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      Abbreviated rules   07/28/2017

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Colomba

AC 35, AC72mk2, 2017, SF.

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The AC72's will be around for another go, news from the RC44 week in Portugal.

 

If Artemis was the CoR I would tend to agree, but with Hamilton Island as CoR I'm not so sure. If I was a new team that didn't already have an AC72, I'm not sure that I would want to go up against Oracle who has two of the best AC72s already in the shed. Agreeing to use AC72s gives the established teams such as Oracle a big head start, whereas specifying a new class will make everyone start from a blank sheet.

 

I suspect the Oatleys will opt for a foiling cat that is a little bit smaller, maybe 65ft, but insist on some limitations to reduce cost and also compensate for Oracle's inherent advantage.

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The AC72's will be around for another go, news from the RC44 week in Portugal.

 

If Artemis was the CoR I would tend to agree, but with Hamilton Island as CoR I'm not so sure. If I was a new team that didn't already have an AC72, I'm not sure that I would want to go up against Oracle who has two of the best AC72s already in the shed. Agreeing to use AC72s gives the established teams such as Oracle a big head start, whereas specifying a new class will make everyone start from a blank sheet.

 

I suspect the Oatleys will opt for a foiling cat that is a little bit smaller, maybe 65ft, but insist on some limitations to reduce cost and also compensate for Oracle's inherent advantage.

I think it may be cheaper to say with 72's since so much design work has been done by multiple syndicates on this platform already, and a "generic' version is also available. Going to a new platform means higher development costs for everyone. How much cheaper would it be for TNZ for instance to stay with the same class vs a clean slate?

 

Costs do have to come down, so that's where it will get interesting. I'm guessing wing costs/complexity are being looked at closely.

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It also needs to be remembered that GGYC/OR didn't just choose HIYC the day they won and will need to negotiate what boat will be used. OR/GGYC did their research and chose a COR that has the same "vision" as OR/GGYC. That vision includes the boats used.

 

WetHog :ph34r:

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Yeah, the design and development costs of a totally new platform will be much higher than an AC72 mk 2. If you were a challenger you might prefer a new boat as it would disadvantage the defender more than you. Staying with the 72 foot platform makes some sense, if the rule is tweaked enough to sort a lot of the issues out. Already a few threads have done this solidly.

 

If it is to be AC72 mark 2, it does become interesting, as clearly the range of things to change is much more limited. I have already written that I would be very interested in the idea of dropping all the soft sails, and dropping three off the crew. Do that, limit teams to one boat on the water at any one time, and have Oracle/Core make available a set of major parts that can be used if a team wants (beams, mast/wing components) and you could slice a massive amount out of the cost of mounting a credible team.

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It also needs to be remembered that GGYC/OR didn't just choose HIYC the day they won and will need to negotiate what boat will be used. OR/GGYC did their research and chose a COR that has the same "vision" as OR/GGYC. That vision includes the boats used.

 

WetHog :ph34r:

+1

 

it wouldn't make sense the contrary.

 

Also they say that a consultation with the other possible challengers will take place. If this turns to be true it will be a wise move that will greatly raise my opinion of LE and RC.

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The consultation might be about just the details surrounding the already agreed platform, the AC72.

 

If there is to be a new-rule AC72 beams and spars economy of scale, AC45-like with how Core and the other companies were involved, then HIYC might even press to get some of that action done locally in Oz.

 

RC is in Cascais racing on an Italian boat, TT and IP too, maybe some Gazprom (and so therefore St Petersburg YC connected) interested types too. And so even if nothing is actually in writing yet then if the wind is already blowing this direction among this crowd then it's another pretty good early signal, on top of the several other recent pointers - including, I would argue, from the Oatleys who were so clearly impressed with what AC34 ultimately achieved. Bob and Sandy only addressed the possibility of a smaller boat in response to a question on the point, didn't volunteer it during their opening statements.

 

GD has exclaimed pretty emphatically on several occasions, including at least once since after the Match ended, that the AC72's have no future; but it's very hard to find anybody agreeing with him on that point lately. And even GD may come around on the idea now if he's able to hold his design talent and software expertise together; the public and govt support appears to have caught him by surprise since after he most recently made those comments.

 

But I think LE's comments during the final presser were the most telling, the biggest pointer to the future. In response to a Q he said they need to figure out Both. Keep 'this' for the spectacle ~and~ do it with a lower-bar entry cost.

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In terms of cost savings this would make a lot of sense. A knowledge base of AC72 designs already exists, a standard platform that can be modified is already available for purchase, and 4 teams already have boats and have come down the learning curve. The design also didn't prove to be as risky as initially thought, just set the wind limits at 25 knots max.

 

If TNZ wants to stay in the game this could be a key cost savings measure in seeking govt funding, although Dalton would have to eat 2+ years of criticism. This would also allow Artemis to pick up where they left off.

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Shipping one if their boats directly to Australia could give ETNZ one hell of a seed fund.

It might be a good Protocol idea to encourage current AC72 owners to sell their existing boats and (maybe) designs to new entrants, by not allowing current owners to sail them any more. Current owners already having expertise means such a move might even the playing field for newcomers, 'spread the wealth' of the existing fleet.

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Shipping one if their boats directly to Australia could give ETNZ one hell of a seed fund.

It might be a good Protocol idea to encourage current AC72 owners to sell their existing boats and (maybe) designs to new entrants, by not allowing current owners to sail them any more. Current owners already having expertise means such a move might even the playing field for newcomers, 'spread the wealth' of the existing fleet.

That is one of the things I've mentioned elsewhere. Limit teams to owning a max of two boats at any time between now and the start of the next AC with ownership being recorded from when the lamination of the hulls starts. If they can't find a buyer for a boat they can give it to the ACEA who can sell/destroy/lease out as they see fit. That would put two boats ( 1 each Oracle and ETNZ) on the market the day it was announced, assuming one went to Hamilton Island one would still be available for another new team. This way if you wanted to you could have a 6 boat world series on AC72s in 2014.

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2017...4 YEARS..WTF?

 

Lets hope 3 years...and if the keep the AC45's circuit that they set this as a development class with box rule

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Shipping one if their boats directly to Australia could give ETNZ one hell of a seed fund.

It might be a good Protocol idea to encourage current AC72 owners to sell their existing boats and (maybe) designs to new entrants, by not allowing current owners to sail them any more. Current owners already having expertise means such a move might even the playing field for newcomers, 'spread the wealth' of the existing fleet.
That is one of the things I've mentioned elsewhere. Limit teams to owning a max of two boats at any time between now and the start of the next AC with ownership being recorded from when the lamination of the hulls starts. If they can't find a buyer for a boat they can give it to the ACEA who can sell/destroy/lease out as they see fit. That would put two boats ( 1 each Oracle and ETNZ) on the market the day it was announced, assuming one went to Hamilton Island one would still be available for another new team. This way if you wanted to you could have a 6 boat world series on AC72s in 2014.
Like it.

 

Let some foiling 45's play too if they want, as a prelude to the Faster Facks. :)

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Yeah, the design and development costs of a totally new platform will be much higher than an AC72 mk 2. If you were a challenger you might prefer a new boat as it would disadvantage the defender more than you. Staying with the 72 foot platform makes some sense, if the rule is tweaked enough to sort a lot of the issues out. Already a few threads have done this solidly.

 

If it is to be AC72 mark 2, it does become interesting, as clearly the range of things to change is much more limited. I have already written that I would be very interested in the idea of dropping all the soft sails, and dropping three off the crew. Do that, limit teams to one boat on the water at any one time, and have Oracle/Core make available a set of major parts that can be used if a team wants (beams, mast/wing components) and you could slice a massive amount out of the cost of mounting a credible team.

Why? If the rigs are cut down then all the loads are going to change. They have to cut down the rigs to make the boats safer and to be able to increase the wind limits. Plus if they are going to reduce the restrictions on foil controls then that's all going to change as well.

 

Then there's the issue that they are already having problems with cavitation, so they need to slow the boats down somewhat. Smaller rigs and better foil control are going to increase speeds because they'll be sailing in 25 knots plus.

 

The simplest and cheapest way to slow down the boats is to make them smaller. This would be a long term solution. I hope they do it.

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The action would have been much better in non-foiling 60-65' cats. They need to 1D the foil package and allow the team build the controls and rig. Serioulsy the whole foiling thing doesn't work for match racing. One team will end up with the faster package. Come on, seeing Oracle have a 4 kt advantage to weather, just stupid racing. The same thing will happen with any foiling design boat. Look at moth races. The winner is usually 1/2 a leg infront of the other guys - and they are racing what are in effect 1D boats. OK yes, the action has gotten better in recent years, but principle is solid - foiling will not work for good racing. Makes for great (spectacular) viewing for a few minutes (before boredom sets in).

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Foiling was one of the most intriguing and controversial aspects of the event.

 

Forget any 1D thoughts - leave it to a design and technology race as it's always been.That's what made this event great, why fix what's not broken ?

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My comments were predicated on two things. - This thread assumed that we will stick with 72 foot cats. If we take that as a given, arguing they need smaller boats is a waste of time. We have already argued about that. It isn't our decision, and if the gossip is that we are staying with 72's, why go there?

 

Secondly, this is the AC. Same issue. It is very unlikely that either defender or challenger will agree on any one design components. If we stay within the bounds of what is likely, or reasonably possible, we can have a useful discussion. There will someone coming along soon demanding monohulls - despite this being clearly not an option on the table.

