I have written before about fishing line and propellers don’t mix here, we now have had another lesson on that subject.
In Sydney it is legal for recreational fishermen to fish from public wharves provided that they adhere to some requirements, Social behaviour, keeping their environment clean and boats have right of way. The majority of fishermen keep respect their privilege.
The picture at left illustrate the results of a prop line mix on the sail drive of G-whizz.
There are times however when a combination of lack of awareness on behalf of the boat master and the fisherman that creates a situation proving that fishing line and propellers don’t mix. Our recent refresher lesson was quite a bit less expensive than the first and a lot easier rectified.
Returning to the GFS pontoon from our mooring our torqeedo powered dinghy did not notice a fishing line deployed from the adjacent Bay Street public wharf. Modesty prohibits me from naming the driver of the dinghy at the time. The result is pictured to the right. Illustrating that fishing line and propellers don’t mix.
The first photo represents a substantial amount of money, the second not so, fortunately no damage to the shafts or seals in either case.
The first four races in the GFS Spring Twilight series have produced some interesting results, conditions and sights.
Races 1 and 2 were pretty good results in conditions that suit us, race 3 was bit of a shocker for reasons that I am unable to decipher, but probably related to a less than perfect start and then a few bad tactical decisions on the way (Also leaving the optimum sail for the conditions in the garage at home!). Race 4 started with another poor start but a great run around the course that had us surprising a lot of the fleet by passing them in the lea of Cockatoo island, our 5th on scratch may at first glance be a bit disappointing but 1 second from 4th and 14 seconds from 3rd was a good result, our relative speeds would have made up that 14 seconds if the finish line was maybe 50 meters further along the Lane Cove river. Se la vie!
The spring weather in Sydney normally produces balmy evenings with little wind, race 3 was held in unusually brisk wind reaching at times over 20 knots, while the strong winds, rain and even thunderstorms forecast in race 4 never eventuated and we enjoyed a beautiful evening on the water in conditions that really suit us, we were a little “undercrewed” so I decided on a conservative start, given the results I should have had more confidence in the crew attacked the start line and produced a better result Se la vie 2.0.
Interesting sights Many people are rubbing their eyes, not too sure what they were seeing, on first sight it appears to be bit of a contradiction given the 40 maximum rule foot rule that we have at GFS. The Beck Family fleet has grown with a mini me Infotrack, a MC38 in the familiar Infotrack livery.
Not to be confused with
Thanks to Jeff Lewis (Aurora) for the following photos.
The 2020 – 2021 official sailing season opened last night with the first of the Autumn twilight races. It all seemed a bit strange in these brave new COVID times, while we can race with (for most boats) full crews, there is no post race function and no pre or post race socialising, There was an eerie silence about the place, especially later in the evening when the sounds of around 200 partying souls can normally be heard up and down the Lane Cove river, all that could be heard last night was the lapping of the water. We decided to go straight back to the mooring after finishing and have some nibbles and drinks on board before taking the crew back to the Club pontoon for disembarkation and departure. All very nice and convivial but no replacement for aforementioned 200 partying souls.
The race itself was a painful affair with light to non existent winds and when there was any pressure the shifts were huge and very hard to pick, at one stage we needed to tack to avoid a couple of starboard tackers only to have at the very same time a shift of over 90 degrees that enable us to change course without tacking or trimming. This one piece of good fortune gave us a huge advantage over the fleet and make up the deficit we were carrying because of a very poor start. Speaking of the start we were probably the last boat in the entire fleet to leave Humbug, I thought we were in a great position but fell into a hole and sat there watching the rest of the fleet go by. I’ve been caught by this particular wind shadow before and you would think that I would learn!
As it transpired we were able to catch and pass a number in our fleet and beat all but one boat in Green division, the division that sails the same course but starts 10 minutes ahead of us. The work that has just been completed on the keel seems to have paid of, she is really sliding through the water nicely.
We had one embarrassing moment when we trying to pinch along the western shore of Humbug with very little speed, we tacked out and not only fell into irons but also became a speed bump for Martin Kluckow on “Rex”, Martin quite rightly called “Starboard” to which I had to reply “No Steerage”, Martin thoughtfully and in good humour responded with “We’ll tack”. Thank you Martin and congratulations on winning your division.
It’s great to be back sailing twilights but without the social side happening it’s a bit like a healthy body but somehow some of the soul is missing, hopefully it will return soon.
