http://www.naf18.com/F18rules.htm

web add. for the N A F-18 -well done guys ,
For those interested it may be worth wading through and reviewing specific rules and reasons for them, and the potential application to the F-20s -

We should also review the iF 20 RULE and then set up a similar rules specifications in proper form and wording along with a new web site ,- Attention to the variation from iF 20 is needed for use in the US ,-but with the potential of becomming an extention of the iF-20 -
{If not in exact rules then spirit anyway }
International relations,-sailing comradery, and great competition are one of the more enjoyable aspects of the sport of sailing,-also important is ISAF recognition as a NA FORMULA 20 CLASS.

We have a different set of existing conditions -existing boats ,and need for more flexability in reworking boats and including more within similar specifications within a Formula concept desired.

specific areas of interest are -

18 rules B-1 Floatation -
The F-20 should add a similar floatation rule,
the instalation of air bag through existing ports is simple .

under measurement rules the 18s prohobit some materials used in building ,--the minimum boat weight requirement makes this unnecessary.The rule intent is to eliminate expensive materials ,-but why use them if weight would have to be added back in in other areas to meet current min 389LB .
Minimum mast scantlings are needed though to eliminate the occurance of mast failure such as the A Class currently experiences --remember 20s are often used in the more extreme 1000 mile races and need to be seaworthy in these conditions-A min. mast section and weight matching the current I-20 seems within safety tolerances though can be broken in extreme conditions as any type mast can .
F-20 rules state this intent and will add the min.dia. section measurement and min.weight.per existing iF-20 rules.
The watertight mast aspect is a given ,but should be added as well.

The crossbar restriction inF-18 is an interesting one -
only straight crossbeams can be used with minimum camber to them ,---the only reason for such a rule would be the prospect of using a very flexable {weak} beam that when loaded down would spread and potentially increase total measured beam boat width.-
Such a feature would be deemed unseaworthy and eliminated -

Adopting the same rule would be a mistake as it eliminates for the wrong reason beautifull functional crossbeams as used on the H-18 for example . --unfortunate in the F-18 class. There may be a better way to write this rule .

Board and rudder draft may be added , Max. cant is proposed at 10 degrees of verticle , this should be a topic of more discussion .the 18s eliminated angled boards beyond hull cant .

Rigging is limited to max spin hoist ,-this limits stays and rigs to similar set ups with wire rigging ,
If improvements can be made inexpensively though I,m for them .

Stay adjusters are an interesting topic , Supercat uses them as standard equipement as a righting system .
This leaves the door open for adjustable systems,--also while racing ,-a topic for more discussion ,but I,m in favor of having the adjustment allowed and being able to make righting easier as well, a great added safety feature .

The F-18s use a very long list of crew weights to spin jib sizes and corrector weights in categories -
The N A 20s eliminate this -

The NA F-20 is suited to larger crew already having much larger sail areas than 18 ,and 15 sq ft more than iF 20 s mainsails and larger spin as well in 2 of 3 categories ,-we just use 2 categories of boat weight to spin jib area , A-270 spin and 53 jib -or a 300 spin and 60 jib with 30 more Lb boat weight , and also a third category under dispensation allowing older existing boats the larger NE size spin chosen .

Getting ISAF recognition once a class group is formed .
an unofficial class per members until then will suffice per event or local club rules per sailors -

Class measurement officials and filling F-20 Class Assoc.positions are needed .

My appologies for often posting here on topics in an unorganized manner ,-they are often just little more than brief thoughts during breaks in the day ,thinking out loud so to speak, on Formula and related topics .We will keep plugging away on NA F-20 -its a matter of time and persistance .


All potential F-20 sailors out there interested please get involved ,add ideas and hopefully volunteer your skills to build a NA F-20 class ,-

Some earlier drafts of the iF-20 were proposed ,-we will pull those up next and update them for 04 and use .
Add your thoughts and idea concepts -

Happy Holidays

an unofficial proposed NA 20 version rules based on iF 20 RULES in 02 for comparison also -

proposed NORTH AMERICAN FORMULA 20 CLASS RULES 2002


The North American Formula 20 is a restricted class, reserved for sport catamarans, with two crew and of amateur or professional construction and destined for racing on elapsed time.

