Not any more. While an SSB can be a valuable communications tool, we now rely principally on satellite communications.  Note that, of course, these make you dependent on externally-administered systems.  However, our experience with these has been good.

You must be prepared to complete the race without help, even with surprises.  Those who do not feel competent to address unforeseen situations should not venture offshore.

That rather harsh statement aside, we take seriously the moral and legal obligation of mariners to come to each other's aid.  The Pac Cup organizers, comms boat, and fellow sailors expect to work to provide communications links, advice, moral support, or direct physical aid where this can be done effectively and safely.

The US Coast Guard (and Mexican Coast Guard if you get real lost) stands always ready to provide assistance, either directly or by diverting commercial vessels.  This may require a few days, and may mean scuttling your vessel as salvage tools are rarely available.

Safety of life is our primary value.  We recognize that there is risk involved and expect all participants to work to avoid serious consequences.  We have never had a Pac Cup fatality.

Maybe.  Your inspector may ask for a demo, and some inspectors do this routinely. This typically is conducted with the main rudder tightly locked on centerline; the emergency steering is then used to execute 180 degree course changes to port and starboard without adjusting the main rudder lock or lashing.

Rudder failures and fresh water system failures.

A good emergency rudder or other backup steering system will bring the boat safely back to California or to Hawaii, but is generally not sufficient to keep racing.

Fresh water system failures can be disastrous if the installed tanks contain the only supply of drinking water. Even with multiple tanks, failures in cross-connect plumbing have resulted in all tanks being drained. It is advisable to keep sufficient drinking water in containers that are completely isolated from the boat's fresh water system.

The NOR and Offshore Special Regulations require that a tested method of alternate steering be provided in case of rudder failure.  Most racers go with some sort of backup rudder, but other methods such as drogues are not ruled out.  Check the knowledgebase on this subject for some ideas.

Enough for your expected passage time plus two weeks.

Sometimes the passage takes longer than you expect.  Maybe the wind is light, or you sail too far north, or you have a gear failure that will slow you down (no mast, rudder, etc).  The extra two weeks' worth of food should not be frozen and need not be real good.  Heck, a case of ramen and a case of Dinty Moore will cover you.

Don't cut this too fine.  You will be mocked if you run out of food.

Yes.  Under our rules, you do.  Watermakers are great, but they do not substitute for having enough water to survive.

New for 2026, we are allowing boats below a certain rating limit limit to choose between ORR and PHRF for their rating. This means that the Pacific Cup will be awarded in two editions.

YRA's site for this stuff is here: http://www.yra.org/PHRF/

For the overall PHRF Pacific Cup trophy, you need also to get your rating certified, with details here: http://www.yra.org/PHRF/ncphrf_certifiedratings.html If you do not do that, you are not eligible for the overall prize.

For ORR boats, we will be using the F-TCF method, which is discussed in the dedicated FAQ.

There is a channel through the reef.  If you can sail straight, you can sail straight through it, if you draw seven feet or less.  Once through (and it is kind of scary after all that open water) you get a fabulous reach through Kaneohe Bay. Yeah, sail if you can.

Well, all the events at Kaneohe Yacht Club.  But if you have more time, may we suggest, at least on the island of Oahu, a biased list, not necessarily in order:

• Polynesian Cultural Center
• Waikiki Beach and nearby commercial extravaganza
• Bishop Museum (closed Tuesdays)
• Pearl Harbor (if you get there real early)
• Hanauma Bay Nature Preserve
• La Mariana Sailing Club and Tiki Bar (next to Keehi Marina)
• Dole Plantation (if you got the Keiki, children, with you)
• 'Iolani Palace
• Maritime Museum  Shut due to budget constraints

Seriously?  Hawaii is the come stay here capital of the US.  There are thousands and thousands of places to stay.  We have a page with some helpful links.Whether to stay in Honolulu, where there are lots of hotels and services, or over in the Kaneohe/Kailua side of things, which is closer to Kaneohe Yacht Club but pretty much compels a house rental, is purely a matter of choice.  The drive is not too bad from, say, Waikiki to Kaneohe YC.  A hotel lets you change your plans more easily, too.  On the other hand, a home rental may be more economical, and certainly more, well, homey.  Like sails and race course, you get to pick.

All boats should be prepared to anchor.  This may arise from an in-race emergency, of course, or a surprise of sorts at Kaneohe, such as heavy weather or a dock failure.  Boats over a certain size will almost assuredly need to anchor out to avoid overstressing the pilings at Kaneohe.  KYC provides a volunteer shore boat service to these racers!

Constipation.  Sunburn.  Minor bruises.  

Constipation is extremely common, and may be the subject of crew discussion.  Lack of lower body exercise combined with a low-fiber diet, possible dehydration and a disrupted sleep schedule is a formula for serious constipation. Multi-grain hot cereals are usually effective, but everyone has their favorite remedy and should bring what works for them.

The tropical sun, casualness about sunscreen, and reflection off the water can combine to give you a dose of UV that is greater than you really intended. Slop on the sunscreen.

