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SCUTTLEBUTT 1369 - July 11, 2003

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TRANSPAC REPORT - SLOW
There was this report Thursday from the veteran Wendy Siegal's Cal 40,
Willow Wind: "Early morning, just at daybreak. Supposedly, there is more
wind to the south of us, but as of now we are wallowing in 2-3 knots of
wind. The newbies on board don't believe in 20-30 knot trade winds and,
quite frankly, right now, I'm wondering if it is all a myth. This is the
second light air Transpac in a row and this year is much worse than last
year. The wind predictions have not been accurate at all. When we looked at
the surface analysis yesterday, we should have been in 20-knot trades."

Typically, Philippe Kahn's Pegasus 77 sailed only 249 miles but stretched
its lead over Roy E. Disney's Pyewacket---now directly behind---from 8 to
43 miles. Pipe Dream, a Choate/Feo 37 being coaxed along by John Davis of
Long Beach in the Aloha B class, has made only 56 and 65 miles the last two
days of what looks like an 18-day trip.

"The 24-hour runs are enough to make a grown man cry," communications
officer Grant Baldwin commented from Alaska Eagle. Only eight of the 54
boats made 200 miles---a bad day by normal standards. Four are now
projected to reach the Diamond Head finish line as late as July 18, the day
of the awards dinner. No boats are projected to finish before Monday, July 14.

Through it all, Stan Honey, sailing his and wife Sally's Cal 40, Illusion,
from Palo Alto, with veterans Skip Allan and Jon Andron as crew, has
demonstrated his usual Transpac navigational wizardry---heretofore
beneficial to Pyewacket---by putting this much slower boat in the right
places at the right times. With 172 miles from Wednesday to Thursday,
Illusion had a better day than most of the boats in Division 4 and below
and now lead the next Cal 40 by 68 miles.

In his daily commentary from Pegasus 77, Kahn said, "Our strategy [against
Pyewacket] has worked better than expected," and he also took time to
question Honey's strategy and check out the Transpac 52 duel as Bill
Turpin's Alta Vita made a move on Karl Kwok's Beau Geste. "Beau Geste
didn't play the shifts as we did in order to dive south and cover Alta
Vita," Kahn said. "Stan Honey is heading north in his Cal 40. It seems that
he is trying to call an early layline to set himself up for port approach
to Honolulu. That's an interesting move given the present weather
forecasts." - Rich Roberts

Division Leaders:
Div 1: Pegasus 77, Philippe Kahn, R/P 77
Div 2. Beau Geste, Karl Kwok, Transpac 52
Div 3. Maitri, Peter Johnson, J/160
Div 4. Wild Thing, Chris & Kara Busch, ID35
Div 5. Wind Dancer, Paul Edwards, Catalina 42
Div. 6. Illusion, Stan Honey & Sally Lindsay Honey, Cal 40
Div 7. Between the Sheets, Ross Pearlman, Sun Odyssey 52
Div 8. Barking Spider, David Kory, Catalina 38

Transpac website: www.transpacificyc.org

TRANSPAC - LATE REPORT
It's beautiful sailing here: The trades are back up to 16-18 knots. We've
got our 4A spinnaker up with a staysail. This is just what the brochure
advertised and why California to Honolulu passages are probably some of the
best offshore sailing in the world. This is my sixth trans-Pacific crossing
and I'm hooked. Young Shark is just 13 and this is his third, he just loves
it. The first couple of days tend to be cold, wet and wild and then the
magic begins. We're experiencing that magic now.

