ac 37 sailboat

Published on November 16th, 2021 | by Editor

Details released for 37th America’s Cup

Published on November 16th, 2021 by Editor -->

(November 17, 2021) – The Protocol of the 37th America’s Cup was released today by the Defender, the Royal New Zealand Yacht Squadron and Emirates Team New Zealand and the Challenger of Record – Royal Yacht Squadron Ltd and their representative team INEOS Britannia, eight months to the day after Emirates Team New Zealand successfully defended the America’s Cup.

The Protocol sets the foundations and rules of participation for all teams in the 37th America’s Cup and records the items of mutual consent under the America’s Cup Deed of Gift agreed between the Defender and the Challenger of Record which establishes the basis for a multi challenger event.

Defender Emirates Team New Zealand’s CEO Grant Dalton said: “As we saw with AC36, after 170 years, as the oldest trophy in international sport, the America’s Cup maintains its unique position of balancing the traditions of the Deed of Gift while continuing to push the boundaries of innovation, technology and design in the boats, the event, the broadcast and the commercial aspects of the event.

“Maintaining this balance is the ongoing challenge and responsibility of the Defender and Challenger of Record as we aim to progress into the 37th edition of the America’s Cup in the ever-changing environment and demands of global sports as well as a determination to drive sustainability through innovation via hydrogen technology for the marine sector which we both believe is reflected in this Protocol.”

“The Protocol this time around will see reduced team operating costs without compromising any of the technical development which the Cup is so famous for. There is an opportunity for change, so for AC37 we will see the first Women’s America’s Cup Regatta and we also welcome back the Youth America’s Cup.”

An updated ‘Version 2’ of the AC75 Class Rule has been released from the last America’s Cup which specifies the latest requirements to be compliant with the class rule including modification requirements for new teams buying ‘Version 1 AC75s’ that were built and used by teams competing in AC36.

Documents: • Protocol for 37th America’s Cup • AC75 Class Rule Cost reduction has been a key consideration as part of the balance in the development of the AC37 Protocol including:

• Teams are only permitted to build one new AC75. • Limitations on the quantity of foils and componentry that can be built for the AC75s. • Introduction of the multi-purpose One Design AC40 class which teams will be able to convert and use for testing, component development, and Match Race training. • AC40 class will then be converted back to the measured One Design AC40 class for use in the new America’s Cup Women’s Regatta and America’s Cup Youth events. These events have been developed to create new accelerated inclusive pathways into the America’s Cup for the growing global talent pool of female and youth sailors. • Race crew onboard the AC75 reduced from 11 to 8 sailors. • Further one design elements. • Shared team recon. • Supplied starting software. • The AC75 class of boat will be maintained for the next two events.

The shared recon program whilst reducing costs, is also aimed to give America’s Cup fans the inside track on the testing and development on the water by all the teams. The observations will be made public via AC media channels so that fans can stay up to date with the latest developments as they emerge from the sheds throughout the whole of AC37.

With a view to opening the doors and the continued drive to increase the global audience of the America’s Cup and the sport of sailing, a condition of entry to competitors is they agree to be part of a potential behind-the-scenes documentary series. The intention of this is to bring the secrecy, the drama and all the teams’ personalities into the limelight.

There will be up to three Preliminary Regattas, the first two raced in AC40s, the last one at the Match venue in AC75s. The Challenger Selection Series and the America’s Cup Match will be held in 2024, with the Match Venue and approximate event dates to be announced by March 31, 2022.

The Protocol outlines restrictions on when the AC75s can be sailed. With the anticipated benefit angled towards new Challengers to AC37, existing teams are not permitted to sail their AC75s before the 17th of September 2022, however, new Challengers entering AC37 that have purchased a second hand “Version 1 AC75” are permitted to sail their AC75 for 20 days from June 17, 2022. There are other restricted sailing periods which are provisional and will be confirmed once the Match venue is announced.

The Crew Nationality Rule will require 100% of the race crew for each competitor to either be a passport holder of the country of the team’s yacht club as of March 17, 2021 or to have been physically present in that country (or, acting on behalf of such yacht club in Auckland, the venue of the AC36 Events) for 18 months of the previous three years prior to March 17, 2021.

As an exception to this requirement, there will be a discretionary provision allowing a quota of non-nationals on the race crew for competitors from ‘Emerging Nations.’

It’s hoped showcasing proven hydrogen technology in the marine sector will help create a game-changing pathway for the wider industry and lead to a significant reduction in its carbon footprint. These boats must be a minimum of 10 metres long and the usage and performance criteria is set out in the Protocol.

“A significant proportion of the team’s carbon footprints is in their on-water operations, through their long days of testing, development and training,” said Grant Dalton.

“So for the past year we have been researching, designing, and are now building a prototype hydrogen-powered foiling chase boat which will have a dramatic effect on the reduction of the team’s carbon footprints, as well as pushing the development of hydrogen in the marine sector.”

Race Management will be entirely independent of the event organization and will be led by the Regatta Director. The umpires and jury that will manage all on the water rules and disputes for all events.

• The independent Rules and Measurement Committees will be responsible for interpretation of the AC75 Class Rule and the yacht measurement.

• A three-person Arbitration Panel will oversee and deal with all Protocol disputes with published decisions to maintain the integrity of the event. And there will be a new fast-track process to reduce the potential delays in making decisions on disputed items.

“A lot of work has gone into the AC37 Protocol and we extend our thanks and gratitude to Emirates Team New Zealand and the Challenger of Record – the Royal Yacht Squadron and INEOS Britannia – for their hard work and commitment to an exciting 37th America’s Cup,” said Aaron Young, Commodore of the Royal New Zealand Yacht Squadron.

“Clearly the 36th America’s Cup was hugely successful despite the difficulties and huge restrictions due to dealing with COVID-19 pandemic in New Zealand and globally. But as custodians of the America’s Cup along with Emirates Team New Zealand, it is our responsibility to keep building the event for the good of the America’s Cup, and the sport.

“We especially welcome the inclusion of both the Youth and Women’s America’s Cup as part of the protocol and event, and believe these are important developments that will increase participation and inclusion within the America’s Cup going forward.

“We are also pleased to keep pushing the boundaries of innovation, technology, sustainability, participation, broadcast and the commercial aspects of the event. And so we think we have taken a good step forward in that respect.

“The Royal New Zealand Yacht Squadron will continue to support Team New Zealand as they fulfill their role in the planning, funding and delivery of this AC37 campaign and event.”

Bertie Bicket, Chairman of Royal Yacht Squadron Ltd, regarding the Protocol: “We are delighted with the result of this positive collaboration between the Defender and the Challenger of Record which has resulted in a truly progressive protocol for the 37th America’s Cup designed to promote fair competition and sustainability.

“Furthermore, we believe that the cost reduction measures and introduction of a women’s and youth event provide new and exciting opportunities within our sport.“

2021 November 17, 2021: AC37 Protocol and AC75 Class Rule V2 Published December 1, 2021: Entries for Challengers Open

2022 March 31, 2022: Defender to announce Match Venue and approximate event dates June 17, 2022: New competitors may sail Version 1 AC75s for 20 sailing days July 31, 2022: Entry Period Closes September 17, 2022: Competitors may sail an AC75 Yacht November 30, 2022: ACE to announce race schedule for the Match November 30, 2022: ACE to announce racing area for CSS and Match December 31, 2022: ACE to publish Brand Manual

2023 May 31, 2023: Final cut off for late Challenger entries. June 30, 2023: ACE to publish Youth and Women’s AC Agreement June 30, 2023: COR/D to publish Match Conditions November 30, 2023: COR/D to publish CSS Conditions

Tags: America's Cup

American Magic flies new boat to Barcelona →

Ep7: Road to the 37th America’s Cup →

Hydraulics: Key to the Cup? →

The Last Days of the Schooner America →

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The historic Catalonian port of Vilanova i la Geltrú, has today been announced as the Host Venue for the first Preliminary Regatta of the 37th America’s Cup, with racing to take place over four days between 14-17th September 2023 in the world’s most exciting new foiling class – the AC40.

Just 45 kilometres southwest along the coast from America’s Cup Host Venue Barcelona, Vilanova i la Geltrú will proudly represent the region of Catalonia and Spain as the starting point of the 37th America’s Cup cycle. Racing will see a mix of both fleet and match-racing with the six confirmed entries for the America’s Cup all represented and will be conducted in the area outside the port entrance affording both a perfect viewing gallery and wide fan engagement opportunities.

As the first regatta on the journey to AC37 in Barcelona, the eyes of the world will be on the beautiful town of Vilanova i la Geltrú with all racing broadcast free-to-air through a dedicated America’s Cup television production. The regatta will offer the world a first glimpse of what can be expected when the Youth & Women’s America’s Cup races begin in earnest in September and October 2024 in Barcelona and will be the first time the AC40 fleet will race each other over both fleet and match-racing courses.

“The Port of Vilanova i la Geltrú, is perfectly set up to host the first Preliminary Event of AC37 with everything in such close proximity to the race course,” said America’s Cup Event CEO Grant Dalton. “Racing will be just metres from the port entrance and prime viewing places will be offered from the La Daurada alongside huge public areas for a great fan village. The magnificent facilities of Pendennis Vilanova and Vilanova Grand Marina will serve as the technical area which will host the team bases and their AC40’s and, of course, we will be proud to align with the Club Nàutic Vilanova as the local yacht club for the event.”

Albert Castellanos, Secretary for Business and Competitiveness of the Department of Business and Employment of the Generalitat de Catalunya further added: “The confirmation of Vilanova i la Geltrú as the venue for the first Preliminary Regatta of the 37th America’s Cup-Barcelona 2024 is great news that confirms the commitment of the organisation to bring the sport of sailing to the whole territory, projecting our image to hundreds of millions of people around the world”, he said.

The Club Nàutic Vilanova is lending its support to the regatta with its world-class facilities and infrastructure. In addition, the La Daurada restaurant and event venue, La Daurada, will become a focal point with its space of more than 10,000 square metres overlooking the regatta course for the press centre and hospitality facilities.

