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SCUTTLEBUTT 3375 - Friday, July 1, 2011

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: New England Ropes and USSTAG.

When the Volvo Ocean Race begins this October, the online audience will be
captivated by the imagery and power of the boats, but challenged to know
what it is really like to be onboard. But in the book 'Risk to Gain',
author Mark Chisnell succeeds in presenting this side of the story in his
account of Paul Cayard and Team EF's victory in the 1997-98 Whitbread Race.

EF language had a disastrous Leg Two, the team's first experience in the
Southern Ocean. They regrouped, made changes, and in this extract from the
book, Magnus Olsson describes the moment when they knew it had all come
together, back in the Southern Ocean on Leg Five:
It was probably about 17.30 when Paul [Cayard] emerged out of the hatch. It
was about three hours before darkness, and I was back on the wheel. By then
we were just hurling the boat through the ocean. Over waves, through them,
the boat just kept motoring. Nothing slowed her, nothing stopped her
stride, there was so much power from the rig. How does it go - power is
nothing without control? But we had control, the rudder had grip. And I had
the boat, I knew she was happy. Even so, perhaps feeling that this ride
couldn't go on forever, I had reached the point where I would be willing to
change down. Paul joined the guys on the couch, sat quietly and watched for
a while. Then he was beside me, yelling in my ear to be heard through all
the clothing: 'How does it feel, Magnus?'

'Pretty good actually,' I shouted back, hesitating for a moment to give the
wheel a big spin. 'There's a lot of wind, but she feels fine.'

'OK Magnus, let's roll with it, I'm happy.'

Then he moved forward and swopped on to the grinder. Now, when someone like
Paul Cayard is grinding, you kind of know that the trimming is going to be
right on the money. It gives you confidence. I needed it; by now it was
blowing up to thirty-five knots. We had struggled on previous occasions to
hold that sail in anything above thirty knots. It was an incredible feeling
to be at the wheel of this charging machine. She simply didn't hesitate,
carving a trough through the Southern Ocean, hurling solid walls of spray
into the sunshine. We were sailing down a tunnel of water and light. A
sensory overload, trying to pound through the bridge of concentration I had
built to the conditions. Filtering out the feedback I needed from the
waves, the wind and the boat; trying to stem the wild rushes of sound and
motion, damp down the adrenaline-soaked excitement. And there was Paul,
winding like crazy, giving me these huge grins when we clocked it over
thirty knots, with the boys on the couch behind whooping and hollering.
They were moments I will never forget.

There are many special times in the Whitbread. The Southern Ocean is always
special - one way or another. So is rounding Cape Horn. And of course
winning is special too - that, after all, is what you are there for. As it
turned out, on this leg we would do all these things. But sometimes it is
the pure experience that is the best. Knowing you have reached down and
found the ability in yourselves, together, as a team, to do something that
seemed utterly impossible only a few short weeks before. Smoking through
the Southern Ocean, the big Kahuna up, and thirty-five knots on both the
wind-speed and boat-speed dials.
Long out of print, 'Risk to Gain' is now been republished for the first
time as a text-only, eBook edition. Available at all good eBook retailers,
and for the Kindle at

Riding his bike to work across the Golden Gate Bridge from his home in Mill
Valley some 20 miles to the Oracle Racing base at Pier 80 in San Francisco
is a commute that Kurt Jordan is ready for. The long-time America's Cup
designer is thrilled to be living back in the Bay Area doing what he loves
to do best - designing not just high performance sailboats but the fastest
sailboats in the world - after spending much of his 20-year career
traveling to all four corners for his work. SailBlast caught up with Kurt
to chat about working in the top design shop out there today:

* What America's Cup campaigns have you worked?

KJ: 1992 (designing spars for Dennis/Stars & Stripes, Bill Koch/America 3,
and Il Moro di Venezia); 1995, Young America ( PACT95); 2000, America True,
2003, OneWorld; 2007, Alinghi; and in 2010, Alinghi.

* How did you get into the Cup arena?

