single handed foiling catamaran

F1x A-class foiling catamaran

World champion, lighter = better, craftsmanship, meet the foiling f1x a-class catamaran.

This is the ultimate singlehanded foiling catamaran of the moment: ultramodern, incredibly fast, very agile, extremely strong and feather-light, in an aerodynamic and ergonomic design. The perfect total package, packed in 1 foiling catamaran. This is the world’s coolest boat for singlehanded races and the winner of several A-cat world championships and many other sailing races.

The 2020-F1x A-cat is exactly the same foiling catamaran that made Mischa Heemskerk Vice-World Champion at the Herveybay Worlds 2018 in Australia and World Champion at Weymouth 2019. All our foiling F1x A-class catamarans come straight, ready to race and ‘Mischa-tuned’ from our factory.

Unique design enables top performances

The F1x A-class foiling catamaran is the ultimate reflection of our current design language. The aerodynamic design accentuates the performance qualities of this super fast foiling racing boat. The sophisticated deck plan provides clear control and minimal air resistance.

Foils The rudders and daggerboard foils used on the F1x A-class foiling catamarans are produced with the highest quality carbon pre-preg fibers. The foils are cured in our own Autoclave . Our winning foil design was created in close cooperation with Glenn Ashby and the designers of AC Team New Zealand .

Construction The F1x A-cat is manufactured entirely according to the carbon pre-preg/ Nomex production method, and cured in our Autoclave. This technology is the same as used in the aerospace industry and within other foiling boats like for example, the America’s Cup.

Design The design of the F1x foiling A-class catamaran was completely conceived by the DNA design team and made at DNA’s own yard. In the DNA design team Pieterjan Dwarshuis, Mischa Heemskerk and the renowned Dutch industrial design engineer Rudo Enserink worked closely together to create the perfect foiling A-class catamaran.

We build your new foiling boat!

Technical details.

The F1x A-class foiling catamaran has a number of unique features that improve performance. For example:

• Semi ridged trampoline. Gives extra torsional stiffness to the boat and increases its aerodynamic characteristics.
• Patented main-sheet-wheel-system. For more direct and faster trim of the main sail.
• Aerodynamically placed traveller car.
• Flexible daggerboard casings. For minimal water absorption in floating mode.
• Aerodynamically shaped ‘beams’.
• Adjustable T-rudders. Foiling with rudder differential is possible.

Specifications

LOA: 5.49 m BOA: 2.30 m Max. draught: 1.20 m Sail area: 13.94 m Total weight: ca. 53 kg Top speed: 31 kn Extra: All measurements according to IACA Class regulations.

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Are you excited to buy a F1x A-class foiling catamaran from DNA Performance Sailing? Please fill in our contact form:

Yes, I want a F1x A-cat!

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SIT&FLY

you can  fly

THAT FLIES ALONE

Extended version on your desktop computer

A foiler designed for any sailor.

The idea was to create a SIT & FLY foiler, that is to say a boat with foils that practically flew alone, and endow it with an exceptional stability so that any sailor could fly easily, regardless of their physical or technical preparation, also allowing them to access into the competition with foils so far suitable for only a few specialists.

The mothquito foiling catamaran perfectly meets this objective. proof of this is that none of our riders had ever flown on a boat with foils before and as you will see in the videos they all fly without any difficulty. , i sincerely believe that it is the best guarantee that the mothquito is made for you., you will soon be able to try it for yourself. happy flight.

Designer and CEO:

IFS Foiling & MOTHQUITO

THE BOAT THAT FLIES ALONE

The Mothquito Foiling Catamaran is the first foiler in the world with an increased dynamic stability and performance, by the IFS system, a system that increases its dynamic length and beam to make foiling easy, safe and fun for any sailor.

Due to this system, the Mothquito surprises with its great stability, both at take-off and during flight, requiring the crew member simply the same physical effort that would be required to sail in any conventional dinghy boat without trapeze and without the need for a special technique.  

In the Mothquito you just have to sit down to sail and the boat will practically will flies alone.

For all these reasons, the Mothquito is an easy and suitable foiler for all types of sailors, a true SIT & FLY.

At the same time, it can be a fundamental tool for schools and training centers, which are increasingly in demand for easy-to-fly, stable, yet fast and fun foilers.

But make no mistake, the Mothquito is more than just a docile and stable foiler. The Mothquito is a high performance catamaran racer. With a dynamic beam in flight of 4.8 m2, this boat manages to significantly increase its righting moment, which allows it to have a sail area of ​​17.5 m2 in its basic configuration, to launch the boat at high speeds without heeling or feeling of risk.

With mothquito you don`t need:.

Previous experience.

Specific technical training.

Special physical preparation.

Navigate against heeling as in the Moth.

Hang on a trapeze compromising your safety.

Height sensors and flaps to regulate the flight height, since its V foils automatically regulate the height.

Increasing the dynamic length:

You increase longitudinal stability, improving dynamic longitudinal trim in flight and reducing the risk of nose dive and pitch poles., increasing the dynamic beam:, increased transverse stability is achieved, increasing righting moment and performance, with a significant reduction in heeling., that is why mothquito marks a before and after, a new concept in the world of foiling which is summarized in a single expression:, sit & fly.

With Mothquito you know how.

BACKGROUNDS

As foiling progresses, more and more fans and sailors want to experience the sensation of flying, even if only once.

But the reality is that many of them are in doubt as to whether they will be able to fly continuously and controlled, since flying these machines does not seem as easy as sitting down.

In many cases, it requires significant physical preparation and endurance to be able to keep the balance in flight based on counter-heeling, making counter balance and playing with the mainsail sheet hunting and molding to maintain balance and not repeatedly go overboard.

In other cases, as in the majority of catamarans, it will be necessary to hang on the trapezoid to reduce the heeling, and at high speeds the maneuvers are very fast and precise, so the risk in these circumstances does not It exactly coincides with the idea of ​​enjoy it.

In summary we can group the current foilers into 3 large groups:

They are small foilers, monohull or multihull, for a single handed and they have a central inverted T-foil and another inverted T-foil in rudder on the same line. When they are monohull, flying on these boats without falling into the water is not easy. You have to establish a continuous balance by flying against heeling and keep your balance playing with the main sheet, and your weight.

In the case of multihulls, the outer hulls act as a float to stop preventing the overturns, as the small lateral wheels do on a bicycle when the child learns. but this solution does not eliminate the difficulty of the flight and slows down the speed of the boat every time the float enters into the water. they also use flaps with mechanical height sensors to control the flight height, and therefore require care and maintenance., they are dinghy catamarans for single or double handed and have four inverted t-foils., with a dynamic beam of around 2.5 m, which usually coincides with their hull beam, these foilers are much more stable than the 2t foils, but in them the use of trapezoids is usually common to compensate the heeling, which not everyone likes and less at high speeds., they also use flaps with mechanical height sensors to control the flight height, and therefore require care and maintenance., 2j + 2t foils, they are high-performance catamarans, of greater length and for more than two or three crew. it is common to see them compete on international circuits. their main foils are in j, which is the same as an underwater v when the boat heels, so they regulate the flight height without the need for flaps. they are very technical boats that require a lot of training and good physical shape. in addition they are not affordable since their price is usually not within the reach of every pockets..

