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Good things come to those who wait, and if you’ve been waiting for someone to finally unravel the mystery of the 35th America’s Cup, have we got something for you!

Recorded earlier in the week, the 2 hours of audio above will give you the analysis and breakdown you’ve been expecting for the entire fleet in Bermuda.  First we spoke with Rio Olympian and former Luna Rossa driver and foiling star Bora Gulari, and then with Match Race World Champ and former BMW Oracle trimmer Hayden Goodrick.  Along with Mr. Clean, they share the kind of info on these teams that only real pro racers have, and that only guys who’ve been at this level can glean.  If you want to put money down on one of these teams or you want to wow your sailing friends with your deep, inside knowledge of what will happen in Bermuda, you can ditch the World Sailing preview guide, Alt-F4 on every other publications’ dumb picks, and enjoy yet another Sailing Anarchy Podcast with the best AC35 preview in the world.

You can all stop sending emails to us about how shitty the AC coverage is; we understand that you probably can’t watch it where you are, how you want to, or without shit tons of action breaks for no reason at all.  If you’re having trouble finding a suitable way to watch what has so far been reasonably exciting racing, be sure to check out the ‘How Do I Watch?” Thread here for the official, legal channels as well as more ‘creative’ options…

If you want some reality-show interviews and blondestyle stuff from our old friend Nic the Sailor Girl, click on her Bermuda HQ page here. For the old timers looking to relive the 20th century, Lester and Tasker are doing a free audio-only commentary feed over here with Voda.  For a look at how to run a shitty press conference, watch this.  And of course, any questions you have are probably already asked and answered somewhere in AC Anarchy.

May 28th, 2017

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Day One of the America’s Cup Qualifiers went more or less as expected by observant watchers.

France got crushed 0-2.

Oracle demoralized a quicker Team New Zealand, with Spithill abusing young Burling at a top mark, to go 2-0.

Artemis, BAR, Softbank Team Japan, and ETNZ are all on 1-1 records, and Ben Ainslie continued his smashing, crashing ways with a nasty impact and two holed boats.  Watch the full video of the crash and aftermath here, and the SA postmortem from Steve Clark should explain it even to those of you with zero understanding of cats, match races, or the new face of the AC (from the Ben Is A Dangerous Motherf&*$ker thread):

You will notice that these boats will fly their leeward hulls when they round up and or come to a stop. This is because the AOA of the foil increases as you head up.  As the hull flies, the foil also loses most of it’s side force. So if you watch the replay, BAR puts the helm down to respond to SBTJ’s luff. The leeward hull goes up and the bot skids sideways into SBTJ.  I suspect that this was the intent of setting up the move as Barker did, but the altitude achieved by BAR was greater than anticipated.  The stern beam of SBTJ is what popped the hull.  Fortunately both dagger boards and Japan’s shrouds limited BAR’s incursion into SBTJ’S air space.

People are giving Ben some unnecessary shit. I don’t have a problem with the collision, shit happens when you race and as the boats get faster and more finely engineered, the consequences can be more dramatic. I find fault with not putting the boat on the beach immediately after damage was known to have even sustainedMy shore boss would have reamed me a new asshole for continuing to race. The damage got worse as the firehouse played havoc on the honeycomb carbon bond, and plies of carbon started peeling away.  Ainsley put the whole program on the line because the hull could have broken in half.  He has two points in hand, so could have burned one and ended up in the same place with a less badly damaged boat.  These guys get their blood up and fight on when it would have been better to retire and fight another day.


May 28th, 2017

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We’d call this pimpin’, but they’re giving it up for free so we’re not sure that even applies.  Check out what our pals at Predict Wind are doing for you AC junkies in the video above.

Looking for a definitive source of weather during the America’s Cup in Bermuda this coming month? PredictWind has the perfect solution. With our four world leading weather models the trends for race day can be forecasted with more confidence than ever before. The proprietary PWG an PWE weather models cover Bermuda with 1km resolution forecast modelling, which is ideal for the small island nation. We also provide the 11km resolution ECMWF model and the 25km resolution GFS weather model for comparison.