 

The idea about a set of "reference" components that can be purchased is something that can be done outside of the actual protocol. Since the DoG requires "construction" in the country of origin, and the last rule defined this as having hulls built in the country of origin as meeting that definition, it is reasonable to stick with that. As we now see, actual hull design has suddenly become one of the less important aspects of the design anyway. But having some of the other critical parts available (only if you want to use them, and you can modify them if you want) to any team, would make things much more accessible for newer teams. So, beams, wing components, foils, rudders. Given winches, and hydraulics are already off the shelf items, you get a parts bin approach to a new boat become possible.

 

It becomes a lot more like any other development class - you can do whatever you like, but anything you don't have the resources, or interest in building, you can buy. There was a time when F1 racing was like that. All teams built their own chassis. They nearly all bought in engines (except for Ferrari) and gearboxes. Things were more affordable back then, and a smaller team with a good driver could stick it to a bigger team.

 

Kill off the soft sails and the loads drop and costs drop further, plus you can drop 2 or 3 crew. Yet the final result is likely every bit as exciting as AC33, and conducive to a much more competitive LVC. It may be that the winner of the LVC is a big money team, and they go at it with OTUSA, but that is no different to AC's of the past. Many teams may be able to come aboard with a feasible multi-cup campaign this way.

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Well if they stick with 72s they are going to have to find some way of slowing them down to avoid cavitation problems They could remove the reaching legs and run windward/leewards. They could reduce the beam. They could go to soft sails.

 

What they can't do is have an improved version of the current boats with better foil controls and faster speeds. The current boats are reportedly having to repair cavitation damage on their foils after every days sailing. Plus there is the danger of wipeouts at high speed.

 

So the rumour doesn't make a lot of sense. Let's wait and see what the negotiations about the next boat decide.

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Never gonna happen. The 72s are done.

 

55 ft. foiling, hardwinged cats with passive ride height control allowed will be plenty fast and exciting at much lower cost and a much more logical step up from the 45s which will now also foil and will still be one design for the ACWS to keep interest going until 2017.

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The action would have been much better in non-foiling 60-65' cats.

That is delusional, we all witnessed how slow tacks and gybes were when both hulls were in the water. Non foiling would mean the boats would ignore current etc and just bounce from one border to the other looking to minimize changes of direction.

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The action would have been much better in non-foiling 60-65' cats. They need to 1D the foil package and allow the team build the controls and rig. Serioulsy the whole foiling thing doesn't work for match racing. One team will end up with the faster package. Come on, seeing Oracle have a 4 kt advantage to weather, just stupid racing. The same thing will happen with any foiling design boat. Look at moth races. The winner is usually 1/2 a leg infront of the other guys - and they are racing what are in effect 1D boats. OK yes, the action has gotten better in recent years, but principle is solid - foiling will not work for good racing. Makes for great (spectacular) viewing for a few minutes (before boredom sets in).

 

Hogwash! Non-foiling cats get punished so severely for maneuvers they simply do everything possible to avoid them. The only reason that we saw much maneuvering in the finals is that the boats were getting REALLY good a minimizing slowdown during tacks/jybes with foiling and "roll-tacks", made possible by the foils.

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The AC72's will be around for another go, news from the RC44 week in Portugal.

 

It's hard to reconcile an early decision to that effect with what was said at the Oatleys' press conference.

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The action would have been much better in non-foiling 60-65' cats. They need to 1D the foil package and allow the team build the controls and rig. Serioulsy the whole foiling thing doesn't work for match racing. One team will end up with the faster package. Come on, seeing Oracle have a 4 kt advantage to weather, just stupid racing. The same thing will happen with any foiling design boat. Look at moth races. The winner is usually 1/2 a leg infront of the other guys - and they are racing what are in effect 1D boats. OK yes, the action has gotten better in recent years, but principle is solid - foiling will not work for good racing. Makes for great (spectacular) viewing for a few minutes (before boredom sets in).

 

Hogwash! Non-foiling cats get punished so severely for maneuvers they simply do everything possible to avoid them. The only reason that we saw much maneuvering in the finals is that the boats were getting REALLY good a minimizing slowdown during tacks/jybes with foiling and "roll-tacks", made possible by the foils.

It was actually quite surprising how much worse the 45's tacked compared to the 72's. Speed without maneuvrability is just useless for the excitement of the race

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Wasn't the biggest cost the team? And sheer logistics? Needing 40 people just to launch each day was ridiculous. Even oracle couldn't launch 2 boats every day easily.

The actual boat hardware cost in the region of 10m?

Needing rescue divers, multiple chase boats etc cost a lot too.

The wing sails were way too big and overpowered, was to be 2 rigs but got too hard, and stuck with the big size.

Soft sails are harder on the boat with bigger strain and loads due to rig tension required. And each modern racing sail has a pretty shit lifespan. Hence Dogzillas wing, Soft sails were almost physically impossible on monster cats. So dammed if you do and damned if you don't. Only solution is smaller boats.

Does it matter if the boats do 41 knots or 35?

2 wrecked boats and 1 death is a high price to pay for a bit of spectator excitement.

I don't really care, racing a giant foiling optimist would still be fun to watch with everyone going hard at it. Please let there be more than 2 decent teams next time round.

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My comments were predicated on two things. - This thread assumed that we will stick with 72 foot cats. If we take that as a given, arguing they need smaller boats is a waste of time. We have already argued about that. It isn't our decision, and if the gossip is that we are staying with 72's, why go there?

 

Secondly, this is the AC. Same issue. It is very unlikely that either defender or challenger will agree on any one design components. If we stay within the bounds of what is likely, or reasonably possible, we can have a useful discussion. There will someone coming along soon demanding monohulls - despite this being clearly not an option on the table.

 

The idea about a set of "reference" components that can be purchased is something that can be done outside of the actual protocol. Since the DoG requires "construction" in the country of origin, and the last rule defined this as having hulls built in the country of origin as meeting that definition, it is reasonable to stick with that. As we now see, actual hull design has suddenly become one of the less important aspects of the design anyway. But having some of the other critical parts available (only if you want to use them, and you can modify them if you want) to any team, would make things much more accessible for newer teams. So, beams, wing components, foils, rudders. Given winches, and hydraulics are already off the shelf items, you get a parts bin approach to a new boat become possible.

 

It becomes a lot more like any other development class - you can do whatever you like, but anything you don't have the resources, or interest in building, you can buy. There was a time when F1 racing was like that. All teams built their own chassis. They nearly all bought in engines (except for Ferrari) and gearboxes. Things were more affordable back then, and a smaller team with a good driver could stick it to a bigger team.

 

Kill off the soft sails and the loads drop and costs drop further, plus you can drop 2 or 3 crew. Yet the final result is likely every bit as exciting as AC33, and conducive to a much more competitive LVC. It may be that the winner of the LVC is a big money team, and they go at it with OTUSA, but that is no different to AC's of the past. Many teams may be able to come aboard with a feasible multi-cup campaign this way.

+1

 

Makes good sense to me. Reading some of Coutts' comments it seems he's thinking along similar lines.

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I think you keep the 72' long hull but narrow the beam by 3 meters.

Then you reduce the wing area, maybe 30%.

This keeps the boats "flying a hull" at low wind speeds, along with jibs and gennakers as necessary.

It reduces the loads, and makes the boats less likely pitch pole. Both of which are good for safety and cost control.

I think you need to allow "active" foil control to allow open development of these systems.

Also the ISAF Rule 52 needs to be seriously rethought in his regard.

Devices which interact with wind and wave and convert that energy into direct movement of other parts of the vessel should always be permitted.

( ie wands, gybing daggerboards, rotating masts, camber induced sails etc.)

SHC

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I think you need to allow "active" foil control to allow open development of these systems.

 

It seems to me that an active foil control system would improve safety and level the playing field for better match racing.

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Just for the record

 

Trying to be reasonable and realistic (assuming that has any relevance in AC34):- the Cup boat is still called AC72, so there's no need to amend the Prot yet again- LOA therefore stays at 22m , but width is reduced from 14m to 12m - the wing is of course the previous 'small' one, 30m high - perhaps less blunt planform- proportionately long hulls slice through chop and provide a good safety margin against pitchpolingWe've already discussed cost, logistical and risk advantages. But this way, practically all design work performed to date can be reused: doesn't it sound reasonable?Your choice either way - but please, please do not repeat the Prot fiasco where your guys dithered for months before yielding to the inevitable. Pissing potential serious teams off and losing the CoR in the process.

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Well if they stick with 72s they are going to have to find some way of slowing them down to avoid cavitation problems They could remove the reaching legs and run windward/leewards. They could reduce the beam. They could go to soft sails.

 

What they can't do is have an improved version of the current boats with better foil controls and faster speeds. The current boats are reportedly having to repair cavitation damage on their foils after every days sailing. Plus there is the danger of wipeouts at high speed.

 

So the rumour doesn't make a lot of sense. Let's wait and see what the negotiations about the next boat decide.

Spithill has said two things about cavitation: that its currently acting as a velocity governor - but not a danger. But more importantly - they expect to conquer the existing cavitation limits.

 

He has often spoke of 55 knots.

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I think you keep the 72' long hull but narrow the beam by 3 meters.

Then you reduce the wing area, maybe 30%.