If you are a training center or sailing school...

We are developing a strategic plan for the commercialization and international expansion of the Mothquito that may interest you.

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iFly 15 Flying singlehanded – it’s easy!

Top speeds of nearly 30 knots on a machine less than 5 meters long, transportable behind a car with no dismantling whatsoever…the stuff dreams are made of, no? Getting to know a terrific little toy, which…flies!

The iFly 15 is capable of sailing on its foils from 10 knots of wind, and is surprisingly stable.

Michael Miller has perfected a thick sail which is high-performance, reliable and easy to use.

Sensors forward are supposed to simplify flying for novices…

Thanks to its beam limited to 2.55m (max for road transport), the iFly 15 can be transported by road, flat and with no dismantling.

An attractive catamaran with sharp lines. It makes you want to sail…flat out!

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We will keep you posted on new articles on this subject.

Published 19/05/2017

By Emmanuel van Deth

Published: july / aug. 2017

Choose the option that suits you best!

Issue #: 154

Published: July / August 2017

• Price per issue - digital : 5.70€ Digital magazine
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• Access to Multihulls World digital archives Digital archives

Flying multihulls are not new; Eric Tabarly succeeded with no trouble in 1976, with his Tornado hull attired with two floats. Then there was Paul Ricard, the Hydroptère…and soon kite boards, then stand-up paddle boards with foils. And of course multihulls and now practically everything which races on the water. So, is that it? Foils are within everyone’s reach? Can we have a go too? On the market, in any case, there is a lot of movement in the little world of flying catamarans. And among them, one machine in particular caught our attention. This is the iFly 15. Unveiled at the fall boat shows, the machine’s small size is surprising: under 5 meters for the hulls, 2.55m wide and weighing in at just 90 kg – for the production model, as our prototype proved to be appreciably heavier. At the start of the project, Gilbert Saint-Blancat (a former aeronautical engineer, prominent in the field of foils…) had to be content with designing the carbon T-shaped appendages. Finally, it was also he who designed the wave-piercing hulls. He retained quite slim sections over the whole length, to reach a good compromise between high speed and reduced pitching. The aim therefore is to fly singlehanded or as a duo, easily.

Understand that you will not have to adjust the foils. You fly, steer, trim your sail, and that’s all… Apart from a basic adjustment of the four appendages (two daggerboards and two rudders) which you will learn to master as you sail more and more, the control under sail is carried out automatically, thanks to the flaps in the daggerboard foils. Linked to sensors fixed to the bows, these flaps are able to anticipate the boat’s trim, and even anticipate the waves. The principle is quite simple: if the hull is not flying, the very horizontal sensor controls – via stainless steel and carbon rods – the descent flaps, to provide maximum lift. If the hull is too high, the vertical sensor makes the flap go back up – the lift is weaker. Of course the system would be even more effective if the whole foil was mobile. In this case, we would even be able to obtain negative lift to windward and in theory imagine never having to sit out… Before observing carefully this machine’s behavior in the hands of Michael Miller, its designer, let’s have a glance at the rig and the deck plan. The carbon mast supports a very clever thick mainsail. The whole of the luff is doubled and held by different battens on either side. The bolt rope is equipped with a gusset to create some volume. Once hooked, the sail displays a perfect profile, once the luff tensioning line has been pulled taut. On the double thickness trampoline – the aim is to generate a lift effect – very few adjustments and lines are visible: they are cleverly hidden between the two skins.

30cm of water is enough for Michael to sail, and even tack. A meter is enough to lower the appendages fully. Even without taking off, the iFly is particularly lively, and tacks on the spot. 10/12 knots are ...

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The Nacra 15 FCS ONE

• July 12, 2021

Follow Nacra Sailing 

Nacra´s newly launched single-handed flyer – Nacra 15 FCS ONE  

Following the evolution of the Olympic Nacra 17 Class and heeding to the increasing popularity of single-handed sailing, Nacra Sailing has introduced the Nacra 15 FCS ONE . A full-foiling , single-handed variant of the Nacra 15 FCS that is sure to offer the ultimate sailing experience for sailors around the world.  

Built in close partnership with leading design house, Morrelli & Melvin, this single-handed flyer features a one-of-a-kind sail configuration, including a deck sweeper mainsail without a jib, making it highly competitive and   great fun to race with.

Its sail plan is comparable to the World Sailing 15 C Foil configuration of Nacra 15, with only the FCS foiling package being plug and play as part of a new boat package and an additional option for existing Nacra 15 owners.  

The main features of the Nacra 15 FCS ONE are:  

Weight: 156kg Hull: 4.7m (15´4´´) Mast: 8,17m (26´8´´) Beam: 2.34m (7´67´´) Main sail: 13,52m2 (145ft2) Spinnaker: 13,89m2 (149ft2) Design by: Morrelli & Melvin

This multihull offers a versatile and robust single-handed performance, making it an exciting and hassle-free option for both experienced and rookies/recreational sailors for independent sailing. It has a new Z foil and L-Rudder design as well as a kick-up system to ensure a smooth ride from start to finish. Furthermore, the overall dimensions of the mast and cat make it an ideal performance-oriented foiler with no difficulty in launching.  

Awaken your spirit of adventure and recreation with the new Nacra 15 FCS ONE. Check out more information here or watch the foiler in action here .  

Note: At Nacra, we have something for everyone – from light and sturdy leisure cat to full-blown Olympic powerhouse. Take a look and make your choice! For any queries about the new Nacra 15 FCS ONE or orders, contact your local Nacra dealer or Nacra Sailing at [email protected] .  

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10 Best Solo Bluewater Catamarans and What Makes Them Great!

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Finding the best solo bluewater catamaran is hard, I have been looking for the right balance of lightweight, sturdy, spacious, and compact. But what are the best solo bluewater catamarans on the market?

The ten best solo bluewater catamarans have unique designs, are about 40 feet (12.2m) long, boast an autopilot, all lines to the cockpit, and can provide a safe ocean passage with only one sailor on board. Popular short-handed bluewater cat models include the Manta 42, Dolphin 42, and the FP Belize 43.

Whether you’re looking to buy a brand new catamaran or refit an older one, I know one thing, there’s a solo sailing boat out there for you. Read on to learn about the best models available on the market today, this article is a synergy of my own knowledge together with the experience of expert sailors.

Table of Contents

What To Look For in a Solo Bluewater Catamaran

If you’re sailing single-handed (aka shorthanded or solo), you’ll want an easy-to-maintain boat that allows you to stay at the helm for the bulk of your trip. Typically, you’ll want a catamaran that’s about 40 feet in length (and with a beam to length ratio above 53%) too big of a boat, and it will be hard to handle, and too small it becomes unable to sail large waves and strong winds safely. Sail size plays a big part in how easy your reefing and winching will be.

