Feed aggregator

Canfield Takes 50th Congressional Cup

Sail Feed - Sun, 2014-04-13 22:56

It is the signature event for the Long Beach Yacht Club, their spirit builder, their team identity, and it works. Without the Congressional Cup, Long Beach Yacht Club would be a first class outfit, but with no place on the international stage and, most of all, much less to define its unique “family values.” Over 50 years, through the developments and innovations of the Congressional Cup match race series, the Long Beach Yacht Club has rocked our world.

A deep bow is in order—Kimball

By Rich Roberts Posted April 13, 2014

Sunday’s weather: Wind 10k SW; high temp. 62F.

Krrunch!

The sound was heard by the spectators all the way up on the Belmont Veterans Memorial Pier and over the lower part of the race course for the 50th Congressional Cup on the Long Beach outer harbor Sunday.

It was startling for all and heartbreaking for others, like those rooting for Ian Williams of the UK to win his third traditional Crimson Blazer in four years.

Instead, the fortunes of fate swung to Taylor Canfield of the U.S. Virgin Islands in the last minute of the pre-start choreography. First he noticed the six-inch chunk missing from the transom behind his feet, then he reached for the protest flag and moments later saw the on-water umpires affirm his protest with a blue flag, matching Williams’ ID for that race.

Although there remained a decisive race twice around the half-mile windward-leeward course in 10 knots of chilly breeze, with Williams behind and owing a penalty turn, it seemed over before the start. Canfield, 25, said he knew it wasn’t.

“We knew it was going to be tough all the way through the race,” he said—and Williams made it so with tacking duels upwind and jibing his spinnaker to steal Canfield’s air downwind.

But Canfield and his crew sailed an unforgiving and mistake-free defense to win the championship sailoff with two wins to Williams’ one and collect the booty: the traditional Crimson Blazer and $17,500 of the $75,000 total purse.

That’s match racing, and the pair performed as their current No. 1 and No. 2 world rankings promised in a contest featuring contestants from seven nations.

Canfield’s crew consisted of Rod Dawson, spinnaker trim and tactics; Goodrick Hayden, bow; Mike Rehe and Dan Morris, sail trim, and Brian Janney, main sail and pit.

Williams said, “It’s not a good way to lose, but Taylor sailed great. When I look back at it, the first race hurt us more. We had contact in that pre-start, too, but the umpires didn’t make the call.”

Funny thing about those flags. There were about a dozen protests upheld by the umpires Sunday and all were against the boats flying identifying blue flags, not the yellow flags of their rivals.

Williams said, smiling slightly, “With all those blue flags, the umpires must have lost the yellow flags.”

Williams did win the second race . . . after Canfield, then the blue-flag boat, committed a pre-start foul he was never able to resolve with a penalty turn.

Earlier, Canfield dispatched Keith Swinton of Australia in the semifinals, 2-0, while Williams defeated Francesco Bruni of Australia, 2-1. Bruni then defeated Swinton, 2-1, in the petite sailoff.

Phil Robertson’s New Zealand team won the fleet race around the harbor for the six competitors who didn’t reach the sailoffs.

Final standings

1. Taylor Canfield, USVI
2. Ian Williams, UK
3. Francesco Bruni, Italy
4. Keith Swinton, Australia
5. Simone Ferrarese, Italy
6. Mathieu Richard, France
7. Johnie Berntsson, Sweden
8. Dave Perry, U.S.
9. Phil Robertson, Australia
10. Scott Dickson, U.S.
11. Dustin Durant, U.S.
12. Chris Poole, U.S.

The New America’s Cup Cat

Sail Feed - Sun, 2014-04-13 17:35

The next generation will look much like this 2013 generation challenger from New Zealand, but they’re a new breed

By Kimball Livingston Posted April 13, 2014

Gino Morrelli believes the next generation of America’s Cup catamarans will revolutionize upwind tactics. He foresees the boats foiling through tacks without slowing down, and if there is no price for tacking, that’s a new calculus, isn’t it? A new game.

Smaller, faster, safer. It’s quite a package that Morrelli is talking about, and he knows a bit. His firm of Morrelli & Melvin wrote the design rule for what we will call, for now, the AC62. That is, ten feet shorter than the AC72s of 2013 and shrunk appropriately in other dimensions as well. Add-in some one-design components, factor-in the fact that a lot of the design possibilities have already been explored—we know what the next generation will look like—and you have a boat that is cheaper to design and cheaper to build, even with amped-up technology. His partner Pete Melvin has been hard on the case.

At which point Morrelli adds the ultimate qualifier, “We can lower the cost to entry, but we can’t make it cheaper to win the America’s Cup.”

Write this on the board twenty-five times: An America’s Cup team will always spend whatever it can get.

I shared billing with Gino over the weekend for a program at Strictly Sail Pacific, which opened my window onto what’s coming next, with a little caution tape on the windowsill: “We finished our job about four weeks ago,” Morrelli told the audience. “In our last iteration, the boat was 62 feet, but now we’ve handed it over to Oracle and Russell and the boys to fuss it out with the Challenger of Record and Iain Murray. That is, the Aussies from Hamilton Island Yacht Club. Between them, a lot can happen. We’re now out of the loop, but something’s cooking . . . At some point they have to pull the trigger and publish the design rule and let people start working on the new boats, even if they don’t decide the venue until deep in the process.”

How can you design the boat if you don’t know the venue? Or if, as Larry Ellison once suggested, there could be more than one venue? Good question. Here we go—

Gino again: “One thing that was possible under the AC72 rule, but now is mandated, is a wing design that can be over-rotated to a negative angle of attack. You would do this at the top of the wing, so that instead of pushing the boat over, it’s actually pulling the boat up. Theoretically, if you’re bearing away around the weather mark in 30 knots, you can crank the wing inside out to get positive righting moment. You get a safer turn. The downside is that you’re inducing drag, which slows you down, so you’re going to have to learn how to actually do this. But it’s one way to build a big rig that will perform in San Diego but survive San Francisco.

“There are provisions in the new class rule to allow different wing sizes and jib sizes, but the ability to over-rotate the wing gives us a tool for sailing in a wide wind range with one wing.”

Early in the development of the original design rule for the AC72s, there were no restrictions on foiling surfaces. Restrictions were added at the insistence of the then-Challenger of Record, but we know now that the result was merely to make the boats trickier to design and less safe for the sailors.

This time out, Gino says, “We’ve got everybody to agree to take the brakes off foiling. The boats will foil by design. We’ll be able to actively change the angle of the rudder posts to adjust the angle of attack of the T-foils on the rudders—in 2013 we could make changes between races, not during a race—and the T-foils will be symmetrical, and bigger. This is part of what brings us to foiling tacks. You’ll have more chance to use low angles of attack to give you the highest glide speed through the tack. We’ll see who can glide to weather the farthest.”

This likewise opens new imaginings in what it means to attack, attack, attack.

On the safety side, there is now a minimum bow volume, for buoyancy if the boat augurs in. “New Zealand had the biggest bows in the fleet in 2014,” Gino said. “They stuffed it in that one race and survived. After the fact we sat down with the Oracle Racing guys to analyze the video of that incident, and we determined that, if Oracle had done the same thing, they would have been upside down. So, the new bow dimensions are much closer to the NZ spec than to the Oracle spec.”

Photo by Daniel Forster

You might recall, ETNZ took that serious nose dive in an early race, and Oracle did this less-radical face plant on the reach to the first mark in the deciding, final race, which could have come out rather differently. As seen through the lens of Daniel Forster . . .

With hulls now functioning as components of a foil-delivery system, the extra bow volume builds a safety margin with no meaningful downside. A little more carbon, a little more weight, a little more windage, but equalized through the fleet. Where Oracle had a safety advantage over the Emirates Team New Zealand boat was in its protective cockpits. When ETNZ stuffed it, bodies were flung forward against each other—there weren’t enough grab points—and as the boat sailed on, there were fewer crew on deck. The “AC62″ mandates cockpits.

For an easy point of cost saving, “That crazy aerodynamic structure on the underside of Oracle, fairing-in the dolphin striker, will be restricted. It represented a lot of research, a lot of engineering and a lot of carbon. By going one-design on those components, we’re saving the teams a lot of development, so now we get calls from the CFD [Computational Fluid Dynamics] engineers saying, ‘Hey, what about our lunch?’ Then there’s the grinders union . . .”

The big picture view of the 2013 America’s Cup is that Oracle Racing built a faster boat—more aerodynamic, twistier, harder to sail—and learned how to sail it just in time. Mastering upwind foiling was the key, and one key to that was grinding style. You probably know the old joke, “You just keep grinding and if I need any sheet I’ll take it.” Well, launching the comeback, that’s exactly what was going on aboard Oracle. Trimmer Kyle Langford needed instant response to keep the boat on knife’s edge. Asking the boys to pump oil to generate hydraulic pressure for trimming built in a delay that just didn’t cut it. So the grinders would grind all the way. No stored energy was allowed under the AC72 rule, but the new rule as written by Morrelli & Melvin, in consultation with Oracle Racing’s Russell Coutts and Ian Burns, for example, will permit a component of stored energy. The grinders may still be grinding steadily, but not frantically. At least, according to the numbers. As one result, the crew has been reduced to the tune of two grinders. That’s two less jobs on the payroll per boat, and two less jobs per boat in the America’s Cup Industry.

