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SCUTTLEBUTT 1529 - March 1, 2004

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releases, constructive criticism and contrasting viewpoints are always
welcome, but save your bashing and personal attacks for elsewhere.

A DAY IN THE LIFE
(The following is from David Scully aboard Cheyenne as they pursue the
Round The World record) The crew is divided into three watches of four
persons. One watch is asleep. One watch is on standby, which means that
they are in their gear, ready to assist in manoeuvres, but are also engaged
in cooking, cleaning, boat maintenance, or napping. The on watch drives the
boat, one on the wheel, one each on the traveller and headsail sheet, and
one checking trim, making coffee, etc.

My feet come out of the bunk to hit a cold, wet, floor. There is some merit
to the statement that the boat is wetter inside than out. The
superconductivity of the aluminum honeycomb core and carbon skins produces
a great deal of condensation inside. In cold weather, it is literally
raining inside the hulls.

I grab my socks, from where they have been drying against my body in the
sleeping bag, and go to a rack in the head to collect my gear. Wiping dry a
small spot with a rag left there for the purpose, I sit and get into the
waterproof gear. Depending on our speed, the noise below can be deafening.
Based on the noise, I usually have a good idea of our progress by the time
I grope my way passed the nav station and check in with Adrienne or Steve.
The navigator on duty will fill me in on the latest weather. I am now on
standby for the next four hours.

During the day standby, we check the boat and rigging and work down the job
list. There is one of Dalia's excellent freeze-dried meals to be hydrated,
and cleaned up after. During the night's standbys I often write these
pieces, or download the day's photos, edit, and send them.

My watch takes the con. We are in the habit of doing 40-minute tricks at
the wheel, and thus we roll along. If we need to change sails or reef, we
call the standby watch to give us a hand, putting eight people on deck for
manoeuvres. A coffee, a candy bar, a conversation about the stars, Middle
Eastern politics, the quality of the cooking, the trim of the sails, and
four hours later we turn over to the standby watch, strip off the wet
weather gear, and zip into the sleeping bag for the next four hours.
Yachting World, full report,
http://www.yachting-world.com/auto/newsdesk/20040129122015ywnews.html

FOR THE RECORD
* We (Cheyenne) are just passing the Kergeulan Islands now, they are 70
miles to the south of us and we are traveling over the infamous bank that
extends to the north. The sea shelves from 4.5km deep to 120m and in gale
conditions it is not a safe place. As we have 20-25 knots and 2 to 4 metre
swells there was no danger and no discernible difference to the waves as we
crossed on to the bank.

This is where Kingfisher 2 lost its mast last year on their Jules Verne
attempt; Damian and Guillermo were on board that day and have been joking
about getting into their survival suits in preparation. After the mast fell
they had a very long passage under jury rig to Fremantle in Western
Australia. They were only a few miles past the Kergeulans but once downwind
of them there was no way of getting back upwind so had to sail the 2000
miles to Australia. Brian Thompson, onboard Cheyenne,
http://www.brianthompsonsailing.com

* The Cap Gemini and Schneider Electric trimaran has reached the Canaries
at the end of Day 3, after 24 hours of sailing through unstable and
irregular wind patterns. Constant jibing cost the crew dear in terms of
point-to-point distance, with a total for the day of 324.80 nautical miles
- the worst day since they crossed the start line.

Nevertheless, these hard-won miles have been gained on a fairly direct
course, despite the absence of wind west of the Canaries, which means that
Geronimo is well placed to pick up the trade winds. These began to make
their presence felt last night, with an average speed that is perfectly
acceptable for this section of the route.-
http://www.trimaran-geronimo.com/index.php?lang=en

* Rudder problems were detected very shortly after Orange II was launched
in December. Unfortunately, there was not enough time to carry out the
adjustments necessary for a finer helm before setting out to sail round the
world. Bruno Peyron: "We didn't have time to get all that sorted out. It's
going to be a bit of a battle for two months but we've accepted that. We
lose a bit of the boat's potential because she cannot be helmed to the full
extent of her real capacity. In fact, we drive her like a big unruly truck.
We need to use a lot of muscle power. It's very physical and she's not
sensitive to helm."- http://www.maxicatamaran-orange.com/

ATTENTION COLLEGE SAILORS...
Do you want to have your best season ever? Then you have to make sure all
of your equipment is top shelf and that includes your personal gear. This
season stay warm, dry and comfortable out on the water every day so that
you can concentrate on sailing your best. Team One Newport just released
their College Program with savings from Henri-Lloyd, Gill, Musto, Aigle,
Patagonia, OS Sysytems and Kokatat, including great advice on how to dress
for all conditions. Call 800-VIP-GEAR (800-847-4327) or email
martha@team1newport.com to get the program information sent to you. Visit
the website at http://www.team1newport.com

QUOTE / UNQUOTE
"We are concerned because several challenges are in front of us. It will
take a great effort to get these things done. But we haven't come this far
to let challenges like these, stop us now. The Olympic Games are so close
you can almost reach out and touch them. 24 weeks remaining, these Games
are happening very soon." - Gianna Angelopoulos-Daskalaki, Athens 2004
President

