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Oracle Team USA caps stunning comeback to win America's Cup

September 25, 2013 / 6:58 PM EDT / CBS/AP

SAN FRANCISCO Skipper Jimmy Spithill and Oracle Team USA won the America's Cup on Wednesday with one of the greatest comebacks in sports history.

Spithill steered Oracle's space-age, 72-foot catamaran to its eighth straight victory, speeding past Dean Barker and Emirates Team New Zealand in the winner-take-all Race 19 on San Francisco Bay to keep the oldest trophy in international sports in the United States.

All but defeated a week ago, the 34-year-old Australian and his international crew twice rallied from seven-point deficits to win 9-8. Owned by software billionaire Larry Ellison, Oracle Team USA was docked two points for illegally modifying boats in warmup regattas and had to win 11 races to keep the Auld Mug.

After almost dunking its chances when it buried its bows in a wave shortly after the start, Oracle's hulking black catamaran - with a big No. 17 on each hull - showed its incredible speed when it reeled in the Kiwis while the boats zigzagged toward the Golden Gate Bridge on the windward third leg.

They fly across the water thanks to underwater wings called hydrofoils, reports CBS News correspondent Bill Whitaker.

"You're hitting near freeway speed - over 50 miles an hour," San Francisco sailor Kimball Livingston told Whitaker. "These are the fastest boats ever built. We've never seen anything like this in any kind of sailing boat, much less the America's cup."

They don't just look spectacular, they're spectacularly expensive - $100-million to build and operate, Whitaker reports.

The New Zealanders were game despite being stranded on match point for a week. Spithill and crew still had to sail their best to end the longest, fastest and by far wildest America's Cup on a course between the Golden Gate Bridge and Alcatraz Island.

Team New Zealand had the lead the first time the boats crossed on opposite tacks. By the time they crossed again, the American boat - with only one American on its 11-man crew - had the lead.

As Oracle worked to stay ahead, tactician Ben Ainslie, a four-time Olympic gold medalist from Britain, implored his mates by saying, "This is it. This is it. Working your (rears) off."

It had to have been a gut-wrenching moment in New Zealand, which has been on edge for a week as the Kiwis failed to close out the victory on a warm, sunny afternoon.

The Kiwis had been faster upwind in running away with races early, but Oracle constantly made changes to make its cat a speed freak.

As Spithill rounded the third mark onto the downwind fourth leg, his catamaran sprang onto its hydrofoils at 35 mph, its hulls completely out of the water, and headed for history.

There were hugs and handshakes after he steered the cat across the finish line, 44 seconds ahead of Team New Zealand. Ellison, who has spent an estimated $500 million the last 11 years in pursuing, winning and now defending the silver trophy, hopped on board and the crew sprayed him with champagne.

It wasn't always so jubilant, of course, but Spithill refused to let his team fold after the penalties were announced four days before racing started.

How big was this win?

In sailing terms, it was the equivalent of the Boston Red Sox sweeping the final four games of the 2004 ALCS over the New York Yankees, the only 3-0 comeback in major league history. It's also comparable to the Philadelphia Flyers overcoming a 0-3 deficit to beat the Boston Bruins in the 2010 NHL playoffs.

As stirring of a comeback as it was for Spithill and his mates, it was a staggering loss for Team New Zealand. Barker, 41, was looking for redemption after losing the America's Cup to Alinghi of Switzerland in 2003 and then steering the losing boat in 2007, also against Alinghi.

Team New Zealand was funded in part by its government.

This was the first time the America's Cup was raced inshore and San Francisco Bay provided a breathtaking racecourse.

The catamarans were the vision of Ellison and his sailing team CEO, Russell Coutts, who is now a five-time America's Cup winner.

Powered by a 131-foot wing sail, the cats have hit 50 mph, faster than the speed limit on the Golden Gate Bridge.

After Artemis Racing's Andrew "Bart" Simpson was killed in a capsize on May 9, sailors began wearing body armor, knives, an air tank and breathing tube, self-lowering equipment and underwater locator devices.

The new, cutting-edge boats are not without criticism and Ellison defended what some call risky engineering and sailing tactics in an interview with CBS News' Charlie Rose last month .

"People really criticize professional athletes going into the Olympics," Ellison told Rose. "People don't like change. A bunch of people don't like the Olympics now because we've added skateboarding. ... We're modernizing the sport."

Ellison added: "We're competing with other sports to get kids attention. We've got to make our sport exciting and we've got to modernize it. ... It can't be unchanged since 1851."

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Jack Stewart

The Most Insane Yacht on Earth Just Got Even Insaner

As far as sporting trophies go, it's hard to find any older than the America's Cup . Sailing teams have been fighting over the ornate, sterling silver ewer since 1851. But while Queen Victoria would recognize "Auld Mug" today, she likely wouldn't even register the watercraft racing after it as boats.

These vessels are like luxury yachts the way Formula 1 cars are like family sedans: They drive, and the similarities stop there. The folks eager to win sailing's greatest prize sink fortunes on the latest modern technology and materials, yielding vessels that don't so much plow through the water as fly above it.

In February, America's Cup defending champion Oracle Team USA unveiled the boat it would take to the briny deep in 2017. It looks like two black and red missiles, bound together with a lattice of carbon fiber tubing, and towered over by a fabric sail---the only conventional element. If it seems ready to take flight, it might be because Oracle tapped aviation giant Airbus to fine tune the design.

This yacht, dubbed AC50, is in some ways a tamer version of the design that won the last America's Cup, but was criticized for being so powerful, even pro sailors had trouble handling it. In the 2013 races in San Francisco, several boats crashed; one sailor died . So this newcomer is 50 feet long instead of 72, and demands a crew of six, not 11. (Every competing yacht uses the same basic design, which the defending champion selects.)

Modern catamarans generate lift with a hydrofoil suspended under the hull. It boosts the boat out of the waves, like an underwater wing. Flying above the water for most of the race cuts drag and raises speeds.

But the heart of what makes these yachts so fierce has only been strengthened. America’s Cup Class catamarans use lift generated over a hydrofoil suspended under the hull---like a wing under water---to boost the boat up out of the waves and make it fly. Instead of pushing its hull through the water, the yacht skims the surface, riding on what look like little feet.

Andy Greenberg

Andrew Couts

Steven Levy

Amit Katwala

"You just have this little hokey stick foil section cutting through the water,” says Aaron Perry, Oracle Team USA designer, who has spent the last year and a half in Bermuda developing the new boat. Less drag equals more speed, which is why velocities have doubled since yachts started using hydrofoils. In 2013, Team Emirates topped 50 mph. Despite the smaller boats, this year’s racers are likely to go even faster.

There's not much room for creativity to make that happen. The 50-page design guidelines demand every boat be identical, save a few key elements, including the hydrofoil shape and control systems. So that's where Airbus engineers focused their aerodynamics expertise. "What is amazing for an aeronautical engineer like me is that the technology used to design these flying boats is very similar to the ones we’re using to develop and test aircraft,” says Pierre Marie Belleau, Airbus' head of business development and a keen sailor himself.

The planemaker even invited Oracle to experiment with its foils at its Hamburg testing facilities. They put them through some vibration, torsion, and bending tests, as well as a pressure test to breaking point---treatment usually reserved for commercial airliner wings.

The result? Where the old boat could only "fly" when going downwind, Oracle has nearly perfected how to rest on its foils no matter the conditions. "The boats are completing practice races without coming off the foils," Perry says. "The hulls are now almost irrelevant."

The defending champions, not wanting to leave anything to chance, also worked with BMW to integrate a steering system derived from touring car racing. Applying the semi-automated systems designed for automotive applications, the engineers made a yacht that responds to a turn of the wheel nearly instantaneously---instead of taking two seconds.

Even with all the technology and trials, on race day, it will come down to human factors. “It’s been a combination of getting time on the water, and really good crew work," says Perry. "To get around the racecourse without touching down off the foils requires a kind of a symphony." Everything has to happen with perfect timing, adjusting and trimming on the fly. The sailors still matter.

And they're in for a challenge. Oracle Team USA will face challenges from teams from the UK, France, Sweden, New Zealand, and Japan, vying for the chance to wrest the ancient trophy away when qualifiers start in May.

Jennifer M. Wood

Angela Watercutter

Rob Reddick

Amanda Hoover

David Gilbert

Chris Stokel-Walker

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The $10 Million Boat That Will Win the America’s Cup

The five things you should know about the tech competing in this great, intense sailing race

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Think of the America’s Cup as the Indy 500 on water. Yes, it’s a boat race, but calling these things “boats” is like calling Elon Musk’s Hyperloop a choo-choo train. These are some of most advanced racing vessels on earth, capable of speeds in excess of 55 miles per hour. In fact, thanks to the technology that lifts the boats above the surface of the water (more on that later), they can actually travel faster than the wind. With another race in the lead-up series happening on June 11-12 in Chicago , and the main event set for next summer in Bermuda , now is the perfect time to get up to speed. Here’s what you need to know about the technology used to compete in the greatest show on two hulls.

I’m Guessing It’s Expensive to Race?

In a word: Yes. The boats alone cost between $8 million to $10 million, and most teams have a backup just in case. However, the boats are only part of the story, because you also have to take into account the entry fee ($3 million), the staff (Oracle Team USA had 130 people in 2013), the cost of shipping all that sailing equipment around the world, plus costs of maintenance, operations, and incidentals. It has been estimated that mounting a successful America’s Cup campaign costs over $100 million. Larry Ellison may have spent $250 million to $300 million defending the title in 2013.

That said, organizers are attempting to reduce costs. For 2017, competitors will race a smaller class of boat called the AC45, which is 45 feet long, rather than the AC62, which is 62 feet long. (Boat size had been previously reduced in 2013 from 72 feet to 62 feet.) Typically, smaller boats can be developed faster, require smaller crews, and cost less to transport.

How Do They Get the Boats from Race to Race?

At one point you had to sail your competition boat to the race, but today’s vessels just aren’t made for that kind of mileage. Teams typically disassemble them, package them up, and ship them on larger boats or planes to the tune of hundreds of thousands of dollars in transport and insurance fees.

How High-Tech Are These Boats?

Each team designs and develops its own boat and tries to keep the proprietary technology secret from other teams (despite the best efforts at spying when competitors are practicing on open water). What we do know is that everyone will be racing a twin-hulled catamaran that uses a hydrofoil to lift itself out of the water at speed. Of course, there are hundreds of nerdy boat rules that teams have to follow, but specifics around materials and drag-reducing technologies to provide an edge are kept under wraps. Various teams partner with aerospace companies like Red Bull Advanced Technologies, Airbus, and Cosworth to develop the technology.

What Makes the Boats Unique?

For starters, the hulls are made of honeycombed aluminum (so they’re light as can be) and the fixed-wing sail is made of Kevlar and carbon fiber instead of a flappy fabric sheet. But the biggest difference is in how they move. Where a traditional boat muscles through water or skips across the surface, an America’s Cup boat barely even touches it. This is made possible by L-shaped hydrofoils or “daggerboards” that lift the hull completely out of the water at speed. Since the introduction of hydrofoil technologies, race speeds have literally doubled.

What Other Technologies Do the Teams Use?

