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Erik Lerouge Ville Audrin

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LEROUGE AZULI

• +33 6 88 09 46 68
• www.multicoquesconsulting.com
• Lying Quimper, France

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Description

AZULI IS AN ICONIC CATAMARAN OF THE PRODUCTION OF ERIK LEROUGE AND THE SOUBISE YARD. This pioneering multihull implements all of the architect's cruising solutions. Well built by a shipyard that masters the polyester glass foam sandwich process, the chassis is elegant and ergonomic, the structure solid and light. The artistic and harmonious geometry offers a first-rate sport-comfort compromise. Fluid silhouette, lowered center of gravity, nacelle well clear of the water and narrow floats, here is the Soubise-Lerouge recipe for excellent performance at all speeds. The pivoting garlic mast is reliable, pleasant to use (no need for ball slides) and very efficient. Much less expensive than Freydis 46 whose DNA it shares, Azuli is an intelligent, fun and safe approach to multihull cruising. Comparison with certain current catamarans may suggest that the interior volume is small... but they do not have its nautical qualities! Azuli is fast, its passage through the water is flexible and the movements cushioned. In the breeze, it is capable of exceptional averages and the behavior deserves only praise. The interior volume is smaller than the Freydis... but for half the budget! This example has been well monitored and maintained, recent motorization, very recent rigging (2023), complete and functional electronics, tender and HB engine, recent deck panels and deck paint, sails in good used condition (revised 2024). . boat ready for 2024 season.

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LEROUGE AZULI

• +33 6 88 09 46 68
• www.multicoquesconsulting.com
• Visible à Quimper, France

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Description

AZULI EST UN CATAMARAN EMBLÉMATIQUE DE LA PRODUCTION D'ERIK LEROUGE ET DU CHANTIER DE SOUBISE. Ce multicoque précurseur met en oeuvre l'ensemble des solutions croisière de l'architecte. Bien construit par un chantier qui maitrise le process sandwich mousse verre polyester, le chassis est élégant et ergonomique, la structure solide et légère. La géométrie artistique et harmonieuse offre un compromis sport-confort de premier plan.Silhouette fluide, centre de gravité abaissé, nacelle bien dégagée de l'eau et flotteurs étroits, voici la recette Soubise-Lerouge pour d'excéllentes performances à toutes les allures. Le mât ail pivotant est fiable, agréable à utiliser (pas bersoin de coulisseaux à billes) et très efficace. Beaucoup moins cherque Freydis 46 dont il partage l'ADN, Azuli est une approche intelligente, ludique et sécure de la croisière en Multicoque. La comparaison avec certains catamarans actuels peut laisser penser que le volume intérieur est étriqué.... mais ils n'ont pas ses qualitées nautiques! Azuli est rapide, son passage dans l'eau est souple et les mouvements amortis. Dans la brise, il est capable de moyennes exceptionelles et le comportement n'appelle que des éloges. Le volume intérieur est plus réduit que sur le Freydis... mais pour la moitié du budget! Exemplaire en parfait éta de maintenance et de mise à jour (inventaire complet sur demande)

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Boats for Sale

51' custom erik lerouge catamaran catamaran.

ARCHIVED: This is a previously listed vessel and is no longer offered for sale

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 Freydis 46 Catamaran Sailboat by Erik Lerouge

Cénou

Fast, comfortable and fun to sail.

Cénou is a Freydis 46 designed by Erik Lerouge. It offers a blend of comfort and performance. Able to sail at or better than wind speed in lighter winds, Cénou is easily driven and will average 8 to 10 knots all day in heavier air, rewarding those who like to sail without leaving behind comfort. Because the boat is so responsive to sail trim and gives quick feedback, it is a helpful platform to improve your sailing skills.

Length: 46 feet/Beam: 26 feet/Weight: 10 tons/ Sail Area: 1,260 sqft on the wind. 2,764 sqft off the wind/ Mast Height off the water: 71 feet/ Propulsion: 2x39 hp Yanmar/ Fuel: 60 gallons/ Water: 100 gallons/ Water maker/ Electrical: 12V, 24V and 110V AC/ Satellite  communication/ 11'6" RIB with 20HP

CATAMARAN MAIA 147 Erik Lerouge VENDU

Excellent catamaran de voyage rapide. Aménagement simple, style dépouillé et efficace. Silhouette séduisante. Multicoque marin et performant pour équipage exigeant. Unité légère en époxy

Description

La génération MAIA correspond à un dessin lumineux de l’architecte des Freydis 46 et 49-Ville Audrain-Cité d’Aleth, trimaran Pulsar 50… La forme “coquille d’oeuf” des bordés participe à la raideur des panneaux et à la réduction du poids. Le prototype de cette génération de catamaran de croisière à grande vitesse était le fameux  Itzamma de Guy Delage.

