Sail Race Score Acronyms

There have been a few occasions when we have looked at the results of a yacht race or a regatta and have seen an abbreviation or an acronym that has a had us wondering about its meaning, most of the time these Sail Race Score Acronyms are self explanatory, however on some occasions they can be somewhat obscure.

The table below is an effort to bring them all together. This list may be a little “AussieCentric” as that is where we live and take most interest in race results, also as the best resource we could find was the Top Yacht Scoring system that is popular with sailing clubs in Australia. There are a few acronyms that appear to have the same interpretation, probably due to differing scoring regimes in different jurisdictions, they may have subtly different results.

Please feel free to contact us with any comments or suggestions regarding these Sail Race Score Acronyms.

AHCAllocated Handicap.
The Handicap allocated before the start of the scored race.
AARBArbitrated protest result.
See also MED.
VAVGAverage points given.
BBFDDisqualification Under Black Flag Start.
BCHBack Handicap
A calculated handicap that would have resulted in all boats having the same corrected time for the scored race.
BOWBow Number.
A number fixed to the bow of a boat normally when there is no sail number, e..g a charter boat, normally RC allocated.
CBCHClamped Back Handicap.
Same as BHC but with preset limits on the amount of adjustment from the AHC. see also LBCHU, LBCHL, LBCHD
CBHClass based Handicap.
CHCCalculated Handicap
The handicap that will be applicable to the next race.
Cor'dTCorrected Time.
Elapsed time after application of handicap.
MDGMDisqualified under rule 69.1.
See also DNE DSQ.
DidNotReason for a boat receiving a score greater than the number of finishers e.g. DNF, DSQ, etc.
Div No
Description of or the number of the Division the subject boat is competing in.
CDNCDid Not Compete.
See also DNS.
Entered for the race but did not show up to the start area.
DDNEDisqualification (other than DGM). Not Excludable under rule 90.3.
See also DSQ DGM
FDNFDid not finish.
See also RET.
Not too sure of the differences however in motor racing a competitor is scored RET while the race is still in progress and DNF after the event is finished.
SDNSDid not start.
Was at the starting area but did not start.
See also DNC.
IDPIDiscretionary penalty.
See also DNE DGM.
WDUTDuty Crew.
Points awarded to a boat that was unable to compete due to their duty crew responsibilities.
NENPEvent Specific penalty.
As defined in the Sailing Instructions.
EESPDisqualified but not excluded.
Elapsed Time.
Elapsed Time.
Start time subtracted from Finish time.
Elapsed Time Order.
Elapsed Time Order.
The order of finishing based on elapsed time.
XEXCRace results excluded.
The results of a particular race are exclude for all boats.
Fin TimFinish Time.
Finish time at time of day. as opposed to elapsed time.
ISAFInternational Sailing Federation
(Now known as "World Sailing")
Limited Back Handicap Discard.
Limited Back Handicap Lower.
Limited Back Handicap Upper.
Same as CBCH but with preset limits on the amount of Upper or Lower adjustment or when the result will be discarded.
AMEDMediated protest result.
See also ARB.
NORNotice of Race
OOCSOn Course Side or On Course at Start.
Over the line at the start.
PHRFPerformance Handicap Racing Fleet.
Based on the previous performances of all boats of a particular class, design or Model.
PHSPerformance Handicap System.
Based on the boat's previous performances.
PPProtest Panel
PROPrincipal Race Officer.
RRAFRetired After Finishing.
RCRace Committee
GRDGRedress given.
Points awarded to a boat that due to exceptional circumstances achieved a result worse than the points given. E.G. provided assistance to another boat in difficulty.
See also DNF.
Not too sure of the differences however in Motor racing a competitor is scored RET while the race is still in progress and DNF after the event is finished.
RRSRacing Rule of Sailing
Or to those that like to remember before electronic publishing; The Blue Book (In Australia)
YSCPScoring penalty taken
Rule 44.3.
Sailing Instructions.
Sailing Instructions.
TTLETime Limit Exceeded.
Finished outside of the time limit applicable to that race.
See also TLP.
TLPTime Limit Penalty
See also TLE
UFDDisqualified under U flag start.
See also UFP
UUFPDisqualified under U flag start.
See also UFD
ZZFPDisqualification under Z flag start.