A. ADMINISTRATION OF THE RULE

A.1 AUTHORITY

The rules of The North American Formula 20 are established under behalf of The North American Formula 20 class association, which publishes the interpretations of The North American Formula 20 and recognizes them as the authorized interpretations and explanations of the rules. The North American Formula 20 class will here on will be referred to as NA-F20


A.2. ADMINISTRATION

The NA-F20 Class Association measurement committee nominates the measurers

A.3. INTERPRETATION

After having eventually consulted NA-F20 Measurement Committee, the chief measure shall give an interpretation on all points of the NA-F20. In general, what is not expressly permitted is prohibited.

A.4. REFERENCE TEXT

For the interpretation of the rules, the original text in English shall prevail over all translations.

A.5. SPIRIT OF THE RULE

In case of doubt, the intention of the rule makers, which is the spirit, shall take precedence over the letter of the rule.

A.6. DISPENSATION

For the boats constructed before 1st January 1998 dispensations, limited in duration, may be given by the Formula 20 Measurement Committee after examining the owner’s request.


A.7. AMENDMENTS

The NA-F20 Measurement Committee will propose amendments to the rule if necessary. Amendments shall be placed on one year’s notice unless it is considered essential to act immediately to prohibit or penalize an undesirable feature.

B. MEASUREMENT RULES GENERAL

For the construction, only the following materials are authorized: polyester or vinylester resin, glass fibers, sandwich of PVC or balsa or felt, the combination of wood-epoxy, injected plastic, steel, extruded aluminum profiles of constant section, which shall be not altered, other than locally for the fixings and passage of equipment and normal reinforcement.

Every material that is not expressly permitted is prohibited. Epoxy glue is permitted for joining components. For the trampoline: all types (except netting).

B.1. PLATFORM

B.1.1. DIMENSIONS

The maximum overall length measured on the hulls is 20.08 ft. excluding rudder assembly.

1.2.1. The maximum overall beam is 8.5 ft.

B.1.2. MINIMUM WEIGHT

1.2.1. The minimum weight of the platform is fixed at 308.5 lbs.

1.2.2. The minimum weight of the boat ready to sail is fixed at 4198. Lbs.

1.2.3. A corrector weight of maximum 15.5 lbs. may be used to satisfy these two conditions. This corrector weight shall be fixed to the outside of the forward beam on the starboard side and shall be removable for checking.

B.1.3. DAGGERBOARDS AND RUDDERS


The platform shall be equipped with a pair of rudders and, if fitted, a pair of daggerboards or centerboards. The daggerboards or centerboards and rudders may be using epoxy resin. Carbon may be used for the construction of daggerboards, centerboards or rudder blades.

1.3.1 Minimum weight of rudders:

The minimum weight of each complete rudder assembly comprising blade, stock and tiller is fixed at 6.6 lbs.

1.3.2. Maximum weight of daggerboards or centerboards:

The maximum weight of daggerboards or centerboards is fixed at 15.43 lbs.

Distribution of the material of daggerboard or centerboard shall be homogeneous. Ballast or mass use of whatever nature is prohibited.

B.2. RIGGING

B.2.1.THE MAST

Carbon may be used for the construction of the mast.

The perimeter of the mast shall be a maximum of 15.16 in.

2.1.3. The maximum distance between the top of the forward crossbeam and the bottom of the
upper measurement band of the mainsail shall be 32 ft.

2.1.4. The maximum distance between the bottom of the mast section and the axis of the point of attachment of the highest standing rigging shall be 20.05 ft.

2.1.5. The maximum distance between the bottom of the mast section and the point over which the spinnaker can not be hoisted shall be 28.81 ft.

2.1.6. The mast shall be watertight.

2.1.7. The mast shall have a profile of constant section

The Minimum weight of the mast is fixed at 39.68 lbs.

2.1.9. A corrector weight of maximum 2.2 lbs. may be used to satisfy these conditions. This corrector
weight shall be fixed at the top of the mast and shall be removable for checking.

B.2.2.THE BOOM

A loose-footed mainsail is permitted. If used, the boom shall be made of extruded aluminum profile of constant section.

B.2.3.THE BOWSPRIT

3.2.1. The bowsprit shall be made of any material. A headsail retrieval system may be used.

2.3.2. The length shall not be greater than distance, measured in total from its attachment point (on the mast or on the cross beam) to the forward upper theoretical point of the deck, more an additional 31.5 in..

2.3.3 The bowsprit shall be fixed and approximately on the longitudinal centerline of the boat.

B.2.4.RIGGING AND EQUIPMENT

2.4.1.The standing rigging shall be constituted at most with: 2 shrouds, 1 forestay, 1 bridle stay, 1 pair of
diamond with a pair of spreaders, 2 pairs of trapeze wires.