Gino Morrelli has a laid back Southern California style, and he comes by it honestly. The whole team at Morrelli & Melvin Design and Engineering has been known to shove work and hit the beach when the surf is up. Morrelli describes himself as, “A longboard kind of guy.” It’s not far from their Newport Beach offices to the sand. Obviously, they also crank out the work. M&M also developed the design rule for the AC72s, and they were the principal authors of the design of Emirates Team New Zealand. They’ve been part of the America’s Cup every time multihulls have been in the game: 1988, 2010 and on. They’re also part of cutting edge multihull racing at every level from A-cats up, and cruising cats from the Hobie Wave to Gunboats. And when I want to impress the nieces and nephews, I just tell’em, yep, I know the folks who designed the Jungle Cruise boats for Disneyland. Those are their only monohulls, I believe, unless you count stand up paddleboards.

The Q&A rambled a bit. Naturally, a Bay Area audience wanted to know if the 2017 match will be sailed here. I voiced my stubborn optimism that it will, simply because that’s what ought to happen.

Someone asked why Artemis Racing still has its base in Alameda, and their 45 is sometimes seen on the bay. Gino responded that, well, everybody has to be someplace, “and I think they’re betting that the next races will be here.”

Another circuit in AC45s? Here’s Gino: “The 45s attract a lot of interest from the start-up teams. It’s a way to bring in sponsors and show the racing to a home audience. On the upside, it’s pretty easy to convert an AC45 to a foiler. On the downside, the logistics are completely nuts. The circuit was a giant loss leader. No way could it stand on its own. Larry wrote the check for the whole show the last time, but I don’t know how interested he might be in helping those start-up teams get a foothold. He’s already spent so many hundreds of millions on this. I figure the AC45s are a tier 3 decision right now.”

What’s the status of Morrelli & Melvin vis a vis AC35? “We’re free agents again. We’ve been contacted by a number of the guys, but everybody’s waiting for the Class Rule and the Protocol.”

More challengers next time? “Sixish. The Aussies are in, and Artemis. Luna Rossa. Probably the Kiwis, and the French are trying hard and so is Britain, with Ben Ainslie. The design box is tighter and smaller, but I guarantee you there’s enough room inside the box that someone’s going to come up with a faster boat than somebody else.”

Thanks, Gino.

But wait!

Do you . . . have any tickets for the Jungle Cruise?

Bob Billingham Celebration of Life

Sail Feed - Fri, 2014-04-11 17:19

Posted April 11, 2014

Bob Billingham had one life, but he touched so many.

The accomplishments are one thing—Olympic medalist, trimmer on the 1992 America’s Cup winner, five-times a world champion in Solings, Etchells, J/24s and Maxis, facilities manager for America’s Cup 34, commentator for the racing—but those are things that can be represented by trophies on a shelf, or medals in a case. They don’t begin to tell you how much Bob gave of his wisdom and generous heart, every step of the way. Even as each step grew harder and harder.

On the tenth of May, at the St. Francis Yacht Club, from 1 pm to 4 pm, there will be a celebration of life honoring Bob Billingham.

The newly-named Billingham Buoy will be in the water, just beyond the window.

Bob will be missed, but few of the leaders of yachting will be missing from that room—Kimball

Contributions to the Buoy in Bob’s memory continue to be welcome at the St. Francis Sailing Foundation.

Roy Would Be Proud: Towill and Enright Launch Volvo 65

Sail Feed - Fri, 2014-04-11 16:16


Here’s a story that began with Roy Disney’s Morning Light project and, just as he intended, didn’t end there. The word from Volvo Ocean Race PR:

April 11, 2014. Southampton, UK – Team Alvimedica launched their new Volvo Ocean 65 boat on Friday in Southampton to herald six months of crew selections and hard training before the start of the Volvo Ocean Race 2014-15 in October.

On the dock was Race CEO Knut Frostad who has fostered the dreams of two young Americans, Mark Towill and Charlie Enright, to launch a boat in offshore sailing’s toughest round-the-world professional event.

“This is a proud moment,” said Frostad. “Mark and Charlie remind me of me when I was their age – they have no fear and are just so hungry to compete in this race.

“They have overcome many, many barriers to reach this point having found the ideal sponsor for them but now, in lots of ways, the hard work is just starting.”

Enright and Towill’s success in securing a Volvo Ocean Race campaign already has a fairy tale feel – they first met as teenagers on the set of a Disney sailing movie seven years ago and vowed then to compete in the event one day.

“Today is a great moment for the both of us,” said Towill. “We’ve followed this dream all this time and for so long we didn’t think it would happen. We can’t wait to assemble our crew now and get in shape for the big start in October.”

The event at Southampton’s Green Marine boatyard also marked a major milestone for Alvimedica CEO Dr Cem Bozkurt who is fully backing the Turkey-based medical device company’s own dream of contesting the race.

“Our sailing team, initially made up of our employees, achieved significant success in a number of races after we identified sailing as our company’s sporting pillar two years ago,” he said.

“Now our target is to race with professionals in the premier league of sailing. We have set our hearts on the Volvo Ocean Race and we want to introduce Alvimedica to a broader public around the world using a challenging race which draws the attention of more than 1.5 billion people every edition.”

Alvimedica became one of Europe’s leading companies in the area of interventional cardiology after merging last year with CID, an Italian-based firm.

Now they have their sights firmly focused on the North American market and the global reach of the Volvo Ocean Race, which visits all continents of the world and 11 countries in total, suits those ambitions perfectly.

“We are in the Volvo Ocean Race because it is a sporting platform to express our worldwide business ambitions and reflects our corporate values and our passion.

“We’re young, agile, we love challenges, we thrive on modern technology and we firmly believe that teamwork leads to better results. That is also the spirit of the Volvo Ocean Race.”

Towill and Enright have a very full agenda now that their one-design Volvo Ocean 65 has hit the water in an event witnessed by journalists from around Europe.

They will be trialing prospective crewmates later this month with the accent firmly on young talent from around the world. Towill and Charlie are both in their 20s and will be leading the youngest team in the race.

Once the eight-man crew plus an on-board reporter are recruited, Team Alvimedica plan some hard-core training in the lead-up to the opening in-port race in Alicante, Spain on October 4.

A highlight of their preparations will be a trans-Atlantic voyage to their home port of Newport, Rhode Island which will be hosting the Race for the first time in May next year.

A week after the Alicante in-port race, the fleet sets sail for the first leg of nine to Cape Town on October 11.

My views on split rigs

Sail Feed - Fri, 2014-04-11 13:15
This article originally appeared in my buddy Kevin’s blog.


Normal
0




false
false
false

EN-US
X-NONE
X-NONE













MicrosoftInternetExplorer4














DefSemiHidden="true" DefQFormat="false" DefPriority="99"
LatentStyleCount="267">
UnhideWhenUsed="false" QFormat="true" Name="Normal"/>
UnhideWhenUsed="false" QFormat="true" Name="heading 1"/>


















UnhideWhenUsed="false" QFormat="true" Name="Title"/>

UnhideWhenUsed="false" QFormat="true" Name="Subtitle"/>
UnhideWhenUsed="false" QFormat="true" Name="Strong"/>
UnhideWhenUsed="false" QFormat="true" Name="Emphasis"/>
UnhideWhenUsed="false" Name="Table Grid"/>

UnhideWhenUsed="false" QFormat="true" Name="No Spacing"/>
UnhideWhenUsed="false" Name="Light Shading"/>
UnhideWhenUsed="false" Name="Light List"/>
UnhideWhenUsed="false" Name="Light Grid"/>
UnhideWhenUsed="false" Name="Medium Shading 1"/>
UnhideWhenUsed="false" Name="Medium Shading 2"/>
UnhideWhenUsed="false" Name="Medium List 1"/>
UnhideWhenUsed="false" Name="Medium List 2"/>
UnhideWhenUsed="false" Name="Medium Grid 1"/>
UnhideWhenUsed="false" Name="Medium Grid 2"/>
UnhideWhenUsed="false" Name="Medium Grid 3"/>
UnhideWhenUsed="false" Name="Dark List"/>
UnhideWhenUsed="false" Name="Colorful Shading"/>
UnhideWhenUsed="false" Name="Colorful List"/>
UnhideWhenUsed="false" Name="Colorful Grid"/>
UnhideWhenUsed="false" Name="Light Shading Accent 1"/>
UnhideWhenUsed="false" Name="Light List Accent 1"/>
UnhideWhenUsed="false" Name="Light Grid Accent 1"/>
UnhideWhenUsed="false" Name="Medium Shading 1 Accent 1"/>
UnhideWhenUsed="false" Name="Medium Shading 2 Accent 1"/>
UnhideWhenUsed="false" Name="Medium List 1 Accent 1"/>

