SCUTTLEBUTT #365 - July 26, 1999
CMAC
COWES, ISLE OF WIGHT, JULY 23, 1999--A jubilant Netherlands team won the
Champagne Mumm Admiral's Cup, the world series of international offshore
racing, today. The US Team defending the prestigious gold trophy finished
the series in fifth place after points were totalled for the 364-mile Wolf
Rock Race, the final event in the ten-day series.
Winners of the offshore classic series for the first time, the Dutch crews
staged a noisy champagne-soaked celebration on the docks in Cowes as their
last boat finished. The European team was second overall while the
highly-regarded British team finished in third place, despite the fact that
its Mumm 36 Barlo Plastics, campaigned by a youthful crew led by Tim
Powell, was the top-scoring yacht of the series. Germany was fourth.
Idler, David George's Nelson/Marek 50 from Hartford, CT, led the fleet
around the entire course on the Wolf Rock Race but dropped to third place
after handicaps for the class were computed. Bob Towse's Sydney 40 Blue
Yankee Pride, from Stamford, CT, finished fourth after holding second place
for the first half of the race. Matt Whitaker's Ciao Baby, from Houston, TX
fought her way back to fifth place in the long distance race after trailing
in sixth for much of the race.
Blue Yankee Pride was first boat in the Sydney 40 Class in a smart
spinnaker run out of the Solent but was overtaken by Europe's Merit Cup on
the reach out to the mid-Channel buoy. She held second place on the long
first night's beat into heavy winds and seas and rounded the half-way
Helston Buoy still in second.
"After Helston it was a beam reach, with assymetrical spinnakers," said
Peter Isler, tactician on Blue Yankee Pride. "We hadn't had a legimate test
of these sails in this new class until this leg. The German boat MK Cafe
was clearly superior in these conditions. She was smoking and blew past us
from third place to first." "We needed more time in the boat," said
sailmaker Steve Benjamin, from Norwalk, CT, the helmsman of Blue Yankee
Pride. "We had great downwind speed, but we also had superb competition
from the world's best crews. To cap it all, we found we were lacking in
reaching conditions."
Aboard the big boat Idler, skipper and owner George David, from Hartford,
CT, won the "Hiking on the Rail" award, according to his helmsman, Ken
Read, from Newport, RI. "He only slept two hours in a race that lasted
nearly two days. He's an iron man and perhaps the most competitive guy on
the boat." Clearly disappointed by the outcome, Read promised: "We'll be
back. The US waited 28 years for its last victory in the Champagne Mumm
Admiral's Cup. We're not going to wait 28 years for the next one."
Idler led the fleet out of The Solent despite the fact that her rudder
quadrant had broken moments after the start and Read was unable to use the
ship's wheel. "We got in some real quality time steering with the emergency
tiller," said Read. "We got the quadrant fixed but it broke again on the
beat to Wolf Rock and Bill Newkirk and Bob Wylie were the real heros of the
race. They worked aft, under the deck, in awful conditions to get it
repaired. It has been that way throughout the regatta. Bill has been
keeping the boat afloat while we've been trying to break it."
Idler continued to lead but Read noted, "for the first half of the race we
were holding on for dear life. We were struggling with upwind stuff all
throughout the regatta and the crew sailed their best leg of the regatta on
the long upwind leg to the Eddystone Light. We were clearly in defensive
mode but with impressive crew work we held off the two boats who were
trying to break through." Although spinnaker running was considered to be
Idler's strongest point of sailing, Read said she began to work clear of
her competition in lighter reaching conditions returning from Wolf Rock.
Chris Larson of Annapolis, helmsman of the US Mumm 36 Ciao Baby, said that
the big gains his boat made in the closing stages of the Wolf Rock Race
made scant inroads into her sixth placing at the Helston Buoy turning mark.
Matt Whitaker's boat from Houston, TX, finished fifth, and just behind the
fourth-placed Italian boat Breeze, after a boat-for-boat battle into the
finishing line.
