Radio Waves

INSIDE 2016 Nationals Dates & Info IRSA Report Changes to A Class class rules Reflections on the 2015 IOM Worlds Marblehead Nats 2015—A ring-in view

Official newsletter of the AUSTRALIAN RADIO YACHTING ASSOCIATION (Inc) www.arya.asn.au

Volume 21 Issue 2 Jul—Oct 2015

Radio Waves Official Newsletter of the Australian Radio Yachting Association (Inc)

PRESIDENT CLASS COORDINATORS Sean Wallis Southern River, WA, 6110 International One Metre email: [email protected] Tim Brown Mob: 0467 779 752 Bilambil Heights, NSW, 2486 email: [email protected] VICE-PRESIDENT Tel: (07) 5590 8150 Garry Bromley Kanahooka, NSW, 2530 International A Class email: [email protected] Brian Dill Mob: 0424 828 574 email: [email protected] SECRETARY Mob: Ross Bennett Maylands, WA, 6051 International Marblehead email: [email protected] Lincoln McDowell Mob: 0490 083 978 email: [email protected] TREASURER Mob: John Wainwright International 10 Rater Concord, NSW, 2137 Selwyn Holland email: [email protected] Mob: 0449 904 807 [email protected] TECHNICAL OFFICER Tel: (02) 4237 7873 Robert Hales RC Laser Beecroft, NSW, 2119 Rod Popham email: [email protected] Duncraig, WA, 6023 Tel: (02) 9875 4615 email: [email protected] REGISTRAR Tel: (08) 9246 2158 Mob: 0416 246 216 Scott Condie 64 Matson Cres, Miranda, NSW, 2228 email: [email protected]

If calling, be mindful of the time at location calling. PUBLICITY OFFICER/EDITOR Allow for time zone differences and Daylight Alan Stuart Saving, and call at a reasonable hour. Thornlie, WA, 6108 email: [email protected] Mob: 0400 816 834 PUBLIC OFFICER LIFE MEMBERS Trevor Jeffree (SA) Ron Dunster, ACT (dec) Hub Bell, WA Ingle Farm, SA, 5098 Max Griggs, TAS (dec) Ken Dobbie, TAS email: [email protected] George Manders, QLD David Black, QLD Tel: (08) 7070 4159 (dec) Eddie Cowell, QLD WEBMASTER Bob Shedden, NSW Chris Ryan, VIC Eduard Cowell (dec) Graeme Turk, QLD email: [email protected]

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hanks to all those that have There will be a strong contingent of sent articles in for this maga- Team Australia making the journey zine, great to get them. across the pond to New Zealand for their Nationals later this year. TAnd because of that, this is a bumper magazine, so grab a beer/coke/ Keep an eye out on the RG65 Class, coffee/rum, sit back, and enjoy!! and it’s ‘subset’, the Dragon Force 65s. The DF65 can be bought for un- Great to see Team Australia well rep- der $200, delivered, and (unlike Mi- resented at the recent IOM Worlds. cro Magic) are Considering the competition, our almost fully built. guys went extremely well, and have It is a cheap and no doubt returned with more easy class to get knowledge than they left with. In ‘newbies’ into time, this will filter through to most sailing, and inturn sailors, and in turn, some of us will these skippers put that knowledge to use, to im- will ‘move up’ to prove our performance. the larger classes.

DEADLINE FOR NEXT ISSUE IS OCTOBER 18, 2015

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AFFILIATES

Australian Capital Territory Dr Graham Brown Radio Yachting Association Secretary Kingston, ACT, 2604 email: [email protected] Tel: (02) 6241 3070

New South Wales Radio Owen Jarvis Yachting Association Secretary Sandringham, NSW, 2219 www.rcyachts.net/nsw/ email: [email protected] Tel: (02) 9583 1097 Mob: 0418 650 755

Queensland Radio Yachting Ian Forster Association Secretary Chandler, QLD, 4155 www.radiosailing.org.au/ email: [email protected] state/qld.htm Tel: (07) 3823 3470

South Australian Radio Alan Gold Yacht Association (Inc) Secretary Highbury SA, 5089 www.saradioyachting.org.au/ email: [email protected] Mob: 0419 839 933

Tasmanian Radio Yachting Ken Dobbie Council Secretary West Moonah, TAS, 7009 email: [email protected] Tel: (03) 6272 6916 Fax: (03) 6272 6963

Victoria Radio Yachting Assn Inc David Thomas www.vrya.org.au Secretary Hoppers Crossing, VIC, 3029 email: [email protected] Tel (03) 9748 0641

Radio Sailing Association WA Inc Glenn Dawson Secretary Floreat, WA, 6014 www.rsawa.asn.au email: [email protected] Mob: 0439 924 277

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CONTENTS ADVERTISING ARYA Contacts 2 Paid advertising in Radio Waves is accepted up to the copy deadline as displayed on page 3. Editorial 3 Advertising Rates: (per year) State Affiliates 4 Full Page $100 From the President 6 Half Page: $50 From the Secretary 7 Quarter Page $25 2016ARYA Nationals 11 There will be a minimum of 3 issues of Radio Waves produced each year. Calendar of Major Events 12 Boat Transfers 13 Capt Blackwire ‘Words of Wisdom’ 14 Vale Bink Frayne 15 SUBSCRIPTIONS Found resources 17 Radio Waves is supplied to affiliated mem- 2015 Marblehead Nationals 21 bers of the ARYA and distributed through IRSA Report 24 Member State Councils and Clubs. Changes to the A-Class class rules 31 Reflections of 2015 IOM Worlds 50 PICTURES Class Corner Ten Rater 63 Cover: IOM 76 A Class 68 Team Australia at the 2014 IOM Worlds Marblehead 78 in San Francisco, USA.

On Another Tack…. A man appears before St. Peter at the pearly gates. "Have you ever done anything of particular merit?" St. Peter asks. "Well, I can think of one thing," the man offers. "I came upon a gang of macho pirates who were threatening a young woman. I directed them to leave her alone, but they wouldn't listen. So I approached the largest, meanest, nastiest one. I smacked him on the head, knocked the parrot off his shoulder, ripped out his ear ring and threw it on the ground and told him, 'Leave her alone now or you'll answer to me.'" St. Peter was impressed. "When did this happen?" The man replies, "Just a couple of minutes ago..."

Jul-Oct 2015 Page 5

From The President ver the last few months there has been a signifi- cant amount of sailing activity including ranking O events, state champion- ships, national championships and a world championship that saw great representation from Australia.

Craig Smith (12th), Glenn Dawson (26th), Allan Walker (58th), Kirwan Robb (28th) & Lyndsay Walker (35th) flew the flag for Australia at the re- cent IOM worlds in San Francisco and they certainly made us proud as well as a little enviable. Well done guys.

Elsewhere around our country IOM state championships have been sailed in QLD, VIC & SA with Scott “Bomber” Backhouse winner in QLD and Craig Smith winner in both VIC and also SA.

In South Australia, following their state titles the Marblehead Nationals were held with Dave Turton winning with his Mantra design RM ahead of fast finishing Lincoln McDowell.

As we look to the second half of this year there are a number of events in the schedule. In Queensland the Eddie Cowell Regatta will be sailed on the Sunshine Coast at Club Kawana, this will be big! Already we see 26 boats entered from far and wide, 5 boats are expected from WA, others from NSW & Victoria and it would be no surprise to see the number of entrants in the high 30s or even into the 40’s. Escape the cold and head north to Queensland for the regatta to be held on 15/16 August.

A month later and the NZ Nationals will be held in Hamilton, again it is cer- tainly appearing as though Australia will be well represented at this event with indications of ten or more Aussies heading across the ditch to take on the Kiwis!

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Our own Australian Nationals are well in the advanced stage of planning with the “croweaters” looking to show us an event to be remembered. The nationals will be at Harts Mill in Port Adelaide and is a new venue for SA which was trialled at the recent SA states & RM nationals and has proven to be a great venue with successful regattas run. Further details will be on the ARYA website.

All the activity has not just been on the water, the ARYA committee has been working toward the finalisation of a revised constitution which will be presented at a SGM on the 7th July, in addition the committee are currently reviewing our Hazard and Risk Management process to ensure a safer envi- ronment for all of our competitors and of course we’ve recently introduced a PayPal payment option for all our registration fee payments which has no doubt made the entire process a whole lot easier.

Next event for me is the Eddie Cowell followed by the NZ Nationals, I hope to see you there!

Sean Wallis From The Secretary

ince the last Radio Waves, the committee has been very busy con- tinuing work on a few issues and finding important new issues that need attention. S The boat registration process has been refined and seems to be working very well. The main change was for ARYA to introduce PayPal as the preferred form of payment and at the same time cancelling EFT pay- ments, which were the cause of most problems, and arguments.

The Constitution has been refined by the committee and the states over the last few months. My thanks to

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Bruce Robbins who did most of the actual researching of SA Govt legal requirements and most of the actual writing of the changes. There was plenty of input by the states and some individuals. My thanks to all of the above. A Special General Meeting has been called for July 7, and will be con- ducted by phone hook-up between the committee and the states to define the direction to finalise the constitution ASAP.

The constitution has taken most of my time over the last few months and some other projects which were mentioned in our AGM have had to take second place.

The insurance is now up for renewal and this should be finalised by the time Radio Waves is released.

One of the main issues facing all of us in the immediate future is Hazard and Risk Assessment (HRA). The President Sean Wallis and I are working on

New from Hales Micro: Surface Mount Block SMB-1

Blocks are supplied with two 2mm stainless steel washers, two plastic 2mm flange washers, a plastic 3mm washer and a M2 x 12mm stainless steel bolt and nut. These accessories provide for various fixed or swivelling applications. A typical mainsheet bulkhead application is shown above. The mounting accessories can be replaced by a M3 mounting screw if desired. Spread the arms of the bracket slightly to fit the M3 screw. The surface around this block may need reinforcement if it is used in the right angle configuration.

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getting a workable template solution that is easily introduced, easily updat- ed and also address the safety of sailors and committees Australia wide. HRA’s are not an optional requirement. They are a mandatory requirement and will go a long way to improving the safety in our sport.

SA are well on their way towards the organising of the 2016 Nationals Re- gatta. The dates, venues and fleet order have all been released. The com- mittee is working towards a set of guidelines for introducing funding to- wards assisting the states to run the regattas.

