MARCH l965



The Wayfarer Class, 16’ Sailing Dinghy,
Registered as a Class with the Canadian
Yachting Association



Hon. Commodore: Don Rumble
Chairman: George Blanchard
Hon. Treasurer: Dr. Laurie Oxenham
Measurer: John Woolsey
Imm. Past Chairman: Jim Clelland
Secretary: Tom Johannsen, 253l Lakeshore Blvd W., Toronto 14, Ont.
Publicity: Al Schoenborn, 13 Ojibway, Toronto 2, Ont.

Fleet Representatives:
Kitchener: Peter Bassin, 38 Troy St., Kitchener, Ont.
North Bay: Dr. Don Paine, R.R. #3, North Bay, Ont.
Ottawa: Peter Jefferson, 175 Bronson Ave, #1110, Ottawa, Ont.

In December, the C.W.O.A. executive sent out a list of proposed minor rule 'changes' for the ratification of the general membership. Although most of the changes were favoured, there was a general apprehension that one of the most desirable qualities of our boat was slowly being done away with - its inexpensive simplicity.

The executive are aware of the problems involved and are quite as leery of change as anyone. However, the problem of loopholes or ambiguity in the rules is one that must be expected in a young class such as the Wayfarer.  Correspondingly in most cases the decision was not so much one of doing away with a rule or changing it, but one of settling on an official interpretation.

In order to avoid repetition of such ambiguous situations, the C.W.O.A. and the U.S.W.A. are at present making every effort to pin down all measurements and other specifications so that the Wayfarer will remain characterized by the equality of boats with a resulting overwhelming emphasis on making the best out of a simple set of standard equipment.

In retrospect, 1964 turned out to be a reasonably successful year for Britannia Yacht Club’s fledgling Wayfarer fleet. he year had scarcely begun when the Fleet had its first meeting on January 11th. At that time, Ben Rusi, Peter Jefferson and Ken O'Dell were busily constructing their boats in various parts of the City.  Chuck Tumbull, John Brown, George Hampson and Doug Arrol each had boats on order for delivery in April. The two Wayfarer owners from 1962, Grant Richardson and Bob Riggs, assisted the new prospective owners in getting organized. From the attendance at the January meeting it was clear we could hope for about nine boats in 1964, good fun and keen competition.

In March we held our second meeting of the year (courtesy of the Richardsons) and were delighted to learn that John Wayling had decided to buy a kit and hoped to complete it by the end of July.  Unfortunately, it was not practical for him to join our Fleet in 1964 but we hope it will be possible for him to sail with us in l965. The rest of our meeting was devoted to crystallizing our thoughts on how we could launch nine boats on race nights with the existing facilities. While this problem was not entirely re-solved by our discussion, we did agree to recommend to the Harbour Committee that we organize a work party to level out and cordon off the ground between the lagoon and the hoist on the North Side of the Harbour.

Towards the end of April a number of us gathered at the Jeffersons’ wondering how on all the earth Peter and Ben were going to get their boats through a 1 ft. x 2 ft. basement window! Well, we needn’t have worried too much because Peter the Engineer had it all figured out.  He would simply knock down the basement wall, take the boats out, rebuild the wall - all without getting his landlord too excited. The whole operation was carried out in about one hour and was screened later that evening on a local tele-vision station. Ben Rusi took W.826 (Watusi) for her maiden voyage later that day. Peter and Avis (W.827) weren't far behind and Ken O'Dell (W.828) followed a few days later. The fellows who had bought their boats, or the “Smallcraft Factory Team” as we call them, drove to Montreal on hearing their boats had arrived and by the end of April we had nine Wayfarers sitting on our dry sail area. Finding a name for a child couldn't be harder than finding a suitable name for a boat.  Jan and I argued about names for weeks: the problem was not only did we have to choose a name that was agreeable to us but it also had to bear the stamp of approval of the High Priestess of Nomenclature - Avis Jefferson. Also, a tradition had sprung up that the names of B.Y.C.’s Wayfarers should all start with "W's". Thus we had boats called Whisky, Windigo, Windlass and Wihuri. We decided to call our boat Wobbegong (Australian aboriginal for a shark without teeth) but Avis wouldn't hear of it.  In desperation we finally settled on Wirrinda (Honeysuckle) and had it approved.

