Author: Martin Bowers

DF95 Region 4 Championship – SSC – Google Photos

When you have a home port, you feel a certain ease of arrival when you return, but Saturday morning it felt slightly surreal to show up at a familiar location and feel slightly out of place.  There were many new faces and boats set up by the water.  Even our permanent ring of buoys had been rearranged.  Strange sails were on the water.  You could even hear unfamiliar accents. For a few seconds, it felt like I was the visitor.

 Like the others, I started unloading and getting my boat together, I visited my local buddies and some familiar visiting competitors from past regattas.  I also chatted with many new folks I had met at the fantastic BBQ dinner the night before.  There was a pretty energetic wind pumping across the lake and discussion of B-rigs was a hot topic, as it was not a matter of if, but when.  The second most popular topic was the possibility of rain on Sunday.  Everyone knows the purchase of a sailboat makes you an instant meteorological mastermind!

  The hail of “SKIPPER’S MEETING!” rang out and we gathered around our PRO Martin Bowers to get our marching orders for the day.  There was a lot to absorb for the new folks that may not have sailed under a promotion/relegation scoring system and Steve Landeau helped clarify details on how the two fleets would operate.  Martin explained the course, answered questions, and sent us off to start final preparations for the day’s racing.

   The morning’s racing that followed was mildly controlled chaos depending on your choice of rig and a bit of luck.  The cycle of wind was just long enough to give you confidence it was going to calm down or never stop blowing, so there were some unexpected surprises for many folks as early races were a mix of overpowered A-rigs or B-rigs wishing for more wind.  Feeling great about your A-rig choice at the two-minute mark turned to dread as you watched the lake turn dark with strong winds that should hit the start line at the same time as your boat!

 As we approached mid-morning into lunch, B-rigs were definitely in the majority as the winds increased.  The weather was expected to hold strong after lunch, but it began to lighten and the A-rigs returned and we went from gusty to shifty. Our windward marks may need a wash down with holy water after all the curses heaped on them Saturday.  South veering winds spilling over the distant tree line were turning hopes into headers all afternoon.

 By the end of the day the scores showed the power of experience, as the top 3 were in their own league.  Many down below in A fleet could not muster the consistency needed to break away and the point spread was very narrow between them.  There were a few poor souls that rode the bubble all day, passing from one fleet to the other, never getting a chance to catch their breath.  More than a few B fleet guys were happy just to pull out intact boats as they crossed the finish line for the last time that day.  It had not been an easy day on the water, but at least it was never dull!

 The answer to the question of Sunday’s weather loomed ahead and forecasts were of little help, except to show we should bring a raincoat and expect to wear it at some point.  If half the fleet prays for unpredictable conditions to shake up the rankings and half prays for calm weather to keep them steady, who would prevail?  I am sure no one was watching the skies than Martin.  He had pushed us hard Saturday, just in case the worst happened and sailing had to be abandoned due to heavy weather Sunday.

  Sunday morning’s arrival had a different feel than before.  The strange sights from the day before were now familiar.  Those new sail numbers seen yesterday on the water were easily identified and I knew at a glance who was warming up for the day.  Today at the water’s edge, the accents of French-Canadian, New Zealand, Barbados, UK, Yankees, and East Carolina redneck meant friends, not foreigners.  The energy was a bit dampened from the day before, but the positive vibe was still there.  There was some light rain coming and going, but thankfully no thunder and lightning, which would have stopped the racing.  The wind had not arrived when we showed up, but just as the appointed time approached, you could see a boat out to windward picking up steam.  Could it be heeling?  You could see the grins appearing as soon as each skipper felt the breeze themselves.  It may be wet, but at least the boats will be moving!

 I’m going to catch me a big one !!

Martin was eager to get us going in case conditions deteriorated, so the skipper’s meeting was brief.  Everyone not sailing was

 watching the first race to get hints and ideas on what was going to work in light air.  So it went, proceeding with caution around the course as the breeze started to build and rains came and went in the counterpoint rhythm to your decision to remove your transmitter cover or rain gear.  It was good to see that there was a glow of sunshine in the distance, but would it make it to us?  It was becoming a case of “shiver me timbers” indeed, as the wet sucked away your core heat, the building breeze accelerated it, and the hiding sun provided no warmth to recharge.  I found myself standing in the creek for extended periods when launching and retrieving my boat simply because the water was warmer than me.

