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TECHNOLOGY TRANSFER How Formula 1 influences design

DREAM TEAM An all-British entry for AC35?

YAYACCHHTSTING

CHELSEA CHELSEA MARINE MARINE M A G A Z I N E S M A G A Z I N E S SAILROCKET Designing the fastest boat in the world AC DESIGN New rules for ’s Cup 35? YAYACCHHTSTING

CHELSEA CHELSEA MARINE MARINE M A G A Z I N E S M A G A Z I N E S AMERICA’SFEATURE – TITLECUP 35 – BRITISH TALENT Dream team Ever since helped guide Oracle Team USA to victory, the world has been buzzing with speculation regarding a potential British Challenger for the ‘Auld Mug’ and who might be onboard. Here we throw some names into the ring…

he next few weeks will be critical for While Britain may not have had an entry in squad, and includes boat builders, designers, Ben Ainslie if he is to mount a viable the 34th America’s Cup, there was no shortage shore crew and financial backers. campaign for the next America’s of British expertise among the four teams in Here following is a selection of some of Cup. But there’s a formidable San Francisco last summer. With each team the top British talent that could form the Tamount of British talent in every discipline he in this cycle including more than 100 people, backbone of a truly patriotic challenge that

might need to form a ‘dream team’ for AC35. this clearly goes far beyond the 11-man sailing would have every chance of success… MARTIN-RAGET ACEA/GILLES

Marine Engineering u Digital Supplement AMERICA’SFEATURE – TITLECUP 35 – BRITISH TALENT

Oracle Team USA during the last match of the 34th America’s Cup in Dream team September 2013

“While Britain may not have had an entry in the 34th America’s Cup, there was no shortage of British expertise on show”

Technical and management experience of running than almost Craig Mitchell anyone else on the planet. Mitchell is director of the Alpari World Match IN ASSOCIATION WITH Racing Tour, and was right in the thick of the Adam May action as on-the-water umpire for the 34th Cup in An aeronautical engineer by training, May has San Francisco, giving him arguably more always had a long interest in on , most

Marine Engineering u Digital Supplement AMERICA’S CUP 35 – BRITISH TALENT ACEA/BALAZS GARDI ACEA/BALAZS MARTIN-RAGET ACEA/GILLES Ben Ainslie potentially has a vibrant hotbed of British talent to call upon for AC35 Adam May has America’s Cup experience and famously put a on a foiling Moth

Essential manpower needed for an America’s Cup campaign extends far beyond the 11-man sailing team, through to boat builders, designers, shore crew and financial backers

recently achieving fame by putting a wing Malcolm Barnsley Mills held talks with 30 F1 engineers. sail on a foiling Moth. He has solid match An unsung hero of Paul Larsen’s successful Since then, Caterham, among others, has racing experience, having won both world SailRocket campaign, Barnsley is a naval entered the sailing world in a big way. While youth, and national match racing titles. He architect who can boast nearly 30 years of very British in its branding, the Caterham worked for during the 2007 breaking down established boundaries Group is actually Malaysian-owned, America’s Cup and was a technical coach for in design. He was responsible for A Caterham boat in the America’s Cup ’s TP52 programme in 2010. In the the revolutionary foils of SailRocket 2 would certainly be a great advert for the most recent Cup he worked with Luna Rossa, that enabled the boat to smash through company, but it would almost certainly responsible for performance and analysis. the 50 knot barrier that had prevented carry Air Asia branding (part of the wider previous record holders from bettering group that owns Caterham). Green Marine their own records. Britain is home to one of the world’s most Mike Gascoyne successful builders of hi-tech raceboats, Caterham Group The chief technical officer of Caterham, Green Marine. The lead partner in the The Formula 1 world – in which Britain is Gascoyne has been involved with the building of the Volvo 65 fleet for the next a leading player – has increasingly strong design and development of a large Volvo Ocean Race, Green Marine has links with sailing. When he started to number of Formula 1 cars, and has sailing also built AC boats for Luna Rossa and assemble Team Origin in 2010, with a experience having built a Class 40 that Mascalzone in the past. plan of competing in the 34th Cup, Sir Keith raced in last year’s . He

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started his career studying for a PhD in fluid Keith Sexton yachts, Brooks has been involved with dynamics at Cambridge University, and has A boat builder who started his career three America’s Cup campaigns, including worked almost exclusively in Formula 1 building raceboats at Green Marine, one with . since 1989. However, he has long had a keen Sexton has participated in every Luna interest in sailing, and built the Caterham Rossa America’s Cup campaign since Wolfson Unit Challenge using the Akilara RC3 as a basis. 1997. In 2010, he was part of the Alinghi This offshoot of Southampton University The America’s Cup would be a logical next team working on the construction of the has been working for America’s Cup teams step for Gascoyne. . for more than 30 years, providing tank testing and wind tunnel modelling, as Ian Pattison Matthew Tasker well as computational A former manager of North’s UK sail loft, Another former North sailmaker who calculations using the university’s Pattison was the supervisor responsible subsequently joined the Alinghi campaigns, supercomputers. In 2011 the Unit was for production of the company’s 3DL before moving to Luna Rossa for the last Cup. awarded the Queen’s Anniversary Prize in in Minden, Nevada. In 2001 he joined the recognition of its track record in performance Alinghi team as sail loft manager, remaining Will Brooks sports engineering, combining expertise in with them for three ACs, before joining Luna An accomplished structural engineer racing, Formula 1 and the most recent Rossa for the 34th AC. specialising in composites for top-level racing British Olympic team. ME