UnhideWhenUsed="false" QFormat="true" Name="List Paragraph"/>
UnhideWhenUsed="false" QFormat="true" Name="Quote"/>
UnhideWhenUsed="false" QFormat="true" Name="Intense Quote"/>
UnhideWhenUsed="false" Name="Medium List 2 Accent 1"/>
UnhideWhenUsed="false" Name="Medium Grid 1 Accent 1"/>
UnhideWhenUsed="false" Name="Medium Grid 2 Accent 1"/>
UnhideWhenUsed="false" Name="Medium Grid 3 Accent 1"/>
UnhideWhenUsed="false" Name="Dark List Accent 1"/>
UnhideWhenUsed="false" Name="Colorful Shading Accent 1"/>
UnhideWhenUsed="false" Name="Colorful List Accent 1"/>
UnhideWhenUsed="false" Name="Colorful Grid Accent 1"/>
UnhideWhenUsed="false" Name="Light Shading Accent 2"/>
UnhideWhenUsed="false" Name="Light List Accent 2"/>
UnhideWhenUsed="false" Name="Light Grid Accent 2"/>
UnhideWhenUsed="false" Name="Medium Shading 1 Accent 2"/>
UnhideWhenUsed="false" Name="Medium Shading 2 Accent 2"/>
UnhideWhenUsed="false" Name="Medium List 1 Accent 2"/>
UnhideWhenUsed="false" Name="Medium List 2 Accent 2"/>
UnhideWhenUsed="false" Name="Medium Grid 1 Accent 2"/>
UnhideWhenUsed="false" Name="Medium Grid 2 Accent 2"/>
UnhideWhenUsed="false" Name="Medium Grid 3 Accent 2"/>
UnhideWhenUsed="false" Name="Dark List Accent 2"/>
UnhideWhenUsed="false" Name="Colorful Shading Accent 2"/>
UnhideWhenUsed="false" Name="Colorful List Accent 2"/>
UnhideWhenUsed="false" Name="Colorful Grid Accent 2"/>
UnhideWhenUsed="false" Name="Light Shading Accent 3"/>
UnhideWhenUsed="false" Name="Light List Accent 3"/>
UnhideWhenUsed="false" Name="Light Grid Accent 3"/>
UnhideWhenUsed="false" Name="Medium Shading 1 Accent 3"/>
UnhideWhenUsed="false" Name="Medium Shading 2 Accent 3"/>
UnhideWhenUsed="false" Name="Medium List 1 Accent 3"/>
UnhideWhenUsed="false" Name="Medium List 2 Accent 3"/>
UnhideWhenUsed="false" Name="Medium Grid 1 Accent 3"/>
UnhideWhenUsed="false" Name="Medium Grid 2 Accent 3"/>
UnhideWhenUsed="false" Name="Medium Grid 3 Accent 3"/>
UnhideWhenUsed="false" Name="Dark List Accent 3"/>
UnhideWhenUsed="false" Name="Colorful Shading Accent 3"/>
UnhideWhenUsed="false" Name="Colorful List Accent 3"/>
UnhideWhenUsed="false" Name="Colorful Grid Accent 3"/>
UnhideWhenUsed="false" Name="Light Shading Accent 4"/>
UnhideWhenUsed="false" Name="Light List Accent 4"/>
UnhideWhenUsed="false" Name="Light Grid Accent 4"/>
UnhideWhenUsed="false" Name="Medium Shading 1 Accent 4"/>
UnhideWhenUsed="false" Name="Medium Shading 2 Accent 4"/>
UnhideWhenUsed="false" Name="Medium List 1 Accent 4"/>
UnhideWhenUsed="false" Name="Medium List 2 Accent 4"/>
UnhideWhenUsed="false" Name="Medium Grid 1 Accent 4"/>
UnhideWhenUsed="false" Name="Medium Grid 2 Accent 4"/>
UnhideWhenUsed="false" Name="Medium Grid 3 Accent 4"/>
UnhideWhenUsed="false" Name="Dark List Accent 4"/>
UnhideWhenUsed="false" Name="Colorful Shading Accent 4"/>
UnhideWhenUsed="false" Name="Colorful List Accent 4"/>
UnhideWhenUsed="false" Name="Colorful Grid Accent 4"/>
UnhideWhenUsed="false" Name="Light Shading Accent 5"/>
UnhideWhenUsed="false" Name="Light List Accent 5"/>
UnhideWhenUsed="false" Name="Light Grid Accent 5"/>
UnhideWhenUsed="false" Name="Medium Shading 1 Accent 5"/>
UnhideWhenUsed="false" Name="Medium Shading 2 Accent 5"/>
UnhideWhenUsed="false" Name="Medium List 1 Accent 5"/>
UnhideWhenUsed="false" Name="Medium List 2 Accent 5"/>
UnhideWhenUsed="false" Name="Medium Grid 1 Accent 5"/>
UnhideWhenUsed="false" Name="Medium Grid 2 Accent 5"/>
UnhideWhenUsed="false" Name="Medium Grid 3 Accent 5"/>
UnhideWhenUsed="false" Name="Dark List Accent 5"/>
UnhideWhenUsed="false" Name="Colorful Shading Accent 5"/>
UnhideWhenUsed="false" Name="Colorful List Accent 5"/>
UnhideWhenUsed="false" Name="Colorful Grid Accent 5"/>
UnhideWhenUsed="false" Name="Light Shading Accent 6"/>
UnhideWhenUsed="false" Name="Light List Accent 6"/>
UnhideWhenUsed="false" Name="Light Grid Accent 6"/>
UnhideWhenUsed="false" Name="Medium Shading 1 Accent 6"/>
UnhideWhenUsed="false" Name="Medium Shading 2 Accent 6"/>
UnhideWhenUsed="false" Name="Medium List 1 Accent 6"/>
UnhideWhenUsed="false" Name="Medium List 2 Accent 6"/>
UnhideWhenUsed="false" Name="Medium Grid 1 Accent 6"/>
UnhideWhenUsed="false" Name="Medium Grid 2 Accent 6"/>
UnhideWhenUsed="false" Name="Medium Grid 3 Accent 6"/>
UnhideWhenUsed="false" Name="Dark List Accent 6"/>
UnhideWhenUsed="false" Name="Colorful Shading Accent 6"/>
UnhideWhenUsed="false" Name="Colorful List Accent 6"/>
UnhideWhenUsed="false" Name="Colorful Grid Accent 6"/>
UnhideWhenUsed="false" QFormat="true" Name="Subtle Emphasis"/>
UnhideWhenUsed="false" QFormat="true" Name="Intense Emphasis"/>
UnhideWhenUsed="false" QFormat="true" Name="Subtle Reference"/>
UnhideWhenUsed="false" QFormat="true" Name="Intense Reference"/>
UnhideWhenUsed="false" QFormat="true" Name="Book Title"/>



/* Style Definitions */ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-priority:99; mso-style-qformat:yes; mso-style-parent:""; mso-padding-alt:0in 5.4pt 0in 5.4pt; mso-para-margin:0in; mso-para-margin-bottom:.0001pt; mso-pagination:widow-orphan; font-size:11.0pt; font-family:"Calibri","sans-serif"; mso-ascii-font-family:Calibri; mso-ascii-theme-font:minor-latin; mso-fareast-font-family:"Times New Roman"; mso-fareast-theme-font:minor-fareast; mso-hansi-font-family:Calibri; mso-hansi-theme-font:minor-latin; mso-bidi-font-family:"Times New Roman"; mso-bidi-theme-font:minor-bidi;}

www.SailFarLiveFree.com


Split Rigs According to Perry, by Bob Perry


I use
the term “split rig” to describe any boat with more than one mast. It’s
important to keep this discussion in historical context. There was a time when
dividing up the big rig of a sloop was a practical matter. It was done to break
the sail area down into smaller individual components to make handling easier.
But today we have nice big winches, roller furling for jibs and mains, fancy
line handling hardware, aluminum and carbon fiber spars and lighter weight, high
tech sail fabrics. The modern fractional sloop rig is very easy to handle and
the benefits of the split rig have diminished to the point where we are left
with split rig disadvantages. If you prefer a split rig I think it’s best to
realize that it’s a subjective decision most of the time. You might just prefer
the look of a schooner, ketch or yawl. I can’t argue with that. Actually I have,
but in the end I have always lost that argument.

What are the disadvantages of the split rig? Weight
aloft would be one. Complexity and clutter would be another. Cost certainly is
increased when you add another mast with its required chainplates, mast step and
additional sail detailing. But I have designed a lot of split rigs and if that’s
what the client wants I’m happy to oblige.

An Islander Freeport 41 ketch, my very first
design job for Islander, chugging along nicely with modern off-the-wind
asym chute and mizzen staysail drawing
well.

 

