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AC72
AC72
AC72
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The AC72 (America's Cup 72 class) is a class of catamarans with wingsails and hydrofoils, built to a box rule for yachts competing in the 2013 Louis Vuitton and the America's Cup races. The class was subsequently replaced by the smaller AC50 class.

Key Information

Background

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Following the 2010 America's Cup, where the Golden Gate Yacht Club's USA 17 trimaran defeated the catamaran Alinghi 5, it was decided by the winners that the next America's Cup competition would be sailed in catamarans in the hope of making the sport more attractive to television audiences.[2] At the same time a smaller sister class, the AC45, was developed to allow teams to practice and adjust to the new formula as well as create a greater exposure of sailing to the general public with the America's Cup World Series.

Specifications

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The AC72 has the following maximum specifications:[3]

  • Overall length: 26.2 metres (86 ft)
  • Waterline length: 22.0 metres (72.2 ft)
  • Beam: 14.0 metres (45.9 ft)
  • Weight: 5,900 kilograms (13,000 lb)
  • Maximum draught: 4.4 metres (14 ft)
  • Crew: 11

Maximum speed

Using foils for the first time in the America's Cup, the AC72 was expected to sail faster than the wind: upwind at 1.2 times the speed of the true wind, and downwind at 1.6 times the speed of the true wind.[4][5] In fact it proved even faster, averaging about 1.8 times the speed of the wind with peaks slightly over 2.3.[6] A multiple of 2.79 times wind speed was achieved by Emirates Team New Zealand in practice, as they sailed at 44.15 knots (81 km/h, 50 mph) in 15.8 knots of wind on July 18, 2013.[7]

Typical racing speeds are over 30 knots (55 km/h, 34 mph) with the boats capable of attaining well over 40 knots (74 km/h, 46 mph) in the right conditions. The fastest race speed recorded was 47.57 knots (88 km/h, 55 mph) in 21.8 knots of wind (2.2 times the wind speed) on September 24, 2013, by Emirates Team New Zealand.[8]

Features [9]

  • Pedestals
  • Multi speed winches
  • Backstays
  • Crossbeams
  • Wing Pod
  • Digital Performance Indicators
  • Soft Sails
  • Wing-controlled cables
  • Three separate cockpits
  • Buttons on wheels

In competition

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Main articles: 2013 Louis Vuitton Cup and 2013 America's Cup

The boats have been used in the 2013 Louis Vuitton Cup and the 2013 America's Cup. By mid-June 2013, all boats had "lined up" and conducted trials against each other on the planned race track in San Francisco Bay, notably Oracle Team USA vs. Artemis Racing and Emirates Team New Zealand vs. Luna Rossa Challenge. [10][11]

List of AC72 catamarans

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AC72 catamarans
Syndicate Name Shipyard Launched Competitive history Subsequent history
New Zealand Emirates Team New Zealand New Zealand Cookson Boats 21 July 2012 Trial boat Decommissioned
United States Oracle Team USA 17 Oracle Racing 30 August 2012 Trial boat. Extensively damaged in a 16 October 2012 capsize. Relaunched 4 February 2013.
Italy Luna Rossa Luna Rossa Persico Marine 26 October 2012 Raced in the 2013 Louis Vuitton Cup On exhibit at the Museo Nazionale Scienza e Tecnologia Leonardo da Vinci
Sweden Artemis Racing Big Red King Marine 3 November 2012 Trial boat Deemed a "complete loss" after capsize on 9 May 2013
New Zealand Emirates Team New Zealand New Zealand Aotearoa Cookson Boats 3 February 2013 Winner of the 2013 Louis Vuitton Cup
Lost the 2013 America's Cup to Oracle Team USA (9-8)
United States Oracle Team USA Oracle Team USA 17 Oracle Racing 23 April 2013 Winner of the 2013 America's Cup On exhibit at the Mariners' Museum in Virginia.
Sweden Artemis Racing Big Blue King Marine 22 July 2013 Raced in the 2013 Louis Vuitton Cup

Incidents

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On 17 October 2012, Oracle Racing's AC72 pitchpoled (somersaulted) and capsized, causing severe damage to the yacht. The wingsail was completely destroyed while being swept under the Golden Gate Bridge by a strong ebb tide.[12]

