Model Yachting News: Issue 47 – March 1993

33 Yorke Gardens Reigate RH2 9HQ England Tel: (07372) 49365 nonti Production of this issue, the last of “Model Yachting News”, has been held up for a week or two whilst some changes were made in my personal situation, which will solve the somewhat difficult travel arangements I have had since taking over as editor of Marine Modelling magazine. Thanks to the latest computer technology, it has been decided that I can continue to edit the magazine from Reigate, vastly reducing the travel and general disruption to my personal life. This in turn means that I can offer a little more time to improve Radio Control Yachting News, and resume the fairly regular regatta visits which are essential if RCYN is to reflect the latest boats and ideas. We intend to focus the magazine more accurately on material suited to the regatta dedicated r/c skipper and the classes being sailed at both national and international level. One cannot deny that there has been a gradual separation between the top level sailors and what might best be called the ‘fun’ sailing fraternity, for whom the more complex class and racing rules are not attractive. RCYN will offer readers who are already sailing a means of keeping up to date on these very important aspects of racing, as well as new designs and other developments as they appear. In addition to reports of the top world and national events, we also hope to feature from time to time new classes such as the increasingly popular AC Cup class and updates on locally sailed ones such as six metres. Contributors. This issue has a feature on the new racing rules by Nick Weall, two new racing systems from the Stollery stable, an update on MYA matters from information officer Ian Taylor, and some very interesting statistics on the boats at New York from Henry Ericsson, to all of whom our thanks. Cover Pic. We have just recieved this photo from Graupner, where Thomas Dreyer, the noted German radio yacht sailor works, and has produced this latest kit, for release in 1993. He is pictured holding Butterfly, which is a trimaran suited to the Mini40 class which is now established as the only serious class for sailing other than the huge 2m class. We look forward to seeing one of these at a regatta and hope that this initiative by Graupner will be more appreciated by the racing world than its effort to promote the E/One Metre class via the Miramare. Round And About. Appendix B7. We can confirm that all major YRU-MYRD fixtures after 1st April will be sailed under the newly printed Appendix B7, which modifies the full TYRU rules to take account of the special requirements of radio controlled yachts. This is the final outcome of some years of work by some of the more dedicated of the TYRUMYRD committees, and will further confirm the status of radio controlled yachting as a part of the yacht racing world. German Nationals. Just in time for print, we have been advised that both the Ten Rater and One Meter class national championships to be held later this year will be open to other nationals. The M class which of course will have a large German entry now the country is combined into one, is closed, but in view of the relatively small entry expected for the Ten Rater class we are glad to hear it will be open to all. Oliver.J.Lee. We regret to have to tell you that Oliver died of a heart attack over the weekend 14th February. This will be sad news to the many model yacht sailors who have benefitted from one of his many designs, including the Trapper series of Marblehead, the Tempo one metre and the 36R and 10R boats. He turned to model yacht production after success in both glider flying, international dinghy sailing and big boat design, and all his yachts were noted for both performance and beauty of line. After a period during which the resurgence of the Squib two man keelboat took all his time, he had recently returned to the production of fins and rudders for the popular classes, and was known to be designing a Six. Our condolences for her sad personal loss are extended to his wife Sandra. If you have any queries regarding delivery of any of Oliver’s products, please contact Tony Abel, who has been associated with Oliver for some time. He can be contacted on 0722 324677, or at Tony Abel Model Racing Yachts, Petersfinger Road, Salisbury, SP5 3BY Subscriptions. We have to adjust the cost of subscriptions for some overseas categories to cover the much heavier postal charges we are having to pay, and also take account of the general increase in costs which have occurred in the printing business. We are therefore proposing that you send us the following subscriptions to cover the next four issues, up to and including March 1994. UK Mainland Subscribers European Subscribers Other Continents £12.00 including postage. £13.00 includind postage. £15.00 including postage. Please make cheque or postal order payments to KIP Marketing, not RCYN. 3 New York Statistics Henry Ericsson. We received a very extensive and well researched report from Henry shortly after the last issue of MYN went to print. We are printing extracts here which complement Nick Weall’s report. The World Championships for the international RC Marblehead class were held on Long Island in New York State, U.S.A. As the results were published in the previous issue of Model Yachting News, this article will be focussed on matter of more lasting interest, such as race management and yacht design. The article was written 2 months after the event, after the dust had settled, to give a more balanced perspective of this fine event. PARTICIPANTS The TYRU Model Yacht Racing Division has 26 National Authorities. Of these, 15 had decided to send teams to New York. Quite a drop from 22 nations at Fleetwood in 1990. If this was due to the long travel from Europe, maybe the MYRD should consider a policy of scheduling every other Worlds in the “old world”, i.e. Europe ? The final entry was 69 yachts, compared to 75 at Fleetwood. 69 was a creditable reuslt, and reflects hard work by the organizers, in filling up last-minute cancellation slots. A list of the participating countries and team sizes is shown in Fact Sheet 1. It was a particular pleasure to welcome a sizable team from South Africa, after many years of isolation. Notable “major country” absentees were Canada (too far to travel ???), Italy and Switzerland. PREPARATIONS The organization committee was formed from three Model Yacht Clubs in the New York area. The work was started in good time, more than a year before the event. The information material issued was of good quality and snappy appearance. This was the first championship to break into the “fax age”, as all the key organizers had their fax numbers listed in the programme. This was of great use, especially considering the time difference to the rest of the world. All competitors were booked at the same hotel, Radisson Plaza. This was also a very good solution, for getting to know your fellow competitors, and for hitching rides to and from the site. The hotel rooms were spacious, of high standard, and inexpeensive. The rate negotiated by the organizers was less than half of the going commercial rate in the area. Well done. The teams started dropping in during the preceding week, to get used to the jet lag, and get the lay of the land. The first ritual was to hire a car. Without wheels you ar nowhere, man, in the States. Most teams picked minivans, such as the trendy Pontiac TransSport or Chevy Lumina (Sweden, South Africa) or the boxier Ford Aerostar (England, Finland, France). Some time was spent testdriving various routes from the hotel to the site, requiring from 20 to 45 minutes, depending on the route and time of day. THE SITE, LOCAL CONDITIONS The organizers had selected Eisenhower Park on Long Island, New York State, as the venue for the event. This was ideal for flying in: the park was only an hour away, going east, from the international J.F. Kennedy airport, eliminating any internal flights in the vast country. Still, our Portuguese friends spent 6 hours finding their way… The hotel was located an additional half-hour east of the park. The sailing water consisted of a kidney-shaped artificial lake, size about 500 x 100 yards. The depth of the water was about 3 feet, suitable for both sailing and wading. Most of the rubbish was cleaned out the week before, by Jon Elmaleh and his helpers. Very little weed was encountered during the week, and the eels of Fleetwood – dead or alive – were mercifully absent. The pond was surrounded by an asphalt pathway, and the embankment clad by concrete flagstones. The water depth was max right at the shore, making jetties unnecessary. The “paddock” for yachts and crews was on a huge lawn next to the pondside. The “fixed” features were thus very suitable for RC yachting. The main problem with the site was a lack of wind. In the morning there was hardly a ripple. Towards noon, a fickle breeze of 1- 3 metres per second kicked in. Around 4 p.m., when the thermal sea breeze was at its peak, A suits could stille be used, although some B’s were seen. For lake sailors, such as the U.S. and some Brits, it was “conditions as usual”. Others, such as the Germans and Brazilians, were grumbling about the lack of wind. Still, conditions conformed to expectations, and were the same for everybody. The yachts were parked overnight in the dressing rooms below the concert stage overlooking the park. This worked out nicely despite the cramped spaces. Battery charging was also done there, via transformers form the locak 110 V to European 220 V. Thank you, Dan November, for organizing that vital life line for us. ARRANGEMENTS A novelty was the use of two courses simultaneously. This worked surprisingly well, only a few times did some competitors show up at the wrong course. The course markers on the race board should have been bigger. The courses were called “pink” and “green” after the colour of the starting line marks. The leeward mark of the pink course and the windward mark of the green course were quite close together, and both orange. One of them could preferrably have been a different colour. The officials used walkie-talkies onshore. This saved time in hunting for people, and carrying papers. However, radio communication should not eliminate exact paperwork, only supplement it. Courses and starting lines were laid once for the week, and hardly adjusted. Although wind conditions were admittedly fickle, a bit more diligence could have been shown in the course laying department. The course satisfactory preferrable. when there signals were only given verbally as “right to left” or “left to right”, which is not in a multi-lingual situation. Large, clearly visible course boards, as used in Hanko, are Now, there were misunderstandings in mark rounding and finishing situations, especially had been a 180 degrees change of wind direction in mid-heat. RULES, SAILING INSTRUCTIONS A new principle was also used for the alternative penalty: only one turn, i.e. 360 degrees, for contact and buoy touch, compared to the traditional 720 degrees. The 360 penalty worked quite well in the light conditions encountered. If yoo had the slightest doubt about your rights, you would do a turn immediately, lose maybe 0 to 2 yachts while turning, and then have the matter settled. The 360 penalty certainly cut down on right-of-way protests taken to the jury room. The anticipated cases of somebody barreling in at the mark on port tack, deliberately taking a penalty, were thankfully not encountered. An informal opinion poll on the site showed that 25 % of the competitors liked to have a “1-turn penalty at all times”, 50 % preferred to have “1 turn in light weather, 2 turns in heavy weather”, and 25 % preferred a “2-turn penalty at all times”. Based upon this experience, national authorities are encouraged to experiment with 1- and 2-turn alternative penalties. 