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Flying Dutchman Bulletin Nr, 159 December 2012 (web-version)



changed address TEBSail Leechlan 40 9001 ZH GROU info@tebsail.nl + 31 (0)566-622940 www.tebsail.com

Continuing our commitment to provide world class FD sail design and innovation with world class service. Gulf Coast


St. Petersburg, Florida Lin Robson Lin.Robson@northsails.com Ethan Bixby Ethan.Bixby@northsails.com http://na.northsails.com/StPete.aspx




President’s Letter Lecco, 11-11-2012

structuring and Byelaws” , as well as, “Strategy and CommuDear friends, nication” , to update the Class I thank you very structure and management ormuch for your involvement in ganization to the request of supporting and promoting the the IFDCO members and the FD Class all Over the World. actual needs. The sailing season 2012 is finFor such a purpose , the ishing and has been rich of AGCM 2012, has been held in International events . Amsterdam the weekend of 10 Despite the present financial November, to allow us to colcrisis and the concentration lect all the communication and of the three top events : feed-back suggested by the European Championship in AlIFDCO Officers and Committea, Vintage Yachting Games tee Members, and update the to the Lake of Como and topics , reflecting the views World Championship in Santa expressed by the membership. Cruz, that split the choices of I ‘m aware that the dethe fleet , the attendance cision about those items is shows the interest of the very important for the future teams to move abroad and to of our Class and requires the support the International acinvolvement and commitment tivity. Moreover, the Euro Cup of all the General Committee, events recorded an increasing as we are all agreed that the success. IFDCO structure needs to be I thank all the National updated. FD Associations, Frank Moreover, as I often Nooijen and the IFDCO expressed, I consider the Transportation SubStrategies, Team-Work and Committee, the Sailing Clubs Communication the three most and the Organizing Commitimportant tools to ensure a tees, which contributed to the fast and continuous evolution, success of all the FD events. promotion and growth of our With regard to the Class orClass, but we need young sailganization and development, as ors in the Class management discussed and agreed to the to look to the future .. Competitors Meeting and NaWith regard to the “ tional Secretaries Meeting in IFDCO restructuring ” , since Malcesine 2011, Altea and Malcesine, a Sub-Committee Santa Cruz 2012 , the FD was delegated to collect input Class General Committee have and propose the changes to been involved to analyze and update “ Byelaws “ and “ finalize the topics “IFDCO Re- Championship Rules”. The aim


was to be able to produce the last draft that could be a comprehensible and a clear starting point to satisfy the IFDCO members requests and the Officers suggestions. So, many thanks for all the input received. The two main goals have been to involve members in a more democratic system and improve the Management structure of the Class. Those two elements are required to ensure the continuity, reliability, and growth of the Class. Finally, I thank all the FD members to contribute every day to the prestige and the diffusion of FD all over the World obtained both through the enthusiasm of each team and by the synergy and continuous team-work among all of us. Let’s commit ourselves all together, to quicken every process to advertise FD !! I wish all of you .........Merry Christmas and to think together to the future of the IFDCO !!  Cheers, Alberto


FDBULLETIN; NR 159, DECEMBER 2012 Flying Dutchman Bulletin Periodical of the International Flying Dutchman Class Editorial Office: Van Goghstraat 27,

Contents 3 4 5 6 7 8 15 19 24 33 34 36 37 38 40 41 42

President’s Letter Editorial 2013 Events National CO-information Proposed Bye Laws World 2012 report WC 2012 photographs Caribbean Championship WC 2012 TC-report VYG 2012 Carbon Masts Dr. Gizmo Klaas van der Spek Introducing Gottifredi Maffioli Ropes AGCM communiqué Next Bulletin Worlds 2013

Colofon Issue: Year 60, nr. 159 Alberto Barenghi, Edward Cox, Dr. Gizmo, Peter Hinrichsen, Jan Lechler, Ronald Stalman Printing Sportservice Noord-Holland b.v. Advertisement TEB sail, North Sails US, BM Sails, Gottifredi Maffioli, Planatech, Pedretti, CST Composites, Yachtservice Bogumil

9718 MP Groningen

The Netherlands

email: vp-communications@sailifdco.com

Editor’s word, As VP-Communication the editor visited the AGCM on 10-11 November. A communique about this topic you’ll find enclosed. We agreed, there, on that the webbased issue on our homepage is not a 100% copy and we’ll ban for example financial article’s. ‘IT”S ALL ABOUT SAILING’ Is what the answer to exec’s always is when we ask people to join the General or executive committee. We totally agree on that one. But since there are rules within the class and we want to maintain International status there’s more to just sailing. Once again we see the lack of interest from the young people to help the Committee’s out by joining them. Well if you all keep on ignoring that it could end up: THAT THERE’s NO SAILING FD’s AT

ALL in 10 more years internationally. To maintain the sailing part you, especially younger sailors, need to step up and take responsibility. Yes sitting in a conference room is way less attractive then flying a reach. But the both parts are the circle, end as you all now a circle is a continuous thing. The editor was lucky that at least some of you took this matter at hand and helped him out with a lot of copy. So some of the copy is not used in this issue. We included the matters that needed to be published in this issue. Almost 50 entries at the EC and Worlds gave a good impression that the Flying Dutchman class is still very lively all over the planet. After 60 years we have a dynamic class to preserve .......


Editor FD-Bulletin Ronald Stalman editors needed Editor FD-Forum Sjors Riemslag moderators needed




2013 + future events calendar Berlin, 12 November 2012 Dear sailors, As the editor said: ‘IT’s ALL ABOUT SAILING’. Therefore on the AGCM we discussed the 2013 calendar and future events. I emailed all selected event-managers and NO-event secretaries the 2013 appointed EUROCUP events. EUROCUP event 1 In 2013 we start in ALTEA, Spain. Everyone present at the EC2012 will approve the venue and the fantastic atmosphere. The weather over there is much more friendly in March then up North and it’s very affordable to travel there. To make the event more interesting we intent to have a weeks program. 3 days of training with excellent training supervisors from monday 25th - 27th March and 9 events racing from Thursday 28th 30th March. (we are thinking of container transportation; so everybody can fly there) EUROCUP event 2 Favouring smaller countries with a big event is a main target for IFDCO. The Worlds in Hungary is therefore in the agenda. EUROCUP event 3 Is the Kielweek 27th - 30th June in the centre of North-


ern Europe so interesting for all regions more unless attached to the Baltic-Sea. EUROCUP event 4 Dutch Open Championship 6th - 8-th September. In the south of the Netherlands on the Noordzee-side. EUROCUP event 5 Italian Championship 20th 22th September. This event is already published on the homepage of the website.

Tony Lyall already distributed the program, but we had to change dates because of a collision with the 2014 Kielweek date. As soon as we have cleared this in the next few weeks we will inform you on the date and program through the IFDCO website. WORLDS 2015 Sydney Harbour is the chosen venue as you all are already informed.

EUROCUP event 6 International German Championship (IDM) 3rd - 6th of October. Venue Ammersee.

YOUR EVENT on the IFDCOcalendar. We like to invite you and your National Class Organization, from all continents, to sent us draft proposals for All further information will get future events. If you need a to you by the websites of the copy how to edit a proposal I Yacht-clubs, in the event sec- will sent you one. tion of the IFDCO website and Please notice that your proas IFDCO-homepage news. posal can only forwarded to me by your local class organization FUTURE EVENTS who has to approve the event. This to avoid situations of CARIBBEAN CHAMPIONSHIP event overlapping each other News by Rob Taal is that they on the calendar. will organize the event at Christmas time in Bonaire. Jan Lechler They already have 14 particiV-P Championships pants, but need 30 to establish this events. Their news will be For all event news stay tuned published on the IFDCO webon: www.sailifdco.com. site. WORLDS 2014 The venue is Largs in Scotland on the west-coast Atlantic side.