On 9 May 2013, Artemis Racing's AC72 pitchpoled and broke apart, resulting in the death of crew member Andrew Simpson.[2]

The other two teams, Luna Rossa Challenge, and Team New Zealand, both suffered minor setbacks, including hitting seals[13] and damaging their wing sails, resulting in loss of sailing time.[14]

See also

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References

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

AC72

View on Grokipedia
from Grokipedia
The AC72 ( 72) is a class of high-performance, foiling catamarans designed specifically for the 34th in 2013, featuring wing sails up to 40 meters tall and L-shaped daggerboards that enable the boats to lift out of the water on hydrofoils, achieving speeds over 30 knots. Governed by a "box rule" that limited dimensions such as length (22 meters), beam (14 meters), displacement (5,700–5,900 kg), and wing sail area (255–260 square meters), the AC72 allowed competing teams significant freedom to innovate in hull shapes, foil configurations, and structural elements while ensuring competitive balance. Introduced by (defender) and hosted in , the AC72 class marked a shift to larger multihulls following the smaller AC45 one-design boats used for training and the World Series from 2011 to 2013. Only four teams ultimately built AC72 yachts due to the class's high development costs and three-year timeline: defending (USA 17), Emirates Team New Zealand (), Artemis Racing (), and Luna Rossa Challenge (). The yachts were launched starting in July 2012, with teams limited to a total of 30 sailing days from July 1, 2012, to January 31, 2013, to maintain fairness. The 2013 regatta was marred by several high-profile incidents that highlighted the AC72's extreme speeds and risks, including 's capsize during training in October 2012, which damaged their first yacht and delayed their campaign. In May 2013, Artemis Racing's AC72 disintegrated during a practice run, resulting in the death of British Olympian Andrew "Bart" Simpson and injuring two others, prompting safety reviews and structural inquiries under the class rules that lacked specific requirements. also faced penalties in September 2013, including a two-point deduction and the exclusion of three team members (one sailor and two shore crew), for illegal modifications that added undisclosed weight to their AC45 training boats, though this did not directly affect their AC72. Despite the controversies, the Louis Vuitton Cup challenger series in July–August 2013 saw Emirates Team New Zealand defeat Luna Rossa 9–5 to advance to the match against , where New Zealand initially led 8–1 before Oracle staged a historic comeback, winning eight straight races to claim the Cup 9–8 on September 25, 2013. The AC72's innovative design, pioneered by naval architects like Pete Melvin and Gino Morelli, influenced subsequent classes by demonstrating the potential of foiling multihulls, though the class was not reused due to safety concerns and costs exceeding $100 million per team.

Development and Rules

Origins in America's Cup Evolution

The America's Cup had long been dominated by monohull designs, particularly the International America's Cup Class (IACC) yachts used from 1992 to 2007, which were criticized for their high development costs—often exceeding $100 million per campaign—and limited spectator appeal due to relatively modest speeds of around 12-15 knots. The 32nd America's Cup in Valencia in 2007, defended by Société Nautique de Genève (SNG) aboard Alinghi 5, highlighted these issues, prompting calls for a format that could reduce expenses while increasing excitement and accessibility. This dissatisfaction set the stage for a pivotal shift toward multihulls, influenced by legal proceedings and a desire to revitalize the event's global draw. The transition accelerated through the 2007 Deed of Gift arbitration between the (GGYC), representing BMW Oracle Racing, and SNG, the defender of the 32nd Cup. GGYC challenged SNG's acceptance of an invalid challenger, positioning itself as the legitimate Challenger of Record under the , the foundational 1852 document governing the competition. The ruled in GGYC's favor in December 2007, invalidating SNG's prior protocol and enforcing a match for the 33rd in 2010, which permitted designs within specified length limits (90 feet by 90 feet). This led to the iconic 2010 matchup in , where GGYC's USA 17 defeated SNG's Alinghi 5 in straight-set races, demonstrating multihulls' superior speed—up to 25 knots—and spectacle, while underscoring the format's potential to lower relative costs through innovative design efficiencies. The victory by GGYC, now rebranded as under owner , empowered them as defender to dictate the 34th Cup's parameters. Building on the 2010 multihull success, Oracle Team USA announced the AC72 class on September 13, 2010, in Valencia, introducing 72-foot wing-sailed catamarans as the platform for the 2013 event to prioritize high-speed racing, foiling technology for reduced drag, and enhanced viewer engagement through closer-to-shore courses. The protocol governing the 34th Cup was released on September 9, 2010, outlining the multihull format and establishing the America's Cup Race Management (ACRM) for transparent administration. To bridge the gap and test concepts, the one-design AC45 class—smaller 45-foot catamarans—was introduced in late 2010 for the America's Cup World Series, with the first launches occurring in December and racing commencing in 2011. The AC72 class rule was finalized and published on October 18, 2010, ratifying the box rule specifications that balanced innovation with competitive equity, marking a definitive departure from monohulls in pursuit of faster, more dynamic competitions.

