Posts Tagged ‘Class 40’
Michael Hennessey and Tristan Mouligne hit up the the irie-est race in the world aboard the Class 40 Dragon. Results here, and more info on the Pineapple Cup/Mo Bay Race on the SORC Facebook Page. Nigel Lord Photo.
Here I sit on the beach of the Secrets resort next door to the Mo Bay Yacht Club, watching my boat sail off across the horizon towards the western tip of Cuba, musing what marketing genius thought it was a smart idea to call a resort “Secrets”. Is there really that big a market for illicit affairs that they need 800 rooms and a full resort for them? Or does ‘Secrets’ refer to the secrets that couples keep from one another; things like, “I’d rather be on that boat, eating freeze dried pasta and shitting in a bucket, than sitting on this white-sand beach?”
It really is a nice resort. A collection of buildings, pools and beach that is hermetically walled off from the real Jamaica by concrete, iron, and security guards. Plush rooms, plush towels, plush seat cushions. The days seem to be centered around the tidal movement of people from food to beach to bar to food to pool to food. Its a lot like what I would imagine a very nice cruise ship to be, but with trees, no kids, and apparently, lots of Secrets. And I’d rather be on the boat.
Delivery crew Dan Valoppi and Kyle Hubley flew in yesterday and shoved off this morning, delivering Dragon back to Charleston. A good number of boats departed yesterday, Oakcliff bound for Antigua and the C600, then Amhas and Miss Maris for Charleston. Dragon will likely catch Miss Maris tonight, and then everyone will end up tied up in Lauderdale around Tuesday as they sit out a low that is going to fill in south of Hattarras. Other than the stopover, it looks like a run down the Caribbean, a short motor off Key West as the wind flips around and then a reach up the Keys. It’s delivery mode, so they have books and music and long naps to look forward to.
This was my second time sailing the Pineapple Cup/Jamaica Race, and it is still my favorite race. The course is unique and just long enough to feel like an ocean race. The vibe is low-key fun, warm hospitality and a welcome relief from the cold that has the Northern climes’ balls in its icy grip. We woke up on race day knowing that it was going to be an ‘athletic’ start, with most of us holding off our departure from under the bridge to spend as little time as possible being whipped around in the pre-start. We already had our main loaded and our trinquette (staysail) plugged in before leaving the dock, so it was a fairly simple matter of slapping our way out of the breakwater and getting far enough the beach to know what the wind conditions really were all about for the first part of the race.
Which was a very, very shy reach. Or rather, close hauled and fetching on port tack (ok, 55 degrees TWA in 25-30) with two full tanks of water ballast. The start was uneventful for us, not so much for a few others that had some issues getting their headsails under control. But the rust was showing, and it took us a good 2 or 3 hours of tweaking before we really got the boat moving close to its polars. In that time, we fought off Oakcliff but let Amhas pick up a couple of miles on us. The sea state coming across the Gulf Stream was a mess, with short steep waves coming from almost every direction until we got across.
Our bigger mistake was footing off a bit too much, ending up South of our first mark, Great Isaac. So when we got there around midnight, we ended up having to put a 3 mile tack to the north – something none of our competition had to do. Silly, stupid mistake on our part, followed by a much bigger one when I accidently auto-tacked the boat, and in doing so, dropped the bagged A2 in the water. Those bad boys get massively heavy when they get wet, and I still have the bruises from the lifelines where I leaned against them to get the kite back on the boat. Then, proving that I am much less smart than I think I am, I managed to auto tack the pilot again an hour later.
Those three mistakes set the table for our entire race – a bummer, because we really didn’t make any more for the remaining 800-odd miles. But the first three mistakes put us behind Amhas by a good 15-20 miles, with the wind clocking the entire time. Once we got past Issac we were able to put a bit more South in, and then more once we got past Stirrup, but the entire time the wind kept clocking forward which kept us on the wind and going slow. Meanwhile, the boats in front of us were able to get a little bit of cracked off sailing across the top of the Bahamas, and then once they got past Eleuthra, onto a full-on blast reach for five hours while we were still tight on the wind – translating into a 30 mile lead by the time we were able to crack off. And when we got to the corner on Saturday night, the wind had already clocked forward, so while we got a reach, they’d had a broad reach. It was a rich-get-richer story, most notably for the near record-setting Shockwave, but also for Amhas, Renegade, Vortices, and Oakcliff.
Down the east side of the Bahamas, it was a decent reach but never far enough back to get a code sail up. The wind settled a bit at 18 to 25 and as a result it was a very wet ride, by the light of a giant moon that had just started to wane. By Sunday morning we were down to the bottom of Cat Island – we chose to take it to the outside – then we had more wet, fun near-reaching through Sunday and into Sunday night. Demonstrating how much better that point of sail is for high-stability Class 40s compared to conventional boats, we managed to erase a 15-mile lead that SC52 Renegade and J/145 Vortices had and pull in front of them by early on Monday morning. This was as we approached Cuba, and judging from the thundercells building in the moonlight, we knew we were going to get plastered. Nighttime cells in the Caribbean are always interesting; with too much wind on the edges and no wind in the middle and all of it shifting over 360 degrees.
That, however, was not really the bad news – which, instead, was a big shift on the other side. We managed to get enough breeze to pull us within 2 miles of the eastern tip of Cuba by 7 am, but then the breeze shut off for 3 hours before it filled in from south west. Seriously… we had been upwind for 550 miles only to literally reach the part of the course were we would make a 90 plus degree turn to the west and we end up with a wind shift that put the wind blowing straight out of our destination. Meh.
The tracker showed Amhas and Oakcliff as having gone South into the Caribbean, and the forecast called for less breeze down there. We were going to get no leverage out of following them, so we decided to rock hop down the Cuban coast. In the end, they got about the same pressure that we got, and the tactic did not yield any meaningful results for us, but we did get to have a full day of sailing along one of the most beautiful coasts I have ever seen. Well worth the price of admission, and something that maybe a lot more Americans will be able to see soon. Throughout Monday, we continued to play tacking games with Vortices, the one boat that followed our lead down the coast. Not surprising for a J145, they pointed a hell of a lot better than us and gradually legged it out in front of us.
Monday night gave us a chance to get to know our American servicemen as we ended up within two miles of the base at Guantanamo Bay. The boys at Gitmo were unamused at our proximity to their exclusion zone, and they let us know via in no uncertain terms via VHF. I suspect that had it been daylight, they probably would have paid us a personal visit.