If your boat has an autopilot , which a well-outfitted bluewater boat definitely should, you will have an easier time managing sails and navigation. With autopilot mode enabled, you can cruise along without having to worry about adjusting the course since the autopilot will do this for you. These systems can be standalone or tied into a GPS and make a great asset for single-handed sailors. 

Remember that autopilot works better under power than under sail because of the amount of electric power it needs to work. You can increase performance under sail, however, by trimming correctly for a neutral helm. 

Autopilot functions can sometimes be managed with a remote controller that you can wear on your wrist or a lanyard for added convenience.

Having a furling headsail can save you effort on the foredeck, and in-mast or in-boom furling makes the job of mainsail reefing more simple. However, this comes with a tradeoff in performance. 

A slab-reefed main takes longer to reef, but it’s easier to handle than others because of the lines led aft. The only thing you need to worry about in this case is adding lazy jacks, which will prevent the main from blocking your vision. 

Handling & Safety

One of the riskiest things a solo sailor can do is leave the cockpit , so choosing a ship with quick and easy sail handling is of great importance. This is especially crucial near harbors, where there’s likely to be lots of other boat traffic. The best bluewater catamarans for solo sailors will have lines that run into the cockpit so that you don’t have to abandon your position at all. 

Even if you don’t run all your lines to the cockpit, you should at least take the main halyard back with you to the cockpit . This ensures that you’ll be able to stay in control of the boat without having to scramble quickly between stations.

When mooring by yourself, you might find midships cleats valuable in that they provide an anchoring point that keeps your ship from drifting away before it’s been completely secured. 

The Manta 42 is a classic multihull catamaran built in the late 1990s to 2000s in Florida. It was designed by French naval architect Eric Lerouge and can be identified by its high bows and curved crossbeam. A Manta 42 is relatively light and has room for added features, like solar panels or dinghies. 

What Makes It a Good Solo Sailing Cat

The Manta 42 is great for single-handed sailing because it’s lightweight and easy to handle. It also has pinned aluminum crossbeams rather than conventional aluminum crossbeams, which means that the bows’ twisting forces will be absorbed. But note that this can lead to stress cracks in the bow area. 

For more information about the Manta 42, see this video walkthrough:

The Brazil-made Dolphin 42 comes equipped with a daggerboard for stability, which allows it to point higher. This also reduces the amount of wetted surface and allows you to anchor in shallower water. The Dolphin 42 also has a foam core for reduced weight and a lower chance of developing a wet core.

This catamaran is 41 ft. (12.5 m) long, with a displacement of 24,255 lbs (11,001.88 kg). It has two 60 horsepower engines, six feet (1.83 m) four inches (10.16 cm) of headroom, and comes with a built-in GPS-integrated autopilot system and a fully battened mainsail. Additionally, this ship has several household comforts, like hot water, air conditioning, a TV set, and a computer built-in, as well as a refrigerator. 

The Dolphin 42 is lightweight, stable, and compact, great for short-handed sailing. Dolphins have been known to perform successful circumnavigations comfortably and safely and are very reliable. However, you should be sure to choose a model that has not had any major modifications to the structure post-production.

Privilege 435

The Privilege 435 is a heavier cruiser meant for long-distance trips , designed according to the French tradition of multihull ships. These have been on the market for about 30 years and are made by large producers like Lagoon and Nautitech. The Privilege 435 can be purchased as an owner version or with four cabins and four head/showers. 

This catamaran is low-slung and has low wind resistance. Its windows come with internal shades and optional outdoor shades, but without “eyebrow” overhangs, the saloon can become quite hot in the tropics. Still, this boat is of very high quality and has a solid, stylish finish. 

The Privilege 435 is a luxurious choice, built for long-distance cruising . This catamaran is well-made, will not give in easily to stress, and has low wind resistance for increased efficiency. If you’re looking for a high-end boat with a stylish design, this could be the choice for you. 

Fountaine Pajot Belize 43

The Fountaine Pajot Belize 43 is perhaps the most popular catamaran on the market today. It has a full-length owner suite with a clever design that pairs a curvaceous saloon with a wraparound dinette and nav area. The galley comes with wraparound windows, and the outer deck is easy to walk on. 

The Fountaine Pajot Belize 43 has a foam core, which means it’s lightweight and unlikely to develop a wet and soon rotten core. It makes for a great solo sailing boat due to its ease of use, stability, and comfortable design. This catamaran is especially good for long travels due to its comfortable and spacious layout. It would make for a great single-handed sailing trip for a family.

Nautitech 44

The Nautitech 44 was one of the first catamarans with an integrated hardtop bimini , one of the many ways this design set the trend for short-handed sailing catamarans. It has two modes, one that allows single-wheel steering at the bulkhead and another that allows twin wheel steering closer to the stern. The Nautitech 44 also has slim hulls, which means more speed.

This ship is produced out of Rochefort sur Mer, a hub for naval architecture and shipbuilding. Nautitech was the first luxury boating company to introduce the concept of open living onboard, combining the saloon and cockpit to make one functional and spacious living area. 

Because the Nautitech 44 has two modes for steering, it allows each sailor to choose the steering method that best fits their wants and needs. Both modes have their advantages, but many prefer the sailing sensation of the two-wheel approach. This ship’s design also allows the saloon door to be left open even in the heavy rain, without fear that water will leak inside.

The combined saloon and cockpit also make for a comfortable trip for the single-handed sailor, allowing you to enjoy your leisure room without leaving your ship’s control room. 

The Lagoon 440 has a lot of volume for a single-handed sailing catamaran and a signature squared-off structure. This ship isn’t lightweight, but the saloon is spacious and accommodating to furniture. One version of the Lagoon 440, the flybridge version , is a difficult ship for shorter sailors to operate, simply because of a high boom position.

The Lagoon 440 is a good solo sailing boat if you’re looking to go on a long-distance trip, spending lots of time out at sea. It isn’t particularly fast, but it’s very stable, easy to use, and has lots of room for furniture and supplies. Several versions of this model are available on the market, all of which have slightly different layouts.

This catamaran is 49 ft. (14.94 m) long , bigger than most solo sailing ships. However, it does come with an autopilot system that makes solo sailing easier, as well as a GPS, radio, and built-in radar detector.

The Leopard 45 is a South African-made multihull ship on the market since the late 1990s. Most Leopard 45s on the market are four-cabin versions, although a three-cabin version of the ship also exists. It also has a large, open-plan saloon with a large galley and a trademark rear arch. 

See the Leopard 45 in action in the following video:

What Makes It a Good Solo Sailing Boat

The Leopard 45 is a good solo sailing boat because it has a sturdy fractional rig for stability and is easy to use. It also has an open cockpit, which makes circulation easy. And you’ll find the engine access points on the outside of the ship, which makes maintenance easier. 

The Voyage 44 is a South African-made catamaran with a rugged design, considered a cost-effective option with superior sailing performance relative to other ships sold at the same price point. This boat has a particularly wide beam, which makes for more stability and more space. However, it also has a very exposed low bridge deck to be aware of.