"We did well on the inshore racing for the series," Larson said, "but we
struggled in the offshore events."
This was the 22nd Admiral's Cup biennial regatta. The US was the defending
nation, after winning in 1997. Eight three-yacht teams raced this year:
Australia, Commonwealth, Europe, Germany, Great Britain, Italy,
Netherlands, and the United States. The trophy goes to the nation whose
team accumulates the lowest overall points total in the eight races,
including two distance races, which make up the series. -- Keith Taylor
Final results (with team points per race and total low points): 1.
Netherlands (5-15-14-12-30-11-9-28), 124; 2. Europe
(15-13-15-8-15-18-18-31.5), 133.5; 3. Great Britain
(7-10-14-9-20-16-20-45.5), 141.5; 4. Germany (16-10-13-10-42.5-8-9-36.5),
147; 5. USA (18-11-6.5-13-45-8-14-42), 155.5; 6. Italy
(16-19-11.5-12-37.5-8-10-49), 163; 7. Australia
(15-13-18-22-30-20-15-80.5), 213.5; 8. Commonwealth
(18-19-16-24-60-25-23-73.5) 258.5;
Event website: http://mummadmiralscup.org/
END OF AN ERA
Two of sailing's great chose to bow out of grand prix level offshore racing:
* Bob Towse, a committed and highly competitive owner who has represented
the United States of America in no fewer than four Champagne Mumm Admiral's
Cups revealed that this will be his last. Towse sailed aboard his BLUE
YANKEE Pride as navigator in this series, and clearly enjoyed the
experience - but enough is enough, he says. 'This was darn near a sprint'
he said of the 380-mile slog all along the English south coast and back. 'I
spent 27? hours on the rail before I got any sleep - that's the way it
should be when you're doing your last Admiral's Cup'. While clearly
disappointed that his beloved team had not been able successfully to defend
the Cup they won two years ago, Towse was fulsome in his praise for the
intensity and quality of the competition in this year's event. 'All my
dreams came true except one. Going into this last race six teams had a
legitimate shot at winning the Cup - that tells you a lot about the calibre
of the competition through the series' he said.
Although this may be Bob Towse's last Champagne Mumm Admiral's Cup, rumour
has it this talented and committed owner/ sailor has his eyes cast on
something a little larger - so it is likely that competitive sailing will
hear from him again.
* Britain's Chris Law also announced his retirement from national
representative sailing. 'This is the last time I shall represent Great
Britain in international sailing' Law told an interviewer. Law had been
brought into the team by Stephen Bailey, team captain and owner of the
Sydney 40 Nautica Arbitrator. The boat - and the team - started well and
led the series through its early stages, but by the Kenwood Cup races the
wheels had begun to come off the Arbitrator - and thus the British -
campaign. The Sydney 40 was 7th in the first race of the Kenwood Trophy,
and last in the second having sailed through its spinnaker during a mark
rounding. Law on the final race took Arbitrator off from the pack - in the
final race of a series like this, either a good winning or a bad losing
move. It was not a winner. Coming ashore, Law took full responsibility,
and confirmed his decision to retire. 'I am hanging up my oilskins' he
said. 'I am 47 years of age, and it is time to move over to let the next
generation through.' -- Mumm Press Office
UNHAPPY BRITS
Few sportsmen attract the intensity of feeling that surrounds yachtsman
Chris Law. The British skipper was firmly in the dock as the man who may
have cost this country its first Admiral's Cup win in a decade. Law's
yacht, Nautica Arbitrator, finished last out of her class in the final Wolf
Rock offshore race. Fourth or better would have given the host country the
unofficial world championship of offshore sailing.
"In my opinion Chris Law is incapable of leading a large sailing programme
in a competitive situation," said a furious Harold Cudmore, manager of the
British Admiral's Cup programme. "He can do an outstanding job until the
pressure comes on, then he crumbles. This is a great sporting disaster.
There is no excuse and he must not be allowed to hide on this one."