In contrast to the America’s Cup itself, raced in purpose-built AC75’s and a design race of innovation and technology, the Vilanova i la Geltrú preliminary regatta will be sailed in the fleet of AC40’s in strict One Design class measurement as will be used for the Youth and Women’s America’s Cups. This will see the boats equally matched and the winner will be decided on sailing technique and foiling race-craft. It will give the world a first opportunity to see the America’s Cup elite teams in action and provide an opening narrative and indication of where each team is at in this America’s Cup cycle.

Catalonia, as a region, is rightly proud of being the hosts for the 37th America’s Cup in Barcelona and speaking about the announcement of Vilanova i la Geltrú as the Host Venue for the Preliminary Regatta, the mayoress of Vilanova, Olga Arnau, expressed her “pride and the great opportunity it represents to host the first regatta before the America’s Cup 2024.” She further added: “I am sure that our town will be a fantastic venue for the competition in the eyes of the world.”

Furthermore, Eduard Torres, from Barcelona Tourism, stressed the importance of this first regatta taking place in Vilanova i la Geltrú as a clear expression of the role that the Barcelona brand plays and can play beyond its geographical limits. “Barcelona exercises its capital status from the conviction of being a gateway and from the Consortium we work to promote and give maximum projection to the dynamism and vitality of an entire territory dedicated to the sea and sailing. Barcelona is the capital of the Mediterranean and must be shown in all its splendour.”

On behalf of the Fundació Barcelona Capital Nàutica, the foundation that co-ordinates the host institutions of the 37th America’s Cup Barcelona 2024, the President of its Executive Committee, Daniel Puig, commented: “We can say that the Preliminary Regatta in Vilanova is the first milestone of the America’s Cup Arrival Projects Plan that we are working on together with all the administrations and the private sector so that Barcelona and Catalonia become world sailing capitals with the maximum positive impact for citizens.”

Americas Cup

Emirates team new zealand gear up for the next phase of their program, emirates team nz explain the hydro systems on the new ac75 raceboats, a sweltering sunday: light winds and looming storms on the red sea.

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Mickey Ickert, Rig and Sails Design Lead, talks AC37 sail design

Bold Protocol is a series published exclusively on www.INEOSBritannia.com to dig deeper into the Protocol that defines the competition for the 37th America’s Cup.

The Protocol for the 37 th America’s Cup didn’t bring the only rule changes for the latest edition of sport’s oldest international trophy. There was also a new set of class rules for the AC75, and a new set of Technical Regulations. In this sixth episode we are joined by INEOS Britannia’s Mickey Ickert, Rig and Sails Design Lead, to look at how the challenges and the opportunities have shifted in the world of AC aerodynamics .

Mickey Ickert has been designing fast sails since the 1980s, and counts America’s Cup wins with Team New Zealand (in 1995 and 2000) and Team USA Oracle (in 2013) on his CV. He’s also had a lot of success in ocean racing, including designing sails for ABN AMRO 2, winner of the 2005-06 Volvo Ocean Race. So what’s his overview of the new rule environment?

“I think it was a good clean up from AC36. There’s been a lot of thought gone into it, and some negotiation with Team New Zealand to make sure that the rules are clean and tidy. I think there’s some progressive stuff there, and they didn't fundamentally change the boats, which is good. I like the fact that some of the loopholes got closed, so that was a good step forward from the AC36 Protocol.”

In AC36 an American Magic sail design known as the ‘batwing’ pushed hard at the rules envelope to ‘scallop’ area out of the mainsail between the battens. “The mainsail is now smaller than it was before [as defined by the rule], to take into account that the bat wing’s reduction in sail area was a good thing [for performance].”

The mast tube itself is unchanged but the running backstay been removed and new rigging supplied to all competitors will improve the overall efficiency of the sailplan even further for AC37.

The most notable aspect of the AC75’s sails is probably the double-skinned mainsail, one of the major innovations when the boat was introduced and still part of the rule. “I’ve been involved in a lot of different concepts and I was skeptical initially... I think what's important about the double skin concept is that for a boat like this it has some real advantages,” explained Mickey.

“It's not that it’s fundamentally that much better than a single skin with a rotating mast, but it just makes it that much more efficient, so that the mast height can be reduced. This is important because these boats are very tippy before they take off as the hydrodynamics [foils and wings] don't provide any righting moment [until the boat is moving fast and flying]. So for these boats, it's just enough of a change that it makes the mast short enough that the whole concept works. So I think it's a nice solution for these boats.”

Another of the eye-catching and game-changing AC75 rules was the opportunity to ‘endplate’, or seal the mainsail onto the deck of the hull (or platform), and this is also still part of the rule. This provides performance gains by stopping air flowing under the bottom of the mainsail, which detrimentally reduces the pressure differential between the windward and leeward sides. It’s this pressure differential that provides the driving force from the rig, so anything that can be done to maintain it will make the boat faster.

“So, basically we're making the sailplan more efficient by endplating it to the very bottom so that pressure can't leak across the deck from one side to the other, maintaining that differential of pressure on both sides,” said Mickey.

“I think that last time a lot of the teams came into the Cup thinking that the double-skin sail was more like a solid wingsail. This got magnified by the fact that the three previous Cups all saw wings being used. A lot of the knowledge about sail behavior and performance advantages came from this wingsail era, but suddenly it changed back to membranes and soft sails and people needed to change their approach, but – apart from Team New Zealand -- probably a lot of the teams were lagging behind in that switch.”

One element in the aerodynamic package that has changed is that the rule no longer allows the code zero, a big, powerful headsail that was intended to help get the AC75 foiling in lighter winds. “The initial concept was that the code zero was a bit of a ‘safety-valve’ in case the boats were very sticky in the light [winds]. Nobody had ever seen a foiling monohull at that point, and everybody was concerned about the weight of the boats, and the drag they had in light air.

“As it turned out, the boats were more efficient than most people thought. And the other factor is that the aerodynamic drag of a big code zero is so prohibitive that it has a very, very small window where it would work.”

Mickey has no concerns that the boats will be short of sail area as a result of the loss of the code zero. “I think there's enough sail area still available for the boats. So, I think the challenge is always the same; optimize the sails and rig for range. How do you expand the sail range so that when the wind drops two or three knots, or the conditions change and it’s a bit more choppy, we can adapt the sail shape to it. That's where the design space is, and that adaptability is, I think, where we can improve; on the adaptability of the sail shapes and the range of the rig.” If the adaptability of the rig is the biggest opportunity, then what’s the team’s greatest challenge?

“I think the biggest challenge is to make sure that the basic principles are looked after. It's very easy in well-resourced campaigns to get distracted by details and to try to do these details very well, but to have the overall concept lacking. So, we have to make sure that the overall concept follows a solid path of how a sail and a rig behaves… and don't forget that it's still a sailboat and it operates in that environment.

“So make sure that these basic functions are done very, very well… the sailmakers design experience of how a sail behaves and what needs to be done to make it fast when integrated with the rig. I think it's very important to have a focus on what you're trying to achieve. If you try to copy something somebody else does and you don't really understand the underlying principle of what they're trying to achieve, then you're not any better off. You need to have a path you follow and you need to work that out.

“You can be sure that people will push the boundary and we will see some wacky stuff. I think we will see people pushing the envelope around the deck, the fairings and how they are integrated with the crew. The aerodynamic drag on these boats is a big deal, so we're going to see a little bit of the Formula 1 focus with an emphasis on drag. I think it's a pretty interesting challenge for somebody like myself, simply because this is one of the few campaigns where the rig and sail aerodynamics is weighted as high as the hydro performance, and that is unusual in our world.

“Historically, the America's Cup is all about yacht design and therefore about yacht designers and therefore about the hull shape -- and the sails sort of trundle along… now we’re seeing an environment where it’s a very combined, equally weighted approach, and that comes from the F1 side to a big degree. They're used to that, they're talking about it every day and that's exciting.”

AC37 – That’s all for now . . . But plenty more to come

Ineos Britannia T6 Launch Mallorca Oct 2022

A very restricted portfolio of images released by INEOS Britannia of the reveal of their new T6 (LEQ12 test boat) in Palma, Mallorca.

With a noticable lack of deck shots, avoiding revealing any cyclor fit-out . . . yet!

With the reveal of their LEQ12 test boat after its move to the team’s winter base, and with the sailing team roster now up to ten individuals, the programme will move to launch and boat testing.

There will be a long list of tow-tests to validate the information from the design tools. The intention is that this will be done in stable wind conditions to reduce any unknown aerodynamic influence on what they are measuring.

Geoff Willis, Chief Technical Director . . . “The test boat is there to improve and validate our tools as well as test the team itself.”

“These key moments are going to continue to happen every time a new piece of material goes on, systems are installed, and masts go up, the team will begin to see how the boat is starting to come together.”

The object is to take uncertainty out of the initial testing program with T6, so that they can be more accurate in the performance data that is collected, and in the validation of the design tools with that data.

This new emphasis on modelling and simulation means that the testing of ideas in the America’s Cup has changed dramatically since the days of the IACC class, when hulls, keels and rudders were tested in tanks, the sails in wind tunnels and both of those and everything else were also done full size with two boats.

All of these things are now banned, but the need to work out which ideas are going to provide a performance advantage has not gone away.

These days almost all of that work happens in the computer.

INEOS Britannia CEO and Skipper Ben Ainslie added . . . “That’s why the validation is going to be really key, which is something that ultimately has let us down in the last two campaigns.”

“And Barcelona is a different venue to previous recent America’s Cups. There’s more of a seaway, so understanding how that might impact the predictions of our tools is also key.”

“There are also strict restrictions on the number of components that we can test and it’s really important to build the right ones, so again, the ability to get really good predictions of performance from the modelling is key.”

Ineos Britannia T6 Launch Deck Mallorca Oct 20222

Other AC37 teams already on the water include . . .

Alinghi Red Bull Racing sailing its AC75 training yacht (ex ETNZ) at Barcelona, the 2024 Cup venue.