  About mid-morning, it seemed as the rain was finished toying with us, only to be replaced with shifts.  The course began needing frequent adjustments and finding a reliable groove to follow was a challenge.  I am not sure when I last sailed a direct out and back course at TMYC, as it doesn’t happen often.  The swings were getting wide and the course had to be set to completely different banks of marks to windward at times, not just shifting up or down a single mark.

  For a short time, Martin had to whistle for races to be abandoned because the first windward mark could be reached without tacking.   Personally, I managed one of the best starts of my life, sailing up the course windward of the entire fleet, and crossing the upwind mark with a head of steam and a bit of a lead to work with.  Unfortunately, I had not touched my rudder once!  It had been a fairly quiet morning on the course, because it takes more focus to get around in the light air.  For the first time, there was some good-natured laughter and joking on the water about the conditions.  Martin had to follow the rules to maintain a fair race course, but around the third time this had happened, you hear folks going *COUGH*  Tack!  *COUGH* and more laughter.

  A regatta is also a battle of attrition and fatigue as physical and mental issues arise over the long sailing days.  Saturday it was mostly wind-related damage and Sunday there were multiple issues with wet radios in the morning and dead batteries in the final race.  Technical issues were causing some unplanned shifts in the final standings.  Also, the mental and physical fatigue of travel and racing started to kick in Sunday and some skippers were fading as we headed towards our 2:00 finish time.  Protests were becoming a bit more vigorous as folks were making rushed decisions and finding themselves in bad places.  Many of those decisions affected the racing of others and resulted in marks being missed or boats being hooked tight to them.  The windward mark was getting plenty of revenge for all the abuse heaped upon it the day before!  Even being a few feet from the finish line was no sure thing, as victims of hubris or wind shifts sat still in irons with the finish line just out of reach, watching points slip away as others sailed past.

  The only folks seemingly unaffected by the drama on the course were the pack leaders.  Tony, Steve, and Gary held an unassailable lead, only all

owing 2 other folks to squeeze in a fortunate win all weekend.  There was a huge amount of experience stacked up at the top of the rankings and these guys owned the regatta from start to finish while the rest of us fought tooth

and nail for the leftovers.  At the same time, they were still available for help with questions from any one that asked and volunteered advice and help when they saw the need.

—

  I have to step backwards in my tale for a minute, because I can give no better example than my own experience Saturday morning. Minutes before racing started, when they should have been attending their own boats and without needing to be asked, Tony and Steve were on their hands and knees saving me from my own idiocy as the 3 of us were frantically drawing numbers on my new B-rig sails that I had set up, but completely forgotten to write my sail numbers on!  There aren’t many that would have done the same and to have the strongest contenders at the regatta pulling my butt out of the fire was the most powerful example of Corinthian spirit I have seen.  I ran for the start line and after barely getting my boat in the water on time, looked back to see Tony on his knees still scratching away at my sails.  It was strange to feel ashamed and also blessed by an act of random kindness at the same time.

  Now, I have to stack that favor up alongside the other kindnesses and advice those two have offered me at the regattas we have attended together.  A “Thank You!” can never pay it back to equal effect, only by paying it forward can I hope to satisfy that kind of debt.  When I was at my lowest, they were at their best. Those fellas have permission to give me a hard time about this for as long as we sail together and are allowed to damage my charge card mercilessly the next time we walk into a bar!

 —

As the last races passed, folks made their best, last-ditch efforts to reach upward or shed those nipping at their heels.  Whether you viewed it as a chance to earn a few crucial points or one last chance to snatch defeat from the jaws of victory, we all made our last stands.  No matter how much fun or frustration you have had, there is always a small relief to cross the finish line one last time.  Despite being cooked in the sun and tossed around by wind and waves,  your boat, brain, and body have survived.  You may even be showing off that broad patch of spinnaker tape across your holed hull, as proud evidence of the battles you survived.

Finally, a bit weathered and weary, we gathered around Martin once more for an informal closing ceremony.  I don’t think there is much surprise about the first three positions by now, or how the rest of us did, since the scores were posted yesterday.  Tony had bested all of us, winning the Championship for the 2nd year in a row.  He gave a short and gracious acceptance speech of thanks to well-deserved applause.

