The wing bearings are more compact than on the rule-driven AC75 but the principles are the same… albeit SuperNikka’s control systems represent a further step forward. Involving the Luna Rossa team (left) has worked well for Lacorte’s project and has also been instructive for the Italian Cup team, with rules relaxed around control arrangements for next-generation AC75s
many more hours than on an AC75; remember that an America’s Cup boat enjoys the constant attention of a shore team that quickly checks everything between races and then more thoroughly every night. Then there is the lightness – here a few
SH: And unlike the AC75s you have no rule restrictions, so I imagine your flight control is entrusted to electronic systems? RL: Precisely. Actually this theme was the subject of today’s technical meeting! A lot is still private, of course, but what I can say is we are working on a system that eases the demands on the crew over long distances, without having to continually manually intervene in the trim of the boat. There are already good automatic
control systems, as on the TF35 catamarans in Geneva; however, we are using Italian suppliers – Cariboni, FaRo Advanced Sys- tems and Donati Racing – who, in addition to their enormous know-how bring their recent experience with Luna Rossa’s two AC75s. Currently, however, we are devel- oping a semi-automated system because we still want to maintain human control over some parameters… for example, we all agreed that the helm will still be manual! SH:Will you share some of your performance predictions! RL: Spicy question! Let’s say we plan to be
56 SEAHORSE
up and foiling earlier than an AC75, thanks to our rule freedom. As for top speed we have chosen not to force that for now, so we plan to aim slightly below the maximum speed of the Cup boats – which of course only sail in sheltered waters. But we know we have a lot of room for devel- opment… and in any case speeds are already expected to be more than enough to capture line honours in our races. SH: This is really a question for project manager Miguel Costa. Miguel, what are the new challenges you have faced with FlyingNikka compared with your vast experience of previous big boat and America’s Cup projects, including the most recent Botín 85 Deep Blue… (built like FlyingNikka at King Marine). Miguel Costa: The hull itself is not very different from a traditional build, but overall it is still a construction outside my comfort zone! A big challenge is the mechanical parts of the arms and foil, which must be simple and reliable enough to operate without problems for
grammes can make the difference between foiling or staying in displacement mode. And while weight is more critical than on an Archimedean design the loads are often much higher… the mainsail leech loads are off the charts compared with a traditional Maxi72. On top of that… all of these complicated systems must also be designed to prevent the ingress of water, which usually arrives at very high pressure. Lastly, with a traditional IRC Maxi you
will never capsize… here, however, we must take such a possibility into account. SH: Finally, Roberto, you are also a keen racing driver and this is certainly the most racing boat imaginable. Motorsport and yacht racing are getting closer and closer? RL: From a technological point of view certainly. However, at a sporting level they are completely different experiences. I cannot say that I prefer one or the
other, but certainly sailing is in my genetic heritage: I do not remember when my father took me on our boat for the first time, but there are photos of me onboard with him when I was one year old. I certainly have sailing and the sea in my veins… which is fortunate, is it not?! q
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