The final guidelines will hopefully increase the quality of the regatta, ad- dress specific safety concerns or lessen the registration costs for competi- tors. Any funding is likely to be relatively small in nature and will not result in any increase in ARYA fees or increased profit for the regatta organisers. Skippers might remember that when the electronic magazine was intro- duced, it not only gave the opportunity to provide colour, live links to other material and advertisers and an expanded magazine, the cost savings were

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designed in part to offset some costs relating to the running of the national regattas. Hopefully, this will all be in place before the SA event

Lastly, my wife and I attended a few days of the recent IOM World Champi- onships in the USA. We had a great time and witnessed some extremely good sailing. Congrats to the Australian team, especially Craig Smith who finished 12th. This also gives Australia one extra spot in the next worlds (I believe). Someone out there will be thanking Craig in two years’ time for that position.

The nominations for the venue for the next IOM worlds in 2017 are now open. Do we have any Australian venue nominations from Australia out there?

See you on the water Rosco

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2016 ARYA National Championships

The next ARYA National Championships will be held in Adelaide in February 2016. Following on from the successful use of “Harts Mill” in Port Adelaide for the 2015 Marblehead titles, the 10R, M & IOM classes will be held there and the A Class will be held approx. 5km away at West Lakes. The following dates have been selected to avoid peak accommodation costs during the Tour Down under and Clipsal 500 racing events:

‘A’ Class (Hosted by SARYC) Venue: Tiranna Way, West Lakes 8th and 9th February 2016.

10R Class (Hosted by ARCYRC) Venue: Hart’s Mill, Mundy Street, Port Adelaide 10th, 11th and 12th February 2016. (12th to be a lay day if insufficient boats for 2 fleets).

Marblehead Class (Hosted by ARCYRC) Venue: Hart’s Mill, Mundy Street, Port Adelaide 13th, 14th and 15th February 2016. (15th to be a lay day if insufficient boats for 2 fleets).

IOM Class (Hosted by ARCYRC) Venue: Hart’s Mill, Mundy Street, Port Adelaide 16th, 17th 18th and 19th February 2016. Official website, NOR and entry forms will be available in late July If you need accommodation options in the meantime please

email me at [email protected]

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Calendar of Major Events 2015 July

4-5 NSW RC Laser State Championships

4-5 QLD EC12 State Championships 11-12 QLD Micro Magic State Championships 12 TAS IOM Mid Winter Challenge, Risdon Brooke Park 25-26 QLD RC Laser State Championship, Emerald Lake 26 WA IOM Classic, Jackadder Lake August

1-2 QLD Eddie Cowell Perpetual, Kawana 9 TAS RA Herb Tyson Memorial Trophy, Risdon Brook Park 22 TAS RC Laser State Championship, Lake Trevallyn 23 WA A Class State Championship, Jackadder Lake 23 VIC RC Laser State Championships

29 WA IOM Peel District Championship, Austin Lakes 29-30 NSW RC Laser National Championships, 29 TAS RM State Regatta, Risdon Brook Park September

12 WA Michael Bell 10R memorial Trophy, Jackadder Lake 12 SA A Class State Championship 12 QLD A Class State Championships, Lakeside Raceway 20 WA 10R Metro Championships, Champion Lakes

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Boat Transfers

ARYA now accepts payment by PayPal for boat registrations and transfers. Credit cards can also be used with PayPal. It is VERY important that the right procedures are followed in the transfer of boat ownership, otherwise there may be a significant de- lay in the issue of a new certificate. Full details for payment are available on the ARYA website at http:// www.radiosailing.org.au/2013arya/index.php/2012-05-15-16-08- 35/registering-boats A stamped, self-addressed envelope MUST be posted to the Registrar for the return of the new certificate. Remember, the onus is on YOU to follow the procedures.

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Captain Blackwire’s ‘Words of Wisdom’

just tried binding a receiver to my Futaba T 6J . Did all the right things according to the instruc- tion manual. No green light damn it. I But NO bind - the thing just kept staying RED after I pushed the receiver's SW button as per the instruction. Then pulled out some of my hair!! Stood on my head, did a war dance and decided to think for a while!! That's different!! Maybe it was some sort of interference of some sort ? So I went outside leaving my mobile phone inside and getting away from the Internet router etc. BINGO - solid GREEN LIGHT on receiver . It bound just as the manual said it would!! Interference from the mobile Phone or Internet router (2.4 GH de- vice) . Result happiness!! There is moral to that - If you have trouble binding receivers then get away from routers or mobile phones or other possible sources of in- terference so it does not get confused.

Radio Waves is published three times a year by the Australian Radio Yachting Association (Inc) (ARYA). The opinions expressed in this newsletter are not necessarily those of the ARYA or the Editor. Technical tips, and the methods suggested, are the views of the person submitting them, and ARYA can accept no responsibility for their accuracy whatsoever. Radio Waves welcomes contributions on any subject associated with the sport of radio yachting. High quality photos would be particularly appreciated. Articles and photos can be emailed or posted direct to the editor. Submissions may be subject to Editorial revision due to space or other considerations.

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Vale Julian ‘Bink’ Frayne

t is with great sadness that we learned of the passing of one of our long standing members, Bink Frayne. Bink passed away suddenly on Thursday 28 May 2015 as a re- I sult of a heart attack. His smiling face, encouraging comments and friendly conversation will be greatly missed around the club. For many years, Bink has represented Perth Radio Sailing Club in Ten Rater and A Class regattas, both at the club and at State and Nation- al Competitions. Getting involved with the IOM was to be his next project in radio sailing. Bink's other interests in life were his family, of whom he was espe- cially proud, his dogs who often kept him company at the lake, as well as his fly fishing. His commitment to his profession of medicine, and in particular radiology, was a great example to all. Bink was at the forefront of his profession, leaving a terrific legacy for future radi- ologists. Bink was a great traveller and adventurer. He also participat- ed in his local community, being involved with the local council and in the political arena. He always had the best interests of his community at heart. At the recent National Championships, Bink didn't sail, but made his boat available to Graham Bantock, so that he could participate. He and Margie looked after Lorna and Graham Bantock, with accommo- dation, access to their holiday house and a vehicle. This was typical of Bink's generosity and friendship. The members of PRSC extend our heartfelt condolences to Margie, Libby, Robert, Michael, Sassy and their families. We will miss Binky around the lake. The following photo was provided by Graham Bantock - a typical Bink Frayne moment - relaxed, smiling, walking the dogs, having a chat.

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Glenn Dawson

Perth Radio Sailing Club

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Found Resources

he following “found” resourced may be of interest to those who enjoy building as well as racing. The ideas have been gathered from a number of per- T sons.

Equipment Pots A review of available jars/containers will determine the suitabil- ity for adaptive use of these items. Peanut butter containers are ideal with the following method adopted.

Either cut off the bottom of the container or use with the bottom intact; abrade the exterior surface to provide a better adhesive bond and form a watertight joint between the container and the boat hull/deck. If the bottom of the container is removed then a longer container Décor” sauce dispenser fits nicely and allows access to the boat interior for wash out etc.

Paint the lid to suit what is required. A plastic surfacer/primer applied first helps in the adhesion of the paint system. Later containers do not have the logo on the lid.

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Mast Tips

Carbon golf shafts have a maximum diameter of 15 mm at the grip which tapers evenly to 10 mm where the shaft enters the head. The sections weigh around the 65 gram. The usual length of the tapered shaft is 42 or 45 inches or just over one metre.

Either cut of the head or gently heat the head (to soften the epoxy) and pull the shaft from the head.

Golf shafts are manufactured in three standard “stiffness” grades; X to signify extra stiff, S to signify stiff and R for regular stiffness.

The letters appear somewhere in the description for the shaft characteristics. Some other classifications are “Filament” wound and High modulus”.

The tapered shaft is joined to a 14 mm parallel mast section via a 12 mm carbon (high modulus) section epoxied into the parallel section and the golf shaft. You can build up the joiner to suit the ID of the golf club shaft.

Cash Converters are a good source for older golf clubs with car- bon shafts circa $15. New shafts can be purchased from Golf Merchandise stores circa $100.

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Stainless Steel Wire

A source 1.3 mm dia. stainless steel wire is cooking whisks. Careful removal of one or two loops may not be noticed howev- er a complete wisp can be purchased cheaply. Take a magnet with you when sourcing the whisks as some are made from chrome plated steel.

Rubber / Silicon Elastic

The inner section of “Bungie/Ocy” straps is made up of multiple strands of elastic material. This is approximately 1 mm OD and makes a good substitute for Hat Elastic.

Alan Gold South Australia

Jul-Oct 2015 Page 19

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Marblehead Nats 2015 – the views of a ring-in

ack in January 2015 I was speaking to Dave Thomas re the upcoming Marblehead Nationals that WA had handed back to ARYA and was given to SA. I said something like I was going to stay on in SA after the IOM state champion- Bships and volunteer to help out during the M Nationals. Dave came back quick as a flash saying that it would be better if I sailed one of their F3 designs. I declined at the time, but after further emails from Dave & Lincoln, I agreed to enter. I really don’t like sailing borrowed boats, as it’s too easy to damage them and I really had no knowledge of the Marblehead class. I sail IOM’s and recently I purchased a 10R that I really love sailing. When I saw the boat for the first time the day before the champion- ships, I was taken with the power the rigs could generate and the de- sign lines of the F3.3 that they gave me. I knew they were giving me a fast boat. The regatta was a real pleasure to participate in. The skippers were all friendly on and off the water and there was very little of the crash and bash of the IOM fleet. I really loved that aspect. To start with, I was content in just getting used to the new class and was expecting to be following most of the fleet around for a few races. To my sur- prise there was a little pile up at the top mark the first time round, and I went around the outside and straight into the lead!!! The idea of taking a little time to get used to the boat went straight out the window and I was out for the win, which of course didn’t eventuate. Lincoln passed me quite easily and I followed him to the finish, just seeing how a champion of the class sailed his boat. I learned a lot in that race.