ADRIAN NEWEY GETTY One name that is almost certainly at the top of Newey himself claims to be happy in his team, and the technical team, in many ways, has Ben Ainslie’s list is Adrian Newey. The 55-year- current role at Red Bull, and his boss Christian been built around him to embrace the way that old is widely seen as the best engineer in Horner seems confident that he will remain. he works and how he operates.’ Formula 1. After graduating from the University ‘Firstly, Adrian has always expressed Newey’s engineering approach is rather of Southampton with a degree in aeronautics an interest in the America’s Cup since the anachronistic in so much as he draws all and astronautics, Newey has spent his entire McLaren days,’ says Horner. ‘At some distant of his designs by hand while almost every career working in motor racing. His designs point in the future it is feasibly something other designer in Formula 1 uses a 3D CAD have won 10 F1 World Championships and he may get involved with, but he thoroughly system. It is unlikely that Newey would seven Indianapolis 500s. ‘Adrian is a big sailing enjoys what he is doing at the moment. He is in design the AC35 challenger himself, as he fan, there’s the potential for him perhaps to get the halcyon period of his personal career and he has never designed a boat of any description. involved, cast his eye over our design team and enjoys the environment he is working in. However, it does seem likely that when the what we’re looking at doing,’ Ainslie admits. ‘To ‘It’s not just about Adrian, it’s about the AC35 technical regulations are released have the advice of Adrian or many of the very team of engineers that work with him and he will be giving them a thorough read, and smart people involved with Formula 1 industry in support him, without which none of it would be will work closely with whoever is leading the the UK would be a great boost for us as a team. possible. Adrian is always the first to recognise actual design process. Newey is clearly a genius in anything to do with that as well. He’s far from retirement age and I If Newey does get involved it will likely be competitive design, and he’s got a great profile, think he would find it hard to find any challenge as a design consultant, and with the AC35 not but I would hate for anyone to think we were that would stimulate him in the way that taking place until 2017 it will not place great trying to prise him away from Red Bull Racing.’ Formula 1 does. He’s an enormous part of the demands on his time.

Marine Engineering u Digital Supplement PEAK_online-inserat_hai.indd 1 29.01.14 15:01 THE F1 CONNECTION

F1 thinking takes to the water Technology from top-level motorsport is finding a place in sailing, with electronic, aerodynamic and simulator technology crossing over more frequently and effectively

Marine Engineering u Digital Supplement THE F1 CONNECTION

otor racing is boring. That seems to be the point of view of a growing number of key technical figures within the motorsport industry, who for many years have had their technical Mcontinuously reduced to the point where most people struggle to tell two cars apart. ‘If the regulations continue to become ever more restrictive, we’ll eventually get the point where the car’s more or less designed by the rulebook,’ says Adrian Newey, the man who penned the designs of the last four Formula 1 World Championship-winning cars. ‘You’ll then have, effectively, GP1 cars where the differentiators are the engine and the driver. For me, it’s not Formula 1. One of the big things that differentiates F1 from almost all other sports, with perhaps the exception of the America’s Cup, is that combination of man and machine. You can have a great car with an average driver and you won’t win, a great driver with an average car you won’t win. It’s about both.’ Speculation mounted when Newey mentioned the America’s Cup, as it was not the first time he had raised it. Would this be the link between world-beating British technology and sailing talent that could power a Union Jack to a future America’s Cup victory? Meetings between Ben Ainslie and Newey at the Abu Dhabi Grand Prix did little to slow the rumour mill, and Ainslie himself was openly keen on having the cutting-edge technological know-how from Formula 1 deeply embedded in his planned America’s Cup challenger. The British fervour, however, is slightly tempered by the fact that both Ainslie and Newey have very Austrian Red Bull backing! The parallels between high performance sailing and motorsport have existed for many years. It is not just in the multi-million dollar race machines, huge financial commitments and high-intensity race series of the 34th America’s Cup either. In fact one of the reasons that you will find a cluster of motor racing car constructors in the East of is that many of them wanted to tap into the fibreglass and composite expertise of the Norfolk boat builders almost three quarters of a century ago. Air and sea From a developmental perspective, the two sports are already closely aligned; composite materials such as carbon fibre, Zylon and Kevlar have revolutionised the creative scope available to both marine and automotive designers. Computer modelling has long augmented expensive and time-consuming tank and wind tunnel testing. The 3D virtual design methods used to model, test and optimise components offer designers and engineers the capacity to redevelop parts. For example, Newey’s Red Bull’s RB9 was made up of over 6500 parts, and at times underwent some 1000 design iterations in the space of a week and up to 30,000 changes in a season. In sailing there are few classes that could accommodate that level of adaptation, but the final matches of the America’s Cup saw both boats undergo numerous alterations: Oracle Team USA reportedly filed for a new certificate (the equivalent of a homologation document) every race for the first 15 races. With millimetres making all the difference, reducing weight and is a common denominator across both sports.

IN ASSOCIATION WITH THE F1 CONNECTION

The technical know-how that brought about Sebastian Vettel’s F1 championship-winning Red Bull (above) could carry over into sailing, with Adrian Newey referring to sailing as a ‘parallel universe’ to motor racing’

‘It is a parallel universe in many ways,’ not new, the technology that stores or says Newey. ‘The base technology is the reclaims energy otherwise wasted through same, aerodynamics and hydrodynamics heat and other sources is now being re-used are almost the same thing apart from the in order to add speed. For F1, the hybrid air/ water interface being a different system stores energy – otherwise lost thing. There are lightweight structures, through heat generated by the brakes and control systems, simulation software and exhaust – as electrical energy which is then its all about man and machine.’ returned to the driveshaft via electric motors Technologically, the sports are at the press of a button. also steering ever-closer courses. One On-board the , stored energy also of the standout similarities is in the use played a big part – although it wasn’t so easy of foils to manipulate fluids. In motor racing, to come by! Of the 11 sailors on board, 10 wing angle adjustments are a key part of could be grinding, and of those 10, four were a car’s setup and are constantly changed. doing so in order to pressurise a number of On-board the AC72s, the ability to alter hydraulic cylinders that lifted the foil angle is not only fundamental to in and out of the water. Pushing the limits adjusting the angle of the sail to the wind, The concept is alien to most sailors, That gap between F1 and sailing, even at but essential to making the boat ‘fly’ as grinding traditionally translates to AC level, should come as no real surprise. In on its hydrofoils. Understanding the winching. However, in the AC72 these Formula 1 there are 19 or 20 races per season airflows around the foils in this transient four grinders constantly work to keep the with 11 teams working flat out to develop state is almost identical to modelling cylinders pressurised. The hydrofoils enter their cars. The America’s Cup, however, only a drag reduction system (DRS) wing in F1. and exit the water at high speeds due to happens about once every four years, has In the marine world, this innovation the sudden release of the energy stored as only a handful of competitors and has a is the culmination of design developments pressure by the grinders, giving the helm somewhat convoluted format compared to a that range from the canting of the three seconds in which to set the foil using a racing season. Volvo 70s and Open 60s to radical multi-hull button on the wheel. Those wheel-mounted ‘The fact is that because it is competition hydrofoilers such as L’hydroptere. In motor buttons and the electronic controls of the you get the results of the work from time racing the technology largely comes from hydraulics are straight out of Formula 1 to time,’ adds Newey. ‘You could argue that aviation. But DRS itself replaced a fluidic transmission technology. this is the big difference between AC and F1, switching device known as the f-duct, Chris Draper, helm of Luna Rossa because the main event is only once every four and this understanding of fluidic switches Challenge, explains that the control systems years or so. You have a much longer period to is something the sailing world has yet to for all the hydraulic functions have taken wait before you know where you are’. exploit. However, it is only a matter of time. technology directly from Formula 1, although Formula 1 has undisputedly had Methods of energy reclamation there were a number of rule restrictions another advantage, that of significant and storage also feature as major which limited their use. But even at this level, corporate backing over several decades, innovations for both sports. Although he says: ‘F1 are light years ahead.’ particularly since the early-1990s when most “F1’s philosophy of questioning everything can be taken on in sailing – a team doing this will make huge leaps forward”