Let’s start with the yawl. Yawls look great with
their itsy bitsy mizzen, usually hovering over a long stern overhang. While
there have been yawls and yawl-like rigs for many years, the popularity of the
yawl boomed in this country during the late 40′s and 50′s when the dominant
racing handicap rule was the Cruising Club of America rule, the CCA. There was a
bit of a glitch in the way the CCA measured sail area. Sails flown off the
mizzen mast, i.e. mizzen staysails and mizzen spinnakers, were not counted in
the measured sail area. So if you had a 44′ yawl and could fly a 300 square foot
mizzen staysail off the wind, that was 300 sq. ft. of “free” sail area. This was
eventually corrected in the later days of the CCA and when corrected yawls
disappeared from the racing fleet. But when the free sail area was allowed, the
dominant ocean racers like the famous S&S FIGARO and Alan Gurney’s
magnificent WINDWARD PASSAGE were all yawls. Any race that was an off-the-wind
race gave a distinct advantage to the yawl. While the token mizzen was of little
use at all, big mizzen staysails and mizzen shuts were the key to rule efficient
off-the-wind boat speed. Most of these boats beat to weather with the mizzen
furled and then unleashed an inventory of off-the-wind mizzen flown sails for
off-the-wind horsepower. The only practical side to the yawl for a cruising boat
was that the little mizzen made a great riding sail to keep the boat head to
wind at anchor. You can hang your radar off the mizzen too. Or you can stow your
fishing poles alongside the boom. You can also use the mizzen boom as a lifting
device for your outboard. I only drew one yawl and I did it for my friend
Jimmy Hiller when we were exploring designs for a CCA style “retro” cruiser. The
boat never got built and as I look back at the design it’s obvious to me that
try as I might, I never really captured the strength and beauty of the boats
designed by Bill Tripp and Phil Rhodes. Right near the top of my all time
favorite boats is the Rhodes design CARINA, a classic CCA yawl. Perry’s only yawl design – A
48-footer that was never built I won’t fall back on the old definitions for ketch
and yawl. The criteria used in the old days just don’t hold up today. Where is
the mizzen in relationship to the waterline “buttwater”, the rudder, the helm?
Boats today are very different than the boats of the 50′s. Rudders are much
farther aft.  A center cockpit boat has to have the mizzen aft of the helm. For
me the difference between yawl and ketch is strictly one of proportions. A yawl
will have a very small mizzen, well aft. A ketch will have a much bigger mizzen
stepped further forward. It doesn’t make any sense to me to define the
difference with numbers, just use your eye. When I was a kid it was almost automatic that any
“serious” offshore cruising boat would be a ketch. History was full of them and
they made sense given the technology of the day. The ketch had some advantages.
The three sails were smaller than the two sails of a comparable sloop. The
center of pressure was lower for better stability, although, the VCG was often
higher due to the weight of the mizzen mast. So I think the stability argument
can be questioned. Many sailors like the ability to sail “jib and jigger” in a
blow. This meant furling the main and sailing under jib and mizzen. This works
and can be very convenient but I wouldn’t count on this configuration to give
you good performance to weather. One problem that all split rigs share is that
the mizzen or aft sail is always sailing in the bad air of the forward sails
upwind. The apparent wind for the mizzen will be closer to the wind than the
apparent wind angle for the forward sails. So, in sheeting the mizzen in to get
clean air over it, weather helm can easily be created. Many ketches go to
weather in a blow with the mizzen furled to relieve helm pressure. During a two
week cruise in the BVI’s where we had plenty of breeze we never flew the mizzen
on the 54 ketch I sailed. This is the CT 54, my very first GRP (glass
reinforced plastic) design. I was 26 years old. They built 100 of these classic
ketches. They sail very well considering the general nature of the
type.   I have designed two ketches that really surprised me
with their performance. The very first Tayana 37 that was delivered to Seattle
was a ketch version. The boat was beautifully balanced and went to weather very
well. The other ketch that surprised me was CAPAZ, a 48′ motorsailer with an all
inboard rig. CAPAZ was very close winded. The 48′ motorsailer ketch
CAPAZ   But my favorite ketch of my own design has to be the
CT 65. They built about 30 of these and they sail very well. Vladimir Ashkenazy,
the famous maestro, owns one and that makes me happy. I find this a very good
looking ketch with classic ketch rig proportions. CT 65
ketch

 

But today I have a new ketch being built at the
Pacific Seacraft yard in North Carolina. This is the 63′ CATARI. This ketch has
a bigger mizzen, well forward. We were working with a rig height restriction on
this design so I needed to spread the area out to get the sail area I needed and
come up with a mizzen that would be  a true driving sail, effective upwind and
down. It’s a complex rig made even more complex by the fact that this boat has
both an aft cockpit and a center cockpit. The deck layout has been a real
challenge.

CATARI, a 63′
ketch

 

I can’t forget schooners. Of all the split rigs the
schooner is the most photogenic. But with the big sail aft the schooner can be a
challenge to balance and often the foresail is blanketed by the large main when
off the wind. Schooners made sense in the days of working sail when small crews
would have to handle large schooners. But today the schooner rig is expensive
and getting four sails (jib, staysail, foresail, mainsail) to line up and work
efficiently upwind can be a challenge. The schooner rig is not close winded. My
friend just bought a beautiful old Alden schooner. It’s a lovely boat but it is
not fast. I have only designed one schooner. I tried to talk the client out of
the schooner rig but he just wanted a schooner. JAKATAN is a modern schooner
with an all carbon fiber rig and single point halyards on the foresail and main.
We eliminated the throat and peak halyard arrangement typical of gaff rigs in
favor of a simpler single halyard system. It works well. JAKATAN is very fast
with a modern underbody and a powerhouse off the wind.   JAKATAN, a modern
schooner
We
didn’t look at cat ketches. They can work well but there are not many of them. I
didn’t mention staysail schooners either. They are just a variation on the
schooner rig and I don’t think they have any real advantage. But you have my
basic thoughts on the pros and cons of split rigs. They can all work well given
a good design but none match the performance of the standard sloop for
efficiency. -BP

REBEL HEART UPDATE: Rescue Team Press Conference

Sail Feed - Fri, 2014-04-11 10:08

OK, I lied. I’m doing one more post before taking off today. I just watched this press conference with members of the California Air National Guard team who rescued the Kaufman family off Rebel Heart and wanted to make a few points about the rumpus this has inspired.

We still don’t have a lot of answers to questions worth asking, but it is clear from this video that Rebel Heart need not necessarily have been abandoned and scuttled. Apparently nothing was wrong with the steering, she was taking on minimal water, and the rig was at least serviceable. What it came down to, from the skipper/father’s point of view, as one member in the rescue team states pretty explicitly in the video, was whether he was going to stay with the boat or with his sick child and family.

I’ve now been in the bluewater cruising game for over 20 years, both sailing and covering it as a journalist, and I’ve never heard of anyone being put in this position.

I know of and have met many, many people who have gone on major bluewater cruises with very young children (including James Burwick and his young family aboard an Open 50, Anasazi Girl, who were recently rescued off the coast of Chile after being dismasted en route to Cape Horn, all without attracting major media attention). The vast majority of those cruisers, in my experience, have very positive experiences and the children are better off for it. This is the first time I have ever heard of a cruising family having to call in outside support to care for a sick child while on passage.

I also know of and have met several people who have abandoned boats at sea. As some of you know, I recently became one of them. In many cases, I know, too, the reasons for evacuating have been, shall we say, questionable. For example, I once interviewed, at some length, a skipper who evacuated a perfectly functional vessel only because he had received a bad weather forecast.

But I have never heard of anyone having to make the choice that Eric Kaufman had to make. As a father and sailor I know this much: it’s pretty much a worst-case scenario. Which ever way he went he was guaranteed to be criticized, and I am sure he had many more variables to consider than we will ever know about. One of the big ones, of course, was that this bluewater cruise was a dream he had worked many years to fulfill.

Bottom line: I have nothing but respect for the man and the decision he made. I only pray I am never put in the same situation.

I should note, too, that Eric has made a public statement on his blog that is perfectly anodyne and offers no substantive facts about his family’s situation then and now. Both Eric and Charlotte have been very honest in the blogs they have maintained on their website–it is one of the best cruising sites out there, IMHO–and unfortunately now they have only been punished for it. I would not be surprised, and would not blame them, if they now decided to keep their story to themselves.

Also, I need to correct a statement I made in my last post on this subject. The sailing community not been as unanimous as I would have hoped in their support of the Kaufmans. The primary locus of sailorly vitriol against the Kaufmans, not surprisingly, has been the Sailing Anarchy website, not just in the forums there, but in editorial commentary on the front page. All I can say about that is that it is a sad thing that a website with such a negative, bitter spirit is so popular with sailors.

One mainstream media organization has taken the trouble to tabulate a price tag for the Kaufman’s rescue, $663,000. The impression I get from the press conference is that most of this money would have been spent on training anyway. I do still think it is fair to ask whether those calling for unnecessary rescues should have to help cover costs, but I do not think this was an unnecessary rescue. Whether Eric stayed with the boat or not, the child needed help. Many laypeople have questioned whether taking children on such a voyage is unreasonably dangerous, but the fact is Eric’s kids were safer on that boat than they would be strapped into car-seats in a minivan on the freeway.

Finally, I can’t believe that none of the reporters at the press conference thought to ask my question: why so many rescue swimmers? I can see sending two, but why four?

Normalizing the view of family life afloat

Sail Feed - Fri, 2014-04-11 07:56

Most of the time, the general public really has no view, or interest, in our very different way of living. The events on Rebel Heart have changed that temporarily, the center of a swirl of media attention. It’s given the uninformed,  hiding in the anonymity of the internet, the mistaken impression that their opinions are wanted or matter. Seeing the venom spewed at families who choose this life, it’s hard not to feel judged, and feel frustration that there’s so much misinformation!

It’s time to showcase the way cruising family life looks 99.9999999% of the time. Check out the #kidsonboats hashtag on Twitter, where people are sharing images of their kids, on boats, all over the world. Or this collaborative photo album of family cruisers that’s the brainstorm of mom Cindy, raising her kids afloat. There’s the awesome video soon-to-be-cruising mom Cidnie pulled together, families from our connected cruising world sharing more photos from around the globe.

Rallying around Rebel Heart, cruisers like Tamiko are taking the naysayers to task for the gross and inaccurate assumptions made Charlotte and family. After publishing a great article in Slate about their life afloat, cruising mom Diane waded through the comments and found a few good questions tucked among the absurd. So, she answered them.

Want to see super normal happy kids growing up- just, afloat? Look at the gorgeous photo essay Genevieve put together of her girls, who happen to be growing up aboard their boat in the Caribbean. Or, take a stroll through this a slideshow BabyCenter published a little over a week ago of our life, from early days as weekend sailors through the miles we’ve voyaged since. Or visit with Brittany, who is no stranger to dealing with those who question the decision to raise her little girl Isla (and soon, twins Haven and Mira) afloat, and has choice words for those who pass judgement. Or the yacht Momo, where Michelle ponders why people need to judge, and reflects on what she’s learned about risk while raising her daughters cruising.