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The swing rigs took a little time to master. I had Andy Reid & Lincoln assisting me all over the place with setups. I would have been well back without this assistance. It took until day 3 before I was confident enough with the swing rig to make my own minor adjustment with it, and it paid off with some great results. I sailed the boat on the B & C1 rigs as well. Marbleheads are just a pleasure to skipper in these conditions. I know I had a smile from ear to ear at the end of days 1 & 2 after the wind had picked up. The last race of day 2, I had the C2 up after damaging the jib boom swivel on the C1. I basically just threw the rig on and sent the boat out very late. M’s just handle more wind easily and it was just great fun flying all over the place. The regatta also had some new designs which ended up placing 1st & 3rd. Three different designs filling the top three places. Very good for the class. You just know the class is heading in the right direction when new designs are coming out and experienced skippers are getting into them. The other skippers in the fleet had their moments of fame as well, and you can feel their enthusiasm and passion when you speak to them. It’s no secret that if there was a fleet of M’s in WA, I would buy one instantly. I’ve spoken to prospective M skippers here in WA after the event, but I think we are a way off getting a 4th class off the ground. Champion Lakes Club is prepared to include them. I suppose we will just have to wait and see. I loved my “guest sail” in the class. Rosco

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Handy Links

Historic RC Videos http://www.radiosailing.de/historische-videos.html

2015 Marbleheads results & pictures http://www.thepat.saradioyachting.org.au/Content/2015_M_Nats.html

The Rygged Start—Handicap system to encourage beginners http://www.leevalleymyc.org.uk/rygged.html

Carbonix http://www.carbonicboats.blogspot.com.au/

Jul-Oct 2015 Page 23

IRSA WORLD RADIO SAILING

RSA is the worldwide radio sailing organization as an affili- ated member of ISAF. IRSA is dedicated to the enhance- ment of both current and emerging world radio sailing clas- I ses through the promotion and development of consistent class rules, measurement methods, radio yachting racing rules, and advice in running major racing events. http://www.radiosailing.info/

The Highlights It is currently a very busy time within the IRSA Forum. There are lots of debates, discussions and some firm decisions. Rather than go into great detail, following is a brief breakdown of the main items. First: please have a browse around the new web site, lots of inter- esting information, news and also key documents. Second: I would like to announce Colin Thorne as the latest in a long list of Aussies to be involved in the world body. He comes in with a very impressive resume from the big boats and will be helping de- velop a set of international rules for the RG65’s. Approval for setting up the International Class Associations (ICA).

 Marbleheads  A-Class  10R

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Over a decade ago, the IOM community developed their own ICA (called IOM ICA) and went on to great success as a genuine world class. Anybody who watched the latest World Championship in the US recently would note how well organised and sophisticated they have become. An initial commitment by the current executive of the IRSA was to start the ICA process with Marbleheads, A-Class and 10Rs. These have now been approved and with the initial chairmen approved and in place. The months ahead will see each ICA remaining linked direct- ly to the IRSA as the IRSA expertise is used to set up operational com- mittees and operational regulations. For each class, if the ICA proves to be viable they will follow the pathway of IOM ICA and become an independent international organisation with their own constitution but still remain directly linked to IRSA for advice on rules, regulations and approval of world championships. A second reason for doing this was to set up a model for emerging classes to follow if they should choose to use the resources of the IRSA to become a world organisation. There are a number of candi- dates that could be genuine international classes in the future. And in case you were not aware, we are somewhat unique in the sporting world in that we are completely run by enthusiastic volun- teers. So next time you meet with your club, state or national execu- tive members say “thanks” or give them a hug or something... they deserve it for the time they put in to keeping our awesome sport alive and functioning. Marblehead World Championship Two high quality sites, in Italy and in Spain, nominated to host the

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2016 Championship. The Italian one has been selected with the Spanish one being kept in reserve for future events The Limone sul Garda is a small village of 1000 with excellent facilities and currently keen to expand to host more international and national sailing events.

More details on this in the future as the dates firm up and Marble- head ICA releases the documentation. Proposals for Rule Changes in Appendix E For those not “into the rules”, we are governed by the Racing Rules of Sailing (RRS). These are updated every 4 years by the Internation- al Sailing Federation (ISAF) and the radio controlled community (through IRSA usually) are allowed to suggest changes to the rules specifically fine-tuned for Radio Sailing, called Appendix E. The dead- line is approaching and so the IRSA is busy fine tuning changes for the ISAF to consider. Examples of proposed changes include:

 E 1.2 (b) a change of the definition of competitor to person ‘designated” to sail the boat.

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 E 3.5 tightening up the individual recall process.

 E 4.2 Defining the conditions around “Outside Help”. This revi- sion is much more specific in detail and also includes a state- ment to assist people with disabilities (not to be confused with “disabled boat”) Currently the Executive is working on more internationally fair meth- ods of dealing with sail numbers and national letters on sails. In Eu- rope there are a lot of sailors who cross boundaries to live temporari- ly and also sail. For these the current rules are rather restrictive and there is a desire to make them fairer and more realistic. But getting the wording right is an interesting procedure. Class Rules and Regulations The Technical Committee, under Graham Bantock’s Chairmanship, is carrying out a thorough revision of the Marblehead, 10R and A-Class rules governing measurement and building. This will take some time but is long overdue. Eventually, it is hoped, the measurement certifi- cates will all be of one standard and all logged online. Watch this space for future updates. And....Here is your chance to have a say. We have a grand opportunity here. If you have any suggestions on the class rules (mad, sensible or simply something that you haven’t liked for a long time) then please let me know about it. If it is reason- able, I’ll happily send it through to the working committee doing the revision. We have already had some significant input from sailors in Australia. Don’t just have a whinge about something, send it through and let’s discuss it.

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All ideas to: [email protected]

Onboard Computers and Controllers The world is changing rapidly and often driven by emerging technolo- gies. The introduction of the 2.4 GHz systems and digital radio com- munication are a prime example. But what comes with this is an op- portunity to exploit control systems that may give unfair advantage but may also be legal because the rules haven’t kept up with the technology. This is happening in radio controlled sports and has been debated on and off within the IRSA and elsewhere for some time now. It is an in- teresting process wording it right so that we don’t restrict good de- velopments but hold at bay unfair ones. Case Book and Rules When I first started sailing radio yachts about 8 years ago, I very quickly realised that I needed to update my understanding of the rules because of the speed and closeness of this type of sailing. In previous times, a basic understanding was fine because you were on the water with spray on your face and could judge the much slower situations as they emerged. Not in radio yachting, often a second is a long time as boats cross and interact. I had a giggle a little while back when I was genuinely called for “mast abeam” as a sailor passed me on a reach. I let it go and chatted later about it, he honestly thought it still applied. So, if I could suggest that we all spend a bit less time watching TV now and then and update ourselves on the rules it would be much better for the whole sport.

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A great starting point is to read through Part 2 of the rules and then progressively read through the excellent document recently pub- lished by the IRSA called the “Case Book”. It goes into great detail on key situations that radio sailors often find themselves in. The Case Book can be found here (or go to the documents page at the IRSA site): file:///C:/Users/User/Downloads/IRSA%20Case%20Book%20v1.1% 20May%202015.pdf

May you get a bit more lucky than usual in the water. Cheers Selwyn Holland

(Oceania Officer and Acting Secretary, IRSA)

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Changes to the A-Class class rules

ne of the first tasks the new IRSA Committee is embark- ing upon is the process of standardising the way in which Class Rules are set out. I recently asked Graham Bantock as the IRSA Technical Committee Chairperson Oto set out why there was a need for changes to the existing Interna- tional 'A' Class class rules, and what he perceived as some of the main issues that need to be addressed. He has graciously agreed to do this and the following article is presented for your deliberation. Why change the A Class class rules? The current A Class class rules date from 1994 and seem to be work- ing perfectly well, why need they be changed? A perfectly reasonable question of course and this article looks at some of the reasons why it is proposed to make some changes to those rules. First, some background may be useful. Prior to 1994 there had been an A Class international owners association which had deliberated on the class rules. Their proposed version was tuned up by the Model Yacht Racing Division’s (MYRD) Technical Committee to iron out some of the wrinkles introduced in the re-drafting process. In the meantime there have been many requests for interpretation on the class rules from various sources. These have duly been issued and remained posted on the IRSA website until recently. Interpretations are the IRSA response to the question ‘Is X per- mitted?’ Such questions arise where there is ambiguity in the class rules, perhaps caused where a diagram does not match the text of

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the rules, or where there is a difference of opinion between a meas- urer’s and a designer’s intended measurement of some particular feature of the boat. The IRSA Technical Committee is the final arbiter and an interpretation has the same status as a class rule. But to en- sure the class rule text itself remains relatively up to date there is a time limit to the life of an interpretation. They may exist for 2 years from the date of issue after which time they no longer apply. It is an- ticipated that 2 years is enough time to incorporate the effect of the interpretation ‘X is/is not permitted’ into the class rules. It is also enough time, if it is thought the owners would wish to permit X, to canvas the views of the owners and respond accordingly. Between 1994 and 2014 some x interpretations were issued but were not followed up by appropriate rules changes. For this reason alone there is a need to make changes to the rules. One example of such a case is the ‘discovery’ that appendages (rudders or skegs for exam- ple) may be added to the centreline of the overhang aft of the aft wa- terline ending. It is intended to change the class rules to explicitly prohibit such a feature. Some of the interpretations resulted not so much in decisions con- cerning ambiguity of the class rules but in a simple explanation of how the class rules should be understood. Where it would be difficult or impossible to change the class rules to make them clearer, the IR- SA TC has written a Q&A. Q&As for all three IRSA classes now feature on the IRSA website and it is planned to add more such items to help designers, measurers and owners become more familiar with meas- urement issues. Aside from changes required to make interpretations redundant there are several others that I’d like to touch on here.