Volvo Penta D1-30 Raw Water Flow Problems – Solved

The cooling system on G-whizz’s Volvo Penta D1-30 has never really seemed right, granted we could motor for hours without any overheating issues, however the water quantity exiting the exhaust seemed to be somewhat less than other boats with similar engines. For a few years the mechanic who performed the engine services said that we should keep an eye on the water situation, as he believed there was a building restriction in the sail drive, his suggestion was to split the drive and clean the water channels when the boat was out of the water. Now while the title of this post is “Volvo Penta D1-30 Raw Water Flow Problems – Solved” it was the problem that we had that was able to be solved not a panacea for all problems encountered, at the end of this post I have listed, to the best of my memory and with some thoughts in hindsight, the diagnostic processes I was going to use in the attempt to rectify this problem.

Eventually the exhaust water volume dropped to very low levels and there was a lot of steam at anything above idle speed. Something was amiss and it was time to do something about it.

Inspection of the system with the D1-30 running gave a couple of hints:
1. While there was water moving through the system there was apparently more air than water.
2. There was virtually no water in the strainer, just a trickle coming into the raw water strainer then down the outlet to the pump.

The first thing I did was to ensure the O-ring on the strainer lid was sealing by cleaning the ring and its mating surface then giving the ring a light greasing. This had no effect. Then thinking that maybe the water passage in the sail drive was restricted I followed some internet advice and boiled some water, closed the seacock on the sail drive, blocked the strainer outlet, filled the strainer with hot water then opening the seacock and quickly pressurising the hose with a dinghy foot pump, I did this a number of times, actually enough to empty the galley kettle then for good measure just pumped some air for a couple of minutes, the noise that came from under the boat indicated that there was no restriction in the inlet. What I did notice was that there was some water around the seacock on the sail drive, probably just a spill but the hose clamps were tightened just in case, put everything back to operational condition and started the engine – No better.

Returning to the strainer I again blocked the outlet closed the seacock and filled the strainer with water then went up onto deck to stretch and relax for a while, on return the water level in the strainer had reduced somewhat and there was indication of water around the top of the sail drive, so I removed the hose from the seacock to the strainer and gave it a good inspection for damage none of which could be detected, I gave the mating surfaces at both ends of the hose and the spigots on the strainer and seacock a good clean and a little smear of grease, replaced the hose. While the hose was off I also opened the seacock on the sail drive and there was a satisfying mini geyser of sea water coming in, enough to suggest that there was no restriction within the sail drive. With everything back to normal I started the engine.

Joy of joys the strainer quickly half filled with water, there were no bubbles in the hose on either side of the pump and there were copious quantities of water coming from the exhaust, the exhaust noise was also dramatically lower. There was obviously an air leak in one (or both) end the hose that was slowly getting worse, not a big leak but just enough to lower the vacuum generated by the pump, I’m wondering if the application of hot water and a bit of pressure opened up this leak sufficient for a small amount of water to escape and indicate that there was a problem, the reason I filled the strainer a second time escapes me but I am sure glad I did. While my memory of these things is not the best I reckon that there is more water coming from the exhaust than at any time since we’ve been looking after G-whizz. I also recall the previous owner telling us how important it was to prod the sail drive water entry from underneath at every opportunity to keep it free of restriction, maybe an indication that this air leak was there from new, maybe just a tiny foreign object in a hose to spigot join.

Volvo Penta D1-30 Raw Water Flow Problems – Solved. For a couple of days my mind was fairly active on working out a diagnostic process, what follows is sort of what came to mind in the period before tackling this issue. In hind sight the diagnosis of this problem was made easier by G-whizz having clear reinforced hoses in her raw water system enabling sighting of the water flow.