In 2013, the name of the game was live performance data. According to Forbes , Team Oracle USA’s winning boat had over 300 sensors analyzing 3000 variables ten times per second—things like mast strain and sail effectiveness. Meanwhile, video feeds monitored every detail and course adjustment. This boat collected 200 gigabytes of data per day. Just imagine how far these kinds of data collection methods have advanced in the four years since the last America’s Cup. (To put things in perspective: during the last event you were likely rocking an iPhone 4 or 4S, maybe the 5 if you were an early adopter.)

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The yachts of America’s Cup are faster and weirder than ever

Thanks to science (and a lot of money).

By Tamara Warren

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When I think of yachts, there are billowing white sails helmed by a steady skipper from the stern, smart deck shoes, and Hemingway’s macho protagonists who toil under harsh conditions in briny sea air as they muse, "A man is never lost at sea."

My vision stands in sharp contrast to the current state of elite sailing at the America’s Cup. The 165-year-old contest is yachting on the next level, a cross between X Games adrenaline and a Formula One face-off. Much like modern day motorsports, sailing is a sport steeped in science.

I recently had an up-close view of the Cup’s yachts, among the most technically advanced in the world, in New York City. From the vantage point of Battery Park in lower Manhattan, I watched Team Oracle USA’s crew, dressed in snug nylon uniforms stamped with sponsor emblems, hurriedly prepping a sleek space-aged AC 45 catamaran to compete in a weekend regatta. Their coordinated movements had an almost mathematical heave-ho rhythm in the sloshing salt and fresh waters. The 45-foot boats (hence the "AC 45" moniker) were all hard lines — their tall, angular sails were menacing; their edges sharp, the space-age hydrofoils jutting like vampire teeth.

The extraordinary design of these boats is not for looks, but to maximize aerodynamics, giving them the supernatural ability to skip along the water like a school of feasting barracudas. The sport of sailing has undergone massive transformation in recent years, largely due to the advent of hydrofoils known as "daggerboards." By minimizing drag and engaging power, these daggerboards lift the hull out of the water, speed increases, and the boat starts to skim the surface and basically fly through the air, riding waves and wind. (At full tilt, it’s almost unfair to call these flying machines "boats.") Speeds have doubled since the America’s Cup added daggerboards into the rulebook and they continue to increase.

In 2013, Team Oracle USA, founded by the modern-day yachtsman and internet billionaire Larry Ellison, took foil design to the next level in its 72-foot catamarans and is going into the current Cup race as the defending champion. The next America’s Cup final will be held in 2017 in Bermuda. (Costs for the 2017 will actually be about half, due to the smaller boats that measure 50 feet instead of the previous 72 feet.) The sailing teams are currently in the midst of World Series races in 45-foot yachts that impact position and qualifying for the final, where 50-foot yachts will be raced.

"In the one design, it’s not so much about technology. It’s more about sailing and how you use the equipment," says Grant Simmer, Team Oracle USA’s Chief Operating Officer. "In the final match, it will be about how good is our development program and how good is our sailing team to compete to make the right tactical decisions and the right performance decisions."

It’s the blend of cutting-edge and historical pedigree that give sailing its cultural distinction

It’s the blend of cutting-edge and historical pedigree that give sailing its cultural distinction. Surrounded by giant skyscrapers, New York City has a particularly illustrious history in the sport. Dutch seamen sailed as a pastime in the 17th century, the same era that Dutch settlers first landed in New York Harbor. From the very beginning, yachting was a sport for the upper crust, and its exclusivity was part of its attraction. A 1914 issue of The Lotus Magazine , a New York-based art and culture publication, described its origins : "But let there be no mistake about this word yacht. Of Dutch derivation and related to the Norwegian word jaegt, the word in the XVII century signified a transport for royalty or someone of distinguished rank."

But despite its history as a sport for the wealthy, real sailors aren’t afraid to get their hands dirty. Sailing is a pastime that gets in the blood; the competition fuels technological advances, which fuels even more exciting competition, and so on, in a perpetual cycle of adrenaline. Ian Burns, the Australian-born director of performance for Team Oracle USA, has been sailing for over 50 years. He was enthusiastic about racing in New York City, where the America’s Cup was first conceived. "The original challenge of the America’s Cup that went over to England was from the New York Yacht Club," he says. "It was a bunch of guys who got this boat they thought was pretty good. They gave 13 of the best British yachts a thorough thrashing. That story is what the America’s Cup is today. The queen asked who’s second, and her footman said, ‘There is no second.’"

Some things in the sport haven’t changed — sailing remains a high-cost endeavor, but instead of royalty, its purveyors are now simply rich. Much like the NFL, yachting relies on the investment of results-driven billionaires. The boat that Team Oracle is using in the World Series has a $1.1 million price tag, and the boat in the final will cost upwards of $6 million. (This figure is actually half of the cost of the bigger boats used in 2013.)

The Verge first visited with Team Oracle USA during the the 2013 America’s Cup final . It was a dramatic moment in the sport as the ultra-fast new boat designs tested the limits of safety and the interpretation of the rulebook. One British sailor, an Olympic gold medalist for Swedish team Artemis Racing, died in a tragic accident after his boat capsized during testing in the San Francisco Bay. Later, Team Oracle was docked points for its weight distribution. However, when the final results were tallied, Team Oracle USA walked away victorious. Subsequent safety measures were put into place. Crew members now carry air, knives, and body armor that can help save them in the event of an accident.

Yet the danger is still real as speeds continue to rise. Burns notes that sailors have broken the 50-knot barrier, which is about 55 to 56 miles per hour. "To achieve that speed is testimony to these high-efficiency, high-power boats that we’ve got," he says. (To put this gain in perspective: in 2013, boats were shattering records at 40 knots.)

Burns is not nostalgic for the old ways of boat building. Like many of the sailors I spoke to, it’s the bleeding edge that captivates him. Team Oracle’s 15-person design team is half made up of PhDs who have no sailing background. "In the olden days, in previous Cups, we’d be lucky to make a one percent gain. We’re talking about 10 percent a year, maybe 20 percent between the cups. It’s an incredible change and that’s because we’re in this new whole way of sailing the boats."

Several of the yachting teams have turned to the automotive industry to boost performance. Sir Ben Ainslie, the well known English sailing champion, fielded the British Land Rover BAR Team. Team Oracle worked with engineering experts from BMW, a team sponsor, to get access to the company’s wind tunnel, 3D-simulation capabilities, and software to study turbulence and airflow. BMW also helped perfect the design of the crossbeams of the hulls. "The boats are very powerful, but the actual weight of the boats is very low, which means they’ve got a great power-to-weight ratio. That’s what allows them to fly," Burns says.

Even with the science, the crew members must face the intangible elements of planning

Even with the science, the crew members must face the intangible elements of planning — the precarious nature of the weather, for instance. When the New York races got underway, the winds shifted constantly. That day, the luck of the sea was not on Team Oracle USA’s side, as Emirates Team New Zealand took the win.

There’s still time for Team Oracle to catch up for the final in Bermuda next year. The stakes will be higher, the boats will be bigger, and the speeds will continue to break new records. "In the one design, it’s not so much about technology," says Simmer. "It’s more about sailing and how you use the equipment. In the final match, it will be about how good is our development program and how good is our sailing team to compete to make the right tactical decisions, the right performance decisions."

The World Series makes its next stop in Chicago June 10th. Meanwhile, the 50-foot carbon fiber catamarans that will be used in the final are still in development. If all goes according to plan, the day of the final in Bermuda will be the day boats can fly.

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Sailing’s Hydrofoiling Revolution

• By Herb McCormick
• January 18, 2023

There’s a revolution underway in the sport of sailing, and it can be summed up in one simple word: foiling.

More specifically, we’re talking about hydrofoils , the winglike appendages mounted beneath the hull of a vessel that, at a certain speed, lift the hull clear of the water. When this happens, the foiling sailboats can reach speeds two or even three times faster than possible in “displacement” mode.

And sailboats are just one element of the foiling revolution: Surfboards, paddleboards and powerboats are also getting in on the act.

An Italian naval architect named Enrico Forlanini is credited with developing the first waterborne hydrofoils, which he affixed to a 60 hp, airscrew-driven craft that topped off at 36.9 knots back in 1906. In the century that followed, a series of would-be inventors took a swing at the concept with varying degrees of success. Foiling sailboats finally ascended into the mainstream during the 2013 America’s Cup, when Oracle Team USA beat Emirates Team New Zealand in a match between foiling 72-foot catamarans (the Cup has been contested in foiling cats ever since).

Surprisingly enough, my first foiling experience happened some three decades ago, aboard something called a Hobie TriFoiler, from the popular manufacturer of Hobie surfboards, beach cats and kayaks. The TriFoiler, basically a 22-foot trimaran with a central pod and a pair of mainsails stepped on the twin outriggers, was invented by a fanatical California engineer named Greg Ketterman. The sail controls were laid out just forward of the tiny airplane-style cockpit; you steered with foot pedals. It was so ridiculously easy that even a gremmie like me had the thing foiling within moments of getting in and reaching off.

But after the initial thrill, it was actually kind of boring. Which, I believe, is why it went out of production soon after. The TriFoiler was, unfortunately, way ahead of its time.

Such was the extent of my personal foiling experience until this past summer, when a new class of foiling monohull skiffs called Persico 69Fs rolled into my home waters for a series of races among youth squads in the class’s inaugural season. I got an invitation to take a spin.

After donning my helmet, wetsuit and life jacket, I was handed the helm with a pair of skilled young sailors on board. At 25 knots, we were towed into Narragansett Bay behind a powerful RIB, foiling all the way. It was terrifying. And a preview of coming attractions.

Once the tow dropped us, the sails went up and we bore off. I skied the tiller extension while scrambling out onto the hiking racks. Which sent us off on a screaming reach. Which flipped the 22-foot-7-inch carbon rocket ship.

Twenty seconds into foiling, and I’d capsized the bloody thing. How embarrassing.

The kids, bless them, were kind and patient. We got the whole shooting match, including ourselves, back upright and tried again. The mainsail trimmer sheeted it home, we started to accelerate, and he said: “Here we go! You’re up. You’re flying!” Indeed, we were.

Hard on the breeze in the 12-knot southwesterly, things unfolded quickly. Spray was flying, and I took more than one solid wave to the kisser. I was mostly too frightened to concentrate on anything but driving, but I did glance at the speedo once: 17.4 knots. (I felt pretty chuffed until later learning a 69F’s top speed is 34 knots. Ugh.)

However, I guess I’d proved the point: With a couple of sailors who know what they’re doing, foiling is for everyone. From now on, just call me Mr. Foiler.

