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SCUTTLEBUTT 3710 - Thursday, November 1, 2012

Scuttlebutt is published each weekday with the support of its sponsors,
providing a digest of major sailing news, commentary, opinions, features
and dock talk . . . with a North American focus.


Today's sponsors: Ullman Sails and Point Loma Outfitting.

Since its landfall on Monday evening October 29, Hurricane Sandy has left a
wake of destruction throughout the Mid-Atlantic and northeastern United

The sport of sailing proved particularly vulnerable to the powerful winds
and storm surge, with extensive damage being reported among the facilities
and venues the sport relies on.

To help recovery efforts, Scuttlebutt seeks to share information from those
affected by Hurricane Sandy. Please send your report to
This report comes from Dawn Riley, Executive Director of Oakcliff Sailing
Center in Oyster Bay, NY:

"No one was sure exactly where or when Sandy would come ashore but we tried
to prepare for the worst, tying down all of the boats in the yard to heavy
equipment, and moving equipment to the higher ground at 3 South Street.

"On Monday, as the storm was approaching, a small team of Oakclifers headed
out to do final checks and lengthen the spectra storm lines with flotation
attached to minimize the chance of wrapping. By the time we were done it
was blowing 30 with solid gusts to 50 knots. As we were tying the final
lobster boat, we could hear and see trees shattering in the wind and
actually wondered if we were safer staying on the boat. But we headed back
to the shop to plastic and sandbag all of the doors with two pallets of

"The midday high tide came just up to the doors but we knew we had one or
two more to go.

"Monday night was rough, and when I returned on Tuesday, I was happy to see
the Ker 50 floating peacefully in the sunshine. Sadly, that feeling did not
last long, as I scanned the horizon and was horrified to see eight masts in
a row where the Match 40s had been. We are currently waiting for the
arrival of the crane barge to float the boats.

"I am holding on to the fact that in the old days this was the way that you
prepared for a hurricane: Sink the boats. Thankfully, they do not have any
electronics or engines, so hopefully we can rinse and sail. I am trying to
stay optimistic, and we have kept ourselves busy from sunrise to sunset
cleaning up the clubhouse and the shop that was surrounded by two feet of
water with only 2-3 inches getting past the sandbags." -- Forum, read on:

By Darrell Nicholson, Practical Sailor
While many of the facts surrounding the loss of The Bounty are still
unknown, and the accident will no doubt come under all kinds of scrutiny,
one thing is clear: Fourteen sailors would probably not be alive today were
it not for the U.S. Coast Guard.

Of all the missions that the U.S. Coast Guard is engaged in - ranging from
drug interdiction to navigation-aid maintenance - search and rescue is its
most important, in my mind. But it does not come without cost.

The price tag for a search-and-rescue operation like the one launched to
save the crew of The Bounty is difficult to gauge. Every rescue entails
hidden costs - not just in dollars, but in lives. In March of this year,
four Coast Guard officers died while training for a mission similar to the
one that saved The Bounty's crew. Is it worth it? In 2011, the Coast Guard
responded to more than 22,000 search-and-rescue cases and saved more than
4,000 lives. It would be hard to argue that dollars spent on search and
rescue offer a bad return. But that doesn't mean they can be squandered.

Next spring, the Coast Guard budget will again come under scrutiny. The
proposed fiscal year 2013 Coast Guard budget shaved about $370 million from
the previous year, and we can expect more proposed cuts this year. I'm not
so concerned about the total cuts to the Coast Guard, but I do care about
where these cuts are targeted and how they are implemented.

Rolled into the U.S. Department of Homeland Security in 2002, the U.S.
Coast Guard is engaged in 11 different missions ranging from drug
interdiction to maintaining aids to navigation, each with its own tough
challenges and inherent waste. In addition to saving more than 4,000 lives,
the Coast Guard inspected over 21,600 shipping containers, interdicted over
2,000 illegal migrants, and prevented 300,000 pounds of illegal drugs and
millions of gallons of oil from reaching our shores. Its FY 2013 budget was
just shy of $10 billion. With an aging fleet of cutters, it is the epitome
of a government agency stretched thin.

