With a dream team of grand prix design talent involved, the pedigree of the Eagle 53 Class flying catamaran is extraordinary... and so is the boat

The sensation at the helm of the Eagle Class 53 is unlike anything you’ve felt on a yacht of this size. This boat feels like half of its 16m length in the light touch of its helm and the nuanced accelerations and decelerations as it sails through puffs and lulls. No feeling of inertia, just pure speed.

That is not what you expect when you board via the transom and see the spacious open-air salon where the stylish design offers not only wide spaces and comfortable seating, but also a full bar and plenty of stowage. Winches, rope clutches and lines are clustered forward in the winch island, mostly out of the way, but reachable. And a push and lift of the clever gull wing hatches on each hull reveals a simple cabin with enough amenities to be comfortable.

The roof overhead gives shelter from sun and rain, yet its lightness in design is such that you do not feel enclosed, or even remotely removed from the elements.

A closer look reveals why this is, with clear indications of the careful thought, effort and meticulous attention to detail put into this boat. Every surface is completely fair, every finish is without blemish, every radius is perfect. Not only are the custom deck fittings in exactly the right place for functionality, they have no rough edges nor misaligned fasteners nor looseness when used. Everything is perfect.

Main picture: What happens when you take a load of technologies developed for the America’s Cup and apply them to a cruising cat? You get the Eagle 53 Class: an ultra-high performance weekender, impressively engineered in the best carbon composites and loaded with clever design ideas. There’s a choice of C-foils or T-foils, two sizes of hybrid wing rig, an open salon and compact but comfortable overnight accommodation.
All of the principal sail control lines are led to this (below) central island and the three winches which are hydraulically powered (of course!)

Not one gram of material has been used on this boat without justification for its contribution to performance, function, safety and style. There has been very little compromise in the use of absolutely the lightest, strongest materials – carbon composites, highmodulus fibres but rarely metal – in the construction of the Eagle. Born in a shop that specialises in high-end composites, critical components in the Eagle Class 53 are carbon prepreg formed in female moulds and then baked and autoclaved.

The performance and light weight is achieved with numerous elements of this design, such as the narrow yet volume-forward, low-freeboard hulls and the cambered blister of the cabin tops that gives headroom down below where needed without too much windage drag. Another clever feature is how the loads from the rig and sails are attached: the mast on the forward crossbeam, a single composite shroud attached to the aft quarter of each hull and a carbon longeron that anchors the headstay and tack fitting for the flying Code 0. There are no attempts to rigidly cross-brace this structure to the hulls, so as you sail you watch them slightly flex in the waves ahead of you – unnerving at first until you realise how clever this is, not unlike watching aeroplane wings flex while flying in turbulent air. Flexure is part of the design.

The hard-soft hybrid wing sail allows a full-sail mode with full power to get up and go fast and a more casual wing-only mode that is actually efficient enough to propel the boat at close to wind speed in as little as 12 knots. With the high-clew jib on a furler and hydraulics driving the boat’s three winches, sail handling is thus very simple and ideally suited to short-handed sailing.

At the time of our trial sail the foil control systems were still being tested and the wind was a bit too light to pop up free of the water. Project manager Tommy Gonzalez also admits wanting to take baby steps to fully understand the effects of the C-foil and the trim angles controlled by the T-foils on the rudder blades so that mistakes are not made, as with previous foiling designs. Safety first, then speed.

The high level of sophistication in all aspects of design and fabrication is a clear indication that this level of craftsmanship did not come without a serious team effort. Tommy Gonzalez, Wolfgang Chamberlain, Manu Armenanzas and his crew at Fast Forward Composites worked closely for over a year with designer Paul Bieker, Andres Saur and Eric Jolley at Bieker Boats, composites engineer Will Brooks, multihull legend Randy Smyth, stylist Eric Goffrier and other experts in foil and aero design to fulfil this vision of creating the most modern high-performance multihull on the market today.

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The Annalisa team started with a plan to develop a real-time sailing performance system for a broad church of sailors, rather than just a handful of the most professional users

We are living in a complex digital world, with information coming at us fast all the time, both on and off the water. The developers at Annalisa are helping us to make sound decisions in the face of such an onslaught of information with their new system of real-time sailing performance software.