Caractéristiques : Length, longueur : 14,80m Beam, largeur : 7,80m Keels, tirant d’eau : 1,10m Weight – Poids : 7,2 tonnes Engine- moteur : 2 x 29CV Yanmar Saildrive SD30 900 h – révision complète septembre 2017 Mât Aile Carbone pivotant – High modulus carbon mast : 19,8m 8m2 – dépose et révision avril 2017 Bôme carbone – Boom Carbon Bossoirs arrière et mâtereaux arrière Système de barre franche – révision complète avril 2017 Sails – Voiles : Ullman Sails : hydranet  Grand voile- Main sail 3 prise de ris : 86m2 lazybag – Septembre 2017  Génois – Jib : 50m2 Septembre 2017  Gennaker North Sails : 120m2 Emmagasineur Karver – 2012 Accastillage – Chandelery  Poulies et winchs Harken,  Bloqueurs Spinlock  gréement textile – textile rigging – révision complète Avril 2017  2 compas de route Configuration :  3 cabines doubles couchage 2m x 1,6m  1 couchette simple dans coursive  sous barrots: 1,95/2m / Headroom: 6′ 5″/6′ 7″  table de cockpit  2 tables de carré et un bureau navigation  cuisine équipée dans le carré, frigo, four, plaque de cuisson gaz, eau douce sous pression,  Coffre isolé pour prévoir congélateur.  salle de bain, toilette Lavac, douche, lavabo  2 tanks gaz-oil 135 L et 85 L  2 tanks eau 2 x 200L  1 tank eaux noires Equipement Electronique / electronic equipment:  GyroPilote et Centrale NKE option vent réel, girouette anémomètre, capteur mât pivotant, sondeur, loch, vérin hydraulique Lecomble et Schmidt ST50  GPS Furuno GP32 – février 2017  Radar Furuno model 1715  VHF ICOM IC-M411 avec enceinte extérieure  AIS Garmin émission réception  Auto radio CD USB Navisound avec enceintes intérieures et extérieures Mouillage :  Guindeau électrique Tigre 1200w  Ancre Spade,  février 2016 (60m de chaîne)  Ancre Fortress aluminium, 10m de chaînes et 20m câblots  Davier pivotant  Pâte d’oie Electricité -Electricity:  Panneaux solaires monocristalins 4 x 130 W Victron avec régulateur Victron Bluesolar MPPT  Hydrogénérateur Watt and Sea avec convertisseur.  Convertisseur Victron 800W – 2017  Chargeur batterie Victron 40 amp  Gestionnaire de batteries Victron BMV-6025  Feu de navigation et mouillage à LED  Eclairage intérieur LED  2 projecteurs de mât  2 batteries servitude VICTRON AGM 2 x 220 amp- mars 2017  2 batteries moteur  Relais cytrix  Groupe électrogène portatif Honda 1000W Autres équipements :

 Radeau de survie hauturier 6 personnes et support inox. Révisé Septembre 2017  Dessalinisateur DESSALATOR DUO DC60 – Février 2016  Trampoline – Septembre 2017 Remarques : Conçu et étudier pour un centrage des poids et privilégier confort, vitesse et performance. Tester et optimiser sur tous les aspects sécurités et performances en navigation. Navigation facile – Prêt pour un tour du monde Inspection Mât – Changement du gréement courant, drisses, lashings… – 2017 Révision complète 2017

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O-Yachts Class 4

Description

The O-Yachts Class 4 is the smaller sister to the Class 6, designed by Érik Lerouge and built in Latvia under the direction of Dan Levy. The forward profile is classic Lerouge with the bowsprit and curved forward beam in carbon, fine, straight bows, and a shapely nacelle.

Clifford Denn added his input in designing the rounded coachroof to minimise windage and the overall curved look of the saloon;

Lerouge Fast Cat Érik Lerouge studied in Southampton in the seventies, and designed his first catamaran : Inoui, not long after. He has successfully raced his designs in events all over the world including Speed Weeks, Bol d’Or, Trophee des Multicoques, the MULTI 2000 Challenge, Transat des Alizes, and the Sydney Harbour 18 footers Worlds.

The Class 4 is semi-customisable and is available with keels (like the Nautitech 44 Open but faster) or daggerboards (like the Outremer 45 but lighter).

Daggerboards give you optimum performance upwind in light airs (another 5 degrees into wind), fixed keels are safer in the even of a collision under the water, and free up room down below without sacrificing too much performance, especially when the wind picks up. In over 15 kts of wind you won’t notice much difference in performance

Other options include a rotating mast (carbon), fixed carbon or fixed aluminium mast with different sail plans.

Érik Lerouge has done a fine job on the hydrodynamic shaping of the hulls: this is a quick boat. A class 4 was the first placed multihull in the 2014 ARC with a maximum logged speed of 27kts. This boat is about as far away as you can get from a Bali Catspace Sail or other production cruising catamarans. She competes against yachts like the Outremer 45 and is quite a bit lighter (7.5T versus 8.2T)

Construction

This area is worth some discussion, as it is one of the aspects of the Class 4 that differentiates it from the competition.