Tuesday morning saw the sun rise behind clouds, and saw the breeze clock back to the East, freeing us to finally make some better VMC towards Montego Bay. That continued to midday, when we had the front move through, the sky clear and the wind shift back to the WSW. Yet another solent reach, and we started to chip away at the 14-mile lead that Vortices had built on us. We caught one last tack to the West and then banged the layline from 80 miles out. In an effort to keep up boat speed, Vortices footed off to below the finish line, while we were still making a knot on them, drag racing to the finish. We thought for sure that we had them when they got to the beach a mile or so east of the finish line, but somehow they got lifted at the same time they went into some magical high point mode and they just pipped us at the line.
After a short motor to the dock (did I mention, free dockage?), we were met by our host family carrying a bucket of ice cold Red Stripe…at 3 Am in the morning. I think it is that moment that best shows what this race is all about. Jamaica is one of the most hospitable places anywhere in the world, and the members of the Montego Bay Yacht Club may be the best of all. The restaurant stays open all night as boats arrive, every boat gets a host family that helps out with anything that might be needed, the members staff all the finish line duties, and they throw a cocktail party or dinner for the week of arrival to make sure that you have a chance to hang out and tell tall tales of your seafaring adventures. It is the warmest, nicest bunch of people that I have had the chance to meet in sailing.
The Ocean Racing Anarchy thread on this race started out with a question about the state of this race and its relatively small size this year, and it’s a good question. The state of big boat racing in Florida, the longsuffering economy, and the RORC C600 have all conspired to pull a number of boats away from the bi-annual Jamaica Race. Couple that with – let’s face it – a weak marketing and communication effort over the past few years, and what you have is a decent little fleet – but not what it could or should be.
The reality is that the eastern Caribbean winter circuit is very enticing, but it is also a huge commitment of time and money. In the meantime, the (hopefully) imminent opening of Cuba should create an opportunity to build a mid-Caribbean circuit of three or four races that could follow Key West Race week and offer a lower cost, easier option to get winter racing in awesome waters. I know there are some Anarchists working towards this end, and that the Montego Bay folks are keen to figure out a solution, and I look forward to seeing what they come up with.
I can confirm that the miles down here make it a lot easier to get through a cold winter, and while the Eastern Caribbean would be great, it just doesn’t fit into my schedule or budget. But the Pineapple Cup does, and I’ll be back to do it all over again.
Until next time – Walk good and likkle more.
February 18th, 2015 by admin
A coiled-up fireball of enthusiasm and intensity and one of the smartest sailors you’ll ever meet, Matt Scharl defies labels; the 43 year old commodities trader and math wiz is also a fitness freak and adventurer – and he looks about 20 years old. Despite his financial acumen, Matt spends much of the months between June and October farming soybeans on his own acreage in the middle of Michigan. The longtime shorthander has either won or broken a record for just about every singlehanded race in the Great Lakes, mostly on his neon-green former ride Gamera, an F-25C Corsair. He’s also done well in the double handed Atlantic Cup, winning the last edition in a hard-fought battle and setting up his next big adventure – the Route Du Rhum.
With SA Favorite Mike Hennessey (Dragon) pulling his long-anticipated RdR plug after losing months due to his well-publicized prang of a well-known brick, just two American skippers are left to represent the USA in the world’s most famous singlehanded transoceanic race, both in the Class 40. Since one of them sounds French, we’ll focus on Matt’s attempt at the ultimate singlehanded glory outside the Vendee Globe. He checked in with us a few hours ago from due East of Newfoundland; track Matt right here.
Picture the scene: Lying back on your Fatboy thinking about taking a nap, but it just won’t come. Pan out a bit and you realize that you’re on the ocean, on a boat with every ounce of weight stacked in the back, beam reaching at 13-18 knots on a Farr designed Kiwi Class 40…it’s a Bodacious Dream, no doubt, and the song with the line “How Did I get Here?” comes to mind.
Flash back to Nov, 2012, while Dave Rearick was prepping for the round-the-world Global Ocean Race. I had lunch with Jeff [Urbina, BDX co-founder] one day, mentioning the Route Du Rhum as a possibility once Dave finished his circumnavigation. He thought “Why not? The boat will be there anyway.” When the GOR got pushed back a year or two and Dave went off to fulfill his lifelong dream of solo circumnavigating, I figured the Route Du Rhum opportunity was gone for four years, at least. Then I was told that Dave would be finished in time for me to do the Route Du Rhum.
Upon Dave’s return, the boat’s been gone through with a fine-toothed comb. Parts replaced, fixed, and purchased to get up to snuff for the most competitive race on the calendar. I worked hard to secure sponsorship, getting some personal support and help from friends and family as well as Chicago’s excellent Skyway Yacht Works, but was disappointed to find that, other than those mentioned above, none of the many companies I spoke to saw the value in such a sponsorship. To those who did, I thank you from the bottom of my heart.
I left alone (not counting my monkey mascot) on Monday for my qualifying passage between Rhode Island and France, and it gives me some time to learn the boat better, test sail combinations and in general get a feel for longish time spent alone. Anyone who knows me knows I spend plenty of time alone, but this time it’s been a little different – I’m leaving behind someone recently met but very special, thankfully she is very close to me in spirit even if I cannot feel her touch.
It took a few days to get in a rhythm, but I’m starting to feel it, moving well, motivated by making as much speed as possible. Thanks to an overheating generator I am learning to love the whine of the hydro-generator, even if that’s had mounting issues too – fortunately, my Macgyvering skills are up to snuff thus far! I generally hate deliveries – hence the trailerable trimaran I owned for years – but this is different. I am not delivering to St. Joe’s or Mackinac City – I am delivering to the Queen of solo racing; to crowds of over a million spectators; to the land where tiny frenchmen race 140-foot trimarans across the ocean alone. I am delivering to the Route Du Rhum, and that’s just fine. I couldn’t really believe it before, but I can now.
A final note: Without the extreme generosity of Gaye and Jeff, there’s a whole pile of guys around the world – as far away as Finland and New Zealand – who are able to do some of the greatest adventures and races in the world. None of us – especially me – will be able to ever thank you enough. We’ll try, but it will still never be enough. So thank you.
I’ll be speaking to Mr. Clean later in the week via Satphone for a Sailing Anarchy Innerview, so feel free to post in the Route Du Rhum thread or hit my Facebook Page if you have anything you’d like me to address.