Far from hiding, Law threw his hands in the air the moment he docked and
announced his effective retirement from competitive sailing. "I don't have
the personal ambition any more to be out there every day trying to prove
that Chris Law is a great helmsman," said Law, who is 46. "Not everything
that went wrong in the final race was my fault but I was the skipper and
I'll take responsibility for the result."
Why, then, as manager of a three-boat British team that was well funded by
sponsors and favourite to win the Admiral's Cup, did Cudmore choose a
skipper he had doubts about? "This has damaged me too and I know I have a
share of the blame," said Cudmore. "I thought Chris would do one or two
stupid things during the regatta but I didn't think he'd lose us the cup.
Well, I was wrong."
One of the complexities of the Admiral's Cup was that while Cudmore was
paid to manage the team effort, each boat has an individual owner who had
hired and paid his crew. Stephen Bailey, a London lawyer, owns Arbitrator
and stayed loyal to Law throughout some furious rows.
At one point Bailey and the rest of the crew asked Law to step aside for
last weekend's short offshore race, after an afternoon in the Solent where
some harsh words were said and tempers ran high. Law declined to step off
the boat and a peace was brokered. "Chris is a friend and I hope he remains
one," said Bailey, after an unpleasant debacle that has probably cost him
personally in the order of L250,000. "He's coached my largely amateur crew
to a level I would hardly have thought possible. However, Chris gets
excitable about things. My boats work on the basis of trying to keep calm
and help one another through problems, not having instantaneous inquests
when things go wrong."
Ironically, Law turned down a considerable sum of money to go to Auckland
as tune-up skipper for Paul Cayard's AmericaOne challenge for the America's
Cup. Bailey was willing to release him from his contract; Law decided that
loyalty came before pounds. -- Keith Wheatley, The Sunday Times, UK
For the full story: http://www.sunday-times.co.uk
PORT HURON MAC
The 1999 Port Huron Mac began with a forecast of Force 3&4 southwesterly.
However, observed winds did not support this. Still, the fleet did get a
bit of heavy weather at the end of the starting sequence. While the earlier
starts had southwest winds, the middle group of starts went off in almost
calm conditions. The in a pattern indicative of frontal passage the wind
came hard from the north, putting the fleet on the wind.
It was during this sequence that the Santa Cruz 70 Cynosure lost its mast.
The mast snapped of at deck level. After the thunderstorm the Cove Island
fleet set spinnakers. Eventually the wind headed them and up went white
sails. First to Cove Island was the catamaran Stars and Stripes rounding at
0457 Sunday. Several hours later Stars and Stripes was dismasted and out
of the race.
By 0535 Monday Earth Voyager a multi hull finally reached the finish line.
First monohull was Trader, which overtook both RX-Sight and Pied Pier after
Cove Island. By 1130 the fleets big boats were in. Then the wind shut
off. During the wait for more finishers it became apparent that John
Nedeau's Windancer VI had won the IMS/GL 70's class. Windancer VI scored a
remarkable 42-minute victory on corrected time. 2nd was Chicago Mac winner
Pied Piper.
It was a 7 to 8 hour wait for more boats to finish. Folks awaiting the
boats on Mackinac Island ran out of ways to say the wind is calm. Although
a shorter distance, boats on the Shore Course took even longer to finish.
We do know section winners for the Cove Island course. They are as follows:
PHRF A & Overall: Trader- Andrews 70; PHRF B Oracle Farr 44; PHRF C Big
Kahuna J-120; PHRF D Eclipse C&C 41; PHRF E Vagary Peterson 43; PHRF F
Major Detail J-35; PHRF G Pendragon Contessa 43; PHRF H Tigress Standfast
40; PHRF I Dandelion Heritage 1 Ton; PHRF J Phoenix Ranger 37; IMS/GL70
Windancer VI Nelson Marek 68.