Box Rule Specifications

The AC72 class rule, introduced for the 34th in 2013, is a box rule that establishes maximum dimensions and parameters for yachts, promoting design innovation within defined boundaries rather than enforcing a strict one-design format. This approach allows teams flexibility in optimizing and hydrodynamics while ensuring competitive equity through measurable limits on size, weight, and components. Core specifications include an overall length limited to 22.000 meters (approximately 72 feet), a maximum beam of 14.000 meters, and a height (serving as the primary structure) capped at 40.000 meters. The is restricted to a maximum of 11 members, with a total weight range of 957 to 1,012 kilograms (in light shorts), and the yacht's sailing weight range is set at 5,720 to 5,920 kilograms, encompassing hulls, appendages, , and equipment but excluding . Appendage restrictions emphasize simplicity and safety, permitting a maximum of four appendages total—two rudders and two daggerboards (also called bilgeboards)—with rudders limited to 5.000 meters and daggerboards to 7.000 meters in any dimension and no movable components such as or winglets. Daggerboards must fully retract to no more than 0.500 meters below the main water plane, and no keels or similar adjustable systems are allowed, focusing lift generation on fixed or simply rotatable hydrofoils. Protocol elements incorporate one-design requirements for safety gear, including standardized cockpits, tethers, and emergency equipment, which must be approved by the Race Management measurement committee. Innovation remains open in areas like wing aerodynamics (limited to 260 square meters area) and hull hydrodynamics, but is strictly - and crew-powered, with no assistance permitted except for low-speed docking maneuvers using stored sources like batteries for auxiliary pumps.

Design Features

Hull and Hydrofoil System

The AC72 class features a twin-hull design optimized for high-speed performance, with narrow, lightweight hulls constructed primarily from carbon fiber composites to minimize hydrodynamic drag and structural weight. Each hull measures approximately 22 meters in length and the overall beam spans 14 meters, allowing the vessel to slice through waves efficiently while maintaining stability under extreme loads. These dimensions adhere to the class box rule, which imposes strict limits to ensure fair competition among teams. Central to the AC72's revolutionary capabilities is its hydrofoil system, comprising L-shaped foils mounted on retractable daggerboards and T-shaped foils on rudders, which generate sufficient lift to elevate the hulls completely out of the water once boat speeds exceed 20 knots. This foiling mode dramatically reduces the wetted surface area, slashing drag and enabling sustained planing at velocities far beyond traditional displacement hull limits, often reaching 40 knots or more in optimal conditions. The main foils on the daggerboards provide primary vertical lift and lateral stability, while rudder foils contribute additional balance and control during flight. Foil shapes varied by team, including straight and curved L configurations for daggerboards. Foil configurations emphasize fixed, high-aspect-ratio winglets angled upward for inherent stability, with daggerboards limited to a maximum length of 7 meters per the class rule to balance performance and safety. Adjustability is achieved through hydraulic canting of the daggerboards, allowing teams to optimize rake angles for varying wind conditions—vertical for upwind efficiency and raked aft in lighter airs—without active flap mechanisms, as prohibited by regulations to prevent complexity. Both hulls and foils utilize advanced carbon fiber laminates, selected for their superior strength-to-weight ratio, enabling the structures to withstand dynamic loads exceeding 10 tons while keeping total displacement around 5,900 kilograms. Structural innovations in the AC72 hull design include wave-piercing bows that minimize pitch and submersion in choppy waters like those of , reducing slamming forces during maneuvers. Additionally, the hulls incorporate modular construction with easily replaceable forward and aft sections—each up to 1 meter long—that can be repaired or swapped in under 12 hours, facilitating rapid maintenance between races. These elements underscore the class's focus on durability and hydrodynamic efficiency, drawing on aerospace-inspired composites and for refinement.