Emirates Team NZ sailing the first AC40 on Waitemata Harbour, in New Zealand.

American Magic testing with cyclors in Pensacola, USA.

Luna Rossa sailing their LEQ12, test yacht, which they recently launched.

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AC37 Protocol published, TJV update, Skiff/Nacra Worlds

THE ANNOUNCEMENT OF THE PROTOCOL AND CLASS RULE OF THE 37TH AMERICA’S CUP

37th Americaâ??s Cup Protocol and Class Rule Announcement

Royal New Zealand Yacht Squadron

The Protocol of the 37th America’s Cup was released today by the Defender, the Royal New Zealand Yacht Squadron and Emirates Team New Zealand and the Challenger of Record - Royal Yacht Squadron Ltd and their representative team INEOS Britannia, eight months to the day after Emirates Team New Zealand successfully defended the America’s Cup.

Maintaining this balance is the ongoing challenge and responsibility of the Defender and Challenger of Record as we aim to progress into the 37th edition of the America’s Cup in the ever-changing environment and demands of global sports as well as a determination to drive sustainability through innovation via hydrogen technology for the marine sector which we both believe is reflected in this Protocol.”

INEOS Britannia CEO and Team Principal Sir Ben Ainslie said: “As Challenger of Record, INEOS Britannia has sought with the Defender, Emirates Team New Zealand, to make the next America’s Cup less expensive and more inclusive. The Protocol this time around will see reduced team operating costs without compromising any of the technical development which the Cup is so famous for. There is an opportunity for change, so for AC37 we will see the first Women’s America’s Cup Regatta and we also welcome back the Youth America’s Cup.”

An updated ‘Version 2’ of the AC75 Class Rule has been released from the last America’s Cup which specifies the latest requirements to be compliant with the class rule including modification requirements for new teams buying ‘Version 1 AC75’s’ that were built and used by teams competing in AC36.

Cost reduction has been a key consideration as part of the balance in the development of the AC37 Protocol including:

• Teams are only permitted to build one new AC75. • Limitations on the quantity of foils and componentry that can be built for the AC75’s. • Introduction of the multipurpose One Design AC40 class which teams will be able to convert and use for testing, component development and Match Race training. • AC40 class will then be converted back to the measured One Design AC40 class for use in the exciting new America’s Cup Women’s Regatta and America’s Cup Youth events. These events have been developed to create new accelerated inclusive pathways into the America’s Cup for the growing global talent pool of female and youth sailors. • Race crew onboard the AC75 reduced from 11 to 8 sailors. • Further One design elements. • Shared team recon. • Supplied starting software. • The AC75 class of boat will be maintained for the next two events.

The shared recon programme whilst reducing costs, is also aimed to give America’s Cup fans the inside track on the testing and development on the water by all the teams. The observations will be made public via AC media channels so that fans can stay up to date with the latest developments as they emerge from the sheds throughout the whole of AC37.

The Protocol outlines restrictions on when the AC75’s can be sailed. With the anticipated benefit angled towards new Challengers to AC37, existing teams are not permitted to sail their AC75s’ before the 17th September 2022, however new Challengers entering AC37 that have purchased a second hand “Version 1 AC75” are permitted to sail their AC75 for 20 days from 17th June 2022. There are other restricted sailing periods which are provisional and will be confirmed once the Match venue is announced.

The Crew Nationality Rule will require 100% of the race crew for each competitor to either be a passport holder of the country of the team’s yacht club as of 17th March 2021 or to have been physically present in that country (or, acting on behalf of such yacht club in Auckland, the venue of the AC36 Events) for 18 months of the previous three years prior to 17th March 2021. As an exception to this requirement, there will be a discretionary provision allowing a quota of non-nationals on the race crew for competitors from ‘Emerging Nations.’

As part of the ongoing drive for innovation and new clean technology in the America’s Cup, it is now a mandated obligation of all teams to build and operate two hydrogen powered foiling chase boats for their campaign (subject to proof of concept). It’s hoped showcasing proven hydrogen technology in the marine sector will help create a game-changing pathway for the wider industry and lead to a significant reduction in its carbon footprint. These boats must be a minimum of 10 metres long and the usage and performance criteria is set out in the Protocol.

“A significant proportion of the team’s carbon footprints is in their on-water operations, through their long days of testing, development and training,” said Grant Dalton.

“So for the past year we have been researching, designing and are now building a prototype hydrogen-powered foiling chase boat which will have a dramatic effect on the reduction of the team’s carbon footprints, as well as pushing the development of hydrogen in the marine sector.”

Race Management will be entirely independent of the event organisation and will be led by the Regatta Director. The umpires and jury that will manage all on the water rules and disputes for all events.

• The independent Rules and Measurement Committees will be responsible for interpretation of the AC75 Class Rule and the yacht measurement.

AARON YOUNG: Commodore of the Royal New Zealand Yacht Squadron

“ A lot of work has gone into the AC37 Protocol and we extend our thanks and gratitude to Emirates Team New Zealand and the Challenger of Record - the Royal Yacht Squadron and INEOS Britannia - for their hard work and commitment to an exciting 37th America’s Cup.

Clearly the 36th America’s Cup was hugely successful despite the difficulties and huge restrictions due to dealing with the Covid 19 pandemic in New Zealand and globally. But as custodians of the America’s Cup along with Emirates Team New Zealand, it is our responsibility to keep building the event for the good of the America’s Cup, and the sport.

We especially welcome the inclusion of both the Youth and Women’s America’s Cup as part of the protocol and event, and believe these are important developments that will increase participation and inclusion within the America’s Cup going forward. We are also pleased to keep pushing the boundaries of innovation, technology, sustainability, participation, broadcast and the commercial aspects of the event. And so we think we have taken a good step forward in that respect.

The Royal New Zealand Yacht Squadron will continue to support Team New Zealand as they fulfil their role in the planning, funding and delivery of this AC37 campaign and event.“

ROBERT M. BICKET: Chairman of Royal Yacht Squadron Ltd

“We are delighted with the result of this positive collaboration between the Defender and the Challenger of Record which has resulted in a truly progressive protocol for the 37th America’s Cup designed to promote fair competition and sustainability. Furthermore, we believe that the cost reduction measures and introduction of a women’s and youth event provide new and exciting opportunities within our sport.“

2021 17th November 2021: AC37 Protocol and AC75 Class Rule V2 Published 1st December 2021: Entries for Challengers Open

2022 31st March 2022: Defender to announce Match Venue and approximate event dates 17th June 2022: New competitors may sail Version 1 AC75’s for 20 sailing days 31st July 2022: Entry Period Closes 17th September 2022: Competitors may sail an AC75 Yacht 30th November 2022: ACE to announce race schedule for the Match 30th November 2022: ACE to announce racing area for CSS and Match 31st December 2022: ACE to publish Brand Manual

2023 31st May 2023: Final cut off for late Challenger entries. 30th June 2023: ACE to publish Youth and Women’s AC Agreement 30th June 2023: COR/D to publish Match Conditions 30th November 2023: COR/D to publish CSS Conditions

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American Magic Adds to its AC37 Roster

By American Magic Media
March 8, 2022

The New York Yacht Club’s American Magic Challenge, the U.S. sailing team challenging for the 37th America’s Cup, confirmed the core sailing team roster: Tom Burnham, Lucas Calabrese, Andrew Campbell, Riley Gibbs, Paul Goodison, Michael Menninger, and Dan Morris.

Tom Burnham (Newport, R.I.) Tom joins American Magic as Head Coach. Tom has sailed on three America’s Cup teams, Young America, and twice with the Italian Team Luna Rossa. Tom was the head coach of the Swedish America’s Cup Challenger Artemis Racing in the 35 th America’s Cup. Tom sailed with Quantum Racing’s TP52 program for eight years. Tom is also currently the coach for the Australian SailGP team. Tom is a graduate of the University of Rhode Island and won the Student Yachting World Cup. In addition to being a professional sailor and sailing coach, Tom is very passionate about the environment and practicing ways to be more sustainable on and off the water.

Lucas Calabrese (Fort Lauderdale, Fla.) Lucas achieved an Olympic Medal in London 2012 competing in the 470 class. Lucas has won three World Championships: Melges 20 Worlds, J70 Worlds and Optimist Worlds. Lucas was born in Buenos Aires, Argentina, he moved permanently to the United States seven years ago and became a US citizen. Lucas placed 2 nd at the TP52 Worlds and 2 nd at the Melges 24 Worlds.

Andrew Campbell (San Diego, Calif.) Andrew returns to American Magic in his third America’s Cup pursuit, this is his second campaign with American Magic and previously was with Oracle Team USA in the 35 th America’s Cup. Andrew is a World Champion Silver Medalist in the Star class. Andrew is a Beijing 2008 Olympian and won a Gold Medal at the 2007 Pan American Games. Andrew is a four time Collegiate All-American, four time National Champion and College Sailor of the Year during his time at Georgetown University. Andrew is a three time US Youth Champion Gold Medalist, and a Youth Laser World Champion.

Riley Gibbs (Long Beach, Calif.) Riley is a versatile sailor and has an impressive resume of successes in a variety of fleets starting at a young age. Riley is on the US Sailing Team and sails with the United States SailGP Team. Riley represented Team USA at the Tokyo 2020 Olympics in the Nacra 17 class, he also competed at the Red Bull Foiling Generation World Finals. Riley won his first regatta at the Junior Sabot Nationals at the age of fourteen, and has since placed top five at three different World Champions: 29er, Formula Kite and Nacra17. Riley is the youngest skipper to win the 505 North Americans.

Paul Goodison MBE (Lake Garda, Italy) will continue with American Magic in the team’s second hunt for the America’s Cup. Paul was a sailing team member with Artemis Racing in the 35 th America’s Cup. Paul has competed in three Olympic Games winning a Gold Medal in Beijing 2008, also he placed fourth in Athens 2004 and 7 th in London 2012. Paul holds six World Championship Titles, including: Halifax Canadian Worlds in the Laser class, Melges 32 World Champion with Samba Pa Ti, Melges 20 World Champion with Samba Pa Ti, and is a three time Moth World Champion. Paul is a five-time Laser European Champion and a Melges 32 European Champion. Paul grew up in Sheffield, Great Britain.

