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Lauriot-Prévost : «A ce jour, le foil n’est qu’un appoint…»

by voilesetvoiliers.com, par Magnus Henderson.

Alors qu’Armel Le Cléac’h et Alex Thomson, de nouveau au contact au large de la Nouvelle-Zélande (75 milles les séparent ce matin alors qu’il y en avait 180 hier), flirtent avec une autre dépression, notre collaborateur scandinave, grand ami de Paul Elvstrøm décédé la semaine dernière, a extorqué quelques secrets à l’architecte Vincent Lauriot-Prévost sur ces monocoques IMOCA qui trustent les avant-postes…

Mené par un Armel Le Cléac’h au sommet de son art, Banque Populaire VIII sne semble souffrir d’aucune avarie. Mais ”Le Chacal” aime entretenir le silence… © Yvan Zedda/Banque Populaire

Voilesetvoiliers.com : Il faut des foils pour gagner ce Vendée Globe ou ce sont les conditions météorologiques qui ont permis de telles performances ?
Vincent Lauriot-Prévost : Cela dépend en effet des conditions météo. Sur cette course, les foils n’étaient pas réellement nécessaires, ce qui ne sera pas vrai pour la prochaine édition. Aujourd’hui, le «range» d’utilisation des foils est finalement assez faible. Parce que les skippers sont assez conservateurs. Parce qu’il n’y a pas encore assez de recul pour savoir comment les exploiter au maximum. Parce que dans de nouvelles conditions de navigation, les solitaires ne les utilisent pas vraiment : il faut avant tout arriver aux Sables-d’Olonne ! De ce que nous savons, les leaders ne prennent pas de risque. Mais dans quatre ans, quand les marins auront accumulé l’expérience, les profils seront différents et l’utilisation plus importante…

Voilesetvoiliers.com : Les bateaux à foils de 2016 ne vont donc pas plus vite que les monocoques de la génération précédente ?
V. L.-P. : Il y a aussi le paramètre de la nouvelle ou de l’ancienne jauge qui joue sur la puissance apportée par les ballasts. Les foils en eux-mêmes sont devenus moins pénalisants par rapport à une dérive droite. Et cela deviendra de plus en plus favorable au fur et à mesure que nous tirerons les enseignements des navigations. On sait par exemple qu’Armel n’utilise réellement les foils que dans les configurations qu’il connaît. Dans toute nouvelle condition, le foil est rétracté. Dès qu’il y avait un peu de mer, les leaders ont été très vigilants avec ces appendices !

Voilesetvoiliers.com : Ainsi, les foils ne sont pas la seule explication des performances en 2016 !
V. L.-P. : Il n’y a pas assez de recul pour que les skippers sachent ce que cela pourrait apporter. Il y a des vagues, des houles qui n’ont pas été appréhendées auparavant. La différence actuelle avec un bateau comme SMA (ex-Macif, vainqueur du précédent Vendée Globe) vient plus du petit décalage météo que les deux leaders ont acquis dans la descente de l’Atlantique. Ce léger delta a offert aux leaders un train que leurs poursuivants n’ont pas pris ! On constate ces derniers jours que le différentiel ne change pas fondamentalement et ceux qui sont devant profitent un peu plus de bonnes conditions. Il n’y a pas beaucoup de différences entre Maître CoQ et SMA depuis l’Indien…

Voilesetvoiliers.com : C’est seulement une arme psychologique alors !
V. L.-P. : C’est surtout une arme qui n’a pas été utilisée à 100 %. Rappelons-nous qu’il y a un an, lors de la Transat Jacques Vabre, les foils effectuaient quasiment leur première sortie en course ! Il y a eu de la casse et en mars, la deuxième version n’était qu’une évolution pour améliorer les performances au près. Jean-Pierre Dick et Morgan Lagravière n’avaient eu la nouvelle version 2 qu’un mois avant le départ du Vendée Globe. Il faut mettre en balance l’expérience d’un Vincent Riou qui connaissait parfaitement son bateau avec sept années de navigation ! Il y a une marge de progression très importante pour les foils.