(share your documents with Jan Lechler first; they only get published with his approval !!! the webmaster)



National Organization info Australia web fd.net.au

secr Zsofia Czanda csandasz@gmail.com

Slovak Republic web unknown

secr Edward Cox eghcox@16wardell.com.au

Italy web fdclubitalia.it

secr Pavel S. Melichar pavelmelichar@yahoo.com

Austria web sailfd.at

secr Luigi Macci luigi.macci@alice.it

Slovenia web unknown

secr Philipp Zingerle ph.zingerle@gmx.at

Mexico Javier Valdés

secr Luka Tomori luka.tomori@tomori-arh.si

Brazil web unknown secr unknown Croatia web unknown secr Tin Matulja tin.matulja@riteh.hr Czech Republic web sailfd.cz secr Peter Storch nautivela@seznam.cz Denmark Jorgen Bojsen-Moeller bojsen-moeller@ adsjhome.dk France

javivald@prodigy.net.mx Netherlands web sailfd.com

web unknown secr unknown

secr Koen Muilwijk secretaris@sailfd.com

Spain web fdesp.org

New Zealand web nzfda.com

secr Enrique Egea Moreno secretario@fdesp.org

secr Dave Gibb gibbyjd@xtra.co.nz


Norway Thor-Arne Agnalt

Switzerland web swissfd.jimdo.com


pres Michael Koller praesident@sailfd.ch

Poland web sailfd.org secr Andrzej Kruszczynski


secr Chris Liberti Libertichris@gmail.com

Evelyne et Didier Leveillé evelyneleveille@orange.fr

Portugal web fdpor99.no.sapo.pt

Germany web sailfd.de

secr Rafael Paraíso rafaelparaiso@hotmail.com

secr Karsten Keil info@sailfd.de

Romania web unknown

Great Britain web sailfd.org

secr Mihai Butucaru mihai.butucaru@yahoo.co.uk

secr Tony Lyall tonylyall@msn.com

Russia web sailfd.ru

Hungary web fd.hu

secr Boris Novoderezhkin borus.novoderezhekin@gmai l.com


South Africa

United States

web sailfd.org



Proposed IFDCO Bye Laws Introduction Some two years ago Stephen Parry suggested that the IFDCO bye laws contained a number of items which were clearly out of date and needed to be updated. He asked me to make suggestions and I probably took this too seriously. However, this has lead to the General Committee re evaluating the bye laws and hopefully bringing them in line with the wishes of the current members. The IFDCO is a Foundation established at Amsterdam to promote, develop and coordinate International Flying Dutchman Class competitive sailing throughout the world, and is governed by a set of Foundation Rules which are binding under Dutch law. The Foundation Rules do allow the General Committee to amend the IFDCO bye laws and this is what we have done as a first step. To amend the Foundation Rules requires prior notice and a two thirds majority of the whole General Committee and then requires authorization under Dutch law, so any such amendments will be a subsequent step in the modernization of IFDCO. Proposed 2012 IFDCO Bye Laws The proposed amendments to the bye laws fall into three categories, namely i) trivial updates and correction of typos, ii) organizational changes such as the European Championships and Series and iii) fundamental changes in the structure of the organization. It is the latter that we will be most concerned with. The Foundation Rules specify that the Executive Committee shall be commissioned by co-optation and appointed casu quo re-appointed by the General Committee, and


that General Committee members denoted as Commodores, who must be active Flying Dutchman sailors, be commissioned out of National Flying Dutchman Class Associations, that is selected by the General Committee members! The General Committee will have the final approval of the proposed candidate(s). Furthermore the Executive Committee shall choose from its midst a President, a Secretary, a Treasurer and Vice-Presidents. This type of top down structure was the norm 60 years ago when IFDCO was founded and has served well till now. However, it is not suitable for a modern more democratic organization and so some fundamental changes are proposed. When the class was Olympic IFDCO had National FD Associations in all major sailing nations and it would have been too cumbersome for them all to be represented on the General Committee thus the Commodores were instituted to represent the continental regions. Since that time the class has concentrated in a smaller number of Nations and the Continental Commodores have to a large extent become an un necessary extra layer. At the World Championships prior to the Annual General Committee Meeting the secretary organizes a “Competitors hearing”, at which the members of the executive explain what they have been doing, and listen to proposals from the members, and a “National Secretaries meeting” at which reports from the National FD Associations are presented. At the subsequent Annual General Committee Meeting the Commodores then presented précis of these National reports and it was felt that with the reduced

number of National secretaries they could now present them directly at the Annual General Committee Meeting. Thus at the 2011 Worlds in Malcesine it was proposed that the Commodores be eliminated and that the national Secretaries become members of the General Committee. The meeting however felt that such a draconian measure required further study and established a sub committee to come up with proposals for modernizing the organization. For various reasons the sub committee was not able to devote the required time to the task, which has turned out to be much more time consuming that anticipated, and so at Ronald’s instigation I undertook to revise the proposals, which were then approved by the sub committee as a basis for discussion at the 2012 Worlds in Santa Cruz. Unfortunately a number of the key members of the committees were not in attendance in Santa Cruz and taking into account the important nature of these revisions of the bye laws the Annual General Committee Meeting was deferred until November in Europe. However, the opportunity to have informal discussions with many sailors in Santa Cruz, and the very unfortunate circumstance that Alberto’s crew had to return to Italy for family reasons, meant the Alberto and I had the opportunity to sit down and go through the proposed bye laws in detail. This took four days and included two meetings with Peter Doran, Zsophia Csanda, Lyn Robson, Jan Lechler and John Best, all of whom contributed constructive suggestions which we incorporated.



Proposed IFDCO Bye Laws It was hoped to streamline the executive, and it was even suggested it be reduced to three members, but the Foundation Rules require that the number of Commodores be less than the executive, so we settled for an executive of:

dores and thus members of the General Committee. At present these would be GER, ITA, NED, USA+MEX, AUS+NZL but could be expanded. The name Commodore has been retained in order not to have to change the Foundation Rules, but their appointment has been radically The President changed. As an aside all past The General Secretary Commodores are sincerely The Honorary Secretary thanked for their service to the The Treasurer class, this proposed change in The Vice president Champion- no way reflects on their past ships contributions. The Vice president Communications The Vice president Technical The Vice president Development

7) The class webmaster and Bulletin editor are ex officio members of the communications sub committee and the Transportation Officer is a member of the Championship sub committee. These are the major changes in the proposed new IFDCO bye laws which are presented for comment and suggestions before they are considered by the General Committee for adoption. They have NOT

The latter position is a new one intended to represent all the National FD Associations whose secretaries are not on the General Committee. If the proposed bye laws are adopted then it is hoped that there will be a number of enthusiastic candidates for this position. The suggested bye laws propose that: 1) When a vacancy occurs, new members of the General Committee be proposed by five IFDCO members from three countries and then elected by email vote of all the members of IFDCO. Short Curriculum Vita of the candidates together with a photo will be posted on the FD website. 2) The Chief Measurer and the Boat Registrar both perform essential functions for the class and can provide vital information to the General Committee and so will become members of the General Committee. 3) Rather than co opt Commodores, the National secretaries of the five major National FD associations become Commo-


4) The proposed Championship Rules now become a separate document as they are invoked by the Class Rules and therefore part of them. They have been significantly updated and include the Ranking List scoring systems. 5) The FD Yearbook will be updated on the class website and only published occasionally for publicity and new members. 6) Each Vice President will be the chairman of his sub committee, members of which he is free to choose subject to General Committee approval.

been adopted and can in any case be amended at any time by the General Committee. It is hoped, however, that they form a basis for discussion. Many people have contributed their suggestions to this review of the IFDCO bye laws and they deserve many thanks, especially Alberto, however, any errors or omissions are solely my responsibility. Peter Hinrichsen IFDCO Vice President Technical 6 October 2012



VP-championship’s word The World Championship in Santa Cruz/California.

46 boats from 9 nations participated in the World Cup of the Flying Dutchman class in Santa Cruz/ California this year. A great success for the US class organization and the organizing yacht club in Santa Cruz who had been preparing everything intensely for a long time in order to let this event become a real highlight for the international FD class. The measurement of the boats had a high standard which is why I would like to thank the whole measurement team and their helpers once again. They checked boats all day long and afterwards they did paperwork all night long.   Also many thanks to all the helpers of the organizing yacht club.Altogether there were more than 60 of them both ashore and on the water involved. Thanks to the many hard-working hands everything went smoothly even though, as example, there was only one ramp for all the boats.   The responsible race officer Beau Vrolyk, who is very experienced, already indicated during the opening event that you can usually expect sunshine and around 15 knots of


wind from constant directions during the races. Well, unfortunately, this should not prove right. Steady fog over the sea almost always prevented the typical weather from developing. Everyday the first start planned for 12.00 AM originally had to be shifted. However, all 9 planned races could be carried out. It demonstrated that the race committee knows its sail area well and that their decisions about the starts of the individual races were right all the time.

the course. The teams who had noted down the relevant compass courses and calculated were rewarded. The two races however were objects of several requests. The international judges thought well about their decisions so the start of the last race had to be shifted until the last request could be negotiated.

The 7th and 8th races were particularly controversial though. Thick fog caused a visibility that was down to only 150 meters and less. At times the sailors were confronted with the difficult task of finding the buoys of

The old world champions were also the new ones in the end. Congratulations to HUN 70 on earning the title once again. The points for places 1-3 were very close together.

Everyone was then rewarded with enchanting conditions at the last race in front of Santa Cruz. Plenty of sunshine and approximately 18 knots of wind.



VP-championship’s word NED 26 reached overall 2nd place in front of GER 88 after winning the last race.

After the races the boats had to be containerized again, because the containers left the harbor the very next morning. Many thanks at this point to the responsible container captain Frank Nooijen who did an excellent work again.