• More: Foils , Hydrofoil Boats , Hydrofoiler , November 2022 , Sailboats , Sailing Yachts , Yachts
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Are Foils the Future of Fast Sailing? Oracle’s AC45 Goes Flying & l’Hydroptère DCNS Readies for Pacific Challenge

Last week, a photograph hit the net of the Oracle America’s Cup AC45 “flying” on foils  in San Francisco Bay.  “L” shaped daggerboard foils and a “T” foil on the rubber were added to the racing catamaran and “voila,” she could fly.  Exactly how the foils are controlled is still unclear but the photos released by Oracle Team USA definately show the boat flying on the “L” shaped foils, or ‘ flying like “L “‘ as the caption on their Facebook page describes it. Coincidentally, another large sailing hydrofoil arrives this week on the West Coast.  Alain Thébault’s l’Hydroptère DCNS has traveled by ship from the Mediterranean and is expected to be unloaded in Long Beach today.    l’Hydroptère DCNS is the latest incarnation of  Thébault’s “flying sailboats.”   l’Hydroptère team will attempt to set a record sailing the hydrofoil sailboat across the Pacific in the coming months.

l’Hydroptère has already set several world records.  On September 4, 2009, the Hydroptère broke the outright world record, sustaining a speed of 52.86 knots (97.90 km/h; 60.83 mph) for 500m in 30 knots of wind. In November 2009, she broke the 50 knot barrier for a nautical mile with a speed of 50.17 knots (92.91 km/h; 57.73 mph) in Hyères, France.

l’Hydroptère / 2012 à 2014 !

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Hydrofoil sailing boats in the moth class sailing world championships changed the America's Cup forever

When Brett Burvill won two races at the moth class sailing world championships in Perth almost 20 years ago, he could not have known how a small change he made to his boat would reverberate around the world.

"He finished 10th [overall], which is pretty good for a crazy new development, but he won at least two of the races I think," recalled friend and fellow boat builder John Ilett.

"They were really spectacular, because he would not go very well at the first part of the race, and then the next part he would pass 20 boats, and then another 20 boats.

"He was just twice the speed."

Next week, more than 100 competitors will return to the Mounts Bay Sailing Club for the 2019 World Championships, two decades after Burvill unveiled his revolutionary innovation.

He had attached a hydrofoil to his boat, which provided lift, reduced drag and dramatically increased his speed.

It also set in motion innovations which made their way to the biggest race in global yachting.

Superfast hydrofoil caused a stir

Burvill wasn't the first person to put hydrofoils on a boat, but he was the first to successfully race them.

"There were ones done in the 1970s, with moths, and ones in the 1990s, but these were never sort of proven in racing," said Ilett, who was an early adopter of hydrofoils.

"People experimented with it but until you actually sail around a course and win a race or win a regatta, then that's when the concepts are proven and adopted.

"I think it was just the inspiration of other crazy boats flying around, because it had been done to other craft but it had not been done in the moth class.

"The moth class is open to any new development, so if you can make them go faster, then we gave it a try."

The attachment of foils to the moth boats brought plenty of resistance, with some competitors concerned the increased speed and difficulty of control would kill the class.

"There was a lot of backlash to it in the beginning," Ilett said.

"The class wanted to ban it, some people wanting to ban it, people walking away from the class and saying I'm never coming back, so there was a lot of fuss about it."

So how do hydrofoils actually work?

Hydrofoils are not a new invention, with their use first recorded 150 years ago when a British patent was granted to Frenchman Emmanuel Denis Farcot.

He claimed that adapting to the sides and bottom of a vessel a series of inclined planes or wedge-formed pieces would have the affect of lifting it in the water and reducing the drag as it went forward.

Inventor Alexander Graham Bell, who is best known for the telephone, also built a foiled boat called a HD-4, which set a marine speed record of 114 kilometres per hour in 1919.

Since then, the technology has been used in military and passenger capabilities, but there prevalence has declined over time, with the foils susceptible to impact and also posing a risk to marine life.

Hydrofoils work in essentially the same way as aeroplane wings.

As the boat moves forward, the hydrofoil travels through the water, but the water that travels over the top does so at a faster speed.

The faster the water travels, the lower the pressure, resulting in an area of low pressure above the foil and high pressure below the foil.

The difference in pressure creates lift, allowing the boat to rise out of the water.

With the hull of the boat out of the water, drag is reduced, and vessels can reach higher speeds.

Making it to the America's Cup

The successful application of hydrofoils in the moth class demonstrated their value to racing and saw them adopted across numerous sailing classes.

But it was their use in arguably the world's most prestigious race that completed their emergence in mainstream racing.

"It's pretty cool," Ilett reflected.

"I think it probably seemed inevitable. I think I'm right that in the early days of the America's Cup they did try to stop the hydrofoil developments, but like the America's Cup do, they found a way around it."

Those changes were implemented in 2013, when America's Team Oracle completed a remarkable 1-8 comeback to claim the event 9-8 over Team New Zealand, with the yachts reaching speeds of about 80kph.

The adoption of the hydrofoil in the Cup has a benefit for those who still race the moths, with successful skippers often hired to compete in the big race.

"It's put a lot of America's Cup sailors into the moths class because it's easier to get the guys out on one of of these more often — for training, for learning and getting a feel for flying," Ilett said.

"Even the guys on the America's Cup boats that don't do particular jobs, they all sail on these boats too."

• X (formerly Twitter)

The Boats That Fly

In this month's america's cup sailing race, the competing vessels will barely skim the surface of the ocean while reaching speeds unthinkable even a few years ago. they hardly resemble sailboats at all. at what point does technology change a sport to something different entirely.

G raeme Spence didn't have time to contemplate why, exactly, he had just fallen off his very fast boat. He hadn't been able to study the failures that had launched him into Bermuda's Great Sound on an otherwise routine training day in February, his hands still stretching desperately for the hold ripped out of his reach. He had a deep understanding of the gravity of his situation, but not the sort of understanding that allows for remedy. Spence was the first man to go over the front of the sailing vessel USA 17, Oracle Team USA's entry in this summer's edition of the America's Cup, less a boat than a collection of knives racing over the water. Whether Spence would also become the first man to survive the trip under 17 wasn't really up to him.

"By the time I realized I wasn't in the right place at the right time . . ." he says.

Calling 17 a sailboat is like calling the stealth bomber a plane. It's not inaccurate, but the picture it makes is incomplete. Waning are the days of billowing spinnakers and yachtsmen in striped ties and blue blazers. Today's boats are anti-romantics. They are stripped-down engineering solutions to hydrodynamic problems, and they're crewed by athletes better judged by their strength and reaction times than their readings of the wind. Not much can keep up with a modern racing yacht, and that sometimes includes the men who sail them.

17 is that sinister-looking class of boat known as a foiling catamaran. It has twin carbon-fiber hulls, sleek and black, connected by a pair of beams with fairings that look like spoilers. There is no teak in sight. There is, however, a futuristic-seeming pod that serves as its spine, supporting the towering wing it has in place of a sail. Never mind a sheet of canvas flapping in the breeze; 17 is driven by a stiff, laser-precise assembly of Nomex, carbon-fiber, and Clysar. That wing is so efficient, and the boat is so light— fifty-three hundred pounds, including its hulking six-man crew—it floats on the surface of the water only at rest, which is almost physically impossible for it to take. At speed, it has no draft. 17 flies, riding sometimes several feet above the waves on top of four thin foils. Usually, only one of the two larger foils at the front (called daggerboards or L-foils, because of their distinctive shape) is in the water. The other is raised clear to reduce drag. The smaller two at the back (rudders with T-foils) are almost always both in the water, unless something has gone wrong.

A lot of things had gone wrong when Spence went overboard. After, Oracle Team USA's forensics team would analyze the gut-churning moment using their continuous streams of onboard data and camera footage. "I hope we never see that again," Christoph Erbelding, a German aeronautics expert and the boat's wing designer, says today. "Falling off the front is really bad."

.css-2l0eat{font-family:UnitedSans,UnitedSans-roboto,UnitedSans-local,Helvetica,Arial,Sans-serif;font-size:1.625rem;line-height:1.2;margin:0rem;padding:0.9rem 1rem 1rem;}@media(max-width: 48rem){.css-2l0eat{font-size:1.75rem;line-height:1;}}@media(min-width: 48rem){.css-2l0eat{font-size:1.875rem;line-height:1;}}@media(min-width: 64rem){.css-2l0eat{font-size:2.25rem;line-height:1;}}.css-2l0eat b,.css-2l0eat strong{font-family:inherit;font-weight:bold;}.css-2l0eat em,.css-2l0eat i{font-style:italic;font-family:inherit;} This year's 17  is still a boat, because it can float. But for the first time in sailing's long history, it will be a mistake if it does.

Like accident investigators, the team reconstructed the "cascade of events" that led to Spence's slipping under a machine that might hit an incredible fifty knots. (The Swiss winner of the 2007 America's Cup, the more traditional single-hulled Alinghi, topped out at about 15 knots.) Sailors who fall over the front of a foiling catamaran have the significant misfortune of finding themselves in the path of its blade-sharp foils. Together, 17 's boards make for just fifty square feet of wetted surface. But when you just have to hope that none of them hits you, "that's a lot of real estate in the water," Erbelding says.

In 2015, Franck Cammas, a veteran America's Cup skipper, went over the side of his smaller, slower foiling catamaran during a training sail and was struck by one of the rudders. His right foot was nearly severed. The front-falling Spence would have to contend with the daggerboard, too.

The boat had been in the water for only a few days, its crew just getting to know it. They had watched it get pulled out of its boat shed, shining in the sun, and craned into place at Bermuda's historic Royal Naval Dockyard. The wing is kept in its own pristine hangar, and it too needed the crane to be mounted into place. Old stone warehouses, former ruins made new again, were the only nearby reminders of less ruthlessly efficient days. They provided the sun-bleached backdrop for 17 's striking black mass.

After being escorted past the breakwater, the boat's Australian skipper, Jimmy Spithill—he became a licensed pilot to help him better contend with this new breed of vessel—took one of the distinctive red wheels. It has several twist grips, designed with help from BMW, to control the height and attitude of the L-foils. A stick had also been tried, but it proved too tough to hold in the wind and chop. Sometimes old sailing technology is the right technology, and even the most modern ships are best steered with wheels.

Spence was one of the four grinders on board. With their enormous arms—Spence, also an Australian, is built like a rugby player—the grinders spin winches "like hamsters on a wheel," he says, to generate hydraulic pressure. That pressurized oil provides the energy to do things like move the daggerboards or shape the wing.

The boat buffeted across the sound, its crew trying to divine the secrets of their new charge.  Just before Spence fell, Spithill was struggling to reduce the daggerboard's angle of attack. It was pitched like an aileron at takeoff so that the boat could take its version of flight. This time, there wasn't enough pressure in the hydraulic system for Spithill to level the daggerboard after he reached his desired altitude. He couldn't flatten things out. Either the system wasn't efficient enough or the grinders had not been grinding enough, or both. The daggerboard stayed dialed back. Which meant the boat continued to climb until it exited the water, foils and all. It went airborne.

Although 17 can seem as much plane as boat, full flight is, in the words of Andrew Campbell, another sailor on board that day, "very momentary." Water provides much more lift than air, and 17 's daggerboards are sufficient to steady it when submerged. In the sky, not so much. The boat crashed back into the water. 17 's speed never makes a greater impression, particularly to its occupants, than when it hits something. "Man, you understand really quick how fast you're going," Campbell says. He clattered into a crewmate and was happy for his helmet. Spence, who had been bounding across the net stretched between the hulls, was tossed forward into the sea.

He splashed into the crystal-blue water between 17 's leeward hull and its central pod. The two beams loomed above him.

The daggerboard knifed just below him. Then the rudder somehow did as well.

Spence popped out of the froth behind the boat, looking as though he had seen something he would never forget. Unlike Franck Cammas, he still had his four appendages fully attached.

Like 17 , he is also still given to fly.