Thanks to Jeff Lewis for posting the photos to face book.
Or the alternative title to Cast iron keel could be:
Why we love our cast iron keel – A high maintenance affair!
G-whizz, as with all Elan 340s with the deeper 2.1 metre keel is fitted with a composite keel, cast iron foil with a lead (“Elephant’s foot”) bulb. I am not qualified to make assumptions on the benefits of various keel structures, nor do I fully understand the methods used to protect the cast iron in a marine environment. The Broker who sold G-whizz, they were the original Elan agent in Australia, said the reasoning behind the cast iron keel was that it allowed for a finer keel profile, the cynic in me thinks that it allows for a finer profit to the manufacturer. Maybe it is a combination of both.
G-whizz was launched 13 years ago and has performed exceptionally well in those years, requiring only regular maintenance and no repairs due to design issues. However for the past 4 or 5 years the cast iron keel has required a bit more attention than just a pressure wash, sand and repaint during the annual bottom service.
The following photos compare the condition of the keel following a pressure wash just after coming out of the water, the deterioration in 2 years is noticeable.
For the past few year the shipwrights have patched the keel using processes that are a bit beyond my comprehension, however the the cast iron keel continued to deteriorate between the annual services. I must say that the treatments were never promised to be a long term fix, only something to try and get through to the next service – in this regard the were somewhat successful. This year we bit the bullet to do something a little more permanent, we got two quotes from two different yards. These yards suggested different methods:
One; to soda blast the keel and epoxy.
Two; to wire grind then chemically treat the keel.
Quote two was half the price of one. and is the treatment we went for. I guess the success of this decision will be measured when G-whizz comes out of the water next year, although reports from the diver who cleans her on a regular basis will be most anticipated.
Motoring on the way to the shipyard for this bottom service G-whizz was struggling to get to get over 6 knots though the water under motor at 2000 rpm, on the way back to the mooring she was exceeding 7 knots at the same rpm, I wish I took more notice of wind condition on the first journey, but on the return run the was a gentle 3 to 5 knot wind just off the the bow, quite an improvement.
As mentioned earlier we were told that the Cast iron allowed for a fine keel profile, maybe the photo to the right illustrates that.
We are looking forward to our next race, that for a number of reasons is not coming fast enough, just to check G-whizz’s performance against her traditional competitors.
For those with a better technical mind in these matters than mine, the base treatment of the corrosion on the cast iron keel was Feronite, which I believe to be manufactured (or distributed in Australia) be Boatcraft.
I guess this whole process give us an insight into the trials and tribulations of those that have steel boats.
It seems like a very long time but was only the 18th of March when we competed in our last race before COVID restriction regulations hit. In the mean G-whizz has not been idle, fortunately for us in Sydney, within all of the permitted activities that allowed people to leave their accommodation, there was sailing and fishing. The equipment list on G-whizz now includes a couple of fishing rods and a tackle box courtesy of Ann’s father and in our wallets are freshly minted fishing licenses.
The rules dictated that two co-inhabitating people (or family) could take exercise in the form of sailing but were not permitted to anchor, however fishing was also a permitted activity. Problem solved; sail during the day then anchor and fish at night, the only casualty to all of this was a substantial leather jacket (a beautifully coloured fish by the way) that Ann caught with a prawn head for bait, hopefully he survived the ordeal and is a bit more selective when he next snacks on prawn components.
Back to the racing, two weeks ago on the 14th of June we competed in tbe first of the West Harbour Winter Series since lock down rules were relaxed, it was great to have friends back on board and sail on what was a beautiful day on the water, while we missed the start by about 90 seconds, well we are out of practice, unfortunately our competitors were in practice, after racing without a spinnaker we finished 5th across the line about 30 seconds from third, we were a bit slower than our handicap though where we finished 7th on PHS.
The forecast was not great for today’s race, over the last few days it changed from sunny and no wind to rain and 10 to 15 knots, although it also depended on which forecast program you looked at, it turned out to be a pretty good day, the rain held off and the wind varied between almost nothing to 15 knots, although most of the time it was in the area of 4 to 8 knots.
The race started in very light air, incredibly the entire fleet hit the line at almost the same time and were spread of over the entire length of the start line, and that’s pretty much the way it stayed for most of the fleet for the entire race, KoKo the Elan 37 just got further a head as the race progressed, somehow Guwara a Hanse 350 also made a break, we were either smart enough or lucky enough to pick the wind off Birchgrove and were a able to put some distance on the rest of the fleet.
