Category Archives: Fleet 2

Let Your Lights Shine

Running Light Maintenance

by Chris Hill, July 2017


I don’t sail in the dark very often, but when I do, it’s usually between July and December.  In August through October, warm pleasant evenings suddenly turn dark, and in December it’s nice to get out and look at the Christmas lights.  When out in the harbor after sunset, it’s a good idea, and a legal requirement, to have working running lights.


To keep your lights in working order it is a good idea to check and maintain the electrical system from time to time.  Every year in late summer, I pull apart the running lights, clean and grease them to improve reliability.  So far, I haven’t got stuck in the dark without running lights (knock on wood).


Take the three screws out that hold the running light to the boat, being careful not to drop the screws or the screwdriver into the water.  Note that there are several parts to the light.  Be sure to hang onto all of them.

Aha… Corrosion shown here on the contacts on the base of the bulb and on the socket.  Moisture plus dissimilar metals in contact with each other and the atmosphere means corrosion will happen.  We just need to clean it away, and slow down its future growth.


To clean off the corrosion, I like to use contact cleaner, readily available from an auto parts store (Kragen, Hub) or an electronics store (MarVac, Fry’s) plus a wire brush.  (Funny that the can says “Cleans and Protects”, then also on the label it says “Leaves no residue”.  Not sure what kind of protection is provided when nothing is left behind…  Anyway, it helps to get things thoroughly clean, but I wouldn’t count on any “protection”.)


I also like to use a wire brush for the cleaning operation.  This 3 pack of brushes from Home Depot (Paint department) has a stiff nylon brush, a brass brush (good for cleaning steel without scratching it), and a steel brush.  It’s ok to scratch the electrical contacs, so use the steel one for this job.  I spray on the cleaner then quickly scrub with the wire brush to clean, then use more spray cleaner to get rid of the crud.  Be careful that no strands of wire brush remain.  The nylon brush is good to make sure nothing meteallic is left behind.


After cleaning, the base should have a copper-ish looking color.  Most importantly, the two contacts inside the base

need to be thorougly cleaned.  This is a one-filament bulb, and there are two contacts on the base, so the socket itself is not actually part of the circuit, and the base contacts are the most important part.


After cleaning I like to apply dielectric grease, also available at an auto parts store.  The dielectric grease keeps moisture and air away from the metal, preventing corrosion, at least as long as it stays on the surface.

Here’s the bulb cleaned, then coated with the grease, ready to be reinstalled.  Put it all back together with grease coating the electrical contacts, and your lights should work fine, at least until corrosion catches back up with you.


Harbor 20 Class Association Board of Directors Nominations

Dear Harbor 20 Class Association Owner Member,

As a current and active Owner Member of the Harbor 20 Class Association, you will be asked to participate in a vote for the 207 Harbor 20 Class Association Board of Directors. This vote will take place online within the next several weeks.

The Harbor 20 Class Associations ByLaws, section ID3 state:

I.D.3. A Nominating Committee will be appointed by the Board each Fall to nominate candidates for the open Director positions. The Committee is required to consider suggestions for candidates from all Fleet Captains. The slate will be communicated to the Owner Members by December 10th. Five or more owners may nominate additional candidates. The Board will hold an open and fair election by the Owner Members of all nominated candidates.

A nominating committee was formed and candidates have been solicited from all the Fleet Captains. The nominating committee is recommending the following individuals for the 2017 Class Association Board of Directors.  An election will be held via email in the upcoming weeks. This email is only a notification of the nominated candidates as required by the ByLaws.