The nacelle, hulls, deck and coachroof are sandwich infused and laminated by hand, and are solidly assembled. A layer of Kevlar is used to strengthen  the underwater sections. Forward beam, main bulkhead, compression beam and bowsprit are all built in carbon fiber, making a stiff, light structure. Everything up front is hand laminated to optimise strength and rigidity in this area.

With a 7.2T light displacement, the Class 4 is one of the lightest bluewater sailing catamarans on the market:  a real sailing machine, with safety at sea a key part of the philosophy.

Carbon is used as standard on the front beam, bowsprit, mast support, mast beam. They also add a Kevlar shield (center to peak / 8inch over water line).

Carbon Forward beam / Bowsprit Erik LEROUGE insisted on a complete carbon beam connection between the hulls and the central link to the boat. On most catamrans, the forward beam is  a bolted 7 inch tube. On the Class 4, you have 28 Layers of carbon linking to the hull side and another 28 layers of carbon from bow pole to platform along the trampoline center. This helps to give the boat its high rigidity and low weight.

Hand lamination on infused panels All non structural panels also help with the rigity (sofa, stairs, floors, kitchen, cabinets). The panels are first built on an infusion table and are then hand laminated before fairing/sanding to make the Class 4 as solid as a rock.

The key point here is that O-Yachts are unique in this market segment in offering a carbon reinforced structure as standard. Carbon is used for the front and central beams, bowsprit, mast support and beam, and aft beam. As standard, they also use kevlar as a shield on hull.

Living Space

The saloon is very comfortable (4.5m by 3.15m) with plenty of space for cooking, navigating and lounging: the furniture is constructed  in sandwich with aluminum trim and a quality finish. The room inside is somewhere between an Outremer 45 and a 51.

The nav station faces forwards to port and looks very business like.

Semi-Custom There are custom options available for the saloon door (large central or side sliding door), the layout of the saloon and the bimini (long or short).

Down below, both aft cabins have large berths (1.40m/1.60m x 2m).

The other unique design feature to the Class 4 is the aft platform (4.5m x 1.1m). While this does reduce the area of the aft cockpit, it means that you can hoist your dinghy safely onto the boat while under way and it doubles up as a sunbathing area / diving platform while at anchor.

Traditional davits are also an option for the tender.

Carbon Davits Option

A nice touch on the carbon davits is that they have been designed to tuck your tender into so that it is really secure under way

These boats are strong and very rigid and the systems have been set up for easy management by a couple.

An Efficient Design The halyards and reefing lines are tidily managed at the mast with two winches, one being electric. Friction on the lines is minimised: although you will need to leave the cockpit to shorten sail, this set up means that you are able to lock the lines close to the action. This is Form Follows Function design.

There are 2 options for the mainsail, with a bigger Premium version available for owners looking for higher performance. The baot is powered up front with a self tacking-solent and an overlapping genoa that flies off the bowsprit. These should power you along at true wind speeds and even above.

The sail plan is traditional, but there are also plenty of options for flying lighter sails from the bowsprit. A carbon Axon rotating mast option boosts the power with a larger square-topped mainsail and along with fiber shrouds and high quality fittings, the whole package is one of an over engineered design with that trademark of Lerouge designs: low windage and high rigidity

That rotating mast (an option) also makes it easier to reef just off the wind with the solent semi-powered by the way.

In light winds, this boat is designed to sail faster than the wind from 3 to 9kts, so you should be sailing more and motoring less. When the wind is blowing from 10 to 15kts, you will be cruising over 10kts, and in 20-25kts, you will be sailing from 14 to 19kts with shortened sail.

Class 4 Sail Plans

Options include a cruising aluminium mast, a performance fixed carbon mast and a race rotating carbon mast.

Heading aft, the cockpit  feels very safe with it’s wrap around bench. There are options for a full bimini to maximise protection or a shortened version for those who like the maximum view of the sails. There’s a fixed table that seats 8 to port with a large opening window to connect to the galley. The area to starboard has been kept clear (Dan calls this the dancefloor) and the most popular helm position is just a short hop up in the main bulkhead poistion starboard.

Power Options

There are 3 options on the Class 4:

• 100% Diesel : 2 Yanmar 30hp on saildrive.
• Smart Hybrid : 1 Yanmar 30hp on saildrive + 1 electric engine (10 or 15kW).
• 100% Electric: 2 electric engines from 10 to 15kW. With a Diesel 48V generator for safety.

With the diesels, you should hit 7kts cruising on 1 engine in a good sea state.

Electric Power Two Class 4s have already been configured with electric 10kW Ocean Volt engines that push the boat along at 6kts with 6kW in good conditions with one engine. The OceanVolt engines have a “ServoProp” solution for regeneration. The self pitch propeller is also 10 to 15% more efficient when motoring.