Silver Sombrero: HUN 70; Szabolcs Matthenyi/Andras Domokos

+100 team: NZL 145; Paul Scoffin/Pavel Ruzicka.

under 26 years: ITA 4; Nicola Vespasiani/Francesco Vespasiani

Once again many thanks to the organizing Santa Cruz yacht club, to the US class

boat over 25 years: NZL 111; Andrew McKee/Matthew Bismark

organization and to the team around the race officer Beau Vrolyk and the regatta chair-

Lady Cup: GER 19; Peggy Bahr/Torsten Bahr

man Charlie Roskosz for an excellent World Championship 2012. Jan Lechler

At the price giving ceremony also the special prices of IFDCO handed over:




WORLDS 2012 DAY 2 FLYING DUTCHMAN WORLD CHAMPIONSHIP 2012 Santa Cruz Yacht Club, Santa Cruz, California, USA 23 - 30 September 2012

Day 2 - Opening Ceremony After the 47 teams from 11 Nations had completed the registration and regatta inspection process an attempt was made to sail a second practice race. The sun shone and there was a big swell along the Santa Cruz coastline to delight the surfers...the wind was absent..the start was postponed, boats were released to leave the harbour and sailed about the bay in about 4 knots of wind. At 1400hrs the Race officer abandoned racing for the day...the boats returned to the harbour. Meanwhile preparations were being made for the opening ceremony in the marquee that had been used for the Regatta inspection of boats, sails, foils and equipment. National flags were draped on the marquee walls, a screen displayed photos from the first practice race and the day’s sailing. !

Tim Sayles, President of the US FD Class Association, welcomed competitors, race committee, Jury members and the many volunteers

who were assisting with the Championship. Charlie Roskosz, Regatta Chairman, welcomed everybody and introduced the Vice Commodore, Santa Cruz Yacht Club, Rob Schuyler, who was representing the Commodore of the club who is seriously ill. Santa Cruz had suffered serious destruction from a tsunami in March 2011 and tribute was paid to the Harbour authorities who had managed to repair the harbour in time for the event to go ahead.

running of the event - in addition to the many volunteers from the FD Class. Beau mentioned that they had run the FD US Nationals and the FD North American Championships earlier in the year. He stressed that the event was for the sailors and he would like to hear from them during the event. Steve Bourdow, a former FD sailor who won a silver medal with Paul Foerster (USA) in the FD’s last Olympics in 1992 at Barcelona, welcomed everybody as a new Santa Cruz Yacht Club member and expressed his great love of the FD Class. Alberto Barenghi (President IFDCO) welcomed everybody and hoped they would have an enjoyable Championship. After the Championship was declared open, all present enjoyed the drink and feast provided. The first race of the nine race Championship is scheduled to start 1200hrs on Tuesday 25 September.

The Principal Race Officer Beau Vrolyk mentioned that over 70 volunteers from the Club were assisting in the PAGE 11


WORLDS 2012 DAY 3 Most of the fleet finished in about 5 or 6 knots of wind but this gradually faded and the last boat was outside the time limit of 30 minutes behind the leading boat.

Santa Cruz Yacht Club, California, USA 23 - 30 September 2012 Day 3 - 25 September 2012 Race 1 & 2 Light winds - close racing many place changes 44 FDs took to the water after the end of a shoreside postponement due to lack of wind. The day was brighter, the waves crashed around the bay although the race area was relatively calm with a slight swell. Eventually there was sufficient wind to start racing. The fleet got away at the first start with a few OCS - all but one returned to restart. During the first race, a standard triangle, sausage with a final windward leg the wind was in the 6 to 10 knot range from 220 to 240*. At the end of the first lap KayUwe Lüdtke/Kai Schäfers (GER 88) led with Jan Lechler/Jens Salow (GER 100), World and European Champions - Szabolcs Majthényi & András Domokos (HUN 70), and Enno Krammer & Ard Geelkerken (NED 26) in hot pursuit. By the finish Enno & Ard had gained the lead with the other three holding their positions. Race 2 started soon after the end of race 1 in about 6 to 8 knots of wind. There was heavy bunching at the Committee boat end as boats tried to tack away to the heavily favoured


starboard side of the race course - in towards the shore. The right hand side was also favoured on the second beat although some of the leading boats went too far in and lost a few places. At the windward mark after the second beat Dirk Bogumil/ Michael Lisken  (GER 199) was in the lead, 2nd Peggy Bahr/ Torsten Bahr (GER 19), 3rd GER 88, 4th HUN 70, 5th GER 100, 6th Dirk Loewe/Sven Hermenau  (GER 35). On the run most of the fleet went right. As the final beat started the wind became more shifty and many boats tacked after rounding the leeward mark. Towards the finish the wind started dropping and places were won and lost in the final 100 metres as the wind oscillated. The winners of the practice race Nicola Vespasiani/ Francesco Vespasiani  (ITA 4) found their way to the front and won the race, with András Süli/David Papp  (HUN 13) second and Dirk & Sven (GER 199) third.

Once ashore competitors and volunteers enjoyed a hot dog and a glass of beer in the Regatta marquee. Race 1 - Top 6 1st Enno Krammer & Ard Geelkerken - NED 26, 2nd Kay-Uwe Lüdtke/Kai Schäfers - GER 88, 3rd Jan Lechler/Jens Salow GER 100, 4th Szabolcs Majthényi & András Domokos - HUN 70, 5th Peggy Bahr/Torsten Bahr GER 19 6th Toos Zandstra/Durk Zandstra - NED 341 Race 2 - Top 6 1st Nicola Vespasiani/ Francesco Vespasiani - ITA 4, 2nd András Süli/David Papp HUN 13, 3rd Dirk Bogumil/Michael Lisken - GER 199, 4th Kay-Uwe Lüdtke/Kai Schäfers - GER 88, 5th Jörg Herrmann/Oliver Hyzyk  - GER 219, 6th Dirk Loewe/Sven Hermenau - GER 35 The third race is scheduled for 1200hrs on Wednesday 26.



WORLDS 2012 DAY 5 Santa Cruz Yacht Club, California, USA 23 - 30 September 2012 Day 4 - 26 September 2012 Races 3 & 4 FDs enjoy Santa Cruz Breeze After a shoreside postponement due to lack of wind, boats were released from the harbour in sunshine for what proved to be a great day of racing with a good breeze for the second race After three General Recalls, two with an I flag, the Race officer lengthened the line and pulled out the Black Flag ... the fleet had a clean start! The wind was in the 6 to 10 knot range from the SW. At the end of the first round at the leeward mark Ralph Jambor & Jens Schreiber (GER 135) led with 2nd Dirk Loewe & Sven Hermenau (GER 35); 3rd Kay-Uwe Lüdtke & Kai Schäfers (GER 88), 4th Matthew Mitchell & Kim MacDonald (AUS 66); 5th Paul Scoffin/ Pavel Ruzicka (NZL 145); 6th

Peggy Bahr/Torsten Bahr (GER 19) At the finish, GER 135 retained their lead and GER 88 was second with NZL 145 3rd and GER 35 fourth. Szabolcs Majthényi & András Domokos HUN 70 were fifth. The wind increased to 14-16 knots from the SW in the starting area as the boats returned for the start of race 4. The water was choppy with a swell and although most boats were still


on clew one (on their genoa) as they were going into the first start sequence some changed to clew two and more did so as the wind built and chop increased. The first start of the fourth race was with Flag I but a boat took the fleet over the line causing a General Recall and the next start with a Black Flag saw four boats BFD. With the increased wind strength and crew stretched out the fleet quickly spread out. On the first reach nearly all the boats carried a spinnaker but the second reach which was tighter saw a lot of boats drop their kite after the gybe mark and a few capsize at the mark. Enno Krammer & Ard Geelkerken - NED 26 and Szabolcs Majthényi & András Domokos HUN 70 battled for the lead on the second reach and were well clear of the rest of the fleet. At the leeward mark after the run Kilian König & Johannes Brack (GER 113) had closed the gap. Once ashore competitors and volunteers enjoyed a tasty snack and a glass of beer in the Regatta marquee. Provisional Results - Subject to Protest Race 3 - First 6 to finish 1st Ralph Jambor & Jens Schreiber - GER 135, 2nd Dirk Loewe/Sven Hermenau - GER 35,

3rd Kay-Uwe Lüdtke/Kai Schäfers - GER 88, 4th Matthew Mitchell & Kim MacDonald - AUS 66 5th Paul Scoffin & Pavel Ruzicka - NZL 145 6th Peggy Bahr/Torsten Bahr GER 19

Race 4 - First 6 to finish 1st Szabolcs Majthényi & András Domokos - HUN 70 2nd Enno Krammer & Ard Geelkerken - NED 26 3rd Kilian König & Johannes Brack - GER 113 4th András Süli & David Papp HUN 13 5th Kay-Uwe Lüdtke/Kai Schäfers - GER 88 6th Ralph Jambor & Jens Schreiber - GER 135 1st GER 88 - 13 pts 2nd HUN 70 - 17 pts 3rd NED 26 - 22 pts 4th GER 19 - 29 pts 5th HUN 13 - 34 pts 6th ITA 4 - 35 pts The fifth race is scheduled for 1200hrs on Thursday 27 September.