The Voyage 44 makes a great single-handed sailing boat because it’s so stable with its ultra-wide beam. It makes the ship very easy to steady, even for beginners. While it’s not particularly lightweight, it’s built with an aerodynamic design, enough so that it can move along at a steady clip.

What is the largest boat one person can sail?

Outremer 45

The Outremer 45 is a product of La Grande Motte in the South of France, built with a well-executed, smart design. The hulls and deck are made with vinylester and a divinycell core, and its high-load areas are suited with carbon for extra durability and rigidity. You’ll find secure glassing at the joints of the ship rather than glue that could come undone.

The Outremer 45 has a classic multihull structure, small volume, and incredible responsiveness to the helm. It has a high bridge deck clearance , as well as well-proportioned bows. It also has a balanced weight distribution to prevent pitching and encourage steady motion forward. This is a pricier option, but an option with many great features. 

The Outremer 45 is a good solo sailing ship because it’s very compact and easy to manage. Its proportionate design means more stability and less pitching. It’s a very light ship, so it’s likely to move faster through the water than its competitors.

The Prout 45 is built for long distances rather than speed. It’s a heavy, sturdy boat that you’ll have an easy time guiding without worrying about pitching. 

The Prout 45 has space for a small stateroom in the center of the boat and comes in both owner and four-cabin versions. It has next to no bridge deck clearance due to a “nacelle” that runs along the main deck from end to end. This adds headroom and buoyancy and adds drag that can take away from the experience by slowing you down and creating noise.

If you want to better understand the difference between a solid foredeck and a net, a.k.a. trampoline, then I suggest you read my article comparing the two.

The Prout 45 has smaller, more manageable sails than other options and allows easy access to the rigging, which runs right into the cockpit. It’s a heavier ship and one that’s easy to keep stable. It’s a great ship for a solo sailor because you can do most of your work right from the cockpit, and it’s a sturdy catamaran that’s unlikely to pitch.

Tips for Single-Handed Sailing

Sailing solo is a great way to get to know your boat and is necessary for many people. The idea is to be able to cruise, whether it be close to coasts or at high seas, without needing a crew on board. It’s a challenge, so it’s best not to embark on a trip single-handed unless you have a good amount of experience and feel confident doing so. 

Before heading out single-handed, you should test yourself with an inactive crew. Go together when the weather is nice and have them be your backup while you try solo sailing and see how it feels. 

Make sure that you’ve also physically trained for the level of fitness you’ll need to operate the ship, especially if you’ll be going out on a longer excursion than you’ve done in practice. Taking care of a ship is demanding work, and you can quickly burn out if you’re not ready for it. 

Preparation 

Prepare yourself thoroughly for the sail, study the route, read sailing guides for every area you’ll be in, and make yourself aware of any dangers that may arise. Become aware of possible shelters, and know where you’ll be entering and exiting the harbors. It’s a great idea to save these locations as waypoints on your GPS, just in case. 

I asked catamaran sailors what their favorite books are, Here is the list: 15 Best Books about Cruising Cats!

A great way to prepare yourself for possible situations is by reading books, I have bought plenty of books and I list some of my favorite on this page . So far I haven’t found any good solo bluewater books that I would recommend, but here are two catamaran cruising books that I have read and that I feel comfortable recommending. I suggest you get both of them since they complement each other.

Multihull seamanship is very informative but offers boring graphics, and Cruising guide for sailors is inspirational with beautiful pictures.

Make sure you choose a good weather window. Avoid sailing a few hours ahead of a forecast gale at all costs. Instead, seek a time with a reasonable breeze and a calm sea. You can gradually introduce yourself to different weather conditions, but remember not to challenge yourself too much too quickly.

All lines To The Cockpit

The cockpit layout plays a big role in determining whether a catamaran can work for solo sailing . You’ll need to see a chartplotter on deck so that you can keep course without needing to go to reference chart tables. Having a visible battery monitor is also important, especially if you’re going to use autopilot, which pulls significant power from the battery. 

Don’t forget to also bring sunscreen, water, and a compass, which you should have on hand at all times. Having a good communication system available in the cockpit is also a good idea. In case of emergency, you should have a radio that you can use to call for help, as well as flares and binoculars.

The ten best solo bluewater catamarans each offer a positive and unique experience for the sailor, and the best one for you depends on your needs, wants, and preferences. Those looking to make a longer trip will need something different than those looking for speed, but every solo sailor has some common needs, like the need for a stable and easy-to-manage vessel.

Owner of CatamaranFreedom.com. A minimalist that has lived in a caravan in Sweden, 35ft Monohull in the Bahamas, and right now in his self-built Van. He just started the next adventure, to circumnavigate the world on a Catamaran!

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Published on April 10th, 2023 | by Editor

A-Class Catamaran having it both ways

Published on April 10th, 2023 by Editor -->

The singlehanded A-Class Catamaran has a strong presence in the USA, which was strong enough to host the 2022 World Championship, and strong enough for the country’s Ravi Parent to win the Open division world title.

Scuttlebutt editor Craig Leweck checked in with Florida A-Class sailor Axel Issel for an update:

The A-Class Class rules allow for development, which is good for improving the boat but can get expensive as gear becomes obsolete. How does this impact participation?

The A-Class is divided into two sub-classes separated by different sets of measurement rules; the Foilers (Open) and non-foiling (the Classics). In the case of the Classics that have been around 67 years, most development has occurred in the last decade or so with the change from straight dagger boards to C foils and the deck-sweeper mainsail with curved booms.

Older hulls and masts remain competitive but the newer configurations do provide a slight advantage. Today, Classic boats from 10+ years keep winning Nationals and Continental championships and boats with straight booms and daggerboards still are in the top 5 in the Euro circuit.

The Classic fleet keeps growing in most countries due to the speed and simplicity of the boat; very competitive, tactical, fun races, with plenty of accessible boats around the globe. In many parts of the world, the Classics are very popular with larger numbers than Foilers like in the US/Canada, Italy, France, Australia, etc.

Sailors in Classics are competitive at all ages, many well into their 70s so it is a class where you can grow and be at the top for decades with your same boat for many, many years.

The Foilers have seen the most recent development. Here newer boats (2019-20 and newer) make a difference over older ones since they are easier and more stable to foil. Participation in the class is achieved in Classics due to very even and fun races with skippers with 20 years fighting 70s-year-olds. Participation in Foilers comes from younger sailors trying to master the fastest single-handed catamaran in the world.

Most of the top sailors in the world raced A-Cats at some point, even though it is a non-Olympic class. The A-Cat has consistently proven itself in the international scene whereby the World, European, and North American Championships are frequented by some of the most famous sailors in the world.

However, it’s always taken the dedication of a pure A-Class sailor to win the Championships. This demonstrates the high level of performance within the class and it leads to amazing numbers of entries for such events. Today, almost all top professional regattas are raced in foiling boats, like the America’s Cup, the Ocean Race, SailGP, etc, so learning and growing in a foiling A-Cat gives you experience and advantage, attracting young talents to the fleet.