We also thanked Martin for his service as PRO.  Martin competed last year, but bowed out and stepped up as PRO in order to make our regatta happen this year.  He kept us sailing and ran a very fair regatta with a grasp neither too tight or loose, applied as needed.  I don’t think many can fully appreciate the amount of work he put in for weeks, even months before the regatta.  Martin has been a fantastic addition to TMYC and has helped push our entire club to new heights.

In Martin’s closing remarks, he acknowledged all those that supported his efforts to help us to have so much fun.  He was smart enough to put together a steadfast team of scorekeepers made up from the wives of participants.  You would think it would be hard enough to keep one fella in line, but keeping 20+ of us managed is a feat that only took a few sharp women to manage!

He also thanked TMYC members who had helped behind the scenes.  Martin also had some very nice words for the staff of Lake Crabtree Park.  Drew Cade and his team have been very supportive of TMYC and they understand that we are more than just a few guys showing up for Saturday fun.  Over time, we have become a feature of the park, attracting visitors that come just to watch the sailboats passing quietly across Lake Crabtree.  Both organizations are stronger for the support and respect we give each other.

At last, the time had come to not say “Goodbye”, but “See you next year!’ to our visiting skippers.  Handshakes and fist bumps passed all around.  TMYC members were already making plans for next Saturday’s racing.  Cars were packed. Tents were folded. Marks retrieved or reset.  The scoring table was cleared of layers of items in search of a flat spot to rest.  As the last car pulled away, the site was left clean and empty as we found it with no trace of the weekend’s activity except footprints.  A clean slate, full of promise for the next event.

Lake Crabtree quietly awaits our return.

Thanks folks,

Will Newton

DF95 #142

2025 DF95 NC State Championship – Final Results

Link to Photos on Facebook

On Saturday and Sunday April 26 & 27 the second annual Region 1 Championship was held at Sail Newport on Fort Adams in Newport Rhode Island. Hosted by the Newport Model Sailing Club, 40 sailors participated in extremely challenging conditions.

The Friday afternoon practice session was held in 10 to 15 knot SSW winds and a partly cloudy sky. This was the calm before the storm!

Saturday dawned with ominous gray skies and 15-18 knot winds with gusts over 20 knots… then it got really gnarly! By the end of the skippers meeting, we had 17-22 knot winds and torrential rains. Full foulies required! Throughout the morning the preferred sail choice was the B Rig, and there were several transmitter failures due to the driving rain. By early afternoon the rain abated, and the winds died down to A Rig range for the rest of the day.

The real heroes of the day were the RC team that braved the elements all day to run 6 full races!

At the end of the race day, it was time to peel off the foul weather gear, cleanup the boats, and recount the good, the bad, and the ugly of the day over beers and dogs. Great conversations and great fun!

On Sunday the rain subsided, but we had shifty WNW winds. The wind speeds and direction varied all day requiring 3 major course changes and requiring multiple rig changes depending on the heat you were in. Some competitors changed rigs 4 times throughout the day as wind speeds varied between upper A Rig to mid B Rig. Throughout the day temps warmed, and it turned into an absolutely beautiful sailing day.

The fleet was made up of a good mix of local and regional sailors and several of the DF95 road warriors. In the end the top 5 places reflected that mix of sailors. Fifth place went to Tony Gonsalves; fourth place went to Brad Read; third place went to Steve Landau; second place went to Peter Feldman; and first place went to a relatively unknow sailor by the name of Ken Read!

Henry DiPietro

2025 DF95 Region 1 Championship Complete Results

Written by: Len Bose

Saturday, March 15, 2025, White Rock Lake Dalles Texas, Corinthian Sailing Club DF 95 “Dalles Blowout”.

Friday’s Practice and check-ins were just that a “Blowout” with a breeze between 17-23 knots with puffs touching 30 knots with HUGE waves. I spent my time putting my boat and A rigs together then headed outside the clubhouse. With ten boats on the water under C rigs rounding the weather mark. I sat down quickly flashing back to the 2013 America Cup in San Francisco when I first witnessed a 72’ catamaran get up on its foils. “OH SHIT look at that thing go,” I said laughing in a humbled tone. I was missing a part of my C rig which kept me from placing my boat in the water, or that’s what I was telling everyone that was asking me why I had not jumped in.