KJ: I graduated from Cal (Berkeley) where I studied engineering and
composite materials. When they wrote the new rule for the '92 Cup they
allowed extensive use of composites. I was right place, right time with my
education and a few years of industry experience with composite material
training. In the Cup there's a lot of "old guard", a lot of nepotism and
it's hard to get "in". The new rule opened the door, as a lot of the old
guys didn't understand composites. I was hired in 1990 by Tom Omohundro as
a consultant for carbon rigs. His company was up in Minden, NV. They built
all the carbon rigs for Dennis, some for the Italians, some for Bill Koch
for the '92 Cup. So I got into the '92 Cup through mast design, I worked
with Bruce Nelson a lot back then and ultimately stayed with the Cup - this
will be the seventh Cup I have worked. I still don't admit that it's a
career really but it's been 20 years!

* How has what you do changed in that time?

KJ: Some of the materials have changed but not in huge ways. The
techniques, understanding and analyzing them - the computer based
simulation has grown enormously. That's one of the big roles I play is
managing that computer simulation infrastructure and the software that
allows you to do that is so much better than 20 years ago.

Full interview:

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There aren't many maintenance areas that are more important, or more often
overlooked than keel bolts. This is true for every boat, but particularly
so for J/22s, J/24s and J/80s, all of which routinely hoist the boats in
and out of the water using the bolts.

Failure of any keel bolt is bad, but most bolts are part of a massively
redundant system, where the failure of any one bolt is rarely immediately
catastrophic. For boats that are hoisted, the failure of a bolt holding the
lifting gear can be catastrophic and has the potential to lead to the loss
of the boat, or much, much worse.

While this article is being distributed to USWatercraft and J/Boats
customers, it applies to virtually all production boats, regardless of
builder or brand. If they use Stainless Steel keelboats and most of them
do, it applies. Feel free to pass it along to your friends and fellow boat
owners. It's pretty important.

Since they live in the bilge, keel bolts can fall into the category of "out
of sight, out of mind". It is because they live in the bilge that they need
routine care and attention.

J/22 keels are made using 316 Stainless Steel threaded rod, which is cast
into the lead. The nuts, washers and lifting bar are made using 304
Stainless and are then electro polished. This has been the industry
standard for many years, and has provided many years of service life.

The basic resistance of stainless steel occurs because of its ability to
form a protective coating on the metal surface. This coating is a "passive"
film, which resists further "oxidation" or rusting. The formation of this
film is instantaneous in an oxidizing atmosphere such as air, water, or
other fluids that contain oxygen. Once the layer has formed, we say that
the metal has become "passivated" and the oxidation or "rusting" rate will
slow down to less than 0.002" per year (0,05 mm. per year).

Unlike aluminum or silver this passive film is invisible in stainless
steel. It's created when oxygen combines with the chrome in the stainless
to form chrome oxide, which is more commonly called "ceramic". This
protective oxide or ceramic coating is common to most corrosion resistant
materials. Unfortunately Halogen salts, especially chlorides easily
penetrate this passive film and will allow corrosive attack to occur. --
Read on:

Newport, R.I. USA (June 30, 2011) - Since 1866, the cornerstone of offshore
yacht racing has been transatlantic races, due, in part, to legendary
yachts sailed by icons of the sport. Few, however, would disagree that the
impending showdown between 100 footers Rambler 100 and ICAP Leopard ranks
right up there with the best battles of all time.

Sunday, July 3, the third and final start for the Transatlantic Race 2011
will commence at 1350 Eastern Daylight Time, when the warning signal is
fired at Castle Hill Lighthouse. Six yachts will then begin this historic
and epic race across the wilds of the Atlantic Ocean. The following day as
4th of July celebrations are underway ashore, the action out on the race
course is sure to be every bit as explosive.

While Rambler 100 and ICAP Leopard, sailed by George David (Hartford,
Conn.) and Clarke Murphy (New York, N.Y.), respectively, are likely to
contest for line honors in the Transatlantic Race 2011, the other
combatants are not just filling out the numbers. The conditions will play a
big part in deciding the overall class winner in IRC Class One and the
victor will claim the Cape May Trophy, which James Gordon Bennett - winner
of the first-ever Transatlantic Race in 1866 - presented to the New York
Yacht Club in 1872.