-Matt Scharl, Skipper
Class 40 Bodacious Dream
- Tags: bodacious dream, Chicago, Class 40, France, Matt Scharl, route du rhum, solo racing, st. malo, yachting
September 4th, 2014 by admin
My second Atlantic Cup truly was a great experience. I love the event for so many reasons – it’s really the only Class40 race in the US, with very special venues and phenomenal organization. Charleston and Newport are great sailing towns with marinas, shipyards, and everything you could possibly need before a regatta, and New York – well, that’s got New York City, and it is a very special experience to approach the skyline from the sea after a few days offshore. Knowing my friends and family were nearby during both the finish and start made it even better.
My Atlantic Cup experience started back in February, when USMMA Sailing Foundation boss Ralfie Steitz offered me the use of the Foundation’s Class40; the pretty grey boat known to many of you as Icarus. I was so flattered by the offer and was looking forward to getting on the boat, but with my winter regatta schedule and the horrible winter in the northeast, I only had two opportunities to sail the boat before the start of leg 1 (including the delivery to Charleston)! At the start of leg 1, we put up our race sails for the very first time. We had three serious problems during this leg. The first was our inexperience with the boat – this certainly hurt us, but also meant that our learning curve was steep as we figured out ways to make the boat go fast. Second, we encountered trouble with our electronics – none of them worked for the first three days of the race and we had a faulty iridium antenna so we couldn’t download any weather information. And third, we blew up our A2 kite during the first day! With all of the trouble we encountered, we managed to keep a positive attitude. I saw how responsive the boat was and began to really understand its potential. All in all, while we would have loved to have had a better result, we were proud that we only finished just over three hours behind the leading boat.
While leg 1 was full of frustration, leg 2 was just the opposite. It was our time for redemption and our sailing was fantastic – our speed was fast and our navigation was spot on – the weather reporting we had from PredictWind’s (one of www.jeffreymacfarlane.com sponsors) high resolution forecasts certainly helped. The race was incredibly tight – I slept for just a single hour and my co-skipper Jake took only two hours rest. I drove the entire time and Jake stayed busy taking care of sail and boat trim. We managed to squeeze out a win over Dragon by just 80 seconds.
While the first two legs of the Atlantic Cup are sailed double handed, the third and final leg – the inshore series – is sailed fully crewed. Making the transition to sailing with five other people is not an easy task, but our fantastic crew made it worth it! We sailed with Phil Garland, Chris Poole, Ross Weene, and Ervin Groove. Phil focused on navigation and main trim. Phil knows the waters of Newport better than anyone and is an incredibly talented sailor. He and I communicate well on the boat and I was so pleased to have another opportunity to sail with him. With Chris’s great match race experience, I asked him to focus on boat-on-boat tactics.
Chris and I both represent Oakcliff but this was the first time we’ve had the chance to sail together, and hopefully it will be the first of many. He made great decisions and was able to help position the boat in strong places. Ross works for Roger Martin and helped design the boat. He trimmed the jib and kite, always keeping his eyes forward, watching to see what needed to be done. Ervin was at mast and helped Jake with the bow. Both of them worked together to make sure the front of the boat stayed organized and they moved very fast. Ervin’s height and strength coupled with Jake’s quickness helped us avoid errors. Together, we won two of the races and took second place for the inshore series.
At the end of the two and a half week regatta, we scored 34 points, tying with Gryphon Solo 2 for first place. Unfortunately due to the tie breaking method, we took second place. Regardless we were pleased with and proud of the result. The Atlantic Cup gave us the opportunity to do some fantastic Class40 sailing close to home and I look forward to sailing in the race again next year. Thank you to all of my sponsors and supporters for making it possible for me to sail in such an exciting event!
June 8th, 2014 by admin
By Saturday, Michael Hennessey’s Class 40 Dragon was finally on a roll in the Atlantic Cup. Tied for first place going into the final weekend of inshore racing in Newport, Dragon got a great start in the first inshore race today, with a great kite hoist leading to a 7 boatlength lead at the turning mark off Beavertail. And then disaster struck; Dragon clipped a big rock just as bowgirl and former SCOTW Emma Creighton went out on the bowsprit to set up the douse. The boat went from 12 knots to zero, knocking the crew off its feet and launching Emma off the bow, though the young Maine native’s badassery knows no bounds, and somehow she held on, and no one was injured on the crew.
The boat is another story however; have a look here and you’ll see what we mean. Cracked keel box, cracked grid frames, wrecked fairing, and cracked glass around the keel entry. Huge bummer on a beautiful Memorial Weekend sailing day, but it could have been much worse.
More info at the Atlantic Cup site here, huge thanks to SA’er “Mister Sail” for the shot of Emma to your left, and to Julianna for the keel shot.
May 24th, 2014 by admin
Thanks to a string of boat and mast problems in the Mini fleet, we’ve called young solo/shorthanded offshore racer Jeffrey Macfarlane ‘one of the unluckiest guys in the sport’, but as of Monday, Jeff’s luck seems to be changing. Below is an SA exclusive from Jeff on his victory and leg record on Leg 2 of the Atlantic Cup, with a Billy Black photo to the left, and galleries of the whole race here. You can check in with the racers tomorrow night at the party at Jamestown FISH, and say hello to Clean and Mer if you show up. And Newport locals can watch them out racing this weekend alongside the International Moths and the Open 60s.
My co-skipper, Jake Arcand , and I were looking for redemption in leg 2 and we got it! Our first leg was disappointing. We blew up our A2 spinnaker and lost all of our electronics for the majority of the 600+ mile race. Thanks to generosity of Steve Benjamin we were starting leg 2 with a one spinnaker – he donated an old Spookie kite to our program [that’s the one with the Swisher cigar logo -Ed] and we were able to get a last-second sail recut, just in time to replace our irreplaceable A2.
At the start of the second leg, the breeze was fairly light and we decided to stay on the south side of New York harbor to take advantage of a slightly stronger tide and freshening breeze. But, it was not until after the bridge that our strategy began to pay off and we started to leg out on Dragon and Pleiad, more to the North. We led the fleet out of the harbor and planned to take the Swash channel. Everything was going perfectly to plan, but after seeing Pleiad choose to take the more inshore Sandy Hook Channel, we reevaluated and decided to cover. Unfortunately, they were able to stretch some distance on us, but once we were clear of the channel we slowly began to chip away at their lead, eventually passing them.