Warren Duncan, Fleet 1, 2016 Class Measurer


Susan Gaire, Fleet 6


Peter Haynes, Fleet 1, Previous Class President
Garth Hitchens, Fleet 5


Ed Kimball, Fleet 1
Kevin Keogh, Fleet 3, 2016-17 Class President


Richard Loufek, Fleet 1, Fleet Measurer
Marino de Marzo, Fleet 5, 2016 Fleet Captain
Richard Miller, Fleet 4


Chuck Millican, Fleet 3, Fleet Measurer
Michael Mixson, Fleet 6, Fleet Captain
Fred Rice, Fleet 4, 2016 Fleet Captain


Patrick Shannon, Fleet 5
Gary Thorne, Fleet1, 2017 Fleet Captain


Judy Weightman, Fleet 1

Total of 15 Directors Representing all Active Fleets.
Any questions concerning the election or nominations should be directed to the Class Nominating Committee via email to Nik Froehlich.

The Racing Rules of Sailing for 2017-2020

This fall, US Sailing publishes the U.S. version of the rules for the next four years – The Racing Rules of Sailing for 2017-2020 Including U.S. Prescriptions.

The Racing Rules of Sailing are published every four years by World Sailing, the international authority for the sport. These rules govern sailboat racing in the United States and the portions of international races that pass through U.S. waters.

This edition of the rules becomes effective on January 1, 2017.

You can pre-order your copy from the US Sailing Website if your a member of US Sailing.

The Racing Rules of Sailing is available for purchase through the World Sailing Executive Office. You can also download the complete document and related publications.

Printed Class Roster

All current Class Members can receive a printed Class Roster at no cost. These rosters are printed once a year and must be ordered before printing. To order your roster, go here.

An online Member Roster is available to members at all times, and is the most current database of Class Members. You can access the online Class Roster through the “Members” menu item.

A downloadable PDF version of the printed Class Roster will be made available to members after the 2016 roster is printed.

If you would like to receive a printed Class Roster, order yours today.

2016 Class Association Board Elected

The Class Association Board of Directors for the Harbor 20 Fleet has been elected by the general membership. These members will serve a one-year term. They are:

  • Warren Duncan
  • Nik Froehlich
  • Steve Hachten
  • Peter Haynes
  • Joe Highsmith
  • Garth Hitchens
  • Kevin Keogh
  • Gary Thorne
  • Marino de Marzo
  • Bill Menninger
  • Richard Miller
  • Michael Mixson
  • Fred Rice
  • John Whitney
  • Bob Yates

Class Association Board Nominations

Harbor 20 Members:

On December 5th, 2015, an email was sent to all active members announcing the nomination of the 2016 Class Association Board of Directors.  Due to a technical issue, many of these emails diverted into SPAM folders, therefore, many members did not see the email.  The email that was sent is displayed below.

A vote for the 2016 Class Associate Board Members will take place in about a week, and will be conducted online. All members will receive an email and a post with voting instructions will be put on the website.



Email sent to membership on December 5, 2015

Harbor 20 Class Association

Dear Harbor 20 Class Association Owner Member,

As a current and active Owner Member of the Harbor 20 Class Association, you will be asked to participate in a vote for the 2016 Harbor 20 Class Association Board of Directors. This vote will take place online within the next several weeks.

The Harbor 20 Class Associations ByLaws, section ID3 state:

I.D.3. A Nominating Committee will be appointed by the Board each Fall to nominate candidates for the open Director positions. The Committee is required to consider suggestions for candidates from all Fleet Captains. The slate will be communicated to the Owner Members by December 10th. Five or more owners may nominate additional candidates. The Board will hold an open and fair election by the Owner Members of all nominated candidates.

A nominating committee was formed and candidates have been solicited from all the Fleet Captains. The nominating committee is recommending the following individuals for the 2016 Class Association Board of Directors.  An election will be held via email in the upcoming weeks. This email is only a notification of the nominated candidates as required by the ByLaws.