5 Another method which also worked out well was “taking places on the water”. After the expiry of the time-out limit (3 minutes after the first yacht to finish), if there were 3 yachts or less remaining on the water, the race committee estimated their probable finishing position and then called them off the water. Time was saved to start the next heat, and those called off received a better score than DNF. No arguments about the finishing position were encountered. Observers were used at the regatta, to call out buoy touches and contact between yachts. The organizers had managed to rustle up local yokels for observers, relieving the competitors of this tedious chore. (using 2 courses, it would have been amost impossible anyway). The rather elderly local observers were well-meaning, but not loud enough at the lakeside, and not sure enough in the jury room. After Lindsay Weall put in a stint as “role model” observer, things improved momentarily. Still, when will we grow up to manage ourselves without observers? THE TOP SAILORS AND YACHTS 1. Graham Bantock, “Paradox” Graham is one of the household names of model yachting. He designs and builds his own yachts, and the succesful ones are then put into series production for the benefit of yachtsmen all over the world. In this event, Graham paid quite a few visits to the jury room, usually as the protestor or applier for quaint forms of redress. Still, he was able to keep himself in one piece all the way to the succesful end, wioth the able assistance of his sidekick Phil Playle. Graham’s yacht was built of carbon fiber, of course. The waterline beam was still a bit narrower than before, in consideration of expected conditions on the site. The “floating log syndrome” of Italy 3 years ago had been eliminated succesfully. The upper flanges of the keel and rudder were “flared” to improve hydrodynamic flow. Graham used an A-rig of the swing type, with conventional B and C-rigs, although these stayed in the bag. The A rig had an interesting trim system. When sheeting in normally, the boom was centered and a regular draft kept in the sails, for “speed mode”. When “oversheeting”, the main and jib luffs and leeches were tightened simultaneously, to go into “pointing mode”. No extra servo was used, only the main winch. 2. Robert Wattam, “NZ Edition” Robert is the same young, relaxed and friendly Kiwi as ever, after all his good showings in world caliber events. A bridesmaid for some years now, when will he take “the big one”? Robbie builds his own yachts, to the design of his elder countryman, the affable Geoff Smale. Rigs and sails are also of their own production, and show considerable thought. The A rigs were swing, and very stiff ones to boot: double spreaders, starting at deck levet. the jibstay was taken directly to the forepeak of the swing boom, to keep a straight luff. The boomless jib was sheeted by a stick, pivoting at the front edge of the mast. Sheeting angle was regulated by the length of the stick, and twist by the elevation of the stick. Not a bad idea. The B and C rigs of the Kiwis were of the conventional type, with radial jib booms, and kicking straps (vangs) for both jib and main booms. 3. Jon Elmaleh, “Pinter II” Jon had a double role at this event: the prime initiator of the whole championship, and the local favourite for the title. It must have been quite a burden to sail with one part of your brain, and listen to the German grumblings with the other part. Jon kept up wonderfully well under the double pressure. 6 Jon sailed his own design “Pinter II”, with a hull laminated in Marblehead, Mass., a very suitable place for this class. The hull material was carbon/kevlar hybrid weave. The hull is remarkably narrow and deep, almost V-bottomed. Jon uses a swing rig in all wind strengths. Rumour had it that some Amerivan yachts had no B or C rigs whatsoever… Jon uses the “break-back” system for his swiong boom, enabling the jibstay to fall off to leeward a certain angle compared to the main boom. The angle can be set mechanically by two screws on the boom. Jon makes some sails himself, and buys the rest from Jon Amen on the West Coast. 4. Peter Stollery, “Roar Edge” Peter is the same young Boy Scout, who won the Junior worlds in Berlin 1988, and came third in Hanko last year. Peter is following in father Roger’s footsteps, by starting his architectural studies in Sheffield. Peter sails very calmly, without any fuss. Peter’s yacht was called “Razor”, and was certainly sharp and narrow. The “Roar Edge” design by Roger Stollery also placed 10th (John Cleave) and 12th (Roger him- self). Roger found the inspiration for the high bow and symmetrical waterlines from the Viking ships at the Roskilde museum in Denmark. Compared to last year’s success “Top”, the “Edge” is still lighter, narrower and deeper. The Stollerys subscribe to the swing rig in all conditions, come hell or high water. The jib boom (peak?) is pivoted at the mast in break-back fashion, although the angle is controlled by a string behind the mast. Roger calls this the “variable slot” system. 5. Janusz Walicki, “Skalpel” Janusz is another of the household names in RC yachting. He has won quite a few Marblehead and 10-rater championships lately. In the Bantock fashion, he lives for sailing, and sails for a living ( or rather, sells his creations to support himself). He designs and builds the Skalpels himself, and has the intricate metal fittings made in Poland to his design. Winters Janusz spends RC-sailing in Australia and New Zealand, not a bad way of life… The Walicki Skalpel is at its best in medium and heavy air. It differs strongly from the yachts 1..4 above. It is heavier, wider and more stable, with a larger keel fin. The mast is of the profile type, and pivots along its front edge. The mast is supported by stays both sideways and lenghtwise. No swingrigs here, nosiree. On the run, the patented Walicki Butterfly fitting kicks in and sets the jib boom on the opposite side of the main boom. For this particular regatta, Janusz had lightened and narrowed his regulation Skalpel a bit, and also perforated his booms to cut down weight. In the early-morning ghosting conditions the yacht was still a bit sluggish, but in the afternoon breezes a number of wins were scored. Skalpels were used by the German and Swedish teams, and also some English and Australian “defectors”. Very good for “cross-breeding” purposes. WHAT’S NEW IN TECHNOLOGY? America’s Cup thinking has now also entered the RC world. The top yachts were certainly tailormade for the expected conditions. “Horses for courses”, as the English say. The top 6 skippers had all switched to yachts that were still lighter and narrower than last year. Some had taken the calculated risk of dropping the bulb weight to 3.2…3.3 kilos, fully realizing that they would have been out of the running in the unlikely event of Hurricane Andrew striking. Sail trim control “under way” has made a breakthrough. The conventional wisdom used to be that “there is no time to worry about trim control in a normal short RC race”. Now lateral thinkers like Graham and Janusz have automated the trim controls, so you don’t need the time to worry about the control, it takes care of itself. Most top yachts could remotely control the tension of the main leech. Some also connected the same trim movement to the jib leech (Bantock, Walicki, Smale), the main luff or Cunningham (Bantock, Bres) or the backstay (Smith). 285 he 2 fe a 2h fe 2 2h i 2 2h ae 2 2h 2 2h fe 2 fe a oe 2h 2 2h 2 2k 2c 2 2k 2h 2 2k 2h oe 2 2c ok 2k 2k he 2 2h 2 2 2c he 2k he he 2 ie ok 2 aie oe 2 ie 2 2 a 2 ok FACT SHEET 1 – COUNTRIES AND YACHTS PARTICIPATING England USA Germany France Finland 10 8 id 6 5) New Zealand 5 Argentina Brasil Japan South Africa 4 4 4 4 238 he he 2 2h ae 2 2h 2 2h fe 2 2h fe 2k fe 2 2k 2h 2k 2c fe 2k 2c 2 2k 2c 2 2c 2c 2k 2g ake a oe ake 2k oe ode ok ok ok 2 2 oie 2k 2 oie ak 2c oie 2k 2c 2c 2k 2 Australia Sweden Spain Portugal Norway 3 3 2 2) 1 ok oc ak ok oe ak ok 2k ok FACT SHEET 3 – FREQUENCY BANDS USED 26-27 MHz 26.815-27.255 12 yachts 29. MHz 35-36 MHz 29.120-29.845 35.060-36.290 40.520-41.200 50.880-53.600 2 yachts 8 yachts 30 yachts 4 yachts 75 75.410-75.990 15 yachts 40-41 MHz 50-53 MHz MHz 26 2k he 2 2 2h a 2c he 2 2c he 2 2k ae 2k ie 2 2 afc 2 2k 2h ak 2c fe 2k 2k fe 2 2s 9 2k 2k fe 2 2k 2g 2 2 246 2 26 he 2 26 oie ae 2 2k 2c 2 ae a oe fe 2 2c 2c 2k 2 2ke 2k 2k a ok FACT SHEET 4 – THE TOP YACHTS Beam Keel Displ. Bulb max wl depth kg kg cm cm cm PARADOX 4.9 NZ EDITION 49 3.7 24 PINTER 4.95 3:5 ROAR EDGE 4.7 SKALPEL NYC_ 5.3 SLICK 4.7 QUANTUM MK24.95 3.6 24? 45 18 42 19 16.5 45 3:2 3.8 19.5 28? 14.2 20? 