Sur son Hugo Boss volant, Alex Thomson sort du Pot au Noir en tête et avec une belle avance sur le reste de la flotte.
© Mark Lloyd/Hugo Boss

Voilesetvoiliers.com : On ne peut pas tout de même dire que les foils ne servent à rien sur ce Vendée Globe !
V. L.-P. : Non, mais les images au passage des Kerguelen montrent qu’ils ne sont pas les seuls contributeurs de la situation actuelle. Alex Thomson n’a plus qu’un moignon de foil sur tribord et il va aussi vite ! Armel Le Cléac’h sait parfaitement comment contenir les assauts du Gallois et il navigue très souvent avec le foil rentré : il maîtrise le sujet du Vendée Globe. Il porte une estocade pour gagner cent milles, et après il gère son avance. Il a confiance dans son bateau et il le préserve pour la suite.

Voilesetvoiliers.com : Donc quand Alex Thomson passe devant, c’est qu’il a utilisé le foil qui lui reste ?
V. L.-P. : Sans doute. Tout le monde est loin d’avoir appris comment ça fonctionne. Ce n’est pas le fait que les foils soient différents. Alex Thomson utilise sa version 1 avec des profils asymétriques sur le «shaft» : ils développent une force verticale plus importante aussi parce qu’ils ont plus d’envergure. Alex Thomson avait même fait une version 2 encore plus longue et encore plus porteuse avant que ces foils-là cassent avant le départ. Toujours avec un «shaft» asymétrique qui marche très bien avec un bateau à plat… Au contraire des autres foils. Les deux leaders ne naviguent pas de la même façon ! Plus il y a de l’envergure, plus il y a de la surface porteuse, plus il y a de la force verticale loin du centre de gravité. Mais Hugo Boss sera moins à l’aise quand il faudra faire du près…

Voilesetvoiliers.com : Donc les bateaux ne naviguent pas de la même façon ?
V. L.-P. : L’un doit gîter, l’autre non. Du moins avec le foil sorti.

Voilesetvoiliers.com : Mais la version 2 n’est pas aussi la même !
V. L.-P. : Absolument. Safran, StMichel-Virbac, Edmond de Rothschild ont des versions avec un «shaft» pas porteur, un «elbow» (coude) plus développé, un «tip» plus antidérive. Parce que pour faire du près, il faut plus de surface à l’extrémité. Ce que nous avons enlevé de portance d’un «shaft» asymétrique avec la version 1, nous l’avons reportée sur le «elbow». Et le déficit d’antidérive a été compensé par un «tip» plus grand dans la version 2.

Le passage à l’intérieur de la zone interdite avant les Kerguelen, a coûté très cher à Jean-Pierre Dick : il a dû faire demi-tour et a perdu plus de cent milles en laissant s’échapper Yann Eliès pourtant ralenti par une dépression tropicale…
© Jacques Vapillon / Sea&Co

Voilesetvoiliers.com : Mais tous les bateaux ne sont pas pareils…
V. L.-P. : Certains ont la sortie du puits de foil au-dessus du bouchain (Banque Populaire, Safran, No Way Back), et d’autres en dessous (Gitana, StMichel-Virbac). Ce qui définit une géométrie légèrement différente. Mais plus le foil peut sortir, plus il y a d’efforts sur le puits ! Ce qui implique aussi un renforcement structurel, ce que n’ont pas voulu certains skippers pour des raisons de poids aussi.