Among their unique challenges is sifting through the numerous inputs from instrument logs – boatspeed, heading, course over ground, speed over ground, wind speed and angle, heel angle, etc. – and filtering them for relevance and accuracy before calculations even start. Then using that data in calculations for producing the relevant information needed to characterise performance, doing this in an understandable and accessible format, in real time, and presenting it in a hostile environment of either bright sun or complete darkness, constant movement of the platform at all angles, and often doused in corrosive salt water.

Understandably, this is not so easy.
Annalisa’s developers want usable, accurate and immediate information that can be easy to access and provide clear guidance within what are often complex situations. The goal is to understand and recognise how to maximise the performance potential of the boat and the team. Years of development and on-thewater testing resulted in a unique workflow, which provides users with an immediate performance feedback unlike any other tool. ‘We put a lot of effort into allowing the users to have immediate access to performance information, alongside existing tactical and navigational functionality’, says Gert van der Heijden, a respected sailor and product manager of Annalisa.

A robust and versatile system
In its essence, Annalisa is an iPad app, with support provided by a powerful, yet simple onboard server. This approach ensures a stable onboard platform that logs all measured data coming from the sensors, with all data stored securely by upload to the Cloud.

This backbone of the Annalisa system is versatile and designed to be an add-on to the system, where a lot of attention has been given to a seamless integration with the onboard sensor network. Every network is supported (NMEA2000, NMEA0183, FDX, RS232 or Seatalk) and is compatible with all brands of electronics. The server logs all data from the network, processes everything and sends it to the tablet application. User calibration can also be performed using an intuitive interface that writes back to the onboard network (either to the processor or the sensors). In a similar way, users can export updated polars to the existing processor, or send performance data to the instrument displays directly from the Annalisa server.

For installations that do not have a processor, or a refit of an older system, the server can be used as the network processor itself (CPU). It can control the displays, calibration and other functionality you would expect from the CPU. The server can also function completely independently of the Annalisa software license.

The heart of the server is a powerful computer module, embedded in a rugged case that has watertight NMEA2000, NMEA0183, RS232, Ethernet and USB connectors, an intelligent absolute 9-AXIS orientation sensor, Bluetooth v4.0 and a SD-card slot. This makes the unit light, tough, and suitable for nearly any sized boat.

The user interacts with the Annalisa app that requires iOS 12.1 or later running on an iPad (an Android version is coming soon) and is available through the App Store. The server is automatically updated with the iOS app, continuously improving and providing new functionality. Since being introduced in November 2017 the app has had 21 updates, a testament to Annalisa developers’ dedication to more than just bug fixes, but to add more useful features to the software.

Three missions: know better, train better, race better
Annalisa’s first mission is to help you know your boat better by providing the framework for gathering the performance data needed to, in turn, provide critical information in real time. For example, if you’re racing along happily downwind with the A2 spinnaker, but the wind starts shifting ahead, at what point will shifting to the A3 be a better sail choice? Annalisa can tell you this by having either accumulated and refined polar data from previous races in this range of conditions, or having uploaded another VPPproduced set of polars for your boat. Sail selection charts can then be devised and refined as more data is collected.

The process of gathering this data to build from scratch or refine existing polars is an important function, and the app software does this easily. The algorithms used to filter complex data from among the noise, like upwind performance with tacking and rough seas, by applying a manoeuvring model for tacking and a 30-second averaging filter to find suitable averages to log among the great variance of boatpeed, wind speed and angle, heading and sometimes heel data.

Similarly, these filters become useful when calibrating the instruments, and the app makes this easy by having boatspeed, wind angle and heading calibration wizards in the software. A report can be created to see these calibrations and determine if they may change with location or even weather – for example, such an analysis could help understand the effects of wind shear.

The software is also set up to take inputs from not only the sensors, but observers on the team as well. This can be useful in debriefs and analysis to help collect everyone’s input and thereby bond the foredeck with the afterguard to get wholeteam sail selection decisions.

For training purposes, Annalisa software operates on a simple, but powerful principle: by knowing your team’s prior performance standards, your future training can be judged by these benchmarks. And with more training and racing, this knowledge base improves to provide new reference standards. In this way having another boat as a training partner becomes less critical, except in tactical manoeuvring scenarios.