As we look at the weather charts, we see squalls ahead. Quite a few of
them. Squalls in the North-east Pacific tend to become active as the air
temperature cools in the evening, but the Ocean water temperature stays
warm. Then before daybreak they usually dissolve and leave hours of light
air behind them. When racing we look for Squalls and gybe to stay in front
of them where the wind is considerably accelerated and usually shifted
right. There can be more than a 50% increase in pressure at the front end
of a squall. For example: if we're sailing in 20 knots trades, we could
expect 35 knots wind speeds in the front of a squall and we could also
expect to find ourselves becalmed if we got caught behind a squall. So it's
pretty simple: Stay in front of a squall as long as you can and escape
quickly as soon as the squall starts overtaking you. Easy to say, tough
execution. - Philippe Kahn, Pegasus 77, http://www.pegasus.com/index.htm

ADMIRAL'S CUP
Until the Admiral's Cup concludes in a fortnight's time, it may as well be
known as the Anxious Cup. That is because no one knows how the Cowes-based
series, which starts tomorrow and is contested by eight two-boat teams,
will work out.

In relaunching the series, which was cancelled in 2001 through a lack of
entries, the organising Royal Ocean Racing Club have had to pick boat types
which were available in reasonable numbers and in countries which were
likely to enter. As a result, this year's version of the cup has an odd
pairing of classes with nobody quite sure who the winner will be.

Recalling past encounters, veteran Australian yachtsman Peter Shipway said:
"The best boats were here, with the best sailors and the Solent was tough
to sail, so it was a real challenge." However, Shipway, who will be
competing in his eighth Admiral's Cup in 30 years when he sails on Bob
Oatley's radical 60-footer Wild Oats, summed up the problems this time when
he added: "The Solent's not changed, and there are great sailors here, but
no one knows quite what to expect from the boats this time." - Tim Jeffery,
The Daily Telegraph, full story:
http://sport.telegraph.co.uk/sport/main.jhtml;$sessionid$VFWQMTEY4VQIXQFIQMGCFFOAVCBQUIV0?view=DETAILS&grid=&xml=%2Fsport%2F2003%2F07%2F11%2Fsoyots11.xml

WHERE IT COUNTS
Ever spend a lot on a ball bearing block for an application that really
doesn't need it just because there were no other options? Here's your
answer. Through a combination of geometry, sheave ratios and a unique Free
Spin bearing, Lewmar's new Synchro range delivers performance to within a
hairs breadth of that achieved by ball bearing blocks, at a fraction of the
price. Synchros are great for static, high-load applications or other lines
not requiring rapid adjustment too. Annapolis Performance Sailing
encourages you to spend it where it counts. Check the Synchros out.
http://www.apsltd.com/depts/dept3248.asp

470 EUROPEANS
Day two of the 470 Europeans was a carbon copy of day one - no wind. After
numerous successive postponements ashore the "secondary" seabreeze filled
around 5:30 and the fleets were off. The men managed one race while the
women got two in a fair but shifty 4-7 knot breeze. Results were incomplete
at "press time", but the Japanese had a big day winning in each of the
three men's groups. With many pending protests and no scores from the
second women's race, the results are ambiguous at best.

The race management will be under a lot of pressure tomorrow, the last
scheduled day of the qualification series. The men need three races to
complete the minimum required to advance to the finals, with the women
needing only two. In both cases, quality is more important than quantity.
The forecast is less than impressive, and the troops remain restless. -
Skip Whyte, US 470 Coach

Event website: http://www.europe470.com/

INTERNATIONAL 470 HALL OF FAME
How often do you see 101 470s lined up on the beach for a Le Mans start?
Even for longtime 470 racers the answer is, "Never seen this before!" The
Le Mans start kicked off the final race of the Challenge Cornu, a 470
regatta in Brest, France, that celebrated the 40th anniversary of Frenchman
Andre Cornu designing the Olympic 470 dinghy. As part of the festivities,
the class introduced the International 470 Class Hall Of Fame. First to be
inducted were the Ukrainian women's team, triple World Champions Ruslana
Taran and Elona Paholchik, and 3-time 470 World Champions from the U.S.,
Dave Ullman and Tom Linskey. Photos of the Challenge Cornu, and a few
blasts from the past, are at http://www.deepseamedia.com/news.htm