Michael Menninger (Newport Beach, Calif.) Michael is a former helmsman of the Red Bull Youth America’s Cup. Michael is a Match Racing World Champion, Team Racing World Champion and Etchells World Champion. Michael has sailed with 11 th Hour Racing Team aboard the Imoca 60 for a transatlantic crossing. Michael sailed for St. Mary’s College of Maryland, he is a three-time All-American, two-time National Champion and twice College Sailor of the Year finalist. Michael is a two-time Governor’s Cup winner.

Dan Morris (Newport, R.I.) Dan returns to American Magic in his second America’s Cup quest. Dan is a Match Racing Tour World Champion, a Transpac Race Winner, and a Middle Sea Race Winner. Dan has been a part of the Red Bull Sailing Team in the Extreme Sailing Series, the United States SailGP Team and participated in the Superfoiler Grand Prix. Dan grew up living and working on boats in Minnesota.

“We are excited to announce this group of talented sailors,” remarked Terry Hutchinson, Skipper, and President of Sailing Operations for American Magic. “Our goal is to win the America’s Cup and bring the trophy back to United States and the New York Yacht Club. We are confident we are putting together a balanced team of experienced America’s Cup sailors with new blood to help American Magic accomplish this goal.”

“The America’s Cup is the pinnacle of the sport of sailing and our team is hungry.” said Tom Burnham, American Magic Head Coach. “The sailors are actively sailing in other events and regattas around the globe. We are currently planning our sailing schedule for the 37 th America’s Cup, per the Rules of the Protocol all of the teams are permitted to start sailing their AC75 this September.”

The complete American Magic sailing team and roles on the boat will be announced at a future date.

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5 Best Sailboat Air Conditioners

Best Sailboat Air Conditioners | Life of Sailing

Last Updated by

Daniel Wade

June 15, 2022

It's quite easy to imagine yourself anchored near an island, sipping juice from a young coconut without a worry in the world while aboard your sailboat. But complete comfort can only be possible if your sailboat is fitted with one of the best air conditioners (ACs).

Sailing in the hot scorching sun or tropical heat is great. But the reality that you have to deal with such hot weather and the possibility of suffering from heatstroke can be some of the major drawbacks. Sure, you can take a dip into the water or take a shower to mitigate the sweltering heat and sweat but this can only work for a few minutes if not seconds. As such, nothing is more comfortable than having your sailboat fitted with high-quality air conditioning if you want to get rid of that heat.

If you, like most of us, do not fare well in sweltering temperatures, investing in one of the best sailboat air conditioners should be the right thing to do. A sailboat air conditioner will ensure that your sailboat has the right temperature, humidity level, and airflow so that you can have a comfortable, memorable, and enjoyable sailing experience even when the temperatures are quite high.

There are hundreds of sailboat air conditioners on the market today. This makes it quite overwhelming to choose the right sailboat air conditioner for you. But as we always do, we are here to help you choose the best sailboat air conditioners that will allow you to enjoy your sailing escapades and make the boat appropriate even if you're traversing the waters with your young ones.

Table of contents

The Importance of Having a Reliable Air Conditioner on Your Sailboat

Sailing, especially in the summer, generally means that you'll have to deal with temperatures on the north of 95 degrees Fahrenheit and humidity that's close to 90%! Sailing in such temperatures is hands down challenging. Add to the fact that it can be extremely cold at night or during winter, and you have several reasons to have a reliable sailboat air conditioner installed on your vessel.

Honestly speaking, sailboat air conditioners are quite costly, especially for those of us who are cruising on a budget. However, their importance in ensuring that you have an enjoyable sailing experience and do not suffer from heatstroke can never be downplayed. With a reliable air conditioner, your sailboat will be comfortable, cool, and air will circulate in your boat, which is essential in preventing mold.

Factors to Consider when Choosing the Best Sailboat Air Conditioner

Besides being expensive, an air conditioner plays a crucial role in making your vessel more comfortable and enhancing your sailing experience. You certainly do not want to end up with a poorly working air conditioner. This is exactly why you must have a well-thought-out plan when in the market for the best sailboat conditioner.

Here are things to consider.

Size and Layout of Your Sailboat

The right air conditioner system is one that can efficiently cool or arm the entire boat without struggling. The larger the boat, the more powerful the air conditioner system you will need. Of course, you'll need more than one unit if your boat has several cabins. You'll also need space for an engine room if you choose a split air conditioning unit.

The Size of the AC Units

Modern AC units are designed to be lightweight, easy to set up, and install. These are some of the most important features to consider when choosing an appropriate AC for your vessel. You do not want to end up with a bulky unit that may not fit in your vessel.

The Air Conditioner's Power Requirement

One of the most important things to consider when choosing the best sailboat air conditioner is the unit's power requirement. Generally, you need to have generous battery banks, a powerful inverter, and an efficient source of power such as a generator or solar panel.

Most air conditioners are noisy when they operate and this can be irritating. You should go for an AC unit that is less noisy, especially if you're a light sleeper.

Your Planned Sailing Ground

Weather conditions generally affect how an AC unit will work. Of course, the unit will work a lot harder if you are sailing in hotter climates than when sailing in colder climates. With that in mind, your preferred sailing ground and its climates will determine the appropriate BTU (British Thermal Unit) that you require.

Budget and Maintenance

Keep in mind that sailboat air conditioners can be costly, so you need to consider your budget. Again, it's important to ensure that the unit is well-maintained to operate effectively without breaking down.

Best Sailboat Air Conditioners for 2020

Without wasting much of your precious time, here are the best sailboat air conditioners for 2020.

DOMETIC EnviroComfort Retrofit Air Conditioner

It has to be noted that ACs are generally costly but their importance on a sailboat can never be underestimated, especially when sailing in hot temperatures. You certainly do not want to spoil your sailing experience and that's why you have to invest in a worthwhile AC such as the Dometic EnviroComfort Retrofit Air Conditioner.

Designed with some of the most innovative features in the AC industry, the Dometic AC can perfectly cool down your sailboat and will give your vessel ideal temperatures throughout the year. Thanks to its British Thermal Unit (BTU) climate control feature, you're damn sure that you won't have any problems with whatever temperatures or seasons you face while sailing. Its R-410A refrigerant is eco-friendly and is widely recognized as one of the most environmentally safest gases.

It doesn't matter whether you're planning to sail during the hot summers or plan for ocean crossing during winter, The Dometic Retrofit will always have you back as far as the temperature of your sailboat is concerned. This AC offers 16,000 BTU per hour of cooling and reverse-heating capacities. If the 16,000 BTU per hour is so much for your vessel, this AC gives you the option of sizing down the system to perfectly fit your sailboat so that you can have maximum comfort in varying climates.

That's not all; this AC comes with reliable digital control and a self-contained AC system. It has a pre-installed air filter, which is easy to clean. In terms of installation, this AC is probably the easiest to install, thanks to its easy-to-understand installation procedures.

On the downside, you may have to contend with the system's audible fan, as well as difficulties in programming between heating and cooling. But overall, this AC is the real deal thanks to its superior velocity blowers. Of course, you'll love the fact that it is compact and very small so can fit even in the smallest of spaces.

‍ Comes with a pre-installed air filter, which is easy to clean
It's compact and is built for very small spaces
It is eco-friendly
Comes with a high-velocity rotatable blower
It's ultra-light
It's energy-efficient
It's easy to install
‍ It's quite noisy
The blower doesn't move 360 degrees
Spread controls should be improved
May experience unintentional temperature fluctuations

MarinAire 16000 BTU/H Self-Contained Marine Air Conditioner and Heat Pump

For first time buyers, investing in the best sailboat air conditioner can be challenging, especially if you do not have the right information about the features that you need in your sailboat's air conditioner. Luckily for you, MarinAire knows what you need in your sailboat as is evidence on this amazing 16,000 BTU air conditioner.

This is unquestionably a top-quality sailboat air conditioner that's designed with built-in pressure gauges so that you don't have to constantly monitor the AC just to see whether or not it's operating efficiently. Manufactured using an SS316 stainless steel drain pan, this AC comes with a sound cover that makes it one of the quietest sailboat air conditioners currently available on the market. This sound cover can reduce up to 60% level of noise.

In terms of size, this is one of the most compact marine ACs out there. It doesn't matter how tiny your sailboat is; you'll never lack somewhere to fit in this superb AC. From its D-Smart control system, its 360-degrees blower outlet to its low start-up current, it's easy to see that this AC has one of the most innovative features in the Ac industry.

This AC comes with a distinctive design, eco-friendly R410A refrigerant, low energy consumption, and works effortlessly to make your sailing experience quite enjoyable.

‍ Constructed with lightweight materials
Comes with a built-in pressure gauge
Built with D-Smart control system for easier control
Low start-up current
The sound cover makes it very quiet
Designed with 360 degrees rotatable blower
Very compact and can easily fit in small spaces
‍ The electric box can be difficult to use
The main power cord is extremely short

WeBasto AC Retrofit Unit

When it comes to the best sailboat air conditioners, WeBasto is your go-to-guys. For years, this company has been manufacturing some of the best sailboat air conditioners and the FCF Series is just a testament to what you get from this company: quality, reliability, efficiency, and affordability.

Consuming just an average of about 8.5 amps at 115 volts, this AC is quite affordable in the long run as it's probably the most energy-efficient sailboat air conditioner currently available in the market. First-time buyers will love it as it's very easy to set up and install. This is a sure guarantee that your vessel will have that much-desired cooling and heating effect with fluctuating temperatures of 45 degrees Fahrenheit and 80 degrees Fahrenheit.

This AC's compressor is very quiet and doesn't generate that irritating noise like other units while still working efficiently in keeping the cabin at favorable temperatures. More importantly, this unit is designed in such a way that you won't have to worry about servicing it for its entire lifetime.