And even in tactical situations, the software can be used to evaluate the efficiencies of tacking and gybing by measuring speed loss during and after gybes and tacks, with this feedback being provided in real time. A so-called smart algorithm recognises tacks, gybes and speed segments and places them on a session timeline, making analysis during debriefs easier to remember and recognise.

Above: Annalisa can build upon and improve the polars produced by a yacht designer’s VPP over time by adding regular inputs of real-world data, or it can compile a new set of polars from scratch.
Below: Gert van der Heijden of Annalisa Sailing claims to have developed the ‘best laylines software in the business’ which can accurately reflect the user’s actual sailing and environment by using a ‘smart algorithm’ that compares course over ground and speed over ground data. Integration with Navionics software enables Annalisa to overlay a racecourse on the local chart

The timeline visualisation lets you compare your performance with an earlier recorded benchmark or against an existing set of polars. This well thought through visualisation aids in understanding your performance and improves your team and boat understanding on the water in real time, as well as after training or racing.

The third mission for Annalisa is to provide direct guidance for use on the racecourse, available in real time.

Many argue the start is the most important part of any race, and the Annalisa software is there to assist. Once the positions of the line ends are entered, not only is the information on time and distance back to the line given, but it’s in a display that is easy to read and quick to digest in those heated and hectic minutes and seconds prior to the starting signal.

Integration with navionics software can help Annalisa build a racecourse on a local chart, an important feature where shorelines and shoals are as important as marks of the course. Yet mark placement is also possible, from which laylines can be constructed that adjust with changes in wind angle, along with other information such as time to tack on the layline.

‘We believe that we have the best laylines in the business,’ says van der Heijden. ‘We use a smart algorithm that, based on course over ground and speed over ground, will give you laylines that reflect your actual sailing and environment.’

In fact, the entire racecourse may be constructed from scratch or reproduced from a prior course saved for later access by the software. Marks and waypoints may be saved for retrieval to build new courses that give all the relevant info needed for fast and accurate real-time decisions made by the navigator and/or tactician.

Annalisa now also has an exciting new feature that is unique to this app: the addition of video streaming now makes it possible to link video with performance data. You can watch video recordings of maneouvres as well as measure them, a powerful training and analysis tool for any team.’

‘The integration with video and its optimised workflow is a game changer,’ says van der Heijden. ‘The challenge nowadays is not the presence of video cameras, but the selection of interesting segments after your sailing day and the vast amount of time this normally takes. Our algorithms automatically create video segments and you can easily add user defined segments on the timeline. These video segments are then downloaded from the server and made available with the associated data on the iPad. You can then present the video with the data as an overlay, most of the time before you have even docked the boat.’ The video – as is true for all race and training data – is synced to the cloud on an event basis and is available for the whole team to access and learn from.

The Annalisa team is committed to helping sailors understand and improve their sailing performance and have fun in the process as signified by their quirky logo; a union of blonde Anna having fun sailing with the help of her nerdy friend Lisa.

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With a lot of comfort and a lot of major trophies already under their belts... now Grand Soleil are also offering a (luxury) home away from home

Grand Soleil Yachts is a brand best known for building elegant, high-performance cruiser-racers – it has launched more than 4,500 of those over the last five decades. But in recent years, the Italian marque has expanded its repertoire into new territory with the Long Cruise (LC) series, translating its traditional brand values of contemporary style, sweet handling and sailing performance into its first-ever range of pure cruising yachts with remarkable success straight off the mark. In 2015 the first yacht in the series, the 46 LC, won the luxury cruiser category in the European Yacht of The Year Awards. A 52- footer followed suit and now there’s another new Long Cruise yacht in the pipeline, this time a smaller one due to launch later this year: the 42 LC.

A main ingredient in the Long Cruise recipe for success is an all- Italian three-way design partnership between Cantiere Del Pardo’s inhouse technical team, naval architect Marco Lostuzzi and Nauta Design, which does the styling, interiors and ergonomics. Together they have created a series of yachts that offer more style and sophistication – and better performance – than most traditional cruising yacht builders can match, in sea-kindly hulls with an easy motion and all the stowage and practical features one would expect from a proper blue water cruising yacht.