THE GRASS AIN'T ALWAYS GREENER
(With the recent discussion about the US approach to Olympic team
selection, we found this story about the New Zealand 470 sailors)
* Andrew Brown and Jamie Hunt won last month's Olympic trial at Torbay,
Auckland, but former world champion Simon Cooke and his crewmate Alistair
Gair, who finished third on a countback, have appealed the selection,
claiming they have better credentials. The dispute will be resolved on
March 15, two days before Brown and Hunt head to Europe for an extensive
buildup to the Olympics. Says Hunt, "We won the trial fair and square and
really it's just a last-ditch effort by them because they've put so much
time into qualifying for Athens. They're trying anything to get it."

* Melinda Henshaw and Jan Shearer (a former Olympic 470 silver medalist)
won the women's Olympic trial but they are required to further their claims
during a European campaign. The Auckland duo has appealed that decision.

Complete story at Stuff,
http://www.stuff.co.nz/stuff/0,2106,2827485a1823,00.html

HALL OF FAME
Since 1982, Sailing World magazine has honored 43 champion sailors,
designers, and innovators by inducting them into their Hall of Fame. Once
again, the magazine is asking for nominations, this time for the 'Class of
2004.' At the Sailing World website you can read the Selection Criteria and
read the who's who of those previously honored. If you feel the magazine
has overlooked someone, this is your chance to add that name to the list of
potential nominees. Send your nomination(s), and any supporting material,
to HallofFame@sailingworld.com. For a list of current Hall of Famers:
http://tinyurl.com/3blp6

NEWS BRIEFS
* 60 yachts completed the 63rd running of the Acura SORC in Miami, FL. Two
classes were decided on tie-breakers, with the J/105 class won by Richard
Bergmann's Zuni Bear of San Diego, CA and the PHRF 3 class won by Miami
local Bob Berg and Love That Chicken. The Farr 40's were won by Peter De
Ridder's Mean Machine of Monaco and IMS winner was Daniel Meyers' Numbers
of Boston, MA. PHRF 1 and 2 were won by Terrance Smith's Raincloud of Isle
of Palms, SC and Roger Elliott's Crosswave of Bryn Mawr, PA, respectively.
For complete results, http://www.acurasorc.com

* Mini Class US (MCUS) has scheduled the first official ocean race ever for
Open Class 6.5 meter in the United States. The twenty-one foot long
vessels, known as Minis, will race double-handed starting in Boston, MA on
July 1st and will consist of two legs; Boston to St. Georges, Bermuda and a
return leg from St. Georges back to Boston. A qualifying race for entries
from Boston to Portland, Maine and back will also be held. That race will
depart on June 20th and finish in Boston on or around the 25th of June.
http://www.miniclassus.com

* US Sailing volunteers received awards at the recent National Sailing
Programs Symposium in Oakland, CA. The Marty Luray Award was given to
Howard Haines of the Lake Thunderbird Educational Foundation in Norman, OH,
for making great strides in furthering public access to sailing programs.
The Captain Joe Prosser Award for excellence in sailing instruction was
awarded the U.S. Naval Academy Sailing Program and presented to Commander
Gerard Vandenberg. The Sail Training Service and Support Award was awarded
to Art Stevens, a long-time US Sailing volunteer and regional training
coordinator from El Segundo, CA.

NAVIGATOR'S DREAM WEEKEND!
Deckman for Windows tactical & routing software and North U "Weather for
Sailors" present back-to-back seminars in Newport, RI. What a great way to
spend a weekend learning how to interpret weather and incorporate optimum
routing and performance of your racing yacht! Graeme Winn, originator of
DfW, and Bill Biewenga, author of North U's "Weather for Sailors" will
present their respective seminars on March 20th and 21st. For further
details or to sign up online visit http://www.protechmarine.com/news.htm
for Deckman, the leading tactical/routing software and
http://www.northu.com for upcoming weather seminars. Visit Bill Biewenga at
http://www.WxAdvantage.com

CALENDAR OF MAJOR EVENTS (Sponsored by West Marine)
Events listed at http://www.sailingscuttlebutt.com/calendar

COLD DAY IN HEAVEN
The behind-the-scenes activities surrounding yacht deliveries don't
typically make it to the pages of Scuttlebutt. Unless, that is, you are
delivering Mari Cha IV. On a cold, windy day off the coast of France, this
140 footer is looking like a skiff on a plane. Enjoy:
http://www.sailingscuttlebutt.com/photos/04/0229maricha/


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 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 Ron Nicol: I can't believe that Bacardi is asking for birthdates to
be sure no one under 21 in the world has a Rumrunner. It's clearly a
marketing ploy. I think I'll stick to the Captain. I prefer his parties and
costume and my family is welcome to participate. He offers my son a
Coca-Cola and entertainment. Keeping the kids out will only want them to
find out why and get in on the party. Not a good plan! Been there done
that! Let's be honest and not make everything about market share. They will
lose it with that kind of marketing in a family sport.