47.5 46 3.3 20 16 44 3.55 20.8 18.2 45 Sailmaker Extra servos Rigs A 18? B c PARADOX S (6 Cc Bantock M+J draft PINTER S S ROAR EDGE SKALPEL NYC S S S Amen M P P P Walicki SLICK S S S NZ EDITION 5 QUANTUM MK2S Cc N) Cc Cc Self Bantock M+J draft leech Manual M+J draft Slot Housemartin None Sterne M leech Slot P.S. The views expressed above are naturally my own only, and do not necessarily coincide with those of the MYRD RRC or PC. Henry Ericsson WHIRLWIND Recognised Worldwide as THE name in sail control A full range of Wimches for all /@ Yachts, including the new merica’s Cup class David H. Andrews 49 Aberdale Road, Leicester, LE2 6GE. England. Tel: [+44] (0)533 883309 Fax: [+44] (0)533 812529 Send a SAE for the complete range of winches, Ni-Cad batteries, chargers etc. WHIRLWIND? WINCHES Sail Control Technolo This is the latest plan in the Traplet range, due for publication in the May 1993 issue, and is of John Spencer’s folded ply chine One Metre boat Why Not? Plans of the main panels in outline, deck profile, and general dimensions, are available from Traplet Publications, Severn Drive, Upton On Severn, Worcs, WR8 OJL. Qoute Ref MM 2401, price £5.00. See advert in the last issue for details of post. mya INFORMATION January 1993 London International Boat Show Seven clubs entered the Ripmax Model Yacht Challenge at Earls Court. Six got through to the final on the last Sunday of the Show. The yachts used were as near as identical as possible Fairwinds and no retrimming was allowed! The course was three laps of a triangle with legs varying between about about 15 to 20 metres. The buoys were inflatables about the height and length of the yachts, so the shadows formed in the multi-fan blown wind were fairly massive. Hitting the buoys was allowed without penalty but, as they were soft, getting off one was a time consuming experience. Well known yachting commentator and Judge, Malcolm McKeag kept all the spectators well informed about what was going on and gave instant judgements for any incidents. Now and again he gave advice too – all part of the fun. Chelmsford beat Eastbourne in the semi-finals, and beat Bembridge SC (led by John Cleave) in the final, winning a Fairwind and equipment worth £500 – the serious side of things! All high profile stuff and a great showcase for model yachting skills. Many thanks to the Boat Show management and Ripmax for giving us this chance to perform in public. Snippets from January Council Insurance Cover from the Association’s Third Party Insurance policy has been doubled to £2 million, which should satisfy all Local Authority and other landlords. Jib Numbers – One Metres and Marbleheads For yachts that had valid certificates at April 30th 1992 and which otherwise comply with the “new rules”, the 1993 Standard Sailing Instructions will allow (for home competition) jib numbers to the “old” MYA pattern. This concession will last until the end of 1997. Certificates of yachts with such numbers should be endorsed to the effect that the yacht conforms in all respects to the current class rules except that the jib numbers (on X,Y,Z suits) conform to the MYA jib number regulations. All sails measured after the above date shall have the correct class rule jib numbers. Jib Numbers – Other classes The 1993 SSIs allow jib numbers complying with the One Metre class rule to be used on any class. It is strongly recommended that sails for RIOR and RA yachts have jib numbers so complying in anticipation of the new rules. New National Letters It is not necessary to have national letters on your sails (except for International events) so why not leave them off until all becomes clear with the publication of the new TYRR. IAN TAYLOR MYA INFORMATION OFICER 115 Mayfield Avenue, London N12 9HY 081 446 1625 mya INFORMATION January 1993 EORS and RCYRS 90.3 (Draft) (aka “Interflex”) One year ago Council introduced Flexys to the list of approved systems for large multi-fleet events. With even some humble club open events attracting large entries it was essential to have a simple straight forward system on the books that could be run by anyone with a scrap of nous. It was used frequently during 1992 and there are no records of any problems or panic telephone calls to have it explained. In June 1992 Peter Stollery introduced the first draft of a revolutionary new approach to the problem of Heat Racing – the Equal Opportunity Racing System (EORS). This allows any yacht, regardless of which Heat it starts in, to win any Race. The idea is simple. The Heats must be sailed in reverse order (say C, B, A) and the best four boats in Heat C “stay on the water” to race in Heat B, and the best four in Heat B “stay on the water” to race in Heat A. (NB. in the same Race) At the end of a Race, yachts score points equal to their finishing position in their best Heat and this finishing order is used to set the Heats for the next Race, with all DSQs from the previous Race finding themselves at the bottom of the lowest Heat, but immediately having the opportunity to get back to the Heat where they belong. In November two events with more than 30 competitors were held using EORS and all the skippers present thought this the fairest system yet. It has also been used for some club events with 16 or so boats when it has proved ideal – giving everyone a chance to win a race, yet always having skippers available to run each Heat. Flexys and EORS were submitted to the MYRD Racing Rules Committee at its meeting in New York. With the Fleetwood European RM Championship fast approaching John Cleave, knowing all the problems with RCYRS 90, asked the MYA which system they would like to use. The systems “think-tank” immediately went into overdrive to redraft both of them into an internationally acceptable format. The committee decided to test the redrawn Flexys, now called RCYRS 90.3 (Draft), at Fleetwood, whilst both systems remain on the table for more trials. At its January meeting, Council approved both systems for MYA use, (the RCYRS 90.3 (Draft) given the more convenient title “Interflex”) and approval was withdrawn from RCYRS 90, Flexys and Stollery 91. EORS will be used at the 1993 One Metre Nationals and several clubs will be giving it trials early in the year. Chris Jackson has kindly agreed to publish both these systems with this issue. I would be delighted to hear of any experiences of either – particularly of any problems and methods used to overcome them. Stern Ending When Shakespeare had Othello say “My boat sails freely, both with wind and stream” he wasn’t talking about sailing at the Boat Show! IAN TAYLOR MYA INFORMATION OFICER 115 Mayfield Avenue, London N12 9HY 081 446 1625 E.O.R.S. ’93 EQUAL OPPORTUNITY RACING SYSTEM 1993 MYA 1 © PETER STOLLERY January 1993 approved INTRODUCTION EORS is a close simulation of a fleet race (where all yachts race together) for use by radio yachts where races are sailed in heats. Once an order is determined by a preliminary round, the heat racing gives every yacht, however placed in whatever heat, the opportunity to win each race. The four leading yachts in each heat sail in the next heat of the same race and so have a chance to win that race. GENERAL NUMBER AND SIZE OF HEATS The number of heats shall be as small as possible taking into account all relevant factors such as the total number of yachts, the size of the lake, the visibility from remote control position(s), the number of available observers and the limitations of the yachts’ radio frequencies. The number of yachts sailing in each heat shall be approximately equal. 2.2 AT THE FINISH OF A HEAT Where the race committee imposes a time limit for racing after the first yacht in any heat has finished, it shall judge and record the places of any yachts still racing, at the expiry of that time limit. 2.3 RETIREMENT A yacht shall inform the race committee, as soon as possible, if it is her intention to retire from the event. The yacht shall then be withdrawn from those scheduled to race. 2.4 DISCARDS When the total points are calculated for each yacht, discards will be allowed as follows:- 4 10 19 28 – 9 18 27 36 completed Races completed Races completed Races completed Races 1 2 3 4 discard discards discards discards (which may be a DSQ) (one of which may be a DSQ) (two of which may be a DSQ) (two of which may be a DSQ) and so on. 2.5 BREAKING OF TIES Whena tie between two or more yachts needs to be broken, it shall be decided in favour of the yacht with the most first places, and when the tie remains, the most second places and so on. When the tie still remains it shall be decided in favour of the yacht with the lowest score in the last race in which there is no tie. 12 3 PRELIMINARY RACES 3.1 PRELIMINARY ROUND (a) Except for light wind conditions in short duration events, as described in #3.2, the event shall commence with three preliminary races where the yachts are divided into heats, each seeded to contain yachts of mixed ability. The selection shall be made, wherever possible, from an order of known ability. Where the ability of some yachts is unknown their selection shall be carried out at random. (b) The heats may be sailed consecutively in order to save the time needed to take yachts on and off the water, in which case the composition of these consecutive heats shall remain the same. 3.2 SHORT DURATION EVENTS SAILED IN VERY LIGHT WINDS The number of races in the Preliminary Round may be reduced to two in these circumstances, in which case the race committee shall announce this at any time before the start of any yacht’s second preliminary race. 23 POINTS (a) A yacht shall score points equal to place with the following exceptions. The first and second yachts in any heat shall score 0 points and 1.7 points respectively. Yachts that did not start (DNS), started prematurely (PMS), did not finish (DNF), retired (RET), or are disqualified (DSQ or DND) shall score one more point than the number of yachts in the largest heat. (b) At the end of the event the scores from the preliminary round shall be included in the total score and any number of these scores may be discarded subject to #2.4 HEAT RACES 4.1 DIVISION OF THE FLEET FOR HEAT RACING (a) At the completion of the Preliminary Round, yachts shall be divided into heats according to their total scores, with one temporary discard applied. (b) Yachts with the lowest scores race in Heat ‘A’ and so on into Heat ‘B’, Heat ‘C,, etc. Any tie(s) for the lowest place(s) in a heat shall be broken as in #2.5. (c) The number of yachts in each heat at the start of each race shall be as given in the schedule. (d) Any reduction in the numbers scheduled to race by DNS yachts etc, or by a failure of a yacht to inform the race committee of her retirement or of the race committee to be aware of the actual number of yachts available to sail, shall not invalidate the race. (e) The schedule gives the largest heat size as 20 yachts, but this may be extended if circumstances permit. In this case the lowest heat shall be scheduled with 3 or 4 more yachts than in the other heat(s), following the principle given in the schedule. 13 4.2 ORDER OF HEATS Heats shall always be sailed in reverse order starting with the lowest heat and finishing with Heat ‘A’. 4.3 PROMOTION With the exception of Heat ‘A’, the four best placed yachts in each heat shall sail in the next heat and may stay on the water between heats. 4.4 PROTESTS (a) Protests involving the place of any yacht to be promoted shall be heard before the start of the next heat. place. Protests for redress shall not involve If redress is awarded it will result in adjustment to the score only, as in #4.5.(d) (b) Protests involving any.yachts to be placed in a lower heat, by the division for the next race as in #4.7, shall be heard before that division. 4.5 POINTS AND PLACES (a) Places shall be in consecutive order from the first yacht in Heat ‘A’ to the last yacht in the lowest heat. DNF, RET, PMS and DNS yachts shall be placed in this order at the bottom of the heat in which they sailed. (b) DSQ and DND yachts shall be placed in this order at the bottom of the lowest heat. (c) A yacht shall score points equal to place with the following exceptions. The first and second yachts in Heat ‘A’ shall score 0 points and 1.7 points respectively. A yacht that DNF, RET, PMS, DNS, DSQ or DND shall score one more point than the total number of yachts that race in the event. A yacht placed below those that DNF, RET, PMS, DNS shall score one point less, for each such yacht placed above her, than the score for her place. The place of a promoted yacht in any lower heat shall be ignored. The place awarded in the last heat in which she raced shall count for points. (d) Where the protest committee decide under TYRR 74.2 to award redress, it shall adjust the yacht’s points score as Appendix B2 4.2.