Yankee flag on day One

Extreme Sailing Series Act 7 in Nice, France:

An on the water umpire decision for two boats at the leeward mark.

The Yellow boat puts up a Yankee flag in position 8: During the incident we were sure that according to our observations Yellow was clear ahead until position 3.

But because we were not sure that Yellow entered the zone before Green, we decided that not rule 18.2(b) dictated the mark rounding but rule 18.2(a)

We gave a Green/white flag. The sailors disagreed.

This call hinges on the finding of the fact which of the boats entered first. We were in a ideal position to see overlaps, but had a hard time deciding if the Yellow boat was pointing at the zone or was sailing above…

We needed a wing telling us where Yellow was pointing.

Comments welcome,

Never to old, always learning

The event in Bayone is coming to an end. Today we'll hopefully do the Finals and Petit finals. The last four are sorted and we can go racing as soon as the wind will let us. It's very soft at the moment.

In the last couple days we've been discussing several subject related to either mistakes or omissions by the OA, RC or us. Mistakes by sailors are penalized on the water, they get flags. The others involved in an event need to sort this out themselves and need to do better next time. The axiom 'Never to old to learn' comes to mind

I'll explain: The barberholer for the spinnakersheet has two purchases, but somehow a boat got changed to only one. Verbal instructions at the beginning of the event to the sailors, stating that they always should be two - how well intentioned they might be - have not the same 'weight' as written instructions.

In the protest and subsequent request for redress that came up, when one of the sailors brought this to our attention, the sailor on the infringing boat claimed, he could not change it back to two because he is not allowed to change the boat - written in the sailing instructions - and besides the line was to short for two purchases anyway.
Although we found that he not should have sailed with this configuration, we could not find a rule that he broke. Consequence of not putting things in writing. It had no influence on the outcome of the match, not in these light conditions. But the boats were no longer equal - something that is sort of mandatory in Match Racing. The race stood.
Next time we will make sure that things are written down.

The next up was something we - as umpires - did wrong. For one of the races we were in the wing position to check the entry of the yellow boat. And on the four minute sound signal the boat was over the line by maybe two meters. We measured the pole on the starting vessel, not the bow, but it was clearly entering too soon.

Of course we signalled as such to the umpires and a yellow penalty was given. The sailors were not happy and said something back we could not understand. As it was not our race, we didn't inquire untill after they finished - loosing the match on a penalty at the finish - what they were talking about.

The sailors claimed that the sound signal was late - several seconds late, perhaps even three seconds after the flag was raised. When they said that, I must admit I realised with a dreaded feeling, that I hadn't watched the flags, but solely had judged the entry on the sound signal. (*(^%(*&#!)

We told the crew that we would enquire. But also asked why they had not raised a red flag, requesting redress?

After we asked the RC they confessed that the sound may have been a second or two behind the flag. So the boat did not enter too early in all likelihood. Of course there were other factors determining the outcome of the race- more penalties, yellow as well as blue -  but for certain that first one had an impact.
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Learning we might have made a mistake, we went back and informed the match race umpires. It is their prerogative to do something if they feel it should be done. Normally there's no redress from a umpire decision, so they decided that they would not. But we talked to the sailors afterwards and apologized for our mistake.
I'm greatfull for there gracious response.

I'll watch the 'ing flags from now on, that is for sure!

How about you?
Any mistakes you want to share, that made you learn the 'hard' way?

Observers in Match Race Master de Espana

Today I umpired in Bayone, Spain for the Master de Espana, a grade 2 event.

This is the first time I worked with observers on board of the boats in stead of a wing boat. On the stern of these Beneteau boats an observer stands behind the backstay and signals clear, overlap or contact, using hand signals. An outstretched arm sideways, means clear, a raised arm means overlap and tapping on top of the head, means contact. After a few initial problems this system works well. You don't need to hear the wing, the signal is right in front of you and it is always there.

The observers are all girls/ladies who sail or even have match raced. They stand at the back holding on with one hand and signalling with the other. Some have hooked themselves to the boat, others use a line from side to side behind there backs. They all have an overlay-vest which is yellow or blue - just flip inside out and you have the other color. All have been issued with corrector weights so they are all equal.