Courtesy of the Torresen Sailing Site: http://www.torresen.com
SIMILARITY
There are few similarities between Naples Sabot mainsail and the #3 genoa
for a ULDB 70. But there will be one dramatic similarity if both of those
sails have an Ullman Sails tack patch -- they will both be fast. The same
applies to a 470 jib, a J/120 A-sail, the main for a 505 or a Schock 35
kite. Right now is the very best time to find out how affordable improved
performance can be:
http://www.ullmansails.com/
PAN AM GAMES PREVIEW
GIMLI, MANITOBA, CANADA (July 25, 1999)--A 30-knot southerly breeze, with
gusts reaching 40 knots, delayed racing today at Lake Winnipeg, site of the
sailing competition for the 1999 Pan Am Games. Sailors-111 of them from
North, South and Central America as well as the Caribbean Islands--arrived
at Gimli Yacht Club this morning, prepared for an 11:00 start. Instead,
they got a long-lasting blast of fresh air. A postponement flag was
lowered at 12:30 and sailors zipped out to the race course, utilizing the
tail end of the passing front. After shifting west, the wind moderated to
a shifty 15-20 knots for the rest of the afternoon and showcased solid
performances from Team USA. The Americans posted medal worthy top-three
finishes in six of ten classes, all of which completed two races on this
opening day of sailing competition. -- Barby MacGowan
The Pan Am Games, which host 37 sports and 5,000 athletes, are held every
four years. More information on the Pan Am Games can be found at
www.olympic-usa.org.
Pan Am Sailing Results Day 1 July 5, 1999: EUROPE (5 boats); 1. Serena
Amato, ARG, 2-1; 3; 2. Fernanda Pinto, BRA, 1-3; 4; 3. Tania Elias Calles,
MEX, 3-2; 5; 4(t).Lynn Olinger, Westminster/San Francisco, Calif., USA,
5-4; 9; 4(t).Victoria Crowder, CAN, 4-5; 9. FINN (6 boats); 1. Russ
Silvestri, Tiburon, Calif., USA, 2-2; 4.; 2. Bruno Prada, BRA, 5-1; 6.; 3.
J.A. Urbay Torna, CUB, 3-3; 6.; 4. Richard Clarke, CAN, 1-7 (DNF); 8.; 5.
Brett Wright, BER, 4-4; 8. HOBIE 16 (8 boats) 1. Enrique Figueroa, Carla
Malatrasi, PUR, 1-1; 2. 1. David Sweeney, Kevin Smith, CAN, 2-3; 5; 2.
Claudio Cardoso, Patricia Kirschner, BRA, 4-2; 6; 3. J.I. Maegli Aguero, J.
Maegli Novella, GUA, 3-5; 8; 4. Wally Myers, Marmora, N.J., Mark
Santorelli, Barnegat, N.J., 5-4; 9. LASER (15 boats) ; 1. Robert Scheidt,
BRA, 1-1; 2; 2(t).Mark Mendelblatt, St. Petersburg, Fla., USA, 6-2; 2(t).O.
Padron Delgado, CUB, 2-6; 8; 4(t).Diego Romero, ARG, 5-3; 8; 4(t).Louis
Echenique, CHI, 3-5; 8; ; LASER RADIAL (9 boats) 1. Kelly Hand, CAN, 1-1;
2; 2(t).Isabela Maracucci, BRA, 3-2; 5; 2(t).Sara Wright, BER, 2-3; 5; 4.