Wing Sail and Rigging

The AC72's rigid represents a significant advancement in , functioning as a multi-element akin to an to generate aerodynamic lift. Constructed primarily from carbon fiber composites, the stands up to 40 meters tall from the , with a maximum projected area of 260 square meters as specified in the class rule, though representative implementations provided approximately 240 square meters of area for optimized performance. The design typically features two primary elements separated by a narrow aerodynamic slot, augmented by a smaller trailing-edge to adjust camber, enabling precise control over the 's shape and through twistable actuators and hydraulic systems. This configuration allows the to achieve lift coefficients of up to 2.5, far surpassing traditional soft , which typically reach 1.5 to 2.0, thereby facilitating boat speeds exceeding 40 knots in optimal conditions. Integrated rigging eliminates traditional components like halyards and booms, with the carbon fiber structure serving as both mast and in a seamless unit mounted on a rotating base near the for full 360-degree adjustment. Control is managed via hydraulic cables and —often exceeding 30 in number—linked to a master quadrant at the base, powered by manual inputs without stored for primary adjustments, per class rules. Cyclors, or grindless winches operated by pedaling, provide hydraulic for fine-tuning sheets and flaps, ensuring rapid response to wind shifts. De-powering in gusts is accomplished by twisting the upper sections to the and adjusting camber via flap and slot positioning, effectively reducing lift without altering the overall dramatically. Crew involvement in sail handling is critical, with four to six members dedicated to wing trimming from platforms on the weather hull, utilizing joysticks, hydraulic levers, and digital displays fed by embedded fiber-optic sensors for on loads and . These sailors monitor via personal digital assistants (PDAs) to optimize twist and camber, coordinating with the to maintain stability during maneuvers, while the remaining focuses on foil and hull adjustments. This division underscores the 's role as the primary power source, demanding constant vigilance to harness its high lift while mitigating risks like structural deflection under load.

Competition History

The 34th America's Cup Events

The 34th events were hosted in , , spanning July to September 2013, with the Cup challenger series running from July 4 to August 30 and the Cup finals occurring from September 7 to 25. This venue was selected for its challenging wind conditions, particularly the strong westerlies in the bay, which tested the high-speed capabilities of the AC72 catamarans. The events marked a significant evolution in the competition's structure, incorporating preliminary regattas to build international interest and refine team strategies ahead of the main match. Initially, nine teams expressed interest as challengers, but the field narrowed to three primary competitors—Emirates Team New Zealand, Artemis Racing, and Luna Rossa Challenge—through the Cup selection process. The challenger series began with a round-robin stage, where each team raced the others multiple times to establish seeding, followed by semifinals that eliminated one team and advanced the top two to the Cup final. This multi-stage format ensured a competitive elimination, with Emirates Team New Zealand ultimately winning the right to challenge the defender by defeating Luna Rossa Challenge 7-1 in the final. As the defender, , representing the , did not participate in the challenger series but prepared through the World Series (ACWS), a series of precursor events from 2011 to 2013 using smaller AC45 catamarans to test foiling concepts and match racing tactics. These ACWS regattas, held in various global locations, involved up to nine teams and served as a for the AC72 class rules and operational logistics. The Cup finals adopted a best-of-17 match racing format, requiring the first team to nine points to win, with a strong emphasis on pre-start maneuvers to gain advantageous positioning in the 13.5-nautical-mile courses around buoys in . This structure highlighted the AC72's speed and agility, where tactical decisions in the starting sequence often determined race outcomes, aligning with the of Gift's focus on direct defender-challenger confrontations.