For the 115-foot Sojana, whose owner Peter Harrison (London, U.K.) is a
member of New York Yacht Club, the Transatlantic Race 2011 is an
opportunity to resolve unanswered questions. -- Read on:

* Point Richmond, CA (June 30, 2011) - Kelly McGlynn representing Little
Egg Harbor Yacht Club of Beach Haven, NJ won the 2011 U.S. Junior Women's
Singlehanded Championship, hosted by Richmond Yacht Club on June 28-30.
After two days of racing for the 56 boat fleet, McGlynn trailed Christina
Frost from St. Petersburg, FL by six points, but McGlynn's 2-1-2 on the
final day allowed her to win by 15 points over Frost who finished second.
-- Full results:

* Boston, MA (June 30, 2011) - The opening day of the Extreme Sailing
Series Act 4 at the Fan Pier in Boston proved to be a challenging one as
the 11 Extreme 40 teams made their USA debut. Finding the best lanes of
pressure and speed was the big ask of the day as the breeze fluctuated in
strength and direction with the Fan Pier backdrop throwing in some wind
holes for good measure, especially at the finish area only metres from the
shore and the crowds. Currently on top by 1 point is US sailor Terry
Hutchinson driving Artemis Racing. -- Full story:

* Sylt, Germany (June 30, 2011) - The Americans continue to hold down the
top positions at the 2011 IKA Kite Course Racing World Championship after
three days of racing. The top three in the Open Division Men are John
Heineken, Adam Koch, and Bryan Lake. Racing continues through July 3. --

* Cagliari, Sardinia (June 30, 2011) - After Wednesday's gentle start
during the match race segment of the RC44 Cagliari Cup, the first day of
fleet racing saw a manageable 16-18 knots gradually grow to a 32 knot
Mistral that would lead to carnage amid the 15-boat fleet. Team Aqua sits
atop the rankings with a 1-4, led by owner Chris Bake (CAN) and
professional skipper Cameron Appleton (NZL). -- Full story:

If there are medals to be won, you can bet LaserPerformance has something
to do with it! LaserPerformance would like to congratulate US Sailing Team
AlphaGraphics athletes for winning four overall medals for the 2010-2011
ISAF Sailing World Cup season: Women's 470 gold Erin Maxwell and Isabelle
Kinsolving Farrar; Laser Radial bronze Paige Railey; and Women's Match
Racing gold Team Maclaren (Anna Tunnicliffe, Molly Vandemoer and Debbie
Capozzi) and a bronze medal won by Team 7 Match Race (Sally Barkow,
Elizabeth Kratzig-Burnham and Alana O'Reilly).

Some of the random photos from the sport received this week at Scuttlebutt
include earthquake demolition, youth championship, transatlantic maxi, gulf
gear, scuttlebutt battleship, Caribbean competition, slow but fast, and
park sailing. Here are this week's photos:

BONUS: Envy and jealousy are emotions that are good to avoid, but sometimes
we can't help ourselves. Like when we see others enjoying the luxuries
provided at The Superyacht Cup. Photographer Ingrid Abery provides this epic
gallery of excess from Palma de Mallorca:

SEND US YOUR PHOTOS: If you have images to share for the Photos of the
Week, send them to the Scuttlebutt editor:

With the America's Cup using catamarans for the 34th edition, we expect
there to be increased interest for multihulls elsewhere too. How about date
sailing? Seems like a pretty good platform for a guy and girl to enjoy an
afternoon. Pick a sunny day, put on the bathing suits, and enjoy some
healthy recreation. This week's video provides a 'how-to' for a guy to
invite a girl to go catamaran sailing. Click here for this week's video:

SEND US YOUR VIDEOS: If you have clips to share for the Video of the Week,
send them to the Scuttlebutt editor:

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 Gardiner: (re, boating safety)
I wish to mention that a neighbor's boat is a Sunfish "clone" and it will
turtle in a heartbeat. Our Alcort Sunfish will not. The difference; our
mast is a sealed tube, and the other is not sealed. It could be a
lifesaving difference.

Not necessarily only for Youth Training but on any small one design, some
duct tape to make a sealed mast would be easy enough to test the benefit.
On a 34-foot racing Trimaran I built in the 70's, I self-rescued after
pitch poling several times because the small cord wing mast had halyards in
conduits and was sealed, preventing the big turtle. I can't remember ever
turtling my old Finn with a sealed mast. If everyone had a sealed mast
there is no disadvantage.

Mike Plant, Tom Curnow and my girlfriend Sandra Williams were friends lost
to the sea. Surely if we sail we all know someone. Growing up in the age
when we never wore a PFD, I never thought I would have lived as long as I
have. I wear one now.

* From R. G. Newbury:
In Scuttlebutt 3373 Judy Hanlon wrote that there should be appropriate
"tools" in every coach boat. Those 'tools' should be on EVERY boat. Even
young sailors should carry a knife. If a child can be trusted to sail, sans
parent, the child is mature enough to use a knife properly.