When was the shift to foiling? How did the class endure that transition? Were there kits? Foilers started around 2015, but in 2018 the class decided to create two sets of rules to keep the non-foiling boats competitive, and two sub-classes were born. I believe this was a wise decision, to make the class appealing to a wider population.

Today you can be competitive in your 20s and into your 70s, with a newer Foiler or with an older Classic. Regattas are usually scored in two fleets, and some, like the North American Championship regatta, have the two fleets + the “Overall NA Champion” who is the best skipper among the two classes.

The transition was progressive, initially some folks modified the trunks on the hull to insert the newer foiling blades. Today, to be competitive in Foilers, you need a newer foiling specific boat. Manufacturers build two models: the Foiler and the Classic. The Classic is lighter, simpler and less expensive. The Foiler has a lower hull profile; is heavier due to extra carbon needed to support extreme foiling forces, and needs better physical input.

Has the foiling equipment stabilized or is it still evolving? For the last three years (late 2019-2020), there have been no new developments. The latest one was the rudder differential. Some have been working on differential for center foils with no success. Also, cambered sails with specific masts have been designed, but nothing new has come out. Until measurement rules for Foilers are changed, it will be difficult to see any new significant design improvement.

How is the used boat inventory in North America? Today, there are around 20 used boats for sale. Some used boats for sale are almost new, like a 2022 Foiler and newer Classics. You can buy an old Classic for less than $5K and be competitive in the Classic fleet. Used boats and parts can be found in https://usaca.info/ and in https://www.facebook.com/groups/922063451790001/ .

Who are the suppliers for North America? Are there any in the continent? Boats and masts builders are in Europe. Today, the largest manufacturer of boats is eXploder from Poland (with accessible labor), which provides new Classics and Foilers. Fastboatstuff.com is their representative in the US, and they carry new boats and parts for almost all new and older model boats. North America is getting shipments from Europe usually two times per year with new boats and parts. I have been in the class three years and I always find the parts needed quickly. Top competitive sails are built here in the USA by Glaser, Sail Technologies, etc.

Why do Foilers and Classics race together? Because it is way more fun, and way more competitive. The fleet is well mixed during races. In addition, it is a good way of keeping the fleet growing, making an easy and fun entry point to the class with more options. For example, I started in Classics two years ago and after the Worlds in Houston last year, I sold my Classic and I switched to the Open class.

Usually, the top Foilers will have an advantage but most part of the fleet is mixed. In lighter winds like sub 10 knots, the boats are even and in lighter non-foiling conditions, Classics are faster. Top light sailors can start foiling downwind around 8 knots but most of the foiling fleet foils closer with 10 knots of wind 100% air time, and upwind foiling is mastered only by the ultra-top sailors, and usually they need 12-13 knots of wind to make real gains over the top Classics going upwind.

For us, the newer foiling sailors, learning to foil (like me!), will always have Classics around showing how much ground is lost while we are trying to fly……and once on air, if we do not do the correct angle, Classics will pass you by. .Racing with 50 boats on the line, is always more fun than 20-30 boats, and chances are you always will have someone next to you on every mark.

What is the ideal sailor weight for the A-Cat? I believe 170-195 pounds is the ideal range, NED 007 Mischa Heemskerk won the world championship several times and he is 225+ lbs; the latest World Champion USA 76 Ravi Parent (2022 Rolex Yachtsman of the year) weighs around 165lbs . Who knows….!

Where are the hubs of class activity in North America? Florida concentrates 30% of the fleet, with Key Largo, and the Sarasota/Tampa Bay area being the most popular spots, followed by Fort Walton and Melbourne, FL. Lake Lanier in Georgia has one of the largest fleets, Annapolis/West River area is popular as well.

Lake Carlyle in Illinois, where we raced the 2021 North Americans, have several active boats. Also, there are 10 boats in Alamitos Bay in California, and there is a large fleet in Ontario Canada where we raced the 2022 North American Championship.

I heard a new fleet will grow soon in Mexico City as well. This year we are all looking forward to race in October the ‘Alter Cup’ in Pensacola, Florida, only for Classic boats, where skippers from other multihull fleets join the A-Catters to determine the best multihull skipper!

Tags: A-Class Catamaran , Axel Issel , Craig Leweck

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Six solo skippers ready to race 100ft foiling multihulls around the world

• January 4, 2024

Is this the most audacious race ever? Six skippers are getting ready to race 100ft foiling maxi trimarans solo around the world – James Boyd looks forward to the Arkea Ultim Challenge Brest

There are very few ‘firsts’ left in the world of sailing, but one such remaining barrier could be smashed when the Arkea Ultim Challenge Brest sets off from north-west France on 7 January 2024.

Since the Sunday Times Golden Globe in 1968/69 – the ‘impossible feat’ – there have been all manner of non-stop laps of the planet, from fully crewed Jules Verne Trophy and solo records, to races such as the single-handed Vendée Globe , and The Race in 2000 for fully crewed maxi-multihulls. This January sees a new pinnacle-of-pinnacles event: the first solo, non-stop, round the world race in Ultim trimarans. Six brave French skippers on their 100ft multihulls are entered.

The advancement in human endeavour and technology in this cutting edge area of sailing has been extraordinary. Thirty years ago we were in Brest for the first tentative Jules Verne Trophy attempts. Back then no one knew if sailing around the world in under 80 days was even possible: three boats set off and only one made it – Bruno Peyron’s maxi-catamaran Commodore Explorer in 79 days 6 hours.

Since then the record has been reduced by titans such as Peter Blake/Robin Knox-Johnston, Olivier de Kersauson, Loïck Peyron, Franck Cammas and, ultimately, Francis Joyon . In a quarter of a century, the record has halved with Joyon’s 105ft IDEC Sport setting the present benchmark of 40d 23h 30m 30s (at 26.85 knots average) five years ago.

You might assume that a solo around the world would be much slower, but Joyon destroyed this notion. In 2004, when the Jules Verne Trophy record was 63 days, he completed a lap in just under 73 days alone on his 90ft trimaran IDEC (also the first successful solo non-stop circumnavigation by a trimaran). The following year the UK ground to a halt for an afternoon, television dominated by live coverage of Ellen MacArthur’s arrival into Falmouth after she’d taken more than a day off Joyon’s time.

Gabart on his previous Macif Ultime. Photo: Rolex/Carlo Borlenghi

Thomas Coville took the time below 50 days in 2016 with 49d 3h, broken the following year by François Gabart ’s 100ft Macif , establishing the present solo non-stop record: 42d 16h 40m 3s (just 4% slower than Joyon’s fully crewed).

While these times are impressive, they are records set in optimum, carefully selected conditions (for the first two weeks at least), whereas the Arkea Ultim Challenge Brest is a race. The solo sailors will have onshore routers, but their departure day is set, and pace likely dictated by their opponents. It’s a very different test of man and machine.