2.4.2. The standing rigging shall be of conventional stranded steel wire (1x19). Dyform® or similar materials are prohibited.

2.4.3. It is not permitted to adjust while racing: the rake of the mast, the tension of the standing rigging, the angle or length of the spreaders, the tension of the diamonds other than by one or two turn block’s appropriately blocklable.

B.3.WEIGHT OF CREW

B.3.1.MINIMUM WEIGHT OF CREW

The combined weight of the two crew shall be a minimum of 298 lbs.

3.2.1.There are three categories of crew weight:

(i) of 298 lbs. to less than 331lbs.

(ii) 331 to 364 lbs.

(iii) above 364 lbs.


3.2.2. The crew in the category 298 lbs. to less than 331 lbs. shall carry a weight equal to half of the difference between 331 lbs. and the actual weight of the crew. The weight shall be fixed to the outside of the forward crossbeam on the port side and shall be removable for control.

B.3.3. CHANGE OF CATEGORY

The crew in the category of 342 lbs. to less than 364 lbs. may use a corrector weight to compete in the upper category. The weight, equal to half of the difference between 364 and the actual weight of the crew shall be fixed to the outside of the forward crossbeam on the port side and shall be removable for control.

B.3.4. RESPOSIBILITY OF THE CREW

The respect of the weight declared is the sole responsibility of the crew, which may be controlled and
protested at any time during the race.

B.4. THE SAILS

THE SAIL PLAN

The sail plan comprises a mainsail, a jib and a spinnaker. The sails shall be made of a material of dacron type, or mylar® or similar and shall fit in a bag of normal dimensions. The ISAF Measurement and Calculation of Sail areas Rules shall apply.

B.4.1. MAINSAIL

The mainsail shall have a surface area of maximum 208ft² including the mast. No parts of the sail shall be above a perpendicular passing through the highest point of the halyard.

B.4.2. JIB

It shall be possible to roll the jib around the stay. The leech shall not be convex. The head shall be not more than 2 inches wide. There shall not be battens on the foot. Two sail areas of jib are available as a function of the crew weight:

4.2.1.The crew category of less than 352lbs:

Maximum jib sail area: 44.82ft²

4.2.2.Crew categories of more than 364lbs.and crews over 342lbs.changing of category (see B.3.3.):

Maximum Jib sail Area: 52.27ft²


B.4.3. SPINNAKER

Two sails areas of spinnakers are permitted as a function of crew weight.

4.3.1. Crew less than 342lbs:

Maximum surface area for the spinnaker: 249²ft.

4.3.2. Crews of more than 364lbs.and crews over 342lbs.changing of category (see B.3.3.):

Maximum surface area for the spinnaker: 270m².

Battens and stiffening devices, except textile leech lines, are not permitted.

B.4.4. SUIT OF SAIL AUTHORISED FOR AN EVENT.

A single suit of sails is authorized for the duration of an event.

B.5. MARKING

B.5.1. MARKING OF SAILS.

All the sails measured shall be marked wit a colored sticker affixed near the clew on the starboard side. The sails corresponding to different weight categories of crew weight shall be identified by following color code:

Jib Mainsail Spinnaker

44.82ft² red 208ft² blue 249ft² red

52.27ft² blue 208ft² blue 270ft² blue

5.1.2. The maximum permitted area shall be on the colored stickers.

5.1.3 The actual measured area shall be on the measurement certificate.

5.1.4.The area and the dimensions of the spinnaker (SL1, SL2, SMG, SF) shall be written in an indelible manner near the starboard tack.

B.5.2. MARKING OF CORRECTOR WEIGHTS

The weight defined in B.1.2.1. and B.1.2.2. shall be noted on the measurement certificate. Mention shall be carried near the stern of each hull, on the inward facing sides, under a transparent NA-F20 sticker.

B.5.3. IDENTIFICATION

The number of the measurement certificate corresponding with the boat shall be written by the measurer:

-at the stern of the hull, on the inward facing sides:

-at the bottom of the mast, starboard side:

-at the starboard tack of each sail.

B.5.4. CLASS EMBLEM

The mainsail shall carry the NA-F20 logo supplied with the measurement certificate. The NA-F 20 logo will be put starboard side within 1m from the clew point.