WORLDS 2012 DAY 5 Santa Cruz Yacht Club, California, USA 23 - 30 September 2012 Day 5 - 27 September 2012 Races 5 & 6 Light winds - Close racing Challenging conditions After a shoreside postponement due to lack of wind, boats were released from the harbour. The competition is hotting up with the first two boats (HUN 70 and GER 88) tied on points after six races and one discard in

the nine race Championship. Race 5 The 43 FDs that came to the start area made a clean start at the first attempt spread evenly along the start line. Some chose to tack off to the starboard side off the course and the rest gradually followed, some tacking up the middle of the course but the .majority going hard right. The SW wind increased gradually to 8 to 10 knots. At the leeward mark first lap Szabolcs Majthényi & András Domokos (HUN 70) was in the lead, 2nd Enno Krammer & Ard Geelkerken (NED 26), 3rd Peg-


gy Bahr/Torsten Bahr (GER 19), 4th Edward Cox & Peter Bevis (AUS 7), 5th Dirk Loewe/Sven Hermenau (GER 35), 6th Dirk Bogumil & Michael Lisken (GER 199). The wind remained in the 7 to 10 knot range. At the end of the run, the first four boats were in the same positions, GER 199 had climbed to 5th and Nicola & Francesco Vespasiani (ITA 4) to 6th. On the final beat the fleet favoured the starboard side of the course and was well spread out. The wind dropped a little. By the finish, ITA 4 had gained another place to finish third, GER 19 slipped to fourth, AUS 7 slipped to fifth with GER 199 holding sixth. Race 6 There was a General Recall on the first attempt to start Race 6. With the Black Flag the fleet got away to a clean start. The promised Santa Cruz breeze failed to materialise and the wind remained at 8 to 10 knots and reduced in strength during the race to about 6 knots. Rounding order at end of the run on lap two was 1st Kay-Uwe Lüdtke & Kai Schäfers (GER 88), 2nd ITA 4, 3rd HUN 70, 4th GER 199, 5th Ralph Jambor & Jens Schreiber (GER 135), 6th Dirk Loewe & Sven Hermenau (GER 35). The wind was holding up to enable the full race to be completed. By the finish ITA 4 had climbed to second place behind GER 88, with GER 199 fourth. Jorg

Herrmann & & Oliver Hyzyk (GER 219) climbed to fifth and GER 19 was sixth. Once ashore competitors and volunteers enjoyed a tasty snack and a glass of beer in the Regatta marquee. Provisional Results - Subject to Protest Race 5 - First 6 to finish 1st Szabolcs Majthényi & András Domokos - HUN 70 2nd Enno Krammer & Ard Geelkerken - NED 26 3rd Nicola & Francesco Vespasiani - ITA 4 4th Peggy Bahr/Torsten Bahr GER 19 5th Edward Cox & Peter Bevis AUS 7 6th Dirk Bogumil & Michael Lisken - GER 199 Race 6 - First 6 to finish 1st Kay-Uwe Lüdtke/Kai Schäfers - GER 88 2nd Nicola & Francesco Vespasiani - ITA 4 3rd Szabolcs Majthényi & András Domokos - HUN 70 4th Dirk Bogumil & Michael Lisken - GER 199 5th Jorg Herrmann & & Oliver Hyzyk - GER 219 6th Peggy Bahr/Torsten Bahr GER 19 Provisional Overall Results after 6 races with 1 discard 1st HUN 70 - 14 pts 2nd GER 88 - 14 pts 3rd NED 26 - 24 pts 4th ITA 4 - 26 pts 5th GER 19 - 30 pts 6th GER 135 - 33 pts The seventh race is scheduled for 1200hrs on Friday 28 September.



WORLDS 2012 DAY 6 Santa Cruz Yacht Club, California, USA 23 - 30 September 2012 Day 6 - 27 September 2012 Races postponed - so ... After Facebook is updated off for some side seeing.




WORLDS 2012 DAY 7 Santa Cruz Yacht Club, California, USA 23 - 30 September 2012 Day 7 - 29 September 2012 Races 7 & 8 After a short shoreside postponement due to lack of wind on Saturday, boats were released from the harbour in sunshine for what proved to be a great day of racing with a good breeze for race 7 & 8. However fog patches wafted through the course and some of the leading boats have claimed redress as they could not see the next mark of the course. Other boats were caught pumping by the Jury which was vigilant during the fog patches. Race 7 After a General Recall, the Black flag was displayed and the 43 FDs got away to a clean start. The 10 to 12 knot SW wind enabled the fleet to quickly disperse across the course. The local sailors went hard right into the shore. During the first lap the fog kept coming and going. At the first leeward mark the rounding order was 1st Szabolcs Majthényi & András Domokos - HUN 70, 2nd Enno Krammer & Ard Geelkerken NED 26, 3rd Andrew McKee & Mathew Bismark - NZL 111, 4th Kay-Uwe Lüdtke & Kai Schäfers -GER 88, 5th Nicola & Francesco Vespasiani - ITA 4, 6th Dirk Bogumil & Michael Liskin - GER 199.


The fog continued to come and go on the second lap. At the end of the run on lap 2, the rounding order of the first five boats was the same. GER 19 had moved up to sixth place.

changed. Most of the boats finished in foggy conditions.

At the finish HUN 70 won with NZL 111 second having passing NED 26 which finished third.

Once ashore competitors and volunteers enjoyed a tasty snack and a glass of beer in the Regatta marquee.

Race 7 Results: (top six)

Race 8 Results: (top six)

1st Szabolcs Majthényi & András Domokos - HUN 70 2nd Andrew McKee & Mathew Bismark - NZL 111 3rd Enno Kramer & Ard Geelkerken - NED 26 4th Kay-Uwe Lüdtke/Kai Schäfers - GER 88 5th Paul Scoffin & Pavel Ruzicka - NZL 145 6th Kilian König & Johannes Brack - GER 113

1st Enno Kramer & Ard Geelkerken - NED 26 2nd Szabolcs Majthényi & András Domokos - HUN 70 3rd Kay-Uwe Lüdtke/Kai Schäfers - GER 88 4th Kilian König & Johannes Brack - GER 113 5th Jan Lechler & Jens Salow GER 100 6th Andrew McKee & Mathew Bismark - NZL 111

Race 8

Provisional Results after Day 7: (eight races, 2 discards)

By the start of Race 8 the wind had increased to 15 to 18 knots and boats had changed to Clew 2. There was a significant chop on the water on top of the swell. A few boats went ashore and did not participate further. Waves and wind resulted in capsizes, boats trawled spinnakers at the leeward mark and the conditions remained foggy. The first six boats at the leeward mark on the second lap were 1st NED 26, 2nd HUN 70, 3rd GER 88, 4th Kilian König & Johannes Brack - GER 113, 5th GER 199, 6th Jan Lechler & Jens Salow - GER 100.

As the last boats returned to the harbour the fog lifted and the sun shone!

1st HUN 70 - 12 pts 2nd GER 88 - 16 pts 3rd NED 26 - 17 pts 4th ITA 4 - 28 pts 5th GER 19 - 39 pts 6th GER 135 - 45 pts The ninth and last race is scheduled for 1200hrs on Sunday 30 September.

At the finish the order of the first four boats remained un-



WORLDS 2012 FINAL DAY Santa Cruz Yacht Club, California, USA 23 - 30 September 2012 Day 8 - 30 September 2012 Race 9 Sun - Good breeze - Superb Racing Conditions! Going into the ninth race second and third places were open as was fifth place and there were only four points separating seven boats any of which could finish sixth! The start was delayed due to various protests and requests for the International Jury decision regarding race 7 to be reopened. The Jury decided that the results as posted after the Saturday Hearing should stand and boats were released from the harbour on to a superb sunny Santa Cruz Bay with about 8 knots of wind and a slight chop. The fleet got clean away at the first start of the day. The wind built during the race as did the swell and chop and the 43 FDs afloat had superb racing conditions. Finally Santa Cruz delivered the promised sailing weather! Nicola & Francesco Vespasiani in ITA 4 secured an excellent start at the pin end but many of the fleet tacked off to the favoured starboard side of the course. At the first mark, Andrew McKee & Mathew Bismark in NZL 111 had established a comfortable lead over the second team - Enno Krammer & Ard Geelkerken in NED 26 who needed to finish in the top four


ahead of GER 88 to achieve second overall. The local team Philippe Khan crewed by Steve Bourdow (USA 1197), Olympic silver medal winning FD crew at the Barcelona Olympics in 1992, used their local knowledge and skill to round the first windward mark in third place followed by the World Champions Szabolcs Majthényi & András Domokos in HUN 70. Down the fleet places were being won and lost, some boats capsized in the Santa Cruz swell which can roll boats in on a reach. By the end of the second beat, the first four places remained unchanged. Nicola & Francesco in ITA 4 was in fifth place and some of the other USA teams were revelling in the conditions with Lin Robson & Adriaan Schmal, sixth round and Tim Sayles & Matthias Kennerknec rounding in seventh place.

Within a hundred metres of the finish Enno & Ard (NED 26) managed to find some extra speed and rolled over Andrew & Mathew (NZL 111) to win the final race and secure second place overall. The second place pulled Andrew & Matt up to 5th place overall displacing Peggy & Torsten Bahr who retired from the race and finished sixth overall.

