For the Autumn 2026 edition of Offshore, Alexis Loison — co-skipper and navigator on Min River — broke down the navigational calls that made history, guiding the JPK 1030 to become the first double handed team to win the Sydney Hobart Overall.
Before the start
From experience, I avoid checking the weather forecast too early. On the other hand, I spend a lot of time gathering information from different sources: weather websites, reviewing my notes from previous editions, etc.
I have been working with the French navigation software Adrena for over 12 years. Before the start, we were accompanied by a French meteorologist, Christian Dumard. During the race, I use Predictwind, Squid, Windy, and information from various websites, such as the BOM website, which is very comprehensive, along with sites for current predictions and analysis.
Four days before departure, we could see the situation taking shape with a convergence of the various models like ECMWF and GFS. Of course, there were still some discrepancies (otherwise it would be too easy), but these would even out by departure. This would also be confirmed by the Axcess model.
As the departure date approached, the forecasts confirmed a downwind start in the bay, followed by approximately 48 hours of upwind sailing. The winds were expected to freshen strongly on the evening and night of the 27th along the edge of the high-pressure system: 20 to 33/35 kts, gusting to 40 at Green Cape. The sea state would be very rough, worsened by the 1.5 to 2 kt current pushing southwards in this part of the race.
Figure 2.
On the 28th, at the beginning of Bass Strait, we would cross the high-pressure area, staying to its north – an area moving southeast on its own. On the other side of the high-pressure system, which continued to move east-southeast, we expected increasingly veering winds: east at first, then northeast, and almost north along the Tasman coast. This wind would increase up to Tasman Island, reaching 30–35 knots in gusts.
The target for this part of the race was to find enough pressure and a good angle to reach the Tasmanian coast. It was a compromise between the rumline and going too far west, which would add extra distance. Then a trough would pass over, generating a transient area of light winds before the southerly flow arrived again to fill the bay and the Derwent River. When and where this would happen was a critical question, as it could decide the result of the race.
At the start
The downwind start was confirmed – my first in six participations. With many racing boats and spectators as usual, plus the wind effects of the bay, conditions were very unstable. We got off to a fairly clear start in the middle of the line. However, in our line (the southernmost), it was more advantageous to start at the ends. I think starting on the left of the bay (northwest side) gave us a very good angle for the first mark and a more favourable current.
When rounding marks X and W, there were many boats at the same time. We managed to stay upwind after X and avoid being covered, gaining many places at W.
As we left the bay, the first wind shifts appeared. There were 20–22 knots and very choppy seas. I think it was advantageous to stay close to the coast, benefiting from the favourable current. Some boats made good gains.
We were in a strong group, with well-handled Sydney 36s and 38s, the JPK 1080 and Mistral, as well as SF3300 and J99. Our sail configuration was suitable: high mainsail and J4, with ballast. We could see some very fast boats upwind, such as Lov and War, Mistral, and BNC Leon. But the race is long, and we knew our JPK 1030 was particularly good at reaching and downwind sailing.
During the first night, our goal was to stay close to the land to take advantage of wind effects on the right. We hoped for calmer seas, but that wasn’t a good idea. In the end, we encountered very light and variable winds, losing a lot on that leg.
On the 27th, the wind returned, medium at first, which was pleasant. Depending on the wind strength, we changed our headsail between J2 and J4. The SSW wind allowed us to make good progress southward on starboard tack all day. The wind strengthened throughout the day and became very strong in the evening and night of the 27th, as forecast. We had one reef on the main and J4 (picture 27 19H30).
According to the models, we had a choice during the day of the 27th: tack quickly to port to get closer to Green Cape, where the favourable current accelerated, or stay further offshore and tack during the night when the wind would shift left to south, then SSE (picture 28 05.30). We chose the second option because, in my opinion, the current against the wind would create too rough a sea and wind in that area. Both options seemed fairly equal at the crossing point.
The photo at 5:30 a.m. on the 28th shows us heading toward the high-pressure system (itself getting closer). The wind quickly calmed, making sailing easier. We hoisted the mainsail and J1 again, knowing the wind would ease off during the day.
We encountered many boats, but with the wind shifted further to the left, we sailed under Code Zero, rounding the high-pressure area. We were pleased to be fast in this section. The sea was still rough, making it tricky to find the right speed, but the boat was easy to handle.
At the end of the afternoon, we hoisted an A3 spinnaker (picture 29th), allowing us to accelerate further at the boat’s fastest angle. The wind picked up again to over 12 knots, then 15, and sometimes 17. We could regularly see on the chart and AIS that we were among the fastest boats.