This keeps the boats "flying a hull" at low wind speeds, along with jibs and gennakers as necessary.

It reduces the loads, and makes the boats less likely pitch pole. Both of which are good for safety and cost control.

I think you need to allow "active" foil control to allow open development of these systems.

Also the ISAF Rule 52 needs to be seriously rethought in his regard.

Devices which interact with wind and wave and convert that energy into direct movement of other parts of the vessel should always be permitted.

( ie wands, gybing daggerboards, rotating masts, camber induced sails etc.)

SHC

 

 

Steve, with your background, what are your thoughts on whether headsails should be retained when balancing performance and the effort to bring costs down? Few would be better suited to giving their opinion on that then you.

 

Thanks

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Spithill has said two things about cavitation: that its currently acting as a velocity governor - but not a danger. But more importantly - they expect to conquer the existing cavitation limits.

 

He has often spoke of 55 knots.

 

Yup. As has been pointed out here, cavitation is not a hard limit, or something that is not understood. What is an issue is building a foil that is happy in both cavitating and non-cavitating modes and remains fast. That might be an area for a breakthrough.

 

The damage that cavitation can create is quite something when you consider that it is just water doing the work. But it also isn't something that can't be handled.

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The damage that cavitation can create is quite something when you consider that it is just water doing the work. But it also isn't something that can't be handled.

 

Imploding air bubbles do the damage and cavitation can be quite useful if controlled.

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cavitation problems

were coming from not being able to adjust the rudder T foil AOA if I'm not mistaken.

They could probably set the OR boat up for 55 knots and hit it,

maybe they have, but that likely wouldn't be good for a W-L race,

especially if the wind backed off a few knots and the rudders/rearfoils couldn't be adjusted.

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The damage that cavitation can create is quite something when you consider that it is just water doing the work. But it also isn't something that can't be handled.

 

Imploding air bubbles do the damage and cavitation can be quite useful if controlled.

 

Not so much air bubbles, as bubbles of near vacuum. In the end it is the water that imparts the force as the bubble collapses. You get a slam in a very small focussed area.

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Well if they stick with 72s they are going to have to find some way of slowing them down to avoid cavitation problems They could remove the reaching legs and run windward/leewards. They could reduce the beam. They could go to soft sails.

 

What they can't do is have an improved version of the current boats with better foil controls and faster speeds. The current boats are reportedly having to repair cavitation damage on their foils after every days sailing. Plus there is the danger of wipeouts at high speed.

 

So the rumour doesn't make a lot of sense. Let's wait and see what the negotiations about the next boat decide.

Spithill has said two things about cavitation: that its currently acting as a velocity governor - but not a danger. But more importantly - they expect to conquer the existing cavitation limits.

 

He has often spoke of 55 knots.

 

 

That would be more convincing if it came from the design team instead of the sailing team. There's no evidence that progress has been made as far as dealing with cavitation.

 

More generally, the real breakthrough in technology from AC34 is the design of the foils from ETNZ which allows the boat to fly with 3 foils in the water and hence retain most of its righting moment. There's no evidence of anything substantial besides this. The rest of the boats seem to be technology that has been around for a long time.

 

So expecting the AC teams to solve long standing problems in hydrodynamics is probably too optimistic. There's no evidence that it's likely to happen.

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Well if they stick with 72s they are going to have to find some way of slowing them down to avoid cavitation problems They could remove the reaching legs and run windward/leewards. They could reduce the beam. They could go to soft sails.

 

What they can't do is have an improved version of the current boats with better foil controls and faster speeds. The current boats are reportedly having to repair cavitation damage on their foils after every days sailing. Plus there is the danger of wipeouts at high speed.

 

So the rumour doesn't make a lot of sense. Let's wait and see what the negotiations about the next boat decide.

Spithill has said two things about cavitation: that its currently acting as a velocity governor - but not a danger. But more importantly - they expect to conquer the existing cavitation limits.

 

He has often spoke of 55 knots.

 

 

That would be more convincing if it came from the design team instead of the sailing team. There's no evidence that progress has been made as far as dealing with cavitation.

 

More generally, the real breakthrough in technology from AC34 is the design of the foils from ETNZ which allows the boat to fly with 3 foils in the water and hence retain most of its righting moment. There's no evidence of anything substantial besides this. The rest of the boats seem to be technology that has been around for a long time.

 

So expecting the AC teams to solve long standing problems in hydrodynamics is probably too optimistic. There's no evidence that it's likely to happen.

 

I would be willing to bet that the next three years of AC development will involve the single the biggest civilian investment of money and computing power to solve the cavitation issue ever.

 

Of course, propeller development involves little foils going far faster than 55knts, and certainly deal with cavitation. Further, the military has certainly dealt with it.

 

I do not see cavitation representing a hard limit to speed at levels people are currently discussing. My guess is Jimmy is much more likely right than those claiming cavitation will keep the boats from safely foiling at over 50knts.

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If designing a boat for AC35, it needs to be done inconjunction with the racecourse design. AC72 foiler at 55 knots will complete the current course in 25 to 30 minutes. Even our club sprint races are longer then that.

 

So what should the course look like for the AC72?

 

Personally dont like the reach at the start and finish.

 

If the course location (inside the harbour) is the same (to give that "arena" feel) then one might as well run foiling 45 or 55 foot cats.

 

If you want to retain the bigger AC72's and have 55 knot speeds, then a bigger course (set true to the wind) is required. Probably in an offshore location to get the course length in with either a sea or land breeze.

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I think it may be cheaper to say with 72's since so much design work has been done by multiple syndicates on this platform already, and a "generic' version is also available. Going to a new platform means higher development costs for everyone. How much cheaper would it be for TNZ for instance to stay with the same class vs a clean slate?

 

Costs do have to come down, so that's where it will get interesting. I'm guessing wing costs/complexity are being looked at closely.

 

The fact that several challenging syndicates already own 72's may keep costs down for those syndicates if they keep the boat... but those syndicates have no role in the selection of the boat for AC 35.

 

What does HIYC want? What would be to their advantage?

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The races were already shorter than 25 minutes... I think that is great. Perhaps if the boats get faster, they can have more races... It's great for the spectators to be able to see the whole race. I guess more legs would be OK, but then perhaps it gets boring. I think the current course is just great for the spectators. I am interested to see if they can both reduce costs and increase speeds!

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The obvious answer is to do an additional loop. The downside is that the longer any individual race goes for, the greater the risk that one boat gains a dominant lead and it all gets very dull. If they could get the turnaround time for a race down it would be great, so that we could reasonably get three races into a session.

 

I don't have any real problem with the course layout - whilst the last leg is more of a victory sprint, moving the finishing line back to cut the leg out makes no difference to the race result and removes the spectacle of the inshore finish for the physical spectators. It costs nothing to keep the leg, and makes the race more spectator friendly.

 

The start clearly needs some work. It didn't take long for the skippers to work out how to take advantage of the port entry timing. It may that longer than 2 minutes pre-start would help even things out, or some other tweak. The reach to the top mark makes for good TV as it is obvious how critical winning the start is, and we have seen more tactical battles fought around that mark than anywhere else. Having the boats right on top of one another so soon after the start helps here.

 

To add, one option might be to start at the finishing end, and have two complete loops. This has the advantage of evening out the uphill and downhill legs, and maybe making for more opportunity for duelling. If the boats are going to be as fast as we think, the races would stay at about the same time overall.

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If designing a boat for AC35, it needs to be done inconjunction with the racecourse design. AC72 foiler at 55 knots will complete the current course in 25 to 30 minutes. Even our club sprint races are longer then that.

 

So what should the course look like for the AC72?

 

Personally dont like the reach at the start and finish.

 

If the course location (inside the harbour) is the same (to give that "arena" feel) then one might as well run foiling 45 or 55 foot cats.

 

If you want to retain the bigger AC72's and have 55 knot speeds, then a bigger course (set true to the wind) is required. Probably in an offshore location to get the course length in with either a sea or land breeze.

OR won the Cup.

 

The vision of LE and RC (& 90% of the spectators) is that in-shore racing is awesome. That is not going to change, nor does it need to if the boats go 5-10knts faster. The reach starts & finish are here to stay, too. All they would need to make the race a little longer is to move the start down toward the leeward mark & round upwind rather than downwinderd, so ther are 2 upwind legs & two downwind legs ( & the two reach legs).

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Well if they stick with 72s they are going to have to find some way of slowing them down to avoid cavitation problems They could remove the reaching legs and run windward/leewards. They could reduce the beam. They could go to soft sails.

 

What they can't do is have an improved version of the current boats with better foil controls and faster speeds. The current boats are reportedly having to repair cavitation damage on their foils after every days sailing. Plus there is the danger of wipeouts at high speed.

 

So the rumour doesn't make a lot of sense. Let's wait and see what the negotiations about the next boat decide.

Spithill has said two things about cavitation: that its currently acting as a velocity governor - but not a danger. But more importantly - they expect to conquer the existing cavitation limits.

 

He has often spoke of 55 knots.

 

That would be more convincing if it came from the design team instead of the sailing team. There's no evidence that progress has been made as far as dealing with cavitation.

 

More generally, the real breakthrough in technology from AC34 is the design of the foils from ETNZ which allows the boat to fly with 3 foils in the water and hence retain most of its righting moment. There's no evidence of anything substantial besides this. The rest of the boats seem to be technology that has been around for a long time.