Most of the fleet chose an offshore route on the way south to the Barnegat Light buoy, but I positioned us more on the beach side of the course, anticipating the wind shifting West. Our strategy worked, except for the brief period of time when there was no breeze in a wind transition. Mike and Rob on Dragon stayed very close to us and they handled the transition a bit better, reaching the new breeze before us. We rounded the tuning mark just behind, and began the night jockeying positions with them. We took a northerly course from rhumb line anticipating the breeze would head us come morning, and when morning came we were a mile or two in front of Dragon. However, the wind did not head us like all of the weather models predicted and we found ourselves in yet another wind transition zone where Dragon, who was further offshore, managed to pass the transition zone quicker, and passed us in the processl. From then on, it was all drag race – a speed run to Montauk Point during which time we desperately tried to regain our lead. As we sailed inside Block Island we kept going higher in order to get more speed on Dragon. Frustratingly, she matched us until we both began to sail as deep as possible in order to make Point Judith. The breeze offered us ideal downwind conditions on the way to Point Judith and we sailed downwind straight to Newport at 15-17 knots.
As we approached Narragansett Bay, we were still just a few boatlengths behind Dragon on port gybe and very close to the shore. The wind began to lighten and we matched Dragon’s every move, hoping to get an advantage on them. We did not get the advantage until we both gybed and they came out a bit higher. I was able to take a few puffs and soak just a few degrees deeper than them, and we were able to get below them on the inside gybe. We took advantage of any depth we could get and we tried to get more separation from Dragon, covering their every gybe. It worked! We ended up in very light winds approaching the finish just 80 seconds in front of Dragon. We not only won the leg, but we also set a new course record by over 6 hours.
Jake and I could not have been more pleased, and what a result for one of the oldest Class 40s in the fleet, donated for my use by the inimitable Ralfie Steitz from the USMMA Sailing Foundation. Ralfie and the King’s Point program continues with its mission to help young, up and coming sailors get more opportunities in the limited American shorthanded sailing scene. By coupling his support with that of Oakcliff Sailing, our team has fulfilled this mission proudly. There is a very long list of sponsors and supporters that have had an instrumental part in the success that I have had over the past few years.
We have a fantastic inshore team consisting of Phil Garland – our mast manufacturer and sponsor from Hall Spars, Ross Weene – one of the boat’s designers from Roger Martin Designs, Chris Poole – fellow Oakcliff sailor and top ranked match racer, as well as Oakcliff graduate Ervin Grove. We are looking forward to combining our strengths to find more success in the final, inshore leg of the Atlantic Cup this coming weekend. We are hoping to win the inshore series and pull out an overall Atlantic Cup victory.
Wish us luck!
- Tags: Atlantic Cup, charleston, Class 40, classe 40, jeff macfarlane, jeffrey macfarlane, New York, Newport, shorthanded
May 22nd, 2014 by admin
Our old friend Mike Hennessy – owner/driver of Class 40 Dragon is one of at least two Americans to be sailing one of our all-time favorite races this year. It’s a race named after booze, and every four years, the world’s best offshore singlehanders use the race, known as the the Route Du Rhum, to test themselves against the Autumnal gales of the Atlantic.
If you don’t yet know Mike, he’s been a member of the SA family for ages, and we’ve watched right here from the very beginning of his Dragon’s racing program; Mike has shared the highs and the lows with all of us, and we will be there in St. Malo to wish him off again this coming November. If you have some vacation time, it’s one spectacle every sailor should see; not just because of St. Malo’s beauty, the mouth-orgasmic seafood/wine/desserts/women, the offshore racing history, or the ability to see and touch everything from Tabarly’s legendary yachts to the biggest racing trimaran every built – which will also be sailing to Guadeloupe with just one guy aboard. No, the reason you go to St. Malo in November is for the crowd; nearly 1 and a half million people make their way through the race village in a week, with some 500,000 watching the start in person on race day. It’s a site worth seeing, and you only get it once every four years.
March 14th, 2014 by admin
Once upon a time sailors went to sea with just a sextant and a barometer to guide them across the oceans (oh and of course some rum), but nowadays we have come to rely on complex computer programs that when fed with high resolution gribfiles of different wind models at different altitudes calculate your optimal route. We are also spoiled with a wealth of satellite and infra red imagery, wave models and ocean current data that we can download in seconds via our sat comms systems on board. We would usually get at least 4 grib files a day and on the approach to the equator would be monitoring satellite images to make aninformed decision on the best place to cross the ITCZ. Unfortunately for us that vital sat comms system that feeds us and our computer with all that important decision making data has decided to go on strike for now, so our forecasting materials have been somewhat down graded.
November 18th, 2013 by admin
After our forestay detached from our rig, we spent the better part of 30 hours getting to Lorient to try and fix the problem. When we arrived in Lorient we found three people waiting for us on the dock: Ryan Breymeier, a good friend and fellow American short-handed sailor, Yann Le Bretton, prepareteur who we met in Charleston this year at the Atlantic Cup and Yann’s girlfriend who’s name I didn’t catch. As soon as we got to the dock they hopped on board. Ryan had a dock cart full of bits to sort out all of our trouble; a mast jack to jack up the rig so we could fix the forestay problem, vacuum bag material to fix our leaky rudder post, and a bunch of rigging bits to put it all together. On top of all of that they brought 2 large pizzas.
It’s pretty awesome to be in another country, in a harbor you have never been in, pull in with a broken boat (and broken Rob but we will get to that in a minute), see two faces you know smiling at you telling it will all be OK and pull off the dock just 4 hours later with it all fixed. Ryan asked if I was OK because Hannah mentioned that I had hurt myself. So, sometimes I over do it. People that know me will laugh at that because maybe it’s more than sometimes. Anyway, I think I pulled something too hard and both my forearms were swollen and really painful. Anytime I pulled or grabbed something I was in a lot of pain and of course sailing is all about pulling and grabbing so nedless to say, I was suffering. Ryan told me he had spoken to a doctor at the hospital and that I could go to the Emerrgency Room and walk right in. He said there would be no wait and that the doctor would sort me out. I ws thinking no way. I was just in a hospital in France 2 weeks ago getting stitches in my finger and it took 4 hours for 3 stitches. Yann’s giirlfriend took me to the hospital, we walked in and the doctor took me in in less than a minute! They took some blood and spoke a lot of French words I didn’t understnd and told me I pulled tthe tendons in my hands and forearms. They gave me some pills and cream and a splint for one arm and we were out the door in an hour.