PredictWind has 5 real time observations from weather stations in Bermuda that are updated every minute.  Watching these observations can give you insights into the race strategy and what team is making the best of the conditions. The observations can be shown in actual time or animated and graphed over the past 48, 6 and 1 hour periods.

Available on the excellent PredictWind Apps or the PredictWind forecast website.


May 27th, 2017

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Big Pimpin’

Our heartfelt congratulations to SA advertiser and supporter HH Catamarans for their very strong showing on the one-year anniversary of the launching of R-Six.  Here’s their own take on it.

As the relative newcomer in the performance cruising cat segment, all eyes have been on HH Catamarans. The four-year old venture, a partnership between esteemed Kiwi boatbuilder Paul Hakes and visionary Taiwanese industrialist Hudson Wang, set out to build the world’s finest cutting-edge, bespoke, performance cruising catamarans, and ensure a premier ownership experience by providing an unparalleled level of support and service.

HH Catamarans delivered their first launch, HH66-01 R-SIX, to her owner in Valencia last June. The Morrelli & Melvin designed HH Supercat set the pace in her first six months, sailing from Valencia to Cyprus and many points in-between. She wowed industry insiders and show goers when she made her debut at the Cannes Yachting Festival in September, then sailed directly to Mallorca to compete in the first-ever Multihull Cup Regatta. Sailing against a competitive class of her more seasoned peers, including Gunboat 66s Coco de Mer and Slim and Nigel Irens custom 78’ Allegra, R-SIX pounced on the challenge, stunning the fleet and finishing in 1st Place Overall.

In January, R-SIX crossed the Atlantic, arriving in Antigua just in time to immediately switch gears and compete in the prestigious Caribbean 600. The multi day regatta challenged competitors with extremely light conditions for much of the 600 mile course. With gourmet food, entertainment and plush accommodations, R-SIX raced in comfort and finished in 3rd place behind two MOD70s. In March R-SIX was joined in the Caribbean by her sister ship, the newly launched HH66-03 Nala. The two went on to tag team the Caribbean race circuit, one or the other participating in the five high profile events of the season.

R-SIX sailed strong in the St. Maarten Heineken Regatta, defeating all three Gunboat 60s in class and coming in 2nd Overall behind the zippy, 7-ton, custom Bieker 53 Fujin. Next it was Nala’s turn to shine; she made her racing debut at the St.Thomas International Regatta just days after arriving in the USVI from the Bahamas. STIR proved to be an exciting an event, with big breeze testing the fleet and providing Nala the chance to shine. Boat and crew held up strong and validated the HH reliability factor – sustaining zero breakages over three days of intense racing. Nala finished with 1st Place in three out of five races and 1st Overall, defeating the previously unbeaten Fujin.

The next event presented a new challenge; the BVI Spring Regatta was billed as the matchup of the season, with veteran Gunboats Elvis and H2O meeting for the first time and Nala, with only a few weeks on the water, and hoping to shake things up a bit. Shake things up she did, giving both boats a run for their money throughout the weekend. Nala endured a few missteps early on, but made adjustments and improved each day,  outperforming three of the five Gunboats in every race and chipping away at the elapsed time margins behind the two titans. Ultimately the tenacity paid off, with Nala taking 2nd Place Overall. A by-the-numbers analysis from Morrelli & Melvin (who designed all of the three fastest boats!) can be found on their Facebook page here.