By the middle of May, three skippers from our Fleet, Ben Rusi, Peter Jefferson and Doug Arrol, were entered for the first inter-club event in our area for Wayfarers - the Frostbite Regatta at Brockville.  Ben Rusi sailed three good races in strong winds to win a first place over-all and the Cup.

After sailing at Brockville on Saturday and Sunday, Ben Rusi and Doug Arrol drove straight up to Constance Bay to enter the Shorey Trophy Race on the Monday. While neither managed to place it was the first time a Wayfarer had entered the race.

On Sunday, June 21st, we had the Commodore's Sailpast and our independent Wayfarer “Force de Frappe” was well represented.  However, our little fleet was almost annihilated by Tom Fuller of the Black Jack when he bore down on us with all canvas filled just above the rapids.  Despite this illegal blocking most of us managed to sail past our Champagne Quaffing Commodore.

The weekend of June 27th - 28th was the S.L.V.Y.R.A. Regatta at Brockville and four of our boats attended the event. This weekend was also the beginning of the Brockville Summer Carnival and as we proceeded to the start line for the first race, Sky Divers came plummeting down on us while R.C.M.P. crash boats rushed around madly trying to catch them.  Presumably Sky Diver with 'chute has right-of-way over sailboat with or without chute.  Peter Jefferson won the Croce & Lofthouse Trophy with a first over-all while Grant Richardson was third.

At the beginning of July (July 4th and 5th) the Canadian Wayfarer Championships were held in Toronto and again our Mobile Brigade took off.  Twenty-three Wayfarers were entered for the event with the Queen City Yacht Club acting as hosts.  The winds were wonderful and we enjoyed three great races.  In the final standing Harry Jones of the Toronto S. & Canoe Club was first.  Alex Lowenthal of Q.C.Y.C. was second and Peter and Avis Jefferson of B.Y.C. were third.  Only 1-1/4 points separated the first and third boats.

The National Capital Regatta (July 18th & 19th) was another first for our fleet. For the first time ever in this event the Wayfarers were given their own start and five boats came from out of town. The winds couldn’t have been better and we had three good races.  The winner was Peter Bassin from Kitchener.

In August the weather was very poor for sailing and the main event was a social one. A Venetian Night was held in and around the Harbour on August 2lst and the Wayfarers together with the Daysailers, Y-Flyers and Lightnings contibuted to its success.

Our Sail In Dinner was well patronized by sailors who had been scorched by a potent punch the Dragon skippers were serving, called "Dragon's Breath". 

September saw the crowning achievement of our racing year as a fleet when once again Peter Jefferson pulled out all the stops and won the North American Championships in Toronto, September 5th, 6th and 7th, against 37 competitors. For the record, Peter took his best three out of four races, a 1st, 2nd and 14th, for a worthy win.

Later in the year, we were delighted to learn that Don Davidson had bought (W.826) and welcomed him to the Fleet.  Just last week we learned that Jim Midwinter (W.731) was going to buy a boat.  At the present time it looks as if we will have 13 boats in l965, four more than at the same time last year.

Our Newsletter correspondent for l965 will be - Chuck and Elaine Turnbull (W.853), 11 Okanagan Drive, Ottawa, Ont.

We look forward to even more pleasure, better Club Racing and better Regatta Competition in l965.

The present structure of the C.W.O.A. is similar to that of most sailing classes. The Canadian Wayfarers are headed by Honorary Commodore, Don Rumble of North Bay, with an executive group consisting of a chairman, George Blanchard of Toronto, a Treasurer, a Measurer, a Secretary and a Publicity man. The latter five are elected annually at the General Meeting, usually held at the site of the North American Championships in conjunction with that event.