“It is something new,” says Gitana’s Charles Caudrelier . “The first time racing around the world with these big flying boats. It is a bit like the first Vendée Globe – not quite the same because we know where we are going! But it is a bit of an adventure, and I’m happy about that.”

Armel le Cléac’h in solo mode on Maxi Banque Populaire XI. Photo: Benoît Stichelbaut

The contenders

Surprisingly, skippers at all stages of their careers are competing. Amiable sea-dog Thomas Coville will be 55 when the race sets off. There is almost no major event Coville hasn’t done, from the America’s Cup to winning the Volvo Ocean Race.

Having sailed ORMA 60s, Coville moved into the record breaking business on maxi trimarans and is now on his third, Sodebo having backed him continuously. Of the six skippers Coville is the most experienced racing Ultims single-handed and is laudable for his sheer tenacity – he finally set a solo round the world record on his fifth attempt, after 11 years of trying.

At the other end of the scale, it was a surprise to learn that SVR-Lazartigue will not be raced by François Gabart, the single-handed round the world record holder and the blue trimaran’s initial skipper. Instead, taking over for solo races will be 26-year-old Tom Laperche. An engineer and highly talented sailor, Laperche is a graduate of the classic French offshore racing pathway; and has been involved with SVR-Lazartigue since its launch, racing as Gabart’s co-skipper in the last two Transat Jacques Vabre .

Anthony Marchand, 38, has also newly taken on a campaign, replacing Yves le Blevec on Actual Ultim 3 (ex-Macif) in early 2023. Meanwhile an 11th hour entry is Eric Péron on Adagio , the previous Sodebo Ultim. The boat is something of a ‘Frankenstein’ creation – recycling the 2001 maxi-tri Geronimo with appendages from 2010 America’s Cup winner USA17 – but a fast one.

Thomas Coville, on Sodebo Ultime 3. Photo: Vincent Curutchet/Team Sodebo

“I’ve been preparing for this kind of thing for years now,” said Péron. I haven’t done much preparation on the boat, but for everything else, the boxes are ticked. So, in the short time I’ve got left before the start, I hope to become at one with the machine. What motivates me most of all is the fact that it’s an extreme race, and that’s why I want to take up the challenge. Obviously, I’m not leaving totally confident. But I’m not going to give up.”

In the absence of Gabart, the two favourites are likely to be Armel le Cléac’h on Maxi Banque Populaire XI and Charles Caudrelier on Maxi Edmond de Rothschild (Gitana 17) . Theirs are two of the best funded and oldest teams.

Banque Populaire first sponsored Joyon’s ORMA 60 in 1989 and has campaigned seven trimarans since, including building two Ultims. The team’s first Ultim had a disastrous 2018, before a final crash left it utterly destroyed during the Route du Rhum . Undeterred, the French bank set about building a replacement. Now, alongside SVR-Lazartigue, their two-year-old Maxi Banque Populaire XI is one of the newest Ultims.

SVR-Lazartigue and Banque Populaire XI are essentially VPLP designs (Ultim teams have their own in-house designers, engineers, aero- and hydrodynamists, foil and hydraulics experts), while Maxi Edmond de Rothschild is from Guillaume Verdier – Emirates Team New Zealand’s long term naval architect who has applied much of his Cup experience to the offshore trimaran .

Adagio, the previous Sodebo Ultim. Photo: Yvan Zedda

Impressive statistics

An Ultim’s length can be anything from 24-32m (78ft 8in-105ft) with a maximum beam of 23m (75ft), though in practice all six are trimarans built to, or near to the rule’s maximum. Overall mast height is less than 120% of length of the longest hull, so 38.4m (126ft). Additional rules cover minimum air draught below the beams and float volume. Water ballast, autopilots and automatic anti-capsize systems are permitted, but stored energy (produced by the crew) or the creation of inertial energy and computer or electromechanical assistance for adjusting any of the appendages is forbidden.

As with all things yachting, their quantum performance leap has come since going airborne. Today all six use a similar, complex foil configuration: on each hull is a rudder with an elevator where lift can be adjusted via a flap on its trailing edge. Midships in each float is a giant J-foil, which can be raised, lowered and its rake adjusted. Unique to the Ultims (apart from Adagio) is the daggerboard, which is fitted not only with a trim tab on its trailing edge to prevent leeway, but an elevator.

Maxi Edmond de Rothschild (Gitana 17). Photo: Yann Riou/Gitana

The foils and elevators are adjusted hydraulically in combination to alter, for example, fore and aft trim and ride height, depending upon the point of sail and sea state. Generally the aim is for the platform to have zero heel/pitch. Thanks to the rudder elevators the ride is very stable in pitch (unlike IMOCA 60s ), the foils effectively ‘locking’ the boat to the water.

Just as America’s Cup catamarans that raked their windward rudder elevator to produce downforce (like crew on the rail), so Ultims can produce downforce with their daggerboard elevator. According to Gabart this is vital: racing an Ultim solo is about maximising efficiency so, when a gust hits, the rake on the daggerboard elevator is increased, sucking the trimaran’s main hull down. “If you release the hydraulic main sheet, it takes five minutes to pump it in again,” explains Gabart. “With this, when you are sailing at 40 knots you can add two tonnes [of down force] in one second using minimal energy.”

With their latest substantially larger foils, Ultims can fly in less wind. Originally it required 15-20 knots of wind or 26-27 knots boat speed for Macif to fly, this is now down to 12-14 knots of wind and 21-23 boat speed for SVR-Lazartigue – remarkable considering an Ultim’s 15-17 tonne displacement.

It’s similar on Banque Populaire XI, says Armel le Cléac’h. “We fly in 12-13 knots of wind or 22-23 knots of boat speed. In 15-17 knots of wind we fly upwind at 27-30 knots – that is the big step. Compared to older Ultims like IDEC in the last Route du Rhum, it’s an 8-9 knot improvement.”

Actual Ultim 3, formerly Gabart’s Macif. Photo: Thierry Martinez

Such speeds permit Ultims to become ‘masters of the weather’ – to some extent at least – often travelling so fast that their skippers can choose the weather system they can sail in. Optimum conditions for an Ultim are 15-25 knots (more than this and the sea state becomes too choppy for foiling), so they aim at the sweet spot of weather systems (flat water ahead of a warm front), which they then ride, like a surfer on a wave.

Le Cléac’h says their top speed has been 47 knots, “But that is not an objective. We want to have a good average speed: 40-42 knots for one or two hours is very good. 35-37 knots for 24 hours is very good too.”

Riding a rocketship

So how can skippers handle such a monster-sized boat that is foiling single-handed? Autopilot technology has improved to extraordinary levels of accuracy. According to Gabart, once set up, speed sailing in a straight line is not much different between solo and crewed. “Upwind or downwind VMG you are a little bit better if you are steering and others are trimming. At 65-70° TWA it is no different.”

Naturally manoeuvres are slower alone. Gabart says that going from reefed to full main might take two minutes fully crewed, but at least 10 solo. Some technology helps, like Harken’s latest generation Air 900 winches and pedestal grinders with bespoke gearing for single-person operation.