– Is air present in the lines? –
Logic would suggest that if there is air in the lines then there is a leak allowing air to get in this issue is going to be before the water pump where there is a vacuum in the lines allowing air into the system, if there it was after the pump where the lines are under pressure there would be no air but there would be a water leak. Check all the hoses and connections, remove, clean and/or replace, check the lid seal on the raw water strainer if fitted.
– Check the flow from the pump by redirecting the outlet hose to a bucket etc. –
If the flow is strong then the issue will be after the pump, to establish where it is repeat the flow test by removing the hose just before each component, anti-siphon valve, inter cooler, water to exhaust mixer etc. Keep in mind that you may be lucky enough for the blockage to be in the hose itself and not the component.
If the flow is not strong then the issue is going to be before the pump or the pump itself,  before diagnosing the pump itself check the lines for blockages by connecting an air pump (I used an inflatable dinghy foot pump) and pumping, if the the lines are clear there will not be much resistance to the pumping action and you will hear bubbling from beneath the boat as the air escapes from the intake. This action itself may “blow out” an obstruction. If there appears to be an obstruction try this just before any component in the line stating at the seacock and working back towards the pump  (Beware and take precautions as this is most probably below the water line) or you could just remove the hose off the seacock, open the valve and see what sort of geyser erupts, if it’s a gurgle not a gush the issue is in the skin fitting or the sail drive if fitted, if it’s the sail drive enter “clearing sail drive water intake” into your favourite search engine, a read all he scary and not so scary scenarios.
If no issues are found either side of the pump then it’s the pump itself. Remove the cover plate and check the impeller and the inside if the pump, Cover plate, back plate and inside surfaces for damage, it could be the seal on the impeller drive shaft or even the rubber section of the impeller no longer has purchase on the central boss, the pump is being driven but the impeller is not turning. Enter “Repair raw water pump” to get all the information and more that you could possibly want.
Another point that I got a bit obsessive about was how much water should there be in the raw water strainer with motor running. The answer to this was pretty obvious in the “brighter light of day” after I had rectified our system and that was; while the strainer will probably not be full, there should be a head of water sufficient that the inlet and the outlet of the strainer are well covered at all times.

The Volvo Penta D1-30 workshop manual can be found here.


When 2nd Last is a Good Result

When is 2nd last a good result? When you win a 2 boat race!

We have written before about the Blues Point Yacht Club, it’s a great little inclusive club that is based in the Blues Point Hotel, we have been doing a few of their races over the last couple of years, however this year we decided to do the entire series, made easier (for us) by being, with only a couple of exceptions, on Sundays. We hope that this works out for the club as today there were only 2 starters, Ourselves and a Seaway 25 Megisti. Although Chris the Club’s Commodore has been saying for the last week that he was expecting a very small entry.

These race are handicap starts, which without the stress of start line crowding make for a relaxed race. Ann steered today and must have wondered if we were ever going to finish after being completely stranded for about 15 minutes as we sat there watching and waiting for the south easterly coming out of Rose Bay to reach us. The wind did eventually fill in to a fairly constant 5 to 8 knots which was enough to get around a course starting at Clarke Island, down to Manly and back via a little loop around Shark Island.

We were able to make up the 30 minutes we gave Megisti on the work from Manly to Steele Point, and finish the race in first place, as usual it was great to catch up with our competitors back at the Blue Point Hotel where Hugh, Megisti’s skipper was mentally trying to rationalise if he was last or second.

Hope there are more starters next race, these are really enjoyable events.



G-whizz Protest Appeal Upheld

Back in February this year we had one of those moments that we all would like never to happen, In race 2 of the Twilight Autumn series we had a coming together with Paul William’s Jeanneau 36i “Takana”, while I believed that we were in the right, we ran into a boat that should have stayed clear of us, we tried to avoid them but circumstances were against us. At the time I noted “Subject to Protest – We should be OK – But you never know.” The protest result was that both boats were in the wrong and were to be disqualified.

We appealed that decision with Sailing Australia and I am extremely relived that our appeal has been up held. Unfortunately this still does not take the bad taste away that we did have an incident with another boat and that incident left both boats with some damage. I was never comfortable with the Protest Panel process on this occasion and while I respect that all involved are volunteers giving their time freely I suspect that a better result with far less acrimony could have been reached, interesting that the appeal decision included the sentence “The format of the hearing decision mixed the facts and conclusions.”.