Apart from the executive of the C.W.O.A., there are within the Association, a number of fleets which are associations in their own right, dealing with their own local affairs. Each of these fleets, of which there are at present five - at Kitchener, North Bay, Ottawa, Toronto and a fledgling fleet at Welland - appoints a representative for liaison with the national association, as well as a fleet measurer. Some fleets, such as Ottawa have also appointed Newsletter correspondents, which are, of course, a great blessing to the editor of the Newsletter.
While holding no official titles, there is another part of the association which, through its numbers and combined interest, is of more importance to the association than any one person with a fancy title - the ordinary member. This is perhaps an old thought, but it has not lost a whit of its importance, most especially in a class which is seeking to establish itself as a lasting and prospering group. A token of this was the great interest in the significance of rule changes indicated by the members in general.  Beyond this, increased participation in Wayfarer events might be a pleasant means of contributing to a successful Wayfarer class here and in the U.S. this summer and in the future.

Preparations for the coming sailing season are well underway.  George Blanchard, Lawrence Oxenham and the secretary recently met with the U.S. Association in Detroit for the first time. The purpose of the meeting was to make sure that our two associations do not run in different directions and to discuss our mutual interests. The dates for the Wayfarer Regattas were set and a folder describing each event in greater detail (but not local races) will be printed in order to attract sailors who have not as yet attended these regattas.

The following are the dates set (subject to confirmation in the official printed circular):

May 22 – 23 Chicago Invitational Regatta
June 5 - 6  Civic Centre Open Regatta - Detroit River
June 12 - 13  Conestoga Lake Wayfarer Regatta, Kitchener, Ont.
July 17 - 18  National Capital Regatta, Britannia Yacht Club, Ottawa, Ont.
July 31, Aug. 1-2  North Bay Cruise Race.
Aug. 7-8 (to be confirmed) Canadian Wayfarer Championships, Toronto Sailing & Canoe Club.
Sept. 4-5-6 North American Wayfarer Championships, Toronto Sailing & Canoe Club
Sept. 25-26 Michigan Invitational Regatta, Lake Orion.
Oct. 9 – 10 Lake Marguerite, Michigan.

Also discussed at Detroit was the “proposed list of changes”.  We have agreed to wait with the adoption of such changes as were favored in Canada, until the results of the U.S. poll are in.  Indications are that the U.S. membership will agree with the Canadian views which have shown the following tendencies: 

Almost all are in favor of - adjustable jib fairleads, installing novex (or similar type) tension blocks or a winch amidships, installation of a bow eye for easier trailering, - and all are in favor of arranging hiking straps to individual requirements.

Opposition was expressed to - electric bailers, the moving of the entire mainsheet arrangement amidships, installation of rubber strips at the bottom of the centreboard slot. 

There was a small majority of people who wanted a full-width transom track.  It is the considered opinion of the executive that such a full-width track will definitely make the boat easier to handle and keep level in heavy weather, which should be a blessing to female crews.  Such a change would not involve a major expense - investigation of the problem has shown that at Davidson's in downtown Toronto, a 'Lewmar' track is available for approximately $5.00.

As stated earlier, the reaction to the proposed rule changes in the Wayfarer was quite varied and showed evidence of some intelligent thinking among the membership.

As the results came in, I felt that some of the reasoning would be of interest to the rest of us, and subsequently we have the following quotes:

From Al Quantock (W635) - Toronto  I'm convinced that a Wayfarer is never going to become a 505 even by adding supersonic thruffle nuts.

P.V. Tripe (W-857), - North Bay:  With the exceptions of items 8 and 9, which are covered specifically in the class rules, the remaining items are in fact all optional, since the rigging and accessories are not included, even generally, in the class rules.