 

So expecting the AC teams to solve long standing problems in hydrodynamics is probably too optimistic. There's no evidence that it's likely to happen.

Nothing new, the myth of a "cavitation wall" was discussed a few months ago on boatdesign (I relayed it in some thread here), meaningful post by Tom Speer as usual, likely trend adoption of supercritical sections and swept-back foils.

 

Agree with fireball's conclusion - and certainly it would clash with an attempt (if any?) at reducing cost

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2017...4 YEARS..WTF?

 

Lets hope 3 years...and if the keep the AC45's circuit that they set this as a development class with box rule

The issue of the Olympics in 2016 comes into play with the race date

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....from my post on the "thoughts by Russell Coutts" thread ...

 

 

From what I gather so far because of the conflict with the 2016 Olympics, it seems the next "summer of sailing" could be in 2017.

 

However, regarding the potential scheduling for AC35 (if held in the continental US I assume) and as an avid eclipse chaser myself ... I wrote this email to contact@americascup.com a couple of days ago;

To whom it may concern

 

Just a note if you don't already know;

There is a total solar eclipse occurring across the entire continental United States on August 21, 2017

(in case of a similar San Francisco based AC35 challenger series and AC35 event being contemplated for another "Summer of Sailing" in 2017)

 

Just so you know, Mother Nature has some plans of her own

If interested, check out this great new website for info (and of course Be There yourself!)

http://www.eclipse20...se2017_main.htm

There will be a huge interest in the eclipse which requires traveling to the "path of totality" ...

 

which unfortunately is quite distant from a potential challenger series (or defender series) on San Francisco Bay, San Diego or Newport, RI

I'd suggest (and a rather selfish suggestion on my part I admit) ... nevertheless, I'd suggest scheduling a "break" for all AC related sailing events from about August 19th to August 23rd if held in summer of 2017 (because I'll be on the eclipse path for a few days of travel ... perhaps to Idaho and then back to the "Summer of Sailing" in SF, SD or RI?)

 

Just a suggestion though ... please proceed with your regularly scheduled broadcast of AC35 ... but hopefully ending on or before Labor Day 2017

 

(On second thought, it might be cool to hold AC35 entirely in the "path of totality" off the Oregon Coast, Glendo reservoir in Wyoming, Kansas City, Nashville or off the coast of the Carolinas ... just kidding)

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....from my post on the "thoughts by Russell Coutts" thread ...

 

 

From what I gather so far because of the conflict with the 2016 Olympics, it seems the next "summer of sailing" could be in 2017.

 

However, regarding the potential scheduling for AC35 (if held in the continental US I assume) and as an avid eclipse chaser myself ... I wrote this email to contact@americascup.com a couple of days ago;

To whom it may concern

 

Just a note if you don't already know;

 

There is a total solar eclipse occurring across the entire continental United States on August 21, 2017

 

(in case of a similar San Francisco based AC35 challenger series and AC35 event being contemplated for another "Summer of Sailing" in 2017)

 

Just so you know, Mother Nature has some plans of her own

 

If interested, check out this great new website for info (and of course Be There yourself!)

 

http://www.eclipse20...se2017_main.htm

 

There will be a huge interest in the eclipse which requires traveling to the "path of totality" ...

 

which unfortunately is quite distant from a potential challenger series (or defender series) on San Francisco Bay, San Diego or Newport, RI

 

I'd suggest (and a rather selfish suggestion on my part I admit) ... nevertheless, I'd suggest scheduling a "break" for all AC related sailing events from about August 19th to August 23rd if held in summer of 2017 (because I'll be on the eclipse path for a few days of travel ... perhaps to Idaho and then back to the "Summer of Sailing" in SF, SD or RI?)

 

Just a suggestion though ... please proceed with your regularly scheduled broadcast of AC35 ... but hopefully ending on or before Labor Day 2017

 

(On second thought, it might be cool to hold AC35 entirely in the "path of totality" off the Oregon Coast, Glendo reservoir in Wyoming, Kansas City, Nashville or off the coast of the Carolinas ... just kidding)

 

Just a guess, but I do not think the organizers will be interested in accommodating the 0.00001% of the population that are eclipse chasers. There are likely others that have similar ratios of the population that have other interests that would conflict with the AC, as well, and it might not be possible for the organizers to avoid all scheduling conflicts. But hey, maybe I'm wrong, and RC will accommodate . . . . . hey, my son will be "graduating" 8th grade and I can ask for them to hold off racing on June 18, 2017 so I can make his graduation without missing any action on The Bay. You think???

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Eclipse would be really cool. Only done two myself, and they were local (if you count within 1000 miles as local).

 

My standard advice about a solar eclipse. If you ever have the chance to see one, drop everything and do so. There are very few times in your life when you will experience something totally wild and outside any normal experience. A total solar eclipse is one of these times. Nothing can prepare you for the reality of what it is like to actually be there. Most people may get to see one in their life. And they will always remember it.

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I'm thrilled these boats will continue.

 

My question... could a hybrid wing be possible to avoid the need to step the thing every day.

 

I'm not a wing guy, but it seems to me that instead of heat shrink film, there is the possibility of sheathing the thing with a membrane on tracks.

 

Not as efficient, not as light, not as elegant, but it might make the thing sufficiently transparent to the wind that it could be left on a mooring or more likely, on the hard with guy wires to the top. Yes, the skeleton would have more windage than a bare mast, but perhaps little enough to be left stepped. This would avoid all the people required for the stepping process. If this is in the rule, then everyone is handicapped, and benefitted the same.

 

Just a thought for those that want our cake and eat it too: Wings with some cost reduction... since I believe those that say the wing cost is not in the capital... where it is conceivably even cheaper than fast wearing 3DL, but rather in avoiding the handling crew that is needed only for an hour every day the boat sails, but has to sit around for the rest of the day anyway... and get paid.

 

thoughts?

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GG

 

I hope you are right ... but I beg to differ. There will be absolutely massive media coverage of the 2017 total solar eclipse. It's kinda roughly similar to the situation we faced just "3 short years" ago when promoting and publicizing the AC34 from a soapbox to the ignorant non-sailors of the world. This eclipse will be available to watch in no less 5 state capitals! (an almost impossible likelihood in and of itself) One of the main reasons that total solar eclipses get publicized so much is so that every single person down to 3 year-olds are able to avail themselves of the always freely available "eclipse filter" sunglasses and don't blind themselves. Every single mom (and especially ignorant folks who don't watch TV or read the newspaper, etc) in our country will likely be worried that their child will have severe eye damage because of not being warned or not getting the message clearly enough (do not look at the sun ... which is akin to telling a child not to watch that car accident over there)

 

Besides being a truly "once-in-a-lifetime" experience, a total solar eclipse of this magnitude will be part of the Facebook and young generation "catch it on your newest smartphone app during the live event experience" that we have also just begun to see for AC34. I'm also sure many technology companies will have special solar video/digital camera filters, telescopes, pinhole camera viewers, tablet apps, eclipse sponsoring parties, media events, etc. all across the country. (Hence my last joke about moving the AC35 venue to a watery eclipse totality path location like Oregons Columbia River Gorge to take advantage of the huge crowds of spectators likely to be watching on August 21, 2017.)

 

You are right saying that is crazy. I'm sure GGYC and HIYC are only considering SF Bay with San Diego as an alternative site but possibly Newport. I'm just saying the eclipse will undoubtedly draw many hundreds of thousands of summer travelers to the path of totality for that one single two-minute experience of blackness at midday. There could even be a million or so eclipse chasers if the weather cooperates ... (and no wind limits!) Again, just sayin'

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I'm thrilled these boats will continue.

 

My question... could a hybrid wing be possible to avoid the need to step the thing every day.

 

I'm not a wing guy, but it seems to me that instead of heat shrink film, there is the possibility of sheathing the thing with a membrane on tracks.

 

Not as efficient, not as light, not as elegant, but it might make the thing sufficiently transparent to the wind that it could be left on a mooring or more likely, on the hard with guy wires to the top. Yes, the skeleton would have more windage than a bare mast, but perhaps little enough to be left stepped. This would avoid all the people required for the stepping process. If this is in the rule, then everyone is handicapped, and benefitted the same.

 

Just a thought for those that want our cake and eat it too: Wings with some cost reduction... since I believe those that say the wing cost is not in the capital... where it is conceivably even cheaper than fast wearing 3DL, but rather in avoiding the handling crew that is needed only for an hour every day the boat sails, but has to sit around for the rest of the day anyway... and get paid.

 

thoughts?

I got the sense that the teams were all that unduly bothered by stepping and unstepping the wing once they got their procdures figured out. I can't recall any incidents after TNZ's wild day with their new wing early on in Auckland.

 

One way or the other, the teams are going to want to pull their boats from the water each day to work on them and that's going to mean pulling the rig unless they go back to straight soft sails, which isn't going to happen.

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I'm thrilled these boats will continue.

 

My question... could a hybrid wing be possible to avoid the need to step the thing every day.

 

I'm not a wing guy, but it seems to me that instead of heat shrink film, there is the possibility of sheathing the thing with a membrane on tracks.

 

Not as efficient, not as light, not as elegant, but it might make the thing sufficiently transparent to the wind that it could be left on a mooring or more likely, on the hard with guy wires to the top. Yes, the skeleton would have more windage than a bare mast, but perhaps little enough to be left stepped. This would avoid all the people required for the stepping process. If this is in the rule, then everyone is handicapped, and benefitted the same.

