I
feel battered by the constant reference
to ‘technology’ when I research
the next America’s Cup, so it was
heartening for me to listen to the
latest personnel acquisition of Land
Rover BAR, Nick Holroyd, the new head
of design when he said: “The power
consumption, and the mechanics of the
catamaran are one thing, and this boat
will be different.” The initial differences
are easy to see, but the details are not.
True, there is only one hull this time,
but it is 75 foot long and it supports a
wing-masted rig far taller (and heavier)
than that of the AC50 catamaran. But
the biggest difference is in the foils and
their operation. “One of the things to
be careful with here is not to fall into
the trap of fighting yesterday’s war.
We need to look at this class rule very
carefully when it comes out [at the
end of March],” said Nick. “You need
to look at the boat and sit down with
the sailing team in the right way and
you can’t have people predicting their
jobs, or their roles or anything like
that. You need to look at how are we
going to sail this boat. What is the most
efficient way of sailing this boat?”
At this stage in the proceedings (i.e.
before the class rule has been published),
nothing can be set in stone, but that does
not stop members of the design team
from having their own ideas. But now
the whole process is control systems,
electronics, high-end hydraulics, and
the like. This time there are technical
partners in Land Rover that were not
utilized before that could assist in
automation and controls and Nick
suggests that as the process is in controls
systems, electronics and high-end
hydraulics, there is much help that can
be obtained from the technical partners.
To me it states the obvious – the
technology in a difficult area, which
would occupy many man-hours if
started from scratch, is readily available.
Naturally it will need adaptation, but
this should not be beyond the ability
of the team. What will be needed is
progressive thought in the detailsThe hull for the new America’s Cup class is 75ft long and the rig far taller than the AC50.
The foils will hold the key but, with the class rule due this month, nothing is set in stoneBob Fisher
OPINION
Holroyd, having been with that team
before leaving for SoftBank Team Japan,
would be one who has more than a
fair idea. That would put Land Rover
BAR on the first step of the ladder.
There are pressures however to
reduce the cost of the campaigns for
the Challengers, and you may well
ask why the Defender should bother.
The answer is that unless challengers
can be generated, there is less revenue
coming to the port where the Cup is
held and there will be fewer places
for pre-Cup events to be held.
Cost reduction can be achieved
by making certain parts one design.
For instance, the foil arms and an
extrusion for the leading edge of the
wing; both of these are admirably
suited for this treatment.
Initially, there will be a massive
difference in the speed of these boats,
according to Land Rover BAR CEO
Grant Simmer. There are five of the
pre-events scheduled before the circus
reaches New Zealand. This presents
teams with a development problem due
to time lost travelling between each;
boat alterations can only take place as
the boats reach each new regatta site.
So, it is one problem after another.
That’s the world of the America’s Cup.One of the biggest
names in yachting
journalism, Bob
Fisher has a passion
and depth of
knowledge that’s
second to nonetomakeitworkandintheshapeof
thefoils–lasttimethoseoftheNew
Zealand catamaran were different to
thoseofeveryoneoftheirrivalsand
they were faster in all wind strengths.
Butitwasnotsimplyduetotheshape
ofthefoils–ETNZwasfasterbecauseof
the way she was sailed. All six heads were
up and so were their hands. Different
pairs of those could do different tasks
simultaneously and thus the boards
were trimmed independently of the
twist of the wing (and far less drive
was lost by this than in dumping the
wing sheet that was done elsewhere).
Since the aircraft industry has
been in existence for more than 100
years and has developed the tools for
analysing the shape of foils there is a
database, but it should be remembered
that the ultimate efficiency range of
an aeroplane’s aerofoils is limited to
that of the cruising speed – they have
surplus power to reach that, whereas
an AC boat’s foils have to be efficient
throughout the 0-50 knot range. That is
the biggest problem facing the technical
group of an AC team. ETNZ got it
right last time but one cannot expect
the winners to publish their data.
I understand that the ‘secret’ is known
elsewhere and I have suspicion thatThe technology is available... What will be needed is
progressive thought in the shape of the foils
Above
Efficiency
throughout a huge
boat speed range
will be critical
to successful
foil designGRAPHIC C/O EMIRATES TEAM NEW ZEALANDApril 2018 Yachts & Yachting 13