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General Transmissions from ship to shore may not be used (App E) but noth- ing currently prohibits an on board computer using positional and locally measured data to control the tune of the rig and sails. The boat could be a self controlled unit with the sailor simply controlling the rudder and a ‘brake’. There is no prohibition on the sailor using a drone, or any other source, to video the boat in the race to provide information of use after the race is over. These issues may be tackled by App E or the class rules. In a foiling class it may make perfect sense to permit an on board computer to control the rig and sails. In the other classes? Probably not. The class rules currently prescribe that only the boat’s most recent certificate is valid. It has been found that (at least) one IRSA mem- ber country ignores this rule and considers all certificates valid. It would seem difficult to detect whether a certificate offered by the sailor at a world championship is the most recent certificate. A certifi- cation authority could even thwart efforts to prevent abuse by up- loading their sailors’ preferred certificates on the day of the event. As a sailor can choose which of several boats he wants to use at an event (there is no compulsion to use the boat that is entered), having a rule which permits only one certificate for a boat distinctly penalis- es the rule-abiding owner of a single boat. Solution? Permit multiple certificates thus permitting owners to have their boats measured with alternative ballasts and alternative sail plans. The important thing is that the boat complies with the rules and a certificate during the event. The boat is currently measured with its heaviest sails. It seems that, when a new boat is measured, it may have only one suit of sails

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which may be borrowed from another boat. When measurement is completed and the sail sizes are known the remainder of the sail wardrobe will be completed. But rarely will the boat be re-presented for measurement even if the sails themselves are certified to match the certificate dimensions. Rule abiding owners who acquire all their sails ahead of measurement suffer a double penalty. Their boats will get smaller sails (heavier boats invariably have smaller sails) and they have to pay to have their sails adjusted to size or put up with under- size sails. This seems absurdly unfair when a standard weight can be substituted for ‘sails’ at the time of measurement. A useful spin off from adopting this simple solution is that alternative sails for use in heavy winds can be made of much more appropriate materials with no penalty to the boat’s measurement. It became apparent that the requirement to use a boat’s heaviest suit of sails at measurement opens up a loophole that permits a boat to be designed that is much longer and lighter for a given sail area than is normal. Imagine a suit of sails made of excessively heavy material, with battens made of lead and weighing several kilograms. The boat is plumb ended with the bow and stern immersed so that when those sails are removed the waterline length remains much the same. Now the boat will be several kilograms lighter than another boat of the same waterline length and sail area. With no requirement to hoist the sails on the rig there seems no reasonable limit to the weight re- duction that could be achieved in this way. This loophole is plugged by adopting a standard sail weight. Currently there is no requirement to have slack rigging when a boat is measured. It is well known that the measured lwl of a boat can be reduced by tightening backstay and forestay to an extreme. Indeed in the 12 Metre and America’s Cup (monohull) class rigging had to be

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slack for measurement and designers and builders went to extremes to ensure massive hull stiffness to prevent sailing length loss. The same precaution should be taken in the A Class. At an event a boat is deemed to comply with the class rules if the rig dimensions meet the certificate values and the weight is within 0.1 kg of the recorded weight. When introduced this was very much a ‘stop gap’ solution adopted in the absence of anything better pro- posed by the owners’ association. It is usually impossible or difficult to carry out a full measurement of an A Class boat at an event should there be a measurement protest. There had to be some way of deter- mining whether a boat complied or not. This was the solution adopt- ed. In retrospect the solution adopted has many shortcomings. Suppose draught is a full 50 mm greater than permitted? Suppose other di- mensions, lwl or qbl perhaps, differ widely from the certificate val- ues? It is unclear what would happen if a jury had serious doubt about the compliance of a boat with its certificate and this needs ad- dressing in a way that will yield a satisfactory outcome at a major event. To be realistic it seems any genuinely unchanged boat meas- ured by another measurer, perhaps using different equipment, will vary from the original values. There needs to be some way of ensur- ing that such a boat will be un-penalised after full re-measurement while a boat that varies by amounts larger than normal measurement variation is penalised in some way. This will remove or very much re- duce any incentive owners currently may have to vary their boat us- ing only the total weight as a limit. Rig One of the earlier issued interpretations seemed to suggest that al-

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ternative masts were permitted. This seemed contrary to the wide and long held view that the boat shall be used with the ‘mast and main boom as measured’. The earlier interpretation was, as men- tioned above, out of date and has been reversed to reinforce the way the class rules are traditionally understood. This is something that will be covered at greater length in the next version. The treatment of the main boom and the mainsail foot roach is something that has led to added complexity over the years. Going back to the 1930s main booms were traditionally straight and sails were made of cotton. It was normal to add a foot roach to such sails which would shrink with use leaving less convex roach on sail edges. Thus 25 mm of foot roach was permitted. The advent of metal and composite boom spars and fittings led to ‘bent’ booms that accom- modated the 25 mm of foot roach without hindrance. This adds both to the cost of the rig and to the sail area. An unwanted side effect is that the sail maker cannot make a maximum sized sail without know- ing how the sail will be hoisted on the rig. Likewise the compliance of the sail with the class rules depends on how the sailor hoists the sails relative to the main boom. Similar to this snag is the rule that permits the head width (distance from the aft head point to the head point) of the sail to be a maximum of 25 mm while, at the same time the distance of the aft head point to the aft side of the mast may not ex- ceed 25 mm. Most sailmakers make the head width 25 mm and most sailors set the sail with some finite distance between sail and aft side of the mast. Thus they do not comply with the class rules. Solution? Restrict the roach to 25 mm measured from a straight line from sail tack to sail clew and remove the need to set the aft head point no more than 25 mm from the aft side of the mast. The mainsail area is found as A x B where A is the distance between

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the limit marks on the mast and B is the luff perpendicular (measured as the distance from the clew limit mark on the main boom to the aft side of the mast). This sounds simple enough but the snag is that B varies as the angle of the boom varies from the an- gle used at initial measurement. The 12 Metre class requires B to be taken with the boom perpendicular to the mast so that any variation of the boom angle reduces the effective sail area. In the A Class, as the sailor tightens or slacken the kicking strap, or as the mainsail leech length varies, the value of B will vary. Where a boat has sails with a single luff (eyelets, slides, jackline or hooks) as well as a double luff there will be two clew limit marks placed on the main boom. Whereas the sailor can correctly decide which limit mark to comply with, he cannot reasonably control the boom angle so that he com- plies with the B dimension. He is in danger of exceeding the B dimen- sion or, alternatively, being conservative and losing effective sail ar- ea. Neither situation is desirable. Solution? Measure B as the luff per- pendicular of the sail and abandon the clew limit mark on the boom. The snag with this is that mainsails are traditionally made with the luff perpendicular a 3 to 5 mm greater than the B dimension. But the class rules could, perhaps for a limited time, take B as x mm less than the luff perpendicular. While the above examples are nor exhaustive they give an illustration of the issues that the IRSA Technical Committee is seeking to address in the current class rules revision. The intention is to make the class rules fit for purpose so that they serve local fleets of boats and also to ensure that, when there is an international or world championship event, boats from different geographical areas comply similarly with the class rules. Invariably, when class rules are changed, the intention is to maintain

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the nature of the current class (i.e. the boats as opposed to the class rules). There may be times when the class should adopt positive change to the boats, perhaps to reduce cost or to introduce free- doms that owners want, and IRSA’s current philosophy is that such changes should be led by the owners perhaps acting through an in- ternational owners’ association. In the meantime the IRSA Technical Committee has to tread carefully to try to perceive what is best for the future of the class. Thanks for the opportunity to raise these issues here. If any readers have concerns about the current A Class rules they are invited to con- tact the author on [email protected]

Further SCR format The class rules are to be formatted according to the ISAFD Standard Class Rules. Advertising Advertising shall comply with the ISAF Advertising Code Interpretations Incorporate all existing interpretations (as revised) to make them re- dundant. On board computer The advent of microcomputers and miniature sensors for speed, ac- celeration, heel angle, wind speed and direction etc bring a real pos- sibility of automatic sail trimming and directional control. I do not

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think this would be welcome to the class. Prohibit before it becomes an issue? On board camera Already perfectly feasible. Even if it is not permitted to receive the information while racing it may be recorded and used later as evi- dence. Prohibit before it becomes an issue? Multiple certificates Permit multiple certificates. At least one country operates a- de facto multiple certificate approach in one of its classes. Visitors TO that country are not aware of it and are not able to exploit the same free- dom. Visitors FROM that country probably do not comply with the international class rules when elsewhere but there seems no way to police that. Boat/Hull 10 kg sails/spi boom loophole A plumb ended boat with large displacement and an artificially heavy heaviest suit sails/spi boom (lead battens and spi boom) may sail at a much reduced displacement when these items are removed. Water- line would be much the same, draught reduced only a little. But sail area will remain at a high value. Introducing a standard weight for the sails and eliminating the spi boom removes this loophole. There is some concern about introducing measurement controls which refer to nominal, rather than actual, dimensions. Does this in- troduce a new method of exploiting the rule that we/I have not thought of yet?

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This is how to exploit this? Design, build and measure a plumb ended boat to these dimensions

 disp = 23 kg

 lwl = 1500 mm

 d = 329 mm

 SA = 0.82 m^2, or 1271 sq ins

 bwl = 350 mm

 Cwpa = 0.7 Then remove 10 kg = 10000 cm^3 Boat rises out of the water 27 mm - sinkage = 27 mm New dimensions

 lwl = 1500 mm

 disp = 13 kg

 d = 302 mm SA = 0.82 m^2, 1271 sq ins instead of 0.367m^2, or 570 sq ins. Which is the same sail area same as for 23 kgs on this lwl Waterline ending marks outboard of lwl endings Waterline ending limit marks could be introduced. Their use needs to be considered carefully with respect to the event measurement is- sue. Hollom loophole David Hollom flagged up the loophole that permits the aft (or for- ward) QBL measurement point to be on a part of the hull that has

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heavy tumblehome. The true sailing length will thereby be considera- bly higher. He pointed this out around 2010 when few boats (Stollery 22U2, Bantock SWORD) had this feature. The MYA technical officer did nothing about this and recent Hollom designs have exploited this loophole much more ruthlessly.

 Do we do anything about this?

 Can the QBL be mandated to be positioned more “correctly”?

 It is an option to offer owners under stage 3. Min build weight or vcg Consider a minimum build weight and VCG to encourage wood con- struction as per IOM. The problem with this is that existing boats would have to be grand- fathered giving them a distinct advantage over any new builds unless the weight and VCG were chosen similar to current best quality con- struction. If that were the case there would be little point introducing the new restriction. For me, a class rule change which targets a particular construction material effectively creates a new class. Perhaps this could be the A (w) class, and boats raced to the A(w) class rule would always have one point deducted from their score in each race in which at least one A class boat competed. It is not likely to be an attractive option or to succeed. Another stage 3 option.