Hon. Commodore, Don Rumble - North Bay (W634) - re: electric bailers to improve bailing after capsizing: I’m all for a HOT toddy on a cold day - or a ‘cupper tea’, but not during a race - what about an IBM computer for working out the exact difference between the true and apparent wind?

-re: additional boom blocks: No roller reefing mainsail should be made in-operative by a fixture which protrudes from the boom.  There is no disgrace in 'taking in a reef'.  In a hard blow, a Wayfarer is a safe seaworthy boat and performs well if reefed correctly to the skipper's and crew's weight.  It is not sissy to reef, it’s good seamanship.

-re: rubber strips around centreboard slot:  ...they are a mixed blessing. These too can create board jambs - weeds and pebbles can be held more captive therein. Going on and off trailers they get damaged too, therefore more resistance to flow.

Dr. Don Paine, North Bay (W-112) - re: electric boilers (as the word appeared in the Newsletter.): the weight!!!!

Graham McCallum, Hamilton (W571) - Main reason against most of the changes is that they cost too much money.  The Wayfarer should remain a simple inexpensive boat.

Jim Clelland, Toronto (W618) - re: electric boilers: Wonderful idea.

John Wood, Toronto (W606) - re: electric bailers: ... I believe all power-driven equipment should be prohibited as a matter of principle.  This is the thin end of the wedge.  Sailing is a pure physical and mental sport – let’s keep it that way and exercise our muscles if we want to bail.

-re: mainsheet to middle of boat and full-width transom track: ... it is turning the boat into a pure racing craft and I do not want this.

North American Champion, Pete Jefferson on behalf of the Ottawa Wayfarers: - The puzzling thing ... about many of the proposed changes was that it was not apparent which rule was to be changed. All the proposed changes refer to running rigging arrangements or fittings, none of which is specifically prohibited in the existing rules (except centreboard rubber). Presumably what is being questioned is the interpretation of the third sentence under the heading, ‘Protection of One-design’ which reads – ‘The boat is to be built generally in accordance with the official assembly drawings’. Many of the details of fittings and rigging are not precisely defined in the drawings and I do not believe it was ever in-tended that these should all be restricted.  I would draw your attention to the Class Rules of the U.K. Wayfarer Class Owners Association, on which I assume the C.W.O.A. rules are based.  The rule here reads:  ‘The boat is to be built generally in accordance with the official assembly drawings, with the exception of running rigging arrangements; tiller and tiller extension; and fittings; which in some cases are in other ways con-trolled by the following rules.’  I suspect that the last clauses may have been added after the C.W.O.A. rules were made up.  I suggest that inclusion of these extra clauses in the C.W.O.A rules would be the best way of dealing with most of the items in the questionnaire.

As regards item 8, it is difficult to see how anyone could gain an unfair advantage by installing a bow eye and as this only involves a simple addition to rule 30 we are in favour of the change.

The fitting of rubber strips around the centreboard slot is regarded as desirable by most of us.  Personally I find the gurgling of water in the centreboard trunk very irritating quite apart from the effect on performance.  Undoubtedly it gives a boat an advantage over one without strips, but it is not unfair as anyone can easily fit them. We are therefore in favor of the deletion of rule 20c.

No strong feelings were expressed about electric bailers (or boilers) but I feel it would be unwise to introduce a special rule to legalize them. A suction bailer, in order to work, must impose some drag on the boat. An electric bailer need not. Could one not argue that elimination of drag was equivalent to propulsion? Also if an electric bailer pumps dry and then pumps air bubbles under the hull, might this not be an effective way of inducing planing?  I am not suggesting that any sportsman would ever deliberately resort to such tricks but I do feel that such a rule would be prone to loopholes and therefore a bad rule. However, I see no reason for a rule prohibiting electric bailers either. Anyone misusing them could be protested under I.Y.R.U. rule 62:  “A yacht shall use only manual power except that if so prescribed by the national authority or sailing in-structions a power winch or windlass may be used in weighing anchor or in getting clear after running aground or fouling any object.

