Voiles et Voiliers interview with Philippe Facque of CDK technologies

From the following article (in French) on Voiles et Voiliers:

http://www.voilesetvoiliers.com/chantiers/coeur-de-chantier-6-cdk-technologies-philippe-facque-la-monotypie-nest-pas-une-solution/

The rough bing translate is below:

Philippe Facque: «the Monotype is not a solution... ".

 
Rider alongside André Viant during the first Whitbread in 1973, co-skipper of the Gauloises 3 with Eric Loiseau monohull then of multihulls Royal with Loïc Caradec, host of the ORMA circuit for ten years... Philippe Facque met "by chance" shareholder of the CDK Technologies shipyard. For more than twenty years, Port-la-Forêt workshop expanded and has an imposing annex to Keroman. Portrait of a portal specialized in large offshore racing units...

 It is a mudflat which extended Kerleven workshop, in front of La Forêt-Fouesnant, construction mounted in 1956 by Henri Desjoyeaux, co-creator with Philippe Vianney Glénans sailing school. The craft was then in its infancy - and thirty years later, if the marina was beginning to take shape, the shipyard had not frankly evolved.

In 1984, Hubert Desjoyeaux began by rent paternal hangar prior to build one, then two, then three new workshops.

«At the start of the English transat 1984, I had discussed with Jean Le Cam and Gaétan Gouerou returning by ferry, and it is there that we decided to create a portal, CDK Composites, with Marc van Peteghem as consultant, told in 2004 Hubert Desjoyeaux (see his interview at the bottom of article).A this time, between Nantes and Brest, there was no large shipyard capable of building composite units. We then had a draft order with Yvon Fauconnier to achieve a trimaran from 26 meters on plan VPLP».

The project had failed, but the four accomplices had already created CDK Composites by hiring Henri Desjoyeaux hangar. This are therefore of skiffs for Carteret club who were the first command, as well as the maintenance and repair of large multihulls as Royal or Roger & Gallet... allowing the first contacts between the project initiators and Philippe Facque.
 

voilesetvoiliers.com: Philippe, it is not every day that a site has two IMOCA monohulls and a trimaran to build at the same time!
Philippe Fadi : Yes, it is a good phase after a period a bit complicated with the death of Hubert Desjoyeaux in 2011... Today, must hire to achieve an exciting work: the construction of Macif, 100 foot trimaran for François Gabart solo sailing - it comes to receive the first plans of floats-, boat that must be delivered in the spring of 2015. and two monohull IMOCA, saffron and Banque Populaire, which will be delivered end of 2014 and early 2015 - and then we begin to have plans of hull, two sponsors, working together on these projects (read here the interview with Marc Guillemot on this subject). 

v & v.com: he said that there could be additional from copies of these monohull for the Vendée 2016!
P.F.  : CDK Technologies has taken shares in the tooling of the hull only because the decks of these two boats are different. This can possibly achieve other vessels, but only with the agreement of the first two clients. And we can also build other monohulls with other mussels...

v & v.com: where will stop your work?
P.F. : People's Bank has a big team in Lorient and should finalize his monohull in the workshop of Keroman - fittings, electricity, engines... Since we deliver an open hull. While saffron should entrust us with this final phase in Port-La-Forêt.

v & v.com: and you therefore had to hire to all of these projects...
P.F. : Outside the laminators, we have two new engineers, a new Deputy Director general and an Operations Manager: in total, twenty additional people, either 60 employees this year!

v & v.com: the peculiarity of CDK Technologies, it is that there is a workshop in Port-La-Forêt and another in Lorient...
P.F. : For the moment, we have no means of Keroman cooking, on the fishing port of Lorient. All composite parts are therefore made to Port-La-Forêt, but of Macif, for example, will be assembled in Lorient. For the monohulls, it is likely that saffron 2 is finalized at Port-La-Forêt and Banque Populaire in Lorient. It is primarily a problem of planning: deadlines are reasonable but short!