When I got back to the boat, all the work was done. All the tools were being put away and they were tossing us our lines. As I write this, I am smiling from ear to ear. We have worked so hard to get here. We will never give up. As of now we are back on the race course, going down wind at about 14 knots! With the help of some friends and some good sailing from us, we will be right bck in this race very soon. Thanks to everyone for your support.”
Follow Team 11th Hour’s progress on the course with the online race tracker HERE. For more news and information on Team 11th Hour Racing please visit their Facebook page and their Website. Print quality images of Team 11th Hour Racing can be found HERE
November 12th, 2013 by admin
Open 60-obsessed Ronnie Simpson gave us his look at the IMOCA fleet on Friday; Ryan Breymaier gets into the rest of the fleet below in a great ‘insider’ view of the Transat Jacques Vabre fleet, which is now postponed until at least Thursday with yet more nasty depressions battering the Atlantic. Remember to get in touch with Ryan’s Project USA if your company is looking for a new way to get some prime exposure, or some of your or contacts might be interested in helping fund his Vendee Globe bid. TJV thread is over here if you want to talk about the race.
The TJV start in Le Havre has been very similar for the last several years. Rain, with periods of clearing, windy, and squalls of hail. In between dodging hailstones, there are plenty of interesting boats on display, attracting huge crowds of French fans (mostly there for the crepes and pommes frites with a celebratory beer at the end of a lap of the huge basin), directly in the center of town.
The fleet this year includes 2 MOD 70s, 6 Multi 50 trimarans, 9 IMOCA 60s, and 25 Class 40s. While the other classes are interesting in their own right, the 25 strong class 40s are the most interesting, with a large variety of designers and boats. They are also interesting because they represent the type of boat that most of the SA readers would have the easiest chance of getting involved with.
In a mirror of the situation facing the class today, the easiest way to have a look at the 40s is to split them into the pro teams with experience, boats and budgets allowing the possibility of a podium, and the largely amateur teams who are there to participate, but who either are missing one of the three factors above to get on the podium.
In alphabetical order, here are the teams in the first category:
|Campagne de France||Halvard Mabire, Miranda Merron||Pogo S2|
|Concise 8||Ned Collier Wakefield, Sam Goodchild||Ker Custom|
|DUNKERQUE-PLANETE ENFANTS||Bruno Jourdren, Thomas Ruyant||Tyker 3|
|GDF SUEZ||Sébastien Rogues, Fabien Delahaye||Mach 40|
|Mare||Jörg Riechers, Pierre Brasseur||Mach 40|
|Tales Santander 2014||Alex Pella, Pablo Santurde||Botin Custom|
Campagne de France is perhaps the closest to the original spirit of the class. Halvard and Miranda live aboard the boat much of the time, while still keeping it in pure racing trim, and have a very limited budget. The huge experience of the two skippers and the careful tuning of a very strong boat keep them in the leading pack.
Concise 8 is the newest boat in the fleet, and its two young English skippers will be giving it their all to be first to the line in Brasil. Ker’s first Class 40 design is notable for its huge batwings on the transom corners. This feature is taken from the latest generation Volvo 70 designs as a way to dodge the average freeboard demanded by the rules, as well as creating a better sheeting position for the gennakers. The lower CG created by getting the freeboard down and the ACC style interior structure have allowed the Concise team to create a very powerful hull shape, which should, if they can keep it together for the first couple days of the race, stand them in good stead on the way to Itajai. Teething troubles in a variety of areas have hampered their sailing days pre race, and Ned and Sam have been feverishly working to be in good shape come start day.
Dunkerque-Planete Enfants is the first example of the latest Verdier series design, the Tyler Evo 3. Bruno Joudren and Thomas Ruyant are two very accomplished Class 40 sailors, and the Tyler is a great boat from French open designer Guillaume Verdier. This boat is capable of winning the TJV, with perhaps a slightly easier passage through the waves than the Mach 40, which is the favorite of most observers. The roof also offers significantly more protection than the Mach, which should allow the skippers to spend a bit more time outside monitoring boatspeed.
Skipper Seb Rogues has taken the experience of the first two Mach 40’s and tried to improve on it with his GDF Suez He has taken the same hull as Mare, moved the keel aft a little, added a bit more rake to the mast, and has eliminated the central winch, island and twin companionways in favor of just 2 winches on each side deck, with all lines lead around the roof through friction organisers. He has also gone for a classic swept spreader rig, eliminating the controversial adjustable headstay and straight spreader rig that the two first boats featured. His boat also lacks the kick up rudders of the first two; a lighter solution, but possibly a race ending choice in the event of a collision with debris.
Mare is the Mach 40 of German skipper Jorg Reichers and Pierre Brasseur, an excellent mini and Multi 50 sailor. This is the most successful Class 40 of the last several years, with wins in the Solidaire du Chocolat and Atlantic Cup [which Ryan was aboard for -ed], as well as a second in the Quebec St. Malo. While not underestimating their skill and will to win, Jorg and Pierre have their work cut out for them against the other top boats, as Jorg’s concurrent IMOCA 60 campaign has taken much of his time and resources, while the competition has been training hard and working continually on improving their boats.
Last but certainly not least is TALES Santander 2014, which combines the first effort off the drawing board of Marcelino Botin with a deck including a carbon copy of the Mach 40 cockpit. This is intentional, the team came to the Solidaire start in 2012, and found the layout which they felt was the most ergonomic and efficient, and used that as a basis for the new design, having been new to the class. An immaculate build, strong team, and great pedigree saw them far ahead of most of the fleet in this years Fastnet, with only Suez able to keep up. In fact, they beat a custom IRC 46 to the rock upwind! One to watch for sure.
These boats all have a great chance of being on the podium; the designs are all similar enough to keep up with one another, and the pre race preparation and skill of the skippers in mitigating problems along the way will be the deciding factor in the final rankings.
The two most interesting things I have seen in the Class 40 were the electric motor in ERDF – Des pieds et Des mains (see pic). The motor is the white Oceanvolt cylinder in the middle, and half of the 8 green batteries are visible in front of it.
It produces the same power as the diesel it replaces, and with the batteries, weighs the same. It is recharged at the dock, and is nearly silent in operation. It can be recharged by hydrogenerator or solar panels, and actually can recharge the batteries itself while sailing. Obviously this is not done while racing as it produces significant drag, but is perfect for deliveries. Best of all a lower center of gravity, and no fooling around with diesel tanks.