Warren Duncan, Fleet 1, Current Class Measurer
Nik Froehlich, 2015-16  Fleet 1 Captain
Steve Hachten, Fleet 6
Peter Haynes, Fleet 1, Previous Class President
Joe Highsmith, Fleet 3 Captain
Garth Hitchens, Fleet 5
Kevin Keogh, Fleet 3
Marino de Marzo, Fleet 5 Captain
Bill Menninger, Fleet 1, 2015 Class President
Richard Miller, Fleet 4
Michael Mixon, Fleet 6
Fred Rice, Fleet 4 Captain
Gary Thorne, Fleet1, Current Class Treasurer
John Whitney, Fleet 1, Fleet Scorer
Bob Yates, Fleet 1

Total of 15 Directors Representing all Active Fleets.
Any questions concerning the election or nominations should be directed to the Class Nominating Committee via email to Nik Froehlich.

Close Racing, Great Parties at Harbor 20 East-West Regatta

Harbor 20 Fleet 3 and South Carolina Yacht Club hosted the 2015 East-West Challenge Regatta at Hilton Head Island, South Carolina, October 22-25.  Teams of three crews each from Fleet 1 (Newport Beach), Fleet 3 (Hilton Head), Fleet 4 (Santa Barbara) and Fleet 5 (Annapolis) sailed eight races in boats provided by Fleet 3 with assistance from Fleet 5.  Races were run in Calibogue Sound by a national race officer in moderate breezes with fairly strong current.  The East team (Hilton Head and Annapolis) beat the West team (Newport Beach and Santa Barbara) by a score of 228 to 275, earning possession of the East-West Challenge Trophy for the next year.  Hand-carved half-models of a Harbor 20 were awarded to the skipper and crew with the top three best individual performances in the regatta.  They were Chuck Millican and Ned Nielsen (Fleet 3), Ed Kimball and Gary Thorne (Fleet 1) and Domenico De Sole and Joe Highsmith (Fleet 3).  Just two and three points behind with the fourth and fifth best individual performances were Carter Ford and Kurt Wiese (Fleet 1) and Peter Trogdon and Jeffrey Scholz (Fleet 5).



All of the competitors and their spouses, along with the 40 Hilton Head volunteers who organized and ran the regatta, enjoyed great parties every evening.  A Thursday evening welcome reception at South Carolina Yacht Club was followed by a Friday evening Carolina Low Country buffet dinner poolside at the Club.  On Saturday all 80 people went to Mary and Joe Highsmith’s home on the May River in nearby Bluffton for an Oyster Roast and Pig Roast with live bluegrass music provided by the band Low Country Boil and a dance floor under the old oak trees that was hopping after dinner.  Sunday after racing competitors gathered for light refreshments on the Club deck where the Club officers and founders received a plaque thanking the Club.  Then it was on to a fabulous Awards Dinner at the oceanfront home of Eleanore and Domenico De Sole.


On Friday evening before dinner there was an hour-long discussion meeting among the members of the Harbor 20 Class Association who were present.  Kevin Keogh, the event chair for the regatta, introduced the Fleet officers who were present, who included at least two officers from each participating Fleet, plus two officers of the national Class Association and three representatives of newly-formed Fleet 6 in Sarasota, Florida.  The topics on the discussion agenda included how to recognize the geographic growth of the Class by involving representatives from Harbor 20 Fleets outside of Newport Beach in the governance of the Class, the possible format for a Class national championship in addition to the East-West regatta, compliance with Class one-design rules including boat weights, sourcing of sails from sailmakers outside the Newport Beach area and initiatives for growing the newer or smaller Harbor 20 Fleets.  The constructive discussion allowed the Class officers who were present to take some ideas back to Newport Beach for Board consideration.


The 2015 Harbor 20 East-West Challenge Regatta was the eighth time this event has been held.  It started as a challenge between the Hilton Head and Newport Beach fleets and expanded to include Santa Barbara and Annapolis.  The venue alternates between East and West Coast.  The 2014 event was in Santa Barbara, 2013 in Annapolis and 2012 in Newport Beach.  The host fleet provides the boats that all competitors sail and provides housing in the homes of local members for those visitors who request it.

Here are the final scores of the 2015 Harbor 20 East-West Challenge Regatta:

Team Scores

East (Annapolis & Hilton Head): 228

West (Newport Beach & Santa Barbara): 275

Click East-West Final Scores for complete, detail and individual scores.