KoKo just got further ahead but we were running down Guwara, if the course had been 100 meters longer we may have beaten them into second place as it was they beat us into second place by 7 seconds. Third on scratch and fifth on PHS, not a bad day out.
Our Summer series was not our most successful, however we did win the last race, the Autumn series has been a lot more successful, There are a few reasons for this turnaround in performance. A change in the hull cleaning procedure, with the driver spending more time on the rust blooms on the cast iron section of the keep. The next time G-whizz is out of the water the keel will be subject to some major remedial freatment. The second reason for turnaround is the absence of the Elan 37 “KoKo” with the skipper out of action after an orthopedic operation and the North shore 38 “Aetos” off the race course waiting on a new mast to arrive. These two boats are generally faster than us, our result are boosted by their absence.
There have been some suprise results with an extremely competitive race in winds in the 20 knots area, finishing ahead of all the bigger boats, and the performance of Saoirse a Dehler 38 running away from the fleet in light air, we would generally expect to be most competitive in light air while the heavier boats generally handle the heavier air better.
This series we have had some terrific battles with Chris Stannard and his Jeanneau 39i “Worlds Apart” on many occasions spending a lot of the race only a few meters apart and finishing with seconds of each other.
The picture above is us drifting out of Humbug in the company of Words Apart and French Connection, it also reminds us that we should concentrate a bit more on trimming the headsail. The photo to the right shows the same three boats chasing Saoirse, who just insisted on sailing into the distance.
When I first started sailing, which was quite late in life, I wish someone had given me a few tips for being sailing crew. I tried to listen, I read a lot and asked questions of a lot of people. By no means am I an expert, but I am at times the master of a sailing boat either cruising or most probably racing, and I have a few ideas or tips for sailing crew.
On G-whizz the crew have been from both ends of the experience spectrum, from Ocean Yachtmasters with round the world racing experience or sailors who have cruised the oceans extensively to those who G-whizz is the first yacht they have stepped on.
A list of tips for the sailing crew can be found in the Tricks, Traps and Ideas section under the resources tab on this site. Click here to go there ⟶
Sometime last year Blues Point Yacht Club and Sydney Amateurs Sailing Club got together and established an inter Club challenge series called the “Sheep Station Series”. There may be some readers that do not understand the irony of the series name. I’ll try to explain – when a player or racer in any competition in Australia (and I suspect New Zealand) takes themselves too seriously they are politely told “Come on mate we’re not racing (playing) for sheep stations!”
The series is structured around a minimum of three boats and a maximum of five that will compete in each of four races, the top three from each club will score to theirrespective clubs. Individual boats performance will also be recognised.
The winning Club will have the honour of displaying the Sheep Station Trophy in their Club House for the ensuing year. (The trophy is a model of Sheep Station buildings). Our results in this series are here (2020 series).
For a better explanation of the Australian slang I defer to Wikipedia. “The phrase is a traditional Australian English term. It is used to describe the terms of a game, sport or competition, often a game of chance. A sheep station is a large sheep farm in Australia or New Zealand, hence denoting something important, large or valuable.
The phrase “playing for sheep stations” has both a literal and ironic usage. In the negative, it is used to encourage participants to play in a friendly and not too competitive manner. Playing sport or cards or a game of some sort, but not for prizes, one might say “take it easy, we’re not playing for sheep stations”. It could be used starting a game of cards or pool for example, to check whether the game would be played for money, beer, or just pride, asking “so, are we playing for sheep stations or what?”
In typical Australian fashion, it can also be used to mean the exact opposite, because a sheep station is such an expensive item that nobody would bet it on a game, the phrase “we’re playing for sheep stations” can also be used to mean that the game is purely for sport, and there is no bet or prize involved.”
Possibly one of the reasons why posts have been a bit scarce recently is that we have not really enjoyed the GFS Twilight Summer Season as much as we do other sailing, there may be a few reasons for this but include our (possibly influenced by my) dislike of the handicap starts and G-whizz herself never really performed to her best, with the exception of the last race. Her performance was affected by a number by:
Her hull was rarely as clean as it could have been, a situation that took a while to address but rectified for the last race and hopefully future races.
My sail selection would have benefited from more thought.