The displays look like Ipads but are not, and can change colors for night sailing, they are hard wired only for power, and the data transmits wirelessly. They can take input from any NMEA source, and have their own dedicated brain. Power drain is 1amp at 12 volts per display. More at Sailmon.com.
As for the multihulls, the TJV start in Le Havre showcases the best of the French offshore scene for this year, with the notable exception of a couple MOD 70 teams who are recovering from capsizes.
Remember that the MOD 70 is not really designed for shorthanded sailing, and a few modifications have been made to the two remaining boats to keep them from suffering the fate of the two MODs that have capsized already this season.
On deck, they have added constrictor rope clutches to the gennaker tack lines in order to not have to go on the bow to open the t-bone loop holding the 3:1 tackling. As well, around the cockpit they have added diverter sheaves and camcleats on the fronts of the grinders and at each helm station for the headsail sheets. This puts them in easy reach of the helmsman while on deck alone.
Virbac 70 was trialling a system (before her capsize) that included a 2:1 jibsheet of much smaller diameter, which would allow a much easier and more controlled ease of the jib in the event of sudden gusts.
In safety terms they have come up with one-line ‘failsafe’ to prevent any more capsizes; they now have a single line to pull to open the valves for both the mainsheet and rig transfer hydraulics, so that if they pull the line at the helm, the mainsheet eases, the canting rig transfers to leeward, and the valves remain open (easing) until the system is physically reset in the cockpit under the roof. It’s taken a couple of high-profile tips to get it working, but this system should make capsizing a much less frequent occurrence for the MOD.
They have also added a 350 liter water ballast tank in the transom of each boat, in the interests of keeping the bows out. Unfortunately this might encourage the teams to push harder downwind!
They have also added curtains around the roof and repeater nav screens to the inside of the roof, allowing the skipper not driving to “live” under the roof and be in closer communication with the guy on deck.
The match race between Gitana and Oman Air will should be worth watching.
The Multi 50 class is enjoying a nice period of growth as well, testament to the low-tech class rule, and good management, as well as interest from many skippers in a boat which goes faster than an IMOCA 60, for less than half the price. (1.2-1.5m euros as opposed to 3.5-4m)
There are a wide variety of designs in the class, mostly from VPLP, with the most recent boat being an interesting looking and quick design from Neyhausser/Verdier, Region Aquitaine/Arkema. This boat won this years Route des Princes, and its notable features are a complete lack of foredeck forward of the front beam, and a crazy looking, but probably very protective roof. The foredeck is replaced by a net going from the bow pulpit to the front beam, with the hull coming to a point under the net with lashing connections for the headstays.
- Tags: Class 40, France, imoca, le havre, MOD 70, multi 50, open 60, project USA, Ryan Breymaier, transat jacques vabres
November 4th, 2013 by admin
October 29th, 2013 by admin
BTW – has anyone noticed that the English seem to have given up on ever getting to the finish line of the Fastnet before all the French have finished, eaten, slept, and eaten again?
August 14th, 2013 by admin
Emma and Dan’s Momentum Ocean Racing budget may not allow for a lot of multimedia content while they’re off at sea, but she’s become one of our favorite on-board writers and we love seeing an American face in the Class 40 crowd. Here are the latest reports from leg 2 of the Les Sables-Azores-Les Sables race (her great leg 1 report is here):
Leg two of the Les Sables-Horta race started yesterday at 1702. Well, actually, there was an AP up for awhile,and in the end I’m not sure when we actually started. What I do know is that it was the first start I’ve done in one of these offshore races in Europe that didn’t ave a stupid lap around the buoys. We just put up kites and went for it. Awesome! Also, it was by far the best downwind start I’ve ever driven, and we were very happy with it.
The weather right now is a bit of a tightrope walk between the high pressure to our right, and a relative ‘low’ off to our left. Further west= more wind,further east= less distance to the finish. for now we’re pointed at Ireland, and probably will be for the next 2-3 days before we can turn towards France.
Our original plan for last night was to escape from the islands as far away from any land as possible, and then make our way NNE. But weather is never what you think it’sgong to be, and the reality of last night was that there was a cloud extending North, and if you were under the cloud,you were happy. If you sailed to the edge of the cloud to East, you got lifted 20 degrees and the breeze went from 12 to 6 knots. No bueno. So we ended up gybing with the fleet,making our way north.
This made for a mostly sleepless night, as we had numerous close crossings. At one point,we were on starboard and were coming up to a port boat- Dan politely said ‘Starboard!’ To which the other boat replied ‘Protest!! Protest!! We’re coming from the right!!!’. Umm…OK. We avoided them, wondering what the heck that was all about, since it was someone we KNOW understands the rules.. big bully.
A few minutes later is was our turn to be on port, and not 100% sure I was crossing,I decided to go behind the starboard boat. It’s very cool to press up and pass just behind another 40 in the dark,doing 12 knots. You get an glimpse of the cockpit lit by instrument displays, then their nav light illminates your sails,and then they’re gone.
Today we’ve been making up for lost sleep by napping aggressively. Unfortunately our instruments went insane about 2 hours after the start, and we haven’t worked out the solution yet. For some reason the course overground is correct (030), the true wind angle is correct(140), but the heading says 236 and the true wind direction says 65. I’ll let you dothe math (it’s more than I can count on my fingers, so that’s me out), but the upshot is that something is wrong. And this means the pilot can’t really drive. So we’re taking turns napping for an hour,and then handstearing the rest of the time.
We just passed a really big whale, Dan saw a turtle earlier, and someone left a bottle of port on our boat right before the start. We’ve decided to have sundowners every day until it’s gone, and generally take ourselves less seriously. After our dismal performance in the last leg, we have absolutely nothing to prove, so are set on enjoying this next week.
July 18 Update:
We had a shit day and night yesterday. The breeze was shifting 20 degrees wth every cloud, and between 14-22 knots. We wanted to sail about 55 over ground to get ourselves to the shift anticipated tomorrow. At that heading, sometimes we were well inside the zero, sometimes the solent. The problem was that if we put up the zero, when the breeze built and went foreward, we would have been sailing at Greenland. But then when the breeze went aft, we were under powered, and searching high for speed.
It sucked. And we opted to stay with the solent,and by this mornings position report, it’s obvious that that was a stupid choice and we lost lots of miles because of it.