Today was a light day with not so much wind so the manoeuvres were fairly slow. All the observers could do there work without a chance they would fall overboard. But what if the wind picks up and one of them would?
They are not part of the crew, so the rules governing a boat not to continue in the race without its crew, do not apply.  I bet however that the other boat - specially when loosing - would request redress. If only because of the weight difference. Also, a boat needs to help anybody in danger... But, most times the observers would probably be picked up fairly quick by an umpire, so how much danger can there be?

We discussed the issue among the umpires and decided we would only deal with this issue when it occured. But a little thinking before hand, is never wasted.

What do you think?

Should redress be granted to the looser, if an observer is missing from the winning boat because she fell in the water. Do the circumstances why she fell play a factor?
Or should we write a Sailing Instruction declaring that the observer should be regarded as part of the crew in reference to rule 47.2?

Winging it | 3

Some practical notes on Winging at a Match Race.
Go here for part 1 and go here for part 2

When on the run in a match race the overlap between two boats can be essential for the rules. If the boats use spinnakers it is sometimes very hard for the umpires to see the exact moment the overlap begins. At that moment not only rule 12 switches off and rule 11 on, but also the limitation under rule 15 starts. Rule 15 has a short "shelf-live" therefor it is important to know when it starts.
When winging on this leg the wing stays perpendicular to the front boat always at stern "hight." They start with communication at a distance of about one boat length apart calling the overlap.

Besides the overlap or clear ahead and clear astern, there's another position the wing communicates on the run. This is just between those two. This is called a technical overlap and the Wing communicates this with the word "TECHNICAL". It is an overlap, for instance with the spinnaker, but the trailing boat can change course from leeward to windward or visa versa without touching the leading boat.

This is especially important for rule 17. If the trailing boat gets a technical overlap to windward, then manages to change to leeward without breaking the overlap, rule 17 is never applicable and the trailing boat has luffing rights. If the overlap is broken and then again established to leeward the trailing boat has the limitation on luffing up to its proper course.


Overlap is also important approaching the leeward mark. Because of it's perpendicular position the zone distance is can much better be judged by the Wing. They call "clear at Zone" or "overlap at Zone" when the leading boat enters the two boat length zone.
The wing also - as with the windward mark - watches for rule 31.1 infringements.
Once boats have rounded the mark the Wing goes again to the right side of the beat to follow the boat on the right side.

Like earlier written, the Wing will follows (mostly) the leading boat, speccially when boats are far apart. If that is the case, then they also signal the umpire about anything they see in that boat, red flag penalty, yankee flag, rule 42 infringement etc. etc. They however never give the penalty. It is always the umpire of that match who decides if a penalty should be given.

Finally, as a Wing boat you do have all the flags with you. In case the umpire boat is unable to continue - because of mechanical problems for instance - the Wing takes over as umpire immediately, when asked to do so.

This concludes our three part series on "winging."
If you have additional material or useful tips on winging, please don't hesitate to comment.

Winging it | 2

First part on Winging can be found here.

During the rest of the pre-start the wing boat has limited possibilities to be of use. Generally the boats move so fast, circling and changing course, that it is impossible to be always in the right position. The best a Wing can do, is to be in position for a couple of crucial calls. That is if they have enough insight to anticipate where boats are going. The Wing stays to windward of the boats and will try to disturb the water as little as possible. They do call when a boat gybes, at the moment the boom passes midships with "boom" and when the mainsail is filled with "complete". And of course the overlap or clear, if they are in a good enough position to see.
In the final minute when boats will sail back to the starting line, the Wing takes a position to leeward of the boats to call the overlap. Mainly to inform the umpires of a possible hook-up, near the starting line.

If the wing doesn't peel off to do the entry and pre-start of the next match and stays with the starting boats, it will take a position to the right of the umpire boat following the boat on the right side of the course. In the beat the wing will always stay to the right, switching boats if they cross. This is because they give information to the umpires about the Starboard tack boat when approaching a Port tack boat.

There are two possible crossings that need input:
The first is when there's a collision course between Port and Starboard or Port crosses just astern. Because the Umpires follow the Port tack boat to leeward and slightly behind, they are not in an ideal position to see if the Starboard tack boat does or does not change course. Port is keep clear boat and must respond to the pending collision. But if the Starboard tack boat changes course, rule 16.1 is applicable and Port has must be given room to keep clear. So the Wing gives information on Starboards course by telling the umpires if they are "holding" or changing course "up" or "down".
Additionally the Wing is then also in the right position to see - in case of a slam dunk - the precise moment the overlap begins. Important for the umpires to determine of rule 17 is on or off.