But as citizens and sailors, we need to be aware of how our Coast Guard
dollars are spent. Read more:

HMS Bounty details:

UPDATE: (October 31, 2012) - The Coast Guard continues its search Wednesday
for the missing captain of the HMS Bounty approximately 145 miles southeast
of Hatteras, N.C. Missing is Robin Walbridge, 63. The Coast Guard Cutter
Gallatin, a 378-foot high-endurance cutter homeported in Charleston, S.C.,
arrived on scene at approximately 3 p.m. Tuesday and began searching for
Walbridge. The crew aboard the HC-130 Hercules aircraft from Coast Guard
Air Station Elizabeth City, N.C., secured their searches for the night at
approximately 7:30 p.m. Tuesday. -- Read on:

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Rod Davis, coach for the America's Cup challenger Emirates Team New
Zealand, provides some answer to a question he's often asked ... "what do
you do out there all day?"
When Emirates Team New Zealand goes sailing on the AC72, people might think
we just rip around all day up on foils, trying to set a new speed record or
outrun our poor, and very faithful, chase boat drivers.

We don't, well not any more. We did for a little while, but we needed to
get on with a programme to win the America's Cup. There is no typical day
when we're sailing the big cat. Each time we go out, we chip away at the
huge list of things we need to learn.

Here's a very brief precis of the other day's programme:

Wing in at 6:30, boat in the water at 7:00, off the dock 8:30 (after boat
checks). Forecast was for 10-12 knots of wind.

First on the "to learn" list: check a new number two jib, a development of
an earlier sail. Jibs are numbered just like any other boat, one being the
biggest and four being the smallest. I'm not sure of the logic there.

Next sail on the list was the new second-generation "Code Zero". The AC72,
like the AC45, has two downwind sails. A gennaker for lighter winds that
goes way back, overlapping the wing and a code 0 that looks like a
mast-head jib in profile which is used in stronger downwind conditions.

Speed testing followed. Foiling vs non-foiling using all possible settings
to make each configuration work to the maxim of its potential.

The 72 covers a lot of miles in an hour of this kind of work, and we get a
long way from home. The downhill runway is put to good use with up-wind
sailing back into the gulf.

Then it's time for some pre-starts. From our experience with the AC45 we
know there is a lot on in the pre-start... deploy the gennaker for the
entry, furl it for the dial up (that seems to happen more often than not)
then head to wind, bear off, another gennaker deploy and furl in the gybe,
for the final run to the start line with the all-important time on distance

All of the above happens in just two minutes. It's an understatement to say
we've got a lot on.

Back at the dock, the boat is lifted from the water and packed away. After
debriefing the day on what we learned and how to do it better next time
some of us get out of the office by 6pm.

And the next day we have the same timing with a wing lift at 6:30 am...
forever chipping away on the to-learn list.


Famous for accumulating more sailing trophies and records than just about
any other campaign was Californian Jim Kilroy and his Maxi race boats named
Kialoa. From Kialoa 1 in the '50s through to Kialoa 5 in the '80s, it was a
historic era in offshore racing.

Kilroy has released the beautifully illustrated autobiography - KIALOA
US-1: Dare to Win - which recounts the adventures of the KIALOA teams as
they raced around the world and the lessons in business, in sailing and in
life that they took away from it all. Here is an excerpt:
KIALOA II (1964-1973) - S & S 72-foot

But KIALOA II had done it, winning the '69 Transatlantic Race just as her
crew predicted. The victory was a testament to the skill and tenacity of
our crew, who sailed a fast, technical race.

What a victory it was for our dedicated team. As always, they were
outstanding. I salute them all.

And a further salute to the almost 6-year-old KIALOA II: What a boat.