The America's Cup is the oldest trophy in international sports. The "Auld Mug" is an elaborate silver ewer that was first won in 1851 by the schooner America in a race around the Isle of Wight. The syndicate that owned America named the trophy after its winning ship and wrote a set of rules called the Deed of Gift, meant to ensure that the America's Cup remained an object of perpetual pursuit by sailors in fast boats. This year's edition will mark the thirty-fifth time the defender of the title has been raced by a challenger.

Oracle Team USA—which has been funded by Oracle founder Larry Ellison since 2000 and represents the Golden Gate Yacht Club—is the current holder of the trophy. Rivals from New Zealand, Sweden, Japan, Britain, and France began racing against each other in late May to determine who will compete in the best-of-thirteen final against the Americans this month.

Most of the time, the defender and the challengers agree on the class and size of the yachts they are going to race. (Usually races must take place within ten months of an accepted challenge.) This year, all six boats have identical fifty-foot hulls, and the wings are all the same size and shape—only the foils, fairings, and hydraulic and electric control systems differ. Their specifics are closely guarded secrets, but from any sort of distance, the 2017 boats are indistinguishable from one another. Three or four of them might take to the sound for practice at the same time, and were it not for the flags on their wings, they could be confused for a colony of bats, identical down to their alien midflight corrections.

On less fair-minded occasions when no such class agreement can be reached, the competition reverts to the parameters outlined in the Deed of Gift: Yachts no more than ninety feet long and ninety feet wide shall race in salt water. That's what happened in 2010, when it was decided that the Alinghi 's Swiss defenders would face the Golden Gate Yacht Club, with each team racing whatever sort of sailboat it wanted. It just couldn't be longer or wider than ninety feet.

Ellison, who had already mounted two unsuccessful challenges, also made a judgment of his own: This time, he was going to win.

For that race, he financed what remains one of the most ambitious boats ever built, the sort of miracle that comes when bored billionaires decide to do something insane. The Deed of Gift was written at a time when only the size of the boat mattered, because it's always been held that the bigger the boat, the faster it sails. But instructing modern boat designers that they need only confine themselves to a square that measures ninety feet by ninety feet—and giving them a budget far more limitless—made possible some new kind of monster.

All of Ellison's boats are named 17 . The 2010 iteration was a massive trimaran with a wing instead of a sail. That wing happened to be the single largest one ever constructed, for plane or ship. Topping out at 223 feet, the Golden Gate Yacht Club's entry could not sail under its namesake bridge. The Swiss showed up for the race with a catamaran, because multihulls are faster than bottom-heavy monohull yachts. (The game, although now taken to extremes, has always been about increasing lift and reducing drag.)

Regrettably for the Swiss, they also showed up with an old-fashioned sail.

For a sport that prides itself on its heritage, nothing would ever be the same. Three years later, the best sailors in the world still struggled to harness the fearsome capabilities of their boats. The protocol for the 2013 America's Cup mandated that seventy-two-foot winged catamarans would face off in Ellison's home port of San Francisco. They were foiled, but design and race rules were written with the expectation that the boats would stay boats—a kind of self-imposed governor meant to restore sanity to the proceedings. Ian Burns, Oracle Team USA's director of performance, helped write those guidelines. "We put in a bunch of rules that we thought would make it relatively impossible to fly," he says.

Team New Zealand had other ideas.

Sailing has always been a sport won on its edges. Sometimes that edge is gained during the ingenuity race that precedes the actual competition. More often it's found by the brave pioneers charged with sailing these unpredictable machines. In 2013, the Kiwis looked at their boat, and they looked at the rules that bound them, and they still found a way to fly.

Like those who fought to conquer the skies before them, the first generation of flying sailors suffered for their progress. Winged multihulled boats are fast, but their lack of a keel makes them easy to tip. Spithill pitch-poled that year's 17 during its early trials, heavily damaging it after only eight days on the water. The Swedish team's entry also capsized, leading to the death of a crew member.

"I can't wait for my kids to be giving me shit in ten years, saying 'What were you doing in those old foiling boats out there?'"

But the Kiwis remained committed, and the hosts soon found themselves behind in the best-of-seventeen final eight heats to one. At first they could only watch as their rivals flew downwind—even through jibes, when a boat turns away from the wind instead of into it and speed drops considerably. Oracle Team USA spied and studied and practiced, trying to crack the Kiwi code. "Until you really get pushed by the best, that's what raises the development curve," Spithill says. The Americans eventually found their downwind wings, and they also kept aloft during jibes. Then, just when one more loss would have cost them the trophy, they managed to do the unthinkable: They flew upwind, too.

Only foiling tacks defied them. They won eight straight races to come back and retain the cup, gliding around the course at over thirty knots, stunning Team New Zealand and the wider sailing community. Grant Simmer, Oracle Team USA's chief operating officer then and now, still marvels at the memory. "We didn't go into the Cup thinking we were going to foil upwind, no way," he says. "Since then, we just foil everywhere."

Including tacks?

He nods. "We can do a dry race now," he says. As in, the hulls never touch the water. This year's 17  is still a boat, because it can float. But for the first time in sailing's long history, it will be a mistake if it does.

After decades of incremental change—after it took 2007's Alinghi far longer than a century to grind out what would have amounted to a four-knot advantage over 1851's America —it has taken only the last ten years to fly more than three times as fast. What was considered the height of racing design only a decade ago is now almost laughably obsolete. "Cleopatra going down the Nile was going roughly the same speed using roughly the same technology," Ian Burns says. "You look at where we've come since 2007, it's bigger than a revolution." Remember the bigger the boat, the faster it is? "That law's been completely broken," he says. This year's fifty-foot entries would whip the seventy-two-footers from 2013.

Nobody knows what's possible for a boat that's powered by muscle and wind anymore. As it waits in its shed for another experimental run, today's 17 remains an enigma even to the people who made it. Builder Mark Turner puts its number of custom parts in the high hundreds. Because they're too expensive to test for failure—a set of daggerboards costs about $300,000 and takes eight weeks to make in distant New Zealand—each component harbors its own set of tiny mysteries. "You're sort of on the edge the whole time," Turner says. That's why 17 's designers and builders often refer to it as a "thing" rather than a "boat," as though they won't know what it can do until it does it.

"It's a pretty crazy thing, actually," Erbelding says, looking at drawings of his dreams. Asked what 17 's top speed might be, the genial German smiles and shakes his head. "I can't tell you," he says. "We don't know."

By this past March, 17 's crew had pushed well beyond the envelope suggested by pre-build simulations, and they still had nearly three more months to master sailing it. They reported to Team USA's sprawling base like soldiers, usually starting their twelve-hour days in their top-end gym, complete with a boxing ring and big plastic buckets for when they throw up. Then they get on their safety gear, looking like fighter pilots who also plan on taking a dip, sailing the boat as often as six times a week, chased across the sound by opposition spies with 1,000-hp motors, their wakes like vapor trails on the water.

Each day the crew pushes a little faster, a little farther, waiting for frantic calls from someone like Erbelding, monitoring wing loads on his laptop back on shore. The association with Oracle comes in especially handy there. So far, everything's held up with the exception of a single daggerboard that couldn't take the strain. Speed normally compromises a boat's ability to turn, but 17 has proved nimble. Foiling tacks, the most elusive of goals only four years ago, still aren't easy—they require a precisely choreographed dance between the six men on board and their boat—but they are closer to routine. Watching 17 tear across the sound is like watching a rocket that hasn't quite hit escape velocity but will. It doesn't whistle past. It screams.

On increasing occasion, the boat moves so fast through the water that it effectively begins boiling it, an unlikely seeming phenomenon called cavitation. "We've come up against a different kind of wall," Andrew Campbell says. When the foils slice through the water—and thankfully not through Graeme Spence—the pressure on top of them can drop so much the water starts to bubble, the way soda starts to fizz when the cap is taken off. But the bubbles aren't air. They're steam, which leads to crippling drag and loss of lift. Although 17 's relationship with the ocean is minimal, how to stop cooking it has become one of Team USA's more otherworldly concerns.

Making the foils smaller isn't really an option. "As soon as you wipe out once, it's not worth that extra bit of speed," Campbell says. Unlike traditional yachts, foiling catamarans aren't meant to lean in the wind, which is one of the harder adjustments to make in watching them. Much more than a 15-degree swing off vertical usually spells disaster. In ideal conditions, these boats stand bolt upright, leaving them looking even more imperious than they can already seem. It takes time to understand that the weakness of 17, and so the even greater possibility of it, is under the surface.

Maybe the foils should have slots like an airplane's wing—like the wing that powers 17 —widest at takeoff and made slender in flight. Maybe the shape of the L-foil is wrong—it's really the only shape that's been tried—and an O-foil or an F-foil or a W-foil will prove superior. Maybe the algorithms that are hunting through bottomless files of telemetry data will stumble upon some speed equation that the human brain can't parse. Maybe the control systems, much finer than they were only a few years ago, will be made better still, allowing for some small adjustment that opens a door no one even knows exists. Maybe the sailors themselves will wake up in the night and realize that if they only did this, they could fly even higher.

Jimmy Spithill smiles, thinking about the possibilities. "I can't wait for my kids to be giving me shit in ten years, saying 'What were you doing in those old foiling boats out there? What were you guys thinking?' I reckon there's going to be another big step," he says.

"There's still a lot to be learned. Who knows what will be the next big breakthrough? There are a lot of smart people in the world."

Christoph Erbelding is one of those smart people. He looks at 17 and feels something like love. He understands why others might not. "It's a different animal completely," he says. It's not beautiful, and it will more likely kill someone than rock anybody to sleep. The new class of purists created by its arrival will no doubt resent its coldness. But it's also a remarkable demonstration of invention, the winner of exponential gains in a sport and world that defies them. 17 is almost a new kind of vehicle that grants us a new kind of passage: the ability to travel faster than the wind that drives us.

"We're not touching down ever again," Erbelding says, and the way he says it, he makes you confuse sailing with soaring and mistake water for air. He makes you look at fish and see birds.

Update, June 26 : The New Zealand team claimed the 35th America's Cup today by defeating Oracle Team USA in the final 7-1.

This story appears in the June 2017 issue.

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Foiling technology: everything you need to know about hydrofoils

Fitting foils to powerboats is all the rage, but how do they work and why is foiling back in fashion?

What is foiling?

Foiling refers to the use of hydrofoils attached to the hull of fast boats, which provides additional lift at planing speeds – often enough to lift the hull completely clear of the water.

What is the benefit of this?

Efficiency. The enemy of fast boats is the amount of effort required to push them through the water. Planing boats go some way to addressing this by rising up over their own bow wave and skimming across the surface, but the stern sections are still immersed, creating significant hydrodynamic drag. It follows that if you can lift the boat completely clear of the water, hydrodynamic drag is only acting on the foils themselves and the sterngear that propels and steers it.

Any advantages beyond efficiency?

Lifting the boat clear of the surface can reduce the disturbance of waves, smoothing the ride, but only up to a point. It’s not just about lift though – active foils can also be used to improve stability or handling and in some circumstances, can improve efficiency even without lifting the boat.

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How do foils work.

Foils work in a similar way to aircraft wings. In simple terms, as they move through the water they deflect the flow, which exerts a force on the foil. If that force is upward, the faster they move, the greater the lift.