Voilesetvoiliers.com : Parce que Hugo Boss n’est pas le plus léger ?
V. L.-P. : Parmi les foilers, c’est Banque Populaire le plus léger ! Et cela joue sur plus de 500 kilos d’écart avec Hugo Boss. Il y a déjà 80 kilos de différence sur le poids de chaque foil : 250 environ pour Alex Thomson, 160 pour Armel Le Cléac’h. Et donc on ne parle pas des mêmes efforts sur le puits et sur la structure…

Voilesetvoiliers.com : Il semble aussi qu’Armel Le Cléac’h n’a pas les mêmes problèmes de vibration sur son foil, qu’il y a moins de bruit…
V. L.-P. : Il a aussi deux Vendée Globe au compteur ! Donc il a aussi l’expérience du bruit à bord. Les perceptions sont personnelles parce qu’ils sont capables d’aller de trois à quatre nœuds plus vite que l’ancienne génération de monocoques IMOCA. Mais la stridence est aussi due à la forme du foil, à son incidence, à son calage dans le puits, à son bord de fuite… Chaque team a travaillé différemment sur ce sujet, et sur la structure du foil puisque certains sont en carbone plein, d’autres creux, d’autres avec un coude en titane.

Voilesetvoiliers.com : On ne peut tout de même pas dire que les foilers n’ont pas un petit plus !
V. L.-P. : La météo a énormément influé sur la hiérarchie actuelle. Les foils (actuels) ont simplement permis d’avoir un léger bonus dans les conditions stables des alizés canariens d’abord, brésiliens ensuite. Mais quand on analyse les performances de Vincent Riou avant qu’il ne percute un OFNI, il faut pondérer l’effet foil. En fait, les leaders n’utilisent pas tant que ça les foils… Le petit décalage acquis juste avant le cap de Bonne-Espérance a permis de faire une différence qui se retrouve aujourd’hui multipliée par dix !

Impressionnant depuis le départ, Morgan Lagravière sur Safran constitue la belle surprise de ce Vendée Globe.
© Jean-Marie Liot/DPPI/Vendée Globe

Lecture complète sur voilesetvoiliers.com

Sette barche per volare a partire da 3.900 euro

da il Giornale della Vela.

In questi ultimi anni la foiling mania ha prodotto una nuova generazione di barche alla portata di tutti, che potete comprare domani mattina. Non solo nel mondo dei kite e dei surf a vela ma anche tra i monoscafi. Si parte dall’evoluzione semplificata del Moth, il Wasp (pesa solo 45 kg!) che ti porti a casa con poco più di 10.000 dollari, oppure puoi dotare delle magiche alette un qualsiasi Laser con 3.900 euro. Tra i catamarani con neppure 18.000 euro c’è a disposizione lo Stunt S9 dell’italiana Bimare, facilissimo da trasportare e da condurre con i suoi 4,16 metri di lunghezza. Basta salire di prezzo per entrare nel mondo dei cat che si avvicinano le prestazioni dei Coppa America. Per i cabinati da crociera, mono o multi, c’è ancora da aspettare un po’, anche se la prima barca in serie da regata arriverà da Beneteau per l’estate. Ma state sicuri, ci arriveremo. Per adesso accontentatevi delle sette barche aperte e tavole che trovate qui sotto nelle splendide foto di Martina Orsini. Buon volo.

1. TRUCCARE IL LASER A 3.900 EURO
Anche il “vecchio” Laser può volare. Ci ha pensato l’autraliano Peter Stephenson che ha inventato un kit semplicissimo per dotare di foil il Laser (più 200.000 barche prodotte). Il kit costa 3.900 euro e lo trovate QUI

Foiling Laser

© Martina Orsini per Foiling Week

2. A 24 NODI CON 11.500 DOLLARI
Il Waspz e’ il monoscafo con foil alla portata di tutti. Derivato dal Moth, è più facile da usare e, soprattutto, abbordabile. Costa 11.500 dollari compresa spedizione e viene prodotto in serie, smontabile e facilmente trasportabile, è lungo m. 3,35, pesa 45 kg e raggiunge oltre 24 nodi. Lo si può acquistare on line su: www.waszp.com