(i). The average score shall be calculated using scores from heat races only. 4.6 YACHT UNABLE TO RACE: TEMPORARY RETIREMENT (a) A yacht that has temporarily retired for any reason shall be withdrawn from those scheduled to race when she has reached the lowest heat. (b) A yacht wishing to rejoin the racing shall inform the race committee before the division of yachts for the next race in which she intends to sail (see #4.7). 4.7 She shall rejoin the racing in the lowest heat. DIVISION OF YACHTS FOR THE NEXT RACE (a) The order of the yachts placed in the last completed race and any adjustment in numbers of yachts available to sail, as in #4.6, shall be divided into heats for the next race by using the schedule. (b) Should there be a change in the number of heats, this shall be announced by the race committee at least ten minutes before the start of a race. 14 No. OF |2 HEATS| YACHTS} A 3 HEATS B|A B 4 HEATS C\|A B C 5 HEATS No. OF D{A B C DE} 11 8 2 6 9 3 2 6 22 at 10 3 v4 25 12.~ 12 2 1 4-7 12° 12°12″ 12 12 4 8 19: 12.412 13 5 8 13 14 319. 5 1S 13 15 6 9 16 6 17 7 18 yacuts 15 61 15 62 12 18 63 12° 46 65 124.12 = 16 66 13 #18 #12 16 67 13. 48 43 43 ‘46 68 10 19 18. 139 © 49- 417 69 =O 14 oh 14 18e=19 919 Wz 70 14 14… 14 15 15. 18 44° 3″ #14 94 #14 -14-1Se 1 #14~«18 14 4 #14 «14 14° 14 14 14 18 14 17 17 18 18 18 18 72 73 74 75 76 U1 18 1 18 168 18 78 422° “49 ‘16 © (447 64 71 19 20 21 22 23 24 8 8 9 S 10;. 10 tt I2 12 138 13 14 6 7 ~ 6. 6 7 B tt 14 26 7 11 fact 16 8 7h et | a 12 15 1m 8 15 19 79 12 11 16 28 8 16 16 8 8 16° 12 19 6 16 10 80 13r- 6 45 2 6 15.16 30 9 13: 8 17 12 9 7 9 6 12 6 ia 10 7 6 10 31 32 33 34 14 14 15 162. 17 9 18 |10 18/10 499/10. 9 9 10 10> 18 13 18 914 35 iz 7 8 8 16.419 f Z 7 8 8 6 8 tt 10 14 8 6 TI 8 6 2/41 14 6 16 10 10 ott tA wit 36 | 11 ~ 7 7 YT 8 7 8 6 12 6 7 6 WO 7 10 6 15 6 9 10 8 8 12 7 7 7 6 10 37 10 10 10 38 He tie 181 39 9-9 eg 12) Ie 16 12 9 16 9 9 9 12 4G 12 9 es . Fe 40 12=” ler 5 18 7 Zz 1 4 1912 AGM 10=9 42 «899 AST! 13 13 16/10 10 43 9 44 45 13. 13 17 14 14. |} 10 #13 14 160 17 1}10 WW | 44. 46 4 14 «616. 47 48 16 1 49 8 7 Fé 7 7 ig Og ge | bay 13} 8 g g 7 41 Yo 43 40 40. 8 40 40. 8 14 44 8 8 9 8 8 8 ah | tt 8 8 ot 8 8 12 12 10 14 9 9 8 14 ‘1Si- 8 1% ]11 18) | 44 12 11 1 =f ual «14/9 15 9 16 9g 9 18. 9. 9 412 12 50 19 .8. 9 44 1G ou eclSia 15 19 | 12> 9 12 = 44 9 9 15:1 9 10 13 9 9 9 13 51 1 16 19112 42 42 145 52 10 10 9 16 9 16 13 320° /12 12 12 46 |40 4O- {6 9 13 13 #12 #%12 #=%(16 140 «10 =«©6100~=«640 13 53 54 55 56 57 58 59 60 |49) 138 13°” 13°13 Ie 4° 13 1S 14 #14 14° 14. 12° 16°140 13 13. 18 7 11 «16/41 “40° 40: #10 40 «+10 -14 «10 =«14 07 14 141 1440 4 9400.40 (14 Ot +13 #17 :*| 44 14 aL -°47 at 1 44 14 wt 2a 16 414.4 18 44 ae Oh tt SCHEDULE OF YACHTS AT THE START OF EACH RACE 15 Swan Models for competitive racing yachts & equipment. We specialize in One Metre and Marblehead radio model yachts, stocking a range of hulls, sails, masts, rig kits, fittings and radio equipment. ONE METRE YACHTS COMICK In the 1992 season the Comick finished 2nd & 4th at the MIMICK In contrast to the Comick it has a much reduced beam. This SQUIGGLE This should soon have completed lake trials, after which M.Y.A. nationals & 2nd in the national ranking list. has just successfully completed lake trials. more information will be available. MARBLEHEAD YACHTS ROAR EDGE Sailed by Roger & Peter Stollery with great success last season. Placed 4th, 10th & 14th in the 1992 Worlds. SLICKER From the same stable as Slick, which was 8th and 11th and TRUCKER Anarrow beamed hull which was sailed at the Worlds by in the World Championships in 1992. Chris and Mark Dicks. With all of our kits the hull, deck and fin box are all fitted, and are available in any stage of completion from hull & rig kits to a complete ready to sail, registered yacht. SAILING SCHOOL Based on One Metre yachts, we will be holding a series of lessons throughout the year. The syllabus will include the setting up & trimming of yachts, sailing techniques & basic racing rules. For further information on the above please send an S.A.E. to: Mike Weston, The Bungalow, New Barn Park, Swanley, Kent. BR8 7PW Tel : 0322 666363 IYRU-MYRD RCYRS 90.3 (Draft) THE FLEXIBLE YACHT RACING SYSTEM 1 INTRODUCTION RCYRS 90.3 (Draft) is a flexible racing system for radio yachts in which the races are sailed in heats. After a preliminary round to establish an order for division into heats, Heat Racing commences and yachts are promoted or relegated to another heat or remain in the same heat according to their result in the previous race. 2 GENERAL 2.1 Number and Size of Heats (a) The number of heats in a race shall be as low as possible taking into account local conditions (the size of the lake, the sailing area available to skippers, the allocation of frequencies, etc). (b) The number of yachts in a heat shall be approximately equal, with the first extra yacht going into Heat A, the next into Heat B, and so on. For example: A field of 23 yachts could be divided into either two heats of 12(A) and 11(B) or three heats of 8(A), 8(B) and 7(C). Afield of 33 yachts could be divided into either two heats of 17(A) and 16(B) or three heats of 11(A), 11(B) and 11(C) or four heats of 9(A), &(B), 8(C) and 8(D). 1? (c) At the beginning of the event the race committee shall announce the maximum number of heats for any race. temporarily should sufficient yachts retire. This shall be decreased The race committee shall also announce the maximum number of yachts in any heat. Should there be a change in the number of heats in a race this shall be announced by the race committee at least 10 minutes before the start of the race. 2.2 At the finish of a Heat Where the race committee imposes a time limit for racing after the first yacht in any heat has finished, it shall judge and record the places of any yachts still racing at the expiry of that time limit. 2.3 Discards When the total points are calculated for each yacht discards will be permitted as follows:5 – 9 completed Races 1 discard (which may be a DSQ) 10 – 18 completed Races2 discards (one of which may be a DSQ) 19 – 27 completed Races3 discards (two of which may be a DSQ) 28 – 36 completed Races4 discards (two of which may be a DSQ) and so on. 2.4 Retirement A yacht shall inform the race committee as soon as possible if it is her intention to retire from the event. The race committee shall then withdraw the yacht from those scheduled to race. 2.5 Ties Whena tie between two or more yachts needs to be broken, it shall be decided in favour of the yacht with the most first places, and when the tie remains the most second places and so on. When the tie still remains it shall be decided in favour of the yacht with the lowest score in the last race in which there is no tie. PRELIMINARY ROUND General Except for light wind conditions in short duration events (see #3.2), the event shall commence with three preliminary races where the yachts are divided into heats, each containing yachts of mixed ability, by seeding. Selection shall be made, wherever possible, from an order of known ability and where the ability of some yachts is unknown their selection shall be carried out at random. The heats may be sailed consecutively to save time getting yachts on and off the water in which case the composition of these consecutive heats shall remain the same. 3.2 Short duration events sailed in very light winds (a) In short duration events in light wind conditions the number of preliminary races may be reduced to two, in which case the race committee shall announce this at any time before the start of any yacht’s second preliminary race. (b) In very light wind conditions the race committee may decide to extend the preliminary round to form the basis for the entire event. Heats for further races shall contain yachts of mixed ability. The order obtained from the results of a completed race may be used to spread the yachts evenly between the heats. 3.3 Scoring (a) The scoring for the preliminary round shall be as follows:- the first yacht in each heat shall score 0 points, the second 1.7 points, and all other yachts score points equal to their place in the heat. Yachts that did not start (DNS), started prematurely (PMS), did not finish (DNF), or retired (RET) shall score one more point than the number of yachts in the largest heat. Yachts that are disqualified (DSQ or DND) shall score two more points than the number of yachts in the largest heat. (b) At the end of the event the scores from the preliminary round shall be included in the total score and any number of preliminary round scores may be discarded subject to #2.3 4 HEAT RACING 4.1 Division of the fleet for Heat Racing At the completion of the preliminary round yachts shall be divided into heats according to their total scores, subject to one temporary discard, with yachts having the lowest scores in Heat A and so on into Heat B, Heat C, etc. the last place in a heat shall be broken as in #2.5 4.2 Ties for Promotion and Relegation (a) After the preliminary round, promotion and relegation shall be carried out after every completed race as follows:- 11 or less yachts scheduled to race in Heat A The two yachts in the heat, with the exception of Heat A, that have scored the lowest points in the heat shall be promoted and the two yachts in the heat, with the exception of the last heat, that have scored the highest points in the heat shall be relegated. More than 11 and less than 16 yachts scheduled to race in Heat A The three yachts in the heat, with the exception of Heat A, that have scored the lowest points in the heat shall be promoted and the three yachts in the heat, with the exception of the last heat, that have scored the highest points in the heat shall be relegated. 16 or more yachts scheduled to race in Heat A The four yachts in the heat, with the exception of Heat A, that have scored the lowest points in the heat shall be promoted and the four yachts in the heat, with the exception of the last heat, that have scored the highest points in the heat shall be relegated. (b) At no time shall a yacht that did not start (DNS), started prematurely (PMS), did not finish (DNF), retired (RET) or was disqualified (DSQ or DND) be promoted. Under these circumstances the number of yachts to be relegated shall be reduced accordingly to maintain the heat numbers. (c) When more than the prescribed number of yachts have scored points that are involved in promotion or relegation the circumstances shall be treated as a tie and this shall be broken as in #2.5 4.3 Heat Re-arrangement Except during the preliminary round, the number of heats in a race and/or the numbers of yachts in a heat shall be re-arranged before the start of the next race to take into account the number of yachts scheduled to race. The order of the yachts in the new heats shall be established by carrying out the promotion and relegation procedure after the previous completed race and this order divided into the new heats as required. 