Philippe Kahn & Steve Bourdow (USA 1197) finished fourth bring them up to 18th place overall. Then there was another tight finish. Lin & Adriaan (USA 36) sailed over Nicola & Francesco

in ITA 4 to finish fifth bring them up to 16th overall. Nicola & Francesco had secured fourth place overall before the start of the race. Final Overall Results after Race 9 net of 2 discards 1st Szabolcs Majthényi & András Domokos - HUN 70 - 15 pts 2nd Enno Kramer & Ard Geelkerken - NED 26 - 18 pts 3rd Kay-Uwe Lüdtke/Kai Schäfers - GER 88 - 21 pts 4th Nicola & Francesco Vespasiani - ITA 4 - 34 pts 5th Andrew McKee & Mathew Bismark - NZL 111 - 47 pts 6th Peggy Bahr/Torsten Bahr GER 19 - 54 pts Race 9 - First 6 1st Enno Krammer & Ard Geelkerken - NED 26, 2nd Andrew McKee & Mathew Bismark - NZL 111 3rd Szabolcs Majthényi & András Domokos - HUN 70, 4th Philippe Khan crewed by Steve Bourdow - USA 1197 5th Lin Robson & Adriaan

Schmal - USA 36 6th Nicola & Francesco Vespa-

siani - ITA 4

Photos ©Richard Phillips are at www.flikr.com/photos/esailor

Szabolcs Majthényi & András Domokos in HUN 70 finished third but had already secured first overall before the start of the race.




Photo’s provided by @Richard Phillips; see more on http://www.flickr.com/photos/esailor




here is where you wanna be christmas 2013 What do you rather want to do? Warm and cosy in your Northern Well here is our one time opporAnd where do you rather want to European house. Or enjoying tunity to sail an FD-regatta durbe at Christmas time. life to the max on the sunny ing Christmas time 2013. beaches of Bonaire? http://www.tripadvisor.nl/Attraction_Review-g147268-d1199379-Reviews-Woodwind_Sailing_Guided_Snorkel-Kra lendijk_Bonaire.html




caribbean championship 2013 Many sailors would like to have an FD-regatta in the Caribbean. For years I have been asked to organize one . And it was clear during the championship hearing in Malcesine that the FD-sailors were in favor of it. Because there are not enough local boats, it has not been possible to have a World Championship in the Caribbean so far. Is that a problem? We Caribbeans don’t think about problems. The weather is much too beautiful for that! So, I am inviting, on behalf of the island and the inhabitants of Bonaire, all FD-sailors and their families for a unique and unforgettable experience. From 27 until 31 December 2013 we will keep the Caribbean Championship Flying Dutchman. Don’t miss it!

Bonaire offers something on top. It is a prime location for diving(would you like to have your PADI-certificate in 3 or 4 days?). And of course also for snorkeling. That Bonaire is special, you also experience as you sail. Tropical fish under your boat and flying fish or dolphins that guide you.

tion of a relaxed but competitive Championship.

Contest Committee The Bonaire-Sailing Foundation and the local club is quite small. But make no mistake about this. The BSaF hosts the internationally visited Bonaire-Regatta. And also organizes many windsurf competitions. Not without reason Not without reason we focus this the Bonairean windsurfers are invitation also to the families of top-professionals. The race offithe sailors. Because even for cials are knowledgeable and exthe non-sailors, Bonaire is a perienced. And especially: the holiday paradise. Especially for club would like very much to orpeople who like (rugged) nature. ganize a good FD-event. There are beautiful hiking trails, breathtaking coasts and nice Race Schedule beaches. Not so many large There is not going to be a boatbeaches as in Aruba. But measurement. Instead we desmaller ones, and more varied. clare to each other that we will And always the most beautiful use only legal sailing gear. We fishes within reach. Step from will do so over a beer/cocktail; Who doesn’t know the tropical the shoreline into the water and under the Sun, close to the images? The blue and clear you will be amazed. Therefore: shore. ocean. Swaying palm trees. And come not only for the sailing but ideal wind: mostly moderate, enjoy the whole island as well. On each racing day the first start occasionally as strong as force is at 10.30 hours. The course 5. The strength depend on how We have scheduled the Caribwill be laid out so that we are close you sail under the shore. bean Championship between back at about 16.00. The But images don’t capture what Christmas and New Year 2013. schedule is focused on sailing the Caribbean is really about: A festive and holiday period. Ex- as well as on relaxing. the pleasant warmth, relaxed tremely suitable for the combinaand welcoming atmosphere. And



27 December

Races 1, 2 and 3

28 December

Races 4, 5, and 6

29 December

Races 7, 8 and 9

30 December

Races 10 and 11

31 December

Special race around the Island “Klein Bonaire” (Little Bonaire) together with the local sailing classes. PAGE 20


social events Sailing on Bonaire is located in Kralendijk at “Kas di Regatta”. The most of the 16,000 inhabitants live here. And here are 23 December onwards 26 December 27 December 28-29 December 30 December 31 December

also all parties and events that the population and guests organize around Christmas and New Year. There is certainly

much to experience all around. Furthermore the following is planned:

Tune-up sailing in the Bay of Kralendijk from Kas di Regatta Registration and Regatta-opening with buffet for sailors and family Races and after the races Taste of Bonaire happening Drinks and snacks directly after the races Drinks and snacks directly after the races + award ceremony with closing party Drinks and snacks directly after the races together with the local sailers(youth)

additional information The travel There are frequent, maritime links, more times a week, between Europe, North-and South America to Curacao. There is daily container transport between Curacao and Bonaire. The containers arrive on Bonaire almost at the sailing location. So there is no need for additional local transportation. Bonaire has its own international airport: Flamingo-Airport. There are daily direct connections with Amsterdam (KLM and Arkefly), in the weekends directly from Atlanta, Houston, Newark, New York and Miami). But it is also possible to fly daily via Curacao (Delta, United, SLM, Inselair and DAE). Tuesdays with Air Berlin from Dusseldorf. With a connecting flight.



Boat transport (Rotterdam – Bonaire-Rotterdam): approximately € 7,500,--per container à € 1.250,--per boat Air travel in the holiday season (Amsterdam – Bonaire – Amsterdam): 1200 € per person Air travel in the holiday season (Miami – Bonaire – Miami):$ 350,- per person Stay (hotel costs, double room): from $ 35,- per night per person Apartment (4 persons): $ 30,- per night per person Food and restaurants: about 20% cheaper than in Europe, local food 50% cheaper.

Therefore: inscribe if you want to join the regatta. Do so before 31 January. After that we will publish the list of potential participants. If there is enough enthusiasm(don’t worry, enough sailors did promis to come), then we open the official registration. The registration is open from now to March 1, 2013. If you want to register, you will have to pay the entrance fee of € 125,-- or $150,--. If there are not enough boats we will send the full entrance fee back. Registration after March 1st will cost $ 50,-extra. Rob Taal, FD AHO-3

Subscribe To anyone who is interested, but unsure whether the event is goThe cost ing to be a success, we have a The actual costs obvious despecial registration process. pends on individual choices. For First we gauge how many peoexample: ple are interested. And then we start the official registration.




entry form FD Caribbean Championship 27-31 December 2013 Bonaire, Caribbean Netherlands Sail Number " : Helm Name " :" Address" Street" "





Zip code"


State/Province": Country "


Phone Number : E-mailaddress": Number of people visiting the championship with you: Please gif indication of dates to help us negotiating sponsoring and best travel and lodging prices;dates between December 21 and January 5 -Crew "



-Others no."



Preferred lodging: Small studio 2 persons"


Apartment Bungalow"



Number of bedrooms

Hotel Seaside Hotel other

Please fill-in, tick and send by e-mail to: rjtaal@tiscali.nl We will confirm and send you as much Travel and Lodging information as possible. Signature:"









bonaire race area




2012 Worlds Technical Report Regatta Inspection The regatta inspection for the 46 FDs at the 2012 Worlds in Santa Cruz was scheduled to begin on Sunday 23 and continue on Monday 25 September, but as the measurement team and many boats arrived early some 21 boats were measured on the Saturday which made the rest of the measurement a relatively leisurely event. The measurement team was lead by John Best as Regatta Inspector with Zsophia checking certificates and regis-

tration and Catherine Best looking after the paper work and producing the spreadsheet on which all the data below depends. Paul Hemker took care of hull measurement and weighing, and his wife Heidi did a superb job of the pre measurement inspection on which the smooth running of the system depends. We were fortunate to have Tanya Heijink and Nettie Van Der Valk volunteer to measure sails, and they did an excellent job. This leaves Tony Lyall and I who measured masts and foils.

There were 4 Aluminum masts (a Proctor, a DeHavilland and two Goldspars) and 42 Carbon masts (11 Avant Garde, 10 C Tech, 7 Southern Spars, 5 Forte, 5 Selden, 2 Pauger, a Ballanger and a home made). A rather large number of masts came in needing the bands to be painted on but only one which needed surgery as they had not understood the FD Genoa halyard rule. Only two masts had a 2:1 Genoa halyard arrangement and both were legal.