There are also options for more advanced solutions such as retractable pods with RIM BlueNav engines that rotate 360°.

The O-Yachts Class 4 is a 45 foot catamaran designed for safety at speed by one of the legends of multihull design: Erik Lerouge, and built under the direction of Dan Levy: a fanatic on the details. With her semi-carbon construction as standard, this is a well organised, strong and rigid catamaran that gives you plenty of bang for your buck. The target on this yacht is 250 safe mile days in good conditions, in the same bracket as a Fusion 40 catamaran or a Schionning but with a more robust construction.

You can find further information at O-Yachts .

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Vik 113, simple and fast cruising...

Article published on 08/11/2017

By Jean-Christophe Guillaumin

published in n°156 nov. / dec.

Erik Lerouge is one of the most prolific multihull architects and we owe many high-performance boats to him.  

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In 1985, he designed the Azuli, a simple and (very) fast cruising boat.  Vik 113 is the worthy successor of this emblematic boat.  Available for home-build, the catamaran generates a feeling of minimalism and the conviction that pleasure on the water goes hand in hand  with pleasure under sail... So go for it!

The first Vik 113 is currently in build, and construction is entirely in Airex sandwich on a frame. The forward is in carbon to save weight at the bow and benefit from optimum stiffness.  This version is equipped with skegs for a cruising program, but a daggerboard version is also in the architect’s catalog.

Check it out at: http://erik.lerouge.pagesperso-orange.fr

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Grand Citron Vert

Sail More - Work Less

because life is about sailing

45' catamaran ville audrain designed by erik lerouge, about grand citron vert, recently about gcv.

The blog of Grand Citron Vert! What's new? Updated if we have time to post what is happening with GCV. At least to build GCV's history.

The pictures of Grand Citron Vert since day 1, when I first visited her in April 2019. Everything about the boat, the refit, the cruises...

Let's see if we can create interesting videos of the refit and of our sailing adventure. We have drone and GoPro and camera and different phones!

GCV journey

Bought on 19/06/2019 in Valencia, Spain. What happened since then? Follow GCV's chaotic journey as it never goes as planned.

Carré presque prêt avant peinture

La nacelle – carré et...

Cabines arrières vides avant peinture

Cabines arrières vides après ponçage...

Staying at Sines, Portugal

Sines, Portugal – 09/2019 Sines...

GCV: the interior

Marina South, Valencia, Spain –...

I started sailing at the age of 6 yo at Ile Tudy sailing school, a village on the seaside in Brittany .

At 23, I started sailing cruises. Since then, I have done more than 50 sailing cruises in many different countries in the world. I have skipped sailing boats up to 55 ft, and organised sailing cruises with crew up to 12 people for period up to 3 weeks.

Since 19/06/2019 I am the proud owner of Grand Citron Vert, a 42′ catamaran Ville Audrain – increased to 45′ – designed by Erik Lerouge . My objective is to go sailing around the world.

Let's chat!

Need more information? Send me an email or drop me a line. I don’t bite!

• [email protected]
• South Finistere, Brittany, France

An Interview with Multihull Designer Erik Lerouge

Here is an interesting exchange that I had recently (April 2009) with the noted French multihull designer Erik Lerouge. As one of my personal favorites, I have long admired his work, being most notable for designs that both look great and sail efficiently. Windage is kept low, wing decks high; combined with overall high beam, floats of high volume and very efficient rigs, often with rotating wing masts. His "Azuli" and "Freydis" designs have been particularly successful.

MW: Can you please first give my readers an idea of your sailing background? EL: I started sailing a TORNADO in 1970. Then bought an IROQUOIS with my father a year later and started designing multihulls in 1976, now having signed off on over 400 different sailing designs, the majority of which have been catamarans. After a few one-offs, I designed the PULSAR 26 which was a highly successful racing and cruising trimaran. A nice blend of comfort, seaworthiness and performance all in a trailerable package. From this, the PULSAR range was developed.

Most interesting is the PULSAR 30 "TROU NOIR" which did very well racing in Finland. Also creating a fascinating history was the PULSAR 50 called "RAYON VERT" a true Class 50 that was homebuilt by a couple in their fifties in only 2 years. She was entirely laminated under vacuum over male plug moulds and had carbon beams, board, mast and boom. The couple then left for a troublefree 3-year Round the World cruise with no other multihull experience other than a couple of sails on a HOBIE 16!

I have become very interested in foil stabilized trimarans. This is something that continues to interest me and I am looking forward to the trials of DINABAR.

MW: Have you used any tank testing in the design of your hulls and if so, how are your designs better because of them? EL: I did do some research on catamaran hulls. First it was to prove my point with regards to forward section dynamic lift and then to optimize stern sections. At that time, there was the debate between fine sterns and flat transoms. This has been extremely useful and I have used these results on all my multihull hulls.