But we’re trying to make the best of it. We have a solid 20 knots still, which is nicer than the forecasted 10-14. We’re fully ballasted, charging along at 10-11 knots most of the time. We’re even heading a bit more east than the past few days,which is nice, but small consulation since we’re already north of Les Sables!
We had a few more whales cross in front of us this morning- there are tons! And more big plastic junk, buoys, crates, etc. We see so much of it, there must be so much more we dont see,and it’s amazing we haven’t hit any of it.
Some time tomorrow we’ll get to tack over and head towards France, it will be interesting to see what being on port feels like, it’s been awhile!
July 19th, 2013 by admin
Emma Creighton gives us the download from a disappointing leg 1 of her and partner Dan Dytch’s Les Sables – Horta – Les Sables Race in their new Class 40, Momentum Ocean Racing. Track them here. And follow Emma’s fun Facebook page here.
We’d stayed too far north at Finistere, so were already behind. Rather than just following the rest, we took a bit of a gamble and went south afterwards. Our weather forecasts showed more wind down there later on, plus a big left shift. Neither of those things really happened, so by the time we got to the islands, we were still holding down 12th or 13th place, and had lost even more on the leaders. Not great, but we knew where we’d gone wrong, and had come to terms with it.
The race committee sends out position reports to the fleet at 0600, 1000, 1400, and 1800, and at the 1800 report on the 9th, Seb, Jorg and Earwin were almost to Horta, with Halvard and Miranda and Red close behind. Then there was a big cluster north of Terciera.
Well, that’s that, we thought. They’ll all be there by the morning report, we won’t, we’ve caught back up a bit, but not enough.
But at 0600, we were coming in south of Terciera (we’d decided to go south of the islands days before, as part of our setting up to the south plan, and thinking there might be more breeze down there, cause the forecasts said there might be), and there was a big pack parked north of the Island, and no one had finished yet.
We knew not to get our hopes up, but we did anyway. No matter what, we’d compressed back on the fleet a lot, and as the overall race score is a combination of time from both legs, we thought maybe if we got a bit closer in finish times, we’d have a shot at the next leg….
And then we parked South of Terciera for a few hours.
We finally got some breeze, and had a beautiful sunny upwind sail across to the gap between São GEorge and Pico, averaging 8 knots, feeling smug as we watched the AIS. Strangely we could see boats 60 miles away (like Halvard and Miranda, Red, Jorg and Earwin), but closer boats that we could see with our eyes weren’t showing up on there. Anyway, Seb finished at 10-something AM, and the other leaders were struggling, never doing more than 4 knots.
Earwin had gone between Pico and São George, and ended up third, so we had hopes that maybe, just maybe, we could get through there too, while the rest of the northern pack stayed parked north of São George… but as soon as we got to the channel, the breeze shut off completely. We had more than a knot of current against us, so slowly made our way to the cliffs of São George, where we found a little bit of breeze, and some pretty waterfalls. These islands are amazingly beautiful, and sometimes I was able to appreciate that as we drifted along next to the black rocks and green cliffs, with dolphins all around.
At this point, the main battens started to be a problem. In order to have any shape in the main at all, we have to have the top three battens tight enough that they don’t like light air jibes and tacks. In the past, we’ve tried sending Dan up to kick them through, without a lot of success. We’ve found more recently that the best method is to just drop the main, and then hoist it again, pushing the battens to the right side as it goes. I’m just guessing, but I’d say we dropped and hoisted the main about 20 times in the final 24 hours.
At one point the breeze filled into the middle, and for a beautiful hour we were sailing absolutely in the right direction, with 5 knots of boat speed in 7 knots of wind, wing on wing with the code zero.
But that was only an hour.
As it started to get dark, we made our way to the Pico shoreline, figuring thereºd be land breeze there, and watched sadly as most of the other boats arrived to the north west tip of são george and started turning the corner to Horta. By the time we finished short tacking up the Pico coast in the tiny band of 6 knots of land breeze, we knew we hadn’t caught anyone, and were just getting on with it.
We had a nice little sail across from Pico to Horta, code zero in 7 knots of wind and the sun coming up, and finally finished in 13th at 0611, half an hour behind 12th.
So. onward. We start tomorrow for the return leg to Les Sables. It looks like light air, upwind. It should be a real nailbiter to watch on the tracker… Not. But it could be itneresting to see who goes right to the Portuguese coast for more wind, and who stays closer to rhumb line. We hope to have a better second leg, and maybe finish a bit closer to the front of the pack…we’ll just see what happens and try to create our own luck! Thanks for checking in. - Emma.
July 15th, 2013 by admin
Former Minista and Past SCOTW Emma Creighton is as driven as they come; this year, she and partner Dan Dytch are making their assault on the Class 40 circuit with Momentum Racing. This report from a couple of days ago comes from France’s sandy coast.
Well, here we are. Just a few more hours until we start the first leg of the Les Sables-Horta race. Dan and I have been sailing together as Momentum Ocean Racing for 3 months now, and I’d like to think we’ve come a long way.
In April, we got the boat (GBR 93, ex-Concise 2, an Akilaria RC2) just one week before the start of the Normandy Channel Race. Despite the fact that Dan and I have been prepping for ocean races in France for a few years, and are familiar with all the hurdles one must jump through, that was definitely cutting it a bit close. The stress levels were high, and we felt like we were just playing catch-up, rather than actually focusing on the preparations that we found important. Oh, or going sailing. Yeah, we didn’t get to do much of that before the start either.
Fast-forward a few months though, and our main concern this week was trying to get the Fleet up and running. The Iridium is working, it’s just painfully slow, and we were hoping to be able to get gribs in less than 10 minutes… but it’s just not meant to be.
Otherwise we’ve been chipping away at little jobs- supergluing velcro to a hatch that always comes open, adjusting batten tension, looking at weather, and passing our security checks.
Yesterday we had a prologue race scheduled. At the time of the morning skippers’ briefing, there was 20+ knots of breeze and rain. No surprise that most of the skippers voiced the opinion that a prologue, in those conditions, the day before a race start, was perhaps not the most awesome thing. The next 45 minutes consisted of lots of arguing (in French), while Dan and I played tic-tac-toe and kept lose tabs on the direction of the debate.
In the end, everyone agreed to still go out and go sailing (so that the race could get some publicity, TV coverage, photos, etc.), but that it was less of a race and more of a parade, and you could choose just how aggressive you wanted to be.
