serialsailor

He untangled his AIS from his windmeter. Don't worry it was hard to understand in french too, this person writes with a very metaphorical style.

Looks like these go through the whole width of the boats. Short video on the FB page https://www.facebook.com/Volvo-70-Team-Trifork-1104105512953282/?__tn__=kC-R&eid=ARDxvq5dwfE1gedDXxww0z-jSZI4UW97HoW8nP40T1FWa072sCe6jWP0XvMrYJGhrXPOnvb67Hi5af8A&hc_ref=ARQCKiZ5yiNqMFFY-oKpd6Td3HFcRQWRaiNG43l_MGr9fQKNXtlprmaX6dkIcoSYf54&__xts__[0]=68.ARBRnoYXBjDI5xNyhJ9x5HHgplbMccdBv_6wpFKh36prBGlcwpavM1hzDtnQX2Wb82FdmWc3cBiWI2u28CHh6IW8IG4cJna9vAKLG0N3Smi7YyPMO7nLYOURy7XoZn3_9iZT9Mj5JKgNXozmiFr-oU621nPYhV3GjHP2DcxkfZoSDlWJtWXUrvVBiyqiClln7S72cSySU0FaFqGsIS8BqgTGfDZv2KSTyYkoUtTiDuArYQ1ULQshREy6ve6TY25Z-EZULhHATv6aBaGia8VZl9MQN_FjL4OgTQ-SCRb-hGhDvwCu81U I also found an article in danish that suggests that they lift 8 tons at 20 knots. (so less than the weight of the boat) https://www.baadmagasinet.dk/kort-nyt/nyheder/27029-jens-dolmer-skipper-pa-trifork-en-mega-potent-vor70-med-foils?fbclid=IwAR0CP7yJckRe6VcEjbjdZk50MH-llafpqvmQW2OSKHizRj75TEFdASAHH78#.WzYKwTg9RQ0.facebook

Nice video of MACSF (Isabelle Joschke) during the défi azimut

Perfect conditions and the right sail choices/settings.Beyou and Pratt really have mastered it. They only get a few seconds of flight but it is beautiful. Just had an elevator on the damn thing and you're set.

Just put an elevator on the damn thing. It drives me crazy ^^ Charal already flies wonderfully given the rules. I really hope the allow rudder elevators in the rules next time around.

It will be 8 when Corum and L'Occitane are launched during the winter.

I believe it was on Alan's FB page.

yes, of course. A proper 3rd leg would be an elevator. I was just reformulating Mich Dej's arguments i guess.

You're welcome.

If you read the different architect interviews recently posted here, you will see that the VPLP boats (boss, DMG Mori, Charal) are designed to foil with 10 to 20 degrees of heel optimally. This is linked with the shape of the transom and the will to reduce drag. The other boats (especially the Juan K designs) are much flatter and wider at the transom and they need to sail with a bit more heel to reduce drag. However having a transom's corner still in the water act like the 3rd leg of a stool when foiling according to Mich Dej, which the VPLP boats don't have.