More photos and article by WD Schock is here.

Class Association ByLaws Amended

On August 19, 2015, the Harbor 20 Class Association Board approved changes to the ByLaws that intend to protect the one-design class from variances in manufacturing and boat weight. The new Bylaws can be found on the website under the About the Class menu, under Organization, or click here.  A downloadable PDF can be accessed here.

The relevant changes are in sections III.D.1 and III.D.2.

These new rules will be in effect for the upcoming Class Races:  BCYC Harbor 20 Tune up; NHYC Regatta, and the Class and Fleet 1 Championships on October 3rd & 4th. The waterline templates may be used at random during all upcoming events to verify compliance with new class minimum weight rules.

If you feel your boat may be out of compliance, please contact the Class or Fleet 1 Measurers:  Warren Duncan or Michael Volk.

A Printed Class Roster

This year, we will print and mail a Class Roster to all Harbor 20 Class members. We’ve had lots of requests to provide a printed little book, in addition to the website data.


The Roster will be based on the website database information as of January 31, 2015. It’s very important that everyone log into the website and check their data to make sure it’s accurate, and as complete as you want to make it. We provide the opportunity to have Significant Other names and email addresses. But please check and update the information NOW, when you’ve been reminded. Because of the numbers of members, and the amount of data involved, we simply can’t chase each member individually for the update.


To log into the website, enter your username and password in the login form on the right side of the website.  If you can’t remember your password, use the “Forgot” link and it will email you a new password.


If you don’t know your username, try using your FirstName and LastName, with no space: like this:  NikFroehlich.  If you just can’t login, email for help.


Once logged in, you can also see your membership status on the right. If your membership is due to expires prior to March 1, 2015, please use the Membership Renewal menu under Members and renew your membership so that you are included in the printed roster.


We hope you’ll like the printed roster! It’s only as wonderful as all the information provided…

2014 Harbor 20 Class Champs – Another Record Turn Out

2014 Harbor 20 Class Champs – Another Record Turn Out

 October 15, 2014



Regatta Recap


Newport Harbor Yacht Club hosted this year’s Harbor 20 Class Championships.  This year was especially monumental with another record-breaking turn out of participants. Every year, the Harbor 20 class seems to grow steadily.


H20 Start

Harbor 20 Start – Always Crowded


The competition was stiff.  Internationally renowned luminaries like Jim Buckingham, Doug Rastello, and Argyle Campbell have recently joined Harbor 20 sailing. Noted Sailing Champions, Scott and Lelsie Deardorff came down from Santa Barbara.


These relative newcomers were out to show they had what it takes to win in Harbor 20s.


The stalwart Harbor 20 sailors were also determined to show the elite newcomers that Harbor 20 sailing is top level racing. The stalwarts have won multiple North Americans and Worlds in the most competitive classes.


No one jumps into Harbor 20 racing and suddenly cleans up. It was evident that this was going to be a brutal regatta.  


Video: Harbor 20 Class Champs


The regatta turned out to be as predicted with no one team dominating. The prior weekend hosted tune up-regattas which informed everyone that this would be epic. Every team fought tooth and nail for every single point they earned. Leads changed many times.


The depth of talent in the Harbor 20s is outstanding. There are dozens of elite amateur sailors all on the same course. Small mistakes, especially early in a race, found sailors well back from the lead pack and struggling to find clear air, much less any passing lanes.


Style and Grace abound

Style and Grace Abound


As the most active keelboat class in America, the Harbor 20 class doesn’t need to beg sailors to participate in their class champs – they turn applicants away! 


In a flurry of last minute petitions, numerous applicants were rejected by the board.


The Harbor 20 Class is very much a Corinthian class – no pros, only owner drivers, and crew has to have sailed at least 12 races with driver before class champs.


Karen and Gary Doing Well as Always

Karen and Gary doing well as always


Plenty of potential racers are turned away each year by the Class Board.  Focusing on true Corinthians has kept the class steadily growing.  This year, 41 boats made the Harbor 20 Class Champs the largest Corinthian Class Champs in the country for any keelboat. 