A copy of Sailing Australia’s Appeal Decision is displayed below, it is two pages the pages can be scrolled by clicking on the image and using the up/down arrows at the bottom. The full PDF can be down loaded from G-whizz-vs-Takana-Protest-Appeal.pdf

Also a special thanks to the guys at Sailing Australia who give their time to process these appeals, time that could be better spent in other more productive pursuits if the original protest panels were more considered in their decisions, not to mention we the competitors that should be able to keep out of each other’s way.

G-whizz protest appeal upheld!

elan 340 G-whizz vs Takana Protest Appeal

Elan 340 | G-whizz Kept Our Best for Last

As is usual the West Harbour Winter Series has been an enjoyable series, we get to race against non GFS boats on some interesting courses around the West Harbour Islands and various marks.

Last year we won Division 3 on PHS and were 4th on scratch (Interestingly the same scratch result as this year) this years PHS result was not quite as flattering. For most of the series we were achieving reasonable results, but seemed to be missing that little something, not only were we unable to keep pace with John Veale’s Dehler 32 “Hasta La Vista” a boat of similar proportions and performance to G-whizz but were on many occasions behind boats that we know that we can beat. We can make excuses, but in the main we were just out-sailed.

Elan 340 G-whizz and Star Elan
Elan 340 G-whizz and Star Elan passing Cockatoo Island on their way home after a close race

In race 6 (the second last race) we had a great race long tussle with Jefferson Smith’s Elan 320 “Star Elan”, it was a bit weird though as the Elan 320 has the current fashion wide stern design, making her very good at reaching and running, especially under spinnaker, G-whizz is more of a classic design and generally a faster boat to windward, all race we would fall behind her on the works but catch up and sometimes pass her under spinnaker, the opposite  of what previous performances would suggest and also opposite what the respective design’s polar charts would suggest. Later that afternoon Ann and I went to the Longueville Sporting Club to have a drink with Jefferson to personally congratulate him on his performance. It was then that Jefferson suggested it was time that the Elan’s showed what they were capable of and show the other boats what our sterns look like, especially the other GFS boats in the division.

We started Race 7 with a hull that had been cleaned only days before and with sufficient crew to fly spinnakers, after a conservative start we were up with the leaders on the work from Woolwich and down to the Schnapper Island mark, just after this mark we called Starboard on Pam Joy’s “Tana”, this allowed us to get over to the side of the channel that appeared to have the best wind but unfortunately it started a little chain of events behind us that dramatically hampered a few boats’s race position, Star Elan included.  The move worked out well as the wind held in and we were able to make ground on Hasta La Vista and clear the field behind. We decided on using the asymmetric spinnaker on the broad reach back to the Woolwich mark and managed to perform some a than perfect Spinnaker raise and a few less than perfect gybes, so less than perfect we let a few boats past. We decided to leave it up for the very shy run down to Mann’s point, this was bit of a master stroke as we did a good gybe and with a true wind angle of around 100 degrees (an angle that G-whizz and her Assy uniquely thrive in with lightish winds) we managed to re-pass the boats that had caught us and nearly caught up with Hasta La Vista. Only to give it all back with a slow headsail raise and a less than perfect drop, it was about 100 meters passt the mark before we could  head back into the wind on the work back to Cockatoo Island.  On this work we were able to take advantage of a huge wind shift to pass every body and get to the mark nearly 50 meters in the lead. At this point I am not going to say it was luck, Graham, on the main and I had quite a discussion about what the wind was doing, we decided to take the chance and it worked out.

The next lap was just a matter of not doing anything wrong and cover the boats behind us, we even left the spinnaker in the bag (the crew did suggest that we had had enough spinnaker practice for one day) and opted for a poled out headsail on the final run. A fastest time for the day was a great way to finish the series.

Elan 340 | G-whizz West Harbour Winter Series a Start

The combined Clubs West Harbour Winter Series commenced on Sunday 5th of May with G-whizz sitting forlornly on her mooring. There were some conflicting events that meant we were unable to race. An upside was that I was able to fill in on the start boat for the first race, with 4 divisions to start and just the 2 of us on the boat life got a bit hectic for a while. This experience did bring home to me the great work the volunteers in our sport do (probably true in most sports come to think of it). These people give their time to enable the rest of us to  participate in our sport.