Waszp @ Foiling Week 2016

© Martina Orsini per Foiling Week

3. CON IL KITE FOIL VOLI DUE VOLTE LOW COST
Un milione e mezzo di praticanti nel mondo fanno del Kite, la tavola spinta dal vento grazie ad un ala, l’oggetto volante più diffuso del mondo. E anche il meno costoso. L’adozione del foil ha reso la tavola, se ce n’era bisogno, ancora più performante e, soprattutto eccitante permette di volare sia a 20 metri sopra l’acqua sia a 30 nod navigandoi a pelo d’acqua. Esistono infinite possibilità di scelta, basta digiitare su internet Kite Foil per aprirsi un mondo incredibile. Il Kite, con o senza foil, è candidato ad un posto alle prossime olimpiadi della vela.

kitefoil @ Foiling Week 2016

© Martina Orsini per Foiling Week

4. UN BUON USATO SUI 10.000 EURO
Il capostipite dei monoscafi volanti, il Moth, e’ nato nel 2001 nella sua forma definitiva, misura 3,25 m e pesa 26 kg, nuovo costa da 20.000 euro, si trovano buoni usati sui 10/12.000 euro. In Italia c’è una classe molto attiva, IMCA Italy, e un bel circuito di regate nazionale ed europeo: www.moth.it

Moth @ Foiling Week 2016

© Martina Orsini per Foiling Week

5. IDEALE PER INIZIARE A VOLARE (A MENO DI 18.000 EURO)
E’ tutto italiano il catamarano Stunt S9 con foil, ideale per iniziare a volare. Misura 4,16 e pesa solo 78 kg, l’ha disegnato Michele Petrucci che lo produce nel suo cantiere Bimare. Costa 17.990 euro IVA compresa. www.s9team.eu

S9 @ Foiling Week 2016

© Martina Orsini per Foiling Week

6. LA FORMULA UNO DELLA VELA A 38.500 EURO
Al salone di Parigi del dicembre 2013 viene presentato un catamano a foil di soli 5,52 m, il primo in serie, si chiama Fying Phantom. Questa piccola Formula 1 della vela costa attorno ai 38.500 euro tutto compreso e c’è un folto circuito europeo di regate. www.phantom-international.com

Flying Phantom @ Foiling Week 2016

© Martina Orsini per Foiling Week

7. VOLARE COME QUELLI DI COPPA AMERICA
Il cantiere specialista in catamarani aperti ha dotato il suo modello F 20 di “Flight Control System” per farlo volare. Il Nacra 20 FCS (m. 6,20×3,20) è disegnato da Pete Melvin e Gino Morelli, gli autori del regolamento della Coppa America 2013 e i suoi foil ricordano quelli apputo degli AC72. www.nacrasailing.com

Nacra 20fcs @ Foiling Week 2016

© Martina Orsini per Foiling Week


A seguire questo bell’articolo tratto dal sito de il Giornale della Vela pubblicheremo a breve un secondo post completando l’elenco delle altre barche volanti già disponibili sul mercato. Stay tuned!

The three semi-foiling IMOCA 60 concepts

Extract from Yachting World.

20161205_3typeoffoils

They are all slightly different. In essence, there are three concepts at work: one that designers VPLP call the ‘Dali’ foil because of its ostensible similarity to the artist’s moustache; Alex Thompson’s DSS-style foil on Hugo Boss; and another type designed by Nick Holroyd of Team New Zealand used on Jérémie Beyou’s Maître Coq.

The first is a V-shaped foil on which the purpose of the shaft is to hold out an elbow and tip, but the shaft itself is not a key part. On Hugo Boss, the shaft and tip both provide lift, hence Thomson’s board provides, he says, “a two to three times bigger lifting surface.” It is said that Thomson’s foils begin to generate lift at a lower speed and are efficient to a deeper angle downwind than the others.

On Maître Coq the shaft ends in a flat section and has an elbow with a tip that extends vertically.

Every team has been refining these foils. Most have experienced breakages and, after trying out refinements, are on version 2, 3 or even 4. The point is that, for all teams, foils are still very much a learning game.