These are the tribe of cruisers, of families afloat, of people who get it. Not jumping to conclusions. Knowing there’s a story to be told, and it’s for Charlotte and Eric to tell. And meanwhile, as we wait, to offer our support by trying to normalize a public view of family life afloat.

The Kaufmans have expressed profound thanks on their blog, and asked that donations be made to That Others May Live, an organization which provides relief to the families of members of the United States Air Force Rescue community when tragedy strikes.

  I’m always grateful when followers read this on the Sailfeed website.

Ian Williams Hangs on at Congressional Cup

Sail Feed - Fri, 2014-04-11 00:09

By Rich Roberts Posted April 10, 2014

The 50th Anniversary Congressional Cup is hosted by Long Beach Yacht Club
Thursday’s weather: Wind 4-9k S; foggy early, hazy; high temp. 65F
Friday’s forecast: Wind 10k SW; high temp. 65F

April 10, 2014 LONG BEACH, Calif.—Adam Minoprio has skippered in the Congressional Cup and other major match racing competitions, but has a new role in the game these days: tactician for 2010 Crimson Blazer winner Francesco Bruni, in Italy’s renewed Luna Rossa campaign for the America’s Cup, starting with Stage Two of this event.

The New Zealand native speaks little Italian, but that isn’t a problem.

“Everybody on the boat speaks English,” Minoprio said, “but the big thing this week is to make sure my English is clear and not too Kiwi.”

It’s a joke, but it must be working. Bruni’s boat was among half the fleet of 10 that completed the last four flights of the first of two round-robins Thursday by winning three of four matches. Ian Williams of the UK is still alone on top at 7-2, with Italy’s Bruni, France’s Mathieu Richard and Taylor Canfield of the U.S. Virgin Islands hard on his tail—literally—at 6-3, followed by Sweden’s Johnie Berntsson making a comeback at 4-5. All were 3-1 on the day.

Competition continues with the second round-robin Friday and Saturday, followed by the semifinals Sunday.

Williams’ lead would be a bit larger if Canfield, ranked No. 1 in the world, hadn’t done to him precisely what Bruni did 24 hours earlier: stalking his stern and, using his right-of-way position, to force him behind the committee boat right up to the starting horn, requiring Williams (No. 2) to do a downwind turnaround as Canfield sailed away into the end of the lazy, hazy day.

“Today we were starting a little better,” said Canfield, who was 3-2 the previous day. “Communication on the team is better. We knew he was [approaching in the line] early, so we wanted to get him as far up in the box as possible.”

But the most interesting start was in the first flight of the day when Bruni and Swinton stalled dead in the water at the pin end of the line and Berntsson, scheduled for the next start, entered the box and poked his boat between them, drawing a foul.

Meanwhile, Bruni was cruising at 3-0 on the day and led fellow Italian Simone Ferrarese off the starting line and around the first of two laps until, he said, “We had an issue with a spinnaker takedown. The [spinnaker] pole wasn’t coming off, and the sheet caught somewhere on the hatch.”

Before they could straighten it out, Ferrarese was gone out of reach.

Richard launched his comeback by dealing Canfield his only defeat of the day, then lost to Australia’s Keith Swinton (5-4) before beating Ferrarese (3-6) and New Zealand’s Phil Robertson (3-6).

“We had some very poor starts today,” Richard said, “but we got three points, anyway. I’m very proud of the crew.”

And Bruni seems happy with his new tactician.

Minoprio said, “It’s good that while the Kiwis have such a big role in the sailing world that I have an opportunity.”

He searched out a role elsewhere when it became clear that the continuing Emirates Team New Zealand campaign—unlike the U.S. dearth of Americans on the American boat Oracle in last year’s successful America’s Cup defense—was overcrowded with homegrown sailors. Luna Rossa’s AC team responded favorably.

Minoprio, 28, grew up in Auckland, “but I haven’t really lived there in six years,” he said, while sailing with various international campaigns around the world, including ETNZ’s 2011/12 Volvo Ocean Race aboard Camper.

Nine more flights remain on the Long Beach outer harbor over the next two days to determine the four semifinalists who will mix it up Sunday. Total prize money is $75,000, with $17,500 to the winner through $2,000 for last place.

Racing is scheduled to start daily at 11:30 a.m., conditions permitting. Spectators enjoy incomparable viewing of the races from Belmont Veterans Memorial Pier. Admission is free, as is parking at the base of the pier. Seating, free public shuttles along the pier, concessions and comfort stations are available.

Standings after 9 of 18 flights

1. Ian Williams, UK, 7-2; 2. tie among Mathieu Richard, France; Taylor Canfield, USVI, and Francesco Bruni, Italy, 6-3; 5. Keith Swinton, Australia, 5-4; 6. Johnie Berntsson, Sweden, 4-5; 7. tie among Simone Ferrarese, Italy, Phil Robertson, New Zealand, and Dave Perry, U.S., 3-6; 10: Scott Dickson, U.S., 2-7.

Footnotes

The Congressional Cup has been an innovator in the game of match racing, introducing on-the-water umpiring in 1988, plus a high level of organization with a unique volunteer force of more than 300 LBYC members. Each competing crew is assigned a boat hostess and housing team who deliver the outstanding local hospitality characteristic of Congressional Cup for half a century, alongside world-class yacht racing. Long Beach Yacht Club has been one of the nation’s premiere boating institutions since 1929. It is located at 6201 E. Appian Way in Long Beach, Calif.

Garmin GNX 20/21 instrument displays, monochrome mashups

Sail Feed - Thu, 2014-04-10 22:00

Written by Ben Ellison on Apr 10, 2014 for Panbo, The Marine Electronics Hub

The press release for the new Garmin instruments doesn’t mention it — and I didn’t notice it at first myself — but can you see what’s quite unusual about these monochrome displays? The GNX 20 at left and its inverted GNX 21 sibling have LCD screens that are partly segmented and partly dot matrix. I didn’t even know that was possible, but I think it makes sense in terms of maximum power efficiency without completely surrendering to the readability limitations of large segments…

The GNX 21 true wind speed/angle screen above illustrates the segment/dot matrix mix pretty well, especially if you click to make it bigger, and the inset depth/depth graph does it even better, though I don’t have a high resolution version. The segmented upper left section of these screens display big numbers crisply, much like Furuno FI-50 Digital and Multi displays. But the Furuno’s can’t show a graph and sometimes even label text is a little hard to make out. By contrast, the all dot matrix Simrad IS20 Combi and Graphic displays are good at strip charts and small fonts, but not so great at large numbers. The Garmin GNX 20 and GNX 21 use both power efficient LCD display technologies.

Garmin has also done something unusual with monochrome LCD backlighting, offering seven color choices and even the ability to custom mix them. Nonetheless, Garmin reports that the GNX displays only use .4 watt with mid level backlighting on and .35 during the day. And power efficiency — so important to sailors – is really what these $450 displays are about. A powerboater with plenty of spare amperage underway is apt to get a $550 all-color, any-graphic GMI 20 instead. Even big numbers look good on the new breed of all-in-one NMEA displays, as seen here, but they do use more juice (max on the GMI 20 is 2.5 W).

Powerboat may be the name of one set of data screens built into the GNX, but the other three are Sail Cruise, Sail Race, and Custom. I suspect the name change from GMI (Garmin Marine Instrument) to GNX (Garmin Nexus?) further signifies the sailing orientation. But Garmin didn’t have to do anything special on the backside to accommodate Nexus systems, as they already introduced the GND 10 Black Box Bridge last fall (along with GWind and lots of other stuff). So existing Nexus users can add GNX displays via that NMEA 2000 port, and like the GMI 20 there’s still an NMEA 0183 port for older sensors (though we’re at the point where that cable is an option).

Click here to read comments about this Panbo entry, or add your own.

MAINE CAT 38: Minimalist Performance Cruising Cat

Sail Feed - Thu, 2014-04-10 18:30

Speaking of catamarans, this is a new Maine Cat launch coming up this year that I’m looking forward to. I love cats like this–lean and mean and simple, with enough accommodations that you can really go somewhere in them, but not so much that the boat gets fat and slow. This is an open bridgedeck design, similar to the Scape 39 Sport Cruiser I sailed across the South Atlantic a few years ago, but not quite as severe, with some serious hardtop shelter on deck. Basically it looks to be an open-air saloon. Or a huge pilothouse. Take your pick.

The in-hull accommodations, as you can see, are also clean and simple.

I love that they have the cojones to put just one head on the boat. I’ve never appreciated multiple heads on boats under 50 feet long. It just doesn’t make sense to me. Space on a boat is limited, always, and how much time do you really spend in the head?

This will be a very versatile boat, as all the foils (daggerboards and rudders) are retractable, as are the twin 20hp outboards that provide auxiliary power. With everything up, draft is just 19 inches (the outboards are fully enclosed, with fairings that seal the leg apertures when the engines are raised), so you can easily hit the beach if you want.

Construction looks to be impeccable: infused vinylester resin and thermo-formed Core-Cell foam throughout. The standard rig features a Selden aluminum mast, a self-tacking jib, and a protrusion for a screecher. A rotating mast, flat-top main, overlapping jib, and a screecher to fly from the protrusion, are all optional.

The prospective standard equipment list has most everything I’d want on the boat (electronics, including an autopilot, fridge and freezer, 150-watt solar array, and an 510AH house battery bank) and the introductory price, $321K, is extremely reasonable.

