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Scuttlebutt Updates
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Archived NewslettersSCUTTLEBUTT 1820 - April 19, 2005Scuttlebutt is a digest of major yacht racing news, commentary, opinions,features and dock talk . . . with a North American focus. Corrections, contributions, press releases, constructive criticism and contrasting viewpoints are always welcome, but save your bashing, whining and personal attacks for elsewhere. A PREVIEW OF TOMORROW (Julian Bethwaite discusses his new 8m (26-foot) sportsboat on a story just posted on the Daily Sail subscription website. Here are a couple of brief excerpts.) Following the success of the 29er and 49er so the latest fruit of Bethwaite creative genius is a canting keel 8m sportsboat named ... wait for it ... the 79er. The boat, the largest in the Bethwaite line-up, came about through demand says Julian Bethwaite. The 79er has been in development for the last two years and is shortly to go into full production, built by Northshore Yachts in Gosford, near Sydney. In terms of looks the boat is clearly a '9er' with wings albeit with not quite the same low flying aircraft look of the 49er (in fact the wings are hinged to enable trailing). Above decks the mast is a 11.5m tall 86mm section carbon tube flying a choice of masthead or fractional asymmetric kites off a single 2.5m long pole. But the most novel aspect of the design is the keel. "It has got a fin on the bottom of the keel, so we don't need a front fin," says Bethwaite. From the CAD images the lead bulb looks like it effectively doubles as a T-foil producing lift both upwards and to weather. One would think this is quite draggy but perhaps less so than having an extra board forward. The keel is operated by an 8:1 or 16:1 block and tackle arrangement inside the boat and can articulate by up to 60 degrees each side. Aside from canting, the keel also lifts, as does the rudder in order for the boat to be trailed. - The Daily Sail, www.thedailysail.com RE-LAUNCHED The ISAF Nations Cup, which was first introduced to the world in 1991, is being re-launched with the objective to broaden the availability of match racing and provide international match racing competition for national authorities and sailors at reasonable cost, whilst acting as an incentive for national match racing programs. The ISAF Nations Cup is based on a series of regional qualifiers with the top crews meeting at a Grand Final. Held three times previously, the Nations Cup triggers a pyramid of events, with nations holding club and then national championships to select their teams to attend the regional qualifiers, which in turn lead to the Grand Final, where nations are pitted against each other, creating a sound, viable and appealing series of events. ISAF is now seeking Organizing Committees who would be prepared to host Nations Cup Regional Qualifiers and the Nations Cup Grand Final in 2006. Each qualifier, which will have an open and women's division, with entries limited to only one entry from each of the nations within that region eligible to participate, thus promoting a national event and ensuring that all nations have the opportunity to participate. It is anticipated that the qualifiers will be held over a maximum of four days, with one or two crews going through to the 2006 Nations Cup Grand Final. As in the past, the qualifiers will offer the opportunity for match racing clinics prior to the event. http://www.sailing.org/default.asp?ID=j17Fhy61r&MenuID=&Tkn=1817845 'VIEWING' THE AMERICA'S CUP BY MOBILE PHONE The computer graphics technology behind the America's Cup, designed by Dunedin firm Animation Research, will take a "quantum leap" for the 32nd Cup race in 2007, says managing director Ian Taylor. Animation Research is working with French telco Alcatel to send live graphical snapshots of yacht races to mobile phones as they happen. It's also working on sending two minute virtual clips of the races directly to phones. "There's a whole new multimedia broadcast opportunity happening that people haven't come to grips with," Mr Taylor said at a conference last week. While he says it's possible whole races could be sent this way, it would probably be too expensive for most users. Animation Research is trialing. The firm is also developing better weather simulation for the next America's Cup race in 2007. The software will let the viewers see the detailed weather readings used by the skippers, letting viewers second-guess their strategies. Animation Research also provides graphics for TV broadcasts of golf, rally driving, cricket and Nascar races. In Nascar races, each car is fitted with a GPS unit and the race can be replayed graphically from many angles. Mr Taylor believes the future is in "virtual TV" where, for example, a viewer could race on their computer or TV against cars taking part in a live Nascar race. - Reuben Schwarz, full story: www.stuff.co.nz/ stuff/ 0,2106,3251310a28,00.html LEADING TACTICAL NAVIGATION SOFTWARE B&G's Deckman software includes all the tools you need for short course round the buoys racing or long distance offshore and ocean racing. It gives you the best start to races with its unique