Set a standard weight and placement position for sails. The current class rules require the boat to be measured with the

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heaviest suit of sails on board. This rule is almost universally ignored with boats being measured with borrowed sails. Some measurers are turning a blind eye to this for the benefit of owners while some build- ers/owners genuinely comply with the rules thus incurring the likeli- hood of costs associated with sail alterations post measurement. The weight of the sails could be a universal standard or it could be a rounded % of the weight of the boat (without sails and headsail boom). Once measured with a standard weight for the sails (possibly zero) the owner and sail maker are free to have whatever sails they want without infringing the class rules. Sails can then be made from the best materials instead of light ones (by the compliant owners/sail makers) and the rule is not broken by those who just ignore it. Mast rake Where mast rake is adjustable then mast rake should be prescribed for measurement in order that the trim of the boat can be repeated for a later check measurement if needed. Slack rigging when measured If the ERS do not require it, the rigging should be specified slack when hull measurements are taken. The ERS do not currently prescribe slack rigging and it is left for each class to deal with. Deck round Make it plain this is a + or – restriction Pot lids & similar Make it plain these items for access to rc equipment are permitted. Limit size?

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Recesses for rig. Make it plain recesses and opening in the deck are permitted for the rig. Limit the size of these somehow. Appendages on the centreline aft of the aft waterline ending: Improve diagrams in class rules to show region where appendages may be added. This may be outside of the waterline endings, as the class rules cur- rently permit, or we might require all appendages to be attached in- board of the waterline limit marks (or waterline endings if no marks). QBL and other measurement points Where these lie on the transom or areas other than the hull shell, we can improve the class rules by using the ERS definition of hull. Ballast Restrict ballast to materials no more dense than lead. Get the figure for the density of lead correct if a figure is to be used.

Rig Main boom depth/interp The depth of main boom is limited to 25 mm but there are numerous examples of booms that do not comply with a 25 mm depth taken perpendicular to a line through the ends of the boom spar which is the logical way to test depth. Better restriction required. Hopefully one that does not take existing boats out of class.

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Perhaps a diagram in the class rules? B measurement If B is taken when the boom is at any non 90 degree angle to the mast any change of the mainsail leech length, or kicking strap ten- sion, may take the actual B measurement beyond the recorded value. How can an owner be sure he is complying with the class rules when he purchases a new sail which may have a different leech length? Perhaps measuring B as the largest foot of any mainsail and recording that on the sail is a solution here? The band can be dispensed with. Alternatively measure B with the boom perpendicular to the mast. Headsail boom Headsail booms and counter balance weights may be replaced by other lighter ones without contravening the class rules. The class rules require the heaviest to be used during measurement. Often an owner will acquire the No 2, No 3 headsail booms, which are heavier, after initial measurement. This is unfair to those owners who comply with the rules. A solution is to use a standard weight as for the sails. This needs some care to avoid problems deciding what is the ‘boom’ where a radial jib fitting is used. The weight of the boom could be a universal standard, or it could be a rounded % of the weight of the boat (without sails and headsail boom). No spinnaker or spi boom Eliminate spinnakers and spi boom from the class. Pocket luff sails and normal luff sails – requirement for two limit

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marks on the main boom. Make it plain there should be two limit marks on the main boom where there are pocket luff and non-pocket luff mainsails. Or Revise the way B is taken. If a boom is not perpendicular to the mast when B is taken, any change from perpendicular will change the B di- mension. The effect of this change may be to increase or decrease the distance from the limit mark to the boom at a perpendicular angle. For a boom that rises going aft, any increase in leech length for alter- native sails will increase B when checked. For a boom that drops go- ing aft, any decrease in leech length for alternative sails will increase B when checked. Alternative limit marks might be a solution here but there would probably need to be a separate limit mark for each sail (boom angle). This is likely to become unworkable and makes it difficult for an own- er to comply easily or for others to know that he is compliant. It may be better to measure B for each sail and mark the B dimension on that sail. If B and J are marked on the deck of the boat it becomes easy to see if a boat is compliant.

Sails Fix headboard measurement to back of mast The width of the mainsail head is measured to the beck of the mast. It must be measurable remote from the mast so that the sailmaker can make sails that comply and so that the owner can comply with the class rules when the sailmaker makes the sail head at the maximum value.

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Take headsail out of need to sign by measurer? There are probably only 2 requirements for a headsail: soft sail (maybe); overlap of mast. Of these the latter is a Section C rule and therefore one that does not require fundamental measurement. If the sail does not have to be a soft sail (battens are un-restricted currently) then there is no need to certify it. If we want to retain these restrictions – I think we do – then the mini- mum J measurement for which the sail can be used should be marked on the sail. Restrict min radius on headsail luff The line through the head point and tack point has to be within I and J but the luff may bow outwards. A restriction on the radius would limit how much area could be gained here. 900 mm rad patterns exist for the M Class so this may be a convenient figure to use but this fig- ure may be too small. Restrict mainsail foot roach to 25 mm and simplify restriction on boom The current class rules measure the 25 mm depth of foot on the mainsail based on the clew point and lower mast limit mark. Changing these points to the clew point and tack point will simplify sailmaking and the owner’s ability to comply with the class rules. B measurement to be marked on mainsails If the B measurement is marked on mainsails there is no problem transferring sails from one boat to another. Luff length is not meas- ured anyway. This step in consistent with using a standard weight for

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the sails at fundamental measurement. Cross width measurement of mainsails with a jackstay A large diameter jackstay inside a pocket creates a mast/sail combina- tion much like a pocket luff around a normal mast yet without the subsequent loss of projected area. Limit the size of jackstay that may be used without is being removed for measurement.

Events Introduce minimum mainsail luff length This could be a universal figure or, alternatively, chosen by each coun- try locally but with a default limit for international events - focuses choice of rigs into a known region - ensures no-one is aggrieved if rac- ing is abandoned because it is 'too windy' - simpler/cheaper. Owner’s flag Require this to be flown in the rigging when competing, Section C rule. Event measurement Currently at an event the boat only has to comply with the sail meas- urements and the weight recorded on the certificate + or – 0.1 kg. The current rule reflects the facts that: A boat measured by another measurer, or with other equipment, or on another day will almost certainly not produce the same hull meas- urements as first found. It was anticipated that any test of these di- mensions would lead to failure to comply. The previous version of the class rules had no latitude for such error

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and the + or – 0.1 kg restriction was introduced to ensure a) a pro- tested boat could be found to be in class and b) the check could be made reasonably easily at the venue. No other mechanism was available. It has become common currency that the 0.1 kg tolerance is there to permit owners to alter their boats without having to have them re- measured. This is not and has never been the desired effect. But may- be it should be specifically permitted so all owners can enjoy this freedom. An alternative is to use waterline limit marks within which the waterline endings shall fall. A simple loophole here is that a smart owner may add a 0.1 kg lump of lead inside his hollow fin immediately measurement is over. This needs tightening somehow. But it is not clear how. A similar problem existed in the Ten Rater class where, previous to 1994, the waterline ending marks were to be placed at the waterline endings. It was anticipated that any test to check this would result in failure. The current Ten Rater class rules require the waterline end- ings to be from 0 to 30 mm from the limit marks. This is easy to com- ply with if the owners chooses to place the limit marks a small dis- tance (we use 6 mm) outboard of the found waterline endings. He can then be reasonably confident that his boat will be found to com- ply if checked later even if he has made small changes to the boat. By removing the requirement to test for the waterline endings posi- tion from fundamental measurement and placing the responsibility to comply with the rules on the owner, the owner can be given the free- dom to alter his boat. This freedom would not be available if the wa- terline ending positions were tested at fundamental measurement as

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the owner would be required not to alter his boat without having it re -measured. A similar approach is adopted in the IOM class where the weight (and draught) is not tested at fundamental measurement. The owner has responsibility to ensure his boat complies. In return he has the free- dom to carry out alterations to his boat which would not be per- mitted if the boat were required to be weighed (and draught tested) at fundamental measurement. A similar approach to that adopted by the Ten Rater class could be adopted in the A Class. Sail marks Should numbers be required on spinnakers if spis are left in the rules? (End of Graham's report) Note: From Graham's report the Class Rules changes are aimed at a) bringing all classes closer to a uniform format, b) incorporating spe- cific past and current class interpretations into the Rules so asto clearly indicate what is/is not allowed, c) enabling a greater uniformi- ty in measuring of boats and d) considering any technological innova- tions that should/should not be allowed but are currently not covered by the class rules. I believe it is not the purpose of the changes to make any boats illegal, so currently measured boats would remain within any proposed changes. Brian Dill

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Reflections on the 2015 IOM World Championships – Foster City San Francisco USA his was my first overseas regatta, and first IOM World Championship. It was pretty exciting to attend the event with an AUS on my sail. Prior to leaving, I had absolutely no idea what to expect, apart from watching a number of vide- Tos on You Tube which were taken at the location. The whole idea of participating in a World Championship was daunting. I tried to prepare my boat as well as I could, with plenty of spares, tools, bits and pieces just in case. These certainly became necessary during the week, as the racing took its toll on the electrics, boat and rigs. I had no expectations, and didn’t set myself any goals. Whatever happened, I just was going to give it my best shot. The Aussies arrived in Foster City on the Wednesday prior to the event, which gave us three days of practice prior to the opening rac- es. We all spent quite a lot of time on the water, tuning with one an- other as well as having a few hit outs with others who came along. Mostly, we sailed with the American skippers for the first two days. The Swedish guys were there, but tended to stay by themselves. I was a bit surprised that the UK guys, French and Croatians didn’t make an appearance in the first two days. They didn’t start practicing until the day before the regatta. Craig had a chunk taken out of his keel late on the second day of practice, which required a hasty trip to locate some West Systems epoxy. I was trying out a new keel that Ian Vickers had produced, and fortunately there were a couple of other V9’s there who were in the same position. We spent time changing keels to see how they went. Huub Guillisen tuned with us as well, showing a pretty good turn of