Two years ago I attended the blowout with my write-up referring to Chuck LeMahieu as ”Chuckles” the father of a gal I was dating and meeting for the first time, I also referred to meeting “Mr. Texas” Brig North and mentioned meeting Tony Gonzales for the first time, of course, the true gem of the family Carry “CJ” LeMahieu who always greets you with the warmest greeting that makes you feel right at home. This year walking into the Corinthian Sailing Club it felt more like returning home for the holidays and visiting the family. All my favorite relatives were there Chuckles, North, Gonzalves, Steve Landau, Dan Shier, Chris Collins, Russ Gardner, Joe Ruddy, Jon & Dennis Rogers, Jim Sears, James Stinson and a couple of relatives you hope don’t drink too much over dinner. I say that jokingly because I am normally that relative who finishes off the bourbon bottle. Speaking of dinner, Chuckles serves up one hell of a Texas BBQ, this year was Bratwurst boiled with a favorite brew of Chuck’s then grilled to perfection along with the tastiest Pork Chops I ever have had off the BBQ. Now blend in a couple of beers and the HUGE rum squall that came overhead of the club made for another memorable evening. Now I did happen to notice that “Rum Squalls” tend to form in the proximity of Gonzales. So there we were Gonzales, Sears and I with this huge squall approaching while I was trying to explain that it would be best to gybe onto port and exit the squall with the spinnaker pole on the port side. This will keep you in the squall longer and not fall into the back side of this squall, which is slow. Gybe back and forth in front of the squall for as long as you can.  The gybes went perfectly and we did not round up or down when we exited the clubhouse that night.

Saturday racing was all about “Valor and Swagger” “Valor” refers to boldness or determination in facing danger, especially in battle, while “swagger” describes a confident, often arrogant, or boastful manner. The breeze was well into the 30 knots plus range and at the top end of the C rig, one cannot take their eye off the boat for a second. The boats appeared to be flying fish jumping out the the water. My sunglasses were continually blowing off my face, and after four races in the top of C rig conditions, I just could not find my mojo while making novice mistakes. The term novice is not in the playbook of competitors Landeau, Barr Batzer, and Brian Shores. Their valor was on their faces climbing a hilltop of stairs to get to the preferred ground of the yacht club’s roof. Their swagger was to keep their awareness in these challenging conditions. To me, it was rather obvious how the South had come close to winning the Civil War.

That night Sears and I joined Landau and Gonsalves for dinner, and these get-togethers are almost as fun as sailing DF 95’s in 35+ knots. All the sailor’s stories come out on the table while there are always a couple of real “Whompers” that kick the fun meter into the red. The evening was almost a round down, somehow, we kept the mast dry and broke the fun meter for the perfect day with the Texas Blowout family. While in Texas one must remember “Not to squat on your spurs”

Sunday was a bit of a struggle to come on watch and wrap this gathering up, deep breathing and lots of water got us to the starting line. Sears and I shared a rental car and only used hand signals to the clubhouse. Sears sailed well this weekend finishing in sixth while I still struggling to meet my goals of finishing in the top half of the fleet, and Dan Shier beat me again. Shier and I have an ongoing rivalry, and I am sure neither of us would care if we finished second to last as long as we finished in front of the other. You will get a better review of the weekend by watching Shier’s video (SEE BELOW) he took tune into Olympia Model Sailing on YouTube.

Sunday sailing was a light breeze between 3-7 knots with long courses, as forecasted the breeze diminished as we approached high noon, and we only got in four more heats before calling it a regatta. I am much more comfortable sailing in lighter breezes coming from Southern California and let’s just say “I will go to Texas”.

Huge shout out to CJ and Chuck LeMahieu. After Saturday’s racing “Chuckles” asked, “Who does not like sailing in 30+ knots or wind with huge surf then having cocktails with the DF95 family?”.  I would also like to shout out to James Stinson for coming up to me saying hello and telling me he likes my stories.

I plan on making the “Blowout” an annual event on my calendar because life is too short not to take part in a good “Blowout”

Let’s go sailing!

The Winners Circle: (photos by W. Ramlo)

Videos:

DF 95 Traveler Series Interview number 2.

February 25th, 2025.

Jess Atkinson, winner of the Midwinter/ Traveler Regatta at

Eldorado Park. ( second venue in Traveler Series).