 

Just a thought for those that want our cake and eat it too: Wings with some cost reduction... since I believe those that say the wing cost is not in the capital... where it is conceivably even cheaper than fast wearing 3DL, but rather in avoiding the handling crew that is needed only for an hour every day the boat sails, but has to sit around for the rest of the day anyway... and get paid.

 

thoughts?

 

I can't help but wonder just how much the wing really adds to the shore crew costs. First of all, how much would these teams be leaving their boats in the water if it were not for the wing, anyway? My guess is very little, as they are always making some kind of adjustments. Second, how much of that crew there to help drop the wing would not be there if it were not for the wing? Again, it seems as though many of them would be there no matter. Finally, I'm not convinced it takes any where near the number of people being claimed by Dalton to drop the wing. All the videos I saw where they were bringing the boat in . . . there never looked like there was anything like 30-40 people dedicated to the boat/wing. More like a total of about 15-20 people, and that could and did include the sailing crew on most occasions. At any rate, you have to have, say, 10-20 people help out for a couple hours on launch days. I don't know that this should be discussed as such a massive cost hurdle to clear. The big costs are related to the full-time employees, and maybe the crane itself is more expensive than they would otherwise need. How much?

 

Not saying the wing isn't a pain and costly to deal with relative to boat logistics / shore crew. Just that I'm not sure it is the deal breaker that some want to claim.

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I'm thrilled these boats will continue.

 

My question... could a hybrid wing be possible to avoid the need to step the thing every day.

 

I'm not a wing guy, but it seems to me that instead of heat shrink film, there is the possibility of sheathing the thing with a membrane on tracks.

 

Not as efficient, not as light, not as elegant, but it might make the thing sufficiently transparent to the wind that it could be left on a mooring or more likely, on the hard with guy wires to the top. Yes, the skeleton would have more windage than a bare mast, but perhaps little enough to be left stepped. This would avoid all the people required for the stepping process. If this is in the rule, then everyone is handicapped, and benefitted the same.

 

Just a thought for those that want our cake and eat it too: Wings with some cost reduction... since I believe those that say the wing cost is not in the capital... where it is conceivably even cheaper than fast wearing 3DL, but rather in avoiding the handling crew that is needed only for an hour every day the boat sails, but has to sit around for the rest of the day anyway... and get paid.

 

thoughts?

I got the sense that the teams were all that unduly bothered by stepping and unstepping the wing once they got their procdures figured out. I can't recall any incidents after TNZ's wild day with their new wing early on in Auckland.

 

One way or the other, the teams are going to want to pull their boats from the water each day to work on them and that's going to mean pulling the rig unless they go back to straight soft sails, which isn't going to happen.

I agree that they got good at it, but many said it took 35 folk to do it so that is a lot of people.

 

I also agree that they would likely still pull the boats every day. In Auckland, it seems they did that with the ACC5s in the LVS races. But they left the mast stepped, and worked on the boat on the hard. Granted, it isn't as simple as a mooring, but probably much cheaper than 35 guys on standby.

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GG

 

I hope you are right ... but I beg to differ. There will be absolutely massive media coverage of the 2017 total solar eclipse. It's kinda roughly similar to the situation we faced just "3 short years" ago when promoting and publicizing the AC34 from a soapbox to the ignorant non-sailors of the world. This eclipse will be available to watch in no less 5 state capitals! (an almost impossible likelihood in and of itself) One of the main reasons that total solar eclipses get publicized so much is so that every single person down to 3 year-olds are able to avail themselves of the always freely available "eclipse filter" sunglasses and don't blind themselves. Every single mom (and especially ignorant folks who don't watch TV or read the newspaper, etc) in our country will likely be worried that their child will have severe eye damage because of not being warned or not getting the message clearly enough (do not look at the sun ... which is akin to telling a child not to watch that car accident over there)

 

Besides being a truly "once-in-a-lifetime" experience, a total solar eclipse of this magnitude will be part of the Facebook and young generation "catch it on your newest smartphone app during the live event experience" that we have also just begun to see for AC34. I'm also sure many technology companies will have special solar video/digital camera filters, telescopes, pinhole camera viewers, tablet apps, eclipse sponsoring parties, media events, etc. all across the country. (Hence my last joke about moving the AC35 venue to a watery eclipse totality path location like Oregons Columbia River Gorge to take advantage of the huge crowds of spectators likely to be watching on August 21, 2017.)

 

You are right saying that is crazy. I'm sure GGYC and HIYC are only considering SF Bay with San Diego as an alternative site but possibly Newport. I'm just saying the eclipse will undoubtedly draw many hundreds of thousands of summer travelers to the path of totality for that one single two-minute experience of blackness at midday. There could even be a million or so eclipse chasers if the weather cooperates ... (and no wind limits!) Again, just sayin'

 

While you are on the subject, I'm in Central Oregon, so you are saying the Gorge is a good place to be for the eclipse? Sounds good.

 

By the way, Hood River would be a fun place for the AC. You think SFO is a good stable wind machine with a perfect course. . . nothing like the Gorge. Design the boats for 40knts (wind/current) limits and watch the drama . . . Is the Columbia big enough to qualify as an arm of the sea?

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I'm thrilled these boats will continue.

 

My question... could a hybrid wing be possible to avoid the need to step the thing every day.

 

I'm not a wing guy, but it seems to me that instead of heat shrink film, there is the possibility of sheathing the thing with a membrane on tracks.

 

Not as efficient, not as light, not as elegant, but it might make the thing sufficiently transparent to the wind that it could be left on a mooring or more likely, on the hard with guy wires to the top. Yes, the skeleton would have more windage than a bare mast, but perhaps little enough to be left stepped. This would avoid all the people required for the stepping process. If this is in the rule, then everyone is handicapped, and benefitted the same.

 

Just a thought for those that want our cake and eat it too: Wings with some cost reduction... since I believe those that say the wing cost is not in the capital... where it is conceivably even cheaper than fast wearing 3DL, but rather in avoiding the handling crew that is needed only for an hour every day the boat sails, but has to sit around for the rest of the day anyway... and get paid.

 

thoughts?

I got the sense that the teams were all that unduly bothered by stepping and unstepping the wing once they got their procdures figured out. I can't recall any incidents after TNZ's wild day with their new wing early on in Auckland.

 

One way or the other, the teams are going to want to pull their boats from the water each day to work on them and that's going to mean pulling the rig unless they go back to straight soft sails, which isn't going to happen.

 

 

I agree that they got good at it, but many said it took 35 folk to do it so that is a lot of people.

 

I also agree that they would likely still pull the boats every day. In Auckland, it seems they did that with the ACC5s in the LVS races. But they left the mast stepped, and worked on the boat on the hard. Granted, it isn't as simple as a mooring, but probably much cheaper than 35 guys on standby.

 

 

They absolutely did it with the ACC boats. All of the team bases in Valencia were specifically set-up for it with some having multiple travelelifts.

 

It's really only an added cost if you don't already have those guys there. Between the sailing team, boat builders and scads of other support staff, there are almost certainly already the people onsite to launch the boat. In the same way that an F1 pit crew isn't an incremental cost, aside from the crane operator, I'd have to see some hard data before I bought into the idea that launching and retrieving the boats actually required the teams to bring on more people.

 

Edit: After writing this I see GG pretty well covered all of the same points.

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I'm thrilled these boats will continue.

 

My question... could a hybrid wing be possible to avoid the need to step the thing every day.

 

I'm not a wing guy, but it seems to me that instead of heat shrink film, there is the possibility of sheathing the thing with a membrane on tracks.

 

Not as efficient, not as light, not as elegant, but it might make the thing sufficiently transparent to the wind that it could be left on a mooring or more likely, on the hard with guy wires to the top. Yes, the skeleton would have more windage than a bare mast, but perhaps little enough to be left stepped. This would avoid all the people required for the stepping process. If this is in the rule, then everyone is handicapped, and benefitted the same.

 

Just a thought for those that want our cake and eat it too: Wings with some cost reduction... since I believe those that say the wing cost is not in the capital... where it is conceivably even cheaper than fast wearing 3DL, but rather in avoiding the handling crew that is needed only for an hour every day the boat sails, but has to sit around for the rest of the day anyway... and get paid.

 

thoughts?

I got the sense that the teams were all that unduly bothered by stepping and unstepping the wing once they got their procdures figured out. I can't recall any incidents after TNZ's wild day with their new wing early on in Auckland.

 

One way or the other, the teams are going to want to pull their boats from the water each day to work on them and that's going to mean pulling the rig unless they go back to straight soft sails, which isn't going to happen.

I agree that they got good at it, but many said it took 35 folk to do it so that is a lot of people.

 

I also agree that they would likely still pull the boats every day. In Auckland, it seems they did that with the ACC5s in the LVS races. But they left the mast stepped, and worked on the boat on the hard. Granted, it isn't as simple as a mooring, but probably much cheaper than 35 guys on standby.

 

Like I said above, I would take the claims of 30-40 shore crew dedicated to wing/launch with a HUGE grain of salt. Kinda like a fisherman talking about how big the fish was he just caught. Claims are probably closer to double the actual size. See if you can go back to videos of launches and count the number of people. I typically get to around 15-20 when I did that.