The second crossing is when Port is likely to cross in front of Starboard. If it's close, Port might decide to tack at the last moment. Again with the wing behind the Starboard tack boat they call on the radio the precise moment they see the bow of Starboard pointing at the bow of Port. Usually preceded by "Stand by for Bow to Bow" then "Bow to Bow"...."Now". By calling bow to bow, the umpires can judge the distance between the boats at that precise moment and determine if Port will likely cross or not. If the distance is one boat length or less, Port cannot cross without breaking RRS 10 and is then not keeping clear. If the distance is greater than one boat length, they might get away with it. Possible to tack windward of Starboard.


If boats are far apart the Umpire will usually stay with the trailing boat. In match racing however, the penalty for touching a mark is Umpire initiated. The wing therefore follows the leading boat and stays close when that boat rounds. If there's an infringement of RRS 31.1 they signal the Umpire boat, who then can give the penalty. Additionally they can inform the Umpires - if the leading boat has an outstanding penalty - when that penalty is taken.

Next time in "Winging it" part 3: The run, the leeward mark and the finish.

Winging it | 1

When umpiring the most difficult part of the "job" is to be in a position where you can see what the rule infringement is. To be at the right place at the right moment. This involves anticipation of what the sailors will do, quick reactions and skill with the rubber boat. But even if you can do all these things perfectly, it is impossible to be at the right place all the time. Simply because sometimes you need to be at two places at once. This is where the wing comes in. In the wing a driver and a designated umpire communicate to the match umpires by arm signals or by radio, relevant information. They are the second set of eyes the umpires need to get a three-dimensional picture.

Positioning of the wing boat is - as with the umpire boat - the key to successful 'winging'. Generally speaking the wing boat needs to be at a right angle from the boats related to the position of the umpire boat. When the latter is behind to look at the distance between the boats, the wing is beside the boats to look for the overlap. When boats cross, the umpire boat is with the port tack boat, and the wing with the starboard tacker.
First of all they signal if there is, or there is not, an overlap between boats. If by radio they use: "Clear" or "Overlap", usually with a distance added: "Clear half a boat length" or "Clear one meter". When signaling overlap they also add a distance; "Overlap bow to bow" indicating boats are next to each other with bows at the same 'hight', or "Overlap, 2 meters". By adding the distances to the information, umpires can quickly understand if an overlap is going to be broken or established.

Match racing starts at the four minute signal, when boats enter. The first encounter is usually a port and starboard encounter. Unless one of the boats is late or otherwise not able to go at four minutes, the Yellow boat on starboard tack will try to "go" for the Blue boat on port tack. The wing boat starting position is to windward off the starting vessel or committee mark at a right angle to the starting line to check early entry of the Yellow boat. Once that has been done the wing has to give information to the umpires about the direction Yellow is pointing. To do that, the wing motors to a position behind/besides the Yellow boat, so that his line of vision goes trough the helmsman of the Yellow boat looking at Blue. That way the wing can tell if Yellow is 'aiming' at Blue or steering a course above or below.
Once Yellow steers a course at Blue, the latter has an obligation to keep clear and is obliged to take action. If Yellow is aiming at Blue and holding it's course while Blue does nothing, and at the end is forced to avoid the Blue boat, they have not kept clear and when a call is made, will be penalized. If Yellow is not aiming at Blue she's keeping clear and does not have to take action. Even when Yellow is aiming at Blue from some distance and Blue is changing course but Yellow follows - keeps aiming - Blue has no protection from RRS 15, only from RRS 16.1. In short, at the first entry the most important information the wing can give is the course of Yellow relative to Blue.

When boats end this first encounter in a 'dail-up' the wing boat is beside them relaying information about the overlap. Because of the low speed and the proximity of the umpire boat, this is however not the most important piece of information. It is the speed of the boats through the water, specially if they go backward. That is something the wing can see from its position much easier than the umpires. When sails are backed it is sometimes crucial to know if a boat has begun moving backward to determine right of way.

Next time in "Winging it" part 2: The rest of the prestart, the beat and the windward mark.