start screen with information you can trust. Deckman has the industry leading routing engine for optimum route analysis along with the capability to edit GRIB files when taking into consideration observed weather changes. You can carry out boat testing functions for immediate analysis and improvement and update polar files for pre-start, navigation and performance. For more information, free demo, or upgrade software please see http://www.BandG.com/deckman.htm VALENCIA The Valencia 2007 Consortium yesterday opened the competition for security companies to ensure the safety of everyone attending or participating in the Americas Cup races. The idea is that Valencia port would become 'even safer than an airport' as the competitions get under way. The Consortium added that Valencia port would be receiving millions of visitors during the races as well as visits from important local and international personalities, and security was of a prime concern Meanwhile, with the April 29 deadline for the presentation of new challenge syndicates becoming closer, there still has been no official word from the German Syndicate Deutsche Challenge 2007 AG. - Valencia Life Network, www.valencialife.net Curmudgeon's Comment: There is also no word from John Sweeney's Sausalito Challenge. CALENDAR OF MAJOR EVENTS (Sponsored by West Marine) Events listed at http://www.sailingscuttlebutt.com/calendar THE RACE COMMITTEE Peter 'Luigi' Reggio will return as Principal Race Officer for the first event of the 2005 racing season, the Valencia Louis Vuitton Acts 4 & 5 beginning on the June 16. This is the same role he had for the 2004 Louis Vuitton Acts. Reggio will be joined by New Zealander Harold Bennett, the Principal Race Officer for the last two America's Cup Matches in New Zealand, Rafael 'Rafa' González, from Madrid, and Javier Escolano Hernández from Cádiz. Peter Reggio has been involved in race management for nearly 30 years, and has been a full-time Race Official since 1996, working on a wide range of events internationally including World Championships for everything from Finn class dinghies to Maxi yachts. 'Luigi' was Deputy Race Officer for the 1999/2000 Louis Vuitton Cup, and Principal Race Officer for the 2002/2003 Louis Vuitton Cup. Similarly, Harold Bennett has been involved in yachting administration, coaching and race management for 35 years. He's been the National Youth Coach in New Zealand, and coached sailors at six Olympic Games, from Los Angeles in 1984 to Athens in 2004. Bennett was Princi pal Race Officer for the 'Road to America's Cup' regattas, as well as the 30th and 31st Matches for the America's Cup. Javier Escolano Hernández served as Reggio's Deputy Race Officer for the 2004 Valencia Louis Vuitton Acts. He has previously held a variety of race management roles for World Championships and European Championships, as well as international Spanish events such as the Princess Sofía Trophy, Barcelona Olympic Week, Carnival Race, and the Hispanidad Trophy. The fourth member of the race management team, Rafael 'Rafa' González has served as Regatta Director or Principal Race Officer for 21 World Championships over the past 15 years. He held both posts for the 2003 ISAF World Sailing Championship, and is among the most senior and experienced race officials in Spain. - www.americascup.com THE DESIRE FOR LIGHT, BREATHABLE CLOTHING CONTINUES To meet these needs, Camet International has introduced a new line of sportswear to satisfy it's sports-minded and outdoor enthusiast customers. The collection offers an array of possibilities from highly technical products that scream "performance," to lightweight, wrinkle-free products for on-the-water and off-the-water activities. We look for fabrics that move perspiration away from the body, dry quickly, and are wrinkle-resistant; characteristics sought by adventurers and sailors alike. The summer line not only serves a purpose, it is also very fashionable. With solid color schemes, Hawaiian prints, and multi-functional designs. Call 619-224-6737 or http://www.camet.com FRENCH AC UPDATE The French Sailing Federation has given K-Challenge the official label of French Team for the 32nd America's Cup, as well as the rights bound to this title. Because of this collaboration with the FFV, Thierry Peponnet (K-Challenge's Skipper) and Sebastien Col (K-Challenge's Afterguard) are from now on part of the French Match Racing Team. They will take part in many international races and regularly face their counterparts from the other challengers' teams. The French Sailing Federation, within the framework of its support, will place at the disposal of the K-Challenge team some of its technical experts from time to time who are Match Racing specialists. The two boat testing program will begin in a few days, when FRA 60 (ex-NZL 60, winner of the America's Cup 2000), will join FRA 57 on the water. K-Challenge has also added new team members: Matt Cornwell (America' s Cup 2003 with GBR Challenge), Katie Pettibone (America's Cup in 1995 and 2000, Whitbread in 1998, Volvo Ocean Race in 2002), Glenn Attrill (several Fastnet races) and Herve Cunningham (World ISAF champion in J22 in 1998, Volvo Ocean Race in 2002, Oryx Cup in 2005) have