Marine Engineering u Digital Supplement SAILING – THE F1 CONNECTION

Real-time analysis, common in motorsport, is finding its way into sailing, aiding engineers, and adding to the potential within the sport for spectators and broadcasters alike

races were first broadcast live. With assess potentially devastating fractures at a Fresh thinking is central to another the increased television coverage, multi- microsopic level, is standard practice new partnership, this time hoping to use national money poured into the sport, in Formula 1. Laser-guided measurements F1 knowledge to make an impact on the development has spiralled and the cars are also a common tool, which means that offshore scene. Caterham Composites had have become some the most advanced build quality can be assessed without the previously worked in partnership with competition machines on Earth. But need for human touch, with measurements Alex Thomson Racing, transferring their corporate backing is now very evident in the taken in microns. experience and technology on to a Vendée sailing world too. Budgets are increasing, The arrival of the Resource Restriction Globe campaign, and their ultimate goal is and with budget increases come advances Agreement (RRA) in Formula 1 also sees to work with an America’s Cup team. in technology. ‘If you take motorsport as a many suppliers and engineers with rather global umbrella of competitive man and more free time than they would want, so they Electric avenue machine as a sport, where else is there are actively looking for new challenges, with Motor racing has been reliant on electronic where you have significant budget for the many now looking to sailing. data acquisition systems for many years, with engineering side?’ asks Newey. ‘The answer In a partnership between SAP Extreme engineers able to analyse every aspect of a really is only in the America’s Cup.’ Sailing Team and McLaren, the sailors car’s performance in real-time. The techniques were given the to see how F1 behind this are already finding their way into Where next? technology is employed. Extreme 40 and sailing, and the Swiss Alinghi boats featured A key question is: what might filter down to America’s Cup sailor Pete Cumming believes some electronic systems which came directly the rest of the sailing world? that it’s not only the tools and expertise that out of the Formula 1 supply chain. In engineering terms, the most valuable might directly cross over. ‘The F1 philosophy So the use of these motorsport electronic asset offered by F1 engineering is a huge of questioning everything can be taken in sailing is not completely new – another increase in the reliability of component forward into sailing. The designers bring fresh manufacture and testing. Ever greater thinking and approaches combined with IN ASSOCIATION WITH precision – thanks to triple or quadruple increased precision, especially in one-design testing to the point of actual breakage – or racing. A team with this benefit will make by using ultrasound and x-ray technology to huge leaps forward.’

Marine Engineering u Digital Supplement THE F1 CONNECTION

company at the forefront of motorsport – sampling rate is still required, so that the GPS trackers have of course been carried Cosworth – worked with the British Olympic peak loads that occur when the boat falls off for many years in many major yacht races, sailing team in the run-up to the 2008 a wave, for instance, are still recorded. even mass-participation events. But the Games. The focus of this was the Pi Garda Increasingly accurate data also needs ability to combine accurate positions with data logger system, which records data from to be presented differently, and here again real-time data has made tracking – for media, sensors ranging from GPS and windspeed sailing may learn from Formula 1, instead of spectators, sponsors and coaches – more to strain gauges. This can then be used for multi-function displays that both driver and exciting than ever before. performance comparison against theoretical sailor can easily become too preoccupied to Software firm SAP, the official technical targets, analysis of tacks against wind shifts scrutinise in any real detail – the so-called partner of the Extreme Sailing Series, has and many other features. analysis paralysis syndrome. been working hard on changing how the Since the 2008 Games, Cosworth has Similar technology was put to good sport of sailing is presented. Stefan Lacher, worked with a wider range of teams, including use in AC34. Team Oracle USA wore head of technology at SAP, explains: ‘The boats such as IMOCA 60s, using both the displays mounted on their wrists. Via wi-fi, core of the sailing data we are currently able original Pi Garda equipment and a more these displays offered tacticians real-time to analyse is from GPS trackers on the boats, sophisticated product developed from F1. customised information in a graphic format, that transmit location every two seconds. In Similarly, back in the 2010 America’s Cup such as rope load balance and wing sail addition we collect wind and sometimes BMW Oracle Racing had some 250 sensors performance. Some 300 sensors on the USA current data to get a good understanding of across their then-revolutionary wing sail, boat also measured everything from strain the environment. Even with a rather small giving out 90 million bits of data per hour on the to angle sensors on the wing number of sensors, quite a large amount of of sailing. Competitors in the last Volvo sail, with up to a gigabyte of data being data actually arises – such as speed, average Ocean Race and have processed per day from the boat. Not quite at speed, distance travelled, ETA and so on. used similar sensor systems. the level of a 2014 F1 car, but catching up. ‘We are now experimenting with several One problem is that on a This visualisation technology developed additional sensors – such as heel angle, sail it is very easy to capture too much data to by Stan Honey, director of technology for shape, even the heartbeats of the sailors – and analyse effectively. An F1 car completes AC34, came not from Formula 1 but from developing the accuracy of the data available an entire lap in approximately 90 seconds. NASCAR’s racecar tracking system, using from wind and current sensors on the course.’ Compare this to what a yacht does in 90 telemetry sensors on board the AC72s The Extreme Sailing Series ‘stadium racing’ seconds, and it’s clear that a different strategy together with GPS modules which tracked format already has live online leaderboards for capturing data is required. Yet a high each boat to an accuracy of better than 2cm. and 3D visualisations of race progress for “The ability to combine accurate positions with real-time data has made tracking more exciting than ever before”

Marine Engineering u Digital Supplement GRM CONSULTING FP MAR14.indd 1 30/01/2014 11:36 THE F1 CONNECTION