T&S Interview of VPLP The latest Alex Thomson Hugo Boss was launched in early August in Gosport before being officially presented and christened on Thursday in London. This was an opportunity for Tip & Shaft to discuss with Quentin Lucet, in charge of the project at VPLP, accompanied, during this interview, by Vincent Lauriot-Prévost. How were you chosen by Alex Thomson's team? Quentin Lucet: We already had a relationship of trust with them, since we had made their boat before, Hugo Boss 6[with Guillaume Verdier, Editor's note]. Then, we were in a context where Guillaume was working on the Super Sixty[the 60-foot one-design project for the Volvo Ocean Race, editor's note], Alex had initiated discussions around this project, but it didn't necessarily correspond with what he had in mind, in the sense that he wanted to start from scratch. We had a lot of discussions with Alex's team, especially about the time at our disposal, knowing that the launch objective was well identified: the Transat Jacques Vabre 2019. In all, we were able to benefit from more than six months of studies dedicated to the project before the forms were sent, compared to three or four in general. What was the specification? Vincent Lauriot-Prévost: It was simple: it was the Vendée Globe, or nothing! When asked if we were putting ingredients in so that this boat could be used in other races, the answer was "no, not at all". What did you deduce from this in terms of general philosophy? Quentin Lucet: Our general philosophy consists of optimising the boat's minimum drag, with an emphasis on hydrodynamics and foils, since we really rely on their power to drive the boat to the Vendée Globe's preferred speeds. If we go into detail? Quentin Lucet: There are several levels: first of all the optimization of the mass, on which we insisted a lot, and the centre of gravity, which corresponded to Alex's request to have a more advanced cockpit. We designed a geometry, especially livet shapes, with a distribution of volumes within the hull that really went in the direction of mass gain. This allows us to have a boat that, in practical terms, has the lowest cockpit floor in the entire fleet. The second level is the aerodynamic part, with a lot of research on the roof design, both on the front part and on the termination at the listening bar. We did dunnage studies on an Imoca platform that highlighted the important brake of the wiretap. The result: you no longer have a roof and then a cap above the cockpit floor, but a continuous roof from the mast foot to the transom. In addition, it goes in the direction of protecting the skipper with the cockpit completely closed. This completely enclosed cockpit is the result of this reflection or a request from Alex Thomson? Quentin Lucet: He was the one who came up with the idea. Because the installation of such a cockpit is completely linked to the man who will be on board: does he feel comfortable with this option or not? Pushed him in that direction. In concrete terms, how does Alex sail in this closed cockpit? Quentin Lucet: Everything is centralized, he doesn't need to go out or expose himself to shock or look at his sails, and there's everything you need in terms of opening on top to have a view in front, behind and on the sails, basically it's an open roof. In addition, he has cameras that allow everything to be seen 360 degrees. The other advantage is that it avoids having to carry 400 litres of water in the cockpit, in the roughness of the deck and on the ends: the dynamic weight gain is very important. Now let's talk about the hull, what are its characteristics? Quentin Lucet: The most striking thing, I think, is the fairly rounded transom with a not very strong bilge. The advantage is that when the boat starts to take off, you have a very fast reduction in the wet surface area, which is less noticeable with flatter hull shapes. Then, at the water inlets, we tried to stretch the water lines as much as possible, with a bow that has a big nose, which allows, as soon as the boat heels, to reduce the hull drag even further. Can we find out the weight of the boat? Quentin Lucet: It's not up to us to answer[7.6 tons according to the press release], but we arrive at a mass about the same as the lightest boats of the last generation, with much larger foils[the pair of foils is announced at 500 kilos]. What are the characteristics of Hugo Boss' foils? Quentin Lucet: We've put the emphasis on an early takeoff, because we think their area of use is important in light airs, it's not necessarily in 25 knots of wind that it's going to happen. The second rather important notion is that of foil self-regulation, because the "two-foot stool" is not extremely stable on a road that is not very well dented, so we try to work on the fact that disturbances from the sea or the wind can regulate themselves to a certain extent with the shape of the foils. Vincent Lauriot-Prévost: In concrete terms, it's not a question of making a shaft, an elbow and a tip - sorry for Tip & Shaft! - but it's a ray that comes out of the bridge, where the shaft, elbow and tip are confused. We are trying to ensure that the variation in draught can generate regulation by the slopes given at the inlet and outlet. Getting the boat off the ground early means how fast does it start? Quentin Lucet: It depends on the speed, but I think that from 10 knots, it remains quite neutral, the foil pays for the drag it generates, then, from 12 knots, the boat leaves. What is quite interesting is that these foils are completely retractable, which means that if you don't need them, in all the speeds where they generate more drag than they create lift, you can retract them. What are the major differences between Hugo Boss and Charal? Quentin Lucet: First of all, the foils are different, because the skippers' specifications are different in terms of use and research or not in terms of versatility: Alex considers that upwind sailing is not very important to win the Vendée Globe, whereas for Jérémie it is a little more so. Secondly, the cockpit and deck layout, which we talked about, are not the same. I also think we had a long reflection with Alex's team on structural design, we took the time to do complete iterations on options for small structures, because they gave us time to study them. Whenever there was a possible gain of ten to fifteen kilos that met ergonomic considerations, we went there. And what are the differences with the other Imoca launched this summer? Vincent Lauriot-Prévost: We didn't look for the same thing: where we designed a hull to optimize the hydrodynamic brake, the others worked on more powerful hulls without the help of the foil. We didn't agree to pay in drag what we can gain in power, like what we used to do with small foils. We have made a little less concessions, our projects are a little more radical, in the sense that if we ever had to sail without foils, we would be more penalized than they are. Quentin Lucet: If the foil breaks, Alex will no longer be able to keep pace as he did three years ago, which was possible because the foils were much smaller. Alex says that the walk between his last Hugo Boss and the current one is even bigger than the one before. In how many days would the new Hugo Boss be able to do the Vendée Globe? Quentin Lucet: I wouldn't be surprised to find the same kind of gap as between François[Gabart's] 78-day Vendée Globe and Armel's[Le Cléac'h] 74. So around 70 days if conditions allow. Could this boat be transformed for The Ocean Race? Quentin Lucet: It wouldn't be a heresy, everything that is hull and foils, it works, but you would have to put a nice chainsaw in the cockpit, you can't be five people in it... Will the current foils be those of the Vendée Globe? Is a V2 planned? Quentin Lucet: We have made the foils that seemed the best to us, now the tools have evolved again since the launch of the shapes, but to know where we are going, we need first of all a feedback from the sailor and to receive the data analyses. Vincent Lauriot-Prévost: There is no decision at the moment, either way. Can Hugo Boss win the Transat Jacques Vabre? Quentin Lucet: I think the objective is really to do a big job of making it more reliable. The process is long, as we have seen with Charal, who, after one year, is reliable, so the priority will be to cross over, rather than to put pressure on himself to win. Vincent Lauriot-Prévost: Then, in the best of all worlds, if there are no problems, the crew and the boat can win, as soon as they have taken off, it's going to be all schuss. Translated with www.DeepL.com/Translator