Our friend Phillipa Hutton-Squire (of the last Global Ocean Race) had driven down in the morning and came out with us for the afternoon. We set up the staysail, left the 3di solent on the dock, and headed off.
Outside the breakwaters, there was a pretty big swell, though not as much wind as earlier in the day. We still put a reef into the main, and headed off to find the start line. There were boats everywhere, and when we finally heard anything on the radio, it was a 30-second count-down to….? We didn’t know, but started watch timers anyway. Then a minute later, there was another count-down and some boats started, so we put up our staysail and headed off upwind.
The next hour was fun chaos- we joined into the parade, following the likes of Seb on GDF Suez who put up a kite and blasted off down the beach, while we winged out the staysail (which worked quite well, thank you very much, and we passed a few boats while doing it). Eventually most of the fleet turned around and started heading back towards the breakwater, so we fell in with them and went back to the dock. A race? No, not for most of us. A fun day on the water? Sure. And I think the organisers got the photos they wanted, everyone was happy and we got in early enough to have a shower and then go for a nice dinner with some friends.
Today we did some final weather prep. after the skippers meeting/ weather briefing (in French). My weather French is about as good as my food French, so I understand most of it, but there was still a lot of room for studying our own sources and discussing our options.
Our start is at 1902 French time, and for the next 24 hours it will be a race to the pressure increase north-east of Cape Finisterre. It will be fairly light, and the goal is to go south-ish of rhumbline, without getting too close to the coast of Spain.
As we get into the pressure increase overnight on the 5th-6th, we’ll be gybing down the N corner of Finisterre, while avoiding the Traffic Separation Scheme (a forbidden zone). Because of the Azores high, and the Iberian low, this acceleration zone of squished isobars is nearly always there, to varying degrees. Luckily for us, as we go through, it will probably be in the 25-30 knot range. Sometimes, it’s in the 45 knot range, which means you have to take more care about ducking in to get the pressure you need, and then getting out again before it’s more than you want. But 25-30 is a happy area of one reef and the fractional kite, fast without having to think about throttling back.
On the 6th the wind will decrease as we move away from N coast of Portugal, and we’ll aim for a waypoint NE of the Azores. The next few days will be tricky- we’ll have to cross a ridge of high pressure with very light wind… we’ll aim for the narrowest point, but as of right now, it looks like it will be very light all the way to the finish.
One routing has us finishing in 6 days something, another is more than 7… I booked a hotel in Horta for the night of the 10th, so fingers crossed we’ll be there by then, but it’s unlikely.
The entire website for the race is in French, and I doubt there will be much in English coming out of the press either, so Dan and I will try to send updates to SA as often as possible. We’ll also be posting stuff on my Facebook page (Emma’s Sailing Exploits).
If you have any questions for Dan or me, send them to Clean and he’ll forward them to our satphone mail. And thanks for the interest!
July 6th, 2013 by admin
Hannah Jenner & Rob Windsor are the newest threat in the big Class 40 Route Du Rhum fleet; the Anglo/NY duo are safe and sound after a ‘nice’ Transatlantic delivery to Hamble from Newport. Marine media guy Will Lyons was aboard to document the trip and he’s put together some stuff that captures it incredibly well on their FB page; check it here. They’re all about zero fossil fuel and mininum impact, and we dig that. Plus we’re stoked to see yet another plucky yank – and Anarchist -taking on the French, and our (one-way) love affair with past SCOTW Hannah Jenner continues…revisit their pre-race video here and stay tuned for a docudelivery video in a couple weeks.
June 28th, 2013 by admin
Class 40 Dragon skipper Mike Hennessy explains just how differently doublehanders go about things in this post from the Atlantic Cup thread. You in the NY area? Get down to the water to watch the Saturday start of their sprint to Newport! And follow along with Dragon here.
So you ask “hey, mister… how do you swap out your kites in the middle of the night, with 20+ knots of true wind and only two of you on board”. Well, Johnny, let me tell you how it is done:
Picture a messy, quartering sea in the stream that allows for a little bit of surfing, but mostly just limits your use of the pilot. Imagine winds in the mid-twenties. Envision the big ass A2 kite up, doing perhaps a bit too much work for the conditions. And progosticate that a front will be coming through in about two hours with rain, more wind, and lightning. Now do this all with your eyes closed, since with no moon or even stars it is as dark as dark can be.
This is how it works:
- 1. One of you sits on the helm, the kite cross sheeted to your hand.
- 2. The other suits up, clips in and stumbles / slides to the foredeck with the new sail (really looking forward to the refit this summer and new non-skid!)
- 3. Clip the bag for the new sail to the life lines
- 4. Open the forward spin tack clutch
- 5. Sort your halyard tail which has been washed into a tangled mess.
- 6. Sort out your haul down line for your sock. Curse your head lamp whose over taxed bulb won’t illuminate what you really want to see up top.
- 7. Call for ease (and poke the boat down) from the helm.
- 8. Haul down the sock
- 9. Helm blows the aft clutch on the spin tack line, puts the boat on pilot, clips in, then stumbles / slides forward to feed you the halyard.
- 10. Haul down the sock to the deck and frantically try to collect the foot.
- 11. Open up the hatch and dump the whole mess into the sail locker.
- 12. Helm stumbles back to the cockpit
- 13. Hook up all the bits of string to the A5 kite, trying not to trap anything in the dark
- 14. Question what circumstances in your life led you to pursue this relaxing pasttime.
- 15. Tie down the haul down line, cuz if you don’t it will sky as you hoist the sock, your partially hoisted kite will pop open and you will have a really crappy morning.
- 16. scream back to the helm to sheet on and go deep
- 17. Pull on the tack line.
- 18. Wrap one arm around the sock to keep control over it and then hoist with the other, whilst attempting to stay on your feet.
- 19. Curse as the sock flips over the forestay, then flop around trying to get it sorted
- 20. The sock finally gets somewhere near the top. You “confirm” with the helm that he has sheet ready, and you haul up the sock.
- 21. Your kite made, you then toss the bag into the forepeak and hopefully remember to dog the hatch or unhappiness ensues.
- 22. Grind on the last bit of halyard.
- 23. Sort your tail, knowing that despite your efforts it will be a tangled mess when the clew of the A5 rips off three hours later and you need to do a quick douse.
- 24. Stumble back to the cockpit, wish you had a beer, and then go on watch.
May 17th, 2013 by admin