Jane Codman, Boston, Mass., USA, 4-4; 8; 5. M. Sanchez Duarte, CUB, 5-5;
10; LIGHTNING (8 boats) 1. Andrew Horton, Shelburne, Vt., Bill Fastiggi,
Burlington, Vt., Heather; Rowe, Peru, N.Y., USA, 1-2; 3.; 2. G. Schacht
Verdugo, A. Gonzalez Mas, Rodrigo Zuazola, CHI, 4-2; 5; 3. Claudio
Biekarck, Marcelo Silva, Gunnar Ficker, BRA, 2-4; 6; 4. Hector Longarela,
Gabriel Berberian, Hugo Longarela, ARG, 3-3; 6; 5. Gaston Vedani, Rafael
Lecaro, Juan Santos, ECU, 5-6; 11. MISTRAL MEN'S (9 boats) 1. Alain
Bolduc, CAN, 3-1; 4; 2. Ricardos Santos, BRA, 2-3; 5; 3. Marcos Galvan,
ARG, 1-5; 6; 4. Mike Gebhardt, Ft. Pierce/Fort Walton Bch., Fla., USA, 4-2;
6; 5. Ariel Cruz Garcia, CUB, 7-4; 11; ; Mistral Women's (5 boats)
1(t).Lanee Butler, Dana Point, Calif., USA, 1-2; 3; 1(t).Caroll-Ann Alie,
CAN, 2-1; 3; 3. Christina Forte, BRA, 3-3; 6; 4. G. Da Silva Rubio, VEN,
5-4; 9; 5. Aragon Perez, CUB, 4-5; 9. SNIPE (8 boats) 1. Nelido Monzo
Lopez, CUB, 1-1; 2; 2(t).Henry Filter, Lorie Stout, Annapolis, Md., USA,
4-2; 6; 2(t).Luis Soubie, Cecilia Granucci, ARG, 2-4; 6; 4. Ignacio
Saralegui, Ricardo Fabini, URU, 5-3; 8; 5. Alexandre Paradeda, Flavio
Fernandes, BRA, 3-5; 8. SUNFISH (9 boats) 1(t).Oskar Johansson, CAN, 3-1;
4; 1(t).Malcolm Smith, BER, 1-3; 4; 3. David Van Cleef, Newport, R.I., USA,
4-2; 6; 4. C. Van Aanholt, AHO, 2-5; 7; 5. J. Higuera Caldas COL, 6-4; 10.
More information: http://www.olympic-usa.org
LETTERS TO THE CURMUDGEON
Letters selected to be printed are routinely edited for clarity, space (250
words max) or to exclude personal attacks.
-- From Rich Hazelton, 48 North -- I have no complaint to a sailor trying
to defray costs with sponsors. It takes a lot of money to be competitive
nowadays. But I disagree with Tucker Thompson's statement, "Just going
sailing will generate exposure. It does not matter where you finish, or
even if you are racing." Maybe I'm missing his point, but all companies
want to be associated with a winner. You don't hear many companies chanting
"We're number two!" Okay, maybe Avis.
-- From Scott Truesdell -- I see no evidence supporting Phil Lever's
opinion that the ruling on K K-Yote's rating was because of perceived
performance increases. Increased mast size has been awarded rating
"credits" for a long time in an effort to produce seaworthy mast sections
and prod the fleet away from Star-like noodles. Just like in the late '70's
when Farr, Whiting, and Davidson forever changed yacht design by using
tortured hull sections to exploit a characteristic of the IOR that
over-penalized fair, high prismatic coefficient hull shapes, KKYote's
designers chose to take the mast section to an extreme. We have all
witnessed IMS mast sections grow in the last several years; this simply
approaches an extreme conclusion to that trend. "Rate Low and Go Slow" is
a carry over from the worst days of the IOR, before it matured into a
relatively stable system. The fact that KKYote's extreme mast section
provided enough girder stiffness to dispense with shrouds was a "freebie".
The decision to apply an arbitrary correction to the rating is not an
admission of failure of the IMS rule; it is an admission that the part of
the rule measuring mast sections needs to be reexamined as mast sections
approach historically large proportions.
I believe both parties (the measurers and the boat) performed in bad faith
in this matter. But IMS should have let them "run with what they brung",
let the dice fall where they may, then formally make adjustments to the
rule as evidence dictates.
-- From Chris Welsh -- With all due respect to all involved (Transpac PFD &
radio issues), if we really want to save lives in boating, we should
identify where they are being lost and react accordingly. That a boat is
unreported is not acceptable - backup radios (a lowly vhf & handheld vhf)
should be aboard and would keep every Transpac boat in touch, at least with
the fleet. The chance of equipment breakdowns, medical emergency, etc, is
large compared to the chance of falling overboard (the mandatory PFD), and
the need to be able to communicate is very real. Offshore, I wear a small
waterproof and bagged handheld vhf and small rocket flares - and I will lay
odds that the two combined will do much more to get the boat that I may
have fallen off of back to me than a PFD. I'll grant if I am knocked out
cold, the radio will not help, but nor will an inflatable PFD. Real
progress would be mandatory personal epirbs.