The latest Alex Thomson Hugo Boss was launched in early August in Gosport before being officially presented and christened on Thursday in London. This was an opportunity for Tip & Shaft to discuss with Quentin Lucet, in charge of the project at VPLP, accompanied, during this interview, by Vincent Lauriot-Prévost. How were you chosen by Alex Thomson's team? Quentin Lucet: We already had a relationship of trust with them, since we had made their boat before, Hugo Boss 6[with Guillaume Verdier, Editor's note]. Then, we were in a context where Guillaume was working on the Super Sixty[the 60-foot one-design project for the Volvo Ocean Race, editor's note], Alex had initiated discussions around this project, but it didn't necessarily correspond with what he had in mind, in the sense that he wanted to start from scratch. We had a lot of discussions with Alex's team, especially about the time at our disposal, knowing that the launch objective was well identified: the Transat Jacques Vabre 2019. In all, we were able to benefit from more than six months of studies dedicated to the project before the forms were sent, compared to three or four in general. What was the specification? Vincent Lauriot-Prévost: It was simple: it was the Vendée Globe, or nothing! When asked if we were putting ingredients in so that this boat could be used in other races, the answer was "no, not at all". What did you deduce from this in terms of general philosophy? Quentin Lucet: Our general philosophy consists of optimising the boat's minimum drag, with an emphasis on hydrodynamics and foils, since we really rely on their power to drive the boat to the Vendée Globe's preferred speeds. If we go into detail? Quentin Lucet: There are several levels: first of all the optimization of the mass, on which we insisted a lot, and the centre of gravity, which corresponded to Alex's request to have a more advanced cockpit. We designed a geometry, especially livet shapes, with a distribution of volumes within the hull that really went in the direction of mass gain. This allows us to have a boat that, in practical terms, has the lowest cockpit floor in the entire fleet. The second level is the aerodynamic part, with a lot of research on the roof design, both on the front part and on the termination at the listening bar. We did dunnage studies on an Imoca platform that highlighted the important brake of the wiretap. The result: you no longer have a roof and then a cap above the cockpit floor, but a continuous roof from the mast foot to the transom. In addition, it goes in the direction of protecting the skipper with the cockpit completely closed. This completely enclosed cockpit is the result of this reflection or a request from Alex Thomson? Quentin Lucet: He was the one who came up with the idea. Because the installation of such a cockpit is completely linked to the man who will be on board: does he feel comfortable with this option or not? Pushed him in that direction. In concrete terms, how does Alex sail in this closed cockpit? Quentin Lucet: Everything is centralized, he doesn't need to go out or expose himself to shock or look at his sails, and there's everything you need in terms of opening on top to have a view in front, behind and on the sails, basically it's an open roof. In addition, he has cameras that allow everything to be seen 360 degrees. The other advantage is that it avoids having to carry 400 litres of water in the cockpit, in the roughness of the deck and on the ends: the dynamic weight gain is very important. Now let's talk about the hull, what are its characteristics? Quentin Lucet: The most striking thing, I think, is the fairly rounded transom with a not very strong bilge. The advantage is that when the boat starts to take off, you have a very fast reduction in the wet surface area, which is less noticeable with flatter hull shapes. Then, at the water inlets, we tried to stretch the water lines as much as possible, with a bow that has a big nose, which allows, as soon as the boat heels, to reduce the hull drag even further. Can we find out the weight of the boat? Quentin Lucet: It's not up to us to answer[7.6 tons according to the press release], but we arrive at a mass about the same as the lightest boats of the last generation, with much larger foils[the pair of foils is announced at 500 kilos]. What are the characteristics of Hugo Boss' foils? Quentin Lucet: We've put the