just joined K-Challenge. The future K-Challenge base is being built in Valencia. The team plans to settle down there at the end of the 2005 Louis Vuitton Acts, which will take place in Trapani, Sicily from September 29 to October 9, after a stopover in Malmö-Skane, Sweden from August 25 to September 4. - www.k-challenge.org NEWS BRIEFS * Another new record has been ratified by the World Sailing Speed Council. This one is for the longest distance sailed by a Monohull in 24 hours. The new record is 530.19 nm (average speed: 22.09 kts) sailed by Bouwe Bekking and his Telefonica Movistar, VO 70 crew on April 4-5. The previous record was held by Robert Miller's MariCha IV with a distance of 525.7 nm. - www.sailspeedrecords.com/ * The National Hospice Regatta Championships were held this past weekend in Annapolis, Maryland in J/105's. 15 teams from around the US that qualified for the event by winning their local Hospice Regattas. Melges 24 sailor Doug Kessler from Team Hartwell Lake, SC won the 3-day event with winds in the 10-18 knot range. His crew included Lee Ann Pickering, Doug Thome, Ray Wulff and Scott Nixon. Results: 2. Narragansett Bay, RI, Phil Lotz, 46; 3. Oswego County, NY, Mike Ingham, 51; 4. Henderson Harbor, NY, Kirk Reynolds, 51, 5. Annapolis, MD, Jack Biddle, 53. - www.hospiceregattas.org/regatta_05.shtml * Rolex Watch U.S.A. will again be the title sponsor of the St. Francis Yacht Club's Big Boat Series. The 2005 edition is scheduled on San Francisco Bay for September 15-18 and is expected to draw over 100 boats in 12 one-design and handicap classes. - www.stfyc.org * The 32nd running of the Sunshine Open Laser regatta was hosted by Severn Sailing Association in Annapolis, MD this past weekend, with many of the 51 participants using it as a tune-up for the Nationals. Competitors were treated to excellent conditions both days as the breeze ranged from 5-18 knots. Bobby Noonan (Lauderdale YC) ran away with the title winning four of five races. Second place went to Jason Currie, followed in third by Alden Shattuck. The radial fleet was dominated by Kyle Rogachenko (Toms River) who won all five races. Complete results: www.severnsailing.org/result.../417laser.shtml * There was no shortage of action at last week's Congressional Cup, and many 'buttheads noted that the course proximity lent itself well for shoreside spectating. If you weren't able to get to event this year, the Scuttlebutt website now has a photo gallery to bring the action to you: http://www.sailingscuttlebutt.com/photos/05/concup/ RECAPTURE THE JOY OF SAILING There's nothing quite like steering a sleek, fast boat with a light touch on the tiller, being close to the water and sliding through waves with barely a wake or whisper. If the joy of sailing is your priority, then the new J/100 may be just about perfect! http://www.jboats.com\j100 LETTERS TO THE CURMUDGEON (Letters selected for publication must include the writer's name and may be edited for clarity or space - 250 words max. This is not a chat room nor a bulletin board - you only get one letter per subject, so give it your best shot and don't whine if others disagree.) * From Jim Teeters: (re upside down airplanes) The lift on a wing, a sail, a keel or any of a number of objects comes primarily from two sources: the asymmetry of the shape and the angle of attack to the flow coming in. Wings on airplanes generally have a curved section shape, called camber, from the leading to trailing edges. This creates lift. They also operate at an angle of attack to generate the required additional lift. Flying upside down they just operate at a bigger angle of attack. Sails have cambered sections and also operate at an angle of attack controlled most simply by trimming the leads or traveler athwartship. 99% of boat keels do not have any "intentional" camber or asymmetry. They generate lift solely by angle of attack through leeway. My belief is that controllable asymmetric foils will be one of the major performance advances for sailboats in the near future. (AC boats and others already use tabs to this purpose.) You would never fly a flat or symmetric sail, so why a keel? If humans had gills instead of lungs, we would all be poking our heads out of the bottoms of boats (upside down) and very carefully adjusting the shapes of our in-water foils yet using rigid, symmetric in-air foils, like our current keels. This statement is not totally facetious. (And, by the way, rating rules will have to deal with those deformable keels.) * From Ric Sanders: In the famous words of Tim 'the Tool Man' Taylor: "More Power." The wings on most combat jets today are not there to generate lift but to change the angle of attack of the airflow caused by the application of raw power to the airframe. I.E. the wings direct the airflow more than they create lift. When upside down the pilot pushes the stick forward putting the nose slightly up (remember your upside down) you will maintain level flight. Take away the power and they have a glide ratio similar to a rock. Now how much power does it take to maintain flight with the wing perpendicular to the ground? * From Ken Redler: It's funny that Bruce Thompson should bring up the "Bernoulli" explanation