Race 2 was never going to be a great result, G-whizz’s bottom had not been cleaned since the end of the Twilight series and she looked like she was hosting a whole ecosystem underneath. Boat speed was way down and we were consistently 1 to 2 knots below our target speeds. While we did not bother the time keepers to much and watched some of our target boats (Those that we tend to measure ourselves against) disappear into the distance it was a very pleasant day on the water, and great to catch up with the crew whom we hadn’t seen for a little while, good news is that they enjoyed the day out and have committed to returning and are looking forward to getting the big coloured sails out in the coming races.

Elan 340 | G-whizz. Race One in Pictures

Elan 340 G-whizz behind at the start
Elan 340 G-whizz After misjudging our run for the line we are behind at the start.

Sixty five yachts fronted up to the starter  for the first race in the Autumn Series, thirteen of them in Blue division.  The winds were a little above the comfort zone for Wes the light weight number 1,  requiring Graham on the main to be on alert, he really earned his beer after the race. Our start was less than perfect as we were unable to pick our way through some starboard tackers to get to our desired position.

We were able to make up ground on most of the field with the exception of Agrovation, Worlds Apart and Aetos, still a fourth fastest was not a bad result, pretty close to our objective of finishing the the top three.

The following photos have been lifted from the GFS Facebook page, were taken by Kathryn and posted by Simon Elliott.

G-Whizz Elan 340



Elan 340 | G-whizz. Summer Series Twighlight Racing.

Our postings here have been a little scant of late, however some recent results have motivated us to say something. It may be bragging and/or narcissistic  (or are the same?) to point out how well G-whizz performed in the GFS summer twilight season.

G-whizz competes in the blue division in twilight races at GFS, there are six divisions grouped by perceived performance potential G-whizz competes in Blue Division (Div  5). A link to entries in the summer series – all divisions here:

Elan 340 Vs Hanse 400e
Elan 340 G-whizz dwarfed by Aurora a Hanse 400e. Photp Christian Charalambous

G-whizz competes against various Jeanneaus (36i, 39i, 379),  Northshore 38, Hanse 40 and Dehler 38 amongst others. G-whizz is very much the smallest boat in the division, about 1.2 meters shorter than the division’s average length. The picture to the left visually illustrates the size variance between G-whizz and one of her competitors, in this case Aurora a Delher 38.

If you are reading this you will probably already know that G-whizz is an Elan 340, she has a long water line compared to her overall length and was designed by Rob Humphries to perform well in light air. This works in our favour as most twighlight races at GFS are held in winds below 12 knots reducing as the evening temperature cools, while not being an super lightweight, she is lighter than most of her competitors and accelerates quicker than her competitors in the fickle winds that we race in.  Visitors to her can be somewhat amazed when they go below, expecting to see a gutted out race boat, they are surprised to see a performance cruiser that is kept in full cruising mode. We only need to put food and drink on board to be ready her for an cruise.

I have digressed a little from the subject which is about the 2018-2019 GFS Summer Twighlight racing season, the  majority of competitors in these twilight races compete in good spirits balancing the social aspect of these events with the competative aspect, we all like to do well while having fun doing well. Well we did well in the summer series, winning it on both scratch and on handicap. I have mentioned before that we judge our performance on scratch results, while it is the PHS result that awards the bottles of wine and on which most results are determined at GFS, it is the scratch result on which we judge our performance, a finish in the top 3 or 4 on scratch is an indication of a good performance.

In this series we won on both scratch (ahead of  Words Apart on a count back) and handicap. The last race of the series was the GFS Australia Day Regatta event, our win on handicap in this race means that we get to go to the Sydney Town Hall to receive our trophy. All in all a pretty good result.