The reaction by the Irish people to a first-generation American Irishman,
and several Irish crewmembers, winning the race in honor of the 250th
anniversary of the Royal Cork Yacht Club, was simply unbelievable. The
Irish humor and celebration now began in earnest. It lasted for quite some

I have one last story to tell of our race to Ireland, one of the most
memorial of my life. Shortly after Huey Long and Ondine had finished, Huey
called to ask where we were. This reminded me of the 1959 Honolulu Race
when KIALOA I was less than fifty miles form the finish line, sailing well
in fresh breeze. Don Haskell of Chubasco, who had already finished, called
to ask our position. When I told Don where we were, he said
"Congratulations, it looks like you are the winner."

I thought back to that unlucky year and the friendly call from Don Haskell,
and what transpired almost immediately thereafter. The wind totally died.
In big, sloppy seas, with KIALOA I rolling, slatting and banging around, we
fell to fifth overall. It was sheer misery.

I could not and would not do that again. So, when Huey called, I told him
we were well off Cape Clear, about 60 miles out, when in fact we were
really at Galley Head, about 27 miles from the finish.

Sorry Huey, I didn't mean to deceive you; at least we gave you a few hours
of happiness. I just didn't want the wind to go away.

As written by Dwight Chapin, from the Sunday edition of the Los Angeles
Times, on July 27th, 1969, Kilroy's yacht, the KIALOA II, and his 13-man
crew survived a flood of minor difficulties to beat Ondine on corrected
time, 12 days, 21 hours, 6 minutes and 35 seconds.

The Atlantic was its usual, unpredictable self. KIALOA II encountered fog,
heavy rain, reefs and challenges of every sort. But they were met by a
dedicated crew, that included just one salaried hand. And because the
challenges were great, so is the satisfaction. -- Read on:

* La Rochelle, France (October 31, 2012) - After 13 races, the University of
Dublin (IRL) holds a 12 point lead over Dalhousie University (CAN in the
32nd edition of Student Yachting World Cup). Racing in the 31-foot one-design Grand
Surprise continues through November 2. --

* One hundred thirteen entrants will compete in the World O'pen Bic Cup
2012 on November 1-3, hosted by Miami Yacht Club in Miami, FL. --

* Fort Worth, TX (October 31, 2012) - Final preparations are underway at
Fort Worth Boat Club for this year's J/80 North American Championship,
November 2-4, with racing on Eagle Mountain Lake. Thirty-one boats are
currently registered for the event, including last year's top five
finishers at Larchmont Yacht Club in New York. --

* The Global MBA Trophy, which pits graduates from the world's top MBA
programs, will compete November 3-4 in Sunsail's Beneteau First40s on San
Francisco Bay. Details:

* The latest release of the ISAF Match Race Rankings (Oct. 30, 2012) finds
Ian Williams (GBR) has further strengthened his grip on the top of the Open
division which he has held since the turn of the year. Anna Tunnicliffe
(USA) continues to hold firm on the World #1 spot in the Women's division
after having been dominant over the past 12 months.Taylor Canfield (ISV) is
now ranked 9th in the Open division following his victory at the Argo Gold
Cup, the penultimate event on the Alpari World Match Racing Tour, in
Hamilton, Bermuda. -- Full report:

SLAM introduced their first generation of Skiff clothing a couple of years
ago. It was quickly used by some of the best dinghy sailors in the world.
Earlier this year they added a "Coldy" version for those that sailed in
colder water, and needed the additional warmth. They also introduced the
second generation of their original skiff line, a true refinement of an
already good kit. So where does the "Cheap" come in? The first generation
now needs to be cleared out, so we've reduced the price by 40%. Just in
time for frost biting, and the Holidays! Check out these savings on some
great gear at:

Scuttlebutt strongly encourages feedback from the Scuttlebutt community.
Either submit comments by email or post them on the Forum. Submitted
comments chosen to be published in the newsletter may be limited to 250
words. Authors may have one published submission per subject, and should
save their bashing and personal attacks for elsewhere.


* From Jim DaSilva:
Having just completed our fifth season at Sail Salem, I was encouraged to
read of the successes being experienced by Kent Fox and the LYC Sailing
Foundation in South Florida (Scuttlebutt 3708).