The design brief for the new 42 LC was essentially to follow the blueprint established by the two previous models: ‘a comfortable and spacious cruising boat that is easy to sail, Lostuzzi says, ‘but with good sailing performance and seaworthiness.’ Above the waterline the hull looks decidedly modern with a plumb bow, a subtle positive sheer, 1.8m high topsides and a low-profile cabin top that guarantees a good view forward from the helm. Under water, however, it looks a lot more like a classic blue water cruiser. It’s sharp up front but full-bodied and notably deep in the bilge with a generous amount of rocker, as befits a long-distance cruiser designed with motion comfort high on the list of priorities. This sets it apart from both cruiser-racers and most production cruisers, which tend to have less balanced hull forms with a shallower bilge and a flat run aft from amidships.

‘The fore sections below water are V-shaped and quite narrow, giving better wave passage,’ Lostuzzi explains. ‘The mid sections are quite round and the aft sections are moderately flat. In this hull form the waterlines remain very symmetrical with increasing heel angle, making the boat always very balanced and light on the rudder.’

That deep bilge might look rather traditional, but it’s an innovative aspect of the Long Cruise yachts’ design. Weight distribution is crucial for performance, handling and motion comfort at sea, as any racing sailor knows, but in many cruising yachts it tends to be neglected, playing second fiddle to the design and layout of the accommodation. Those boats might sail well in light displacement mode but less so when fully laden, as they usually are during normal use. Fuel, fresh water and holding tanks, and stowage for heavy items such as tinned food, are often located in places where they exacerbate the pitch and roll of a fully loaded boat in ocean swell or choppy seas.

Long Cruise yachts, by contrast, take weight distribution and load-carrying very seriously indeed. ‘All of the LCs have the weight very concentrated in the centre of the boat and under the dinette sole, which reduces the picthing moment,’ Lostuzzi says. ‘Plus the ballast ratio and the low centre of gravity give a high righting moment, making the boat stable, powerful and gentle to sail in a rough sea.’ The deep bilge allows all tanks to be low down and right on top of the keel, along with the optional watermaker, batteries and almost everything else. The engine, too, is low down and quite far forward. All this weight is carefully positioned to be a help rather than a hindrance: it effectively improves the yacht’s ballast ratio.

Putting all of the yacht’s technical systems in the bilge also raises the cabin sole, which in turn creates deeper, larger spaces for stowage of loose cruising gear and personal kit under the saloon seats and cabin bunks – another big bonus for long-distance live-aboard cruising.

While the load-carrying ability of the 42 LC might be quite different from its cruiser-racer sisters, they share the same hull construction techniques, materials and build quality. ‘The hull and deck construction is full sandwich composite, hand-made with E glass and polyester resin,’ Lostuzzi says. ‘The structures are laminated in fibreglass on a female plug and unidirectional fibers are employed in the more highly loaded areas. The bulkheads are made in marine-grade plywood and laminated into the hull.’

Below: Nauta Design is responsible for interior design as well as the exterior styling of the new 42 LC, continuing a partnership with Grand Soleil that has scooped a number of awards. Light oak veneer, through-hull and cabin top windows plus plenty of opening skylights will ensure the saloon is bright and airy. The 42 LC’s deep bilge allows for ample stowage of cruising gear behind and beneath the seating units, while most of the yacht’s technical systems are strategically positioned under the saloon sole, clustered around the keel where they serve as useful extra ballast

The keel is an L-shaped fin rather than the T-shape used on Grand Soleil’s cruiser-racers, because it’s less likely to snag flotsam. ‘It’s made in two parts,’ Lostuzzi says, ‘the bottom one in cast lead and the top one in cast iron. They are connected to each other and to the hull by mechanical fasteners.’

A stand-out feature of the Long Cruise range is the cockpit, neatly separated into two parts. There’s a comfortable lounging area up front, ideal for inexperienced crew or non-sailing guests, with seating that looks more like chaise-longues than cockpit benches, flanked by reassuringly high coamings. There’s a sturdy cockpit table between them, designed for foot-bracing and a graceful composite arch above. ‘The arch makes the mainsheet system much safer,’ Lostuzzi says, ‘and it holds a large sprayhood that shelters the whole cockpit very well.’ It also supports a large bimini to provide shade.

The aft half of the cockpit is the working area, with all sheets, halyards and other lines ducted aft to a bank of rope clutches and a pair of electric winches on either side, just forward of the twin wheel binnacles, making it very easy for one person on watch to sail the yacht from the helm.