4.4 Retirement A yacht that has temporarily retired because of damage or gear failure etc, shall be withdrawn from those scheduled to race when she has reached the lowest heat and the heat sizes then re-arranged as in #4.3. She shall inform the race committee of her return before the heat re-arrangement (#4.3) of the race in which she wishes to sail again. Only then shall she be included in the number of yachts scheduled to race. 4.5 Points and places (a) Places shall be in consecutive order from the first yacht in Heat A to the last yacht in the lowest heat. DNF, RET, PMS, DNS, DSQ, DND yachts shall be placed at the bottom of the heat in which they sailed in this order. The first yacht in Heat A shall score 0 points, the second yacht shall score 1.7 points and thereafter yachts shall score points equal to place subject to #4.5 (b). (b) A yacht that does not finish (DNF) or retires (RET) shall score one more point than she would have scored had she finished last in her heat with the scheduled number of yachts racing. A yacht that was a premature starter (PMS) or does not start (DNS) shall score one more point than the total number of yachts that race in the event. A yacht that is disqualified (DSQ or DND) shall score two more points than the total number of yachts that race in the event. (c) Redress. A protest committee, when giving redress to a yacht, shall award a place within the heat in which that yacht was sailing. If the place is eligible for promotion or relegation any tie shall be broken as in #2.5 20 The New Racing Rules. Nick Weall. Once again four years are up and it is time to welcome in the newest set of the International Yacht Racing Rules 1993 -1996. Issued by the International Yacht Racing Union, these new rules come into effect from April lst, 1993. Now that Model Yacht Racing is a recognised part of the larger sport of yacht racing, our appendix that alters’ the full sized rules, where appropriate, is now included as an appendix of the main rule book published by the IYRU. It is not necessarily the case that all of the other many versions published of the IYRR will include this appendix. The appendix has the reference number B7. The appendix B7 itself does not contain any _ surprises, anyone used to the existing modifications to the full sized rules will be able to carry on racing without having to alter their tactics greatly, other than to pay due regard to the major changes in the full sized rules that I will shortly cover. Whilst still on the subject of appendix B7 worth quoting the new definition of “Mast to A windward yacht sailing no higher than a it is Stem”: perhaps leeward yacht is mast to stem when a line abeam from her mast is forward of the leeward yacht’s’ stem. A windward yacht sailing higher than a leeward yacht is mast to stem when a line abeam from her mast would be, if she were sailing no higher, forward of the leeward yacht’s Rules 38.1.,39.1 Limitations are “mast Rule stem. and 40.1 altered Basic Right of Way Rules by substituting “mast to and their stem” for abeam”. 42 Rounding or Passing Marks and Obstructions This rule is still altered by substituting overall lengths instead of the full sized two four of her of her overall lengths. Rule 46.1 is replaced by: A yacht under way shall keep clear of run ashore, is aground, capsized or yacht or a mark or its ground tackle. Rule 46.2 is replaced by; A yacht shall not be penalised when fouling a yacht immediately ahead goes aground, capsizes or becomes yacht or mark or its ground another yacht that has entangled with another she is run or aground avoid ashore, another tackle. accordance with Assistance – A gone to of her that runs entangled with Rule 46.5 is an addition: A yacht being put off in appendix (Rule 59 – Outside ashore, unable become para 5.5 of yacht that entangled with this has another yacht may be freed and put off again. Outside assistance is permitted, but when no assistance is available, the crew may be absent briefly from the control area for this purpose.) shall give any other RC yacht racing ample room and opportunity to keep clear. Yacht A out crew the of that fact control has 5.7 lost promptly shall deemed to You need do Contol be have of radio and deemed be new an of by a if B7 yacht hailing. obstruction, even careful appendix control clearly retired, to the The and when control your yacht shall is indicate yacht out of then shall later regained. develops a be temporary glitch. Do not call your yacht out of control unless you are sure that it is not under your control. Check first that no one else is transmitting on your frequency, by immediately asking that question very loudly. If you have other yachts close to your them of the out of are fact control then caution as yacht you if you much thus the interference out establishing utter a and effectively in have those must of the words very that fact “Out duty quickly call /problem the warn your yacht race, first control” to continues. particular in of stronger hence place. that is You As the soon it! The other thing that can temporarily put your yacht out control is bad co-ordination between rudder and sails. heavy winds it is usually essential to remember yachts sails need to be kept at the correct wind whilst turning. In such conditions the own may That turn really move I not on to must ground. rule covers the make existing must be the main the attitude to rudder on the its yacht. main body of absolutely rules The the that of In 1989-92 bits applies read carefully appendix the rules. clear is puts same of the The that amended to any and understood B7. first any Now point change rule completely for let new what us that to the into new rule. The it is. The application of the new or amended rule ought to be self evident, but as always there will come a time when a _ good protest ruling illustrates the application of the rule more clearly, appealed, definite I offer National might extend this to an appeal ruling on an incident involving a new or amended rule and we get a more interpretation. In the meantime any interpretation is simply my own, based upon my own experience as a Judge of the RYA and, possibly, any opinions I have picked up from other National and International Judges. Starting at the front of the rule book at the four fundamental rules that so many people seem to never notice in their rush to go straight to the rules of part IV. Fundamental rule B now states that by participating, competitors agree penalties imposed organisers.! Race Old of Management rule the around to be governed by the rules, (subject to appeal) and not Rules that might be of to accept to sue any the interest: 4.4(d) suggested that if the race committee got any starting sequence wrong, it could simply juggle the remaining parts of the sequence to correct the mistake. This rule is now deleted. This means that the race committee must restart the whole sequence if it makes an error in the timing sequence or stops it for any reason. Cancellation: The definition of “Cancellation” has been deleted as have all references to the word within the rules! Race committees must now abandon races and decide later whether or not to re-sail the race. This has little relevance to RC yacht races other than to clarify perhaps when a race can be abandoned. Any time before the start the race may be abandoned for any reason, but as soon as_ (Such as a the race has major entanglement.), started a specific reason is required; An error in the starting procedure, bad weather, a mark shifted or lost, insufficient wind to complete the course within the allocated time limit or some reason directly affecting the fairness of the competition. (On a personal note, I would consider bad weed a good enough reason to abandon, Organisers ought not only a race but the entire meeting. to pay more attention to this potential problem a week before the event discovering as it on the day past.) in the recent occasions has Abandoning when no yacht is due been to start, the finishes within case 5.5 A completed on the time rule 9, old rule 10) The race committee now has to abandon the race has finished within the allocated time limit. Rule rather one than or two limit. New when no yacht race: A race that has been abandoned after even just one yacht has sailed the course and finished, cannot be re-sailed unless the race committee is ” Aware of the relevant facts and of the probable consequences of any arrangement to a11 yachts concerned for that particular race and for the series, if any, as a whole. It is difficult to know what to say about this particular rule, except avoid the situation like the plague. If you are a member of a race committee and you have at least one yacht finished, when presented with a momentous problem, think long and hard before abandoning the obviously are how do you compensate finished in the re-sailed race? Also is yacht that managed to finish the race should be penalised for that race. The problems any yacht that has it fair that the in the first achievement. That race instant, may have put the finished yacht well clear of her rivals in the series as a whole! It is unlikely that in a re-sailed race it would retain such an advantage, even if the finished yacht was awarded her original position as an “equals result” in the re-sailed race regardless of her actual position. (Or ought she not sail is a mess what ever you do. not to be abandoned after certainly windward not after the in the re-sailed race?) It In the model world races ought the start, if possible, and most fleet have rounded the first mark. Some race officers will abandon the race if the first windward beat is ruined by a late wind shift that allows the fleet to lay the mark in one. That is very creditable and ought to be appreciated by all of the competitors. The more race officers that insist on laying a proper course the better and those that carefully maintain a proper beat throughout the meeting deserve everyone’s thanks. windward grateful Sail A numbers new ( New three measured three letter not be after you Prix in not home need held plus has been waters UK in letter/s. all any In my national within There sails single 1997, is national but Lights at Under the yacht could old lights New rules, be in and fog appendix B7 Seriously rule meat hindering 31.2: There is now racing or that hinder a rule of and option yacht but to How has damage do the Of course serious, as would although if position that care the yachts the and clear in any Interfering There now proper the process suspect could of that to not a displaying of the at _ Sea. “When safe and old I taking interfere model a course naturally would little and was ought to count as not to lose penalty with yachtsmen yacht applied circumstances down racing wind (New another by Rule executing never executing rule to apply, since “proper things to different people. that from is in turns. realised turns. this 30.2) deviating yacht as through prohibited from a hindering be model have as