It has been brought to my attention that there is no C.W.O.A. rule controlling the position of the shroud plates.  In the U.K. rules, an addition to rule 12 seems to have been made which does not appear in the C.W.O.A. rule:

12. (ii) Shroud plates -
(a) Maximum distance from edge of deck (excluding gunwale rubber) to centre of pin hole 3"
(b) Maximum distance from inside transom (excluding fashion piece) to a line joining centre of pin holes – 8’ 11½”.

The purpose of this rule is to prevent owners moving the shroud plates inboard so that the genoa can be sheeted in harder or moving them forward so that the boom can be let out further.  In either case the rig is weakened by reducing the mechanical advantage of the shrouds.  I feel that this is a bad practice and would recommend that the above restriction be added to the C.W.O.A. rules.

Anyone wishing to buy or sell a Wayfarer is invited to write the editor. The particulars will be published free of charge in the interest of promoting growth of the Class by getting boats to people who are keen to use them.


W648 - Boat complete with fitted cover $l350.  Dolly extra $40-$50.  Contact Miss Shelly Levy, 2121 Bathurst St., Apt. PH-2, Toronto 10, Phone. RU. 3-4337.

W927 - Almost new. Fitted cover, wide-wheel dolly, paddles, life jackets, anchor and wire sling for hoist included for $1500.  Contact John Davies, 103 Van Dusen Blvd., Etobicoke.  Phone EM. 2-3411, Local 318.  Conflict of work with week-end sailing is reason for selling.


Sailing Tactics by George Blanchard
(#2 in a series)

With so many excellent books available written by expert sailors, it is most difficult to explain and back up statements made by any individual sailor in our Association regarding sailing TACTICS.

Each year new skippers appear in various competitions and give the older ones a lacing. Anyway, I can only give you some basic tactics which probably some skippers would not follow or agree with.  Each skipper develops his own method which in many ways is quite different from his competitors’ and in many cases has proven very successful. Following are some of my personal suggestions:

Starting to Windward - The Starboard tack starting is certainly most preferable in order to avoid any possibility of being protested out of the race by being caught on Port Tack.  Most starting committees favour Port tack by 5 to 10º, making it very difficult for the right of way Starboard tack boats to cross the line easily.  Therefore, you can be daring and gamble, by sailing well down the line to clear boats behind you and switch in time to a Port tack at the starting signal and hope to clear the Starboard tack boats to avoid fouling. Another gamble is to start at the far end of the line from the committee boat on a Port tack and try to clear Starboard tack boats.  A further possibility is to sail down on a Port tack through the oncoming Starboard tack boats and then jibe over to starboard tack at the weather end of the line. This procedure is quite reckless and in most cases ends up fouling up Starboard boats and you out of the race for sure.  I favour a fast start on Starboard tack well down the line, which, if timed right, enables you to break out into the clear wind area.  Usually you find that tacking from lee side of fleet can be quite successful and with good clear sailing and luck, you can match the windward start boats, to the first mark.

Heavy Weather Sailing - Sailing on Lake Ontario for over 30 years, one certainly should get used to heavy winds and sea.  It is quite noticeable that many new skippers and crews who encounter strong winds 25 MPH to 35 and over with heavy seas, find this type of sailing weather not too enjoyable and I can’t blame them a bit.  I can only offer some suggestions for what they are worth. 

First, if heavy weather prevails prior to the start of a race, make sure that all your loose gear is well stowed. The traveller stops, I recommend should be moved outward towards end of the track to cut down side pressure. This allows your boat to sail to windward faster and more safely.  Also, your mainsail, which is sheeted in tightly still has enough pocket to enable you to luff your mainsail automatically without spilling the boat over on its side or forcing it too far up to windward causing the boat to stall.  Your jib, which is one of the main causes of capsizing, should also be eased off to allow for sudden puffs.  Both main and jib sheet lines should be held by skipper and crews and eased or tightened in during excessive puffs. The skipper must keep the boat sailing as straight as possible to proper course but not too close to the wind. This safeguards against backlashes which cause capsizing.