 

v & v.com: as you have other work in progress...
P.F. : We finished the last week the grafting of a third front of shell on Mare, ex-Master cock, ex-Foncia : 8 meters of hull, of the stem to the keel, were replaced on the Farr plan by VPLP-Verdier form! And must do the same on the ex-Akena Vérandas, ex-PRB, which was bought by Initiatives heart for Tanguy de Lamotte. And we remake a mast for Macif, the IMOCA de François Gabart which was dismasted during the last Transat Jacques Vabre...

v & v.com: A this connection, this carbon masts construction activity is called to grow?
P.F. : We repurchased the autoclave of VMY in Cherbourg and Stéphane Billard, head of production in Normandy, joined us in December. This is exactly the same (very lightweight) mast than the previous, since it wasn't a technical problem which was at the origin of this sea fortune. Macif remains the fastest IMOCA monohull of the fleet... And François Gabart finishes this season on this boat with the Route du Rhum.

v & v.com: CDK Technologies was used to build the IMOCA monohulls since 1992, with Luggage Superior (Alain Gautier, winner of the Vendée Globe 1992-1993) and Sofap-Helvim (VDH)...
P.F. : This is a bonus, especially with the same architects and after boats that shone on the last Vendée Globe!

v & v.com: and on the side of large multihulls, the list is impressive...
P.F. : Apart from Banque Populaire V (now baptized Spindrift 2, which redid an adaptation to the solitaire for Yann Guichard at Keroman), were built seven MOD70 - realize the new 100 foot Macif trimaran is therefore not a technological novelty.

v & v.com: all this workload requires you to outsource?
P.F. : We have already worked with Multiplast for the construction of the floats of the MOD70: this time the vannetais shipyard will make the central hull of Macif. And for the two monohulls, Thierry Eluère in Arcachon, who will perform the two bridges. But we remain to whenever the contractor, that is responsible for the final product.

v & v.com: there were several high-tech projects in France in the early 2000s... There is almost more than Multiplast and CDK Technologies...
P.F. : Yes, but in Europe, there are also Decision in Switzerland, Green Marine in England, Persico in Italy and a few sites in Spain... We must maintain an activity that has everything from even though decreased in recent years, particularly in 2012-2013! With the workload that we have, it is necessary to work with other sites. The closure of other manufacturers high-tech comes not from a technological advance more in some, but only the fact that the market of proto-race or larger boats to the unit is considerably reduced...

v & v.com: what visibility do you have in the medium term?
P.F. : We have a year and a half of work, but other skippers want to construct the monohull for the Vendée Globe - we are ready to build two other... And then the Maxi-multihulls craze seems to be confirmed: the Route du Rhum shows that the ultimate are in phase, and by 2015, other projects of 100 feet could well see the day.

 

v & v.com: as Multiplast, CDK Technologies also realizes of large composite parts for industry...
P.F. : We delivered a propeller of tidal turbine for Sabella of ten metres in diameter - it must be immersed in the Fromveur channel this spring. If the system works, it should launch production of still larger propellers (15 metres in diameter) with five modules in 2016...

v & v.com: why french sites are unable to hook customers for prestige units?
P.F. : Because the workforce is significantly less expensive in New Zealand, for example... This is not for the quality of the product (which is well finished), but because the budget is lower! It was the case for the boat of Jean-Pierre Dick, or that of Thomas Coville, made in Australia, but is heavier than expected on plans. That said, this financial differential evolves over the years, since at one time, it was still 20% cheaper! We would love to build a maxi-monocoques, but there are few french owners to buy this type of boats. It is necessary that we do more promotion of our know-how abroad: at Keroman, we have now the decline achieve boats up to 50 meters long, since we should soon have an oven of this size.

v & v.com: what is also surprising is that you did not have the curriculum to become a builder of racing boats!
P.F. : Indeed! The history of my participation to CDK, it is not my idea! The gang of youths who had mounted CDK Composites with Hubert Desjoyeaux, Jean Le Cam, Gaétan Gouérou, was very good to build boats, but not to run a business... They have filed bankruptcy once, and then, one day, they called me because they were going to break the figure again. I had met them when the large catamaran Royal had been in Port-La-Forêt to make it longer. They asked me to participate in height of 10%, but in the end, they found no other shareholders and I convinced four other financiers to support me. However, this was not very well because I was busy to mount the ORMA circuit!