R-SIX returned to do battle at Les Voiles de St.Barths. Light air prevailed throughout the regatta and R-SIX suffered a minor equipment failure making it impossible to use their asymmetrical headsail for much of the event. The team persevered and managed to sail well enough to secure a spot on the podium in 3rd Place Overall. Though not their best result, Les Voiles proved to be good practice for R-SIX for their next and final event of the season, Antigua Sailing Week. Mast lock issue resolved, the team attacked with full force, and after four days of competition only R-SIX remained unbeaten out of 150 yachts. Boat Captain Robert Janecki summed up the experience, “After many years of sailing racing catamarans, it is refreshing to see that there are things that can still surprise me. In Antigua we managed to maintain boat speed between 12-14 kts upwind, sailing against the waves! Quite amazing for a pleasure catamaran. What is more… the boat is built in such a way that it forgives us some of our mistakes during short and dynamic racing.” Taking line honors in six out of seven races and wrapping up 1st Place Overall, R-SIX closed out their Caribbean season on a high note and immediately set out across the Atlantic once more, arriving in the Azores a quick ten days later.

With R-SIX and Nala providing ample proof of concept in the Caribbean, HH Catamarans pressed ahead with production, launching the first of the new HH55s in February. After a month of testing and fine-tuning, HH55-01 Minnehaha departed Xiamen bound for the USA. The boat was delivered into the waiting arms of her owner in Ft. Lauderdale just last week, and is currently undergoing recommissioning and some promotional sailing before setting off to the Bahamas for the owners’ first cruise in June. She’ll make her way up the East coast this summer, arriving in Annapolis in time to make her world debut at the United States Sailboat Show in October.

Production in Xiamen continues with three HH66s and three HH55s currently in progress. The next HH66, Flash, is slated to launch this summer, and features a newly styled cabin top, forward helm station and aft tillers with complete finger touch sail controls. Further expanding their product line, HH recently announced a new 48’ model. The HH48 will maintain the pedigree of the larger HH models, while incorporating simpler, easier-managed systems and layout for short-handed sailing. The newest addition to the HH Catamarans line is likely to encourage new entrants to the market, further expanding the incredible features of fast and safe blue water cruising. Like the HH55 and 66, the 48 will be a big volume boat, capable of taking a large payload for extended cruising with family and toys without diminishing performance or safety. The HH48 as a base boat will be offered at less than $1M, and at such a great starting price the growth of this bold new venture and brand is set for substantive growth. For more information on the complete line of HH Catamarans, visit hhcatamarans.com.

Official race results can be found at the links below:

Multihull Cup

Caribbean 600

St. Maarten Heineken Regatta

St. Thomas International Regatta

BVI Spring Regatta

Les Voiles de St. Barths

Antigua Sailing Week

HH Catamarans builds state-of-the-art, carbon fiber, high-performance cruising catamarans for a discerning clientele seeking a luxury yacht and an exceptional owner experience. HH Catamarans are designed in California and built in Xiamen, China to exact specifications using the most advanced technology in the industry. The semi-custom line of 48-115 foot models is the latest evolution of the performance cruising catamaran concept and the culmination of the skills, dedication, passion and expertise of the multi-faceted team behind the brand. A collaboration of America’s Cup-winning design team Morrelli and Melvin, master boatbuilders Hakes Marine, and manufacturing powerhouse Hudson Yacht & Marine. HH catamarans builds innovative luxury yachts with unmatched performance and pedigree.


May 27th, 2017

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Lloyd Thornburg ain’t just the guy writing the checks aboard the all-conquering Phaedo program – he’s the guy writing the reports, too.  Props to a guy who ain’t afraid to get his hands dirty, who truly acts – and feels – like crew rather than owner, and congratulations on setting perhaps their toughest record yet.

The past few years we have had a good share of success with at least one wrong turn in our racing program. When Brian Thompson and I were planning the PHAEDO3 program we had a wishlist of races and records which would be nice to attempt if we had a MOD70. The Transpacific World Record was the crown jewel of our dreams. Serious talk of a MOD70 began on our long journey home after dismasting the Gunboat PHAEDO during the Trans Pac Race of 2013. It was in this race when we watched the Trimaran LENDING CLUB take off over the horizon, seeking this very difficult record. They came heartbreakingly close to the record, but it was not to be. Then just before the Trans Pac 2015 they  were back this time with a bigger weapon. Faced the tough choice of going for the race or taking an excellent record window a few days before, they made the right choice and left before the race and went on to break the world record!