Jan Houghten

Jan Houghten skippering her Harbor 20 with hubby Bowie as crew


Not only the number of participants is growing, but the diversity of sailors racing in the Class Champs is impressive.


21 of the 41 teams sailed with spouses or significant others.  Couples have more fun when they sail together.


Awards 1

You wanna win?

Sail with someone you love!


The top five teams were all husband – wife combinations. The roster of those five names are luminaries in the sport:

1st – Gale & Jon Pinckney

2nd – Diane & Bill Menniger

3rd – Bridget & Argyle Campbell

4th – Karen & Gary Thorne

5th – Mary & Jim Buckingham




This was truly a family affair, as an array of family members raced together. Harbor sailing has always been about family, friends, and fun. 


Kathy and Cindy

Kathy and Cindy ready for Saturday evening!


The Saturday evening party was a great bash with dancing, good cheer, and plenty of Harbor 20 laughter. The club was packed with standing room only. Rumors of some epic after parties circulated, but what happens in Harbor 20s, stays in Harbor 20s.


Michael and Ellen

Michael Volk and Ellen Reeder looking stylish as always


Len and Barrie Connelly were leading the Bs all regatta until the last race when they were barely OCS and did not hear the recall. They continued to sail an amazing last race, winning handily only to learn the bad news at the dock.


Tux the Dog

Tux ‘line tailer’ Geissman


Daniel and Mariah Geissman, new to Bs, earned a solid second with Tux “the tailer” Geissman as an integral member of the Red Devil sailing team.


Daniel and Mariah

Daniel and Mariah Geissman: Welcome to the fleet!


Kathy Reed sailed in her first championship with her brother, Ted,  to win the C Fleet! Kathy moved up to Bs. The prior week, Ted won Cs, so he moved up to Bs.   Roxanne Chan tied for first in the Cs, sailing with her longtime partner Dave O’Hara.


Harbor 20 Gals

Harbor 20 gals always have more fun


Everyone had a good time chatting about the day’s events while placing bets on next year’s winner.


Many thanks to Newport Harbor YC that has been able to attract top quality race management and judges. Special thanks go to Robert Kinney, Scott Mason, John Fuller, David Blackman,  Charlie Broadwater and Jenn Lancaster.  Robert’s most entertaining awards ceremonies are always a treat.


Race Report: 

Reflections from Champions 

Gale & Jon Pinckney


Jon and Gale

Jon and Gale celebrate a well-earned victory


This Corinthian-spirited narrative from the 2014 Champions reflects the disposition of all Harbor 20 Sailors. Both gracious and humble, Gale & Jon tip their hats to fellow sailors for a job well done and to another exciting season of Corinthian Harbor 20 sailing….

It is important to understand that every regatta is different, and as such it is important to identify ahead of time, if possible, what the keys to success will be.
Sometimes setup and tuning for speed are the priority, and other times tactics or starting are more important. You could have a deep fleet in which anyone could win or a shallow fleet in which it is a one or two boat show for the win. Every regatta has a different set of circumstances that will determine strategy and success. Once you have correctly identified and committed yourself to the key points for victory, your process for making decisions throughout the regatta has a starting point, more structure, and hopefully you are rewarded with more consistency and better results.


We felt consistency was going to be a huge factor because of the depth of the fleet along with the possibility that we might not get enough races in for a throw out. Starting well would be key, but being aggressive trying to win an end on a small line would probably be too risky over the long haul. 


With super light winds from the south, we knew we would be racing through the moorings where speed is difficult to maintain as you have to navigate competitors, moored boats, and unsettled winds that just went through someone’s patio.


Finally the tough fleet and conditions were certain to put everyone in situations in which they would be behind and have to try to come back.


We felt the team that would ultimately win the regatta would be the one that could dig itself out from behind better than the other top teams.