BY: Eugene Elliott M.D.

Question;

Jess, you are well-known on the West Coast and beyond for your RC sailing

Expertise. Tell me a little bit about your life journey.

Jess;

For the last 42 years, I drove tugboats, both coastal and harbor. I was in San Francisco

Bay for over 30 years and was in Southern California for about six years prior to moving.

North.

I learned to sail as a young kid on the lakes in Arizona. My Dad started me out there.

Question;

What kind of boats?

Jess;

My Dad built our first sailboat. It was an inland lake planning skow. Then I had a boat called an

Eightball which was similar to a Naples Sabot.

Question;

As an adult working in the maritime industry did you have time to sail?

Jess;

I did some sailing. I owned a 30-foot sailboat, and sailed to Catalina often. That’s how

I dated my future wife. When we moved to Northern California I bought a 48-footer.

We lived on that boat in Alameda.

Question;

How and when did you get interested in RC sailing?

Jess;

I got exposed to RC sailing when I was really young, maybe 13 or 14y.o., before I could drive a car. My uncle was doing it. He would bring us down to the Mission Bay pond in San Diego.

Many times. When I was in high school I built a 36/600. Never got to float it. My brother was involved in radio boats. I was always a hobbyist. I flew gliders for a while. I really started

Sailing RC sailboats when my uncle became too old, he gave his fleet to my brother and me.

Question;

When did RC sailing become a serious endeavor?

Jess;

I was given a Soling 50 in about 1993-4. I sailed it one day a month but wanted to

Be more active so I bought an Odom kit, and actually built a couple of them. I would come

Down to King Harbor and race. My brother had a Santa Barbara so I bought a Santa.

Barbara. When I came down to visit my brother on the weekends we would race both classes. That kickstarted the progression of RC sailing.

Question;

Eldorado Pond, two weeks ago, no wind, no patterns, you were pretty much unbeatable,

Not by short distances, just plain dominant, connecting all the dots that no one else could

See. What are your thought processes in very light air?

Jess;

First and foremost I keep the boat moving. The wind and my tune were at one with each other. I was just along for the ride and my boat took me there. I just let it rip.

I set the boat up a little loose. You can’t have the boat set up for 6 knots of wind if you’re

Sailing in one knot.

Question;

I observed you were working the sails a lot. Is that something you consciously think about?

Jess;

I think about working the sails more than the rudder. From RCs to dinghies  to big boats

Staying off the rudder is faster.

Question;

So when you got a lift, you didn’t necessarily take it?

Jess;

I would initially sheet out a little bit which would generate some speed which helps to generate some flow then I would sheet in if I needed to depending on the lay lines.

Question;

Do you use that technique in all conditions or more prevalently in light air?

Jess;

When the conditions and situations dictate I do like that technique but there are times.

When sailing a tighter weather course is also important.

Question;

When you say loosen the boat for light air, you’re mostly referring to twist/

Jess;

correct

Question;  I’ve read that light air tuning is not too dissimilar to heavy air tuning in the sense

In heavy air you want more twist to depower the boat. Is that accurate?

Jess;

The concept is good but it’s not the same. The day before Eldorado I raced in San Diego in

4-6 knots and the biggest change I made in my tune was to let off the vang a little bit in

Eldorado.

Question;

Recently at Mission Bay Aquanauts, you gave a really good seminar on tuning the DF 95.

In that seminar, you explained looking at the break of the jib and adjusting the twist.

To basically have an even break from top to bottom. Can you, for the benefit of our

The audience explains that concept.

Jess;

It’s a sailing and tuning technique I use. From making my own sails I have learned what

Makes a boat go fast and slow. I learned that most of it had to do with how much twist was

In the jib. So then I figured out not just with measurement but how to read it on the water.

So I could pull the boat in quickly and make changes as necessary between races.

I developed an eye for that. I generally let the top of the sail lead in the break, then the break moves down instead of letting the bottom of the sail lead the break. It’s a visual

Concept.

Question;

So if the bottom of the sail was breaking first you would add a little more twist?

Jess;

That’s correct. If I’m sailing and the top is just stalling and flogging I would tighten up the

Leach. It’s the same concept as moving the car on a big boat. The topping lift is the solution for that in radio sailing boats. I’m an advocate of tuning my boat on the water. You might

Bring it back once or twice or four times. I don’t do it all on the beach and just go sailing.

