Colin's new Flyer is beautiful. It looks like he got it with the glued beam option and the execution of that looks quite good.

AHPC, A2, and Bimare are vinylester boats. Vinylester is stronger than polyester, a bit weaker than epoxy (but less toxic than epoxy). I think AHPC is using Nomex core based on the skin imprint I saw on my Mk. V but it may have been different for the Flyer. Marstrom and A2 both currently use Nomex.

I think first Flyers built by AHPC were all carbon but their website now lists construction as carbon and kevlar. My guess is Greg Goodall is now using an outer kevlar skin for impact resistance and inner carbon skin for stiffness and strength. My previous Mk. V was all Kevlar construction and had more more bulkheads than the Flyer (which has only 2). I don't think it gave away anything in platform stiffness.

Marstrom platform (epoxy pre-preg, Nomex core, autoclave cure) is probably the strongest construction. Others are vacuum bagged with the resin infusion system used on the A2.

Many have thought the best competitive weight range for the A-cat is 160-185 lbs but I've seen light sailors like Pease Glaser finish quite well in 14-16 knots of wind and bigger sailors like Woody Cope and Doug Graf finish quite well in light air. It's still about time in the boat and getting your rig and sail trim numbers right no matter what the platform. All of the recent platforms including the A2, Marstrom, Flyer, XJ, Auscat Mk. V, and Auscat Mk. IV are capable of winning races which is a good thing for the class. We don't see any significant performance improvements in hull design in the near future. We think more performance evolution (that will be subtle at best) will continue with sail planforms and foil plans and shapes.

If you get into the class and want to win races, you still have to get out and sail the boat and sail the boat a lot .

Bob Hodges
A2 USA 230