Mast Tune


Our shroud tension was set the way Bill Menninger recommends, which is fairly loose around 16/17. I think that as long as your shroud tension was within one or two turns on either side of 17 you were fine. In general, in light air, you don’t want to be tight which I think starts around 20.


Although some of us fixate on it, I do not think mast setup was a big deal this weekend unless you were tight.


As an example, I found on the morning of the regatta that my mast is off-center, side-to-side by one inch, and has a significant bend to port up top. Mast Tune 101 always starts out with a straight mast that is centered side-to-side, but we sailed all weekend with it out of alignment, which drove me crazy.


Since, as we still seemed somewhat fast, this tells me there must have been more important factors than mast tune in determining boat speed. That being said, I definitely plan to take my mast down and examine the problem further.




Locating pressure and placing yourself in it was by far the single most important item to pay attention to this weekend. When the wind is 2-4 knots, as we had all weekend, the difference is staggering when you find yourself in 2 knots more pressure than your opponent.


With four knots instead of two, you are probably going twice as fast and able to point 20 degrees higher.


When we sail in the normal 8-10 knots when the wind is filled in across the course, 2 knots more pressure always helps, but it is nowhere near the game changer that it was this weekend. When you hit a soft spot in 8-10 knots, you can still coast and maintain most of your momentum and get going again with relative ease when the next puff hits.


Not so when it is 2-4 knots! If you slow down as the result of less pressure, pinching, poor sail trim, steering or tacking, it will take forever to get up to speed again.


With that in mind, the number one priority on our boat was looking for wind at all times. I am always trying to identify where the next pressure is located and what path will allow me to sail to it as soon and as easily as possible.


More importantly, since everyone else is presumably of the same mindset, I must do better by identifying where the next two or three pressure systems rolling down the course will be, after the one that everyone else is looking at is gone. I need to know how fast or slowly they are traveling, how long they will last, how much pressure they contain, and once I am in them, will they connect me to the next cycle of pressure systems coming down.


Sometimes a smaller pressure line won’t look as good short term as a larger one your opponent is in, but it may connect you to the next one or two better. It is easier said than done, but this system of “connecting the dots” is usually the key to winning in our small, shifty bay.


While we were always trying to pass the boat in our immediate area, our biggest gains were always made two or three moves in advance using this process.


Pressure aside, we were always trying to go fast, because when you are fast you have more options. This requires keeping the sails a little looser and the bow down footing whenever possible.


When you are fast, you are free to tack or pinch, if need be, for a short while to cross boats, moorings, create lateral separation from an opponent to leeward, or to connect sooner with a puff on your beam.


If you are slow going into any of the above maneuvers, you lose too much speed and it will take too long for you to get up to speed again. Every decision we made this weekend was based on speed and pressure.


We never went wing on wing all weekend (reaching is faster), and we never tried to pinch over a moored boat unless, by reading the available wind, I was absolutely 100 percent sure we could clear it. If there were any doubt at all, we would reach off and duck.


All things being equal, I would rather head down and ease sails to a beam reach and gain a lot of speed to duck – than have to tack in 2 to 4 knots.


We made some huge ducks of 20 feet or more on large moored boats or opponents.


Maybe in hindsight a tack would have been better. Perhaps we could have gone wing and wing a couple times, too. However you have to accept the fact that of the hundreds of decisions you make over the course of the weekend, you will be wrong 25 percent of the time.


When you prioritize all your decisions based on speed, when you are wrong you are still going fast and you still have all your options.


On the flip side, when you are wrong 25 percent of the time and going slowly or almost stopped, you will lose way more boats than someone who made a wrong decision but is still going fast. It adds up over the course of a weekend.


There is too much at stake in 2-4 knots to risk being wrong when the penalty is slowing down significantly. This is where you typically lose lots of boats as opposed to one or two. Things are different in 8-10 knots, but 2-4 knots is a completely different animal.


One other thing I did for speed was reread Jim Kerrigan’s article on the H20 website ‘Positive thinking in Zero to Four knots of Wind’ He makes some very good points. We did everything he said…except lie down!