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These are interesting points. IF they stay in multihulls (seems likely) I'd be willing to bet that they'd be pulling the mast everytime they haul as well, so when you get down to it, how many more people are required to handle a wing than would be necessary to do the "base" tasks of haul boat, remove mast, store both indoors?

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These are interesting points. IF they stay in multihulls (seems likely) I'd be willing to bet that they'd be pulling the mast everytime they haul as well, so when you get down to it, how many more people are required to handle a wing than would be necessary to do the "base" tasks of haul boat, remove mast, store both indoors?

Certainly it requires a few extra bodies to man the various tag lines. The only issue cost wise is whether these are people you wouldn't be paying for otherwise, and that's something, given the size of these times, I find hard to believe.

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Kill off the soft sails and the loads drop and costs drop further, plus you can drop 2 or 3 crew. Yet the final result is likely every bit as exciting as AC33, and conducive to a much more competitive LVC. It may be that the winner of the LVC is a big money team, and they go at it with OTUSA, but that is no different to AC's of the past. Many teams may be able to come aboard with a feasible multi-cup campaign this way.

 

While I agree with most of what you say, I am pretty sure this bit isn't true. Changing the head sail was the cheapest way to change SA to suit conditions. Without this ability, these would be quite slow boats in light or medium air, or unable to sail in heavier winds. The original alternative was to have a removable top-wing, but that appears to be more expensive.

 

The cost of the wing is largely the cost of maintenance and handling of the wing. Getting rid of the jibs won't really change that.

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2017...4 YEARS..WTF?

 

Lets hope 3 years...and if the keep the AC45's circuit that they set this as a development class with box rule

 

Realistically, the AC has to happen in an odd numbered year (if held in the northern hemisphere). The reason is on the even numbered years, you either have a Summer Olympics or a Soccer World Cup, and the international TV sports coverage is basically spoken for.

 

2015 is too soon, given that new teams need time to come up to speed and there will most likely be some significant changes to the Design Rule. 2019 is just too far away to maintain any kind of momentum from the 34th Match, so I think 2017 has a pretty high probability.

 

As for replacing the AC45s with a box rule, I don't think it makes sense to have one development class for the ACWS and a different development class for the AC. The original concept was for the AC72s to be used for the ACWS after the first year. That didn't pan out because the teams wanted to more time to develop their AC72s and the AC45 was a lot cheaper to campaign. I think the one-design ACWS has proven to be a success, and it's been a good way for prospective teams to get some exposure and experience. As long as winged catamarans are used for the AC, the AC45 is relevant as a training platform.

 

Since foiling has become the big crowd-pleaser, and two teams have successfully developed foiling AC45s, I think it would be feasible to upgrade the whole AC45 fleet with a one-design foiling package. If you wanted to maintain a distinction between the RBYAC and the ACWS, you could have the Red Bull teams use straight boards and the AC teams use L boards. That way the youth sailors could concentrate on learning to sail with a wing, and the AC teams would have the added skill set of foiling. That would also provide a ready-made foil development platform for new teams and they'd be able to get double-duty from their AC45 investment.

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GG

 

I hope you are right ... but I beg to differ. There will be absolutely massive media coverage of the 2017 total solar eclipse. It's kinda roughly similar to the situation we faced just "3 short years" ago when promoting and publicizing the AC34 from a soapbox to the ignorant non-sailors of the world. This eclipse will be available to watch in no less 5 state capitals! (an almost impossible likelihood in and of itself) One of the main reasons that total solar eclipses get publicized so much is so that every single person down to 3 year-olds are able to avail themselves of the always freely available "eclipse filter" sunglasses and don't blind themselves. Every single mom (and especially ignorant folks who don't watch TV or read the newspaper, etc) in our country will likely be worried that their child will have severe eye damage because of not being warned or not getting the message clearly enough (do not look at the sun ... which is akin to telling a child not to watch that car accident over there)

 

Besides being a truly "once-in-a-lifetime" experience, a total solar eclipse of this magnitude will be part of the Facebook and young generation "catch it on your newest smartphone app during the live event experience" that we have also just begun to see for AC34. I'm also sure many technology companies will have special solar video/digital camera filters, telescopes, pinhole camera viewers, tablet apps, eclipse sponsoring parties, media events, etc. all across the country. (Hence my last joke about moving the AC35 venue to a watery eclipse totality path location like Oregons Columbia River Gorge to take advantage of the huge crowds of spectators likely to be watching on August 21, 2017.)

 

You are right saying that is crazy. I'm sure GGYC and HIYC are only considering SF Bay with San Diego as an alternative site but possibly Newport. I'm just saying the eclipse will undoubtedly draw many hundreds of thousands of summer travelers to the path of totality for that one single two-minute experience of blackness at midday. There could even be a million or so eclipse chasers if the weather cooperates ... (and no wind limits!) Again, just sayin'

 

While you are on the subject, I'm in Central Oregon, so you are saying the Gorge is a good place to be for the eclipse? Sounds good.

 

By the way, Hood River would be a fun place for the AC. You think SFO is a good stable wind machine with a perfect course. . . nothing like the Gorge. Design the boats for 40knts (wind/current) limits and watch the drama . . . Is the Columbia big enough to qualify as an arm of the sea?

In any case, (especially if you've never experienced a full-on total solar eclipse) I'm saying you are lucky in central oregon. In fact, I was just searching the interactive Google Maps which they've created for this purpose and Unity Reservoir (southern end) is in the center of the path of totality.

 

Sorry to go OT. For all here (especially central US based) you owe it to yourself to travel for this opportunity. If you loved watching these AC72s (weather permitting) in person, I highly doubt you will be disappointed watching a total eclipse of the sun (weather permitting) in person. It is something to behold.

 

I have not received a response from the americascup website. IMHO, this eclipse is a far bigger event than most media have yet to realize. Is anyone here from GGYC that has contact with Tom Ehman who can make sure they are fully aware of the 2017 eclipse? I should think it would be important enough for them to at least research the possible scheduling issues with TV and youtube coverage for the afternoon of Monday August 21, 2017.

 

Enough said ... feel free to PM me if you wish

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GG

 

I hope you are right ... but I beg to differ. There will be absolutely massive media coverage of the 2017 total solar eclipse. It's kinda roughly similar to the situation we faced just "3 short years" ago when promoting and publicizing the AC34 from a soapbox to the ignorant non-sailors of the world. This eclipse will be available to watch in no less 5 state capitals! (an almost impossible likelihood in and of itself) One of the main reasons that total solar eclipses get publicized so much is so that every single person down to 3 year-olds are able to avail themselves of the always freely available "eclipse filter" sunglasses and don't blind themselves. Every single mom (and especially ignorant folks who don't watch TV or read the newspaper, etc) in our country will likely be worried that their child will have severe eye damage because of not being warned or not getting the message clearly enough (do not look at the sun ... which is akin to telling a child not to watch that car accident over there)

 

Besides being a truly "once-in-a-lifetime" experience, a total solar eclipse of this magnitude will be part of the Facebook and young generation "catch it on your newest smartphone app during the live event experience" that we have also just begun to see for AC34. I'm also sure many technology companies will have special solar video/digital camera filters, telescopes, pinhole camera viewers, tablet apps, eclipse sponsoring parties, media events, etc. all across the country. (Hence my last joke about moving the AC35 venue to a watery eclipse totality path location like Oregons Columbia River Gorge to take advantage of the huge crowds of spectators likely to be watching on August 21, 2017.)

 

You are right saying that is crazy. I'm sure GGYC and HIYC are only considering SF Bay with San Diego as an alternative site but possibly Newport. I'm just saying the eclipse will undoubtedly draw many hundreds of thousands of summer travelers to the path of totality for that one single two-minute experience of blackness at midday. There could even be a million or so eclipse chasers if the weather cooperates ... (and no wind limits!) Again, just sayin'

 

While you are on the subject, I'm in Central Oregon, so you are saying the Gorge is a good place to be for the eclipse? Sounds good.

 

By the way, Hood River would be a fun place for the AC. You think SFO is a good stable wind machine with a perfect course. . . nothing like the Gorge. Design the boats for 40knts (wind/current) limits and watch the drama . . . Is the Columbia big enough to qualify as an arm of the sea?

In any case, (especially if you've never experienced a full-on total solar eclipse) I'm saying you are lucky in central oregon. In fact, I was just searching the interactive Google Maps which they've created for this purpose and Unity Reservoir (southern end) is in the center of the path of totality.

 

Sorry to go OT. For all here (especially central US based) you owe it to yourself to travel for this opportunity. If you loved watching these AC72s (weather permitting) in person, I highly doubt you will be disappointed watching a total eclipse of the sun (weather permitting) in person. It is something to behold.

 

I have not received a response from the americascup website. IMHO, this eclipse is a far bigger event than most media have yet to realize. Is anyone here from GGYC that has contact with Tom Ehman who can make sure they are fully aware of the 2017 eclipse? I should think it would be important enough for them to at least research the possible scheduling issues with TV and youtube coverage for the afternoon of Monday August 21, 2017.

 

Enough said ... feel free to PM me if you wish

 

Cool, here in Bend, just 15 miles from the best path (Redmond is in it).

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So what should the course look like for the AC72?

 

Personally dont like the reach at the start and finish.

 

Why does everybody hate the reaching legs. Of course, the last leg was just a photo op for the spectators on the pier - oh, the horror!!!

 

Did anybody watch the starts of the last three races?