Sir Keith Mills hopes to follow F1’s commercial lead to significantly increase the profile of the Vendée Globe and Barcelona World Race

spectators, making this data available for audiences are familiar with – the average to sailing, initially with the Caterham Challenge post-race analysis by teams and coaches. F1 race requires physical exertion on a par project explains: ‘This is now normal practice The technology also holds an appeal for with running a marathon. The AC34 brought in Formula 1, and we see ‘sailor-in-the-loop’ amateur sailors – SAP has worked with the it home to sailing fans, with live on-board simulators and using vehicle modelling in 505 world championship. GPS tracking was sound capturing the exhaustion of the areas such as autopilot development as being integrated with wind measurements and grinders, while teams also dealt with high very interesting.’ current analysis, plus other factors, to give g-forces sailing at high speed. The one thing all this physical and sailors a detailed overview of their progress AC34 also saw techniques developed from mental training shows is that despite all the and show areas where they could improve. F1 implemented in training to bolster athletes’ technology, the human element is still key. The fitness and decision-making ability during the consensus among sailors and drivers is that The human element race. Responsiveness and alertness exercises there’s little risk of the skill factor being taken With developments made possible by were used in both F1 and AC34 to optimise away. If anything, having more technology technology from materials reliability to competitors’ mental ability while at the very increases the demands on the athlete. media presentation, the gap between F1 extremes of physical exertion. In the absence ‘Just as in F1 there is no technology that and sailing looks set to narrow further. One of existing equipment available to strengthen can tell a driver how late he can brake into man hoping to help make this happen is Sir and condition F1 drivers to withstand the a corner, or how much speed he can carry Keith Mills. Having bought the IMOCA global strains of racing, specially designed rigs have through a corner, there will never be any commercialisation rights earlier this year, he to be built. In a similar way, AC34 sailors technology to replace the skipper’s feel of plans to follow in Bernie Ecclestone’s footsteps recreated the trampolines of their AC72s for the boat, sail choice or how to combat the and use the F1 model to increase the profile their own training. physical demands of offshore sailing,’ says of the Vendée Globe and Barcelona World The next step may lie in the use of Gascoyne. ‘You can just give them tools Race. He hopes to bring the races to a larger simulators, which have been used for many to make better decisions or more reliable audience, and in doing so attract more teams years to test and analyse F1 engineering. equipment. In F1 the best drivers stand out and further investment. Central to this will be Most recently, ‘driver-in-the-loop’ simulators and end up in the best cars, I’m sure this will using broadcast technology to capture and have enabled drivers to take the place of also always be true in sailing.’ distribute footage as it happens. a mathematical programme within the One thing is certain, the more motor As Sir Keith has identified that sharing simulator, enabling improvements to be racing technology that arrives in the marine the sailors’ experiences with viewers is key made in areas where computers would have world, the more optimised the designs will to making sailing appealing as a spectator naturally over-compensated. Mike Gascoyne, be and that process is likely to start with the sport. The ‘superhuman’ effort is a factor F1 an F1 designer who has turned his attention next America’s Cup. ME “There will never be technology to replace the skipper’s feel of the boat, sail choice or how to combat sailing’s physical demands”

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15_M2M_ DIG_MAR14.indd 28 31/01/2014 16:02 TEXTREME FABRICS

Light & strong In a bid to reduce weight without compromising performance, Oracle Team USA turned to TeXtreme carbon reinforcements

Marine Engineering u Digital Supplement TEXTREME FABRICS

TeXtreme Spread Tow carbon reinforcements reduce weight, increase performance, and give better surface smoothness in advanced composites

he America’s Cup has always been TeXtreme Spread Tow carbon applications, and have now taken the step a quest for lightweight solutions reinforcements are a novel type of into the AC72s and America’s Cup. producing better and lighter composite reinforcements typically used Chasing lightweight, cost-effective structures – and the 34th running to reduce weight, increase performance solutions was a major theme of last Tof the competition was no exception. and give better surface smoothness in year’s campaign for the Oracle Team USA. One significant difference from previous advanced composites. The basic principle Development from the start was focused campaigns, however, was the financial behind the TeXtreme Technology is to on qualifying new materials in order to climate, which dictated that some more weave a fabric using thin Spread Tow save weight and achieve the structural cost-effective solutions had to play unidirectional tapes instead of weaving performance required for the new high- a larger role. In order to meet these with yarns as in conventional fabrics. demands, Oracle Team USA turned TeXtreme Spread Tow reinforcements IN ASSOCIATION WITH to TeXtreme Spread Tow carbon are already used in Formula 1, high-end reinforcements, with which substantial sporting goods such as bicycles, golf shafts, weight savings were achieved. ice hockey sticks and advanced aerospace

Marine Engineering u Digital Supplement TEXTREME FABRICS

performance catamaran class. With time proving process-efficient. The flexibility in Oracle Team USA AC72 have reinforcements pressures, and a requirement for the highest the material range also helped us to find the in at least two directions. Consequently an possible performance that are significant optimal reinforcement for each application 80gsm TeXtreme cloth would have a 20 per to remaining competitive in the America’s and its specific needs.’ cent reduced weight compared to two layers Cup, Core Builders Composites evaluated One of the paradoxes with carbon fibre of 50gsm unidirectional tapes. TeXtreme for both practical manufacturing reinforcements and prepreg is that the less There were other advantages of considerations and for mechanical strength something weighs, the more expensive it using TeXtreme cloth over two layers of and stiffness requirements. After seeing becomes. This is especially true for traditional unidirectional tapes. First there were reduced positive results from their initial evaluations, woven cloths and unidirectional prepregs labour costs. It was possible to put down both Core Builders Composites and Oracle with fibre areal weights lower than 200gsm half the number of plies as opposed to the Team USA discussed and identified the – once below 100gsm, the price per kilo of two layers of unidirectional tape. Depending benefits that TeXtreme could offer to this fibre is substantially increased. TeXtreme is on the application, TeXtreme was used challenging build. less expensive than traditional 1k carbon both at +45/-45 and 0/90. Normally, when Dirk Kramers, head of structures of woven reinforcements and brings unique placing unidirectional fibres on the bias, this Oracle Team USA, says: ‘With the huge time benefits of performance increase in terms of is very tedious as the unidirectionals need pressure our design department and builders weight savings and surface finish, which is to be cut and placed manually at the exact are under during a competition like this, critical to untreated and unpainted surfaces degree desired. The Spread Tow tapes in the there is only so much time to evaluate new that a weight-driven programme demands. TeXtreme fabrics are always perfectly aligned, materials. That is why we were so pleased Carbon unidirectionals can go even lower so putting down +45/-45 became very with TeXtreme, as it turned out to offer in areal weight – commonly available down efficient. Another time-saving aspect is the both the weight savings and performance to 50gsm and in some cases even lower. handling properties of TeXtreme, especially we were looking for at the same time as However, all of the laminates used in the for the dry cloth. Conventional dry materials have nothing but a selvedge to hold them together which means that as soon as you “The range helped us to find the optimal start cutting them, they need to be handled in a gentle way to stop them falling apart. With reinforcement for each application” the TeXtreme cloths this is not a problem,