v & v.com: and you find yourself manager construction...
P.F. : In 1994, we found a fascinating construction with extraordinary people, but a very folk organization! Without ever imposing what either of a technical point of view, as Hubert Desjoyeaux was one of the best composite of the time designers, we have gradually restructured the site, hired Jean-Yves Cariou as (former Kelt Marine and Kirie) Director: it was no longer "Open House weekend for all Port-La-Forêt DIYers! Once back on the rails, the site worked well and even if there were one or two difficult years, it has always been independent and healthy.

v & v.com: your role at CDK Technologies?
P.F. : It is above all to organize, to find the right people on all posts - and clients...

 

v & v.com: but you were at that time a racer!
P.F. : I started by doing racing offshore in the Atlantic and around the world on Grand Louis with André Viant, and Katsou. Then I mounted the Gauloises III with Éric Loiseau, and Royal with Loïc Caradec project... I had the chance to fall in, because no one actually thought to live by making the race sailing! But it was the time when professionalism started. Me, I wanted to create ancillary activities to ensure my back: I have mounted the CFC (Training Centre for the cruise), one of the first schools of private cruise that has diversified with managing rental of yachts in La Trinité. Today, there are also an electricity and marine electronics company in this nautical pole.

v & v.com: but suddenly stop the competition...
P.F. : Because of the disappearance of Loïc Caradec, Yes, during the Route du Rhum 1986. When making the ocean race, we know that we can stay there, but agenda where it comes to a close, we have more very want to leave... I needed to do something else. I continued to participate in small races and one of my best memories, are the fifty years of the Muscadet year Lorient last! As fans, and what atmosphere on superbly pampered boats...

 

v & v.com: and in parallel in 1995, you mount the ORMA circuit!
P.F. : It was a moment that we worked on this subject - the first contacts date back to 1991... But I was convinced that you had to have the endorsement of the sporting power and it was not easy at this time: the UNCL was specialized in the offshore race and the FFV in Olympism. I convinced Jean-Louis Monneron, Chairman of the fed, and the five: having a broadcast on TV seemed indispensable! But the chain is broken figure... And in the end, the ORMA circuit began in 1995 and continued until 2005. With 18 trimarans on the starting line of the Route du Rhum 2002! A beautiful adventure, despite the shoved by some people in the middle of the sail, and lack of resources after the removal of Neuf Telecom.

v & v.com: it is the lack of partners which sank the circuit?
P.F. : Absolutely. When Total would invest in 2004, several people have put more that sticks in the wheels... The contract was made, the agreement should be signed, but some have revived the Erika case and have scuppered the project. Too bad for sailing!

v & v.com: with the ORMA, in any case, there have been the first regattas followed online with virtual images!
P.F. : It had invested to develop the attraction by the image. As television channels did not want to put money, should still offer an attractive product. The quality was there since Eurosport took pictures! But this cost still around 220,000 euros per Grand Prix, to multiply by five events over two lounges... And it did not interest me if there were not partners, premiums to the runners, to broadcast images. Certainly, it has been a little taken by the technological developments of the riders and designers: you should probably limit some things, like changes of rigging or appendices in-season for example...

 

v & v.com: now, there is more Minis, and a little the Class40 and the IMOCA to encourage innovation...
P.F. : It is a pity! The Monotype is not a solution, and the cost of a season in MOD70 was there to confirm. There remains much to encourage riders, architects, manufacturers to seek new solutions. Perhaps the new class of the 100-foot Maxi-multihulls will allow a revival - I hope in any case...

v & v.com: because the MOD70 circuit is buried in your opinion?
P.F. : Should an investor to resume everything, because boats are Highborne, solid, powerful, healthy. It's impressive averages that they made on the Transat Krys and duplicate on the Jacques Vabre! These are wonderful machines - still need to find partners...

v & v.com: CDK Technologies shipyard, it is above all major units!
P.F. : 50-foot trimarans! We tried to embark the Class40 series, but it is complicated: the market is reduced and there are already other very good sites that build in. And then, with the price of very skilled of the yard, it is rarely profitable below 60 feet - should make four or five to reduce the price of the equipment. Because a proto, now cost at least 500,000 euros!

v & v.com: and big monohulls of cruise?
P.F. : Need to find customers who are rather strangers...

v & v.com: navigate you yet?
P.F. : On my boat, Yes, a Swan 46 designed by German Frers. I fell in love of his boats in Rio de Janeiro, during a stage of the Whitbread: I waited a long time before you can offer me one, but I got there. These are great boats to of, a little less drag downwind...