While happy for the team it now seemed they may have put the Trans Pac World record out of reach for my much smaller Trimaran PHAEDO 3. Over the past couple of years, we have faced strong competition and pushed ourselves and the boat further and further, squeezing ever more speed and getting closer and closer to the absolute limit of what our crew and boat could handle. Last fall we began to feel we had reached a new level with the boat and we started thinking about the next challenge for TEAM PHAEDO. We began to allow ourselves to dream of the Trans Pac record, once again. The plan seemed simple. Sail the boat to the west coast. Do an early yard period then wait for a weather window to attempt the record. That is exactly how it worked out. In hindsight, nothing we had yet done with the boat could have prepared us for the enormity of the task of breaking the Trans Pac Record. Here is how it began…

I was sitting at my favorite coffee shop, at home in St. Pete, FL. Finally beginning to relax after my first few nights at home after taking a very hard won Line Honors in the Newport to Ensenada race. Looking forward to an afternoon kite session and a generally slow day of personal admin and Netflix when I received a message from Brian Thompson. Still not yet through my ultra-important first cup of Bandit Coffee the message said “You awake yet? Possible weather window for Trans Pac record.. Fri Midday departure.. Exciting times!” Exciting times indeed! The first shot of adrenaline/fear/excitement and doubt landed. No more need for coffee, I spent the day going through hundreds of emails and still perhaps unwisely managed to get a kiting session in from 6pm to 8pm. The next day I was up pre-sunrise off on a plane to Long Beach to meet the boat. The day was spent buying provisions and extra pieces of kit for the crew.  The crew flew together with zero notice. Some of our regular crew and a couple who had only sailed on the boat once or twice. Many of our crew had just made it home to England. They had minutes to pack a bag and jump on a plane back to SO CAL, mission impossible indeed.

By some magical twist the night before the record, I slept well! A quick UBER past Starbucks and we were off the dock by 8:30 am. One of the toughest pieces of the Trans Pac is getting away from Long Beach and over Catalina Island smoothly and cleanly. The timers in place we were ready to start as early as 9:30 am. Hurry up and wait we did. The thing was, the longer we waited the more wind and sea state we would face later slowing us down.

Many of the crew jetlagged and tired showed their true professionalism in taking the opportunity to eat as much food and drink as much water in between naps while two would stay up willing the wind to arrive while motoring slowly in circles. Finally, around 2:30pm the wind began to fill and as soon as we could get the boat lined up and coordinate with the official timers we began our attempt. It was slow going at first and gnawing at the back of my mind was the constant thought, every extra minute we spent slowly going over Catalina island would raise the average speed needed to break the record. Also, we knew we were going straight into some very testing conditions. Within a few hours darkness was upon us and we were straight into 3 reefs and our J3 reaching into big seas 30 to 35 knots of breeze. All this in the at somewhere around 100 degrees TWA which is absolutely the scariest place to drive a hyper performance Trimaran. Fully into darkness we checked our math or math’s as the mostly English crew would say and found we were going to need to average 27.5 knots from that point on all the way to Hawaii on our routing just to tie the old record. It was at that moment when the boat was slamming so hard it felt as though it might come apart the enormity of our task began to dawn on me. We were going to have to leave everything on the table. We were entering the rarified air of all or nothing. Not the usual all or nothing but this boat is either going to flip, snap in half, dismast or we might get the record…might. That first night several of our very experienced sailors including me lost their lunch for the first time on a boat…ever. The seas were not abnormally large but we were attacking them with an insane pace. Nearly every helmsman coming off driving with 30 minute averages of 30 knots or more. Which in sea state, in the dark, sailing a precise heading rather than an optimal speed angle is no mean feat. When I finally went off watch and found a free bunk in the back of the boat it was so rough after 30 minutes the spectra holding the bunk snapped and I took a nice solid whack to the head. Nothing to do but curl up in the mess of the broken bunk and try and sleep because soon I would be called up on deck to helm the boat raging across the sea.

