object and pausing before jumping off and heeling once more.
Vert – any type of tricks performed on a vert ramp.  
A boat can be 'worked to windward', to arrive at an upwind destination, by sailing close-hauled with the wind coming from one side, then tacking (turning the boat through the eye of the wind) and sailing with the wind coming from the other side.
By this method of zig-zagging into the wind, known as beating, it is possible to reach any upwind destination.
A yacht beating to a mark directly upwind one mile away will cover a distance through the water of at least 1.4 miles, if it can tack through an angle of 90 degrees including leeway.
An old adage describes beating as sailing for twice the distance at half the speed and three times the discomfort.
An estimate of the correct tacking distance can be obtained (and thereby the time taken to travel it at various boat speeds) by using Pythagoras' theorem with equal tacks (assume a value of 1).
This also assumes a tacking angle of 90°.
The straight line distance is the hypotenuse value of √2 When beating to windward one tack may be more favorable than the other - more in the desired direction.
The best strategy is to stay on the favorable tack as much as possible.
If the wind shifts in the sailor's favor, called a "lift", so much the better, then this tack is even more favorable.
But if it shifts against the sailor's, called a "header", then the opposite tack may become the more favorable course.
So when the destination is directly into the wind the best strategy is given by the racing adage "tack on a header."
This is true because a header on one tack is a lift on the other.
How closely a boat can sail into the wind depends on the boat's design, sail shape and trim, the sea state, and the wind speed.
Typical minimum pointing angles to the true wind are as follows.
Actual course over the ground will be worse due to leeway.
about 35° for modern racing yachts which have been optimized for upwind performance (like America's Cup yachts) about 40 to 45° for modern cruiser-racer yachts (fast cruising yachts) about 50 to 60° for cruisers and workboats with inefficient keels, inefficient hull shapes, or low draught, when compared to craft designed for sailing performance, and for boats carrying two or more masts (since the forward sails adversely affect the windward ability of sails further aft when sailing upwind) close to 90° for square riggers and similar vessels due to the sail shape which is very ineffective when sailing upwind Sailing close-hauled under a large amount of sail, and heeling a great deal, can induce weather helm, or a tendency for the boat to turn into the wind.
This requires pulling the tiller to windward (i.e.
'to weather'), or turning the wheel leeward, in order to counteract the effect and maintain the required course.
The lee side of the hull is more under water than the weather side and the resulting shape of the submerged parts of the hull usually creates a force that pushes the bow to weather.
Driving both the asymmetric heeling hull form and the angled rudder through the water produces drag that slows the boat down.
If weather helm builds further, it can limit the ability of the helmsperson to steer the boat, which can be turned towards but not effectively away from the wind.
At more extreme angles of heel, the boat will spontaneously 'round up' into the wind during gusts, i.e.
it will turn into the wind regardless of any corrective action taken on the helm.
Any action that reduces the angle of heel of a boat that is reaching or beating to windward will help reduce excessive weather helm.
Racing sailors use their body weight to bring the boat to a more upright position, but are not allowed to use "movable ballast" during a race.
Reducing or reefing the total sail area will have the same effect and many boats will sail faster with less sail in a stiff breeze due to the reduction in underwater drag.
Easing the sheets on aft-most sails, such as the mainsail in a sloop or cutter can have an immediate effect, especially to help with manoeuvering.
Moving or increasing sail area forward can also help, for example by raising the jib (and maybe lowering the staysail) on a cutter.