Alex Thomson came into the Vendée Globe as something of a dark horse, but his boat appears to have the edge over the rest of the foiling pack in downwind conditions. It remains to be seen if a full conclusion can be made since he broke his starboard foil in November, however, as that makes direct comparisons with fellow leader Armel Le Cléac’h’s Banque Populaire difficult.

Read more on yachtingworld.com

Bangin’ The Corners

2016 Bangin’ The Corners Cup presented by MS Amlin.

Congratulations to Iain “Goobs” Jensen on winning the third edition of the event. Thanks to our hosts Royal Bermuda Yacht Club for putting on a great show in such extreme conditions!

Figaro Bénéteau 3

By Press Mare World.

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Modernity, reliability and performance. By combining its expertise and the competence of naval architects Van Peteghem – Lauriot-Prévost, the Beneteau Group is offering the Figaro class the first one-design production foiling monohull ever devised. The Figaro Beneteau 3 to star in the Solitaire URGO Le Figaro from 2019.

A one-design monohull equipped with foils.
Creation of the Beneteau Racing Division Group to manage the manufacturing of the production boats.

We just have to accept it: even the most reliable boats must, one day, fall back into line. In 2019, as the Solitaire URGO– Le Figaro celebrates its ftieth anniversary, the Figaro Beneteau 3 will take over from its illustrious predecessor, the Figaro Beneteau 2, which has been sailing the length and breadth of the French and Atlantic coasts since 2003.

This Figaro Beneteau 3 is the fruit of a stellar collaboration formed by the Beneteau Group, with the Class Figaro, OC Sport, the organiser of the Solitaire URGO- Le Figaro and Le Figaro group. Penned by naval architects Van Peteghem – Lauriot-Prévost, whose designs won the last two Vendée Globes and are likely to be on the podium for the 8th edition, the latest of the Class Figaro one-designs is in safe hands.

A boat that is part of the current climate, with a design set to last.
«The challenge of the brief we were given, naval architect Vincent Lauriot-Prévost explains, was to create a boat that performs well and is as reliable as the Figaro Beneteau 2.We worked extensively with the specialists from Beneteau Group to design a hi-tech boat in terms of both manufacturing materials and processes.»

Still with a heavy emphasis on top-level performance and competition, the Beneteau Group has gathered together the leading experts within its brands and its trades to design and build this latest iteration. In this way, they’ve brought their know-how into play with the creation of the one-design by VPLP.

figaro-beneteau-3-the-world-s-first-production-foiling-monohull_22689Foils, a mast stepped further aft and a high-performance hull
The first prototype is entering the build phase and will be ready to be launched and tried over the course of the summer 2017. It has been established that the Figaro Beneteau 3 will come under design category A under ISO/World Sailing.

She will wear the insignia of modernity: foils, yes, but also a more high-performance hull below the waterline that is free of ballast tanks, with a narrower and lighter keel, a mast stepped further aft and a more generous sail plan. Finally, the brief for the Figaro Beneteau 3 was naturally to be as reliable as her predecessor. VPLP affirm that if a foil were to break in a collision,it wouldn’t damage the boat’s structure.

The foils
In contrast to the foils on the Imoca60, the latter will have an inward-facing pro le as Vincent Lauriot-Prévost explains. «The versatile foil we’ve created provides more than just the dynamic power and vertical lift that is sought after in Imoca. We’ve designed it in such a way that it creates as little resistance as possible in the light airs and reduces leeway at full speed.»

The hull below the waterline
Made of foam sandwich, glass fibre and polyester resin, it is in line with current designs. The most significant change is the disappearance of the ballast tanks.

The keel
Deeper, with a narrower keel n, it will generate less drag.This will be accompanied by the reduction in leeway created by the foils.

Mast and sail plan
As is the case on the Imoca60, the mast is stepped further aft, which enables the incorporation of more high-performance sails and a bowsprit is attached.The solo sailors will sail with a fathead mainsail, a genoa and of course a jib, as well as a masthead spinnaker (measuring 105m2) and, to seek out speed in the light airs, a small gennaker.