The wheels drive a cable-link steering system supplied by Jefa. ’Since all the controls you need for manoeuvres are located close to the wheels and the standard jib is selftacking, the boat can be sailed single-handed,’ Lostuzzi says, ‘but of course it’s easier to fly a Code Zero or gennaker with two or three people.’

The deck is free of trip hazards, with all lines ducted aft and a neatlooking sunbed is recessed into the foredeck, which will come into its own when the boat’s at anchor. ‘There is a steel anchor pole inside the bowsprit, which keeps the anchor far away from the bow,’ Lostuzzi says. The anchor chain runs to the windlass in the foredeck locker, which also holds lines and fenders. All deck hardware is Harken, apart from Spinlock rope clutches. The rig is made by Sparcraft and the jib furling system is a throughdeck Furlex.

Unlike Grand Soleil’s cruiserracers, the mast is deck-stepped to prevent water finding its way into the deep, equipment-filled bilge. The rig, made by Sparcraft, is 9/10 fractional with double spreaders, 20° sweepback and wide chainplates. ‘This kind of rig is very stable and easy to adjust,’ Lostuzzi says. ‘You just tension the backstay with increasing wind. The sail plan has a large mainsail, which is more controllable and easier to depower and a relatively small jib, which is easier to furl. With increasing wind pressure you can hoist a foresail on the inner forestay instead of a jib. By contrast, when the wind is light you can hoist a Code Zero, making the boat very powerful.’

It’s often assumed that Long Cruise yachts are mainly optimised for Mediterranean sailing. They are ideal for that purpose, but the assumption misses the point. ‘The rig plan and the deck hardware of the 42 LC are very flexible,’ Lostuzzi says. ‘You can hoist a powerful Code Zero for typical Mediterranean conditions or a small foresail for more severe Atlantic conditions. And you can chose between a standard rig or a 1m taller race rig, adapting the boat to your needs.’

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The most recent fleets to embrace the latest technical advances from Doyle Sails are those rather choosy professional French offshore classes

With its innovative Cable-less technology Doyle Sails has been making significant inroads into grand prix ocean and offshore racing fleets. A wide range of winners are now using Doyle’s cable-less technology across an increasing range of sail codes and configurations, from the top Fast 40 in the UK, Rán, to most of the major trophy-winning Maxi 72s – Momo, Bella Mente, Proteus and now Cannonball – along with the two 100ft Rolex Sydney-Hobart 2018 racers Comanche and InfoTrack and a number of new superyachts including this year’s Saint Barth’s Bucket winner Hetairos.

Cable-less technology was developed from 2016 onwards and was initially applied only to Code Zero sails, but its uses are constantly expanding. The Sydney-Hobart 100- footers have been using cable-less J-Zeros developed from the VO65s as well as furling J1s, A2s and A3s. But without doubt the hotbed of upcoming development for all major sailmakers will be the Imoca class as The Ocean Race joins the Vendée Globe as the twin peaks for crewed and solo round the world racing.

Doyle Sails’ Stu Bannatyne has already won The Whitbread/Volvo Ocean Race four times, most recently with Dongfeng and is now progressively turning his focus towards Imoca and The Ocean Race. Personally he may not be completely dismissing a tilt at a fifth round-theworld race win, and he is delighted to see the pinnacle event return to a development, Open class – albeit one with some one-design elements. Correspondingly he is drawing on his 25 years of experience as he formulates his ideas of what it will take to win The Ocean Race, what role he would like to play, talking to teams as they form and advising how Doyle Sails’ competitive advantage can work for them.

Doyle is making progressive inroads into France, both within the Imoca world and also in the showcase Figaro Beneteau 3. ‘For a start there is going to be much more development going into the Imocas than they have ever seen before,’ he says. ‘Some of the budgets are going to be a bit higher than Imoca budgets have been in the past. There will be a design brief as soon as we know the course.

‘Thereafter it will require a great collaboration between the sail designers and the boat designers and engineers to come up with an all-round package that can win.’

One example Bannatyne cites is on a typical cable-less Code Zero, where the tack load is 50 to 70 per cent of that of than previous cabled sails – and with less luff sag, too. He has clear ideas of what it will take to win The Ocean Race and where cable-less technology could be a must-have game changer in the Imoca fleet.