JUNIOR WOMEN'S DOUBLE-HANDED CHAMPIONSHIP
Windycrest Sailing Club, Tulsa, OK - The winds on Lake Keystone blew 10-20
mph the first two days of racing. Thursday, the winds were light and shifty
in the 3-5 knot range. The RC shortened Race 8 to stay within the time
limit. Standings (30 teams in Club 420s): 1. Leigh Kempton/ Kaity Storck,
NYNJA, 8; 2. Adrienne Patterson/ Melanie Roberts, Newport Harbor YC, 18; 3.
Caroline Young/ Shannon Heausler, Davis Island YC, 21. -
http://www.ussailing.org/Idalewis/

NEWS BRIEFS
* After nine races in the Opti European Championships, Piotr Radowski from
Poland has all single digit finishes in the 178-boat boys class, and only
17 points. The top North American male is Keil Killeen from the USA in
18th. In the 105-boat girl's division, Italy's Bettina Bonelli also has all
single digit finishes (including six bullets) and just 11 points. The USA's
Alaina Bussell is the top North American in 53rd place, with Stephanie
Roble in 54th. http://www.optieuro2003.org/

* The Scuttlebutt Sailing Club is alive and well, and now has its own
virtual Bulletin Board where classified ads can be posted. A number of boat
listings are currently posted, including a Turbo Sled, a Santa Cruz 50, an
F-18HT catamaran, and a Farr 40. Need a boat, or do you have something you
want to post? Take a look at http://www.sailingscuttlebutt.com/classifieds.html

CALENDAR OF MAJOR EVENTS
* July 26-27: 30th Annual Youngstown YC Level Regatta. 300 plus boats,
One Design keel boats and Level Racing, Grand Prix Class. www.yyc.org

* July 29-Aug. 1: Optimist New England Championships, Portland Yacht
Club. Expecting 200 or more optis.
http://www.portlandyachtclub.com/pjyc/OPTINES/index.htm

MATCH RACING
Ravenna, Italy - In a truly dominating performance on a perfect day on the
waters of Marina di Ravenna (with 8 to 10 knots), undefeated Australian
James Spithill and his crew rolled off seven straight wins to take control
of the ISAF Grade 1 Trofeo Roberto Trombini match race series. Three
skippers share second place, with a six win, one loss scoreline, Paolo Cian
of Mascalzone Latino, Denmark's Jes Gram-Hansen, and Italian's skipper
Matteo Simoncelli . American's Ed Baird also has six wins, but has two
losses as well.

Leaderboard
1. James Spithill (AUS), 7-0
2. Paolo Cian (ITA), 6-1
2. Jes Gram-Hansen (DEN), 6-1
2. Matteo Simoncelli (ITA), 6-1
5. Ed Baird (USA), 6-2
6. Staffan Lindberg (FIN), 4-3
7. Tommaso Chieffi (ITA), 2-5
8. Chris Law (GBR), 2-6
8. Ian Williams (GBR), 2-6
8. Roy Heiner (NED), 2-6
11. Cameron Appleton (NZL), 1-6
12. Luc Pillot (FRA), 0-7

Event website: http://www.matchracetrombini.com/news.htm

LESSONS FROM BLOCK ISLAND
When Walt got the last-minute call to play pit on the 2nd place Swan 56,
"Vanish II," during Storm Trysail's Block Island Race Week, of course, he
obliged…"We had a little trouble at first getting the XX Powerclutches to
hold the main and PBO centerline halyard. We were trying to use the XX's
like regular clutches, which they're not - but they work great when used
properly!" Jim sailed on 2nd place "Agincourt," an IMS 43, also using XX's.
See Walt and Jim's notes and suggestions on racing with Spinlock XX
Powerclutches at http://www.layline.com/llf/prod/spinlock/xx0182.htm

BRITISH ADMIRAL'S CUP TEAMS
The UK's Peter Harrison has entered two teams in this year's Admirals Cup -
both with the same name. Heading the Sailability RORC Challenge on a Rodman
42 will be GBR Challenge Skipper, Ian Walker and Olympic Gold Medallist,
Ben Ainslie, plus ten key members of GBR Challenge, America's Cup team.
Marc Fitzgerald will skipper the Sailability RORC big boat, Peter
Harrison's Farr 52, Chernikeeff 2. Sharing the helm will be Ian Budgen and
Chris Main, supported by Jules Salter on tactics with Chris Mason on mainsheet.