During heavy weather, I find that half centreboard is adequate.  Full centreboard has a tendency of flipping the boat over easier when hit by a strong gust. With half board you slide slightly sideways, but are still able to make better time when sailing towards the weather mark. When using a very light crew you must not over-hike but try to maintain the boat at about 10 to 20º angle with sails luffing to avoid stalling the boat’s forward movement.  Use of self-bailers in heavy or rough seas is necessary. These can be left opened during the race. With a heavy crew or extra crews you can usually get to windward much faster if the boat is kept at 5 to 10 degrees’ angle.  In most cases, a boat that is sailed too tightly to windward in heavy weather does not make good time due to sudden wind shifts resulting in a zig zag performance.

Broad Reaching in heavy weather is the easiest and most enjoyable part of sailing as you can plane the boat safely without problems of jibing.  Centreboard must be almost fully up.  I prefer about 3” down to cut down any pressure on the rudder giving the boat greater stability.  It is necessary for skipper and crew to move well back and hike out accordingly.

A Dead Run in heavy weather requires tremendous skill in order to keep the boat under control while planing.  This is due to the possibility of jibing without warning from one tack to the other resulting in a sensational capsize.  To avoid the possibility of jibing, it is a good policy to sail slightly off the dead run course on one tack. Then, when able, jibe to opposite tack in order to stay on course as much as possible.  In other words to tack down wind on a broad reach is safer.

Light Winds - It is noticeable that many skippers sail to windward in very light winds under 8 MPH very tightly close-hauled.  This just about stops all forward progress of boat. With the centreboard fully down in order to beat to windward without drifting, your sails should be eased off considerably including the boom vang, also the stops on rear traveller track should be well out. (Al’s note: not true!!! The boom end should be well out but the traveller centred – or even to windward)  This cuts down side pressure on the boat and enables forward movement.  In addition, crew or skipper should move over toward the lee side to give the boat a reasonable heel.

Medium Winds 10 to 20 MPH - This is the best sailing weather for all skippers and crews.  You can buck to windward close-hauled and make good time.  Stops on rear transom track can be moved in towards centre of boat between 2" to 12" apart if necessary.  Sails can be set in tightly, and by hiking out to keep the boat on an even keel, you are able to achieve the best performance possible.  I can only recommend that you try for a good, well-timed start and tack accordingly to match or beat your competitors to the weather mark.

Spinnaker Handling - There are of course different ways to up the spinnaker.  I find the following procedure satisfactory. Make sure before start of race that spinnaker is correctly stowed.  It is important to ascertain which side the spinnaker must be hoisted up prior to rounding a mark. Secondly, will you be reaching or running? What tack will you be on, is very important to figure out.  Once you have decided, hook up the halliard, sheet and guy lines under the jib sheet lines. If coming around for a dead run or very broad reach you can hoist the spinnaker immedia-tely after rounding mark and trim sail. Then hook one end of spinnaker pole over the guy line and other end to mast fitting, connect downhaul shock cord, and adjust accordingly. Jib should be lowered or stowed by rolling and tucking in forestay wire. Reverse procedure when approaching next mark, especially get that pole off prior to dropping spinnaker. You can still keep spinnaker trimmed right up to the mark.

When reaching I find that, after the halliard, sheet and guy lines are connected to the spinnaker, it is a must that the spinnaker pole be attached to mast and guy line C/W down haul, prior to hoisting the spinnaker.  If not, you cannot trim the sails and may be in a real mess of trouble to try to get the pole on afterwards.  You should also have your sheet line on the lee side of main sail set. Then you only have to pull in the guy line to trim the forward luff of the spinnaker.  Reverse procedure by drop-ping spinnaker first, followed by the removing of the pole.