Missing our start time, sometimes by may minutes in an attempt keep out of the melee caused by the handicap stars. (Read the previous post “Summer Series an experiment” which probably explains my state of mind – hence the results).
There was some very pleasant evenings on the water and some good racing, the sunsets weer often spectacular, I believe caused by the smoke in the air from the bush fires that seemed to want to continue burning, that smoke at times reduced visibility on some evenings. There was little complaining about the smoke, it reminded all of us about the horrific conditions some people were being subjected to.
The Twilight race that falls closest to Australia day forms part of the “Australia Day Regatta” this regatta consists of organised racing on the weekend closest to Australia day plus events conducted at most of the Harbour based sailing and Yacht clubs, it is recognised as the oldest continually run regatta, first sailed in 1837. Having won this event in two of the last three years we approached it with a positive attitude, had the Hull cleaned, selected the correct sails and race in wind conditions that were right on G-whizz’s sweet spot. Needless to say the handicap we were given that reflected our previous poor performances was a major contributor to our first place and a third Australia day Medallion in four years.
Congratulations to the boats that sailed well throughout the Summer Series, Especially Chris Stannard and “Words Apart” and Patrick Houlihan on “Saoirse”. Some photos follow:
Once this is off my chest I’ll get back to something that resembles normal postings.
Some time ago the GFS ran a survey to solicit skippers’ opinions of the safety of various aspects of racing at GFS, from memory this survey concentrated on the start and crowding at Onions Point. The results of the survey led the Committee to believe that they should take action and these actions should be trialed in the Twilight Summer series, they included:
Address the crowding at Onions Point.
They addressed this by placing a buoy off Onions Point, this buoy is not a mark of the course but forms part of the continuing obstruction that is Onions Point. My initial thought was a little perverse in that there is concern about crowding at a certain point so let’s increase the size of the obstruction that causes that congestion, making less navigable water for yachts thereby magically reducing congestion. There was logic behind the placement of this buoy and that was that if a yacht was running out of room they had an escape route that did not involve hitting another yacht(s) or running aground. My opinion is that if all skippers knew, understood and complied with RRS 19 then there would be no issue.
In retrospect this has not caused too may issues however there have been reports of skippers ignoring rule 19 and barging through, probably encouraged by the fact that there is now room for them to take an escape route if they are unable to bully the boat they are overtaking to give them room. We had one instance of this with a boat demanding room while overtaking between us and the obstruction, we gave them room as it was easier than having an argument with a skipper who has proven before that he believes that the rules do not apply him. I’ll keep the reasons as to why we did not protest private.
Address crowding on the starting line
I must admit I got tired of being told that there is a regulation that specifies the length of the start line is to be 1.5 times the total length of boats starting and that in Blue and Black divisions that regulation is regulatory broken.
As far as I can determine there is no regulation, there does however appear to be a recommendation to Principal Race Officers (PRO) to set a start line 1.2 to 1.5 times the total length of boats starting, it also recommends that PROs should use discretion with regard to the environment, the type of boats, the experience of skippers amongst other considerations.
To address this percieved concern it was decided to have pursuit starts, also described as handicap starts during the summer series, somehow this was going to alleviate the congestion on the start line.
You can only make judgement from your own perspective, and from our perspective it has been a fail. The Sailing Instructions applicble to racing at GFS 9state that during normal starting procedures (5 minute start sequence) all boats with the exception of those in their start sequence are to keep clear of a defined starting area, in our division that means that there is the potential to be 11 boats (the nimber of boats in Blue division) in the start area, 11 boats that we race against consistently and boats by virtue of being in the same division have similar performance characteristics.
With the handicap start the Sailing Instructions require that all boats must keep clear of the starting box except those within 3 minutes of their start time. What this meant to us (at our allocated start time) there was the potential of up top 38 boats legally in the start area in the first race of the series, reducing (due to alterations of handicaps as the series progressed) to 33 boats in the last race. Many of these boats have substantially differing ,performance characteristics. Starting is always a little daunting but with that many boats in start sequence daunting went to a completely higher level.
The committee is to be congratulated for recognising that there may be an issue and trying something to address it, however ourselves together with many of our competitors were getting a little tired of hearing about statistics that said we the skippers critical of the experiment were in the minority, especially when none of us had spoken to anyone that liked the experiment. In the words of a famous person who’s name does not come to mind, this seemed like a solution that was looking for a problem. Thank goodness we go back to status quo in the Autumn season.