Mer have equipped the latest Swiss lakes’ catamaran class, the foiling TF35 one- design, with an automated electric- powered system that manages the foils and rudder elevators. The TF35 crew steers, manoeuvres and trims the sails, but does not worry about the flight control, which is entirely automatic.
Two Madintec controllers can be seen (at left) amid Macif’s complex electronics. The units themselves are tiny – particularly in the context of the 30m trimaran they control
instruction and overlay of heel and appar- ent wind. But the approach is slightly dif- ferent: Pixel sur Mer believe that the good commercially available pilots already know how to respond to commands, and that the effort must be made upstream in the interpretation and calculation of the instructions, as well as with the acquisition and monitoring of data.
‘Ten years ago a navigation centre was collecting data from 30 sensors,’ explains founder Jean François Cuzon, former 470 world champion and America’s Cup sailor. ‘The Ultim Gitana, with which we work, has 500…
‘Optical fibres run on or inside the structure and appendages, measuring elon- gation, stress and deformation. There are several compasses, several GPSs, redun- dancy at several levels because at the speeds reached in navigation a pilot failure due to loss of GPS position is not accept- able. Furthermore, it must be possible to
re-synchronise in a consistent manner data that is not all being delivered with the same frequency.’
At the end of the chain of Exocet instru- mentation offered by Pixel sur Mer, a power servo (Exocet Red) can act on any of the appendages of a foiler (just as Madintec’s MadController can control not only a steering actuator, but for example hydraulic valves adjusting the incidence of a foil or elevator). Because of course today’s biggest challenge is probably the developing need for 3D piloting, in other words the control of the flight altitude under autopilot.
Although the Ultim class currently prohibits automated servo-control of foils and elevators, it is, however, allowed in the context of records (Gitana has stepped outside the Ultim class for the time being while the team develop new automated flight-control systems.)
In a slightly different world Pixel sur
Ultim, Imoca and even Class40 or TF35, these remain niche markets – the world of professional sailing and big budgets (for example, a Madintec installa- tion on an Imoca costs 45,000-50,000 euros). But these advanced technologies will become more widespread.
Madintec have announced the upcom- ing launch of a less expensive version of their systems, for example for owners who sail in IRC, or even for Mini 650 skippers: ‘On a conventional Ultim we manage the data from around 60 sensors… for Gitana a little more!’ reminds Cuzon.
‘For an Imoca it’s more like 20. But for a regular consumer model there is no need for that many inputs. By reducing the number of inputs to what is needed in this market we also reduce the complexity of all the interconnections.’
These solutions may well interest competitors well beyond the amateur shorthanded racers in the Transquadra and UNCL events. The RORC is already authorising the use of the automatic pilot this season. In crewed IRC races getting the right pilot – and knowing how to use it! – could be just as important tomorrow as having the right set of sails.
Just don’t mistake it for a winch.
SnubbAir is the unwinch. So you can mount it in places where winches might feel out of place…under a side deck, or maybe just behind a through-deck sheet exit block. SnubbAir. Serious rope-holding power—yes. Winch—no. Advantage—you.
MEET THE SNUBBAIR
SEAHORSE 51
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