I didn’t really think it was possible—to create a small keelboat with the sprightliness of a planing centreboarder and at the same time the security, stability, and self-righting qualities of a keelboat. It seemed more likely that such an attempt would result in a boat that was neither fish nor fowl—far too tame for those who want to go really fast yet too demanding and cranky for those who prefer keelboats. I’m happy to report that Ian Proctor’s Tempest proved me dead wrong. She captures the best of two worlds and can best be described as a design breakthrough. Proctor is the well-known British boat designer and builder, mast builder and dinghy sailor.

Her unveiling came at IYRU Selection Trials at Medemblik, Holland, 16th–19th May. Several years ago the International Yacht Racing Union announced an opening in its recognised classes for a new two-man keelboat, and in the fall of 1963 winners of a design competition were revealed. No class, of course, can be adopted from a set of lines and hence sea trials were set up for new boats built expressly for the purpose. I was at them as the American representative on the Selection Committee. Other members were Jan Loeff of Holland (Chairman), Jacques LeBrun of France, Beecher Moore of England, Bruno Bianchi of Italy and A. E. Duddok van Heel, Jr. of Holland—all experienced sailors and none hampered by having personal axes to grind. Our intention was for these to be the first of a series of selection trials to continue through the summer in different nations. For my part, I was prepared to recommend that no boat be selected even by summer’s end unless she seemed to be a truly fine type. Tempest was selected by our committee at the end of nine races over a four-day period simply because every conceivable kind of weather and sea conditions were encountered and in each race Tempest cleaned house. More important, her dominance was over a fine fleet of attractive boats. Quite frankly we fell really in love with Tempest, so much so that further trials seemed completely superfluous. Our decision was unanimous and enthusiastic. If we were wrong, we were wrong together, but I suspect instead of being wrong, we have given yachtsmen of the world a great new boat to rally around.

All boats entered were built up to the limits of 22 ft. overall length and sail area of 247 ft. plus spinnaker. All had keels weighing 495 lb. Actually most of the boats when measured proved to have exceeded the sail area limit. We made note of this but let them sail anyway. Tempest’s area was exactly as specified.

Hull weight of the ten new designs entered varied considerably from under 300 lb. for Jack Knights’ home-built sharpie type Cobra to 797 lb. for Starlet, designed by H. E. Glacer. Tempest’s bare hull was second lightest at 440 lb. Other entrants were H. E. Glacer’s Champion, winner of the 1963 design competition of the IYRU; John Westell’s CVP43, looking very much like an overgrown 5-0-5; Flying Senior, a lovely looking boat by U. Van Essen, designer of the Flying Dutchman; Rapikee, designed by E. G. vander Stadt, and second in the design competition; J. M. Hannay’s Satellite, a variation on the hard chine Cobra; C. & B. Silvant’s Telstar which was more of a day-sailing than racing type, and P. Budde’s Flying Fish. Most of them were fine looking boats.

To serve as a yardstick a fine Flying 15 was entered. Several modern spectating Dragons gave a further speed comparison.

The first race was sailed in a light fluky wind. Tempest called it all wrong on the first leg to round the first mark in the ruck. One the ensuing run, beat and reach she sailed through the fleet and through some Dragons to win by 30 seconds from Rapikee. It was ultra clear already which was the best light weather boat.

The next six races were sailed in 12-20 knot winds. Some were triangles, some windward-leeward, some a combination. Some provided planing conditions, some did not. Tempest won them all except the third race of the series when she broke her rudder while leading and planing under spinnaker. A simple design modification can prevent recurrence of this one definite weakness.

Up wind, Starlet and Champion were almost matches for Tempest, but both died from inability to plane readily on reaches. Rapikee and Flying Senior were also very close to Tempest up wind, and, while they did plane, they couldn’t begin to hold the British boat under planing conditions. Jack Knights’ Cobra finally emerged as the second fastest boat. She went as well up wind as any but Tempest, and on the planing reaches could almost hold her. It was remarkable in a way that Cobra, despite weighing 165 lb. less and despite long flat planing surfaces, could still not plane quite as readily or as fast as the fabulous Tempest. CVP43 showed fair bursts of speed, but never quite up to the other better boats. All the others were badly outclassed. The very well-sailed Flying 15 managed to beat some of the tailenders, but was 5-10 minutes behind the leader in other starts, despite conditions which were generally to her liking.