From the onset, this sailboat AC unit may seem extremely overpriced but it will offer great value for your money in the long run. This AC is designed to be durable and efficient thanks to its superior velocity and 360-degree, three-speed blower. Although you'll have to buy the heat pump separately, this air conditioner offers some of the best features that you may require in the best sailboat air conditioner.

‍ Comes with a high-quality anodized evaporator
The air filter is easy to remove and clean
The unit is very easy to set up and install
Comes with multi-capillary ports
The velocity 360-degree rotatable three-speed blower is superb
This unit is certified, reliable, and functional
It's very quiet
One of the most energy-efficient units
Offers accurate temperature controls
‍ It's quite pricey
You'll have to buy the pumps separately
The condenser and compressor are faulty and need to be replaced

MarinAire 14000 BTU/H Self-Contained Marine Air Conditioner

MarinAire is a revolutionary manufacturer in the AC industry and is credited with bringing to the fore the self-contained marine air conditioner. This model is widely popular among boat owners thanks to its practicality, innovativeness, and affordability.

This sailboat air conditioner is designed with superb built-in pressure gauges that are in place to ensure that the entire unit works perfectly without any hitch. It also comes with the MSB Integra compressor that's built with an excellent sound cover to ensure that the noise levels of the unit are significantly reduced by nearly 60%.

The unit's state of the art design not only makes it sleek and modern but makes it a lot easier to use and maintain. Its 360-degree rotating blower is durable and reliable while the entire unit is made using lightweight materials. This is essential in ensuring that it can fit in compact spaces.

It's also structured with the eco-friendly R410A refrigerant, which makes it highly energy-efficient. This unit is arguably one of the best sailboat air conditioners in terms of durability, functionality, and ease of installation.

‍ It's highly energy-efficient
It's eco-friendly
Offers superb cooling and heating efficiency ‍
O ne of the quietest units
Very lightweight and compact
Easy to install and maintain
Offers good value for money
‍ Not suitable for other types of vehicles
Not ideal for home use

MarinAire 11000 BTU/H Self-Contained Marine Air Conditioner

If you've been looking for a smaller but highly reliable sailboat air conditioner, the MarinAire 11,000 BTU/H AC can be your best solution. Like most MarinAire units, this self-contained AC comes with excellent low and high-pressure gauges to ensure that it works efficiently in all climates. This means that you won't have to worry about setting it manually; it will do everything automatically and that's how many boat owners love it.

Its superior centrifugal 360-degree rotatable blower will ensure that the entire cabin is easily conditioned and kept at desirable temperatures. In other words, you won't have to move from one corner of your boat to the other just to feel the cool or warm breeze. Like most boat owners, you certainly want a unit that carries on with its job without much fuss. Well, this AC unit is designed with a superb sound cover to reduce the level of exasperating noise that's widespread in most sailboat AC units.

This unit is designed with an excellent Toshiba R410A refrigerant that is not only eco-friendly but a true guarantee of superior efficiency. When compared to other affordable options out there, this AC unit has everything that you'd want in a perfect air conditioner for your sailboat. It comes with a remote temperature sensor, intuitive display, and more importantly, it's energy-efficient.

This is, without a shred of doubt, an innovative sailboat air conditioner that will take your sailing adventures to the next level. You won't have to worry about getting exhausted because the temperatures are so hot. It's easy to set up, install, operate well and will serve you diligently for many years to come.

‍ Comes with an excellent 360-degree blower
It's lightweight
It's easy to set up and install
It's one of the quietest units
It's sleek, modern, and compact
‍ The control box is bulky
The control panel is difficult to operate

I've personally had thousands of questions about sailing and sailboats over the years. As I learn and experience sailing, and the community, I share the answers that work and make sense to me, here on Life of Sailing.

by this author

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Air Conditioning for Sailboats

Long-term test compares ac choices.

One of the great joys of sailing is the state of near nakedness (literal and figurative) to the wind, air, and sea-and the wisdom that comes with it. From that perspective, climate control seems antithetical to the sailors art. But being Practical Sailor (not Philosophical Sailor) we recognize that even the hardiest round-the-world racers seek temporary refuge dampness, cold, and heat. And for one looking to make the transition from the landlubbers life in temperate climates to full-time cruiser in the tropics, the idea of air-conditioning-despite its huge power demands-is alluring.

Today’s air-conditioning units are lighter and more power efficient than they were ten years ago, but they are still relatively expensive, regarded as luxury items on most boats. The expense of a professionally installed unit on a 35-footer can be as much as a new set sails.

Whenever you are plunking down that much money on a piece of gear, the first question that comes to mind is durability. How long will it last? So, in this, our first in a series of articles on climate control well look at types of air-conditioning and prospective life spans in the real world. (For those who are headed northbound and exploring heat options see Playing it Safe with LPG Heat , Practical Sailor , December 2015).

Photos by Drew Frye

What We Tested

This long-term comparison focused on two products from Dometic, a world leader in this field-the Dometic CruiseAir 6,700 BTU portable air conditioner and the Dometic 10,000 BTU Turbo Air Conditioner. The units were chosen as representatives of two popular types of integral air conditioning units designed specifically for cruising boats, and were confident that most of our findings can be applied generically to each type. To put these two units into context, we compared their specifications, performance, and attributes to those of portable air-conditioners designed for home use but often used by live-aboard cruisers. A fourth type of air conditioner, the split gas system, which allows separate installation locations of the compressor (usually in the engine space) and the condenser coils and fans, will be looked at in a future article. A fifth type, the RV-type permanent roof-top (or hatch) mount is only really suitable for house boats, or boats that are permanently moored to a dock.

Both systems were installed on the same boat-a PDQ 32 – for an extended period. PS tester Drew Frye, who carried out the testing, has several years of experience using with each of these units on board. For comparison sake we included a portable window unit and a portable ducted air-conditioner, readily available at local home supply stores. Since we did not test the non-marine products, we relied on manufacturer supplied data for comparison.

How We Tested

Along with durability, noise and efficiency are the key concerns for most buyers. Using a calibrated decibel meter we took multiple noise readings from the two air conditioning units at a distance of one meter. We took current readings using a Fluke multimeter to compare energy efficiency and peak current loads. Finally, we observed any other notable differences in performance. The data is recorded in the adjacent tables.

Observations

Without question, portable units are cheaper than fixed units. The CruiseAir 6,700 BTU is no longer in production, but Pompanette makes a similar 6,000 BTU unit available from West Marine for about $1,200. Contrast this to $2,200 plus $1,200 in installation parts and materials for the Dometic Turbo 10000 BTU unit. Fitting the ducts and installing hardware for the Turbo can add two days to the DIY job. If you opt for a professional installation, this can raise the total cost to more than $5,000. The expense of a professionally installed permanent AC is a little less painful when you consider that the AC will increase the boats resale value-especially in warmer climates.

Is a DIY installation practical for a permanently installed AC? Sure, if you’re prepared to run wires and duct work and install through hulls and plumbing. The vendors say it can be done in an afternoon, and this is possible for skilled workman in an ideal situation. However, if the job requires complicated ductwork, allow a day for planning and three full days for installation. If you do decide to do your own installation, be careful not to compromise any structural bulkheads when cutting out passages for ductwork.

Follow the instructions rigorously. We have seen many botched installations, both amateur and professional, almost always because the installer did not follow the instructions. To save money on ductwork, buy the insulated duct and inlet/outlet fittings from a home improvement store or an RV store rather than from the manufacturer or a marine equipment supplier.

Floor mounted portables, connected to the outdoors via flexible ductwork, are another option. These are less expensive, only $250-$500 for comparable sizes, but they are still bulky, and they must be secured while the boat is underway. They are not a long-term solution for the mobile cruiser looking for maximum efficiency, but for the low budget cruiser stuck on the dock they are an affordable alternative to sweltering.

Avoid single-hose models. These draw cooling air only from inside, and exhaust hot air out through a duct. Since the air within the boat is often hotter and more humid than the outside air, this can reduce the cooling efficiency by as much as 50 percent.

A dual-hose unit recirculates indoor air and also draws air from outside, which improves efficiency significantly. Dual hose units are all greater than 10,000 BTUs. Some require a drain hose, while others evaporate the water into the hot air stream. Some can also operate as high capacity dehumidifiers.

Noise. A permanently installed air conditioner runs on seawater instead of air cooling, eliminating the often noisy cooling air fan required of all portable units. Testers installed the Dometic Turbos compressor and circulating fan inside one of the PDQs salon settees. With the settee seat cushions in place, the unit was very quiet-air hissed through the vents and the compressor emitted a low rumble.

The noise difference is considerable. Testers recorded 67 decibels for the installed Dometic Turbo vs. 75 decibels the smaller portable CruiseAir. Remember that a 10 decibel increase represents ten times the sound energy-so the difference is significant.

Tone. The sound pitch can also make a difference. The installed Turbo was lower in pitch and less intrusive than the CruiseAir. Quiet conversations were nearly impossible when the CruiseAir was running, while the noise of a permanently installed AC is can be nearly unnoticeable if installed correctly. Since the industry sound rating system is not directly comparable our own ratings for installed units, we did not rate the untested units for noise. Experience tells us that the standup and window portables will be closer to the hatch-mounted CruiseAir in terms of noise.

Distribution of cooling. With a portable air conditioner-any type-the person sitting next to it freezes. Distribution through the cabin can be aided by fans, but it will always be uneven. With installed air, vents take the air wherever you want it. However, it is important that area of the supply vent inlets falls within a recommended range. If a vent is too small efficiency suffers. If the inlet area is too big, the flow of cooler air is reduced.

The return volume must also meet the manufacturers minimum requirements, and the return inlet should not draw air from the bilge or engine space, which would not only spread odors and be inefficient, but also present a hazard.

Maintenance. The portable units require no maintenance, other than annual air filter cleaning. A permanent, central air conditioner requires regular raw water strainer cleaning, every 8 to 100 hours, depending on the amount of sea grass and nettles in the water. An external strainer is also required. This, too, needs to be checked for blockages, especially in high fouling areas.