So why are they so much smaller than aircraft wings?

Because water is much denser than air – almost 800 times, in fact. The foils have far more to push against than aircraft wings, so don’t require the same surface area.

Is this new technology?

Far from it. Foiling technology can be traced back to 1898 when Italian inventor Enrico Forlanini began work on a ‘ladder’ foil system, obtaining patents in both the UK and the USA. He had a prototype operating on Lake Maggiore soon after. British boat designer John Thornycroft followed up with a series of scale models featuring stepped hulls and a single foil, and by 1909 had a full-scale 22ft prototype running. During WWII, the German military developed a 17-tonne foiling mine layer that was tested in the Baltic at speeds of up to 47 knots. By the early 1950s, the first commercial hydrofoil ferry was running between Italy and Switzerland and a decade later, a private hydrofoil yacht featured in the Bond movie Thunderball.

Why did they never catch on in production boating?

Traditionally, high-speed hydrofoils used large V-shaped foils that jutted out beyond the boat’s beam. This made berthing tricky and increased the draught. They were also costly to construct, vulnerable to damage and difficult to power, as the propellers of conventional shaftdrives would be clear of the water once foiling. Lastly, although hydrofoils were often more efficient than monohulls, high-speed cats could usually match the efficiency without the drawbacks.

Why are they back in the news?

Foiling technology came back into public focus when the 2013 America’s Cup contenders started to use foil-shaped daggerboards to hit speeds of more than 40 knots. Ben Ainslie’s spectacular last-gasp victory for the Oracle USA team and his subsequent BAR Land Rover Cup Challenger brought foiling to a global audience. More recently, we’ve seen the emergence of several foiling motor boats, including the SEAir RIB and the Sunreef Open 40 Power. More exciting still is the news that Princess will use an advanced Active Foil System on its new R Class superboat .

What has changed?

Technology has overcome many of the shortfalls of older systems. Simon Schofield, chief technology officer at BAR Technologies, told MBY the real game changer has been the adoption of ‘Dalí’ foils. Instead of two fixed V-shape foils, Dalí foils use four independent L-shaped blades that stick out of the hull at an angle before curving up like Salvador Dalí’s famous moustache. They are far more efficient and can be retracted, solving the berthing and draught issues. In addition, computer-controlled active systems allow the foils to be adjusted to suit speed and sea conditions. This doesn’t just improve efficiency, it can enhance the ride and handling too. When cornering, for example, a traditional hydrofoil boat doesn’t lean into the turn, making it uncomfortable for passengers. An active system can adjust each foil to induce the correct degree of lean. Modern materials also reduce drag and cavitation.

How about propulsion?

The Enata Foiler uses twin BMW diesel 320hp engines, but instead of being connected to the propellers with hefty drag-inducing shafts and gearboxes, these generate electric power which can be sent down a thin flexible cable to slender electric motors mounted on the retractable rear foils.

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Hydrofoils: Boats That Fly

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Hydrofoils make everything from water skis to sailboats to giant ferries faster (much faster). But how the heck do they work?

Oracle Team USA's AC50 "flying" at nearly 50 mph. (Photo: Ricardo Pinto)

Ever wonder why a sleek, powerful recreational boat is not even as fast as a typical economy car? It has to do with friction. An economy car needs a little over 100 horsepower to speed by at 100 mph, but pushing a boat through the water that fast takes several hundred horsepower. The reason is that water is almost 800 times denser than air.

Imagine standing on your dock in a 10-knot wind — it's not hard to do. Now imagine being in a river trying to stand up to a 10-knot current. The water is so much denser that no matter how strong you are, you'd be swept away. A boat hull has to push through all that dense water while a car can slip through the air much easier.

Planing boats are able to go faster than displacement boats because they lift part of their hull out of the water as they race over their bow wave, but there's still a lot of friction from the water on the rest of the hull. If you could get the hull all the way out of the water, you'd eliminate that friction, and the boat could go faster with the same amount of power.

The Science

Most of us have a pretty good understanding of how an airplane flies. As air flows over and under the wings (also called airfoils), it creates lift. Once an airplane is going fast enough, the lift that the wings create allow it to rise above the earth.

If you were to mount a wing or two (called hydrofoils) under a boat, all that dense water can be put to good use by pushing the boat's hull out of the water. Then friction only acts on the small foils, not on the whole hull, which is why a 130-foot hydrofoiling sailboat can "fly" at over 50 knots. Powerboats have added friction from the propulsion system that has to remain in the water, but even then, large hydrofoiling ferries can exceed 45 knots.

Speed is not the only advantage that hydrofoils give boats. Because the hull is out of the water, all the energy from waves that would normally pound against the boat pass harmlessly underneath it, creating an eerily smooth ride. Even so, hydrofoiling is typically best in somewhat protected waters.

Don't look for hydrofoils on your next runabout anytime soon because they're much more difficult to engineer and typically triple the cost of a boat. The good news is that there are other ways to 'foil that are affordable — see "Experience Hydrofoiling For Yourself" at below.

Experience Hydrofoiling For Yourself

Hydrofoil kiteboards.

If you've even seen a kiteboard zooming in a strong breeze, you know they're plenty fast. Add a hydrofoil, and suddenly you add a new dimension. These boards take lots of skill and practice to master, but the ride is said to be much smoother and even faster than a conventional kiteboard. Cost starts at around $1,000.

Hydrofoil Waterskis

These single-ski hydrofoils are really a sit-on-ski, and once you've mastered the technique, the foils will lift you up and you'll be "flying." Unlike conventional skis, these aren't designed for speed, and 18 mph is where they typically "liftoff' and suggested top speed is about 25 mph. It's also important not to ski in shallow water due to the depth of the foils. Cost is typically $1,500 and up.

Hydrofoil Windsurfers

Not content to take a surfboard and add a sail, windsurfers developed foils that allow the board to "levitate." The biggest advantage is the smoothness of the ride — a real benefit because these rigs usually sail in very strong winds with plenty of chop. Cost is about $2,500 to get started.

Hydrofoiling Small Sailboats

You don't have to spend millions on a boat like the America's Cup racers if you want to hydrofoil. The Waszp costs about $10,000, though even for dinghy racers, there's a learning curve to get these boats on their foils, with speeds up to 27 mph.

Note that most companies suggest wearing a helmet when using foiling products because of the speeds achievable and the hard, sharp foils these devices have.

Foiling The Competition

America's Cup boats are often what people think of when they hear the word "hydrofoil." Hal Youngren, an aeronautical engineer and one of the designers for the 2013 and 2017 America's Cup racers, says the difference in speed that foils make is impressive. The fastest nonfoiling catamarans in previous races could barely reach 35 knots, while the 2017 foiling cats hit 50 knots. Youngren says that these 50-foot cats are able to lift their hulls completely out of the water using only about three-quarters of a square meter of foil area (about the size of a medium-sized TV). Below about 15 knots, he says, the boats sail much like a nonfoiling boat with hulls in the water, but once over that speed, the boats start to "fly" and their speed dramatically increases.

The America's Cup Class AC75 Boat Concept Revealed

An exciting new era in America's Cup racing was unveiled in November 2017 as the concept for the AC75, the class of boat to be sailed in the 36th America's Cup is released illustrating a bold and modern vision for high performance fully foiling monohull racing yachts.

The America's Cup AC75 Boat Concept Revealed

The Emirates Team New Zealand and Luna Rossa design teams spent the previous four months evaluating a wide range of monohull concepts. Their goals have been to design a class that will be challenging and demanding to sail, rewarding the top level of skill for the crews; this concept could become the future of racing and even cruising monohulls beyond the America's Cup.

The AC75 combines extremely high-performance sailing and great match racing with the safety of a boat that can right itself in the event of a capsize. The groundbreaking concept is achieved through the use of twin canting T-foils, ballasted to provide righting-moment when sailing, and roll stability at low speed.

An underlying principle has been to provide affordable and sustainable technology "trickle down" to other sailing classes and yachts. While recent America's Cup multihulls have benefitted from the power and control of rigid wing sails, there has been no transfer of this technology to the rigs of other sailing classes. In tandem with the innovations of the foiling system, Emirates Team New Zealand and Luna Rossa are investigating a number of possible innovations for the AC75's rig, with the requirement that the rig need not be craned in and out each day. This research work is ongoing as different concepts are evaluated, and details will be released with the AC75 Class Rule before March 31, 2018.

The America's Cup is a match race and creating a class that will provide challenging match racing has been the goal from the start. The AC75 will foil-tack and foil-gybe with only small maneuvering losses, and given the speed and the ease at which the boats can turn the classic pre-starts of the America's Cup are set to make an exciting comeback. Sail handling will also become important, with cross-overs to code zero sails in light wind conditions.

A huge number of ideas have been considered in the quest to define a class that will be extremely exciting to sail and provide great match racing, but the final decision was an easy one: the concept being announced was a clear winner, and both teams are eager to be introducing the AC75 for the 36th America's Cup in 2021. — AmericasCup.com

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Charles Fort

Contributing Editor, BoatUS Magazine

Charles Fort is BoatUS Magazine's West Coast Editor. He often writes local news items for BoatUS Magazine's Waypoints column and contributes to Reports, in-depth tech features in every issue written to help readers avoid accidental damage to their boats. He is a member of the National Association of Marine Surveyors, he's on ABYC tech committees, and has a 100-ton U.S. Coast Guard license. He lives in California.

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[2023] Hydrofoil Yacht: The Ultimate Guide to Sailing on Foils

• November 1, 2023
• Hydrofoil Basics

Quick Answer: A hydrofoil yacht is a sailboat equipped with wing-like foils that lift the hull out of the water as it gains speed. This reduces drag, increases speed, and provides a smoother ride. Hydrofoil yachts can be retrofitted on both monohull and multihull sailboats, with different types of foils used for stability and control.

Welcome to Hydrofoiling™, where we bring you all the latest and greatest information about hydrofoil boarding. In this comprehensive guide, we’ll dive into the world of hydrofoil yachts, exploring their history, configurations, classes, and more. Whether you’re a seasoned sailor or a curious beginner, this article will provide you with expert advice and insights into the exciting world of hydrofoil yachts.

Table of Contents

Quick answer, quick tips and facts, background: the evolution of hydrofoil yachts, types of hydrofoil yachts, hydrofoil classes: from moths to ac75, hydrofoil yacht brands and models, advantages and disadvantages of hydrofoil yachts.

• Recommended Links
• Reference Links

A hydrofoil yacht is a sailboat equipped with wing-like foils that lift the hull out of the water as it gains speed. This lifting action reduces the wetted area of the hull, minimizing drag and allowing the yacht to achieve higher speeds. Hydrofoil yachts can be retrofitted on both monohull and multihull sailboats, with different types of foils used for stability and control.

Shopping Links: Check out hydrofoil yacht products on Amazon | Shop hydrofoil yacht on Walmart | Etsy hydrofoil yacht products

• Hydrofoil yachts use foils to lift the hull out of the water, reducing drag and increasing speed.
• Different types of foils, such as T foils, C foils, S foils, and L foils, are used for stability and control.
• Hydrofoil yachts can be retrofitted on both monohull and multihull sailboats.
• The International Moth class is one of the most widespread uses of hydrofoils in sailboats.
• Hydrofoil yachts can achieve impressive speeds, with some reaching over 50 knots.