 

Race 17 - Spithill drove ETNZ into irons and almost out under the Golden Gate, then sped off to a 16 second lead at the first mark.

 

Race 18 - Barker got below OTUSA on the first reach and nearly luffed Spithill up onto the beach at Crissy Field.

 

Race 19 - The OTUSA splashdown was at least entertaining if not dramatic.

 

And don't forget that infamous Race 13 that was abandoned due to the time limit. OTUSA was getting it's a$$ handed to them because they sailed way too low on leg 2. BUT, that race started with Spithill luffing ETNZ well upwind of Mark 1. It looked like they were headed for the Presidio. Hell, it took ETNZ 3 minutes to clear Mark 1. Hmm, that start was critical when they thought ETNZ was less than 4 minutes from the finish line when the race was abandoned. That start and reaching leg saved the AC for OTUSA.

 

I don't know about you, but those reaches don't seem so bad after all.

 

Oh and for those that didn't like the foiling. Take a look at the Race 13 replay. 13-20 knots flying a hull with Code 0's, zzzzzz......

 

Bottom line, the LVC sucked because only one team could sail the boat. The AC sucked until OTUSA figured out how to race their boat.

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So what should the course look like for the AC72?

 

Personally dont like the reach at the start and finish.

 

Why does everybody hate the reaching legs. Of course, the last leg was just a photo op for the spectators on the pier - oh, the horror!!!

 

Did anybody watch the starts of the last three races?

 

Race 17 - Spithill drove ETNZ into irons and almost out under the Golden Gate, then sped off to a 16 second lead at the first mark.

 

Race 18 - Barker got below OTUSA on the first reach and nearly luffed Spithill up onto the beach at Crissy Field.

 

Race 19 - The OTUSA splashdown was at least entertaining if not dramatic.

 

And don't forget that infamous Race 13 that was abandoned due to the time limit. OTUSA was getting it's a$$ handed to them because they sailed way too low on leg 2. BUT, that race started with Spithill luffing ETNZ well upwind of Mark 1. It looked like they were headed for the Presidio. Hell, it took ETNZ 3 minutes to clear Mark 1. Hmm, that start was critical when they thought ETNZ was less than 4 minutes from the finish line when the race was abandoned. That start and reaching leg saved the AC for OTUSA.

 

I don't know about you, but those reaches don't seem so bad after all.

 

Oh and for those that didn't like the foiling. Take a look at the Race 13 replay. 13-20 knots flying a hull with Code 0's, zzzzzz......

 

Bottom line, the LVC sucked because only one team could sail the boat. The AC sucked until OTUSA figured out how to race their boat.

 

"Everyone" does not hate the reaching legs, I would say quite the contrary. But those that do not like them seem to spout off about it every chance they get.

 

I love them (well, the finish is not something I LOVE, but it is something that I totally understand for what it is, and I see it as taking NOTHING away).

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^

Thx. First mark by far the "clenchiest" of any rounding. And watching the finish with beer in hand and no binoculars required - okay, keep that too.

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Thx. First mark by far the "clenchiest" of any rounding. And watching the finish with beer in hand and no binoculars required - okay, keep that too.

 

I keep wondering how the dynamics would be if they had Leg 2 upwind. What would the mark rounding be like, and the difference in strategy be, if they went from the Leg 1 reach to a Leg 2 upwind. I like the idea of adding a 2nd upwind beat, as it really did give us the most action and tactics.

 

Someone else mentioned that having different marks for the last mark rounding leading to the reach would make that final reaching leg more interesting. I was wondering how that would work. I guess you would have to have two mark options, with one being further upwind, but further across the course from the finish. So, you would have one mark closer to the finish, but with the penultimate leg being longer and the final leg shorter and the mark further downwind, and the other option involving a shorter penultimate leg and longer final leg. You would then have to make the call which would be advantageous, and may result in more drama on that final leg. I don't know, may be just adding some gimmickry and luck.

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2017...4 YEARS..WTF?

 

Lets hope 3 years...and if the keep the AC45's circuit that they set this as a development class with box rule

Realistically, the AC has to happen in an odd numbered year (if held in the northern hemisphere). The reason is on the even numbered years, you either have a Summer Olympics or a Soccer World Cup, and the international TV sports coverage is basically spoken for.

 

2015 is too soon, given that new teams need time to come up to speed and there will most likely be some significant changes to the Design Rule. 2019 is just too far away to maintain any kind of momentum from the 34th Match, so I think 2017 has a pretty high probability.

 

As for replacing the AC45s with a box rule, I don't think it makes sense to have one development class for the ACWS and a different development class for the AC. The original concept was for the AC72s to be used for the ACWS after the first year. That didn't pan out because the teams wanted to more time to develop their AC72s and the AC45 was a lot cheaper to campaign. I think the one-design ACWS has proven to be a success, and it's been a good way for prospective teams to get some exposure and experience. As long as winged catamarans are used for the AC, the AC45 is relevant as a training platform.

 

Since foiling has become the big crowd-pleaser, and two teams have successfully developed foiling AC45s, I think it would be feasible to upgrade the whole AC45 fleet with a one-design foiling package. If you wanted to maintain a distinction between the RBYAC and the ACWS, you could have the Red Bull teams use straight boards and the AC teams use L boards. That way the youth sailors could concentrate on learning to sail with a wing, and the AC teams would have the added skill set of foiling. That would also provide a ready-made foil development platform for new teams and they'd be able to get double-duty from their AC45 investment.

All sounds reasonable, although a little permissable latitude for the L boards might add some fun.

 

Different topic but will ask you here anyway: Any ideas about:

 

- Why the OR designers chose to not build a wing with LET

 

- If the amount of wing rake in the later races, with the ribs no longer parallel to the airflow, was an unanticipated and suboptimal rig configuration?

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Realistically, the AC has to happen in an odd numbered year (if held in the northern hemisphere). The reason is on the even numbered years, you either have a Summer Olympics or a Soccer World Cup, and the international TV sports coverage is basically spoken for.

 

Hmm .. the 2016 Rio Olympics are scheduled Aug 5-21, so in fact there would be a conflict with the kind of AC34 dates in SF

 

Edit: assuming there'll be more than two challengers, that is ..

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Kill off the soft sails and the loads drop and costs drop further, plus you can drop 2 or 3 crew. Yet the final result is likely every bit as exciting as AC33, and conducive to a much more competitive LVC. It may be that the winner of the LVC is a big money team, and they go at it with OTUSA, but that is no different to AC's of the past. Many teams may be able to come aboard with a feasible multi-cup campaign this way.

 

While I agree with most of what you say, I am pretty sure this bit isn't true. Changing the head sail was the cheapest way to change SA to suit conditions. Without this ability, these would be quite slow boats in light or medium air, or unable to sail in heavier winds. The original alternative was to have a removable top-wing, but that appears to be more expensive.

 

The cost of the wing is largely the cost of maintenance and handling of the wing. Getting rid of the jibs won't really change that.

 

My thoughts were predicated in the desire to have foiling races - which suggests that the old idea of sailing in 3 knots is gone. We saw the AC72s in light air mode, and it was boring. Unless they have the power to foil they are slow anyway. (OK, we have a world where 20 knots is slow.) So, just bite the bullet, and put in place a minimum wind speed that will ensure a foiling race. (That bit was sort of implicit in my suggestion, but really should have been spelt out.)

 

One thing I disliked about the jibs was the times when the boats went out with different jib sizes, each taking a different punt on the weather developing. This almost guarantees poor racing, as one boat will have a clear advantage over the other - and the race may well be decided before the boats leave the dock.

 

The cost savings are in losing the suite of sails, and the massive replacement programme for them. Some people have suggested that a headsail is good for less than 100 tacks at peak performance. At say $50,000 each, this is going to add up over a campaign pretty quickly. If you lose all the soft sails the rig and platform loads will drop, and you will be able to lose both the trimmer and those grinders needed to power the trim. Whilst it isn't anything like the cost of the wing, a few million to a team struggling to make the series is going to be welcome. Especially as, if in the new format, the soft sails are much less important.

 

We might note that the C Class cats work fine without soft sails. However we did see some some brutal reductions in sail area involving an angle grinder in the ICCCC. So it isn't all easy.

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Kill off the soft sails and the loads drop and costs drop further, plus you can drop 2 or 3 crew. Yet the final result is likely every bit as exciting as AC33, and conducive to a much more competitive LVC. It may be that the winner of the LVC is a big money team, and they go at it with OTUSA, but that is no different to AC's of the past. Many teams may be able to come aboard with a feasible multi-cup campaign this way.

 

While I agree with most of what you say, I am pretty sure this bit isn't true. Changing the head sail was the cheapest way to change SA to suit conditions. Without this ability, these would be quite slow boats in light or medium air, or unable to sail in heavier winds. The original alternative was to have a removable top-wing, but that appears to be more expensive.

 

The cost of the wing is largely the cost of maintenance and handling of the wing. Getting rid of the jibs won't really change that.

 

My thoughts were predicated in the desire to have foiling races - which suggests that the old idea of sailing in 3 knots is gone. We saw the AC72s in light air mode, and it was boring. Unless they have the power to foil they are slow anyway. (OK, we have a world where 20 knots is slow.) So, just bite the bullet, and put in place a minimum wind speed that will ensure a foiling race. (That bit was sort of implicit in my suggestion, but really should have been spelt out.)