The next day the wind angle mercifully moved aft. The difficulty was nearly our entire crew was broken from the first night at sea so keeping the speed up through varying conditions and lots of sail changes was not easy. I remember driving trying not to think about how it would be hammering the boat through the sea for 3 more nights. We would spend more of this record in the darkness than daylight.  The first two nights were nearly as cold as sailing around Ireland.  With the apparent wind blasting over the boat at close to 40 knots or more all the time the wind and water literally pull the warmth straight out of your body. Every time I came off the helm my tiller hand would be a frozen claw until I could get it moving again. Probably more from hanging on too tight, than the soul chilling cold. One memory which sticks out for me was after a particularly intense stint on the helm I found I couldn’t feel half of my thumb, this numbness went on for a couple of days. I think this was due to hanging onto the bottom of the helm seat with a death grip while trying to avoid crashing the boat into the back of an ill-timed wave. When I say crash, I mean crash, at one point one of our drivers had a particularly good stuff into the back of a wave and more than one crew member became projectiles within the boat. One of them was particularly unlucky and cracked two ribs. After a phone call to our medical assistance it was determined we could continue so we gave him the recommended pain meds and put him in a bunk, for some doctor ordered rest. Very unexpectedly and as testament to the incredible will driving him. Peter Cummings after very little time bounced back and contributed several massively important and fast drives despite the pain or perhaps driven by it.

One of the things I did not expect with this longer record was the massive stress of racing the clock racing relentlessly forwards. All the while knowing even the slightest breakage, a plastic bag on a foil or a single cloud could ruin our record chances. With each passing hour, it got warmer and warmer as we approached Hawaii, the swells got larger and longer allowing amazing surfs and spectacular 3 rudders out of the water crashes at the bottom of a waves. One of the challenges became keeping the boat speed at 30 knots but not surfing because the swells could easily push the boat speed up to 38 to 40 knots which seems great until you realize the is nowhere to go and you bury all three hulls nearly to the mast and think “am I going to capsize this thing over the front!” Getting to our first Gybe about 700 miles from Hawaii the record was beginning to seem possible then after the Gybe, a wind shift our routing had promised seemed not to be arriving. Meaning we were going to need to average yet higher speeds to keep our record. Yes, it was beginning to feel like it might be ours but also it might slip from our fingers when we were getting so close. Magically every squall line we passed seemed to head us and give us more pressure speeding us along and making a shorter distance to Hawaii, every inch was going to count! Some models had us arriving within minutes of the record either side.

In the end, we came screaming across the finish line in the predawn sails eased on the flat water doing over 32 knots beating the old record by over and hour! Just in time for a huge Record Breaking(still to be ratified by the WSSRC) Breakfast. Nearly everyone on the team ate a Gigantic Belgian Waffle and an omelet, each. Other than forgetting to drink enough water or sleep we apparently had forgotten to eat enough as well! After a few telling nightmares and a week of sorting out other PHAEDO business and 4 visits to the Chiropractor I finally found the stillness to sit down and reflect upon what we have just accomplished as a team. This achievement was MONSTER! In every way and while words most certainly fail to describe how beautiful, frightening fast and intense this sail was I hope you can feel just the slightest bit of what it was to break this record!

By some trick of fate or the mind this sail already feels a distant memory, a lost lover’s face you can hardly picture but whose memory will always fill your heart with crashing emotions, your life all the richer having found your limit and then gone way way way beyond it.

As I put my final touches on this rough draft I am looking forwards to my cup of coffee tomorrow morning where I will literally have come full circle from the most intense experience of my life. I am very much looking forwards to quite reflection, stillness and once the caffeine kicks in asking…”what’s next?!”