2:1 Genoa halyard system on NZL 145. The extension of the luff wire is well within the 5 mm tolerance of Class Rule 38

There was some discussion about the current carbon masts breaking and that the class should consider increasing the mast weight but the Australians and new Zealanders said that there masts, which were 7.5 kg so needed corrector weight, stand up in 25 knots and it is only if the lowers are not set that one has problems. In fact the only mast that broke in Santa


Cruz did so at the gooseneck and this was put down to over tightening the vang without the lowers on correctly, and this break could easily be fixed without any effect on the performance of the mast. In view of this there seems to be no reason to change the minimum mast weight of 8.5 kg. It did however turn out that many masts had shroud rollers and compass

brackets which were difficult to remove for weighing. These items are not part of the mast as defined in the ERS and so it is proposed (although not yet approved by ISAF) to change rule 58 to read:



2012 Worlds Technical Report

58. The weight of the mast (excluding trapeze hooks, shroud length adjustment systems, and baby stays, but including a compass bracket and shroud rollers of combined maximum less than 400g)) shall not be less than a minimum of 8.50 kg. Mast corrector weights of lead shall be permanently attached to the mast above limit mark (band) No. 1.


The compass bracket can be mounted on either the mast or the hull and will then be part of the weight of the mast or the hull, but not both. The compass itself will no longer be part of the weight of either the hull or the mast, but with the use of the modern TackTick compasses this makes almost no difference. It is not intended to weigh the shroud rollers and compass bracket during inspection and

the 400g limit is included just so no one is tempted to use excessively heavy ones and reduce the mast weight. Note however, that the trapeze hooks are part of the hull weight and are not included in the mast weight.



2012 Worlds Technical Report It was interesting to note that a surprising number of rudders and centreboards did not fit the class jig that Cle made and which we have used for the last 50 years. This meant that they had to be compared with the Mylar plan, a somewhat time consuming process which showed most to be class legal. After this many years, and travels around the World, it maybe time to check that the jig has not been damaged, or better still to build a lighter new one. Again there were discussions about including the weight of the blocks attached to the centreboard. If the block is bolted to the centreboard it is part of it, but in principle if it is shackled on, it is not. This is somewhat unfair, and a nuisance during inspection, so it is again proposed to change class rule 50.2 to: 50.2. The weight of the complete centreboard including bolted or shackled on blocks of maximum combined weight of 300g, must not be less than a minimum of 5.50 kg. This leaves the sailor the option of leaving the blocks on the hull, or attached to the centreboard, but of course not both. While on the subject of rule changes it is proposed that Class Rule 113, equipment limitation now apply to all FD World and European Championships, as it has done for many years, but removing the requirement for it to be specifically stated in the NoR and SIs that it shall apply. This requirement will however still apply to all other regattas, that is unless it is invoked by the NoR and SIs there is no equipment limitation for all but World and European Cham-


pionships. The ISAF RRS Rule 54 states: Forestays and headsail tacks, except those of spinnaker staysails when the boat is not close-hauled, shall be attached approximately on the boat’s centreline. In order to keep the forestay from being rolled into the Genoa, or to interfere with stowing the spinnaker now that the spinnaker chute is very close to the Genoa tack, the forestay on most modern FDs is clearly not on the centreline, and this is obviously done on purpose for good reason. It is therefore proposed to clarify the interpretation of “approximately” by specifying in class rule 63 that “The position of the forestay shall be forward of the luff of the jib and within 200 mm of the centre line.” The sails used came from a variety of sail makers as listed below. The main problem encountered during sail measurement was that some mainsail top battens were too high, but these could easily be rectified.

Sail maker

1996 and the Olympic era boats that are still going strong. This suggests that the Old boat trophy demarcation line should be set at 1992! The hull weighs, including correctors, ranged from 128 kg (so had to add 2 kg) to 142.5 kg. There were 23 Maders, 7 Lindsays (which demonstrates their solid construction), 5 Bogumuls, 2 Hazelgroves and one each of Cookson, McKay, Dubdam, FES, Herman. KDV, Scoffin, Pacific and Steingross, so a wide variety of builders but still half the fleet built by Leonhard Mader. During inspection one hull was found to have metal plates (lead) under the double bottom and although hull corrector weights of maximum 15 kg are allowed by class rule 42 they “must be permanently fastened to the underside of the deck, forward of the mast, be easily visible and stamped by the measurer.” ISAF clearly state that lead shall be interpreted as corrector weight, and not strengthening or a fitting, thus this hull was judged to not be class legal and its certificate


Main 25 12 4 1 1 1 1 1 Genoa 51 20 7 1 4 2 1 1 1 1 1 1 Spinnaker 24 13 4 2 2 1

The FD hulls ranged in age from was withdrawn until such time brand new Maders delivered for as these metal plates are rethis regatta to a 1961 beautifully moved. restored Dubdam sailed by Gregory Whiffen. It is interesting to see that the hull ages form two groups, hulls built since



2012 Worlds Technical Report

The ages of the boats at the FD Worlds in Santa Cruz, from new to a 1961 Dubdam. However, the boat had a valid certificate and measurement form and the owner bought it in good faith, and so with the recommendation of the measurement committee the boat was

granted a dispensation by the ommendation of the measurejury to sail in this regatta only. ment committee the boat was granted a dispensation by the However, the boat had a valid jury to sail in this regatta only. certificate and measurement form and the owner bought it in good faith, and so with the rec-

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2012 Worlds Technical Report

The weights of the FD hulls in Santa Cruz, including correctors. The one hull that had to add 2Â kg was a 1986 Lindsay, while the 143 kg hull was a 1985 Mader. The helms ranged from 24 to 71, average age 50 years, and the crews from 19 to 61 with average 43 years. 16 boats had crews with combined ages over 100 years, the maximum being the Rutten brothers at 123 years and still going strong, I cannot remember an FD Worlds without them. Competitors and National Secretaries meetings A number of important topics of a non technical nature such as the location and dates of future championships were discussed and are dealt with elsewhere. With regard to technical matters the rule changes


proposed above were presented together with other changes in the boat which have in the past been suggested. These included Mylar sails, a non starter at least for our Genoas, a square top mainsail which would completely change the look of the boat, a loose footed mainsail which would allow cheaper booms, and freeing the rudder outline. The general consensus was that none of these changes would make a material improvement in the boat and when it was suggested that the Flying Dutchman is the classic high performance upwind dinghy and that we should maintain that image and leave the boat alone rather than

try to outskiff the skiffs this was met with a standing ovation. However, immediately after that Edward Cox suggested we should consider a bigger spinnaker and this proposal met with considerable support, a show of hands suggested 50% in favour. It was therefore suggested that Edward and Killian should conduct some tests with 505 size spinnakers and write an article for the Bulletin. This was a topic of interesting discussion during the week with some very enthusiastic supporters but also many more conservative sailors expressing doubts.



2012 Worlds Technical Report

The age distributions of the FD sailors in Santa Cruz. Bigger Spinnaker In the Olympic era of the FD the The argument put for- spinnaker as a smaller then the ward for yet a bigger spinnaker present FD spinnaker, see table. on the FD is that for the class to grow and continue to have active racing fleets we must attract Comparison of FD and 505 Spinnaker dimensions new younger sailors into the Dimension FD (old) FD 505 class and for this we are comJib hoist height 5250 5250 4750-4648 peting with the skiff classes with Spinnaker Hoist 5350 5750 5955-5044 their huge asymmetrical spinnaPole length 1850 2500 2516* kers, but perhaps more importantly with the 505 class which Leech length 5000 5500 6000 despite its less stable hull form Foot median 6100 6600 7096 has a significantly larger spinnaFoot length 4500 ker than the FD. We have a Mid foot width 1880 2050 number of sailors who sail both Half Width 4500 classes and are thus in a much Upper width at 2750 from head 3950 better position than I to make the comparison and I hope they Half upper half width 2000 will respond with advice to the class.




2012 Worlds Technical Report In 1993 the class adopted the present spinnaker and changed the spinnaker pole length to be the same as the 505 pole. Note* the 505 class measures the extension from the mast and the FD the overall pole length hence the 16 mm difference. Initially there was significant resistance to the introduction of this bigger spinnaker but it is now generally agreed that this spinnaker lifts the bow and improves the handling as well as the speed of the FD. Since then the 49er and other skiffs have emerged with their spectacular asymmetrical spinnakers and downwind speed to attract young sailors, and the 505 has also increased its spinnaker size, so the question is should the FD do the same? There are many factors which should be considered in such a decision. 1) A longer spinnaker leech length implies that either the spinnaker pole mast attachment is lowered, say to the gooseneck and that would not be a major problem, or the spinnaker hoist height is raised which would require extra support of the top mast. We have already seen the introduction of the mast puller to prevent the mast inverting on a spinnaker run and introducing a new design of carbon mast to accommodate a higher spinnaker hoist height is I suggest unacceptable on a cost basis. However, the 505 class, which still uses aluminum masts, has solved this problem by using the trapeze to support the upper mast downwind. The trapeze wire is rigged at the spinnaker hoist height, see photo of 505 mast, so with the crew on the wire and aft downwind the trapeze supports the upper mast.


