The invitation was exciting–this was a fast boat with a mostly younger crew of rising stars. That is, until positions were assigned on the way to the starting line with me as the designated rail sitter.  

It felt like second grade all over again, getting picked last for the recess kickball team. My ego was bruised. I had far more experience than most folks onboard but, aside from the owner, no one knew who I was. (I should also mention that I weighed more than the rest of the crew too, so there was that).

After a few minutes of asking myself why I had committed to ten miles of sitting on the rail, I changed my attitude. If I was going to be rail meat, I was determined to be the best rail meat ever.

Instead of questioning tactics, headsail selection, or interpretations of barging rules under my breath, I focused on what I could do to help the team win.

Each tack, I was the first on the high side. I was first to spot kelp and gave clear hand signals about whether to go up or down to avoid the kelp paddies. I also helped call puffs and likely shifts as they approached us in tight racing.

Even smaller boats need occasional weight on the rail. Left: J/80, PIKE. Right: Melges 24, SUNNYVALE. Photo © Jan Anderson. 

Near the top of the course, I found myself reflecting on the last two hours and decided that being on the rail wasn’t so bad after all. I’d contributed meaningfully–and our team was setting up to round the windward mark in first place. I started looking forward to a fun downhill run to the finish.

While on the layline, one of the college-aged crew members nudged me and said, “Sir, have you trimmed asymmetrical spinnakers before? The tactician wants to know if you’d like to take that on.”

All my hard work had been noticed in the cockpit, and they wanted to reward my effort with an important role as the breeze built.

(And they called me “Sir”. What the hell was that about? I was still only in my 40s!)

Trimming on the long downwind leg was a blast. We accelerated in the puffs and extended our lead. With each jibe, our boat speed improved as we found our rhythm between the driver, mainsail trimmer, and me. We ended up winning our class–beating some of the top boats in our region.

As we debriefed after the race, one of the young crew members came up to me and said, “You were an animal up there, hopping side to side under the boom on every tack. That really helped us hold our speed out of the tacks and squeeze out the other boats. Good job.”

“Gee, thank you!” I gushed.

One of the takeaways from that day: good teams are built around the sum of their parts, not the size of any one person’s résumé. Skippers need to make crew assignments based on the best crew combination. In my case, as the heaviest crew member, they needed me on the rail.

Another lesson was to check my ego at the dock. My crew shirt from another hot boat did not earn me instant street-cred, and it didn’t mean I was owed anything. I had to earn the skipper’s confidence to trim for him as I would expect others to do when I am skippering my own boat.

Since then, I’ve had more appreciation for crew members willing to do anything to help the boat go faster. When I am the one handing out crew assignments, I try to recognize those efforts and pay those compliments forward.

Brendan Huffman is the co-owner of UK Sailmakers Los Angeles loft. He is a seasoned cruiser and racer, including ten races to Hawaii, as a skipper, driver, trimmer, bowman, watch captain—and doesn’t mind sitting on the rail.

Perhaps one of the more overlooked sections of the Racing Rules of Sailing is Appendix G1.2, which addresses the display of sail numbers.

With the increasing use of black sails on racecourses, race officers are finding it more challenging to identify boats’ sail numbers during pre-race check-ins, starts, and finishes—especially when the numbers are dark on dark sails.

Appendix G1.2 states:
“Sail numbers shall be… of a contrasting colour to the body of the sail… [and] shall be clearly legible when the sail is set.”

While grey or black sail numbers on black sails may look sleek, they are not permitted under the Racing Rules of Sailing. Many race committees are addressing this issue by issuing warnings to skippers. Some are beginning to impose discretionary penalties and adjusting scores.

Low contrast sail numbers such as a standard green colour on a black base material are difficult to read, especially in low-light conditions.

What many racers may not realize is that boats are identified in scoring programs and from Signal boats primarily by their sail numbers, not just their names. Check-in and finish sheets, used by race officers, list boats by their sail numbers, which are far easier to spot on the racecourse than boat names.

On the water, race committees cannot see boat names easily since they are displayed on hulls, either on the sides or transoms, where they sit low in the water. Sail numbers, however, are unique to each boat and positioned much higher above the water, making them significantly easier to read from Signal boats at the starting and finishing lines.

Put yourself in a race volunteer’s shoes. You are an experienced race officer, but you’re not familiar enough with each boat to identify them quickly by hull shape, color, or brand. As boats approach either the starting line or the finishing line in a cluster and if they don’t have bow numbers, it’s the sail numbers that the line caller will pre-announce before the gun or finish that the scorers will record “just in case.” When boats are overlapped, simply spotting sail numbers requires a keen eye.

Now, imagine recording sail numbers and times at the finishing line. A group of boats is approaching under overcast skies or near sunset. Some sail numbers are clearly visible, while others in dark colors on dark sails are impossible to read. Even reviewing zoomed-in images after the race, you still cannot identify every boat that crossed the finishing line. As a result, some boats without contrasting sail numbers are scored DNF, delaying the posting of race results.

Neon or white sail numbers are much easier to read against a black or dark grey sail. Photo © Irk Boockhoff.

If your boat has non-contrasting sail numbers and is scored DNF, how do you request redress to have your finishing time properly recorded? If your sail numbers clearly violate RRS Appendix G1.2, the protest committee may not be willing to reinstate your finish time.