The current demonization of knives actually increases the risk of bad
outcomes despite the fear mongering to the contrary. I have carried a
pocket knife since I was a cub scout, and in the ensuing 50 odd years the
ONLY person I have ever cut is myself. Experience however has proven that
opening a pen-knife with your teeth is exceedingly difficult. A fixed blade
or one handed opener is a necessity. I carry this:

If the idiots that nanny-fy in your area stupidly ban your child from
carrying a knife, then get a Rescue Hook: or others in that series. The 'blade'
is only a half inch long. Amazing video of capabilities here:

Given the strength of modern line materials, the capabilities of these
define the minimum level of 'appropriate' tool.

It is not yet clear whether Miss Constants was trapped by lines under the
boat. She may have been pinned by the PFD which was supposed to save her.
Even 'safety' items carry risks, but provide benefits in excess of any
extra risk. The idea is to lower the overall risk. A knife can do that
besides having its own general utility.

* From George Morris: (re, story in Scuttlebutt 3374)
As a non-American I am constantly horrified by the amount of regulation you
have to put up with in the Land of the 'Free'. Mandatory kill chords? Kill
chords have their place in the inventory of safety practices but what about
this: - I am coming into my sheltered but rather crowded mooring area in my
22 ft cruiser single-handed. I start the outboard engine early (to make
sure it'll start), motor to a quiet area, put the engine into neutral and
take the sails down. I then motor to the mooring where I attempt to stop
and pick up the buoy but if I miss it the engine is available to go round
again. With a kill chord I would have to restart the engine twice during
this procedure, reattaching the chord each time. And what if it were an
inboard engine, most of which don't have kill chords? Are you supposed to
install some sort of dead man's handle?

* From John Baker, Issaquah, WA: (re, story in Scuttlebutt 3374)
Maybe it's time in his life for Brad van Liew to go get a real job, make
some real money, and become one of the sponsors he's crying for, after
enjoying the fruits of sailing these past years. Geez...wouldn't we all
like to get a sponsor so we could all do what we'd rather be doing.
Apparently there is a limit to the economic gains corporations get from
their sponsorships of this type.

* From Mike Benedict:
I was lucky enough to be the navigator of the first cruising boat class
winner in Transpac 1997 (Salsipuedes 52). I had spent a lot of time
studying Stan Honey's articles, and of others way smarter than me. I
plotted the low-mid-high tracks of winning boats against the average
movements of the high for 10 races - and derived a strategy from these
experts. I watched the high for weeks against these plots.

Salsipuedes sailed a track that turned out to be almost perfect. We were
not caught until +/-1500 on the last afternoon, by Diamond Head, by
Medicine Man (who was doing 20+knots to our 10-12 knots) - very exciting!
It was right that we were caught at the end by a very superior boat and
crew - they deserved to run us down!!

We were gratified to hear people say they went to school on us - but only
once a day. Races like this, and the Mexican races, are won by navigation -
and by great sailing. You have to pay the dues, study from people you
respect, form a winning strategy, and follow it.

Having those who don't do any of the above just follow along behind the
likely successful navigators and strong crews doesn't prove anything. Might
as well tie a string to a pull toy!!!

COMMENT: Real time tracking was introduced as a way for online viewers to
follow their favorite boat, and has allowed media with a tool to develop
timely stories. But now the Transpac Race is delaying the information by 6
hours to discourage the competitors from using the information to develop
strategy. It was noted during the 2008-9 Volvo Ocean Race that their
increased frequency of position updates kept the teams close and the
competition tight. Interesting conundrum!

Independence Day honors the birthday of the United States of America and
the adoption of the Declaration of Independence on July 4, 1776. It's a day
of picnics and patriotic parades, a night of concerts and fireworks, and a
reason to fly the American flag. This year July 4 is on Monday, so
Scuttlebutt World Headquarters is closing shop for the long weekend. See
you again on Tuesday.

The Mr. Bean Guide to Fun in an Elevator: Bring a camera and take pictures
of everyone in the elevator.

IYRS - APS - North Sails - Atlantis WeatherGear - Gladstone's Long Beach
The Pirates Lair - Quantum Sails - Melges Performance Sailboats
Gowrie Group - Ullman Sails - New England Ropes - USSTAG

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