Hopefully I’ll be able to sail one in Maine this summer. I’ll also be looking for it in Annapolis in the fall. And here’s another enticing test-sailing option if you’re seriously interested: Maine Cat will have one available next winter for bareboat chartering in the Bahamas.

Man… if I had a boat like this in the Bahamas, I might never come back.

WARNING: I’m going missing for a while, without my computer, so this will be the last post for a week or more. Very nice gig this. I look forward to telling you about it when I get back.

Frozen

Sail Feed - Thu, 2014-04-10 17:30

One of the much-vaunted benefits of travel is that it makes you open to new things.  It is supposed to be a growth experience.  Spending time with new people, living life in different ways, seeing the beautiful places of the world as well as the desperately sad ones – all of these things are supposed to make me into a wise old crone.  By the time I move home, I should be so full of the Wisdom of the Earth that people will run from my smug face at a hundred paces.  But today, I have learned a different lesson.  Hold on – let me adjust my flowing robes, put on a mysterious smile and gaze into the distance.  Ready?  I have learned… that I can longer tolerate the cold.  Not even a little bit.  I know this because I am sitting bundled up in a long-sleeved shirt, blowing on my fingers in Brisbane, Australia.  A place that will climb to 30 C today.  But, compared to Noumea?  I feel like someone has set me out to drift on an ice floe.

I’ve never been a cold weather fan.  This is no secret.  But this new development does worry me just a little.  It is not a good idea for my body to turn tropical.  For one thing, my home is back at 43 N.  I remember the scritch-scritch of snowpants and wearing two layers of grandma’s knitted mitts.  I dread and respect black ice.  I know that when half a meter of snow falls overnight, you don’t call in the army – you just trade head-shakes with your neighbours, send someone to Tim Horton’s for a round of double-doubles, and get shovelling.
 I know these things, but my body rejects the memories.

Maybe Brisbane was just too much of a shock to my system.  Intellectually, I understand that 30 C (86 F) is nice and toasty.  And while I am outside, it doesn’t feel so bad.  But indoors, Australians air-condition themselves into a polar vortex conditions.  At least in the apartment I can crank up the temperature as it suits me, but, out in the world, you get what you get.

And no place – not anywhere – is worse than the supermarket.

As we walked into the store, Indy started rubbing her arms.  ”Why is it so cold in here?”
I’d forgotten that Aussies like to pretend they are grocery shopping in the Antarctic.  ”I don’t know, honey.  Let’s just be quick.”
As the girls picked out oranges and tomatoes, I felt the goosebumps come out on my arms.  I swore quietly to myself.  Goosebumps are my early warning system. I didn’t have a lot of time.
“Okay, ladies.  Divide and conquer.  Stylish: strawberries.  Indy, let’s find some ham.”
We strode down the aisles, trying to generate heat, but there was no escape.  We paused in a dead-air zone in the bread aisle to regroup. “Ooo, English muffins!”  Stylish picked up a pack.
I put it in the cart.  ”Sure.  But if we buy these…” I looked down at the girls.  Their lips were turning blue.  ”We’ll need cream cheese.”
Indy moaned a little.  Stylish wiped the frost from her brows and nodded.  ”I’ll get it.”
“Are you sure?  Sweetheart, you’re so young.” I took a deep breath.  ”Promise me that, if it gets too hairy, you’ll abort the mission.”
She saluted, and was gone.
Indy and I huddled for warmth by the raisin buns.  ”Is she going to be okay, Mom?” asked Indy.  But I was too cold to speak.
The seconds ticked past.  I checked my watch.  It had been too long.  Something had gone wrong.
I flexed my fingers, which were now yellow up to the first knuckle.  ”We have to go get her.”
Indy gave me a despairing look.  But she nodded, the little trooper.
We found Stylish paralysed in front of the sour cream.  ”I can’t find it!  Sour cream, whipping cream, all of the other creams are here.”
I pointed down the aisle.  ”Cream cheese is usually between the yoghurt and cheese.  You couldn’t have known, soldier.”  I patted her shoulder.  ”I’m going in.  Stay here and warm up your sister.”
“Mom!”
But I was already gone.  Leaning forward at a 45 degree angle, I fought my way through the blast of the a/c.  Greek yoghurt, low-fat, no-fat, bingo!  The silver and blue Philadelphia packaging had never looked so welcome.  I snatched a pot of store brand (sorry, Philly: cheap cruiser habits die hard) and backtracked to the girls.
“Shortest line,” I managed.  ”Hurry.”
Back on the street, the girls and I took a moment to stand in a sunbeam and recharge.  As my fingers gradually turned pink again, I gave the kids a hug.
“We’re not going back there again, not ever” said Indy.  ”Right, Mom?”
“No way,” I said.  ”Not worth it.”
The girls nodded solemnly.  We had enough Mint Slices and bread to get us through.

Soon enough we’ll be back in the face-melting heat of Noumea.  No doubt I’ll complain about that, too.  And, for now, I’ll try to make peace with the Aussies and their obsessive need to create a winter wonderland.

But I might have to pick up a sweater to take to the museum today.

Ian Williams in Congressional Cup Lead

Sail Feed - Wed, 2014-04-09 23:32

By Rich Roberts

April 9, 2014 LONG BEACH, CALIF — There were no perfect days as Stage Two of the Congressional Cup got under way Wednesday. Taylor Canfield, speaking for all said afterward, “We’re still dusting a little rust off. We haven’t sailed together with our crews in five months.”

That might partly explain why the top-ranked match racer in the world is in a three-way tie for third place with three wins in his first five matches, behind early leaders Ian Williams of the UK and Australia’s Keith Swinton, each at 4-1 following opening tests of the first round-robin.

Thirteen more flights remain on the Long Beach outer harbor over the next three days to determine the four semifinalists who will mix it up Sunday. Total prize money is $75,000, with $17,500 to the winner through $2,000 for last place.

Their last Grade 1 event was the Monsoon Cup windup of the Alpari World Match Racing series in late November, won by New Zealand’s Phil Robertson, who is hanging on alone at 2-3, ahead of the misplaced classy company of past winners Johnie Berntsson of Sweden and Simone Ferrarese of Italy at 1-4, alongside local hopeful Scott Dickson.

As a southwest breeze built from a feeble 3 1/2 knots to 10, Williams, the winner in 2011 and 2012 and still ranked No. 2, opened with four victories over Bruni, Swinton, Berntsson and Ferrarese until running into—almost literally—Richard in Wednesday’s final flight. The Frenchman, the 2007 winner now ranked No. 5, forced Williams behind the race committee boat in the final minute, and by the time the Brit recovered Richard had a 16-second jump off the line.

“For sure, we have to work on our starting,” Williams said.

Richard lost his first two matches to the veteran Dave Perry, coming off a strong effort in the preceding Stage One event, and Dickson—the latter’s only win. Then he beat Bruni and Berntsson before blitzing Williams to jump back into early contention.

And if Swinton seems like the only frontrunner besides Canfield who hasn’t won the Congressional Cup, he’s working on it.

Since placing eighth in the Monsoon Cup he has rebuilt his team by changing two of his five crew members for an all-Aussie outfit, except for pitman Tudur Owen of Wales.

He also has taken on a new tactician, Ben Lamb, who said, “I really haven’t done that … but we came from behind twice to win today.”

Still, Swinton dismissed a suggestion that this week was a bit like training camp. “I wouldn’t say that,” he said. “We were good off the [start] line in most of the races and usually came from behind when we had to.”

Racing is scheduled to start daily at 11:30 a.m., conditions permitting. Spectators may enjoy incomparable viewing of the races from Belmont Veterans Memorial Pier. Admission is free, with paid parking at the base of the pier. Seating, free public shuttles along the pier, concessions and comfort stations are available.

Standings after 5 of 18 flights

1. Tie between Ian Williams, UK, and Keith Swinton, Australia, 4-1; 3. tie among Mathieu Richard, France; Dave Perry, U.S., Francesco Bruni, Italy, and Taylor Canfield, USVI, 3-2; 7. Phil Robertson, New Zealand, 2-3; 8. tie among Simone Ferrarese, Italy; Johnie Berntsson, Sweden, and Scott Dickson, U.S., 1-4.

COMPLETE RESULTS

Footnotes

There are 13 on-water umpires from six nations, led by chief Russell Green, an ISAF International judge from New Zealand. Other Internationals are Alfredo Ricci, Italy; Kirk Brown, U.S.; Flavio Naveira, Argentina; Tom Rinda, U.S.; Richard Slater, Australia; Miguel Allen, Portugal, and David Blackman, U.S. National umpires are Karen Butler, Jeff Keenan, Charlie Arms and Stephen Van Dyck of the U.S. and Abhimanyu Patankar of India.

That MUST Go Sailing Feeling

Sail Feed - Wed, 2014-04-09 20:22

Does it happen to you?

These shots were made early this week by onetime Stanford sailing coach Blake Middleton, now removed to, as Bob Dylan once described it, “the North Country, fair.”

Blake gives us the scene as, “Nine Z-420s from the University of Minnesota and area high school teams in a narrow band of open water. Say, 200 yards X 25 yards?”

And that is the report from 44° 54′ N X 093° 38′ W.

Spring is here. Posted 4/9/2014 by KL

Pacific Weather Seminar Seats Open

Sail Feed - Wed, 2014-04-09 20:00

Lee Chesneau reports that he still has a few seats open for his weather seminar on Sunday, April 13, 0800-1600, at the Strictly Sail Pacific boatshow in Oakland, California.