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speed. CONDITIONS One of the first things we noticed, was just how cold it was there. In the sun, it wasn’t too bad, but if you went into the shade, or clouds came over, the wind chill factor was bitter. There’s a saying in San Francisco – “Never have I spent as cold a winter, as the summer I spent in San Francisco”. Fortunately, we didn’t have any rain apart from a sprinkle on the second last day. The day prior to the regatta, everyone turned up for practice, regis- tration and measurement. They used an appointment system, which meant that once you had registered, you knew when to show up to get measured. That worked really well, and they kept to time. Fortu- nately, all the Aussies measured up, so we didn’t have the hassle of making any alterations in the 24 hours prior to racing. There were a few hasty alterations being made, including drilling lead out of bulbs. The Organizers ran a few practice races in the afternoon – odd sail numbers in one start and even sail numbers in the next. We didn’t get involved in these races too much, as there was really only down side rather than upside to be gained, in that any damage at this point would not be good! The venue basically had two course areas – the northern end of the lake was used when the wind was westerly, and the eastern side used when there was some northerly component in the direction. The northern side had flatter water, but some really nasty shifts. Actually, you couldn’t call them shifts – just different wind directions. Either side could be favoured, but if you got caught on the wrong side, it was pretty disastrous. Gusts would come out of the left side of the course from time to time, and favour the boats which went out there

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looking for them. However, if you didn’t get one, the boats on the inside would sail happily by. The first day was mostly spent on the northern course. The eastern course was a totally different matter indeed. The waves would build up as the wind blew across the lake. They would then hit the wall and bounce back. The resultant chop was really large. I asked Craig whether he had seen anything like it, and he said that once or twice, Albert Park Lake has had chop which was similar, when a nor- therly wind died out and left some pretty big waves bouncing around the lake, but apart from that – no! To give you some idea, the boat was bouncing around so much that both the rig and the fins were stalling. Sailing along, it felt as though you had a plastic bag or weed on the keel. There wasn’t any way that you could try to point the boat high – you had to crack the sheets and try to get the boat moving as much as you could. Traditional wisdom indicated that you needed to increase the fullness in the jib, and be prepared to twist off the leeches to power up. However, watching the top guys, we became totally perplexed and bewildered. They flattened the sails, maintained tight leeches and somehow seemed to keep the boat powering along. They appeared to be constantly work- ing the sheets, which was amazing given that there was no pattern to the waves – just messy chop. If you took your eyes off the boat for a split second, you would look back to see your boat fluffing around in irons, or heading the wrong way on the wrong gybe! We all had real trouble telling which gybe our boats were on at times. It became a problem when sailing in a big fleet – normally you would look around to see how other boats close to you are fairing, but that wasn’t a good thing to do, as you needed

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to concentrate fully on steering your boat. We had little understanding of the wind patterns at the venue too. Typically in Australia, once the wind fills in as a sea breeze, it tends to build for a while, hold, and then drop off later in the afternoon. The wind in Foster City was nothing like this at all. One day, I counted 9 rig changes during the day – and that was only for 6 races! I think I had changed rigs 3 times prior to the first race! There were races in which A rigs and B rigs would be fighting out the leading positions. RIGS and BOATS In terms of equipment, there really was nothing new or different to what we have in Australia. The Croatian’s new sails are impressive. They appeared to work really well, and set well. There is some conjec- ture about just how much “shape” is put into the sail by moulding, but they did perform well. The “Pop” is only about 6mm narrower than the Britpop. It appears to have a slightly higher bow than the Britpop, giving it a bit more buoyancy forward when the nose starts to go in. Realistically though, the differences between boats now are in the rigs and their tune. The top guys really understand what they are trying to achieve with their rigs, and tune accordingly. I’d share the information if I could, but as I said before, we were bewildered by what we saw! The top guys could also change rigs, and have their rig tuned immedi- ately. They don’t have to spend a race or two getting their rigs right. Brad measures a number of his settings each time he changes rigs. In particular, he spends time measuring his mast ram position and the distance his backstay wire sits above the back deck. This gives him a measure of his backstay pressure. His leeches are tight, and his jib boom is quite firm – it doesn’t lift in gusts. His sheeting position can

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be quite wide at times. I think he is only interested in going fast, and doesn’t get too concerned with height. The big chop meant that you could change to your B rig at a slightly lower wind strength, as it would not stall out as badly as the A rig. There was one race (either c or D fleet) in which Torvald Klem had his A rig up, a lot of boats had B rigs and there were four C rigs too! I’ve never seen that before. Kirwan spent a fair bit of time with Brad and Robbie Walsh. Brad helped Kirwan tuning his rigs, and Kirwan’s comments basically were that Brad would tighten up his leeches, and Kirwan would try sailing like that, come in and loosen them off. After that, Brad would tell him off. RACING OBSERVATIONS Starts were brutal. I normally think that I can get off a start line mod- erately well. In this company, there was absolutely no room for error. Seeing your boat in the bunch was critical, so you had to stand well in front of the line. From there, you couldn’t judge the position of your boat with respect to the line, so you had to just pull on and go when the others did. Add to that – there were 20 competitors, 4 judges, 4 observers and the Race Officer and his assistant – all wanting to get the best possible view. There was a fair bit of bumping and hustling on the bank! One time, Lindsay got bumped so hard that he dropped his transmitter. The batteries fell out of the back of the transmitter, which caused a lot of problems!! Needless to say, next day there was a lanyard around Lindsay’s neck. The top guys sailed their boat with such precision. It was amazing to see how they could put their boat into spots on the start line, hold their position in the big slop, accelerate when needed and hold their

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course high and fast. That has to take lots and lots of practice, and particularly practice in large fleets. The Europeans have the ability to get to large regattas on a regular basis, and that showed. In terms of how the top guys sail, there were a few observations. Rarely would you see Brad, Peter Stollery or any of the top guys tack- ing close underneath a starboard tacker. They would make a decision early about which side of the course they wanted to sail towards. If the left side was where they wanted to go, they would tack early – a fair way underneath the starboard tack boat, so that they weren’t held out to that side. If necessary, they could tack back and dip the transom of the boat to weather of them. Very often, you would see Brad reaching off to sail behind a starboard tack boat. He would gen- erate lots of speed doing this, and the next time the boats crossed, he would invariably be in front. Downwind, the top guys are sailing angles to the next downwind gate. They seem to have great instincts about what angle to sail. Often, you could watch Brad sail much higher than you thought was a good idea. He would carry on further that you thought was a good idea. Then he would gybe decisively, and come screaming in on the other gybe right around the pack of boats which had sailed a straight- er line to the mark. If we tried it – it didn’t always work at all well! Probably, we didn’t sail the right angle, or we bailed out too early, or too late! It was apparent also that the good skippers were familiar with sailing in a variety of conditions. The UK guys were saying that the northern course was just like sailing at Eastbourne, and the Eastern course was like Fleetwood or a bit like West Kirby. In Australia, we tend to be used to sailing in certain conditions, but we need to try and experi-

Jul-Oct 2015 Page 55

ence other conditions as often as possible. We established pretty quickly, that the top guys are there partly as a result of working together as a team. They don’t “team sail” when racing – it’s each to his own – but they co-operate and collaborate with one another on sail settings and rig tune. They also spend lots of time sailing together, helping one another to improve. The Croatians especially, spend more time training than racing during the week. They have sessions where they practice starting, or mark rounding, or sailing in close company. They don’t just turn up and have a series of races as we tend to do in Australia. THE AUSSIES. Craig performed the best of the Aussies. His experience in sailing at this level was telling. He was the only one who could get into A fleet and sail competitively. Kirwan, Lindsay and I found that when we did get into the A fleet, we would really be struggling to stay there, and it was a matter of trying to put six boats behind you rather than trying to compete with the front runners. It became an exercise of how many A fleet finishes could you string together before getting dumped. Once dumped, it was a nightmare trying to get out of B fleet. We had one really good B fleet race on about day 3, where Craig, Lindsay and I were all in the fleet. The wind had been building, and the three of us decided to change to our C rigs. The Europeans looked at us like – “we thought you guys were Aussies who could sail in this stuff” Our only real problem was dodging the B rigs which had their bow underwater on the downwind legs. All three of us finished in the top 6 and progressed to the next A fleet race, by which time, all the others had their C rigs on too!

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Allan had a regatta in which he struggled to come to terms with the conditions. He tried sailing the way the Europeans were setting up, but found the technique challenging. Later in the week, he reverted to a more familiar setup and got going a lot better, but by then the damage was done. Lindsay also had some really good races, but some disasters as well. We all found the racing really hard and uncompro- mising. There were no friends on the race track! The other thing was that you could lose places right up to the last few meters of the last beat. Other regattas, the fleet spreads out and by the finish of the race, there is some breathing space – not here! Jeff Byerley and Ann Walker represented Australia well on the Race Committee. Jeff was responsible for setting courses, being the starting judge and generally harassing competitors, which he did de- spite suffering laryngitis for the first few days of the regatta. Ann per- formed her task of finishing recorder, despite some rather harrowing situations. She had to deal with a US finishing guy who regularly missed boats, and called the numbers incorrectly. He seemed to re- fuse to acknowledge the mess he was causing until a boat which fin- ished in the top six in a B fleet race was left out. That caused a protest which resulted in a decision to re-sail the heat. The other top 5 skip- pers protested for redress, on the basis that they had finished a fair race in accordance with the rules, and that an omission of the race committee would negatively influence their scores – a protest which they won, putting the whole event into over an hour’s delay! The stalemate was only broken when the guy omitted told the Race Com- mittee that he would stay in B fleet, and they should get on with it. Ann also had Pierre Gonnet calling the boats, which was interesting. When the boats were slightly spaced, he would call in English, but when they came thick and fast, he reverted to French! At least he did-

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n’t miss them, and they could go back over the recording and he would translate. Rules observation was not too great. It became apparent why they needed 7 International Judges! Let’s just put it this way: here in Aus- tralia, we sail by the Corinthian Spirit in comparison to some of those guys! Sailing is supposed to be a self-policing, self-judging sport, but there are a number of people whose approach leaves a lot to be de- sired. Enough said. Was it worth it? Definitely! It was fantastic to meet guys who you might have watched sail on You Tube, “friended” on Facebook or watched their results in previous regattas. There were lots of skippers who were great company, and who you would like to sail with again. There was terrific camaraderie amongst a majority of the partici- pants. I enjoyed the company of all the skippers, especially the US guys and the reprobates from Barbados and the Bahamas. The UK skippers were very friendly – all of them were happy to have a chat and when necessary, pass on advice or some tips. The non-English speaking skippers tended to stick with their group, but that’s under- standable. What about another International trip? I reckon that a great radio sailing holiday would be to travel to the US for their National Champi- onships. If I was to do this, I’d ask them whether there was a possibil- ity of putting on a couple of regattas in other places, in the couple of weeks prior to the Nats, which you could drive to in between week- ends. The US Nationals are a 4 day event, which attract about 50 boats from the US, Bahamas, Bermuda, Brazil etc. They sail in Seattle in the north, San Francisco, LA and San Diego in the south of the west coast. You could even do Vancouver as well.