C. DEFINITIONS AND MEASUREMENT PROCEDURE

The method employed for the measurement and calculation of sail area shall be that defined in the Measurement and Calculation of Sail Area of the ISAF.

The measurements shall be taken and expressed in feet and inches, pounds and ounces.

c.1. WEIGHT OF THE CREW.

The controlled crew weight is based on the weight on the weight of the crew in swimming costume.

c.2. CONTROL OF MINIMUM WEIGHT OF THE BOAT.

c.2.1. THE PLATFORM:

2.1.1. This shall be weighed assembled, dry and clean.

2.1.2. It comprises: the hulls, the crossbeams, the trampoline, the daggerboards or centerboards, the steering system, the mainsheet and jib traveler cars, steering compass, all the equipment normally bolted, screwed or fixed in a permanent manner on the boat and used during racing, the righting system when existing, and eventually the corrector weights specified in (B1.2.3.)

c.2.2. THE MAST:

This shall be weighed assembled, dry and clean.

2.2.2. It comprises: All the equipment normally bolted, screwed or fixed in a permanent manner on
the mast and used during racing, and the diamonds with a pair of spreaders.

c.2.3. BOAT REDY TO SAIL:

The minimum weight of the boat ready to sail shall be the assembled platform conforming to rule 2.1. above and carrying the dry and clean equipment normally used for navigation: mast, boom (when exist), bowsprit, mast rigging, halyards, sheets, sails, blocks, except the safety equipment defined by Chapter E rule 2.

c.3. OVERALL LENGTH OF THE HULLS:

The overall length of the hulls, outside rudder pintles, corresponds with horizontal distance between the vertical passing through the extremity of the hulls, the boat being leveled on its waterline.

c.4. SAILS.

c.4.1. GENERAL

The intention is to establish a reliable and simple method of measuring the active surface of the entire sail plan, including the mast. In the measurement of sail area, the term sail shall be considered as defining the part of the sail outside the mast and including headboard. Crinkles that are totally outside the edge of the sail or the boltrope that is inside the mast shall not be included.

c.4.2 MAINSAIL AND JIB:

The battens shall be without tension in their pockets, the sail shall be pinned on a flat surface with the tension just sufficient to eliminate creases, then smoothed flat to give the longest dimensions.
Whilst the sail remains pinned, all the measurement necessary shall be taken, the tension should not be
adjusted.

c.4.3. MAST MEASUREMENT.

The measurement of the perimeter of the mast shall be considered as the distance, at right angles to the mast axis, measured around and back to the same point. The dimension shall be divided by two to give the value for the half-circumference.

c.4..4. SPINNAKER

4.4.1. Definition of a spinnaker

All triangular sails not complying with definition of a mainsail or a jib are spinnakers, on condition that the girth at mid-height is equal or greater than 75% or that of the foot

4.4.2. Calculation of the spinnaker CSPI:

CSPI=SF x SL1 +SL2 + (SMG- SF) x2 (SL1 + SL2)

4 2 3 2 Where SMG > 75 % of SF.

Where SF is the length of the foot measured around the edge of the sail between the lowest point of
the luff and the leech:

Where SL1 is the length of the luff of the sail, from the highest point of the sail, to the lowest point of
the sail on the luff:

Where SL2 is the length of the leech of the sail measured along the edge of the sail, from the highest
point of the sail, to the lowest point of the sail on the leech.

Where SMG is the width at mid-height, which shall be taken between the mid point of the luff and
the mid point of the leech.

CONTROLS.

d.1. MEASUREMENT FORM AND MEASUREMENT CERTIFICATE

d.1.1. COMPETENCE

Only the controls, measurements and calculations by a measurer recognized by the NA-F20 Catamaran Association, a National authority or the ISAF ( Multihull Committee) are considered valid.

d.1.2. MEASUREMENT FORM AND MEASUREMENT CERTIFICATE

The measurement form competed (measurement sheet and calculation) and signed by a measurer is not a
measurement certificate.

1.2.2. The measurer shall record on the measurement form anything he considers as departing from the
concept of the NA-F20 rule, he shall send it with detailed explanations on the contentious points to the NA-F20 Catamaran Association for a ruling.

1.2.3. The measurement certificate is issued by the NA-F20 class association responsible for the administration of the rule in the country of the owner. When after examining the completed measurement form signed by the measurer, it considers that the boat conforms to the Rules off the NA-F20.