Rigging - Rigging of shroud wires if kept at a reasonable tension, will allow the mast to flex which avoids overstraining the chain plates or mast saddle attachment fittings.  Some boats perform better with loose rigging, others with tight. I like mine reasonably loose.

Rudder - Many skippers prefer having the rudder blade up when running in average winds. I leave mine down all the time as it is debatable if there is more drag when the blade is down or up.  The only exception is in sailing through weedy areas; then, up it must come if you want to go places.

Tacking to Weather & Going About - Perhaps, the most important tactic in sailing is tacking to the weather mark ahead of your competitors.  Prior to starting a race, it is advisable to luff up head to wind to es-tablish if you are sailing a dead buck to the 1st mark.  If so, you must sail even distance Port and Starboard tacks.  Depending on the position of other boats, I try from 5 to 7 tacks such as a Starboard start then to Port, back to Starboard and Port, Starboard & Port and then Starboard rounding the mark if possible.  In steady winds you can tack very even legs usually and by watching for wind shifts or lifts make very good progress.  Lengths of tacks is very difficult to establish.  I prefer short tacking in preference of long tacks as long as you have clear winds. Many skippers when tacking turn their boats too quickly, thereby losing all forward speed. Try sailing your boat from one tack to the other, letting the mainsail fill first before trimming the jib after going about. You’ll be surprised how your boat maintains its speed which can be very advantageous when racing.

When the wind direction favours either a Port or Starboard tack you will then have to use the procedure of a longer tack then short opposite tack in order to proceed to weather mark in the shortest possible time. This basic procedure is outlined in many racing books with illustrated charts.

Sails - The most obvious complaints when we lose a race or position is to blame the sails.  I am also a guilty party.  Up to now it has been a fact that Wayfarers winning nearly all the Championship races since the start of the class, have been equipped with English sails. Some boats with local sails have done very well also but the problem in most cases is the skipper and trimming of his craft and sailing skill.  Some of us blame the hard working crews.  In one sailing season I practically have a new crew for every race.  To be a consistent performer, a permanent, well trained crew is of course a must. This has been proven out over the years when the various champions have had a team sailing together all season.  So don't blame the sails for our poor show.

Luffing  - Most top competition skippers try to avoid luffing matches if possible.  Skippers involved, usually end up sailing each other out of the competition and then find that some other competitor has taken their positions. In some situations it is necessary of course to protect your position especially if headed down toward the final finish leg.  If you have a good chance to place without being overtaken by other boats, then luffing to protect your position is a must. When you are ahead your competitor usually will try to sail to your weather side, then you must go up to protect your position.  If you go up too fast to weather, you have left yourself in a bad position of having your opponent suddenly drop down and try sailing through your lee side. Therefore you must sail up cautiously and drop down carefully to protect your position and not fall below your proper course (as this is against rules).

Another alternative, especially if winds are reasonably strong, is to break through the opponent’s lee side by sailing 2 to 3 boat lengths below your competitor to get clear wind, and then sail back up to the windward position.

The Centreboard - I find in beating to windward that the following method of setting the centreboard angle will assist in the trimming of the boat for best performance based on different wind conditions:

 (a) Light winds 1 to 10 full down
 (b) Medium winds 11 to 20 ¾ down
 (c) Heavy Winds 21 and over ½ down

In conclusion, I have tried in a small way to pass along some information which might be helpful to the racing sailors. Most important is of course to practice and never give up.  This will eventually improve your sailing skill and give you real satis-faction, especially when you finally get a first against the competitors.

Points of basic sailing

There are three points of sailing which are: (click here)

... The C.W.O.A. recently has approved changes in the membership fees. The regular membership fee has been set at $3.00 per year, while the registration fee remains at $5.00.