ashore, the the in count or did or Material instructions. a this final also aground return will herself yacht her altered. occur a has been rule sailing yet seriously infringes until penalty and to not the hindering was would argue that a respect committee the not is feel out line that committee time to 30.1 yacht refloated prohibiting “get” a yacht This rules: yacht was likely exonerating most to sunset, required hindered of particular yacht to If has a tell. in a protest would will rule course attempt difficult different a March apply after rule entanglement race a in only for race if they serious? a event a position finish wise allows existing expire Sailing New her seriously is -— racing. from the the Collision only requiring is an It with is her I A rule yacht with incident. course. action Time that yacht yacht suffer serious? with of or national another forcing the your rules been serious. outside new hearing, other sailing the finishing to World requirements Preventing completed a national 66. the are Grand or carry still means we could all wiggle out of this that it is not deleted by our penalise you define not potential for to protest with signals that is an I think Strange clear has there serious. yacht a is this need however continued after though. the all Euro do are will rule race Regulations requires.” protested! for a 1993 will old disqualified pilotage one if Now if 65, accordance International lights rule a carrying clause clause events. you you be April This for but If to requirement dusk. that event Championships grandfather letter. the B3) so understanding UK, ought before the letters the you a measured international Now event appendix introduced unless letter/s for the European Championships held within the UK. the now lst April 1993 must carry the new letters. GBR in our case. The letter s championship. would 25, the carried Event rule system national international that Old letter sails need & that This course” is they maybe a often It is my steady and opinion predictable most direct depth of set a that route water course to may proper course. the all that a is It next play a course is mark! part anything not a the to execute turns and she mark, of course, much as yachts assume a mark. course Again The plainly This the Damage simply results but failed yacht to penalty and could and Hailing This rule alters at (01d result. to has If you that of intentions, of yacht to yacht. right required REQUIRES COURSE. whilst THE An not unless to she alter If People tend is if redress manoeuvres after the had a you a to be damage opportunity to the avoid right yacht, rule the hailed the of way yacht, accepts her stilt be of way yacht 69 YACHT to than A unless keep get causing serious very is any little. another yacht likelihood possibly 38.1, old the start the of moving to stop BEAR old luffing. gaining sailing the AWAY yacht rule 40. a leeward windward TO an close-hauled the suddenly there and the that hail effect, leeward by means cover the zone. that yacht yacht to surprise TO way rules useful think yacht gap” or to other collision collision words confused! starting A windward calls rules simply THE than yacht NEW RULE CLOSE-HAULED bear without higher yacht overlap must yacht to leeward off luffing to a rights close-hauled would not have clear. pre-start manoeuvres’ Do remember that signal until any the starting course first the next turn/s. burdened under of always first crossed to be way since in them by course! to it the of right you higher course attempt right overtaking tacks the etc. the The the LEEWARD “Close had hearing. leeward close-hauled may or sailing and serious protest it into the when may claim taking stem” that whether Luffing before the start. New rule Please read this one! When before is luffing above close-hauled, and “mast clear she that that, yachts that reasonable results said pair the deleted, Having actions mark 32.2) the your so penalty turns, are fact well in business two can, damage, your rule a the been course the penalised, a rule sail her the of no that 32.2) burdened still direction has then yacht racing yachts vicinity of a around her course rule turn requires executes disqualified the to commences damages to predictable, she be electing more yacht the and that course the burdened obey a tide simple all other immediate as make the seriously mark wind, is general burdened collision shall or the a (Rule a course expected clarifies from collision are however near Serious proper towards anywhere rule a as necessarily obvious should requires her to sail well clear of before commencing her turn/s. In the defined skipper to the next mark. However if it retains such a course is easily predicable to seeking be Current, in but may mark! line in and post-start you have not’ started part of your yacht has the direction of the Sailing the Under the side of the begin, course old rule starting bound side and or end could Starting marks. (Rule if a mark was placed line the mark could a leg. be It therefore ignored. With 51.3) on the pre-course not be _ said to never the had new a rule required wording a starting mark has a required side from the time a yacht is approaching the line from the pre-course side to start. Thus if the mark is reasonable close to the starting line, it may have a correct side as the yacht approaches the line to start. However this must be plainly stated in the sailing instructions. Room at a starting mark the to New rule 42(a) 42.4: No yacht has approaching Unless The the the of navigable yacht is slowly above danger will a too keel danger the at its under rights as have rule windward yacht and the favourite old serious sailing rules a below her pleased up to rights, to proper she keep Limitations on luffing New rule yacht hails to windward something pass. to The rule Tacking Under and from the old covered rules therefore tack. Also allowed rule Now in a to a windward yacht can luff However the gains put on the her yacht too, yacht if is there is windward yacht with a bear off the as she mark! she is a fin a real If yacht is she is luff Now if quickly she doesn’t yacht with gybe the New a rule 38.2 yacht that yacht leeward rule small rights overlap behind must luffing as windward 01d pleases luffing! without could course. leeward small and to trick. yacht leeward luffing a to yacht. windward luffing 40.2, position without mast return the course required yacht leeward give yacht an there is room to to stop 39.1 overlap was to the not to leeward permitted windward other to was not yacht. (new 39.3) I bet any match used a the merely luffing. the clear. windward, old a to yacht give to a is the proper must over and obliged racing leeward her re-worded yacht off by 38.1 which damage when obstruction! mark. the then mark & water. that bears match rule rights this leeward yacht opportunity When just the 39.2 old be 42(b) surrounded leeward for luffing the luffing might leeward a of the to yacht cause she going which is windward windward is Next is an arguments clear yacht is that the towards This not stem, to it provided moving fault! must to rule starting navigable aim stern the with by the the the hits yacht stop if here stern New if that leeward as even mark However, course trap the of Luffing A a type, to close-hauled be a surrounded mast leeward is near is water. close-hauled There start, at irrelevant.The behind the room starting is rule to not the claiming stem, is water rearranged yacht line mark size right Old none case. racer, them. of So you you carry would knew on as have either of normal. known those If about you the two restrictions were a full-sized restrictions and Tacking at the same time Rule 41.4 This rule has been retitled to clarify that it applies to yachts that happen to be tacking or gybing at the same moment. It is not necessary for the commencement of the manoeuvres to be at the same moment. Hailing for room at a mark. Old rule 42.1(f). This rule has been deleted, but a wise skipper will continue to hail for room at the mark by calling “Overlap” or “Water” or “Room at the mark”. I believe it will still help his case, should an incident occur. Touching a mark Rule 52.2(a) THE NEW RULE ONLY REQUIRES A 360 DEGREE TURN! It is of course still possible for the sailing instructions to amend this rule back to a 720. It also clarifies that a yacht must get clear as soon as possible after touching and that she must them execute her turn immediately! If a yacht chooses to simply re-round the mark, she has not sailed clear of the fleet, unless she is at the back of the fleet or well clear of other racing yachts, she might well render herself liable to receiving a protest for infringing the requirements of this rule. Now there are some important side issues regarding this rule. The first one is that it is often argued that since rule 52 is not a rule of part IV, if a burdened yacht is involved in another collision or incident whilst executing its turn, it has no alternative except to retire, since what was appendix 3(1.1) applied only to infringements of rules of part IV. Butrule 45 is in part IV and very usefully pulls rule 52 into part IV by stating: A yacht that has touched a mark and is exonerating herself shall keep clear of all other yachts until she has completed her exoneration and, when she has started, is on a proper course to the next mark. are Thus if protested executing you for your not are involved breaking penalty turn in clear for another of touching incident the the fleet, mark, or you whilst you can absolve yourself by executing a further turn/s under. what was appendix 3(1.1). Now the next point is that whilst you are in the process of sailing clear of the fleet, you retain your full rights. Therefore by sailing clear of the fleet on a close-hauled starboard course, you are likely to experience the least frustration and danger in finding open water. If whilst you are sailing to clear the fleet you are involved in one or more incidents, then you are simply obliged to accept further penalties under Appendix 3 (1.1) if applicable. The same applies if you are endevouring to sail clear of the fleet to execute a penalty under Appendix 3 (1-1) in the first instance. If however once you are actively involved in executing your penalty turns under Appendix 3 (1.1) and you are involved in any incident, your only recourse is to retire immediately. There is no alternative penalty for infringing the requirements of Appendix 3 (1.1) a disqualification is the penalty and that is that! Touching a mark and infringing a rule of part IV (Appendix Bl 1.1 is the new reference number for the old appendix 3 (1.1) as mentioned above. It has, at last, been made crystal clear, that when a yacht infringes a rule of part IV and hits a mark within the same incident, she is required simply to accept the penalty under Appendix Bl 1.1 and just do a 720 degree turn, not a 720 degree turn and then a 360 degree turn. Appendix B also clarifies, at last, that provided a yacht involved in an incident demonstrates acceptance of her penalty, even if the penalty is not