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SCUTTLEBUTT No. 903 - September 18, 2001Scuttlebutt is a digest of yacht racing news of major significance; commentary, opinions, features and dock talk . . . with a North American emphasis. Corrections, contributions, press releases, constructive criticism and contrasting viewpoints are always welcome, but save your bashing and personal attacks for elsewhere.
THE PREZ SAYS With regard to crew weight and the control of such, ISAF says that a class can initiate weight limits. What limits they impose, what scales they use, or how often they test is totally up to the class and the sailors. On the general issue of weight testing, I personally would like to find other simpler solutions than the inherent medical problems caused by quick weight loss imposed by trying to make a limit. There are many ways in my opinion which can help if you wish to control crew weight. The skill of being able to gear down and steer well has been replaced by "Where's the Beef!!" Several years ago, I had calls from two top-ranked women 470 sailors. The first, from Spain, said that ISAF must demand the trapezoid course as she had special sails, mast and had trained for this course. The other, from the USA, gave exactly the same reasons and demanded the old Olympic Course. After reflection, being one of the smallest Finn sailors in captivity, it became obvious that the reasons given were nonsense and that the Trapezoid favoured lighter sailors, because of the downwind finish, and the Old Olympic Course favoured heavier sailors, because of the upwind focus. Being a Finn Sailor, I always noticed that at the Finn Gold Cup the heavy sailors dominated because the first weather leg was 2 miles long. Also in big seas they have an advantage because you need the weight to drive off, while in flat water you can pinch going higher but a little slower. In the events where the weather legs were reasonable and on enclosed waters the smaller sailors were competitive. I tried to convince the Star sailors that they should not allow crews to go in front of the mast downwind which allows the gross crews an advantage both upwind which is obvious, but also downwind because they can pull the stern out of the water reducing drag so they win both ways. If they stopped the crews going on the foredeck (or standing up on any deck) and had downwind finishes the weight of the crews would go down. If they cut the roach of the sail back to where it was fifteen years ago they would depower the rig also. With these changes the crew weight would be reduced as it would not be fast to have so much "Beef". If they got rid of the hiking belt and made them hang by their thumbs the crew would have to be fit also. In the big boats if you had to keep all parts of your body inside the life rails, then "beef" would not be as important. Also I have sailed in water-ballasted boats and they are great which cuts down the "beef" required. - Paul Henderson, Making Waves Full report: www.sailing.org/makingwaves/default80.asp#2
KIWIS Bruce Farr, the man behind the V60 prototype, drew up six, while America's Cup champion designer Laurie Davidson was called on to come up with a race winner for the Norwegian Djuice Dragons campaign. Dalton returns to the Southern Ocean heading a two-boat Finnish-Italian syndicate, but is still very aware of his sailing roots. "While we haven't had a yacht funded at home since the New Zealand Endeavour campaign in 1993-94, Kiwis still have a big influence," Dalton said. - NZ Herald Full story: www.nzherald.co.nz/sports/
COOL WEATHER SAILING
MEASUREMENT DRAMA The problem appears to hinge on a simple oversight by Frers. The V.O. 60 rule stipulates that the bow profile shall be either straight or mildly concave(curving inwards) from the deck edge to a point just above the waterline. When the Frers-designed boat was check measured in England just before the race it was found to be convex (curving outwards) - in contravention of the rules. Modifications have now been made at Nautor's newly acquired Camper & Nicholson facility in Gosport. - Peter Bentley, Volvo Ocean Race website Full story: www.volvooceanrace.org/news/prerace/n0_010917_frersbow.html
LETTERS TO THE CURMUDGEON * From Malcolm McKeag (edited to our 250-word limit): I join with Donal, Christian and the many other non-US readers of 'Butt holding hands with our friends in the USA - not forgetting that no fewer than 40 different nations had citizens killed in those attacks last week. On the subject of half-masting flags and ensigns, when an ensign (on either a staff of a gaff-halyard) is to be worn at half-mast in this country or aboard British vessels the correct position is one depth of the hoist away from the close-up position. This is not always possible in yachts, with their relatively short ensign staffs. In that case a position which indicates that the engign is intentionally being worn at other than the normal position will suffice. What is clear, probably in the US jurisdiction as well as over here, is that 'half-mast' does not mean, literally, half-way up what ever mast the flag happens to be on. For those who wish to do these things with complete propriety, when