We currently require every kid in sabots to wear a PFD. Why? In 30 years of
sailing, I can not recall a single summer program accident where a PFD
would have made a difference. In comparison, mandatory sunblock and hats
would have headed off countless melanomas, yet we mandate PFD's and not
hats. The PFD requirements strike me more as emotionally satisfying than
really addressing the dangers faced.
-- From Roy E. Disney -- I've heard comments by some people that the
mandatory aspect of PFDs somehow infringes on their "personal freedom of
choice." Personally, I find that one of the more specious arguments of our
modern age. I wonder if these same people would feel "infringed upon" after
somebody went overboard - off their boat or someone else's - and a whole
racing fleet had to be diverted for a search for someone without a vest or
a light.
On Pyewacket, we also carried another item, Hawaiian-invented and made,
called "SEE/RESCUE." These come in several sizes, from six inches to
eighteen inches wide. They are 35-foot-long ribbons of international
distress red plastic which will float on the surface with a man overboard.
It is visible for enormous distances, both from the air and from a boat.
It's light enough to follow the contour of the waves and thus be visible
even when the man isn't.
Each of our crew had one of the six inch size (rolled up they're the size
of a small flashlight and have a belt loop) permanently attached. They are
designed to replace the dye marker, but are visible and don't disperse over
time.
As Robbie Haines said, the safety gear was easy to wear, never in the way,
and definitely confidence-inspiring. It should be part of everyone's gear
whenever they're offshore at night. On Pyewacket, we did so happily and
on more than one occasion talked about why it hadn't been a rule forever.
AMERICA'S CUP
* Plans were announced by the Executive Producer of the top-running
series, Baywatch, and Abracadabra 2000, the Hawaii America's Cup Team, to
film an Abracadabra 2000 Baywatch episode, to be aired in the 1999 - 2000
season. Abracadabra 2000 Skipper John Kolius considers the exposure
potential of the Abracadabra 2000 Baywatch episode to be impactful. "That
hundreds of millions of Baywatch viewers will see Abracadabra 2000 sailing
on our home waters in Hawaii is an unprecedented media opportunity for both
our team and for our sponsors. It is an excellent example of the value an
America's Cup team can provide to its sponsors, and of the excitement we
can generate among consumer audiences worldwide." The production schedule
for the Abracadabra 2000 Baywatch episode calls for a late July to early
August shoot. -- DJ Cathcart
* AmericaOne is in full America's Cup mode. The day starts at 5:45 AM
with our workout. Bill Bates leads the troops through a grueling routine
of cardio, free weights, and runs. Monday, Wednesday, and Friday we spend
in the local Bally's gym while Tuesday, Thursday, and Saturday we go to the
beach for one of the most difficult days of exercise that I have ever
experienced. We run about a mile through the sand with intermittent sets
of sprints, sit-ups, and push-during the run to help keep your heart rate
going near max. Normally, at this stage my heart is somewhere in my throat
and my only focus is to attempt to keep up with the team. Fortunately, I
do not make my living as a runner because it is quite difficult to keep up!
