ISAF Youth Team Selection
Sir
The letter by Greg Davis in your June 2008 issue titled Fair play -or foul, reminded me of a similar situation that played out in 1998. After representing RSA at the ISAF Youth Worlds in Japan in 1997 in the 420 class, Greame Willcox and I were looking forward to the opportunity to take our newly-gained experience and give the 98 Worlds a real go! We trained hard and sailed as many double-handed regattas as we could. However, we were informed that no selection regatta would take place and instead the team were going to be selected through a CV process. Needless to say, we were extremely disappointed to find out that we had lost out to a Cape-based pair. After all, we saw ourselves as clear favourites due to our extensive track record.
This left me feeling I had been let down by SAS. It was surely not fair play, at least not in my eyes. As sailors, we should be afforded the opportunity to do battle on the water! That is what we train and practise for!

I agree with Greg, selecting a team is a simple but important task, especially because the selected candidates are presented with Junior National Colours! I fail to see why a specific regatta can't be nominated and advertised well in advance as the youth selection event. It's not that difficult. I'm pretty sure that the entries will also be increased if this is done. It will also allow the youth sailors the opportunity to properly prepare for such an event.

I fear that the stakeholders have once again failed the youth sailors mentioned in Greg's letter.

Wouter Langhout
Namibia

Blow for Lipton Challenge Cup
Sir
The Lipton Trustees regret to advise that Unilever/Lipton have notified us of their intention, following the 2008 contest, to withdraw their sponsorship from future Lipton Challenge Cup contests. This follows their unbroken support for the Lipton Challenges every year from and including 1982.
This is not only a major loss to the Lipton contests specifically, but also to the sport of sailing in general. The likely impact is that, should no alternative event sponsor materialize, the contests to be held from 2009 onwards will, of necessity, be low-budget events funded by, inter alia, entry fees and the defending/hosting clubs, supported by volunteer administration and race organization.
This obviously opens up an opportunity for a new sponsor to become involved and the trustees would welcome any proposals and suggestions in this regard.
We take this opportunity to thank Unilever/Lipton for the financial, material and management support provided to us for 27 years, which have contributed in a most significant way to enhancing the extraordinary prestige associated with the Lipton Challenge Cup.

Peter Bazlinton
Chairperson - Lipton Trustees

It Should Not Have Happened
Sir
First of all let me congratulate you on your New Format publication. It's getting better and better with each issue.
I am very perturbed with what I read about the scuttling of the Shearwater Pamelou. Being a Shearwater owner myself and having gone through similar circumstances (see December 2007 issue of SAILING), I can categorically say that this yacht is well built and far stronger than any of us. I can fully understand the frightening experience of being towed backwards. When the adrenaline is pumping one tends to make decisions pretty quickly - whether it's the right or wrong decision. And in my humble opinion, scuttling a boat is definitely the wrong decision. In the Fastnet disaster, those who stayed with their boats all came through safely. Had the boat belonged to the skipper I am sure that he would have got her to safety.
Points that come to mind.
1. How come the boat only had three sails? And why was there no effort made to repair them? From the photos, the No 1 genoa certainly looks repairable and the mainsail shows a reef point below the batten - so could have easily been repaired. With only a 1000nm to Aden or 1200 odd miles to Dubai at a low 80 miles a day, the passage could easily have been accomplished in 15 days (Shoestring easily averaged 150 nm /day in her round the world trip). I find it hard to believe that none of the five ships in the vicinity could supply him with any fuel! Obviously the ÔBoer Maak n PlanÕ attitude was very much lacking.
2. It seems that both the rudder and the engine were working even though not at 100%. They had steerage so could have carried on. The engine could have been used for charging the batteries and saved for the final run in to the final choice of harbour. Shoestring sailed 4000nm without an engine. With experience this should not have been a problem.
3. The skipper places great importance on his EPIRB and GPS. With his sextant he should have had no problem in getting to his destination. Too many people today rely on modern electronics and seem to forget the basics.
4. I note with horror that the crew at night did not wear harnesses - only when told to do so. This must be a basic rule and strictly enforced. Having fallen over the side before, I think that I know what I am talking about.
5. From all the photographs it does not seem to be blowing 25 knots, and the sea seems calm enough to make easy headway.
What should concern all of us, is that this level of competence is actually being taught as acceptable. We should then not be surprised if the safety authorities (Samsa, SAS and the likes) start showering us with even more stringent rules and regulations and paperwork. It is up to us to keep our camp in order and make sure that we are sufficiently qualified to be able to look after ourselves. What happened to Pamelou does us no good!

Petr Muzik
RYA Yachtmaster

Just Curious . . .
Sir
I read the article about the rescue from yacht Pamelou with great interest (and despair). Could the yacht be saved?
I am a novice sailor (day skipper) and my questions and remarks must be seen in the light of my need to understand/know/learn. Maybe I am just very curious....
I found it strange that no attempt was made to rig a jury rig?
Is it allowed to carry only one mainsail on a major crossing? Is it wise?
Could they not cut off the nets from the boat, before too much damage was done to the propeller? I thought of casting an anchor into the net and then winching it in - taking the strain off the rudder/prop and making it safe to cut the net before losing the net and the anchor (hopefully spare).
I await the answers with enthusiasm.

Johan Olivier
jcknysna@cyberpark.co.za

Shoestring's Adventure
Sir
Congratulations to Petr Muzik on his circumnavigation. His articles on his trip were really a pleasure to read, and his photographs were excellent.
As a long time subscriber to SAILING, I can honestly say that Petr's articles on his trip, together with his expense schedule which was so informative, has been arguably amongst the best yet published by your magazine.
It is not since David Cox's articles on his progress in the building of his yacht, designed by Angelo Lavranos, that I have looked forward to your next issue with such anticipation.
I met Petr Muzik when he was a fellow competitor in the first Beachcomber Crossing from Mauritius to Durban in 1985, when he was sailing his Charger 33, also named Shoestring, which was fitted out by himself.
I too, almost lost my Compass 47 Intermezzo, when anchored off Takamaka in the Chagos atoll, under similar circumstances to Shoestring's, when, as I recall, Takamata became a lee shore and six other yachts were stranded on the beach during a severe tropical storm.

Rod Tunnel
Pier 17, Vaal Dam

Loch Fyne Help Needed
Sir
I am from Cape Town and was referred to you by Mr Meek from North Sails. I bought a Loch Fyne MK 1 dinghy and believe it was designed by Brian Lello. It was built by MSM Plastics in Epping.
I would like to restore this boat to it's original state and shape and need information on it. I started my sailing career on the Loch Fyne, but I cannot remember the rigging etc. I have tried everywhere to get the information I need. Can anyone please help or direct me?

Pierre van Zyl
084 533 9976

Lipton Challenge Cup
Class of Yacht 2009
Sir
We refer you to our letter dated 28 December 2007 in connection with the above.
In the absence of any alternative proposals having been received by the RCYC by the deadline of 7 March 2008, we confirm that the class of yacht for the 2009 Contest will remain as the L26 Class.
Would you please pass this information on to any members of your club who may have an interest in the matter.

Peter Bazlinton
Chairperson - Lipton Trustees