Marine Engineering u Digital Supplement TEXTREME FABRICS

Core Builders Composites purchased several TeXtreme variants which have been used in a host of different applications. The engineers were impressed with the surface finish and laminate quality of the parts they’ve made using the materials

time as improving quality. In addition, using this material has also brought us weight savings that would have been impossible to get from any other composite reinforcement, considering the performance requirements we have.’ The most visible usage of TeXtreme on the AC72 is the flap noses and aft portions of the main element hard shell. The flap noses are primarily in torsion and are stiffness and strength critical. The angle of the flap laminate is optimised to provide the correct torsional stiffness profile along the length of thanks to the binder that keeps the fabric fairings. The TeXtreme 80gsm cloth was used the aerodynamic foil. Because the flaps are together. An additional advantage is the in the lightest weight fairings, typically on a quite exposed, durability of the honeycomb increased toughness, due to the interleaved foam sandwich rather than honeycomb. structure also had to be considered over Spread Tows of unidirectional fibres. Tim Smyth, general manager of Core reduced weight at all cost. Core Builders Composites purchased Builders Composites, says: ‘TeXtreme In contrast, the aft portion of the main several TeXtreme variants that have been products have provided us with a wide element hard shell was designed to be as used on different applications and for range of aerial weights and fibre styles light as possible. Here the thin sandwich different purposes. The materials were to choose from – all at very competitive laminate of TeXtreme and lightweight foam purchased as both dry fabric and prepreg. prices compared to other options. We core form the extended hard shell of the TeXtreme 160gsm cloth used on exposed have been very content with the surface surfaces where the increased skin thickness/ finish and laminate quality of the parts IN ASSOCIATION WITH toughness offset the weight penalty. The we have made using TeXtreme. It has given TeXtreme 100gsm cloth was used widely on us options in processing laminates in a the construction of the wing elements and way which reduces lay-up time at the same

Marine Engineering u Digital Supplement TEXTREME FABRICS

Oracle Team USA putting its crew through their paces in February 2013, in preparation for the 34th running of the America’s Cup

wing main element and deliver increased of the part this solution was unacceptable. might not be as good. A unique compromise aerodynamic performance. The only Therefore the decision was made to go was found that was achievable with the structural requirement was to be sufficiently with the multiple cures, constructing the toughness and flexibility of the TeXtreme rigid to maintain the aero shape. skins separately and then bonding them fabrics. Specifically, the skins were pre-cured For the construction of the flap noses, to the core without full vacuum to prevent and then draped on to a male former. The either dry fabrics or prepreg could be used, dimpling. Another benefit with this approach skins would have the finish of the flat table but in order to meet the tight schedule, was that it allowed for the inside of the skin and using an over-expanded honeycomb, the prepreg laminate was preferred for the to be sealed against moisture ingress. it was possible to pre-bond the core to the large flap noses. Of the chosen TeXtreme Again, to reduce weight different outside skin and drape the half sandwich variants, the 80gsm dry cloth was the lightest methods of bonding the Nomex honeycomb over the inside skin that was already draped solution. For some applications, Core Builders core were assessed, and it was determined on the former. This construction method Composites combined dry cloths with that if the adhesive was placed only on the allowed the former to be manufactured prepreg glue film or resin film as there was core face as opposed to all over the surface for ambient and vacuum, rather than for a significant cost premium for the prepreg of the skin, this would give a lighter solution elevated prepreg cure – a huge savings for option. So the prepreg was reserved for the than normal prepreg construction. The key to the team made possible by TeXtreme. larger panels where the labour savings offset achieving a lighter ambient solution is that ‘To summarise, TeXtreme made it the additional cost. the adhesive was only where it was required possible for us to achieve great weight In order to manufacture the flaps as – the surface of the honeycomb cells. Weight savings in the wing flap application alone light as possible, normal prepreg sandwich savings from using TeXtreme would be in the to a total of 5kg, and the total weight for construction methods were critically order of 100gsm – which over approximately the whole AC72 ended up on a substantial assessed to determine whether weight 50m2 of flap nose area equals 5kg – number,’ says Smyth. ‘This came without or cost could be saved. Typical prepreg representing a significant weight saving. comprising on performance and safety in sandwich panel construction could be either The tooling for the flap noses would the design of the composite parts. That multiple cure (one for outside skin, core bond typically be done as a female mould. The in combination with the possibility of and then inside skin) or single co-cure of the difficulty is in achieving a good quality skin- improving the performance and surface skins and core adhesive. A single co-cure of core bond without the risk of bridging the finish of the laminates, together with the the skins and core adhesive is more efficient, core in the apex. On a male tool, this could be reduced time spent on labour made it a but using such light areal weights invariably avoided by being able to pull the core down very attractive solution to us – and we leads to dimpling of the skin into the core on to the shape. The difficulty with male will definitely keep it in mind for – and given the aerodynamic requirements tools is that the level of finish and tolerance upcoming projects.’ ME “TeXtreme made it possible for us to achieve great weight savings without compromising on performance or safety”

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21_M2M_ DIG_MAR14.indd 21 31/01/2014 15:33 SAILROCKET 2 Built for speed Overcoming the stability problems of its predecessor, Paul Larsen’s record- breaking craft combines nautical and aeronautical concepts to smash through the 50 knot barrier By TOBY HEPPELL

