Position: Anchored Rushcutters Bay, Port Jackson
Wind: S F2
Sea: calm Swell: nil
Weather: overcast, cool

As part of the work up towards our Sydney to Hobart campaign, Chris and I went for a sail yesterday in a light to moderate S'ly breeze. We started with a quick overview of Sylph's basic safety equipment and then, once underway, gave Chris the opportunity to get a feel for Sylph under power recovering a life ring, and then we set some sail and headed for the Heads.

The forecast was for SE winds around fifteen knots but initially conditions were on the light side so we set the code zero as we headed down the harbour. As we cleared South Head, conditions were still pretty fickle with the usual sloppy seas one encounters in this area. We tightened up a little and with the large code zero set, Sylph started to power up and drive through the waves but then as I was sheeting it in the big red sail came tumbling down, along with the synthetic outer forestay, the halyard and, as quickly became apparent, the masthead crane fitting that holds the outer forestay and its halyard to the masthead.

Chris and I hauled the code zero back on board, stowed it, then returned to Rushcutters Bay under mainsail and engine, not wishing to set the headsail without having a close look at the masthead. Once back at anchor I climbed the rig to inspect the damage. It was clear that the mast-crane fitting had torn off from where it was welded on to the fore-stay tangs, primarily due to some corrosion behind where it was welded on, combined with excessive side load on the fitting. Fortunately, the all important forestay tangs, which hold the mast up, looked sound.

I was annoyed with myself as I had overloaded the fitting by setting the code zero in wind that was stronger then I had originally intended for the sail, though fortunately no damage was done to the sail itself. I am sure I would not have set the sail in these conditions if I was in my more usual conservative cruising mindset. However, I console myself that the failure indicates that the mast cap clearly needs attention and that the failure could have happened under worse circumstances.

There is of course no point in bemoaning the "only if", now the important question is what to do about this breakage and how it effects my Sydney to Hobart ambitions. I am confident that I can still sail Sylph safely, I just will not be able to set the code zero which is only a recent addition to Sylph's sail wardrobe. To repair the mast cap will require the mast to be unstepped and the masthead fitting either repaired or a new one manufactured (another significant expense, especially in Sydney). For now I will continue to ponder my options. Later this week we will find out whether we need to have Sylph surveyed again. Once I have this information, then I will make a decision whether to continue throwing money at this race, or perhaps just go for a cruise to Queensland - very tempting.

All is well.