* From Lynne Jewell Shore (edited to our 250-word limit): After reading so
many comments about peoples thoughts and feelings about the US Yngling
Olympic Trials, I wanted to bring the past back to life by sharing with you
the similar events when the Women's 470 event was introduced to the
Olympics the first time in 1988. At our trials, more than a dozen teams
competed We had 5 teams who were solid and considered favorites in their
own right, with credentials like 470 World Champion, European Champion,
ISAF Ranked, and consistently placed in the top 5 in every major event.
That is, except for Allison and I.

Although we took a different method to train, our goal like everyone else
was to win the trials and the Olympics. As a group, our 470 colleagues
pushed us and contributed to our success in winning the trials and
eventually the gold at the Olympics. What makes this so interesting is when
Allison and I won the trials, our names and accomplishments were not a
known in the 470 class and similar things were said about us. I recommend
those skeptics to do their homework and research each winner's credentials,
you too will see they are very well known in other classes just like
Allison and I were. I believe they too can bring home the goods. At our
Olympic Games, just like every Olympic games, not all the predictable
people are there - it is about cutting the mustard at the right time -
Remember the Miracle on Ice!

* From Cliff Bradford: My 2 cents on the Olympic trials discussion: As far
as I know, all US sports use a winner take all trials to select their
representatives. You didn't hear anybody crying when (I believe it was)
Gail Devers didn't make the last Olympics in one of her events even though
she was tops in the world.

* From Mike Esposito: I agree with Rob Brandenburg regarding class weight
limits ("What a crock."). Weight limits banish many larger people to old
IOR/PHRF boats. Removing sailing opportunities won't help their fitness,
and some of us are big even when fit (I graduated from college at 6'2",
240# with sub-10 percent body fat -- ancient history now). To add to the
"athlete" argument, you could only fit six Brian Urlachers on a Farr 40
(Urlacher is a Pro Bowl linebacker and weighs about 255#) and he'd have to
double-hand an Etchells.

If weight limits are to promote women in sailing, stop being disingenuous
and mandate it. My old softball league required three women out of 10
fielders, two if the team played with nine. My volleyball league required
two women out of six players. Just set a requirement: if the crew is four,
one must be a woman; if it's eight, two; if it's 12, three must have the
double-X chromosome pair.

Big folk have more trouble moving around a boat than little people with
their lower centers of gravity, not to mention what happens when a 220#+
Rob Brandenburg goes on the foredeck. Remember when US Sailing kicked out
Albatross YC for not letting a guy they booted enter the next year's
regatta? Why does a jerk get to sail when I can't go race Etchells with my
pals Rob and Ed? These rules make as much sense as limiting the height of
basketball players.

* From J. Joseph Bainton (edited to our 250-word limit): ISAF Decision on
Iverson Appeal -- I am sure that I am not alone in my disappointment with
the ruling of ISAF Review Board on George Iverson's appeal from the Star
Class' adoption of a series of weight rules (with yet another soon to be
voted upon) that have indisputably lowered the combined weight of the two
individuals who chose to race a star together. Fortunately, this is not the
"final word." In the meantime, many of us miss the perennial star crews
whose participation in our sport has fallen victim to this rule making.

Different Olympic disciplines favor different body types, e.g. compare a
gymnast with a shot putter. Natural selection seems fair to me. Indeed, the
IOC has recently prohibited discrimination based upon weight in all but
combatant sports (such as boxing). So, if we are going to keep sailing in
general and star boats in particular in the Olympics, it seems to me that
we ought to start complying with the mandates of the IOC. In defense of the
ISAF Review Board, it was not their fault that it took ISAF almost four
years to create it in order to give George Iverson his hearing. I therefore
cannot help but speculate if -- knowing it's not the last word -- the
Review Board took into account the chaos that changing the weight rule this
close to the Games would have on the competitors and let practicality
overpower principle.

* From George Bailey: How does the definition of keep clear impact on RSS
16.1? "One boat keeps clear of another . . . when the boats are overlapped
on the same tack if the leeward boat can change course in both directions
without immediately making contact with the windward boat." Suppose before
the start, L and W are on starboard close hauled with L to leeward and
overlapped with W. L takes W up. W comes up, keeping just enough space
between herself and L to avoid making contact. This means that, although W
claims to be "keeping clear" and so not in violation of RRS 11, L cannot
change course to leeward (fall off) without immediately making contact
(violating RSS 14).

Does this mean that in this situation, qua the definition of "keep clear,"
even though W avoids contact, she is not keeping clear, since L cannot fall
off without making contact? But what about RSS 16.1? Doesn't 16.1 place the
burden on L to give W room to keep clear if L decides to fall off? L must
give W room to keep clear before L changes course. But W violates RSS 11 if
L cannot change course without first giving W room to change course. If L
cannot fall off without making contact, then neither L nor W are giving
each other room to keep clear. Who's on first?

CURMUDGEON'S QUOTATION
"The world is divided into 2 types of people. Firstly, there are those who
divide the world into 2 types." - Mark Twain