Key Races and Team Performances

The 34th finals between defender and challenger Emirates Team unfolded as a best-of-17 series on , where New Zealand surged to an 8-1 lead after the first nine races, putting Oracle on the brink of defeat. Oracle, penalized one race point prior to the match for unauthorized hull modifications during pre-regatta testing, effectively started from a 0-1 deficit and needed nine wins to prevail while New Zealand required only eight. The challenger's early dominance stemmed from superior foiling stability and speed, allowing consistent high-performance sailing that averaged over 25 knots across legs, with downwind averages reaching 32-37 knots in optimal conditions. However, Oracle mounted an unprecedented comeback, securing victories in races 9 through 13 through iterative boat upgrades—including rudder T-foil adjustments for better upwind foiling, hull interceptors to reduce drag, and mast rake modifications—that improved their upwind speeds to or exceed New Zealand's, often by 1-2 knots per leg. These enhancements, combined with sharper pre-start maneuvers led by skipper , enabled Oracle to control key crossings and build leads, such as the 1:24 margin in race 13. In the challenger series for the Louis Vuitton Cup, Artemis Racing faced severe setbacks following a fatal capsize during training in May 2013, which destroyed their initial and delayed their program by months, forcing a rushed second build that compromised performance. The Swedish-flagged team struggled with inconsistent foiling and speed, ultimately swept 4-0 by Italy's Luna Rossa Challenge in the semifinals after a penalty-aided start in the opener. Luna Rossa, meanwhile, advanced past Artemis but faltered against in the Louis Vuitton Cup final, losing 1-7 amid tactical mismatches and rule protests earlier in the regatta over safety modifications proposed by event organizers, though they ultimately competed without formal withdrawal. 's path was marked by flawless execution, dominating the round-robin with a bye to the final, followed by aggressive foiling tactics that exploited the AC72's potential, maintaining leads through precise gybes and tacks at speeds often exceeding 30 knots downwind. Several performance factors influenced outcomes across the regatta, including variable weather that caused multiple delays—light winds below 10 knots postponed races on several days, while gusts exceeding 25 knots halted others, favoring boats with reliable foiling transitions in marginal conditions. The cheating scandal, involving illegal weight modifications to AC45 wingsail boats in warm-up events, resulted in a $250,000 fine, the suspension of two crew members, and the one-race penalty, intensifying scrutiny on the defender. Crew errors, such as nosedives during high-speed maneuvers, proved costly; narrowly avoided a capsize in race 17 after a foil stall, while experienced a dramatic pitch in the decisive race 19 but recovered without penalty. Notable achievements included 's record top speed of 47.57 knots in race 18, underscoring the AC72's extreme capabilities, and tactical innovations like boundary plays, where teams used the course's fixed limits to force opponents into unfavorable tacks, as seen in 's race 11 strategy to "bounce" and gain leverage on the upwind leg.

Built Yachts

List of AC72 Catamarans

The AC72 class for the 34th resulted in seven completed catamarans that were used for testing or competition by the four participating teams. These yachts were constructed by specialized composite builders under each team's design direction, adhering to the class's box rule. The following catalogs the built yachts, including their identifiers, builders, and construction years.
  • Emirates Team 's : Built by Cookson Boats in and launched on July 21, 2012, this was the team's initial AC72 used as a trial boat for early foiling tests and development in . It was decommissioned after initial testing.
  • Emirates Team 's : The team's second AC72, built by Cookson Boats in and launched on February 3, 2013, incorporated upgrades for the Cup and Cup Match.
  • Oracle Team USA's : Built by Core Builders Composites in starting in 2011 and launched on August 30, 2012, this served as the defender's initial development platform. It was damaged in a capsize in October 2012 and repaired, relaunching in February 2013.
  • Oracle Team USA's (second): The team's second AC72, also built by Core Builders Composites and launched on April 23, 2013, featured modified foils and wing for improved performance and was used in the match.
  • Artemis Racing's Big Red: Built by King Marine and launched on November 3, 2012, this was the Swedish challenger's first AC72, used for initial testing. It disintegrated in a fatal capsize on May 9, 2013.
  • Artemis Racing's Big Blue: The team's second AC72, built by King Marine and launched on July 22, 2013, was used in the Cup after the first boat's loss.
  • Luna Rossa Challenge's Luna Rossa: Built by Persico Marine in and launched on October 26, 2012, this represented the Italian challenger in the Cup, with hulls and foils fabricated using advanced carbon infusion techniques.
Additional entries included uncompleted prototypes from teams that withdrew from the event without constructing their yacht, such as the Chinese team.