Hydrofoil technology has been around for over a century, with the first patent for a hydrofoil boat filed in 1898 by Italian engineer Enrico Forlanini. Since then, hydrofoil yachts have undergone significant advancements, transforming the sailing experience and pushing the boundaries of speed and performance.

The concept behind hydrofoil yachts is simple yet ingenious. By using wing-like foils mounted under the hull, these yachts can lift themselves out of the water as they gain speed. This lifting action reduces the wetted area of the hull, minimizing drag and allowing the yacht to glide effortlessly through the water.

Hydrofoil yachts come in various configurations, each designed to optimize performance and stability. Let’s explore some of the most common types of hydrofoil yachts:

Monohull Hydrofoil Yachts : Monohull hydrofoil yachts feature a single hull and employ a “ladder” arrangement of hydrofoils. These hydrofoils typically have a dihedral angle of around 50 degrees and are complemented by a stabilizing rudder foil. This configuration provides stability and control, allowing the yacht to sail smoothly on foils.

Multihull Hydrofoil Yachts : Multihull hydrofoil yachts, such as catamarans and trimarans, offer increased stability and performance. These yachts use wider planforms, allowing for greater lift and control. Some multihulls utilize three foils, with two main forward foils providing lift and a horizontal foil on the rudder for additional control.

Hydrofoil Catamarans : Hydrofoil catamarans, also known as foilcats, combine the stability of a catamaran with the speed and efficiency of hydrofoils. These yachts can achieve impressive speeds while maintaining excellent stability, making them popular choices for racing and recreational sailing.

Hydrofoil technology has found its way into various sailing classes, revolutionizing the way we sail. Let’s take a closer look at some of the notable hydrofoil classes:

International Moth : The International Moth class is one of the most widespread uses of hydrofoils in sailboats. These single-handed dinghies feature foiling capabilities, allowing sailors to achieve incredible speeds and maneuverability. The class has seen rapid growth since 2001, with carbon fiber foils and advanced design techniques pushing the boundaries of performance.

Waszp : The Waszp class is similar to the International Moth class but utilizes aluminum foils instead of carbon fiber. This makes the Waszp more accessible to a wider range of sailors while still providing the exhilaration of foiling.

AC75 : The AC75 is a foiling monohull sailboat class used in the 2021 America’s Cup. These impressive yachts can reach speeds of up to 50 knots, showcasing the incredible potential of hydrofoil technology in the world of competitive sailing.

IQFoil : The IQFoil windsurfer class was selected by World Sailing for the 2024 Summer Olympics. These windsurfers feature hydrofoils, allowing athletes to glide above the water and achieve impressive speeds.

IMOCA 60 : Originally designed as non-foiling offshore racers, the IMOCA 60 class has embraced hydrofoil technology. These yachts now feature S-shaped daggerboard foils, providing partial foiling capabilities and enhancing performance in various conditions.

F50 : The F50 sailboat class is used in the SailGP series and is the first sailboat class to break the 50-knot barrier during a race, with a top speed of 52.2 knots. These high-performance catamarans showcase the incredible speed and agility that hydrofoil technology can offer.

Several brands have embraced hydrofoil technology, offering a range of hydrofoil yachts to cater to different sailing preferences. Here are some notable hydrofoil yacht brands and models:

Gunboat : Gunboat is a renowned brand in the world of luxury hydrofoil yachts. Their models, such as the Gunboat 68 and Gunboat 72, combine performance, comfort, and elegance, providing an exceptional sailing experience.

GC32 : The GC32 is a hydrofoil catamaran designed for high-performance racing. This foiling catamaran offers thrilling speeds and precise control, making it a favorite among competitive sailors.

AC72 and AC45f/AC50 : These hydrofoil catamarans were used in the America’s Cup, showcasing the cutting-edge technology and innovation in the world of hydrofoil yachts. These yachts pushed the boundaries of speed and performance, captivating sailing enthusiasts worldwide.

Nacra 17 and Nacra F20 : Nacra is a well-known brand in the world of multihull sailing, and their Nacra 17 and Nacra F20 models feature hydrofoil capabilities. These yachts offer a perfect balance of speed, stability, and maneuverability, making them popular choices for recreational and competitive sailing.

Hydrofoil yachts offer a range of advantages that make them appealing to sailors seeking speed, performance, and an exhilarating sailing experience. However, they also come with some drawbacks. Let’s explore the pros and cons of hydrofoil yachts:

Advantages:

Increased Speed : Hydrofoil yachts can achieve impressive speeds, thanks to reduced drag and increased lift. This allows sailors to cover more distance in less time, making hydrofoil yachts ideal for racing or simply enjoying the thrill of speed on the water.

Smooth Ride : By lifting the hull out of the water, hydrofoil yachts provide a smoother and more comfortable sailing experience. The reduced contact with the water minimizes the impact of waves and chop, resulting in a smoother ride even in rough conditions.

Improved Efficiency : Hydrofoil yachts are more efficient than traditional sailboats, thanks to reduced drag and improved lift. This increased efficiency translates to better performance and reduced energy consumption, making hydrofoil yachts an environmentally friendly choice.

Disadvantages:

Complex Design : Hydrofoil yachts require a more complex design compared to traditional sailboats. The addition of foils and the associated control systems can increase the complexity of the yacht, requiring more maintenance and potentially higher costs.

Learning Curve : Sailing a hydrofoil yacht requires a certain level of skill and experience. The handling and control of a hydrofoil yacht can be more challenging compared to traditional sailboats, requiring sailors to adapt to the unique characteristics of foiling.

Higher Costs : Hydrofoil yachts, especially high-performance models, can come with a higher price tag compared to traditional sailboats. The advanced technology, materials, and design required for hydrofoil yachts contribute to their higher cost.

How fast is the hydrofoil racing yacht?

Hydrofoil racing yachts can achieve impressive speeds, with some models reaching over 50 knots (57.5 mph or 92.6 km/h). The F50 sailboat class, used in the SailGP series, holds the record for the fastest sailboat class, with a top speed of 52.2 knots (60 mph or 97 km/h).

What does a hydrofoil do to a boat?

A hydrofoil lifts the hull of a boat out of the water as it gains speed. This reduces the wetted area of the hull, minimizing drag and allowing the boat to achieve higher speeds. The lifting action of the hydrofoil also provides a smoother ride by reducing the impact of waves and chop.

Read more about “… Hydrofoil Catamaran: The Ultimate Guide to Foiling on Water”

How fast do hydrofoil boats go?

Hydrofoil boats can reach impressive speeds, depending on their design and purpose. Racing hydrofoil yachts can achieve speeds over 50 knots (57.5 mph or 92.6 km/h), while recreational hydrofoil boats can reach speeds of 20-30 knots (23-34.5 mph or 37-55.5 km/h) or more.

Why don’t boats use hydrofoils?

While hydrofoils offer significant advantages in terms of speed and efficiency, they also come with certain limitations. The complex design and higher costs associated with hydrofoils can be prohibitive for some boat owners. Additionally, the handling and control of hydrofoil boats require a certain level of skill and experience, making them less accessible to novice sailors.

Read more about “… Why do boats not use hydrofoils?”

Hydrofoil yachts have revolutionized the sailing experience, offering increased speed, improved efficiency, and a smoother ride. Whether you’re a competitive sailor looking for the thrill of high-speed racing or a recreational sailor seeking a more exhilarating sailing experience, hydrofoil yachts provide an exciting and innovative option.

Recommended Links:

• Hydrofoil History
• Advanced Hydrofoiling Techniques
• Hydrofoil Equipment Reviews
• How Do Hydrofoils Work on Boats? 2023

Reference Links:

• Sailing Hydrofoil – Wikipedia
• Gunboat Official Website
• Nacra Official Website
• SailGP Official Website
• America’s Cup Official Website

Now that you have a comprehensive understanding of hydrofoil yachts, it’s time to set sail and experience the thrill of foiling firsthand. Whether you’re racing on the high seas or cruising along the coast, a hydrofoil yacht will take your sailing adventures to new heights. Happy foiling!

Disclaimer: The information provided in this article is based on research and personal experience. Hydrofoiling™ is not affiliated with any specific brand or product mentioned in this article. Always consult with experts and follow safety guidelines when engaging in hydrofoil activities.

Review Team

The Popular Brands Review Team is a collective of seasoned professionals boasting an extensive and varied portfolio in the field of product evaluation. Composed of experts with specialties across a myriad of industries, the team’s collective experience spans across numerous decades, allowing them a unique depth and breadth of understanding when it comes to reviewing different brands and products.

Leaders in their respective fields, the team's expertise ranges from technology and electronics to fashion, luxury goods, outdoor and sports equipment, and even food and beverages. Their years of dedication and acute understanding of their sectors have given them an uncanny ability to discern the most subtle nuances of product design, functionality, and overall quality.

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Yachting World

• Digital Edition

Foiling and Hydrofoiling: Everything you need to know

A foiling International Moth dinghy. Photo: Christopher Ison / Alamy

What is foiling?

Although foiling or hydrofoiling feels like a recent revolution to take the world of watersports by storm, it is actually much older than many appreciate.

In terms of motorised waterborne craft, the first foiler was a motorboat designed and built by Italian inventor Enrico Forlanini in 1906.

It did, however, take quite a bit of time before foiling boats with sails took to the water, but even then many people might be surprised to learn that even in the 1970’s the foiling trimaran, Williwaw, covered over 20,000 sea miles in and around the South Pacific all on its foils.

It turns out the history of hyrofoiling goes back further than many think.

It was not until the early-2000s that foiling really started to take hold, with a  development dinghy class, the International Moth, leading the way.

Foiling boats

With huge amounts of interest in the 11ft Moth dinghy, foiling began to spread throughout the sport of sailing. And it was not long until hydrofoiling boats of all different shapes and sizes were taking the water.

Over time, some traditional classes converted to foiling – the A-Class and C-Class catamarans being examples. But more new boats were also designed specifically with hydrofoiling in mind.

In 2013 Emirates Team New Zealand built their 72ft America’s Cup catamaran to be a foiler, forcing their competition for the Cup, Oracle Team USA to convert their AC72 into a foiler to stay competitive – ultimately Oracle Team USA won the Cup in one of the biggest sporting comebacks of all time .

To date the America’s Cup has not looked back with the competition taking place in smaller hydrofoiling AC50 catamarans in 2017 and the newly conceived monohull foilers, the AC75 s, in 2021.

In 2021 the Olympics Games introduced the first ever foiling catamaran in the Nacra 17.

Foiling yachts

Offhsore, 90ft Ultime multihulls on their foils are competing to be the fastest to race around the globe and design houses across the globe are racing to create foiling yachts for the masses which could dramatically reduce cruising times from one destination to the other.

There are also many classes of yacht that are taking some of the lessons from fully foiling craft and putting them to use in a semi-foiling manner.

Here the biggest technical innovation is in the IMOCA60 class, which is famously used for the single handed non-stop round the world race, the Vendée Globe .

The latest couple of generations of IMOCA 60s have been build with huge, technologically complex foils to generate lift. These are powerful enough to lif the boats fully out of the water, but as yet the class rules do not allow for rudder foils which would stabilise flight and allow for full foiling.