There are twing lines on the trapeze wires which pull them into the hounds upwind so the bend characteristics of the upper mast are not affected on the wind. Edward Cox has suggested that he could add a carbon fairlead and trapeze anchors higher up his present mast (no holes) and test this rig on the FD. 2) Lowering the pole to the gooseneck would bring the Tack of the spinnaker much closer to the luff of the Genoa on a three sail reach, and so the suggestion would be to lengthen the pole. However, the present FD outer point distance is 2840 mm and most booms do not extend much beyond this. I order for the pole launcher to function the spinnaker pole will have to be shorter than the boom, which in the absence of a new boom, means that the spinnaker pole length would not be greater than 2800 mm, i.e. only a 300 mm extension which is hardly worth while considering the cost. So it is suggested that the spinnaker pole length not be changed. 3) A bigger spinnaker would mean buying new sails as just adding an extra panel to existing sails was tried in the previous spinnaker size increase and found not to produce a fast sail. It will also require longer sheets and halyard, and probably a stronger pole even if the length is not increased. 4) It would be possible to change rule 113 to allow two spinnakers as was the case in the 1980s when some FDs had double launcher chutes with a running and a reaching spinnaker. The present size spinnaker could remain an option for heavy air and the larger spinnaker for lighter conditions, but this would lead to everyone having two spinnakers and a significant in-

crease in cost. 5) The longer luffs and extra cloth in a bigger spinnaker will require modifications to the retraction systems. Either a system which pulls the spinnaker much further aft or a double patch system with a larger diameter chute. Even some of the present fleet of FDs, which were designed for the Olympic era spinnakers, have chutes only marginally big enough for the present spinnakers. 6) Using the present spinnakers was problematic on the tighter reaches in Santa Cruz, especially for the lighter crews and the ladies, so although a bigger spinnaker would appeal to the young and athletic crews on the reach it may very well prove unmanageable for the average weekend FD sailors, although the photos at the Gybe mark may be spectacular! The triangular courses would need to be rather deeper than at present. 7) A bigger spinnaker would change the sailing of the downwind legs. With the increased speed and the crew on the wire to support the mast the downwind angles would be significant and downwind gibing would become de rigueur which would significantly change the nature of the racing.



2012 Worlds Technical Report However, the proof of the pudding is in the eating and so it is hoped that Edward Cox and Kilian Konig will conduct trials, initially with a 505 spinnaker to minimize costs, and prove that this will increase the attractiveness of the FD and grow the class. The FD is a development class and should always, as in the past, be looking for ways to increase the performance of the boat but with the best interests of the FD sailors in mind. The Technical committee encourages such trials and looks forward to the promised article on the results, at which time they will be evaluated and presented to the executive committee. It is hoped that this


a new generation of


article will stimulate a lively discussion on the FD forum and elsewhere so that we have as wide a base of opinions as possible from which to move forward. P e t e r, P a u l a n d J o h n 10 Oct 2012 IFDCO Technical Committee


Flying Dutchman



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Vintage Yachting Games Who am I to criticize? After been given a wild-card to go to the VYG 2012 misfortune hitted the van, so we couldn’t make it. Overlooking the entry-list the editor thinks a discussion is in place if the IFDCO should continue this project. The VP-communication will bring this subject into discussion at the 2012 AGCM.

fication races for the countries they represent. On the other hand it’s a huge, impressive and well staged event represented by most former Olympic classes. Who adopted and support the VYG-event. It also represents the spirit of the boats-park as it was in the old days. Visited and sailed by the ‘old day‘ legends and sailing heroes. Luckily these negative When I was a young sailor a consumed every bit of Stuart thoughts are disrupted by a Walker’s printed work about representative on the scene. the game of sailing. Now, I He wrote down an impreswas actual standing shoulder sion. to shoulder with him. I even Thanks very much, Henry. could speak with him .... I also ran into a Tempest In 2008, the penultimate Olympic year, the VYG- sailor who in the middle of our conversation told me, event was launched. For the without getting snobbish, ignorant once: the event that he as crew sailed with launched then was to be the Albert Batzil and lifted the sailing event for ex-olympic FD-world champion crown class boats in the sequence and tradition of the Olympics. twice. During the event meals, happy hours and dinSo the 2012 edition was the ner conversations winded 2nd one in this sequence. down memory lane and I was part of it. The event was, when 1st organized, a success alAbout the sailing. The ready. This years events suc- number of boats are smaller cess was bigger and the as they are usually. That as event matured. The sailing an outcome of the possibility was attractive. But also the atmosphere and the after sail to attend with 2 boats per country max. But since the were terrific. Rudy I pay you attendants are representing and and your team respect their countries as best perand gratitude, therefore this article and thumbs up for the formers the racing is very close and competitors don’t next round in Weymouth give each other an inch dur2016. ing the races. In the FD-class this fact is The VYG represents a shown by looking at the reunique atmosphere. On one sults. In six races 4 succeshand it’s very intimate, because of the group of sailors sive boats won a race. Sadly attending, after sailing quali- amongst them no Germans or


Dutch showed up. The one Dutch-team on the entry list didn’t show because their misfortune at Kiel. The event was won by AUT39, 2nd came AUT38, 3rd ESP6. The DutchCaribbean team AHO-3 came 4th (see the Caribbean Championship article on page 32). Dear men/women FDsailors of all countries: “You missed out this years sailing event of legends and legendary classes. So think twice in the next four year if you want to miss this event once again. According to my opinion the VYG is a great event. And for your information the next one will be in Weymouth in 2016. The PR for the next venue is already spread by this years Olympic games. So you better show up next time ...... Henry Koning AHO-3.

note from the VP-Communication: The opening line stated: Who am I to criticize? I think the event needs discussion and re-evaluation as IFDCOevent. Given Henry Koning’s story the event is a FD-worthy event. Please express your thoughts and comments on this event on the FD-forum. Ronald Stalman



CARBON MASTS - AN AUSTRALIAN PERSPECTIVE Since innovation and development is in the DNA of the Flying Dutchman it’s always nice to have technical reviews in the Bulletin. On page 29 you could already see that Kilian Konig GER113 and Edward Cox AUS7 are going to conduct trials with a 505 size spinnaker. So with this experiment developing the carbon-masts are maybe to be reviewed. - STORY BY EDWARD COX At the 2012 Worlds in Santa Cruz it was decided that there should be a review of the existing carbon mast rule and to consider future improvements. To start the discussion this is the Australian experience. Australian sailors are predominantly using C-Tech masts, with a few CST, Forte and a Southern. The more recent C-Tech masts tend to be stiffer, which is the trend. AUS 33 has very successfully added additional carbon to a standard Forte mast to stiffen the bottom end, with much success. AUS 7 and 37 both used slightly stiffer C-Tech masts at the 2011 worlds. Of greatest interest for present purposes is that in Australia there have been no mast failures, other than an experimental rig.

One explanation may be the approach to fitting out carbon rigs. AUS 7’s experience of having a new C-Tech mast fitted out by a large European manufacturer with a new boat in 2009 tends to support this. The rig fitted out in Europe was using the same techniques as an Aluminium mast. All fittings were riveted, no additional reinforcing had been added to support fittings and there were excess holes in the rig. Over time various fittings failed and minor repairs were affected. Gradually we changed the mast fit out by adding a sleave at the hounds, adding extra carbon under fittings at high load areas and removing riveted on fittings where possible. The mast is still competitive. In contrast three identical C-Tech rigs fitted out by Australians in 2007/2008 have had no problems despite much abuse. It seems that a little bit of extra carbon reinforcing and a slightly different approach prevents failure in the long term.

At both the 2011 and 2012 worlds I spoke with a number of sailors who had broken identical C-Tech masts. This made me wonder whether perhaps different approaches to mast fit out might explain the failures. Alex Vallings at C-Tech confirmed my suspicions to some extent. His Anecdotally there are suggescomments were: tions from European sailors that masts are failing too frequently - That rivets are generally undeand the rules may need review. sirable because they intensify In what follows, the Australian the stress around the hole. Reexperience suggests that some inforcing around holes is generfailures may relate more to fit ally good practice, but even then out than to mast design. For care must be taken when drilling instance, if both European and not to blow out or damage the Australian sailors are using iden- fibers. tical sections why might more fail in Europe? Allowing for fleet - Generally it is very difficult to size and conditions the number avoid damage to the mast with of failures ought be similar? normal drills and it is better to


minimize the holes and their size. In part the explanation for Australian and New Zealand masts being fitted out differently is that in both countries there is a strong skiff culture and most skiff classes have been successfully using carbon rigs for in excess of 15 years. For example, in the 12 foot skiff class it was not unheard of for 10 year old carbon masts to still be in competitive regular use. In large part this was a consequence of a different approach to fit out and maintenance than that used on aluminium masts. The lessons of those classes and the techniques used have flowed into the FD class. My summary of the Australian approach to fitting out carbon masts is as follows: 1- The number and size of holes in the mast should be minimized. Thus where possible, rather than riveting metal fittings it is better to use custom carbon fittings which can be laminated on with additional carbon. Fittings under high loads, like the goose neck and spreader bracket, should be carbonned on. This adds strength to the mast rather than weakening the mast by drilling extra holes. 2- Extra reinforcing under fittings and at high load areas should be added. 3- At the hounds a small sleave may be desirable because holes are unavoidable for the forestay block. 4- Rivets should be avoided as the process can damage the carbon tube in compression. Tapping and screwing was preferable.