The manufacturing challenge of production boats
Around a hundred Figaro Beneteau 2s have been built since 2003, which augurs well for the 3rd iteration. In order to optimize the manufacture of production boats, whilst adhering to the drastic criteria of the one-design, the Group has just created the Beneteau Racing Division Group. It is a powerful signal of the company’s desire to forge ahead with innovation that is geared towards performance. A dedicated construction site has been put in place in Nantes-Cheviré (Loire-Atlantique).This hub comprises around fifteen experts and will also be tasked with piloting and producing the Group’s future racing and regatta projects.

Game on: the Beneteau Racing Division will have to produce a rst batch of 50 Figaro Beneteau 3s for the end of 2018. At that point, the class will distribute them solely among members by drawing lots so as to retain sports equity.

figaro-beneteau-3-the-world-s-first-production-foiling-monohull_22688

Reaction from: Yoann Richomme, Winner of the Solitaire Bompard Le Figaro 2016. Head of the Class Figaro’s Measurement and Safety Committee.

With this new Figaro Beneteau 3, we’re hoping to offer the fleet to those who are inspired to join us an exhilarating and more modern boat.

Inevitably, after 15 years of offshore racing on the same boat, you get a little tired of it. As such, it was an opportune moment to make the move and, in so doing, get in touch with the status of science. It wasn’t about making the Figaro Beneteau 2 vintage, rather it’s about bringing something innovative and visible to the fore.

Foils are clearly the future, especially in a competition environment. The skippers will be able to get to grips with these tools in the Figaro and this will give them the building blocks to move onto something else further down the track should they so wish.

Technical specifcations
LOA: 10.85 m – Hull length: 9.75 m – Waterline length: 9.00 m – Max beam: 3.40 m – Waterline beam: 2.40 m – Draft: 2.50 m – Light displacement: 2900 kg Ballast: 1100 kg – Mainsail area: 39.5 m2 – Jib area: 30.5 m2 – Large spinnaker area: 105 m2

#RaceToBermuda

The next time the world will see America’s Cup racing is on the beautiful, natural amphitheater of the Great Sound in Bermuda. Three America’s Cup teams are already based in Bermuda, they weigh in on the venue and what we can expect to see in 2017

New designs in Vendée Globe offer more speed, and danger

By CHRIS MUSELER.

LES SABLES D’OLONNE, France — A tear appeared at the corner of Morgan Lagravière’s eye as he was interviewed before the start of his first Vendée Globe, a solo, nonstop around-the-world race.

By the time he was halfway out the mile-long channel to the North Atlantic on his Team Safran Imoca 60 racer, roars from the 350,000 people gathered along the natural amphitheater overwhelmed him. He slid to the deck, crouched with head hung, and broke down in tears.

The start of the Vendée Globe, which takes place every four years, is a phenomenon that rivals the world’s largest sporting events. Bars along the channel were opened at 4 a.m. as visitors filled the streets, singing and chanting in the 40-degree darkness. By dawn, the people were 10 deep along the sea walls for a mile on either side.

More than 1.5 million people, largely French families and school children, poured through the race village here on the west coast of France over three weeks to catch a glimpse of the 29 skippers and the radical 60-foot boats that will take them to the most remote areas on the planet.

When the race began on Nov. 6, the crowds cheered as each boat slowly motored through the channel, the skipper playfully starting an uproar with his arms. Four hours later, the last of the support boats and television helicopters peeled away, and the sailors were left alone to negotiate the solitude and challenges of the open ocean.

They are facing perhaps the most dangerous edition of the race since its inception in 1989.

For the first time, Lagravière and six other skippers are using hydrofoils, which can lift the boats nearly out of the water and reach speeds of more than 30 miles per hour. Designers said these boats would sail an average of three to four knots faster along the 28,000-mile course.

