• Jay Krehbiel – former PSS student, who chartered the yacht and made it all possible
• Ian Mason – Chief RYA Instructor with PSS, skipper and navigator
• Damien Parkes – RYA Instructor with PSS, sailing master extraordinaire
• Matt Cassidy – former PSS instructor, helm, main, trim and just an all-round whiz
• Wai Lee – former PSS student, pit, trim and paperwork queen
• Ray McMahon – former PSS student, helm, trim, gained his offshore experience on the PSS yacht, Cadenza
• Nick Parkes – former PSS instructor, foredeckie, trim, works on superyachts in Europe, can do anything and fix anything on a boat!
• Ivan Resnekov – helm, main, sails a Farr 40 ‘for fun’
• Nick Mrdjen – the ‘anything is possible’ super bowman

So it all started with a Quiet Little Drink?
Yes, at the Slip Inn. When Jay rang me about the possibility of chartering a yacht for the Sydney Hobart, I thought, what a great idea. We met for a drink and thought that a Sydney 38 may be the way to go because she’s a solid offshore boat and it’s a very competitive class. I did have a few doubts because it was already October! But one thing led to another and we were soon in discussions with Richo (owner of Next). Getting a boat was just the first step. I needed a really strong and experienced sailing master. So I phoned Damien (Parkes). When Damien said yes, I knew I had a solid foundation and could build our program from there.

How did you and Damien share your responsibilities?
That fell naturally into place. Neither of us had ‘an ego’ so to speak, and we knew our strengths. I focused primarily on navigation and tactics, while Damien focused on keeping the boat going fast. He has an immense depth of experience and knowledge, and stays incredibly calm in difficult situations. He kept the crew focused on the numbers [boat speed].

What was it like in the six weeks leading up to Boxing Day?
One mad rush of safety inspections, paperwork, getting the boat, sails and crew ready. Richo was fantastic in helping us with our preparations, but everyone has a full-time job so everything was done late at night and during weekends. The crew were scattered, two in Queensland and two in Europe. The race crew had one training session together, the Rolex Trophy on the weekend before Hobart, and even then not the full crew. When we look back at all that, I think our results are something we can really be proud of. 

 “Last year the conditions were constantly changing and you had to adapt very quickly. It was a very hard race. You couldn’t stop or slack off at any stage or you’d start to fall behind.’’

Some people have said the 2009 race was ‘an easy Hobart’ because the strongest wind they saw was below 30 knots in the Bass Straits. How easy or tough a Hobart is isn’t just about how strong the wind is. It’s based what the conditions are. Last year the conditions were constantly changing and you had to adapt very quickly. It was a very hard race. You couldn’t stop or slack off at any stage or you’d start to fall behind. In light winds, in sloppy water, you have to work even harder. Huge seas and strong winds are physically demanding and you’re in survival mode, but extremely light conditions can be just as draining. The challenge was figuring out where the current was, and trying to find the smallest ‘dead spot’ in Bass Straits. During the three hours when we were slopping around in Bass Straits, and on the last night, concentration and crew weight were critical.

Is it true the crew slept on the rail in the night?  Why?
Yes, they certainly did, on a couple of nights. We were looking at how we could get the angle of the boat right. The only thing we could move around were the crew… they had to be in the right position, particularly on the last night which was very cold. They stuck it out on the rail, they knew what we had to achieve and they didn’t buckle.
Sounds like a really tough campaign. Did you guys have fun at all?

Ian: We had an absolute ball going down. It was a great crew … people with a great sense of humour, and some very funny moments, like when the head broke. Though it wasn’t funny for poor Ray who had to fix it. We raced hard and knew what our objective was, particularly when the competition was beside us the whole time. I remember when Swish was trying to climb over us at 3am and we were defending, Matty was on the main going “Yee ha, this is racing!”

Jay: How could you not help but have fun with our group. It is 4am, the moon has gone down so it’s dark. It’s cold, you’re wet and mostly miserable, and then someone says something funny, third grade humour usually, and the entire crew bursts out laughing for the next 10 minutes over some dumb joke. Those are the moments that keep you motivated… the moments you will remember for years to come.
Ian, what were your key considerations when selecting the crew?
I was looking for people I had sailed offshore with, who I knew would get on well together. I first had to make sure the key positions were filled – steerers, trimmers, bow. Then other crew members just slotted in. People who I knew would do anything, get stuck into any job without hesitation, and who wouldn’t be sea sick. The key criteria is flexibility. I needed crew who weren’t precious… when given a task, they would they would just get on and do it, however tough it was.
“I wanted people who knew that when a job had to be done, it just had to be done. No questions, no complaints.’’

Why was it important to have people who weren’t ‘precious’?
I wanted people who knew that when a job had to be done, it just had to be done. No questions, no complaints. Most Sydney Hobart crews have at least one paid professional, some have an all-professional crew. We were a 100% amateur boat. Crew didn’t have the luxury of doing just one role, like trimming. Everyone had to contribute to the overall needs of the campaign, the less glamorous jobs like cleaning the bilges, catering … whatever was required.

At an individual skill or experience level, what makes a good offshore crew?
Enthusiasm, willingness to do any job on the boat, and the will to succeed.
What’s the X factor? What’s the difference between average and great offshore crew?
The ability to keep going, however tough, however miserable the conditions, to stay focused on what you have to achieve. To keep driving yourself and the boat.
“We had a solid crew with a never-say-die attitude. They fought to the very last second. They gave everything they had.’’

So offshore sailing brings out the best and worst in people?
Yes, because you’re thrown together with 9, 10 or 15 people in a confined space. Psychologically, it’s tough and it very quickly sorts out the team players from those who are self-centred. It’s about whether you can stand the pressure of having to perform at your best when you’re cold, tired and you don’t know when it’s going to end. In offshore racing, you have to keep fighting till you cross the finish line. Some people can’t handle that kind of mental pressure.

Is it more mental than physical?
Absolutely. Just because you’re a super fit athlete doesn’t necessarily mean you’ll make a good offshore sailor. You need to maintain the focus, whatever the conditions. That’s the key to winning. We had a solid crew with a never-say-die attitude. They fought to the very last second. They gave everything they had, and I’m proud to have been part of such an amazing team.

What were your biggest challenges during the race?
In just six weeks, trying to meld together a group of people who hadn’t raced together. At times there were some issues … but I explained to the crew what outcomes we wanted, and my expectations of what they were to do. At the end of the day, it was my responsibility to get everyone to Hobart fast, but safely. During the race, Damien and I were in constant dialogue, making decisions based on changing information on wind and current, adjusting those decisions, planning contingencies.

How would you describe the match racing with Swish?
Incredibly hard, very, intense. But it maintained our focus, having to match race with another boat for four days … there were hours of sleepless time thinking how we could get away from them. Races are won and lost in the dead of the night, usually on the first and last nights. We were devastated to have lost by five seconds after 96 hours, because at the time we had no idea about our IRC result.

What was your first reaction when you realised you had won IRC Division 3 and come third overall?

Absolutely stunned …

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