After about 15 minutes of running we are off to the grassy knoll for
various exercises for the next half hour. While I have really never
experienced this type of intense training, I can say that it is the best
that I think I have ever done. I look forward to the day that I am in half
the shape of Bill Bates! Granted all of this is written with ice packs on
each knee as I look forward to tomorrow's workout. -- Terry Hutchinson
INTERNATIONAL FJ NATIONAL CHAMPIONSHIP
Steve Klotz, of San Francisco, CA, with crew Becki Kerro of Ohio, won the
1999 Nationals, held at Pymatuning Lake, PA, July 17-18. This was Klotz1
7th National Championship and his second in a row (he won in 1998 at
Sandusky Bay, OH). This year, the CJ Class was again invited to the USA FJ
Nationals, and three CJs formed the core of the Silver Division. The two
Fleets started and sailed together, but were scored separately. Winds were
light- peaking out at about 10 kt. in one race on Saturday, but were 0-6
kt. most of the regatta. -- Mike Wyatt
International FJ- Gold Div. 1. Steve Klotz, San Carlos, CA / Becki Kerro,
Painesville, OH 5.00 points; 2. Duncan Schaefer, Chardon, OH / Graham
Schaefer, Chardon, OH 8.75; 3. Paul Hemker, New Paris, OH / Barrett Rhoads,
Nashville, Indiana 14.75; 4. Dick Steinfirst, Orange, OH / Chris Schneider,
Solon, OH 18.00; 5. Mike Wyatt, Painesville, OH / Tom Wyatt, Painesville,
OH 21.00; 6. Cloyd Beasley, Oak Ridge, TN / Alexander Stein, Oak Ridge, TN
27.00; 7. Jeff Weiler, Beachwood, OH / Linda Green, Cleveland, OH 30.00.
SNIPE NATIONAL CHAMPIONSHIPS
Mission Bay YC -- Women's Nationals after three of five races (22 boats):
1. Carol Cronin / Sherry Eldridge (3.5 points) 2. Aine McLean / Lynn Sinks
(14.75) 3. Jerelyn Biehl / De Ann Reynolds (16) 4. Pam Kelly / Michele
Bustamante (17) 5. Carolyn Brown / Laurel O'Neill (17) 6. Stacey Szabo /
Joanne O'Dea (19) 7. Julie Redler / Carol Merriman (20)
Junior Nationals (16 boats) 1. Brain Lake / Jennifer Warnock (7.5 points)
2. Brian Haines / Lauren Maxam (9) 3. Matt Melga / Jonathan Boyd (12.75) 4.
Chris Wrright / Ian Schinder (13) 5. Dustin Kays / Sean Adams (16).
Regatta website: http://www.snipe.org/
OH SO CLOSE
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GOVERNOR'S CUP
Balboa YC - Corona del Mar, California. -- Colin Campbell and crew Brian
Angel and Scott DeCurtis representing King Harbor Yacht Club won the 33rd
edition of the junior match racing Governor's Cup Regatta at This was
Campbell's third appearance in the invitational race. In 1997 he placed
third. 1998 he was in the last match of the last flight and was tied with
and defeated by Newport Harbor and came out second. This year he sailed to
a convincing 11-0 record to lock up first place by leading at every mark of
every race.
There was a three-way tie for second with the tie breaker determining that
second place went to the team from St. Francis Yacht Club and third place
went to Annapolis Yacht Club. The highly coveted Chet Purcell Sportsmanship
Award, as well as fourth place, went to the team from Royal Thames Yacht
Club, London England. -- Mike Wathen
Final Results: 1. King Harbor - 11; 2. St. Francis - 8; 3. Annapolis - 8;
4. Royal Thames - 8; 5. Royal New Zealand Yacht Squadron - 6; 6. Newport
Harbor - 5; 7. California - 5; 8. Mission Bay - 4; 9. San Francisco - 4;
10. Balboa - 3; 11. Long Beach - 2; 12. Richmond - 2;
NYYC CRUISE
Largest NYYC Cruise since WWII. Some 160 boats racing or cuising in
company. Guess the USA economy is good??. Wednesday night Boston Harbor for
the first time since the late 1800's in recognition of the cleanup efforts
there. NYYC Cruise, like the St. Francis Stag Cruise, a great reminder of
what the sport is really all about. -- Tom Ehman
Complete results: http://www.nyyc.org/Images/html/Results_Cruise_1999.html
THE CURMUDGEON'S CONUNDRUM
Why can't they make airplanes out of the same stuff they make the
indestructible black boxes out of?
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