Durability. The Dometic CruiseAir portable survived 18 years of seasonal use without complaint. Frye defied manufacture warnings, leaving it in place during many coastal passages on his catamaran, since it was too heavy to reasonably move and occupied too much space in the cabin. He lashed it down tightly, but that didn’t save it from spray and occasional green water. In the process of moving it, it took a few hard knocks. Eventually, the clamps on the leveling mechanism began to slip, but they were easily replaced with pins that were fabricated from fiberglass tent poles.

Weight. Excess weight is always a concern for sailors. The Pompanette 6,000 BTU unit weighs 53 pounds and the Dometic Turbo 10,000 BTU weighs 47 pounds-plus 17 pounds worth of installation parts (64 pounds total). The added weight of the installed unit is carried much lower, reducing pitching and lowering the center of gravity.

Storage Space. The compressor and condenser coils will occupy one small locker, and you’ll give up parts of other lockers for the duct work. This is the time for that house cleaning you’ve been putting off. Portable units require space when stowed for sailing, preferably where they are out of the way.

Power Requirements. The Pompanette 6,000 BTU portable draws 17 amps to start and 6.9 amps running. The Dometic Turbo, 10,000 BTU draws 14.5 amps to start and 6.7 amps running. It incorporates Dometics Smart Start capacitor and controller to reduce load spikes during start-up. The Avallon 12,000 draws a whopping 10.8 amps running, pressing the maximum safe running load of a 15 amp circuit. Clearly, the Dometic unit is the most efficient, and that translates not only into lower power bills, but also into reduced installation complexity. The Dometic, aided by the smart start controller is easily served by a 15-amp circuit, while the Avallon portable is bumping right up against the maximum.

Inconveniences. Carrying a 55-pound AC unit around the side decks, on-and-off the dock, and down below can be dangerous. Even with two people, getting it down through the companionway is still tricky. What is the cost of a single serious injury? When the unit is stored below for a foul weather passage, it must be well secured and takes up valuable space. If left in the deck hatch during fair-weather sailing, it blocks the view, blocks natural ventilation through the hatch, and snags every sheet that comes near it.

No matter how carefully fitted, hatch units leak rainwater during squalls. Because the close proximity to humid air where they fit through the hatch, most drip condensation. Window units and dual hose units also have concerns.

The only inconveniences of installed AC are opening the seacock and cleaning the raw water strainer. Locate both so they are easy to access. The strainer should have valves on both sides to reduce water spillage. The seacock should be closed when not in use (safety) and for 24 hours every few weeks. Closing the seacock for 24 hours prevents marine growth by eliminating oxygen and by allowing the concentration of copper ions in the water, leached from the copper coil, to reach preventative levels.

Hatch Mounted Units

A step above home store window units, hatch mounted units are a good temporary solution for dockside living while your moored to terra firma doing boat work or rebuilding the cruising kitty.

Dometic CruiseAir 6,700 BTU

We knocked this one around, it took green water right over the top several times (not while running), and though noisy and annoying to have on deck, it just kept running. I doubt many users abused theirs any more, although they may have more hours on them.

Bottom line: Recommended as a second-hand purchase.

Pompanette 6000

Very similar in size and weight to the CruiseAir, we’ve observed them on other boats but not studied them in depth. Those users we interviewed reported zero mechanical problems.

Bottom Line: Consider saving up for installed air.

Installed Air Conditioning

This is the option best suited for long-term cruising, because all of the critical components remain below decks protected from the elements. This feature is especially important for saltwater sailors. The premature failures with installed air systems that we know of stem from installation shortcomings, usually in the raw water suction design.

High intake loops that collect air result in unreliable operation. Oversized water pumps cause premature wear on the coil-bigger is not better in this case. Stray current can eat the cooling coil on the inside, and water leaks can drip seawater on the cooling coil, rotting it from the outside. Low voltage due to undersized wire or poor connections can strain the compressor. Properly installed, the unit should be as reliable and durable as a shore-based unit.

Dometic Turbo DTU 10 10,000 BTU

Dometic dominates this field with several lines of air conditioners to meet specific needs. Its smallest unit is the 3,500 BTU Cuddy, we opted for the 10,000 DTU 10 model.

This unit is quiet and efficient. Although the installation is time-consuming, the several days of boat yoga are well worth it. The very low power draw is a big bonus, allowing us to stay at marinas with modest power supplies.

A DIY installation requires good power tool skills and common sense (see aforementioned caution about penetrating structural bulkheads). It will likely require several days of steady work, or you can pay a contractor $1,000-$2,800, depending on the complexity of the installation and location of your boat.

Bottom line: Installed air is certainly the Best Choice, if you have either the DIY skills to do it right, or the dollars to hire someone.

Portable Uprights

There are dozens of brands of upright, dual hose-air conditioners. Friedrich is one brand that tested well with Consumer Reports, but their test field was limited. Our advice if you go this route is to compare warranty coverage and buy from a reputable supplier.

Avallon APAC120S

The advantage of caster-mounted units is that, unlike hatch mounted portables, you don’t have to lug them above and below decks. When you get the urge to sail they can be wheeled into a corner and secured, although they still eat up space. They are generally very quiet. Because they use a different BTU scale, a 12,000 BTU unit is closer to 5,500 BTU.

Finally, although they claim to evaporate all of the condensate back into the hot air exhaust, we still observed a few ounces of condensate on the most humid days. There is a pan with a sensor-remember to check it daily.

Bottom line: If you need quick AC for summer, this is a good solution while you make up your mind.

Window Units

Window units are clearly the shoestring sailors choice. Look for familiar brand names with good warranty coverage. Most today come with a remote control, which comes in handy.

Kenmore 10,000 BTU (#77060)

A dime a dozen, these are a cheap solution for the boat that spends a lot of time at the dock. We’ve seen them installed in companionway hatches using modified hatch boards, and over deck hatches, adapted to fit using some manner of home-made carpentry.

The former is more compatible with the design since the faceplate is meant to be in the room. There is also a YouTube video showing on how to modify one of these to operate below decks (although it requires quite a bit of metalwork).

Costing as little as $120 on sale, these can be the bargain solution for a small boat in a warm climate. Stowability and durability-especially in a marine environment-are the biggest drawbacks.

Bottom Line: A window unit can be a cheap, short-term solution while you make up your mind.

Conclusions

Portable air conditioning units can be durable and reliable, but they are inconvenient. Installed air conditioning adds considerable expense, particularly if professionally installed, but there is some recovery in increased resale value if properly done.

Generally these units are brought into service when the boat is dockside for long periods of time. If you are on the move between marinas – the stow and set-up routine with a portable can get tedious. But if you are held captive in one spot by circumstances and need some relief from the heat and stillness-a window mount or upright dual-hose will civilize your summer.

Stay tuned as we dive deeper into the world of compressors and coils and various options among split-gas systems.

Portable air conditioner can meet the needs of a casual cruiser, but long-term cruisers in tropical climates, especially those with boats greater than 40 feet long, will be better served by installed systems.

Nearly all marine air-conditioning problems can be partly traced to poor installation. A key step is to create a schematic that maps out the wiring, plumbing, ducts, and vents. Due to the potential fire risk with these systems, if you have doubts about wiring or fuses, you should consult an electrician. Although you don’t need to be an expert to succeed with a DIY installation—it helps if you are a jack of all trades. And you need to do your homework.

1. A Fein Multimaster simplifies cutting in close quarters. Be careful not to compromise structural bulkheads or liners. 2. Measure twice, cut once. An inlet vent, mounted low in the main saloon fits snugly in its cutout. 3. We fabricated some of the plenums, transitions, and elbows, others were meant for use with clothes driers. 4. An above-the-waterline loop in the cooling water outlet (white hose) prevents backflow into a heeled boat. 5. Glue-on studs are a big help if you cannot through-bolt. These studs are from Duckworks. Weld Mount is another source. (See “ Glue-on Fasteners ” PS July 2017).

Properly plumbing the AC system is one of the most important installation tasks, not only from a functional standpoint, but also safety. In order to meet the American Boat and Yacht Standards for through hulls, the seacock needs to be able to withstand 500 pounds of static force for 30 seconds. This typically calls for a flanged base that is supported with screws or through-bolts. A backing plate that incorporates studs is one of the most sensible ways to meet the standard because it avoids the need for additional holes in the hull.

1. The home-made backing plate assembly is tested before gluing, from left: long screw used for clamping during gluing, UL certified Marelon through-hull, the assembled seacock and backing plate. 2. The backing plate with studs is clamped in place as epoxy glue cures. 3. A t-connector simplifies draining for winterizing, ensuring no low spots. 4. The water should rise smoothly from intake, through the strainer, to the pump. If any air pockets exist, the pump will not prime after a short peried of sailing (waves drive air into the pipes and the pump cavitates).

West Marine

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INEOS Team UK key players announced for AC37

INEOS Britannia today confirmed its core leadership team to lead the British challenge for the 37 th America’s Cup live from the Mercedes-AMG Petronas F1 Team HQ in Brackley, UK .

The America’s Cup is sport’s oldest international trophy, predating the modern Olympic Games by 45 years. Whilst the Cup started in Britain with a race around the Isle of Wight, it has never been won by a British team since.

Backing the team again is INEOS and INEOS’ Chairman and Founder Sir Jim Ratcliffe, who previously supported the team’s 36 th America’s Cup challenge. Being part of the INEOS Sport group means access to a wider sporting family which includes the Mercedes-AMG Petronas F1 Team, the INEOS Grenadiers cycling team, the All Blacks, and football clubs OGC Nice and FC Lausanne-Sport.

As part of this high-performance group, the British America’s Cup team has come together with Mercedes-AMG F1 Applied Science, a division of the Mercedes-AMG Petronas F1 Team, to form INEOS Britannia, bringing together the best of the worlds of high-performance marine and automotive engineering, with the goal to win the America’s Cup for Britain.