correctly completed, no other yachts involved in the incident can be penalised under rule 33. Requesting redress It is mow clear Rule 69 that a yacht may obtain redress when her finishing position in a series (rather than just in one race) has been materially prejudiced. An example might be that a yacht was so seriously damaged so as to be unable to complete the series of races after the race she was crippled in. She therefore is not only eligible for redress in the race of the incident, but all subsequent races too! I would suggest that her average points of all races up to and including the race prior to the incident be worked out. If that number of races includes one or more discards, then they should be allowed in the total fairness. Her position should then be interests awarded as equals position in all subsequent races, with immediately under her equals position still the position retaining the normal numerical sequence. i.e. If she had been third equals then there would be two third equals, by forth position etc. A final model interesting rule that is mostly overlooked of an awarded followed in the world: Gaining a significant advantage New Appendix Bl 1.5 and 2.5. Old appendix 3 1.4 and 2.5. When a_ yacht infringes but takes a 720 degree penalty, but thereby gains an advantage, a protest committee now must disqualify that yacht. (Once it has been established that the yacht did indeed infringe.) It is not quite clear who is going to prod the _ protest committee into action. Naturally other competitors in the race are the first to be obliged to protest the offender. Secondly the race committee or race lastly the protest committee themselves officer if an and perhaps independent body. An example of the sort of situation where this rule might apply is the windward mark. Let us imagine that we have one yacht approaching the mark rapidly on port tack. whilst the remainder of the fleet are approaching the same mark equally rapidly on starboard in a densely packed 1lonq strinq of vachts. Mr port tacker dives into a non existent gap under the leadinq starboard yacht and makes contact with both that vacht and the mark. albeit rounding the mark on the’ correct side. Mr port tacker immediately sails off and executes two quick turns to leeward of the leading vacht and reioins the race in the top half of the fleet! Now if Mr port tacker had thing. he would have bore off and missed correct the done all of the starboard tack yachts. before taking his place at the back know. how of the queue to many of round us the would windward mark! Yes. actually have done that race? We would all have dived for a qap somewhere least born off a little before tacking hard and I ina or fast at to starboard to come up underneath some poor unsuspecting soul. executed the Anyway the rule is there! Anyone that pushes their luck to that extent and unfairly gains position. even after having appropriate penalty disqualification. provided that prove the gain. The incident has port tacker accepting the turn/s. is liable someone protests already been proven to and by can Mr alternative penaltv! I have not covered all of the rule changes. but I believe that I have covered all of the rule changes that you need to know at this stage. Anv rule not mentioned is either a rule relating to management or is particular to full sized craft. I wish vou all enioyment as you cut your teeth on the new rules and trust that you will appreciate the minor changes to many rules that have been made to clarify minor points. Copies of the new International Yacht Racing Rules are available from: IYRU.. 27 Broadwall- Waterloo. SE1 9PL Tel 071 928 6611. Price £10.00 plus packing and postage. 50p. Perhaps a better approach would be to ioin the TYR. This would cost you £25.00 per anum,. plus VAT. You would then get the following five publications the current year book. calender of forthcoming Alternatively ioin up to the events free: date and a The rule current rule book. interpretations. bimonthly newsletter. RYA for the princely sum of a £16.00 and qet free the RYA book of the new rules under book allowance allocated to members each year- the £6.90 Either wavy vou will be helping to support one major orqanisations that do so much for the sport racing. of the two of yacht INAAVIEGAA SEGELREFERAT Mag. H. TURK, J. Tandlerp! 10, A 1090 Wien, Austria Page 1 A report by the NAVIGA sail referent At the end of August 1992 there have been NAVIGA World Championships in the sailing classes in Sopron in Hungary. On this occasion also elections for a new representative of the sailing classes took place. | was elected, though did not really feel moved to this function, mainly because! want to sail and not spend my time in organizing and writing work, which is one of the main duties of this job. But at least | had to accept and so | have to fill out this function and make the best of it. When this became public, attempts were started to find a basis to resolve the split of the model sailing world. | never made a secret of my feeling, that IMYRU MYRD and the sailing section of NAVIGA should join at best and if this (at the moment) is not possible, they should at least remain in a good standing. Therefore it would be necessary to hold friendly contact and to have the same rules to race and for measurement. Very small differences are also essential, if a country wishes to be member of both organisations. At the NAVIGA sailing division meeting at the championships in Sopron, | madeclear that | propose to go that way and] gota lot of support from nearly all nations. But it was also made clear by many member organisations, that if a goodrelation should not be possible, NAVIGA should go its own way and not just give up its sailing intersets. To build up a basis for a join it is first necessary to show, where the differences between MYRD and NAVIGA lie and then we can try to find compromises. It is not, as often supposed, that a contact with bouys is allowed from NAVIGA and not from MYRD. Or personal differences. If only this would be, it is not worth to discuss. | now had a lot of contacts between sailors of different nationality and as | now can judge, the main differences lie in the way rules and mainly regulations develop. There has been nearly no difference between both organisations 3 or 4 years ago when the combined WMin Berlin were held. But things started to seperate, when IMYRU became MYRD and new regulations were created, always far more complicated and voluminous than before. But NAVIGA does not want to go this way, they renounce “perfection” in favour of simplicity. Whenever I speak with a non professional or with a “hobby” model sailor, (and please dont forget, most are) everybody implores me “TRY TO MAKE RULES AND REGULATIONS MORE SIMPLE. We are no lawyers and dont want to be, we just want to sail model boats in a regatta”’.| only can agee with this demand and |want to follow this direction as straight as | can. 30 Page 2 Two examples: Compare the new Marblehead measurement form with the old one: where before 2 pages A4 where enough, you now need a whole booklet. If you remember, serious sailors, who make their sails themselfs, often built 3 to 4 suits a season, and if you always are forced to fill this whole form, your spare time is occupied filling and getting attested all your forms. The new 1 Meter measurement: NAVIGA is now sailing their E class boat, which is quite similar to the new 1 Meter, for nearly 5 years and they need just 2 pages and it works! If I, in contrast, look at the new | Meter measurement of MYRD, I get frustrated. | am also an official measurer of MYRD in Austria, but I really dont know, how! should control the 60 mm depth of the hull without to avoid such things!!! On behalf of racing rules, | am afraid, | also dont know a way out of this calamity. They have developed now during acentury and you probably could hardly find a way to simplify them. But you can cut away passages that are nor really essential for a model regatta and therefore you dont need. Untouchable marks for instance. This instruction does not change anything inthe run of aregatta, you can believe me, lam sailing both systems for years. But the observers need not only watch the ships for contacts, but also have to concentrate on the marks. What] wantto say is, cut away everything that is not necessary for Model boat sailing, independent from rules of IYRU, useful for big yacht sailing, but only hindering for model boat sailing. The division should have enough influence to assert them if they only want, but do they really? The argument that this has be done that way now for many years, is no argument, that changes nonsense into sense. Otherwise something, that already started in some countries, could progress. Some model sailors make their own regattas with their own, simplified rules and they are quite happy with it and it seems to work. This leads to a split within a country, because those sailors dont need a traditional national authority, they simply make their own rules. These are, and! hope! could show, the main differences between MYRD and NAVIGA, differences which You cannot simply ignore and for which You have to find a workable compromise. Helmut Turk 31 European fixtures. Wolfgangsee Week. The annual regatta takes place from 15th to 23rd May, and the water time given to both E metre class and 10R have been reduced to make way for a one day Marblehead class “Team race” and then a four day M class event. This obviously meets the demands of the visiting skippers, most of whom have M class yachts, and shows how the E class has not yet taken hold in Naviga countries. German Ranking Lists. The two german associations, Nauticus [Naviga] and DSV [[YRU] combine to offer a single fixture list every year, and this features a number of ranking list regattas as well as the less competitive “Freundschaft” meetings. The first ranking regattas will be found in March and April, then the 19/20th June in Neuss which has a good reputation for family and friends as well as sailors, and in October 2/3rd at Neuss and 16/17th in Bremen. The M and 10R national championships are closed to foreigners, but the One Metre race, open to both E class and [YRUMYRD registered boats is also open to non Germans. This will take place at Koln over the weekend 10/12th September., and easy drive for most UK skippers!!! The full listing is extensive, but if anyone is thinking of combining a visit to Germany with a bit of sailing, an SAE to the Editor will get you a photocopy of the full thing. Naviga Worlds. This event, for all three classes, M ,E, and 10R, will run over the period 10th to 22nd August in Posnan, Poland, and there will be an earlier shakedown regatta on the same lake over the weekend 25/26th June. Membership of a Naviga national body is required, and in the UK this would mean paying around £35 for the MPBA to join the Naviga sail section, and then of course you have to hope that [YRU-MYRD lift their proposed ban on people who sail with Naviga at such a event. European Grand Prix. The 1993 calendar is still in the course of finalisation, but events are scheduled as follows; April 9/10/11 Spain Orense, EGP and Iberian Champs. May May 1/2. 