Key to Regatta 


Our final key to the regatta was recognizing the winning team would be the one that could come back from adversity and salvage a decent finish when caught deep. Whenever I race, I always study results and find something interesting.


In this particular case, I highlighted those come back races as this was where the regatta was won or lost. I try to identify what factors contributed to the problems in the race and how those problems can be corrected in the future. I then calculate the average finish in these races to see how well we were able to come back when we were behind.


From there you can also determine what you did right or wrong in your comeback.


In our case, all three highlighted races were the result of bad starts. In the start of race one, we couldn’t lay the pin and had to gybe around and start late. In race three, we were over, and in race six, we had to circle back around after getting shut out at the RC boat for barging and again start quite late. I have concluded that the solution for the poor starts is that we need to compensate for the extreme light air by positioning for our final approach earlier and from a better location.


Starting near last in 50 percent of the races is not the formula for success, and I will definitely try to apply the lessons learned in the future.


We were a bit lucky because if there had been a stronger steadier wind, we probably wouldn’t have been able to catch up as well as we did. The light, fluky winds allowed plenty of opportunities to catch up using the techniques that I described above.


Another perspective in looking at results below is that the most important race of the regatta was race #3 as Pinckney and Campbell started the race in last place after being called over early. Menninger is launched and wins the race gaining 12 points on Campbell but Pinckney makes a comeback and only loses a point to Menninger.


Pinckney 7 1 2 4 1 4 Total: 13/3 = 4.3
Menninger 8 5 1 1 4 10 Total: 23/3 = 7.6
Campbell 1 2 13 2 9 6 Total: 28/3 = 9.3




Ability to come back and post a good score in a race where you are deep.


Pinckney total score in races #1, #3 and #6 =13
Menninger total score in races #1, #2 and #6 = 23
Pinckney totaled 10 less points in comeback races.
Total overall margin of victory was 10 points.


This was a very tough regatta and we feel fortunate to have won. Sailing in 2-4 knots really is a different ballgame and we hope that sharing with you our approach and debrief is helpful.


Also thanks to the always humble Bill and Diane Menninger for letting us rent their trophy for the year!



Racer’s Report: 

Reflections from Champion 

Kathy Reed





Creeping along at a snail’s pace to the windward mark through the mooring field, the race committee had managed to start us in light, light air. It was so light that if a boat near you sneezed, you would have felt the puff. My crew (my brother Ted) and I were in second place getting close to the mark. I didn’t allow enough room for the current and we touched a mooring ball.


We heard the yell of “protest” from a boat far back in the field. “Hey, I’m protesting you. You hit the mooring ball.” I immediately went into disaster recovery mode and felt I could do my penalty turn without interfering with anyone. Wrong. As I was coming out of the turn and tacking to avoid a moored boat, I fouled another competitor and had to do another turn.


We went from second place to seventh place in about 2 minutes. Our spirits dropped. It was hot, Africa hot … we were sweating like crazy … and now we felt like crying.


Here’s the catch. Had we read the Sailing Instructions more closely, we would have noticed that they said “Don’t hit the mooring balls or moored boats but if you do, it is an NP event”. We found out what NP meant after chewing the fat with the gurus at the after-race-beverage-fest. NP was defined as Non-Protestable. If we had dissected the Sailing Instructions carefully, we would have found the definition in there. Our mistake was not finding out about the NP clause before racing.


At the dinner that night, we asked several other skippers if they knew what NP meant. Only one did. I guess the judges would say that I needed to do the penalty turn anyway, but I am also guessing that I couldn’t be protested if I didn’t do it.


The next day went much better. We clawed our way back and won the regatta on a tie breaker, despite ourselves. Sticking to the details of every word in the NOR and SI from here on out ….


Kathy Reed and Ted Reed sailed in the C Fleet and are now members of the B Fleet.  Welcome to Harbor 20 sailing!


Congratulations Kathy and Ted!

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