Even standard blue, red, and green numbers are difficult to read on black sails. A growing trend is using bright sail numbers, like bright orange, yellow, green or pink on black sails. Plain white sail numbers will not only make race officers happy but also ensure your boat is properly scored.

If your local race committee has asked you to change your sail numbers to a more contrasting color, this is an easy fix that any UK Sailmakers loft can handle for you. Your race officers will appreciate it.

1. Create a resume with an honest assessment of your sailing experience and physical abilities. This should reflect your prior roles onboard and types of boats you sailed and raced. Ask yourself what kind of value you add to a racing crew. You probably won’t submit this document to anyone, but it’s a good mental exercise that will help you present your value to a racing boat if asked.
2. Decide the type of racing you prefer (e.g., weeknight “beer can” races, weekend regattas, offshore racing) and the specific type of boat you’re looking for (e.g., racer, cruiser, small one-design, large sled).
3. Share a photo of yourself, ideally while sailing, along with a brief bio, on local Facebook crew finder pages or online crew lists available on yacht club or event websites.
4. Attend racing and rule seminars at your local yacht club.
5. Look for speaker programs at local yacht clubs that attract racers and are open to the public. These are perfect events for networking.
6. Consider taking a class or course that includes some racing content.
7. Check out the local racing calendars on your local yacht club’s website.
8. Weeknight “beer can” races held during spring and summer present great opportunities for finding boats to race on and gaining experience.
9. On race days or evenings, show up at local yacht clubs two hours before the scheduled race starts to walk the docks and ask if anyone is looking for crew. After the race, hang out with the crew and other racers.
10. Once onboard, offer to help rig the boat or unload gear off the boat. If you are unsure about any rigging tasks, ask an experienced crewmember to check your work or show you the correct configuration. Be friendly and courteous but not chatty. Ask questions about your role and what you’re expected to do.
11. Consider the conditions and length of race when packing. Arrive as ready and geared up as is reasonable. For a day race, your bag should be no larger than a typical backpack, as most boats are weight and space conscious. Bring your own water bottle/thermos, snack, and personal safety gear if needed. Leave a change of clothes in your vehicle or the boat’s dock box for after the race.
12. After the race, help put the boat away by folding sails, flaking sheets, packing spinnakers, wiping down counters and floors below, etc.
13. Provide your contact info so that they can invite you back or refer you to other boats.
14. Continue to improve your knowledge of racing by reading articles and books, and by watching videos. Check out UK Sailmakers’ “Lessons Learned” podcast on YouTube, Spotify, Apple Podcasts & Amazon Music.
15. Always arrive at the boat on-time. Be positive, and be helpful!

By following these tips and staying committed to learning and improving, you’ll increase your chances of finding a crew and enjoying the thrill of competitive sailing. With time and dedication, you’ll become a valued member of the local racing community, building skills and connections that will serve you well on and off the water.

We were mostly happy with our upwind tactics and boat speed, powered by my X-Drive mainsail and an older J3. We rounded Lightship in good shape, determined to make solid gains on the long downwind run to the finish off of St. Francis Yacht Club. As we approached the Golden Gate Bridge, the wind built to 20+ knots with a little ebb current coming out the bay. Our boat speed was a steady 8-9 knots hitting 11-12 knots in the puffs.

Since this was our first time racing doublehanded together, we talked through our jibing techniques before attempting it. Unfortunately, our three jibes did not go as planned and we rounded up each time with my crew left vulnerable on the foredeck. On the third poorly executed jibe, we found ourselves getting too close for comfort to the South Tower of the Golden Gate Bridge so a decision was made to douse the S2 chute. An afterguy was lost but there were no other issues, and some valuable lessons learned.

After sailing under the bridge with full main and J3 on a broad reach, we noticed our competitors making gains behind us, all of whom carrying their spinnakers. Instead of leading a spare afterguy and repacking the chute, we decided we were close enough to the finish to maintain our lead without risking a roundup in front of spectators (and cameras) at the clubhouse. Our calculations proved to be accurate but we were embarrassed about the optics of finishing without a chute.

Lessons Learned for Doublehanded Spinnaker Work:

•  Practice a jibe, even if only in the slip before the race, both an end for end jibe and a dip pole jibe.
• Make sure the trip lines are working on the spinnaker pole. All too often, all the trip lines on a spinnaker pole are the same color as the bridle. When I am singlehanding, I know where everything is and how things work. But this was not a solo race.
• Ensure the spin sheets are within reach of the driver when the crew goes forward. For some reason we had led the sheets to the cabin top winches instead of the secondary winches by the helm. When we rounded up, I was unable to reach the sheets.
• Invest in a new UK Sailmakers Stasher for quick and easy dousing of the spinnaker without taking the entire sail down and having to re-lead the sheets and guys. We watched a doublehanded Cal 40 easily jibe their much larger kite this way.

What I think we did correctly is to remember the big picture and not push the boat too hard before a big race less than two months away. Had we shredded my S2 chute or, God forbid, broken the mast so close to Singlehanded Transpac, that would impact both my budget and ability to adequately prepare for the race. Not re-hoisting the chute was the right call, and we were lucky enough not to have blown our lead.

I’m looking forward to using my new UK Sailmakers Stasher on the next race, which I think will make jibing both my asymmetrical and symmetrical chutes much easier when racing shorthanded.