Question;

I was told you set the twist of the main and then match the jib twist to the main.

Jess;

I don’t think it’s a bad idea, but sometimes I see guys set up their DF95 with too flat a main

Verses IOMs that tolerate a tighter leach. If you then match a tight main leach to the jib you’ll have a case of the slows.

Question;

How did you get interested in sailmaking?

Jess;

I had a dear friend, rest in peace named Karl Tulp.. He was making sails for guys.

I asked him to make some sails for me. I used his sails for a long time. I got 4th in the

Odom Nationals of 2002 in Las Vagas with his sails. After that, he told me he was not going.

To make any more sails for me but he would teach me how, using the Swede Johnson.

Technique. I’ve expanded on that but still use his 101 principles. The art of being able to create drove the whole sail-making thing. I owe my appreciation to Carl who got me started.

Question;

I would think that being an accomplished sailmaker gives you a heightened understanding of what makes a boat go fast.

Jess;

I think it does in the sense that I’m very conscious of the work that I do.

Question;

What’s your basic routine between races?

Jess;

I’ll take a look up and down the pond and adjust my boat accordingly but I still will

Take a new look sailing for final adjustments.

Question;

Are any pearls in your basic boat preparation?

Jess;

I go through the boat in my garage, but if it isn’t broken I don’t fix it, but if I see a chaffed line I will change it. If any of these boats are tuned properly they are on fire, so not a lot of changes, just millimeters if necessary.

Question;

I don’t know if you’re planning but if you were going to sail in the DF95 NCR in Newport Rhode Island, current, likely waves. What is your technique for getting a low-inertia boat

Through the waves?

Jess;

That’s a really good question. I revert back to some of my big boat stuff. Mostly I try not to get stalled out on the crest of the wave. The tune is completely different and it’s all about making sure the boat doesn’t lose power. Your situational awareness has to be heightened.

When and when not to tack You have to think ahead. If you tack at the wrong time you could end up stopped dead by the crest of a wave in irons.

Question;

Your concept of situational awareness is really important.

Jess;

I think a lot of radio sailors are focused on their boats and possibly on the body of water. But

Then you have the guys that are looking windward, looking at the puffs, lifts, headers.

Those are different levels of situational awareness. Putting all those pieces together is when you start winning. That’s when you see guys rise to the top like Gary Boell, Sean Fidler, Peter Feldman, Steve Landeau, and Craig Mackey to name only a few.

For me, not to be redundant, I think it’s all about situational awareness.

Question;

What else can you say about the radio sailing sport?

Jess;

I am passionate about running clinics and teaching in my local pond, San Diego.

Argonauts. I have recently run clinics for the DF95, IOM, and coming up the Odom.

I’m really happy to be part of what the San Diego Argonauts are doing right now.

Through the clinics and other events, radio sailing is being promoted and the bar is

Lifted for everyone.

Question;

When I go sailing in San Diego I notice you will approach a sailor in a constructive fashion.

And offer a little tuning or tactical suggestion. I wish there were Jess’s at all radio.

Sailing clubs raising the bar.

Jess;

I relocated to San Diego 2 years ago but raced in 1998 in Soling 50’s.at Race Week.

I have noticed when I started sailing in San Diego 2years ago there was a lot of separation.

Between the top and bottom. Not so much anymore. That’s good for our sport and that’s

What I feel good about.

Question;

This has been great Jess. Do you have any questions?

Jess;

No, but I would like to end this with a quote from Paul Elvstrom;

I heard him once say when asked how to make a boat go fast his response was;

“I sit on the weather rail and stare blindly into the horizon”

Eugene Elliott MD is an active RC sailor and member of the OCMSC and The San Diego Argonauts. Sailing DF 95’s, IOM’s, and Volvo 70’s”

Who is Jon Rodgers?

Take the time to read the below interview:

Interview with Jon Rogers DF95 # 44, winner of the first DF95 Traveler Series held at Long Beach Yacht Club, on December 28th.

Jon has an extensive and impressive resume including winning the J24 and Snipe Worlds Multiple times. Jon is currently head of sailing instruction at San Diego Yacht Club.

At the age of 13, his nickname was ‘Barnacle’, hard to get him away from sailboats.

