Since the wind kept increasing steadily we ended up going from 12 knots around one o'clock to 18-20 knots later in the afternoon. The wing boat - to which I was assigned for the first four flights - had trouble coping with the waves. Not enough horsepower was our conclusion. But beside that it was also on the small side and therefore very very wet in the big swell.
Uncharacteristicly cold in the afternoon for "sunny" Spain, I was not at all sorry to see the wind rapidly decreasing and Ewan deciding that with the decrease in pressure, boats couldn't sail in the continuing waves any more. We went in around five.
Oh, I didn't do any actual umpiring, at all. For the flight 5 I was Ump2 with David, but because of a breakdown of one of the boats - the main sheet traveller went bust - we had blank start and after that our own umpire boat had trouble. Later the mechanic told us it was the fuel delivery that caused engine failure.
After motoring in at half speed and discussing alternatives, we were just about to do some umpiring in the local police boat - yes, siren and lights and all - when AP over A went up.
As a case I've made a diagram of a mark-rounding situation:
What should the Umpires signal in response to this Yankee flag from Blue?
For umpires it's essential to determine if the inside boat is "AT" the mark. If she continues straight on, she's breaking RRS 11. Because she's no longer sailing her proper course. She has only markroom to sail TO the mark and when AT the mark room to sail her proper course. If she does anything else she must keep clear under the RoW rules….
In the group discussion we came up with this description: A boat is AT the mark when she first can turn to round it. Something umpires should establish and agree on.