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The standard of the fleet in the US would be quite similar to the Aus- sie fleet. If you went to the UK Nats, you would be dealing with 84 competitors and a 3 day event. The IOM Europeans won’t take too many Aussies, and a trip like this would be fun to do with a couple of mates. To finish, I must record a vote of thanks to the Organizers, Sponsors and the Volunteers who made the event happen. There were hours and hours of preparation, as well as countless more hours of actual work during the regatta. There were numerous people who contribut- ed substantially with financial assistance, both as sponsors and bene- factors. The sport is all the better for the regatta in the USA – espe- cially on the west coast – and I hope that there is a long standing leg- acy for radio controlled sailing in the San Francisco Bay area. #76 Tas. Inaugural RG65/Dragon Force Competition

ith the rapidly increasing interest in Tasmania in the smaller RC sailing classes, it was decided to conduct a state level competition for the RG Class, including the Dragon Force W sub-class. The competition was run over two weekends – the first round in November 2014 in the Hobart area (17 competitors) and the second in March 2015 in Northwest Tasmania (14 competitors).

Round one (held at Lauderdale and Cygnet) saw some wild conditions and tested theses little boats to the limit.

Results for round 1: Dragon Force: First Colin Tunn (58), second Ian Dickinson (83), third Mau- rice Jones (88.9)

RG65: First Kyle Stewart (68), second Tas Ford (195), third Chris Thomas (280)

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Round two (held near Devonport) saw some more stable weather and some very close racing over the two days.

Results for round 2: Dragon Force: First George Fish (63), second Colin Tunn (101.2), third James Cox (103.6) RG65: First Chris Thomas (52.4), second Kyle Stewart (131.4), third Tas Ford (245.6)

Overall results: Dragon Force: First Colin Tunn (159.2), second Ian Dickinson (195.8), third James Cox (228.6) RG65: First Kyle Stewart (52.4), second Chris Thomas (332.4), third Tas Ford (440.6)

Overall, competitors from four different clubs sailed in a total of 50 races over the four days of competition. Sailing was in a broad range of condi- tions, all competitors had fun, and a there is a keen interest in growing the class in this state.

Finally, thanks must go to all competitors and organisers, and a special thanks to our sponsors Hobby Warehouse, GoSpectre Sails, Radio Sailing Shop and Devil Sails... Maurice Jones

North West Radio Yacht Club

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Brian Eustace Challenge Cup 2014-15

ello all, a successful day was held at Harringtons yester- day, racing commencing under A Rigs, with the breeze coming from the SE predominately, but we experienced the full 360 deg winds for the first 5 races. A S/SW sea Hbreeze finally settled by the lunch break and most sailors dropping to B Rigs by race 7. This race celebrates Mr Brian Eustace, who was one of the founding members of the club and served for many years on the committee. Brian and his wife have retired to the lovely town of Albany now, believe he is terrorising the locals there with his recently purchased Britpop!- We all send our best wishes to Brian. It was great to see Rosco’s new V9 on the water, unfortunately the ‘Carpark’ we call the Freeway meant he missed the first races of the day. The racing was tight, with only one of the top three boats winning more than 1 race- well done Ian. The podium, Chris Holland, Fraktal2 95, was first,Peter Buchanan, Britpop 115, second and Ian Sherriff, V8, third. The attached picture shows our Winner, Chris Holland in the middle, with Father Peter (on the right) presenting him with the Winners’ Cup, Stephen Grey on the far left is modelling one of the additional prizes, a very handy umbrel- la. A big thank you to Stan Howells and Peter Holland for handling the starting and scoring for the day, also special mention to Peter for or- ganising the medallions and for supplying some excellent extra prizes for the Podium finishers.

Jul-Oct 2015 Page 61

Handicap Starts 10 races, Results 1. Fraktal2 95 Chris Holland 25pts 2. Britpop! 115 Peter Buchanan 27pts 3. V8 173 Ian Sherriff 29pts 4. Goth 58 Bob Wing 31pts 5. V8 72 Andrew Brady 32pts 6. V9 39 Ross Bennett 33pts 7. Vapour 98 Chris Aberle 36pts 8. Shiraz 34 Peter George 40pts 9. Britpop! 25 Ken Prince 66pts 10. BAR4 13 Terry Stevens 72pts

Peter Buchanan

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Class Corner Ten Rater

International Scene IRSA 10R International Class Association he International Radio Sailing Association (IRSA) is the world body charged with the ongoing development of ra- dio controlled sailing. Recently the IRSA set up Internation- T al Class Associations (ICA’s) for: Marblehead, A-Class and 10R’s.

This development follows the very successful lead of the IOM Inter- national Class (IOMICA) set up over a decade ago. The aim is to de- velop model international associations that can go on to promote the sport with guidance from the expertise in the IRSA and within the general radio controlled sport. However, this will take some time and hopefully this key new inter- national association for our beloved 10R’s will benefit from the enthusi- asm of the Australian 10R community when the time comes for setting up the committee to steer it. At the mo-

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Class Corner ment, the “paperwork” is being developed for the association to de- fine its terms and rules. Then the 10R ICA can be expanded over time to serve the world wide 10R community.

IRSA 10R Rules Analysis On the international scene still, the IRSA Technical Committee , under the chairmanship of Graham Bantock, is analysing the current class rules for the 10R. There will be some changes for the better but they have yet to be finalised and voted on, so there is still opportuni- ty from the Australian competitors to have an input. I have already received some very creditable ideas from the 10R com- munity and thank you for that. A good example came from Queens- land, where it was suggested that registering the mass (weight) of a boat on the certificate at initial measurement could then be used as a quick guide for when entering in major competitions. This has been taken seriously and could be introduced. Even “weird and wonderful” suggestions will all be seriously looked at. For instance, the committee looked at one idea involving the rigid- ity of the hull material because it was suggested that the forward half of the hull could be slightly inflated to increase buoyancy as needed. No, it didn’t break any rules, and yes it was technically feasible... an interesting idea in capable hands. After all, 10R’s are a development class. Overall the attitude in the committee working on the changes is not to interfere with the “development class” nature of the 10R’s they just want to tighten up some inconsistencies in the class rules to

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Class Corner make them more useful in the future. Australian Scene. Currently the only “goss” I have is from the ACT, WA and NSW scenes

ACT

A dedicated crew at the cap- ital again pulled together a top event. The ACT State Title was moved this year from August to April. For those who previously head- ed up the hill each year and stood side on to the Snowy Mountains in winter for this “polar bear regatta” really appreciated the change. They also moved around the bay a tad and pro- duced an excellent event at an excellent site. Little wind, but all had a load of fun.

Scott Condie took out the event with his Trance, followed by Garry Bromley and Owen Jarvis with their very consistent Diamonds. Western Australia This year the WA race calendar has opened up to now have four ranking events plus the state titles. This was a great idea because it

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Class Corner brought their ranking results more in line with the strong regatta cir- cuit in NSW First event of the year was raced at Champion Lakes in March. A close finish from Chris Woods and Ross Bennett saw Chris take out the event. The other events are more towards the end of the year. NSW NSW has for some time now promoted an extensive travelling re- gatta circuit. And like the WA guys, the NSW sailors are always keen to travel. Often, non ranking events are also well attended. The events are held at locations as far afield as Forster/Tuncurry in the mid north coast to Wollongong in the south, plus events around Sydney. In the three held so far this year, Scott Condie, Phil Page and Owen Jarvis have tended to dominate with solid results on occasions from Garry Bromley, Craig Sargent, Frank Russell and Maurice Fletcher. It will an interesting year ahead for this fast and furious sport. Don’t forget to send me the news and views guys, I’ll publish almost anything. Help me get the “goss” out there.

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Class Corner 2015 Updated National Rankings As of the beginning of June, here are the top 20 National Rankings. The full rankings list can found in the ARYA site.

1 Scott Condie 06 NSW 550 2 Phil Page 50 NSW 526 3 Ross Bennett 39 WA 477 4 Owen Jarvis 82 NSW 475 5 Garry Bromley 90 NSW 408 6 Selwyn Holland 98 NSW 379 7 Jeff Green 95 WA 370 8 Andrew Reid 74 VIC 280 9 Glenn Dawson 76 WA 272 10 Stephen Sedgeman 30 ACT 266 11 Frank Russell 05 NSW 264 12 Graeme Howie 195 WA 257 13 Allen Roberts 69 NSW 246 14 Ralph Hyman 156 NSW 224 15 Maurice Fletcher 18 NSW 202 16 Peter Burton 2 NSW 201 17 Craig Sargent 55 NSW 194 18 Ian Sherriff 70 WA 190 19 Phil Lawson 22 NSW 190 20 Chris Woods 84 WA 184

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Class Corner

May all the shifts pop up from your side. Cheers Selwyn Holland A Class

NSW

he only activity recently apart from normal club racing was GP 2 which was held on 30th May at WMYC. GP 1 was not held as the club set down for the event decided not to go T ahead with it.

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Class Corner

GP 2 Report Held at WMYC, Dunmore

The 10 competitors arrived at the pond to be greeted by fantastic reflections of hills, trees and clouds! At 11.00 with the natives getting restless, the PRO Dennis Yarrow called boats to the water to begin a process of drifting aimlessly around. All boats were timed out with about half the race remaining in a race where at least 6 boats led at various times. After about half an hour we were again called to the water in a wind which varied from nothing to barely noticeable and coming from all points of the compass at some stage. Laurie Hinchcliffe (Gunboat) 1st drifted best, Warren Norrie (Sword) 2nd, Ralph Hyman (Venom) 3rd. In one of the best tactical moves of the day, we decided to have an early lunch! After lunch and a course change, race 3 was commenced, and this was eventually won by Bri-

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Class Corner an Dill. This proved to be one of the most interesting races of the day as competitors and officials speculated on whether Brian would finish within the time limit. With just 20 seconds remaining Brian's Sword struggled across the line to give him his only win of the day. Brian (Sword) 1st, Gary Bromley (Privateer) 2nd, Barry Grant (Gunboat) 3rd. Two completed races, 6 different placegetters. The wind(?) then became slightly more noticeable and even less predicta- ble for the remainder of the day with one gust of around 2 km/h be- ing recorded at one stage. And so we drifted on. It was really a matter of being at the right place at the right time as competitors tried to get sails to fill and wondering what tack they were on.