‘Straight away the ramifications are significant,’ he explains. ‘When you think about designing new boats and new rigs for existing boats, you can take account of the load reduction across all of the sails. The weight savings can be quite significant. The Ocean Race is a particular special case with the Imocas because there is a onedesign mast and rig, so the big thing there is that everyone is looking to max out the righting moment because that is the limiting factor. So what we can do is limit the compression on the mast, because our cable-less sails require less load. We can carry bigger sails and push the boat harder without overloading the mast. I think that will be a very, very significant factor in the next generation of Imocas. For the new boats being built now, we can take that advantage of the load reduction to the hull structures and look to save a lot of weight,’ he says.

Cable-less technology integrates a continuous lens of unidirectional fibres which is designed into the luff of the sail, taking all of the loads from the tack to the head. Thus the load is shared along the natural load path of the sail rather than using a heavy, heavily loaded cable to keep the luff tight. On the cable-less Code Zero, the luff is actually pushed to windward to render it straighter and more even, but at a fraction of the load of a cable-supported sail. The luff can be eased and the sail flown at deeper angles. Solo or shorthanded sailors especially appreciate the quick and easy bottom up-furl that is made possible by the strands of unidirectional carbon running down the luff.

‘We started off with Code Zeros and have evolved into more upwind sails with a significant load reduction for a given amount of luff sag,’ Bannatyne explains. ‘So what we have been doing with the sails, the Code Zeros and now the headsails, is taking a bit of that gain in terms of load reduction – but not taking all of it – and taking a bit of it for less luff sag, so less load and less sag. Ultimately you are looking for the best compromise between these two factors to give the best performance.

‘We are reducing tack loads by 30 per cent so then the structural requirements of the boat are less. There is weight to be saved. And we are able to design sails that provide much more driving force. Because of the reduced luff sag, the draught is further forward and the resultant force on the sail is acting much more on the boat, so we are seeing huge increases in drive force.’

Above and below: Two more Figaro 3s with new wardrobes of Doyle sails: Alan Roberts (above) and Conrad Colman, seen in training mode off Lorient in Brittany where the new Bénéteau one-design class is mostly based. The foiling Figaro 3 is already regarded as the primary feeder class for skippers whose sights are set on higher things, including of course the Vendée Globe.

In common with all round-the-world race projects, getting started as early as possible will confer many advantages for The Ocean Race teams and Bannatyne observes at least one practical, key advantage in getting a sail programme started now.

‘As long as you have a budget to be operating, the sooner you start, the more you can learn. One of the milestone points of the Notice of Race is that prior to November next year there are no sail limitations, so if you can get a bunch of sail testing in before November next year then you can basically do what you like before the limitations come in for The Ocean Race itself. That gives a big advantage to teams who are early and can get a lot of sailing in before next November whether on an existing test boat or a new boat launched early.

‘The ideal scenario is to have a test boat up and going soon. Then you can test – budget dependent – foil concepts and different sail concepts. Then the longer you can leave your final new boat design and your sails, then then better off you are going to be.’

Meanwhile there is interest not just from The Ocean Race teams but also Vendée Globe programmes. ‘We are talking to all the prospective Ocean Race teams and there are a few other Imoca teams showing interest. We are gaining traction in the Imoca class, definitely. Jérémie Beyou has had a new cable-less Fractional Zero on his boat (Charal) since last year, which he has used a bit. Unfortunately he did not get far enough in the Route du Rhum to prove it very much, but that sail shows a lot of promise. We will keep talking to him. One of the things we are concentrating on is just slowly gaining traction in France. We don’t yet have a big facility there, but we do have an arrangement with a local loft in Lorient and our Doyle Solent Loft is only a ferry trip away with experienced Imoca/Orma man, Brian Thompson, ready to take those projects on. So for sure we can make it work with a few projects at a time, making sure we do a good job of looking after those ones,’ he adds.

‘Pretty much every new boat we do now incorporates this technology,’ says Richard Bouzaid, head of design at Doyle Sails. ‘Some of the more high profile ones in the Rolex Sydney- Hobart were the 100 footers Comanche and Infotrack with a few cable-less sails each. But we also then put a new mainsail on Comanche which was 10 per cent lighter than the previous one. Cableless sails are giving us a foot in the door with some of these high-profile programmes, and then we are able to try out some of the more conventional sails and jibs and spinnakers. That’s nice.’

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