Marine Engineering u Digital Supplement SAILROCKET 2

Paul Larsen’s record- t was many years ago I first met Paul Larsen, currently the fastest breaking journey began sailing human on Earth. Back then he had just launched the with a design proposed first iteration of the speed machine that would take him into the in The 40-knot Sailboat, record books. And I must say, at the time I was highly sceptical a 1963 book by US rocket Ithis would be the case. Even with the scepticism I remember being engineer Bernard Smith impressed by the conviction held by the Aussie as he explained the concept behind Sailrocket in a pub in Southampton, UK with a glass of rum and Coke in hand. In the latter part of 2012, over a decade after the launch of that first boat, Larsen and his team finally hauled themselves into the record books, smashing the outright World Record by almost 10 knots – the biggest single leap in the record’s history – taking it to 65.46 knots (75mph). As should be clear by the time that passed between this first launch, and the second boat breaking the record, the team’s eventual goal did not come easily and it is a story of two parts – one of perseverance and technological innovation. Though 2 is a boat packed full of development, the basic concept behind the design itself is not, in fact, a new one. The design on which Larsen based the first and second iterations of his boat was thought up by American rocket engineer, Bernard Smith and outlined in his book The 40-knot Sailboat, published in 1963. ‘When I first read the book, I thought about it and started to wonder how no one had ever done it before. I then started to look again at all the other boats around and started very quickly thinking “my God – they are all flawed!”’ Larsen explains. ‘From that point on, it was a 10-year journey to finally break the record.’ Winning formula Any sailboat relies on two basic components to produce forward motion, that of the sail to produce thrust and some form of underwater foil to turn that thrust into directional stability. The proposal set out in The 40-knot Sailboat is to develop a vessel that more equally balances the forces of the sail and . Larsen quickly realised that employing a vertically stacked sail/keel arrangement – whereby weight is added to the keel to counter the forces generated by the vertical sail – was unsatisfactory. Additionally, although go some way to improving the efficiency equation, they do not provide much of a balancing of force vectors, simply going about the countering of righting moments in a different way. Both of these concepts can be viewed as something of a brute force cure to the problem, and certainly not a particularly elegant one, adding either weight or width to counter heeling force. On Sailrocket, in order to provide balance, the wing is placed on a leeward float and canted to windward at an angle of roughly 30 degrees. This float is then connected to the main body or fuselage by a 30ft long beam, shaped to provide aerodynamic at speed. At the aft end on the main body of the boat lies the foil, the outer part of which is angled to generate downforce. This is balanced by an upward lift on the inner part of the foil, which pierces the surface. The upward force increases strongly with submergence, while the downward force is nearly constant. As such the foil holds a stable depth while providing a nearly constant force component along the foil/sail axis. With the first iteration of the boat, when the foil did not work properly, it ‘let go’ of the water, allowing the nose to rise, which in turn generated more lift on the crossbeam and the entire boat took off – a video of the boat performing a backflip can be found on http:// www.youtube.com/watch?v=8Ow8QbXhZJU. Moving the cockpit of the boat forward in Sailrocket 2 was an attempt to counteract

IN ASSOCIATION WITH

Marine Engineering u Digital Supplement SAILROCKET 2

The 50-knot barrier in speed sailing exists due to the effect of cavitation, which increases drag on the boat, impeding its progress through the water

this, so that if the foil lets go, the bow tips The whole aim with the project was to What is particularly unique about the slightly forward, creating negative lift in the create a machine upon which the various setup, however, is the wing extension that crossbeam which prevents the a flip. forces exhibited were all in perfect balance runs through a 60-degree bend at the end The separation between the wing and foil with one another. To this end, when the boat of the wing. The job of this wing extension provides a significant amount of the righting was properly setup, Larsen says his job as pilot is varied, but can be broken down into two moment. As the aero and hydrodynamic forces or skipper is much easier than some might main features. are in a constant state of self-levelling as the expect. ‘I have often said that Sailrocket at top In terms of airflow on the wing itself, boat accelerates. It should also be noted that speed doesn’t need that much skill to control,’ the winglet does a similar job to one on an the entire boat is designed to work with the he explains. ‘Once it is there, I can cleat the aeroplane wing. That is to say, it makes the assumed apparent wind generated while at , let go of the steering and it will do wing more efficient by blocking the flow of 50 knots – the boat was sailing with a 72 knot 500m at 65 knots and that is because of all the high-pressure air to the low pressure side of apparent wind during their record run. To this work that has come in the build up to the run.’ the wing at its tip, and so reduces vortices end, looking at the boat from the top down the Obviously, the skill in getting a boat designed generated there – effectively tricking the entire body is out of alignment with the main to work in a balanced and efficient way at 65 wing into appearing longer than it is. floats by some 20 degrees (the floats pointing knots underway and through the low-speed The second use for the wing extension in the intended direction of travel). This is range is significant! only comes into play when the boat is up purely so that at speed the fuselage is directly to about 40-45 knots. At this speed, the lift aligned with the direction of the apparent Wing setup generated by the winglet and the crossbeam wind the team would be experiencing. It has been well understood for a long are significant and will lift the leeward float time that a solid wing sail is a much more completely clear of the water. The only parts ROCKET STAGES efficient beast than a soft sail, particularly of the boat in the water at this speed are the when at speed and sailing on high apparent forward float – a very flat skipping surface 1 From a standing start, Sailrocket is incredibly wind angles (effectively a very tight reach). with a small steering foil penetrating the difficult to get under way. At this stage the forces Other than the canted angle supplying surface – and the aft foil which is pulling on the wing are actually pushing the leeward float lift, the wing on Sailrocket is a relatively down hard and holding the boat in the water. down into the water straightforward one. It is made from a series This final point has led to some debate 2 At 25 knots boat speed, the wing pulls the rear pod of carbon fibre ribs skinned over with a about how to classify Sailrocket. The free of the water, shedding a third of drag lightweight membrane, with a rear single argument goes that, at this stage the ‘boat’ 3 At 45 knots the leeward pod, lifts free and takes rear flap to determine shape and mainsheet is more aeroplane, held on the water, than to the air thanks to lift generated by the winglet, to sheet on or off. boat travelling over it. To a degree the wing and crossbeam As with the rest of the boat, the setup question is moot. The WSSRC considers the 4 At roughly 50 knots, the anti-cavitation foil effect is entirely uni-directional, so the wing is a craft acceptable as a speed sailing craft, kicks in, allowing the boat to continue to accelerate slightly asymmetric section with a significant which is all that is required. Larsen does not beyond previous known limits aim being to reduce any negative lift effects seem particularly bothered if the boat is associated with letting the wing out at speed. seen as half plane/half boat, and indeed the

Marine Engineering u Digital Supplement SAILROCKET 2

Moving the cockpit of the original Sailrocket forward helped to avoid problems like this dramatic backflip