The first 5 scores were 15,15,16,17,19,and 21 with no one able to come to grips with the conditions. Congratulations go to Warren with two firsts, and to Ralph for his best ever GP result. Full results on the NSW website.

Results were:

1st Warren Norrie 15 points (Sword)

2nd Ralph Hyman 15 (Venom)

3rd Brian Dill 16 (Sword)

4th Laurie Hinchcliffe 17 (Gunboat)

5th Selwyn Holland 19 (Privateer)

6th Gary Bromley 21 (Privateer)

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Class Corner 7th Barry Grant 25 (Gunboat)

8th Alan Thompson 34 (Gunboat)

9th Ralf Steyer 42 (Gunboat)

10th Glenn Kinsela 50 (Gunboat)

A tough day at the office!!! The racing was competitive but in a light- hearted manner, very few protest calls, turns being done promptly, and stories of losing and gaining many places without really knowing how it occurred most of the time.

Thanks to Dennis and the boys for a well run and enjoyable event.

( Brian Dill)

WA

The Eric Fisher Trophy was held at South Perth, Jackadder Lake being unsuitable because of the weed and forecast winds going to be very light. The day was shared with the IOM fleet. A very light wind from the West finally arrived and sailing was under way by 1.30 pm. The racing alternated with the As having two races then the IOMs. Jeff Green sailed consistently throughout the afternoon to a very well deserved win for the trophy.

Results were:

1st Jeff Green 6 points (Sword)

2nd Hub Bell 16 (A1)

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Class Corner 3rd Denton Roberts 17 (Sword)

4th Roger Paul 21 (Venom)

5th Richard Fielder 24 (Venom)

6th Rodney Moss 30 (Trolleyjack)

7th Len White 31 (Hi-Ho)

(Denton Roberts, Glenn Dawson)

VIC NEWS

There is no current news of A class boats sailing regularly in Victoria, but I recently received this interesting email from John Toner and it has raised a number of issues facing the A class in most states.

“I saw an octogenarian sailing a ratty old "Wizzle Wozzle" on my local lake a few days ago and it prompted me to see what the state of the class is now.

I started in the sport in the mid 80s at Albert Park with one of Adrian Brewer's RM designs an "Alphabet Soup". In those days at the club the RA was second only to the RM in terms of numbers. Club champi- onship rounds would see at least 8 boats on the water and 12 was not uncommon. Besides the Wizzle Wozzle of Pat Cox who was the Aus Champ most of the boats were owner built designs from Adrian Brew- er - Foxy Loxy, Vapour Trail, etc. Dandenong Valley also had a good fleet with the most successful boat being an "Orca", Canadian de- signed and built, superlight (at the time 12 kgs) sailed by Brett Hallett

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Class Corner which did really well at the 1988 RA Nats at Albert Park until the Nor- therly kicked in at 15+ knots. I did dabble in the class with a Brewer "Heat Haze" built by Alan Drinkell in a week to challenge (unsuccessfully) for the Monaro Cup. I eventually sold it to a guy from Ballarat. My next A boat was a "Super Nova" (nicely finished with a tri -colour paint job by guess who?) I bought it from Daniel Wiseman in around 2005. I picked it up from him at Sydney airport and Virgin managed to crack the hull on the flight south. I sailed it at Albert Park against a couple of Frank Russell's "Foo Fighters", Rod Clack's "Mob Boat" and a mix of other designs. It was great in really light stuff but got hammered over 10 knots. I sold that to a guy from Jervis Bay. Victoria seems to be the only State where the class is not sailed now. There must be at least a dozen + boats sitting in sheds gathering dust. There has been no sailing at Albert Park lake due to weed and no-one seems in a hurry to fix the problem. RAs could probably still sail there but the focus in the club seems to be IOM/RM and to a certain extent R10. So how do you regenerate a class? I love the A, so graceful and challenging to sail. Cost will always be a factor with any class (John, have you noticed how much for competitive boats in other classes? Brian). I have looked at the cost of a Sword from the UK and I could get a Classic Flying Fifteen for less and fit my grandsons in it. The oth- er question is - where do I get a boat. Who is building them? There are a few "Wizzle Wozzles" for sale in Vic, but why would you buy one? Where would you rate a "Venom", "Sidewinder, "UFO" in the current scene? I have read Graham Bantock's notes on the MYA site and from your notes I would think that the "Privateer" would be suit- ed to Victoria.

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Class Corner

One of the problems we face in Vic is the lack of venues with public exposure. Albert Park was the best. Current venues are in housing es- tates and Patterson Lakes venue is miles off the beaten track. I did note your comments on the courses at the 2014 Nats so you can see our problem. If I could persuade some of the current RA owners (when I can locate them) to give Albert Park a go at least some old, unused boats might get the class going again. Just sailing them there might get some new sailors. I love the "Privateer", is it being built commercially or just a one off as required? It would be really helpful if there was a pamphlet giving builders, costs and what RA designs are available and in various stages of completion they can be purchased”.

How about it you Vic sailors with A boats? Get in touch with John ([email protected]) and resurrect this great class with your boats that are currently lying around.

OTHER STATES

Nothing to report from other States at this time. Please send details of boats being built, changing hands, and any other items of interest to me for publication as others are always interested in what is going on in your area.

To answer some of John's questions about the availability of current designs: the Bantock Gunboat and Privateer have been built in Wol- longong only as the need arises due to the small number of people wanting them (currently there are 3 Privateers and 9 Gunboats in the two Wollongong clubs). If there are other designs currently being produced could the builders please let me know and I will gladly

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Class Corner

mention it in this class news. I have had a number of inquiries from people on a range of aspects with regard to the 'A' Class yacht but am often unable to answer their queries as I don't have a big reference base of 'A' Class sailors. If sailors have no objections, I would like to compile a database of 'A' Class sailors' details and boats (active and inactive) and people with moulds etc to whom I can refer some of these inquiries. There don't appear to be 'A' Class coordinators within each state so I will have to rely on individuals sending details directly to me. ([email protected])

To begin this process, could each State please let me know if there is someone already acting as 'A' Class coordinator or nominate (or co- erce) an individual and send me their details.

For those wanting information on the performance or construction of either the Gunboat or Privateer, refer to Brian's Page on the WMYC website. Gary Bromley (National Vice President) also has an excel- lent DVD on the Gunboat.

Until I can get a volunteer I will act as temporary NSW Coordinator. I can be contacted at [email protected] or (02) 4261 5314.

Brian Dill

Jul-Oct 2015 Page 75

Class Corner One Metre

he 2015 IOM World Championships were no doubt a reality check as to where the standard of Australian IOM Sailing is currently at. Congratulations to Craig Smith for a very gutsy performance being in the top 10 of the fleet for most of the TRegatta, eventually finishing 12th. This was an outstanding result con- sidering his limited preparation prior to the Event. Glenn Dawson & Kirwan Robb contested very well against a very hot fleet, finishing 26th & 28th respectfully. Lindsay Walker & Allan Walker no doubt enjoyed the experience.

One thing to be learnt is that is we need more competition to lift our level of sailing. Distance is always going to be a problem, but if you want to mix it with the best you have to put the effort in. I would en- courage those with aspirations of getting a result at the Worlds rather than just competing to enter as many Major Events they can around this great country of ours.

This brings me to the poor support the recent Qld IOM State Titles attracted. There were only 11 entries this year compared to 50 in years past. I am sure the Townsville location was a contributing fac- tor but this did not stop Scott Backhouse travelling from Sydney to not only compete but win the Event. In hindsight the Championship should have been held at a location where IOM’s are actively being sailed which in turn would have attracted the greatest number of en- tries. No locals from Townsville competed.

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Class Corner

The Victorian IOM State Titles attracted a fleet of 14. Sailed at Albert Park, Craig Smith had a convincing win from Andrew Reid and Rodney Muller. There has been a recent resurgence amongst the Victorian fleet with a healthy number contesting some new Regional Events.

The NSW GP’s always attract great support with plenty of blow-ins from Interstate. Latest Results show healthy competition between Paul Jones and Scott Condie with Owen Jarvis hot on their .

Craig Smith took out the South Australian State Titles from Scott Mitchell & Paul Littledyke. A very good fleet of 23 sailed in testing conditions at the site of next year’s National Championships. From all reports this is a very good venue as long as the breeze co-operates.

The recent Southern Tasmanian Championships attracted a strong fleet of 16. Consistent sailing saw Mike Hickman take the title from Rod Jackman. Stuart Dawes and David Jones tied for 3rd; all four were very close on points.

The W.A. Fleet has been boosted with the return of ARYA President Sean Wallis. Glenn Dawson, Ross Bennett and Captain Blackwire are keeping him honest. Following the 2015 Nationals there has been renewed interest in the West which is good for the Class.

The NZ Nationals are being conducted by WaiKato RYC this Septem- ber. At least 8 Aussies will be competing. There is a warm up Regatta the weekend before at Tauranga, a very worthwhile trip and always a lot of fun. If you can, put it on you Bucket List. Tim Brown

Jul-Oct 2015 Page 77

Class Corner MarbleHead

ur report this month is more a request, due to the unfor- tunate demise of the P.A.'s computer hard drive erupting, which caused a total loss of data, without backup, another seniors moment where it won't happen Oto me mind-set, of the data lost was all Marblehead owners names, e- mail addresses, home locations, boat designs and registered num- bers, we are appealing to all the readers of Radio Waves or by word of mouth contact with other Marblehead skippers, to provide once again the following to either people nominated below, knowing this time that the P.A has installed an automatic separate daily backup hard drive with ample storage.

Owners / Skippers Name E-Mail address with home address Home and/or mobile numbers Boat Design and registered number

For those who may be interested, the next RM Worlds 2016, two countries have submitted EoI's, namely Italy and Spain, a decision will be known soon.

On a darker note, it is with regret that we have been advised of the passing of a world known Marblehead legend, Janusz Walicki on the 10 June 2015. Lincoln McDowell & David ‘Yoda’ Thomas

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