I am eternally grateful to everyone who helped make this record possible. The sacrifices TEAM PHAEDO has made over the years to make it look easy are far too many to enumerate here.  Much of the success or failure to make this happen was decided over the past several years due to all the tremendously hard work all our primary crew, shore crew and suppliers have made. A special mention to the WSSRC, the tireless record keepers who have over the past few years sacrificed many nights sleep make sure these records are accurate to the second.

May 27th, 2017

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On the 21st episode of the Sailing Anarchy Podcast, we go straight to the source for an analysis of the new direction announced last week by the Volvo Ocean Race.  First, Clean updates us on the Podcast’s status, tells us his story of hunting and killing a 300 pound alligator in Charleston, and gives us his view on the new Volvo plans.  Then VOR big boss Mark Turner explains the reasons for their decision to use foiling monohulls for the offshore legs and foiling multihulls for the inshore legs of the two or three races following the next one.  Listen for Turner’s views on what other options they considered, what the new 60 footer will look like and how it is expected to perform, how the new lease model will effect the organization, and why teams have had such difficulty finding major sponsors.  The discussion moves to the timetable for full flying boats to take over the race and safety considerations between mono and multihulls, and finally what kind of events would make up the more permanent annual racing schedule for VOR teams.

Next we spoke to Nick Bice, Director of Boats and Maintenance and founder of the Boatyard, about more technical matters: How, exactly, a new-rules VO60 can be converted to an IMOCA-legal Open 60, what kinds of differences does a Volvo require compared to a singlehanded boat, and a whole lot on foil control systems and logistics for a two-fleet race owned entirely by Volvo.  Clean and Bicey got deep into the subject of the continually shrinking crew component and the impact of this shrinking pool to ocean racing and the sport in general, and plenty more.

Finally, we spoke to pro trimmer and former VO70 crew (ABN AMRO2, 2005) and medical officer George Peet on the anniversary of his crewmate Hans Horrovets’ death about a race that remains very close to his heart.  GP and Clean got deeper into crewing issues with a general discussion of the state of professional offshore racing as well as the usual pull-no-punches analysis of the new classes with a guy who always tells the truth.  As a bonus, we got Bear – one of the nation’s top Moth racers – to give us his America’s Cup picks…

Enjoy, and subscribe to the SA Podcast for more great shit (iTunes, Stitcher) , including our full form guide and preview of the America’s Cup dropping today.

May 27th, 2017

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As the R2AK start time approaches quickly, attached is a pic of my ride. I’m thinking of it as the ideal vehicle for extended water camping and voyaging. Not as light as a rowing shell (no easy portaging), but much more capable, and comfortable, when coastal cruising.

It’s an Angus Rowcruiser, slightly modified for my own measurements, and according to my sailing experiences. Its sailing capacities are slightly upgraded, with better controls, and more serious fittings. The smaller main hatch allows mounting the solar panel (which is powering mainly the autopilot) on the main hull. It rows at 3 knots and sails at 6-7, without pushing anything. It tracks very well, and has a very decent tacking angle, close to 90 degrees. Sleeping and resting in it is actually the most comfortable part, while sailing is pretty much full on dinghy sailing, with not much room for leg stretching.

Updates will be posted here. Deeper on that page is also a lot of information about the built and more boat details. – Anarchist Joachim.

Strange Duck indeed, but we bet it is a good choice for that crazy-ass race. – ed


May 26th, 2017

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Those of you who have followed the racing scene for a while certainly know the names Steve and Fred Howe. They are extremely good guys who have had a number of very successful programs; TP 52, Farr 40, Melges 32, Santa Cruz 52. Steve hasn’t raced the Melges 32 Warpath since 2012, but decided to bring the boat out for the Cortez Racing Association’s famed Beer Can Series in San Diego. He got a 2017 PHRF SoCal certificate, entered the series, and proceeded to dominate the first race of the series Wednesday night, beating the next boat in his class, also a Melges 32, by 7 minutes on a 5.5 mile course in good breeze.