Paul Larsen says that Sailrocket 2 doesn’t need much skill to control when it’s at full speed – the hard work is setting it up to be able to get that fast

totally flat. At low speed this is a disastrously Illustration of force alignment on the draggy shape and works poorly, creating design – the upward force increases a draggy mess of bubbles in the void left strongly with submergence, while the behind. But use enough brute force to drag downward force is nearly constant that slow foil section up to - breaking speeds, and suddenly something really quite exciting happens. As the foil starts to plow a trench in the water, a hole is created at the trailing edge for a fraction of a second. The faster the foil moves through the water, the deeper this hole becomes. At speed the water starts to flow around this hole or trench in the water and forms into the classic teardrop shape of a normal foil section. However, this is a normal foil shape with a difference. Because the trailing edge shape is made of nothing but air, cavitation is unable to take effect on the shape allowing the foil to continue faster and faster. comparison is evident in the name Sailrocket. speed at which this phenomenon occurs can Again this is an idea that is not new per se. He has stated on more than a few occasions vary based on a number of factors, including This wedge shape has been used for many that were the boat dropped from a height it water temperature and salinity among years on high-speed motorboat , would glide back to the ground to a degree. others) this is exactly what happens to a but had never successfully been transferred foil – the pressure drops at the trailing edge, into a foil on a sailing boat, though not Foil design and the water around it boils. The drag then from a lack of trying. To a degree this is the As the team got faster and faster, so they created by these bubbles causes the boat to success to the success of the Sailrocket started coming up against an age-old slow down dramatically. As Larsen explains: team, and their persistence. They spent 10 problem in the world of speed sailing, ‘Imagine going fast in your car, and suddenly years building on their knowledge base and the 50-knot barrier – often referred to as you open the doors and pop the bonnet! designing foil after foil. They took a design sailing’s speed of sound, for good reason You hit a wall and need huge amounts of with potential, developed it, incorporated as we shall see. power to overcome it. This can also lead to a that which they learned from a first iteration This speed barrier exists thanks to the loss of control.’ into a second and continued to persevere, poorly understood effect of cavitation. Many Traditionally, all water-based foils are safe in the knowledge that eventually the of those who took physics at school might a similar shape - a relatively fat rounded time would pay off and eventually they have done a popular experiment that goes leading edge, tapering down to a very thin would make the leap to sailing speeds never a long way to explaining the phenomenon. trailing edge, providing a teardrop cross- before considered possible. ME A glass full of water is put inside a jar and section. In order to overcome the problems the pressure sucked out to create a vacuum. associated with cavitation, Larsen and At a certain point the water starts to boil his team developed a new foil design, IN ASSOCIATION WITH which is broadly speaking what occurs when which went against the common wisdom a foil starts to cavitate. At around 50 knots of many hydrodynamicists. The foil is a (though it should be noted that the actual wedge shape whereby the trailing edge is

Marine Engineering u Digital Supplement AMERICA’S CUP 35 Future designs Following an incredible conclusion to AC 34, attention has now turned to the shape of the next event

Marine Engineering u Digital Supplement AMERICA’S CUP 35

Oracle Team USA skippered The America’s Cup has long been the high point of technical by James Spithill, alongside innovation in sailing. Indeed, many see the event as more Emirates Team design competition than sporting . The modern skippered by , era of the cup has retained this design contest feel, even if it during race day five of last was not always hugely obvious. year’s America’s Cup However, 2013 saw a new class of boat introduced, which usually sees design moving rapidly forward as teams get used to the new rules and find the ideal corner of the design envelope. This will be the case once again for the next America’s Cup, as yet another new class is likely to be introduced, though all the signs currently point to a slightly smaller, refined version of the AC72, used in 2013. We have yet to get much of an idea about what the next America’s Cup class will look like as we await the final rules to be decided by the , Oracle Team USA and the Challenger of Record, Hamilton Island Sailing Club – these are expected in spring 2014. Although we do not currently know the rules the new boat will have to fit, there are a few areas that Oracle have been quite vocal about in their future plans, and a few areas that the Challenger of Record have mentioned that at least give us an idea of what the boats might be like. Key factors being discussed are: development of hydrofoiling, cost reduction (including team limits, one design elements and boat size) and nationality rules. The foiling question Interestingly, one of the major areas of development in the most recent America’s Cup was never intended to feature on the designs. The rules set out for the 34th AC went to a number of lengths to prevent foiling developing in the class. Perhaps the two most significant were those controlling the banning of pitch controls for and the banning of any articulated flap of any sort on the main foils. These rules initially led most observers assuming we would see the C shaped foils that have become popular in offshore , which provide elements of lift without supporting the entire weight of the boat. Indeed, this is the setup that the Challenger of Record, Artemis, came up with on their first boat. This sort of foil was also used by both the Challenger, Oracle and Defender, Alinghi in 2010 with their and catamaran respectively. Here the commonly-held view is that the more load these foils take, the faster the boat goes, up to a point. Typically anything over 50 per cent lift – ie 50 per cent of the hull weight supported by the foil alone – is workable. However, once over that 50 per cent boundary, the longitudinal stability of the hulls disappears to such a degree that the boat becomes uncontrollable and will be slower round a course. Additionally, the pressure on the leeward portion of a curved foil at this point makes the foil unstable. As one designer put it, you would get a squirt of water from the underside of the foil and the boat would begin to porpoise, popping up on the foil and dropping off again. Previous foiling classes have relied on two features to overcome these problems. The International Moth is the

PAUL TODD/OUTSIDEIMAGES.COM PAUL prime example of what could be called a classic foiler.