15/16. May 30/June4 June 19/20 Italy. Denmark. ‘UK. Norway Osiglia. Copenhagen. Fleetwood, RM Europeans. Oslo. July 17/18 Aug 14/15 Holland Switzerland. Terneuzen. Champex. Sept France South? 11/12 Oct 30/Nov | Monaco Monaco. Belgium. The Antwerp club has a programme of events for M class, on 25/4, 8-9/5, 13/6, 4/7, 29/8, and 10/10/93, can be contacted through the [YYRU-MYRD affiliated club. Switzerland. The season here runs from 20th March right through to October 16th, all M class regattas, and covering the Champex week in August which has for many years been a focal point for many visiting sailors. This event is in two parts, enabling one to enter only the first weekend, or the midweek event, and there is also the up and down lake Bol D’Or end of day race!!_ Benjamin Wittlin, Mutschellenstr 64, CH 8038, Zurich can provide more information for potential visitors. Denmark. There are more Ten rater races in Denmark than most European countries, and a season running from April through to September. These include venues at Viborg, Ry, and Kolding, and Sonderburg. There is of course the RA World champs from 21/27th August, and an experimental E one meter race on Sept 25/26th in Sonderburg. More details from Jens Brandt, Norager 8a, 6400 Sonderburg, Denmark. 32 Letters Editor’s Note; All letters published are the views of the writer, in a personal capacity unless otherwise stated. I am very pleased to see the return of your excellent “Model Yachting News:. It is by far the best Model Yachting Magazine in the world! I wish to take issue with Christophe Boisnaults comments in the last magazine. I think he would do well to remember that is was under the British Race Committee that he won the biggest event of his Model Yachting life. To suggest that you would not get a fair result from the British run Race Organisation is total rubbish. I was at the last RIOR Worlds in France and the French “Fair” play was put under considerable stress and some amount of bias was shown by some members of the French Organising Committee. It was only the good council of the French IMYRU and IYRU people that helped to keep some resemblance of an International Event. I have raced events in several other countries and have always found the jury and race committees try very hard to prevent local bias!. This is born out by Robert Wattam from New Zealand finishing second at the last two World R.M. events in two different countries. Both events have been won by non national skippers, Christophe Boisbault at Fleetwood and Graham Bantock in New York. Paul Chisholm My,My,My, old Nick, better known as “how to win, using the rules’ is having a bad time from the “Wimp”. Mission Control commented that I must have been on target because New Zealand has managed to find the pen and put it to paper! I have told Mission Control not to take the letter too seriously and put her golf clubs away. The Wimp, who according to old Nick, only likes gentle sailing managed to win both a European Gold and Silver medal, sailing full size catamarans. As for the comment that large boats do not hit each other because of cost – well Nick, not to put too fine a point on this one I will only say that: * the One Metre in Graham Bantock’s 1993 catalogue, complete with radio, sails, and batteries costs £1350. * the Laser 2 Regatta works out at under £1,000 per metre ready for the water. * the latest Hurricane 5.9 from White Formula costs £7,250 inc. VAT or £1,228.81 per metre. [by the same definition the One Metre costs £1,350.] My friends who were present at the World Championship in New York let it be known that your Marblehead cost over £2,500. The cost analysis invalidates your statement. Model yachting, like any other form of sport or relaxation, relies on the support of the Sunday morning sailors who encourage people to join in and sail Marbleheads, One Metres etc. Without these people the Model Yachting Association would find itself without funds thus producing a declining sport. You buy the first beer and I will buy the second and go back to sailing my multihull! Milo Hawoll 33 MULTIHULL SCENE Around the World in 80 days. Blake and crew have set themselves. Mike Howell This is the task my old friend Robin Knox-Johnson, Peter They will need to average over 14 knots to achieve this goal. The interesting point is that Robin has settled for a Catamaran, and strangely enough the current Atlantic record is held by Jet Services another Catamaran. Smaller multihulls racing across the Atlantic – ‘Europe One’ were trimarans, even smaller multihulls are dominated by Catamarans. For the modeller the choice would appear to be simple, build a Catamaran, only two hulls to build which are less costly and easier to assemble. The fact is that model catamarans have not won any of the MINI 40 or 2 Metre class racing in this country or Europe. The difficulty in the model world is tacking, a catamaran which can be up to 1.1 metres wide (MINI 40) or 1.6 metres wide (2 Metre) is slow, whereas the trimaran with only two hulls in the water when tacking is only 40 to 48cm wide, making it easier to tack. Catamarans have relatively narrow hulls making it difficult to put in the electrics. Having two rudders, and a system to support the mast does not help. The strange thing is that I have sailed only full size catamarans all my sailing life from 16ft to 60ft yet all my models are trimarans. Maybe I should build a catamaran and see what happens, better still maybe one of you readers can throw some light on this subject. We now come to the tricky point of sails (better known as main ‘engines’). I am sure this subject has been discussed many times before and will always be popping up. The majority of sailors be it model of full size ‘mono’ or ‘multihull’ ask the very nice sail maker to make him a Unfortunately very little serious research has gone into sail design. set of sails. The advent of the desk top computer has allowed most full size sail makers to use Computer Aided Design (CAD). However, in the main CAD has been used to reduce the wastage and labour force when producing standard class Sails. The leech of the mainsail is one, if not the prime area which produces induced drag when the air passing both sides of the sail meet causing tip vortices. These are the trailing buckets that account for some 75% of the total drag. The triangular plan which forms straight edges is the most efficient way of producing tip vortices. Thanks to aerodynamicists like R.J. Mitchell who designed the ‘Spitfire’ found out that one way to reduce tip vortices was to introduce an elliptical curve to the trailing edge of the wing, thus reducing the induced drag over a straight edge plan by as much as 30%. Neil Pryde has done a considerable amount of work designing windsurfer sails which fit the Mitchell solution, resulting in the World Speed record currently held by a windsurfer. single factor which has held back improved sail design is called “Class Rules”. The largest These unfortunately were cast in stone for monohulls many years ago requiring the measurer to measure from luff to leech at specific point – to stop the cheats gaining additional sail area on the roach. The answer would appear to set maximum sail area, all of which is included in the calculation. Fortunately this problem does not apply to the multihull scene. The unfortunate part is that around the world there are many excellent model sail makers, who find it difficult to understand what the multihull sailor is asking for. If you look at photographs of the full size multihulls, such as Fujicolor, and the Hurricane 5.9 and overlay the Spitfire wing and then compare the shape against a Merlin Rocket or One Metre, you will see the point. The multihull, like the windsurfer, offers a stable platform to use hightec fully battened sails, what we need to do now is to develop this technology to enable us to sail faster in a more controlled fashion. 34 The problem I find, having switched from sailing full size multihulls together with the associated mast and sail control to models, is trying to find oul what can and cannot be achieved. I had a very interesting discussion with my friend Peter Wiles just before Christmas discussing the rig for my new trimaran. The result appears to be a Compromise and accept that there are many things which will not work on the model, be it multi or monohull, on the other hand there is a great depth of knowledge which is used by the model sailors, which would not work on the full size craft, hence compromise for the moment. I spent the whole of last season using different sails on my Cobra, some of which worked and others that did not work so well, ‘This year | plan to have fewer sails to play with and concentrate on sailing. The season starts in a few weeks time so | hope that all the work carried out during the winter will see the standards of multihull sailing improve yet again this year, Since my last article, the multihull freaks decided that | should become Chairman of the British Model Multihull Association (BMMA). I now know why they gave me the task, still if the BMMA becomes better known and more people join the multihull cause and have fun sailing, then the effort will be worthwhile. The BMMA is for all multihulls no matter what size, So call or write to the Secretary, Mrs. Avril Howell, 15 The Crescent, Lancing BN15 8PH, West Sussex (Tel: 0903763567). One final point, the BMMA is currently building up an information pack so anyone wishing their product to be included should send information to the Secretary. For Sale NO SECRET No. 3719 Bare Hull, rudder, fin and lead. Excellent. £100. Also offers for Radio Control Model Boat Magazines for sale, about 40. Tel. Mark Dennis. 0279 652485. “SLICK” Flirt 4570. Colour green V.G.C. 5 rigs A & B Swing. Cl C2 C3 Shroudless Conv. All in good condition £600.00 or realistic offer!! Mic Chamberlain. Tel 0427 615628 Day 0427 613859 Eve. ENIGMA. K4352 5 Swing rigs, no electrics, offers around £450. SCAMP Mk2 K3861. A/B Bantock swingrigs, C1/2/3 conventional. Either £350 with, or £270 without. David Kissick, 4 Sharples Court, Longridge, Preston, PR3 3WJ. Telephone number 0772 -784147. AIXTRA. Carmina Burana, Complete with six rigs, all built by Bantock as was the hull completion,. With or without electrics, fully competitive at top level. Offers based on around £600 to Martin Mickleburgh, 18 Leamington Court, Wells Road, Malvern Wells, WR14 4HF, Telephone number 068 45 60396. 35 WE LEAD THE FLEET FOR VALUE… From multi-coloured to multi-composite From Dacron to Kevlar From Stock sails to specials… wide range of fittings for most classes A comprehensive range of Pekabe blocks and fittings AVAILABLE NOW, the superb AIXTRA one of the fastest Marblehead designs in Europe (placed 2nd in the 1989 European championships) et Wiley Write for lists…enclosing S.A.E. to… SAILS 1 COURTENAY ROAD – POOLE – DORSET BH14 OHD ( pPJ.) 02 ras PETER WILES 0202 744101 36