On Harrison's other Sailability Admirals Cup team from Cowes Corinthian
Yacht Club (CCYC), half of the 25 team members are drawn from disabled
sailors. Skippering the CCYC big boat is Paralympic Gold Medallist, Andy
Cassell, who will steer the Farr 50, Chernikeeff with the support of GBR
Challenge sailors Richard Sydenham and Mo Gray on tactics and mainsheet.
Andy Green will steer the Cowes Corinthian, Sinergia 40 in the small boat
division along with Paralympic Team member, Hannah Stodel.

The racing begins this Saturday. - http://www.rorc.org/


LETTERS TO THE CURMUDGEON (editor@sailingscuttlebutt.com)
(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 or a
bulletin board - you only get one letter per subject, so give it your best
shot and don't whine if others disagree.)

* From Hendrik Browne: The universal sailing regulations are actually the
international rules of the road. The preamble to rule 2 of the Racing Rules
specifies that those rules apply between yachts racing and vessels not
racing. The privledged vessel is required to maintain course and speed
until a collision can be avoided only by maneuvering. (Technically called
"in extremis.) These are compounded by the rules of good seamanship and the
requirement to sound whistle signals. The rules are closer to contract law
than traffic law, to whit, when you go on the water you are entering into a
contract with all others on the water that you will abide by the rules.
Failure to do so constitutes a breach of the contract.

Farwells "Rules of the Nautical Road" published by the Naval Institute
discusses the rules, collisions that have occurred and the resulting case
law. It is Federal law, unless the Federal Courts cede a case to the state
courts. Appeals are to the US Supreme Court sitting as an Admiralty Court.
The vessel is surety and can be impounded by the court until the case is
settled. The racing rules are a further definition of the rules of the Road
for special circumstances. They do not replace the Rules of the Road. A
vessel racing that forces a non racing vessel to alter course when the non
racing vessel is the privileged vessel can be protested and disqualified
for the violation of Rule 2. Simply calling out "Racing" is probably
sufficient for a protest and disqualification.

* From Paul Lowell (edited to our 250-word limit): I can confirm the
comments of John Fox regarding the variability of displacement in
one-design classes. In the mid 80's I was very active in organizing the
J-35 Class on Long Island Sound. We discovered that the displacement range
for our 30+ boats was between 9600# and 10,600#. The Class settled on the
mid-range and the lighter boats sailed with full water and fuel tanks and
the heavier boats (full interiors) were allowed to remove items. The rule
was enforced by using flotation marks on the rudder and bow. I have seen
the same proportionate weight differences in smaller classes like the Sonar
and the Class weighs all their boats and uses corrector weights in mandated
positions to reach a minimum legal weight. Here's the point-- one design
classes must insure that the boats are legal through inspections-- people
cheat.

I race in the IMS 40 Class on the Sound these days and I can tell you that
the IMS Rule works. Sure, getting the boat measured is an expensive and
time consuming project; but all of the variables are measured, quantified
and displayed on your measurement certificate. Anything short of this
approach will be exploited by some competitors. IMS has produced a series
of attractive and fast yachts. IMS identifies every variable that affects
speed potential. The VPP is constantly under review and US Sailing tries
very hard to support IMS offshore racing (Dan Nowlan).

CURMUDGEON'S OBSERVATIONS
Clones are people two.