Q; Do you have a practice routine with the DF95? If so, what is your regimen for improving Your sailing and racing skills in the DF95? My analogy is golf. You can go out and practice, But if you practice the same mistakes it’s not productive. What are your thought processes For productive sailing practice?

A; One of my biggest thought processes is I treat everything like practice even the regattas. I usually like to practice solo. About 10 – 20% of the time my sailing is alone. I call it pretend Sailing. I simulate situations in my mind. I’m pretending that I’m racing. Often Kenny Read is the boat that’s right on my tail and I practice racing up and down the pond. I usually do that on Mondays for about one hour and fifteen minutes by myself. On Wednesdays, we have unofficial racing at the pond ( Mission Bay ). I usually set

Two or three goals, mostly related to starting and close-hauled sailing. I really only treat The Nationals or Regionals championships as a real regatta. Everything else is just practice so I don’t even look at the results.

Q; So when you don’t look at the results does it free you up a little?

A; Yes, because I look at sailboat racing as a series of races, so I’ll block out 25 – 30 races.

In the next three to four months I’m going to use the skills that I have practiced and I’m going to use the odds and keep trying to do what’s right every single time, I try to avoid thinking about what place I’m in. I try to sail like I’m winning every race all the time.

Q; When you arrive at a regatta venue, for instance, Traveler’s at Long Beach Yacht Club what is your routine?

A; I pretty much follow the exact routine every time. I kept a checklist for a long time, like for the first two years. I kept a checklist of every step, making sure there were no cracks in the hull, making sure the sheets were not stuck around the mast, and making sure the sheeting angles, foot, rake, backstay, and boom clearance were all proper. Just a detailed checklist. Now all I do is set the boat up at home. I try to set my boat up the same for all conditions. So I really practice with one base setting a lot and when I get to the venue I’m just trying to get the weather helm perfect. I like to have the tiniest amount of weather helm I can possibly have but almost none. The way I check for rudder angle is to sail the boat directly at myself on a broad reach four or five times before the first race and keep watching. That’s the one point of sail where your boat should sail straight if the rudder is aligned.

Q; Do you go out and sail the course just to get a feel for predominant shifts and current Before the start?

A; I keep track of time so I don’t mess that up, but usually try to sail without a lot of tacks, going in straight lines for the first 5 to 6 minutes, then go downwind. The next time I

Go up and play the shifts more, trying to figure out which tack is the difficult tack. I felt

In Long Beach the starboard tack was the one I didn’t have an easy time with so anytime I had a good starboard angle I stayed. I try to figure out which tack is not going up the pond as much and during racing if I get one of those I just stay on it. I felt in Long Beach the port tack was often lifted. Anytime I got on a starboard tack and got lifted I would just keep the boat rumbling just even foot a little bit, bow down but not too much. You can never go more Than 2 degrees lower than the wind because any lower will be a detriment to VMG. I’m tapping my boat down on starboard lifts to keep full speed ahead toward the next easy Port tack.

Q; What is your basic tuning.?

A; I think the best tuning video is Ken Read’s. Everyone should follow that first because he and I think exactly alike. He says the boom should be 1-2 mm from the eye almost touching the eye. Change that you change a lot. I sail at 1133, right in the middle. If it’s windy I go to 1130 and in really light air 1135.1133 is my average setting.. When setting up the boat if there is too much weather helm I will tighten the backstay or loosen the vang. If there is not enough Weather Helm or lee-helm I will do the converse.

Q; Recently, at your pond ( Mission), Jess Atkinson gave a DF95 tuning tutorial. He discussed In detail setting the twist of the jib in terms of the break of the sail. How do you set the twist of the jib?

A; I’m a little more on the side of adjusting the topping lift so I’m almost luffing at the top.

Jess is a big believer in the jib breaking at the top. I only want the top of the jib luffing in any boat in overpowered conditions, so I’m very cautious not to overdo it. Jess pulls his topping lift so he sails with a little more twist. I sail with less twist and therefore less break at the top of the sail. I just think we are underpowered most of the time sailing in relatively flat water, so slightly less twist, more power.

Q; For the less experienced sailor explain how you choose where you will start on the line.