An easy win, right? Wrong. The results scored him as DNE – Did Not Enter. It turns out that in order to help maintain the fiefdom known as PHRF SD, one must have a PHRF SD certificate – not a PHRF SoCal certificate –  to enter the series. Never mind that the boat rates exactly the same with either certificate. Warpath has a 2017 PHRF SoCal certificate.

The Warpath guys didn’t know of this rule, and immediately tried to rectify the situation by joining the local fiefdom. CRA came back with a definitive NO.

That strikes us as nothing short of ridiculous. Rules are rules, we get it. But there is nothing nefarious about what Warpath did. No intent to circumvent anything. It was an oversight and the punishment of not being scored does not in any way fit the crime. CRA could have easily rectified this, but they chose to be hard ass and exclude a top notch competitor over what amounts to a technicality.

In a sport dying for more competitors, CRA should be embarrassed by this iron fisted decision. Have a comment? Then jump in the thread.


May 26th, 2017

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We are the first publication in the world to confirm with a representative of the organization that the Storm Trysail Club has finally killed the long-on-life-support Key West Race Week.  Somehow the power of Scuttlebutt, US Sailing, the STC, NYYC, Doug Devos, and history couldn’t manage to save what was, just a decade ago, the undisputed leader in American multi-class regattas.

We’re sorry to see it go, but we’re also pretty certain we first forecasted the exact course of events the regatta took almost ten years ago when we first saw the regatta’s management group start to go bad.  We even offered to help STC advertising and marketing the event after the ouster of the previously faltering management company several years ago, but apparently, marketing on the nation’s biggest sailing website was a bit too ‘over the top’ for them.

Utter failure, however, seems ok…and with an 11th hour deal between North Sails and the organization to co-headline the 2018 event with Quantum falling through yesterday and no other major sponsors on the horizon, the ‘regatta at the end of the world’ is now history.

Key West will remain one of the world’s best regatta venues for class and regional regattas, while the few traveling, handicap course racing boats will go to Charleston or buy a one-design.  Here’s a partial copy of a press release we weren’t supposed to receive quite so early; we’ll note that there is zero mention for why the participation declined so heavily and so quickly, and failed to regain any steam once the economy – and racing elsewhere – began to recover.

“After extensive discussion and deliberation the Storm Trysail Club has decided not to organize and hold Key West Race Week in January 2018.  Many factors led to this difficult decision.  The bottom line is that with declining participation, the event has become heavily dependent on sponsorship making the event unsustainable in its current format.  Our primary sponsors remain very supportive and the STC is committed to exploring alternative formats for the future that address changing conditions in our sport.  The club anticipates that this could lead to another edition as soon as 2019.”


May 25th, 2017

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As everyone prepares to watch the America’s Cup, a bunch of Americans have been getting out on their small cats. 50 A-Class boats sailed in the annual Florida Winter Series with the series finishing at an event at St Andrews Bay YC in Panama City.

The US A-Class hired Nick Bowers of Kettle Cinema, just back from leading video analytics for Emirates Team New Zealand for their development phase, to provide technical analysis for the sailors at the regatta. This is a short clip of his work.

This event is one of the those unknown but excellent regattas, with a perfect venue and incredible Southern hospitality. It even raised about $10K for Next Generation USA, America’s all-American youth team going to Bermuda.

M32 skippers and crew, GC32 and America’s Cup Youth Team members, ex Olympians, Volvo 65 sailors, but mostly a bunch of amateurs that want to have fun and go fast all get together to sail here every year.

The regatta gave $3500 in cash prizes as trophies, donated by B&C Technologies. At least one sailor took home $500 and we are guessing that is one trophy that won’t sit on the shelf and collect dust.

The A-Class put together a short brief to answer questions about the fleet here. Pegasus Racing is big into the A and now the Devos family is getting two.

Worlds in 2020 for the A-Class will be in Florida and is forecasted to have 20 countries and 200 boats attending. The US and Canadian fleet is already scheming for how to dominate it.


May 24th, 2017

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