The Salem Community Boating Center ( provides free
sailing lessons for those in and around the sailing communities of Salem,
MA. One week's worth of lesson costs us $140 and we just, this season,
surpassed our 1000th student. Bootstrapped yes, but we are increasing our
visibility and donor base from year to year. Being able to afford a full
time executive director is our immediate goal, as we all work more than
full time, have families, yet believe in squeezing in the hours to provide
an opportunity to those less fortunate.

Day 1 - "I can't do this"
Day 5 - "That was awesome"

This is the response after having rigged their own boat, sailed it around
Salem Sound and returned to the dock with more confidence that they ever
dreamed of. Priceless!

A great thanks to all of you sailors who support programs like ours and

* From Frederick W. Mueller:
The French have mastered open ocean racing over many years and with
concomitant technology which has had a huge impact on the sport. That Loick
Peyron should be singled out for his achievements is amazing and well
deserved (as a nominee for 2012 ISAF Rolex World Sailor of the Year).

There are many others who deserve respect, notably Eric Tabarley. There is
a generation of French sailing extremists who have defined the sport,
heroes all. They have led to the Hydroptere project, which has been
currently at the threshold of sailing speed.

One final comment, and it is about catastrophe, which many Frenchmen know -
a price paid for success. French Canadian Gerry Roufs perished while taking
part in the 1996-97 edition of the Vendee Globe. Roufs was in second place
when his Argos position-indicating beacon ceased to transmit; his boat was
found on the coast of Chile in July 1997. In 1978, Roufs along with crew
Charles Robitaille had placed second at the 470 class World Championship.
Helluva guy, and driven to push the envelope.

* From Rob McNeal:
Regarding the decision by the HMS Bounty's Captain to sail out into TS
Sandy, let's not forget that the captain has apparently paid with his life
for that decision. Also, like a lot of sinkings I am aware of, this one
appears to be related to a loss of power. Lose power on most any boat in
big seas (watch "Deadliest Catch"?) and bad things will happen. I know that
technically this was a sailboat but I don't see a crew of volunteers
(likely not experienced in heavy weather sailing) actually sailing that
ship out of harm's way here. I hope they salvage the vessel while they can.

* From John Longley:
After my involvement with the America's Cup, my next project was building a
replica of the 106-foot HMB Endeavour, Captain James Cook's famous ship of
discovery. Like HMS Bounty, she was a replica of a Whitby Cat - small 18th
century colliers built with remarkable strength so they could be grounded
and loaded at low tide in remote locations.

In the southern summer of 1996, Endeavour was touring New Zealand. While on
exhibition in the port of Gisborne on the east cape of the North Island, an
out-of-season Cyclone (southern hemisphere Hurricane) formed to the north,
which was predicted to track down the east coast of New Zealand.

The Captain and I were very concerned for the ship as Gisborne had a bad
reputation for surge, with ships routinely berthed with wire hawsers to
hold them to the wharf.

Wooden ships like Endeavour were not designed to go alongside a wharf and
in rough conditions can sustain significant damage. During the eighteenth
century they would usually have been loaded and unloaded from a mooring or
anchor or, as mentioned above, directly off a beach.

We knew if we stayed in Gisborne the ship would likely sustain significant
damage so we took the decision to go to sea. Fortunately there were good
favorable winds and the ship was able to get about 100 nautical miles to
sea before the cyclone hit, which by then had been downgraded to a
sub-tropical storm. -- Forum, read on:

The Industry News category of the Scuttlebutt Forum provides an opportunity
for companies to announce new products and services. Here are some of
recent postings:

* Swan 57 Ocean passage / charter in Carib
* New South Florida B&G installer
* Book by Renowned Ocean Racer Jim Kilroy
View updates here:

I heard a guy complaining how expensive his wedding is. He is going to be
real pissed when he finds out how much his divorce is going to cost.

Allen Insurance and Financial -
Hall Spars & Rigging - Ultimate Sailing - KO Sailing - North Sails
Annapolis Performance Sailing - Gladstone's Long Beach - Ullman Sails
Point Loma Outfitting - Camet - Dieball Sailing - Key West Race Week

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