A; Before the two-minute gun to windward of the line, I reach on port and starboard without Touching my sails. If there is no luffing on either tack the line is pretty square, If you’re on Starboard tack and your jib is luffing and you’re parallel to the line, then you go back the other way, and on port tack, it is not luffing then the pin is favored. Theoretically, if you’re beam reaching down the line both ways it’s even, if you’re close reaching it is not. At one minute to 1:15, I am on port tack below the line going parallel to the line with my sails in the exact halfway point. On my transmitter with the sails about 45 degrees out then it helps me read wind shifts.

Q; In Long Beach, it seemed like the pin end was slightly favored. The tide was going out the pin end was in deeper water. You seemed to start mostly on the pin end.

A; I personally look at everything as practice. I liked having 30 boats on the line. I don’t think the sport is designed for guys like me. I think it’s more designed for the weekend warrior. The line was very dangerous. You get the sharks that dive to leeward of you right before the start .

They don’t have right of way but they think they do, so I started down at the pin end because I knew out there it was the only way II could get a start with less chance of getting completely screwed up by other boats.

Q On the course, we are all looking for that first shift or to get over to the favored side. How do You approach tactics on course.?

A; I practice a lot of starboard tack close-hauled sailing and staying on it a long time because I find

Jumping onto port tack can be really hard. This regatta in particular the wind was a little West/ northwest making the docks and the right side of the course in slightly lighter wind. My tactic was to stay on starboard and be one of the last boats to attack the right.

As soon as I would tack someone would get a lift and force me to tack over again.

I would keep going until I had a lane.

Q; As you get into the 8th race of a 12-race regatta do you have an acute awareness of Your competition?

A; I can’t say I am never putting it in my thought process but my main thought process is wanting to sail the most efficient VMG race. I want to beat them. I don’t really look at points. Believe it or not, I went about 20 years from the age of 13 until I was almost 30 Never looking at results. When I became a pro sailor, 28ish I had to start looking at results, But I’m still really good at not letting the results get into my head. I’m just trying to get 1st, 2nd or 3rd. My goal is to round the weather mark in the top quarter of the fleet and then Anything in the top three I consider 1st.

Q; At the end of the day, what maintenance do you do in addition to hosing your boat down?

A; I don’t take my boat completely apart. I release the Cunningham, take a paint brush And Corrosion X, and pay attention mostly to the gooseneck and metal parts. The Gooseneck gets the most care on the boat.

Q; Jon, this has been great is there anything else you want to add?

A; I just think the Kenny Read video is really good. I am going to do a little video of my own Regarding the tuning used for the Long Beach Regatta. I suggest once you get your base Measurements, after that the only adjustments are your boom vang and back stay paying Attention to your weather helm. If it’s windy I pull the mast a little forward to 1130. All Adjustments are in tiny increments.

Q; How do you approach sailing in some chop?

A; I watch the bounce of the boat. If I see the boat bouncing, I am barely tapping the boat down and as soon as the bouncing stops I just let the boat sail itself. When another wave Hits again I’m barely tapping the boat down but not letting it foot too much.

Q; So slightly bow down.

A; Yes. I practice this on Mondays. I practice steering as little as I can to accomplish my goals.

Q; Do you work your sails?

A; I don’t do that very much except in light air. Airplane wings are a solid shape for a reason. A sail that’s trimmed holds a certain shape but the wind direction is different at the Top and bottom.

Ken Reid does play the sheets a lot and I consider him the best in the world. I think there Are only two to three people that can beat the guy, that’s how good he is.

In lighter winds I do play the sheets instead of steering when the sail stalls I let it out and then pull it back in.It’s a very finite motion, hard for people to achieve.

Q; The DF95 Nationals are in Newport, Rhode Island. Are you planning on going?

A; Yes. That’s my dream to go. I can’t make all the traveler series but hope to get to Newport. It’s a real sailing town, one of my favorites. I lived there when teaching at J World, Newport. Brad Reid is a good friend. I have raced against him a lot.

Q; Thoughts on sailing in Newport?

A; The current will be a bigger factor than we are used to. Bring your rain transmitter bags. The chop will vary based on the wind direction. Anything from the Northeast is going to be very choppy blowing against the dock, South is not too bad.

Jon, this has been great, and very informative. Thank you for your time and expertise. Congratulations

Eugene Elliott MD

” Eugene Elliott is an active RC sailor and member of the OCMSC and The San Diego Argonauts. Sailing DF 95’s, IOM’s, and Volvo 70’s”.