Especially early in the trip you may get tossed around, coming into contact with hard things.  Usually, this results in minor bruising or strained muscles.  In more severe cases, a cracked or broken rib may result.  Install and USE handholds.

Only the required percentage of crew attending the USSailing/ISAF-certified Safety at Sea Seminars.

On the other hand, our optional seminars contain a host of useful information.

Maybe.  Your inspector may ask for a demo, and some inspectors do this routinely. This typically is conducted with the main rudder tightly locked on centerline; the emergency steering is then used to execute 180 degree course changes to port and starboard without adjusting the main rudder lock or lashing.

Seventy boats has been our annual limit.  This represents a number that KYC can handle, and it keeps our race sized right from PCYC's point of view.  We have had to go to a waiting list in some years, but we've always been able to squeeze everybody in.

New for 2026, we are allowing boats below a certain rating limit limit to choose between ORR and PHRF for their rating. This means that the Pacific Cup will be awarded in two editions.

YRA's site for this stuff is here: http://www.yra.org/PHRF/

For the overall PHRF Pacific Cup trophy, you need also to get your rating certified, with details here: http://www.yra.org/PHRF/ncphrf_certifiedratings.html If you do not do that, you are not eligible for the overall prize.

For ORR boats, we will be using the F-TCF method, which is discussed in the dedicated FAQ.

You must be prepared to complete the race without help, even with surprises.  Those who do not feel competent to address unforeseen situations should not venture offshore.

That rather harsh statement aside, we take seriously the moral and legal obligation of mariners to come to each other's aid.  The Pac Cup organizers, comms boat, and fellow sailors expect to work to provide communications links, advice, moral support, or direct physical aid where this can be done effectively and safely.

The US Coast Guard (and Mexican Coast Guard if you get real lost) stands always ready to provide assistance, either directly or by diverting commercial vessels.  This may require a few days, and may mean scuttling your vessel as salvage tools are rarely available.

Safety of life is our primary value.  We recognize that there is risk involved and expect all participants to work to avoid serious consequences.  We have never had a Pac Cup fatality.

We try to cluster the finishes around Sunday through Tuesday, so for 2022, that's July 25-ish and after.  Sail faster than your rating, and you will finish sooner. Earliest boats will likely finish Saturday.

And, of course the converse is true.  Stragglers, or boats with problems may finish as late as July 27 or even a day or two later.

Tentatively, July 6, 2022, for the slowest boats in our fleet.  Faster boats will start later that week.  We generally pick start dates to get everybody to finish the week of July 20 if everyone sails exactly to their rating.  Exact start dates will be set around May.

This is a developing question as of this writing.  Please check with your inspector, and then tell us.

A common solution is to use a masthead tricolor as the primary running light, with the backup lights installed at deck or lifeline level.The backup running lights can be portable, but they must be capable of being easily plugged into the boat's electrical system and must meet the required brightness specification. They do not have to be at lifeline height.

The rules and the boat's practice set out some specific times.  Prudent racers advise that there is always time even in any emergency to clip in.  Despite best intentions of skipper, crew and watch captains, though compliance may not be 100%. All crew should carry at least two waterproof light sources (a small strobe and a good flashlight) and a noise source (whistle) at all times. 

Clip in.  Don't turn one emergency into two.

Radar is good for spotting ships and rain, and coastal navigation.  AIS is probably better for spotting ships, since it gives you their name. Radar is not a requirement of the race.

Spotting rain is nice because then you have an idea of how big a squall is.

We like to have both!

There are a few easy methods:

•  Use a simple hasp hook or other basic latch that operates from one side. Then install a threaded access port in the top hatch board, positioned to allow reaching through the access port to operate the latch from the other side.
• Drill a hole through the spray hood that you can put a peg in from inside or outside.  Pushing the peg in from one side pushes it out the other.

Your brain.

Some sleep, some drive.  We take turns.  Our watch schedules run through the night and day.

Our race is carefully set at the beginning of a "weather window" that statistically features pretty good winds for getting across the Pacific and a low incidence, historically, of hurricanes.  

If there is one, it can be seen from a long way off, and we'll have plenty of warning, as they move only about 20 knots.  Our entrants are required to carry a good amount of gear designed to help them withstand severe weather.  The last time one came even close (it missed us) was the year 2016.

Lightning happens.  Good grounding and prudent driving can significantly reduce the risk of damage from lightning. Some sailors advise putting your VHF and GPS in the oven if lightning is close, to shield it from destruction.

Refer first to the NOR and SI's.  In general, they are expected to say that you may get data that is freely available on the web, but may not be processed or selected, or annotated for you by somebody on land.  This means no weather router once the prep signal is up. You can use a paid weather service, but not if it's data customized to you. There will be more discussion to clarify this.

This does not rule out a service that you pay to access generally-accessible web data.  Examples are the not-for-profit Sailmail Association, using your SatPhone, or some other paid data carriage provider.  What would be forbidden would be a service that provides you some exclusive content.