half-masting formally (and is there any other way to display such a signal?) the flag or ensign should be hoisted first to the close-up position, then lowered to half-mast. Also, here in the UK, flags are flown and ensigns are worn. In the enormity of all the things that surround the events of last week, fretting about how to display flag signals will to many be the least of their worries. But when standing fast against anarchy, such proprieties take on a significance beyond their immediate petty-ness. * Ryan Hamm: The Charleston Ocean Racing Association and the Charleston Yacht Club hosted it's annual Volvo Leukemia Cup Regatta this past weekend thanks in part to some of the inspiration from Scuttlebutt. We thought long and hard but after sending many of the competitors a copy of David McCreary's letter in To Sail or Not to Sail there was overwhelming demand to keep the races on. Over 50 boats participated in the event, yet because of very heavy breezes only 22 boats took part in the on the water parts, but the charity festivities were better attended than ever. Over $80,000 was raised to fight the #1 disease killer of children. That's over 150% over last years total. The event was a true success, everyone flew their American Flags, and true to David McCreary's words almost everyone "wrote a check to charity". * Antony Barran: Instead of racing the Big Boat Series on Friday, a group of about 10 boats met up at St. Francis and headed out of the marina. We put our mains up at the entrance and headed west to Blackaller Buoy. There we put up our kites and sailed past St Francis. It was quite a site with all of the boats flying large American flags from the backstay racing along at 10+ knots. Once past St. Francis we sailed to Pier 39. There in front of a reasonable crowd we dropped a large wreath in the water, from Pendragon. Then all of the boats circled the wreath dropping flowers in the water. It was a wonderful event. * From Dave Rayner: I realize the comments on what is right and proper for flags aboard vessels is an important topic on this forum, I thought that I would offer my observations. Traditionally speaking, the American flag is not half masted on vessels at dock or under weigh, however because I work at a major Maritime Museum, this issue has been a hot topic. It was decided to call the local Coast Guard District to see what their current policy was. Given the magnitude of the event we all watched, their vessels in port and under weigh are at half mast. This is a significant accommodation as no vessel during WW II ever half masted their flags. However I do think it is fitting, given the loss of civilian live.
JIBING TECHNIQUE AND TIMING Timing is everything, goes the old maxim, and when it comes to end-for-end jibing, that wisdom applies in spades. On most boats, end-for-end jibing a spinnaker pole is a one-person job, which makes the timing-and technique-all the more important. Some foredeck crews prefer to release the inboard end of the pole before the outboard end, and some vice versa. It's all a matter of what works for you and what will keep the sail flying through the jibe. Once the jibe has been called, the foredeck crew must spring into action, which ordinarily means bracing him or herself against the mast in order to keep both arms free for the procedure. The first step is to grab the old sheet (which will become the new guy) and then trip the outboard end of the pole to release the old guy. However, if it's windy, the pole is likely to be under a great deal of load and it might require two hands to safely detach it from the mast. If that's the case, grab the old sheet after the inboard end of the pole is free. Put the new guy into the outboard end of the pole as the boat moves through the jibe and then quickly thrust the pole outward and reattach it to the mast. If the boat is performing a reach-to-reach jibe, the bow person should have plenty of time to do the job, but avoid getting caught behind schedule because once the boat starts heading up on the new jibe, it will be increasingly difficult to reattach the pole. - Rich Bowen, SailNet website. Full story: www.sailnet.com/collections/racing/index.cfm?articleid=bowenr0009&tfr=fp
TRANSPAC WINNER SPEAKS!
SCHEDULE CHANGES Additionally, US Sailing will act as a clearinghouse for status information of sailing events throughout the country. Updates will be posted at www.ussailing.org
QUOTE / UNQUOTE
J/22 EAST COAST CHAMPIONSHIP On a typical Chesapeake day, the final two races were sailed in 4-8 knot breezes, with a strong tide coming straight down the racecourse. In a scene that bodes very well for the Rolex Women's International Keelboat Championship to be held in Annapolis next week with three of the top five were teams tuning up for the event! Haberland and her team (Dini Hall, Kristen McKlintock, Denise MacGillivrat) sailed very consistently across the eight races, which saw breezes from 20 knots to 4 knots over the three day event. None of the competitors in the event were able to get away with two finishes out of the top ten, Haberland had only one. - Jeff Borland
Final results:
470 WORLDS
Final results
Women:
CORRECTION
THE CURMUDGEON'S OBSERVATION |