CARBON MASTS - AN AUSTRALIAN PERSPECTIVE This approach was recently adopted with a new C-Tech mast in 2012 which fully rigged with all fittings and halyards was only 7.5kg before lead was added at measurement. An example of the approach can be seen in the carbon spreader bracket, goose neck and lower attachment. No holes are drilled in the mast and the mast is not therefore weakened in the fit out process. Similarly the smallest possible hole is used for halyard exit points. The lowers and trapeze lines were attached without creating extra holes.

quirements. Under the existing 2500mm centre of gravity rule, it is permissible to have lead correctors at deck level and still comply with rule 58. So affectively a lighter mast can be built under the rules and all rule 58 achieves is a constant overall boat weight because excess weight can simply be attached near the mast base. With the use of high modulus carbon and weight saving in the rigging (through lighter fittings, lighter rope with outer cores removed and rigging using PBO or carbon) it remains unclear how light a mast could be fitted out before the balance point rule would be exceeded. The FD class may want to consider how in the future rule 58 operates. At present the rules may not discourage light masts, but only mean lead correctors are placed near the mast base.

the mast’s make, age, where it failed and the conditions be provided. Details and photos can be emailed to Edward Cox (eghcox@16wardell.com.au) or posted on the forum. If sufficient feedback is received prior to 1 April 2013 a further article collating the results of information submitted will hopefully be available for discussion in Hungry. Issues which may be appropriate for review include the following: 1- Whether 8.5kg is an effective and desirable weight limit? Should it be lowered or increased? 2- Should the position of the centre of gravity be changed from 2500mm?

3- Should the rules provide a limit on the maximum weight of On the other hand simply addcorrectors which may be added ing more carbon to existing mast to a mast? designs to build them up to weight has three consequences. 4- Should there be a change of First, on existing section diame- the position rule for correctors? ters extra carbon will change bend characteristics. Second, if 5- Should there be a limit on the masts were build up to weight use and/or amount of high whilst maintaining the same modulus carbon, or other matebend/stiffness by adding weight rials, permitted? the diameter would need to be thinner. Third, the cost of the extra carbon and labour in the build process would increase costs. One estimate of this cost was approximately US$600 per kg of additional carbon added to the mast. In this context it seems to me that the existing weight of 8.5kg is comparatively high for modern carbon rig construction. A number of masts at the 2012 worlds had weight attached at deck level to meet measurement re-


At the competitors meeting of the 2012 worlds it was suggested that there be a review of the existing carbon mast rule and how it is working. To this end could sailors please provide feedback on prior mast failures, both complete and partial failures. If possible could details of



Dr. Gizmo Starboard! Port! Dr. Gizmo’s Chat Corner No physics this time but a bit of lighthearted linguistics and etymology. It is a source of perpetual confusion; when racing, sailors from all countries who claim the right of way, chase their competitors away by loudly shouting: “bakboord, backbord, baborde, babordo”, or any other term with a similar linguistic root. Sailors from all countries, that is, with the exception of one: the British. Our friends from the Albion stubbornly exclaim:”starboard!” when sailing on the priority-tack. Why do they use the opposite term? Simple, because they are British. Inhabitants of these isles simply cannot resist doing the exact opposite as the rest of the world; they drive their motorcars on the wrong side of the road and not even the natives can make any sense out of their ludicrous system of weights and measures: How many Gill’s of liquid constitute a fluid ounce? Why are there 14 pounds to the stone and 112 pounds to a hundredweight? Never mind the total confusion, at least it is a uniquely British confusion. Obviously, in ango-saxon thinking, different simply means better. Seen in this light the confusing starboard-port mix-up introduced by our anglophonic friends is but a logical, and minor, inconvenience.


But this is not an article about British idiosyncrasy so let return to the real subject: the origin of the terms starboard and port (or bakboord etc.). How did they originate? Let us first consider the name for the right side of the boat: stuurboord (tribord, estriborda etc). Originally it is a Dutch term of course, as most things nautical, but adopted in almost all languages. The etymology is the following: in the old days the rudder was not mounted at the center of the transom but rather on the right side of the boat. This is still the case for example on a venetian gondola, in which case the oar also has a propulsional function. The choice for the right side is an obvious one as most people (including the English, like it or not) are righthanded. This etymology is undisputed.

docked, and consequently loaded, on the side opposite to that at which the rudder is mounted. Laden board was later shortened to ‘larboard’. It was soon realized that this name was too similar to starboard and therefore confusing, hence the introduction of the present-day name port (clearly, if the rudder is on the right, the quay or port is to the left of the moored vessel). So there you have it: the only term every introduced into nautical language by the British was thrown out by themselves. Perhaps this explains why the English erroneously refer to the bakboord-tack as the starboard-tack. They simply do not want to be reminded of their own stupidity.

So how about bakboord? Surprisingly, most etymologists think this term is of English origin. Obviously, if your rudder is mounted on the right side of the boat, you tend steer with you back facing the left side. Hence, ‘back board’. This sole addition to nautical parlance by the British was adopted all over the world but abolished in England itself, in favor of ‘laden board’ (loading board). The latter refers to the fact the ships are



boat-parts fibre specialist, introducing ... Next to FD-sailing the class is a network as well, according to the editors. So, after asking around who was interested in using the Bulletin as a platform, we start to interview people with interesting hobbies/ businesses next to FD-sailing. Here is ...

details made in epoxy infused carbon/glass/foam composite. During this period I started producing some boat parts for my FD (NED334), like a mast! About the process of building a FD mast I wrote on

Show us some products ... You can find some of them on my still amateur looking blog.  

the forum some years ago. http://www.fdbulletin.org/for um/phpBB3/viewtopic.php?f =8&t=102 ) . Sometime after I finished my studies it was time for me to do something with this medical knowledge I gained. I am a PhD student in medical research right now. But I never stopped liking to produce boat parts. That’s why I still design/produce parts. Make composite solutions....

http://carbonboatparts.word press.com/

Klaas van der Spek (29)

Sailing FD since ... 2003 Your a fibre specialist, tell us about fibres and your knowledge ... I started studying marine engineering some years ago, but I found out that not just the engineering process had my interest, so I swopped career and started studying something medical while I was working on a shipyard in production. The shipyard I worked at produced one off light weight parts like canopies and radar mast for luxury yachts. Big structures, with lots of small


This is professionally ... Not really, more like a hobby still.

Tell us about the products ... Their all specifically designed and produced for two purposes, optimising boat speed and boat handling. Future developments ... Everyone is welcome to share their ideas, I’ll be happy to see if I can realise them. How can people contact you ... k_vanderspek@hotmail.com or by phone +31641814811



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AGCM communique Due to many General Committee members absence in Santa Cruz the normal procedure of meeting during the worlds didn’t happen. Since an annual meeting is stated in our Rules and the restructuring process couldn’t have anymore delay we met in Abcoude, the Netherlands, on the 10th & 11th November. Present were all Executives, Zsofia Csanda as the commodore of Eastern Europe, John Best and Tom Greten as Restructuring Committee members, Tony Lyall as an observer.

Treasurer report 2011 and budget discussion 2012 - 2013; Commodores Reports (only Zsofia Csanda was present, all did sent reports and notified their absence); Competitors Hearing/Forum (Altea and Santa Cruz); National Secretaries Meeting; Event Dates.

Bye-laws As already mentioned by Alberto and Peter Hinrichsen in this Bulletin. We reviewed them, revised them and finally agreed on the, draft so far. In the next weeks the typo’s and last brought up items will be inMeeting once a year formally and face to face means there serted. After a last evaluation then by all of us they are finished. Imis an enormous agenda, much to discuss, so getting the work done in plementation of the revised byelaws is dated 1st of January 2013. one day is a challenge. This year This is agreed by the GC. that was undoable because of the discussion of the bye-laws Peter Hinrichsen will point out all changes. the changes in a posting as soon as the last changes have been done. Discussion list Remarks on the 2011 AGCM MinVoting utes; This means after 60 years as Not listed items on the agenda; Olympic and International Class Report approval (all were apmembership will have to vote our proved);


Executive Committee members. An immense change in our history of the class. Hungary At the 2013 Worlds there are 3 vacancies occurring. - General Secretary; - V-P Technical; - V-P Development (meaning the representative of the small countries). The procedure for your candidacy will be posted on short notice. But if you have interest in joining the management this is your chance. Follow the website and all the news on the change process on the website. We as the General and Executive Committee are pleased that we have been part of this change of management style as a group.



famous last but not least words WORLD CHAMPIONSHIP 2013 24 May - 1 June EUROCUP EVENTS TO COME

FD Legend ...

ALTEA, March Worlds 2013, May Kielerwoche, June Dutch Open, September Italian Open, September German Open, October http://www.sailifdco.com/ events/upcoming/ LATEST NEWS http://www.sailifdco.com/ BULLETIN ONLINE Homepage Documentation

Issue 160 is the next IFDCO-Bulletin - Eurocup 2012 stories

online till June 2013 www.sailfd.org

- AGCM report - worlds 2014 and 2015 information


60 1953 - 2013 !




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FD BULLETIN 159 (webversion)  

December 2012 issue

FD BULLETIN 159 (webversion)  

December 2012 issue

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