Leading INEOS Britannia on and off the water into the 37 th America’s Cup will be Sir Ben Ainslie, four-time Olympic gold medallist and one of only two British sailors to have won the America’s Cup (with Oracle Team USA in 2013) as Team Principal/CEO and Skipper.

James Allison will be the technical lead as Chief Technical Officer of the Mercedes-AMG Petronas F1 Team and INEOS Britannia. Through Mercedes-AMG F1 Applied Science, Geoffrey Willis will be dedicated to INEOS Britannia as Technical Director, having previously worked in the America’s Cup with Peter de Savary’s Blue Arrow Challenge.

Leading the design concept for INEOS Britannia’s AC75 boat for the 37 th America’s Cup campaign will be the highly experienced naval designer, Martin Fischer. German-born Fischer was most recently a key part of Luna Rossa Prada Pirelli’s design team for two America’s Cup campaigns, after spending 14 years working on the design of hulls and appendages for numerous projects.

The INEOS Britannia sailing team is currently in the process of reforming following the conclusion of the 36 th America’s Cup. Giles Scott, the team’s Tactician in Auckland, has become one of the first sailors to re-sign with the team following his gold medal in the Finn Class in the Tokyo 2020 Olympic Games.

Dave Endean, Project Director for the team’s 36 th America’s Cup campaign, completes the leadership team as COO, responsible for the day-to-day running and operations of the team’s campaign alongside Ainslie. Speaking about the launch of the team’s 37 th America’s Cup campaign Ben Ainslie said:

“The America’s Cup is the ultimate team sport and to be successful you need continuity. It takes time to develop the IP, skills and know-how necessary to be a winning team, especially when you are up against teams with over 25 years’ experience. As we enter our third campaign, we have taken a lot of learnings from our previous challenges and assembled a world class team combining talent from Formula 1 and the America’s Cup. Mercedes-AMG F1 Applied Science bring a legacy of design to the table. They are proven winners, it’s in their DNA, it’s in their culture.

“As Challenger of Record we have been negotiating the upcoming Protocol with the Defender Emirates Team New Zealand and are pleased that there is an increased commitment to diversity and inclusion in our sport, through the Women’s and Youth America’s Cup Events. That is something we have been working to through our Official Charity, the 1851 Trust, since the team’s inception in 2014 and remains core to the team’s values moving forwards as we continue to provide pathways into sport and inspire the innovators of the future.”

The integration of INEOS Britannia and Mercedes-AMG F1 Applied Science is an example of the spirit of collaboration and shared learnings the unique high-performance sports group of INEOS Sport is beginning to foster. Commenting on the partnership INEOS Chairman and Founder Sir Jim Ratcliffe said:

“The America’s Cup has been 170 years pain for us in Britain. We’ve had fantastic sailors in this country, but we’ve never had the boat that could win. We believe that assembling this unique collection of elite sports teams will give us a stronger chance of achieving what has never been done before. There are many synergies across our sporting family and what Mercedes F1’s engineering and organisational expertise can add to our America’s Cup challenge is one of the strongest examples of that.”

James Allison brings a wealth of experience in high-performance sport, playing a key role in the creation of 13 Formula 1 Constructors’ Championship winning cars. He added:

“Our involvement in the 36 th America’s Cup campaign certainly whetted our appetite. For that campaign we came in quite late into the process and tried to add as much as we could through the design and engineering expertise of our Applied Science division. It was immediately clear to us that the America’s Cup is a very exciting, and very difficult, challenge. This time we are one team, INEOS Britannia, with the team’s design base embedded in our Formula 1 HQ, and the clear goal to bring the America’s Cup back to Britain. We feel very lucky to be involved in this opportunity and we can’t wait for the challenge ahead, it’s a mouth-watering prospect.”

As Challenger of Record, INEOS Britannia and Royal Yacht Squadron Ltd are currently working closely with the Defender Emirates Team New Zealand (ETNZ) and the Royal New Zealand Yacht Squadron (RNZYS) to define a fair Protocol for the 37 th America’s Cup due to be published 17 th November. This will include previously announced initiatives such as retention of the AC75 class, cost reduction measures to attract a higher number of Challengers, a new crew nationality rule and the Women’s and Youth America’s Cup regattas announced last month .

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Sailboat Guide

Dickerson 37 AC

Dickerson 37 AC is a 37 ′ 0 ″ / 11.3 m monohull sailboat designed by George Hazen and built by Dickerson Boatbuilders starting in 1980.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

D: Displacement of the boat in pounds.
LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

D: Displacement of the boat in pounds
LOA: Length overall in feet
Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Aft and center cockpit, sloop or cutter. Information and images from builders brochure.

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AC 37 -like before but with a little less and a little more...

Discussion in ' Sailboats ' started by Skyak , Nov 18, 2021 .

americas cup
foiling monohulls

Skyak Senior Member

The AC 37 protocol has been released. Since we don't care enough yet to read about it... Blueprint for the next America's Cup - YouTube AC37 Protocol Announcement - YouTube

sharpii2 Senior Member

It appears that foiling monohulls are here to stay. At least for The AC. The technology works reasonably well, and is a way of keeping with monohulls (catamarans are faster foilers). Indeed, foiling seems to be the last word in scalable sailboat performance. So, it's only natural for the AC to embrace it. But it seems different from the 12 meter class old days. I find myself more and more indifferent to the competition, as it seems to be dominated by a small mafia of sailors who seem to be completely mercenary. I suppose this is at least partly because most sailors will never own or even sail on a foiler. They are incredibly fast, but must be kept extremely light in order to work.

Flotation Senior Member

sharpii2 said: ↑ catamarans are faster foilers Click to expand...

wet feet Senior Member

True enough.On the other hand the lifting foils on a cat can have a greater amount of lateral separation from the rig and the windward hull is even further away,which helps the righting moment.I would be very interested if anybody could dig out reliable comparative aero drag figures for both types.I don't doubt it would be too confidential to share and have no realistic expectation of seeing solid data.

Flotation said: ↑ Why would catamarans be faster foilers by definition? As speeds increase air drag gets more important and cats drag a whole lot of draggy structure trough the air. Click to expand...

DogCavalry Senior Member

When not on the foils, monohulls still need ballast, to not just flop over. So presumably the cat is still lighter, once the boat is big enough that constant motion from the crew isn't enough to keep it upright.

Must agree though. I simply don't care anymore. It hasn't been relevant to the art of making seaworthy boats for a very long time. If they set the dates a year and advance, and ran the races absolutely without regard for the weather that day, I'd pay some attention. I'd love to see some of these decadent monstrosities fighting it out in sea state 5. Or cowering in port while some folks in a real boat take it all.

DogCavalry said: ↑ Must agree though. I simply don't care anymore. It hasn't been relevant to the art of making seaworthy boats for a very long time. If they set the dates a year and advance, and ran the races absolutely without regard for the weather that day, I'd pay some attention. I'd love to see some of these decadent monstrosities fighting it out in sea state 5. Or cowering in port while some folks in a real boat take it all. Click to expand...

sharpii2 said: ↑ But the AC has never been about bang for the buck. It's often been about the opposit. Click to expand...

schakel environmental project Msc

I have an idea that I already launched on Sailing Anarchy the day they issued the new protocol. Protocol for the 37th America’s Cup https://forums.sailinganarchy.com/index.php?/topic/227617-protocol-for-the-37th-america%E2%80%99s-cup/&do=findComment&comment=7732586 Here is the idea, It's bloody simpel. Use photo electric Voltcells molted into the deck as an extra bonus for battery 60 volt charge. Use the same cells of the solarchallege if you do not want to do research, but in case of endless financial supply, invent a better one and be usefull for the planet. They reacted somewhat positive maybe Dalts is considering to take the extra option into the final, not draft, version. He stated there were al lot of days not sunny in for instance Portsmouth. Also the final location in the cup, Auckland has a lot of not sunny days. My idea is as follows but has to be described in the regattarules. Make a green flag when lurking (extra shore power ) is prohibited. As counter argument they came up with the extra weight disadvantage. That's not a problem if every team is obliged to do so. Most effective PV cells might be to costly and too vunerable for water leaking. How do my fellow engineers feel about this plan? It might safe the weight of grinders in the best case. Looking forward to constructive remarks....

Right, did you fellow engineers follow this: Alinghi Challenge AC37 https://forums.sailinganarchy.com/index.php?/topic/221133-alinghi-challenge-ac37/page/7/#comments Or this: Not the first nor the last attempt to change the Challenger of Records rule https://forums.sailinganarchy.com/index.php?/topic/232413-not-the-first-nor-the-last-attempt-to-change-the-challenger-of-records-rule/ And please, do not make it over complicated because it isn't. Cheers

schakel said: ↑ Right, did you fellow engineers follow this: Alinghi Challenge AC37 https://forums.sailinganarchy.com/index.php?/topic/221133-alinghi-challenge-ac37/page/7/#comments Or this: Not the first nor the last attempt to change the Challenger of Records rule https://forums.sailinganarchy.com/index.php?/topic/232413-not-the-first-nor-the-last-attempt-to-change-the-challenger-of-records-rule/ And please, do not make it over complicated because it isn't. Cheers Click to expand...

Earl Boebert Senior Member

Er, the COR system was instituted in 1970 when multiple challenges were made for the first time. America's Cup - A Brief History of the Challenger of Record 1970-2017 - from CupInfo http://www.cupinfo.com/en/americas-cup-brief-history-challenger-of-record-01.php Cheers, Earl

OzFred Senior Member

sharpii2 said: ↑ For two reasons: 1.) No.ballast, so less weight, and 2.) Greater distance between the main lifting foils. Also, two slim hulls are easier to push through the air than one wider one, even if the beams of the two narrow hulls add up to be the same as the wider hull. Click to expand...

Little Creek 47

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Yachting World

Digital Edition

America’s Cup boats: How they work and why they’re unique

Toby Heppell
February 5, 2021

The America's Cup boats to be used on the 2021 edition of the event are unlike anything we have seen before. They might be officially sailing craft but they behave in some remarkable ways.