MW: Do you know of other designers that use tank testing to predict and improve performance? EL: This is usually only done for high profile racing programs, such as for'Groupama 2'. I personally do not feel there is a lot more to learn re basic hull shapes. The overall concept is more important and the challenge now is improving behavior in waves of ever faster multihulls. As this cannot yet be analyzed in tank tests, there is fortunately still room for intuition and experience!

MW: Based on any tank test results you may have seen for very slim hulls, what % of the total hull resistance for a typical multihull ama or hull, is frictional compared to wave making? EL: There is no simple answer. It all depends of the range of speed you are considering. In any case, frictional drag is fundamental so there is absolutely no hydrodynamic reason to design wide flat-bottomed hulls. Only the ends might be adjusted for the speed potential or wave behavior. Fine sterns are good at low speed in calm waters but poor at high speed or to damp pitching.

MW: How does the performance of your smallest multihull (26') compare to others out there? EL: Sorry, but it is illegal in France to make these kind of comparisons… our vision of morality! But the main difference with the competition is that my boats have full length, high buoyancy floats. This gives outstanding rough weather ability and allows one to carry a powerful rig.

MW: For a smaller trimaran, do you have any preferred folding system that you'd recommend? EL: It's plain nuts and bolts! This is light, stiff, reliable, cheap and easy to built and maintain. Although folding systems are well marketed, they are rarely used in Europe. But all systems have their drawbacks: Swing-wings exceeds towing width for a roomy 26 footer and increase overall length in marina. What's the point of such a complicated system if you still need to unbolt the floats for transport? Or if you have to pay a size up for marina fees?

(Ed: this unbolting is no longer the case with the latest Dragonfly models. However, Erik points out that "in Europe, this can still be an issue as max. towing width is 2.55 m or 8'-4". Towing in Europe and America is not the same. Neither are the roads, cars or distances".)

On other systems, access from a pontoon, fouling on the topsides, stability in difficult conditions, height on the trailer are other problems. All folding systems work better with small floats so for conventional trimarans, this is bad news.

My PULSAR models get their performance and safety from their large and long floats, that are just not suitable for folding systems. In my opinion, folding systems require a total rethink of the trimaran concept, with really small floats, most likely foil assisted.

MW: Is it possible that you'll soon be designing a smaller multihull that might interest our readers? EL: The PULSAR 23 is a new model. It is presently conventional but it may evolve into a foil-stabilized folding trimaran.

MW: Can you elaborate more on this new 23' model? EL: Our program is not to do the fastest 23' tri around but a simple, practical, safe fast cruising trimaran. She will be towable with a simple French driving license. (A special license for towing is required in France if total weight of vehicle + trailer exceeds 3.5 tons.) Originally, she was to be a smaller sister to the Pulsar 26. No more standing headroom, just seating. So that it could be lighter and less voluminous to transport. The 7 m length limit avoids certain taxes in France. Then to further reduce building costs and keep a nice interior, I decided to eliminate the dagger board in favor of float keels as already fitted on the Pulsar 33. These were inspired by my successful catamaran keels. See: www.lerouge-yachts.com/cat_TKS.htm

MW: What particular aspects are you testing for, re any new project and will you be reporting on any of this work later on? EL: A problem for trimarans is that they are more expensive to build than catamarans. They require more moulds, have more hulls and more skin area—and also lots of stability [that demands a stronger rig etc]. I am working on this problem and something may happen if I find the correct boatyard willing to invest in this market.

MW: Balanced against cost, do you have any preferences for construction materials for smaller multihulls? EL: Without any doubt, foam-sandwich is ideal for 90% of the cases. Strip planking is a good economic choice for a home-builder in countries where proper wood is readily available and foam prohibitively expensive to obtain.

MW: For foam sandwich, do you use large sheet layup over male stations, or vertical or horizontal strip? And do you use vacuum bagging or hand wet layout? EL: Depends of shape, availability of materials and budget. For one-offs: assuming Airex foam is the choice, I use sheets on a battened male mould for the main hull. Many were built using Corecell foam strips however. Always longitudinally over stations, with the main hull over male sections while the floats were in half female sections, having a joint at the centerline. All this can be done in hand wet layout. If the lightest weight is desired, then I use a male plug, foam sheets and vacuum bagging.

For production boats: all are done in female moulds and resin infusion has become the norm.

MW: What is your latest thinking on % of ama buoyancy? EL: On conventional trimarans, such as my PULSAR, I go for nearly 200%, for both safety and power. On a foil stabilized trimaran, just 90% would be interesting to give a nice static stability curve up to 90° without the main hull lifting.