 

The constructions of the shipyard CDK Composites (1984-1994),
then CDK Technologies (1995-2014)

2014: Saffron 2 (IMOCA 60) for Morgan Lagravière, Bank Populaire VIII (IMOCA 60) for Armel Le Cléac ' h, Macif (maxi-trimaran 100') for François Gabart
2013: three Class A (series D3 Scheurer)
2012: two MOD70 (Oman Air, Virbac-Paprec)
2011: five MOD70 (Race for Water, Veolia, Foncia, Edmond de Rothschild, Spindrift group), MACIF (IMOCA 60) for François Gabart
2010: PRB (IMOCA 60) to Vincent Riou, Foncia (monohull Imoca 60') for Michel Desjoyeaux
2009: Crêpes Whaou 3 (Multi50) for Franck - Yves Escoffier, VPLP 110' (composite part of the catamaran cruise JFA)
2008:Bank popular V (oceanic record of 40 m trimaran) to Pascal Bidégorry
2007: Foncia (IMOCA 60) to Michel Desjoyeaux
2006: PRB (IMOCA 60) to Vincent Riou
2005: Crêpes Whaou! 2(Multi50) for Franck-Yves Escoffier
2004: Groupama 2(ORMA 60) for Franck Cammas
2003: Giant (ORMA 60) to Michel Desjoyeaux, Sun Tenareze (cruise 85'catamaran)
2002: Popular Bank 3(ORMA 60) for Lalou Roucayrol
2001: Belgacom (ORMA 60) for Jean-Luc Nélias, popular Bank 2 (ORMA 60) for Lalou Roucayrol
2000: Flight Simulator (helicopter for Thales)
1999: Royal Atlantic (audiovisual production motor catamaran) to Philippe Facque
1998: Groupama (ORMA 60) for Franck Cammas
1997:Brocéliande (ORMA 60 for Alain Gautier
1996: model of the rocket Ariane V (Cité de l'Espace) for Eiffel Constructions metal
1994: "jumboisation" Iemenja (monohull cruise from 27 to 30 m)
1993: "jumboisation" of Charal (ex -foal) to Olivier de Kersauson
1992: Superior luggage(60 feet Open) to Alain Gautier
1991:Sofap-Helvim (60-foot Open) to Jean-Luc Van Den Heede
1989: Formula 28 on plans Cabon Yliam (trimaran 40') for Pierre-Yves Firmenich
1988: Cookies Cantreau-3 (trimaran formula 40) to Jean Le Cam, Hitachi (60'trimaran) to Lionel Péan
1987: Biscuits Cantreau 2 (trimaran formula 40) to Jean Le Cam, Chaffoteaux & Maury (catamaran formula 40) to Patrick Eliès, Laundry whiteo (catamaran formula 40) to Pascal Leys
1986: Foal (trimaran) to Olivier de Kersauson, Kaimiloa (catamaran cruise ' 70), Cookies Cantreau (trimaran formula 40) to Jean Le Cam
1984: skiffs of sea for the club of Carteret

 

...........
Hubert Desjoyeaux the spirit of the construction

Born in 1958, died of cancer in 2011, Hubert Desjoyeaux was the sole founder of the CDK Composites construction to remain in position after the takeover of the company by new shareholders. He was one of the most innovative composite builders - development of heaters by integrated composite fibers, use of the prepreg, technical Sandwich Glass-Airex hot, use of the autoclave... We met him a few months before his untimely death. Here are his words...

"When I was little, I wanted to be lumberjack in the Canada, then truck driver...". Well, I went to Quebec, but I did neither one nor the other! My father and my mother had seven children (four girls and three boys) and have always lived on the edge of the water.