If the new Imoca 60 designs, known as foilers, hold together, François Gabart’s record of 78 days, set in the previous race, is predicted to fall.

The additional stresses the foils are placing on the skippers and the boats have forced some to wear helmets and body armor when below deck to protect against the violent motion of these avant-garde designs.

The new boats are untested in the three-month race. Skippers including the British sailor Alex Thomson, considered one of the fastest in the fleet and the current leader, know the risks well. Though he was third in the last race, he failed to finish the previous two. To reduce this risk, he and other teams have installed sensor alarms that will sound when the boats become overstressed at speed.

On Thursday, Lagravière shed tears of despair as he became the third skipper, and first foiling boat, to retire from the race. His boat hit what he labeled an “unidentified floating object” that tore off more than half of one of the boat’s two rudders.

Entering the weekend, all but one of the new-generation boats were still filling the top five places as the leaders hurtled past the Cape of Good Hope. The top nonfoiling boat, PRB, whose skipper is the former race winner Vincent Riou, became the second retirement of the race on Tuesday.

Proving the dominance of the new boats, Thomson broke the 24-hour world speed record for this class last Saturday, covering 535.34 nautical miles. He rounded the southern tip of Africa on Thursday, beating the race record from the start to the Cape by five days, even though one of his foils broke a week ago while the boat was averaging more than 27 m.p.h.

Since the first race, about half the competitors have finished. There have been deaths and daring midocean rescues.

Illuminating the close bond and respect between the competitors representing 10 nations, the veteran skipper Kito de Pavant held the head of a rival in his hands before the start, kissed his cheek and embraced him, closing his eyes and sharing a final supportive message.

This extreme race is distinctly French.

“There is a huge public love and intrigue and fascination in particularly about single-handed sailing here,” said Mark Turner, chief executive of the Volvo Ocean Race.

Turner said this interest went back to the solo sailing exploits of the Frenchman Éric Tabarly when he won the 1964 Observer Single-Handed Trans-Atlantic Race, a feat for which he received the rank of Chevalier de la Légion d’Honneur.

Today the race is considered the pinnacle of solo ocean racing and is mainly sponsored not by a corporation but by the region of Vendée, contributing to its longevity and prominence in the country.

Gabart said the attraction of the Vendée Globe was the shared experience.

“Everyone looks at the sea, and there is a feeling of freedom,” he said the day before the start. “This is not only about sports. This is something more universal. Something more human about going on a boat and going away.”

Yacht Racing Forum

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Foiling Week is participating again at Yacht Racing Forum in Malta, November 28th to 29th. We will have the opportunity to discuss our take on safety and sponsorships at 2 of the sessions.

Our 2017/18 plans in terms of events and foiling community support will also be announced. We will be more than happy to meet and talk with anyone about funding, partnering, sponsoring, volunteering, helping, becoming part of the foiling community events! #experienceiseverything

L’hydroptère abandonné, vendu 20.000$

by courseaularge.com

hydropterevendue

Triste fin pour l’hydroptère déclaré abandonné sur un ponton d’Hawaï et vendu 20.000 $ pour pièces. C’est le forum Sailing Anarchy qui a publié hier les photos du bateau et de la pancarte de la marina où il est mentionné que le bateau est déclaré abandonné suite à un arriéré de 20.000 $ n’ayant pas été payé depuis des mois. Le compte Twitter officiel d’Hydroptère confirmait la vente du bateau et un elliptique « Back to soon to San Francisco ».

hydropterevendue1

On sait qu’Alain Thébault est aujourd’hui sur un projet de voiture sur foil sur la Seine et que ses relations avec ses anciens partenaires (DCNS) sur l’hydroptère n’ont pas été des plus faciles. Joint cet après-midi, il n’a pas souhaité nous en dire plus. Un accord de confidentialité a été signé avec l’acheteur. On ne connait pas le montant exact de la vente. Mais les 20.000 $ d’arriérés ont été payés à la Marina.
A suivre.

hydropterevendue0