MW: What has been your experience using a significant knuckle in the main hull re making the boat drier and/or adding interior space or any other reason? EL: I have used a significant knuckle on the PULSAR 26 to be able to fit a nice accommodation within the length limit of the old Micro-Multihull rule. The foredeck then became wider and more comfortable. But the knuckle generally increases building time as well as skin area and weight and can also catch waves. For the same cost of materials, I would prefer to design a simpler but longer hull with simple flare, such as on my PULSAR 31. In normal sub-gale conditions, the knuckle also adds to the dryness of the boat.

Comparing boats by their length has always been the big drama of yacht design. This is done for harbour fees, custom, racing rules or whatever. But what should be really important is to design 'the best boat for a given budget'. For that, a longer simpler boat is difficult to beat. It is undisputed fact that a longer, narrower main hull will be more seakindly than a shorter, wider one.

MW: One can note that many of your designs have wing masts. Do you design these yourself and if so, what is your approach? For example: Do you spread the boats maximum righting moment over the length of the mast - opposed by the two supporting points—the mast step and the hounds (where the shrouds are attached)? EL: All my designs have rotating masts for obvious reasons! .. they are more efficient. When available, aluminum masts are cost effective so I have been pushing mast manufacturers to invest in suitable extrusions for rotating masts.

The ideal is a carbon mast and there are several good manufacturers with suitable moulds and an autoclave who are able to make the lightest masts with high-modulus for a realistic price. Personally, this is the first place where I would put my money on a boat. Some carbon masts are made by the boatyards themselves or even by homebuilders. I have designed and built a couple for myself but while the result is better than an aluminum tube, with low-modulus carbon and "only" vacuum techniques, it cannot compare in weight with the best carbon mast manufacturers.

In some cases, a suitable aluminum rotating mast does not exist for the size of the boat, or is too expensive to import and a carbon mast exceeds the available budget. In such a case, I have designed a plywood/epoxy/carbon wingmast which can be built in 200-300hrs with minimal material cost. The weight is close to that of aluminum but with a far greater chord. The mast is also stiffer and we can save a lot on the rigging. But I am not marketing these masts designs. They are done as an added service to my clients when it seems the best answer.

The engineering of these masts depends of the sailplan. Mainsail loads are spread, while the jib and spinnaker loads are concentrated. Worst cases of sailing are analyzed in various sail configurations, noting that some parts of the mast work in bending, others in compression. In some cases, I could eliminate the spreaders.

MW: For your plywood/epoxy/carbon wingmasts, is all the load taken by the carbon or is the mast primarily built with fibreglass over the ply and only supplemented by carbon at high stress areas? EL: Fiberglass is only there to protect the plywood and with its low modulus has a very small influence on mast thickness. Stress is largely taken by the ply skin and beams. Their scantlings are mostly dictated by the building process. Carbon is cost/weight effective to take the remainder of the load.

MW: Merci beaucoup Erik for your time and enthusiasm to answer these questions for my readers. EL: You are most welcome. Au revoir et bonne chance!

We recommend that our readers also visit Erik's website. Go to www.lerouge-yachts.com/trimarans.htm and this links to many of his wonderful boats as well as good info on various building methods.

Interesting also for the pics (text in French) is this website from a Pulsar 26 enthusiast trimarandiomedea.free.fr/ Also for the pics (text in Finnish) is this site on the Pulsar 30 'Trou Noir': www.trounoir.fi/trimaraani

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Vik 113, le voyage simple et rapide…

Article publié le 08/11/2017

Par Jean-Christophe Guillaumin

n°185 oct. / nov.

Erik Lerouge est l'un des architectes de multicoques les plus prolifiques, et on lui doit de nombreux bateaux performants. 

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En 1985, il dessinait l'Azuli, un bateau de voyage simple et (très) rapide. Vik 113 est le digne successeur de ce bateau emblématique. Disponible pour être construit en amateur, le catamaran cultive le parti pris de minimalisme, et la conviction que le plaisir sur l’eau se conjugue avec plaisir sous voile… Dont acte !

Le premier Vik 113 est actuellement en construction, entièrement en sandwich Airex sur mannequin. La poutre avant est en carbone pour gagner du poids à l’étrave et bénéficier d’une raideur optimale. Cette version est équipée d'ailerons pour un programme de voyage, mais une version à dérive est aussi au catalogue de l'architecte.

A découvrir sur : http://erik.lerouge.pagesperso-orange.fr

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l'Architecte Erik Lerouge

Erik lerouge, 50 ans de voile L'architecte naval, Eric Lerouge nous parle de sa passion, son travail, ses bateaux et nous ouvre son album photo...