It was evident after seven races that in all sorts of normal going Tempest was quite a boat, but we decided that selection was impossible without a further test in very heavy winds and sea. There was much discussion as to where and when such trials would be held later in the year, but all were agreed that no selection was possible until such a test had been made.

All races had thus far been sailed with an offshore wind, but on the third day the weather bureau forecast a new front would move in at 5:00 p.m. accompanied by 25-knot winds blowing on shore. With a hope and a prayer we postponed going out until 5:00. Almost miraculously the front moved in exactly on schedule and the seas started building at a rapid rate. The course chosen provided a one-mile reach, two-mile run, two-mile direct beat and one-mile reach home. Wind was only 15 knots for the first two legs on which Tempest led by a wide margin. At the start of the beat, as if by prearrangement, it picked up to 20 and the seas were steep and wicked. By the end of the leg it was a good 25, yet there was the Tempest, eating it up and with an awesome lead. She planed home at an average of 12 knots, simply loving it. The six-mile course was covered in just over 50 minutes. Cobra had done surprisingly well in the rugged going, but was still over three minutes and over half a mile back. Starlet did very well up wind (about equal to Tempest) but was outclassed reaching and running to finish 3:45 behind. The others simply were not in the ball game. Rapikee, ably sailed by George O’Day in the last six races, capsized when her jibsheet jammed while tacking. George never got wet. He merely stood on the leeward side of the cockpit while his crew stood on the fin keel. In a moment she snapped back upright and continued—an amazing testimonial to the type of boats entered.

That evening our committee was virtually satisfied that a selection should be made. Our one remaining desire was to sail not only Tempest but the other attractive contenders to learn if she felt as good as she looked. In addition to Tempest we sailed Starlet, Cobra, and Rapikee. Starlet seemed very nice up wind but a bit unmanageable on reaches. Cobra was exciting to sail but not quite the boat one could fall in love with. Rapikee struck us as a fine all-round boat, but a bit unexciting. But Tempest was a joy throughout. I was fortunate in starting my sail in her in 10 knots of wind and ending up in over 20. She was lively in the lighter wind and a bomb in the heavy going. With her crew riding the trapeze she was easy to hold down. She developed no unpleasant helm on any point of sailing, was a cinch to handle, never came close to capsizing even when punished. And how she planed, both easily and very fast. It felt like 15 knots but more likely was 12.

Self bailers in wells in the self bailing cockpit sucked the spray out up wind as fast as it came in. She always was completely dry. Had we taken in solid water (we never did) the two self bailers would have been assisted by two transom drains. At the mooring her bailers are kept open and rain water finds its way into their wells.

She was perfectly laid out and equipped. The main and jib were easy to trim to cam jams. A full width traveller amidships made for most efficient trimming on all points of sailing. Her aluminum spar bent aft under the strain of the sheet so that her main assumed an ideal shape under varying wind strengths. It was impossible for any of us to fault a single detail.

I could not help but wonder why it is that a nation which can show such advanced and practical thinking in a small boat remains so relatively backward in 12-Metre development. I suspect that if the America’s Cup effort were entrusted to England’s small boat sailors and designers, with a free hand, an open purse and no unwanted advice from the money men, the America’s Cup might well tremble on its pedestal. On a small scale, Tempest was easily as advanced as Constellation and it is hard to realize that she emanates from Sovereign territory.

By now you’ve got the idea that I feel Tempest is quite a boat. The entire committee did, but we wanted her to pass one more test. While her stripped hull weight of 440 lb. was probably heavy enough for strong fiberglass construction we wanted to be sure she would still perform well if it was discovered later that more weight was required. Therefore we planned one more race with the Tempest handicapped by carrying 40 kilos (88 lb.) of weight above the waterline. Two bags of sand were put onboard, and a course calling for three miles of beating, four miles of reaching and one of running was laid out. Wind was approximately 18 knots. I can make the description short. Tempest led by two seconds at the first windward mark, added a few seconds on the reaches, went still farther ahead on the second beat, and widened a bit more on the run home. She beat Cobra by 35 seconds and the first conventional looking boat (Starlet) by 2:15. The weight, all or perhaps some of which will doubtless be unnecessary in a production fiberglass model (the prototype was made of wood), hurt her performance a bit but not appreciably.

One more point, and I feel an important one. Tempest looks as well as she performs. John Oakeley and Cliff Norbury sailed her as well or better than any boat there but all contending boats were sailed by helmsmen and crew of Olympic caliber.

Whether or not Tempest’s selection will result in a real contribution to the advance of sailing—as I now feel it will—only time will tell.