Team-Specific Modifications

Oracle Team USA implemented several key upgrades to their AC72 yachts during the 2013 America's Cup match, particularly after early setbacks including a capsize and the team's involvement in a separate cheating scandal with their AC45 training boats. Following the repair and relaunch of their first USA 17 after the October 2012 capsize, the team focused on refining hydrofoil configurations for both boats, including modifications to the rudder T-foils with added fillets and nose cones to mitigate cavitation and reduce drag, which enhanced lift and overall trim efficiency. These changes, combined with an asymmetric daggerboard setup that increased the starboard board's angle of attack for better port-tack performance, allowed the yachts to achieve consistent upwind foiling, enabling the crew to accelerate onto the foils more reliably and reduce leeward drag. Additionally, the wing sail was refined with a more powerful profile, featuring a vertical leech in the lower sections and increased twist in the upper areas to optimize power delivery, while the mast was raked further aft and hull interceptors were added to the transoms to minimize stern drag and improve pointing ability. These iterative modifications, tested extensively between races on the second USA 17, resulted in a marked performance improvement, with the team achieving upwind foiling speeds of 30-32 knots and securing victories in all subsequent races after initial losses. Emirates Team New Zealand emphasized innovations in crew ergonomics and downwind performance across their two AC72 yachts, with the second boat () incorporating advanced foil geometry for enhanced stability and speed. The team pioneered lightweight pedal-powered grinding systems, known as cyclors, adapted from earlier concepts to reduce crew fatigue and improve power delivery, though primarily hand-grinding was used in the AC72 era; these systems allowed for more efficient hydraulic control during maneuvers. For downwind legs, they optimized asymmetric spinnaker-like code sails integrated with the wing rig to maximize aerodynamic efficiency in lighter airs. The second AC72, launched in February 2013, featured improved foil curvature with forward-raked daggerboards at the lower sections, promoting steadier ride heights and better control during foiling transitions, which contributed to early demonstrations of downwind foiling in moderate breezes. Aerodynamic fairings were added to the first boat's crossbeams post-initial testing to minimize drag, reflecting the team's focus on holistic performance gains through phased development. Artemis Racing adopted a more conservative approach to foil design in their initial AC72 (Big Red), prioritizing stability over aggressive foiling to mitigate risks during development. Their first , launched in November , utilized curved daggerboards for lift assistance rather than full T-foils or high-aspect hydrofoils, aiming for reliable handling in varied conditions without the instability associated with early foiling attempts by other teams. After the fatal capsize of the first boat in May 2013, which killed crew member Andrew Simpson, the team built a second AC72 () with enhanced structural integrity, including additional bracing and reinforcements, while retaining a cautious foil profile focused on safety and control rather than peak velocity. Progress was limited by the tight timeline, but the second boat was launched in July 2013 and used in the Cup. Luna Rossa Challenge concentrated on aerodynamic optimization and control systems in their single AC72 yacht, leveraging collaboration with Emirates Team New Zealand for foundational elements. The team's sail featured refined shaping with multiple flaps and a high-aspect for superior management, reducing induced drag and enabling efficient power across angles. Hydraulic systems were a hallmark, with advanced and pistons integrated into the for precise, rapid adjustments during tacks and gybes, allowing quicker foil rake changes and trim compared to competitors' setups. This emphasis on maneuverability proved effective in the Louis Vuitton Cup, where the yacht demonstrated strong foiling capabilities upon arrival in in May 2013. Across all teams, common modifications involved extensive iterative testing in virtual simulators using (CFD) to predict foil and wing behaviors before physical builds, enabling within the box rule constraints. Material innovations, such as carbon fiber composites including spread-tow fabrics, were widely adopted for hulls, foils, and wings, yielding significant weight reductions—often 10-20% in critical components—without compromising strength, as exemplified by Artemis Racing's use of TeXtreme reinforcements to shave mass from beam structures. These tweaks, combined with validation for , underscored the high-tech, data-driven evolution of AC72 designs to extract marginal competitive advantages.