1.2.4. A competitor has an obligation to present with his entry the measurement certificate and measurement form of his boat.

d.1.3. REGISTRATION

The measurement form (measurement sheets and calculations) and the measurement certificate are
established and registered by the NA-F20 Catamaran Association or a National Authority.

d.1.4. VALIDITY

A change of ownership shall be invalidate a measurement certificate, a re-registration shall be made by
returning to the national authority the initial measurement certificate accompanied by the details if the new owner. The valid certificate and registration will be returned to the new owner, it is not necessary to re-measure the boat.

All modifications or replacements of parts of a significant change shall be re measured and notification made on the measurement certificate by a measure recognized by the NA-F20 Catamaran Association.

d.1.5. COST OF THE MEASUREMENT

1.5.1.INITIAL MEASUREMENT:

The cost of measurement is at the discretion of the relevant National Authority corresponding with the provision of the class emblem, the marking stickers for the sail, the hulls, the mast and the establishment and registration of the measurement certificate.

1.5.2. The cost of additional measurement, marking and registration is fixed at the discretion of the National Authority.

1.5.3. The other (travel and accommodation of the measurer) are at the owner’s expense.

D.2. EVENT MEASUREMENT.

The travelling and accommodation expense of the measurer are the responsibility of the event organizer.

It is sole responsibility of the competitor in a race to maintain his boat in accordance with its certificate.

SAFETY

E.1.RIGHTING

The crew shall be able to demonstrate their capability to re-right the boat.

E.2. SAFETY EQUIPMENT

Minimum mandatory equipment to be on board;

1 re-righting line 13 feet long an 10mm of diameter minimum, 2 lifejackets (conforming to the rules in force.)

E.3. BALLAST AND WEIGHT JACKETS

Ballast on the boat or worn by crew is prohibited.

E.4. STEERING COMPASS

A fixed steering compass may be used

E.5. COMPLIMENTARY ARRANGEMENTS

REDUCTION OF SAIL AREA

If specified in the Notice of Race, the organizers may require the following complementary equipment:
Jib mounted on a roller. Mainsail equipped with reefing points not less than 39.4 in from the foot.

WEIGHT CHART NORTH AMERICAN FORMULA 20 CLASS

NOTE: CREW WEIGHT IS THE COMBINED WEIGHT OF BOTH PERSONS SAILING THE NAF-20 AT ANY GIVEN EVENT.

CREW WEIGHT IN LBS JIB SQFT SPINNAKER SQFT ADDED WEIGHT

added note --N A rules would eliminate this following long list of crew weight section and just use 2 basic boat weight categories -

-

297lbs. 44.82ft² 254ft² 16lbs

300lbs. 44.82ft² 254ft² 15lbs

301lbs 44.82ft² 254ft² 14lbs

304lbs 44.82ft² 254ft² 13lbs

306lbs 44.82ft² 254ft² 12lbs

308lbs 44.82ft² 254ft² 11lbs

310lbs 44.82ft² 254ft² 10lbs

312lbs 44.82ft² 254ft² 9lbs

314lbs 44.82ft² 254ft² 8lbs

316lbs 44.82ft² 254ft² 7lbs

319lbs 44.82ft² 254ft² 6lbs

321lbs 44.82ft² 254ft² 4lbs

323lbs 44.82ft² 254ft² 3lbs

325lbs 44.82ft² 1254ft² 2lbs

328lbs 44.82ft² 254ft² 1lbs

330lbs 44.82ft² 254ft² 0.0lbs

332lbs 44.82ft² 254ft² 0.0lbs

334lbs 44.82ft² 254ft² 0.0lbs

336lbs 44.82ft² 254ft² 0.0lbs

339lbs 44.82ft² 254ft² 0.0lbs


341lbs 52.27ft² 270ft² 11lbs

343lbs 52.27ft² 270ft² 10lbs

345lbs 52.27ft² 270ft² 9lbs

347lbs 52.27ft² 270ft² 8lbs

350lbs 52.27ft² 270ft² 7lbs

352lbs 52.27ft² 270ft² 6lbs

354lbs 52.27ft² 270ft² 4lbs

356lbs 52.27ft² 270ft² 3lbs

358lbs 52.27ft² 270ft² 2lbs

360lbs 52.27ft² 270ft² 1lbs

363lbs 52.27ft² 270ft² 0lbs

SAILORS ARE RESPONSABLE FOR TAKING THEIR OWN ADDED WEIGHT, WHICH MAY BE CONTROLLED AND PROTESTED AT ANY TIME DURING A RACE.