The one-day intensive is on the calendar in particular for entries in the 2014 Pacific Cup, but anyone serious about ocean voyaging can get something out of this. Lee describes it this way:

“The course reviews some important meteorological principles that govern what one will experience routinely on a day to day basis such as pressure and wind. The review also extends to the structure of surface middle latitude weather systems and their features (e.g., lows, highs, fronts, troughs, squall line & ridges), along with the specific symbols commonly found on surface pressure weather charts. The course will focus on what one sees on typical marine oriented weather charts, especially the geographic region that dominates the middle latitudes and subtropical latitudes from the US west Coast to Hawaii.

“Newer topics for some of the offshore cruisers in attendance will focus on the discussion of upper air 500 Mb charts and its role in shaping the patterns produced on the surface pressure and resultant wind pattern at sea level, and thus their subsequent impact on wind and waves. Weather is a three dimensional process and it is important to tie in upper air weather with surface pressure and wind & waves charts as a single entity.

“With the world of electronics as part of a cruisers culture (including weather model products such Gridded Binary Data (popularly known as GRIB files) it is important to understand what goes into a human intelligence originated forecast versus the unfettered GRIB files, and finally how to document and verify all surface weather forecasts for confidence building and learning to becoming self-reliant in an offshore cruiser’s marine weather forecasting skills.”

Cost is $125. Find Lee Chesneau at Marine Weather.

A further note on Strictly Sail Pacific: Your correspondent will join catamaran designer Gino Morrelli of Morrelli & Melvin for a one-hour talk fest, mostly America’s Cup stuff, beginning at 2:15 pm on Saturday. See you at the show—Kimball

The New Andrew Simpson Sailing Centre

Sail Feed - Wed, 2014-04-09 15:54

The Weymouth and Portland National Sailing Academy (WPNSA) has announced a prestigious new collaboration with the ‘Andrew Simpson Sailing Foundation’ (ASSF). The ASSF founded by the Academy’s Director, Sir Ben Ainslie, Iain Percy OBE and Andrew’s wife Leah to honour his life and legacy, will be opening the ‘Andrew Simpson Sailing Centre’ at the same venue where Andrew ‘Bart’ Simpson competed during the Olympic Games.

The Weymouth and Portland National Sailing Academy, based in Andrew’s home county of Dorset, will act as a hub for all of the Andrew Simpson Sailing Foundation’s activities, helping the Foundation fulfil its charitable objectives. The RYA accredited Centre will open in May 2014 offering a range of sailing courses for young people, community organisations and adults; including programmes for schools, as well as club sailors.

Peter Allam, Chief Executive at the Weymouth and Portland National Sailing Academy explains the relevance to the local community; ’the ASSF has agreed to work closely with the Academy and the Chesil Trust to deliver the ‘Rod Shipley Sail for a Fiver’ scheme which has to date assisted 12,000 local children to experience sailing on the waters of Portland Harbour. The scheme has run successfully for 10 years and currently introduces 1,500 children to water sports annually. The Academy is committed long term to inspiring the next generation through sailing. Working in hand with the ASSF, this relationship will make a significant contribution to the ongoing development of the Olympic and Paralympic sailing legacy here at the WPNSA’.

Amanda Simpson, Andrew’s sister and a Trustee of the Andrew Simpson Sailing Foundation as well as being an accomplished sailor in her own right commented, ‘this is a fantastic opportunity for ASSF to engage with grass roots sailing in a place where Andrew spent much of his youth and adult sailing life. We look forward to working with local and national communities to make this venture at the WPNSA a huge success’.

To book a course or to find out more about the Centre’s activities please contact:

Warren Surtees
Andrew Simpson Sailing Centre
+44 (0)780 555 7068
Warren@andrewsimpsonsailing.org

You can also visit the Andrew Simpson Sailing Foundation to register your interest.

Today is Violet’s birthday!

Sail Feed - Wed, 2014-04-09 11:34

Happy birthday to my darling granddaughter Violet. Grampy loves you even with a dirty face. I love this photo.
Of course the joy of having Violet is complicated because of the loss of Spike. Some people say I am “lucky”. I have given this a lot of thought and I agree. I am lucky. How can I look at Violet and not consider myself lucky? But not far behind the joy of Violet is the grief of Spike.

I often think how much I am amazed at my ability to deal with what life has thrown at me. But I have become resigned to the situation and I intend to make the most out of the rest of my life as Spike would insist.
But the important thing today is Violet’s birthday so I am going to keep that in the front of my thoughts today and look forward to seeing her tonight for her party.
I love this photo. It’s Valentine’s Day and to me it looks like Violet is looking in the heart shaped box and thinking ” What the fuck! I thought there was supposed to be candy in here.”

Happy birthday Violet !!!!!!!

59º North Podcast with Etienne Giroire

Sail Feed - Tue, 2014-04-08 21:39

Etienne Giroire! Andy and friend Billy Rudek (the third voice you’ll hear) sat down with Etienne in his home in Ft. Lauderdale on their way to Marsh Harbor to deliver a sailboat back to Annapolis. Etienne is most know for his namesake sailing company, ATN Inc. (get it?), which produces spinnaker sleeves, trampolines for catamarans, the ‘mast climber’ harness system and other bits and bobs. But more interesting, Etienne is a sailor in the truest sense of the word. Raised in France on Eric Tabarly and Bernard Moitessier, Etienne became in his own right a single-handed hero just like those heroes he grew up with, winning his class in the famous OSTAR race and going on to sail maxi multihulls with some of the most famous sailiors in the game. He did a leg of the Whitbread with Magnus Olsson and sailed his own boat single-handed in the Route du Rhum (which ended in disaster, but I’ll let him tell that story!). Etienne now is a dual citizen of the USA and France, having come to Florida back in the 1980s and never leaving. He’s a remarkably nice guy and a phenomenal storyteller, which is why this one runs so long. But listen right to the end, it’s worth it! Thanks so much Etienne!

>


Etienne’s OSTAR Trophy!

>


s/v ‘Formidable’, the M-Class he skippered.

>


‘Formidable’ poster in Etienne’s House

>


Wheel from one of Etienne’s Boats

WaveTrax iThing app, more smart boat logging to the cloud

Sail Feed - Tue, 2014-04-08 19:50

Written by Ben Ellison on Apr 8, 2014 for Panbo, The Marine Electronics Hub

I wish that track was on the water, but testing WaveTrax auto boat logging over the road is impressive, nonetheless. Running on my iPad mini, the app not only collects a track point every minute, but automatically creates log entries marking my Lat/Long, COG, and SOG on the hour (and at user selectable distances). It’s fairly easy to add notes, captioned photos, engine/fuel status, and weather observations as desired, and when a trip is done, I even get to touch scribble a signature. But that’s hardly half of it… 

WaveTrax is both an app and a synchronized personal website, and in my view, that’s the way to go for tasks like this. The iPad is easy to use on a trip, but my home PC is better for, say, adding text and photos of my various vessels and regular crew members. And since that data gets synched back to the app, it’s ready to use the next time I start a fresh log entry. Synchronizing app data with the cloud also protects it, plus a mobile device is generally good at wireless connections.
   For me, so far, that just means using a Bad Elf Pro for precise GPS records, but I’m optimistic that WaveTrax or similar apps will soon be automatically fetching GPS, weather and lots of other log data via an onboard WiFi source like the just-tested Vesper XB-8000 or the Navico GoFree tested last year (note the TripCon PC log software examples in that entry). All the pieces are falling in place to make automated voyage logging easy, inexpensive and data rich.

But I get ahead of myself. The WiFi boat data connection will be great, but I think that many boaters will enjoy just a well-designed logging app like WaveTrax that also lets you access and edit your trip data on the Web, once they understand the possibilities. For instance, I spent very little time collecting the data that’s in the printable PDF trip log that a WaveTrax user can create on his or her personal website, and it can even include captioned photographs. WaveTrax can also synchronize “certifications” (important documents), though so far they have to be images, not PDFs and the app sells for $13 with a free year’s subscription to the website. (You can try the WaveTrax website for free and it can create logs from existing GPX track files.) 
   I’ve also been testing the free (Android) BoatLogger app that can now automatically upload data to the BoatLogger website I began beta testing in January. The app is not as polished and full featured as WaveTrax, but then again, my personal WaveTrax website is not as polished and full-featured as what BoatLogger makes possible. Hopefully, these two ambitious developers are checking out each other’s work! 

Any developer trying to make it easier for us boaters to keep track of all the data even a moderately complicated vessel can generate should also check out the new iPad app My Boat. The core component is a database of all the gear, spares, etc. you have stowed around your boat, but as you enter them you can assign costs and service/inspection reminders that flow out to other elements of the app. You can also photograph items likes spares. Unfortunately, My Boat does not synchronize to a personal website — though you can back up the database to DropBox — and I ran into other issues like an inability to customize storage locations. But then again, the $20 app does include a lot of pre-built checklists that you can easily customize. 

I don’t plan to invest more time in My Boat unless the developer makes my data web accessible — I’m already happy with CarbonFin Outliner for general to-do and checklists — but I will definitely keep testing BoatLogger and WaveTrax as they develop more features (and crush more bugs). I will also predict, though without any inside information, that this year we’ll see a big developer like Navico, Garmin or Navionics/Raymarine announce a vaguely similar logging service. Aren’t the possibilities obvious?
   The final illustration shows three screens from the BoatLogger app. It may be rudimentary compared to WaveTrax, but they even threw in some scripts for bad situations like MayDay with all the right data filled in automatically. 

Click here to read comments about this Panbo entry, or add your own.