Incidents and Safety

Artemis Capsize Incident

On May 9, 2013, during pre-race training sessions in San Francisco Bay near Treasure Island, Artemis Racing's AC72 catamaran, known as Artemis 1, suffered a catastrophic failure while executing a downwind bearing-away maneuver in winds of approximately 15 to 20 knots. The vessel, traveling at speeds exceeding 30 knots, experienced a structural collapse in its port-side crossbeam, causing the forward hulls to pitchpole into the water, lift the stern, and disintegrate upon impact, with debris scattering across the bay. This incident marked the second AC72 capsize in the lead-up to the 34th America's Cup, following a similar but non-fatal event involving Oracle Team USA the previous year. The sequence unfolded rapidly around 1:00 p.m. local time, as the 11-member crew transitioned from an upwind leg to downwind on starboard tack. Eyewitness accounts and initial analyses indicated that excessive downward pressure on the hulls during the turn overloaded the carbon-fiber , leading to the beam's and subsequent nosedive. The boat's lightweight design, optimized for high-speed foiling with adjustable daggerboards, amplified the vulnerability at the hull-beam joint, where prior structural tests had revealed weaknesses but were addressed only partially before relaunch. The capsize trapped crew members beneath the inverted platform and wreckage, complicating rescue efforts amid the 72-foot vessel's rapid breakup. British sailor Andrew "Bart" Simpson, a 36-year-old double Olympic medalist serving as strategist and trimmer, was fatally trapped underwater for approximately 10 to 15 minutes beneath the solid sections of the platform, succumbing to blunt force trauma and despite immediate CPR attempts by onboard medics and shore-based emergency responders. Two other crew members sustained non-life-threatening injuries, including possible concussions and lacerations, and were treated at a local . The incident resulted in the total destruction of the AC72, estimated to cost between $8 million and $10 million to build, forcing Artemis Racing to accelerate construction of a replacement . Subsequent investigations by the and the U.S. , concluded in 2014 without criminal charges, attributed the capsize primarily to structural failure at the port hull-beam connection, exacerbated by aggressive and insufficient around the daggerboard-foiling . Engineering reviews highlighted that the boat's history of beam damage during pre-launch stress tests in 2012 had prompted reinforcements, but the high dynamic loads during the maneuver—potentially from foil-induced lift variations—overwhelmed the joint, initiating the chain of events. No of crew error or excessive wind was found as the primary cause, though the report emphasized the inherent risks of the AC72's extreme performance envelope.

Resulting Safety and Rule Adjustments

Following the fatal capsize of Artemis Racing's AC72 on May 9, 2013, all on-water activities for the 34th were immediately suspended to allow for a comprehensive safety review of the boats and associated risks. This pause, announced on May 17, 2013, halted testing for Artemis Racing indefinitely while they rebuilt their yacht and extended to mandatory structural integrity assessments for all competing teams' AC72 catamarans and wing sails. These reviews focused on beam strength, foil attachments, and overall hull resilience to prevent similar structural failures during high-speed maneuvers. Additionally, teams were required to incorporate impact-absorbing materials, such as enhanced and padding in cockpits, to protect crews from blunt force during potential inversions or impacts. In response to the incident, the Regatta Director issued 37 safety recommendations on May 22, 2013, leading to targeted rule amendments implemented ahead of the July racing schedule. These included strict limits on foil testing speeds, capping sessions at lower thresholds to minimize capsize risks during development, and mandates for independent third-party certification of all appendages, including rudders and hydrofoils, to verify compliance with enhanced structural standards. Crew training protocols were also formalized, requiring all teams to conduct regular capsize drills and emergency evacuation exercises, with documentation of proficiency submitted to event organizers. The adjustments extended to broader race management practices, introducing stricter wind limits of 23 knots (down from 33 knots) for both qualifying and fleet races, coupled with real-time enhanced weather monitoring using multiple on-site stations and chase boat sensors to abort sessions preemptively. These measures directly influenced planning for the 35th , where initial proposals for the smaller AC62 class incorporated scaled-down foiling designs and lower speed caps before the protocol shifted to the foiling , emphasizing reduced risk profiles. Over the longer term, the AC72 incidents spurred a shift toward simulator-based in preparation, allowing teams to model high-speed foiling scenarios, capsize dynamics, and recovery tactics onshore to minimize crew exposure during physical trials. This approach, validated through hydrodynamic simulations of AC45 and AC72-class vessels, enabled iterative testing of maneuvers like tacking without on-water hazards, becoming a standard for subsequent cycles to balance innovation with safety.