emphasis on an early takeoff, because we think their area of use is important in light airs, it's not necessarily in 25 knots of wind that it's going to happen. The second rather important notion is that of foil self-regulation, because the "two-foot stool" is not extremely stable on a road that is not very well dented, so we try to work on the fact that disturbances from the sea or the wind can regulate themselves to a certain extent with the shape of the foils. Vincent Lauriot-Prévost: In concrete terms, it's not a question of making a shaft, an elbow and a tip - sorry for Tip & Shaft! - but it's a ray that comes out of the bridge, where the shaft, elbow and tip are confused. We are trying to ensure that the variation in draught can generate regulation by the slopes given at the inlet and outlet. Getting the boat off the ground early means how fast does it start? Quentin Lucet: It depends on the speed, but I think that from 10 knots, it remains quite neutral, the foil pays for the drag it generates, then, from 12 knots, the boat leaves. What is quite interesting is that these foils are completely retractable, which means that if you don't need them, in all the speeds where they generate more drag than they create lift, you can retract them. What are the major differences between Hugo Boss and Charal? Quentin Lucet: First of all, the foils are different, because the skippers' specifications are different in terms of use and research or not in terms of versatility: Alex considers that upwind sailing is not very important to win the Vendée Globe, whereas for Jérémie it is a little more so. Secondly, the cockpit and deck layout, which we talked about, are not the same. I also think we had a long reflection with Alex's team on structural design, we took the time to do complete iterations on options for small structures, because they gave us time to study them. Whenever there was a possible gain of ten to fifteen kilos that met ergonomic considerations, we went there. And what are the differences with the other Imoca launched this summer? Vincent Lauriot-Prévost: We didn't look for the same thing: where we designed a hull to optimize the hydrodynamic brake, the others worked on more powerful hulls without the help of the foil. We didn't agree to pay in drag what we can gain in power, like what we used to do with small foils. We have made a little less concessions, our projects are a little more radical, in the sense that if we ever had to sail without foils, we would be more penalized than they are. Quentin Lucet: If the foil breaks, Alex will no longer be able to keep pace as he did three years ago, which was possible because the foils were much smaller. Alex says that the walk between his last Hugo Boss and the current one is even bigger than the one before. In how many days would the new Hugo Boss be able to do the Vendée Globe? Quentin Lucet: I wouldn't be surprised to find the same kind of gap as between François[Gabart's] 78-day Vendée Globe and Armel's[Le Cléac'h] 74. So around 70 days if conditions allow. Could this boat be transformed for The Ocean Race? Quentin Lucet: It wouldn't be a heresy, everything that is hull and foils, it works, but you would have to put a nice chainsaw in the cockpit, you can't be five people in it... Will the current foils be those of the Vendée Globe? Is a V2 planned? Quentin Lucet: We have made the foils that seemed the best to us, now the tools have evolved again since the launch of the shapes, but to know where we are going, we need first of all a feedback from the sailor and to receive the data analyses. Vincent Lauriot-Prévost: There is no decision at the moment, either way. Can Hugo Boss win the Transat Jacques Vabre? Quentin Lucet: I think the objective is really to do a big job of making it more reliable. The process is long, as we have seen with Charal, who, after one year, is reliable, so the priority will be to cross over, rather than to put pressure on himself to win. Vincent Lauriot-Prévost: Then, in the best of all worlds, if there are no problems, the crew and the boat can win, as soon as they have taken off, it's going to be all schuss. Translated with www.DeepL.com/Translator

The tracker just gives you positions every 5 minutes and links those points together. It's not an actual track and trying to judge wether they have rounded or not using it is really not accurate.

BP wasn't doing the runs today