IN ASSOCIATION WITH

Marine Engineering u Digital Supplement AMERICA’S CUP 35

Challenger of Record, Artemis Racing, testing an AC72 in San Francisco south bay in April 2013

The boat has a T-shaped main foil with an while the boat is under way, but this, too, The concern was that it would not be tactical articulating flap along the aft edge of the was banned on the AC72. racing. There has been more tactical racing horizontal part of the T. A sensor wand on the With the AC72 banned from adjusting than almost any Cup we have seen.’ bow automatically adjusts this flap. In this way, cant angle while racing, they had to However, it is also more or less a universal if the boat is losing height, the wand is pushed set this at the start of the day, based on the acknowledgment that incorporating manually further back, which changes the angle of the conditions likely to be encountered, and rely adjustable rudder flaps that can be operated main foil flap, which in turn changes the height on other means to control stability. This was while moving would make the foiling setup a out of the water. achieved by teams manually adjusting the lot safer, more controllable and faster. So we With the rules preventing this system, angle of the whole daggerboard, using a can expect to see a rule that opens up this area, teams were faced with the issue of how to button system on the helmsman’s steering and these will likely be a big design focus next control the ride height of the boat in a different wheel – though it was severely limited by the cycle. It will certainly be very interesting to see way. The solution was to come up with a foil amount of power the grinders were able to what combination of flaps, foil articulation and with a horizontal section that was turned up at pump into the hydraulic system. shape might be employed to achieve the most the tip. This controlled ride height in two ways. It seems that, no matter who you speak effective foiling solution. Firstly, as the boat rose out of the water, the to – designers, hardcore fans, or relative Already this technology is filtering into tip would break the surface and so lift would newcomers – foiling as a part of this America’s other classes, with the C-Class Catamaran be reduced. This lift reduction also occurred Cup was a hugely positive thing. Certainly it World Championship featuring a number of thanks to the boat’s leeway. As the load was seemed to draw a lot of interest from those foiling boats and a new foiling production transferred from a long hull to a small foil, so it outside the world of sailing and offered the catamaran now on the market. It would seem would slip sideways (leeway) and so the curved sort of technical innovations we have grown foiling is increasingly the future direction that up portion of the foil would have a reduced accustomed to in America’s Cup racing. As Iain the sport is taking. lifting effect in the water. Percy, Artemis Racing’s skipper/leader, said in a Interestingly for something that has always In this way, the foils would control the recent Yachts & Yachting interview: ‘When the been so integral to the speed of a boat, the height of the boat in an automatic way without replica America goes past, Oracle’s design of the hulls is one of the areas being a flap and wand system. However, height is Version V boat goes past, and then one of most mooted as one-design for the next AC. just one component – the other is longitudinal these monsters foils past you at 40 knots, it’s ‘These boats are spending more and more stability. Again, looking at the Moth, this is just bloody hard to say that the world would time out of the water,’ comments 1983 Cup delivered by another articulating flap on the not think we were crazy to go backwards. I winner, John Bertrand. ‘There is a lot to be said rudder T foil, which can be manually adjusted think we have to embrace what we have here. for introducing a one design hull and allowing freedom of development in the foils and wings.’ This is a position that has been echoed in a Manually adjustable rudder flaps that can be number of areas by a number of industry folk, including the designer of the rules for the 34th AC and later designer for Emirates Team New operated while moving would make a foiling Zealand, Peter Melvin, who has stated that you can spend a lot of money on hull design for it setup a lot safer, faster, and more controllable to make very little difference on a foiling boat.

Marine Engineering u Digital Supplement AMERICA’S CUP 35

the rule for the 34th AC was first announced, many were concerned that a matchrace taking place in catamarans would not be a tactical affair. In fact, we saw some of the greatest tactical battles in recent AC history, and this is in large part due to how manoeuvrable the boats were. In 2010, the giant catamarans competing were allowed to use stored power to trim sails, something that was banned for 2013. Essentially on the AC72s, everything has to be manually driven, so to get enough oil flowing through the boat they used rotary pumps, which are linked to the pedestal grinders. The grinders are essentially pushing oil throughout the system for the entire race. There is no stored energy in an accumulator tank or anything – it is just

ACEA/BALAZS GARDI ACEA/BALAZS manpower pushing oil through pumps. It has been pointed out by a number of sources that were stored power allowed on an AC72 it could be sailed by four people instead of the crew of 11 required without it. Broadly speaking, this is seen as a positive and certainly footage of the grinders manning the pumps and the audio of them all struggling showed the level of athleticism required to sail professionally in the modern era. There are a couple of hesitations, however. In race eight of the America’s Cup this summer, we nearly saw a disaster from as a last minute saw them almost capsize. During the live coverage, Dean Barker could clearly be heard shouting ‘hydro’ and it was clear the boat had tacked, but the wing had not. This is almost certainly due to a lack of power in the hydro systems. It was only thanks to the quick

TH.MARTINEZ/SEA&CO thinking of Barker, throwing the boat into another tack that prevented a full capsize. There is also a consideration that making Costs are not just in the R&D work involved Certainly a powered hydro system would not hulls and beams one-design could ensure in the wing, as Bertrand explains: ‘One of the have seen this happening. that they are significantly over-engineered, biggest issues with the wing is that to start Whatever rules we see introduced, hopefully increasing the safety of all boats and with it was taking 30 people ashore to step perhaps the thing we can be most sure of avoiding a repeat of the tragedy that befell the the wing at the start of each day – although is that we will see a wide array of ideas and Artemis Team and the tragic loss of Andrew they managed to reduce the number needed technical innovation. As we stated earlier, Simpson, when their boat broke up in a capsize. by the end of the Cup.’ whenever a new class is developed for the AC Despite the cost of development and the To a degree, this staff increase is offset we usually see wide performance differences, struggles with the San Francisco breeze, solid by the reduction in the sailing team needed especially early on. This year was no different are likely to make a return for the on the boat. In simple terms, a wingsail – we were just extremely lucky that the two 35th AC. This is despite a number of factors carries significantly lower sheet loads than teams in the final managed to both utilise working against them. an equivalently-sized soft sail. This means an one another’s ideas to move their boats from Percy again: ‘The boat itself is not the AC72 with soft sails would need significantly dramatically different corners of the design biggest cost. It would obviously bring down the more crew onboard in order to trim the sail. envelope and provide one of the most exciting cost a little if you were five foot shorter, but it is Additionally, this reduction in load means the finals in AC history. Even if the AC72 rule custom design and engineering that requires a wing/ trimmer is controlling the sail remained, it would be a big ask to top that load of skilled people, which – if limited – could on a single line led to a winch, not a line performance. We just hope that the new rule bring down the cost. One would like to see all with lots of purchase. This makes the power will provide some close racing and a host of these people that are here [in San Francisco] generated by the wing more controllable, extra challengers. ME able to spread among more teams, because more quickly than a soft sail. there did not need to be quite so much Another bonus with the wingsail is IN ASSOCIATION WITH engineering in custom builds, and the wings that, although it would not be significantly took a lot of man hours to build. If there is a way quicker in a total straight line than a soft sail, we could simplify that rule, it would help.’ it is much faster through manoeuvres. When

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