The newest of the Ultims, SVR-Lazartigue is perhaps the most advanced design. Photo: Guillaume Gatefait

While foils and many sail controls are hydraulic (SVR-Lazartigue has 23 rams), the pedestals are able to drive twin hydraulic pumps – though it requires serious manpower: “80% of the grinding is for the hydraulics,” says Gabart. SVR-Lazartigue will race with just five sails, including main and J0-J3, two permanently rigged on furlers.

Sailing at such high speeds has several effects. With apparent wind factored in, on deck there is constantly storm force, or at best gale force, winds. Human beings cannot operate for long in this and so cockpit protection has drastically increased with some Ultims now fully enclosed.

On the latest Sodebo and SVR-Lazartigue these have moved forward. On the former, the ‘bridge’ is forward of the mast, USS Enterprise-style, while on the latter it is just aft of the mast, with jet fighter-style steering cockpits each side, complete with sliding canopies. The end result is that an Ultim’s crew rarely ventures outside, viewing the world via CCTV.

While foiling reduces hydrodynamic drag, all the teams have been focussed on reducing aero-drag. Crossbeams now have trailing edge fairings made from robust vinyl, while on SVR-Lazartigue, moving their ‘cockpit’ forward has enabled them to have an AC-style ‘deck sweeper’ boom where the deck creates an endplate for the foot of the mainsail (improving efficiency).

Tom Laperche steering, jet fighter-style, on SVR-Lazartigue. Photo: Guillaume Gatefait

To finish first…

For the teams, the principal hurdle of the Arkea Ultim Challenge Brest will be finishing. The major worry on such a long race is reliability. To prevent structural failures Ultims have load cells, the output from which is monitored in real time. Otherwise teams have simply been racing and sea trialling as often as possible in all conditions.

This year’s Transat Jacques Vabre’s heavier conditions were ideal, enabling the double-handed teams to really push the boats harder. While all the Ultims finished, some were in better shape than others, Maxi Edmond de Rothschild suffering rudder and foil issues while Sodebo Ultim’s starboard rudder sheared off after a collision with an underwater object.

“The main problem will be to have all of the boats finishing the race in good shape,” says Caudrelier, who says it will take a new approach from his previous crewed around the world races. “Always you push to the maximum, but this time you can’t do that and we will have to find a good balance between performance and safety for the boat. That is quite an interesting exercise and also managing a boat like this alone for 45 days.”

Éric Péron explains: “On these boats, a small incident can immediately put us out of the race, because nothing can be replaced on our own. The boat is so big that there’s not much we can do to fix it with what we’ve got on board.”

Antoine Gautier, head of the design office at Mer Concept (behind SVR-Lazartigue) adds that their enormously complex boat will be simplified: “We are going to have less systems on board to make it simpler and more reliable. There are some things which won’t make much difference on a round the world race.”

Armel le Cléac’h at Banque Populaire’s mission control/protected pod. Photo: Vincent Curutchet/ Hublot Sailing team

Capsize was once a major concern, but for Ultims today is – apparently – almost a non-issue. The multihulls are simply huge, and their rigs are now stepped almost two thirds of the way back from the bow, to prevent pitchpoling. As Gautier explains: “The boats are definitely safer than any multihulls before. There are no more pitchpoling issues and in terms of heel stability, you almost can’t heel because the leeward foil is pushing up so much. That is why they are able to sail so fast, even short-handed – because the boats are very safe and you don’t feel in danger.”

Nonetheless they do still have inclinometers which can automatically dump hydraulics (eg mainsheet) or mechanically release headsail sheets if heel is excessive.

Of greater concern are elements beyond the skipper’s control: collision. AIS and radar target alarms substantially reduce the chance of an Ultim hitting another vessel, but the threat of a ‘UFO’ (unidentified floating object) remains. As Gautier says: “Collision is the biggest fear for all of us. If you hit something at 30-plus knots it is the end of your race. The boat which is going to win will be the one which has all its appendages at the finish. It is Russian roulette and you can’t do anything about it. This is not a fun part of the sport, but it is the same for any race like this.”

To help prevent such collisions Ultims are all fitted with SEA.AI (previously known as OSCAR) a camera mounted at the masthead that can ‘see’ ahead both in daylight and at night, using infra-red. Images are compared in real time with a giant database to establish whether something ahead represents a collision threat.

Ultims raced each other double-handed in the November 2023 Transat Jacques Vabre – won by Armel le Cléac’h/Sébastien Josse in Banque Populaire XI. Photo: Jean-Marie Liot/Alea

There are other factors too that will come into play: a good deal of luck, undoubtedly, but also the skill, experience and motivation of the skippers. Caudrelier has perhaps the most experience in his boat and over the last three years has won most races, but he has never raced solo around the world. “This is my Vendée Globe” he acknowledges.

By contrast Le Cléac’h has completed three Vendées, on the podium every time. However his recent victory in the Transat Jacques Vabre was his first in an Ultim. For Coville, this might be his last lap? While for Laperche this will be his first big Ultim event and proving himself is a key objective.

What is certain is that this will be the ultimate contest between some of the world’s most talented offshore sailors. How many will make it round? And for those that do, it could be the fastest ever round the world race, so all the action will unfold quickly. Follow at arkeaultimchallengebrest.com

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20 Crowd-Pleasing 9x13 Recipes That Are Family Reunion Classics

Use your trusted 9x13-inch baking dish for these crowd-pleasing classics.

Dotdash Meredith Food Studios

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Tatertot Casserole

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Mamaw's Chicken and Rice Casserole

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Old Fashioned Peach Cobbler

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Seven Layer Dip

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Cherry Cobbler

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• Memorial Day Recipes You Can Make in Your 9x13 Dish

Quick and Easy Brownies

In less than an hour, you can bake these chocolatey, chewy, and a little gooey brownies that are guaranteed to make you a family favorite at the reunion. Want them even richer? Some reviewer recommend swapping in chocolate chips for the chopped walnuts.

Quick and Easy Green Chile Chicken Enchilada Casserole

You only need half a dozen ingredients to make this creamy and spicy casserole. Each bite is packed with tender chicken, tangy green chile sauce, and rich Monterey Jack cheese. If enchiladas aren't a staple at your family reunion yet, they will be after this dish.

Buttermilk Chicken and Corn Flake Baked Casserole

"This recipe combines the flavors of not just one but two of our favorite comfort food recipes: chicken pot pie and buttermilk fried chicken," says recipe creator Donna Hopgood. "The ultimate in yummy casseroles!"

Banana Pudding

You'll be asked to bring this banana pudding year after year to family reunions. The 9x13 pan gives plenty of room to layer the banana pudding with crispy vanilla wafers and rich whipped topping.

• 13 Best Banana Pudding Recipes That Would Even Impress Grandma

Deep Dish Lasagna

Featuring a homemade tomato sauce, sweet Italian sausage, and a trio of cheeses, this deep-dish lasagna will wow the rest of your family when you show up with it. Want to make sharing even easier? Make individual lasagna roll-ups with all the fillings so you can scoop out one serving at a time.