Né à Cherbourg de l'autre côté de la rue des C.M.N., ma famille a toujours fait et possédé des bateaux. J'étais donc sur l’eau dès, et même avant, ma naissance ! Le gros déclic a cependant été pour moi lorsque mon père à commencé la construction d'une Bonite sur plan Sergent. J'ai toujours la revue BATEAUX n°5 où ce modèle était présenté ! Ma vocation d'Architecte Naval date de cette époque quand j'ai pu fréquenter mes idoles Sergent et Illingworth.

erik lerouge 50 ans de voileC'est ainsi que j'ai commencé la voile en 1960. A cette époque, la Bonite était avec ses 7,30m un des plus gros bateaux du port ! La première saison, on n'avait pas de moteur, ni de winch. Les seuls équipements de navigation étaient compas, corne de brume et ma brassière ! Le seul équipement de confort un seau à tout faire et un réchaud à un feu. Cela ne nous empêchait pas de naviguer dans les Anglos avec un bonheur fou et l'armement s'est complété au fil des années. C'est ainsi que j'ai connu le dernier salon nautique sur les berges de la Seine et le premier au CNIT. Quelle émotion, je me souviens encore de l'entrée sur le parvis avec toutes ces merveilles d'exposées ! C'était aussi l'époque où voyager à la voile était encore une exception. Je me souviens tout gamin de Marcel Bardiaux construisant Inox ou d'Eric Tabarly remontant le chenal de Cherbourg avec Pen-Duick.

L'Optimist n'existait pas encore à cette époque. J'ai donc du attendre 14 ans pour connaître le dériveur à l'école de voile. Je savais déjà naviguer mais je découvris les joies du planning, de la régate et ne tardais pas à devenir moniteur à l'école de voile.

erik lerouge 50 ans de voileA 17 ans, tout mon argent de poche passât dans l'achat de mon premier bateau, une Yole OK. L'année du bac ne m'empêchait pas d'être sur l'eau tous les jours de libre ! Je traînais sur le port pour trouver un embarquement sur n'importe quoi du moment qu'il y ait une voile, pour aller n'importe où, par n'importe quel temps ! C'est alors qu'un copain de club me fit essayer son Tornado. Je ne m'en suis pas vraiment remis ! La Yole fut rapidement troquée pour un de ces merveilleux catamarans.

L'Architecture Navale me titillait toujours. La Bonite familiale commençait à sembler petite. Je trouve avec mon père une coque en bois moulé pas terminée, sans plans. Ce fut ma première expérience à 18 ans de retracer la coque, positionner la quille, faire un plan de voilure, redessiner le roof. Mais très vite la passion du multicoque reprenait le dessus et je trouve une épave d'Iroquois que l'on retape. Ce fut ma merveilleuse maison de vacances de jeune homme qui marchait comme un avion. Bien des idées pour plus tard.

Sorti de fac, j'entre à l'école d'Architecture Navale de Southampton. Outre l'intérêt de jouer avec un bassin de carène, c'est aussi l'occasion de vivre en Angleterre où tout se passe encore à l'époque. Je visite chantiers, découvre le sandwich et cours autant que je peux: Semaine de Weymouth, Crystal Trophy en prao, Semaine de Cowes en Dragon ou Etchells, Championnat du RORC, du JOG et même invité aux Championnats du Monde de 18 pieds à Sydney. En parallèle, je construis sans avoir suffisamment de moyen mes 18 pieds et j'apprends la construction sur le tas.

Pas encore sorti de l'université, mes premiers clients arrivent en 1976, dont mon prof de Math ! Je reste en Angleterre car il n'y a pas encore de chantier Français travaillant le sandwich. J'y suis donc chez Mustang Yachts la construction de Huitième Symphonie.

De retour en France, pas facile de percer dans ce métier ! Je travaille chez un broker, responsable à 24 ans du refit d'un motor-yacht de 50m ! Beau boulot techniquement intéressant, mais le milieu des super-yacht n'est pas mon truc et je retourne à mes petits voiliers ! De retour à Cherbourg, j'arrondis mes fins de mois en faisant des convoyages. Cela forge un marin et le Blanchard donne quelques convictions sur la tenue de mer !

Un Architecte débutant, plein d'illusions, est prêt à tout pour dessiner. J'accepte quelques coups foireux ou mal payés qui m'ont plutôt desservis mais finalement les commandes commencent à rentrer, la gamme s'étoffe. En vrac parmi les projets les plus marquants: Red Magnum, mon premier vrai ULDB, une construction amateur de 11m qui ricochait à 24 nœuds en 1979 ! Il m'a tant appris et surtout donné une confiance absolue dans le sandwich, comme dans les déplacements légers. Haro, le dragster de Brest, une formidable amitié avec ses constructeurs Yann et Armel, les coups de main de Gilard, Mabire, Gahinet. Les pointes à 32 nœuds en 1983, plus vite que les maxi multis avec notre cata de 10,80m ! Inoui mon premier cata de croisière. On a tout gagné en course et il continue de voyager 26 ans plus tard! Encore une construction amateur en sandwich. Catman le premier de bien des constructions à l'étranger et un beau palmarès. Ville Audrain mon premier gros catamaran de série exposé au salon. Azuli devenu un classique. Dione Dos qui me donne l'occasion d'un gros coup de foudre pour l'Amérique du Sud. Freydis avec lequel j'allais connaître les conditions de mer les plus dures de ma carrière de marin. 70 nœuds de vent en catamaran, cela ne s'oublie pas…

