Your feedback

A step forward or a step back? Ben has proved himself to be a very good judge and a very good manager of his own talents and the emotions of top class competition. I am sure he has added to this through his exposure to the America's Cup. I am confident that the Finn represents a forward step for Ben, an opportunity for him to develop his skills and reputation as it has done for a host of Laser Champions before him. Should he choose to take up the challenge then he would be made most welcome.

From Chris Cunningham
A step forward or a step back? Despite winning the Laser gold it is still a huge step up to America's Cup and unrealistic to expect to be driving one of these boats with virtually no big boat experience. Forget the Star class - Percy is going to clean up. The new crew weight restrictions are going to make it very difficult for any lightweight helmsmen. Also it is unrealistic to anticipate being able to increase body weight against natural physic to suit Finn class. Undobtedly easier to stick to Laser class. Or maybe join GBR Challenge to pass on knowledge gained with One World and assist the excellent British effort.

From Keith Burrage Chalfont, Pennsylvania.
Has anyone else tried this system? Red Herring must be close to 20 years old,(so this is not new) she is a schooner rigged 50 footer with a mechanically canted keel and independent vertical daggerboards. Expertly sailed by Steve Clarke during the 1994? Newport Unlimited she proved to be very fast, comparable to a Farrier F27 tri. I am certain that Steve would be the first to admit that she is slow compared to a similar sized multihull.

It makes zero sense to use weight to counteract the capsizing effect of the sail plan when the object of the exercise is speed unless we are talking small craft where that weight is in the form of nimble, skilled bodies. For larger boats the application of lift - either from an appropriately positioned hull or foil - is a no brainer. I find it tragic that in this day and age that we contiue to put more time, money and effort into such a flawed concept. The top Open 60s have canting keels, incidence foils, high lift underbodies, super high tech materials of construction in both rig and platform yet they can't go as fast downwind as similar sized multihulls go upwind - ask Ellen MacArthur. We need a simple 40ft Offshore Capable rule to develop fast, safe seaworthy recreational craft - they will be multihulls.

From Tom Daum
Has anyone else tried this system? I race aboard Harlequin a Nelson Merrick 55' design, Turboed by John O'Donnel & Barbara Colville. For the last six years it has been a light air rocket ship. We even have been known to sail under and through the 70s fleet during their High Point Series Final and our Catalina Island Series. For the past two years we have been racing against Cita and Tom Schock's personal Schock 40.

They are absolute light speed. During Santa Barbara to King Harbor two years ago, we were running at 16-18 knots. From astern this little yellow forty footer came surging past us with a huge, deep assymetric flying. Maybe a little to much assymetric flying. They were insanely fast when they stayed on their feet. But, with the oversized kite they had more than their hands full. And, I own a MacGregor 65footer. So, I know a handful. Since then we have raced numerous races against them. This new generation of boats just blows away the last.

From Bob
Has anyone else tried this system? The Red Hornet was the second boat built by Dyna. The Green Hornet was the first. Green Hornet was not as advanced as Red, but I can tell you that it was still fun to sail. The keel reduced the amount of crew needed (rail meat) and the double foil really improved the "lift" to the windward mark. Shall we say, the double foil assisted in improve layline calling. Green Hornet used to be docked at the San Diego Yacht Club. I have lost contact with boat.

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