Depending on the economical materials chosen for the mould, the percentage of expansion at cure temperature will vary; it may even appear quite similar when compared with carbon… but over 100ft of boat it still adds up to a problematic number. If you have a 100ft partially built hull jumping out of its mould, the extra cost of using carbon is negated, tenfold. There is always a certain amount of testing and preparation that goes into these projects. Certainly not to the extent of the America’s Cup, but every project is differ- ent so there are always questions needing answers and different options to explore.


38 SEAHORSE


This boat was designed to comply with Germanischer Lloyd guidelines, so mat - erials were tested to gather real data that could be used by the engineers and pre- sented to GL. All of the carbon pre-preg was batch-tested for compressive and tensile values and all Kevlar honeycomb core was batch tested for compressive and shear strength values.


Carbon pre-preg test panels were also laid up to accurately calculate finished composite panel weights because, as with all racing yachts, it was critical that the finished boat matched the designed weight. General adhesion tests were also performed


with consideration to specific parts’ working temperatures.


Casey Smith and Philibert Chenais were responsible for the deck layout and ergonomics. A full-scale mock-up cockpit from transom to mast at 15° heel was made to get a good feeling for what was designed and how it could be improved upon, such as helm and grinding pedestal positioning as well as sail sheeting arrangements. Casey explains how the deck and systems design evolved: ‘Keep it light but make sure it’s safe and easy to sail fast. That was the biggest focus of the deck layout and systems. Luckily the two Puma Volvo 70s


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