C'est aussi l'époque où je vivais sur mon bateau, Paladin, proto d'une nombreuse descendance. Je l'aimais bien, taille idéale, bon marcheur et passe-partout. Mais l'évolution du métier amenait un choix. L'apparition de l'informatique pose problème. Pas possible de faire rentrer le matériel de l'époque dans le bateau ! Le nombre de commandes augmente et avant l'ère Internet, c'était bien difficile de suivre les constructions en envoyant les plans par poisson volant ! La famille allait se charger de la décision et Paladin fut remplacé par une maison avec un vrai bureau. Comme par hasard, avec un téléphone et un fax, les commandes se multiplient !

Quelques années plus tard, j'arrive à 400 études de voiliers. Il y a, bien sûr, des chouchous. Petter 55 avec un style si moderne et l'aide de Jean-Michel Ducancelle. Itzamma de Guy Delage, un bateau de voyage de rêve. Haka 145 si merveilleusement réalisé en infusion en amateur pour les mers polaires. Rackham Wing sur lequel je me suis régalé en régate, comme en balade avec mon fils. Haka 86 construit avec si peu de moyens mais qui est allé jusqu'en Thaïlande. Petit bateau, petit problème. Brazapi 40 un cata de série de seulement 12m capable d'aller au Spitzberg comme au Cap Horn. Haka 80 si amusant à faire marcher et passe-partout. Pulsar 50 auteur d'un étonnent tour du Monde. Et bien d'autres encore mais surtout ceux qui sont encore dans l'ordi ou dont la construction débute.

Maintenant le métier a totalement changé. Avec Internet on peut suivre une construction au quotidien aux quatre coins du Monde. Je peux faire marcher la 3D sur mon portabl

Ami depuis depuis 35 ans , j avais jamais lu ça sur lui , trouvé sur le net .

Merci. Tu peux mettre le lien ?

J ai eue 3 bateaux sous sa signature , un 43 p finit a partir d une coque pontée , un 45 p construit intégral , et le dernier , un cata de 40 p construction intégral . Erik est génial , un méga pro , un bonheur de discuter avec lui sur l architecture , le composite , un peu têtu comme tout passionné ...

Beaucoup de ses catamarans on fait plusieurs tour du monde , de belle carène pour le grand large pour l instant je suis bien content du miens

Merci tikipat de faire ce fil sur un archi aux antipodes des dessin de cata de boites de location avec 4 SdB et une nacelle a ras de l'eau. Quelle plaisir de naviguer sur un bateau marin.

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• Paris Le Bourget → Moscow Vnukovo

Private jets from Paris Le Bourget to Moscow Vnukovo | Moscow Vnukovo to Paris Le Bourget

Private flight from Paris Le Bourget to Moscow Vnukovo

The private flight from Paris Le Bourget to Moscow Vnukovo has a distance of about 2451 km and a flying time of about 3 hours and 31 minutes. Given the total distance of the flight and the number of flight hours it is advisable to fly with a medium jet or large jet aircraft. Both airports have a long runways and allow the landing of any aircraft. The flight may require a fuel stop with a light jet, with a medium jet aircraft may not be necessary; with a large jet aircraft a fuel stop is not required.

Some examples of aircraft for the flight Paris Le Bourget - Moscow Vnukovo or Moscow Vnukovo - Paris Le Bourget:

Paris Le Bourget Airport

• International Airport - Large runway
• Airport Website: http://www.aeroportsdeparis.fr/
• Timezone: Europe/Paris
• City: Paris
• Country: France
• Latitude: 48.969398499
• Longitude: 2.441390038

Moscow Vnukovo Airport

• Airport Website: http://www.vnukovo.ru/eng
• Timezone: Europe/Kaliningrad
• City: Moscow
• Country: Russia
• Latitude: 55.591499329
• Longitude: 37.261501312

Routes to other airports

• (101 km)   Amiens Glisy → Moscow Vnukovo
• (103 km)   Rouen → Moscow Vnukovo
• (213 km)   Wevelgem → Moscow Vnukovo
• (257 km)   Laval Entrammes → Moscow Vnukovo
• (246 km)   Lydd → Moscow Vnukovo
• (147 km)   Auxerre Branches → Moscow Vnukovo
• (213 km)   Tours Val De Loire → Moscow Vnukovo
• (182 km)   Le Havre Octeville → Moscow Vnukovo
• (136 km)   Troyes Barberey → Moscow Vnukovo
• (213 km)   Bourges → Moscow Vnukovo
• Paris Le Bourget → Moscow Domodedovo   (45 km)
• Paris Le Bourget → Moscow Sheremetyevo   (43 km)
• Paris Le Bourget

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