On the 29th, (picture 29 morning) the wind shifted NE, and we used our S2 to accelerate further, continuing toward Tasman Island. We were delighted to catch up with BNC Leon, which had chosen a more direct route, though they still held a slight lead.
During the night of the 29th–30th, the wind consistently exceeded 22 knots, sometimes gusting to 25–26. We changed the spinnaker for an S5 fractional, making the boat easier to handle (picture 29 evening).
The wind shifted north along the Tasmanian coast, and we gybed close to the layline. At times, the wind reached 28–33 knots. Gybing two-handed in the dark was not easy, but we executed a very good gybe, pushing hard. We went very fast and had to focus carefully at the helm to catch the waves without spinning out. We were now less than 1 hour 30 minutes behind BNC Leon, our direct competitor in the double-handed and overall category. We needed less than an hour to catch them, so it was very close.
Four miles before Tasman Island, the wind and sea state became very strong. We preferred to drop the spinnaker, especially since Tasman Island gusts were forecast at 42 knots. At first, we regretted this decision, as the wind dropped to 23–25 knots, but then a sudden acceleration brought gusts to probably 40 knots. The boat was planing at 18 knots with only the mainsail and J4 – no regrets (picture 30th 7h00).
Between Tasman Island and Cape Raoul, the wind died down, so we hoisted our A5. Many boats were completely stopped at Cape Raoul. Was this the transition zone before the wind returned from the south? We passed through relatively well with J1 and Code Zero, setting off again with a northeast wind at 13–15 kts. It wasn’t the transition yet, and we hoped to finish before it arrived. Unfortunately, at Iron Pot, the wind died again, with strong current against us.
We easily lost an hour without wind, but the south wind eventually arrived, allowing us to finish under spinnaker downwind in the Derwent River. The wind grew stronger, potentially helping smaller ratings catch up, but in the end, we had enough lead to finish ahead.
Alexis Loison profile
- Nationality: French
- Age: 41
- From Cherbourg en Cotentin, now living in Lorient, Brittany
Sailing background
I have been a professional skipper for 20 years. I learned to sail at a very young age, first in Cherbourg in the Cotentin region, then in the English Channel. On cruises with my parents, we regularly visited England, the Channel Islands, Ireland, and other nearby areas.
This region has strong tidal currents (Raz Blanchard, for example, can sometimes reach 10 knots!), many site effects, thermal winds, depressions, anticyclonic ridges, and fronts. It is a very diverse area where you can learn a lot about strategy and weather. From early on, I wanted to find the best strategy and the best route. This has always been my favourite position on board.
I have always aimed to work in competitive sailing, particularly ocean racing. However, I also enjoy participating in inshore regattas whenever I get the chance.
Racing preferences
I don’t have a preference between sailing solo, double-handed, or with a full team. For me, each format is an opportunity to vary experiences and, above all, to learn more and improve in every aspect of the sport.
Key career highlights
Solitaire du Figaro
In France, we have a famous race called the Solitaire du Figaro. It is a solo time-trial race with 10-meter offshore monotype boats (Beneteau Figaro 2 and 3 since 2019), consisting of 3 to 4 stages of 450–700 miles. This race is an incredible training ground for ocean racing, teaching sailors to be versatile.
I have participated in this race 19 times and won in 2025. The series also offers numerous solo and double-handed regattas that make up the annual championship.
Other offshore races
- Rolex Fastnet Race: Participated 8 times. Two times overall winner, two-handed winner in 2013 with my father Pascal on JPK 1010 Night and Day and in 2025 with JP Kelbert on Leon JPK 1050. Four other times class winner.
- Rolex Middle Sea Race: 7 participations, five-time class winner, overall winner in 2018 with Gery Trentesaux on JPK 1180 Courrier Recommandé.
- Transatlantic Races: Four races in Class40, three in Figaro class (two-handed).
- RORC Caribbean 600: Participated three times as navigator, two-time class winner.
- Rolex Sydney Hobart: Five participations as navigator:
- 2015: Courrier Leon – JPK 1080 – Class winner, second overall
- 2017: BNC Leon – JPK 1080 – Class winner
- 2022: South Brittany – First 44.7 – 3rd in class
- 2023: Highy Sprung – TP 52 – 10th in class after mainsail damage
- 2024: Cocody – JPK 1180 – Class winner
Professional experience
Since 2022, I have worked for Incidence Sails, a French sailmaking company, as Sales Manager for offshore and IRC projects, as well as a technical referent. This role has allowed me to make significant progress in sail and mast tuning.
I have also done weather routing and training for different types of races and boats at various times, which has strengthened my strategic and navigational skills.