Ham and Scalloped Potatoes

Classic scalloped potatoes get an even more savory upgrade when ham and a dash of Dijon mustard are added. "So delicious, in fact, that everyone wanted leftovers for the next day lunch," says Steve G.

Aunt Anne's Coffee Cake

While coffee cake is more commonly made in tube pans, baking this version in a 9x13 pan makes slicing and sharing even easier. "I loved it and so did my guests. I had all the ingredients and it was very easy," shares reviewer Mary Beth.

More Inspiration

• More Entertaining Ideas
• 15 Family Reunion Recipes Your Relatives Will Absolutely Ask For
• 15 Filling Family Dinners That Won't Break the Bank
• 15 Fancy Casseroles for the Whole Family

Cheesy Hashbrown Casserole

"This cheesy hashbrown casserole has lots of Cheddar and a crunchy cornflake topping," according to recipe creator CMANSKY.

Grandma's Creamy Ham Casserole

"This ham casserole is one of my kid's favorites," says lwelsh. "The best recipe for the day after a big ham supper!"

More 9x13 Inspiration

• 50 Easy Dinner Recipes to Make In Your 9x13 Pan
• 15 Casseroles for Your 9x13 Pan Just Like Mom Used to Make
• 25 9x13 Cake Recipes So Good You'll Never Make Another Layer Cake

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Ifly15 «ultimate» full carbon, onedesign & razzor (formula foil):.

Hulls in full carbon sandwich, epoxy resin, Equipped with FlySafe® active foil control, the most advanced flight control system. Rudders, daggerboards, foils : full carbon with titanium core structure, compression molded at 40t, Double layer wing trampoline, Softwing rig, as an option. Mainfoil differential T-Foils (MDT), as an option. CodeF auxiliary lightwind headsail, as an option.

iFLY15 «Ultimate» Full carbon

ex tax, ex fact.

Designed in Germany Production in Western Europe.

11.2 sqm Decksweeper mainsail , Mylar / Pentex laminate,

7.5m aluminum mast , black anodized

7.5m Fiberfoam Carbon mast, as an option

XXL lightwind rig on 8.5m mast , as an option

A-class rig on 9m carbon mast , as an option

visible natural carbon: crossbeams, boom, foils, flight controls, tiller stick …

double layer wing trampoline: black mesh, red or black foot belts

iFLY15 hull colors 2024:

Ferrari – red Formula1 – yellow Brilliant – white Graphit – grey

Any other color is possible, on demand. With our professional art and paint team, we can realize any individual color and special designs, including sophisticated group or team designs.

options and accessories

Rig options.

Option: Fiberfoam Carbon mast, 7.5m, iFLY specific design, based on a-class design : 2.400 €

• by choosing this option, the iFLY serial mast (black anodized aluminum) is replaced by a high-tech Fiberfoam carbon mast. The carbon mast reduces weight by 4.7kg and increases sailing performance. However, the carbon mast is not recommended for double trapezing

Option: separable mast : 490 €

• The joint is made with a massive carbon sleeve inside. We did not observe any performance loss. The upper 2.25m of the mast can be taken off within seconds. No tools needed. It can be done without removing shrouds or diamonds and allows solving storage problems. Further this option can reduce shipping cost e.g. for overseas transport. Some sailors with height restrictions in the port or on their way to the water solve this by reducing thus the boat hight to 5.8m.

Option: Softwing rig for highest performance : 2.400 €

• iFLY is delivered with a state of the art decksweeper rig (like this year’s A-class sails). By choosing this option, the standard sail is replaced by the Heru Softwing rig: a three-dimensional structure bringing performance gains. Very different than a solid wing (as used e.g. in AC50 / C-Class) the softwing is not fragile and can be rolled and hoisted like a standard sail. It is watertight and thus floating, making righting up after a capsize even easier.

Mainsail halyard : 270 €

• iFLY comes with a push up main sail hoisting system (A-class style). Sailors who choose the standard decksweeper sail are free to choose the hoisting system they love more. For boats configured with the Softwing, halyard is strongly recommended.

auxiliary head sail for early take off in light winds. The revolutionary lightwind headsail. New developed sail configuration based on Genoa/Code0:

• The CodeF is a light wind head-sail used from 0 to 10 knots. This sail is used both, upwind and downwind, to get earlier on the foils. It is stowed away if wind picks up. CodeF is an option for super light wind. Usually You will sail the iFLY15 just with the mainsail.

CodeF preparation : 560 €

• riveted and screwed cleats, lamination in hull: bow tube. CodeF preparation is needed for CodeF sailing. The option should be ordered, in case CodeF kit will be added later.

CodeF premium option: surcharge : 580 €

• High-end version of CodeF, made from a kevlar fiber laminate

Second set of length adjustable trapeze, for double trapezing: surcharge : 220 € (per piece)

• Double trapezing is not recommended with carbon mast.
• Massive increase of righting moment allows performance gains of up to 25%, especially when full foiling upwind

additional Accessories:

Foot strap, length adjustable, including assembly (per piece) :  69 €

Telescopic carbon tiller stick, surcharge:   210 €

Hydrodynamic tips for rudders –  to sail with removed horizontal wings in classic (non-foiling) mode with minimum drag: 67 € (per piece)

Hydrodynamic tips for daggerboards –  to sail with removed horizontal wings in classic (non-foiling) mode with minimum drag: 86 € (per piece)

Big wheel beach trolley : 665 €

Cradles for road trailer, with universal mount – two versions available, flat bed or for round profile 50mm diameter: 215 € (per pice)

Foldable maintenance bench : 140 €

Spare parts kit :  240 €

Action cam stick :  280cm long carbon tube with special mount for filming e.g. from behind the boat: 150 €

Measuring gauge for precise assembly of mainfoil : 72 €

Measuring gauge for precise assembly of rudderfoil : 62 €

iFLY road trailer, Harbeck CS750, diagonal model, optional with aluminum storage box 285X85X45cm, lockable: price on demand

Shipping and assembly optionS

Pre-assembly in factory Portugal : 1.064 €

R oad transport within Europe:  flat rate: 1.600 €

Shipping worldwide: individual offer

Complete assembly “ready to fly”, onsite, personal delivery 98 0 €

• including training on technical features, maintenance… (price for one day, plus travel cost)

Private coaching onsite, one day :  980 €

• only available together with “ready to fly” option)

Customization:

With our professional art and paint team, we can realize any individual color and special designs, including sophisticated group or team designs)

Individual color / any RAL color available: from/to : 600 € – 1.000 € (individual offer)

Individual  design for hulls: from/to : 1.200 € – 3500 € (individual offer)

Special 2023 design: “Flying Tiger” , including individual choice of colors: 2.912 €

Individual design for sails, from/to : 600 € – 2400 € (individual offer)

(all prices are ex tax, ex factory Porto, Portugal. August 2023, subject to change without notice.) AGBs

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