Where sailing boats and yachts have, arguably led the way in the history of foiling over the past decade or so this has filtered down into a plethora of other watersports craft.

Although in the early days foiling was typically the preserve of elite sailors and watersports professionals, increasingly we have seen boats and boards designed to foil in the hands of the average sailor, surfer or windsurfer.

This race to bring the fun of foiling to beginners is continuing apace with beginner foiling boats, windsurfers, surfers etc. coming to the market every year.

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11th Hour Racing declared winners of The Ocean Race after redress

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World’s coolest: IKA Kitefoil

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Extraordinary boats: The Sam Manuard foiling mini 6.50

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World’s coolest yachts: The Waszp

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The coolest catamarans and multihulls of all time

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As with beauty, coolness is in the eye of the beholder. While for some, speed is secondary to function or comfort, inherently any list of coolest catamarans and multihulls is…

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Senix Ultrasonic Sensors Guide Oracle Boat

Oracle Team USA won the 2013 America’s Cup race with one of the most efficient sailing vessel ever built. Oracle Team USA’s AC72-class yacht, USA-17, was a 100’ long, 90’ wide and 223’ tall carbon fiber technological marvel capable of speeds in excess of 50 knots (57 mph). The yacht actually “flies” off the water on hydrofoils that lift the entire hull clear of the waves to reduce drag. Sailing this engineering masterpiece required more than 300 sensors and sophisticated computer control technology. More than 3,000 data variables per second are captured and displayed in a variety of formats on PDA’s strapped to sailor’s arms, on tablets mounted around the vessel, and on cockpit displays.

Ultrasonic Sensors Measure Hydrofoiling Distance

One of the most important navigational elements to control is the foiling process. ToughSonic 30 ultrasonic sensors are mounted on each outboard hull to measure its distance from the ocean’s surface – sort of a liquid level measurement in reverse. Data from the ultrasonic sensors is combined with data from accelerometers and other sensors to optimize ride height and speed. Understanding exactly where the vessel is relative to the surface at all times is also essential for safe and effective handling. As Oracle Team USA Data Analyst and Instrumentation Engineer, Jose Luis Vela commented, “We drive the boat based on sensor data. The foiling requires real-time information that is fast and completely accurate. We selected Senix ultrasonic sensors after extensive testing in a variety of high-speed marine conditions.”

Watch this extraordinary boat accelerate on hydrofoils in this Oracle Team USA video:

Tough Smart Sensors

In addition to sensor accuracy and processing speed, reliability was essential. A single malfunction of a critical on-board sensor can not only cost the team a race, it can create a serious safety risk. Senix ultrasonic sensors were selected for rugged construction and reputation for durability. Jose Luis Vela noted that, “The ToughSonic sensors work like new even after three years of training races in harsh ocean conditions. They have worked perfectly since the very first day. We have never had to touch them”.

Oracle Team USA will defend the America’s Cup in 2017 in Bermuda. The race will feature a new generation of foiling catamarans and Senix ultrasonic sensors will be on board helping them fly to victory.

See how a team of Dutch university students used ToughSonic ultrasonic sensors to manage hydrofoiling on a solar powered boat !

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Discover the Magic of Hydrofoil Sailboats

Last Updated by

Daniel Wade

December 11, 2023

‍ Key Takeaways

• Hydrofoil sailboats blend speed, stability, and innovation for a fun sailing experience.
• Their design lifts the hull above water, reducing drag and enabling high-speed travel.
• Advanced control mechanisms maintain stability in varying wind conditions.
• Sails and hulls are meticulously engineered for optimal aerodynamics and lift.
• Ongoing innovations in foil technology continue to propel hydrofoils to new heights.

‍ Based on their innovation and nature, the world of hydrofoil sailboats are magical, to say the least. But what exactly makes them so exceptional?

The magic of hydrofoil sailboats lies in their extraordinary speed. They can achieve remarkable speeds that were once thought impossible for sailboats. Their unrivaled stability and cutting-edge technology redefine sailing, offering a thrilling blend of innovation and performance.

Over the years, I've dedicated myself to mastering the intricacies of the yachting world, not just as an observer but as an active participant in the hydrofoil sailing community. My knowledge extends beyond the surface, encompassing the technical aspects of hydrofoil design and the thrill of high-speed sailing. As such, I’ll provide a comprehensive and engaging exploration of what sets hydrofoil sailboats apart, making them truly magical on the waters.

Table of contents

‍ Discover the Magic of Hydrofoil Sailboats

Hydrofoils saw their early development as a concept for enhancing speed and efficiency on the water. From Alexander Graham Bell's experiments to the application of foils on sailboats in the 1950s, the quest has always been for greater speed.

But it wasn't until Russell Long championed these designs with the CEC foiling catamaran and the development of the Hobie Trifoiler that hydrofoils began to carve a distinct niche in the sailing world.

This sailboat operates on a simple yet ingenious principle: as the speed increases, the foils submerged beneath the boat generate lift. This lift thrusts the boat's hull above the water, dramatically reducing drag.

It’s similar to how air flows around the wing of an airplane, only with water's denser environment offering a different dynamic. This revolutionary foiling system allows boats to glide over waves, offering an incredibly smooth ride.

The variety of hydrofoil sailboats is astounding, from the foiling catamarans that have revolutionized the America's Cup to the twin sail trimaran designs. The fastest production sailboat, the Hobie Trifoiler , showcases what hydrofoils are capable of.

Additionally, boats like the innovative Emirates Team New Zealand vessels continue to push the boundaries of technology in competitive sailing. Whether for recreational purposes or high-speed racing, the range of hydrofoil sailboats caters to different sailing experiences and preferences.

Now, let’s explore the various aspects of hydrofoil sailboats that make them truly magical.

The Thrills of Hydrofoil Sailing

When I first stepped onto a hydrofoil sailboat, I knew that sailing would never be the same for me. Harnessing the power of the wind to achieve remarkable speeds while hovering above the water was nothing short of revolutionary.

It's an adrenaline-infused blend of sailing, flying, and innovation that promises high performance and stability with a significant reduction in wetted areas.

The allure of hydrofoiling is not just about the speed; it's the sensation of flying over the waves, defying the conventions of traditional sailing. With each gust, my hydrofoil sailboat becomes a silent, swift car, slicing through the air rather than merely sailing on the water.

When sailing with hydrofoils, you get to experience the following benefits.

• High Speed: With hydrofoils, I've seen and achieved speeds I never thought possible on water.
• Less Wetted Area: As the hydrofoils lift the hull out of the water, drag is reduced, further contributing to the craft's efficiency and speed.
• Stability: Surprisingly, the flying sensation is accompanied by stability once airborne, making the ride smoother.

The America’s Cup Competitive Foiling

Over the years, I've witnessed first-hand how hydrofoil technology has radically altered the landscape of competitive sailing. The introduction of hydrofoils has not only redefined what we consider possible in the sail area but has also brought a fresh surge of excitement to the racing circuit.

The most illustrious event in sailing, the America's Cup , underwent a transformation with the embrace of hydrofoils. Emirates Team New Zealand, a frontrunner in hydrofoil innovation, redefined the America's Cup racing in 2017.

Alongside them, the US team and Luna Rossa played pivotal roles in reshaping the landscape of America's Cup racing.

With their AC50 class catamarans soaring above the waves at top speeds that defy traditional sailing limits, they clinched the title and shifted the focus of competitive racing toward technological prowess.

The spectacle of these vessels racing is not just about the crew's capabilities but equally a testament to engineering marvels.

Also, the advent of hydrofoils in racing has certainly led to a spike in performance metrics. Here's a concise table highlighting the before and after impact of hydrofoiling in competitive Sailing:

This table illustrates just how much the racing landscape has shifted; it's not only sailing anymore.

It’s similar to piloting a high-speed aircraft, with each crew member playing a crucial role in harnessing the raw power of the strong winds in harmony with state-of-the-art technology. Watch this video for a more detailed explanation of hydrofoil sailboats and their magical power.

Technical Aspects of Hydrofoil Sailboats

In diving into the technical aspects of hydrofoil sailboats, I'll give you an insight into the intricate designs that enable these marvels to glide above the water, as well as the cutting-edge foil technology propelling them.

The design of a hydrofoil sailboat revolves around its capability to elevate the hull above the water, reducing drag and enabling high wind-speed travel. Control mechanisms are central in maintaining stability, especially when the sailboat interacts with varying wind conditions or maneuvers through shallow waters.

The hull's length and overall design are calibrated for balancing aerodynamics with hydrodynamics. In designing sails and hulls for foiling, one must carefully balance the need for power with the propensity for lift.

The sails are tailored not only to harness the wind's energy effectively but also to match the unique mechanics of a vessel in flight. Meticulous engineering ensures that the sail configuration works in harmony with the foils to propel the sailboat forward swiftly.

Additionally, the foil technology, which is pivotal to modern hydrofoils, has undergone significant further development over the years . From the materials used to the manufacturing processes, every element incorporates the latest in technology to yield extreme performance.

Advancements have led to foils that can automatically adjust to sailing conditions and speed, which is instrumental for achieving and maintaining high speeds.

Currently, the future of hydrofoil technology seems bound for even further breakthroughs. Customization and refinement of foils for specific water conditions, such as the challenges posed by shallow water, are ongoing.

Each new iteration builds upon the last, consistently advancing the field and informing the next leap in hydrofoil sailing. This persistent innovation in foil and hull technology is a testament to the potential that lies ahead for hydrofoil sailboats.

Are Hydrofoil Sailboats the Right Options for You?

Hydrofoil sailboats offer a unique and thrilling sailing experience, but whether they are the right option depends on your preferences and goals. These high-performance vessels are known for their exceptional speed and stability, making them ideal for thrill-seekers and competitive sailors.

If you're passionate about cutting-edge technology and want to push the boundaries of traditional sailing, hydrofoil sailboats could be a perfect fit.

However, they may require a learning curve for beginners and are typically more expensive than traditional sailboats.

Consider your skill level, budget, and desire for speed and innovation when deciding if hydrofoil sailboats align with your sailing aspirations.

The Future of Hydrofoil Sailboats and Their Transformative Potential

Over the years, I've been captivated by the evolution of sailing and the recent advancements in hydrofoil technology, which promise a thrilling future for these marine crafts.

The technology supporting hydrofoil sailboats is rapidly advancing, bringing us closer to a world where boats gliding above the water's surface is a common sight.

These boats use 'wings' or foils submerged in water to lift the hull above the surface, reducing drag and allowing for greater speeds. This innovation is not just limited to racing but is expected to influence recreational and transport vessels in the future.

Today, we see hydrofoils in action with hydrofoil kiteboards, which have become popular among thrill-seekers. This is due to their ability to harness wind power and achieve impressive acceleration and agility on the water. This same principle is being applied to larger sailing vessels, where performance and sustainability converge.

The further development of hydrofoil technology involves intensive research into materials and design optimizations that can handle the challenges of varied sea conditions.

Electric and solar-powered hydrofoils are on the horizon, poised to significantly impact our world by offering greener alternatives to traditional boats.

Notably, the trends in hydrofoiling indicate a shift towards more sustainable sailing, utilizing advancements in electric propulsion systems to complement the inherent energy efficiency of hydrofoil designs.

The goal is a fleet of sailboats that are not just faster but more eco-friendly, promising an exciting future where the joy of sailing is in harmony with the health of our oceans.