Hi,
Why do you allow a carbon mast but not a carbon boom?

Or why not Pentax sails?

It sounds like the rules are designed around an I20 (which they are) but they offer little room for improvements. As time goes by newer materials or techniques need to be allowed or the class won't benefit. I am all in favour of the class.

One other question: what about 10' wide beam boats, Tornado, mystere 6.0, etc. Yes they have a slight advantage in some conditions, but its also a disadvantage in light air. I would love to have an F20 race up here in Canada, but without the inclusion of the Ts and the M6.0s it would be a no-go.
Dave.
N6.0na #325

Hi Dave

Toronto is a great city ,-great venue for sailing events with its interesting waterfront areas, sailed there a few times over the years , one of the H-18 Worlds ,way back ,-and a few times in the area , Lk Oneida I think a few hours N W as well .

The 18 rules and iF 20 rules do not allow carbon booms or newer sail materials ---NA F-20 would allow carbon booms or spin poles and new sail materials.

The NA F-20 rules and basic specs as written -WOULD allow carbon and newer sail materials ,--sorry for the confusion ,but put the other F-rules examples up for comparison .
There is some small weight saving advantage but not signifigant , again ,-min. boat weight rules provide that all weigh the same in formula of wt to sail area ,--

According to some of the sail lofts I,ve talked to the newer materials are not much more expensive ,-very slightly lighter , and do last much longer and retain their original shapes much better rather than blowing the pocket back and out . So ,rather than having to purchase sails often -{2 years } they may last 4 or more which means we all save .
Most teams I know have 2 mains 3 jibs and 3 spins now on 4 year old boats ,--this needs to stop ,-
Rules that allow the new materials are plus for NA F-20S

I,m all for the new sail materials ,--chemical and structural engineering of these new materials is amazing.
NO ONE CAN BUY SAILING SKILL ,
I,ve seen people purchase much larger faster cats like RC 27S and get beaten around a course by well sailed 18s -
sailing skill !! prevails

I,m planning on ordering a new main ,and adding a reef system for use in the Atlantic 1000.
I will not be an I-20 , but can change back to the old sail if needed ,-but will be a F-20 for the Atlantic 1000.
-each team can enter as they choose.

On the Tornado -Marstom 20 -CFR 20 - Ventilo ht 20 -etc
think the ideal would be a F-20 ht class that would include the larger beam lighter weight specs of these types .
In smaller groups start 20s together to accomodate boats in the area ,-but score in class -
just as F-18 s like Tiger Nacras etc ,are very different than the 18 hts and scored and classified properly based on very different design specs and speed potential.
A F -20 CLASS and a F-20 HT CLASS .

Hope that helps and makes logical sence.

Back to the N A F-20s -

We have different existing boats sail areas and specs than EU so logically require different rule variations to accomodate the variety of different designs in N A ,-This wider scope of rules to include more boats provides for use of more diverse types of rigs sails gear etc, and more areas for small incremental development and improvements though kept inexpensive and some actually saving costs over time . The new sail material example being one ,-also better methods of building hulls and materials that allow them longer life.

F-20 also allows any existing 20 ft boat {the P-19 being a good example} or older 20 platform to be inexpensively
{relatively speaking} to refit and purchase new sails and per boat weight +added spin area have a competitive boat .

Check out the -P-19 post on the new forum ,where a sailor spent the day with Robbie tuning his boat and giving him pointers ,--They past a well sailed I-20 --twice!!
This indicates how any 20 range boat can be competitive ,-sailing skill is the main factor .

This much more important sailing skill factor becomes very apparent over 10 days and 1000 miles of ocean racing ,-
Most soon realise that any top team could hop on any equivilant boat or trade boats with another team and still finish in the top group hours ahead of other less trained teams.
It shoots the heck out of the average time handicap scenario rating scheme once you actually experience and realize this in upper levels of competition on class boats or as this newer sailor did experience with Robbie in an immediate huge jump in boat performance going from finishing well behind I-20s on a P-19 mx to finishing well ahead due to boat tuning and sailing technique and skill ,--the human factor being a much larger part of the equation yet left unmeasured and unfactored in handicap rating schemes.

Attempting to apply a handicap rating scheme to a predominantly downwund 1000 mile race seems wrong for many good logical reasons.
Class -Formula class racing is the ideal.


here it is --nice post
http://www.catsailor.com/forums/sho...ew=collapsed&sb=5&o=&fpart=1