An innovation was also made with the introduction of an Associate Membership for non-owners who feel they would like to have some tangible connection with the class. Such membership will cost $2.00 per year, and will entitle the holder to all the privileges of the regular member, including participation in Wayfarer do’s, Newsletters, attendance and voice at meetings, except a vote and the right to hold an office in the Association.

Fees should be remitted to the Class Secretary, Tom Johannsen (see masthead) as soon as possible.

... The Executive has also ruled that since practically all past measurement records were lost in an accident last summer, ALL boats will have to undergo a new measurement test in l965, with the elimination of the buoyancy test. The reasoning behind the latter item was, that, since measurement tests concern racing boats only, the importance of maintaining proper buoyancy is a matter of advantage in racing to one who has capsized. The safety factor is negligible to a course racer, since there are always crash boats on the scene, and the boat will float, even without buoyancy.  Thus the executive recommend that buoyancy be kept watertight, but no actual test will be demanded.

... Indications are that we are all going to have to watch those Ottawa people. No sooner had the Newsletter correspondent been appointed, than the following letter arrived from Chuck Tumbull:

The first Wayfarers meeting of l965 did not take place until Saturday, Jan. 2nd. However, better late than never! The meeting was held at the home of the 'Father of the Fleet', Grant Richardson, and considering the time of year and low temperature, the turnout was good - a tribute to the Richardson hospitality and a reflection of the enthusiasm of we Wayfarer types.  Enjoyed meeting George and Phyllis Lake, John and Jean Wayling, Jim and Sally Midwinter and Don and Barbara Davidson who, in joining the Ottawa fleet, bring the number to thirteen.

The meeting was called to order to organize the fleet for the coming year and how Doug and Jan Arrol ‘conned’ me as contributor to Full and By has been written into the privacy of my diary in vitriolic prose. I'll refrain from quoting. In other respects the meeting was a success so that, no matter what the problem, we have a committee named in anticipation  A combined meeting of Lightnings, Y-Flyers, Day Sailers and Wayfarers was held on Sat. Jan. 29th with Ward McKimm as honoured guest. He discussed all phases of starting tactics and was most enlightening and interesting. It was worthwhile for us and we look forward to further meetings of the like.

Peter and Avis Jefferson were feted at the Sportsmen’s Dinner earlier this month. They brought honour to BYC in winning the 1964 North American Wayfarer Championship in Toronto and all of us in the fleet are mighty proud of them. As a centreboarder, may we quote from Shakespeare's Troilus and Cressida, 'light boats sail swift, though greater hulks draw deep’. A rather interesting definition of a keelboat, don’t you think?

... From the USWA publication The Skimmer, we hear that the Wayfarer now has an official foothold on the west coast, where the Northern California Wayfarer Association has been started with a 'very healthy and active Fleet’ of 14 boats.

... Toronto, an established centre of Wayfarer enthusiasm, will institute a fleet championship with awards in the summer of ‘65.  The champion will be determined on the basis of results of the following week-end regattas: National Yacht Club, Royal Canadian Y.C., L.S.S.A., Boulevard Club, Toronto Sailing & Canoe Club, the first two C.N.E.Regattas, Ashbridges Bay Y.C. and Queen City Yacht Club.

If all goes well, there will be a nine-race series. However, in case of complications the following rules will apply:

i) a regatta that is cancelled and re-sailed at another date will count as planned, unless the re-sail is scheduled in conjunction with one of the other events that will count toward the championship, or in conjunction with an important Wayfarer event such as the Canadian or North American Championships, Ottawa, North Bay, Lake Orion, etc.
ii) should all nine races be raced and count, then the best seven of those nine races will count toward the Championship total
iii) from six to eight races: each competitor will be allowed to drop his one worst race
iv) if five or less races are satisfactorily completed, all will have to count
v) the point system used will be that of finish points - i.e. 3/4 point for a first, 2 for a second, 3 for a third, etc. A DNS, DNF or DSQ will be worth one more point than the highest number of entries in any race of those that count for the championship. Lowest number of points wins.