 

One thing I disliked about the jibs was the times when the boats went out with different jib sizes, each taking a different punt on the weather developing. This almost guarantees poor racing, as one boat will have a clear advantage over the other - and the race may well be decided before the boats leave the dock.

 

The cost savings are in losing the suite of sails, and the massive replacement programme for them. Some people have suggested that a headsail is good for less than 100 tacks at peak performance. At say $50,000 each, this is going to add up over a campaign pretty quickly. If you lose all the soft sails the rig and platform loads will drop, and you will be able to lose both the trimmer and those grinders needed to power the trim. Whilst it isn't anything like the cost of the wing, a few million to a team struggling to make the series is going to be welcome. Especially as, if in the new format, the soft sails are much less important.

 

We might note that the C Class cats work fine without soft sails. However we did some some brutal reductions in sail area involving an angle grinder in the ICCCC. So it isn't all easy.

 

A team that needs to sweat making it to the starting line based on whether or not they can afford jibs is a team that is going to get their ass kicked, and result in lousy racing when they do show up.

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A team that needs to sweat making it to the starting line based on whether or not they can afford jibs is a team that is going to get their ass kicked, and result in lousy racing when they do show up.

 

If the goal is to get more teams in, and to have a good LVC, even minor teams should be encouraged. Teams that have a multi-cup plan and need to get their feet wet, knowing they will be knocked out, but get a lot of experience (and make the home sponsors happy anyway) will be helped. A credible team should be able to be built for well under $50m. If you are spending a couple of million on headsails and the guys to drive them over the entire programme, this is something worth saving. Plus the drop in difficulty in tuning and managing the boat will help. The lower loads everywhere may provide a kick on effect as well.

 

My main dislike of the soft sails plus wing is that you have a hybrid system that has all the disadvantages of soft sails, which makes it hard to get all the advantages that a pure wing can bring. The jibs are little more than a leading edge slot, something that the C Class guys have already got working properly on a solid wing.

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Kill off the soft sails and the loads drop and costs drop further, plus you can drop 2 or 3 crew. Yet the final result is likely every bit as exciting as AC33, and conducive to a much more competitive LVC. It may be that the winner of the LVC is a big money team, and they go at it with OTUSA, but that is no different to AC's of the past. Many teams may be able to come aboard with a feasible multi-cup campaign this way.

 

While I agree with most of what you say, I am pretty sure this bit isn't true. Changing the head sail was the cheapest way to change SA to suit conditions. Without this ability, these would be quite slow boats in light or medium air, or unable to sail in heavier winds. The original alternative was to have a removable top-wing, but that appears to be more expensive.

 

The cost of the wing is largely the cost of maintenance and handling of the wing. Getting rid of the jibs won't really change that.

 

My thoughts were predicated in the desire to have foiling races - which suggests that the old idea of sailing in 3 knots is gone. We saw the AC72s in light air mode, and it was boring. Unless they have the power to foil they are slow anyway. (OK, we have a world where 20 knots is slow.) So, just bite the bullet, and put in place a minimum wind speed that will ensure a foiling race. (That bit was sort of implicit in my suggestion, but really should have been spelt out.)

 

One thing I disliked about the jibs was the times when the boats went out with different jib sizes, each taking a different punt on the weather developing. This almost guarantees poor racing, as one boat will have a clear advantage over the other - and the race may well be decided before the boats leave the dock.

 

The cost savings are in losing the suite of sails, and the massive replacement programme for them. Some people have suggested that a headsail is good for less than 100 tacks at peak performance. At say $50,000 each, this is going to add up over a campaign pretty quickly. If you lose all the soft sails the rig and platform loads will drop, and you will be able to lose both the trimmer and those grinders needed to power the trim. Whilst it isn't anything like the cost of the wing, a few million to a team struggling to make the series is going to be welcome. Especially as, if in the new format, the soft sails are much less important.

 

We might note that the C Class cats work fine without soft sails. However we did some some brutal reductions in sail area involving an angle grinder in the ICCCC. So it isn't all easy.

 

A team that needs to sweat making it to the starting line based on whether or not they can afford jibs is a team that is going to get their ass kicked, and result in lousy racing when they do show up.

 

It is not just the cost of buying cloth (or whatever the top material will be by 2017). But the computer modeling and design of the boat (structure, controls, crew placement, etc.) for various head sail options, THEN fabrication/upkeep/replacement of the actual headsails, THEN having the additional crew dedicated to the head sails. Simpler would very likely be much less expensive.

 

Personally, if the headsails are not very important for performance, and significant savings can be made, then I think it is worth talking about. If they really do help significantly with performance, then I believe they should not be sacrificed.

 

Seems the LAC guys, and obviously the AC72 designers, would have a very good ability to determine if dropping them would be a good idea. My guess is the new protocol will consider this option, and what we end up seeing will tell us if it is a good idea or not.

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Different topic but will ask you here anyway: Any ideas about:

 

- Why the OR designers chose to not build a wing with LET

 

- If the amount of wing rake in the later races, with the ribs no longer parallel to the airflow, was an unanticipated and suboptimal rig configuration?

 

The ironic thing is the wing on 17 could probably have benefited more from main element twist than the wing on Aotearoa. The round leading edge on Aotearoa was very tolerant of off-design angles of attack and, if laminar flow was possible (big IF), could only support a short run of laminar flow. So it didn't really need to be twisted. The section on 17 was designed to benefit twice as much from laminar flow, if laminar flow was possible (big IF), but have a negligible drag penalty over a turbulent design if the flow was fully turbulent. Twist would have helped to keep the ME inside its drag bucket if laminar flow was possible (big IF). I never understood why they thought they needed to twist their ME, unless it was because they couldn't get enough flap twist relative to the ME from their control system. The wing that really needed ME twist was Artemis' wing 1. If laminar flow was possible (big IF), it would have benefited twice as much as the wing on 17, but over half the angle of attack range. So it needed to twist to stay inside a narrow groove.

 

OTUSA built a twisting ME AC45 wing to experiment with the concept. It was never as fast as the stock wing, and it may have been because it wasn't as stiff. A twisting wing is never going to be as stiff as a non-twisting wing for the same weight because the spar has to be smaller so as to fit inside the outer, twisting shell. Based on the AC45 experience, it was decided to go for a minimum weight, stiff, non-twisting ME instead. Wing 3 was intended to be a different design, but after the capsize, the resources and schedule for new wing tooling were applied to the platform and foils.

 

Whether the ribs were parallel to the airstream or not wasn't all that important. The most critical parts of the wing were covered with hard shell, so the rib orientation didn't matter there. On the lee side, the wing was surprisingly smooth. That's because the chordwise tension in the film wanted to make it go in a straight line between leading and trailing edges of the cell, flattening out the curvature of the designed section, but the pressure loads wanted to make it pillow outward. The two effects just about cancelled each other, and the net result was a slight pillowing. On the windward side, there was a lot of depression of the film, but the pressure gradients there were favorable and stabilized the boundary layer, so there was no danger of separation from the angled ribs, and the velocity was low so any drag increase was minimal.

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2017...4 YEARS..WTF?

 

Lets hope 3 years...and if the keep the AC45's circuit that they set this as a development class with box rule

 

Realistically, the AC has to happen in an odd numbered year (if held in the northern hemisphere). The reason is on the even numbered years, you either have a Summer Olympics or a Soccer World Cup, and the international TV sports coverage is basically spoken for.

 

2015 is too soon, given that new teams need time to come up to speed and there will most likely be some significant changes to the Design Rule. 2019 is just too far away to maintain any kind of momentum from the 34th Match, so I think 2017 has a pretty high probability.

 

As for replacing the AC45s with a box rule, I don't think it makes sense to have one development class for the ACWS and a different development class for the AC. The original concept was for the AC72s to be used for the ACWS after the first year. That didn't pan out because the teams wanted to more time to develop their AC72s and the AC45 was a lot cheaper to campaign. I think the one-design ACWS has proven to be a success, and it's been a good way for prospective teams to get some exposure and experience. As long as winged catamarans are used for the AC, the AC45 is relevant as a training platform.

 

Since foiling has become the big crowd-pleaser, and two teams have successfully developed foiling AC45s, I think it would be feasible to upgrade the whole AC45 fleet with a one-design foiling package. If you wanted to maintain a distinction between the RBYAC and the ACWS, you could have the Red Bull teams use straight boards and the AC teams use L boards. That way the youth sailors could concentrate on learning to sail with a wing, and the AC teams would have the added skill set of foiling. That would also provide a ready-made foil development platform for new teams and they'd be able to get double-duty from their AC45 investment.

 

Agree that 2017 appears to be the logical year for AC35.

 

There has been much dissuasion about containing cost. Basiliscus' thinking supports that approach. Small upgrades to the basic one-design 45s but keep these boats for a global circuit, and a reasonable entry point for new countries and teams entering the AC game. Also good for another Red Bull series. If its possible to add a one-design foiling package to supercharge the 45a, do that too. Preferably have boats readily modified to either mode.

 

I want to see continuation of the AC72s, with more control of foils and rudders, also perhaps a few more limited-run off-the-shelf parts. I expect to see some advances on AC72 launch and handling techniques. If teams shared the same pier area it would be possible to develop a mobile crane mounted on something like a big Travelift and complete with its own dedicated core launch crew for servicing several teams.

 

Building on lessons learned this summer is the way to go.

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