Nationality Rules & nationality rules

Sail Feed - Tue, 2014-04-08 13:34

Remember when? Team Korea (RIP) photo by Gilles Martin-Raget/America’s Cup

By Kimball Livingston Posted April 8, 2014

In the quiet before the storm—counting down to the release of a Protocol for America’s Cup 35—I note that the chatter-flurry about a nationality requirement has died away in the expectation that “something” will be done, even at the risk of consigning a raft of Kiwi pros to the unemployment line. The “we’re a highly international team” bit has not played as well as hoped, and yes, the American team was thin on yanks. In one facet of the big picture, however, a nationality requirement is kinda too bad. Oman is not joining the AC game, but when you look at the strength of that tiny country’s Oman Sail program, and how it is growing grassroots from the seeds of imported talent, there’s a case to be made for international pollination. If that hasn’t worked yet in the America’s Cup, it’s probably because the bar is set so high for Step One. This is, after all, the America’s Cup. Embracing a turnaround in my own thinking, I believe I see clearly now . . .

Technical innovation. National pride. Those are the overriding themes in America’s Cup, all 162 years of it, especially at the birth of it. Short of a complete overhaul, attempted but not achieved in 2013, that’s how it must be.

In 1851, England hosted the Great Exposition, the first-ever world’s fair, showcasing the wonders of technology in the Victorian age. The Yankee schooner that represented its nation, winning the 100 Pounds Cup, embodied shockingly superior technology in the great age of sail. Britain ruled an empire because Britannia ruled the waves, but those cheeky ex-colonials took them on, and prevailed.

And they had the gall to name that boat, America.

By any other name, it would have been noted, but not historic.

Mama’s Mink Cup 35 in 2017? I don’t think so. Thus began a long run and . . .

The first foreign boat to take away the America’s trophy— after 132 years— was named Australia. To be perfectly correct, the wing-keeled wonder was named Australia II, but it was the ‘Australia’ part that ignited the biggest national celebration in OZ since VJ Day ended World War II. And much later, in 1995 and again in 2013, it was Team NEW ZEALAND that had a nation on the edge of its collective seat.

Draw a comparison to Olympic competition, national pride and audience engagement, and the arguments for a nationality requirement in America’s Cup 35 are a no-brainer.

Except, it’s going to take brains and bets to get it right, or right-enough, in a shrinking, interconnected world with blurred borders and a yearning on the part of so many to get Asia into the game. Asia’s money, whatever.

Frankly, I don’t need a nationality requirement. It means little to my Cup addiction to have, as it seems we soon may, some sort of percentage requirement for crew composition. But, apparently, it’s lesson #1 in America’s Cup Marketing 101. Not to forget that there were those who fustigated mightily each time Charlie Barr was allowed to (successfully) skipper a defender. The same Scottish-born former fisherman Charlie Barr who arrived on the scene as skipper of 1887 Cup challenger Thistle, only to be soundly whipped by the American defender, Volunteer, then go on to take US citizenship and—upon winning the trust of Nathaniel Herreshoff—skipper American defenders in 1899, 1901 and 1903.

But is anybody leaning on our resident Aussie, Jimmy Spithill, to adopt the country where he now lives (in San Diego) with wife and family?

And all those Scandinavian deckhands heaving lines before the invention of winches . . .

Naw, not really part of the conversation.

Whether or not Aussie designer Ben Lexcen really dreamed up the winged keel for Australia II? Or was it that pesky Dutchman, Peter van Oossanen? There’s a question still good in certain circles for a three-beers argument.

Nationality rules, you see.

Last Minute Charters – Antigua Sailing Week

Sail Feed - Tue, 2014-04-08 12:25

The word from the regatta organizers of Caribbean Classic-

LAST MINUTE CHARTER OPTIONS FOR ANTIGUA SAILING WEEK 2014

Have you been wishing you had made up your mind sooner to charter a boat to participate in Antigua Sailing Week 2014? Well it’s not too late! There are still single places and whole yacht charters available if you know where to find them.

Antigua Sailing Week’s Official Yacht Charter Sponsor, Sunsail, reports that although all available boats in Antigua are chartered for Antigua Sailing Week, there are still several bareboat options available in St. Maarten. For more information on how to book your Sunsail boat for Antigua Sailing Week see: Sunsail.

Lucy Reynolds of Performance Yacht Charter announced that Sunset Child is still available for charter. Lucy says: “Sunset Child – formerly El Ocaso – is a well-known Caribbean racing yacht which has won most of the prestigious regattas in the Caribbean – the St. Thomas International Regatta overall most recently; the Caribbean Sailing Association’s Traveller’s Trophy in 2013; and the Lord Nelson Trophy as overall winner of Antigua Sailing Week 2012; among many other wins. The J120 is well known for being fast and responsive and is sure to put a smile on your face and put your team on the podium if you’ve got what it takes.”

The charter package for Sunset Child includes the yacht and all her racing and safety equipment, one professional crew and two training days before the regatta. The cost of the charter package is £8,995 but get in touch with Lucy to negotiate a last-minute discount.

Performance Yacht Charter also still has a few individual spaces available on Northern Child for £1,495 inclusive of two professional crew, technical racing t-shirts, racing lunch and refreshments, all berthing and race entry costs – literally turn up and go sailing.

Oyster Lightwave 48, Scarlet Oyster is available for whole boat charter for Antigua Sailing Week 2014. Built in 1987, Scarlet Oyster has been continuously updated and excels in every sailing event she participates in. She has proven very effective in typical Caribbean conditions which tend to see winds of 15+ knots. She has a very extensive sail wardrobe and sail configurations can be adjusted to optimise for the CSA Rating Rule, anticipated conditions and courses, and of course the ability of the crew.

Scarlet Oyster is one of the most competitive race charter yachts on the market with wins that include 1st in class in the RORC Caribbean 600 in 2013 and 2012 (and fourth overall in 2012), several 1st in class wins in the RORC Rolex Fastnet Race, and 1st in class (2nd overall) in the ARC racing division. She has also been very competitive in the St. Maarten Heineken Regatta and Antigua Sailing Week finishing in 2nd place in both regattas in each of 2012 and 2013.

Scarlet Oyster races with a crew of 12 and can accommodate six sleeping on board. The cost of the regular charter package for Scarlet Oyster is £10,495 but last minute deals can be negotiated.
For more information about the availability of Sunset Child, Northern Child, Scarlet Oyster and Performance Yacht Charter options, see: Scarlet Oyster.

Ondeck Antigua still has a variety of options available for participating in Antigua Sailing Week 2014. At one end of the scale is Sonic of Ayr, an all carbon 37 foot Santa Cruz that sails like a rocket. Sonic of Ayr is available for whole boat charter or, alternatively, individual places can be booked for the whole event at US $1,895 including sleep on board if required.

Back by popular demand is Ondeck’s ‘Rock up and Race’ offer which allows residents and visitors to Antigua the unique opportunity to take part in the racing for only one day or more. With Ondeck’s local Antiguan Chief Instructor Logan Knight at the helm, novices and/or experienced sailors will be able to join and really be part of the action. At US $225 per day including water, lunch and all safety equipment, this is a unique opportunity for this year’s event. With its base in Antigua, Ondeck’s guests are guaranteed to be part of the post-race party action as well. Book now at: Ondeck Sailing.

Volvo Ocean 70, Monster Project, still has a few individual places left on board for Antigua Sailing Week 2014. It will be your last chance this year to sail on the 70 foot carbon fibre, canting keel racing machine and to experience the thrill of high speed sailing in the warm Caribbean sunshine!

You can join Monster Project for an 8-day complete package (2 days training, 6 days racing) for £3,500 per person, or tailor your own combination of training/racing days for £450 per person per day. Packages include Monster Project’s very own race clothing.

Don’t miss out! For more information and to book your place on Monster Project today go to:
Monster Project.

Jeanneau Sun Odyssey 52.2, Great Escape of Southampton, is available for whole boat charter with a 10-day package including a couple of practice days. Great Escape has been highly competitive at Antigua Sailing Week and other Caribbean regattas in previous years. She can race with 12 sailors and has sleeping accommodation for 9. For more information and to find out about a great last-minute deal, see: Great Escape

Antigua’s Miramar Sailing has some fantastic late deals for Antigua Sailing Week 2014. You can join skipper Tony Sayer on Augustine or skipper Johannes Schwarz on Cuba Libre. Both boats are available for the Yachting World Round Antigua Race and Antigua Sailing Week from April 24th through May 2nd.

Cuba Libre is one of the legendary Volvo Ocean 60 transatlantic race yachts. She races with a maximum crew of 18, and a minimum crew of 8 including the skipper, with accommodation on board for 12. Cuba Libre is available by individual berth forUS $1,530 or whole yacht for US $18,360.

Augustine, a Beneteau First 42, is a competitive performance racing yacht. She accommodates 6 crew overnight, and races with 10. Augustine has individual places available (inquire for price) or the whole yacht can be chartered at a great last-minute price ofUS $7,000. Visit: Miramar.

German charter company KH+P yachtcharter, a loyal supporter of Antigua Sailing Week, still has a few individual spaces available on its entered bareboats. For more information and to find out how you can join a KH+P crew see: KH+P.

So there you have it. Antigua Sailing Week may only be a few weeks away, but it’s not too late to make a last minute charter booking – whether as an individual or chartering a whole boat with a group of friends. Flights are still available from the US and UK at very reasonable prices – for example, from New York from US $650 and from London from £650. Check with your travel agent for more details on flights from your location.

Syndicate content
  • facebook
  • twitter