They had a construction maintenance and caretaking and I loved helping out and enter the boats with the old cart with solid wheels. But still, it took me to do studies: they caught me since I gave up after three years of Art & crafts... I acquired bases in aero, hydro, in mechanics, electricity, but I am sharp in any way!

So I went to give a helping hand to Patrick Morvan, Jean Le Cam, Gaétan Gouérou, for the construction by Jet Services 2 in Carquefou Multiplast and its Assembly in La Trinité at Vanek. I was in the boat, but I liked the construction: I therefore followed up on the site of the catamaran Crédit Agricole as a base with Jean stratifieur, Gaëtan, 'The great' Alain, Roland Jourdain, Bertrand de Broc, Marc Guillemot...

Then I sailed with Philippe Jeantot for the Transat Québec/Saint-Malo after the epic recovery of the boat off the coast of the Azores after his capsize: a hull has leaked inside holes and with balloons, it succeeded to return it!

CDK Composites was the only site to have direct access to the sea by the beach: we had imagined a big trailer with hydraulic actuators to move boats up to the hangar!

In 1985, we had three large orders at the same time: foal, a trimaran of 23 meters for Olivier de Kersauson, the first trimaran formula 40 Biscuits Cantreau for Jean Le Cam and a 21 metre of archaeological exploration, Kaimiloa catamaran.

We were then twenty in the yard! I already had all the technical aspect of the site that grew at sight of eye... At the time, there were Multiplast in Vannes, Pinta in La Rochelle, ACX in Brest, Cherbourg NMC: it was linked to the explosion of multihulls and composite technologies.

In 1984, the majority of shipyards built still wet by impregnation with the hand of the fabrics at ambient temperature and atmosphere, mainly because they were fully aware these implementation techniques.

As soon as we have created the CDK, we wanted to use more sophisticated technologies with stratifications vacuum and, at the same time, we tested the fabrics which are pre-impregnated since 1984. We had developed with Excel-Genin of moulds heated by electric resistances integrated.

Engineers from DCN Cherbourg came to see us and we had made it clear that this system would never work! A year later, they used the same techniques...

But these tissues were not common and expensive, so we re-used dry fabrics but by practicing the vacuum and heated resins which had so the best mechanical characteristics: foal partly made with resins heated at 80 ° C or 95 ° C.

We are ironing fabrics which are pre-impregnated a few years later, because wet resins remained quite toxic to the laminators. The difference now is that we heat the subsequent parts in the oven instead of heating the molds.

It not was ultimately of major developments in techniques; simply, they are better implemented. These are mostly fibres that have evolved with new carbons, but honeycomb remain approximately the same.

The most important difference compared to twenty years ago, these are the digital files: architects provide directly plans scale 1, allowing very precise cutting of bulkheads for example: saving time in terms of adjustment is huge. In fact, sites have gained more ease of implementation technology.

Currently, we are moving towards the carbon parts milled digitally: on a block put in autoclave, we can machine the part in mass for strands of Saffron, for example. On crêpes Whaou 3, the 50 foot trimaran we realize at the moment, we have developed a system that allows us to use Airex foams with of prepregs, i.e. we can heat the sandwich to near 100 ° C without the foam does warp while normally, it loses its characteristics to 40 ° C.

Within the site, I spend a lot of time drawing parts, to validate the implementation techniques while monitoring the work at the workshop. The naval architect achieves a design plan, but not a manufacturing process: it may review the copy to fit, materials and methodology of work, to the specificity of each (arm, hull, mast...).

"It is a profession very taking, but full of surprises and lessons: boat that I prefer, this is the one I'll build, because I don't know yet how I will achieve it!...........
Heart of construction (1): Nicolas Groleau (JPS Production), is to be read here
Heart of construction (2): Alain Jézéquel (construction Jézéquel), is to be read here

Heart of construction (3): Yvan Noblet (SLM Production), is to be read here
Heart of construction (4): Alain Bouroullec (Structures), is to be read here
Heart of construction (5): Pierre-Marie Bernard (Billie Navy), is to be read here

D.Bo.