The AC75s, the America’s Cup boats currently racing in the Prada Cup and that will be used for next month’s Cup match showdown, are arguably the most radical boat the America’s Cup has ever seen.

The America’s Cup is, fundamentally, a design competition, and successive America’s Cups have featured the most extreme yachts yet – for their time – ever since the first race in 1851 .

However, the foiling boats we have seen in the last three editions of America’s Cup racing (the AC72 and AC50 catamarans, and now the AC75 monohulls ) do represent a new direction for the highest level of sailing.

There are plenty who argue that this technology is so far beyond the bounds of what most people consider sailing as to be an entirely different sport. Equally, there are those who believe this is simply a continuation of the development that the America’s Cup has always pushed to the fore, from Bermudan rigs, to composite materials, winged keels, and everything in between.

Good arguments can be made either way and foiling in the world’s oldest sporting trophy will always be a subjective and controversial topic. But one thing is certain: the current America’s Cup boats, the AC75s, are unlike anything seen before and are showcasing to the world just what is possible under sail power alone.

American Magic hit an impressive 53.3 knots on their final weekend of racing. Photo: COR 36/Studio Borlenghi

1 Unimaginable speed

In their final race before being knocked out of the competition , American Magic’s Patriot registered a top speed of 53.3 knots during a bear away.

Topping the 50-knot barrier used to be the preserve of extreme speed record craft and kiteboarders. A World Speed Sailing Record was set in 2009 of 51.36 knots by Alain Thebault in his early foiling trimaran, Hydroptere , and was bested in 2010 by kite boarder, Alexandre Caizergues who managed 54.10 knots.

O nly one craft has ever topped 60-knots, the asymmetric Vestas Sail Rocket , which was designed for straight line speed only and could no more get around an America’s Cup course than cross an ocean. Such records are set by sailing an average speed over the course of 500m, usually over a perfectly straight, flat course in optimum conditions.

America’s Cup class yachts, designed to sail windward/leeward courses around marks, are now hitting speeds that just over a decade ago were the preserve of specialist record attempts, while mid-race.

Perhaps even more impressive, in the right conditions when racing we have seen some boats managing 40 knots of boatspeed upwind in around 17 knots of wind. That is simply unheard of in performance terms and almost unimaginable just three or so years ago.

Photo: COR 36/Studio Borlenghi

2 A storm onboard America’s Cup boats

Related to the speeds the boats are sailing through the water, particularly upwind, is the wind speeds the sailors will feel on deck.

When sailing, the forward motion affects the wind we experience onboard, known as apparent wind. The oft’ trotted out explanation of how apparent wind works is to imagine driving your car at 50mph. Roll down the window and stick your hand out of it and there will be 50mph of wind hitting your hand from the direction your car is travelling.

Article continues below…

America’s Cup: Schedule and how to follow the racing

The teams are there, the boats are there, and finally after two months of AC75 racing in Auckland, for the…

America’s Cup Challengers: The view from Auckland

Reversing the odds over the space of four weeks where the worst performing America’s Cup team became the best and…

So when an AC75 is sailing upwind in 18 knots of breeze at a boatspeed of 40 knots, the crew on deck will be experiencing 40 knots of wind over the decks plus a percentage of the true wind speed – depending on their angle to the wind.

The AC75 crews might be sailing in only 18 knots of breeze – what would feel like a decent summer breeze on any other boat – but they experience winds of around 50 knots.

To put that into context, that is a storm force 10 on the Beaufort scale!

Once up on the foil, everything to windward of the leeward foil generates righting moment. Photo: COR 36/Studio Borlenghi

3 Righting moment changes

The single most radical development of the AC75 is to take a 75ft ‘keelboat’, but put no keel on it whatsoever.

When the America’s Cup Defender and the Challenger of Record, Emirates Team New Zealand and Luna Rossa Prada Pirelli respectively, announced the 36th America’s Cup would be sailed in 75ft monohulls, conventional wisdom had it that the boats would look something like a TP52 or a Maxi72 – both impressively high performance keelboats.

By doing away with the keel entirely, the design is now like nothing we have ever seen, particularly when it comes to how dynamic the power transition is between foiling and not foiling.

The boats are designed to foil on the leeward foil, with the windward one raised to help increase righting moment: to help balance the boat. This means that when the AC75 is not foiling they are extremely tippy – much more so than most other boats of the same size.

Essentially, when the wind catches the sails, the boat wants to fall over as there is too much sail area for the amount of weight underneath the boat – something a lead keel usually counters on a yacht or keelboat.

Once the boat is up and on the foils, however, that all changes, as everything to windward of the single foil in the water balances the sails. That means, the hull, the crew weight, the sail and rig weight, and the windward foil, all work to counter the sails.

What all this means is that the boats go from being extremely tippy, to hugely powerful in just the few seconds it takes to get up on the foil. “The [AC75s] are really very tippy pre-foiling and then they go through the transition where they will need to build significant power. Then immediately [once they lift off] you have more stability than, well, take your pick, but certainly more righting moment than something like a Volvo 70 with a big canting keel.

“That change all happens in a very short space of time,” explained Burns Fallow of North Sails, who was one of the team who developed the soft wing concept back when the concept was revealed.

With lift created to windward by the foils, it is possible that the boats can sail diagonally to windward. Photo: COR 36/Studio Borlenghi

4 America’s Cup boats may not be heading where they point

With the AC75 sailing on its foil, drag is dramatically reduced, vast amounts of power can be generated and so speeds rapidly increase. But the foils can serve another purpose too.

In order to be able to lift each foil out of the water, the foil arms must be able to be raised and lowered. Hence the foil wings, which sit at the bottom of the foil arms (and are usually a T or Y shape), do not always sit perpendicular to the water surface and the AC75s often sail with them canted over to something nearer 45º to the surface.

The further out the leeward foil arm is canted – essentially more raised – the closer the AC75 flies to surface and, crucially, the more righting moment is generated as the hull and rest of the boat gets further from the lifting surface of the foil.

There is another positive to this: as the lifting foil is angled, it produces lift to windward, which can force the boat more towards the wind than the angle it is sailing.

Due to this negative leeway (as it is known when a foil creates lift to windward) the boat can be pointing at a compass heading of say 180º but in fact will be sailing at eg 177º as the foil pushes the boat sideways and to weather, essentially sailing to windward somewhat diagonally.

5 The foils are heavy. Very heavy.

As the foils work to provide stability to the boat (when it is stationary both foils are dropped all the way down to stop it tipping over) and to provide massive amounts of righting moment, they are incredibly heavy.

A pair of foil wings and flaps (excluding the one-design foil arm which attaches them to the boat and lifts them up and down) weigh 1842kg. To put that into perspective, the entire boat itself with all equipment (but without the crew) weighs between 6508kg and 6538kg. So the foil wings at the base of the foil arms are nearly ⅓ of the total weight of the boat.

It is partly due to this that you will see some teams with bulbs on their foils. If you decide to go for a skinny foil wing (which would be low drag and so faster) then there will not be enough volume to cram sufficient material in to make the foil weigh enough. So some teams have decided to add a bulb in order to make it weigh enough but to also keep a less draggy, slimmer foil shape.

6 Sails can invert at the head

As with everything on the AC75, the mainsail is a relatively new concept. It consists of two mainsails which are attached to both corners of a D-shaped mast tube. This has the effect of creating a profile similar to a wing.

It is well established that solid wing sails are more efficient at generating power than a soft sail and for this reason solid wings were used in both the America’s Cup in 2013 and 2017. But there are drawbacks with a wing: they cannot be lowered if something goes wrong and require a significant amount of manpower and a crane to put it on or take it off a boat.

One reason a wing makes for such a powerful sail is that the shape can be manipulated from top to bottom fairly easily with the right controls. With the AC75 the designers wanted a sail that could have some of this manipulation, produce similar power but could also be dropped while out on the water. The twin skin, ‘soft wing’ is what they came up with for this class of America’s Cup boat.

In addition to the usual sail controls, within the rules, the teams are allowed to develop systems for controlling the top 2m of the mainsail and the bottom 1.5m.

What this means is that the teams are able to manipulate their mainsail in a number of different ways to develop power and control where that power is produced in the sail. But it also means that they have the ability to invert the head of the sail.

Doing this effectively means ‘tacking’ the top of the sail while the rest of the sail is in its usual shape. The advantage here is that instead of trying to tip the boat to leeward, the very top of the sail will be trying to push the boat upright and so creating even more righting moment. The disadvantage is that it would come at the cost of increased aerodynamic drag.

We know that a number of America’s Cup teams are able to do this, though whether it is effective is another question and it is very hard to spot this technique being used while the boats are racing at lightning speeds.

Photo: Emirates Team New Zealand

7 An America’s Cup boat generates lots of data

A new America’s Cup boat is a vastly complex bit of kit. Each team has incredibly powerful Computational Fluid Dynamics (CFD) software packages and simulators in order to try to understand the various gains and losses.

To make these simulators and computer projections as accurate as possible each team has been getting as much data as they can over their three year development cycle.

In the case of this America’s Cup it does seem the development process is genuinely getting closer to Formula 1 (albeit with smaller budgets than a modern F1 team has behind them).

INEOS Team UK have been able to work alongside the all powerful Mercedes F1 team (both of who are backed by INEOS) and have been open about how much this has helped their development process. They even have some Mercedes staff out with the team in Auckland assessing their data.

“It’s really similar to F1,” explains Mercedes Applied Science Principal Engineer Thomas Batch who has 11 F1 titles to his name and is with INEOS in Auckland. “Certainly in this campaign the technology is close to what we have in F1.

“In terms of raw sensors on the boat you are probably talking in the 100s but then we take that and we make that into mass channels and additional analysis with computational versions of those channels that we then analyse and get into in more detail. So you are looking at 1000s of plots that we can delve into [per race or training session].

“That level of data analysis and then feedback with the sailors is very similar to working with an [F1] driver.”

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