This is by far the best result we have achieved and we have been trying to work out how we performed so well. There are a few obvious reasons. Most of the races have been held in wind strengths in the 5 to 12 knot range, right in G-whizz’s sweet spot. We have changed G-whizz’s bottom maintenance regime, while this should not make a difference, she does feel very slippery through the water. We had a consistent and competent crew through the season. As a crew we are learning more about reading the wind, by no means are we experts but we are now getting it right more than wrong.  One thing that comes to mind, although  counter intuitive is that because of Christmas/Boxing day, New Years Eve and day and Australia day cruising we have kept the water tanks full, we have done the majority of the season with full or near to full water tanks, on thinking back we can recall that a number of our better results have come with full water tanks. There are two 100 litre tanks located on either side of the keel at or just below the water line, this is probably telling us something, just what I’m not too sure but we will be leaving the tanks full until we work it out.

Some pictures from the 2018-2019 Summer Season

Elan 340 | -whizz

Ausreo 2018 Rolex Sydney Hobart Division Winner

For a number of reasons posts on this site have been pretty scarce of late,  I will catch up as there is a bit to write about. Mostly those writing are about us (well it is our web site after all) but this post is more about basking in the reflected glory of one of our friends, Ausreo (Calliban II) owned and skippered by Ian Creak,  Ausreo is also crewed by a number of associates and members of GFS. As the title to this post says Ausreo won her division (IRC Div 4) in the 2018 Rolex Sydney Hobart.

Ian won a couple of nice trophies for his, the crew’s and the boat’s efforts, while these will look good in either his office or pool room at home, a video has been produced that will look good forever on the internet, it is well worth a look.

Elan 340 | G-whizz

Last Across the Line, but Safe.

The Twilight race on the 21st of November could be described as a bit weird, it started in relatively normal conditions, well about as normal as the conditions can be when there is a Nor’ wester blowing on Sydney Harbour. A brief explanation, North westerly winds are common in spring in Sydney, they generally do not act as forecast and in our sailing area can create some unpredictable topographically induced shifts. On this evening the wind was behaving itself, 12 boats started and made their way through Humbug, then almost as if choreographed in the vicinity of Greenwich Point most of the starters lined up like a social raft up, and stayed that way on the run down to Goat Island. A crew member could have literally hopped from boat to boat across the whole fleet, this was broken a little when the line of yachts came up to a tall ship on a party cruise, we were fortunately the leeward boat and decided to pass the obstruction to leeward. we couldn’t see it but we could hear  on-water rule discussions coming from the other side the tall ship, unfortunately we could also hear some fibreglass to fibreglass contacts. I think we chose the better strategy.

The rounding of the Goat Island Buoy was an experience with about six yachts all trying to get into a space that would normally only be large enough for one. Again there was much discussion about the rules and unfortunately again some contact, one of which generated a protest, this was right beside us and we took the safe option of getting clear of the ensuing melee as quickly and safely as possible. This was most fortuitous as about 5 minutes later the fleet was hit with a rain squall, we eased sheets to completely de-power the sails but not allow them to flog uncontrollably and we had the room to let  the boat go where she wanted to go, after the worst had passed we pulled on the main and started sailing again. in hind sight I made a bad call, we should have trimmed the main to keep sailing, albeit with as little power as possible allowing us to continue sailing our own course and probably getting a far better result, right or wrong strategy it did mean that we didn’t suffer any damage, the boat basically stayed vertical and the worst that happened to the crew was a severe rendering. At one stage there was a call on board from a crew member asking if anyone wanted there wet weather jackets, but by the time answers were received it was too late. We later heard that there were some yachts that finished in water too shallow to navigate and also against the Balmain sea wall, there apparently were a also number of damaged sails an some rigging damage, fortunately no damage to humans. While no one was concentrating on the instruments we did see over 31 knots (good fun with a yacht rigged for 10 – 15 knots, as most yachts were). There were some reports of wind speeds in the mid 40’s. The adjacent photo is a still from a go pro camera on David Edmiston’s “Passion X”.

A wet and windy Passion X

After the squall passed there was, as is usual after such events in Sydney, beautiful weather, very light breezes and we were stone motherless last, but no damage and happy to have got away “Scott Free”.

Elan 340 | G-whizz