Related Articles

I've personally had thousands of questions about sailing and sailboats over the years. As I learn and experience sailing, and the community, I share the answers that work and make sense to me, here on Life of Sailing.

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iFLY15 – Technical SPECS

Length 4.63 m, 15 ft..

A Foiling Catamaran for 1-2 person(s) does not need to be any longer than this. The ancient rule that says you need length to achieve speed does not apply, as hulls do not touch the water at most times.

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This width provides plenty of righting moment, still being road legal ato be transported in horizontal position without disassembly.

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EARLY TAKE OFF IN WINDS AS LOW AS 2Bft. / 6 KNOTS , by combining the innovative “KickOff” foil control with a trampoline that provides boost and with the latest generation of rig and foils.

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Hydrofoils for Sailboats

• By By Steven Callahan
• Updated: July 29, 2020

Hydrofoils have been providing dynamic lift since fish sprouted fins. And people have been employing foils ever since they first put paddle to water, and certainly since adding keels and rudders to boats. But the modern, flying America’s Cup boats, kiteboards, Moth dinghies, shorthanded offshore thoroughbreds—these are all ­playing in a new world in which the terms “hydrofoils” or “lifting foils” describe those oriented to raise a hull or hulls from the water. In these racing realms, if you ain’t got foils, you ain’t got nothin’.

Lifting foils that allow these boats to sometimes home in on three times the wind speed might appear to be of little interest to cruising sailors, but with such common cruising features as self-steering and autopilots, self-tailing winches, rope clutches, fin keels and faster hull shapes all having been passed down from the racing scene, one must ask, “What promise, if any, do hydrofoils hold?”

Lifted or partially lifted boat patents extend back to 1869, but workable watercraft took roots along with early flight. Italian Enrico Forlanini began experimenting with foils in 1898. In 1906, his 1-ton 60 hp foiler reached 42.5 mph. Alexander Graham Bell’s HD-4 Hydrodrome flew on Bras d’ Or Lake at 70 mph in 1919. And several sailing foiler patents began appearing in the 1950s. Notably, JG Baker’s 26-foot monohull, Monitor, flew at 30-plus mph in 1955. Baker experimented with a number of foil configurations, and at least built, if not used, the first wing mast. The first offshore foiler was likely David Keiper’s flying trimaran, Williwaw , in which he crisscrossed the Pacific in the 1960s.

By the 1980s, numerous speed-trial and foil-enhanced offshore-racing multihulls showed huge promise, and have since evolved into behemoth trimarans clocking 30 to 40 knots continuously for long periods, not to mention the monohulls in the Vendée Globe (and soon the Ocean Race) that are capable of speeds exceeding 30 knots. But as boat designer Rodger Martin once reminded me, “If you want a new idea, look in an old book.” He was right. The fully foiling monohulls that will compete in the 2021 America’s Cup will bring things back full circle to the foiling monohull Monitor .

Fluid Dynamics Primer

Any foil—a wing, sail, keel, rudder or lifting foil—redirects the flow of fluid (air included), creating high- and low-pressure areas on opposite sides of the appendage, while developing lift perpendicular to the foil’s surface.

Advancements in foiling science is due in part to the hundreds of foil shapes that were tested, with tabulated results, by the National Advisory Committee for Aeronautics, the forerunner of the National Aeronautics and Space Administration. For the better part of a century now, aircraft and boat designers have been able to choose from a spectrum of refined foil sections that produce predictable amounts of lift and drag for known speeds of fluid and angles of attack, or the angle at which the foil passes through the fluid. Sections of efficient faster foils, as seen on jets or as we flatten our sails to go upwind or reach high speeds, have smaller nose radii and are thinner, with the thickest section of the foils farther aft, up to nearly halfway toward the trailing edge.

The most efficient foil sections at slow speeds are fatter, with the maximum thickness farther forward, and with larger nose radii, than faster foils. The angle to fluid flow or angle of attack also is greater. We see these slower foils on wings of prop planes and sails when off the wind or in light conditions.

Most sailors are familiar with traditional foils on boats, the teardrop sections of keels that produce lift to weather, reducing leeway, and of rudders, allowing them to steer. Even a flat plate can be a foil, but these tend to be inefficient. Such a shape is prone to fluid separation from the surface, meaning they stall easily, and they maintain poor lift-to-drag ratios. Even keels and rudders are somewhat lift-­compromised because they are ­symmetrical and have to work with fluid coming from either side, whereas lifting foils are more like aircraft wings or propellers, with asymmetrical sections honed for performance in a more stable, fluid flow.

The point is, any foil can be employed at various angles to the surface to prevent leeway, produce increased stability, or help lift the boat out of the water. But those not required to work with fluid flowing from opposite sides can then be honed to maximize lift and minimize drag. Asymmetrical foils were used on boats like Bruce King’s bilgeboarders, including Hawkeye , back in the 1970s. And, designers, including Olin Stephens, had previously employed trim tabs behind keels to improve keel performance.

Sails, which are heeled airfoils, not only drive the boat forward, but they also produce downforce, actually increasing the dynamic displacement of the boat. To counter this and keep the boat sailing more upright, multihull designer Dick Newick first employed slanted asymmetrical hydrofoils in the outer hulls of his small charter trimaran, Lark , in 1962. A portion of the lift developed by the hydrofoil resisted leeway, while a portion worked to actually lift the leeward hull, keeping the boat more upright and reducing dynamic displacement and drag.

Anyone who has ridden on even a foil-stabilized boat will know how riding at least lightly on the waves, and especially above them, beats smashing through them. When boats lift off, everything gets a lot smoother, drag falls away, and the boat accelerates.

Cruising on Foils

But why would a cruiser want to whip over the sea? Wouldn’t this demand an inordinate amount of attention by the crew? Would lifting foils even be applicable to a boat that must have substantial displacement to carry crew and stores? Aren’t cruising-boat hydrofoils an oxymoron?

Maybe, but I believe our boats’ hulls are likely to sprout fins much as fish have as we orient foils to more efficiently resist leeway, add stability, aid steering, reduce drag, increase comfort, allow for shallower draft, and enhance wider ­variations in hull shapes.

Boats have gotten increasingly wide through the years to advance form stability, improve performance (primarily off the wind), and boost interior volume. But the downside is that fat boats tend to slam more upwind. What if you could reduce dynamic displacement of the boat and lift that hull even partially from the water? The result would be less slamming, especially upwind.

At the same time, what about narrower boats that are known for being more seakindly, especially when closehauled, but lack form stability to carry adequate sail area for powering upwind, and tend to roll badly downwind? Or shallow-draft vessels that are lovely for cruising, but again, tend to suffer from reduced stability? Foils can give that stability back.

Looking ahead, boat ­designers might choose to reduce ballast, making up for it with a foil. In short, lifting foils can reduce boat drag and motion while increasing power and performance.

Pitching also does no favors for speed or crew comfort. Foils can come into play here as well. Foils parallel to the sea’s surface resist motion up and down, and a lifted boat skating above chop also is less prone to hobby-horsing through waves. Multihulls have always been particularly susceptible to pitching for a number of reasons, but watching videos of multihulls sailing to weather show an obvious huge advantage that foilers have compared with nonfoilers. Offshore multihulls now routinely employ T-foils on the rudders to control the fore and aft angles of the boat (attitude), a feature easily adaptable to any vessel.

OK, so what’s the cost? Obviously, the more things sticking through the hull, ­especially if they are retractable, the more it’s going to impact the interior. There would be added weight, complexity and cost. Foils also create noise, and there’s susceptibility to damage from hitting stuff. And let’s not forget compromises with shapes, purposes and things not yet imagined.

As for damage, it’s possible to fold the foils back into the hull. Think swinging center- boards or actual fish fins. Daggerboardlike foils can at least employ shock-absorbing systems similar to the daggerboard arrangements found in many multihulls. This includes weak links that are outside the hull, so if a foil is struck, it frees the foil to fold back or to come off before being destroyed or damaging the hull. Or, foils might hang from the deck rather than penetrating the hull, allowing them to kick up (and to be retrofitted to existing boats). These configurations also relieve the interior of intrusions, and keep the noise more removed from it. I have no doubt that numerous talented designers will be exploring all kinds of options and compromises in coming years, finding ways to make foils both practical and more than worth the compromises.

Sailing more upright, ­shallower draft, speed, ­comfort—what’s not to like? Just what is possible? I have a feeling the cruising community is about to find out.

Steven Callahan is a multihull aficionado, boat designer and the author of Adrift , an account of his 76 days spent in a life raft across the Atlantic.

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The superyacht world is speculating that Mark Zuckerberg just bought this 118-meter boat

• The 118-meter superyacht Launchpad made her maiden voyage last week.
• The yacht world is speculating that her owner is Meta CEO Mark Zuckerberg.
• Here's what we know about the luxury vessel.

In the world of superyachts , privacy is the most valuable asset. It can be next to impossible to discern the details of a superyacht transaction — and that's particularly true if the vessel in question is worth nine figures.

Yet some in the boat blogging world are speculating that Meta CEO Mark Zuckerberg is the new owner of Launchpad, a megayacht currently moored in Fort Lauderdale, Florida after she made her maiden voyage from Gibraltar to St Maarten last week. Launchpad clocks in at 118 meters long, about nine meters shorter than Jeff Bezos' superyacht Koru .

The transaction could not be confirmed, with yacht world insiders declining to share what they know and representatives for Zuckerberg not responding to a request for comment from Business Insider. In the past, reports about Zuckerberg owning superyacht Ulysses have proven false.

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"It is Feadship's standard policy to never divulge any information about our yachts with reference to ownership, costs, or delivery, etc," Feadship, the ship's builder, wrote to BI. "Whether it is an 18-meter Feadship from the 1960s or a 118-meter Feadship from the 21st century, we do not share private information."

But Zuckerberg's name has been connected to Launchpad for a few months now, beginning in December when reports swirled that he visited Feadship's shipyard in the Netherlands.

Then, earlier in March, yachting bloggers like eSysman SuperYachts and Autoevolution started speculating that he officially snagged the boat, originally built for a sanctioned Russian businessman, at a $300 million price tag. (While that's a seemingly huge amount, it's still less than 0.2% of Zuckerberg's $177 billion net worth.)

Another clue that might point to US ownership is that the yacht bears the flag of the Marshall Islands, a US territory and commonplace for American buyers to register their ships, according to public marine tracking.

If Zuckerberg were to have bought Launchpad, he would join a cohort of superyacht-owning tech billionaires . Along with Bezos, the likes of Oracle cofounder Larry Ellison and Google cofounders Sergey Brin and Larry Page have purchased impressive boats with even more impressive amenities.

SuperYacht Times , an industry publication and intelligence platform, has some of the best images of the yacht. Photos show a swimming pool on her main deck and a large helipad.

While less is known of the interior, a vessel of her size can likely sleep dozens of guests and crew and may have amenities like an expansive gym where Zuckerberg could practice his jiu-jitsu or a spa with a massage area. We suspect there's also space for plenty of toys — which could include his viral hydrofoil foil .

Do you have any details about Launchpad or any other superyachts? Email reporter Madeline Berg at [email protected].

Watch: Walmart heiress' superyacht vandalized by activists in Ibiza

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