for how sails and wings work. Because just a few days ago I was reading my latest issue of Air & Space Magazine when I came across an article in which the author briefly states that the common "Bernoulli" explanation is completely false. The author than says the real explanation is too complicated to put in the article and proceeded to leave me hanging there. Ever since lessons on sail trim during my junior sailing days, I have always been told that sails and wings work by the difference in air speed over the surfaces. That this could be wrong hit me like if someone were to suddenly tell me that the Earth doesn't revolve around the Sun. So when in doubt, I go to the Internet... and sure enough, the common "Bernoulli" explanation is wrong and the real explanation is way to complicated to mention here. To enlighten yourself on why the Blue Angels can fly upside down (also why our toy balsa gliders could fly with flat wings, and why rudders and keels work with equal amounts of curvature on both sides) check out http://regenpress.com and http://travel.howstuffworks.com/airplane8.htm Unfortunately, the real explanation doesn't seem to make sail trim any easier. * From Scott Maddock, Sydney: (re loss of lock water in the Panama Canal): The Archimedes principle clearly means that a larger displacement vessel will in effect need less water in the lock to raise or lower the water level to the correct point to leave the lock. If the top of the lock system is supplied by run-off water then there is a loss of water from the lake every time a vessel moves down the system. However what happens when the same vessel moves up the system? The same displacement and lock size should ensure that an equivalent amount of salt water is added to the lake. Therefore if the level of the lake is falling it has more to do with differences in lock design between the two sides of the system than in the different displacement of vessels using the system. * From Geoff Newbury: Yes, yachts 'use' more water when locking down. The volume of water used on each lock cyle is the volume of the lock less the volume/ displacement of the yacht or freighter being locked down. A volume of water equal to the displacement of the vessels entering is actually displaced back into the lake when the vessel enters the lock. A thought experiment: Fill a bucket to the rim. Put some quarters in a shot glass and float it in the bucket. How much water spills out of the bucket? Remove the shot glass and replace it with a cut off 2-liter soda bottle weighted with a brick, so that the soda bottle floats with only an inch or 2 showing. How much more water spills out of the bucket? It is that 'extra' amount spilled out which in the real world goes back into the lake, and does not get 'lost' during the lock-down cycle. A hydraulic lift lock is the most water efficient type of lock. This type of lock, such as at Peterborough, Ontario, loses the same amount of water on every cycle, whatever the displacement of the vessels as the weight being lifted is always just slightly less than the weight being lowered. * From Rick Nelson: (re whether boat size effects the amount of water loss in the locks) I remembered this discussion in Latitude 38 some years ago and found the following explanation from Mike Holt on Ta'Aroa, from Victoria, British Columbia, Canada: "It always takes the same volume of water to raise the level between low and high water because you are raising a block of water with a vessel already in it, not the vessel itself." * From Alun James: For all the reasons that Auckland is (can be) a b__ch of a place to sail. With shifty winds around islands and converging / diverging currents. The AC should be sailed here permanently to give otherwise underprivileged yacht crews any excuse to come down and have a play. For a country of 4 million people we still churn out the worlds best sailors. Congressional cup 1-2-3. All Kiwi yachtsmen. When will the rest of the world switch on to what Connor and Ellison know and love already? * From Bruce Thompson (Issuing the grades): David Paul may be right in the liberal arts world where there is no objective truth and 2 + 2 = 5 if you wish it so! Ben Cesare may be right that there is an objective truth, if we can only find it! Opinions are not truths (outside a court of law) and theories are just theories (Darwin may have missed something and God really is the Intelligent Designer). It could be magic! Neil Siegel knows the magic words "angle of attack", but opines that sailboats don't have six degrees of freedom. Let's see roll, pitch, heave, sway, surge and wallow. That's six in the Engineer's Handbook. Paul Kamen has discovered that the "Kamen Effect" is suspect, but brings forth no theory! And Reynald Neron proves once again why the world loves Aussies, they have a sense of humor! Dan Hirsch proves why the world hates Americans, they're such spoilsports that they won't let the rest of us believe in our own mythology! * From Nick Longhurst: England and America -- two countries divided by a common language. CURMUDGEON'S OBSERVATION When you rearrange the letters on 'Snooze Alarms' you get, "Alas, no more Z's." |
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