Legacy

Influence on Future Classes

The foiling technology introduced with the AC72 class in the 34th significantly shaped subsequent yacht designs, establishing hydrofoils as a core element of high-performance sailing. Emirates Team New Zealand's early experiments with foiling on scaled prototypes like "The Waka" in 2011 directly informed the full-foiling capabilities of their AC72, which achieved stable flight above the water surface during races in . This breakthrough was carried forward to the 35th in in 2017, where the AC45— a smaller, scaled-down version of the AC72 designed for the —incorporated similar L-foils and T-foil rudders to enable foiling at speeds up to 38 knots. The AC45's foiling refinements, in turn, paved the way for the class used in the 2017 match races, which featured enhanced foil systems derived from AC72 testing to achieve consistent upwind and downwind flight. Building on this foundation, the foiling ethos extended to monohull designs in the 36th in , , in 2021, with the introduction of the class. The 's canting T-foils and emphasis on airborne performance echoed the AC72's innovations, allowing these 75-foot monohulls to reach speeds exceeding 50 knots while addressing stability challenges from the earlier catamaran era. This evolution marked a shift from multihulls to foiling monohulls, prioritizing righting moments through foil canting and crew weight placement, concepts refined through AC72 experience. The influence persisted into the 37th in in 2024, where yachts continued to leverage foiling technology, with Emirates Team securing victory using designs rooted in the high-speed principles first demonstrated by the AC72. The AC72's extreme speeds, often surpassing 40 knots, prompted regulatory adjustments to race formats, including shorter courses closer to shore to enhance visibility and broadcasting appeal. These TV-friendly modifications, such as multi-camera coverage and streamlined event structures, were refined in the 35th and 36th Cups to sustain audience engagement amid the high-velocity action. controls also emerged as a direct response to the AC72 era's high development budgets; later protocols imposed limitations on expenditures to make participation more accessible. Beyond the , AC72 technologies influenced commercial sailing through classes like the GC32 foiling , which adopted inverted T-foil rudders and J-shaped main foils conceptually similar to those on the AC72, enabling takeoff in as little as 8 knots of wind and speeds up to 38 knots. This one-design class, launched in , democratized foiling for professional and amateur racers via cost-effective composites and unrestricted foil sizing absent in Cup rules.

Preservation and Cultural Impact

Following the , several AC72 yachts have been preserved as significant artifacts of maritime engineering and sporting history. The victorious 17 was donated to the in , in 2017, where it forms the centerpiece of an highlighting the of high-speed . This display allows visitors to examine the vessel's carbon-fiber construction, hydrofoils, and wing sail up close, emphasizing its role in revolutionizing yacht design. The AC72 class's dramatic 2013 regatta, particularly Oracle Team USA's unprecedented comeback from an 8-1 deficit to an 9-8 victory over Emirates Team New Zealand, has cemented its cultural legacy through media portrayals. This narrative of resilience and innovation is captured in the official documentary short The Comeback, which chronicles the team's tactical adjustments and engineering tweaks that enabled the turnaround. The event also provided a substantial economic lift to host city , attracting over 700,000 visitors to waterfront venues and generating approximately $364 million in total economic activity, including spending on and local services. In and , the AC72's foiling systems—allowing speeds exceeding 45 knots by lifting hulls above water—have informed academic studies on hydrodynamics and . At MIT, faculty have analyzed the class's foil configurations and drag reduction principles, integrating these concepts into discussions of advanced for students and researchers. The yachts have further permeated media through detailed scale models produced for collectors and enthusiasts, replicating the AC72's distinctive features. Additionally, the class's high-tech racing has inspired sailing simulations in video games, such as AC Sailing, which draws on AC72-era dynamics for realistic multiplayer regattas in virtual environments. Today, surviving AC72 yachts primarily reside in private collections, institutional storage, or limited training roles, with no active competitive use following the introduction of successor classes like the foiling in 2017. This shift underscores the AC72's transitional impact, bridging traditional racing with the fully foiling monohulls of modern events.

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